Less is more

At that time, the Sportcruiser was re-badged as the Piper Sport and given the task of providing Piper with a foothold in the rapidly developing world of LSA without actually committing to the production of a new type on home soil. The aircraft would continue to be built in the Czech Republic, but marketed and supported by the American manufacturer. It was an interesting move for Piper in response to its arch-enemy’s aircraft, the Cessna Skycatcher. Unfortunately, the marriage between Piper and CZA was not last and after only a year the two parted company.

The official line released by Piper was that there was a “difference in business philosophies”. No-one outside the two companies management knows for sure, but a variety of reasons have been cited ranging from Piper’s desire to increase its role beyond marketing to a perceived American-centric focus on sales to a relative inflexibility to offer any variation in the configuration of the aircraft to the customer. You’re your pick, but regardless of the reason, the Piper CEO still endorsed the Sportcruiser stating that the aircraft, “…is a good one and we encourage aviation enthusiasts to continue their support of this segment of the market “.
Following the political fall-out, the aircraft returned to its original name of Sport Cruiser and across the globe, its distributors were keen to reassure the public that it was business as usual. No more so than Anton Meier of NZ-based Aerosport Aviation who had arranged for the Sport Cruiser to show its wares to ‘Australian Aviation’.
On the Move.
I had seen the Sport Cruiser up close in a static sense earlier this year at both Avalon and more recently, Natfly 2011. However, I was blind-sided when a Sport Cruiser arrived at my local airfield on the day of the Air Test when the flight was scheduled to take place at Wollongong. Fearing a mix-up I spoke to the pilots and soon realised that this was a different airframe and ‘VH-registered’ compared to the RA-Aus aircraft I was to fly. Nevertheless it gave me a first hand insight to the aircraft’s dual suitability for both registers and left me with the distinct impression that the type may be growing in popularity.

Fortunately I was at Wollongong in time to witness the arrival of the correct Sport Cruiser as it joined overhead offering a wonderful silhouette of its compact plan form and in particular, the forward sweep of its wings. As it subsequently taxied in, there is no denying that the lines of this aeroplane are sweet. Everything is smooth and contoured, topped by an equally sleek forward-hinged bubble canopy; this is how a light aircraft should look.

Andrew Campbell, a Chief Flying Instructor at a nearby flying school, climbed from the aeroplane apologising for the mud splattered down its flanks. Rather than deterring me, these flecks of mud state in the truest sense that this aeroplane has some degree of substance beneath its good looks having obviously just operated out of the nearby unsealed airfield after a week of constant rain.

As we walked around the aircraft together, performing a pre-flight inspection, there was the opportunity to see beyond the mud. The short 8.8 metre wing is the first element to catch the eye and is comparable in span to the original Piper Cherokee 140, but a great deal more attractive. Swept slightly forward and finished with small upswept winglets, the aeroplane has a relatively low aspect ratio compared to the majority of LSAs arriving on the scene. The stylish yet stubby wing suggests a relatively high roll rate, while the forward sweep infers that the stall will occur on the inboard section of the wing, hence retaining aileron effectiveness at high angles of attack. Functionally, the wing has a 20 kg capacity wing locker on each side, fastened by a series of screws. They are reminiscent of ammunition bay access panels on a WW2 fighter, but I would suggest that they are more suited to the carriage of wheel chocks and oil bottles. Each wing also has an internal fuel tank for a total capacity of 114 litres offering around five hours endurance with reserves intact. The trailing edge features sizeable ailerons and electric flaps that are slightly ‘Fowlered’.

The aeroplane is fundamentally of aluminium construction, while the finish is impressive adding to the sporty allure of this aeroplane as it sits atop a fixed tricycle undercarriage featuring a castering nosewheel. The tail section consists of a significantly swept fin and a full-span elevator hinged that is horn-balanced at its ends. In addition to a full-span electric trim tab, the elevator seems to be particularly substantial for an LSA aircraft that is only 6.5 metres in length.

The Sport Cruiser is pulled through the air at a cruise speed of around 110 knots by a three-bladed composite propeller driven by a Rotax 912 engine that is rapidly becoming the staple diet for LSA aeroplanes and able to use either AVGAS or car fuel. The propeller’s pitch is adjustable on the ground, but Andrew informs me that the constant speed propeller would suit this sporty aeroplane very nicely. The sleek engine cowling has three intakes to provide airflow to the 100 horsepower Rotax.

Externally, the aircraft presents extremely well with very sexy lines. From a handling perspective, the wing suggests manoeuvrability in roll throughout a range of speeds while the empennage seems to offer directional stability and a great deal of power in pitch for a small light aircraft. Now it’s time to fly and see whether there is even more to the Sport Cruiser than meets the eye.

Less is More.

Access to the cockpit is by stepping over the low sidewall and down into the cabin from the wing, securing oneself by handles on the top of the instrument panel and between the seats. In what is becoming a standard format for many LSA machines, dual control ‘sticks’ originate from the floor incorporate a push-to-talk switch and electric trim switches in the hand grip. Once seated, there is a real sports car feel to this aeroplane with controls at the fingertips and an open-top feel offered by the raised bubble canopy.

The rudder pedals are adjustable while the seats are fixed and ideally suited to pilots of an average build. Behind the seats is a small storage area capable of holding up to 18kg of gear. The seat position affords a clear view ahead and a reasonable cabin width of 118cm makes the cockpit a comfortable environment for training or touring. The centre pedestal is home to the throttle, choke, carburettor heat, flap and fuel selector before merging with the main instrument panel. A word of caution, the carburettor heat and cabin heat knobs are located beside each other and not dissimilar in form, so always ensure correct identification before application or the desired result may not be forthcoming. As flown, the aircraft featured two Dynon digital displays on either side of the panel which offered a myriad of combinations relating to flight and engine information while supported by traditional analogue instruments in reserve. Between the Dynons sat the VHF radio and transponder while the lower edge was home to ancillary switches and circuit breakers. The far left of the panel is home to the key-operated magneto switches and the park brake selector. Everything was within easy reach and well laid out, adding to the comfort factor of this aeroplane.

Lowering the tinted bubble canopy is best achieved by grasping the side lip and pulling it down, although the new models hitting our shores will have a specifically designed handle for this task. The canopy is securely locked by exercising a lever and overhead I stow the sliding blinds that keep the suns rays at bay. With little left to do we’re ready to start the Rotax and take off.

As the engine was warm, there was no prime required and the engine burst into life without hesitation. Cleverly, the Dynon engine display can be brought on line prior to start, while the remaining avionics are accessed via an ‘Avionics Master’ once the engine has stabilised. Releasing the park brake, we begin taxiing for departure off Runway 34 and the steering is reminiscent of most castering nosewheels, calling for a nip of brake and judicious use of throttle to manoeuvre in tight corners. The engine run-up and pre-take-off procedures are conventional and flaps are set to the first stage for take-off; indicated by a small LED indicator adjacent to the flap selector rocker switch.

Approaching the holding point Andrew advises me that the aircraft is very easy to rotate on take-off and warns against over-controlling. Bearing this in mind, I line up and advance the throttle to commence the take-off roll and immediately the aircraft accelerates away at an impressive rate. The take-off roll is a little longer than comparable aircraft with higher aspect ratio wings, but after about only 150m and at a speed of 55 knots the aircraft is wanting to fly.

I think about easing the stick back and the nose lifts off like a homesick angel. As evidenced by the dimensions of the elevator, this aircraft is very responsive in pitch to the degree that it is almost oversensitive. I set an attitude and fly the initial climb speed of 65 knots before retracting the flap. This action results in very little pitch change and by holding the attitude steady, the net effect is an increase in airspeed to the clean climb speed of 70 knots, achieving around 900 fpm.

As I commence a climbing turn away from the circuit I am struck by the lightness of the elevator, yet the roll characteristics seem nicely harmonised and proportionately responsive. Levelling off with the revs set at 5000rpm, the SportCruiser is punching along at a comfortable 110 knots at 3,500 feet and sipping around 20 litres per hour. Trimmed out, the aircraft settles nicely into the cruise, but given the lightness of control in pitch, it is an aeroplane best flown lightly with the thumb and forefinger, avoiding and temptation to ‘chase’ the altimeter. The key to flying this aeroplane sweetly applies to so many aeroplanes; ensure that the aircraft is correctly trimmed and when it comes to control inputs, less is more.

Reducing power to 4,000rpm, the SportCruiser decelerates steadily into the white arc and 10 degrees of flap is selected and once again there is very little pitch change to be felt. Indicating 65 knots, this slow speed cruise is a comfortable configuration with the ailerons remaining relatively crisp given the reduced airflow. In fact, in roll, the aeroplane is a treat. In both standard and steep turns, it is responsive and steady once the bank angle is established. Reversing the steep turn from right to left takes about six seconds, which is a few seconds quicker than most LSA aircraft with their longer wings. By virtue of the bubble canopy and the forward sweep, lookout in the turn is first class.

It is almost like the Sport Cruiser is a different aeroplane in pitch and roll, using thumb and forefinger on the stick in pitch, but a full, gentle fist in roll. Consequently, it is good news to hear that the new SportCruisers will feature a semi-mass balanced and split trim system to ensure greater positive stability. The system on the air-tested aircraft is mass balanced and by moving across to a dynamic system should ensure more docile and predictable trim and stability across a wider range of flight conditions.

A series of stalls were flown and the most challenging part was differentiating the carburettor heat lever from cabin heat. In the clean configuration, a noticeable buffet kicked in around 10 knots before the positive stall at 44 knots IAS. As expected given the nature of the wing design, a degree of aileron authority was maintained even though it is conflict of the age-old adage of “never picking up a wing drop with aileron”. The introduction of flap to establish an approach configuration doesn’t hold any challenges for the stall either, beyond a slight roll tendency at the point of stall.

Returning to the circuit, we choose to lose some altitude with the power at idle. The aircraft glides nicely at 65knots with the VSI indicating a descent rate of 650fpm; quite a respectable rate from altitude in a phase of flight where time equates to options. Nevertheless, I ultimately advance the throttle and position the aircraft to join crosswind for Runway 34.

The first circuit flown is a conventional approach and like most lightweight LSAs, the SportsCruiser would prefer to keep flying by virtue of its smooth lines. As such, reducing power and bleeding the speed back on late downwind is an advisable option to ensure that flaps can be extended without issue. 10 degrees of flap is selected in level flight before turning base, reducing power and starting downhill. Subsequent stages of flap are extended with ease as this aircraft requires minimal trim with changes in configuration, while the speed reduces comfortably to 65 knots on final.

With a crosswind blowing from the left, reducing speed on late final and into the flare, requires minimal control inputs; less is more. Slight back pressure on the stick and a touch of pedal force to motivate an effective rudder positions the aircraft for touchdown, while the authoritive ailerons prevent drift downwind. Too easy. I advance the throttle and we set off for another circuit.

In all, we fly a series of normal, flapless and short field approaches, including the mandatory go-around. Throughout all of the approaches, anticipation of deceleration, trim, and a light touch are the key elements, while the speeds to be flown are simply five knots faster for flapless and five knots slower for short field. Similarly, the go-around provided no surprises. Throughout the full range of the circuits demands, the pitch changes are minimal and if the attitude is held steady, the flap conveniently delivers the desired speed. Both in and beyond the circuit, this aircraft’s sportiness belies its simplicity.

Cruising Ahead.

As we park on the ramp, I am quite impressed by the SportCruiser. Even so, the new models rolling off the production line include subtle improvements to the cowling, spats, wingtips and avionics, but be by far the most significant will be the increased stability in pitch provided by the new tailplane and trim system. This current over-sensitivity could be challenging to student pilots and a little tiresome in turbulence, so news from Anton Meier of Aerosport Aviation that this has been addressed is great news.

In many ways it will be the making of this little aeroplane because it truly has a great deal going for it. It looks good, performs impressively and is free from vices. CZA have packed a lot of aeroplane into such a small airframe and the result is one of the best looking LSAs on the market. Often looks can be deceiving, but this is not the case with the diminutive SportCruiser. In fact, in so many ways, less truly is more.