Quote:
|
Originally Posted by ajay
Frank,
very nice writeup. I had my eye on the sport cruiser when they first started marketing. The advertised performance envelope and useful load puts it at the head of the LSA pack and your evaluation seems to confirm their numbers. You're not affiliated with CSAW are you?
I have to ask the obvious, why are you waiting for an unproven rv12? Did you not know that the sport cruiser comes in a quick biuld kit?
ajay
|
Thanks for the compliment. I wish it was otherwise but I have no affilliation with CSAW.
I talked to the rep about the kit and it runs around $60K including the engine and crating and shipping to the states but does not include radios and paint. So the savings is not that much over the production bird which comes painted and assembled. The kit comes off the exact same assembly line from which the production planes come. In fact it gets a production que (about a 6 to 9 month waiting list exists already).
One other item I forgot to mention is that this flight school in NC primarily burns 93 Octane auto fuel. They add a little 100 LL now and then but mostly burn auto fuel. I like that option.
Concerning the speed comments by others, here are a couple of more observations. Although I didn't note the exact number the manuvering speed is something less than the 140 MPH as we were well into the yellow arc when we touched 140 (it was a very calm day). I think the manuvering speed was closer to 120 MPH which is a more reasonable continuous cruise speed for this plane. As for the stall speed being 35 MPH, the question then becomes why the instructor wanted 65 to 70 MPH on final. In a Cub or Champ which stalls about 35 MPH you fly final at 60 MPH. (Perhaps the instructor used 70 MPH as a practical speed for pattern work. He didn't get too excited , nor did I, if trhe speed dropped to 65 as the plane felt just as solid at that speed When we did stalls at altitude I never felt the bottom fall out of the plane even though the indicated airspeed was at the bottom of the dial.) All I can say it that the plane flew smooth and quiet at 140 and had a very benign stall at the low end whatever the number was. For a first time experience in this new plane there was nothing about this plane that ever made me feel uneasy. (Sorry fellas but I can't honestly say that was the case in every RV I've had the privelage of flying. There was some "newness" to RV's that spooked me on occasion) Flying the Sport Cruiser was an enjoyable experience from start-up to shut-down.
I don't know a lot about the history of the Sport Cruiser but they had some kind of relationship with Zenair that has since been dissolved. They do tend to brag that it was "designed in the US" so if Chris Hienz had anything to do with this design then there is a lot of experience behind it.
Getting to your main question about why wait for Vans. The main reason I am waiting for Vans is this:
Hopefull lower cost.
Some flexibility during the build (panel layout, etc)
The fun of building (its been on my todo list a long time).
Removeable wings to bring the bird home. Hangars up North are expensive even if your lucky enough to get one. Since I only live 1 mile from the local airport the plan is to tie down outside in the summer and bring it home during the winter. Thats a net savings of about $2200 per year.
My perception is that Vans organization is here to stay and will exist long after he passes on. So I think purchasing something from Vans has very low risk associated with it both from design aspect and factory support.
In the mean time I'm hoping the Sport Cruiser catches on with the local flight schools. I'm currently paying $94/ hour for a tired 172 and the Sport Cruiser was renting for $89/hour in NC. Given the choice I know which one I would choose. (Our local 172 smoked a cylinder on a relatively low time engine while the water cooled Rotax ran cool as a cucumber in the NC 90 degree temps)
I'm real curious as to what the next RV-12 wing design will be as that will be key to the 12's flight characteristics.
I'll say it again. I will need to fly the revised RV-12 before I buy it but if it flies anywhere near as nice as the Sport Criuser I won't be able to write the check fast enough to get my kit number in the que.
Here is one more tidbit of information I heard from an RV-7 flyer in NC. The reason Van chose Rotax as an engine supplier is that they are the only engine supplier that would commit to supplying up to 30 engines a month. If he has his numbers straight that gives you an idea of how many RV-12's Van anticipates selling.
regards, Frank
Flying the Sport Cruiser
Linear Mode
