PS28 - Cruiser
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PS28 - Cruiser
Does anyone have any experience/usage on these aircraft? I have read up on the service bulletin regarding the nose wheel but have also heard that people are experiencing problems with the main wheels?
Thanks
Thanks
Join Date: Jan 1999
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Fragile !
The sport cruiser has been the subject of much comment on these pages, the biggest problem is the build quality, in short it has been built down to a weight and so is fragile.
In the hands of an careful individual I have no doubt the aircraft would be OK but it won't survive long in a group or training environment.
Being responsible for the maintenance of a number of sport cruisers all have had the nose leg replaced, some have shown defects in the main gear.
It is overall robustness that is the issue with the aircraft, the sport cruisers are after less than 500 hours starting to show the sort of defects that we are finding on 13,000 hour Cessna's during the SID's checks.
For any other role apart from as an aircraft for an experienced individual owner I would steer well clear.
In the hands of an careful individual I have no doubt the aircraft would be OK but it won't survive long in a group or training environment.
Being responsible for the maintenance of a number of sport cruisers all have had the nose leg replaced, some have shown defects in the main gear.
It is overall robustness that is the issue with the aircraft, the sport cruisers are after less than 500 hours starting to show the sort of defects that we are finding on 13,000 hour Cessna's during the SID's checks.
For any other role apart from as an aircraft for an experienced individual owner I would steer well clear.
Join Date: Mar 2013
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I did my PPL training mostly on PS-28 cruiser. Unfortunately I don't have much experience with other aircraft to be able to compare finer points (~50 hrs on PS-28, 3 on DA-40 and 2 on DA-20 katana).
I don't like its electronic flaps controls - you need to push a button and hold it for several seconds (3-4s for no flaps to takeoff, another 4-5s for full flaps), as opposed to just switching between 3 positions.
Stability seems to be little worse than katana, but the difference would probably be felt only on longer flights (3+ hours I'd say).
I'd also recommend ballistic recovery system option, as it would be quite difficult to get out of cockpit after ditching, or overturning on emergency landing (canopy has hinges at front).
Anyways, the airplane looks good, it does fly, fuel consumption is quite low and handling isn't half bad
I don't like its electronic flaps controls - you need to push a button and hold it for several seconds (3-4s for no flaps to takeoff, another 4-5s for full flaps), as opposed to just switching between 3 positions.
Stability seems to be little worse than katana, but the difference would probably be felt only on longer flights (3+ hours I'd say).
I'd also recommend ballistic recovery system option, as it would be quite difficult to get out of cockpit after ditching, or overturning on emergency landing (canopy has hinges at front).
Anyways, the airplane looks good, it does fly, fuel consumption is quite low and handling isn't half bad
Last edited by habdl; 27th Apr 2014 at 09:50. Reason: correction
Join Date: Mar 2013
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Sorry for bad phrasing (english is not my primary language). Canopy has hinges at front, so it opens at the back.
Meaning you can't open it during flight (airflow will keep it closed) and you'll have really difficult time opening it when flooding, or if upside down
Meaning you can't open it during flight (airflow will keep it closed) and you'll have really difficult time opening it when flooding, or if upside down
Join Date: Aug 2007
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I agree it would be impossible to open the canopy if you ended up inverted on land, but it might be possible underwater, once the cockpit is completely flooded. Better not to try it though.
This is what happens when the canopy is left us latched. It is impossible to close it in flight.
This is what happens when the canopy is left us latched. It is impossible to close it in flight.
Join Date: Apr 2006
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Having accidently taken off without the canopy being latched in a Sportcruiser a number of times over the last 5years I can assure you that it is a complete non-event. You cannot fasten it back down in flight though. I usually just throttle back, fly a circuit and land. Not a problem at all.
Having built and owned a Sporctcruiser for 5years now I can testify that the Sportcruiser is an excellent aircraft and compared to other aircraft with a 600kg MAUW it is quite a rugged beast in comparison. Try looking around a Eurostar or Bristell for example and see how much sturdier the S/C is than the other types.
I would agree though that any aircraft of this type and weight is totally unsuitable for the training environment where customers/students don't give a hoot on how the aircraft is treated or abused. It is horses for courses really.
I personally certainly wouldn't want to go back to flying heavy, old, awful handling Cessna's or Pipers.
Having built and owned a Sporctcruiser for 5years now I can testify that the Sportcruiser is an excellent aircraft and compared to other aircraft with a 600kg MAUW it is quite a rugged beast in comparison. Try looking around a Eurostar or Bristell for example and see how much sturdier the S/C is than the other types.
I would agree though that any aircraft of this type and weight is totally unsuitable for the training environment where customers/students don't give a hoot on how the aircraft is treated or abused. It is horses for courses really.
I personally certainly wouldn't want to go back to flying heavy, old, awful handling Cessna's or Pipers.
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Objection! I have built both a SportCruiser and a Eurostar SL, and would not consider the SC to be the more sturdy of the two. The SC does win on payload and range, though.
Unlike the SportCruiser, the Eurostar has a long record and successful record as a training aircraft. When it comes to factory support, I also know which one I would choose.
Unlike the SportCruiser, the Eurostar has a long record and successful record as a training aircraft. When it comes to factory support, I also know which one I would choose.
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Shoestring
Some might say that the SC is too light and under damped in pitch, while on the whole I agree with you the I think the low pitch loads are likely to lead to PIO in those pilots who are inexperienced or lack currency on type.
It should also be remembered that types other than Piper or Cessna are available the Jodel & Robin cranked wing types are a delight to fly.
It should also be remembered that types other than Piper or Cessna are available the Jodel & Robin cranked wing types are a delight to fly.
Join Date: Dec 2006
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Sportcruiser
The sportcruiser nose leg and indeed main gear dies have it's weaknesses but the replacement ones seem to fair a long better. We have over 1000 hours on hours and it really has not missed a beat. I don't understand the film of the canopy lifting in flight, I have done it more than once and it only lifts an inch or two. When we did it with two on board we even managed to close it again and lock it. Everything is a compromise but there is a lot to recommend the Sportcruiser.
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Yes, it is a test, to show that it is a non event, as long as you are not distracted by the noise. It did not happen to me on the SC, but it did on its predecessor, the Zenair CH601. I was solo and couldn't close it, but continued the 35' flight home without any trouble at all. It closed itself as I rounded out.
I wonder if anybody has had a wing locker open in flight.
I wonder if anybody has had a wing locker open in flight.
