The SportCruiser is all metal, both for simplicity of construction and to help allay the fears of pilots concerned about fiberglass durability. Landing gear may be slickly enclosed with speed fairings that contribute as much as three knots to cruise. The SportCruiser also features something unheard of among other LSAs, wing lockers. CZAW mounts the lockers just outboard of the wing walks. The square lockers are positioned mid-chord at the airfoil’s thickest point and hold 40 fairly flat pounds of whatever per side.
Like most aircraft in the class, the SportCruiser uses a 100 hp Rotax 912, by far the most popular engine for LSAs. (The 120 hp Jabiru 3300 is another option.) Either way, the basic SportCruiser offers a useful load in excess of 550 pounds, which means the airplane can lift full fuel (30 gallons), two 170-pound people and 30 pounds of baggage.
CZAW brags that the airplane can leap skyward at 1,200 fpm, and even if that’s a tad wishful, the airplane can manage an easy initial 1,000 fpm, not bad for only 100 hp. Cruise performance is also impressive, 110 to 115 knots on only 4.5 gph. For those who choose the Rotax engine, endurance is around five hours plus reserve. That’s longer than most folks are willing to sit in an airplane without a pit stop, but for those with the necessary endurance, the SportCruiser will transport them well over the horizon.
Range at high cruise is reminiscent of that in a Skyhawk, 575 nm plus reserve. Pull back the throttle to max economy settings and you can extend that to 640 nm plus reserve. Control response is good in roll, better in pitch and reasonable in yaw. The airplane flies heavier than it looks. There’s not much adverse yaw, and you can carve turns up to about 60 degrees with feet on the floor and the ball still in the center.
This makes long flights not only possible but also fun. The difference between this LSA and some of the others is that you might not mind sitting in a SportCruiser for several hours. The big cabin doesn’t demand rubbing elbows, and there’s plenty of room to move around inside the cockpit. Visibility is excellent in virtually all directions. Overall, the SportCruiser perhaps comes closest to a normal category two-seater.
The SportCruiser’s large wing might suggest a low stall speed, and the airplane’s bottom number is 32 knots. That’s a virtual guarantee of impressive short-field performance. The airplane was originally designed to be operated from grass strips in Europe, so the comparatively long, paved runways of the States are almost ridiculously accommodating. The official numbers are practically in the STOL category, 400 feet for landing and 360 feet for takeoff.
The SportCruiser sells for a base price well below $100,000, but the optional level of avionics sophistication can drive the price well north of that figure. Like many other LSAs (and a few certified airplanes), the basic radio package is based around the Garmin 296/396/496 with the Air Gizmos panel mount. Combine that with a Garmin SL30 navcom and a Garmin 330 transponder plus an intercom, and you have an avionics stack that offers single nav and com, GPS, XM Satellite Weather, terrain warnings and even TIS (Traffic Information Service) uplink. You can also add a number of other boxes to include EFIS, autopilot and rate-of-climb/altitude preselect.
Base price of the standard SportCruiser with the 100 hp Rotax engine is $79,500. CZAW also offers perhaps the ultimate safety feature, a BRS recovery chute, for an additional $4,995. That’s a significant increase to the sales price, and it does reduce your payload, but it may be worth it if it saves your life even once.
Don’t be surprised if an increasing number of the LSAs you see parked and flying at your home airport are SportCruisers. It’s about as close as you can come to a standard general aviation airplane without a type certificate.
SPECS: CZAW SportCruiser
Page 2 of 2