Hey guys, its been a while since I have posted but I have a question for owners and want to be owners. What do you guys look for inside or outside as far as eye candy goes. Smooth lines, lots of gadgets, plain jane, etc.
Thanks,
Glyn
Eye candy in lsa's. What do you look for? ( update )
Moderator: drseti
Eye candy in lsa's. What do you look for? ( update )
Last edited by glyn on Tue Aug 05, 2008 6:01 pm, edited 1 time in total.
Proportion and comfort is the biggest thing, then avionics. Since this category has to go through less certification and bureaucracy, my expectation for an LSA is to go the speed limit, climb well, and have lots of gadgets to rival the electronics in top GA planes.
But, then there are some of those that are just lookers or seem to be made well. I think the EuroFox is made well, the panel in the CubCrafters SportCub has the nicest look/design and fit and finish is amazing, and the art-deco lines of the Luscombe Silvaire are beautiful.
But, then there are some of those that are just lookers or seem to be made well. I think the EuroFox is made well, the panel in the CubCrafters SportCub has the nicest look/design and fit and finish is amazing, and the art-deco lines of the Luscombe Silvaire are beautiful.
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SoaringSam
- Posts: 3
- Joined: Tue Jun 27, 2006 10:44 am
- Location: Savannah, GA
I want the sexy lines of a Gulfstream, the glass cockpit of a Gulfstream, and the push-it-to-the-limit attitude of a Gulfstream all at an affordable LSA price. Hey, you asked what I looked for. 
Really, I want a safe and reliable aircraft that looks good on the ramp and modern in the cockpit. I have spent too many years flying and working on old and worn out planes.
Really, I want a safe and reliable aircraft that looks good on the ramp and modern in the cockpit. I have spent too many years flying and working on old and worn out planes.
Sam
I walk around and look at general fit and finish quality. Compare that to the cost, visibility, cockpit layout, ease of entry, useful load, performance specs. And the general shape of the airplane. Usually you can tell what looks right will fly right. Then I look further into the construction to see how it is built and if it is maintainable.
Clean simple airplanes with good looks are nice. Wish some manufacturers would take a second look at the names. Seems like Sinus, and virus, sting, Hanuman, are not good airplane names. Marketing is everything.
Remember the Kitfox, Avid flyer wars. The Kitfox had a cute mascot and slick advertising that lured them in.
Sometimes thats all it takes.
Clean simple airplanes with good looks are nice. Wish some manufacturers would take a second look at the names. Seems like Sinus, and virus, sting, Hanuman, are not good airplane names. Marketing is everything.
Remember the Kitfox, Avid flyer wars. The Kitfox had a cute mascot and slick advertising that lured them in.
Sometimes thats all it takes.
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Chuckhhill
- Posts: 34
- Joined: Mon Jul 09, 2007 4:15 pm
- Location: Concord, CA
I bought a Tecnam Bravo, and some of the things that I liked were:
Accessibility--high wing, access could have been better, but it was better than most. Really liked the accessibility of the Jabiru.
Good performance--cruise is very near the LSA max.
Reasonable payload--it wasn't the best but far better than some I've seen.
Repairable--conventional metal construction.
Trigear--far more generally accepted and insurable than tail draggers.
Stability--much better than two other LSAs I had tried. Could be trimmed to fly hands off.
Accessibility--high wing, access could have been better, but it was better than most. Really liked the accessibility of the Jabiru.
Good performance--cruise is very near the LSA max.
Reasonable payload--it wasn't the best but far better than some I've seen.
Repairable--conventional metal construction.
Trigear--far more generally accepted and insurable than tail draggers.
Stability--much better than two other LSAs I had tried. Could be trimmed to fly hands off.
Chuck
"Stability--much better than two other LSAs I had tried. Could be trimmed to fly hands off."
I've not yet been in any LSA; none around southern New England at all. Is LSA stability and/or trim that difficult? Yikes - I would have thought that if it's not able to be put in trim, it couldn't be certificated as airworthy.
Tom
I've not yet been in any LSA; none around southern New England at all. Is LSA stability and/or trim that difficult? Yikes - I would have thought that if it's not able to be put in trim, it couldn't be certificated as airworthy.
Tom
I personally like the advances in technology that are available in LSA, at reasonable prices.
In my Flight Design CTsw, I have the Dynon D-100 EFIS and D-120 EMS, a Tru-Trak IIVS two axis autopilot, a Garmin 496 GPS, Garmin SL40 Comm, Garmin GTX327 transponder, and a PM3000 intercomm.
The Dynon's will swap screens, and you can split the screens to display various choices of data. The 496 is patched into the Dynon's, the autopilot, the intercomm, and the comm radio. It feeds the EMS fuel computer, the EFIS with wind data, the autopilot for GPS Nav capability, the comm for standby frequencies, and the intercomm for terrain warnings and XM Audio. I also have an audio jack on the panel to plug in an MP3 player into the intercomm. I also have the XM Weather subscription for the 496. The Dynon's are also patched into the intercomm for AOA and Engine alerts. All of this was at a fairly reasonable price. My CT was 35-40% of what you would pay for a similarly equipped new GA aircraft (i.e. C172SP with G1000).
Some may call it a bit much for a sport plane, but I use the plane mainly for trips. I've taken the plane on 2 week trips, the most recent was to northern Oregon, then on to Jackson Hole, WY. The 496 and autopilot provide some safety features as well as the comfort features. On the trip home from Jackson Hole, the 496 was displaying the thunderstorm activity that was in my way across Idaho and into Nevada. If I happen to get caught on top, the 496 and autopilot can fly an instrument approach, or descend through a layer with the 496 providing terrain information. Not that I'm planning on getting myself into that situation, but it is there if needed.
The interior room of the CT is great, with 49" width. The leather seats are nice, clean easily, but needed some extra cushion added to be comfortable for longer legs. The baggage area is also big enough for a two week trip for two, plus tools, 3 quarts of oil in order to do an oil change on the road, laptop, etc.
Here are a few links to pictures of my panel and interior.
http://www.ctflyer.com/album_pic.php?pic_id=65
http://www.ctflyer.com/album_pic.php?pic_id=66
http://www.ctflyer.com/album_pic.php?pic_id=63
In my Flight Design CTsw, I have the Dynon D-100 EFIS and D-120 EMS, a Tru-Trak IIVS two axis autopilot, a Garmin 496 GPS, Garmin SL40 Comm, Garmin GTX327 transponder, and a PM3000 intercomm.
The Dynon's will swap screens, and you can split the screens to display various choices of data. The 496 is patched into the Dynon's, the autopilot, the intercomm, and the comm radio. It feeds the EMS fuel computer, the EFIS with wind data, the autopilot for GPS Nav capability, the comm for standby frequencies, and the intercomm for terrain warnings and XM Audio. I also have an audio jack on the panel to plug in an MP3 player into the intercomm. I also have the XM Weather subscription for the 496. The Dynon's are also patched into the intercomm for AOA and Engine alerts. All of this was at a fairly reasonable price. My CT was 35-40% of what you would pay for a similarly equipped new GA aircraft (i.e. C172SP with G1000).
Some may call it a bit much for a sport plane, but I use the plane mainly for trips. I've taken the plane on 2 week trips, the most recent was to northern Oregon, then on to Jackson Hole, WY. The 496 and autopilot provide some safety features as well as the comfort features. On the trip home from Jackson Hole, the 496 was displaying the thunderstorm activity that was in my way across Idaho and into Nevada. If I happen to get caught on top, the 496 and autopilot can fly an instrument approach, or descend through a layer with the 496 providing terrain information. Not that I'm planning on getting myself into that situation, but it is there if needed.
The interior room of the CT is great, with 49" width. The leather seats are nice, clean easily, but needed some extra cushion added to be comfortable for longer legs. The baggage area is also big enough for a two week trip for two, plus tools, 3 quarts of oil in order to do an oil change on the road, laptop, etc.
Here are a few links to pictures of my panel and interior.
http://www.ctflyer.com/album_pic.php?pic_id=65
http://www.ctflyer.com/album_pic.php?pic_id=66
http://www.ctflyer.com/album_pic.php?pic_id=63
Roger Fane
Former owner of a 2006 Flight Design CTsw
Former owner of a 2006 Flight Design CTsw
[/img]FINALLY. somebody made a normal looking modern airplane.
Actually it reminds me of a high wing cirrus.
Ok now we need details.
Useful load
fuel capacity
appears to be a Rotax 912. How long to open the cowl?
type of braking system.
metric or AN hardware?
type of paint finish?
Cost bare and for the "camper"
I really like the camper option. The Wagabond traveler has been the only other one. For the camper option to work you need a little battery powered fan or a way to open windows and install a screen. The condensation is terrible otherwise.
I am guessing here. Steel tube frame in cockpit section with composite shells. Composite or metal wings. Aluminum struts, castoring nose gear.
if the nose steering is castering can you push it backwards into a hangar without lifting the nose wheel?
Actually it reminds me of a high wing cirrus.
Ok now we need details.
Useful load
fuel capacity
appears to be a Rotax 912. How long to open the cowl?
type of braking system.
metric or AN hardware?
type of paint finish?
Cost bare and for the "camper"
I really like the camper option. The Wagabond traveler has been the only other one. For the camper option to work you need a little battery powered fan or a way to open windows and install a screen. The condensation is terrible otherwise.
I am guessing here. Steel tube frame in cockpit section with composite shells. Composite or metal wings. Aluminum struts, castoring nose gear.
if the nose steering is castering can you push it backwards into a hangar without lifting the nose wheel?