It is both on their website and ANN. Dumped after one year. I thought that at least on paper, this was one of the best LSA's out there. I don't know anyone who has ever flown one. I guess the Czech's will go back to their own dealer network again.
http://www.piper.com/pages/PipertoTermi ... 122011.cfm

http://www.aero-news.net/

Our local FBO is/was a Pipersport Dealer, and it is a very nice little airplane... I never understood the whole LSA thing until I flew the PS... My question was always why buy an LSA when you could buy 3 Cubs for the same price? Well the PS is a reasonable X/C airplane. Very comfortable, very capable, lots of room, and 110 kt cruise... If I knew I was not going to pass my medical, I would sell the fleet and have both a Pipersport, and a Pipercub!

A friend of mine bought a new Piper Sport in August and flys the crap out of it. He loves it and it's very sharp looking. I may see him tomorrow evening and see what he knows about the situation.

Greg,

Where is he based?

Randy, he's based right here in Fond du Lac.

Pipersports are pigs and will not run lop.

He bought it from the our FBO here at MCW and I am pretty sure I have flown his airplane.

Wow. The Piper Flyer Society has been making a big deal out of the Piper Sports for at least the last 4 issues.

But, IMHO, the problem with the whole LSA segment is that people want an airplane to go places. That means IFR, and a whole host of nice goodies (PFD/MFD/GPS/ABC/XYZ).

Sure, some folks just want to fly around the flagpole for flying's sake, but that's Kitfox territory, not 100-120K plus territory. Sooner or later, you want to carry 3 people or go IFR

I always felt that the LSA segment was oversold. The sweet spot is 4 people, IFR capability and range to go somewhere, and that's beyond the LSA segment.

Best,
Rich

Rich,

I thought the same thing up until Sun & Fun last year.

I personally love my Bonanza AND my J-3. However, there is a surpising demand in the LSA arena... many of which are former Standard Category pilots. Sad as it may seem to some, I think LSA's are here to stay and the current economy is pointing us further in that direction. $100K - $150K for a nice shiney new bird versis $400cK for a C172 is a major driver. Owner maintenance with a 3 week course (LSRM) another. No 3rd class medical another. It adds up for the Babby Boomers who are reaching retirement with some sadly depleated 401K's.

I'm with you; I like a "real" certified airplane... as opposed to an ASTM standard. How that all shakes out in the long term is yet to be determined. As a structural engineer with over 20 years in aerospace, I can tell you I'm not convinced what I'm seeing out there is by any means equal in design or durability.

I like certified IFR equipment and capability. LSA's want to be there; many have some nice experimental like equipment; and yes, autopilots. I expect to see some folks get in trouble flying IMC, non certified, not ready for prime time. I think the urge is going to be too great. Expect to see the FAA respond accordingly.

As for me, I'd rather buy a used A36 for $150K than a Chez two seater any day. Quality is quality and there is no comparison. Unfortunately, a huge majority of our flying brotherhood are faced with some realities financially and otherwise. I'm lucky I'm able and willing to do alot of my own maintenance and care for my bird myself. For me, owning an airplane is more than simple economics. Flying is a passion; it 's worth it to me to put forth a little extra effort to continue what I love.

For many attempting to enter aviation today, I don't think that's the case. LSA's are gaining popularity for the flight schools, both for lower aircraft rental costs and because they're associated with the lower costs airman certificates.

What this all means for the future of Standard Category aircraft, parts costs, and general operating costs for us who fly "aging aircraft" is a little uncertain, and somewhat disconcerting. Obviously, our numbetrs are shrinking and along with that comes some realities in our overall market segment (read price increases, parts availibility).

Looks like our only choice is to continue to support organizations like ABS and AOPA, and of course Beech Talk.

Of course, I'm still waiting for HB to come out with a 4 place, 170 knot, "LSA killer" priced at $50K...

Dave C

Piper has gone thru a number of management changes in the last four or five years and the Pipersport doesn't fit with the current team. It was probably made to support the dealers, but adds little to no value to Piper.

It's critical that the Altaire (Piperjet) makes it to market, and bringing in somebody's else's entry level LSA in the same breath can be a deal killer. Piper has to move it up....away from the perception of a "B" level aircraft manufacturer. Looking like they're trying to be everything to everybody doesn't help.

The companies that are making right now are real focused.

This plane seems to have been bitten. If you recall Sport Air Works in FL had it as the Sportscruiser. Then they were taken out of the deal and the Manufacture made a go of it. Then it appeared as a Piper. I went to Sebring when it debuted. It's a great LSA and probably is one of the more stylish out there. The main guy Chip Irwin (US) seemed to disappear after some management issues with manufacture. $130K seems like a bunch for 110 knts.

You are forgetting about something called 'primary trainer'. LSAs are best here. You get nicely handling, cheap to operate and relatively slow airplane that is perfect for new students to get their wings. Nobody said you can't get your PPL in LSA.

To me it looks like Piper desperately wanted to outrun Cessna's 162 and cash in on being the first 'of the big ones' LSA on the market. But they probably hit the economy wall and the resistance in many small flight schools against Rotax engines....

He bought it from the our FBO here at MCW and I am pretty sure I have flown his airplane.

I wonder, idly, how much effect our third-world currency has on this?

Hi Dave,

That's a fantastic analysis, and I agree for the most part.

The problem still comes down to the cost of aircraft, whether certified by the FAA or the ATSM.

The problem comes is there is a major discontinuity between the capability of a LSA and a certified aircraft...not ACTUAL capability, but an artificial barrier.

I think LSAs for primary training is great. Heck, even use them for IFR training, even if you can't actually fly them IFR.

But once you move out of the primary training, 2 person VFR arena, you have to make the jump to either a certified aircraft, or something like an RV-10. If you take used aircraft out of the equation for a moment, that means going from $120k to north of $400k in a heartbeat.

I would very much support a re-worked "personal" aircraft category, where more owner maintenance was possible, and perhaps some lower costs, but the LSA was billed as the same kind of thing, and all of the prices immediately jumped to the "premium" level, which leads me to believe that any "certified" aircraft (whether FAA/ATSM/whatever) at reasonable costs is vaporware.

Best,
Rich