Then the A Cruiser, also with the Optional fuel tanks were available to provide a max of 90 litres Later models were the A Cruiser-S with a further reduction in the wingspan to 9. It has been recorded as being fitted with a Rotax engine providing 38 kw 51 hp , this unit being derived from a snowmobile engine.
Save my name, email, and website in this browser for the next time I comment. David C. Eyre May 8, Wingspan: Recent Comments. This control slides fore and aft in a track supported by rollers that provide fluid movement.
You lift the lever up out of the detent position and slide it to a new position for whatever degree of flaps you want.
Then it convincingly locks into place. I was caught off guard, as many ultralight-type flap handles have to be retracted with some deliberate if not muscular effort.
Yet even with full flaps deployed, roll control remained quite effective. My Dutch roll coordination exercises in this configuration required more aileron movement than when the flaps were not used. Positioned at the base of the joystick, the trim lever functioned easily, though I had to stretch to reach the control. Trim was effective without being sensitive throughout its movement range. From the front or rear seat, it was easy to determine remaining fuel quantity.
With its wraparound canopy, visibility from the Cruiser is enormous, even to the rear, although I had to twist considerably to check the rudder movements before takeoff. I would have loved this feature on the warm day I flew the airplane. Because the summer screen was not fitted on the Vista Cruiser I flew, I became busy propping open the canopy with one hand while working the throttle and brakes with the other.
I really needed three hands because even at idle thrust, the potent S gently pushed the Cruiser forward. Rather reluctantly in the steamy heat of the day, I worked the canopy lockdown system. It is very secure and latches with reassuring authority, but it takes a little jockeying to position it for latching. A small cord restrains the canopy when fully open, and John asked that I make sure this cord did not get caught when closing the canopy.
Owners in warm climates will want to add further ventilation. Once aloft, you can rest your throttle hand on either the flap linkage arm or on the aluminum tube linking front throttle to aft throttle. Throughout my several touch-andgoes, I commonly used only rpm for takeoff; more is simply excess for a single occupant. In one takeoff, I used only rpm according to the digital engine information system John had installed , and I was still climbing at fpm.
No wonder the Rotax can adequately power the Vista Cruiser! For that low-power takeoff experiment, I used two notches of flaps throughout the pattern. Landings were just as easy but you must plan ahead. I can sum up landing approaches in the Aeroprakt with this comment: I had to use slips on every landing I made in the Vista Cruiser. I prefer high approaches, but as I wanted to do touch-and-goes, landing in the first third of the runway is wise. Getting the Vista Cruiser down in the first 1, feet of a 4,foot turf strip while using high approaches demanded a different technique than landing many slower ultralights.
Even when I used full flaps, the Cruiser wanted to linger in the sky, a fact most pilots will appreciate. My early slip trials produced a sink rate beyond 1, fpm, good enough for most situations where you want to get the Vista Cruiser down on a short runway. More experience will help you make even slower approaches, but moderate slips and flaps worked well together. In later slips I applied so much slipping force that I actually had to brace myself in the seat; I recorded a descent rate of 1, fpm.
The steepest of my slips were done with no flaps. One criticism I have focuses on the close proximity of the flap handle to the throttle handle. During final approach, you may sometimes feel for the knob you want. You can learn the difference between the specially shaped handles designed for tactile feel, but at first I grabbed the flap handle thinking it was the throttle.
Keeping your hand on the throttle on final approach, as most instructors advise, solves the dilemma. Crisp Control Qualities One distinguishing feature of all the many Aeroprakt designs appears to be the common use of a large tail volume. Certainly, the Ukrainian designs are not alone in this characteristic, but I felt the big tail accounted for some of the superb handling qualities experienced in the Vista Cruiser.
After performing various evaluation maneuvers, I can attest to its fine handling characteristics. All movements were fluid and light while still providing some feedback. The ailerons and rudder seem beautifully harmonized. I nearly always use Dutch rolls to discover the basics of handling a new aircraft; the non-aerobatic maneuver offers an excellent chance to feel control authority and harmony.
My Dutch rolls in this configuration required more aileron movement than when the flaps were not used. Trim worked well, also.
Many ultralights hardly need it but I often used trim on the Vista Cruiser. I thought trim was needed as the Cruiser exhibits a wide speed range with a powerful engine doing the work. John Hunter later confirmed this impression. He also indicated that the twin-engine model with its lower thrust line does not require as much trim. The lever was easily operated, positioned at the base of the joystick.
It required a reach for my short arms but most pilots will find it a reasonable grip. Trim was effective without being sensitive and was adequately intuitive throughout its movement range. With its broad canopy windscreen, visibility is simply enormous. Even to the rear, visibility is quite good although I had to twist considerably to check the rudder movements before takeoff.
Taxiing out for takeoff, I found adequate steering, though in a crowded field you might wish for differential brakes. This would have allowed plenty of airflow without neglecting pilot comfort and Hunter says the change is literally a 1-minute task using removable titanium pins at two hinge points on the right side. I found it a little busy to use one hand to prop open the canopy while working the throttle and brakes with the other.
I needed three hands because even at idle thrust, the big S gently pushed the Vista Cruiser forward. Somewhat reluctantly in the broiling heat of the day, I worked the canopy lock-down system. A small cord restrains the canopy when fully open and Hunter asked that I check to assure this cord does not get caught when closing the canopy. I kept sticking one hand or the other out to direct more air inside. Though Aeroprakt may not have planned it, you can rest your throttle hand on either the flap linkage arm right above or on the aluminum tube linking front throttle to aft throttle.
I gingerly added power, having experienced hp Rotax S takeoffs before when flying light planes. But like that stereo system with wattage you never fully use, it may be better to have too much than too little. Throughout my several touch and goes, I commonly used only 4, rpm for takeoff; more is simply excess for a single occupant. In one takeoff, I used only 3, rpm according to the digital EIS and I was still climbing at fpm, suggesting a powered Vista would be plenty for most situations.
For this experiment, I used two notches of flaps throughout the pattern. Landings were just as easy if you planned ahead. I can sum up the landing approach situation with this comment: I had to use slips on every landing I made in the Vista Cruiser. I prefer and only make high approaches.
Given a 4,foot turf runway, low approaches are dumb in my opinion. Since I wanted to do touch and goes, landing in the first third is imperative for safety. Getting the Vista Cruiser down using just the first 1, feet of turf while using high approaches proved much different than landing something like a Quicksilver.
The Vista Cruiser boasts a long glide; it simply does not want to come down for a landing. Even when I used full flaps, the Vista Cruiser wanted to hang up in the sky, a fact that brought a smile to my face. My early slip trials produced a sink rate beyond 1, fpm, good enough for most situations where you want to get the Vista Cruiser down on a short runway.
More experience will help you make slower-yet approaches, which helps, but moderate slips and flaps worked well together. In later slips I applied so much slipping force that I actually had to brace myself in my seat. I noted a descent rate of 1, fpm. With good technique, short field or emergency landings should not present problems.
These steepest of slips were done with no flaps. A criticism is the close proximity of the flap handle to the throttle handle. At times like final approach, you sometimes feel for the knob you want.
You can learn the differently shaped handles designed to offer a different tactile feel, but at first I grabbed the flap handle thinking it was the throttle. The dilemma is solved by keeping your hand on the throttle on final approach as most instructors advise. Those great cover shots taken by UF! No problem in the Vista Cruiser. One distinguishing feature of all the many Aeroprakt designs appears to be common use of large tail feathers. The Ukraine company is not alone in this characteristic but they are consistent.
This surely accounts for some of the superb handling qualities I experienced in an hour and a quarter on board the Vista Cruiser.
Big tails work. The resulting cover photo and lead photo in the story attest to fine handling characteristics of the Vista Cruiser. All movements were fluid and light while still providing some feedback. Ailerons and rudder seem quite well harmonized. Before we start this formation flying, I usually practice Dutch rolls as my way to discover the basics of handling a new ultralight or microlight.
After the formation flying, I slowed down, deployed full flaps, and again tried Dutch rolls. Now I had to limit the bank angles as the flaperons consumed some of the aileron range although I still banked back and forth more than many other ultralights. Bringing the flaps back up and increasing to about 50 mph, Dutch rolls once again became very light and easy to do. The aileron heaviness experienced with full flaps went away and the coordination improved. Pilots may rarely do Dutch rolls with flaps fully out but they do identify control effectiveness and differences at slow, approach-like speeds.
I found the Vista Cruiser showed a slight left turn at 3, rpm with no stick or rudder influence after a straight start. Interestingly, this slight left turn seemed less pronounced with full flaps deployed.
Because the aircraft flew so well — and so ultralight like — with full flaps, I spent an unusual amount of time in this configuration. A linkage adjustment or trim tab should take care of the slow turn.
The Vista Cruiser is a climbing wonder with its hp Rotax S installed. I saw a sustained 1,fpm rate. I was also able to fly low over open fields while using full flaps at power settings as low as 3, rpm and at speeds in the higher mph range. This is a wonderful demonstration from an aircraft that can also zoom to much higher speeds.
Backing off the throttle to create a more ultralight regime, I used 3, rpm which produced about 60 mph. At this setting, the Vista Cruiser could stay aloft a long time. At higher speeds, you feel the bumps more noticeably, and I prefer flight in the to mph area. At 3, rpm, I saw 42 mph while staying fairly level. Though the Vista Cruiser looks quite different than most American ultralights, it can clearly fly as slowly as many ultralight designs.
Of course, power settings to achieve this will be significantly different with the hp Rotax needed to remain within the training exemption to FAR Part At full aft throttle about 1, rpm and at about 50 mph, the Vista Cruiser produced a descent in the to fpm range. I did not fly at full gross weight. Given enough wing area in the test aircraft — a longer version with greater area is available on some models — and given the easy electric starting with the reliable S, I was tempted to shut down the engine and try some soaring.
I found its glide and sink rate to be superior to other machines in its class. However, in my inevitable ultralight experiments, I found the S-powered Vista Cruiser to be lots of fun at the low-over-the-field flying which I consider to be an essential ultralight attribute. Using full flaps and after practicing slow flight at a higher altitude, I was able to drift lazily over my favorite Florida fields at under 40 mph. Spectrum Aircraft does not presently have a powered Vista for me to compare but after flying the higher-powered Vista Cruiser through a range of maneuvers, I feel quite sure that the powered Vista will prove to be the entirely enjoyable ultralight Hunter swears it is.
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