Video info and entertainment is burgeoning these days. YouTube has become one of most-visited Internet websites; you can watch videos on subjects of every conceivable description (plus many you could not have conceived). *** In the aviation world, videos are also common. AOPA, EAA, AvWeb, Aero-TV, Loop-TV, and others offer video to further your knowledge and enjoyment of aviation. Folks just seem to love watching videos. Now, we are pleased to offer you something a little different from the others and in so doing we promise to remain true to Light-Sport and all Sport-Pilot-eligible aircraft. *** After producing more than 100 shorter-length video reports on Light-Sport Aircraft and other Sport Pilot-eligible flying machines, the Light Sport and Ultralight Flyer and I are pleased to collaborate on the first two-pilot, full-length, all-video pilot report. Here you’ll find almost an hour’s worth of flying footage and detail commentary from a couple experienced evaluation pilots that can help decide which airplane you want to buy.
Evektor Aerotechnik
Website: http://www.evektor.com
Email: sales@evektor.cz
Phone: (420) 572-537-111
Kunovice, -- 686 04 - Czech RepublicEvektor Harmony LSA Becomes SLSA #119
Evektor will always be First… that is, the Czech company gained the very first Special Light-Sport Aircraft approval back in April 2005 and no one can ever take that first-in-class title away from them. Now they are also the newest approval, before AirVenture 2011 anyway. Congratulations to Evektor Aerotechnik and their U.S. representatives including Steve Minnich’s Dreams Come True operation in Dayton, Ohio. *** “I got a call right at lunch time that the Evektor Harmony LSA, N905EH, just received her airworthiness certificate,” Steve wrote on July 13th. How is Harmony different than the SportStar series (SE, Plus, Max, Max IFR)? Steve helped out with an informative summary. *** “The wing and tail surfaces are tapered and the wings and horizontal stabilizer have greater span so the wing area is actually the same. Both rudder and ailerons are larger giving a higher crosswind capability and the rudder pedal linkages exit through the floor rather than penetrating the firewall.
‘Net Surfin’ for LSA News
Knocking around the ‘Net looking for signs that Light Sport is alive and well… *** Michael Combs is nearing the end of his 19,000 mile odyssey — what a vision. Latest word from PR dude Dave Gustafson is that the Flight for the Human Spirit in a Remos GX has made it to my old west coast stompin’ grounds. Five jewels of the left coast — San Diego, Burbank, San Luis Obispo, Monterey and San Jose — were on the itinerary for one magical flight day over one of the most beautiful stretches of coastal landscape in the world. God speed Michael, 18,000 miles and 45 states and you’re nearly done. • Imagine the human experience he’s having, flying all summer, meeting all the great people he’s met. I’m jealous, I admit it. • BTW, pilots are encouraged to fly along for any portion of Michael’s Flight.
Sebring Day Three: To The Max
Evektor USA’s main man Jim Lee took me up for an enjoyable float above the clouds today in the SportStar Max, the top-line evolution of the SportStar which won the first ASTM SLSA designation back at the beginning of the category. *** Above the line of scud clouds murking things up below 2500′ or so, we cruised around for awhile in smooth air, doing some stalls, playing with the TruTrak EFIS, enjoying the solid, easy handling of the bird, and talking about the simple joy of flying as we gazed down upon the beautiful green earth. *** I’ll be writing up my review of the Max for an upcoming issue. Meanwhile, more eye candy. *** (That’s Jim standing by the airplane). *** Attendance for the show seemed pretty good today, although no official numbers yet.
Steady Subtle Changes Add Up to the Max
Evektor’s SportStar became the first-ever Special Light-Sport Aircraft a little over four years ago, a distinction no one can ever take away from the Czech company. Yet that exclusive title has not encouraged the company to rest on their laurels. While Evektor has not re-certified their airplane (for example, like Flight Design and their CTLS, Remos and their GX, or TL Ultralight and their Sting S3), the design has nonetheless changed (photos). SportStar was also one of the first success stories gaining entry to the GA flight school market. Now for Oshkosh 2009, Evektor will launch their Max model in two variations. Their SportStar Max BT (“Basic Trainer”) is the entry model, fleet priced at $110,000. But flight schools that focus on instrument training may opt for the $155,000 Max IFR model which comes equipped with the certified Rotax 912S (different than the ASTM-compliant “ULS” version).
Big Crowds at the Sun ‘n Fun LSA Mall
Sun ‘n Fun 2008 is history, but planning is already underway for the 2009 event. Event boss John Burton confirmed we will again have the LAMA-hosted LSA Mall right at the front gate next April 21-26. A major success at this year’s Lakeland, Florida airshow, the industry Mall presentation featured 17 Special Light-Sport Aircraft. Weather prevented Fantasy Air’s Allegro from attending. Two days before the event, a tornado crushed a Sting S3 planned for display. And work at Quicksilver Manufacturing postponed the exhibit of the GT500 (they’re finishing SLSA approval, reports national sales manager, Todd Ellefson). *** The 17 who were in the ’08 LSA Mall enjoyed significant traffic all week and virtually every visitor to Sun ‘n Fun was at least exposed to Light-Sport Aircraft in a wide variety (although we were not able to enlist any trike or powered parachute companies).
Light Sport Airplanes West Officially Opens
Within 24 hours of getting home from Sun ‘n Fun, several industry leaders including Evektor America’s Jeff Conrad, Flight Design USA’s Tom Peghiny, Jabiru USA’s Ed Ricks, and BRS parachute’s Gregg Ellsworth packed up and headed off to California. What motivated these men to depart so soon after a long week in Florida? They all wanted to support proprietor Mike Fletcher as he and his staff celebrated the Grand Opening of Light Sport Airplanes West. I also flew out to join the party for America’s largest LSA showroom and a grand affair it was. Estimates put attendance at 300 (I suspect that didn’t include everyone present as some 100 aircraft flew in). Representing the Sportstar, CTsw, and J-250 plus the Remos G-3, TL Ultralight StingSport, and Tecnam, LSA West has an impressive line and a large inventory of LSA in stock.
LAMA Audits of SLSA Continue; Board Expanded
In a year of facilitating independent audits for Special Light-Sport Aircraft, LAMA, the Light Aircraft Manufacturers Association, completed reviews of six companies: IndUS (Thorpedo); Jihlavan (Kappa KP-5); Aeropro (EuroFox); Flight Design (CT); Czech Aircraft Works (SportCruiser, Mermaid, & Parrot); and Evektor (SportStar). CZAW and Evektor were announced at a press conference at AirVenture Oshkosh 2007; all the others were announced earlier. Successfully audited LSA can display individually-numbered LAMA decals. Customers appreciate and seek independently reviewed products. *** At the same press conference LAMA announced expansion of its board to seven members. New members are Jack Pelton, president and CEO of Cessna Aircraft and Jo Konrad, president of the German Ultralight Association (DULV). These impressive additions join Dave Martin, journalist and former editor of Kitplanes; Tom Peghiny, president of Flight Design USA; Phil Lockwood, president of Lockwood Aircraft Supply; Tom Gunnarson, LAMA president; and myself, serving as Chairman.
Come See LSA at AOPA’s 2007 Expo in Hartford
At Oshkosh I took the chance to speak with several general aviation leaders — CEOs of top general aviation companies and presidents of leading membership organizations. All have been kind to me with their time and generous with their support for the Sport Pilot concept, but I sensed they didn’t yet accept LSA deep down. Minor questions remained. Today that seems convincingly gone. The same not-100%-certain leaders now chorus, “LSA is here to stay.” *** Evidence of that is again marshaling for AOPA’s season-ending event for general aviation. The D.C.-based organization now counts more than 413,000 members, more than two-thirds of all pilots on the FAA register. The traveling Expo show typically draws well from a region’s pilot population. Action starts October 4-6, 2007 at the Hartford-Brainard Airport (HFD). *** For the third year running AOPA is providing a grouped location for Light-Sport Aircraft right where you enter the airplane display area (SLSA exhibitor list under photo).
LSA Euro-Factory Tour: Evektor, Czech Republic
On the same field in the southeastern Czech Republic as used by Czech Aircraft Works is Evektor, builder of the #3-selling SportStar. Coincidence? Not at all. This region, including nearby Slovak Republic and Poland, forms an aviation-intensive region that has attracted many companies. CZAW occupies buildings used in the Soviet era by Let Aircraft, a major producer of transport aircraft. In newer quarters on the opposite side of the airport is Evektor. *** Beside producing the first SLSA in America, Evektor is an engineering and design powerhouse. Of their several hundred employees, the company has nearly 200 engineers doing work for the aircraft and auto industries (which helped their success at being first to meet ASTM standards). Evektor builds an all-metal airplane using many components subcontracted to businesses in the area then assembling them into the beautifully finished LSA we see here in the U.S. According to Evektor America, more SportStars are in use in U.S.
LSA Training Aircraft Welcomed to Embry Riddle
A month before Sun ‘n Fun helps to kick off the new year, I visited Embry Riddle Aeronautical University (ERAU) in Daytona Beach as the big aero school hosted dozens of universities at the National Training Aircraft Symposium. The third of these events to gather academia with industry invited Light-Sport Aircraft to participate. University aeronautical department leaders know general aviation best but clearly recognize LSA and value their economical operation. Plus, these are aeronautical places of learning and SP/LSA is now part of the FARs they teach. Many sessions at NTAS were highly technical, aimed at helping to prepare students for airline careers. Yet every student has to solo and simple flying machines have a secure future. “The LSA panel session was lively,” said ERAU organizers, “and the questions were good.” ERAU is one of our major educators for young aviators; their interest in LSA is timely and appropriate.
Evektor Introduces Sportstar Plus at Sebring
Evektor America requested their Czech supplier, Evektor Aerotechnik to perform an engineering study of the design. The result? By slightly raising the stall speed to ASTM standards (45 knots), the company was able to add 55 pounds of useful load. The newly capable model will be called the Sportstar Plus. *** On a visit to their Kerrville, Texas base (the same city/airport that is home to Mooney Aircraft), Evektor America‘s Jeff Conrad also told me that deliveries have now exceeded 42 Sportstars and that the importer plans to bring in 60 aircraft for 2007, growing steadily to over 100 units by 2008. Evektor’s surprising success has been in the GA flight school market where they currently have 15 schools using 18 Sportstars. “We believe this is the best penetration of any SLSA,” said Jeff. *** In addition to having the first certified LSA Sportstar, Evektor America is gearing up to sell Evektor’s four seat Cobra model, to be certified under Part 23 regulations.
Learning to fly in a SportStar
St. Charles Flying Service, based just outside the city of St. Louis, Missouri, took a leap into sport pilot training. Company owner Dennis Bampton traveled to the Sun ‘n Fun Fly-In in April 2005 to scout the light-sport aircraft fleet for a trainer. After reviewing the choices available, he signed on the dotted line for an Evektor SportStar. While a wave of such flight school operations is expected as the sport pilot industry develops and is better understood by the pilot population, Bampton is clearly a leader. His gamble appears to be paying off nicely. Bampton’s concept is that a student can come to the flight school with the promise of a sport pilot certificate costing less than $3,000|for everything. “The sport certificate is more affordable and less time-consuming than other ratings and reduces the hassle that has hampered many people who want to learn to fly,” said Bampton. Included in St.
A Sporty SportsStar: Leading the LSA Parade
Seating | 2, side-by-side |
Empty weight | 606 pounds |
Gross weight | 1,232 pounds 1 |
Wingspan | 26 feet 5 inches |
Wing area | 106 square feet |
Wing loading | 11.6 pounds per square foot |
Length | 19 feet 7 inches |
Height | 7 feet 8 inches |
Kit type | Kit or Fully Assembled 2 |
Airworthiness | Certified SLSA |
Build time | 300-400 hours |
Notes: | 1 Factory states MTOW (Maximum Takeoff Weight) as 1,058 pounds in accordance with current European rules, however, U.S. representative reports the design easily qualifies for the proposed higher Light-Sport Aircraft maximum weight. 2 Full assembly under proposed Light-Sport Aircraft rule. |
Standard engine | Rotax 912S |
Power | 100 hp at 5,500 rpm |
Power loading | 12.3 pounds per hp |
Cruise speed | 115 mph |
Economy Cruise | 100 mph |
Never exceed speed | 168 mph |
Rate of climb at gross | 1,200 fmp |
Takeoff distance at gross | 630 feet |
Landing distance at gross | 650 feet |
Standard Features | 100-hp Rotax 912S with electric starter, ASI, altimeter, water temp, tachometer and fuel gauge, fully enclosed cabin with large bubble canopy, 4-point seat belts, in-flight trim, shock-cord nose gear suspension, steerable nosewheel, differential hydraulic brakes (left side only), all-metal wings and fuselage. |
Options | 81-hp Rotax 912, Jabiru 2200, or BMW engine (in development), "high performance" prop, additional instruments including navigation and comm radios and attitude instruments, adjustable rudder pedals, quick-build option, fully-assembled option (allowed under Light-Sport Aircraft if passed), ballistic parachute under development with BRS. |
Construction | Aluminum airframe, fiberglass cowling, composite gear, steel firewall. Made in the Czech Republic; distributed by U.S.-owned company. |
Design
Cosmetic appearance, structural integrity, achievement of design goals, effectiveness of aerodynamics, ergonomics.
Pros - A 1997 design repositioned for Light-Sport Aircraft, the SportStar is nearly a perfect fit to the proposed rule. More conventional than most ultralights; should appeal to general aviation pilots and others. Design by a Czech Republic team of engineers with long experience.
Cons - Not ultralight-like in the U.S. tradition; and accordingly priced considerably higher than most ultralights. Fully enclosed conventional aircraft, which won't appeal to all ultralight buyers. Unproved design for U.S. consumption (though no design problems are noted). All pilots don't prefer low-wing designs.
Systems
Subsystems available to pilot such as: Flaps; Fuel sources; Electric start; In-air restart; Brakes; Engine controls; Navigations; Radio; (items covered may be optional).
Pros - Fully loaded aircraft with electric start, flaps, trim. Exterior filling of fuel. Easily reached access for engine repairs. Multifunction instrument display in evaluation SportStar offered lots of information (at optional cost). Four-point seat belts are standard. Map pockets on both sides.
Cons - Trim is rather sensitive. When you get all the goodies (from an ultralight pilot's perspective) you should expect to pay for it. Accessing engine means removing a cowling with 9 Dzus fasteners. Greater system features mean longer build time for kits.
Cockpit/Cabin
Instrumentation; Ergonomics of controls; Creature comforts; (items covered may be optional).
Pros - Only a single latch required to secure cockpit. Aft cabin also enclosed in plastic for huge visibility. Entry is very easy; factory says you can step anywhere when climbing in from the wing. Forward-opening canopy restrained by gas pistons. Full dual controls for flight operations.
Cons - Though a forward-opening bubble canopy cannot open in flight (other than in a violent upset, perhaps), some pilots might prefer more secure latching. Right seat has rudder pedals but no brakes. Some other Light-Sport Aircraft cabins are wider and even more feature-laden.
Ground Handling
Taxi visibility; Steering; Turn radius; Shock absorption; Stance/Stability; Braking.
Pros - Checking for traffic in the SportStar is very easy; it offers wide-open visibility. The SportStar can turn a 360 on the ground within its own 25-foot wingspan. Standard hydraulic differential brakes make for precise and tight ramp maneuvering.
Cons - With just clear plastic above, the canopy can be hot in intense sunshine. No brakes on the right side means no differential help in tight situations. Low-wing design can mean some taxi obstacles may be obscured from view. No other negatives.
Takeoff/Landing
Qualities; Efficiency; Ease; Comparative values.
Pros - Rotax 912S provides for strong acceleration and powerful takeoffs in the SportStar; printed factory literature distributed in the U.S. states takeoff roll is 330 feet (though it seemed longer to me and is listed longer on Evektor's Website). Climb is strong, 1,000 fpm or more off the runway.
Cons - Takeoff roll is relatively long for most ultralight pilots. Factory Website states a 670-foot landing roll, long by genuine ultralight standards and something you need to keep in mind. Low-wing cushion in ground effect may not be familiar to ultralight pilots used to high wings.
Control
Quality and quantity for: Coordination; Authority; Pressures; Response; and Coupling.
Pros - Very gracious handling that most pilots will like. Harmony between control surfaces is very good. Precision control is certain and adverse yaw is low. Crosswind capability seems very good (though not evaluated in strong cross conditions). Pitch is nicely dampened.
Cons - With more conventional general aviation handling, you may find more need for trim than on many ultralights. Though controls are good, the SportStar can't mimic the feel and response of super-light designs intended for slow flight. No other negatives.
Performance
Climb; Glide; Sink; Cruise/stall/max speeds; Endurance; Range; Maneuverability.
Pros - A 17-gallon tank with 81-hp Rotax 912 can go 4+ hours and 500+ miles. Standard wheel pants help performance. Climb is close to 1,000 fpm even on warm, humid days. Solid 115-mph cruise speed. Good cross-country capability with excellent cabin comforts for longer voyages.
Cons - Does not provide genuine ultralight slow flying ways; you may not feel comfortable wandering low over fields like you do in an open- cockpit ultralight. Weighing 1,200 pounds or more, the SportStar has considerably more mass and kinetic energy than genuine U.S. ultralights.
Stability
Stall recovery and characteristics; Dampening; Spiral stability; Adverse yaw qualities.
Pros - Stalls in all modes - power-off, power-on, accelerated - were benign in their characteristics. Stall recovery was fast and a warning received. Good longitudinal stability, returned to level flight quickly. Power applications brought conventional response (i.e., nose-up on power-up).
Cons - No wing twist or taper and very little dihedral makes for easy roll pressures but can allow some lateral quickening of bank in very steep turns. No other negatives.
Overall
Addresses the questions: "Will a buyer get what he/she expects to buy, and did the designer/builder achieve the chosen goal?"
Pros - Pilots who prefer general aviation qualities will probably like the SportStar immediately. Available in kit, quick-build kit, or ready-to-fly (when and if the Light-Sport Aircraft rule becomes law). Beautiful exterior lines, nicely finished with curved tips and a splashy, patriotic paint job. Engineered by a large experienced team.
Cons - Pilots who prefer genuine, U.S.-style ultralights may not care for the SportStar for the same reason Piper drivers will love it. Thin skin could be subject to hangar damage; extra caution advised. Functional but unimpressive interior finish (though a kit-builder could change this). Little U.S. market presence at this time.
Being first is often good in marketing, sports, or life in general, for that matter. In the light-sport aircraft (LSA) certification race, one aircraft has already won: the Czech Republic-built Evektor SportStar. This all-metal, low-wing, bubble-canopy design was the first aircraft to win its airworthiness certificate as a special LSA (S-LSA), and no one can ever take that distinction away. Evektor Aerotechnik appointed Sport Aircraft International of Kerrville, Texas, as its American distributor. That company is currently in the process of transitioning to Evektor America as its new trade name. At EAA AirVenture Oshkosh 2005, it exhibited a beautifully finished SportStar SE alongside Evektor’s four-seat Cobra, which is aimed at the Cirrus market. In the LSA Mall, another SportStar presented itself to thousands of visitors. I flew the first imported version of the SportStar, then called the EuroStar, a few years ago. The day after EAA AirVenture 2005 ended, I was delighted to join Evektor America President Jeff Conrad and rocket down Wittman Field’s runway in the newest SportStar SE (special edition).
SportStar for American Pilots
Seating | 2, side-by-side |
Empty weight | 606 pounds |
Gross weight | 1,232 pounds 1 |
Wingspan | 26 feet 5 inches |
Wing area | 106 square feet |
Wing loading | 11.6 pounds per square foot |
Length | 19 feet 7 inches |
Height | 7 feet 8 inches |
Kit type | Kit or Fully Assembled 2 |
Airworthiness | Certified SLSA |
Build time | 300-400 hours |
Notes: | 1 Factory states MTOW (Maximum Takeoff Weight) as 1,058 pounds in accordance with current European rules, however, U.S. representative reports the design easily qualifies for the proposed higher Light-Sport Aircraft maximum weight. 2 Full assembly under proposed Light-Sport Aircraft rule. |
Standard engine | Rotax 912S |
Power | 100 hp at 5,500 rpm |
Power loading | 12.3 pounds per hp |
Cruise speed | 115 mph |
Economy Cruise | 100 mph |
Never exceed speed | 168 mph |
Rate of climb at gross | 1,200 fmp |
Takeoff distance at gross | 630 feet |
Landing distance at gross | 650 feet |
Standard Features | 100-hp Rotax 912S with electric starter, ASI, altimeter, water temp, tachometer and fuel gauge, fully enclosed cabin with large bubble canopy, 4-point seat belts, in-flight trim, shock-cord nose gear suspension, steerable nosewheel, differential hydraulic brakes (left side only), all-metal wings and fuselage. |
Options | 81-hp Rotax 912, Jabiru 2200, or BMW engine (in development), "high performance" prop, additional instruments including navigation and comm radios and attitude instruments, adjustable rudder pedals, quick-build option, fully-assembled option (allowed under Light-Sport Aircraft if passed), ballistic parachute under development with BRS. |
Construction | Aluminum airframe, fiberglass cowling, composite gear, steel firewall. Made in the Czech Republic; distributed by U.S.-owned company. |
Design
Cosmetic appearance, structural integrity, achievement of design goals, effectiveness of aerodynamics, ergonomics.
Pros - A 1997 design repositioned for Light-Sport Aircraft, the SportStar is nearly a perfect fit to the proposed rule. More conventional than most ultralights; should appeal to general aviation pilots and others. Design by a Czech Republic team of engineers with long experience.
Cons - Not ultralight-like in the U.S. tradition; and accordingly priced considerably higher than most ultralights. Fully enclosed conventional aircraft, which won't appeal to all ultralight buyers. Unproved design for U.S. consumption (though no design problems are noted). All pilots don't prefer low-wing designs.
Systems
Subsystems available to pilot such as: Flaps; Fuel sources; Electric start; In-air restart; Brakes; Engine controls; Navigations; Radio; (items covered may be optional).
Pros - Fully loaded aircraft with electric start, flaps, trim. Exterior filling of fuel. Easily reached access for engine repairs. Multifunction instrument display in evaluation SportStar offered lots of information (at optional cost). Four-point seat belts are standard. Map pockets on both sides.
Cons - Trim is rather sensitive. When you get all the goodies (from an ultralight pilot's perspective) you should expect to pay for it. Accessing engine means removing a cowling with 9 Dzus fasteners. Greater system features mean longer build time for kits.
Cockpit/Cabin
Instrumentation; Ergonomics of controls; Creature comforts; (items covered may be optional).
Pros - Only a single latch required to secure cockpit. Aft cabin also enclosed in plastic for huge visibility. Entry is very easy; factory says you can step anywhere when climbing in from the wing. Forward-opening canopy restrained by gas pistons. Full dual controls for flight operations.
Cons - Though a forward-opening bubble canopy cannot open in flight (other than in a violent upset, perhaps), some pilots might prefer more secure latching. Right seat has rudder pedals but no brakes. Some other Light-Sport Aircraft cabins are wider and even more feature-laden.
Ground Handling
Taxi visibility; Steering; Turn radius; Shock absorption; Stance/Stability; Braking.
Pros - Checking for traffic in the SportStar is very easy; it offers wide-open visibility. The SportStar can turn a 360 on the ground within its own 25-foot wingspan. Standard hydraulic differential brakes make for precise and tight ramp maneuvering.
Cons - With just clear plastic above, the canopy can be hot in intense sunshine. No brakes on the right side means no differential help in tight situations. Low-wing design can mean some taxi obstacles may be obscured from view. No other negatives.
Takeoff/Landing
Qualities; Efficiency; Ease; Comparative values.
Pros - Rotax 912S provides for strong acceleration and powerful takeoffs in the SportStar; printed factory literature distributed in the U.S. states takeoff roll is 330 feet (though it seemed longer to me and is listed longer on Evektor's Website). Climb is strong, 1,000 fpm or more off the runway.
Cons - Takeoff roll is relatively long for most ultralight pilots. Factory Website states a 670-foot landing roll, long by genuine ultralight standards and something you need to keep in mind. Low-wing cushion in ground effect may not be familiar to ultralight pilots used to high wings.
Control
Quality and quantity for: Coordination; Authority; Pressures; Response; and Coupling.
Pros - Very gracious handling that most pilots will like. Harmony between control surfaces is very good. Precision control is certain and adverse yaw is low. Crosswind capability seems very good (though not evaluated in strong cross conditions). Pitch is nicely dampened.
Cons - With more conventional general aviation handling, you may find more need for trim than on many ultralights. Though controls are good, the SportStar can't mimic the feel and response of super-light designs intended for slow flight. No other negatives.
Performance
Climb; Glide; Sink; Cruise/stall/max speeds; Endurance; Range; Maneuverability.
Pros - A 17-gallon tank with 81-hp Rotax 912 can go 4+ hours and 500+ miles. Standard wheel pants help performance. Climb is close to 1,000 fpm even on warm, humid days. Solid 115-mph cruise speed. Good cross-country capability with excellent cabin comforts for longer voyages.
Cons - Does not provide genuine ultralight slow flying ways; you may not feel comfortable wandering low over fields like you do in an open- cockpit ultralight. Weighing 1,200 pounds or more, the SportStar has considerably more mass and kinetic energy than genuine U.S. ultralights.
Stability
Stall recovery and characteristics; Dampening; Spiral stability; Adverse yaw qualities.
Pros - Stalls in all modes - power-off, power-on, accelerated - were benign in their characteristics. Stall recovery was fast and a warning received. Good longitudinal stability, returned to level flight quickly. Power applications brought conventional response (i.e., nose-up on power-up).
Cons - No wing twist or taper and very little dihedral makes for easy roll pressures but can allow some lateral quickening of bank in very steep turns. No other negatives.
Overall
Addresses the questions: "Will a buyer get what he/she expects to buy, and did the designer/builder achieve the chosen goal?"
Pros - Pilots who prefer general aviation qualities will probably like the SportStar immediately. Available in kit, quick-build kit, or ready-to-fly (when and if the Light-Sport Aircraft rule becomes law). Beautiful exterior lines, nicely finished with curved tips and a splashy, patriotic paint job. Engineered by a large experienced team.
Cons - Pilots who prefer genuine, U.S.-style ultralights may not care for the SportStar for the same reason Piper drivers will love it. Thin skin could be subject to hangar damage; extra caution advised. Functional but unimpressive interior finish (though a kit-builder could change this). Little U.S. market presence at this time.
They’re already lining up out front though the party isn’t sure to happen. I’m writing about the FAA’s Light-Sport Aircraft proposal and those aircraft that intend to cash in on the new opportunity if the proposal becomes the law of the land. Should ultralight pilots embrace this proposal? Or is it merely another niche of aviation that won’t substantially change how many ultralight pilots operate their aircraft? Many true-to-the-breed ultralight designs are already kit-built, N-numbered aircraft flown by pilots with an FAA certificate. Lots of others prefer the light-handed Part 103 rule. Light-Sport Aircraft, while potentially more capable, are going to carry much higher price tags and more government involvement. However, the kit business isn’t going to disappear nor are genuine Part 103 ultralights. (The last statement is the beginning of another story but I can easily demonstrate how Part 103 aircraft will remain an important part of the market.) Still, the Light-Sport Aircraft proposal has considerable energy and may become law during 2003.