Aerotrek Aircraft Archives - Page 2 of 3

Aerotrek Aircraft

Website: http://www.aerotrek.aero/

Email: info@aerotrek.aero

Phone: (812) 384-4972

Bloomfield, IN 47424 - USA

Aerotrek Success Mirrors Other Positive News

By Dan Johnson || February 28, 2012 Leave a Comment

Aeropro's quality is evident throughout including the engine compartment.

Aeropro spooled up production during 2011 so growing demand can be met faster in 2012.

Even though their price can be half that of some top-end LSA, the Aerotrek models are well equipped.

Aerotrek may be one of those "sleepers." You know, the kind of company that does well, has few problems, and doesn't need to make a lot of noise to be successful. Aerotrek's tri-gear and taildragger models look great, fly well, and are priced so reasonably that sales are remarkably steady. The company ranks #12 in fleet size and came in fifth for 2011 registrations. The numbers aren't big but they could be bigger, said importer and longtime light aviation specialist Rob Rollison. *** Rob noted their last year registration was "way below what it should have been, but [the manufacturer] Aeropro wasn't able to ramp-up production quickly enough to keep up with increased demand for our planes starting in late 2010." He continued, "They also had production delays during 2011 as they worked to get UK certification but this was quite worthwhile, resulting in a few nice improvements to our planes." *** I can add that I know something about British certification and it is one of the most demanding systems in the world. If you satisfy the British CAA, you've achieved something. *** "We could readily have sold 16 planes in 2011," Rob said, "if we could have gotten more planes from Aeropro and had more reasonable lead times." However, Rob observes that the 2011 production ramp-up is bearing fruit. "For 2012, production has increased and there should not be any undue delays." *** In reporting these facts about Aerotrek, I want to speak to a new general level of activity for the LSA community. Several companies reported good sales at Sebring, the first time we've heard this since 2008. Several industry players have told me that their phones are ringing and website visits are up. Right here at ByDanJohnson.com, December was a strong month, January set an all-time record, and if February had 31 days like January, it would equal or exceed January. The pilot mood appears to be lifting. *** Aerotrek agrees. "We've sold seven planes in the last eight weeks," exclaimed Rob. "We will deliver a minimum of 14 planes in 2012. This isn't wishful thinking as 13 of those planes are already sold." While 14 deliveries in a year may not impress, this represents 25% of all the Aerotrek LSA registered in the U.S over six years. The USA accounts for about half of Aeropro's production. Other active countries include England and Australia. "Aeropro is... increasing production in a responsible manner, taking care to maintain high quality," noted Rollison. *** As part of the proof of Aeropro's quality, the company underwent a LAMA audit some years ago and is taking renewed action following FAA's 2009 industry assessment report. "I am taking steps to [produce] good annual internal audit reports and to provide those to FAA via LAMA, as was suggested." Rob refers to discussions in a series of joint GAMA/LAMA meetings where manufacturers and importers continue to hear how they should bring assurances to FAA and other entities that want to know LSA builders are fully meeting the FAA-accepted ASTM standards. *** The first delivery of a Special LSA happened in April of 2005. Over the past seven years, this start-up industry has achieved a great deal, while maintaining a safety level FAA finds "acceptable."

Aerotrek may be one of those “sleepers.” You know, the kind of company that does well, has few problems, and doesn’t need to make a lot of noise to be successful. Aerotrek’s tri-gear and taildragger models look great, fly well, and are priced so reasonably that sales are remarkably steady. The company ranks #12 in fleet size and came in fifth for 2011 registrations. The numbers aren’t big but they could be bigger, said importer and longtime light aviation specialist Rob Rollison. *** Rob noted their last year registration was “way below what it should have been, but [the manufacturer] Aeropro wasn’t able to ramp-up production quickly enough to keep up with increased demand for our planes starting in late 2010.” He continued, “They also had production delays during 2011 as they worked to get UK certification but this was quite worthwhile, resulting in a few nice improvements to our planes.” *** I can add that I know something about British certification and it is one of the most demanding systems in the world.

Lower-Priced LSA Coming to Sun ‘n Fun

By Dan Johnson || April 3, 2010 Leave a Comment

Price Cuts! -- Among good values being offered are great deals from Flight Design and Jabiru. Come to Sun 'n Fun, find them in the LSA Mall, and see if you find your magic price.

After a tough winter in most parts of the USA, spring evidently arrived early with 80-degree temperatures as far north as Minnesota... all before Sun 'n Fun. More good news: After its coldest winter since the early 1980s Florida is extremely pleasant now, warm with low humidity. *** Indications are the economy continues bearing down on Light-Sport aviation. Confronted with cautious customers, some aircraft producers have tightened their costs and are offering sharply lower prices in time for Sun 'n Fun. *** Flight Design announced its CTLS Lite, which makes two impressive accomplishments. By slightly trimming the equipment list and making other adjustments, the market leader was able to slice $20,000 off the price, coming in at $119,800. They also cut a most impressive 50 pounds from the empty weight. *** Jabiru USA offers two models discounted for a short time. Taking $11,000 off the price of their J-170 brings the base to $85,900. With some nice equipment, it remains less than $95,000. The company's more spacious J-230 is being offered for $97,900 base and pretty well equipped for $105,000. *** All these numbers can be made more affordable through partnering or finance, both of which have good support. *** Other observed bargains: SeaMax, a well-equipped, performance amphibian for $140,000 range; Aerotrek, still holding a line below $70,000 for their handsome A220/A240; the RANS S-6LS is a value at $63,000; SeaRey kits offer the lowest amphib cost among LSA; and a low-price leader is the X-Air LS for $59,995. *** I'm also sure I left out someone deserving, so come to Sun 'n Fun and find the deal for you. I've not seen a better time to buy an LSA.

After a tough winter in most parts of the USA, spring evidently arrived early with 80-degree temperatures as far north as Minnesota… all before Sun ‘n Fun. More good news: After its coldest winter since the early 1980s Florida is extremely pleasant now, warm with low humidity. *** Indications are the economy continues bearing down on Light-Sport aviation. Confronted with cautious customers, some aircraft producers have tightened their costs and are offering sharply lower prices in time for Sun ‘n Fun. *** Flight Design announced its CTLS Lite, which makes two impressive accomplishments. By slightly trimming the equipment list and making other adjustments, the market leader was able to slice $20,000 off the price, coming in at $119,800. They also cut a most impressive 50 pounds from the empty weight. *** Jabiru USA offers two models discounted for a short time. Taking $11,000 off the price of their J-170 brings the base to $85,900.

LSA Market Shares Are Stable through August 2009

By Dan Johnson || October 9, 2009 Leave a Comment

Top Guns -- Since January 2008, or over the last 20 months, the FAA registration leaders are -- in order: Remos; Flight Design; (tie) Tecnam and Czech Sport Aircraft; Jabiru, American Legend; CubCrafters; AMD; Aeropro (Aerotrek); TL Ultralight (Sting); and Evektor. These 11 brands account for 72% of all FAA registrations. As always, my thanks to Jan Fridrich for the considerable effort it takes to sift through FAA's database.

As the challenging year for aircraft sales grinds on, Light-Sport Aircraft continue to hold their own. In tough times, when cash is tight, small enterprises may fare better than large companies. Their low expense structures, modestly compensated managers and employees, and lean manufacturing -- as allowed by industry-standards certification -- become strengths. *** But we see another quality. The half-million-plus general aviation pilots are more accepting of LSA today than three years ago. Organizations like AOPA are more fully embracing LSA, because their members are calling to ask questions. (Watch for a surprise LSA announcement at AOPA's Aviation Summit in about a month!) GA pilots make up most buyers of LSA and those aviators now recognize the brands and have begun to acquire faith in companies certifying themselves (though many are still reserving judgement). *** Through August, a full month after AirVenture, the LSA fleet has grown to just under 1,700 fully-built aircraft not including ELSA kits or alternative aircraft like trikes and powered parachutes, nor any converted ultralights. The LSA market leaders have remained about the same and held their same positions (more info: chart). *** I see four up-and-comers to watch: Aerotrek (Aeropro); American producer, RANS; Gobosh (importing two airplanes); and Brazilian entry Paradise. In addition to the top-10 that hold three-quarters of the market, these four brands are working hard and moving up. In 2010, we'll begin to see Cessna numbers plus a few new entries. It stays exciting here at aviation's entry level. [UPDATE 10/7/09] CubCrafters identified additional SLSA not included in the accompanying chart. Such errors happen due to a large number of LSA models and the FAA database entry of them. According to better information, it appears CubCrafters has leapfrogged into the #5 slot, and the exclusive triple-digit club, with 100 total CubCrafters SLSA.

2008 In Review; a Look at the Year for LSA Sales

By Dan Johnson || December 12, 2008 Leave a Comment

We still cannot count weight shift or powered parachutes as those database figures remain suspect. Though sales are off about 20%, pilots still want to fly and LSA still offer excellent value. I predict pent-up demand will balloon sales once customers perceive the economy to be improving.

With one month to go (and it's hard to imagine a big December), we have figures to report for this most extraordinary year. We're all (painfully) aware of the economic predicament, but how has this impacted light-sport aviation? Here's my observations. *** In 11 months, the industry has increased fleet size by 35% to 1,510 fixed wing airplanes from 1,118 on January 1st. Annualizing the numbers, all airplane LSA should register 427 airplanes, which equates to about 35 aircraft per month, which means sales were about 20% off the monthly pace recorded since early 2006. *** Flight Design held its top spot and again delivered the most, but just barely. Remos has been the rising star of 2008 with a 147% increase over their total on January 1st. Tecnam became only the third company to pass 100 units registered. Other solid gains were logged by Czech Aircraft Works (up 69% in the year); Jabiru (up 53%); FPNA (up 55%, though from a lower number, which makes larger percentage gains easier); Aeropro (up 52%). *** In raw numbers, Flight Design lead, registering 56 in 11 months, Remos had 50, Tecnam had 36, Czech Aircraft Works had 31, Jabiru had 29, and American Legend had 24.

With one month to go (and it’s hard to imagine a big December), we have figures to report for this most extraordinary year. We’re all (painfully) aware of the economic predicament, but how has this impacted light-sport aviation? Here’s my observations. *** In 11 months, the industry has increased fleet size by 35% to 1,510 fixed wing airplanes from 1,118 on January 1st. Annualizing the numbers, all airplane LSA should register 427 airplanes, which equates to about 35 aircraft per month, which means sales were about 20% off the monthly pace recorded since early 2006. *** Flight Design held its top spot and again delivered the most, but just barely. Remos has been the rising star of 2008 with a 147% increase over their total on January 1st. Tecnam became only the third company to pass 100 units registered. Other solid gains were logged by Czech Aircraft Works (up 69% in the year); Jabiru (up 53%); FPNA (up 55%, though from a lower number, which makes larger percentage gains easier); Aeropro (up 52%).

Like Economy, the Euro Is Down but You Gain!

By Dan Johnson || November 21, 2008 Leave a Comment

As with most Rotax-powered Light-Sport Aircraft EuroFox can run at 4 gph or less for a fuel-operating cost of less than $10/hour by using 92-octane auto gas. Folding wings and a trailer can save hangar expense. Read my review of EuroFox.

This week we've heard of a couple price rollbacks based on the euro/dollar exchange rate favoring the dollar. Notably among them is the EuroFox by Aeropro sold in this country by Rollison Light Sport Aircraft . Buyers can save a whopping $10,000 on what was already one of the better-priced SLSA. Now at $58,950, the folding wing, snappy-flying EuroFox -- available in taildragger or tri-gear configurations -- looks to be a surprising value. Importer Rob Rollison says financing is available to make a EuroFox even more affordable. *** Lots more appears on the horizon for RLSA, which has been involved with light sport aviation since before the beginning. Rob has been hinting about new airplanes he may represent. Plus, EuroFox will go through a name change in 2009. New name or not, EuroFox surprises many who look it over closely, myself included. I expected a factory-produced "kit plane" yet the finished SLSA is quite professionally achieved. *** This is a design configuration with plenty of proof behind it. More than 260 are flying around the world with U.S. registrations presently at 37 aircraft for about 2.5% of the SLSA market putting AeroPro in the #12 position among all manufacturers.

This week we’ve heard of a couple price rollbacks based on the euro/dollar exchange rate favoring the dollar. Notably among them is the EuroFox by Aeropro sold in this country by Rollison Light Sport Aircraft . Buyers can save a whopping $10,000 on what was already one of the better-priced SLSA. Now at $58,950, the folding wing, snappy-flying EuroFox — available in taildragger or tri-gear configurations — looks to be a surprising value. Importer Rob Rollison says financing is available to make a EuroFox even more affordable. *** Lots more appears on the horizon for RLSA, which has been involved with light sport aviation since before the beginning. Rob has been hinting about new airplanes he may represent. Plus, EuroFox will go through a name change in 2009. New name or not, EuroFox surprises many who look it over closely, myself included. I expected a factory-produced “kit plane” yet the finished SLSA is quite professionally achieved.

High Priced Light-Sport Aircraft; What’s Going On?

By Dan Johnson || March 15, 2008 Leave a Comment

Recently the euro hit 1.56 to the dollar. Watch for LSA prices to increase...again. Above the CTLS are three premium brands: (L-R) Sting S3, Remos G-3, and SkyLeader 500. Below are three bargain SLSA: X-Air LS, Sport Hornet, and EuroFox.

Lots of folks are wondering about, or complaining about, the seemingly high prices of Light-Sport Aircraft. Recently a prior editor-in-chief of EAA publications, Scott Spangler, wrote a blog on JetWhine. Scott focused on expensive avionics as one reason LSA cost so much. While a factual observation, I believe the price increase is more complex. *** First, LSA suppliers install equipment like autopilots because buyers ask for them. A large chunk of all LSA are sold to "retiring" GA pilots used to such equipment in their Cessna or Bonanza. Simpler LSA are available; most suppliers have one. But customers are buying the loaded-panel jobs. *** Let's look closer at those rising prices. Five years ago, in the pre-dawn of SP/LSA, a CT was selling for $60,000. Today it's $125,000. By far the largest piece of that doubling is the euro's soaring value compared to the dollar. Were the currencies at parity, that $125,000 would be $80,000. By the way, suppliers earn not one cent of profit from that extra $45,000! The "real" (non currency exchange) increase from $60,000 five years ago -- about $20,000 -- is generated by two factors. Most obvious are the avionics and other accessories. A $125,000 CTLS comes standard with dual glass screens, a sophisticated GPS, radio, transponder, a $5,000 emergency airframe parachute, and more. The second factor is the time value of money -- another 18% or $10,000. So an $80,000 price (if the euro equaled the dollar as it did in 2002) is not much higher than the $60,000 of 2003. *** Despite those price hikes, here in 2008 you can choose the ready-to-fly X-Air LS for $46,000, the Sport Hornet for $49,000, the EuroFox for $69,000, or the SportCruiser for $79,000. Even simpler aircraft may be coming in the $40-45,000 range. Those low numbers barely exceed the component cost of kit aircraft. *** Regardless of the preceding discussion higher prices remain a fact of life. You still have to shell out $125,000 for a CTLS (you can finance this for a bit more than $800 a month) though you get a lot of airplane for the money. If buyers truly want cheaper, simpler aircraft, they ARE available.

Surprising Value in an Unsurprising Design

By Dan Johnson || February 15, 2008 Leave a Comment

FAMILIAR SHAPE - The EuroFox benefits from being a familiar configuration to American pilots, thanks to predecessors Avid Flyer and Kitfox.

MODERN NOSE - Older Kitfoxes tried a faux radial engine cowl that was popular in its day. Now the EuroFox nose cowl looks modern.

LEAN LINES - This is a well-known profile that takes the spare lines of the original Dean Wilson design to a contemporary finish. The EuroFox is only offered in trigear configuration.

NEED MORE? - This panel is full enough for all the flying most of us do, but you might be able to squeeze in another avionic gizmo. Many items shown are optional.

N-NUMBERS - After Rob Rollison's organization helped achieve Special-Light Sport Aircraft status for the EuroFox, this particularly good-looking example made the airshow circuit.

WING FABRICATION - One of Aeropro's workers prepares a wing for covering. Older Kitfox and Avid Flyer designs used a lot of wood structure on the wings while the EuroFox has zero wood in the wings.

COMING TOGETHER - As another EuroFox comes together in the Slovak factory, workers take care to finely detail the finished aircraft (see article comments).

SLIM WIDTH - When the EuroFox wings are folded for storage or transport (a 10-minute job for one person), width is slightly less than 8 feet.

CONTROL LINKAGES - When you fold the wings you disconnect control linkages at the root. Here a worker saves his hardware on the turtle deck.

TAILSKID - When the wings are folded aft, the weight shifts aft, too, but the EuroFox can rest on her tailskid without concern for damage to the tail plane.

SMALL & FOCUSED - A small but skilled staff at Aeropro applies their talents in a professional facility. Here they pose with the 200th EuroFox their labor produced.

BROAD VIEW - The all-Lexan doors of the EuroFox make for excellent visibility, which many pilots expect from high-wing designs.

On September 1, 2004, when the Federal Aviation Administration (FAA) released the long-anticipated Sport Pilot and Light-Sport Aircraft regulations, a new aviation segment called light sport aircraft (LSA) was created. Some saw LSA as a bridge between ultralights and general aviation aircraft, but are LSA so different from ultralights? The answer is a mixed yes and no. Yes, many aircraft look different in that the extra weight they may possess allows them to have full composite fuselages, a panel full of instruments even including fancy glass cockpit hardware, plus they can be delivered ready to fly even as 2-seaters. That's different than our ultralight trainers or our amateur-built recreational aircraft that resemble those trainers. Prices for these light sport aircraft have pushed them beyond the budgets of many pilots. On the other hand, these aircraft needn't be all that different from ultralights. The new rule doesn't require that they weigh the maximum 1,320 pounds. They don't all have composite fuselages and wings. Some sport simpler panels with all you need but without autopilots and attitude instruments increasingly common in LSA. And some don't even cost that much more than our beloved ultralights. Can that be accurate? A Better Deal in LSA At least one model, the Aeropro EuroFox, attempts to fight that price inflation. Even though the EuroFox is not new to Light Sport and Ultralight Flying readers, it bears another look. When I wrote about LSA expected to enter the marketplace three or four years ago, the price situation was different. I evaluated the Flight Design CT and said it was priced at $55,000 to $60,000. That was then; this is now. Today the CT is $95,000. True, it comes with more standard equipment including - among a number of new additions - a BRS emergency parachute system worth more than $5,000 all by itself. Even so, with the euro soaring against the dollar, a lot of the price increase is due to exchange rate. The manufacturer, importer, or dealers don't make more when the dollar falls compared to the euro. Some buyers just think they do. All European aircraft have suffered this same fate. But not all Special Light-Sport Aircraft sell for nearly six figures. Re-Introducing the EuroFox Importer and long-time ultralight enthusiast and dealer Rob Rollison says, "The EuroFox carries a very reasonable price and is relatively low-cost compared to most SLSA." This is partly because the EuroFox has efficiencies of design, manufacturing and distribution. But some of it is attributable to Rollison's distribution system under company name, Rollison Light Sport Aircraft (RLSA). Rollison's Indiana-based company sells the EuroFox "distributor-direct" in the U.S. and Canada. "By cutting out the middleman, RLSA can deliver the EuroFox to customers with a savings of at least 10% to 15% compared to what the price would be if distributed through a dealer network," says Rollison. This also means that all after-sales care is done direct between the customer and RLSA, so when any assistance, spare parts or advice is needed, a EuroFox owner contacts RLSA directly. "This ensures the customer only receives correct, reliable information straight from the people who know their EuroFox best," boasts Rollison. The EuroFox is a factory-built 2-seat aircraft that has been manufactured in Europe since 1990 with more than 215 aircraft produced. Even though the EuroFox looks a little like a Kitfox, it isn't. If anything, "It's a descendent of the Avid Flyer, as is the Kitfox," says Rollison. "I think Dean Wilson and his original Avid Flyer deserves the credit for any 'great tradition' that was started." Aeropro principals did indeed start with Avid Flyer plans bought from a Canadian company. Given years of background in aviation, Aeropro owners saw ways to enhance the Avid Flyer design. Today, the EuroFox shares only the basic shape and planform of the original. Kitfox Aircraft, a new company picking up from the ruins of a Chapter 11-filing SkyStar Aircraft Corporation, has not announced they will fully build any model as a Special-LSA. You can build as a kit and many used ones are on the market. But why build (unless you love it), and why take your chances with some other amateur's building? Thanks to Czech Republic-based Aeropro CZ and Indiana-based RLSA you can now buy a ready-to-fly EuroFox SLSA. You may think it looks like a completed Kitfox kit but workers who repeat familiar tasks to perfection fully and meticulously finish the EuroFox. One owner, Gary Orpe, posted these words about his EuroFox: "Some of the things I have found since purchase have amazed me. For instance, the fit of the windshield is perfect and the screws holding the sides in place are all turned and tightened with the outside slot facing the exact same way as the rest of them, on both sides. The doors are fitted so close to the front side that you can see the careful cuts follow the very outline of that plane at that spot. All over I continue to find incredible caring craftsmanship from all parts of the plane. The engine comes with heat from the stainless muffler and attention to detail in the engine compartment is incredible." He added this little flight report: "It cruises at 90 mph at 4,200 rpm and sips 3.5 gph fuel. I have had it in level flight at 115 mph with 4,800 rpm." Gary also reported he is six feet tall and weighs 215 pounds and says, "I have plenty of room once inside and it is very comfortable." Such a positive view of the craftsmanship is all the more significant when a EuroFox is compared to virtually any composite LSA from Europe. The Aeropro model is a significant bargain, approaching half price! Over the years Rollison has represented several brands, first American ones and more recently international ones. Investigation over several years resulted in RLSA taking the North American distribution for Aeropro. Rollison has handled a variety of machines from wood and fabric to trikes to composite LSA. Yet the one he chooses to represent looks very familiar to American pilots. This is no coincidence. Ask the Importer You look at the plane and see it from your perspective, based on your ownership experience and talking to fellow pilots. Rollison has done a closer evaluation than most owners can. He performs a thoughtful, detailed inspection of any aircraft he plans to represent and he offered a summary of his EuroFox findings. "The EuroFox is a 2-seat, side-by-side, high-wing, tricycle-gear aircraft that features the same quick-folding wings familiar to Avid Flyer or Kitfox buyers. It takes one person only 10 minutes to complete the job," indicates Rollison. The EuroFox uses a welded 4130-chromoly steel tube fuselage mated to aluminum structure wings with fuselage and wings covered with PolyFiber fabric for long durability. "A heavy-duty 5-point firewall engine mount braces your choice of the standard 80-hp Rotax 912 or the 100-hp Rotax 912S coupled to a 3-blade composite prop with spinner," says Rollison. Ground handling in the EuroFox is familiar to ultralight pilots, thanks to a steerable nosewheel coupled with hydraulic disk toe brakes. Earlier toe brakes were eliminated as Aeropro designed a one-lever brake system that actually provides stronger braking and is more reliable and durable. Ramp maneuverability remains quite good. Rollison adds, "A parking brake feature helps secure the EuroFox while stationary on a ramp. "Inside the cabin, you'll find comfortable seats with durable upholstery and 4-point pilot restraints plus a large luggage compartment," Rollison continues. A standard cabin heater extends the sport-flying season while dual fresh-air vents cool you off in the summertime. Some operators in the Sun Belt prefer high wings to gain a bit of shade in the hotter months. Clear polycarbonate gull-wing doors with gas pistons help with entering and exiting the aircraft, but you can also quickly remove the doors for those lovely warm flying days. Many ultralight pilots can enjoy this quality. I didn't get a chance to fly the EuroFox with the doors off, but I sure welcome the opportunity. Aeropro completes the interior with large skylights, door locks, and a carpeted cockpit. For dusk operations, the company even includes dual landing lights. All this interior finish and equipment is standard. "Pilots will enjoy a vernier throttle, elevator trim, flaps, and a large instrument panel with flight and engine instrumentation including: airspeed indicator, 0-20,000-foot precision altimeter, vertical speed indicator, compass, and slip indicator," details Rollison. A EuroFox is delivered with Rotax's FlyDat digital engine-monitoring system, which provides engine rpm, oil temperature, oil pressure, water temperature, four EGT readouts, plus an hourmeter. Bigger Than You Think I think most pilots will immediately like the EuroFox gull-wing doors with their gas pistons that prop the door for easier entry. The doors latch securely with a single easily accessible door handle and the doorframes bow out noticeably at the elbow, giving the feeling of more interior room. Thanks to those bowed doors, the EuroFox's cockpit measures a hair over 44 inches wide, which compares well with a Cessna 150's 39-inch width. In flight with a large passenger, I found the cockpit reasonably quiet even without headsets. The EuroFox may not be as quiet as high-end LSA, but with its more modest price tag, you could afford the best headsets. Fortunately, a related Rollison business, AirplaneGear.com, also sells several choices in headsets, among other flying paraphernalia. As we taxied for takeoff, I found the EuroFox has effective brakes with a simple control.As with many aspects of this design, the execution is simple but flawless. For maneuvering in taxi, the steering has a generous range of motion such that I barely used earlier differential braking, which reinforces the change Aeropro engineers elected. With 100 horsepower delivered by the Rotax 912S, takeoff was rapid. Company literature lists 160 feet as the takeoff distance at gross weight and I can confirm it was a brief run into flight. Landing takes a bit more at 225 feet, but both are so short that short- and soft-field operations are more easily handled. I first flew the EuroFox from the rather short ultralight strip at AirVenture '06 in Oshkosh, Wisconsin. On my first landing I didn't slow enough to get the EuroFox down within the confines of the runway so I added full power and tried again with better results. The challenge came from the EuroFox's very respectable 14:1 glide at 60 mph. As many pilots know, the northwest runway in the ultralight area requires that you must make a short angled turn to final. Since you also approach over rows of airplanes and a roadway, I'd stayed too high and flew too fast. My subsequent landings were quite good and I never had to use the adequately powerful brakes. When you slow it down using flaps and a good approach speed, the EuroFox can deliver a remarkably short landing. It'll take a few hours of practice to do as well as a factory expert, but the potential is present. I found the best touchdowns came from full-stall landings where the nose is rather high. I prefer such landing touchdowns so this came quickly to me. If you like to approach fast and do a wheel landing you may find yourself burning up more runway than needed. A tailskid protects the rudder from damage if you perform steep deck-angle landings. Dean Wilson's Avid Flyer design, which lead to the Kitfox and otherderivatives like the EuroFox, all exhibit very lively handling that some feel is "too light." Keeping the ball centered perfectly requires time logged in a EuroFox, but the Slovak engineers have refined the design from earlier Kitfox and Avid Flyer models I've flown. Light handling is something to which most pilots will easily adapt, and it will train new pilots well, I believe. Some ultralight or general aviation pilots used to more docile controls could be initially surprised by EuroFox's quick response and rapid roll rate. Though the EuroFox will zip along at good speeds - a 110-mph cruise is easily achieved - aileron flutter won't be a concern. Small weighted tubes at the outboard section of each aileron sport mass balances to keep ailerons in line. Like all component parts of a EuroFox they were simple but cleanly integrated. Rollison reports the factory has worked long and hard to place the full-flying ailerons in precisely the right location to make them as effective as possible while maintaining the light handling for which this design shape is known. I found the EuroFox's trim to be highly effective. While getting used to the design and changing trim to sense pressure changes, I noted that you could probably pitch the aircraft for an emergency landing by the use of trim only. Delivered with a fuel capacity of 22.5 gallons, the EuroFox can demonstrate a range of more than 550 miles. The fuel load and miserly burn rate equate to nearly 6 hours endurance. Many pilots prefer high-wing airplanes and this is even truer among pilots operating in intensely sunny locales. Yet high wings block visibility in turns. To offset the disadvantage, the EuroFox's large skylight opens upward visibility and even somewhat to the aft. All turns made toward the opposite of the side on which you're seated will produce an enlarged view of the turn ahead. All the stalls I performed in the EuroFox were very mild in characteristics, a great situation when this aircraft is used for flight training. Except for the snappy handling that will take a few hours of acclimation, the EuroFox seems well suited to newer pilots. Through power-off and power-on stalls plus accelerated stalls, I noted no tendency to fall on a wing and nose fall-through was muted. Like the original Avid Flyer and those similar designs that followed, a primary EuroFox sales feature is its easily folded wings. After loosening a few linkage pins, the wings swing back flat and easy just like the older designs. When properly stowed, the EuroFox measures slightly less than 8 feet wide, less than 6 feet tall, and 21.5 feet long. Rollison reports it takes "only one person, only 10 minutes!" You Can Afford It Because the EuroFox resembles the Kitfox and Avid Flyer kits, you could be excused for asking if a EuroFox kit is available. It is not. Rollison and the Aeropro owners discussed this and made a decision not to offer a kit. "The pricing isn't that much better and most folks are interested in factory-built, ready-to-fly airplanes," says Rollison. Nonetheless he said a small percentage of his inquiries asked about kits a few years ago. Now,"virtually all potential customers prefer airplanes they don't have to build," reports Rollison. In addition, I think it would be tough to do the job as well as Aeropro's trained, supervised, and experienced workers. So, holding down the price via a kit isn't a choice. But let's add up some numbers. A Kitfox kit is about $20,000 delivered. A Rotax 912S engine would add another $15,000 or so. Paint your kit, prepare an interior for it, add some instruments and lighting and that kit could add up to $45,000 or more. The EuroFox sells for about $56,000 and can be used commercially for instruction, rental, or leaseback. Plus, you won't spend two or three years building your kit. At this time, RLSA lists the EuroFox at $55,950, which includes the 80-hp Rotax 912 engine and delivery to Indiana plus U.S. aircraft registration. You could love flying a EuroFox equipped with only standard equipment, but pilots love to personalize their flying machines. For those with fatter wallets or bigger desires, you may want to upgrade to a 100-hp Rotax 912S engine ($2,650 more); XCOM radio with VOX-intercom system ($1,490); Becker transponder-encoder ($2,485); AmeriKing ELT ($305); Skybright "Nightlight" wing tip strobe and LED position lights ($719); a choice of two-color paint scheme ($985); ADI electronic attitude indicator with GPS feature ($1,340); BRS 1350-pound LSA-approved ballistic recovery system ($4,495). For a EuroFox as well as any option installed overseas, you'll have to check with Rollison Light Sport Aircraft, as the euro/dollar exchange rate remains volatile. A couple of years ago, RLSA and other companies tried to price aircraft in euros so at least the figure would stay put for a while. However, Americans don't want to check the paper or the Internet to see the exchange rate difference. In early 2007, Rollison has set the price at $55,950; he'll adjust as necessary. RLSA's sister business - AirplaneGear.com - offers other enticing goodies: headsets, GPS units, flight suits, strobe and position lights, radios, helmets (some with built-in headsets), avionics, and other items. I know many readers did a lot of flying with ultralights that could be bought for less than $20,000. While I hope we have some ultralight LSA (if that phrase can be used) selling in the $30,000 or $40,000 range with 4-stroke engines, I expect we will continue to have 2-stroke-powered kit aircraft that can get you in the air for fairly small amounts of money. But when you compare kits comparably equipped to a EuroFox, you'll see what a bargain it is. In these days of modern LSA, a price of about $56,000 for a ready-to-fly light sport aircraft is a relative bargain. Some suppliers may announce slightly lower prices for Made-in-the-USA sport aircraft with simple equipment, but few companies can put together a more attractive package than Aeropro's handsome EuroFox.

Published in Light Sport and Ultralight Flying

Seating	2, side-by-side
Empty weight	877 pounds
Gross weight	1,232 pounds
Wingspan	30 feet, 2 inches
Wing area	123.8 square feet
Wing loading	10.0 pounds per square foot
Length	18 feet, 11 inches
Cabin Interior	44.1 inches
Height	5 feet, 10 inches
Kit type	Fully assembled
Airworthiness	Certified SLSA
Set-up time	10 minutes wing fold time (1 person)
Standard engine	Rotax 912
Power	80 hp
Power loading	12.3 pounds per hp
Cruise speed	110 mph ¹
Never exceed speed	143 mph
Rate of climb at gross	980 fpm ²
Takeoff distance at gross	160 feet ²
Landing distance at gross	225 feet
Notes:	¹ With 80-hp Rotax 912 engine at 75% power or 100-hp Rotax 912S engine at 60% power ² With 100-hp Rotax 912S engine
Standard Features	Rotax 912, 3-blade Fiti-brand prop, vernier-control throttle, carburetor heat control, stainless steel exhaust, large instrument panel with large map pocket, airspeed indicator, precision altimeter, VSI, compass, slip indicator, FlyDat digital engine instrument providing display of tach, CHT, four EGTs, oil temperature, oil pressure, hourmeter, and Rotax fuel pressure gauge, steerable (not castoring) nosewheel, fully enclosed cabin, cabin heater and vents, clear doors with locks, carpeted floor, overhead skylight, quick-folding wing system, dope-and-fabric wings and tail, flaperons, wheel pants, hydraulic disk brakes with parking brake feature, 4-point seat belts, large baggage compartment, dual landing lights, one-color paint with various graphics choices.
Options	100-hp Rotax 912S, radios, transponder, ELT, additional avionics, wing strobes and position lights, two-color paint scheme, ADI attitude indicator, and BRS 1350 emergency parachute.
Construction	Chromoly welded steel fuselage, aluminum wing structure, fiberglass nose cowl and wing tips, dope-and-fabric wings and tail coverings. Major fabrication in the Slovak republic with final approval and export from the Czech Republic; distributed by U.S.-owned company.

Design

Cosmetic appearance, structural integrity, achievement of design goals, effectiveness of aerodynamics, ergonomics.

Pros - Now with Special Light-Sport Aircraft approval, a EuroFox can compete with much more expensive LSA. It may look like an Avid Flyer or a Kitfox but is a contemporary remake with European finesse. Clean execution at a relatively modest price. Familiar construction materials and proven design shape.

Cons - Some buyers, especially general aviation pilots, regard dope-and-fabric covering as less desirable (vs. metal), and this may affect resale price. For some American pilots, a distant import isn't optimal (though Rollison Light Sport Aircraft has been in the business enough years to offset this negative).

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 - The EuroFox features flaperons, in-flight trim, hydraulic brakes with parking feature and nice features such as a vernier throttle for precise power adjustment. Flap and trim levers are located between the seats where either occupant can reach them.

Cons - Flaperon designs can restrict control deflections when flaps are fully deployed (though the EuroFox always exhibited enough control authority). Flaperon set position is more challenging to verify by eye. Differential braking is not available.

Cockpit/Cabin

Instrumentation; Ergonomics of controls; Creature comforts; (items covered may be optional).

Pros - The EuroFox reveals a clean interior with comfortable seats equipped with 4-point pilot restraints. Even the baggage area is finished with carpet. Doors bulge outward to increase cabin width. Generous-sized skylight increases lateral visibility in turns. Reasonably quiet interior even with headsets removed.

Cons - Many LSA designs offer more lateral size; two large Americans may feel rather crowded. Some general aviation pilots won't care for the clear doors, though ultralight pilots should have no heartache with them.

Ground Handling

Taxi visibility; Steering; Turn radius; Shock absorption; Stance/Stability; Braking.

Pros - Broad forward visibility. All-clear door panels and overhead skylight also help ensure a good view of traffic. The EuroFox nosewheel steering is precise. Brakes quite effective. Large ground clearance in case of rough-field landing.

Cons - No differential braking available (though hardly needed due to responsive nosewheel steering). No other negatives.

Takeoff/Landing

Qualities; Efficiency; Ease; Comparative values.

Pros - With 100-hp Rotax 912S, takeoff is short, with roll well under 200 feet. A strong glide (14:1 says producer) helps reach fields during landing approaches. Excellent control authority for crosswind operations. Suspension provided at all gear helps on rough fields.

Cons - Flaperons aren't quite as effective as discreet flaps; some limiting of aileron effectiveness when flaps are fully deployed (though good control authority offsets this loss). No other negatives.

Control

Quality and quantity for: Coordination; Authority; Pressures; Response; and Coupling.

Pros - As with similar designs familiar to Americans, the EuroFox boasts fast, responsive handling. Dutch rolls and precise turns to headings were easily accomplished. Harmony and balance are quite good, at least once you've acclimated to the light handling.

Cons - Beginner pilots will need additional training as the rudder will seem light for novice skills and experience; keeping the ball centered takes time (though design is otherwise a good trainer candidate with stable pitch). Flaperons limit some control deflection range when flaps are fully deployed.

Performance

Climb; Glide; Sink; Cruise/stall/max speeds; Endurance; Range; Maneuverability.

Pros - Strong performance with 100-hp Rotax 912 though the 80-horse Rotax 912 model will be plenty for most operators. Climb is strong, too. Glide is reported at 14:1 and my experience during landings reinforced a flat glide angle. Cruise speeds place the EuroFox as a medium performer in the LSA segment. Good range (more than 500 miles).

Cons - Compared to some LSA icons, the EuroFox doesn't seem as strong a performer (though only the fastest designs can do much better). Fuel at 22.5 gallons offers less range than some LSA. No other negatives.

Stability

Stall recovery and characteristics; Dampening; Spiral stability; Adverse yaw qualities.

Pros - In all stalls executed, response was mild with modest lowering of the nose, as with many designs. Stall speeds are low for the category at about 40 mph (flaps down). Safety items such as 4-point seat belts and ballistic parachutes are available. Good, normal response to power increase/decrease.

Cons - Light EuroFox handling will require additional training for new pilots. Stalls break noticeably (though recovery is easy and rapid). No parachute fitted in test aircraft. 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 - Rollison Light Sport Aircraft is an experienced importer that earns good marks for customer service from current EuroFox buyers. Familiar materials and construction techniques will convince many American pilots. Welded steel tube structure and dope-and-fabric covering bring good longevity.

Cons - Despite the EuroFox's relatively low price some American pilots may regard the Aeropro creation as an older design in a time of carbon fiber LSA and this may affect resale value. New brand name not known to many Americans though importer is well known to many reader).

Rollison LSA Is Seeing Double: G-3 & Eurofox

By Dan Johnson || September 17, 2007 Leave a Comment

Aeropro's EuroFox is a familiar-looking flyer priced to fit most pilot budgets and offered by a longtime LSA distributor, Rollison Light Sport Aircraft more info. (top) Remos' G-3 is a long-gliding beauty whose 47-inch-wide cabin fits most Americans.

Now we count 32 new Special Light-Sport Aircraft that have won certification...all within less than one year! The newest arrivals come thanks to work by veteran light aircraft distributor Rollison Light Sport Aircraft and two manufacturers. The Indiana importer gained approval for the handsome German Remos G-3* and their Aeropro EuroFox (lower photo). The G-3 is an impressive design that forms the high end of LSA offerings. But if G-3 doesn't fit your budget, you can consider RLSA's economical model. EuroFox builder Aeropro has sold more than 180 aircraft. Priced in euros, RLSA lists a nicely equipped 80-hp Rotax 912 EuroFox for less than $60,000, which includes the cost of shipping from overseas. Quick-folding wings ("1 person, 8 min.") may help you find space at the local airport. For more details, read my evaluation of EuroFox or G-3 right now. * [UPDATE: late 2006 -- The Remos G-3 is now handled by Remos USA, Inc.]

Now we count 32 new Special Light-Sport Aircraft that have won certification…all within less than one year! The newest arrivals come thanks to work by veteran light aircraft distributor Rollison Light Sport Aircraft and two manufacturers. The Indiana importer gained approval for the handsome German Remos G-3* and their Aeropro EuroFox (lower photo). The G-3 is an impressive design that forms the high end of LSA offerings. But if G-3 doesn’t fit your budget, you can consider RLSA’s economical model. EuroFox builder Aeropro has sold more than 180 aircraft. Priced in euros, RLSA lists a nicely equipped 80-hp Rotax 912 EuroFox for less than $60,000, which includes the cost of shipping from overseas. Quick-folding wings (“1 person, 8 min.”) may help you find space at the local airport. For more details, read my evaluation of EuroFox or G-3 right now. * [UPDATE: late 2006 — The Remos G-3 is now handled by Remos USA, Inc.]

LAMA to Announce New Consumer Program

By Dan Johnson || September 17, 2007 Leave a Comment

In the soon-to-be-announced LAMA decal program, four companies have presently qualified with more in process. From top right, clockwise: IndUS Aviation; Jihlavan (Kappa); Aeropro; and Flight Design. LAMA plans to announce the new program simultaneously at Sun 'n Fun '07 and at Aero '07 in Germany.

Odds are you've heard of LAMA, the Light Aircraft Manufacturers Association, founded in the earliest days of ultralights and gaining renewed importance in this era of Light-Sport Aircraft. Most leading LSA businesses (not only manufacturers) are members; look for the LAMA logo on many websites. *** For 2007, the LAMA business organization has a new trick up its sleeve: a consumer program whereby a qualifying manufacturer can apply a LAMA decal to each LSA produced according to ASTM standards and which has successfully completed a third party compliance verification audit. Sounds pretty dry, yes. But it is critical to lend greater credibility to the ASTM consensus standards. *** A manufacturer declares his airplane compliant. LAMA sends a contractor to assure the standard was properly met. In the future LSA consumers should look for the LAMA decal to know it was built by a company whose compliance documents and processes have been verified. FAA and EAA have voiced very strong support for the audit and decal program.

Odds are you’ve heard of LAMA, the Light Aircraft Manufacturers Association, founded in the earliest days of ultralights and gaining renewed importance in this era of Light-Sport Aircraft. Most leading LSA businesses (not only manufacturers) are members; look for the LAMA logo on many websites. *** For 2007, the LAMA business organization has a new trick up its sleeve: a consumer program whereby a qualifying manufacturer can apply a LAMA decal to each LSA produced according to ASTM standards and which has successfully completed a third party compliance verification audit. Sounds pretty dry, yes. But it is critical to lend greater credibility to the ASTM consensus standards. *** A manufacturer declares his airplane compliant. LAMA sends a contractor to assure the standard was properly met. In the future LSA consumers should look for the LAMA decal to know it was built by a company whose compliance documents and processes have been verified.

LAMA Audits of SLSA Continue; Board Expanded

By Dan Johnson || September 17, 2007 Leave a Comment

LAMA board members (rear L-R): Phil Lockwood, Jack Pelton, Tom Peghiny, Jo Konrad, and Tom Gunnarson; (front L-R): Dave Martin, Dan Johnson, and Larry Burke. Visit LAMA's website. Evektor and Czech Aircraft Works are the newest companies passing independent audits.

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. LAMA co-founder Larry Burke has the title Chairman Emeritus; he remains active in LAMA.

The EuroFox Offers Affordable Quality

By Dan Johnson || September 4, 2007 2 Comments

A proven design done to perfection

While the EuroFox shares ancestry with the Avid Flyer and Kitfox designs, its Eastern European designers have added a number of refinements, while still offering a reasonably priced ready-to-fly LSA.

Standard instrumentation includes an airspeed indicator, tachometer, and compass as well as a Rotax FlyDat digital engine monitoring system, which provides engine rpm, oil temperature, oil pressure, water temperature, and four EGT readouts, plus an hour meter.

This view from the tail of the EuroFox shows the clear overhead canopy and the windows over the baggage area, which provide entry into that area and add to the visibility from the aircraft.

With the throttle and flap handle both mounted in the center offering access to both pilots, the EuroFox is a good candidate for flight training.

Gull-wing doors offer more elbow room in the Eurofox's 44-inch wide cockpit, and they're removable for open-air flying. The doors are equipped with gas pistons to hold them open when lifted to the full open position, a nice feature for entering and exiting the aircraft and/or putting baggage into compartment behind the seats.

EuroFox has a proven wing-folding system that allows owners to trailer they aircraft home, avoiding expensive hangar fees.

Repatriate means "to restore or return to the country of origin." That's exactly what's happening with the Aeropro EuroFox, an Eastern European-built light-sport aircraft (LSA) based on American design work. It's coming to this country as a ready-to-fly LSA through importer Rollison Light Sport Aircraft (RLSA). Just as a car made in Detroit may incorporate a considerable number of parts that were manufactured overseas, LSA can be a combination of United States- and foreign-built parts as well. That's not unusual in the aviation world. Consider that a new Boeing airplane is likely to have many parts manufactured in other countries. When Boeing competes against Airbus, it may be important to give some work to a country that may buy billions of dollars of airliners. Therefore, even a Boeing aircraft is not 100 percent made in America. In the LSA world, aircraft manufactured in foreign countries may be delivered to the United States without instruments or other accessory equipment, or that equipment may have been built in the United States and shipped overseas for installation in the aircraft. LSA, like many products, are participants in the global economy. What Do You See? When they first see the EuroFox, many American pilots will say it's a copy of a Kitfox. That isn't accurate- it's actually a descendant of the Avid Flyer, with some European influences added by its Slovakian manufacturer, Aeropro. Longtime importer Rob Rollison explained that Aeropro bought Avid Flyer plans from a Canadian company and built an Avid. Given their background in aviation, the Aeropro owners saw ways to enhance the Avid design. Today, the EuroFox shares only the basic shape and planform of the original design. "However, I think Dean Wilson deserves the credit for the great tradition that was started," said Rob. Considering the differences between the still-available Kitfox and the EuroFox, they should be able to coexist peacefully. To begin with, SkyStar has not announced whether it will fully build any Kitfox model as a special LSA (S-LSA). The Idaho company can easily supply LSA kits; it's as prepared as anyone right now, yet few American companies have committed to deliver ready-to-fly airplanes. From a production and financial standpoint, that's a big step that must be carefully considered. Meanwhile, Aeropro and Rollison Light Sport Aircraft are ready to sell fully built aircraft as soon as the FAA accepts the remaining consensus standards that must be completed before S-LSA can be sold. (See "Consensus Standards" in Hotline.) RLSA has been developing a fleet of potential S-LSA from European and South American sources. Rob has represented numerous brands over the years, first American designs and more recently international ones. Today he imports the German Remos G-3, the Slovakian Aeropro EuroFox, and the Colombian Ibis GS240. Of these, the one that looks the most familiar to American pilots is the EuroFox. How the Supplier Sees It You and I look at a plane and see it from our perspective. The importer, however, does a closer evaluation to determine if the aircraft will meet the broader spectrum of customers that it's hoping to satisfy. Rob performs a thoughtful, detailed inspection of any aircraft he plans to represent, and he offers this summary of the EuroFox. "The EuroFox is a two-seat, side-byside, high-wing, tricycle-gear aircraft that features the same quick-folding wings familiar to Avid or Kitfox buyers. It takes one person only eight minutes to complete the job. The aircraft is factory-built and test-flown and delivered completely checked out and ready to fly. "A welded 4130 chromoly steel tube fuselage is mated to aluminum wings. The fuselage and wings are covered with Poly-Fiber fabric for long durability. A heavy-duty, five-point firewall engine mount braces your choice of the standard 80-hp Rotax 912 or the 100-hp 912S coupled to a three-blade composite prop with spinner. "The steerable nosewheel works with hydraulic disk toe brakes to give good ground maneuverability. A parking brake helps secure the EuroFox while stationary on a ramp. "Inside the cabin, you'll find comfortable seats with durable upholstery and four-point seat/shoulder belts plus a large luggage compartment. A cabin heater extends the flying season, while dual fresh air vents cool you off in the summertime. Clear polycarbonate gull-wing doors with gas pistons ease entry and exit, but you can also quickly remove the doors for those lovely warm flying days. Aeropro completes the interior with large skylights, door locks, and a carpeted cockpit. For dusk operations, the company even includes dual landing lights. "Controls include a vernier throttle, elevator trim, flaps, and a large instrument panel with flight and engine instrumentation including airspeed indicator, 20,000-foot precision altimeter, vertical speed indicator, compass, and slip indicator. A Rotax FlyDat digital engine monitoring system provides engine rpm, oil temperature, oil pressure, water temperature, four EGT readouts, plus an hour meter." Time to Fly the 'Fox Everyone will like the EuroFox gullwing doors with their gas pistons. The doors prop open easily, which is very accommodating, especially while loading gear into the airplane. The doors latch securely with a single, easily accessible door handle, and the doorframes bow out noticeably at the elbow, giving the feeling of more interior room. The EuroFox's cockpit measures a shade more than 44 inches wide, a significant improvement over a Cessna 150's 39-inch width. In flight with Rollison's associate, Allistair Wilson, I found the cockpit roomy and reasonably quiet even without headsets. It is not as quiet as the Remos G-3 that RLSA also sells, but the EuroFox's price tag is so much lower that you can afford the best headsets in the business. The EuroFox has effective toe brakes. You rest your foot on the main rudder arm and tilt your toes to another tube that activates hydraulic brakes. For maneuvering during taxiing, the steering has a generous range of motion such that I hardly used the differential braking. I was on turf, however; the toe brakes might be more valuable on paved ramps. As with most LSA that use the Rotax 912 series engine, takeoff was rapid. RLSA lists 160 feet as the takeoff distance at gross weight. Landing takes a bit more at 225 feet, but both are so short that short/soft field operations are easily handled. When I first flew the EuroFox at EAA AirVenture Oshkosh from the ultralight/lightplane strip, I didn't slow down enough to set the EuroFox down comfortably. As we ate up the strip's length, I told Allistair I thought I should go around. Traffic was light on the normally busy strip, so Allistair quickly agreed. The problem isn't the EuroFox; the design has a respectable 14-to-1 glide at 60 mph. But the southeast runway in the Ultralight area requires that you make a dogleg turn to final. Because you also approach over a few trees and a roadway, I'd stayed too high and flown too fast. After that first attempt, I had quite a good landing, and we never had to use the powerful brakes. When you slow it down, using flaps and a good approach speed, the EuroFox can deliver a short landing. The best touchdowns come from fullstall landings where the nose is rather high. A tailskid protects the rudder from damage on such steep deck-angle landings, which are easy to do in this tri-gear aircraft. Dean Wilson's Avid design, which led to the Kitfox and derivatives like the EuroFox, all exhibit lively handing that some feel is "too light." Keeping the ball centered perfectly requires time in the EuroFox, but it is noticeably easier than the Kitfox IV I last flew. Light handling is something to which most pilots will easily adapt. And it will train new pilots well, I believe. But some ultralight pilots who are accustomed to more relaxed controls could be initially surprised by the EuroFox's quick response and rapid roll rate. Though the EuroFox will zip along at good speeds-a 110-mph cruise is easily achieved-aileron flutter should never be a concern. Small weighted tubes at the outboard section of each aileron sport mass balances to keep ailerons in line. Like all component parts of the EuroFox, they were cleanly integrated. Allistair said the factory has worked long and hard to place the full-flying ailerons in precisely the right location to make them as effective as possible while maintaining the light handling for which this design is known. I also found trim to be highly effective. As Allistair and I flew around, I noted that you could probably pitch the aircraft for an emergency landing by the use of trim only. Like many pilots who did some training in Cessnas, I prefer high-wing airplanes. But they do block your visibility in turns. Fortunately, the EuroFox's large skylight provides great upward visibility and even some aft. All turns made toward the opposite side on which you're seated will produce an enlarged view of the area ahead. All the stalls I performed in the EuroFox were mild, a great situation when this aircraft is used for flight training. Through power-off and power-on stalls plus accelerated stalls, I noted no tendency to fall on a wing and nose fall-through was muted. Except for the snappy handling that will take a few hours of acclimatization, the EuroFox seems well suited to newer pilots. Like the original Avid Flyer and those similar designs that followed, a primary sales feature is the easily folded wings. The EuroFox designers didn't overlook this popular attribute. Its wings swing back flat just like the older designs. When properly stowed, the EuroFox measures less than 8 feet wide, less than 6 feet tall, and just a shade more than 20 feet in length. The 'Fox and the Euro Over the years, customers have asked Rollison Light Sport Aircraft if a kit was available. The question is reasonable given the great kit-selling success of both the Kitfox and Avid Flyer. Rob and the Aeropro owners discussed this and recently made a decision not to offer a kit. "The pricing isn't that much better, and most folks are interested in factorybuilt, ready-to-fly airplanes," said Rob. He added that one-third of his inquiries ask about kits, but the greater pool of potential customers prefers airplanes they don't have to build. For those who want this design shape in a kit project, SkyStar has great experience working with such craftsmen. As you compare prices of machines like the EuroFox to domestically produced airplanes, it can be challenging to compare apples with apples. The EuroFox is well equipped with an 80-hp Rotax 912 (worth about $12,000 by itself) plus a full range of instruments including ASI, sensitive altimeter, VSI, compass, slip indicator, and a digital engine monitoring instrument that can show engine rpm, oil temperature, water temperature, engine hours, and exhaust gas temperature. While you're comparing aircraft, don't forget the value of the interior finishing, especially when Aeropro's workers do it so neatly. RLSA prices the factory-built EuroFox with the standard equipment described in this article plus engine and flight instrumentation for 39,950 euros, which includes delivery to their home base in Indiana. The dollar/euro exchange rate varies daily, so you'll want to check with Rob for the equivalent value in greenbacks before you order. Based on the current 1.28 rate, the base EuroFox sells for just more than $51,000. If you want to spend a bit more to personalize your EuroFox, a few options might catch your attention. The twocolor paint job as seen on RLSA's demonstrator adds $375, and dual toe brakes at each seat add $150. If you want the 100-hp Rotax 912S-which I don't believe many pilots would need-you should add $2,500. Of course, for any option installed overseas, you'll need to check with Rob, as the euro/dollar exchange rate remains volatile. One all-American item RLSA can supply is an emergency whole-airframe parachute system for LSAs that will run just more than $4,000. RLSA has a sister business called AirplaneGear.com that offers other goodies you might find it hard to do without. Through this related enterprise, Rob can provide headsets, GPS units, flight suits, strobe and position lights, radios, helmets (some with builtin headsets) avionics, and other items. No matter how you evaluate it, a price of about $50,000 for a readyto- fly LSA is a relative bargain. Some American suppliers have announced slightly lower prices for made-in-the- U.S.A. products, but few companies have more to offer than Aeropro's beautiful iteration of Dean Wilson's 1980s creation. Given the ease of repair-steel tubing covered by dope-and-fabric is common to American repair shops- the EuroFox is highly competitive.

Published in EAA Sport Pilot & Light Sport Aircraft Magazine

Seating	2, side-by-side
Empty weight	636 pounds
Gross weight	992 pounds ¹
Wingspan	30 feet 2 inches
Wing area	124 square feet
Wing loading	8.0 pounds / square foot
Length	18 feet 9 inches
Height	5 feet 10 inches
Kit type	Fully assembled
Set-up time	Wing Fold: 8 minutes by 1 person
Notes:	¹ Presently, per European regulation limitations, importer states, "The U.S. maximum gross weight will probably be 1,232 pounds."
Standard engine	Rotax 912
Power	81 hp
Power loading	12.2 pounds/hp
Cruise speed	110 mph
Never exceed speed	128 mph
Rate of climb at gross	980 fpm ¹
Takeoff distance at gross	160 feet
Landing distance at gross	225 feet
Range (powered)	435 miles (5 hours)
Fuel Consumption	about 3.0 gph
Notes:	¹ Figures apply to the 100-hp Rotax 912S engine.
Standard Features	81-hp Rotax 912, 3-blade prop, large instrument panel with deluxe flight and engine instruments included, steerable (not castoring) nosewheel, fully enclosed cabin, quick-folding wings, dope-and-fabric wings and tail, flaperons, wheel pants, disc brakes with parking brake feature, 4-point pilot restraints, overhead skylight, carb heat control, stainless steel exhaust.
Options	100-hp Rotax 912S, electric starter, avionics, ballistic parachute.
Construction	Chromoly welded steel fuselage, aluminum wing structure, fiberglass nose cowl and wing tips, dope-and-fabric wings and tail coverings. Major fabrication in the Slovak republic with final approval and export from the Czech Republic; distributed by U.S.-owned company.