Part Three: Evektor SportStar

by ANN Managing Editor Rob Finfrock

Over the past 10 months, I've had the opportunity to spend some seat time in three emerging players in the light sport aircraft segment. As a former Cessna 172 jockey, I must admit I wasn't expecting much when I first took to the skies on demo flights in three significantly smaller aircraft, lower-powered aircraft... but wow, was I wrong.

These reports are NOT flight tests -- I'll leave the heavy lifting around here to Jim -- but rather my impressions of these aircraft from the perspective of a student pilot, looking at LSA as an option to continue and expand my flight training... the same way other potential sport pilot entrants will likely approach the segment.

With that in mind...

Evektor SportStar

I'm kicking myself now... but I'd resisted flying the SportStar for awhile, for the sheer reason the design just didn't look "right" to me. A stupid reason not to fly an airplane, I know... but the sight of that huge glass canopy, seemingly oversized for the plane it's attached to, struck me as odd. (I'll admit it... when it comes to planes, I'm shallow; aesthetics are a big deal to me.) Like I said, I regret that decision now... and at least I had the opportunity to atone at Sebring 2007 last week.

The aluminum-bodied SportStar (which uses bonded and riveted panels... the only LSA to feature that technology, which adds strength and rigidity to the airframe) was the first aircraft certified in the S-LSA category, and continues to be at the forefront of the LSA segment. In addition to respectable private owner sales, US-distributor Evektor America has also made significant inroads in the pilot training segment -- with 12 pilot training centers across the country, all flying SportStars. Make no mistake... we'll be seeing a lot more of these planes in the future.

The SportStar I flew was an older model, lacking the gross weight increase for 2007 models and electric trim control seen on most 2005-and-above aircraft. I was also told this was a fairly basic model... although it did not feel like it. The cockpit was well-trimmed, with most surfaces covered in durable fabric (given this plane's primary mission as a demonstrator, it is impressive the seats showed NO wear) and a well-finished, surprisingly deep stowage well behind the fixed seats. Clear flight instrumentation is positioned in front of the left seat, with a GPS 296 in the center and engine gauges on the side. All areas of the panel are easily viewed and reached from either seat.

And wow, the room. I'm a fairly big guy, as was the demo pilot; yet both of us "manly men" had more than ample room to move in our seats, without our shoulders touching. The huge canopy I'd thought looked "weird" on from the outside translates into an almost insane amount of shoulder-and-head- room once seated in the plane, and it offers unparalleled visibility to boot. Function, meet form. Lesson learned.

Of the three LSAs I've flown thus far, the SportStar was also the easiest for me to climb into and out of... an, ahem, big consideration.

During my 20-minute demo flight, control feel seemed to strike a balance between my experiences in the StingSport and Zodiac... offering most of the eager responsiveness of the Sting, as well as the sense of stability I'd appreciated in the CH601. Admittedly, I was quite rusty on the controls -- one really shouldn't let seven months go by between flights, especially as a student -- yet the SportStar made me look good, and more importantly, FEEL good. Either this is a VERY intuitive plane to control, or my endless sorties on FS2004 have been paying off.

Like its flight behavior, current SportStar pricing splits the difference between the Zodiac and StingSport... with a well-equipped plane starting at about $95,000 at current exchange rates.

Evektor states the SportStar can climb at up to 840 feet-per-minute, and top out at 115 KIAS in level flight. Advertised range is somewhat less than the Sting or Zodiac, at "only" 700 nautical miles -- but keep in mind, that's still over six hours of flying time.

I was mightily impressed with my flight in the SportStar; as I walked away from the plane afterwards, even that bulbous canopy finally looked "right" to me.

FMI: www.evektoramerica.com

The Verdict: I Want One. Any One. Brother, Can You Spare $100K?

Like I said before, I am no test pilot. Rather, I approached each of these flights as, I suspect, many potential LSA customers would: I wanted to see how the planes felt, and what impressions they made on me, to see if I could envision myself at the controls for my sport-pilot ticket. And without reservation, I suspect I'd be happy as a clam in any of them.

It's notable that each of these planes can handle a lot more abuse than they likely ever will under sport pilot rules. All three have flown for many years in the US or Europe, as homebuilt aircraft as well as factory-built models. Each has also racked up a respectable safety record, and has a solid history behind them.

More importantly, though... they ARE real planes, through and through. That cannot be emphasized enough. Limited in size and gross weight by LSA rules, sure, but each makes the most of what the rules allow.

All three aircraft felt far more substantial than I had expected going in, with very little "tininess" or obvious concessions to weight. (It's important to note, too, that this level of quality is not limited to these three planes. Most of the LSAs I've spent time in -- if only on the ground -- present an impressive level of fit and finish, as well... and it's getting better all the time.)

Yes, some components are obviously weight-optimized in their construction. For example, all three aircraft sport somewhat flimsy canopies, which is not surprising given the high weight of aircraft plexiglass and the large viewing area each offers. It's something to be mindful of in strong winds, though.

Once inside, however, all three feel surprisingly stout. I can easily envision throwing an overnight bag into any of their baggage compartments, and setting off for a scenic daytime cross-country jaunt. No, they don't have the bank-vault solid feel a new Bonanza does... but sheesh, have you priced a Bonanza lately?

SportAirUSA appears to be pitching the StingSport primarily to the private pilot market, with little effort expended on entering the training segment; on the other hand, the Zodiac and (especially) the SportStar are gunning for the training market, and each offers an IFR package that would conceivably allow pilots to start their training under LSA rules, and then transition to their private and instrument tickets using the same aircraft... burning all of 4-5 gallons of fuel per hour while doing it. That's an exciting concept.

Don't get me wrong -- I'd love to see these planes offered for less than their current pricetags, even if that meant entry-level, stripped-down, paint-optional models. However, when you consider the high quality and craftsmanship apparent in these planes, and the high level of equipment available... I grudgingly concede the prices are probably fair for what you get.

Now all I need to do it figure out how I can afford one on aero-writer wages...

FMI: www.sportpilot.org