SportStar—Evektor-Aerotechnik’s Stellar Performer

By Rob Neil.

The more I see and experience of Eastern European aircraft, the more I begin to wonder if the entire Cold War thing wasn’t just an elaborate Western plot—instigated by American and English aircraft manufacturers—to prevent Western pilots from realising just what their aircraft were missing in terms of performance, quality and reliability, compared to the magnificently practical and capable offerings from places like Poland, Romania, Czechoslovakia and Russia.

The latest aircraft I have seen that adds weight to this theory is the Evektor-Aerotechnik SportStar. Although it qualifies as a “microlight” in New Zealand, it is, in my opinion, far better built and finished than any of the certified (Western) GA aircraft I ever flew throughout my training or GA commercial years. I suspect that the only reason we are now finally seeing excellent modern aircraft like the Cirruses, Cessna 350/400s, Grobs and Diamonds from Western manufacturers is that—now the “Iron Curtain” has been raised—the game is up and Western aircraft manufacturers can no longer continue to get away with foisting stone-aged rattle-traps upon us.

Although the new aircraft listed above are all “plastics”, as Mike Friend highlighted in his article in the March issue of Pacific Wings, in which he compared composite with aluminium construction, “the lightest small GA airframe with acceptable durability will probably always be made from sheet aluminium.” Thus it is no surprise that Evektor has utilised aluminium for its SportStar (as has Cessna for its new Skycatcher). Aluminium clearly has a place in the design and manufacture of light aircraft—particularly very light aircraft.

Rather unbelievably, particularly in the case of the SportStar, “very light” does not mean “very small”. At 46.5” (1.18 m) wide, the SportStar’s immaculately finished two-seat cabin is 2.25 “ wider than the (not yet available) Skycatcher’s cabin, nearly five inches wider than the four-seat Piper Archer and a full seven inches wider than the four-seat Cessna 172! A SportStar’s occupants could almost set up a table tennis table between them to keep themselves entertained during a long distance flight.

Everything about the SportStar’s construction—as with most Eastern European designs—is aimed at practicality, simplicity and ease of maintenance. The aircraft’s structure—all anodised and corrosion-proofed—is both riveted and bonded to ensure better fatigue characteristics and a longer service life. According to Evektor, it also offers better crash characteristics with less likelihood of “unzipping” in case of accidents. Certainly, from a pilot and occupant’s point of view, the aircraft feels remarkably solid considering its light metal airframe, and there is noticeably little “drumming” or flexing compared to other light “tinnies” while in flight.

Although Evektor-Aerotechnik was only established in 1999, the new company has previously established roots in the aero industry and (as Aerotechnik CZ) has been building aircraft for 35 years. The company, which is based at Kunovice in South Moravia near the borders of Austria and Slovakia, maintains close links with the nearby Aerospace Institute of the Brno University of Technology.

In the mid ’70s, Aerotechnik designed the L-13 Vivat motor glider, of which it produced and exported around 200 examples. In addition to designing aircraft since its inception in 1970, the company was also continuously involved in maintaining, overhauling and rebuilding Zlin general aviation aircraft until the mid ’90s.

Aerotechnik then produced various ultralight aircraft in association with Evektor, and successfully built and sold 35 complete aircraft and seven kits of the all-metal P-220 UL Koala before Evektor and Aerotechnik joined forces and became one when Evektor acquired a 100% shareholding of Aerotechnik CZ.

Prior to its union with Aerotechnik, Evektor had participated in the designs of both the Aero L 159 and Ae 270 Ibis under contract to Aero Vodochody.

The new company developed the Pottier P-220 UL Koala that it had been building (complete and as kits) into its own EV-97 EuroStar. The EuroStar—visually identical to the SportStar featured in this article—continues in production (as the EuroStar SL) as one of the company’s four current models.

The differences between the EuroStar and SportStar are accounted for by the differences in ultralight/microlight regulations around the world, with the EuroStar being the deliberately lighter, less powerful and slower of the two in order to meet the various rather arbitrary ultralight/microlight regulations in different countries.

Thankfully, in New Zealand, our regulations allow for the far more capable SportStar to qualify as a microlight and New Zealand has its own Evektor-Aerotechnik agent in the form of Rangiora-based Colin Marshall.

Colin is a retired builder, teacher, wine-maker and businessman who chose to enter aviation later in life. With a successful career (or two or three) behind him, the now “retired” Colin needed something to keep him occupied and he scoured the world for a microlight agency that suited his thinking. He was looking for just the right combination of looks, performance and quality at an acceptable price. He travelled widely and tried a number of aircraft and, after one rather disastrous association with an Italian manufacturer whose attractive composite aircraft (Colin originally had his heart set on a composite aircraft) promised far more than it actually delivered, he eventually chose Evektor-Aerotechnik for its delightful SportStar, because once he had seen and flown it, he says, there was nothing else to compare.

Like so many modern designs, the SportStar defies most people’s ideas of what constitutes a microlight. With its comprehensive panel (the SportStar can be fitted with a full “glass” cockpit), fully lined and carpeted cockpit, and leather seats, for a two-seater, the aircraft lacks nothing compared to all but the most expensive certified GA types anywhere.

The aircraft Colin currently has as his New Zealand demonstrator is simply a SportStar. Since he imported this first aircraft, Evector-Aerotechnik has given the aircraft a facelift, and the later SportStar SL incorporates a revised canopy frame (now composite instead of aluminium, and featuring an internal ventilation system) and revised empennage with smoothly faired upper surfaces leading to a more “swept” looking fin.

However, the important features of the basic aircraft remain the same and they are the things that make the SportStar such a delightful aircraft to behold and to fly.

When Colin’s demonstrator (ZK-MAC) arrived in New Zealand, it was meticulously packed to prevent damage. The excellent packing by Evektor-Aerotechnik combined with its outstanding documentation (the company supplies three manuals—an aircraft-specific flight manual, an assembly manual and a maintenance manual) meant that Paul Woodley, the RAANZ safety officer who assembled Colin’s SportStar, was able to unpack, assemble and sign it off within one day! Furthermore, he was able to do so easily enough that, had there been a test pilot available, there would have been enough time left in the day to test fly the aircraft—according to the supplied flight test schedule—and the aircraft would have been ready for Colin to fly.

The SportStar’s flight manual is an extremely well laid out and comprehensive volume of around 150 pages. It includes all the usual performance charts one would expect to find in a certified GA aircraft, and it abounds with diagrams and simply-worded explanations of every system and feature of the aircraft. Having waded through more than a few flight manuals in my time (some written on faded dinosaur-skin parchment), I was greatly impressed by the clarity and comprehensiveness of the SportStar’s manual in comparison.

Peter Grundy was the pilot who Colin subsequently asked to test fly MAC. Peter is a retired airline captain who still regularly flies privately and has a vast wealth of flying experience behind him in everything from “stick-and-string” microlights to Boeing 747s.

Peter was full of praise for the SportStar’s benign but precise handling, its exceptional visibility, and the quality of its build and finish. His test flight revealed no defects, and the aircraft required no adjustments, repairs or alterations afterwards.

Similarly, nor did the avionics—for which Evektor-Aerotechnik supplied a test schedule—require any alterations or adjustments after assembly. Thus, following Peter Grundy’s test flight and avionics sign-off, ZK-MAC was up and running without a hitch.

Since MAC was initially signed off, Colin and more than 30 other pilots have flown more than 50 hours in it. In that time—and much to Colin’s amazement (especially in light of his experience with the previous aircraft he imported), the SportStar has required nothing done to it whatsoever except an oil and filter change. Nothing has vibrated loose, broken or required adjustment.

Importantly, in light of the current trend for fuel prices to increase by the hour, Colin’s records showed that by the time it had logged 50 hours on the tacho, MAC had averaged a seemingly impossible 12 litres an hour!

When Colin invited me to fly ZK-MAC, I was very keen. I have become a huge fan of modern “microlights”, which just keep getting better and better. The last two microlights I’d flown had been composite (which I love for its aesthetic beauty), so I was keen to compare them with the SportStar, especially having read Mike Friend’s recent article.

The SportStar’s exterior finish is exceptional. Its aluminium skin is smooth, dimple free and beautifully painted. While its various fittings and features are (necessarily) smaller in scale than typical certified GA two-seaters, they are all obviously well-engineered and finished with nice features such as the lovely little lockable flush filler caps. A great deal of attention has been paid to even the less important and partially cosmetic things like wing-root fairings and wheel spats, which often appear to be treated as rough “afterthoughts” by even large GA manufacturers.

A pre-flight is a straightforward exercise in the SportStar; everything that needs to be checked is readily accessible and visible. The aircraft’s flawless finish ensures that anything out of place will be immediately apparent, while its solid construction ensures that little is likely to be!

The SportStar is fitted with the virtually “global standard” Rotax 912 ULS engine (100 hp), which is plumbed and wired to perfection and sits—leak-free and clean—beneath a fixed cowling incorporating just a flip-up cap to check oil.

Like other sensibly built Eastern European aircraft (the Aerospool Dynamic has a similarly practical feature), the SportStar features a bay behind the engine and in front of the instrument panel that allows easy access to the instruments and avionics without requiring engineers to resort to painful inverted contortions inside the aircraft cabin in order to access them.

Once pre-flight is complete, access to the SportStar’s cabin—via a solid step each side—is effortless. The aircraft’s interior is beautifully finished. In the case of ZK-MAC, it’s in grey leather with padded and branded matching coloured harnesses. There is so much room inside that it would almost pay a student to carry a cell phone to speak to his or her instructor on the far side of the cabin before the intercom is powered up!

One of the many “extras” fitted to Colin’s aircraft is a TruTrak ADI, which—considering that many microlight operators will be relatively inexperienced—is an excellent little instrument. In addition to the standard attitude information, it incorporates a digital heading readout in the centre that is linked directly to a GPS. While it might not encourage a good scan, it is a handy and eminently practical feature.

While “size” is a consideration with many microlights—“will I fit?”—it is definitely not an issue in the SportStar, in which—with the adjustable rudder pedals at their fully aft position—Colin actually requires a small cushion behind him for comfort. I am almost six feet tall and was perfectly comfortable with the rudder pedals in this same fully-aft position. If Andre the Giant were to look for a comfortable microlight in which to stretch out his legs, this would be the one.

Engine start is standard Rotax instantaneous, but in the SportStar, the Rotax takes a while to reach operating temperature. All of the after-start and pre-takeoff checks are standard and simple, and all of the controls and switches are naturally placed and within easy reach.

One thing that takes a little getting used to is the aircraft’s vernier throttle. Many pilots are familiar with vernier mixture or pitch controls, but may not have used a vernier throttle before. However, the vernier works well and, when necessary, it is easy to depress the release button and slide the throttle open or closed, although one needs to be careful not to over-control the sensitive throttle when taxiing, which is otherwise delightful, with light and direct steering and effective brakes.

It is once the straightforward run-up is complete that the SportStar excels—now it is time to fly, which is what the SportStar does best. It is neither a Thunder Mustang nor a Feisler Storch—but it does not pretend to be either. Open the throttle and it responds immediately, reaching takeoff speed and leaping off the ground quickly. There are lighter (less robust) microlights that get off the ground faster and in less distance, but the SportStar performs perfectly well (and certainly far better than certified GA two-seaters like Tomahawks or C150/152s).

From the beginning of the takeoff roll, the pleasant and direct feel of the aircraft’s pushrod operated controls (elevators and rudder are pushrod operated; rudder is cable), which have no slack or free play, are immediately apparent.

The day I flew MAC was not exactly perfect “microlight” weather and there was a reasonable amount of wind and turbulence near the ground, but the SportStar felt remarkably stable considering its size and weight. Importantly, its direct and effective controls made controlling the aircraft a pleasure in these conditions, in which it felt a lot more like a bigger certified plane than a microlight.

At its maximum all-up weight, the SportStar climbs better than a Tomahawk or C150/152. At its best rate-of-climb speed of 62 knots (best angle is 54 knots), it climbs at between 850 and 1,000 feet a minute. Visibility in the climb—as it is in every phase of flight—is outstanding from the SportStar’s huge Perspex canopy, especially compared to the older generation American certified aircraft, which feel positively claustrophobic by comparison. Colin’s aircraft was fitted with an optional retractable sunshade, which, while a welcome addition in the direct sun, did not hinder important visibility at all.

At cruise settings between 4,900 and 5,000 rpm (Rotax users are becoming comfortable with such big sounding numbers), the aircraft scoots along at between 95–110 knots. Once again, this is not Thunder Mustang performance and there are many microlights that better this. However, it is better, for example, than the Tomahawk or Cessna 152. (I apologise to Piper and Cessna for these comparisons, which are perhaps a little unfair as their aircraft were designed in a different era. As they are virtually the only certified two-seaters in widespread use—and thus one or other will be familiar to almost every qualified pilot—it is impossible to avoid such obvious comparisons). Furthermore, the SportStar is vastly more comfortable and pleasant to fly, and only burns about half as much fuel.

The SportStar’s elevators are quite light, making the aircraft noticeably sensitive in pitch; its ailerons are reasonably firm but effective, and it rolls responsively and predictably. Importantly, the ailerons feel just as effective and responsive at slow speed.

The aircraft’s safe and predictable handling became most evident when we practised some stalls and it proved reluctant to drop a wing at all—even when provoked. It can be held in the stall (as I did deliberately) and will quietly just buffet and shake slightly as it descends straight ahead, while a “wing drop” is nothing more than a slight bank.

Unlike many less robust microlights, the SportStar handles rougher flying conditions well. With a maximum structural cruising speed of 103 knots, and a manoeuvring speed (VA) of 86 knots, it is not necessary to slow to a crawl in anything other than still calm air (as many lesser microlights must do).

Steep turns are a delight in the SportStar, although ham-fisted GA-familiar pilots might take a flight or two to become familiar enough with its sensitive elevators to avoid over-controlling the aircraft in pitch.

The aircraft is a delight in the circuit. Excellent visibility in all directions is always a big safety bonus and the SportStar has this in bucket-loads. Its precise controls and effective (optional) electric trim take all the hard work out of it. Maximum flap extension speed is not unreasonably slow at 70 knots, and with its low inertia, the aircraft slows quickly once the throttle is closed; the simple flaps are manual—which I prefer in small aircraft like this.

Provided one remembers to keep the sensitivity of the elevators in mind and doesn’t over-pitch in the flare, the aircraft is easy to land. For such a small, light aircraft, with its wings so close to the ground and its short-coupled undercarriage, it is not surprising that the manual lists its demonstrated maximum crosswind at 10 knots. This isn’t really such a limitation when one considers that—as would probably be the case with any microlight—flying is supposed to be fun; most owners would probably fly only on good days and not in hurricanes or monsoons.

As with most small aircraft with unavoidably closely coupled landing gear, caution is required when travelling at speed on the ground and it would be easy to over-control the sensitive nosewheel steering if one wasn’t careful. However, although sensitive, the steering is predictable and the brakes slow the aircraft effectively.

I had only two complaints about the SportStar—one minor and one serious. The minor complaint was the way the shoulder straps of the four-point harness tended to slide off my shoulders in flight. Perhaps I’m too “round-shouldered” and should become more of a man, or perhaps I hadn’t adjusted them properly. Either way, I’m sure this minor quibble could be rectified.

The serious complaint was that my time in the SportStar had to come to an end. I really enjoyed flying this little plane and would love to fly it regularly—maybe if I was really nice to Colin and bought his wife flowers or chocolates…

The standard price of a new basic SportStar SL is currently €65,000 (around US$100,000 or NZ$130,000). Colin’s machine, which is the perfect “demonstrator” vehicle for his dealership, is quite a bit more expensive than this because it has so many optional extras. For example, among other things, ZK-MAC has three-tone paint, Garmin SL30 nav-com, Garmin GTX 327 transponder and Garmin MD200 CDI, the TruTrak ADI, strobes, instrument and interior cabin lighting (the aircraft is equipped for night VFR), audible stall warning, a sunshade, and wheel spats.

Colin is currently advertising ZK-MAC for sale at NZ$175,000. While this might not sound like a “microlight” price, one needs to compare it with the cost of new certified GA types—of which there are not many two-seaters (a new Diamond DA20 is around US$180,000, or NZ$235,000)—and consider the future of such types in the current climate of almost trillion-dollar-a-barrel oil.

The yet-to-arrive Cessna Skycatcher—a light sport aircraft and not a certified GA machine—will also be more expensive than a standard SportStar. Even at its (yet-to-arrive introductory) price of US$111,000 (around NZ$145,000), it is already more expensive than a standard SportStar. By the time examples of the Skycatcher are actually available in New Zealand, they will undoubtedly be more expensive still.

Quite apart from their (relatively) low purchase price, new microlights offer other advantages such as reduced maintenance costs, and less stringent medical and licensing requirements. Many older pilots who may no longer qualify for full Class-2 PPL medicals can (and do) continue flying aircraft like the SportStar.

As regulations catch up with reality in New Zealand, I suspect that flying schools and aero clubs will begin looking seriously at the SportStar to replace ageing trainers—at least one flight school in the US already has 30 busy SportStars on line. The fact that there hasn’t been a single structural AD on the type (more than 600 SportStars and EuroStars in more than 40 countries around the world have clocked up thousands of hours) proves that Evektor-Aerotechnik has got things right with the design.

The Evektor-Aerotechnik SportStar is a beautifully built and attractive aeroplane. It flies delightfully, is spacious and comfortable, costs very little to operate and needs minimal qualifications or medical approval to fly. What more can be said?