By Dan Johnson
THE EVEKTOR SPORTSTAR WAS THE FIRST AIRCRAFT IN THE WORLD TO BE APPROVED BY THE FAA AND CASA AS A SPECIAL LIGHT SPORT AIRCRAFT (S-LSA) CATEGORY. SINCE THEN, IT HAS EMERGED AS A POPULAR TOURING AND TRAINING AIRCRAFT WORLDWIDE. DAN JOHNSON CHECKS OUT THE CZECH-BUILT MARVEL.
AN EVOLVED AIRCRAFT
IN the late 1990s, Evektor derived the eventual SportStar from its Harmony, a fully certified aircraft under European VLA (Very Light Aircraft) regulations. Reportedly, the Harmony was spun more than 400 times as part of achieving VLA certification. From the start, both the Harmony and the SportStar were designed for factory production line assembly.
The SportStar has a clear canopy over the cockpit; higher empty and gross weights and an additional wingspan to accommodate the increased load. From the outside the larger bubble canopy looks large, to the point of appearing bulbous. From the inside, however, it feels quite normal and nicely spacious, even more than its 46.5-inch-wide cockpit suggests. Visibility toward the rear is good.
The all-metal SportStar's fuselage is a semi-monocoque design. The airframe is constructed using epoxy bonding backed with a rivetted structure; a method Evektor believes will ensure a longer lasting aircraft. SportStar's firewall is made of galvanised steel, not aluminum, and should provide greater safety and strength with a modest increase in weight. The entire empennage is also an all-metal construction.
Most S-LSA designs employ some composite materials in their construction. The SportStar is no different, with cowlings made of Kevlar, carbon fibre, and fibreglass. Composite materials are also used in the landing gear. Evektor said the main gear withstood "enormous deflection" during European VLA certification drop tests. The nose wheel uses bungee cords for suspension.
Evektor SportStar has a fuel capacity of 120 litres (with two wing tanks) and a total useable fuel capacity of 118 litres, giving the aircraft a maximum range of 700nm with eight hours of endurance.
GREENHOUSE WARMING
The SE badge on the nose of the SportStar I flew for this flight test stands for Special Edition, the type’s premium décor package, which includes a leather interior.
Entry to and exit from the SportStar is made easy by the forward-hinged bubble canopy, a huge expanse of optically clear plastic. Step up onto the wing from the rear, as with most low-wing aircraft, and climb inside. Dual gas pistons hold the canopy in place and should prevent blow-open damage. The canopy also mates to a window area in the rear that makes for an airy cockpit.
The SportStar's 46.5-inch cockpit is much wider than a familiar benchmark, the Cessna 150. The bubble canopy yields extra room at the shoulders, which seems even larger than it is as you can rest your arm on the interior structure of the canopy. The enormous canopy uses latches on each side to secure it for flight. A larger handle and latch at the top rear centre of the canopy complete the locking operation. The canopy cannot be opened in flight.
The SportStar's instrument panel benefits from clear identification labels. Circuit breakers are in a neat row at the lower edge of the panel in front of the left-seat pilot with a trim indicator at the upper left corner. All gauges, lights, or switches are well marked and positioned so that either occupant can read and access them. Map pockets are provided on both sides, and a baggage area aft of the seats will accommodate 15 kilos of baggage.
After securing the four-point shoulder/seat belts and getting my headset ready, I fired up the 100-hp Rotax 912S. In bright sunshine with the canopy secured for flight, the SportStar's cockpit warms quickly. Unlike some of its LSA competitors, the SportStar uses dual hydraulic toe brakes, which are levers and not pedals. A parking brake lock is located just in front of the flap handle, which is positioned between the seats.
The SportStar's choke lever has a turn-to-lock feature. The choke lock mechanism allows infinite location of the choke, not simply a maximum open and lock position. Similarly, a vernier throttle allows precise power settings with a push-button, free-movement release and a friction lock up against the control panel. The knob is large and convenient to use.
Taxiing along in line for takeoff, the rudder pedals felt firm on the ground. But, regardless of the feel, the SportStar was surprisingly agile. It can manage a full 360-degree turn in 25 feet or less, which is less than its 28-foot wingspan. The SportStar also has good prop clearance and stands fairly tall on its landing gear, giving me the feeling that off-field landings shouldn't get too exciting.
Before takeoff and once aloft, most pilots will find the view massive. Of course, you have the usual downward obstruction of a low wing, but checking for traffic before takeoff is a breeze, and in flight you have a broad view.
Evektor's engineers selected a split flap design, meaning a separate surface on the bottom of the wing pivots down to various angles. Therefore, you cannot see them from the cockpit and must rely on the flap indicator. A long lever with a padded grip makes the flaps easy to deploy. A push button helps you locate the proper flap notch tactilely. I set one notch of flaps for takeoff.
LEARNING TO FLY IN A SPORTSTAR
Pushing the button on the throttle, I advanced it to full power and the SportStar quickly accelerated. Racing down the runway about 500 feet (we were somewhat under gross), the aircraft hit rotation speed, I lifted the nose, and smoothly departed. Suggested rotation speed is about 40 knots. We climbed at about 70 (knots).
Once aloft a safe distance, I dialled back the throttle slightly. I didn't need full power, and the fuel flow drops sharply at any reduction from maximum throttle.
SWEET SPORTSTAR
The SportStar is definitely an aeroplane you can fly with your fingertips. I liked it immediately. A new pilot might find it a bit lively right off the runway but the aircraft’s need for control input turned out to be a ground level turbulence issue that disappeared once we got a thousand feet off the surface. Then the aircraft seemed smooth and well behaved in the more pleasant air, but the need for quick response is always less at altitude.
I witnessed a sustained climb rate of about 700 fpm while we flew with full fuel somewhat shy of the aircraft's maximum gross weight. This solid rate of climb continued right to 3,000 feet MSL, where we levelled off to further explore the SportStar's handling.
Unlike many of the speedy LSA candidates I've flown, I experienced less difficulty keeping the ball centred in the SportStar. Although you can become accustomed to slipperier models, any aircraft that makes control easy is one fast learned and long appreciated.
One reason why the ball holds steady without much effort is the low rudder input needed. Most of the European-designed LSAs exhibit a similar quality. Many other aircraft require some rudder to make coordinated turns. Heavy-footed ultralight pilots may struggle with this, but at least they know how to use the rudder. General aviation (GA) pilots who fly with their feet on the floor will find their turns slinging the ball off to one side.
However, if you set the SportStar into a trimmed 45-degree bank turn, it will go round and round with little pilot input. You must learn a new coordination of stick to rudder, but the net result is a fine-handling machine that will never tire you. Contrarily, it may work you a bit more flying cross-country without an autopilot. You'll be flying the plane most of the time, and physically easy or not, the constant need for small inputs demands your attention.
I estimated the SportStar's roll rates at a bit over three seconds for the 45-to-45 degree roll reversal test. This places it in the middle-to-faster category. Ailerons retain most of their authority down to stall. Pitch control is stable and not overly sensitive.
On the whole, the SportStar's stick forces are reasonably light, in about the middle of the range for this class of aircraft. Though the rudders felt a bit stiff on the ground, this feeling seemed to disappear in the air. Overall, I found a lot to like about the SportStar's handling, and that's my personal area of focus when flying a new plane.
In high-speed runs upwind and downwind using a GPS, I recorded 128 knots in one direction and 95 knots the other, which averages to 112 knots. The company's brochure states a 75 percent power cruise yield of 106 knots or 121 mph, showing conservative figures in what the factory claims.
The descent rate using zero flaps and the aeroplane's 57-knot best glide speed turned out to be slightly less than 500 fpm, a reasonably good sink rate for this size machine. The aircraft's pilot operating handbook suggested a configuration of 52 knots with one notch of flaps, which produced a 600-650 fpm descent rate. However, the stated engine-out best glide speed of 57 knots seemed a better choice to achieve a slower-speed descent (even with the engine idling).
WHAT GOES UP
Eventually, aeroplanes have to come back to roost, so we somewhat reluctantly left the stunningly beautiful sky for some experience with the tarmac.
The SportStar's responsiveness made it easy to hold the nose high enough for a full-stall landing. I prefer this technique; I think it's the best way to have an aircraft meet terra firma. Some aeroplanes make full-stall landings more difficult, and in my experience, this is more common with low-wing designs. Not the SportStar. All of my landings were good; the plane simply didn't fight me.
At 46.5-inches wide, with leather seats, four-point seatbelt/shoulder harnesses, a well-equipped, well-marked instrument panel, and a full bubble canopy offering 360-degree visibility, the cockpit of the SportStar SE is competitive with most aircraft on the market, no matter what category. Landings were definitely easier with one notch of flaps deployed. In one no-flap landing attempt, the SportStar's nose got quite high and the plane floated considerably. A new pilot could achieve a landing in this situation, but the operation is much less challenging with some flaps.
Sideslips were not particularly authoritative, but they were hardly needed with good flap control of approach speeds and the SportStar's willingness to fly slowly while retaining good control authority.
When we got back to more turbulent air at lower altitude, the SportStar showed a minor tendency to yaw, something like a V-tail Bonanza. Some observers have noted that the tail on the SportStar might be slightly undersized, perhaps contributing to this movement in rowdier air. The latest SportStar MAX/SL version has a 15% larger fin and rudder which will go a long way to answering the yaw.
Perhaps in concert with the yaw movement, the SportStar does not exhibit a strong tendency to weathercock in crosswinds. I was fortunate and had winds from a favourable heading on the day I performed takeoffs and landings. Heat and humidity conspired to extend the takeoff roll; nonetheless, I believe the aircraft can depart the ground quite a bit faster than the 770 feet stated on factory literature.
A long lever arm between the seats operates the flaps. You can set the surfaces to 15, 30, and 50 degrees, which offers versatility to handle different landing fields. One SportStar owner reported that he landed with a passenger on an 800-foot grass strip and had room to spare.
Even without flaps, the SportStar's ailerons guarantee a wide control range that allows you to perform efficient slips to a landing. Combining SportStar's good slips and deep flaps, you can approach at speeds barely above 35 knots and remain in good control. This is even slower than possible on some ultralights. You can use one notch of flaps for takeoff, though it isn't mandatory. Because they are split flaps, they produce more drag than wing-shaping lift.
A baggage area aft of the seats can accommodate between 15 and 25 kilograms of luggage, depending upon the useful load available. Standard SportStar instrumentation includes the basic engine and flight instruments. Radios and added flight instruments are by customer request, and this remains true on the SE model. The non-SE model has cloth seats and non-metallic paint.
The SportStar SE equipped as flown for this article included a Garmin 296 GPS, transponder, electric trim, landing lights, position lights, leather interior, and accenting metallic colors on the paint trim.
THE PRESENT
There are more than 50 SportStars currently flying in Australia. Over half of these are VH-registered and the remainder are registered with RA-Aus. About two thirds of the aircraft are used by flying schools, with the rest accounted by what the factory calls ‘discerning private buyers’.
Current fly-away pricing for the SportStar LSA is in the A$130,000-A$135,000 range (GST included). This offers customers a well equipped aircraft including Garmin avionics – SL40 radio, GTX327 transponder and GPS – as well as electric aileron and elevator trim, full dual controls, revised/improved ventialtion, true carburettor heat and much more.
There is a vast range of options customers can add to personalise their aircraft, from the Rotax 914 turbo charged engine at one end of the scale, through to state-of-the-art digital flat-screen avionics, auto-pilot, variable pitch propellers and ‘comfort’ interior, to a fancy paint job at the other end.
THE FUTURE
Evektor-Aerotechnik this year revealed two new aircraft models at Aero Friedrichshafen 2011 in Germany – the new Harmony representing the latest development of the company’s UL/LSA line and the SportStar RTC, a new PPL training aircraft. Evektor-Aerotechnik report interest in both models resulted in the placing of several customer orders during the airshow.
The Harmony brings a new look, with a shaped wing and HTUtail, optimised aerodynamics, enlarged ailerons and rudder, superb cockpit comfort with extra leg room, higher speed and more. The RTC is setting new standards in PPL/ JAR FCL training. Modern design, outstanding flight characteristics, low operation costs and affordable price make the SportStar RTC a desirable choice amongst prospective customers.
The SportStar and Harmony will be available alongside each other for the forseeable future, with the up-specced Harmony attracting a A$4,000 premium over the SportStar.
Source: Evektor Australia
SPORTSTAR MAX/SL
SPECIFICATIONS
Seating two, side-by-side
Standard engine Rotax 912ULS (100hp)
Standard propeller 3-blade composite on-ground adjustable
Empty weight 307kgs
MTOW 600kgs (LSA) or 544kgs (RA-Aus)
Carry up to 293kgs (LSA) or 237kgs (RA-Aus)
Wingspan 8.65m
Length 5.98m
Height (top of fin) 2.33m
Wing area 9.84sq m
Glide ratio 400 fpm at 50 kts
Cockpit width 118 cms elbow & shoulders
Max fuel contents 120 litres (118 usable) in 2x wing tanks
PERFORMANCE
Takeoff roll under 150 metres
Landing roll under 135 metres
Stall (full flap, idle) 37kts
Max flap operating speed 70kts
Economy cruise 95kts
Max cruise in rough air 103kts
Normal cruise (TAS) 100-115kts
Max level speed (TAS, standard prop) 115kts
Max level speed (TAS, variable prop) 125kts
Never exceed speed 146kts
Range at normal cruise 730nm
Duration 6.5 hrs + 30 mins reserve
Climb rate at 60kts 1200fpm
Load factors, tested to +6 -3g
Load factors, operational +4 -2g
Crosswind 21kts (demonstrated), 14kts (experienced), 11kts (novice)
Source: Evektor Australia
