Is the EV 97 Eurostar for real?
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Is the EV 97 Eurostar for real?
I'm thinking about going back to basics; grass field, friendly people, good company, don't bother to renew the PPL and the Night, Twin, and IMC ratings, just go for a GST and oral for a NPPL, and join in club activities wholeheartedly.
In short, flying just for fun.
But then I thought, "be nice to go places as well as just fly around, which can get tedious". VFR in daylight is all I need, but along with miniscule fuel burn, reasonable speed over the ground, and absolute reliability.
Impossible; try fishing, I thought.
Then I read about the EV 97 Eurostar and Rotax engines.
Am I right that this aircraft gives me pretty much all I want? It just seems to good to be true.
In short, flying just for fun.
But then I thought, "be nice to go places as well as just fly around, which can get tedious". VFR in daylight is all I need, but along with miniscule fuel burn, reasonable speed over the ground, and absolute reliability.
Impossible; try fishing, I thought.
Then I read about the EV 97 Eurostar and Rotax engines.
Am I right that this aircraft gives me pretty much all I want? It just seems to good to be true.
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There is one based at the strip I use. It's a super little aeroplane, however the Microlight version is rather limited if you are of reasonable weight and want to fly with a friend. The homebuilt VLA version has a MAUW about 30kg higher which makes a huge difference.
There are now a large number of Rotax powered aircraft of which many are pretty impressive - however they all have similar features - factory built microlight - rather weight limited, homebuilt group A - fantastic, but only if you like building things.
Dave
There are now a large number of Rotax powered aircraft of which many are pretty impressive - however they all have similar features - factory built microlight - rather weight limited, homebuilt group A - fantastic, but only if you like building things.
Dave
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As DBo has already hinted at, are you a trim fellow with the build of a racing snake, with similarly built friends, or do you tend towards the well-covered? If you are around 11 stone, with matching friends, and you don't want to use all of the 4.5 hours endurance then you are fine. The aircraft can take two people each weighing 11.5 stone and still take 60l of fuel, I understand.
If you are flying unaccompanied, then fine. The interior is a little sparse, however.
If you are flying unaccompanied, then fine. The interior is a little sparse, however.
Last edited by airborne_artist; 8th Nov 2007 at 17:00.
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Thanks for all that, very valuable.....
Hmmm, I see what you mean about payloads....website "brochure" figures on the factory version give 181Kg fuel + people; fuel max is 65litres = 46Kg approx (usable 60l?), 135kg left, I am NOT a racing snake, that's me and 50 Kg left, if I'm honest about it as I probably will be since it's me that's going.
Still and all, Madame has never really approved of flying small aircraft...Grandson's going to be old enough any day, he's nearly 3, after all; grand-daughter not quite with us yet but will take over the role when the time comes...it's all do-able.
How's the handling, especially field landings (field short, hedge high)? Can you do things like slipping it in etc?
How real are the brochure numbers?
Engine
Hmmm, I see what you mean about payloads....website "brochure" figures on the factory version give 181Kg fuel + people; fuel max is 65litres = 46Kg approx (usable 60l?), 135kg left, I am NOT a racing snake, that's me and 50 Kg left, if I'm honest about it as I probably will be since it's me that's going.
Still and all, Madame has never really approved of flying small aircraft...Grandson's going to be old enough any day, he's nearly 3, after all; grand-daughter not quite with us yet but will take over the role when the time comes...it's all do-able.
How's the handling, especially field landings (field short, hedge high)? Can you do things like slipping it in etc?
How real are the brochure numbers?
Engine
Rotax 912S
Rotax 912
100 HP
80HP
Never exceed airspeed 270 km/h
270 km/h
Maximum level airspeed 245 km/h
245 km/h
Cruising speed 200 km/h
180 km/h
Stall speed 65 km/h
65 km/h
Rait of climb 8,0 m/s
5,5 m/s
Service ceiling 5000 m
Take off roll 100 m
145 m
Take off distance 200 m
280 m
Landing roll 90 m
Landing distance 300 m
Average fuel consumpition 14 l/h
11 l/h
Range 750 km
Sorry table got reformatted in the process of pasting...figures for each engine are no longer in two cols, but above/below each other.
Sorry table got reformatted in the process of pasting...figures for each engine are no longer in two cols, but above/below each other.
Join Date: Oct 2006
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Eurostar, nice plane.
Others have pointed out the differences between microlight and GA versions - same applies to other contenders like C42 Ikarus etc.
Key thing is power-to-weight ratio - so with 80bhp Rotax 912 or 100bhp 912S you are talking about serious ooomph.
For less than 100 quid, go and have a trial flight in one and see for yourself. The Rotax is like a modern car engine - just switch on and go! I gave up on the start checklist for a Cherokee 140!
If you want free flying, we will be offering 15 mins free in our Ikarus at Strathaven in the new year to anyone with a pilot's logbook - current or not.
Very best,
XA
Others have pointed out the differences between microlight and GA versions - same applies to other contenders like C42 Ikarus etc.
Key thing is power-to-weight ratio - so with 80bhp Rotax 912 or 100bhp 912S you are talking about serious ooomph.
For less than 100 quid, go and have a trial flight in one and see for yourself. The Rotax is like a modern car engine - just switch on and go! I gave up on the start checklist for a Cherokee 140!
If you want free flying, we will be offering 15 mins free in our Ikarus at Strathaven in the new year to anyone with a pilot's logbook - current or not.
Very best,
XA
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Lottman, the Eurostar is a good little aeroplane, as is the Ikarus but can I point you towards the Tecnam Sierra which also has a Rotax up front. Solid little aeroplane available as factory built or as a kit and there's a retractable version coming along soon.
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If you go for a VLA you will have no problem. My MCR01 will lift two 90 kg people and carry 4.75 hours of fuel at a speed of 138kn. Stol is very good and handling and visibility are superb. Rotax 912s with CS prop
If you buy a low hours VLA on a PFA permit (MCR01, Pioneer 300, Sportcruser etc) then you can do your own maintenance at around £250 a year all in and it is real fun flying. I got from the Midlands to Wick in 3hours 6 minutes a few months ago, including sitting at 10,000 ft over the mountains (R of C is 1600 fpm +)
Rod1
If you buy a low hours VLA on a PFA permit (MCR01, Pioneer 300, Sportcruser etc) then you can do your own maintenance at around £250 a year all in and it is real fun flying. I got from the Midlands to Wick in 3hours 6 minutes a few months ago, including sitting at 10,000 ft over the mountains (R of C is 1600 fpm +)
Rod1
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If buying one of these I would do some research, beyond the UK.
I went to AERO 2007 this summer, Germany, and they had whole hangars full of this stuff. It's obvious this is where all the R&D is going in light aviation. Most seem to be Rotax powered. The Czechs are doing a lot.
A lot of them are more or less fully (though not legally) IFR equipped which gives you a lot of versatility for "imaginative VFR"
I went to AERO 2007 this summer, Germany, and they had whole hangars full of this stuff. It's obvious this is where all the R&D is going in light aviation. Most seem to be Rotax powered. The Czechs are doing a lot.
A lot of them are more or less fully (though not legally) IFR equipped which gives you a lot of versatility for "imaginative VFR"
Join Date: Oct 2005
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I learned to fly in a EuroStar, very forgiving easy to fly machine
the microlight version is a bit close to max weight, its not a cramped cockpit,
very cheap to fly & maintain, the seat backs, do get broken, with people using the seat back as a handhold, I can't think of any other problems, I'd have an hours lesson in one, see what you think,
I wasn't particulary fond of the Icarus, I liked the CT, except its high wing, refuelling problems, the Dynamic is the Porsche version of the EV97
try them all
the microlight version is a bit close to max weight, its not a cramped cockpit,
very cheap to fly & maintain, the seat backs, do get broken, with people using the seat back as a handhold, I can't think of any other problems, I'd have an hours lesson in one, see what you think,
I wasn't particulary fond of the Icarus, I liked the CT, except its high wing, refuelling problems, the Dynamic is the Porsche version of the EV97
try them all
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We have an EV97A which is the Group A version of the Eurostar. Identical to the microlight variant except for the addition of an electric fuel pump (which I never actually use apart from priming the carbs on first start up). The advantage is an increase of all up weight up to 480 kg. When we did the permit test flight recently we had to fill the tanks to the brim and put two fairly large people in to get up to max weight, so in practice weight is rarely an issue. Flies superbly and handles like a dream - it is a very easy aircraft to fly. Side slips and short landings no problem.
As mentioned above, the hardest part is actually getting in and out without pulling or pushing anything too hard like the seat backs or the canopy edge. Once you have it, the operating cost is so small that it is almost irrelevant in aviation terms. You can't buy a ready built A version but they do pop up on the second hand market. If you want a go and are near the Midlands, PM me and I will happily oblige. There are now 4 of them within a mile of us.
As mentioned above, the hardest part is actually getting in and out without pulling or pushing anything too hard like the seat backs or the canopy edge. Once you have it, the operating cost is so small that it is almost irrelevant in aviation terms. You can't buy a ready built A version but they do pop up on the second hand market. If you want a go and are near the Midlands, PM me and I will happily oblige. There are now 4 of them within a mile of us.
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Eurostar is an excellent aeroplane.
I fly the 100hp Ikarus C42 and it is also excellent bit of kit.
Can land in 200 metres easily and be airborne in less than 100 metres... on grass !
It is easily maintained and on a Permit to fly... so cost is a lot less than spam cans that deliver similar performance, fuel burn is approx 11 Litres per hour... Mogas...... the Rotax 912 series does not like extended use of Avgas.
Have flown from Southern UK to Ireland without an issue and have toured widely in it... can wholeheartedly reccomend this avenue ... it is the future of light aviation.
Jon
G-CCCT
I fly the 100hp Ikarus C42 and it is also excellent bit of kit.
Can land in 200 metres easily and be airborne in less than 100 metres... on grass !
It is easily maintained and on a Permit to fly... so cost is a lot less than spam cans that deliver similar performance, fuel burn is approx 11 Litres per hour... Mogas...... the Rotax 912 series does not like extended use of Avgas.
Have flown from Southern UK to Ireland without an issue and have toured widely in it... can wholeheartedly reccomend this avenue
... it is the future of light aviation.Jon
G-CCCT
an electric fuel pump (which I never actually use apart from priming the carbs on first start up
With respect TV, thats no reason not to operate a fitted backup system at critical stages of flight.
The fuel pump is not needed to "prime the carbs", as demonstrated by microlight versions without the electric fuel pump which start perfectly satisfactorily. It is there solely as a safety backup and should be used as such.
The fuel pump is not needed to "prime the carbs", as demonstrated by microlight versions without the electric fuel pump which start perfectly satisfactorily. It is there solely as a safety backup and should be used as such.
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Very good idea to use the pump to pressurise the fuel system before the walk round. That way if there is a fuel leek you are going to find it at a “slightly more convenient time” and you can check the fuel return line is operative. Should use it for t/o and landing as well, it will reduce the likelihood of a vaporlock.
Rod1
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With respect TV, thats no reason not to operate a fitted backup system at critical stages of flight.
The fuel pump is not needed to "prime the carbs", as demonstrated by microlight versions without the electric fuel pump which start perfectly satisfactorily. It is there solely as a safety backup and should be used as such.
I was only pointing out, that, no microlights, fitted with Rotax engines, that I'm aware of, have the extra fuel pump, I can see the backup therory, but, where does that end ?
The fuel pump is not needed to "prime the carbs", as demonstrated by microlight versions without the electric fuel pump which start perfectly satisfactorily. It is there solely as a safety backup and should be used as such.
I was only pointing out, that, no microlights, fitted with Rotax engines, that I'm aware of, have the extra fuel pump, I can see the backup therory, but, where does that end ?
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TV,
Our Ikarus (microlight) has a extra fuel pump.
Gerry Breen's X-Air in the Algarve has a fuel pump on its Jabiru.
Very best,
Colin
ps Can't think of any weighshifts with extra fuel pumps
Our Ikarus (microlight) has a extra fuel pump.
Gerry Breen's X-Air in the Algarve has a fuel pump on its Jabiru.
Very best,
Colin
ps Can't think of any weighshifts with extra fuel pumps
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I must admit that I have wondered what the PFA's reasoning was to require the electric pump to be fitted on the A version but allow the microlight version to be built as a kit under their auspices without one. Perhaps the extra 30 kilos needs more fuel to be pumped? Come to that why does the microlight need a noise certificate but the A doesn't? Both versions are very quiet aircraft by the way.
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