The 90's brought a myriad of new kit helicopter designs
to the market including Cobra Helicopter's turbine powered
Predator and Rotax powered Mustang, the Angel CH7, the
Furia/Skylark, the Mosquito and Masquito, Rotorway Execs
and the unfortunate but ever popular Mini 500, just to
name a few.
There was much to be said for and against the many new
releases hitting the market in the USA. A lot of them
were way before their time as the general public, although
fascinated by them, were not ready to support their sales.
Many vendors regretfully closed up shop causing some of
the early and most innovative designs to be lost for ever.
They were the pioneers of what is now a booming industry
around the world. Since then, modern technology has enabled
lighter and more powerful models to be produced and also
the ability for individuals to build from plans.
I have been following these helicopters since my early
teens when my father took me for a joy flight in a Hughes
500. I started buying every set of plans and information
pack available and subscribed to most of the US based
experimental aircraft magazines.
It wasn't long before I came across the little known
compact helicopter, the Lonestar, developed in Texas by
Ken Rehler of Star Aviation Inc which began in March 1990.
In July the first prototype was displayed at the 28th
Annual Popular Rotorcraft Association Convention, where
it received a PRA award. It sported McCutchen composite
blades, a chromoly airframe with standard swash plate
and fly bar servo blade rotorhead, Rotax 582 and wheeled
tricycle style landing gear. The prototype had a unique
feature of having the tail rotor not extend past the main
rotor disk diameter as did the early Adams Wilson 'Flying
Trumph' also known as the "Choppy" of the 1950's
and some of its offspring such as the first Skytwisters.
This feature, amongst others was touted by the late B.
J. Schramm of Rotorway fame, but proved to be unfounded
in flight tests. This Lonestar first flew on October 18,
1990.
The designers now with a proof of concept craft set out
to further improve upon their cute little chopper and
set it into production. The first kit parts were shipped
to customers in the summer of 1991. The original model
(through Kit 36) was produced until April 1992 when production
began on the current model.
The final design resulted in an all aluminium-framed model
sporting a more powerful and reliable Hirth F30 rated
at 95 hp providing ample power and improved reliability.
Simple layout for easy inspection and low maintenance
components were also incorporated. Other changes included
a through shaft control system, elastomeric main rotor
thrust bearings, new standard styling landing gear, a
cog belt tail rotor drive eliminating slipping V-belt
drives and expensive, heavy gearbox drive systems.
Star Aviation's demonstration helicopter was completed
in March 1993 and in October it received the "1993
Best Rotorcraft Award" at the Experimental Aircraft
Association Southwest Regional Fly-in.
Lonestar Aviation was on a winner with a brilliant new
design when devastation struck. After successfully delivering
a number of kits, their factory was completely destroyed
in severe floods losing all stock, production equipment
and drawings.
The decision was made to return to the 9 to 5 grind, as
starting from scratch again didn't seem like an option.
Fortunately their prototype that was mainly used for air
displays, wasn't involved in the floods and continued
to build 70 hours of flight time before being put up for
sale. It was a station owner in Quilpe, Queensland that
was the lucky recipient of the Lonestar LS-50 with all
factory upgrades and modifications including the frame
change to improve rotor shaft support and stability.
Unfortunately, due to poor health the station owner was
only able to add another 18 hours on the clock, mainly
through monthly run-ups. I had been fascinated for years
with this particular craft due to its compact size and
innovative design features. I had been fortunate in obtaining
an information pack for the Lonestar early in the 90's
and was obsessed with finding one.
It was quite by accident that I picked up the commercial
Aviation Trader newspaper to round off a credit card purchase
when I came across the Lonestar. I couldn't believe my
eyes !. I immediately rang and claimed the craft as 'sold'.
My wife and I flew to Brisbane where we hired a Ford one
ton ute and left for Quilpie, west of Charleville (friendly
people and great local pub!). The trip in itself was another
story but needless to say, after some very strange looks
by fellow motorists, we got the Lonestar home safely to
Victoria. Other than some minor cleaning and checking
she was ready to go. It didn't take us long to realise
that the Lonestar purchase may have been a little premature
since I have only a fixed wing RAA licence and am yet
to commence rotary wing training. As the new experimental
helicopter licensing requirements are not yet in effect,
I would require a full helicopter PPL to fly and had just
invested my funds it the Lonestar.
It is with regret that we have decided to sell the Lonestar
in an effort to fund my rotary wing licence ambitions,
although I am happy to say that I once owned a Lonestar
and had the chance to study this magnificent little machine.
I'm not sure where this will lead me but all I know is
that I want to fly and fly I will. The Lonestar is for
sale at $29,500 and I welcome any serious buyers to contact
me regarding its sale.
Specifications
Star Aviation's single seat helicopter, the Lonestar
with Australian VH registration and CASA Special Certificate
Of Airworthiness "Experimental Certificate".
Features a through shaft control system, high ground clearance
skids, McCutchen composite main rotor blades, Hirth F30-EP2
two stroke 4 cylinder 95 hp engine, 2 x 2 inch aluminium
airframe, removable skids with 2 different ground handling
wheels configurations, compact size, with long range fuel
tanks (approx. 18 US gallons, consumption at cruise approx
5.6 gph at gross weight).
There are a number of kits still flying around the world,
particularly in the USA and Japan. The original designer
is still contactable in the US although, I believe he
lost all documentation relating to the helicopter in the
flood. A new compass has been fitted.
There is no cabin although one can be fabricated. It comes
with the original factory documentation/manuals and is
currently registered in Australia VH-AMU. It fits in a
standard single car garage. It can be transported on the
rear of a one ton tray ute or by trailer. The purchaser
accepts all responsibility for the use and operation of
this craft. Empty weight 470 lbs/210 kgs, gross weight
920 lbs/415 kgs, rate of climb at gross weight, 1,000
fpm. Cruise speed (no cabin) 65 mph/105 kmph, Max speed
95 mph/150 kmph, VNE 100 mph/160 kmph.
Cruise speed will increase by 10 mph/16 kmph with cabin
fitted. HIGE 6,000 ft/1,830 m, HOGE 5,000 ft/1,525 m,
service ceiling 9,500 ft/2,895 m. 100% safety record on
all Lonestars.
For enquiries contact Adam Aitken on 0411 337 550 or
A/H 03 9748 4437 Hoppers Crossing, Victoria. Email afaitken@yahoo.com
