Aerotrek

the light sport aircraft market has seen its share of price inflation since the LSA rule took effect in 2004. Where early projections suggested factory-built aircraft in the $60,000 to $80,000 range, today’s market often pushes well past $130,000, with some models approaching $180,000. Against this backdrop, Aerotrek Aircraft has maintained a reputation for delivering well-equipped, competent performers at prices that still respect the original LSA promise of affordable flying.

The Indiana-based company, led by Rob Rollison from Bloomfield, represents the Aeropro CZ line of aircraft manufactured in Nitra, Slovakia. The relationship dates to 2009, when Aerotrek began marketing two models in North America: the A220 taildragger and the A240 tricycle-gear version. Both aircraft share the European designation Eurofox, a design that traces its lineage back to Dean Wilson’s Avid Flyer of the early 1980s.

The Aerotrek brand is owned and sold in the U.S. by Rollison, who is the sole U.S. distributor for Aeropro. The Aerotrek models are the conventional gear A220 and the tri-gear A240. Although there are minor differences, the Aerotrek airplanes are essentially identical to the Eurofox, which was directly derived from the Avid Flyer design, developed as a refined and evolved successor to the American homebuilt aircraft. The development of the Eurofox by Slovakia’s Aeropro began in 1990, with the company building an Avid Flyer in that year as the foundation for their new design.

That heritage is more than cosmetic. The Avid Flyer combined aluminum-tube wing construction with a conventional closed-cabin design and struck a chord with homebuilders. Aeropro metricized and re-engineered the Avid concept into the Eurofox, retaining key features like folding wings and flaperons while refining construction quality and performance. The evolution represents three decades of incremental improvements rather than revolutionary changes.

Aeropro’s credentials extend beyond copying. The Slovak company was established in 1990 following the peaceful revolution that ended Soviet influence in the former Czechoslovakia. Four university graduates with backgrounds in aeromodelling founded the company, and that same lean management structure continues today with succession planning as the next generation enters the business. With a workforce of 25 employees, most with more than a decade of tenure, the company has delivered over 700 aircraft worldwide. The attention to finish and build quality reflects that aeromodelling background, where precision and detail are fundamental.

The Aerotrek models conform to FAA requirements for light-sport category aircraft, with both the A220 and A240 holding special airworthiness certificates under 14 CFR § 21.190 and appearing on the FAA’s approved light sport aircraft list. These factory-built aircraft meet consensus standards and remain eligible for operation by sport pilots under both pre-MOSAIC rules and the expanded MOSAIC framework. Standard equipment includes features that competitors often charge extra for, including radio, intercom, and transponder-encoder. The base engine is the 100 hp Rotax 912 ULS, up from the 80 hp Rotax 912 UL of earlier models. While the 80 hp engine remains available, the modest price difference has led most buyers to opt for higher power in recent years. The Rotax 912 with its liquid-cooled heads and air-cooled cylinders provide reliable operation on auto fuel. Time between overhaul has reached 2,000 hours for newer serial numbers.

Construction follows traditional methods, with a welded 4130 chromoly steel tube fuselage internally treated against corrosion. The high-strength steel forms a space frame with triangular configurations that distribute loads efficiently throughout the structure. This approach has proven itself across decades of high-performance sport aircraft, offering excellent strength-to-weight ratios and straightforward attachment points for fittings and hardware. The fuselage framework provides substantial protection for occupants, with the chromoly cage surrounding the cabin area and engine attach points. Fabric covering completes the fuselage, providing a smooth exterior while allowing easy access for inspection and maintenance.

The wing structure departs from the Avid’s all-aluminum approach. Aeropro uses tubular aluminum front and rear spars with a composite shaped leading edge supported by the front spar and aluminum ribs. The design eliminates the under-cambered ribs of the Avid in favor of a simpler flat-bottomed airfoil section. Steel drag tubes zigzag between the spars, providing fore-and-aft stiffness. Each wing houses a 11.25-gallon aluminum fuel tank at the root, avoiding concerns about fuel compatibility with composite materials. Total fuel capacity reaches 22.5 gallons, with 22 gallons usable. The wing attachment points allow the quick-fold capability while maintaining structural integrity under flight loads.

Full-span flaperons, controlled by composite mass-balanced surfaces hanging from four L-shaped hinge brackets, provide both roll control and high-lift capability. This full-span approach gives the Aerotrek substantial control authority, though roll forces are heavier than some LSAs because of the greater total surface area. The trade-off is worthwhile. Those flaperons deliver impressive slow-speed control and allow operations into short, unimproved runways. For serious backcountry operators, Aerotrek offers tundra tire options. The flaperons deflect through a substantial range, providing significant lift augmentation for short-field operations.

The flaperons also enable the Aerotrek’s signature feature: quick-folding wings. Unlike many aircraft where wing folding is theoretically possible but practically burdensome, the Aerotrek accomplishes the task in 10 minutes with one person. The mechanism uses simple hardware and straightforward procedures that don’t require special tools or multiple people. Rollison reports that most owners hangar their aircraft conventionally, but the capability allows storage in smaller spaces or trailering. One Florida owner folds the left wing to share a T-hangar with a Cherokee, a five-minute operation that solves a space problem while keeping both aircraft protected.

The cockpit provides 44 inches of width, housing side-by-side seating with dual control sticks, dual rudders, and common flap and trim controls. Polycarbonate bubble doors curve outward, creating exceptional downward visibility. Combined with the high-wing configuration and an overhead skylight, the Aerotrek delivers wrap-around views that few aircraft match. The visibility proves particularly valuable for operations into unimproved strips, where spotting obstacles and judging distances becomes critical. The panel accommodates modern avionics, with many owners specifying glass panel systems from Dynon, Garmin, or other manufacturers. Seat comfort has drawn positive comments from pilots.

With an empty weight around 644 pounds, the A220 and A240, sit at the light end of the LSA spectrum. Maximum gross weight reaches 1,235 pounds, 85 pounds below the LSA limit of 1,320 pounds. This provides margin for growth or modifications while leaving useful loads approaching 590 pounds. With two adults aboard and full fuel, there’s still capacity for baggage up to the 50-pound limit. That power-to-weight ratio translates to strong climb performance, with rates of 1,000 fpm common and some pilots reporting 1,200 fpm with the 100-horsepower engine.

flight characteristics lean toward the responsive end of the LSA range. Roll forces, while heavier than typical LSAs, provide positive control response without over-sensitivity. Pitch forces are moderate, lighter than older training aircraft but not nervously sensitive. The taildragger version requires attention during the tail-lift phase of takeoff, where the full-span flaperons can induce unwanted roll if inputs aren’t clean. Pilots transitioning from other taildraggers adapt quickly. Once the tail is up, directional control is positive, with adequate rudder authority for crosswind operations up to the 15-knot demonstrated limit.

Takeoff distances are short. Pilots report ground rolls in the neighborhood of 260 feet, with 1,000 feet sufficient to clear a 50-foot obstacle. Landing distances track similarly, with ground rolls under 500 feet and total distances over a 50-foot obstacle around 1,100 feet. Those numbers make the Aerotrek suitable for operations into grass strips and unimproved fields, particularly with tundra tires installed. The STOL performance doesn’t come at the expense of stability or control.

Cruise performance sits in the middle of the LSA pack at around 110 to 115 mph, though some pilots report seeing 120 mph at 75 percent power at altitude. Range, with reserves, extends to approximately 600 miles, making the Aerotrek suitable for cross-country travel while maintaining comfortable fuel reserves. Fuel consumption runs around 5 gallons per hour at cruise settings, keeping operating costs reasonable. At 75 percent power, endurance reaches approximately 4.4 hours with reserves. Stall speeds are gentle, with clean stalls at 49 mph and landing configuration stalls at 43 mph. The stall break is progressive.

The Aerotrek’s STOL capabilities reflect both the high-lift wing and the power-to-weight ratio. The aircraft allows operations into strips that would challenge larger, heavier aircraft. Visibility from the cockpit aids operations into tight spaces, with pilots able to see almost straight down through the bowed doors. This proves particularly valuable during the final approach to short strips.

Options extend the Aerotrek’s versatility. In addition to the standard tricycle gear and taildragger configurations, the aircraft can be fitted with amphibious floats. Several float-equipped Aerotreks operate in North America, using straight floats, aluminum amphibious floats from manufacturers like Zenair, and composite floats from Canadian suppliers. The 100-horsepower engine provides adequate performance for float operations, though the optional 115-horsepower Rotax 914 turbocharged engine is available for those seeking more reserve power. The turbo installation makes particular sense for high-altitude operations.

A ballistic recovery parachute system is available as an option. The whole-aircraft parachute, sourced from manufacturers like BRS Aerospace, provides an additional safety margin in the event of structural failure, loss of control, or other in-flight emergencies. BRS systems have recorded hundreds of successful deployments across various aircraft types.

Glass panel avionics have become increasingly popular among Aerotrek buyers. Both Dynon and Garmin systems install readily, with many aircraft featuring either Dynon SkyView displays or Garmin G3X systems. These installations typically include GPS navigation, engine monitoring, and ADS-B transponders. Some owners specify simpler avionics packages centered on portable GPS units and basic engine instruments, keeping costs down.

Rollison has operated an Aerotrek in a flight school environment, accumulating more than 1,500 hours in the training role. The aircraft has proven durable, with minimal maintenance requirements and no significant issues emerging from the intensive use. European operators report similar experiences, with some EuroFox models exceeding 4,000 hours. The combination of robust construction and proven Rotax powerplants contributes to reliability. Maintenance focuses on routine items like oil changes, spark plug service, and inspection of control systems and fabric covering.

Pricing remains a key attraction. While exact figures vary with options and specifications, base prices have historically run significantly below the LSA market average. Where some competitors approach or exceed six figures for a minimally equipped aircraft, Aerotrek has maintained prices that make LSA ownership realistic for more pilots. Recent pricing information suggests equipped aircraft in the range of $80,000 to $90,000, though specifications and options affect the final number. That value proposition doesn’t come at the expense of quality. Build quality, fit, and finish match or exceed competitors selling for substantially more.

The Aerotrek’s market position reflects steady rather than spectacular growth. The company doesn’t chase maximum production volume or aggressive marketing campaigns. Instead, Rollison has built a reputation on straightforward dealing, honest communication, and support for owners. That approach has generated a loyal customer base and consistent presence on the market share charts for LSAs. Delivery times can extend several months, reflecting consistent demand.

Service and support operate through Rollison’s Bloomfield facility, with additional dealers in California and other locations providing regional coverage. The relatively simple construction and use of proven components like Rotax engines and standard avionics means that maintenance doesn’t require specialized knowledge beyond what most A&P mechanics working with LSAs already possess. Parts availability through Aeropro in Slovakia has proven reliable, and many components use standard hardware available domestically.

The growing used market for Aerotreks provides additional options for buyers. These aircraft typically show the durability of the design, with well-maintained examples retaining functionality and appearance even after hundreds of hours. The strong useful load means that even fully equipped aircraft maintain practical payload. Used prices vary with age, condition, and equipment, but examples with reasonable time and proper maintenance typically sell in the $50,000 to $75,000 range.

Looking forward, the Aerotrek line appears positioned to continue serving the role it has occupied since 2009. The basic design, now with three decades of development behind it, has matured without becoming obsolete. The emphasis on value, quality, and practical capability aligns with what many pilots seek in an LSA. While other manufacturers chase performance numbers or luxury features, Aerotrek delivers straightforward flying machines that do their intended job well.

The light sport aircraft category has evolved considerably since its introduction. Early optimism about low-cost factory-built aircraft has given way to market realities. Aerotrek hasn’t solved all the challenges of delivering an affordable certified aircraft, but the company has come closer than most. For pilots seeking a well-built, capable LSA without paying premium prices, the Aerotrek A220 and A240 deserve consideration. They represent what the LSA category was supposed to deliver: honest aircraft that make flying accessible.