I'd been looking forward to flying Ian Cunningham's EV97 Eurostar (officially, known as the “teamEurostar”) for quite some time. Apart from a couple of superb flights in flexwing microlights, I've done all my flying in Certificate of Airworthiness aircraft. Used to the solid stability of Cessnas and Pipers, I was keen to see if the Eurostar was a flex wing with a stick, or a flying machine more in keeping with my GA tastes.

During the walk round it was evident that I wasn't going to be confronted with anything out of the ordinary. All metal riveted construction, classic three-axis controls, nose wheel steering, toe brakes and a Rotax 912 engine. All very standard, the only departure from the GA norm I could find was simple split flaps as with a Spitfire, whereas Cessna's have clever Fowler Flaps, Pipers and Robins a simple slotted flap. Closer inspection revealed a full length hinge and a beautifully machined actuation lever - it is the detail which impressed. That level of engineering detail showed itself again in the oil filler flap on the cowl. No fiddly butterfly catches here - just a single machined, flush mounted, release catch.

Inside the cockpit was again all very standard. Clear instrumentation, logically presented where you can see it. Neil and Sue Easton's GA Tecnam P2002JF is the same, a clear, modern instrument panel where you can easily assess performance, control and engine displays. Primary flying controls are a control column for pilot and co-pilot and rudder pedals. Three position flaps are actuated by a central handbrake style stick with detents. Trim is a lever alongside the pilot's seat - more on this later.

Engine controls are very simple, one plunger control for throttle and a pull control for choke. The Rotax has an automatic mixture control in the coolant heated carburettor, so no mixture and no carb heat and the magneto switches are individual levers rather than some worn key in a barrel arrangement - simple, solid engineering. Plus a starter button, superb!

Sitting in the Eurostar I began to feel more comfortable with the aircraft. A simple four point harness with a modern car type buckle was a welcome change to the Heath Robinson contraptions you sometimes get. The seats themselves seemed comfy - and as I then didn't think anything more about the seats for the next ninety minutes they must have been comfy enough. Best of all is the visibility - truly 360 degrees. I actually spent a few moments loosening my neck muscles so that I could take full advantage of the superb 360 view - better than any other aircraft I'd ever flown.