ByDanJohnson.com

This week GAMI, which developed the STC-approved G100UL high-octane avgas replacement, announced that a shipment of the fuel has been delivered to the Reid-Hillview airport in California. A load of 7500 gallons will be sold by the county-owned fueling service via truck. Currently, the only fuel available at KRHV is mogas, Jet A and Swift’s UL94 unleaded. Cost of a gallon of G100UL is expected to be close to what the County of Santa Clara is selling UL94 now, $7.59. Note that fuel prices in this part of California vary greatly, from $5.37/gallon at Tracy to $10.87/gallon at San Jose. 

G100UL received supplemental type certificate approval for all gas engines in fixed-wing aircraft so certified airplanes will need this STC to legally use the fuel. Experimentals do not require the STC. To encourage aircraft owners to try G100UL, GAMI is offering the STC for free at a rollout event this Saturday, November 2, from 9am to 6pm, and will “provide the services of an I.A. at KRHV during the day on Saturday, November 2nd, to ‘sign-off’ the required Form 337 at no charge.” Also, according to GAMI, “Residents of KRHV who purchase a G100UL STC between now and midnight on November 1st, 2024, will receive a full refund of the purchase of that set of STCs. 

Moreover, by having G100UL “commercially available,” GAMI believes it will have tripped a requirement established by a consent decree that will force some California FBOs to sell any fuel that has lower lead content than 100LL.

As reported by AVweb, the load of G100UL had to come from its origin in Louisiana to California entirely by truck. GAMI previously announced that Vitol Aviation has refined some 1 million gallons of G100UL currently being stored in Louisiana.

Finally, a note on comments. Previous coverage of the transition from leaded to unleaded fuel has prompted notably heated debate. Whether or not you believe that lead in aviation fuels constitutes a verifiable health hazard, the truth is that industry and legislative action will push general aviation toward an unleaded future. It is inevitable. Please refrain from making this political.

Compress Post ...

Lined up on the runway, I open the throttle to the stop. The Dynamic surges forward, my right thumb presses a small button at the base of the throttle quadrant and I push the lever further forward. In an instant there’s 15% more thrust and the speed tape really starts to roll. Ease back on the stick and we’re airborne after a very short ground roll and climbing away at well over 1200 fpm.

Flaps up, and 20 seconds later we’re passing through 400 feet, I pull the power back past the detent and the turbocharger control unit (TCU) reduces boost to 35 inches of manifold pressure. I then lower the nose, dial the prop rpm down to 5500 engine rpm and note the VSI is still showing around 1000 fpm before swinging the shapely spinner onto a south-easterly heading. Already I can see that the field of view is phenomenal and feel that the handling is crisp and taut.

That’s just a tease of the WT9’s performance. Let’s back up a step and look at the airplane itself. Access to the cockpit is via the trailing edge of the wing, which features sensibly sized non-slip wingroot walkways. It’s easier if the flaps are down, and I note with considerable interest the sportscar-type mirrors on both sides. The enormous canopy hinges forward, opens wide and is well supported by black gas struts. However, these are a bit too “grabbable” for people climbing in and out, and I’d recommend painting red stripes on them. The cockpit has a maximum width of 42 inches but seems wider. It incorporates several stowage options, including being able to carry 88 pounds behind the seats and 44 pounds under the seats.

(Keith Wilson photo)

Settling onto the very comfortable semi-reclined seat I study the controls and instruments with considerable interest. When I tested the 100-hp version in 2018 I felt that although the cockpit was extremely well designed there was still room for improvement and made a few suggestions. Gratifyingly, practically the first thing I noticed was that the rather flimsy toggle switches had been replaced by a row of rugged-looking rockers. The seats are fixed but the rudder pedals adjust. Fixed seats can be light and still crashworthy, which is why most Light Sport manufacturers choose this option. Less satisfactorily, the adjustable rudder pedals can be set asymmetrically, and if the pedals are adjusted while the rudder is deflected it is possible for the pedals to be set neutral when the rudder is not. Worth knowing.

Once strapped down with the neat four-point harness I re-familiarize myself with the layout of the instruments and controls. The big panel is dominated by a pair of multifunction Kanardia Nesis III displays. Made in Slovenia, they are highly sophisticated electronic devices which present an astonishing amount of flight and engine information. It could be almost too much information on a single page, but is backed up by a block of annunciator lights at the top of the panel, with a standby ASI and miniature standby EFIS, with the transceiver, transponder and intercom underneath.

Thus far it wasn’t that different to the 100 hp version, but I noted two significant additions—the two Flybox electronic controllers, one for the Woodcomp constant speed prop and the other for the flaps, which were purely mechanical on the 100-hp variant. The prop can be controlled either manually or left in constant-speed mode, while the electric flaps can be either set anywhere between 0 and 35°, or in Auto travel to the next of the four preset positions (0, 15, 25 and 35°) when the wafer switch is clicked up or down.

I like things simple and for the takeoff I elected to leave the prop set to 5700 rpm and in the CS mode and the flaps in Auto with 15° set. Why make work for yourself?

(Keith Wilson photo)

The throttle and its operation require expansion. It consists of a big T-handle with a spring-loaded button that must be pressed to push the throttle up to maximum power. There is a detent at the 100% throttle lever position that gives 100  hp, but 100% engine power (115  hp) is only achieved at the 115% throttle position. The TCU uses the throttle position in conjunction with ambient pressure, airbox pressure, temperature and engine rpm to actuate an electronically controlled wastegate.

Thus far I’d found nothing really unsatisfactory ergonomically but annoyingly Aerospool dropped the ball at the final hurdle (and how’s that for mixing your metaphors!) The plungers are all a little bit too “samey” to be so closely grouped together, as the choke and cabin heat knobs are identical in shape, color and movement—they really should be different shapes and colors. Of course, I am being very picky. This is a cockpit that has been thoughtfully designed around its occupants and while you may think “surely all cockpits are?” I can assure you this is far from the case!

(Keith Wilson photo)

Should you need it, access to the Rotax 914 engine is good as the top cowling is secured by Dzus fasteners and can be readily removed. It is fed from a pair of wing tanks with a combined capacity of 33.2 gallons, of which 32.7 are usable. The Rotax turns a Woodcomp SR-30 three-blade constant-speed prop fitted with a sharp-pointed spinner. Powerful taxi and landing lights are located either side of the radiator air inlet in the lower cowl, while the frangible panel for the EPS rocket to fire through is aft of the cowling. The nosewheel strut and main undercarriage legs look robust and carry Beringer wheels and brakes covered by snug-fitting spats.

Back to the Flying

Taxiing is straightforward as the nosewheel steering through the rudder pedals is precise and the field of view good, except for directly in front as the nose is pitched slightly up. The hand-operated brakes are powerful and progressive. Approaching the runway threshold, I noted the instruments are suggesting a slightly warmer-than-standard day, but at our sea-level airport I don’t even bother to calculate density altitude. We’re well below the 1320-pound max weight, so our power-to-weight ratio is just fine, especially if we use the turbo.

However, a previous takeoff had already shown me just how good it can be, so for this takeoff I elected to use only 100 hp and 5500 rpm, not the full 5700, and we were still airborne having used less than half of the 2000 feet of available runway. There’s a slight pitch-up moment as the flaps retract and although the Vy is 69 KIAS, this gives a steep deck angle and a compromised forward field of view, so I trim for 80.

Cruising at a representative altitude for UK general aviation (2500 feet) we set 5400rpm and 27 inches of manifold pressure. This gave an IAS of 108 knots for 113 KTAS, on a fuel flow of 4.5 gph. Of course, it will go faster—a lot faster. Open up everything but the toolbox (5500 rpm, which is max continuous, and 33 inches MAP) and the POH claims it’ll do 132 KIAS, although the fuel flow will have increased by almost a third and you’ll be 13 knots past the 119 KIAS top of the white arc.

Feelings

(Keith Wilson photo)

Control harmony is excellent; the ailerons are light, the elevator powerful and the rudder nicely weighted. All the primary controls have low break-out forces and minimal “stiction,” with the ailerons and elevator actuated by push rods. These provide a taut feel and powerful precise control in both pitch and roll. Cables control the rudder.

Moving onto an investigation of the stick-free stability proves interesting. Directionally it’s unsatisfactory but not for aerodynamic reasons. It’s simply because when you introduce an extreme sideslip, the nosewheel’s fairing is holding the rudder on. Longitudinally it’s weakly positive. From a 10-knot displacement it took several long wavelength, high amplitude phugoids before it eventually returned to the trimmed speed. Spiral stability is neutral.

(Keith Wilson photo)

The slow-speed handling either flaps up or down is faultless, and although the pre-stall buffet is quite subtle, the optional stick shaker isn’t! Post-stall there’s a gentle wing-rock but the ailerons remain effective, while if the airspeed is slowly reduced the aircraft never really drops its nose at the stall. Instead, the sink rate steadily increases and the Dynamic simply mushes with the nose gently hunting in pitch and the sink rate increasing. It remained controllable laterally and directionally.

We were about 110 pounds below max-gross weight, but nevertheless with a combination of full flap, a bit of power and very gradual deceleration the speed fluctuated around 30 KIAS, which really is quite impressive. Clean and with the throttle at idle the wing quit at about 40, and recovered the instant I released the backpressure. In fact, the stall is so benign that I can’t help but think that the stick-shaker is a little OTT. Pitch trim changes are noticeable when the flaps are extended or retracted, but changes in power produce only small changes in trim.

The new breed of Light Sports just keep getting better and better— and this just might be the best one yet! From the crisp handling and comfy cockpit to the sparkling performance and exceptional field of view, I loved every facet of this outstanding aircraft. Only one thing could make it better: More power. In fact, Aerospool has fitted the WT9 with the Rotax 915 and 916 examples. Can’t wait to fly one of those!

(Keith Wilson photo)

Compress Post ...

(Tecnam photo)

Most of the factory-built Light Sport aircraft that rolled after the FAA defined the category in 2004 were rather utilitarian—with rudimentary avionics and spartan interiors. Some of today’s Light Sport planes, however, are better equipped and more luxurious inside than GA planes that cost significantly more. Tecnam Aircraft was among the first manufacturers to recognize there was a market for upscale LSAs, and it responded with the P2008. The plane has become one of the company’s most popular aircraft.

“I don’t think there’s a better value out there when you look at ownership costs and resale price,” contends Mark Gregor, a former Tecnam dealer and long-time P2008 owner. “I don’t consider it an LSA…just a top choice for a two-seat aircraft.”

If buying a used P2008 is something you’re contemplating, then this article is for you. It will introduce you to the aircraft, model variations and flight characteristics, as well as provide advice for a pre-buy inspection and long-term ownership.

Development, Features & Flight Characteristics

(Tecnam photo)

Tecnam had been making aircraft for the general aviation market for several decades before it began deliveries of the P2008 late in 2009. While the strut-braced high-wing is similar in appearance to Tecnam’s earlier all-metal P92 and P2004 aircraft, the P2008 features a sleek carbon-fiber fuselage and integrated fin to go with its aluminum skinned wings and tailplane. Tecnam has offered three, VFR-only P2008 variants over the years, including a base model powered by a Rotax 912 (both the carbureted ULS engine and fuel injected iS), the TC model with Rotax’s turbo 914, and the JC for the European market.

About 75% of the P2008s flying in the United States are likely to be base model planes, with the remaining 25% being turbocharged. Round gauges are standard, but even early buyers seemed to prefer optional glass avionics. Almost all later model P2008s can be found with top-of-the-line Dynon and Garmin panels with autopilots. Featuring Frise ailerons and inner slotted flaps, the plane has cantilever main legs and a castering nosewheel with a compressed rubber suspension system. Unlike most LSA, the seats in the P2008 are adjustable and a vast majority of pilots should find there’s plenty of room inside.

The specifications for various models of the P2008 vary due to the powerplant choices, avionics and whether or not a whole-aircraft parachute is installed. It was difficult to find consistent numbers for this article, but a P2008 is likely to have a top cruising speed around 120 knots, stall around 44 knots, climb between 500 & 800 fpm, weigh between 780 and 925 pounds and have a useful fuel load of 30 gallons.

Those who’ve flown the plane say engine choice does make a noticeable difference in performance. P2008s are typically heavier than comparable LSAs. Pilots who’ve tried the 912 and 914 versions say the extra horsepower of the turbocharged Rotax greatly improves the plane’s rate of climb, especially on hot days.

Regardless of engine, however, the P2008 reportedly handles exceptionally well. “This is the plane I’d want my wife or kids to fly,” Gregor says. “It doesn’t have any bad qualities, and it provides just the right feedback for easy control… not overbearing, but not overly light either. It’s just a whole lot more stable and predictable compared to other LSAs, and I’ve flown most of them.” Reviews of the aircraft also note its gentle stall characteristics, good sight picture over the nose and easy ground handling. If most of your flying is in a Cub or something similar, you’ll have to adapt to the P2008 “sleekness.” The plane’s flowing composite body means less drag, so it doesn’t slow down quite as quickly in the pattern as other light aircraft with boxy metal or cloth fuselages.

Pre-Buy Inspection

Gregor suggests looking for a P2008 with a Rotax 914. Although it will be considerably more expensive than one with a 912, he thinks the performance gain is worth the cost and that you’ll recoup the difference upon resale. That’s not to say you should rule out one with a 912.  If you live in a cooler climate and near sea level, the significantly cheaper price may well be worth the difference in performance.

(Tecnam photo)

But before you buy a used P2008, or any used airplane, you should have a pre-buy inspection done by an A&P who’s familiar with the model. “A pre-buy with somebody who hasn’t worked on that type of plane is probably a waste of money,” contends Gregor. The powerplant should also be gone over by someone familiar with Rotax engines. They are different from conventional GA engines, especially the fuel-injected 912 iS, and even veteran A&Ps can miss things if they’re unfamiliar with how a Rotax works.

The P2008, like all new planes, experienced some growing pains, but it seems to have a good reputation overall. Experts do suggest paying a little extra attention to the tail and the fuel system during the pre-buy inspection. They say it’s not uncommon for the bushings in the stabilator to loosen during the plane’s first 200 hours. It’s a simple fix, just tighten a few bolts and the issue is resolved. If the bushings did loosen and bolts were not tightened, they warn some parts may need to be replaced. Fortunately, this shouldn’t be a difficult or expensive repair. As for the fuel lines, check the fittings where they attach at the fuselage. There are some complaints about leakage, possibly due to improper Assembly or owner inattention over time.

Maintenance & Ownership

(Tecnam photo)

Owners seem to be very happy with their P2008s. There isn’t a P2008 community like those around the Ercoupe or Champ, but the Tecnam Talk forum has quite a number of active P2008 pilots willing to offer advice. Reported maintenance issues are typical, and the plane isn’t any more difficult to work on than any other high wing. Parts are available since the aircraft is still in production, but some owners report there have been delivery delays in the past.

The stabilator should be checked during every pre-flight because of the previously mentioned potential for the bushings to loosen up. Gergor suggests gently trying to move the stabilator side to side and front to back. If it budges, have the plane looked at before taking it in the air. While some in aviation aren’t keen on composite-bodied aircraft, the P2008s carbon-fiber fuselage has proven to be durable. Gregor reports no areas are prone to cracking, and more and more A&Ps can easily repair composite aircraft.

You’re likely to pay more for a used P2008 than other LSAs, but the plane’s fans say you’re getting a lot of aircraft for the money. They say it’s a great flier and has all the avionics, safety and luxury features you could possibly want. And, says Gregor, it’s a great traveling machine. “I have access to a lot of planes, but if I have to fly cross-country I’ll always pick the P2008. I regularly flew mine from Sebring to Minnesota and back and was always very comfortable,” he said.

Compress Post ...

AOPA’s Beech Baron ran 200 hours with 100LL fueling one engine and GAMI’s G100UL the other (Photo: AOPA)

Industry wide progress on a so-called drop-in replacement for high-octane avgas always seems to go in fits and starts. Lots of noise then a period of silence. Is anyone actually doing something on this, you may ask? The answer is most definitely yes, but the recent news has come more in dribs and drabs than the full-firehose effect we expect around the major airshows.

But let’s start here. The other shoe dropped on the sale of leaded avgas in California. There had been a legal agreement (a consent decree) that depended on the availability of an alternative to 100LL but now the transition is being forced by new legislation signed into law this month that “would prohibit an airport operator or aviation retail establishment, as defined, from selling, distributing, or otherwise making available leaded aviation gasoline to consumers on or after January 1, 2031.” Coincidentally, the End Aviation Gasoline Lead Emissions (EAGLE) program has as its goal a replacement in place by the end of 2030. Reportedly, the California effort was originally slated to take effect earlier but was pushed back with the help of aviation special interest groups.

According to reports, there are still three candidates in the unleaded-avgas derby, so to speak. General Aviation Modifications, Inc. (GAMI) has had its G100UL fuel in development for decades and received a fleetwise STC in 2022 for virtually all fixed-wing aircraft. GAMI has chosen not to participate in either the current EAGLE or its predecessor PAFI programs that are pushing for an ASTM spec for the replacement fuel. GAMI’s path has got it well and truly cross-threaded with the industry groups.

One could argue that GAMI is trying to “go it alone,” but recently Swift Fuels, which, in addition to VP/LyondellBasell, makes up the remaining contestants on the scene, has received an STC for its 100R to be used in Cessna 172R and 172S models. Swift CEO Chris d’Acosta said, “Our 100R unleaded avgas product will be the preferred fuel to eliminate toxic lead from avgas. We are actively working with industry and OEMs on FAA-certifications and ASTM International specifications. Yes, the FAA recently approved a critical part of our engine and airframe (STC) certification program. This follows a similar FAA / ASTM approval pattern we architected for UL94 avgas over 9 years ago.”

Getting the Swift 100R into public use would help the company gain real-world experience with the fuel. Similarly, the demonstration program undertaken by AOPA last year has concluded, according to reporting by the association. AOPA had run a Beech Baron for 200 hours with one engine consuming just 100LL and one consuming only GAMI’s G100UL. “The pilots who have flown the AOPA fuel demo Baron have been unanimous that the unleaded fuel used—GAMI G100UL—acts just like avgas in flight. No special techniques are required for engine starts, full-power takeoffs and climbs, cruises, or descents. If the airplane didn’t have decals and placards proclaiming the presence of unleaded fuel in the left engine, pilots would be hard pressed to notice,” the association said.

Testing did reveal some peculiarities. Apparently an overly rich mixture will leave a dark, ashy deposit on exhaust pipes and spark plugs. In addition, the fuel will apparently stain paint if not carefully cleaned up. In the AOPA report, GAMI founder and developer of the G100UL fuel, George Braly, said “If the fuel is left on the surface and exposed to the UV from sunlight, then that will cause some brown discoloration.”

Finally, there was a very public display of a leaking fuel bladder in the Baron on the side that was using G100UL. According to AOPA, the culprit was more likely old fuel bladders, which were originally made in the 1970s (but later “refurbished”), than a corrosive effect of the fuel.

So where does that leave us? GAMI has approval for fixed-wing aircraft now but has yet to make G100UL widely available. Swift will be seeing 100R flying in certain Cessnas. And VP/LyondellBasell is still in the development phase, which is working toward getting an ASTM spec. With California backing down from making leaded avgas illegal until 2031, some of the pressure might seem to have come off, but the clock is still very much ticking.

Compress Post ...

I probably shouldn’t admit this, but some features that come with the latest electronic flight instruments have left me a little, um, disinterested. Until I try them, that is. A good example is the concept of “safe glide” or even autoland. Garmin introduced both concepts a few years ago, though the full-autoland idea is more recent and limited to high-end aircraft where the system can control the engine directly. That’s not at my pay grade.

The more common version is what Garmin calls Smart Glide and, more recently, Dynon rolled out what it calls Emergency Glide. They work similarly: When commanded, they set up a controlled descent to the nearest viable airport and let the pilot concentrate on other things. To be honest, I was a bit meh about them as safety features. After all, you’re trained to set the airplane up for best-glide speed as soon as you recognize a power failure and all good pilots fly along considering which airports beneath them are reachable. Things like terrain-aware glide rings on MFDs and EFBs take much of the guessing out of that.

So I was skeptical until I flew with the Dynon version in my own airplane. To get this new functionality in the Dynon universe, you need to be running at least a Dynon HDX system—it is not offered for the Classic or Touch models—or one of the later AFS systems. You need a two-axis Dynon or AFS autopilot. There are a few other requirements, including an up-to-date database and the airplane’s best-glide speed entered into the setup menu. Moreover, you have to have the autopilot’s “expert” mode enabled; but this is what most do and there’s no cost involved, just a setting.

Let’s Try It

Updating the software took but a few minutes and it didn’t break a thing—early success! In fact, there’s no outward indication you have the extra features. Until, that is, you press and hold the NRST key. Doing so brings up a notification on the primary flight display: HOLD TO ENABLE EMERGENCY GLIDE. Continue holding and the mode engages. The first thing it does is engage the autopilot in pitch and roll regardless of the previous autopilot mode. Then it syncs the indicated airspeed (IAS) bug with the preprogrammed best-glide speed and sets the AP to hold that value. Depending on how much power you still have available and your current speed, the autopilot might well pitch up to capture IAS hold but in my experience it does so gradually. Once captured, the AP will hold this IAS value plus or minus about 3 knots. (This could be an artifact of how my system is configured and/or the airplane’s responses.)

Once activated, Dynon’s Emergency Glide system tells the pilot it’s active right in the PFD section of the screen. You can’t miss it.

So that’s pitch, and it’s the right way to go—quickly getting the airplane to its best-glide speed and holding it there while you troubleshoot. If that’s all the system did, it would be valuable as a way to manage energy and relieve the pilot of some workload.

Of course, this was the easy part of the programming. Much harder is calculating where the airplane might end up. Dynon’s approach is reasonably conservative. It needs to see an airport within the predicted glide circle that’s reachable given the existing winds and not blocked by terrain. This last feature depends on a 1000-foot buffer and worked well in my tests. Emergency Glide will not point you at a nearer airport if there’s terrain in the way.  Two outcomes are possible once you engage Emergency Glide. Either the system sees a viable airport or it doesn’t. In the second case, you get a NO VALID AIRPORT annunciation and the autopilot defaults to a track lateral mode that syncs with the current heading when Emergency Glide is enabled.

If there are no airports in range, the Emergency Glide system warns the pilot and engages a track-hold feature on the last heading.

Head This Way

For airports within range, the system sets the candidate as a direct-to waypoint, the autopilot to GPS NAV, calculates a desired vertical profile to the target and sets the altitude bug for field elevation. Moreover, if you have a Dynon or AFS com radio, the feature will pre-program the needed frequencies. In my case, with the Dynon HDX talking to a Garmin GTR 200, it loads the target airport’s UNICOM or tower frequency into the standby slot. All of this takes but a few seconds, giving the pilot a chance to begin troubleshooting while the airplane is headed in a good general direction at a speed that prolongs the descent.

When you’re close to the airport, Emergency Glide prompts you to take control.

Let’s say you have not discovered a tank run dry or some other fixable reason the engine went quiet. The Emergency Glide feature keeps doing its thing. If you have altitude to spare, about a minute before reaching the airport, the system will annunciate NEARING AIRPORT TAKE CONTROL. It doesn’t kick the autopilot off at this point but is warning you that you’re close—time for the pilot to set up for the landing. If you arrive with altitude to spare and have crossed the midpoint of the airport, Emergency Glide will change to CIRCLING APT mode, which is simply a 20° left turn. Dynon notes that because this is a roll-only mode it’s no longer taking wind into account so you could drift away from the airport.

If you get to the target airport with altitude to spare, Emergency Glide will set up a 20-degree left turn around the runway for you. It does not account for wind, though.

Should the airport originally designated become untenable—perhaps the winds have changed or atmospheric conditions have created more sink—Emergency Glide will return to track-only mode with IAS hold. It’s clearly annunciated on the PFD but it’s worth understanding that it could change modes on you.

These are all worthy goals but what the Dynon system can’t do—and the company is explicit that it doesn’t—are advanced functions like lining up for a particular runway or even committing the landing. The pilot remains on the hook for configuration control and the hopefully successful touchdown. But there’s little doubt that Emergency Glide is a valuable tool to give the pilot some breathing room to troubleshoot in the air and have the controlled descent handled by the EFIS. The altitude saved or energy preserved by quick actions of the Emergency Glide feature could make the difference between getting back to a runway or putting it down somewhere a lot less hospitable.

Compress Post ...

Purchasing a used airplane can be risky because it’s sometimes difficult to determine whether the aircraft has been taken care of properly. Buying a used kit aircraft? Even riskier. Not only do you have to worry about wear and tear, but also whether the builder knew what they were doing. But that doesn’t mean buying one is foolish. It might allow you to find an aircraft that truly fits your needs, and possibly save you money because its home-built origin will likely reduce the price.

If you feel comfortable going this direction, then a used Zenith is worth looking at—and if you don’t, remember that Zenith has also made the CH 750 as a factory-built SLSA, of which there are currently 42 registered in the U.S. Anyway, the company has been making kits for three decades and it has a great reputation in the Light Sport world. Its STOL CH 750 model is especially popular among builders, and you can find used ones up for sale fairly often. This article is an introduction to the aircraft and will address some important considerations if you’re thinking of buying one that’s already been in the air.

Development, Features, Flight Characteristics

The Zenith family. CH 750 Cruzer in front, CH 750 and CH 750 SD behind. (Photo: Paul Andrews.)

The Zenith Aircraft Company was born in the early 90s in Mexico, Missouri. Its kit planes are based on the work of designer Chris Heintz of Zenair Ltd. His son, Sebastien, is the owner of Zenith. Both have been inducted into the EAA Hall of Fame for their contributions to aviation. The senior Heintz has designed a number of aircraft, but at present Zenith offers three of them in kit form: the STOL CH 701 high wing; the CH 750 high wing, with STOL, Cruzer and Super Duty (SD) variations; and the CH  650 low wing. All models are set up with tri-gear and, with the exception of the SD, all are Light Sport eligible. The SD variant can’t make Light Sport limits as it has a third seat and a 1900-pound gross weight.

While Zenith did produce some pre-built aircraft early on, the company is now entirely focused on making kits—and, as mentioned, there are fewer than 50 out there in the world. Zenith reports it’s sold more than 2000 kits all over the world, and Heintz estimates that at least 1000 of them are flying. Our own data, taken from FAA registrations, shows 1301 of them registered.

The CH 750 STOL has proven to be the most popular model for builders. “It’s often called the ‘Sky Jeep’ because of its off-airport capabilities, and people love it because it offers a relatively inexpensive way to get into backcountry flying,” Heintz says.

The CH 750, like all Zenith aircraft, is an all-metal aircraft featuring matched hole construction. The kits come with pre-drilled holes so that components easily line up with their corresponding parts. This means builders don’t have to worry as much about measuring and alignment during construction, saving them time and allowing them to put together a straighter plane. This accuracy potential, especially for the airframe and wing, means it should be easier to find a used 750 that flies as well as it should because part misalignment during construction is less likely.

Since the STOL CH 750 is a kit aircraft, there’s no such thing as a standard configuration. “You’re not buying a Zenith as much as you are buying a Zenith kit put together by someone else,” explains Heintz. “Every one of them will be a reflection of the person who built it. And since people are different, you’ll have different airplanes.” Builders have tried a wide variety of engines and avionics packages, and while interiors tend to be spartan some go beyond utilitarian. The basic specifications for the model can be found on Zenith’s website (zenithair.net), but generally speaking a STOL CH 750 is likely to have a maximum speed of around 100 mph at sea level, TAS cruse at 8000 feet of 100 mph, a stall around 35 mph and takeoff and landing distances of 100 and 125 feet, respectively.

Short takeoffs and landings are the CH 750’s forte. (Photo: Paul Andrews.)

The builder’s choice of engine should be a big part of your purchase consideration, according to Randy Shannon, a Zenith SD owner in Drexel, Missouri. The engine’s weight and horsepower can make a significant difference in a Zenith’s performance. “A lot of kit planes are focused toward a particular brand of powerplant, but here you can use an automobile-adapted engine… a non-certified engine like one from Rotax or a number of certified engines,” he explains. “Consider your budget, mechanical ability and knowledge, service possibilities and what you want to be able to do in the plane.”

CH 750s are known for their excellent low-speed handling, gentle stalls, good visibility over the nose, and their short takeoff and landing capability. Some pilots may not like the Y-shaped center stick, but it shouldn’t be hard to adapt to and it does make it easier to get in and out of the plane compared to one with yokes or control sticks. The 750 is fairly roomy for a side-by-side Light Sport, and larger pilots should fit fine unless they’re the size of an NFL or NBA player. As for having a nose wheel on a backcountry airplane? Owners argue you shouldn’t be put off by that. While taildraggers may be the norm, a STOL 750 can handle the rugged terrain that most pilots are qualified to fly into.

Pre-buy Inspection

As with any used aircraft, having an experienced A&P perform a pre-buy inspection is highly recommended. This is especially true for a kit-built aircraft as it was probably put together by someone who wasn’t an A&P. “You’re going to have some beautifully built aircraft… where someone took a lot of time and care…but you’ll also find some that have been slopped together,” warns Heintz. Judge the quality of workmanship and level of finish carefully, he says. A pretty aircraft isn’t necessarily one that’s well built, and an ugly duckling might be perfectly fine. Fit and finish can also impact the price of the aircraft. Heintz encourages potential buyers to do a bit of fact finding. “Learn why the builder made the choices they did, what their mission was and whether that matches up with your needs,” he says.

Used CH 750s may have any kind of avionics on board. That and the type of engine up front will help dictate value and desirability.

Being a backcountry type aircraft, Heintz says the landing gear is where the plane is most likely to have damage. “Some owners take the ‘Jeep’ part of ‘Sky Jeep’ a little too far,” he says, but he believes most backcountry pilots maintain their planes at a higher level because they are going into places where they really don’t want to have problems. The 750’s all-metal construction should make it difficult for someone to hide any serious damage, Heintz adds. He also suggests that since many backcountry aircraft are not hangered, you’ll want to look for signs of corrosion and UV damage.

Maintenance & Ownership

You shouldn’t have additional maintenance concerns for a kit plane in comparison to a factory-built one—IF it was put together properly in the first place. A good pre-buy inspection should reduce the size of that ‘if.’ Hank Morgan, a Zenith owner in Strawn, Texas, jokingly warns that you might end up doing extra work on the plane regardless of how well it was built. “Every aircraft needs to be kept up,” he says, “but with a kit plane you sometimes work on it and think ‘I can make this better.’ And then you find yourself saying ‘if I do this, then I have to do that…and that will affect this so I… etc.”  Morgan should know, as he and his pilot wife are in the middle of rebuilding a 750 and a Zenith 701. He says one of the great joys of owning a Zenith is making it your own.

Morgan adds that another thing that makes ownership of a Zenith great is the company’s builder forum. “There’s a lot of good information there about troubleshooting and making improvements,” he says. And, the forum can help you become part of a welcoming community of Zenith pilots. The company recently held a Zenith Homecoming at its Missouri factory, which was very well attended.

Looking for a used CH 750? Check out this filtered page on Aircraft for Sale.

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