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News & Video on Light-Sport Aircraft, Sport Pilot Kits, and Ultralight Aircraft

Zenith Aircraft Co.

Website: http://www.zenithair.com

Email: info@zenithair.com

Phone: (573) 581-9000

Mexico, MO 65265 - USA

Sam Aircraft Snapped Up by Zenith / Zenair

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Watch our video about Sam Aircraft's Sam LS.

You can read my pilot report after flying the Sam LS with developer Thierry Zibi.

Zenith and Zenair are closely-linked enterprises with different leaders in different countries. In recent years, the three Heintz brothers took different responsibilities for the business founded by dad, Chris Heintz. An aeronautical engineer, Chris founded Zenair Ltd., in Canada in 1974 and parleyed his design pedigree into a flock of airplanes that have sold by the thousand all over the world. Today, Matt, Sebastien, and Michael run the multifaceted firm. Through 2015, the combined effort of Zenith and Zenair sought to produce light plane models called 750 STOL, 750 Cruzer, and 650B Zodiac plus four seat kits called CH 801/8000, a sport-utility plane, and the four-seat CH 640 plus a type-certified four seater called CH 2000. That fleet recently got a bit larger when Zenith / Zenair bought the assets from the Canadian developer of Sam LS. "Sam Aircraft assets have been acquired by the ... owners and operators of Zenith Aircraft Company (U.S.) and Zenair Ltd. (Canada)," Matt and Sebastien Heintz announced on January 18, 2016. Founded in 2009 by Thierry Zibi in Quebec, Canada, Sam Aircraft's LS model was developed as a Light-Sport Aircraft. A low-wing all-metal tandem two-seater, the Sam Aircraft design sets itself apart with a rare balance of retro styling and modern engineering. Thierry was inspired by legendary trainers of the Golden Age of Aviation but he wanted to offer pilot comfort, modern technology, and dependable flight characteristics that present-day pilots seek. "Several variants of the design are being developed for different load configurations and performance characteristics," said the new owners. They referenced variations that feature different wing sections with various spans; both tricycle and tailwheel landing gear; and fully enclosed or open cockpit canopy choices. As they absorb the new model into their fleet of Chris Heintz original designs the brothers have been researching market viability for the different design configurations. The possibilities include the LSA version at 1,320 pounds gross weight, or Amateur-Built Experimental at 1,440 pounds gross weight. These will use a wing span of 28.5 feet, and the company believes the Sam flying prototype meets the LSA definition. Kit variations can have different parameters. For example, Amateur-Built Experimentals can operate at 1,800 pounds with the option to install heavier engines such as the Lycoming 0-320 at 160 horsepower or modern auto conversions. Wing span for these models is 32 feet. Finally, a amateur-built Sport Aerobatic Configuration would have a wing span of 25.25 feet and carry two people at 1,440 pounds for limited aerobatics or one person at 1,200 pounds for full G-load aerobatics as per FAR 23. "Zenair engineers are currently performing a thorough review of the Sam Aircraft design," said Matt Heintz of Zenair. "The advanced engineering [Thierry] used in developing the Sam is impressive, including extensive use of 3D modeling. With us bringing this aircraft to market, the new Sam Aircraft design will benefit from our 40 years of experience manufacturing aircraft kits." To help the companies focus on the most popular features for the new Sam Aircraft models, Zenith Aircraft has created a short survey and is inviting all interested parties to complete the online survey. Sam in all its variations appear to fit the Zenith / Zenair enterprises well. Like the companies' existing Heintz designs Sam Aircraft models are constructed primarily of 6061-T6 aluminum assembled with blind rivets, making them easy and quick to build as well as durable and affordable. "The design, construction and assembly of the SAM Aircraft series will integrate well into Zenith Aircraft's current production, which already relies heavily on CNC parts production, said Sebastien Heintz, president of Zenith Aircraft Company in Missouri. Based on survey results, SAM Aircraft may be offered as complete kits, quick-build kits, and/or as fully factory-assembled aircraft.

Zenith and Zenair are closely-linked enterprises with different leaders in different countries. In recent years, the three Heintz brothers took different responsibilities for the business founded by dad, Chris Heintz. An aeronautical engineer, Chris founded Zenair Ltd., in Canada in 1974 and parleyed his design pedigree into a flock of airplanes that have sold by the thousand all over the world. Today, Matt, Sebastien, and Michael run the multifaceted firm. Through 2015, the combined effort of Zenith and Zenair sought to produce light plane models called 750 STOL, 750 Cruzer, and 650B Zodiac plus four seat kits called CH 801/8000, a sport-utility plane, and the four-seat CH 640 plus a type-certified four seater called CH 2000. That fleet recently got a bit larger when Zenith / Zenair bought the assets from the Canadian developer of Sam LS. “Sam Aircraft assets have been acquired by the … owners and operators of Zenith Aircraft Company (U.S.) and Zenair Ltd.

Two Week Wonder = Wonderful Two Weeks

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Your choices in the affordable aircraft range of options are composed of one of three segments that this website tracks closely: Light-Sport Aircraft (SLSA or ELSA), light kit-built aircraft, or Part 103 ultralights. In the first one, you can spend some real money with a few aircraft breaching the $200,000 barrier. Some handsome, well-equipped, high-performing aircraft are offered in that range, to be sure, but they may not fit your budget. Not all SLSA are not so expensive; some excellent candidates list for $40,000 to $125,000. If a Part 103 aircraft may suit your flying needs, you have a more choices that will get you aloft for a literal fraction of the high-end models. Alternatively, you can build your own airplane. If you choose the homebuilder route, your range of choices becomes even larger, in fact, almost infinite in that you can personalize an aircraft any way you wish and keep changing it as you like. The Experimental Amateur Built sector continues to be a great way to own a great airplane ... IF you don't mind the build time investment. In some cases, this is not too long, a few months, perhaps. In other cases, it can become a lifestyle, taking years. If you fit into "none of the above" categories — that is no SLSA, no Part 103, and lack the time for a full build job — you have one other choice. Deliciously, it is an excellent one. Unless you cancelled every aviation magazine subscription and turned off your Internet service, you can hardly have missed the One Week Wonder. In their usual marvelous fashion, EAA promoted the blazes out of this effort, which brought together expert builders with 2,500 "part timers" to assemble a Zenith CH-750 Cruzer at AirVenture Oshkosh ... from crated kit to fully assembled in one week! You can watch our video interview with Roger Dubbert about this fascinating, EAA member project just as it was getting underway at the big summer show in 2014. If you missed out on the One Week Wonder — or even if you helped — the aircraft wasn't yours in the end. (Of course, neither did you have to pay for it.) How about adding one extra week, a reasonably modest sum of your own money and end up with your very own STOL 750, Cruzer 750, or Zodiac 650B? From Zenair Ltd., just across the U.S. border in Ontario, Canada, comes the Two Week Wonder. How does this work? First, you choose which of those models most interests you. Each has a long history and many other builders. Ask around and you'll likely find someone in your aviation group that has built or helped build one of the Chris Heintz designs. Two of Chris' sons, Matt and Michael, started the Two Week Wonder (2WW) program. Professional builder-assist centers are scattered around the USA and they are a great way to help less-certain builders get their airplane done and do so without the project dragging on forever. FAA approves of this technique as the pros only help you do the work, advising you on techniques and processes and offering space and tools. Zenair's 2WW arrangement is especially functional as the same family controls the designs, makes the kit components, and has lived with and flown these aircraft for decades. That kind of experience doesn't generally come cheaply but how about $99,990 ... for everything!? For less than $100K, Zenair lets you have it your way as simply as 1-2-3. First Zenair has you select your model: Pick the high wing, bubble door Sky Jeep (STOL 750) or its speedier sibling (Cruzer 750), or the low wing, faster-yet Zodiac 650B. Second, choose your engine: Continental O-200D or Rotax 912 ULS, or UL Power. All are good choices with good history. Field support for Continental is widespread. Rotax has built an impressive service network and UL Power has personalized support from importer, Robert Helm. Third, pick your avionics, and what a tough choice that will be, deciding between Garmin's superlative G3X Touch or Dynon's ground-breaking SkyView Touch. Both come with com radio, intercom, and transponder. If you're not content with this excellent package, you can further personalize your airplane with options. When you're done choosing, Matt and Michael arrange professional help from PlaneCrafters, located beside Zenair in the beautiful Georgian Bay area of central Ontario. While you're building your kit, stay onsite or at one of the many local hotels, taking advantage of the low-cost Canadian dollar. "Buyers can build their airplanes with supervision and guidance from factory experts, using factory fixtures and special tools," said Zenair partner and Heintz brother, Michael. "Zenith kits are easy to build and we want to allow customers to [have] that experience, in a supervised ... factory setting, where all the tools are readily at hand and experts are guiding the buyers." Build the airplane to your wishes, but any model can be constructed within the 1,320-pound weight limit that will let you fly it with a Sport Pilot certificate and no medical. Here is what you will do ... Close the wings and tail sections and complete the advanced airframe kit Complete the instrument panel and pre-wired electrical system (plug-n-play) Bolt-on a factory-new engine with a the supplied firewall-forward package Install the wings and tail sections (that were completed in the first week) to the fuselage Finalize the installation of the controls and fuel system Complete a detailed inspection of the aircraft Start the engine and taxi the aircraft! All for the introductory price of $99,990. Ready?

Your choices in the affordable aircraft range of options are composed of one of three segments that this website tracks closely: Light-Sport Aircraft (SLSA or ELSA), light kit-built aircraft, or Part 103 ultralights. In the first one, you can spend some real money with a few aircraft breaching the $200,000 barrier. Some handsome, well-equipped, high-performing aircraft are offered in that range, to be sure, but they may not fit your budget. Not all SLSA are not so expensive; some excellent candidates list for $40,000 to $125,000. If a Part 103 aircraft may suit your flying needs, you have a more choices that will get you aloft for a literal fraction of the high-end models. Alternatively, you can build your own airplane. If you choose the homebuilder route, your range of choices becomes even larger, in fact, almost infinite in that you can personalize an aircraft any way you wish and keep changing it as you like.

Viking Engine Wins STOL Competition & Customers

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Engine suppliers must love Zenith Aircraft, perhaps as much as their many airframe owners. For 23 years, the kit company based in Mexico, Missouri has supplied about 200 kits per year to buyers all over the country and around the world. That is a selling performance any light airplane company would like to boast. One reason for their success is their support of a variety of engines, no small feat considering each engines has special qualities to be considered when installing and using them. Good for Zenith for going the extra mile. One of the many engines they support is the Viking Aircraft Engine from Edgewater, Florida on the Atlantic side of the Sunshine State. Zenith also supports engines from Rotax, Jabiru, UL Power, and Continental. See the video below covering the short field takeoff and landing competition on a pretty, sunny day at the Mexico airport. Zenith reported, "Winning performance by Jan Eggenfellner flying a Zenith STOL CH 750 powered by a Viking 110 engine." To win the competition you had to do well at both takeoff and landing, an appropriate way to show off the potential for Zenith's high-lift CH 750 STOL. Jan won the contest with a very impressive 219 feet, comprised of a takeoff at 110 feet and landing in just 109 feet. Of course, as an engine producer this was very satisfying as he flew a handsome burgundy CH-750 powered by one of his Viking engines producing 110 horsepower. As do other powerplant providers, Viking works to assist buyers with is often called a firewall forward package, sometimes containing a nose cowl that encloses the engine that can help performance. Despite some challenges beginning this company (see last paragraph), Viking has successfully installed engines on several aircraft types (nearby photo). At the Missouri Open Hangar Day event, four Viking-powered Zenith models attended including three that made the lengthy trip from Florida plus another from Ohio. Three CH 750s were joined by a low wing CH 650. Viking offers a bit more power than the Continental or Rotax engines that lift so many Light-Sport Aircraft in the USA and around the world. UL Power can provide several engines with even more power but Viking prides itself on the performance achieved by their attractive powerplants. The Florida company reported that a Cessna 150 using a Viking engine with a custom cowling can cruise at 135 mph even without wheelpants. That's impressive. I once owned a Cessna 150 with a 150-horsepower Lycoming engine that didn't cruise that fast (though it did empty the standard fuel tanks in a couple hours). One builder of a Van's RV-12 sent airspeed indicator photo proof of cruising 145 miles an hour with the Viking, though we didn't hear the atmospheric conditions at the time. A Sonex reportedly can achieve 170 mph in the speedy, low-cost design from Oshkosh Wisconsin and a Just Aircraft model likewise sent a photo of his ASI showing 115 mph. On the other end of the spectrum, at least one powered parachute operator fitted the Viking ... but speed isn't a factor. Powered parachute speeds are dictated by the canopy wing, not engine power. The Florida engine maker reports fitting 32 air frames in their five years of existence. See our video for more details about Viking. Jan Eggenfellner (photo) is the designer of  the Viking Aircraft Engine. For 15 years, from 1994 to 2009, he built and sold aircraft powerplants based on Subaru engines. His goal was to hold down the cost of engines, which as any homebuilder knows, can be a significant investment. By his own telling, a low profit margin and a worsening national economy drove him to bankruptcy in 2009. He wrote, "Some customers lost money. I personally lost everything, providing refunds until no money was left." In 2010, he restarted his engine business based on a Honda block and remaining Subaru parts. "Some interest was gained by showing the engine at a local airshow for Light-Sport Aircraft," he wrote. "An initial cost of $9,900 brought enough customers onboard to form a new company." The Viking engine project was started and financing secured. Today, Jan reported, "Viking Aircraft Engines, LLC is a sound company with 11 people actively working to produce engines in Florida." Reflecting on the earlier enterprise, he admits, "I am sorry that my previous company was unable to survive. I have some critics." He requests that potential customers "ask any Viking Aircraft Engine owner" and to that end, he provides comments from buyers on his website. Catch the STOL competition fun in this video from Zenith Aircraft.

Engine suppliers must love Zenith Aircraft, perhaps as much as their many airframe owners. For 23 years, the kit company based in Mexico, Missouri has supplied about 200 kits per year to buyers all over the country and around the world. That is a selling performance any light airplane company would like to boast. One reason for their success is their support of a variety of engines, no small feat considering each engines has special qualities to be considered when installing and using them. Good for Zenith for going the extra mile. One of the many engines they support is the Viking Aircraft Engine from Edgewater, Florida on the Atlantic side of the Sunshine State. Zenith also supports engines from Rotax, Jabiru, UL Power, and Continental. See the video below covering the short field takeoff and landing competition on a pretty, sunny day at the Mexico airport.

Open Houses, Airshow-Built Planes, and a Birthday

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Last weekend Zenith Aircraft held another of their open house events. At the Midwest LSA Expo a few weeks beforehand I asked factory pilot guru, Roger Dubbert how many people the company expected. His answer: a rather amazing "700." According to Zenith president Sebastien Heintz it was indeed another strong event, one they've repeated every year since setting up shop in Mexico, Missouri. "By all accounts and measurements, the 23rd annual Hangar Day was an incredible winner," summarized Sebastien. Among the highlights of the two-day festivities was the arrival of EAA's two Zenith aircraft. One was an EAA staff-built version of the CH 750 Cruzer (watch for our video pilot report to be posted soon) and the second was the One Week Wonder CH 750 that was completed during AirVenture with participation from over 2,500 people. As Arion Aircraft's Nick Otterback put it, "Since this month seems to offer many open houses I wanted to share ours. We are hosting our Seventh Annual Fly In Open House; we have held it the first weekend in October since we started Arion." As reported earlier Jabiru USA is celebrating 15 years and coordinated with Arion to hold their open houses on the same weekend. "We thought that was a great idea since most Lightning owners fly behind Jabiru power," added Nick. The company holds a cross country air race for bragging rights every year. "We have a Light-Sport Class, an Experimental Class, and an Unlimited Class, the latter for all of our fast kit friends and Arion's new XS. It has been a lot of fun over the years and made for some good ribbing among owners over the years." In the one-more-thing department, Nick noted, "If you want to see possibly the worlds largest Jenga game we've got it!" For more details, check with Nick via email or phone: 931-680-1781. Are you wondering what on Earth is a "4-4-40 Challenge?" It got my attention, too. Following on the huge success of EAA's One Week Wonder building a Zenith Aircraft CH-750 during AirVenture 2014, The Airplane Factory is repeating an earlier challenge of their own. This time a team of 40 workers from Sling designer and manufacturer will attempt to build and fly a four seat kit called Sling 4 in only four days! The build is taking place as this is written at the 2014 Africa Aerospace and Defense Expo at the Waterkloof Air Force Base in South Africa. The team is working around the clock, with the day and night being split into 10 and 14 hour shifts, respectively. "This is not the first time that The Airplane Factory (TAF) has undertaken such an exciting project," reported company officials. Back in 2011, the Sling 5577 Challenge combined efforts of five men from the factory and five women who never had touched a rivet gun; they built a two seat Sling in seven days. This year on only the second day, TAF said, "A Sling 4 has been born ... well, just about! The team has made great progress on Day 2, so much that Mike Blyth, team leader of the build, declared that they are ahead of schedule." I'm no longer surprised by TAF projects. This company has not only built many airplanes for customers but has flown both their two seat LSA Sling and the four seat Sling 4 around the world, both shortly after the designs were completed. They should wrap up the speedy build in just four days. Wrapping up this piece, I wish to extend a "Happy Birthday" to an old friend of mine but also a man who was instrumental in the forming of the light aircraft space as we know it today ... such space now including Light-Sport Aircraft, light kit aircraft that Sport Pilot can fly, ultralights, and even Light GA airplanes referred to as LSA 4.0 that are getting ready to invade the factory certified aircraft sector. The man and my friend is Larry Burke who just celebrated his 80th birthday though you'd never guess he's accumulated that much wisdom. Larry can't get away to all the shows as he once did but he graced Sun 'n Fun 2014 with his smiling face and he consented to a video interview that appears below. Larry Burke founded the Light Aircraft Manufacturers Association back in the early 1980s and it still flourishes today thanks the solid guidance he offered back in the "wild west" days of the first ultralight aircraft. Whether you know it or not, you owe a debt of gratitude to Larry for his work over decades. In my role as president of LAMA I still often ask his counsel and he is always quick to offer his perspective as an engineer, entrepreneur, designer and builder of aircraft, and great enthusiast of light aircraft. Thanks, Larry! Catch a number of scenes of early light aircraft assembled by SportAviationMagazine.com in this video interview with Larry Burke.

Last weekend Zenith Aircraft held another of their open house events. At the Midwest LSA Expo a few weeks beforehand I asked factory pilot guru, Roger Dubbert how many people the company expected. His answer: a rather amazing “700.” According to Zenith president Sebastien Heintz it was indeed another strong event, one they’ve repeated every year since setting up shop in Mexico, Missouri. “By all accounts and measurements, the 23rd annual Hangar Day was an incredible winner,” summarized Sebastien. Among the highlights of the two-day festivities was the arrival of EAA’s two Zenith aircraft. One was an EAA staff-built version of the CH 750 Cruzer (watch for our video pilot report to be posted soon) and the second was the One Week Wonder CH 750 that was completed during AirVenture with participation from over 2,500 people. As Arion Aircraft‘s Nick Otterback put it, “Since this month seems to offer many open houses I wanted to share ours.

Post-AirVenture 2014 News Review

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MVP.aero's new LSA seaplane was a great draw to EAA's 10th Year Celebration of Sport Pilot & Light-Sport Aircraft. Watch for more details and a video on MVP soon.

More than 2,500 people had some hand in building this Zenith CH-750 in a single week of AirVenture 2014. The aircraft flew shortly after the show ended. photo courtesy EAA

Tecnam enjoyed a strong show of sales as did several other vendors in what appears to be a much-improved 2014 market.

SuperSTOL pilot and designer, Troy Woodland, was honored at AirVenture 2014. photo courtesy Just Aircraft

The largest directory of all the world's light aircraft is out with a fresh edition.

Summer's big show is over and most aviation business folks are back home having that love/hate affair with email that piled up while we worked the event. On whole, the success story is strong. Airplanes sold, crowds were good, accidents were few, and the weather was not smoking hot like it has been in years past (though brief rain showers kept folks dashing for cover on occasion). EAA says attendance was up from last year, that the numbers of airplanes was higher, and that campgrounds reached capacity by midweek. EAA's special 10th Anniversary of Sport Pilot/Light-Sport Aircraft Exhibit drew well all week with 17 aircraft representing all sectors within the SP/LSA space. Visitors could hardly miss the wonderfully central space AirVenture planners offered for this one-year display. With the front corners presenting a bright green Van's RV-12 plus the freshly debuted MVP seaplane attendees were practically compelled to wander the space and see all the flying machines. Big Light-Sport and general aviation aircraft producer Tecnam reported good sales success at AirVenture Oshkosh following on their strong performance at Sun 'n Fun when they also announced their U.S. base at the Sebring, Florida airport. Tecnam said they processed three orders for their Twin multiengine trainer and sold two P2008 and one G5 Eaglet Light-Sport aircraft. Officials from the Italian company noted especially strong interest in their new P2010 four seater in development under EASA and U.S. Part 23 rules. They forecast a product debut for the American market in the "near future." Twenty Ten's large cabin, front and rear passenger doors and comfortable interior along with Garmin avionic packages should interest many GA pilots thinking of something newer than their aging legacy models. ••• We didn't survey vendors about sales at the show but generally heard 2014 is a markedly improved year and we conducted about 40 new video interviews with many company leaders. One of those regarded the Bushcat on floats. Their folks reported two ready-to-fly LSA models and a kit sold at the event. Just Aircraft continued to turn heads and drop jaws with their impressive SuperSTOL's amazing performance. The company reported that partner and key designer Troy Woodland (photo) was selected by the EAA for the prestigious August Raspet Award in 2014. This honor is given annually to an individual who has made a significant contribution to the field of light aircraft design. "Woodland began designing in the 1990s, but it was his SuperSTOL that set him apart as he explored new technology in the design," said Just. SuperSTOL features self-adjusting slats on the leading edge of the wings, Fowler flaps, hydraulic strut landing gear with more than 20 inches of stroke, and a locking, shock-absorbing tail wheel. Troy is currently in the process of refining spoilers that deploy with the ailerons to increase roll response, especially at very slow speeds. The SuperSTOL also include tundra tires to cushion landings at very high angles of attack. Woodland follows earlier winners such as Curtiss Pitts, Burt Rutan, Dick VanGrunsven, and Pipistrel. "It took a while for the meaning of the award to sink in," said Woodland, "but then I realized that I'm joining a very exclusive club and it is truly a humbling experience." Troy refers to the tough, bush-capable SuperSTOL as his "creative effort toward making airports optional." Congratulations, Troy! Plenty of Light-Sport enthusiasts who attend airshows have come to know a man in a blur of motion: Willi Tacke. A German with a quick smile and seemingly boundless energy is a magazine impresario for the light aircraft set. He publishes several magazines and does so for English-speaking markets along with editions for French, German, and Chinese enthusiasts. At AirVenture 2014, some of us saw the first copy of the World Directory of Light Aviation 2014/2015 (WDLA). This thick publication with 268 full-color pages provides images, descriptions and technical data for more than 1,000 aircraft including ultralights, microlights, LSA, gyrocopter, ultralight helicopters, certified aircraft, kit aircraft, weight shift trikes, gliders, motor-gliders, instruments, engines, propellers, and accessories. Readers can find addresses of manufacturers, importers, associations, flight schools, and more; several indexes help you sift through the mass of information. WDLA is published in four languages: English, French, German and Chinese. You can buy it through shops in many countries and by mail order; find out more at Flying Pages shop. Stay tuned for more AirVenture 2014 news ...

Summer’s big show is over and most aviation business folks are back home having that love/hate affair with email that piled up while we worked the event. On whole, the success story is strong. Airplanes sold, crowds were good, accidents were few, and the weather was not smoking hot like it has been in years past (though brief rain showers kept folks dashing for cover on occasion). EAA says attendance was up from last year, that the numbers of airplanes was higher, and that campgrounds reached capacity by midweek. EAA’s special 10th Anniversary of Sport Pilot/Light-Sport Aircraft Exhibit drew well all week with 17 aircraft representing all sectors within the SP/LSA space. Visitors could hardly miss the wonderfully central space AirVenture planners offered for this one-year display. With the front corners presenting a bright green Van’s RV-12 plus the freshly debuted MVP seaplane attendees were practically compelled to wander the space and see all the flying machines.

R.E.S.T. — Rotax Offers Extended Warranty

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Rotax mechanics in training at the engine maker's in-house instructional center.

Rotax BRP is offering a new warranty extension program but it plans more. The Austrian supplier of some 80% of the powerplants used in Light-Sport Aircraft and light kit aircraft is also building a flight school locator for training operations that use their engine. Consumers have some locator services now — in fact, our own FIRM List offers resources — but most (including ours) are USA-centric. As a supplier of engines around the world, Rotax will build a locator service for the entire globe. For many that struggle to find a flight school using Light-Sport Aircraft, this should be most welcome. More on that as it develops R.E.S.T. stands for Rotax Extended Service Terms. The company introduced two new warranty extension programs for its consumers scheduled to start in November 2013. "The R.E.S.T. program provides a warranty extension for all new Rotax 4-stroke aircraft engines," Rotax said. The two variations are: The "+ 1 year or 200 hours" program that includes a one-year warranty extension or 200 additional flight hours, whichever occurs first. (One distributor plans to charge $750 for this program.) The "+ 3 years or up to TBO" program that provides three years additional warranty or up to a TBO (Time Before Overhaul) of 2,000 flight hours, whichever occurs first. (That distributor plans to charge $2,350.) Rotax added, "To ensure consumers have access to local service, the extended warranty is purchased at the distributor located where the Rotax engine is used. BRP has committed itself to highest customer satisfaction by offering outstanding service and support. The program gives the customer peace-of-mind and ensures that the engine is serviced by professional and trained Rotax service partners using only genuine Rotax parts. The offer only applies if allowed under the applicable law." To find out more information, Rotax asks you to contact your local distributor. The American implementation of this plan is still being considered by Kodiak, but international Rotax reps are ready to act. WAASPS (website), based in Ghana, is the distributor for Rotax Aircraft Engines for West Africa. Jonathan Porter, known by his handle Captain Yaw, reported, "The countries in the area are developing nations and the whole concept of light aviation is, in general, new and exciting. It is a market awaiting to be discovered by those who live there. The use of light aircraft in the LSA category in much of this area is very different to that found in other parts of the world. Pure 'leisure and pleasure' is not the case. Many of these aircraft are working for their living. Medicine on the Move in Ghana, uses a Rotax 912iS powered Zenith CH701 (photo) for aerial supply to rural communities. Rotax engines in West Africa are delivering their horsepower under hot, humid, dusty and hard working conditions." Captain Yaw continued, "West Africa is about the same area as the USA, and about the same population, however, the aircraft density is much, much lower. It is a market with massive growth potential, as the economies develop in the coming years. What better way to demonstrate confidence in the powerplant of an aircraft than the R.E.S.T. program?" Patricia Mawuli, the first woman to be iRMT certified by Rotax, is a Ghanaian, pilot, flight instructor, and builder of Zenith Aircraft. Patricia said, "I love flying and working with the Rotax engines as they are so reliable, and when I am flying health education drops at 200 feet AGL over remote communities, I put my life in the hands of my airframe and engine. I trust Rotax with my life." WAASPS is planning to offer R.E.S.T. to Rotax Aircraft Engine owners in West Africa in early 2014. Medicine on the Move plans to use a Rotax 912iS powered CH750 starting in 2014 and is considering taking the REST contract as part of its new acquisition.

Rotax BRP is offering a new warranty extension program but it plans more. The Austrian supplier of some 80% of the powerplants used in Light-Sport Aircraft and light kit aircraft is also building a flight school locator for training operations that use their engine. Consumers have some locator services now — in fact, our own FIRM List offers resources — but most (including ours) are USA-centric. As a supplier of engines around the world, Rotax will build a locator service for the entire globe. For many that struggle to find a flight school using Light-Sport Aircraft, this should be most welcome. More on that as it develops R.E.S.T. stands for Rotax Extended Service Terms. The company introduced two new warranty extension programs for its consumers scheduled to start in November 2013. “The R.E.S.T. program provides a warranty extension for all new Rotax 4-stroke aircraft engines,” Rotax said.

Zenith Flies the Rotax 912iS on their CH 750

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Zenith Aircraft is one of the country or world's most successful providers of kit aircraft. Several thousands of all models are flying. One of their most popular is the "Sky Jeep," otherwise known by the more pedestrian designation, CH 750. Plenty of reasons tell the story of why Zenith in Mexico, Missouri can sell solidly through good times and bad but arguably one of the most important is the company's support for many different engines. Since Zenith sells Experimental Amateur Built (51%) kits, owners can install whatever they like and Zenith supports multiple engine installations. Now, they've added one of the very newest: Rotax BRP's fuel injected 912iS. Zenith now offers the 912iS as an engine choice from a list of powerplants that includes the 100-hp 912 ULS, the turbo Rotax 914, the fuel-injected UL Power (video) and Viking engines, as well as the Continental 0-200 and the Lycoming 0-235/233 engines. Each of these engines is suitable for the high wing CH 750 series or low wing CH 650 designs. "The first Zenith kit aircraft in North America to fly with the new Rotax 912iS engine was a collaborative effort involving Zenith Aircraft Co., which supplied the aircraft kit, Rotech Research Canada, Ltd. which installed the engine, and Skytek Aircraft Services which assembled the airframe," reported the company. They added that Skytek developed the firewall-forward package for completing the engine installation. "Both the aircraft and the engine performed flawlessly," said Sebastien Heinz, President of Zenith Aircraft. "We put 7.5 hours on the CH 750 on the first day and had no squawks. Rotax has done it right." Rotax BRP reports a steadily growing number of airframe manufacturers have installed the 912iS or are working on the project. Zenith said installing the fuel-injected 912iS was more complicated than a standard, carbureted 912ULS engine. "However," Zenith added, "the new model has considerably more redundancy, increased efficiency, reduced pilot workload and is certifiable. It operates without primers, carb heat, or mixture controls." The engine and accessories are monitored constantly by a built-in computer that alerts pilots to any issues that arise on the ground or in the air. The result is a higher level of reliability and enhanced safety. The Rotax 912iS is a four-cylinder, four-stroke engine with opposed cylinders that is cooled by air and liquid. A dry sump features lubrication from a separate 0.8-gallon oil tank. Hydraulic valve tappets provide automatic adjustment. The 912 iS provides two redundant electronic fuel injection systems, an engine management system, dual electronic ignition, electric starter and an integrated reduction gear. TBO (Time Before Overhaul) is 2,000 hours.

Zenith Aircraft is one of the country or world’s most successful providers of kit aircraft. Several thousands of all models are flying. One of their most popular is the “Sky Jeep,” otherwise known by the more pedestrian designation, CH 750. Plenty of reasons tell the story of why Zenith in Mexico, Missouri can sell solidly through good times and bad but arguably one of the most important is the company’s support for many different engines. Since Zenith sells Experimental Amateur Built (51%) kits, owners can install whatever they like and Zenith supports multiple engine installations. Now, they’ve added one of the very newest: Rotax BRP’s fuel injected 912iS. Zenith now offers the 912iS as an engine choice from a list of powerplants that includes the 100-hp 912 ULS, the turbo Rotax 914, the fuel-injected UL Power (video) and Viking engines, as well as the Continental 0-200 and the Lycoming 0-235/233 engines.

Zenith’s CH 750 Is a Success In China

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China, China, China ... Americans hear a lot about this fast growing country although financial news outlets say growth is slowing as its economy matures. American pilots have been hearing plenty, too. Sometimes it seems like an unending list of companies (Cirrus Design, Continental Motors, Mooney Aircraft, several LSA seaplane manufacturers and various other enterprises) that report gaining Chinese investment. We have several times written about western light aircraft builders gaining approval to sell in China after meeting requirements from the country's aviation authorities. We have even seen a number of Chinese-designed light aircraft some of which are exploring new new ideas. European and other aircraft are offered for sale at shows though deliveries remain modest. Behind all this bustle of activity Zenith Aircraft has been quietly collecting orders and making shipments. Indeed, they released fresh news about their success in China. Zenith announced that the Mexico, Missouri kit builder recently shipped their 45th kit for a STOL CH 750 to China. Now we're talking although one industry expert commented, "What are they doing with all those aircraft; the opportunity to fly them is so limited." Another industry leader who has traveled several times to the country is amazed anyone can fly VFR as the skies over big cities are so hazy with pollution that you can hardly see the sun. Zenith said, "Once [the 750 kits] arrive in China, AGRHA Corporation, which operates kit assembly facilities in Nantong, Jiuangsu, Chongqing, Mianyang, Sichuan; Shenyang, Liaoning and Beijing, assembles the Zenith kits on a production line, fully assembling the aircraft to factory specifications that include the Rotax 912 ULS engine and Dynon SkyView avionics." Photos accompanying this article show one such facility and Zenith indicates AGRHA has eight locations. "They are then test flown ... before delivery," added Zenith. [AGRHA] plans to send them to flight schools around the country. They are very popular with student pilots." Zenith reported that Chinese customers are "enamored with the STOL CH 750 for its flight characteristics, for its tricycle gear, and the fact that it can be landed in an open field or on a dirt road." Given numerous reports that airfields allowing private flying are still rare, flight training operations are taking place in areas where there are no airports, said Zenith. "Occasionally, a bulldozer is used to clear a strip that is uneven and left covered with rocks or dirt. What might prove damaging to certificated aircraft is not an issue for a Zenith, which is designed for utility applications and is well-suited for 'off airport' operations," the company reported. "They haven't yet produced a lot of Part 23 Aircraft in China, but they have responded very quickly to working with complete kits," said Zenith Aircraft President Sebastien Heintz. He believes that tricycle gear on an aircraft that is rugged and reliable is essential in such a developing situation. Sebastien also feels CH 750's slow landing speeds and wide visibility make the their bubble-door side-by-side two seater an ideal machine for flight training. "We're quite pleased to be doing our part for the balance of trade," finish Sebastien. All components are American sourced and exported to the far eastern nation. The following short video shows test flying of the CH 750 in China as well as some assembly building interior views.

China, China, China … Americans hear a lot about this fast growing country although financial news outlets say growth is slowing as its economy matures. American pilots have been hearing plenty, too. Sometimes it seems like an unending list of companies (Cirrus Design, Continental Motors, Mooney Aircraft, several LSA seaplane manufacturers and various other enterprises) that report gaining Chinese investment. We have several times written about western light aircraft builders gaining approval to sell in China after meeting requirements from the country’s aviation authorities. We have even seen a number of Chinese-designed light aircraft some of which are exploring new new ideas. European and other aircraft are offered for sale at shows though deliveries remain modest. Behind all this bustle of activity Zenith Aircraft has been quietly collecting orders and making shipments. Indeed, they released fresh news about their success in China.

Proving STOL Means “Short Takeoff & Landing”

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New Zealand is a land of great variety from mountains to beaches.

Deane Philip in his STOL CH 701, powered by a 100-hp Rotax 912ULS engine, demonstrated a STOL takeoff. photos courtesy Zenith Aircraft

Among Light-Sport Aircraft enthusiasts, certain qualities of our wonderful airplanes are compelling. While fuel efficiency is high on the list as are great visibility and modest prices, another characteristic often rises high in the minds of aviators: STOL, shorthand for Short Takeoff and Landing. Now honestly, virtually all our aircraft exhibit much shorter takeoffs and landings than nearly any general aviation airplane, owing to the light weight and high power-to-weight ratio of LSA. However, even among the standard good performance, some machine rise more quickly than others. For decades, Zenith Aircraft has sold the CH 701 and now the CH 750 that offer some of the best short field performance of any light plane. Recently the company described an event down under (where it is summertime). "Down under" in this case means New Zealand. Every year pilots gather in Omaka, New Zealand for the Healthy Bastards STOL Competition. This year Zenith reported their aircraft took first and second place in the microlight or LSA 1,320 pound category. Third place went to a Carbon Cub while a pair of Rans — S7S and S6S — took fourth and fifth place. Altogether 41 aircraft joined in the competition. Sebastien Heinz, president of Zenith Aircraft, congratulated the winning pilots, Deane Philip and Jock Struthers. "The STOL CH 701 is an easy airplane to fly with its tricycle configuration, side by side seating and superb visibility." Heintz said. "Those factors enhance any pilot's chances in a spot landing competition. [Our 701] continues to offer outstanding performance even when compared to special-purpose tube-and-fabric taildraggers." Why is the contest called "Healthy Bastards?" Zenith explained that it is named after a video produced by a flying doctor service in New Zealand. The video is said to capture what "people on the street" think about health and what actually makes a "Healthy Bastard." The video, offered for sale, also gives viewers an insight into the magnificence of New Zealand and some of the unusual but wonderful people that live in the country. It addresses Dr. Dave Baldwin's mission of trying to find "the healthiest bastard in the bush." The video was developed from book "Healthy Bastards" both of which combine not-politically-correct humor with serious health messages. Zenith warned, "Beware, as this movie 'ain't for the faint hearted'." See the in-flight video below to see how short takeoff and landing was when done by winner Deane Philip in his Zenith STOL CH 701 at the annual "Healthy Bastards Bush Pilot" contest.

Among Light-Sport Aircraft enthusiasts, certain qualities of our wonderful airplanes are compelling. While fuel efficiency is high on the list as are great visibility and modest prices, another characteristic often rises high in the minds of aviators: STOL, shorthand for Short Takeoff and Landing. Now honestly, virtually all our aircraft exhibit much shorter takeoffs and landings than nearly any general aviation airplane, owing to the light weight and high power-to-weight ratio of LSA. However, even among the standard good performance, some machine rise more quickly than others. For decades, Zenith Aircraft has sold the CH 701 and now the CH 750 that offer some of the best short field performance of any light plane. Recently the company described an event down under (where it is summertime). “Down under” in this case means New Zealand. Every year pilots gather in Omaka, New Zealand for the Healthy Bastards STOL Competition. This year Zenith reported their aircraft took first and second place in the microlight or LSA 1,320 pound category.

Zenith Now Shipping CH 750 Cruzer

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Zenith showed Cruzer for the first time for at Sun 'n Fun 2013. See our video interview that also discusses the UL Power engine.

This photo from Zenith allows a comparison of the CH 750 STOL and the CH 750 Cruzer.

Zenith has kit building down pat and uses match-hole techniques to assure homebuilder precision.

all photos courtesy Zenith Aircraft

Zenith Aircraft based in Mexico ... Missouri, to be clear, is one of the most solid and impressive kit producers in the light aircraft world. Chris Heintz designs were previously manufactured as fully built LSA by another company. Though that organization discontinued some years back the kit supplier and its models have thrived as before, every year delivering a number of airplane kits that could make other producers jealous. Last year Zenith introduced their newest model as a variation of their very popular "Sky Jeep," known officially as the CH 750 STOL. Giving the airplane more cross cruising capability resulted in an airplane logically named Cruzer. Simply put by 20-year Zenith demo pilot veteran Roger Dubbert, "Some of our customers wanted an aircraft that would go a little faster." The total change added about 20% to cruise speed compared to the 750 STOL. Recently, Zenith announced shipment of the first CH 750 Cruzer kits. First shown to pilots at Sun 'n Fun in April 2013, Cruzer is what the company calls "on airport version" of the Short Takeoff and Landing (STOL) CH 750 that was originally designed for back country flying, according to company officials. Preceding the widened 750 for many years was the CH 701, the model that earned the "Sky Jeep" tag. Unlike its bushplane older brother, Cruzer is built for runways, so it uses smaller wheels available with optional wheel fairings and a new wing and tail designs to achieve a higher cruise speed. A single faired strut replaces the dual struts of the CH 750 STOL and the fuselage has changed shape subtly resulting in a lifted and enlarged empennage (photo). Cruzer seats are comfortable enough for longer flights and with the wide door and overhead skylight, visibility is very broad in the new model. Designed for first-time builders, the new kits employ computer aided design (CAD) and computer aided manufacturing (CNC) technologies, which assured complete construction of the airframe with simple hand tools and minimal skills that can quickly be acquired at one of Zenith's monthly factory workshops, company officials noted. The CNC machinery allows the company to supply what's called "match hole" skins that have pilot holes located so a homebuilder does not need extensive tools or jigs to achieve precision in the joining of numerous metal skins. Except for limited components such as the nose cowl or wheel pants the entire Cruzer design is metal, primarily aluminum. "It will take about 400 hours to construct the all-metal airframe," said Sebastien Heintz, president of Zenith. "People are going to be surprised by how quickly it goes together and how much fun it is to work on it." Beside their regular workshops at their facility so many of the company's kits are flying that owners across the country and around the world may be available to give guidance to first-time builders. To power their aircraft like Cruzer, CH 750 STOL, and their low wing CH 650 Zenith offers a half dozen powerplant options, complete with engine mounts and cowling. The Cruzer prototype is powered by a 130-horsepower UL 350iS engine (video) and features the Dynon SkyView glass panel. As equipped, the aircraft has an empty weight of 780 pounds, giving it a useful load of 540 pounds, which keeps it at the LSA limit of 1,320 pounds required for Sport Pilots. Climbing at 1,200 fpm, Cruzer can achieve 118 mph at cruise altitude yet the airplane shows its STOL roots by stalling at 39 mph. See Cruzer up close in flight through this company video:

Zenith Aircraft based in Mexico … Missouri, to be clear, is one of the most solid and impressive kit producers in the light aircraft world. Chris Heintz designs were previously manufactured as fully built LSA by another company. Though that organization discontinued some years back the kit supplier and its models have thrived as before, every year delivering a number of airplane kits that could make other producers jealous. Last year Zenith introduced their newest model as a variation of their very popular “Sky Jeep,” known officially as the CH 750 STOL. Giving the airplane more cross cruising capability resulted in an airplane logically named Cruzer. Simply put by 20-year Zenith demo pilot veteran Roger Dubbert, “Some of our customers wanted an aircraft that would go a little faster.” The total change added about 20% to cruise speed compared to the 750 STOL. Recently, Zenith announced shipment of the first CH 750 Cruzer kits.

Ugly Duckling, Roomy & Flies… well, like a Duck

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Big guys fit nicely in the roomier STOL CH 750. photo courtesy Zenith Aircraft Company

STOL CH 750 reflects well on designer, Chris Heintz, who will be honored at an AirVenture banquet on July 27, 2011. photo courtesy Zenith Aircraft Company

Zenith Aircraft Company occupies a spacious 20,000 square foot building on the Mexico, Missouri airport. photo by Randee Laskewitz

Sebastien Heintz (alongside STOL CH 750) has operated Zenith Aircraft Company since 1992. photo by Randee Laskewitz

Aviator opinion is widespread about CH 701 and CH 750 being ugly ducklings. Fortunately, plenty of pilots don't care about looks so long as an airplane flies well (750 does!) and for some the, ahem... distinctive look of 750 is a thing of pride. Think Hummer or the old Volkswagen Thing. Or in the aviation field, think Storch. *** Indeed, Zenith Aircraft Company has shipped more than 1,000 of these birds and the company is presently putting out 200 kits a year* — an enviable performance that most light airplane producers would love to report. *** You might guess 750 replaced 701, but as I discovered both remain in production. The 701 carries a somewhat lower price tag and it is lighter, which allows a builder to use a smaller engine that consumes less fuel. *** CH 750 (video) takes advantage of the LSA weight limit of 1,320 pounds, rising from 701's 1,100-pound gross weight. The newer model variation comes with almost three feet more span and 20 more square feet of wing to carry the added load without sacrificing low-speed performance. The interior is also larger, a bulging 50 inches at the elbow where curved door panels add space and noticeably increase visibility, including straight down and to the rear. *** In the spread-out Heintz family aviation enterprise, Zenith is the kit builder. The former Aircraft Manufacturing and Design — since sold and now named Eastman Aviation — produces the fully-built Special LSA versions of the 750 and low wing 650. Zenair in Canada builds floats. Zenith is perhaps best known and son Sebastien, who operates the company, is coming up on 20 years in Mexico, Missouri. In light aviation, Zenith represents a well established and well run operation. *** The original CH 701 is even older, introduced in 1986. A genuine short takeoff and landing design, launch requires only a very brief ground roll. In experienced hands, the model's top attribute brings liftoff in a mere 100 feet thanks significantly to 750's leading edge slats. No wonder the company's full name for the aircraft is "STOL CH 750." *** Climb is another strength at better than 1,000 fpm, with the 100-hp Continental O-200 engine yet fuel burn is less than 6 gph. With Jabiru's 120-hp six cylinder engine, climb is even stronger... and takeoff even quicker. An excellent design for low-and-slow drifting over the landscape, those who enjoy aerial sightseeing will love CH 750. Certainly, if you fly from unimproved, short, or soft airstrips, the design is simply more functional than tightly cowled and wheelpanted composite LSA. Read my full-length pilot report in the August 2011 Light Sport and Ultralight Flying magazine. * Zenith's 200 kits per year includes all models, but the company reports most are presently the 750/701 series.

Aviator opinion is widespread about CH 701 and CH 750 being ugly ducklings. Fortunately, plenty of pilots don’t care about looks so long as an airplane flies well (750 does!) and for some the, ahem… distinctive look of 750 is a thing of pride. Think Hummer or the old Volkswagen Thing. Or in the aviation field, think Storch. *** Indeed, Zenith Aircraft Company has shipped more than 1,000 of these birds and the company is presently putting out 200 kits a year* — an enviable performance that most light airplane producers would love to report. *** You might guess 750 replaced 701, but as I discovered both remain in production. The 701 carries a somewhat lower price tag and it is lighter, which allows a builder to use a smaller engine that consumes less fuel. *** CH 750 (video) takes advantage of the LSA weight limit of 1,320 pounds, rising from 701’s 1,100-pound gross weight.

How Do Light-Sport Aircraft Handle Winter?

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As winter arrives in much of the USA, it is worth asking: "Are Light-Sport Aircraft solely fair weather flyers or can they serve greater purposes?" When trying to answer let's avoid the error of generalizing. The range of LSA is very broad and ranges from below $40,000 to $150,000 or more and from conventional fixed wings to weight shift, powered parachutes, motorgliders, gyros, hot-air and more. One answer to the winter question won't suffice. Secondly, not all LSA are factory built so the rules differ. Nonetheless, one thing is certain: Winter or summer, LSA can certainly be useful even if they are not used for compensation flying or flown for hire. Take the following example. Richard Lauzon operates his Zenith CH-801 in conjunction with his Ten Mile Lodge in northern Quebec. He reported, "STOL CH 801 is by far the most practical means of getting in and out of [my] hunting/fishing resort." The nearest airport is 45 flying minutes to the south. The alternative is a 60-mile road that takes four hours to drive and would challenge any four wheel drive vehicle or snowmobile. The '801 allows Richard to bring supplies, mail and groceries to his lodge. In the winter, he parks the aircraft on the frozen lake in front of the lodge and in summer he uses a 2,400-foot gravel strip he cut into the forest behind the lodge. In summer 2014, he'll be using amphibious floats to allow him to keep his aircraft on Lac Dumoine year round. The snow begins drifting in early November and stays on the ground through April. During that time the road is closed to all but snowmobiles, and it's a long, cold ride through the forest with limited space for bringing back materials. The CH 801 burns far less fuel and Richard considers it more reliable. He likes the fact that the Zenith is airborne and lands in about 50 feet. "It's like having a flying pick-up truck," he said, "and it sure does get used." Zenith Aircraft announced in May, 2012, "Zenair Ltd. (Canada) is supplying parts, kits and support worldwide for the STOL CH 801. While I'm aware Zenair's CH-801 is not a LSA, the story still applies and the 801 in photos could be Zenith Aircraft's CH-750 (another kit EAB) or any number of fully built LSA. Canadian rules are different than those in the USA, however, flying your LSA to another work location is no different than driving our car and that is not a compensated or hired operation. At LSA cruise speeds, low fuel use, good range, and modern construction and equipment, many of these aircraft could carry a business owner around if that serves the enterprise as it does for Lauzon. Given how he depends on his airplane Richard might want to invest in a heater to keep the engine at safe temperatures in the deep cold of a Canadian winter. Aircraft Spruce recently announced a new line that could be just what Old Man Winter requires. Hornet Heaters use an advanced, self-temperature regulating, semi-conducting material. Aircraft Spruce said, "These heaters are designed to safely heat your engine in environments that are considered to be dangerous locations." Hornet Heaters are hand built, allow the user to select the thermostat temperatures and work with a two-stage operation that reduces amp inrush by sequencing the heaters. "Perhaps the most important feature of the Twin heating system," added Aircraft Spruce, "is the peace of mind that comes from knowing that the possibility of both heaters failing simultaneously is almost nonexistent and one heating circuit will provide enough heat to prevent engine damage." The Hornet unit is equipped with a switch that provides the user with a means to test the operation of each heating circuit independently. Other important features include a non-conductive fire rated fiberglass housing, mil-spec wiring, and an industry leading 3-year warranty. For more information, please visit Aircraft Spruce, or call 877-477-7823.

As winter arrives in much of the USA, it is worth asking: “Are Light-Sport Aircraft solely fair weather flyers or can they serve greater purposes?” When trying to answer let’s avoid the error of generalizing. The range of LSA is very broad and ranges from below $40,000 to $150,000 or more and from conventional fixed wings to weight shift, powered parachutes, motorgliders, gyros, hot-air and more. One answer to the winter question won’t suffice. Secondly, not all LSA are factory built so the rules differ. Nonetheless, one thing is certain: Winter or summer, LSA can certainly be useful even if they are not used for compensation flying or flown for hire. Take the following example. Richard Lauzon operates his Zenith CH-801 in conjunction with his Ten Mile Lodge in northern Quebec. He reported, “STOL CH 801 is by far the most practical means of getting in and out of [my] hunting/fishing resort.” The nearest airport is 45 flying minutes to the south.

Zenith Opens Its Hangar to Big Crowds

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Zenith Aircraft Annual Open Hangar Day attracts a substantial crowd (photo from 2012).

Get a chance to compare Zenith aircraft face-to-face including factory built editions and those from hone builders.

We interrupt our series on Oshkosh Elements to highlight the upcoming Zenith Open Hangar Day. The event taking place on Saturday, September 21, 2013 is the company's 22nd annual such event and it draws a large crowd as you can see in last year's photo. Normally, one company opening its doors to customers and visitors is not big news but Zenith has done particularly well with their open house. For many recent years, Zenith has steadily been delivering kits at the rate of about 200 units per year, a volume most airframe makers would love to match and one that puts Zenith near the top of the list (if not the alphabet). It means the company has developed a large following and, when invited, they turn out. Given the focus on the Midwest LSA Expo at the beginning of September, one could say the Midwest will be active region for LSA and light kit enthusiasts. "This will be a fun and informal gathering of Zenith builders, flyers, and enthusiasts, with hands-on workshops and seminars, BBQ lunch, and more," wrote Zenith in their newsletter recently. A big part of the gathering involves seminars by Zenith factory experts and officials from vendors that supply builders. Zenith will offer presentations from Dynon, UL Power, Loehle Aero Coatings, Jabiru engines, flight training expert Ed Downs, and several others. "Starting on Friday afternoon (September 20), we're pleased to offer educational seminars with programs of interest to all, whether you're a new or existing Zenith builder, already flying your completed Zenith, or just interested in learning more about building and flying your very own airplane," explained Zenith. Sure, Oshkosh and Sun 'n Fun have plenty of forums, too, but these are 100% focused for Zenith builders. Naturally, Zenith Aircraft will have their own handsome factory demo aircraft on display including their newest Cruzer. Yet for many attendees, it is even more valuable to see several airplanes built and flown in by fellow Zenith builders. Plus, the networking potential is superb to talk to others building a similar model and perhaps finding someone close to your location who might help you at a stumbling point. "If you can't attend our Open Hangar Day this year, we encourage you to visit us on your own schedule, to meet with us, tour our factory, and go up for a demo flight in one of our aircraft.  Also, we invite you to gain hands-on building experience at one of our monthly workshops held right in the factory." My wife and I were among those who stopped by when we passed through Missouri and were graciously shown around the factory. Led by boss Sebastien Heintz and with demo flights provided by high-time Zenith pilot Roger Dubbert, you'll be in great hands in Mexico ... Missouri, that is. Follow this link to Zenith Aircraft where you can conveniently find all our videos, news articles, and pilot reports. To get a good flavor for what to expect in September, check out this video from last year:

We interrupt our series on Oshkosh Elements to highlight the upcoming Zenith Open Hangar Day. The event taking place on Saturday, September 21, 2013 is the company’s 22nd annual such event and it draws a large crowd as you can see in last year’s photo. Normally, one company opening its doors to customers and visitors is not big news but Zenith has done particularly well with their open house. For many recent years, Zenith has steadily been delivering kits at the rate of about 200 units per year, a volume most airframe makers would love to match and one that puts Zenith near the top of the list (if not the alphabet). It means the company has developed a large following and, when invited, they turn out. Given the focus on the Midwest LSA Expo at the beginning of September, one could say the Midwest will be active region for LSA and light kit enthusiasts.

Aero Friedrichshafen Video Bonanza

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A solar-panel-equipped Pegasus hangs above a display of several electric aircraft.

Conducting a rare interview with Paolo Pascale, the managing director of LSA giant, Tecnam, in front of their new Astore. See our video.

Lightsport and Ultralight Flyer had to arrive early in the morning to get this shot of the Fk 51 Mustang without a crowd around it.

Conducting an interview on the D-Motor that is preparing to go through ASTM standards approval. Some photos courtesy Lightsport and Ultralight Flyer

We were busy at Aero Friedrichshafen 2013, knocking out more than 30 videos for your viewing information and entertainment. That's more than seven videos per day and a sum of more than five hours total running time (more than three Hollywood movies in minutes of viewing time). With these and all the videos shot at Sun 'n Fun the week before Aero started, we expect to offer more than 300 videos on our LSA Video page. I'd like for you to understand how much effort that represents. I'd also like to thank BRS Parachutes, ICP North America, and Renegade Light Sport Aircraft for providing financial assistance to Lightsport and Ultralight Flyer. Without their support, these videos would not likely have been made. Today, I uploaded more than a dozen new videos to ByDanJohnson.com. We have many more coming. The newest ones include • Introduction to Aero and what you'll see • Tecnam's aerobatic Snap • FlyEco's Diesel engine • FK 51 replica Mustang • Yuneec's electric-powered eSpyder • lightweight electric aircraft • Zlin's customizable Bobber • ICP's Savannah taildragger and new engine • BOT SpeedCruiser with D-Motor • BRM Aero's Bristell taildragger • Phoenix Air's electric-powered ePhoenix • Nando Groppo tri-gear and, • one from AirVenture 2012 on the Zenith CH-650. You might better understand the work it takes to make a video by relating to major motion picture films from Hollywood or other movie making centers. You've probably seen "Making of ..." videos where the concepts, equipment, and tasks are explained in detail. Of course, Hollywood spends millions of dollars and often hundreds of man-hours for scenes that sometimes last just a few seconds. Naturally, my effort with Lightsport and Ultralight Flyer, which uploads to YouTube channel "UltralightNews" isn't the same as a big-budget Hollywood production. Nonetheless each video is no small effort and I'd like to give you just a glimpse. First you have to travel to where the action is, be it Sun 'n Fun in central Florida or a week later in southern Germany. Then you carry equipment and supplies for literally miles (or kilometers) at these big events to get to where airplane projects are being shown. Before shooting starts, you work with representatives that know their products and run through a routine to be used in video taping that is similar to live-studio productions ... that is, we coach the people being interviewed as to what they can expect and how to follow our lead. To save time and make the final production effort simpler, we try to keep editing to a minimum. These are not staged or scripted events and we work hard to avoid retakes. All interviews are essentially live action and we are grateful for those whose native language is not English as they participated. Honestly, though, all the above is the easy part. Once the video is captured much more is required. "Static" shots — those scenes you see while the interview continues on an audio track — are often shot early in the morning before crowds gather around new aircraft. Company video is secured to add action. After logging all the footage editing starts. This is at least a full day task for every one of the 10-minute videos you see here and on YouTube. Now that we have about 300 videos "in the can," we offer a library with the viewing-minutes equivalent of more than 33 full-length Hollywood movies. Believe me, we don't have Hollywood's multi-million dollar budgets nor do you pay anything to watch the videos. Thanks to all our subjects for their creative work designing airplanes and products and to Lightsport and Ultralight Flyer for the substantial post-production effort.

We were busy at Aero Friedrichshafen 2013, knocking out more than 30 videos for your viewing information and entertainment. That’s more than seven videos per day and a sum of more than five hours total running time (more than three Hollywood movies in minutes of viewing time). With these and all the videos shot at Sun ‘n Fun the week before Aero started, we expect to offer more than 300 videos on our LSA Video page. I’d like for you to understand how much effort that represents. I’d also like to thank BRS Parachutes, ICP North America, and Renegade Light Sport Aircraft for providing financial assistance to Lightsport and Ultralight Flyer. Without their support, these videos would not likely have been made. Today, I uploaded more than a dozen new videos to ByDanJohnson.com. We have many more coming. The newest ones include • Introduction to Aero and what you’ll see • Tecnam’s aerobatic Snap • FlyEco’s Diesel engine • FK 51 replica Mustang • Yuneec’s electric-powered eSpyder • lightweight electric aircraft • Zlin’s customizable Bobber • ICP’s Savannah taildragger and new engine • BOT SpeedCruiser with D-Motor • BRM Aero’s Bristell taildragger • Phoenix Air’s electric-powered ePhoenix • Nando Groppo tri-gear and, • one from AirVenture 2012 on the Zenith CH-650.

Zenith Unveils Smoother, Faster CH 750 Cruzer

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Zenith unveiled their newest ... CH 750 Cruzer.

Seen above is the popular, roomier CH 750 STOL, which complements the CH 701 that remains in production. Watch our CH 750 video.

At Sun 'n Fun 2013, big kit manufacturer Zenith Aircraft debuted their new CH 750 Cruzer. Is it truly something new under the Sun ('n Fun)? Zenith said, "While influenced by its well-known STOL predecessors — STOL CH 701 "Sky Jeep," CH 750, and four-seat CH 801 sport utility aircraft — the CH 750 Cruzer is an all-new design." Company president Sebastien Heintz observed that many customers do not need off-airport capability or extreme STOL (short take-off and landing) performance so his team optimized the new design for cruise and more conventional hard-surface airports while yet retaining the popular enlarged cabin features of the STOL CH 750. Zenith's new Cruzer 750 sports a brand-new airfoil with a single streamlined strut. The empennage is also new with a symmetrical stabilizer and a shortened horizontal tail span. The vertical tail features a fin and rudder replacing the traditional all-moving vertical tail design of the STOL series. Not needing big tires for rough fields, Cruzer has smaller 5.00 x 5 aircraft wheels and new wheel fairings. The instrument panel of the new design is also wider and more conventional than the STOL CH 750. The earlier model has a narrower instrument panel to improve forward visibility in extreme nose-high attitudes associated with STOL flying. Sebastien flew the new Cruzer 1,000 miles from the factory in Mexico, Missouri. The speedier '750 is powered by a UL350iS 130-hp fuel-injected engine from UL-Power. It also boasts the latest Dynon SkyView glass panel display system. The Cruzer on display at Sun 'n Fun weighs 780 pounds yielding a useful load of 540 pounds at a LSA gross weight of 1,320 pounds. The company reports cruise speed is 118 mph (103 knots), rate of climb is 1,200 fpm, and stall speed is 39 mph (34 knots). Existing firewall-forward engine packages are readily available for the Continental O-200, Rotax 912 series, Viking (Honda), Jabiru, and Corvair engines. Component kits are scheduled for delivery starting in May 2013.

At Sun ‘n Fun 2013, big kit manufacturer Zenith Aircraft debuted their new CH 750 Cruzer. Is it truly something new under the Sun (‘n Fun)? Zenith said, “While influenced by its well-known STOL predecessors — STOL CH 701 “Sky Jeep,” CH 750, and four-seat CH 801 sport utility aircraft — the CH 750 Cruzer is an all-new design.” Company president Sebastien Heintz observed that many customers do not need off-airport capability or extreme STOL (short take-off and landing) performance so his team optimized the new design for cruise and more conventional hard-surface airports while yet retaining the popular enlarged cabin features of the STOL CH 750. Zenith‘s new Cruzer 750 sports a brand-new airfoil with a single streamlined strut. The empennage is also new with a symmetrical stabilizer and a shortened horizontal tail span. The vertical tail features a fin and rudder replacing the traditional all-moving vertical tail design of the STOL series.

Zenith’s CH 701 Kit is Sport Pilot-Ready

By Dan Johnson || Leave a Comment

NEW COWL - The newer firewall-forward 100-hp Rotax 912S installation comes with a new cowl design created in Germany. The two-piece enclosure can be removed quickly for engine access.

QUICK LAUNCH - Wow! Look at that takeoff angle. You may not make your first launches so aggressively but with practice, look at what's possible.

TAPERED WINGS - The CH 701's wings angle down to flat in the center, but this assures the occupants get a good view out to the side. In many designs, the pilot's head is above the wing's lower surface.

PLENTY OF POWER - With the 100-hp Rotax 912S engine, Zenith aircraft offers a "rear ring engine mount system for smooth operation." The installation includes a stainless steel exhaust system, radiator, and 3-blade Warp Drive propeller.

HOME BASE - A new CH 701 sits in front of Zenith Aircraft Company's 20,000-square-foot production facility in Mexico, Missouri.

JUNKERS FLAPS - While the leading edge slats extend forward of the wing, the CH 701's Junkers flaps are separate surfaces aft of the wing, maximizing their effectiveness.

HARD WORKING - This "business end" view of the CH 701 reveals a practical design made to function particularly well in some realms of flight. Beefy tires and low-speed wing are parts of this picture.

STANDARD PANEL - This panel is well equipped for most flying you'll do in the "off-airport" CH 701, though another view shows you can add more avionics if you absolutely must.

FIXED SLATS - Fixed-position slats ("slots" are movable) make for easy pilot workload yet remarkable slow-speed, high angle-of-attack flying.

CURVED LOWER - Tailplanes "lift" downward, but this Chris Heintz design makes that function very obvious with its "upside down wing" horizontal stabilizer. The rudder is a full-flying design.

AMPHIB FLOATS - Besides short airstrips, the CH 701 is very good for water operations. Even with the weight of amphibious floats, a 100-hp Rotax 912S-powered CH 701 will leave the water rapidly.

MODERN PANEL - Flat-screen technology is hard to resist, so if you have to have a GPS, EMS, or PFD screen, the CH 701 has space to install it.

Every Light Sport & Ultralight Flying magazine reader has probably heard of off-road vehicles. How about an "off-airport" flying machine? You may not have used the term but you probably know one of the candidates: Zenith Aircraft's highly functional CH 701. No one calls the CH 701 the most handsome aircraft in the fleet. That title may be better reserved for sleek carbon fiber jobs. But as a practical aircraft appealing to ultralight enthusiasts, the Chris Heintz design with a 20-year history is head of its class. While the design has not changed much in those two decades, the kit has changed quite a bit to make the builder's effort easier. The designs of engineer Chris Heintz have been around a long time, beginning with his early Zipper ultralight-like aircraft. A prolific and versatile creator, his aircraft models have put nearly 3,000 builders in the air. The low-wing CH 601 series is the most popular at better than 60% of all Zenith models followed by more than 700 CH 701's now flying around the world. Most of these planes are not in the USA, where about 150 fly. Ultralight enthusiasts who have built kits will find the all-metal CH 701 a reasonable project and quite ultralight-like to fly, though it also has the cabin comforts associated with light sport aircraft. Off-Airport "Sky Jeep" The Zenith Aircraft Company, based in Mexico, Missouri, is run by Sebastien Heintz, one of a family of brothers in the aviation business. Mathieu runs AMD, which fully manufactures the CH 601 and other Heintz designs, Michael runs a West Coast dealership selling both kits and fully built Zodiacs (as the line is also known), and Nicholas partners with Sebastien as head of the Zenith's technical support. A Canada-based business was operated for years by patriarch Chris Heintz, who now lives in the south of France. When the Heintz men get together at airshows they make quite a team. On at least three occasions, Zenith Aircraft demonstrated at airshows that the assembly of one of their kits could be accomplished in a week - albeit a busy one with long hours - complete with a test flight at the end. Chris Heintz first introduced his CH 701 in '86 "as an 'off-airport' short takeoff and landing (STOL) kit aircraft." It was intended to address the desires of sport pilots, yet it had to be a project that first-time builders could successfully undertake. Zenith Aircraft Company was formed in '92 to manufacture and market the Chris Heintz designs created by Zenair. Zenith is presently housed in a 20,000- square-foot facility at the Mexico, Missouri airport. The STOL CH 701 was never meant to be just another pretty light aircraft, according to Chris. Instead it was engineered to bring outstanding STOL performance, all-metal durability, and remarkable ease of construction. These are all qualities that should endear the CH 701 to the ultralight enthusiast looking for an all-metal design with ATV instincts. Indeed, the STOL CH 701 is a great example of form following function, to borrow an architectural metaphor. Some owners affectionately call their 701 a "Sky Jeep." With the STOL CH 701, designer Chris Heintz combined the construction of conventional aircraft with the short-field capabilities of an ultralight aircraft. The CH 701 features fixed leading-edge slats for high lift, full-span flaperons (combined ailerons and flaps), an all-flying rudder, and well-proven all-metal construction. The Heintz "Sky Jeep" excels in short-field performance. The CH 701 I flew, powered with a 100-hp Rotax 912S engine, was airborne in well under 100 feet of asphalt runway. Rotation came barely after I applied full throttle and lift-off began at 25 mph (as indicated on the ASI). The CH 701 leaped into the sky within 4 seconds from standstill. Naturally, a headwind would further shorten both time and distance for takeoff. In a word: impressive! Easy Entry Entry from in front of the wing strut with the gull-wing door opening wide against the bottom of the wing was simple. You merely sit down and swing your legs in, though I helped pull my feet with my hands to clear the front cowl post. The door closed with a single latch that was easily seen at approximately my outside knee. When opening, a friction latch appeared to prop open the door securely. The CH 701 seats were comfortable and the interior was nicely finished with carpeting. Shoulder belts are standard on both seats. The CH 701 offered for this flight test was equipped with a good range of instruments that offered all the information needed without technical overload, which seemed appropriate. I loved the great visibility out of the skylight. These windows are quite useful in turns opposite of the side on which you're sitting. To your side, you'll have to look out the side window before turning. Some folks have been critical of the way the wings "end" or flatten at the canopy, which is located well below the top of the wings. It does look somewhat unorthodox, but one benefit is that your head remains below the wing rather than slightly up inside it. The result is improved lateral visibility. Remember, this design is about function, not stylish beauty. For what it's worth, Cessna's new proof of concept LSA has a wing center section that looks very similar, so the Heintz design has good company. Visibility is not as enormous as the company's clear-canopy CH 601, but it was more than adequate in the CH 701. Of course, the design provided the downward visibility of all high-wings that many pilots prefer for aerial sightseeing. Flying over the green countryside, I was pleased to have a great viewing platform. Despite the wide cabin, my headset sometimes bumped a cross member overhead suggesting that the wearing of a helmet is unlikely except for shorter occupants. The CH 701's instrument panel switches were easy to reach and instruments could be clearly read. Adequate room was available for a variety of instruments and radios if you simply must load it up with such gear, though doing so starts to violate the simple effectiveness of this design, in my opinion. Chris Heintz's Y-shaped joystick handle worked well to my side (in the left seat), but I found it a bit more awkward moving it to the right. With a right-seat occupant, I found motions to that side bumped into the other person's leg. The left side of the stick was equipped with multiple switches for trim control and radio transmit. The Y-stick should work excellently for training and yields more legroom than dual joysticks. Powerful hydraulic brakes slowed the 1,100-pound aircraft well and the gear has generous ground clearance for off-field landings. According to others, the CH 701 slab gear is extremely stout. Thankfully, I never tested this ability. When you open the throttle of a 100-hp Rotax 912S-powered CH 701, be prepared for action. Much like a Quicksilver ultralight, ground break is extremely fast on takeoff. This is a central feature of the design. Its leading edge slots and full-flying flaperons were created to provide fast liftoffs from unimproved airstrips. Believe me, the concept works! Takeoffs were easy if you were prepared. Landings took a bit more finesse though the airplane can certainly handle rough touchdowns. I found I needed to keep the stick aft to prevent bobbing. My check pilot said the wing tries to start flying again unless you keep the angle high. Once you've started to raise the nose in preparation for final touchdown, keep it up. The wing can fly so slowly at such high angles of attack that lowering the nose just a tiny bit makes the 701 want to resume normal flight. Approaches were made at 50 mph with a bit of power, though it was obvious that I could come in much slower once I was ready to manage the plane's special low-speed performance characteristics. The mechanical flaps were difficult for me to fully deploy. I could get enough flaps down for normal operations, but needed a better technique to get them out all the way. You reach down (where a seat adjustment might be) and must pull forward, an awkward motion that I could only manage to the first notch. Since the company offers electric flaps as an option, I'd recommend them despite a modest weight penalty (see prices). Fortunately slips were very effective in either direction, thanks to the slab-side finish of the design. Given its slow approach speed potential, I can't imagine using slips to land very often. Standard large tires can make off-field landings no problem. Blast Off The CH 701's climb angle expressed as deck angle is very steep yet this is not unreasonable as the fixed-slat wing provides genuine STOL characteristics. I measured climb with the Rotax 912S at better than 1,000 fpm dual and nearly 1,500 fpm solo. All measurements were done at about 1,000 msl on a cool 20° F day. The leading edge slots account for some of the CH 701s capability in fast takeoffs and high rates of climb, but the Hoerner wing tips - angled up to a extended upper surface line rather than rounded tips - help increase effective span by pushing the wake vortices beyond the span. I cruised at near red line, about 105 mph, thanks to the 100-hp Rotax 912S. Frankly, I found it too much engine for the plane and others have agreed. I'd save the $1,800 extra it costs for a 912S and stick with the highly reliable 80-hp Rotax 912. However, if you want amphibious floats, fly at high elevations, or intend to fill the plane to gross weight on all flights, the 100-hp 912S may be the right selection for you. Several CH 701 pilots with whom I've spoken agreed that the 701 has a rather high sink rate. This is a deliberate design feature that helps you get into tight fields, but I encourage guarding your altitude when not near a landing field, even if a landing field can be mighty small. I was told, "At 1,000 feet agl, you'll be on the ground in 60 seconds without power." Later trials showed the 1,000-fpm sink rate to be about right despite the high-lift wing. Wing loading is 9 pounds per square foot, much higher than most ultralights; here's where such differences show. In a demonstration of superior low-speed performance, a CH 701 was configured to tow hang gliders in Germany. These aircraft prefer tows below 30 mph and the CH 701 can do it. The low stall speed and excellent climb performance of the aircraft make the STOL CH 701 an ideal towplane for the slow-flying hang gliders. As is often the case in my line of work, I got to fly a nearly new airplane. As is also often the case, all the pulley wheels and linkages were still a bit tight. Consequently, the CH 701 rudders were rather stiff. They tended to stay where they were put, which gave false impressions of handling. I once thought the plane had a left turn only to realize (from the ball's position) that I had the rudder slightly depressed from a previous maneuver. Such tightness will loosen in time and should not be an ongoing problem. Contrasting with the rudders were very responsive ailerons, virtually regardless of speed. When I flew at a low (though probably not minimum) speed, roll pressures seemed almost as light as at cruise speed, though the response degree lessened somewhat due to slower airflows past the surfaces. My Dutch roll coordination exercises were sloppy owing to the stiff rudders. At speed very little rudder is needed while at slow speeds more is needed (logically). A medium-power stall did break and went rather sharply to the right side, rapidly enough that my check pilot started to reach toward the controls. Despite the abrupt maneuver, recovery was easy. One factor affecting this behavior may have been the powerful engine and a propeller set up for fast climb. Stick with the 80-hp engine and a medium prop and you may never experience a sharper break. Contrarily, low-power stalls never broke and were extremely well behaved. With stalls coming at nearly 30 mph and with top cruise nearly 100 (in the 100-hp Rotax 912S-powered version), the CH 701 has a wide speed envelope of better than three to one. Why Cross-Country? The CH 701 is not your ideal cross-country cruiser. It wasn't designed for that kind of flying; Zenith's CH 601 will prove much better in this realm of flight. But if you fly from unimproved, short, or soft airstrips, the CH 701 may be your dream plane. Like 4x4 off-road vehicles, the CH 701 is not a pretty airplane, but it can take off from airstrips you wouldn't think of using in your composite LSA. Lots of ultralight pilots can enjoy such gutsy performance. The CH 701 easily fits Light-Sport Aircraft definitions, though when built as an amateur-built (51%) kit, it retains that airworthiness. Technically it is not an LSA although a Sport Pilot-certificated pilot may fly it under SP/LSA rules. Zenith Aircraft calls the model "Sport Pilot Ready" and that's an apt description. Chris Heintz with sons Sebastien and Nicholas participated in the ASTM standards-writing efforts. Their aircraft easily meet the standards. One advantage of building your own kit is that you are allowed to do all the maintenance without asking FAA for permission. You are also permitted to make modifications, something you cannot do with a Special Light-Sport Aircraft (SLSA). In an LSA, additional training is required. On the downside, kit builders remain the "manufacturer" forever, so when you sell your plane (as you will one day), the manufacturer liability sticks with you. For this reason, some kits are simply retired and not sold to customers but that creates a deferred cost. For the CH 701, donations to charitable missions is a great way to offset this problem and aid some good work. You should be able to get a well-equipped CH 701 in the air for around $35,000 if you don't put a value on your labor hours. This figure comes from adding the basic CH 701 airframe kit ($12,980) to an 80-hp Rotax 912 engine ($12,800) with a $3,700 firewall forward package plus $1,000 for engine instruments. The parts Zenith supplies total a shade over $30,000. By the time you add exterior and interior finish to your satisfaction and install a few instruments, you could stay under $35,000. In an age of $100,000 LSA, this represents quite a bargain in a long-lasting airplane. Of course, you may want some accessories like extra wing tanks, doubling your fuel capacity ($995), electric trim ($290), the cabin-widening "bubble" doors ($455), a navigation and strobe light package ($465), cabin heat ($165), or the folding wing kit ($560). Get the larger 100-hp Rotax 912S engine and its install package for $1,800 additional plus the aforementioned options and you'll go beyond $40,000. While you have a couple of choices in the $50,000 range for a ready-to-fly SLSA, you won't find any at $40,000 and very few have flight qualities anything like the CH 701. The longer story of purchase invites you to the Websites at the end of this article where all manner of descriptions and information can be found. You'll want to talk to Zenith Aircraft. For serious shoppers, Zenith offers an info package for $35 that is as complete as anything I've seen from any producer, even those selling $100,000 Special Light-Sport Aircraft. While no CH 701 will be envied for its striking good looks, the STOL design more than makes up for its workhorse appearance with toughness and outstanding short-field performance. And a 20-year-plus history in the field speaks volumes to the model's market and aerodynamic success. I once drove behind a Chrysler Jeep, which had a wide bumper sticker across the top of the rear window that read, "It's a Jeep thing. You wouldn't understand." If you're an off-airport CH 701 "Sky Jeep" buyer, you probably do understand.
Published in Light Sport and Ultralight Flying
Seating2, side-by-side
Empty weight580 pounds
Gross weight1,100 pounds
Wingspan27 feet
Wing area122 square feet
Wing loading9.0 pounds/square foot
Useful Load520 pounds
Length20.9 feet
Payload (with full fuel)400 pounds
Cabin Interior41 inches at shoulder
Height8.6 feet
Fuel Capacity20 gallons
Baggage area40 pounds, cabin shelf
Kit typeConstruction kit
Build time350 to 400 hours
Standard engineRotax 912
Power80 hp at 5,800 rpm
Power loading13.8 pounds/hp
Max Speed95 mph
Cruise speed80 mph
Stall Speed30 mph
Never exceed speed110 mph
Rate of climb at gross1,200 fpm
Service Ceiling12,000+
Takeoff distance at gross90 feet
Landing distance at gross150 feet
Range (powered)400 miles - 5 hours
Fuel Consumptionabout 4.0 gph
Standard Features80-hp Rotax 912, with electric starter, stainless steel exhaust, radiator, and 3-blade Warp Drive prop; dual 10-gallon fuel wing tanks (20 galoms total); wide, dual doors; independent hydraulic brakes; mechanical flaps; 16-inch tundra tires, removable wings (also see options); complete engine instrument package (Rotax); fully enclosed cabin; in-flight trim; sturdy single piece landing gear construction; steerable nosewheel; all-metal wings, tail, and fuselage; seat belts with shoulder harness.
Options100-hp Rotax 912S (as tested) and several other engine sizes and brands; additional fuel tanks (40 gallons total); electric trim; folding wings; amphibious or straight floats; cockpit-widening "bubble" doors (add six inches of effective cabin space and more visibility); navigation and strobe lights; cabin heat (with Rotax engine); additional instruments.
ConstructionAll-metal airframe, wing, and tail; many skins predrilled; factory-riveted wing spars and lower cabin frame sides; fiberglass fairing. Kit components made in the USA; sold by U.S.-owned company.

Design

Cosmetic appearance, structural integrity, achievement of design goals, effectiveness of aerodynamics, ergonomics.

Pros - Short takeoff and landing (STOL) design uses fixed slats to achieve excellent performance. Highly functional aircraft; can operate easily from short, unimproved strips. More than 20 years of field experience with more than 700 CH 701's flying.

Cons - If you're looking for sleek or pretty, the CH 701 isn't your bird. Not fast enough for regular, long cross-country flights. Available only in kit form at present (though cost is therefore lower). Builder remains the "manufacturer" indefinitely.

Systems

Subsystems available to pilot such as: Flaps; Fuel sources; Electric start; In-air restart; Brakes; Engine controls; Navigations; Radio; (items covered may be optional).

Pros - Flaps, trim, electric start, differential brakes are all standard on the CH 701. Fuel (20 gallons standard) contained in the wings, away from occupants. Engine access through easily removed cowling. Generous useful load allows adding optional equipment without losing utility.

Cons - Flap handle proved challenging for me to deploy to the last notch (though this may have been a fact of the new, test aircraft). Trim control located only on left half of stick. Flap position must be checked via lever position or visual; no indicator (though builder could add it if desired).

Cockpit/Cabin

Instrumentation; Ergonomics of controls; Creature comforts; (items covered may be optional).

Pros - With "bubble" doors, the CH 701 is adequately roomy for all but the largest occupants. Baggage space in hat rack position. Very easy entry through wide doors; good for larger or less flexible occupants. Shoulder belts standard. Doors secure well. Reach to panel is good.

Cons - Cabin is modestly wide compared to many LSA (though "bubble" doors add effective width). Center joystick tended to hit right-seat occupant in flight (though I was deflecting more than most normal inputs). Interior is rather Spartan unless builder elaborates.

Ground Handling

Taxi visibility; Steering; Turn radius; Shock absorption; Stance/Stability; Braking.

Pros - Strong, differential brakes aid ground handling. Gear and structure can handle fairly rough terrain. Skylight adds good upward visibility for traffic checking prior to takeoff. Landing gear easily able to handle fairly rough terrain. Good ground clearance.

Cons - Lateral visibility is less open than in the bubble canopy CH 601. Test aircraft had brakes only on the left; going dual will add some cost and weight. No other ground handling negatives.

Takeoff/Landing

Qualities; Efficiency; Ease; Comparative values.

Pros - Takeoff is very rapid and requires a very short distance, perhaps the model's top attribute; ground roll is only 100 feet and rotation starts almost immediately, thanks partly to leading edge slats. Approach speeds can be very slow with practice, good for the shortest field landings.

Cons - Landings have a slight challenge that demands a little practice; you must keep the nose up once lifted or the CH 701 merely resumes flying. Sink rate after power retarded is quite high (1,000 fpm); this is a useful design feature allowing STOL landings, but you have to anticipate.

Control

Quality and quantity for: Coordination; Authority; Pressures; Response; and Coupling.

Pros - Aileron forces were very pleasant and responsive. Efficient rudder control surface, a full flying design (but see "Cons"). Pitch forces were light without being sensitive, a good combination. Control forces at very low airspeeds permitted by wing/slat design were reasonable.

Cons - Control harmony hard to check in test aircraft as rudders were still tightly adjusted; tended to stick slightly (though possibly only on this aircraft). Wing can fly so slowly that controls necessarily become more sluggish due to low airflow.

Performance

Climb; Glide; Sink; Cruise/stall/max speeds; Endurance; Range; Maneuverability.

Pros - Terrific takeoff performance, better than all but the very lightest ultralights. Climb very strong at 1,000+ fpm at gross. Very capable airplane for low-and-slow flying over landable terrain; extremely slow speeds (in the 30s) with practice and caution.

Cons - Rather high idle thrust sink rate (1,000 fpm); neither glide is very long (though this is considered a deliberate design feature for a STOL airplane). Cruise speed of 80 mph won't carry you too far. Fuel at 20 gallons standard is four hours or less (though sufficient for most operations).

Stability

Stall recovery and characteristics; Dampening; Spiral stability; Adverse yaw qualities.

Pros - Mild stalls at most angles and speeds (though see "Cons"). Longitudinal and lateral stability appeared very normal in all tests. Response to power input/decrease from trim flight was positive and predictable with few oscillations.

Cons - Stalls with the 100-hp CH 701 (as tested) can be done aggressively enough to cause a sharper break (though recovery remains quick and simple). Adverse yaw was quite significant, something to be remembered at very low speeds the CH 701 can achieve.

Overall

Addresses the questions: "Will a buyer get what he/she expects to buy, and did the designer/builder achieve the chosen goal?"

Pros - Longtime, well-proven supplier (est. 1992) gets excellent comments from customers for technical support and customer service. Can be flown by Sport Pilot certificate holder. Can get airborne with good basic equipment for about $35,000 (and 400 hours of your labor), far less than many light sport aircraft.

Cons - Not a Special- or Experimenta light-sport aircraft (yet), so Amateur-built rules mean builder always remains the "manufacturer," with attendant legal responsibility. Build time is 350 to 400 hours (though factory support can ease the burden). Even $35,000 is more than some ultralight kits (though with 4-stroke engines, it will be closer).

Every Light Sport & Ultralight Flying magazine reader has probably heard of off-road vehicles. How about an “off-airport” flying machine? You may not have used the term but you probably know one of the candidates: Zenith Aircraft’s highly functional CH 701. No one calls the CH 701 the most handsome aircraft in the fleet. That title may be better reserved for sleek carbon fiber jobs. But as a practical aircraft appealing to ultralight enthusiasts, the Chris Heintz design with a 20-year history is head of its class. While the design has not changed much in those two decades, the kit has changed quite a bit to make the builder’s effort easier. The designs of engineer Chris Heintz have been around a long time, beginning with his early Zipper ultralight-like aircraft. A prolific and versatile creator, his aircraft models have put nearly 3,000 builders in the air. The low-wing CH 601 series is the most popular at better than 60% of all Zenith models followed by more than 700 CH 701’s now flying around the world.

The Range of LSA is Wide as the USA

By Dan Johnson || Leave a Comment

Plenty of folks think LSA are mainly carbon fiber speedsters with autopilots and huge computer screen instrumentation. No doubt, we have some beauties that are equipped like luxury sport planes. If you've got the budget, the Light-Sport industry has the aircraft. Yet not everyone can afford those birds and not everyone wants one. *** FAA pretty much eliminated ultralights when they came out with the SP/LSA rule... well, except for genuine ultralights of the single place variety. The latter still exist, and yes, you can still buy a ready-to-fly ultralight "vehicle" for which you need no N-number, no medical, and no pilot license. Those 254-pound (max empty weight) aircraft prove America remains the land of the free and I, for one, love to fly them. *** On our way north for AirVenture my wife, Randee, and I made a series of stops. In Alabama — just a mile apart — we hit two fixed wing producers of "ultralights" that qualify as official SLSA. You can buy either of these ASTM-certified two-seat Light-Sports for $35,000 to $40,000; you can save even more with kit versions. *** CGS reported a couple sales after our visit when we saw proprietor Danny Dezauche (de-ZOSH) fitting a CGS Hawk with a Rotax 912 (photo). Danny bought the CGS Aviation operation from founder and light aviation icon, Chuck Slusarczyk. (Evidently Chuck needed to be sure someone with a tongue-twisting last name kept the brand alive.) *** After CGS, we went to Paul Mather's M-Squared where we toured his facility adorned with fascinating photos of Paul's many years in light aviation (he put in 17 years at Quicksilver before striking out on his own). Today, he augments his airplane manufacturing by being an FAA Designated Airworthiness Representative. *** While both of these companies are struggling with the rest of aviation, each is prepared to stay the course and keep offering genuinely low-cost ways to get in the air. Paul likes to say his airplanes aren't fast, they're fun! Amen to that for both brands. *** Heading north we paid a visit to SportairUSA, home to this impressive list of terrific LSA: Sting, Sirius, iCub, and soon, the aerobatic Snap (come to Oshkosh and the LSA Mall for more info). Boss Bill Canino is an architect by training and his unique office-in-a-hangar shows his flair for decorating (photo). When a tornado leveled their earlier hangars, they moved into other quarters yet you'd hardly know you were in a hangar until you left the building. *** We ended our tour at the home of Aviators Hot Line, the much appreciated LAMA sponsor that makes possible the LSA Malls at Sun 'n Fun and Oshkosh. These industry displays have proven popular enough with attendees that both organizations show the LSA Mall on their grounds maps, a distinction assigned only to airshow "destinations." *** We also visited kit giant, Zenith Aircraft, where we each flew in the STOL CH 750... more on that in another post coming soon. America's heartland is home to some interesting enterprises that make up the diverse field of Light-Sport aviation. Randee and I enjoyed visiting them and as our nation celebrates its birthday, we're very pleased these businesses are keeping the faith of sport and recreational aviation. Happy July 4th!

Plenty of folks think LSA are mainly carbon fiber speedsters with autopilots and huge computer screen instrumentation. No doubt, we have some beauties that are equipped like luxury sport planes. If you’ve got the budget, the Light-Sport industry has the aircraft. Yet not everyone can afford those birds and not everyone wants one. *** FAA pretty much eliminated ultralights when they came out with the SP/LSA rule… well, except for genuine ultralights of the single place variety. The latter still exist, and yes, you can still buy a ready-to-fly ultralight “vehicle” for which you need no N-number, no medical, and no pilot license. Those 254-pound (max empty weight) aircraft prove America remains the land of the free and I, for one, love to fly them. *** On our way north for AirVenture my wife, Randee, and I made a series of stops. In Alabama — just a mile apart — we hit two fixed wing producers of “ultralights” that qualify as official SLSA.

Budget Builds (Low Cost Homebuilts)

By Dan Johnson || 3 Comments

Zenith Aircraft President Sebastian Heintz says that 90% of the company's builders complete their airplanes for less than $40K. Builders of the Zodiac CH-601 usually spend a bit more money than their CH-701 (below) counterparts due to more sophisticated instrument panels and fancier interiors.

Zenith Aircraft CH-701

The RANS S-6ES Coyote II kit ($14,700) features a Dacron wing and fuselage covering, which eliminates the need for paint-a built-in budget saver.

Figure 1 illustrates how the six airplanes from Sonex, Ltd. can all be built for less than $40,000.

According to Sonex GM Jeremy Monnett, you can expect to easily build a Sonex for less than $40K unless you plan to install a state-of-the-art instrument panel.

The Mustang II has always offered great performance for a limited (monetary) investment. Mustang Aeronautics President Chris Tieman says a willingess to spend time doing the airframe, avionics, paint job and interior yourself is key.

Murphy Aircraft's Rebel is one of three models that can be built for less than $40K. A Rotax 912 or used Lycoming is your best bet if you hope to build to our target budget.

Mary Carlson of SkyTek says that none of the 60 flying Sparrow II XTC airplanes has cost more than $40K to build. All SkyTek kits, including the $18,000 II XTC, provide quickbuild components at no extra charge.

Wag Aero's Sport Trainer-an exact replica of the Piper J-3-has been offered since 1974. Builders have the option of installing the Continental A-65 or A-85; a rebuilt engine should keep the cost of the plane under $40,000.

If you're willing to get a little creative, it's feasible that you could complete a Van's RV-9/9A for $40K. Choosing a Lycoming O-235 instead of the larger powerplant choices is a step in the right direction.

Fisher Flying Products offers a number of two-place designs that are regularly completed for our target price even when a new engne is used and quickbuild options are purchased. The wood-based Dakota Hawk and the steel-tube RS-80 Tiger Moth (below) are two of the company's more popular choices.

Fisher Flying Products steel-tube RS-80 Tiger Moth.

Yes! You can build and fly a "real" airplane for the cost of a new SUV. Contrary to popular opinion, airplanes don't have to be outrageously expensive-at least not all of them. The Sport Pilot/Light-Sport Aircraft initiative is one program that promises to lower the cost of ready-to-fly aircraft. But many of these Special LSAs and Experimental LSAs will be priced well more than $40,000 and can run upwards of $85,000. One way to get airborne for less than $40K is to choose an ultralight, powered parachute or weight-shift trike. But if you want something more conventional, more comfortable or larger, you're likely to find what you want in the world of kit aircraft. After all these years, building an Experimental/ Amateur-Built airplane still qualifies as one of the least expensive ways to get a get a great airplane into the air on a reasonable budget. Our $40K benchmark is designed to narrow the field for builders on a budget-and that benchmark means a completed, ready-for-flight airplane. We're not going to play the marketing game and list $39,900 airframe kits that will approach or exceed the $100,000 mark by the time they're in the air. It's not an easy goal, but it can be achieved. To prove it, we'll detail more than a dozen interesting machines from across the spectrum. But what's so special about $40,000? After some contemplation, we determined that $40K provides the best estimate of what a typical, medianincome builder might be able to afford without being forced to sacrifice the rest of his or her life. In today's market, this figure might buy you a fine automobile or (extra-fine) motorcycle, a mid-level SUV, or even a small boat. If airplanes can remain in the same category, price-wise, as these other luxury items, they'll have a lot more appeal to that average builder. But to have a cross-country aircraft that's roomy and reliable for this sum of cash will take some effort. You may have to forego all the bells and whistles (high-tech instrument panels, luxurious interiors, award-winning paint jobs and souped-up powerplants), but the following kit manufacturers insist that you can reasonably expect to get these airplanes into the air for the target amount. We are assuming, however, that you're starting with an average stock of tools and a decent workshop to build in; starting from scratch can add thousands to any project. And we're omitting things like sales tax on the kit and local use taxes. To choose from the hundreds of kit aircraft available, we established some basic criteria for our selections. These rules weren't written in stone, but we tried to limit the field to proven designs that will appeal to the flying interests of a wide number of KITPLANES® readers. The Criteria To help define our target, we elected to specify a minimum cruise speed of about 100 mph-even though as a practical measure we all want more. Why this requirement? We figured that most pilots would want an aircraft that was capable of at least short crosscountry trips and one that would get them there faster than an automobile. Many otherwise highly enjoyable aircraft weren't designed for such speeds and were not included; on the other hand, reaching toward 200 mph will dramatically raise your powerplant and prop costs. We also searched for aircraft with interiors that invited two people of normal size (pilot plus one passenger) to fly for 2-3 hours in relative comfort. Many pilots will prefer side-by-side seating, but we included some tandem aircraft. We wanted full enclosures, the preference for most pilots who wish to pursue cross-country flying. Seeing America from an open-cockpit airplane is great in the summer and for short periods, but this kind of adventure eventually wears quite thin. And, for the purpose of staying within budget, we've eliminated any quickbuild kit options from the equation. Unless noted, prices listed and used in calculation are for the airframe alone with no quickbuild components or optional add-ons. This is where you save money, but contributing your own efforts to the cause. Most pilots prefer four-stroke engines. This eliminates many ultralight aircraft that make good use of the high power-to-weight ratio of two-stroke engines. When we limit ourselves to four-stroke engines, however, the powerplant cost alone can hit or exceed half our budget. You can choose an 80-hp Rotax 912 for about $12,000 or lower your cost significantly with the similarly powered AeroVee engine from Sonex, Ltd. for less than $6000 (it's a kit engine, so you have to build it). However, if you insist on Lycoming or Continental, a used engine will be required in all cases to keep within budget. Lycomings in particular are available in large numbers on the used market in various states of time remaining before overhaul. Other economic engine choices include the Jabiru line-the company's 120-hp 3300 model ($15,400) will lift any of the following aircraft without problems, and some will do fine with the 85-hp 2200 model ($10,400). Others may be interested in VW, Subaru and other auto conversions. Most pilots are awed by the impressive capabilities of fancy glass cockpit avionics. Ken Scott of Van's Aircraft says RV builders are installing more avionics than in the past: "With IFR panels, you can spend $40,000 in the panel alone," he said. With avionics consuming a substantial percentage of many builders' budgets, will you have to suffice with ordinary instruments? Probably not, unless IFR flight is your desire. New software-based electronic instruments are available that have far better prices for features even including attitude instruments. Some of these units are in the $3000 (or less) range for a surprisingly capable unit that also does not take up much panel space. Or, you can opt for only the necessary analog gauges and put together a functional panel on a really tight budget. Our Candidates But first, a disclaimer... Using the above criteria, we selected nine companies and nearly 20 aircraft models from a large field (more than 600 kit/plans aircraft are available). Winnowing this group to a few aircraft forced us to omit other choices. Consider this a sampler more than an exhaustive survey of what's available. Moreover, pay particular attention to our selection criteria so you can use it on models not presented here. Are you ready to build? Expand your search beyond these airplanes, but keep in mind some of the following points as they apply to many designs. As always, a good place to start is the 2005 Directory of Homebuilt Aircraft, Published in Kitplanes Magazinethe December 2004 edition of KITPLANES® and also available in electronic format at www. kitplanes.com. Our candidate list represents a wide range of types and design styles. The airplanes are not presented in any particular order-choosing the right airplane for you is ultimately a personal decision based on your individual situation. Zenith Aircraft According to Zenith Aircraft President Sebastian Heintz, "$40,000 is more than most of our customers spend on their projects. Ninety percent of builders keep it under $40K." Continuing the common theme heard while in researching this story, Heintz said the only thing that pushes the final price above $40,000 is the builder's choice of avionics. Heintz broke down the typical cost for a CH-601 or CH-701 (the latter Jeep-like airplane typically costing less because interior appointments and fancy avionics are rarely added): $12,000-16,000 for the airframe kit; $17,000 for Rotax or Jabiru powerplants with propeller and accessories; $1000-2000 for paint using a local auto-body shop; and anywhere from a few hundred dollars to $3000-4000 for upholstery depending on how fancy builders want their airplane to be. The 701's interior is typically simpler with some seat cushion and carpeting; the low-wing 601 might use leather or other higher-quality materials, which raises the cost. Assuming the averages, that leaves more than $5000 to devote to an instrument panel while allowing the builder to come in at less than $40,000. And Heintz says that builders can even take advantage of some of the company's quickbuild components with a target $40K maximum. RANS Aircraft With more than 1500 flying, one of the most popular light planes in the world is the RANS S-6ES Coyote II. The S-6ES features a Dacron wing and fuselage covering, which saves the need for paint-a built-in budget saver. The S-6S model is essentially the same airplane with dope and fabric covering. Another popular RANS model is the tandemseat S-7 Courier. Both the Coyote II and Courier airplanes can be built and flown for less than $40,000, one more easily than the other. An S-6ES kit costs $14,700. If you opt for the common Rotax 912, you'll add about $12,000 plus a $3000 motor mount kit for a total of around $30,000. Since you don't have to paint (unless you choose the S-6S) and because the interior can remain basic, you can spend the balance of your budget on propeller, instruments, avionics, radios, wheelpants and other goodies. In other words, it's pretty easy to stay within your means. One option-a thermal-formed interior-adds $650 but will greatly speed your interior finish. You can either select from the extras mentioned or order the quickbuild kit (about $5000 more) without breaking budget. The S-7S is the kit version of the much-refined C version of the Courier. It retains the keep-it-simple theory that company founder and leader Randy Schlitter designed into it from the beginning. Keeping the S-7S below $40K is possible but more of a challenge than with the S-6. The base kit costs $18,265. Add the same 80-hp Rotax 912 plus a $4000 engine install kit and you've spent about $34,000. That leaves $6000 for paint (this model is fabric-covered), propeller, instruments and other options. It'll be a tight squeeze and you'll have to do without many extras, but you can still build an excellent Cub-like airplane for the allotted budget. Both the S-6 and S-7 series aircraft began life behind two-stroke Rotax engines. And if you're willing to sacrifice horsepower and opt for a two-stroke, you'll have a lot more money left to devote to extras. Sonex, Ltd. As with all the manufacturers, my first question to Sonex General Manager Jeremy Monnett was straightforward: Is it possible to build any of your kits and get airborne for $40,000 or less? His answer? Yes, all six Sonex airplanes (the Sonex, Waiex and Xenos models, each with two engine choices) can be built for that amount. Monnett supplied a spreadsheet illustration (Figure 1) for specific cost breakdowns of the Sonex models. Each total price includes full paint and interior treatment and a Sensenich wood propeller, plus you can select most of the company's more popular amenities. In coming up with these estimates Sonex allocated $2500 for a basic instrument panel that includes a Stratomaster EFIS system for instrumentation, plus a radio and handheld GPS. Improvements and additions must be factored into the leftover funds. "Unless they choose exotic or expensive avionics, nearly every Sonex builder achieves this ($40K benchmark)" during the build process, Monnett says.
Published in Kitplanes Magazine
Seating2 side-by-side
Empty weight600 lbs
Gross weight1,150 lbs
Wingspan28.5 ft
Wing area128 sq. ft
Wing loading9.3 lbs/sq. ft
Useful Load550 pounds
Length19 feet 9 inches
Cabin Interior38 inches
Height6 feet 1 innch
Load Limit+5.7, -2.28 g
Fuel Capacity12 gallons 1
Baggage areahat rack
Notes:1 Optional wing tanks available at 7 gallons each.
Standard engineRotax 912, 80 hp
Power65-100 hp
Power loading14.3 lbs/hp
Max Speed120 mph
Cruise speed90-100 mph
Economy CruiseDuration-3 hrs, Range-250 miles, Fuel Consumption (Economical)-about 3.0gph
Stall Speed35 mph
Never exceed speed120 mph
Rate of climb at gross800 fpm
Takeoff distance at gross350 ft
Landing distance at gross400 ft
Notes:Service Ceiling (est.)-10,000 ft.
Seating2, side-by-side
Empty weight700 pounds
Gross weight1,300 pounds
Wingspan27.0 feet
Wing area132 square feet
Wing loading9.8 pounds/per square foot
Length20 feet
Height6.5 feet
Fuel Capacity24 gallons, usable
Standard engineRotax 912 S
Power100 hp*
Power loading13.0 pounds/hp*
Max Speed180 mph
Cruise speed132 mph**
Stall Speed44 mph
Never exceed speed180 mph
Rate of climb at gross900 fpm
Takeoff distance at gross550 feet
Landing distance at gross500 feet
Range (powered)600 miles
Notes:* Assumes the Rotax 912S engine, per factory literature.
** Meets the proposed light-sport aircraft category with correct prop, assuming maximum continuous power.
Seating2, side-by-side
Empty weight1,105 1
Gross weight1,600 2
Wingspan24.3 feet
Wing area97.1 square feet
Wing loading16.5 pounds/square foot
Useful Load495 pounds
Length19.5 feet
Cabin Interior40 inch width
Height5.5 feet
Fuel Capacity25-61 gallons 3
Baggage area80 pounds
Notes:1 equipped as Schmidtbauer's Mustang II
2 flown in normal category, the factory allows up to 1850-lb. gross, but only if the additional weight is fuel in the wings; aerobatic category limits gross weight to 1350 lb.
3 37 gallons in aircraft tested

All specs and performance were provided by the factory and assume a conventional Mustang II kit with a 200-hp engine. Figures stated in the article were for Schmidtbauer's customized Mustang II.
Standard engine200-hp Lycoming IO-360
Power loading8 pounds/horsepower
Max Speed230 mph 1
Cruise speed220 mph
Stall Speed58 mph
Rate of climb at gross1,900 fpm
Service Ceiling20,000 feet
Takeoff distance at gross470 feet
Landing distance at gross680 feet
Notes:1 for 200-hp engine; 210 mph with 160-hp engine
Seating2, side by side
Empty weight620 lb
Gross weight1,100 lb
Wingspan22 feet
Wing loading11.22 lb/sq.ft
Useful Load480 lb
Payload (with full fuel)384 lb
Cabin Interior40 inch
Fuel Capacity16 Gal
Baggage area50 lb
Standard engineAeroVee 2180
Prop DiameterSensenich 2 blade fixed-pitch
Power80 hp@3400 rpm
Cruise speed150 mph (130 kt) 8000 feet @ 75% power
Stall Speed (Flaps)40 mph (35 kt)
Stall Speed46 mph (40 kt)
Rate of climb at gross500 fpm (1,200 at aerobatic weight)
Takeoff distance at gross400 ft
Landing distance at gross500 ft
Fuel Consumption4 gph
OptionsEngine: Jabiru 2200
Engine: Jabiru 2300

Yes! You can build and fly a “real” airplane for the cost of a new SUV. Contrary to popular opinion, airplanes don’t have to be outrageously expensive-at least not all of them. The Sport Pilot/Light-Sport Aircraft initiative is one program that promises to lower the cost of ready-to-fly aircraft. But many of these Special LSAs and Experimental LSAs will be priced well more than $40,000 and can run upwards of $85,000. One way to get airborne for less than $40K is to choose an ultralight, powered parachute or weight-shift trike. But if you want something more conventional, more comfortable or larger, you’re likely to find what you want in the world of kit aircraft. After all these years, building an Experimental/ Amateur-Built airplane still qualifies as one of the least expensive ways to get a get a great airplane into the air on a reasonable budget. Our $40K benchmark is designed to narrow the field for builders on a budget-and that benchmark means a completed, ready-for-flight airplane.

Under Intense Scrutiny — Zenith & AMD CH-601XL

By Dan Johnson || Leave a Comment

This 25-year-old design has been the focus of several media reports and speculations are whirling around the globe. Click here for a detailed explanation of the company's actions to mitigate the problem.

Bad as in-flight break-up accidents are, many opinions often blur the big picture. Last spring NTSB recommended FAA "ground the fleet," so to say. FAA chose further study. When additional CH-601s became involved, media and organizations jumped on the bandwagon. Let's review. *** The focus is on the CH-601XL, of which about 1,500 kits have been sold since its introduction in 1984. Approximately half are complete and flying, said Zenith boss, Sebastien Heintz. *** Of the airplanes that broke up two were fully-built SLSA. One was built by Czech Aircraft Works; the other by AMD. The rest are owner-built kits... essentially one-off airplanes. Comparing one to a factory-built airplane is apples and oranges. *** Some allege Zenith and AMD have ignored the problem, but lots of detailed info on Zenith's website suggests otherwise. Sebastien buttressed this saying, "We believe our effort is an example of an industry doing the right thing. Zenith has not ignored this situation. We stepped up and worked hard to create an 'Upgrade Package' that beefs up the aircraft substantially. We are making the package available to builders for $350, which is below our cost. FAA has recommended the upgrade package, advising owners not to fly until finishing the project." *** Designer Chris Heintz says, "...after thousands of man-hours of investigations, multiple design reviews and an unheard-of amount of testing, the accidents in question still do not share a common cause." But he believes the strategically-added components more than do the job. "With all the changes installed, it will be that much more difficult for a pilot to inadvertently 'over-stress' the aircraft." The company summarizes stating, "We strongly believe that implementation of the comprehensive Upgrade Package kit, combined with continuing pilot education and training, as well as an ongoing airworthiness / maintenance program, will put an end to the type of tragic accidents that have been happening and restore this aircraft's reputation as a capable and fun light sport aircraft."

Bad as in-flight break-up accidents are, many opinions often blur the big picture. Last spring NTSB recommended FAA “ground the fleet,” so to say. FAA chose further study. When additional CH-601s became involved, media and organizations jumped on the bandwagon. Let’s review. *** The focus is on the CH-601XL, of which about 1,500 kits have been sold since its introduction in 1984. Approximately half are complete and flying, said Zenith boss, Sebastien Heintz. *** Of the airplanes that broke up two were fully-built SLSA. One was built by Czech Aircraft Works; the other by AMD. The rest are owner-built kits… essentially one-off airplanes. Comparing one to a factory-built airplane is apples and oranges. *** Some allege Zenith and AMD have ignored the problem, but lots of detailed info on Zenith’s website suggests otherwise. Sebastien buttressed this saying, “We believe our effort is an example of an industry doing the right thing.

Canada’s Sky Jeep

By Dan Johnson || Leave a Comment

The most important feature of any STOL aircraft is its wing, which must have a high-lift coefficient to provide short takeoff and landing performance. Here you can easily see the leading edge slats, painted in yellow, on Roger Dunham's CH 701. At the back of the wing, full-span flaperons help to increase lift and provide good roll stability. Hoerner wingtips, a trademark of Heintz's designs, help keep airflow attached to the wing by maximizing the effective lift area while still minimizing the wingspan. To learn more about STOL design, read Heintz's "High-Lift Wing Design," at www.zenithair.com/stolch701/7-design-wing.html.

While Roger's 701 is a working "Sky Jeep," and shows a little wear on the cabin floor, it still provides a good look at the wide panel and distinctive Y-yoke common in Heintz-designed aircraft. Here's another scheme for outfitting your panel.

The CH 701's cabin is 41 inches wide at the shoulders. A baggage area behind the seats offers some in-cabin storage space. The aircraft's top-hinged doors make entry and exit from the The CH 701 seats are aircraft easy, especially on floats.

A full-cabin skylight and large windshield and side windows offer excellent visibility. Extra-wide tires provide for a sure grip on landing at airports or off-airport unimproved fields.

Zenith Aircraft, kit manufacturer for the CH 701 in the United States, uses this illustration to depict the aircraft's STOL takeoff characteristics. Zenith advertises the aircraft has a takeoff roll of 90 feet (dual occupancy) when powered by an 80 hp Rotax 912 engine. Landing roll is listed as 140 feet.

Pilots will go to great lengths to fly airplanes they like. I went to the Czech Republic to fly the CH 701. That' s a long way, and I did like the airplane. The experience tells a story of light-sport aircraft development that may become increasingly common. Like most light plane pilots, I've long been familiar with the designs of Swiss-born engineer Chris Heintz. His many aircraft models have put some 2,000 builders in the air. The low-wing, Piper Cherokee-like CH 601 is far and away the most popular air plane he's designed, with it representing more than 60 percent of all Zenith models sold. Yet, perhaps the most distinctive-looking design he's offered is the short takeoff and landing (STOL) capable CH 701, the subject of our discussion this month. Now the world grows smaller with Heintz's Canadian designs being manufactured in the Czech Republic and freighted to the United States for fun in the sky. Old Country Flying My travels to Eastern Europe following Aero 2003 brought me to the Czech Republic, some 300 kilometers south of world-famous Kiev, to the lesser-known town of Stare Mesto in the Republic. This is where American Chip Erwin has set up shop to fully manufacture the designs of Chris Heintz. His business is called Czech Aircraft Works, abbreviated as CZAW, "CZ" being the two-letter symbol for the Czech Republic. After arranging a license agreement with the Heintz family to build Chris' designs, Chip tapped into the Czech Republic's supply of highly educated and well-trained aviation workers. Following the collapse of communism and the evaporating inflow of money from the Union of Socialist Soviet Republics (USSR), several major Czech aircraft builders fell on hard times. Their employees were happy to go work for a Yankee entrepreneur who wanted to build light airplanes and send them to Western Europe and the United States. Sebastien Heintz, one of Chris' four sons, runs Zenith Aircraft Co., based in Mexico, Missouri, and it sells only kits. CZAW's mission, then, is to build completed airplanes for sale in Europe|and eventually in the United States when proposed special light-sport aircraft (LSA) category is finalized to allow ready-to-fly aircraft to be sold in this country. That plan now includes a company called SkyShop. Based in Stuart, Florida, SkyShop is already assisting some United States customers who are electing to purchase kits from CZAW. These builders then travel to the Czech Republic and work on their airplane with assistance from factory personnel there. It's a great opportunity to be involved in all facets of construction of the airplane and have a wonderful travel experience at the same time. (As Zenith has demonstrated at air shows, building a CH 701 or 601 can be accomplished in a week, albeit a busy one with long hours.) After the owner/builder returns to the United States, his or her completed aircraft is disassembled and shipped to Florida where SkyShop assists the builder in reassembling the aircraft and making the first flight in it. When the light-sport aircraft rules are finalized, establishing the more lenient kit-built experimental LSA category and the ready-to-fly special LSA, CZAW will be ready to ship air-planes as soon as the design can show conformance to the consensus stan-dards that FAA has mandated each aircraft design must meet. More Than 25 Years of Flying Fun Chris Heintz's CH 701 was first in-troduced in 1986 "as an off-airport, short takeoff and landing kit aircraft." It was intended to address the desires of pilots who fly for fun and recreation, yet Chris wanted it to be a project first-time builders could successfully undertake. "The STOL CH 701 was not designed to be just another pretty light aircraft," said Chip Erwin. "It was engineered to "We'll have the capability to build 300 aircraft in 2004," said Chip, as he explained a plan to move into new quarters as soon as a prior tenant clears out. Chris Heintz's CH 701 was first introduced in 1986 "as an off-airport, short takeoff and landing kit aircraft." It was intended to address the desires of pilots who fly for fun and recreation, yet Chris wanted it to be a project first-time builders could successfully undertake. "The STOL CH 701 was not designed to be just another pretty light aircraft," said Chip Erwin. "It was engineered to offer outstanding short takeoff and landing performance, all-metal durability, and unparalleled ease of construction." It combines the construction methods of conventional aircraft with the short-field capabilities of an ultralight aircraft. The CH 701 features fixed leading-edge slats for high-lift, full-span flaperons (both ailerons and flaps), an all-flying rudder, and well-proven all-metal construction. Using an architectural metaphor, the STOL CH 701 is form following function, Chip explained. "It looks like a Sky Jeep, which is what it's often called by its owners." And, the Sky Jeep excels in short-field performance. The CH 701 I flew, powered with a 100-hp Rotax 912S engine, was airborne in less than 100 feet of asphalt runway. Rotation comes barely after you apply full throttle, and liftoff begins at 25 mph (as indicated on the airspeed indicator). The CH 701 literally leaps into the sky within four seconds from standstill. Naturally, head wind will further shorten both the time and distance for takeoff . In a word: impressive: Working the Design CH 701s and CH 601s are built in roughly equal numbers by Chip's CZAW operation. During my visit in early 2003, the company employed 85 production workers and 30 other staff members including engineers, quality control personnel, and administrative people. "We'll have the capability to build 300 aircraft in 2004," said Chip, as he explained a plan to move into new quarters as soon as a prior tenant clears out. CZAW doesn't simply churn out Heintz designs. In addition to airplane manufacturing, it has developed its own all-metal float system. Many Americans have seen these convention-ally made floats in both straight and amphibious gear at air shows around the country, but they may not have re-alized the floats hailed from the Czech Republic. CZAW also builds the wings and tail sections for the Part 23-certificated OMF Symphony in a shop that is sepa-rate from the Zenith production line to meet the requirements for FAA certifi-cation. On my visit I saw parts for several Symphony 160s under con-struction. To feed the production machine, Chip imports literally tons of aluminum sheet, steel, and other parts, much of it coming from the United States. This can set nervous American buyers at ease regarding trade deficits. Most instruments are also built in the United States. Fiberglass parts like the nose cowl are locally built in the Czech Republic. Get in and Go Entry into the CH 701 is simple; step in front of the strut with the door opened up wide against the bottom of comfortable, the wing and merely sit down and swing your legs in, though I helped pull my feet with my hands to clear the front cowl post. The door closes with a single latch that's located at approximately your outside knee. On opening, a friction latch props the door open securely. The CH 701 seats are comfortable, and the interior is nicely finished with carpeting, protected for the customer during my test flight with plastic just like at an auto dealership. Shoulder belts are standard on both seats, and they're made in the United States, too. My flight-test aircraft was equipped with instruments set up for American sale, so I was right at home with feet and miles per hour indicated on the gauges. Obviously, for European consumers, the gauges feature meters and km/h readings. I loved the great visibility out of the top skylight. It's quite useful in turns opposite the side on which you're sit-ting. On your own side, you'll have to look out the side window before turn-ing. While visibility from the CH 701 is not as wide as the company's clear-canopy CH 601, it was more than adequate. Of course, the design offers the wonderful downward visibility of all high-wing aircraft that many pilotsprefer for aerial sightseeing. Flying over medieval castles in the Czech Republic, I was pleased with the great viewing platform the CH 701 offered. However, despite the wide cabin, a cross-member overhead sometimes bumped my headset, suggesting that helmets might be uncomfortable for anyone but shorter occupants. The CH 701's instrument panel switches were easily reached, and the instruments were easy to read. The panel offers adequate room for a variety of instruments and radios. When I ob-served the production line in operation, CZAW was even equipping one aircraft with an autopilot. Chris Heintz's signature Y-shaped joystick handle worked well to my side (in the left seat), but I found it a bit more awkward to the right. With a right-seat occupant, I found motions to that side bumped into the other per-son's leg. The left side of the stick was equipped with multiple switches for trim control and radio transmit. The Y-stick should work excellently for training and allows more legroom than dual joysticks; however, it does offer er-gonomic challenges compared to a side or center stick. In my test CH 701 the throttle kept creeping forward, a problem I had to keep in mind. An adjustment should fix this, though it might pose a prob-lem for a student; otherwise, the 701 is a good choice for a training aircraft. Powerful hydraulic brakes slowed the 1,100-pound aircraft well, and the landing gear has generous ground clear-ance for off-field landings. The CH 701 slab gear has a reputation as being ex-tremely stout. Thankfully, I never tested its ability. When you open the throttle of a 100-hp CH 701, be prepared for action. Much like a Quicksilver, its ground break is extremely fast on takeoff. This is a central feature of the design. Its leading-edge slots and full-flying flaper-ons were created to provide fast liftoffs from unimproved airstrips. Believe me, the machine works! Takeoffs were easy if you were pre-pared. Landings took a bit more finesse, though the airplane can handle fairly rough touchdowns. I found it necessary to keep the stick aft to prevent bobbing up and down. My checkout pilot, Mark, said the wing tries to start flying again unless you keep the angle high. Once you've started to raise the nose in preparation for final touchdown, you need to keep it up. The wing can fly so slowly that lowering the nose a bit makes the 701 think you want to resume normal flight. Approaches to landing were made at 50 mph with a bit of power, though it was obvious that I could come in much slower once I was ready for the plane's unique low-speed performance characteristics. If you fly from unimproved, short, or soft airstrips ... the Sky Jeep may be your dream plane. The flaps were difficult for me to fully deploy. I could get enough flaps down for landing, but I needed a better technique to get the flaps all the way down. To deploy the flaps you reach down (near where a seat adjustment might be) and pull forward, an awk-ward motion that I could only manage to the first notch. Fortunately, sideslips were very ef-fective in either direction, thanks to the slab-side finish of the design. Standard large tires make off-field landings no problem. Scrambling Into the Air The CH 701's climb angle, expressed as deck angle, is very steep, yet this is not unreasonable as the fixed-slat wing provides genuine STOL characteristics. I measured climb, with the 912S, at bet-ter than 1,000 fpm dual and nearly 1,500 fpm solo. All measurements were done at about 1,000 MSL on a wintery day of about 20°F. I cruised at near redline, about 105 mph, thanks to that engine. Frankly, I found it too much engine for the plane, and Chip readily agreed. However, he indicated that it was the right engine if you use amphibious floats. All the pilots out at CZAW's nearby airfield agreed that the 701 has a high sink rate. This may be good for getting into tight fields, but Mark didn't want to be too low while away from the air-port. He told me, "At 1,000 feet AGL, we'll be on the ground in 60 seconds." Later trials showed the 1,000 fpm sink rate to be about right, despite the high-lift wing. In other testimony to its superior low-speed performance capabilities, a CH 701 has been configured to tow hang gliders in Germany. These aircraft prefer tows below 30 mph, and the 701 can do it. The low stall speed and excel-lent climb performance of the aircraft make the CH 701 an ideal tow plane for the slow-flying hang gliders. As is often the case, I got to fly a brand-new plane. Consequently, all the pulley wheels and linkages were still a bit tight, which made the 701 rudders feel rather stiff. They tended to stay where they were put, which gave false impressions of handling. I once thought the plane had a tendency to-ward a left turn (from the ball's position), only to realize that I had the rudder slightly depressed from a previ-ous maneuver. Such tightness will loosen in time and won't be an ongo-ing problem. Contrasting the rudders were very responsive ailerons, virtually regardless of speed. When I flew at a low (though probably not minimum) speed, roll pressures seemed almost as light as at cruise speed. My Dutch roll coordination exer-cises were sloppy owing to the stiff rudders. At speed, very little rudder is needed, while at slow speeds more is needed (logically). A medium-power stall did break and went rather sharply to the right siderapidly enough that Mark flinched toward the controls. Despite the abrupt maneuver, recovery was easy. One fac-tor affecting this behavior may have been the powerful engine and a prop set up for fast climb. Stick with the 80-hp engine and a medium performance prop, and you may never experience a sharper break. Low-power stalls never broke and were extremely well behaved. With stalls coming at nearly 30 mph and with top cruise speed at nearly 100 (in the 100-hp, 912S-powered version), you have a wide speed envelope of bet-ter than 3-to-1. Ready for a Long Trip? The CH 701 probably won't be your ideal cross-country cruiser; it wasn't de-signed for that kind of flying. Rather, the CH 601 will prove much better for that realm of flight. But if you fly from unimproved, short, or soft airstrips, the Sky Jeep CH 701 may be your dream plane. Like many four-wheeled vehicles or SUVs, the CH 701 may not be the prettiest airplane on the ramp, but it'll take off from that ramp faster than al-most any other airplane. Lots of sport pilots enjoy such gutsy capability. Zenith reports more than 500 CH 701s are flying around the world. Many of these are kit-built, but a growing number are emerging from the Czech Republic. When the sport pilot/light-sport aircraft rules are finalized, the number of airplanes coming from CZAW's Stare Mesto plant is sure to in-crease sharply. Indeed, CZAW is gearing up for that reality. Last month, Chip confirmed that he was expanding the company's manufacturing space by 50 percent, mostly to double the 701 production. "We shipped 30 percent more aircraft in 2003 than we did in 2002, but we still cannot keep up with sales. The 701 was introduced in 1986, and sales are still stronger than ever," he said. Per-haps Sky Jeeps simply do not lose their appeal. The CH 701 should easily fit the pro-posed light-sport aircraft consensus standards. Chris Heintz and his sons, Sebastien and Nicholas, have partici-pated in the ASTM standards-writing efforts. Their aircraft should meet the standard easily, and because CZAW builds true to the original design, so will its aircraft. Even though it is only handsome in the way of a Hummer, the CH 701 en-joys a good reputation for its durability and outstanding STOL performance. Recently, I drove behind a Jeep that sported a three-foot-wide bumper sticker across its rear window that read: "It's a Jeep thing. You wouldn't under-stand." If you're a CH 701 buyer, you'll likely understand. And you can fulfill your dreams today.
Published in Experimenter Magazine
Seating2, side-by-side
Empty weight580 pounds
Gross weight1,100 pounds
Wingspan27 feet
Wing area122 square feet
Wing loading9.0 pounds/square foot
Useful Load520 pounds
Length20.9 feet
Payload (with full fuel)400 pounds
Cabin Interior41 inches at shoulder
Height8.6 feet
Fuel Capacity20 gallons
Baggage area40 pounds, cabin shelf
Kit typeConstruction kit
Build time350 to 400 hours
Standard engineRotax 912
Power80 hp at 5,800 rpm
Power loading13.8 pounds/hp
Max Speed95 mph
Cruise speed80 mph
Stall Speed30 mph
Never exceed speed110 mph
Rate of climb at gross1,200 fpm
Service Ceiling12,000+
Takeoff distance at gross90 feet
Landing distance at gross150 feet
Range (powered)400 miles - 5 hours
Fuel Consumptionabout 4.0 gph
Standard Features80-hp Rotax 912, with electric starter, stainless steel exhaust, radiator, and 3-blade Warp Drive prop; dual 10-gallon fuel wing tanks (20 galoms total); wide, dual doors; independent hydraulic brakes; mechanical flaps; 16-inch tundra tires, removable wings (also see options); complete engine instrument package (Rotax); fully enclosed cabin; in-flight trim; sturdy single piece landing gear construction; steerable nosewheel; all-metal wings, tail, and fuselage; seat belts with shoulder harness.
Options100-hp Rotax 912S (as tested) and several other engine sizes and brands; additional fuel tanks (40 gallons total); electric trim; folding wings; amphibious or straight floats; cockpit-widening "bubble" doors (add six inches of effective cabin space and more visibility); navigation and strobe lights; cabin heat (with Rotax engine); additional instruments.
ConstructionAll-metal airframe, wing, and tail; many skins predrilled; factory-riveted wing spars and lower cabin frame sides; fiberglass fairing. Kit components made in the USA; sold by U.S.-owned company.

Design

Cosmetic appearance, structural integrity, achievement of design goals, effectiveness of aerodynamics, ergonomics.

Pros - Short takeoff and landing (STOL) design uses fixed slats to achieve excellent performance. Highly functional aircraft; can operate easily from short, unimproved strips. More than 20 years of field experience with more than 700 CH 701's flying.

Cons - If you're looking for sleek or pretty, the CH 701 isn't your bird. Not fast enough for regular, long cross-country flights. Available only in kit form at present (though cost is therefore lower). Builder remains the "manufacturer" indefinitely.

Systems

Subsystems available to pilot such as: Flaps; Fuel sources; Electric start; In-air restart; Brakes; Engine controls; Navigations; Radio; (items covered may be optional).

Pros - Flaps, trim, electric start, differential brakes are all standard on the CH 701. Fuel (20 gallons standard) contained in the wings, away from occupants. Engine access through easily removed cowling. Generous useful load allows adding optional equipment without losing utility.

Cons - Flap handle proved challenging for me to deploy to the last notch (though this may have been a fact of the new, test aircraft). Trim control located only on left half of stick. Flap position must be checked via lever position or visual; no indicator (though builder could add it if desired).

Cockpit/Cabin

Instrumentation; Ergonomics of controls; Creature comforts; (items covered may be optional).

Pros - With "bubble" doors, the CH 701 is adequately roomy for all but the largest occupants. Baggage space in hat rack position. Very easy entry through wide doors; good for larger or less flexible occupants. Shoulder belts standard. Doors secure well. Reach to panel is good.

Cons - Cabin is modestly wide compared to many LSA (though "bubble" doors add effective width). Center joystick tended to hit right-seat occupant in flight (though I was deflecting more than most normal inputs). Interior is rather Spartan unless builder elaborates.

Ground Handling

Taxi visibility; Steering; Turn radius; Shock absorption; Stance/Stability; Braking.

Pros - Strong, differential brakes aid ground handling. Gear and structure can handle fairly rough terrain. Skylight adds good upward visibility for traffic checking prior to takeoff. Landing gear easily able to handle fairly rough terrain. Good ground clearance.

Cons - Lateral visibility is less open than in the bubble canopy CH 601. Test aircraft had brakes only on the left; going dual will add some cost and weight. No other ground handling negatives.

Takeoff/Landing

Qualities; Efficiency; Ease; Comparative values.

Pros - Takeoff is very rapid and requires a very short distance, perhaps the model's top attribute; ground roll is only 100 feet and rotation starts almost immediately, thanks partly to leading edge slats. Approach speeds can be very slow with practice, good for the shortest field landings.

Cons - Landings have a slight challenge that demands a little practice; you must keep the nose up once lifted or the CH 701 merely resumes flying. Sink rate after power retarded is quite high (1,000 fpm); this is a useful design feature allowing STOL landings, but you have to anticipate.

Control

Quality and quantity for: Coordination; Authority; Pressures; Response; and Coupling.

Pros - Aileron forces were very pleasant and responsive. Efficient rudder control surface, a full flying design (but see "Cons"). Pitch forces were light without being sensitive, a good combination. Control forces at very low airspeeds permitted by wing/slat design were reasonable.

Cons - Control harmony hard to check in test aircraft as rudders were still tightly adjusted; tended to stick slightly (though possibly only on this aircraft). Wing can fly so slowly that controls necessarily become more sluggish due to low airflow.

Performance

Climb; Glide; Sink; Cruise/stall/max speeds; Endurance; Range; Maneuverability.

Pros - Terrific takeoff performance, better than all but the very lightest ultralights. Climb very strong at 1,000+ fpm at gross. Very capable airplane for low-and-slow flying over landable terrain; extremely slow speeds (in the 30s) with practice and caution.

Cons - Rather high idle thrust sink rate (1,000 fpm); neither glide is very long (though this is considered a deliberate design feature for a STOL airplane). Cruise speed of 80 mph won't carry you too far. Fuel at 20 gallons standard is four hours or less (though sufficient for most operations).

Stability

Stall recovery and characteristics; Dampening; Spiral stability; Adverse yaw qualities.

Pros - Mild stalls at most angles and speeds (though see "Cons"). Longitudinal and lateral stability appeared very normal in all tests. Response to power input/decrease from trim flight was positive and predictable with few oscillations.

Cons - Stalls with the 100-hp CH 701 (as tested) can be done aggressively enough to cause a sharper break (though recovery remains quick and simple). Adverse yaw was quite significant, something to be remembered at very low speeds the CH 701 can achieve.

Overall

Addresses the questions: "Will a buyer get what he/she expects to buy, and did the designer/builder achieve the chosen goal?"

Pros - Longtime, well-proven supplier (est. 1992) gets excellent comments from customers for technical support and customer service. Can be flown by Sport Pilot certificate holder. Can get airborne with good basic equipment for about $35,000 (and 400 hours of your labor), far less than many light sport aircraft.

Cons - Not a Special- or Experimenta light-sport aircraft (yet), so Amateur-built rules mean builder always remains the "manufacturer," with attendant legal responsibility. Build time is 350 to 400 hours (though factory support can ease the burden). Even $35,000 is more than some ultralight kits (though with 4-stroke engines, it will be closer).

Pilots will go to great lengths to fly airplanes they like. I went to the Czech Republic to fly the CH 701. That’ s a long way, and I did like the airplane. The experience tells a story of light-sport aircraft development that may become increasingly common. Like most light plane pilots, I’ve long been familiar with the designs of Swiss-born engineer Chris Heintz. His many aircraft models have put some 2,000 builders in the air. The low-wing, Piper Cherokee-like CH 601 is far and away the most popular air plane he’s designed, with it representing more than 60 percent of all Zenith models sold. Yet, perhaps the most distinctive-looking design he’s offered is the short takeoff and landing (STOL) capable CH 701, the subject of our discussion this month. Now the world grows smaller with Heintz’s Canadian designs being manufactured in the Czech Republic and freighted to the United States for fun in the sky.

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