Eastman Aviation (formerly AMD) Archives

Eastman Aviation (formerly AMD)

Eastman, GA 31023 - USA

High Wing, All-Metal, Continental? No, not Cessna.

By Dan Johnson || December 31, 2013 2 Comments

The Patriot 150 didn't show at Oshkosh but will make its debut at the January 2008 Sebring Expo where I expect to fly the new model. AMD says, "Zodiac is a sport car but Patriot is so traditional, training will take about 9 minutes." Check Patriot performance specs.

"We thank Cessna for getting people all excited about a high-wing, all-metal, Continental O-200-powered LSA," exclaimed John Degonia, sales director for AMD, seller of the Zodiac CH-601. The Wichita giant has confirmed LSA enthusiasm with more than 700 Skycatcher orders, but it will be two years before the first deliveries. This delay is helping AMD take orders for their new Patriot 150. *** "It's a two seat, 46-inch wide 172," added John. The proven design formula gives Georgia-based AMD a high and low wing to address both market interests. CH-601 designer Chris Heintz "put his own spin on it," said Degonia, "making it a shorter takeoff and landing design, and beefing it up to handle the O-200 Continental engine." AMD is also planning an amphib version as "half our inquiries ask about floats," said John. Patriot is priced at $89,900 for a day/night VFR version with a radio and avionics airplane for about $97,000. Deliveries should start before year-end.

“We thank Cessna for getting people all excited about a high-wing, all-metal, Continental O-200-powered LSA,” exclaimed John Degonia, sales director for AMD, seller of the Zodiac CH-601. The Wichita giant has confirmed LSA enthusiasm with more than 700 Skycatcher orders, but it will be two years before the first deliveries. This delay is helping AMD take orders for their new Patriot 150. *** “It’s a two seat, 46-inch wide 172,” added John. The proven design formula gives Georgia-based AMD a high and low wing to address both market interests. CH-601 designer Chris Heintz “put his own spin on it,” said Degonia, “making it a shorter takeoff and landing design, and beefing it up to handle the O-200 Continental engine.” AMD is also planning an amphib version as “half our inquiries ask about floats,” said John. Patriot is priced at $89,900 for a day/night VFR version with a radio and avionics airplane for about $97,000.

Zenith’s CH 701 Kit is Sport Pilot-Ready

By Dan Johnson || July 4, 2011 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

Seating	2, side-by-side
Empty weight	580 pounds
Gross weight	1,100 pounds
Wingspan	27 feet
Wing area	122 square feet
Wing loading	9.0 pounds/square foot
Useful Load	520 pounds
Length	20.9 feet
Payload (with full fuel)	400 pounds
Cabin Interior	41 inches at shoulder
Height	8.6 feet
Fuel Capacity	20 gallons
Baggage area	40 pounds, cabin shelf
Kit type	Construction kit
Build time	350 to 400 hours
Standard engine	Rotax 912
Power	80 hp at 5,800 rpm
Power loading	13.8 pounds/hp
Max Speed	95 mph
Cruise speed	80 mph
Stall Speed	30 mph
Never exceed speed	110 mph
Rate of climb at gross	1,200 fpm
Service Ceiling	12,000+
Takeoff distance at gross	90 feet
Landing distance at gross	150 feet
Range (powered)	400 miles - 5 hours
Fuel Consumption	about 4.0 gph
Standard Features	80-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.
Options	100-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.
Construction	All-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.

Under Intense Scrutiny — Zenith & AMD CH-601XL

By Dan Johnson || November 24, 2009 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.

Zenith & AMD Update CH 601 & CH 701 to 650 & 750

By Dan Johnson || February 18, 2009 Leave a Comment

A to Z -- as in Aircraft Manufacturing and Design (AMD) to Zenith Aircraft -- covers light aviation with a kit business and a fully-built business. You can also buy several models as plans-only versions. AMD is in the top ten of best sellers among Special Light-Sport Aircraft.

Consider the Zenair / Zenith / AMD family of enterprises... Following family patriarch, Canadian Chris Heintz (the designer) are Missouri-based son Sebastien Heintz (the kit supplier) and Georgia-based son Mathieu Heintz (the aircraft producer). Another sibling, Michael Heintz acts as a dealer in California. The Heintzes also have a family of aircraft models. *** Zenith Aircraft Company supplies kits for the 2-seat CH-650 and CH-750 plus the 4-seat CH-801. AMD supplies fully built versions of the 650 and 750 plus the Part 23-certified Alarus. In 2008 the family companies upgraded their top sellers: CH-601 and CH-701. Of these the CH-750 LS is the newest Special LSA on our list. *** Though it visually looks like the CH 701, the 750 LS stands two inches taller and is 11 inches longer with a 2-foot 9-inch greater wingspan, bumping wing area to 144 square feet from 122 on the CH 701. Gross weight rises to the LSA limit of 1,320 pounds making useful load 545 lbs., a quarter more than the 701. Fuel capacity is up to 24 gallons and power comes from a 100-hp Continental O-200. Takeoff remains swift, with even the heavier model clearing the deck in 100 feet or so.

Consider the Zenair / Zenith / AMD family of enterprises… Following family patriarch, Canadian Chris Heintz (the designer) are Missouri-based son Sebastien Heintz (the kit supplier) and Georgia-based son Mathieu Heintz (the aircraft producer). Another sibling, Michael Heintz acts as a dealer in California. The Heintzes also have a family of aircraft models. *** Zenith Aircraft Company supplies kits for the 2-seat CH-650 and CH-750 plus the 4-seat CH-801. AMD supplies fully built versions of the 650 and 750 plus the Part 23-certified Alarus. In 2008 the family companies upgraded their top sellers: CH-601 and CH-701. Of these the CH-750 LS is the newest Special LSA on our list. *** Though it visually looks like the CH 701, the 750 LS stands two inches taller and is 11 inches longer with a 2-foot 9-inch greater wingspan, bumping wing area to 144 square feet from 122 on the CH 701.

FAA Begins “Assessment” of LSA Industry

By Dan Johnson || September 16, 2008 Leave a Comment

FAA wants to know about each company's Continued Airworthiness System, a part of the ASTM standards which assures owners get the safety info they need. Other topics include quality systems, maintenance manuals, and product conformity to standards and regulations. A final report will be issued about a year from now.

At Oshkosh, FAA held a meeting to announce their LSA Assessment Project. The agency that gave birth to Light-Sport Aircraft in the summer of 2004 is now embarking on a fact-finding tour they say will judge the "health of the industry," part of their "aviation safety oversight." Sounds rather ominous, doesn't it? However, officials also stated clearly and repeatedly, "What this assessment and evaluation is not is an individual Light-Sport manufacturer's compliance audit." *** Indeed, Terry Chasteen, the new head LSA man in the Small Aircraft Directorate characterized the day-long visits by two teams of two inspectors as benign. He'll be joined by Tom Gunnarson, former president of LAMA now with the LSA office. The visits started this week at Tecnam's U.S. quarters; AMD, Aircraft Manufacturing and Design; Fantasy Air USA / LSA America; and P&M Aviation USA. *** LAMA, the Light Aircraft Manufacturers Association, sent letters to the community regarding the topics and has offered to counsel any companies being visited. FAA randomly chose 29 businesses to visit, starting in the USA though they didn't rule out using the agency's European office to make calls overseas.

At Oshkosh, FAA held a meeting to announce their LSA Assessment Project. The agency that gave birth to Light-Sport Aircraft in the summer of 2004 is now embarking on a fact-finding tour they say will judge the “health of the industry,” part of their “aviation safety oversight.” Sounds rather ominous, doesn’t it? However, officials also stated clearly and repeatedly, “What this assessment and evaluation is not is an individual Light-Sport manufacturer’s compliance audit.” *** Indeed, Terry Chasteen, the new head LSA man in the Small Aircraft Directorate characterized the day-long visits by two teams of two inspectors as benign. He’ll be joined by Tom Gunnarson, former president of LAMA now with the LSA office. The visits started this week at Tecnam’s U.S. quarters; AMD, Aircraft Manufacturing and Design; Fantasy Air USA / LSA America; and P&M Aviation USA.

2008 LSA Sales Reflect a Stalling U.S. Economy

By Dan Johnson || March 24, 2008 Leave a Comment

The ranking order changes again even while the top three hold their leadership positions. Note the gain of CubCrafters now brings the sum of little yellow taildraggers (with American Legend and Zlin's Savage) to an impressive 17.3% of all fixed wing registrations.

The U.S. economy is hardly crashing, but while slipping backwards in late 2007 and early 2008, it has been on a bumpy plateau. This unevenness causes trouble for many businesses. Even giant coffee seller, Starbucks, is rejiggering their business model to adjust for folks balking at $4 coffee while their stock portfolio lurches up and down. Light-Sport Aircraft sales also reflect that lack of consumer confidence. *** Figures for the first two months of 2008 show slightly more than 40 aircraft registrations per month. In 2007, the industry averaged 47 aircraft registrations per month. Of course, this 15% decrease also comes while many northern states have endured awful winter flying weather, partially explaining why sales are off the beat. Despite a cloudy overcast some bright spots emerge. *** CZAW's SportCruiser led the pack with more than 17% growth during January and February. AMD is close behind with 14% growth, and CubCrafters continues their climb with 7.5% growth. Newly ranked companies appearing on the list include Gobosh (G-700S) and U.S. producers Just Aircraft (Highlander) and Higher Class Aviation (Sport Hornet). Common in every industry, larger companies have difficulty maintaining high percentage growth as their overall numbers increase.

The U.S. economy is hardly crashing, but while slipping backwards in late 2007 and early 2008, it has been on a bumpy plateau. This unevenness causes trouble for many businesses. Even giant coffee seller, Starbucks, is rejiggering their business model to adjust for folks balking at $4 coffee while their stock portfolio lurches up and down. Light-Sport Aircraft sales also reflect that lack of consumer confidence. *** Figures for the first two months of 2008 show slightly more than 40 aircraft registrations per month. In 2007, the industry averaged 47 aircraft registrations per month. Of course, this 15% decrease also comes while many northern states have endured awful winter flying weather, partially explaining why sales are off the beat. Despite a cloudy overcast some bright spots emerge. *** CZAW‘s SportCruiser led the pack with more than 17% growth during January and February. AMD is close behind with 14% growth, and CubCrafters continues their climb with 7.5% growth.

Have it your way…CH-601 XL or XLi

By Dan Johnson || April 21, 2007 4 Comments

The amateur-built Zodiac 601 XL may be flown by any certificated pilot, including sport pilots if it is built to meet LSA requirements.

The AMD Zodiac 601 XL earned S-LSA certification in 2005. The ready-to-fly airplane is built in AMD's plant in Eastman, Georgia.

The instrument panel of the AMD 601 XL is designed to accommodate a wide variety of instruments in a traditional configuration. The ready-to-fly airplane is IFR capable, if suitably equipped and flown by a private pilot.

The Chris Heintz design uses an all-flying rudder, which is said to promote cleaner airflow across the tail surfaces.

Leather seats are an option, as are AM-Safe airbag-equipped seatbelts. A baggage area behind the seat can accommodate up to 40 pounds.

The strongest interest in readyto- fly special light-sport aircraft (S-LSA) to date has come from pilots operating Cessna, Piper, Mooney, and other general aviation (GA) aircraft. It is estimated that more than 100,000 currently certificated pilots are looking at their prospects for maintaining an up-to-date second- or third-class FAA medical and considering the LSA option. Many are concluding that LSA are worthy airplanes and recognize that downsizing to an LSA two-seater can meet their flying goals, a fact that has driven a good share of LSA sales thus far. Thousands of those pilots have private or higher certificates with instrument ratings. They're accustomed to having a full panel and want one even if flying in instrument meteorological conditions (IMC) isn't in their plans. In fact, flashy dual-screen plus electronic information and navigation panel layouts have proven quite popular in many S-LSA, even though they add tens of thousands of dollars in cost. Think about it; selling a late-model GA plane can net a return that easily exceeds the price of a decked-out S-LSA. With this fact clearly in mind, Aircraft Manufacturing & Development Company (AMD), led by Mathieu Heintz, added an aircraft capable of instrument flight rules (IFR), the Zodiac CH 601 XLi with the "i" representing instrument, to its line. The Zodiac Companies You might be confused. While AMD, based in Eastman, Georgia, builds ready-to-fly Zodiac CH 601 XL SLSA, another company owned by the Heintz family, Zenith Aircraft of Mexico, Missouri, manufactures Zodiac CH 601 XL kits that are built under the experimental amateur-built regulations. Any certificated pilot, including sport pilots, may fly these aircraft. However, sport pilots may fly only those 601 XLs that comply with the LSA definition. Until earlier this year, Czech Aircraft Works also built ready-to-fly 601 XLs; however, that agreement was mutually concluded, and AMD is now the only company producing the S-LSA version of the Zodiac. AMD is also the manufacturer of the Alarus, a Part 23 certificated design that has been in production for 12 years. The company describes it as a "dedicated IFR trainer, of which nine out of 10 are sold in group purchases to flight schools." Some 250 Alarus aircraft have been produced. AMD has built about 150 of those, or an average of 20 aircraft a year, while Zenair Ltd. of Canada and JAI of Amman, Jordan, also have built a few similar planes. Because there's a "good deal of interchangeability" of component parts on the Zodiac and Alarus models, Mathieu said all of the LSA models are built using Part 23 production processes. This turns out to be more efficient, as Part 23 quality assurance procedures require that certified and non-certified production parts not become co-mingled. The good news for Zodiac 601 XL/XLi buyers is that the aircraft is built using the same techniques as the more expensive Part 23- certified Alarus models. All AMD Zodiac aircraft conform identically to the design of originator and Heintz family patriarch Chris Heintz. AMD Sales Manager John Degonia acknowledged that some beautiful Zenith kits have been assembled, but they may not identically conform to the original design because a builder is allowed to make modifications. But, depending upon your pilot certificate, your funds available to purchase an airplane, and what your flying goals are, there's a Zodiac 601 XL you truly can have your way! Perfect for Sport Pilots Even in proven designs like the Zodiac CH 601 XL, improvements can and do happen. The Zodiac's refreshed wing design features a slight taper for added cruise speed and crisper roll response. Inside the wing, a shorter vertical spar (which passes through the cabin) permits the seats to be reclined back more, offering a supportive posture that still assures plenty of visibility. I found the long seat bottom restful for my legs, and I imagine a six-hour cross-country flight would be reasonably tolerable. An updated canopy configuration has the bubble-top canopy opening to the front instead of to the side as in older Zodiacs. The new way permits both pilot and passenger to enter simultaneously. Dual gas pistons make raising the large canopy easy. A step on the side of the fuselage allows folks to step onto the wing easily. Once atop the wing, you place one hand on the rear seat support and your other hand on a panel handle just above the radio stack to help lower yourself into the cockpit. Once seated, I noticed the rudder pedals were moved forward to give more legroom than in earlier Zodiacs. Optional deluxe leather seats create a luxurious surrounding in the Zodiac XLi. All versions of the Zodiac S-LSA use dual control sticks with push-totalk buttons and a trim control on the top of the stick. AMD originally planned to offer the Zodiac with the 116-hp Lycoming O-235 engine, but because the 100- hp Continental O-200 is 80 pounds lighter, AMD elected to go with the Continental, the same engine used by the IndUS Aviation Thorpedo, American Legend Cub, and CubCrafters Sport Cub. (Both American Legend and IndUS have also certified S-LSA with the 120-hp Jabiru 3300.) The Continental O-200 has a long history valued by some buyers of LSA. Because many GA pilots have experience with the well-known engine brand, John said their confidence is higher than with Rotax or Jabiru. Also, a legion of mechanics is trained to work on Continentals and parts are in ready supply across the nation. "You can take a Continental engine to any aviation service shop, and they'll know how to handle it," said John. Although Teledyne Technologies, Continental's parent, has annual revenues of $1.5 billion, support for this engine's use in LSA was proven by a visit to AMD from Brian Lewis, president of Teledyne Continental Motors Inc. In their discussions, AMD asked Brian to take some weight off the engine. A lighter starter motor and lighter weight castings for the cylinders shaved off 20 pounds, John said. As further proof of its continued support, Continental displayed its light sport engine (LSE) at EAA Air- Venture Oshkosh 2006. AMD said it worked with Continental to produce this engine. "However, AMD is only installing the FAR 33 certificated version of the engine at this time, as it adds significant value and can be used in IFR flying," said Mathieu. Relaxed Controllability The Zodiac's large bubble canopy offers a panoramic view. Taxiing out for takeoff you have a broad view of any traffic. During steep turns it was easy to confirm the maneuvering area was free of other traffic. In straight and level flight, your view of the world is enormous in every direction except downward. The Zodiac's flaps work electrically; on older kit-built 601s, the response was almost too swift. AMD uses a different flap motor that delivers a response closer to what a Piper pilot might know. Factory pilots say you can lower flaps before slowing into the white arc speed range as long as you don't put full flaps above white arc speeds. All of my landings went well, thanks to the good preflight explanations I received. On the kit-built versions, I had been encouraged not to bring the Zodiac to a high flare as I might touch the tail. Although I prefer to execute full-stall landings, I guarded against that reaction, and the plane settled in beautifully. On the AMD Zodiac, the landing gear is taller, raising the tail and allowing the full-stall touchdowns I prefer. Basically I adopted an attitude-landing technique as a substitute for fullstall touchdowns. Such a method does not allow you to slow dramatically as is useful for soft-field or short field landings. Yet most GA pilots will find Zodiac's behavior well-suited to their experience. Based on conservative initial advice, I used 70 mph on approach and rounded out at about 60 mph. Later I discovered I could use approach speeds down into the 50 mph range, as could anyone with a bit of experience. While doing Dutch roll coordination exercises, I found little rudder was needed; the ailerons can execute turns on their own. The coordination between ailerons and rudder was quite acceptable in the Zodiac, and this may be partially due to the design's full-flying rudder. Some of the turn qualities no doubt also derive from Chris Heintz's use of an all-flying rudder. Much like a stabilator for horizontal tails, the all-flying rudder-which has no fixed surface-is said to promote a cleaner airflow across both sides of the surface. Smoother movement across the surface generates less flow separation on the lower pressure side. The Zodiac's pitch will seem rather sensitive to most GA pilots, although it gave good feedback to movement. In a couple hours, most GA pilots will become accustomed to the effortless feel. This is a common reaction to many LSA varieties I've flown. My trials with steep turns done at 45 degrees to 50 degrees of bank showed stable and steady characteristics. No additional power was needed as is common with most aircraft, and this also explains why little back-stick pressure was needed to maintain the turn at a constant altitude. It reveals the Zodiac as an efficient flying machine. Using 100 mph for good over-thenose visibility, the Zodiac's climb rate hit 900 fpm with two on board at something less than full gross weight. With a finer technique, climbs can reach 1,000 fpm. At a 130 mph cruise, the Zodiac felt faster than the speed indicated, but numbers don't relate perfectly to the sensation of speed. Perhaps that massive canopy imparts a sense of motion. The Plexiglas canopy also had good optical qualities, appearing distortion-free to my eyes. Full stalls came at 40 mph indicated (44 mph true airspeed, said AMD) when flaps are fully deployed. Zodiac stalls exhibit benign qualities with no tendency to fall off on a wing. After discovering the stall qualities, I believe approaches can be done at 55 mph or so, which would shorten overall landing distances significantly. The Zodiac's adverse yaw is modest. I found only a slight hesitation before initiating a normal coordinated turn. I saw no tendency to turn in the opposite direction in any adverse yaw trials. Such good behavior further burnishes the Zodiac's image for GA pilots. Overall, the Zodiac felt solid. Zenith reports the design is stressed for 6g's plus or minus; this is a figure that exceeds nearly every GA airplane manufactured today. That doesn't mean you should reconsider learning how to do outside loops if you buy a Zodiac, but you'll have a tough machine. Comparing the AMD Zodiac to the Zenith Aircraft's kit version, John said the AMD model is more apt to conform to traditional expectations. However, he said the kit is so easily built that it's hard to cause it to not also conform. He repeated earlier comments that the design's 21-year history is long; it is highly reliable and only loses that quality when homebuilders modify the design. On IFR Approach In a recent press release, AMD announced it was expanding the capabilities of its ready-to-fly Zodiac to include night and IFR flying. The equipment added to meet the FAA requirements for those activities include heated pitot/static elements, alternate static source, lightning protection including lightning deflectors and lightning grounding, backup electric system, TSO gyros, pilot de-icing window, wingtip strobes, wingtip and tail navigation lights, taxi and landing lights, and cabin lights. This equipment meets or exceeds FAR Part 23 requirements as well as FAR 91.205. The airframe meets FAR 23.867 (electrical bonding and protection against lightning and static electricity) and FAR 23.954 (fuel system lightning protection). AMD also provides an analog TSO six-pack of IFR instruments in an effort to keep a lid on the price of the instrument-capable aircraft. It also offers a glass instrument panel, but these panels are not currently approved for IFR flying. Mathieu said, "Because there are no ASTM guidelines for IFR certification of LSA aircraft at this time, we used the requirements set out in the FARs for IFR certification with the biggest issue being lightning protection." (ASTM is presently working on night/IFR equipment standards for LSA flown by properly rated pilots). EAA offers this advice to members interested in flying LSA in instrument conditions: "Some S-LSA may be equipped for night and IFR operation; be sure to tell the manufacturer/ dealer if your intent is to operate the aircraft under those conditions. Make sure you have the proper ratings (private pilot or higher with instrument rating) and the engine is approved for night flight." To summarize, an LSA that is properly equipped may be operated for instrument and night flying if the pilot is properly certificated and rated for such flight. However, sport pilots are approved for day/VFR operations only. Similarly, this restriction also applies to an instrument-rated pilot exercising the privileges of a sport pilot-that is, using a valid driver's license as evidence of medical fitness. AMD Sales Manager, John Degonia believes the instrument-capable XLi will hold its value better than an LSA that does not have such capabilities. AMD also figures flying clubs may want to use the XLi as an inexpensive instrument-training airplane, considering its added versatility, as a means to attract more members. Ready-to-Go Zodiac? In late October, John reported a 90- day backlog on deliveries. "That's about where we want it," he said. He reported that about 25 AMD Zodiacs are currently flying; he expects to have 35 airborne by the end of 2006. "More than 1,000 Zodiac aircraft are flying throughout the world today," John said proudly. Currently AMD is building three planes a month; it expects to increase that to five per month in 2007. John said the company has built up the production pace gradually. AMD has about 20 employees and operates out of a 28,000-squarefoot hangar at the Heart of Georgia Regional Airport. The fall 2006 price of the IFR-capable AMD Zodiac CH 601 XLi is $94,900, including the 100-hp Continental O- 200A engine (FAR 33 certified) and a Sensenich two-blade propeller. The standard AMD Zodiac CH 601 XL starts at $79,900 and comes with a number of standard items such as wingtip strobe lights, tail light, locking canopy, dual brakes, emergency locator transmitter, elevator and aileron electric trim, and Dynon engine monitoring system (EMS). "Also, there is no shipping or handling costs because the aircraft is manufactured in the USA," added Mathieu. At less than $80,000 and without added transport cost, the Zodiac compares well with all but the lowest-cost imported LSA. John feels some importers of European LSA aren't as experienced with the designs they are selling as AMD is with its model; John himself has more than 1,000 hours in a Zodiac. Built in America with U.S. labor and other costs, AMD can be competitive with imported and middleman- handled LSA. But, some AMD components keep the company working hard to contain costs. For example, one component affecting AMD's price is the $25,000 FAR 33 certified Continental engine, a substantial price premium over the non-certified Rotax and Jabiru engines. Rotax does offer a certified version for an additional $5,000; Jabiru is not presently offering an FAA-certified version. For GA pilots, a Zodiac CH 601 XL or XLi is a conventional-looking light aircraft built with components they know. It exhibits handsome performance for the class, cooperative handling, and room for two to travel. At 130 mph, you and a friend could cover 600 miles in a day's flying in good comfort with an enormous view. In a crowded field of sharp S-LSA, the Zodiac compares favorably. For a fraction of the cost of a new Piper or Cessna, the Zodiac aircraft deserves a close inspection. "Y'all come down to Georgia and go for a flight," John invited. The all-American airplane and the all- American engine should find a steady following from those wary of foreign purchases and product support.

Published in EAA Sport Pilot & Light Sport Aircraft Magazine

Seating	2, side-by-side
Empty weight	770 pounds ¹
Gross weight	1,320 pounds
Wingspan	27 feet
Wing area	132 square feet
Wing loading	9.9 pounds/square foot
Useful Load	550 pounds ¹
Length	20 feet
Payload (with full fuel)	370 pounds ¹
Cabin Interior	44 inches wide
Height	6.6 feet
Fuel Capacity	30 gallons
Baggage area	40 pounds
Airworthiness	Certified SLSA
Notes:	¹ Empty weight, useful load, and payload are for the basic VFR Zodiac 601 XL model.
Standard engine	Continental 0-200
Power	100 hp
Power loading	13.2 pounds/hp
Cruise speed	124 mph
Stall Speed (Flaps)	44 mph
Never exceed speed	161 mph
Rate of climb at gross	1,000 fpm
Takeoff distance at gross	450 feet
Landing distance at gross	670 feet
Range (powered)	6 hours, 780 miles (no reserve)
Fuel Consumption	5.0 gph
Notes:	2-blade Sensenich propeller. Max demonstrated crosswind component: 23 mph.

AMD’s CH-601 XL Goes Ballistic

By Dan Johnson || March 3, 2007 2 Comments

Factory pilot and Sales Director John Degonia flies the AMD CH-601 XL near their Georgia plant. To view video of the seat belt airbags and read owner testimonials click here.

For years BRS Parachutes sold emergency systems to ultralight pilots. Then along came Cirrus Design, who installed the CAPS (Cirrus Airframe Parachute System) on their SR-20 and SR-22 models as standard equipment. It was a bold and unproven tactic, but today, the SR-22 is the best selling general aviation aircraft in the world. Did the parachute help that success? "Absolutely," says Cirrus president, Alan Klapmeier. Light-Sport Aircraft producers commonly offer parachute systems: Flight Design CT uses a BRS 1350 HS as standard equipment; TL's StingSport comes with Galaxy. *** Now Aircraft Manufacturing and Development (AMD) has added the BRS to a long list of available safety features: Amsafe seat belt airbags, lightning protection (on the IFR certified CH-601 XLi model), Tetra foam seat cushions (to absorb "G" loads on hard touchdowns), and a FAR 33 certified aircraft engine, the Continental 0-200. The Eastman, Georgia-based LSA producer certified a BRS-equipped airplane at the end of January 2007.

For years BRS Parachutes sold emergency systems to ultralight pilots. Then along came Cirrus Design, who installed the CAPS (Cirrus Airframe Parachute System) on their SR-20 and SR-22 models as standard equipment. It was a bold and unproven tactic, but today, the SR-22 is the best selling general aviation aircraft in the world. Did the parachute help that success? “Absolutely,” says Cirrus president, Alan Klapmeier. Light-Sport Aircraft producers commonly offer parachute systems: Flight Design CT uses a BRS 1350 HS as standard equipment; TL’s StingSport comes with Galaxy. *** Now Aircraft Manufacturing and Development (AMD) has added the BRS to a long list of available safety features: Amsafe seat belt airbags, lightning protection (on the IFR certified CH-601 XLi model), Tetra foam seat cushions (to absorb “G” loads on hard touchdowns), and a FAR 33 certified aircraft engine, the Continental 0-200.

AMD’s CH-601 XL Tops Off a Great 2005

By Dan Johnson || November 1, 2006 Leave a Comment

With all the basic instruments you need, AMD's CH 601 XL lists for $75,900 though you may be tempted with a long list of options. Read my Report on Zenith's 601.

The newest Special Light-Sport Aircraft to win approval will help the industry close out a spectacular year. In 2005, starting only by mid-April, 23 designs have won their airworthiness certificate under the ASTM Consensus Standards. For the year, #23 goes to Aircraft Manufacturing and Development of Eastman, Georgia. The AMD Zodiac CH 601 XL is powered by the Continental engine and all of it is built in the USA. American A&P mechanics are very familiar with the O-200 engine, which assures availability of service across the country. Since the southeastern U.S. company also builds the FAA Part 23 certified Alarus four seater, they are assembling the 601 to that high standard (such process meets the ASTM standards). The all-metal design flies conventionally and has won praise for its handling and performance. The CH 601 is one of several designs by Chris Heintz, father of Mathieu Heintz, president of AMD.