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Remos Aircraft GmbH GX

Website: http://www.remos.com

Email: aircraft@remos.com

Phone: (888) 838-9879

Pasewalk, -- 17309 - Germany

U.S. Distributor is Remos Aircraft, Inc.

450 Remos Light Aircraft Delivered in 20 Years

By Dan Johnson || 3 Comments

Remos number 450 was recently delivered to new owners, Susanne and Harmut Lang, in Bremgarten, Germany by Paul Foltz.

In the late '90s, an earlier iteration of Remos Aircraft delivered their first aircraft, a G-3 Mirage, originally designed by the very talented Lorenz Kreitmeyer. That was twenty years ago. Recently, the Pasewalk, Germany company delivered serial number 450. Susanne and Harmut Lang, the new owners of the GXNXT — known as a GXnXES in the United States — took possession at their aircraft after it was flown to Bremgarten in southern Germany by Remos engineer Paul Foltz. The Lang's new GXNXT is equipped with the latest avionics by Dynon and Garmin. Upon receipt of the aircraft, Harmut Lang said: “The Remos GXNXT suits our needs perfectly [and] the flight characteristics are amazing and the quality of this aircraft is well known.” If you are confused by the model name, that could be because attention has been focused on the GXiS model that won European ultralight approval recently. Even more recently, the company made news regarding its new owner, Stemme Aircraft.

Remos has engineered a handsome interior but it may be their implementation of the Rotax 912 iS that is most impressive. Read my review here.

Today, Remos Aircraft manufactures the GXNXT/GXnXES, powered by the dual-carbureted 100 horsepower Rotax 912S, plus the newer GXiS that utilizes the fuel injected Rotax 912 iS Sport that also develops 100 horsepower. The computer-chip-laden 912 iS burns less fuel in "Eco" mode and does not need to have its carburetors balanced. The deal with Stemme resulted from Remos meeting exacting standards in the production of structural parts. In 2014, the company preceded Flight Design in being forced into reorganization, however, they are returning to the skies with strong moves and innovative, high quality light aircraft. Remos has manufactured and shipped aircraft to six continents attributed to "excellent performance and requiring very low maintenance." Now certified in Germany as an Ultralight, "GXiS will soon qualify as an LSA," reported the company in a news release about the 450th delivery. "Both GX models have been popular in flight training operations and as entry level aircraft," added Remos. Remos is represented in America by SimplyFLY at Aurora Municipal Airport (ARR) outside of Chicago, or distributor Skybound Aviation, Cape Girardeau Regional Airport (CGI), Scott City, Missouri.

In the late ’90s, an earlier iteration of Remos Aircraft delivered their first aircraft, a G-3 Mirage, originally designed by the very talented Lorenz Kreitmeyer. That was twenty years ago. Recently, the Pasewalk, Germany company delivered serial number 450. Susanne and Harmut Lang, the new owners of the GXNXT — known as a GXnXES in the United States — took possession at their aircraft after it was flown to Bremgarten in southern Germany by Remos engineer Paul Foltz. The Lang’s new GXNXT is equipped with the latest avionics by Dynon and Garmin. Upon receipt of the aircraft, Harmut Lang said: “The Remos GXNXT suits our needs perfectly [and] the flight characteristics are amazing and the quality of this aircraft is well known.” If you are confused by the model name, that could be because attention has been focused on the GXiS model that won European ultralight approval recently. Even more recently, the company made news regarding its new owner, Stemme Aircraft.

Remos Light-Sport Aircraft Has a New Owner: Stemme

By Dan Johnson || 2 Comments

Stemme and Remos decided to work together more closely. "The only logical step was to merge both companies. Stemme AG ist the new owner of Remos AG. Remos now is a 100% subsidiary of Stemme," said Stemme CEO Paul Masschelein. Stemme's facility in Strausberg and the Remos facility in Pasewalk will continue to operate.


To reassure customers old and new, Masschelein added, “The Remos GX is a major part of our plans for the future.”

Both companies are referring to the move as a "merger." This transaction follows a cooperation beginning in 2014 when Remos AG began producing structural composite parts for Stemme. "The agreement has been unanimously approved by both companies’ supervisory boards," they reported. Each brand will continue to market their existing products under the current brand names but the new organization will operate under the name Stemme AG. While manufacturing plants in Pasewalk and Strausberg will remain operational, they plan to increase production capacity at the Remos facility in Pasewalk in order to meet the growing demand especially for Stemme and ECARYS aircraft. Production of Remos aircraft will remain in Pasewalk. Stemme CEO Masschelein elaborated, “The idea of a merger just made sense in the perspective of the development of both companies. Both companies share a similar business philosophy, similar customer focus and equal quality focus. We expect Remos and Stemme customers to benefit from the new organisation and look forward to serving them for years to come." Outgoing CEO of Remos AG, Hanns-Friedrich Begemann, welcomed the merger "as a logical consequence of the successful existing cooperation and development of the respective markets."
Founded in 1984 by an engineer and passionate glider pilot named Dr. Reiner Stemme, the then-Berlin-based company sought to create an aircraft capable of long-distance soaring flights that could be launched independent of tow systems, in other words a motorglider, but one at the top of the category. Stemme AG is an aircraft design, manufacturing, and maintenance company located in Strausberg, Germany. Products include S12 and S10 to private customers, and the Ecarys ES15 utility aircraft to professional customers. Stemme markets and sells its aircraft worldwide. Stemme USA services North America. More than 250 aircraft have been sold worldwide and more than 30 are on order.
Better known to readers of this website, Remos AG manufactures European ultralight aircraft plus Light-Sport Aircraft. More than 450 Remos aircraft have been sold around the world; about 120 of those in the USA.

On April 13, 2017, only briefly after the Aero Friedrichshafen show ended, LSA manufacturer Remos has a major announcement. “Remos has a New Owner,” exclaimed the German company on their website home page. Stemme and Remos decided to work together more closely. “The only logical step was to merge both companies. Stemme AG ist the new owner of Remos AG. Remos now is a 100% subsidiary of Stemme,” said Stemme CEO Paul Masschelein. Stemme’s facility in Strausberg and the Remos facility in Pasewalk will continue to operate. To reassure customers old and new, Masschelein added, “The Remos GX is a major part of our plans for the future.” Both companies are referring to the move as a “merger.” This transaction follows a cooperation beginning in 2014 when Remos AG began producing structural composite parts for Stemme. “The agreement has been unanimously approved by both companies’ supervisory boards,” they reported.

Remos — GX

By Dan Johnson || Leave a Comment

Remos is an up and coming company that has taken the lead in FAA registrations and one reason is the new GX model that looks great and flies well. The interior was redone as was the wing construction making a nice upgrade from the G-3 that flew in Europe for many years. Pop its gull wing doors and see for yourself.

Remos is an up and coming company that has taken the lead in FAA registrations and one reason is the new GX model that looks great and flies well. The interior was redone as was the wing construction making a nice upgrade from the G-3 that flew in Europe for many years. Pop its gull wing doors and see for yourself.

Remos GXiS — A Mercedes of LSA

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See the new Remos GXiS, a Mercedes of Light-Sport Aircraft at AirVenture 2016; spaces 331-332 near the Theater in the Woods.

See the new Remos GXiS, a Mercedes of Light-Sport Aircraft at AirVenture 2016; spaces 331-332 near the Theater in the Woods.

Oshkosh is on! OK, not today. The big show starts tomorrow, but you wouldn't know it as airplanes are already arriving in droves and the grounds are rapidly filling. Time for EAA's summer celebration of flight to begin!

Although I'm a longtime regular, today I did something I've never done. I flew out of KOSH and then returned. If you've never flown into Oshkosh during AirVenture, you may not know what an experience such an arrival can be. This is the world's busiest airport for one week. Airplanes arrive every few minutes and all of them do so in a unique, follow-the-plane-in-front-of-you method where no pilot uses the radio. Departing was fairly simple. Arriving is always an eye-opening experience.

I did my departure and reentry with Remos PR & Marketing guy Patrick Holland-Moritz, a former German aviation magazine writer. We flew in the brand new Remos GXiS. Flying into Oshkosh was a repeat treat for me, but I think Patrick was blown away by the flowing river of airplanes of all types. This became even more interesting when the airport had to close one runway due to an incident. As on any freeway, this backed up and snarled traffic. Airplanes were circling back to get in line and our heads were swiveling on our shoulders trying to follow the traffic gaggle around us. Whew!

GXiS features the Rotax 912 iS fuel-injected engine in what may be the best-yet implementation of the fuel efficient powerplant.

GXiS features the Rotax 912 iS fuel-injected engine in what may be the best-yet implementation of the fuel efficient powerplant.

Remos remains one of the major brands in the U.S. LSA fleet but the company endured a major setback in 2014 when it was declared insolvent, roughly the equivalent of U.S. bankruptcy. In the last couple years, the German company has found new investors, reorganized, and clawed its way back into the business. Spending by their American representatives in the heydays of LSA helped trigger the problem. The revitalized company has a far more realistic plan of recovery.

One thing that didn't change much was the basic Remos GX series. They have a new model now and perhaps the period they used to reorganize came with a benefit. Remos did not immediately embrace the new Rotax 912 iS fuel-injected 912. The earliest installations by other manufacturers had some challenges (as with any new product). Remos was able to design their new install after some of the earlier bumps has been smoothed. The GXiS result was good... no, make that excellent.

I have more than 120 hours experience flying with the 912 iS. It's great like all Rotax engines but it introduced complications and I experienced them. However, now that is well sorted and Remos had time to thoroughly engineer their solutions. The German engineering team said everything from the firewall forward is new, not only the cowling and spinner that you see. All electronics along with heating and cooling and other details are fresh.

In my evaluation as a pilot, this is best implementation of the 912 iS I have seen.

GXiS flies over the Pasewalk, Germany factory producing the highly upgraded Light-Sport Aircraft. all flight photos courtesy Remos

GXiS flies over the Pasewalk, Germany factory producing the highly upgraded Light-Sport Aircraft. all flight photos courtesy Remos

I'm going to write about the flying qualities but first I want to tell you about the relatively mundane matter of starting a 912 iS. Boring, huh? You might not think so after you first confront Lane A, Lane B lights and some of the other new features of the 912 iS. In their efforts to ease the transition to a computer controlled engine, Rotax made the starting and run-up process similar to what pilots are used with magneto and carb heat checks. The odd thing is that the computer is essentially already doing all this for you so the pilot's workload can be reduced. Remos engineers understood this and worked hard to make it easier.

When you rent a car anywhere in the world, you expect the car to operate simply and largely as you expect, right? Airplanes aren't so simple. While we pilots might like to show off our great knowledge, why jump through unneeded hoops?

In the Remos GXiS you turn the key switch to "Avionics" which lights up the panel but does not turn on all other electrical systems. When you switch to "Engine," all electrics are engaged and then you merely push the Engine Start button. As with many modern cars, that's it. The Rotax starts instantly as always and you can carry on with flight preparations. Remos calls the system "SMARTstart"...and it is.

While the Remos team and I discussed all these changes we understood "simplification" is too basic a term and not very sexy. True to his marketing role, Patrick created the term "smartification." Bravo! A new word is needed for this renewed LSA.

Instead of delving deeply into every change made to GXiS, let me hit some highlights. The throttle is now quadrant style instead of a knob on the panel. Throttle and brake use one lever: forward to go, aft to slow. Flaps are now preset. You move the flap-shaped lever to the position you want and go to your next task. Even cabin heating is new with a system that uses the engine's warm fluid rather than drawing from air surrounding the exhaust system. Changes go deeper so interested buyers will want to contact Remos for all the details.

Meet Team Remos from Germany at EAA AirVenture Oshkosh 2016: (L-R) Christian, Daniel, Patrick, Jürgen (kneeling), and Paul.

Meet Team Remos from Germany at EAA AirVenture Oshkosh 2016: (L-R) Christian, Daniel, Patrick, Jürgen (kneeling), and Paul.

Finally, the flying part. Ah, this is the best (not to diminish the other excellent upgrades to the GX series).

Briefly, GXiS flies beautifully. It's been a while since I flew Remos and this is one deluxe flying machine. As my title indicates this is a Mercedes of Light-Sport Aircraft. Overall the machine is civilized and luxurious. Handling is superlative, light but not twitchy; responsive yet stable; very nice and a form of warm tribute to original designer, Lorenz Kreitmayr.

Despite approaching amid a large flock of airplanes all anxious to land after the delays on the all-in-a-line approach path, my effort with GXiS went well although I can't claim the smoothest touchdown I've ever made. Landing on one of five large dots on a runway with someone landing ahead of you and behind has a way of distracting one's concentration. Yet in control authority, I lacked for nothing and again, that smooth, easy handling pays a benefit.

Besides the SMARTstart controls everyone will love (I predict), Remos is laid out as comfortably as the interior treatment is deluxe and handsome. GXiS is not the widest cabin in the LSA fleet but was certainly comfortable. In-flight visibility is large especially while banked thanks to the large skylight.

To give some balance to my overwhelmingly positive reaction to GXiS, I note the seats adjust in three positions but only while on the ground. Baggage is accessed by removing the seats, though that's easy enough, and you have places for gear you need in flight.

The only remaining downside to the new Remos GXiS is a price tag close to $200,000. So, this won't be for everyone, but if you would consider a fine German automobile, you should by all means check out GXiS. This SLSA should satisfy even the most discerning buyers.

Oshkosh is on! OK, not today. The big show starts tomorrow, but you wouldn’t know it as airplanes are already arriving in droves and the grounds are rapidly filling. Time for EAA’s summer celebration of flight to begin! Although I’m a longtime regular, today I did something I’ve never done. I flew out of KOSH and then returned. If you’ve never flown into Oshkosh during AirVenture, you may not know what an experience such an arrival can be. This is the world’s busiest airport for one week. Airplanes arrive every few minutes and all of them do so in a unique, follow-the-plane-in-front-of-you method where no pilot uses the radio. Departing was fairly simple. Arriving is always an eye-opening experience. I did my departure and reentry with Remos PR & Marketing guy Patrick Holland-Moritz, a former German aviation magazine writer. We flew in the brand new Remos GXiS. Flying into Oshkosh was a repeat treat for me, but I think Patrick was blown away by the flowing river of airplanes of all types.

Remos is Back and Scores at Aero 2016

By Dan Johnson || Leave a Comment

Think back far enough in the still-fairly-new LSA sector and you should recall a time when one brand made some major impact on all of personal aviation. The company was Remos and their U.S. team amped up promotional activity to the level of full page ads in most of the biggest aviation magazines in aviation. By my casual estimate, Remos was spending north of $35,000 per month on splashy advertisements. Remos also did an airplane giveaway with AOPA; the company was a seemingly unstoppable juggernaut. Prudent or not, you had to admire that the company pulled out the stops in an effort to become the main LSA brand. Such a no-holds-barred approach has worked for products in other industries. However... Then the door of opportunity slammed shut. It was not that the advertising didn't work. Certainly it did make the brand well recognized. However, by 2009 the global economy was in a tailspin. When the initial pent-up demand for LSA was significantly satisfied sales began to contract, a victim of these two influences. Remos' aggressive marketing push began to look risky. Indeed, within months, the German company got in too deep. Bleeding red ink, Remos was forced by German laws to enter a condition that might called bankruptcy in the USA. Yet as Americans know very well, companies can and do emerge from bankruptcy. By working hard to correct earlier mistakes and by finding fresh investment, these enterprises can be stronger and better after such an ordeal. That seems to be the case with Remos. They recovered from their brush with disaster and have been clawing their way back up the LSA ladder. At Aero 2016, the company's display — while modest compared with their elaborate (and costly) exhibit from years back — looked proper and professional. Team members held a press conference and announced their new GXiS model that is powered by Rotax's fuel injected 912 iS model. As it has for years the airplane looked good inside and out. Plus Team Remos did their work to install the 912 iS in a customer-pleasing manner. Remos reported on their GXiS implementation, "It's the first Remos aircraft powered the Rotax 912 iS Sport with electronic fuel injection. Among other things the prototype shown in Friedrichshafen had a state-of-the-art avionics suite, a redesigned cowling and a new system called Remos SMARTStart. "Starting-up the engine has never been so easy," said Remos. After logging more than 150 hours in two LSA using the 912 iS, I can say that the Remos method of controlling this engine looked excellent. "With this new version, [we are aiming at] the European LSA market with EASA certification." While similar to achieving FAA acceptance of a Special LSA, gaining a Restricted Type Certificate in Europe involves a few more steps and it would signify a worthwhile achievement. "GXiS will also be available as an ultralight aircraft by the end of the year," stated the Pasewalk, Germany company. At Aero, they showcased their GXNXTClub model. "The avionics suite contains the new Dynon SkyView SE with 7-inch-screen, radio, and transponder. Customers who place an order before the end of June, will get their ultralight GXNXTClub starting at only 83.990 Euro plus tax. At present exchange rates that translates to a reasonable price tag of just over $95,000 (this "Club" aircraft is aimed at Europe; U.S. sales of this lower-priced model were not discussed). When Remos appeared to fold under the effects of overly ambitious marketing and a slumping world economy, I feared we might have seen the last of this brand. My worry was exaggerated and I'm pleased to see the aircraft recover and return to the market. Presently, it appears this German producer is significantly concentrating on European sales and that started well at Aero 2016. On the strength of their showing the new GXiS, the company reported, "Six aircraft were sold [in] four days [of Aero]. Further contracts were prepared during the show." They explained that one customer is a flight school based in Bavaria in the south of Germany. "This school has been using Remos aircraft for training for a long time — now the fleet will be expanded by two new aircraft." Fortunately for U.S.-based LSA enthusiasts, we reported earlier about their Missouri importer that has a ready supply of parts to serve the American fleet comprised of 118 Remos models (see 2015 market report).

Think back far enough in the still-fairly-new LSA sector and you should recall a time when one brand made some major impact on all of personal aviation. The company was Remos and their U.S. team amped up promotional activity to the level of full page ads in most of the biggest aviation magazines in aviation. By my casual estimate, Remos was spending north of $35,000 per month on splashy advertisements. Remos also did an airplane giveaway with AOPA; the company was a seemingly unstoppable juggernaut. Prudent or not, you had to admire that the company pulled out the stops in an effort to become the main LSA brand. Such a no-holds-barred approach has worked for products in other industries. However… Then the door of opportunity slammed shut. It was not that the advertising didn’t work. Certainly it did make the brand well recognized. However, by 2009 the global economy was in a tailspin.

Remos Roars Back with GXiS; Aero 2016 Debut

By Dan Johnson || Leave a Comment

Remos GXiS in front of their Pasewalk, Germany facility.

Article updated March 9, 2016 — Skybound Aviation in Cape Girardeau, Missouri has been appointed the "exclusive resource" for Remos G3 and GX parts in the USA. The company operated by Glenn "Mac" McCallister and Bev Cleair is open for service 6.5 days a week (not Sunday mornings) and is also a dealer for Remos. Contact them at 573-833-0426 or email Mac. In our 2014 report, you read that a well-known German supplier of Light-Sport Aircraft, Remos, fell from their high perch. The company became known to nearly all Americans when the U.S. importer, closely allied with the German producer, ran a series of full page ads in the USA's biggest aviation magazines. It brought wide awareness but cost the company dearly. As their timing coincided with the global economic downturn, Remos stumbled badly and was forced to go through reorganization. As reported, a new investor stepped up during the process and Remos has persevered. Still building airplanes in Pasewalk, Germany, the company has revitalized following their tumble and recently announced a new model that will be debuted at the upcoming Aero 2016 show in the third week of April, a couple weeks after Sun 'n Fun (thankfully for those of us who attend both events). On February's Leap Day, the European company announced that it, "will present the next generation of its high-wing composite aircraft Remos GX at Aero Friedrichshafen from April 20th to 23rd." They specified, "The redesigned cowling [reveals] what is to be found underneath: a Rotax 912 iS Sport with electronic fuel injection." The new model named Remos GXiS offers avionics by Dynon and Garmin. "With this new version, [we are] heading towards the European LSA with EASA certification," added company public relations spokesman, Patrick Holland-Moritz. Until recently when the company moved away, motivating him to seek work closer to home, Patrick was a journalist for Germany's large aviation magazine, Aerokurier where he often reported on the light aircraft sector. For the last few years, Remos manufactures and assembles in Pasewalk, Mecklenburg-Western Pomerania, Germany. They have long promoted the design as being wholly made in Germany. Remos engineers and leaders like the newest 9-series Rotax for its electronic fuel injection that is more fuel efficient and makes carburetor icing a thing of the past. They added, "[Pairing the 912iS Sport] with the hydraulically operated constant speed propeller from the German-based manufacturer MT-Propeller, excellent flight performance is guaranteed." Of course, such an in-flight adjustable prop will not be allowed by FAA in America but it can make for higher performance in countries that do permit such equipment. ASTM standards already exist to cover adjustable props. To implement the updated powerplant, Remos engineers had to make many changes, as did other airframe makers since the Austrian engine maker introduced the the 912iS. "At first glance, one may see the new air intake in the redesigned cowling of the GXiS. This is just one part of the completely optimized cooling system. There are also many invisible modifications on the fuel system and on the electric system on board." They summarized that the entire firewall-forward section of the aircraft was redesigned to accommodate the Rotax. As those of us who have flown with the iS series know, it presents differences for pilot operation, but in many ways it is easier. Remos engineers said, "The start-up procedure is as easy as it is in your car. Almost all system checks, for which the pilot had to take care before, are done automatically now." The attractive instrument panel of the GXiS is highly modern. Its avionics suite includes a touch sensitive 10-inch-screen combined EFIS/EMS Dynon SV-D1000T/B. In the center stack we see Garmin's GTN 750, an all-in-one WAAS GPS/NAV/COM navigation system and control panel for radio, audio panel, transponder and autopilot. Even more intriguing is the inclusion of a collision avoidance system: TRX-1500 by Air Avionics. "It receives ADS-B signals, deals with FLARM and shows the surrounding traffic on the moving map," said Remos. The transponder installed in GXiS sends ADS-B signals. Like many Remos aircraft over the years, GXiS is equipped with an emergency airframe parachute made by U.S. manufacturer, BRS. For the U.S. market and other countries that allow it, GXiS grosses at 1,320 pounds (600 kg). In Europe, an "ultralight" model must be lighter (472.5 kg) so, "Customers may choose between several more compact avionic options," said Remos. This version will come with the well-proven fixed-pitch three-blade propeller by Neuform instead of the MT adjustable prop and this is likely the choice for American buyers as well. Remos invites those attending Aero Friedrichshafen 2016 to see the first article GXiS that will be used for EASA flight testing at space 207 in Hall B3. I'll hope to capture a video interview on the new offering.

Article updated March 9, 2016 — Skybound Aviation in Cape Girardeau, Missouri has been appointed the “exclusive resource” for Remos G3 and GX parts in the USA. The company operated by Glenn “Mac” McCallister and Bev Cleair is open for service 6.5 days a week (not Sunday mornings) and is also a dealer for Remos. Contact them at 573-833-0426 or email Mac. In our 2014 report, you read that a well-known German supplier of Light-Sport Aircraft, Remos, fell from their high perch. The company became known to nearly all Americans when the U.S. importer, closely allied with the German producer, ran a series of full page ads in the USA’s biggest aviation magazines. It brought wide awareness but cost the company dearly. As their timing coincided with the global economic downturn, Remos stumbled badly and was forced to go through reorganization. As reported, a new investor stepped up during the process and Remos has persevered.

Ownership Changes at Remos

By Dan Johnson || Leave a Comment

This is one of those bad news—good news stories. The bad news for Remos Aircraft is being forced to file for what Germany calls "creditor protection" and what Americans might regard as bankruptcy. Tough times for the onetime high flying company that ran full page ads in America's largest aviation magazines. The good news is that this is not the end of the story. A few weeks ago I heard through sources in Europe that Remos was filing documents to go out of business. In this case, the rumors turned out to be correct. However, shortly after the old company filed documents, a white knight stepped in to revive the company. This happened once before but this time the change of ownership has the experience of its predecessors. Remos AG is now emerging as the successor to Remos Aircraft GmbH Flugzeugbau. The company remains quartered in Pasewalk, located an hour's drive northeast of Berlin. According to the company, "Michael Bauer, CEO of Remos, was forced to file for creditor protection at the end of July 2014." Under the supervision of administrator Dr. Christoph Morgen of Brinkmann & Partner of Hamburg a search for new investors was initiated. "This investment process has now been successfully concluded," noted Remos. The business was taken over by a German investor named Andreas Heeschen. You probably don't know that name but the new owner is also majority shareholder at a brand you might know: Heckler & Koch, one of the world's leading manufacturers of pistols, machine pistols, assault rifles, precision rifles, and machine guns with more than $250 million in annual revenues and 700 employees. Remos AG is not part of Heckler & Koch, however, and will operate as a stand-alone enterprise. "The Remos team remains unchanged," the revived company indicated, "and will now focus on the key tasks of developing, engineering and manufacturing high class and superb [European] ultralight and LSA aircraft." Remos AG is assuming full support of the aircraft series including Remos G3 and GX. New aircraft are again available and spare parts will be shipped soon. Remos GX is manufactured in several versions including GXeLITE, GXnXES, GXULTIMATE and GXPERSONAL. For American customers, the appropriate LSA model is the GXnXES. Remos continues to manufacture composite parts for its aircraft and performs similar work for other customers. The company also reports doing service and repairs with modifications performed on other brands of customer aircraft at its northern Germany facilities. Those interested to learn more about Remos AG can visit their website or send email. My thanks to German BRS representative Frank Miklis for alerting me to this news.

This is one of those bad news—good news stories. The bad news for Remos Aircraft is being forced to file for what Germany calls “creditor protection” and what Americans might regard as bankruptcy. Tough times for the onetime high flying company that ran full page ads in America’s largest aviation magazines. The good news is that this is not the end of the story. A few weeks ago I heard through sources in Europe that Remos was filing documents to go out of business. In this case, the rumors turned out to be correct. However, shortly after the old company filed documents, a white knight stepped in to revive the company. This happened once before but this time the change of ownership has the experience of its predecessors. Remos AG is now emerging as the successor to Remos Aircraft GmbH Flugzeugbau. The company remains quartered in Pasewalk, located an hour’s drive northeast of Berlin.

$30 Burger — LeaseBack — Aircraft Tour

By Dan Johnson || Leave a Comment

Four LSA and two GA planes made a breakfast outing.

A pretty Florida day in September enjoyed by a group of young aviators and friends.

Spruce Creek, near Daytona Beach, has an excellent cafe and great facilities.

A fun thing happened this weekend. Such pleasures occur regularly across the USA where we enjoy so much aviation freedom. This time I got in on part of the weekend fly-out. Plus, I want to celebrate a thriving LSA flight school, another one supported by an arrangement called "leaseback." I'll also highlight our newest video that I hope you'll enjoy. Successful LSA Flight School — First landings is a central Florida flight school dedicated to LSA. They use five of them in their school including two Remos GXs, two SportCruiser/PiperSports, and a Cessna Skycatcher. First Landings is run by young entrepreneur Adam Valencic and he and his cadre of youthful flight instructors are keeping his fleet busy, averaging an admirable 70 hours a month per LSA, he reports. First Landings is based at Orlando/Apopka Airport (X04). Any flight school would be proud to claim such numbers, so great job, Adam! Get additional contact info for First Landings or any of the more than 400 LSA outlets in America from our FIRM List. The mostly young pilots and friends that joined Adam on the breakfast outing enjoyed dining at Spruce Creek's Downwind Cafe. So, OK, it wasn't a $50 hamburger flight. Instead it might have been eggs benedict or the Pancake Challenge (which neither of two participants won though they gave a shot at devouring an enormous stack of the sweet treats). Given fuel for an hour's flying (call it $20) plus breakfast, the tab wasn't even $50 (except maybe for a couple of less fuel efficient GA planes that accompanied the LSA). Based on the smiles, it was clear everyone enjoyed the experience! Leaseback Pays Off — A Remos aircraft that joined the Sunday brunchers is one of two such that are leased back to First Landings. LSA investor Eric Strong says this is paying off for him and that he genuinely makes money on the arrangement, in no small part based on Adam's drive to make his LSA flight school business a success story. Earlier I wrote about a leaseback investor, Joe D, who supplies what is now three Flight Design CTLSs to flight schools under a similar arrangement. If the flight school is as successful as First Landings or Chesapeake (where one of the CTLS models is at work), the leaseback owner gains financially. The school get a new LSA. Students love the roomy, well-equipped aircraft. The airplane investor profits. Everyone wins! What Light-Sport aviation needs is more such deals. Video LSA Tour — Last but hardly least, you may want to catch our "feature length" (1.5 hour) video on all the aircraft exhibited at the recently concluded Midwest LSA Expo. Along with my trusty cameraman (of Light Sport and Ultralight Video Magazine), we give you a fast 2-3 minute vignette of every airplane visitors got to see. Next year (Sept. 5-6-7, 2013) you should attend if you live in the one of nearby midwestern states. For many more videos — all free and all shown without YouTube's intro advertisements — visit our dedicated video page.

A fun thing happened this weekend. Such pleasures occur regularly across the USA where we enjoy so much aviation freedom. This time I got in on part of the weekend fly-out. Plus, I want to celebrate a thriving LSA flight school, another one supported by an arrangement called “leaseback.” I’ll also highlight our newest video that I hope you’ll enjoy. Successful LSA Flight School — First landings is a central Florida flight school dedicated to LSA. They use five of them in their school including two Remos GXs, two SportCruiser/PiperSports, and a Cessna Skycatcher. First Landings is run by young entrepreneur Adam Valencic and he and his cadre of youthful flight instructors are keeping his fleet busy, averaging an admirable 70 hours a month per LSA, he reports. First Landings is based at Orlando/Apopka Airport (X04). Any flight school would be proud to claim such numbers, so great job, Adam!

LSA National & World Record Attempted

By Scott Severen || Leave a Comment

Michael Combs and his Remos LSA.

Michael and his Remos benefited from guidance by big Texas provider, US Aviation.

Michael and his son Daniel Routh attempted the world record flight together.

In a valid but failed attempt, LSA pilot Michael Combs tried to set a Coast-to-Coast record and came up just 91 miles short (out of 1,954) when thunderstorms blocked his route. He reports he'll try again. He flew the first attempt with his son, Daniel Routh. *** Many of us think about our activities with our airplanes but Combs looks at it quite differently. After facing a life-threatening illness that almost took his life in 2003, Michael realigned his priorities. He pursued learning to fly. *** Michael found US Aviation in Denton, who supported his dream by providing flight training in a Remos. He later solicited Remos Aircraft, who agreed to sponsor "Hope One," (N82GX) a nicely equipped Remos GX. In April of 2010 — not long after after his first solo flight — Michael headed off on a true piloting adventure of a lifetime. He embarked on a quest to land in each of the 50 United States in his LSA as a Sport Pilot. His mission meant day VFR all the way landing at more than 200 airports and logging 32,000 miles. His goal is to reach 50 million people with his central message: "It's never, ever too late to follow your dreams!" *** Setting records and gaining media attention seen by the non-flying public is part of the program. On Saturday June 30th, he attempted a new Coast-to-Coast national and world record in a Light-Sport Aircraft. While we've had round-the-world flights, we haven't heard much about LSA records. What does it mean? *** Michael's flight is sanctioned through the National Aeronautic Association (NAA), America's aviation record-keeper and Fédération Aéronautique Internationale (FAI), the world aviation record sanctioning body. The record specifies a flight from one place to stated destination, and the flights have to be more than a certain distance. Various aircraft classes are available, depending upon weight. Michael's Remos fits in the under-1,000 kilogram class called C1B. His record is attempted in an unmodified Light-Sport Aircraft under the restrictions of the Sport Pilot certificate. The maximum time to achieve a world record is determined by dividing the total straight line flight distance by the slowest flap speed of the aircraft, which for Michael's Remos calculates to 43 hours. The Straight Line Distance is 1,954 nautical miles, with an Actual Calculated Flight Distance of 2,030 nautical miles involving eight fuel stops, and one night stop. *** Such record attempts are challenging in many ways. Once you take off the meter is running. The challenge is to overcome the speed restriction while adhering to the limitations of the Sport Pilot Airman Certificate. That means no night flying, but the meter is still running while you sleep, and of course, you must cope with weather. *** Michael had a delayed take off from near San Diego due to clouds. Literally, 15 minutes before his Go/No-Go time, conditions improved enough for a special VFR departure. That started him about and hour and a half late. He experienced some weather along the route that forced a stop in Abilene, Texas instead of his home base at US Aviation in Denton, Texas. The next morning, Hope One made good time, and was still within the time restriction at 91 miles from the destination. After flying VFR through fairly violent weather, he was forced to scrub record attempt as the destination airport was socked in under lightning and thunderstorms. *** So, the clock ran out without setting a record, but Michael made a valiant attempt. Safety and sanity must prevail, as they did, so he can make another attempt and continue to inspire people to follow their dreams. Check Michael's record attempt where you can see more of his exploits. Then, stay tuned for the follow-up attempt. Maybe this will inspire all of us to do more following our dreams!

In a valid but failed attempt, LSA pilot Michael Combs tried to set a Coast-to-Coast record and came up just 91 miles short (out of 1,954) when thunderstorms blocked his route. He reports he’ll try again. He flew the first attempt with his son, Daniel Routh. *** Many of us think about our activities with our airplanes but Combs looks at it quite differently. After facing a life-threatening illness that almost took his life in 2003, Michael realigned his priorities. He pursued learning to fly. *** Michael found US Aviation in Denton, who supported his dream by providing flight training in a Remos. He later solicited Remos Aircraft, who agreed to sponsor “Hope One,” (N82GX) a nicely equipped Remos GX. In April of 2010 — not long after after his first solo flight — Michael headed off on a true piloting adventure of a lifetime. He embarked on a quest to land in each of the 50 United States in his LSA as a Sport Pilot.

Older Gentleman Versus Enthusiastic Teenager

By Dan Johnson || Leave a Comment

Some Cessna 152s are in sweet condition...

...others not so much (hopefully, this one is headed to the paint shop).

Cessna Skycatcher is "different" than the same company's earlier two-seat trainer.

Remos' newest GX has all the modern equipment and a new-airplane smell.

Recently, an AvWeb video stirred controversy among many LSA fans; I heard from several and that usually means more feel similarly. The subject concerned the value and challenges of LSA as flight trainers compared to old standards like Cessna 150s. I want to express another view. *** Are LSA harder to fly, specifically, are they harder to land? The best way to respond is to say that they are different. In fact, that's what Cessna's top demo pilot says about Skycatcher compared to Cessna 150s and 172s. Here are some reasons why: • LSA are lighter so they tend to be affected by wind eddies more than a heavier airplane; • LSA generally have more responsive handling and commonly use joysticks versus yokes which, due to increased leverage, means pilots can more easily overcontrol them. Many are lighter in pitch than a Cessna 150 which can cause PIOs. Some say the lighter handling makes a better pilot and if you learn in a LSA, you won't notice any great challenge; • LSA perform better, especially in glide so they meet the runway at shallower angles, which demands somewhat more finesse. All this can mean some extra time is needed to convert from a Cessna 150 (or other GA airplane) to a LSA, however... *** LSA also offer several advantages: • Cessna 150s and 152s, the newest of which was manufactured in 1985 — 27 years ago; the average age is well over 35 years old — may be older than the students who come to fly them. The oldest LSA are seven years old and most folks agree that new is nice; • Cessna 150/152s almost never have any modern avionics, where nearly all LSA sport glass screens and more; • LSA are much quieter; listen for yourself; • C-150s use more fuel, certainly so compared to the new fuel injected Rotax 912 iS and most cannot use auto fuel at one third less cost (though STCs are available so 150s can burn mogas); • LSA are roomier, often having a lot more interior space. They have better visibility. Many come with airframe parachutes. And they smell newer. Really, would you love to rent a 35-year-old car from Hertz? *** Another point is the durability of LSA in a flight school. Here the Cessna 150 is a tried and true workhorse. Many have well over 10,000 hours. Some feel LSA cannot match this. None have passed that number of airframe hours but we have several examples with more than 3,500 hours on them and they seem to be holding up just fine. Here's one example. Here's another *** The downside for LSA: they aren't as well known, they cost a lot more (new always does), the mechanics don't know them as well, specifically, some ask if LSA are more difficult to keep maintained? Regarding the latter... *** US Aviation (the location for the above mentioned video) offered to tell us about another part of that video, namely the maintenance issues surrounding LSA and comparing that company's experience with Cessna 150/152s. Watch for it.

Recently, an AvWeb video stirred controversy among many LSA fans; I heard from several and that usually means more feel similarly. The subject concerned the value and challenges of LSA as flight trainers compared to old standards like Cessna 150s. I want to express another view. *** Are LSA harder to fly, specifically, are they harder to land? The best way to respond is to say that they are different. In fact, that’s what Cessna’s top demo pilot says about Skycatcher compared to Cessna 150s and 172s. Here are some reasons why: • LSA are lighter so they tend to be affected by wind eddies more than a heavier airplane; • LSA generally have more responsive handling and commonly use joysticks versus yokes which, due to increased leverage, means pilots can more easily overcontrol them. Many are lighter in pitch than a Cessna 150 which can cause PIOs. Some say the lighter handling makes a better pilot and if you learn in a LSA, you won’t notice any great challenge; • LSA perform better, especially in glide so they meet the runway at shallower angles, which demands somewhat more finesse.

More and More, LSA Are Going Global

By Dan Johnson || Leave a Comment

Arion's Lightning LS-1 has sold to Australia. photo courtesy Arion Aircraft

U.S. Sport Aircraft delivered a SportCruiser/PiperSport to Brazil.

Remos is preparing to enter other countries with LSA certified to ASTM standards. photo courtesy Remos Aircraft

Flight Design was first into China with an LSA.

Since the beginning of LSA time, way back in 2005 (when the first LSA was approved), LSA have arrived on American shores from overseas factories. American producers also sold airplanes to Yankees, but none went overseas as governments of other nations had not yet accepted ASTM certification standards. In the last year, a lot has happened. *** At least four companies are selling LSA in other countries with aircraft defined by U.S.-originated parameters and meeting ASTM standards. LSA Global developments are reported by Arion Aircraft, U.S. Sport Aircraft (representing Czech Sport Aircraft), Remos Aircraft, and Flight Design. *** Yankee First? Arion Aircraft is one of the first all-American companies to go global with its production. The Marysville, Tennessee company -- a related company to Jabiru U.S., which supplies the J230 and other high wing models to LSA buyers in the USA -- has sent aircraft to Australia. The down-under country was one of the first to use ASTM certification after the new approval method was introduced by FAA in America. I am not aware of any other U.S.-based company that has sold LSA products outside the States. Arion's Pete Krotje also told me of interest from Brazil, one of the newest countries to OK use of ASTM certification standards. *** South American expansion U.S. Sport Aircraft spokesman Donato Martino said, "We believe we are the first company to actually sell and deliver an LSA to a customer in Brazil. Paul Kramer was our ferry pilot who commanded the entire 4,300 nautical mile flight in PiperSport/SportCruiser N297PS from Fort Pierce, Florida to Curitiba, Brazil. Paul kept a detailed log of his journey and wrote a story about the effort. It took several months of planning and document preparation but we did pull it off and will most likely be delivering more SportCruisers to Brazil." The SportCruiser is built in the Czech Republic by Czech Sport Aircraft. *** German Export Recently reorganized German manufacturer Remos Aircraft has been renewing dealerships around the world including a tour through the USA. The company also reports winning approval from aviation agencies in India and Brazil for their GX design while in South Africa, Remos obtained a Type Certificate, the company added. "This assures that India and Brazil, which have not yet established LSA certification, will grant airworthiness certificates in reciprocal recognition of the EASA LSA Type Certificates," stated Theo Paeffgen, CEO. He noted that in South Africa, the government has now developed LSA type certification standards. *** Chinese Connection LSA market leader Flight Design has delivered aircraft to China where the German company has earned a Type Certificate under Chinese rules. It was the first LSA manufacturer to gain support from China aviation authorities and, like other aviation enterprises, Flight Design anticipates sales growing significantly as that country opens aviation to personal use for the first time (before last year, all aviation in China was solely military or airline). *** As the second-largest aviation market in the world after the USA, Europe also factors large. The approximate equivalent to FAA, EASA has now issued their Certification Specification for LSA (CS-LSA) so EU countries can also move toward sales of LSA types. Costs remain a concern as EASA charges manufactuers for approvals and oversight where in the U.S., these costs are borne by taxpayers. Another difference: In Europe, no speed limit exists for this category of aircraft; in-flight adjustable props are permitted to generate higher cruise speeds. Since ASTM standards accommodate these features, this presents no problem even if American buyers have a speed limit and must use fixed pitch props. *** My LAMA Europe affiliate, Jan Fridrich, first coined the phrase "LSA Global" and, increasingly, it appears his foresight is proving accurate.

Since the beginning of LSA time, way back in 2005 (when the first LSA was approved), LSA have arrived on American shores from overseas factories. American producers also sold airplanes to Yankees, but none went overseas as governments of other nations had not yet accepted ASTM certification standards. In the last year, a lot has happened. *** At least four companies are selling LSA in other countries with aircraft defined by U.S.-originated parameters and meeting ASTM standards. LSA Global developments are reported by Arion Aircraft, U.S. Sport Aircraft (representing Czech Sport Aircraft), Remos Aircraft, and Flight Design. *** Yankee First? Arion Aircraft is one of the first all-American companies to go global with its production. The Marysville, Tennessee company — a related company to Jabiru U.S., which supplies the J230 and other high wing models to LSA buyers in the USA — has sent aircraft to Australia. The down-under country was one of the first to use ASTM certification after the new approval method was introduced by FAA in America.

REMOS GXeLite: Super Diet?

By James Lawrence || Leave a Comment

All photos courtesy Remos Aircraft

This Remos panel chart also shows a Flymap moving map.

Sign of the times: cut costs wherever possible. And kudos to those LSA makers who can cut weight too! *** Remos Aircraft has a lower-priced, dramatically lighter version of its flagship GX that bears closer scrutiny. *** It’s called GXeLite, and lists at $133,924.The model is targeted at pilots, clubs and flights schools that don’t feel the need for all the latest high-tech glass and embellishments. Typically, “loaded” models like the GX and new GXNXT models price out at well over the wallet-flattening $150K mark. *** The eLite is dramatically lighter in empty weight too: just 638 lbs. (My recent flight report on the NXT listed that model’s empty weight at 718, or 90 lbs. heavier!). That would allow full tanks as well as some truly hefty passengers too, since the useful load is 682 lbs.! *** The main steps taken to lighten the load on the eLite include reinstating the composite landing gear, using carbon fiber instead of metal wing struts, new carbon fiber seats and a new instrument panel, which is lighter as well as lower. *** All of this adds up to good news for people interested in Remos. I’ve found the GX in general to be among the easiest, most enjoyable all-around airplanes I’ve ever flown. It has a wonderfully harmonious control balance, light, solid control feel, well-behaved takeoff and landing characteristics, and is simply a joy to fly.The eLite also offers a ballistic parachute safety system as an option rather than standard equipment, along with that lower-profile panel which enhances forward visibility. *** The panel still mounts a good rack of gadgets, starting off with Dynon's workhorse D-180 EFIS/EMS panel and Becker’s Com AR6201 transceiver and BXP6401 transponder. Power comes from the proven 80 hp Rotax 912. *** Even though the lower-cost electrical system eliminates interior lighting needed for night flight (something day VFR-restricted Sport Pilots don't deal with anyway), the eLite still has anti-collision, position and landing lights. *** An interior storage area has been removed and there is now only one coat of paint, to help with the load-lightening engineering. *** But think about that Remos diet plan: they took an already-light weight LSA airplane and managed to trim more than 11% more! *** Owners can still opt for all the Remos options the more robust models have, but I’d like to compare this lighter version to the heavier GX to see if there’s an appreciable difference in crosswinds and turbulence. 

Sign of the times: cut costs wherever possible. And kudos to those LSA makers who can cut weight too! *** Remos Aircraft has a lower-priced, dramatically lighter version of its flagship GX that bears closer scrutiny. *** It’s called GXeLite, and lists at $133,924.The model is targeted at pilots, clubs and flights schools that don’t feel the need for all the latest high-tech glass and embellishments. Typically, “loaded” models like the GX and new GXNXT models price out at well over the wallet-flattening $150K mark. *** The eLite is dramatically lighter in empty weight too: just 638 lbs. (My recent flight report on the NXT listed that model’s empty weight at 718, or 90 lbs. heavier!). That would allow full tanks as well as some truly hefty passengers too, since the useful load is 682 lbs.! *** The main steps taken to lighten the load on the eLite include reinstating the composite landing gear, using carbon fiber instead of metal wing struts, new carbon fiber seats and a new instrument panel, which is lighter as well as lower.

Up-And-Comer… Remos GX

By Dan Johnson || Leave a Comment

Derived from the earlier G-3, the new GX brings many updates to suit American pilots, including a new Sensenich ground-adjustable propeller. A large baggage area aft of the pilot is accessed by removing the pilot seat.

The fully loaded GX features Dynon EFIS-D100 and EMIS-D120 instruments with Garmin radios, transponder, GPS and avionics switch panel.

When the wing structure changed, so did the flap. It now offers a generous 40 degrees of extension.

New Remos GX Rises An LSA that was 10 years in the making may aptly be called a "mature design" within this nascent sector of piston aircraft. A few others share a similarly "ripe, old" heritage, but most are far newer than the trusty GA models in which many of us learned the art of flying. Designed by engineer Lorenz Kreitmayr, the first Remos G-3 took to the air in 1997 (10 years before the upgraded GX first flew). In 2008, N447RA, the first GX, arrived in the States for the big summer flyfest in Oshkosh, and that's where I had a chance to update my Remos experience (previously earned in the G-3). Assisting and educating me were two Remos reps: National Technical Service Manager Cris Ferguson and Managing Director of Sales and Marketing Michael Meirer. What's The Difference? While G-3 sold more than 250 copies, performing well for European pilots for years, the arrival of the U.S. LSA market spurred fresh development. After a proper gestation period, the GX landed in America in time for EAA AirVenture 2008. Ferguson clarified the differences between G-3 and GX, explaining that the new arrival bears a clear lineage, but is a genuinely different airplane. Whereas G- 3 had parts fabricated in Poland, all components of the GX are made in Germany. Foremost in the new features is a replacement of G-3's partially fabriccovered wing; GX uses an all-carbon-fiber construction. "Remos engineers built new test fixtures and sandbagged the wing to destruction," Ferguson explained. "The first wing was overbuilt and held 15,000 pounds of static weight; it was lightened because the wing was much stronger than it needed to be." Among the refinements, Remos built a landing light smoothly into each wing's leading edge. The wing strut shed its former jury strut, and the main structure is now a larger-diameter chrome tube that's faired for aerodynamic and cosmetic reasons. Remos also replaced the plain flap with a slotted one to increase lift efficiency. GX's fuselage is also built of carbon fiber. Remos added a dorsal fin that straddles the fuselage as it joins the vertical stabilizer. On the smaller ventral fin, a fixedposition tailwheel acting as a landing skid has been converted to a tiedown. (Wing tiedowns will also be added, though they weren't installed on the article aircraft.) The older G-3 model had a very visible seam where the fuselage boom's left and right halves were joined. GX uses a two-inch, nearly invisible lap seam that's glued to the opposite component; the new method looks more polished, though it can hardly be any stronger. "The interior structure-the number of bulkheads-was also beefed up," added Ferguson. "But the airplanes weigh the same, which is really amazing. The visible things-like the cowlings, the firewall and such structures-use the same design as the G-3." The trim surface on the left side of the elevator is now a seamless construction with nylon providing the hinge action. The GX continues to use the Rotax 912S powerplant common among LSA, but Remos has replaced the earlier Woodcomp propeller with a ground-adjustable Sensenich prop with a nickel leading edge. At this writing, Remos was set to introduce a further-revised GX at the Sebring U.S. Sport Aviation Expo in January. Changes to the new interior include new panel-surface materials, two-tone paint scheme, "wall-to-wall" floor carpeting, door padding and optional two-tone leather seats. The updated interior is complemented by fresh exterior paint schemes and a three-blade Neuform prop (standard with the Aviator II package; optional on the Explorer and Aviation I packages). Cabin Classiness In its 46.8-inch-wide cockpit-now Kevlarreinforced for increased occupant safety- GX uses Dynon EFIS-D100 and EMS-D120 glass instruments with Garmin radios, transponder, GPS and avionics switch panel. For GX, Dynon provides an angleof- attack indicator with an audible warning that can be heard through headsets. Contrary to most producers, Remos stacks both Dynon screens in front of the pilot with the analog gauges facing the right seat. For repair service, the GX panel is composed of four segments that can be easily removed. GX retains G-3's dual throttles so both pilots can keep their right hand on the joystick while operating the power with their left. "We have a baggage area aft of the pilot's seat that's large enough to accommodate a full-sized golf bag," boasted Ferguson. To access this baggage area, the pilot seat must be removed, thus in-flight access isn't possible. A hat rack area, however, permits occupants to carry a few things that can be reached while aloft, and map pockets are built into the doors. When seated in the cabin, it's easiest to reach under your leg to find the large door handle. The seats offer a three-position adjustment, although you must do this while still outside the aircraft. Additionally, fresh-air vents are complemented by window vents that pull back and then push out on an angle. The attach point for the shoulder belt was moved to a stronger bulkhead location, and the seat belts are constructed with strategically placed cords that substitute as gust locks for the joystick. On Wings Of Carbon "Remos engineers started with the basic aerodynamic design of the airplane," explained Ferguson about the decision to replace fabric covering with a solid surface. "The entire wing is completely different: it's now an all-carbon-fiber structure. The wing has a different taper ratio and has approximately one less meter of span. "GX flies so much better than the G-3," Ferguson added. "You can't knock the G- 3, as it was a good design, but it's like a kite, very lightly loaded, and you never used flaps in higher-wind landings. GX has a heavier wing loading and penetrates better." That's one way of saying it was changed to suit the American piloting experience. Later this year, Remos will offer all-new landing gear (made of chromoly steel, which the company says is much sturdier) and easily removable wheel pants that can fit oversized tires. "Roll rate is better and landing characteristics are better. In all, GX is a major improvement," Ferguson asserted. For landing, Ferguson advised using 40 degrees of flaps in normal conditions, 15 degrees if it's a windy day. We used the smaller deployment on a pleasant summer day in Oshkosh. Our arrival over the runway was planned at 55 mph. I used 3,800 rpm abeam the numbers, adding 15 degrees of flaps once below 80 mph. You have to give the slippery GX time to slow down; it doesn't happen automatically. If needed, as you closely monitor your speed, GX can perform a deep slip. Ferguson explained that the lower the speed and/or the higher the bank angle, the greater the descent rate. Many European pilots start their training in sailplanes, so long-gliding aircraft are consistent with their experience. The Remos G-3's glide angle was a flat 17:1 and its sink rate was 400 fpm. To better match the American pilot experience, GX was designed to land in a shorter distance with steeper approaches; glide ratio is 10:1 and sink rate is 700 fpm. We did a performance takeoff on one of our takeoff-and-landing examinations. Lowering 15 degrees of flaps, you add full throttle while applying full brakes. This achieves ground break in less than 200 feet, though a normal-procedure launch requires about 500 feet. As I maneuvered the GX aloft, I found that throughout steep turns, the updated Remos felt very solid and secure. The handling is light enough to keep physical effort low, but it doesn't surprise you with too-fast responses. Power-off stalls were nonevents with the Dynon showing speeds down into the high 30s before a mild stall break occurred. Accelerated stalls, slowed to full aft stick at 40 degrees of bank, automatically rolled to level in both directions. If you're so inclined, you can open GX's doors when you're flying under 65 mph, but you can remove the doors and operate the aircraft up to 90 mph. Are you up for a little breeze on your knees? When you've wrapped up your day of flying, you can take advantage of a feature rare to GA aircraft: folding wings. This can help lower costs with less hangar space or the use of a trailer for storage. Gee Whiz GX Priced at $116,500, the basic Remos GX includes standard flight instruments, a VSI, a Garmin SL 40 radio and a Garmin transponder. GX comes standard with a night VFR package including position lights and a strobe light atop the tail. The loaded version-which comes with a $135,500 price tag-includes goodies such as the dual-screen Dynon EFISD100 and EMS-D120, Garmin SL 40, Garmin SL 30 NAV/COM, HSI expansion module and removable Garmin 496 GPS. Those who don't want all-glass may select electric-powered analog gauges. You can also add an autopilot, an airframe parachute, leather seats and an upgraded transponder. If you opt for a parachute system, it will be mounted centrally between the seats on a bulkhead behind the cabin area. At this writing, the Remos GX is ranked #5 in U.S. LSA sales. Seek out a Remos dealer and make your own evaluation. Visit www.remos.com.
Published in Plane & Pilot
Seating2 side-by-side
Empty weight670 pounds
Gross weight1320 pounds
Wingspan30 ft. 6 in.
Wing area118 square feet
Wing loading11.2 pounds/sq ft.
Useful Load650 pounds
Length21 ft. 3 in.
Payload (with full fuel)518 pounds
Cabin Interior46.8 inch
Height7 ft. 5 in.
Fuel Capacity22 gallons
Standard engineRotax 912S
Prop DiameterSensenich
Power100@SL
Power loading13.2 lbs/hp
Stall Speed (Flaps)38 knots/44 mph
Never exceed speed134 knots/154 mph
Rate of climb at gross1050 fpm
Takeoff distance at gross730 feet
Landing distance at gross760 feet
Range (powered)857 miles (estimated)
Fuel Consumption2.3 gph (estimated)

New Remos GX Rises An LSA that was 10 years in the making may aptly be called a “mature design” within this nascent sector of piston aircraft. A few others share a similarly “ripe, old” heritage, but most are far newer than the trusty GA models in which many of us learned the art of flying. Designed by engineer Lorenz Kreitmayr, the first Remos G-3 took to the air in 1997 (10 years before the upgraded GX first flew). In 2008, N447RA, the first GX, arrived in the States for the big summer flyfest in Oshkosh, and that’s where I had a chance to update my Remos experience (previously earned in the G-3). Assisting and educating me were two Remos reps: National Technical Service Manager Cris Ferguson and Managing Director of Sales and Marketing Michael Meirer. What’s The Difference? While G-3 sold more than 250 copies, performing well for European pilots for years, the arrival of the U.S.

What Comes Next After the Remos GX?

By James Lawrence || Leave a Comment

Panel design with optional two-screen SkyView panel and Garmin 696. photo courtesy Remos

Remos GX NXT: new panel, lower price. photo courtesy Remos

Remos arrived in America with their G-3 model. In 2008 the company upgraded to GX. What's next? How about the GX NXT. Did you see that coming? *** Remos Aircraft sent out advance word that its new GX NXT will debut at Oshkosh this year. The current GX Aviator II model will not be replaced. The German company's new NXT version reflects a new instrument panel and price (base: $129,961, a significant drop from the Aviator II). *** Dynon's SkyView™, as on an ever-expanding number of other Light-Sport Aircraft, provides the anchor point for the streamlined new deck, which has been reworked to bring more leg room and better visibility over the nose to the cockpit. *** SkyView's ever-upgrading software suite combines EFIS (electronic flight info system), EMS (engine monitoring system), Synthetic Vision, and Transponder in one unit. An optional second SkyView installation is available as well as Garmin 696 and Dynon autopilot. *** The GX NXT will offer a com radio or a nav/com unit and a wide range of exterior paint schemes. GX is a lovely airplane to fly and I like the folding wing capability of the GX, too. You can also fly with the doors completely off the airplane: lots of fun on those balmy spring, summer and fall days ahead. *** Remos quotes an empty weight of 718 pounds and a useful load of 602 pounds (470 with full fuel), which they claim is tops in the industry. *** The airframe, performance and handling are the same as the Aviator II. Delivery is quoted at 90 days and they're taking orders now.

Remos arrived in America with their G-3 model. In 2008 the company upgraded to GX. What’s next? How about the GX NXT. Did you see that coming? *** Remos Aircraft sent out advance word that its new GX NXT will debut at Oshkosh this year. The current GX Aviator II model will not be replaced. The German company’s new NXT version reflects a new instrument panel and price (base: $129,961, a significant drop from the Aviator II). *** Dynon‘s SkyView™, as on an ever-expanding number of other Light-Sport Aircraft, provides the anchor point for the streamlined new deck, which has been reworked to bring more leg room and better visibility over the nose to the cockpit. *** SkyView’s ever-upgrading software suite combines EFIS (electronic flight info system), EMS (engine monitoring system), Synthetic Vision, and Transponder in one unit. An optional second SkyView installation is available as well as Garmin 696 and Dynon autopilot.

LSA Before and After Sun ‘n Fun 2011

By Dan Johnson || Leave a Comment

It's a great thing when a plan comes together. Consider an extension of the LSA Tour that debuted after Sebring 2011. Then, five or six brands flew around to a half dozen Florida airports and showed their LSA to groups of varying sizes. It was a first attempt, planned rather late without sufficient time to promote. *** The next tour is also working to pull itself together but the group has plans including summer tours, a website and more. The concept definitely works and here's a fact: Most pilots don't attend all the airshows. So why not bring the show where the people are? *** The Florida LSA Tour that took place the week after Sebring was principally organized by Bill Canino and Dave Graham. Bill's early logic was, "We're in Florida already and we have to fly home through the state after Sebring ends. Since everyone can't come to Sebring, we thought we'd take the show to them." *** The idea, involving several competitors working cooperatively, proved to be a success in the way that matters most to sellers and buyers: airplanes sold. Several orders were taken according to comments from various reps. It makes sense to me and to many others. We saw an early example of this "small show" concept with the EAA Sport Pilot Tour of 2005 and 2006. That 13-show series also sold airplanes. *** The post-Sun 'n Fun Tour is still being finalized but plans stops in Savannah GA, Greenville SC, and two airports around Atlanta GA. I'll have more here when the details are released. • • • Before Sun 'n Fun Remos is hosting an owners fly-in at Florida's Sebastian Municipal Airport (X26). On Monday, March 28 between 10 AM and 3 PM, Remos will host an open house at its new national sales and marketing office. They'll offer tours of the facilities, discussions about aircraft maintenance, a chance to fly the Remos Flight Training Simulator, free lunch, and, for those who arrive in a Remos, a free top off of their fuel tank. *** "The idea is to have a social event where we can treat our customers royally," said Earle Boyter, Vice President of Marketing and Sales. He also listed discussions about a Remos owners' group being organized by fellow owner, Don Thomsen. *** Like many top aircraft, Sun 'n Fun attendees can find a Remos on display in the LSA Mall with easy directions to their main exhibit. The LSA Mall is just inside the main Sun 'n Fun 2011 entrance.

It’s a great thing when a plan comes together. Consider an extension of the LSA Tour that debuted after Sebring 2011. Then, five or six brands flew around to a half dozen Florida airports and showed their LSA to groups of varying sizes. It was a first attempt, planned rather late without sufficient time to promote. *** The next tour is also working to pull itself together but the group has plans including summer tours, a website and more. The concept definitely works and here’s a fact: Most pilots don’t attend all the airshows. So why not bring the show where the people are? *** The Florida LSA Tour that took place the week after Sebring was principally organized by Bill Canino and Dave Graham. Bill’s early logic was, “We’re in Florida already and we have to fly home through the state after Sebring ends. Since everyone can’t come to Sebring, we thought we’d take the show to them.” *** The idea, involving several competitors working cooperatively, proved to be a success in the way that matters most to sellers and buyers: airplanes sold.

Remos: New Dealer & Boy Scout Pow-Wow

By James Lawrence || Leave a Comment

Remos continues to build its U.S. sales/service network. The company just “promoted” Tom Pekar’s Success Aviation, near Houston, from a Pilot Center to it’s 16th Aircraft Dealer in the U.S. *** The new dealer has two Remos GX demos, one with an autopilot. Both are used in the school. *** “Most flight training operations involving the GX use about 3.2 gallons of fuel,” he says, “compared to over 5 in a Cessna 152 and close to 9 in a Skyhawk.” *** With the price of avgas jumping up the way it has been of late, flight schools nationwide have to at least be giving renewed thought to adding LSA trainers to their fleets. *** One of the tangible bonuses the GX brings to its quality build and superb handling characteristics (my personal view: it’s as sweet to fly as any LSA out there) is its capability of flying with the doors off. In summertime Texas, that’s a definite asset! *** Success Aviation hopes to draw on the 7-million-population Houston megalopolis. The school is licensed to administer FAA tests, provide training from Sport Pilot to Commercial and CFII, and service aircraft in its two large hangars. *** Meanwhile, out on the right coast, longtime aviation innovator LoPresti Aviation is hosting its annual First Saturday Aviation Experience at the company hangar, Sebastian Municipal Airport (X26), Florida. *** More than 100 members of the Indian River Boy Scouts will gather at the annual weekend event for breakfast and an introduction to the world of aviation. Face-to-face chats with pilots and climbing around a variety of airplanes are scheduled. *** The late, great aircraft designer Roy LoPresti dreamed of making it easier for kids to gain exposure to the joys of aviation, not such an easy thing to do in these days of guarded airports and security checks.  *** Childhood today must be so overwhelming for kids, with all the digital distractions of their generation. Anything that gets kids closer to hands-on experience with airplanes can only be for the good, for them and for aviation.  *** One can only get so much joy from a computer game joystick. *** Tim Clifford of RAF (Recreation Aircraft Foundation) will also speak to the kids. RAF is a private group dedicated to preserving backcountry airfields and creating new public-use recreational airstrips.

Remos continues to build its U.S. sales/service network. The company just “promoted” Tom Pekar’s Success Aviation, near Houston, from a Pilot Center to it’s 16th Aircraft Dealer in the U.S. *** The new dealer has two Remos GX demos, one with an autopilot. Both are used in the school. *** “Most flight training operations involving the GX use about 3.2 gallons of fuel,” he says, “compared to over 5 in a Cessna 152 and close to 9 in a Skyhawk.” *** With the price of avgas jumping up the way it has been of late, flight schools nationwide have to at least be giving renewed thought to adding LSA trainers to their fleets. *** One of the tangible bonuses the GX brings to its quality build and superb handling characteristics (my personal view: it’s as sweet to fly as any LSA out there) is its capability of flying with the doors off.

Remos Teams with LoPresti

By James Lawrence || Leave a Comment

Folks with a GA background will know the name LoPresti... the late, great Roy LoPresti was a prominent aeronautical engineer who became famous for finding ways to streamline and otherwise enhance existing airframe designs to squeeze more speed out of them. *** LoPresti Aviation (nickname "LoPresti Speed Merchants"), now owned by son Curt LoPresti, just announced that it is the new east coast sales, distribution and service center for Remos Aircraft, to be based at LoPresti's Sebastian Airport facilities near Palm Beach, Florida. *** It should be a good move for both companies as Remos Sales and Marketing Veep Earle Boyter and LoPresti can make good use of their longtime relationship. The Sebastian Airport is ideally located in the middle of a robust year-round flying community. *** LoPresti engineers will hope to enhance the Remos GX fuel efficiency — the LSA speed limit, of course, has a max of 120 knots — by bringing its speedifying technology to bear with things like redesigned fairings, cowls, aileron gap seals and other "clean-up" technologies that made LoPresti famous. [See update note below.] *** Rj Siegel (yep, that's his first name), LoPresti's COO, said "We believe the LSA market is a sleeping giant and we have focused our engineering expertise to support it. We feel privileged that Remos is like-minded and selected LoPresti as their partner in this venture." *** Remos Aircraft is based in Germany. The flagship Remos GX was heavily promoted but the tough economy played no favorites. Let's hope the LoPresti partnership brings this top-notch airplane to U.S. airports in greater numbers. Update 11/14/10 — AOPA Online reporter and AOPA Pilot editor Thomas A. Horne offered additional comments on the "speedifying" of the Remos: "We can't make them go faster because of the 120-knot LSA speed limit," said Curt LoPresti, president of LoPresti Speed Merchants. "But we can certainly develop wheel pants, cowlings, fairings, and flap gap seals that will let pilots fly their airplanes at higher speeds using less power and fuel." [Horne's article continued] "We think that LSAs have a fantastic future," LoPresti said. "So we jumped into the market with both feet." —DJ

Folks with a GA background will know the name LoPresti… the late, great Roy LoPresti was a prominent aeronautical engineer who became famous for finding ways to streamline and otherwise enhance existing airframe designs to squeeze more speed out of them. *** LoPresti Aviation (nickname “LoPresti Speed Merchants”), now owned by son Curt LoPresti, just announced that it is the new east coast sales, distribution and service center for Remos Aircraft, to be based at LoPresti’s Sebastian Airport facilities near Palm Beach, Florida. *** It should be a good move for both companies as Remos Sales and Marketing Veep Earle Boyter and LoPresti can make good use of their longtime relationship. The Sebastian Airport is ideally located in the middle of a robust year-round flying community. *** LoPresti engineers will hope to enhance the Remos GX fuel efficiency — the LSA speed limit, of course, has a max of 120 knots — by bringing its speedifying technology to bear with things like redesigned fairings, cowls, aileron gap seals and other “clean-up” technologies that made LoPresti famous.

‘Net Surfin’ for LSA News

By James Lawrence || Leave a Comment

photo courtesy Skyraider Aviation

photo courtesy Skyraider Aviation

photos courtesy AeroVironment

photo courtesy Quad City Challenger

Knocking around the 'Net looking for signs that Light Sport is alive and well... *** Michael Combs is nearing the end of his 19,000 mile odyssey — what a vision. Latest word from PR dude Dave Gustafson is that the Flight for the Human Spirit in a Remos GX has made it to my old west coast stompin' grounds. Five jewels of the left coast — San Diego, Burbank, San Luis Obispo, Monterey and San Jose — were on the itinerary for one magical flight day over one of the most beautiful stretches of coastal landscape in the world. God speed Michael, 18,000 miles and 45 states and you're nearly done. • Imagine the human experience he's having, flying all summer, meeting all the great people he's met. I'm jealous, I admit it. • BTW, pilots are encouraged to fly along for any portion of Michael's Flight. *** Slow recovery? Double-dip recession? Not as far as Skyraider Aviation is concerned. This hustling sport pilot flying club and training center is plenty active at Denver's busy Centennial Airport as well as at it's Erie Municipal location nearby. A new PiperSport just joined the training and rental fleet — that's bound to perk anybody up — to share duties with two Gobosh 700s, an Evektor SportStar and a Remos G-3. • The outfit has operated for four years and claims to be the first in Colorado to offer specific Sport Pilot training. *** Loosely-Connected-to-Light-Sport-Dept. — Another of those weird and wonderful experimental alternative-powered aircraft just made its maiden flight. *** AeroVironment, the braintrust company begun by the late Dr. Paul MacCready, who gave us Gossamer Albatross, the first successful human-powered aircraft, back in the '70s, has begun flight test on Global Observer,an unmanned hybrid-electric surveillance prototype that will eventually be powered by a liquid hydrogen fuel system. • It launched from California's famed Edwards Air Force Base and flew for an hour at 4,000, controlled from a ground LRE (Launch and Recovery Element, officialese for a flight sim-like control booth) with a retired Air Force light colonel at the controls. Can you say "X-Box?" • Here's an interesting image phrase the company uses: "The future is unmanned." Indeed, it's pioneering all kinds of hand-launched small electric-powered surveillance aircraft for the military. • Global Observer will ultimately fly between 55,000 and 65,000 feet for up to a week at a time for disaster relief, reconnaissance and surveillance. Expect some sophisticated tech fallout that will in time trickle down to general aviation from projects like this. *** Not to be outdone by the West, a local news organ in the Greenville, South Carolina area reports that Spartanburg's downtown aircraft have discovered Light Sport aircraft and anticipate it will "fuel growth" at the airport. The report compares the initial purchase price and operating costs between LSA and GA aircraft. • Although it was a bit wide-eyed in its example of an LSA that will fly at 120 knots for 9 hours straight, the story clearly gets the advantage the public is beginning to perceive from our piece of the personal flight pie, and that's a good thing. *** Finishing up back on the west coast comes a news story, this time from Yakima, WA, that profiles a retired LSA pilot who flies his Challenger II from nearby Prosser Airport. The article accurately chronicles the inception of the Sport Pilot rule and claims Light Sport training is the biggest student draw at the airport — a "miniature boom in activity" — an increase of 50% in operations since 2007. *** In this economy, it's good to see the word is getting out and people remember that instead of moping around, there are still plenty of affordable ways to get out and enjoy life — like flying an LSA!

Knocking around the ‘Net looking for signs that Light Sport is alive and well… *** Michael Combs is nearing the end of his 19,000 mile odyssey — what a vision. Latest word from PR dude Dave Gustafson is that the Flight for the Human Spirit in a Remos GX has made it to my old west coast stompin’ grounds. Five jewels of the left coast — San Diego, Burbank, San Luis Obispo, Monterey and San Jose — were on the itinerary for one magical flight day over one of the most beautiful stretches of coastal landscape in the world. God speed Michael, 18,000 miles and 45 states and you’re nearly done. • Imagine the human experience he’s having, flying all summer, meeting all the great people he’s met. I’m jealous, I admit it. • BTW, pilots are encouraged to fly along for any portion of Michael’s Flight.

Hangin’ In The Mall — A Fable For 2010

By James Lawrence || Leave a Comment

Once upon a time, there was a purveyor of flying machines and a trainer of pilots in the great kingdom of Texas that wondered why more people hadn't come to fly the Planes of Sport. *** "I have an idea," said the Duke of U.S. Aviation Group. "Let us sally forth to the local market mall at the waxing of the moon, and offer Flights of Discovery for one full moon cycle. Only then, if we still have unsatisfactory student numbers, shall we moaneth our dire and hopeless fate." *** And so his loyal band of sky serfs and flight vassals transported a Remos GX to a busy mallway, manned the booth with eager promoters night and day, and lo and behold, one moonth later, the Duke was happy to report that 170 Flights of Discovery had been sold, along with 130 leads on partnerships as well as several potential solo purchasers. *** The Duke was surprised to learn, after reviewing the comments left by the many good people of the kingdom, that many thought the license to be a Pilot of Sport cost $12,000, rather than the truer number of $4,000. *** "We learned...that many people think about aviation, but fail to act on the impulse," said the Duke (aka Justin Shelley, Director of Aircraft Sales). "By putting an aircraft in their line of sight, they stopped by and engaged in a discussion about licensing or ownership." *** The moral of the tale for the New Year is simple: there is no lack of interest or willingness in the desire to gaze upon the kingdom from lofty heights -- only a lack of imagination in how to bring that vision to the people. *** Happy New Year to all, and may the vision of flight inspire you to new heights in 2010! *** ---photo courtesy Sir James, Knight of Olde Chatham

Once upon a time, there was a purveyor of flying machines and a trainer of pilots in the great kingdom of Texas that wondered why more people hadn’t come to fly the Planes of Sport. *** “I have an idea,” said the Duke of U.S. Aviation Group. “Let us sally forth to the local market mall at the waxing of the moon, and offer Flights of Discovery for one full moon cycle. Only then, if we still have unsatisfactory student numbers, shall we moaneth our dire and hopeless fate.” *** And so his loyal band of sky serfs and flight vassals transported a Remos GX to a busy mallway, manned the booth with eager promoters night and day, and lo and behold, one moonth later, the Duke was happy to report that 170 Flights of Discovery had been sold, along with 130 leads on partnerships as well as several potential solo purchasers.

Questions Erupt for Remos; New Investment Heralded

By Dan Johnson || Leave a Comment

After announcing the selection of the GX as the 2010 giveaway airplane AOPA leaders are surely breathing a sigh of relief now that Remos issued a reassuring statement. Earlier rumors threatened to cast doubt on those who participated in the Sweepstakes announcement (including yours truly).

Along with others in the LSA world, my email inbox has been overflowing with questions and comments about Remos filing a "notice of insolvency" back on November 30th, just three weeks after AOPA chose the company's GX as the 2010 Sweepstakes airplane. *** Today, the company issued a press release on the subject. Management reported, "Remos Aircraft has received an additional significant investment. With this new capital injection, Remos Aircraft goes strengthened into the year 2010." The news release did not address the notice of insolvency, but earlier comments indicated it would be "withdrawn" once matters were settled among investors. According to sources, the filing was necessary under German business law because of a "temporary liquidity problem." *** In the press statements, Remos managers reported they are "dominating the LSA segment, and with significant progress in building our marketing and sales organization, we have reached the goals we had set ourselves for the year 2009." To further identify the sources of capital investment, Remos elaborated, "The steps initiated by the two main shareholders, the Faerber Group of Munich, Germany, and the London investment house Pall Mall Partners... secure the future of Remos Aircraft and enable the introduction of new programs through which the company will be able to address new customer segments." *** VP of marketing Ken Weaver added, "We are now ready to launch the next phase of our program." Ken is presently traveling home from Germany and I may have more to report here in a few days.

Along with others in the LSA world, my email inbox has been overflowing with questions and comments about Remos filing a “notice of insolvency” back on November 30th, just three weeks after AOPA chose the company’s GX as the 2010 Sweepstakes airplane. *** Today, the company issued a press release on the subject. Management reported, “Remos Aircraft has received an additional significant investment. With this new capital injection, Remos Aircraft goes strengthened into the year 2010.” The news release did not address the notice of insolvency, but earlier comments indicated it would be “withdrawn” once matters were settled among investors. According to sources, the filing was necessary under German business law because of a “temporary liquidity problem.” *** In the press statements, Remos managers reported they are “dominating the LSA segment, and with significant progress in building our marketing and sales organization, we have reached the goals we had set ourselves for the year 2009.” To further identify the sources of capital investment, Remos elaborated, “The steps initiated by the two main shareholders, the Faerber Group of Munich, Germany, and the London investment house Pall Mall Partners… secure the future of Remos Aircraft and enable the introduction of new programs through which the company will be able to address new customer segments.” *** VP of marketing Ken Weaver added, “We are now ready to launch the next phase of our program.” Ken is presently traveling home from Germany and I may have more to report here in a few days.

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