Taking Composites “Out Back” — TL Sport Aircraft’s Sirius Backcountry and SE Models

Metal or Fabric… that’s mainly been your choice when you look at LSA that can venture into unimproved landing strips. Composite aircraft with snugly-faired wheels and slippery, shiny exteriors usually stay on civilized airports. You’ve never seen a Cirrus land on a rocky creek bed, have you?

Czech producer TL Ultralight has started down this path and showed a mockup (using images) at EAA AirVenture Oshkosh 2024.

Additionally, recent years have seen several high wing models introduced by LSA manufacturers known for their low-wing designs. High wing aircraft are often considered more versatile on floats or on big tundra tires, though we’ve seen low-wing variations like Bristell’s tundra tire-equipped TDO (Tail Dragger Option).

Thanks to a well-established production facility paired with computer-aided design, importer TL Sport Aircraft will take its all-composite Sirius into backcountry flying.

Summer Celebration

Oshkosh brings out the best in new aircraft. It’s a great place to present new creations and generate media buzz over a new model.

Traveling from home base in Charleston, South Carolina, TL Sport Aircraft announced an expansion of its aircraft line up at this summer’s big airshow in Wisconsin. “Leveraging the versatile and stable features of a tried-and-true high wing, Sirius Backcountry and Sirius Backcountry SE will enable pilots to reach destinations not considered possible in the past,” said North American importer Trey Murdaugh, President of TL Sport Aircraft..

“Sirius Backcountry will enable pilots to plan and execute missions that include cross-country flights,” continued Trey. “The even-more-specialized Sirius Backcountry SE will include all the features of the Backcountry with the high-performance capabilities of a STOL (Short Take Off and Landing) aircraft, thus allowing adventurous pilots the ability to get into challenging off airport destinations.”

“We believe many reasons explain why backcountry flying has become very popular in North America,” Trey elaborated. “One of the primary reasons is simply an opportunity to become a more experienced pilot. Many have also discovered the crowd-drawing STOL competitions across the country.”

What Is Changing?

In a conversation with Trey after Oshkosh, I inquire further about the specifics. Here’s how the Czech manufacturer is transforming a well proven design to operate away from conventional airports.

For example, engineers are now using Kevlar on the tail to protect the empennage from pebbles or rocks picked up on unimproved landing surfaces. The fuselage is getting changes you can’t see easily but which prepare the design for harder use. They added extra stringers to strengthen the fuselage but this was combined with a new luggage door that will allow gear to be loaded more easily.

No slats or slots were added as is common on outback aircraft, “though possibly vortex generators are coming,” Trey said. Instead of costly wing devices, TL engineers will rely on Rotax’s potent 916iS engine producing 160 horsepower. Currently, Sirius has 100 horsepower making the new model instantly more energetic. With the smoother wings of the airport-based Sirius, Backcountry can project a higher cruise speed than is common among STOL designs. Trey believes 115 knots is probable though testing continues.

Backcountry will also carry more. TL engineers report a planned 750-kilogram (1,653 pound) gross weight. This outback model will be able to carry more camping, fishing, or hunting gear. Of course, that weight also means Backcountry will be a kit-built EAB until Mosaic is released. Buyers go to the Czech factory to assemble their airplane, a practice already in use for their speedy Sparker (2024 article and video).

Other features of Backcountry include 26-inch tundra tires and a suspended tailwheel. A higher-stance taildragger should more readily accommodate such as rocky river bed landings and takeoffs. Since you may be away from civilization many buyers will appreciate that TL engineers will keep the emergency airframe parachute as standard equipment.

The Sirius Backcountry aircraft specifications include:

TL Ultralight (manufacturer)
Sirius Backcountry / SE
description from manufacturer and U.S. importer

• Rotax 916iS engine
• Garmin G3X avionics suite
• Garmin GNC 507
• DUC Propeller
• Ballistic parachute
• Large cargo door with easy access
• Alaska Gear Company Alaskan Bushwheel 26-inch tundra tires with one-piece main gear legs
• Acme Aviation pneumatic tail wheel assembly
• 41-gallon fuel capacity – for up to 5.5 hours of duration
• Carbon Kevlar composite mix

flight performance data calculated by TL Sport Aircraft

• Stall — 37 knots
• Cruise Speed — up to 125 knots
• Service Ceiling — 21,500 feet
• Rate of Climb — 1500-1600 feet per minute
• Max STOL Takeoff Performance Roll — less than 100 feet
• Normal Operation Takeoff Roll — 150 feet
• Max STOL Landing Performance Roll — less than 200 feet
• Normal Operation Landing Performance Roll — 300 feet
• Range — 600-700 Nautical Miles

Backcountry SE

The company also notes a variation labeled “SE” is their STOL Edition. “Flight performance data for the Sirius Backcountry SE will be available in the near future,” they advised. “Sirius Backcountry SE aircraft will be customized with high-performance components and aggressive paint schemes positioning it to reflect its upgraded SE capabilities.”

“We are excited to bring this extraordinary aircraft to the market here in North America. Sirius Backcountry is a result of 30 years of design excellence from TL engineers and we believe we have created a multi-functional, Mosaic-ready aircraft,” said Trey Murdaugh.

TL North America is the North American distributor of Sting, Sirius, Stream, and Sparker, offering sales and service in United States, Canada, and Mexico.

The Sirius Backcountry and Backcountry SE, along with the entire TL Sport Aircraft fleet, are available via custom order.