Remos GxiS was parked at a small Flugplatz Pasewalk airport in far northeast Germany. The aircraft still had 2 hours of fuel remaining in its tanks that can hold 22 gallons.
Mark wanted to turn around and fly for one more hour and practice some landings in this perky small aircraft. The demo pilot Patrick Holland-Moritz was of the same view.
The Pasewalk airport was nearly 45 miles south of the Baltic Sea and the VFR night flying rules here differ considerably with that in United States.
Night flying can be done only at some airports in Germany and this small flying club with only one 3,000 foot runway does not have this permission.
Pilots need to have a night flying approval on their certificate and the flight plan filed by them needs to be legal. Mark was only a guest at this Remos manufacturing facility and there is no other option but to fly the other day.
The next morning and afternoon, the temperature was almost at freezing, but Mark and Holland-Moritz managed to fly the GxiS for nearly an hour and a half. This fuel injected light-sport aircraft (SLSA) is the latest offering from the company.
You will Fall in Love with Remos GXiS Instantly
Mark only had a few flight in GxiS and he is madly in love with it, so much so that he wants to take it to United States. You can imagine how much fun is there in flying this aircraft.
General aviation has a new definition in this part of the world. It is something related to enjoyment and fun and not just a business travel.
The GxiS is the best aircraft for those who do not have to fly 500 or more miles with three or four people on board.
If you want to enjoy flying in the real terms, cruise at nearly 100 knots, just a few thousand feet from the ground and waving at people who look up towards you and burn just 5 gallons in an hour, than GxiS is the best aircraft for you.
Remos may not be able to paint a distinct picture in your mind about the company’s products. This drawback was the reason why the company almost came on the brink of insolvency.
The latest incarnation of Remos will make pilots fall in love with aircraft again and introduce them with sophisticated German engineering.
How Remos Compares with Cessna
To have a fair idea of the design of GxiS, you can take the design of Cessna 150 in mind. The design of of Cessna 150 is nearly 50 years old.
Both the fuselage and wingspan of Remos GxiS are 3 feet shorter, and the vertical stabilizer is nearly one foot shorter than the Cessna.
The SLSA Remos are made up of lightweight composite material and it weighs nearly 1,320 pounds. The Cessna, on the other hand, is completely made of aluminum and has 300 pounds more weight than Remos.
Both the aircraft are equipped with a 100 hp engine. However, the Remos makes use of a fuel-injected, TBO liquid-cooled Rotax 912S Sport. There are 3 blades in Remos, 11 pound composite prop, Cessna, on the other hand, has two, metal blade propellers.
Both the aircraft can carry nearly 22 gallons of fuel, but the fuel in Remos is stored in a single fuselage tank.
Mark was of the view that the small Remos will be less comfortable than the 150. but the unexpected comfort really surprised him, it is mainly due to the small control stick.
The Remos has a well-equipped cockpit and appealing from the first flight.
Ever since the first Cessna 150 was rolled out in the market, not much change has taken place in its avionics and the material used in making the air frame. Most of the Cessna single engine trainer aircraft built these days use heavy, drag-inducing aluminum. The Remos made of new composite material is the aircraft of the present and next generation.
A Brief Look at Remos Company
The Remos factory is located on the tiny Pasewalk airfield. This place has very few visitors and the airport is almost without any aircraft noise. It is difficult to make out from the outside that such high-tech aircraft are being made here.
The facility is know by almost everyone is the town and the people here have shown strong support towards the company. There are nearly 145 people working in the company in the engineering department and the office.
The engineering boss at Remos is Christian Majunke, who is the chief technical officer here. Christian is being assisted by Paul Foltz, an engineering and certification specialist and Daniel Browne, senior vice president of certification.
These are the people who transform German engineering prowess into smooth curves and lines which makes the GxiS so appealing to the eye even when it is relaxing on the ramp. German engineers have used their expertise to solve problems that have been skipped by other builders.
For example, brakes. The earlier models of Remos had a T-handle between the seats which was used as a hand brake. Pilots have the habit to drag the brakes when they taxi. A better way was found by the engineering team. They put this system on the throttle.
The engineering team at Remos wanted to replaxe the traditional push / pull throttle know with a control in the form of T-handle, something that is seen in a Piper or Cirrus.
The new throttle can now perform more than one task. For engine power push it forward and to put brake pressure / stop the aircraft, pull the new throttle back.
The next problem was to replace the manual alternate air control with an automatic sensor that can detect reduction in normal intake pressure and opens the alternate air source.
This tiny plastic part was designed and fabricated by Remos engineers in a 3-D printer. All this cost a fraction to what a big company would have spent.
When you climb into Remos cockpit, your butt will be rested first and than leg will be lifted and moved around the stick. This procedure may be a bit awkward, but soon you will get used to it.
The seats are comfortable and the panel is uncluttered and clean. Firing up the Rotax doesn’t take much time, but it was different in the beginning. The earlier version called for pilots to go through 14 individual steps before starting the engine.
German engineers made this task easier too. You can now start the engine after just three steps with an engine start button just above the ignition key.
Its All Glass Display
The clean look panel of Remos has a large Dynon display that provides much of the information to the pilot. It has an angle of attack indicator which is found in expensive aircraft. There is a Garmin 696 between the left and right Dynon screens which handles the navigation and communications work.
The aircraft has a “180 button” which can help a VFR flying pilot to move away from IFR condition, if encountered. The GxiS can also be installed with a wing leveler autopilot. The panel also contains brushed aluminum knobs and an altimeter and airspeed indicator for backup.
You can fly the GxiS with doors off when the temperature is warm to get more fun in flying. In case the need arises, the doors can be opened quickly with a door quick release option. There are two positions for flaps, one at 15 degrees and the other at 40 degrees.
Necessity is the mother of invention. Hangar space in Germany are very secluded. For easy storage and transport, the wings of GxiS can be folded. In case you want to tow a glider, the standard rear view mirror of the aircraft will come in handy.
The final weapon for the safety of pilot and the aircraft comes in the form of BRS parachute recovery system which are delivered as standard in the GxiS.
Those who have learned to fly airplane using a control stick will soon become comfortable inside the Remos. The control stick in here also has a microphone button, electric trim and autopilot disconnect. It is easy to control the stick with your arm rested on your thigh.
Going through the checklists of the Remos requires less time which gives more fun and flying hours. The Rotax engine uses a dual electronic ignition system so there are no magnetos in here. The pilot will only have to check the “lanes” light installed just above the engine start button, at high rpm.
A GxiS under normal circumstances, such as full fuel, zero headwind and two people on board, will consume less than 500 feet to leave the ground.
Mark made a final check on the movement of control surfaces and pushed the throttle. With a notch of flaps, the aircraft was rotated at 40 knots and he was in air within 15 seconds.
Fold the Wings and Ship the Remos Aircraft
Holland-Moritz suggested to maneuver the aircraft at 60, which is a magic number. But, Mark allowed the aircraft to accelerate to nearly 75 at the time of climb so he can see clearly over the nose. He was really impressed with the climb performance of the GxiS. The aircraft was still climbing at 1,000 fpm, even though they were 4,000 feet.
The price tag of GxiS starts from $153, 495 for a light equipped one and $185,397 for fully loaded one. At the time of ordering the aircraft you will have to pay 30% of the price tag when you sign the contract, when the engine is installed the next installment of 40% is paid, and the remaining 30% at the time of delivery of the aircraft.
It takes nearly three to four months to build an aircraft in Germany and to get it shipped to the United States will take another four to six weeks.
At present, only one aircraft a month is being built by the company. Remos is planning to increase it production this year. The company is also looking for new dealers in the United States. As per company plans, the SLSA self-certification for GxiS will be completed in April at Sun ‘n Fun.
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