February 2007 Feature Story:
REMOS G-3 Brings German Engineering to Sport Aircraft Movement
Story by David Gustafson

It is amazing to see the response of manufacturers to the new Sport Aircraft category. New designs are appearing at the rate of about one a month. Some of the emerging aircraft are simply upgraded ultralights, while others are simplified GA or homebuilt designs. A few new entries have been designed to specifically comply with the new Sport Aircraft Standards.

That latter group includes the recently certified REMOS G-3, a high wing, side-by-side, tricycle gear airplane with folding wings and a huge cockpit (46.8” wide — more than five inches wider than a Beech Baron). Given the extra measure of pilot-friendly features, the added plus of German precision in production and sleek style of the G-3, it is not only likely to survive, but may become a prime example of sport aircraft design.

The REMOS factory has been producing aircraft for nearly ten years and their efforts have been met with enthusiastic response in Europe. After building several hundred of their two original designs, the company’s engineers and REMOS’ founding designer, Lorenz Kreitmayr, sat down to define the criteria for their third generation airplane, which became the G-3. They developed a number of concepts and then focused on the one that seemed to offer the most pilot-friendly, practical and performance-oriented potential. The G-3 was born, featuring carbon fiber and composite construction. Eberhard Faerber then entered the scene, providing much-needed capital to fund the acquisition of a new factory in Pasewalk, an hour northeast of Berlin, where a new production line was set up. The expandable facility is capable of turning out approximately 100 aircraft over the next 12 months and another 200 in the 12 months following. The G-3 soon began to roll out of the factory: a sleek aircraft…a flying “Beemer”… a Mercedes Roadster with wings.

The design team developed a wrap-around windshield with a low panel profile and blister side windows that offer unexcelled visibility. Cockpit size and extra noise-dampening insulation, along with a useful load of 704 lbs., permit big and tall pilots to sit comfortably in well-padded seats, allowing for extended cross-country flying without the normal levels of fatigue. A stainless steel exhaust and after-muffler, engineered to exceed rigid European noise standards, allow a pilot to fly all day and arrive feeling refreshed. Folding wings reduce the size of the REMOS, allowing for home storage or “tucking” into the corners of hangars already housing another aircraft.

Style played a major role in the REMOS design, giving the G-3 a modern and aerodynamically efficient shape that turns heads wherever it lands. It is exactly what a sport aircraft should look like, reflecting intelligent design and good looks. The “box” look typical of aluminum designs has given way to fluid compound curves that provide the REMOS a “go-fast” appearance, even while sitting on the ramp. What makes the compound curves/sculptured look possible, of course, is the extensive employment of carbon fiber construction.

A third lighter than fiberglass, carbon fiber is considerably stronger in tension and compression than aluminum. The outer shell of the fuselage is formed entirely from carbon fiber, utilizing monocoque construction. REMOS wings, spanning 32'4", have carbon fiber spars, ribs and leading edges that tail off to a special fabric that goes from the forward spar to the trailing edge. The empennage is all carbon fiber as is the stout landing gear. The clean, durable gear is designed to withstand the rigors of flight training, making the REMOS an excellent platform for instruction. Boarding the airplane is easy through large cockpit doors, measuring 42.5" wide. The doors open upward like a classic gull-wing Mercedes and seal tightly when closed. Cabin heat is standard. The airframe has electric flaps to 40 degrees and there is an electric trim conveniently on the panel. The conventional “stick” control is a nod to tradition and the feeling among a lot of pilots that “sticks” provide better control and more positive response in maneuvering.

Instrument panels can be configured for basic VFR up through advanced IFR systems, though Sport Pilots will be restricted to Day/VFR. For private pilots or flight schools, the panels can be embellished with Bendix-King, Garmin and Becker avionics. It’s even possible to add a Dynon seven-inch EFIS unit. Typical equipment for the Sport Pilot will include a Garmin 496 and 330 mode S transponder.

Power for the G-3 is provided by a certified Rotax 912S, 100 hp, four-cylinder, four stroke engine with a 1500 hour TBO. With Rotax meeting the certification criteria for four- and six-cylinder engines, and with the adaptation of Rotax into Cessna’s entry into the Sport Aircraft market, there can be little doubt that the Rotax has “arrived” and should match Continental and Lycoming in reliability and performance. The fact that it is considerably lighter than the old technology Continental 0-200 makes it highly desirable in Sport Aircraft design parameters.

High performance hydraulic disc brakes, activated by a lever in the console between the two seats, are highly effective. Combined with a steerable nosewheel, the controls provide positive ground handling.

At gross, 1320 lbs., the G-3 will take off in 330 ft., climb at a healthy 1100 fpm, cruise at 130 mph at 75%, and stall at 45 clean or 38 with full flaps. It has a glide ratio of 1:17 and a range over 500 burning four to five gallons per hour.

People who have flown the REMOS report that they are pleasantly surprised by the STOL performance it offers. The aircraft accelerates very quickly and gets off the ground in the length of a football field. Even on a hot, muggy day, the REMOS responds to control movement like something created for the Grande Prix.

What may be most remarkable about the handling and flight characteristics of the REMOS, is that it is UNremarkable. Control inputs are light and effective. Stalls are almost a non-event, holding heading if the ball is centered, without wing-dipping. Touchdown typically occurs between 55 to 60 mph. Rollout is less than 600 ft. and ground movement is as easy as it gets. Airborne, the REMOS responds well to minimal effort with the controls and goes where you point it. There are no surprises in steep turns, stalls or flares. In turbulence, it exhibits excellent stability and in most modes it performs more like a four-place aircraft than a two-seater. It’s a very well-mannered, pleasant aircraft to fly.

Priced at $99,500 for the basic package, the REMOS is at the upper end of Sport Aircraft prices. For those fortunate enough to be able to afford one, it looks like an excellent investment. For flight schools or aircraft rental operations, it might turn out to be a money maker.

For more information, visit www.remos.com or call the U.S. distributor at 888-838-9879. A national network of select REMOS dealerships is currently under development.