POHREMOSGXn XESRev 01104178 June 2011

Pilot Operating Handbook for GXnXES
Revision nXES-01
nXES Rev. 01
Introduction
Light Sport Aircraft REMOS GX
The REMOS GX was manufactured in accordance with the Light

Sport Aircraft airworthiness standards and does not conform to
standard category airworthiness requirements.
Serial No.:
Built:
Call Sign:
Engine-Type:
Serial No. Engine:
Propeller-Type:
Manufacturer: REMOS Aircraft GmbH Flugzeugbau

Franzfelde 31
D-17309 Pasewalk
Phone: +49 3973/225519-0

Fax: +49 3973/225519-99
Internet: www.remos.de
Introduction i
nXES Rev. 01
Introduction
List of Content and List of Effective Pages

This POH consists of the following listed pages and sections. You
will find a marking indicating the revision and date of issue at the top
border of each page. Insert the latest changed pages.
sect. description pages
0 Introduction i … iv
1 General Information 1.1 … 1.5
2 Operating Limitations 2.1 … 2.21
3 Emergency Procedures 3.1 … 3.7
4 Normal Procedures 4.1 … 4.20
5 Performance 5.1 … 5.7
6 Weight and Balance 6.1 … 6.5
7 Systems 7.1 … 7.20
8 Aircraft Ground Handling and Servicing 8.1 … 8.7
Introduction ii
nXES Rev. 01
Introduction
List of Revisions
sect. description part rev.
0 Introduction nXES 01
1 General Information general 05
2 Operating Limitations nXES 01
3 Emergency Procedures general 05
4 Normal Procedures general 05
5 Performance general 05
6 Weight and Balance general 04
7 Systems nXES 01
8 Handling and Servicing general 04
Introduction iii
nXES Rev. 01
Introduction
Remarks and Alterations

Please make a notation below if any changes have been made to
this manual or to the plane. This manual is an important document
for the pilot in command to ensure safe operation of the aircraft.
Therefore it is recommended to keep this Operating Handbook
updated with the newest information available. You can get the latest
updates of this manual from your dealer or directly from the
manufacturer’s homepage.
no. page concern date sign
Introduction iv
nXES Rev. 01
Introduction
Views
Face width 6,9 ft
Wingspan 30,6 ft
Height 7,5 ft
Length 21,3 ft
Introduction v
general Rev. 05
1 General Information
Table of Contents
sect. description page

1.1 Introduction 1-2
1.2 Certification 1-2
1.3 Continued Airworthiness 1-2
1.4 Quick Reference 1-3
1.5 Technical Specifications 1-3
1.6 Engine 1-4
1.7 Propeller 1-5
1.8 ICAO Designator 1-5
1.9 Noise Certification 1-5
General Information 1-1

general Rev. 05
1.1 Introduction
This Operating Handbook is designed to help enable a safe and
successful completion of each flight with the REMOS GX. It provides
you with all necessary information for regular maintenance and
operation of the aircraft. Therefore we recommend that the pilot keep
this Operating Handbook updated with the newest information
available. You can get the latest version of this Handbook from your
1.2 Certification
The REMOS GX was manufactured in accordance with the Light
Sport Aircraft airworthiness standards and does not conform to
1.3 Continued Airworthiness

Technical publications for continued airworthiness are released on
the REMOS website www.remos.com and they may be downloaded
free of charge.
Bombardier-Rotax releases technical publications on their website

www.rotax-aircraft-engines.com from which they may be downloaded
free of charge. Documentation update for avionics may be
downloaded on www.dynonavionics.com and www.garmin.com.
It is the responsibility of the owner/operator of the aircraft to keep the

aircraft and its documentation up to date and to comply with all
technical publications.

general Rev. 05
1.4 Quick Reference

Type: Full composite carbon fiber aircraft with two seats.
Design: High wing design with struts, front mounted engine

and propeller, traditional stabilizer concept,
differential ailerons. Electrically operated flaps (0° to
40°), electric elevator trim, three-wheel landing gear
with steerable nose wheel. Main gear with hydraulic
disc brakes. The cabin is equipped with two seats
side by side and can be entered and exited by doors
on the left and right side of the fuselage.
Layout: Main components are built in half shells from

composite fiber material, which are bonded together
(carbon fiber, Kevlar and glass fiber).
1.5 Technical Specifications

wingspan 30 ft 6 in
length 21 ft 3 in
height 7 ft 5 in
wing area 118 sq ft
MTOW 1,320 lb
wing loading 11 lb /sq ft

general Rev. 05
1.6 Engine
manufacturer Bombardier-Rotax
engine type 912 UL-S
max. power take-off 73.6 kW / 100 HP
max. cont. 69.9 kW / 95 HP
fuel qualities
AVGAS, MOGAS or min. AKI 91,
ideally free of ethanol
usable fuel quantity 21 US gallons
total fuel quantity 22 US gallons
engine oil synthetic or semi-synthetic
oil rating API-SG or higher
min. 2.1 qts
engine oil capacity
max. 3.1 qts
recommended oil AeroShell Sport PLUS 4 10W-40
coolant BASF Glysantin Protect Plus/G48
mixing ratio 1:1 (Glysantin : water)
Please refer to REMOS notification NOT-001 and

ROTAX SI-912-016/SI-914-019 for further information
NOTE
on fuel containing ethanol and on suitable engine oils.
Have a frequent look on www.rotax-engines.com and

on www.remos.com for the latest information.

general Rev. 05
1.7 Propeller
manufacturer 1. FIii. Tonini

2. Woodcomp
3. Sensenich
4. Neuform
type and number of blades 1. GT-169,5/164
2-blade, wood
2. SR38+1
2-blade, wood
3. 2A0R5R70EN
2-blade, composite
4. CR3-65-47-101,6
3-blade, composite
gear ratio 2.43 : 1
slipper clutch optional
1.8 ICAO Designator

ICAO Designator: GX (as per ICAO Doc. 8643)
1.9 Noise Certification

According to noise requirements for Ultralight aircraft (LS-UL) dated
August 1996, the REMOS GX is certified to a noise level of
60 dB (A).

nXES Rev. 01
2 Operating Limitations
Table of Contents

2.1 Reference Airspeeds 2-2
2.2 Stalling Speeds at Maximum Takeoff Weight 2-3
2.3 Flap Extended Speed Range 2-3
2.4 Maximum Maneuvering Speed 2-3
2.5 Never Exceed Speed 2-4
2.6 Maximum Wind Velocity for Tie-Down 2-4
2.7 Crosswind and Wind Limitations 2-4
2.8 Maximum Parachute Deploy Airspeed 2-5
2.9 Service Ceiling 2-5
2.10 Load Factors 2-4
2.11 Maximum Structure Temperature 2-5
2.12 Prohibited Maneuvers 2-5
2.13 Permissible Flight Maneuveres 2-5
2.14 Center of Gravity Range 2-6
2.15 Crew 2-6
2.16 Flight Conditions and Minimum Equipment List 2-6
2.17 Engine 2-8
2.18 Airspeed Indicator Range and Markings 2-9
2.19 Placards and Markings 2-10
Operating Limitations 2 - 1
nXES Rev. 01
2.1 Reference Airspeeds
speed CAS description
155 mph Airspeed which may never be

VNE Never exceed speed
(134 kts) exceeded
Maximum speed 137 mph Maximum airspeed at maximum

VH in level flight (119 kts) continuous power setting
Airspeed which shall never be

Maximum speed 123 mph
VNO in turbulence (107 kts)
exceeded in gusty weather
conditions
108 mph Maximum airspeed for all

VA Maneuvering speed
(94 kts) permissible maneuvers
Airspeed which may never be

Speed range flaps 81 mph
VFE fully extended (70 kts)
exceeded in flaps down
configuration
75 mph Recommended airspeed for

VAPP Approach airspeed
(65 kts) approach with full payload
Airspeed for the greatest altitude

Airspeed for best 56 mph
VX angle of climb (49 kts)
gain in the shortest horizontal
distance
Airspeed for best 75 mph Airspeed for the greatest altitude

VY rate of climb (65 kts) gain in the shortest time
Minimum airspeed 51 mph Minimum permissible airspeed in

VS1 flaps retracted (0°) (44 kts) flaps up configuration
Minimum airspeed 44 mph Minimum permissible airspeed in

VS0 flaps extended (40°) (38 kts) flaps down configuration
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2.2 Stalling Speeds at Maximum Takeoff Weight
stall speed with flaps extended VS0 = 44 mph = 38 kts
stall speed with flaps retracted VS1 = 51 mph = 44 kts
2.3 Flap Extended Speed Range

For deflected flaps following speed restrictions apply as a function of
airspeed:
δ VFE
[ deg ] [ mph ] [ kts ]
10 155 134
15 132 115
20 115 100
30 94 81
40 81 70
With flaps set to any deflection the safe load factor is limited to 2.
2.4 Maximum Maneuvering Speed

maximum maneuvering speed VA = 108 mph = 94 kts
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2.5 Never Exceed Speed
never exceed speed VNE = 155 mph = 134 kts
Due do the reduced density of air at altitude, true airspeed is higher

than calibrated or indicated airspeed. Therefore VNE is limited to
155 mph = 134 kts true airspeed in order to prevent flutter. With
increasing altitude VNE is limited to lower values than indicated by
redline according to the following table.
altitude CAS CAS

[ ft ] [ mph ] [ kts ]
0 155 135
5,000 147 128
10,000 137 119
15,000 125 110
2.6 Maximum Wind Velocity for Tie-Down

max. wind velocity for tie-down in the open VR = 44 mph = 38 kts
2.7 Crosswind and Wind Limitations

maximum demonstrated cross wind
component for take-off and landing 15 knots
The maximum demonstrated crosswind component is not a

limitation. The pilot may exceed this demonstrated crosswind
component on his or her own discretion. In case the pilot operates
the aircraft in crosswind components higher than demonstrated he or
she shall be aware of the fact that this flight regime has not been
tested.
A general wind limitation is not defined for the REMOS GX.
nXES Rev. 01
2.8 Maximum Parachute Deploy Airspeed
maximum parachute deploy airspeed 138 mph = 120 kts
2.9 Service Ceiling

service ceiling 15,000 ft
2.10 Load Factors

safe load factors +4.0 g / -2.0 g
With flaps set to any deflection the safe load factor is limited to 2.
2.11 Maximum Structure Temperature

max. certified structure temperature 130°F = 54°C
2.12 Prohibited Maneuvers

Flight maneuvers not permitted
• aerobatics
• spins
• flight in icing conditions
2.13 Permissible Flight Maneuvers

The following maneuvers are permitted
• all non-aerobatic maneuvers,

including stalls and departure stalls
• flight with the doors off
nXES Rev. 01
2.14 Weight and Balance
front limit of C.G. 9.6 in (245 mm)

rear limit of C.G. 16.3 in (415 mm)
maximum take-off weight (MTOW) 1,320 lb (600 kg)

typical empty weight 710 lb (322 kg)
max. baggage in baggage compartment 66 lb (30 kg)
max. baggage in each bin 4.4 lb (2 kg)
max. fuel 126 lb (57 kg)
2.15 Crew
The REMOS GX is certified to be operated with a minimum of 1
occupant (the pilot in command) and a maximum of 2 occupants.
If not otherwise defined by regulations or by the owner/operator, the

pilot in command is normally seated on the left.
2.16 Flight Conditions and Minimum Equipment List
operation minimum equipment
Day-VFR as per D-VFR Minimum Equipment List

Night-VFR as per N-VFR Minimum Equipment List
IFR in VMC as per IFR/VMC Minimum Equipment List
IFR in IMC not approved
Aerobatics not approved
nXES Rev. 01
D-VFR minimum equipment list
• engine ROTAX 912 UL-S

• silencer
• airbox
• propeller as defined in chapter 2
• carburetor heating system
• compass with compass card
• altimeter
• airspeed indicator
• safety belts
• ELT
• electrical system including circuit breakers
• master, avionics and engine kill (ignition) switch
• engine instruments (one DYNON SV-700 screen and the
EMS module DYNON SV-EMS-220)
• AeroLEDs SUNTAIL taillight with integrated ACL
• AeroLEDs NS90 position lights with integrated ACL
N-VFR Minimum equipment list
• as per D-VFR minimum equipment list, plus

• electrical artificial horizon (ADAHRS module DYNON SV-
ADAHRS-200)
• instrument panel lighting
• AeroLEDs AEROSUN 1600 landing light
• communication radio (GARMIN SL40 or SL30)
• transponder (DYNON SV-XPNDR-261)
nXES Rev. 01
IFR/VMC Minimum equipment list
• as per N-VFR minimum equipment list, plus

• navigation radio (GARMIN SL30)
• audio panel (ps-engineering PM7000B or PM8000BT)
2.17 Engine
engine manufacturer Bombardier-Rotax

engine type: 912 UL-S
max. power take-off 73.6 kW / 100 HP
continuous 69.9 kW / 95 HP
max. engine speed take-off 5,800 rpm
continuous 5,500 rpm
idle speed 1,400…1,600 min-1
cylinder head temperature minimum not defined
maximum 275°F (135°C)
oil temperature minimum 120°F (50°C)
maximum 266°F (130°C)
oil pressure minimum 22 psi (1,5 bar)
maximum 73 psi (5,0 bar)
oil pressure below 3,500 rpm minimum 12 psi (0,8 bar)
during cold start maximum 101 psi (7,0 bar)
max. fuel pressure 6 psi (0,4 bar)
nXES Rev. 01
2.18 Airspeed Indicator Range and Markings
Marking CAS Airspeed / Range Description
Minimum airspeed with flaps

Red Line, low 44 mph VS0
extended
Airspeed range for flaps
White Arc 44 to 81 mph VS0 - V FE
extended
Maximum airspeed for full
Yellow Line 108 mph VA
maneuverability
Green Arc 51 to 123 mph VS1 - V NO Normal use
Yellow Arc 123 to 155 mph VB - V NE Caution in gusty conditions
Red Line, high 155 mph VNE Maximum permissible airspeed
Recommended airspeed for

Yellow Triangle 75 mph VAPP
approach and best angle of climb
nXES Rev. 01
2.19 Placards and Markings
The required placards and markings are created with the following
color codes.
Type Inside Outside
Information white lettering on a black black lettering on a white

background - white framed background - black framed
Safety white lettering on a black red lettering on a white

background - red framed background - red framed
Warning white lettering on a red red lettering on a white

background - white framed background - red framed
nXES Rev. 01
The following placards are mandatory and define operational
limitations. They are located on the instrument panel. The list below
does not define the layout but the content and intent of the placards.
placards location
right cockpit
right cockpit
center console
(callsign example)
center console
or
nXES Rev. 01
placards location
center console
center console
right rocker
panel
baggage
compartment
nXES Rev. 01
The following safety placards are mandatory. They are located on
the instrument panel. The list below does not define the layout but
the content and intent of the placards.
placard location
right
cockpit
The following safety placard is located on the left side of the panel.
This placard is mandatory.
placard location
left cockpit
nXES Rev. 01
The following information placards and markings are found inside the
cabin and on the instrument panel. Attaching these placards is not
mandatory; these placards provide additional information to the pilot.
The list below does not define the layout but the content and intent of
the placards.
placards location
left cockpit
right cockpit
switchboard
switchboard
nXES Rev. 01
placards location
center
console
center
console
switchboard
switchboard
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placards location
switchboard
switchboard
switchboard
switchboard
optional: constant speed prop switchboard
nXES Rev. 01
The following information placards and markings are found outside
the cabin. Attaching these placards is not mandatory; these placards
provide additional information to the pilot. The list below does not
define the layout but the content and intent of the placards.
placards location
fuel tank filler cap
wheel fairings
static port
nXES Rev. 01
The following safety placards and markings are found inside the
cabin. Attaching these placards is not mandatory; these placards
placards location
center stack
aileron pushrod
cabin side at aileron

pushrod cut out
baggage
compartment
baggage
compartment
fuel tank sight hose
nXES Rev. 01
The following safety placards and markings are found outside the
placards location
center of elevator
next to the opening

for aileron pushrod,
covered by wing if
not folded
center of fixed
surface of elevator,
covered if elevator
is installed
wing main bolt
wing
nXES Rev. 01
placards location
strut
nXES Rev. 01
The following warning placards and markings are found inside the
placards location
center console
door
door
The following warning placards and markings are found outside the
placards location
recovery system
egress area
general Rev. 05
3 Emergency Procedures
Table of Content
3.1 Definitions 3-2

3.2 Jettison of Doors 3-3
3.3 Spin Recovery 3-3
3.4 Recovery System 3-3
3.5 Voltage Drop 3-4
3.6 Engine Stoppage during Take-Off 3-4
3.7 Engine Stoppage in Flight 3-5
3.8 Carburettor Icing 3-5
3.9 Engine on Fire 3-6
3.10 Emergency Landing on Land 3-6
3.11 Emergency Landing on Water 3-7
Emergency Procedures 3 - 1
general Rev. 05
3.1 Definitions
Procedures
are instructions that must be performed in the given sequence, as far
as possible without interruption.
Checklists
are lists for items to be checked in the applicable phase of flight (taxi,
take-off, climb, etc.). Timing and sequence of the steps to be
executed may vary according to the individual flight.
Briefings
are guidelines for upcoming procedures. With the help of briefings,
the pilot and passenger should recapitulate those procedures.
general Rev. 05
3.2 Jettison of Doors Procedure
1. door lock OPEN

2. hinge pin PULL
3. door JETTISON
3.3 Spin Recovery Procedure
1. control stick NEUTRAL

2. rudder OPPOSITE SPIN DIRECTION
3. after stopping of rotation RECOVER
3.4 Recovery System Procedure
1. engine STOP
2. recovery system RELEASE
3. fuel valve CLOSE
4. declare emergency MAYDAY MAYDAY MAYDAY
5. master switch OFF
6. safety belts TIGHTEN
general Rev. 05
3.5 Voltage Drop Procedure
1. engine speed MORE THAN 4.000 RPM

2. non essential systems OFF
3. land on appropriate airfield
During day VFR Operations, nonessential systems are

all systems except for the radio and intercom. During
night VFR or IFR operations, essential systems also
NOTE include transponder, areal navigation (GPS or SL30 and
HS34), instrument lights, position lights, ACL and the
artificial horizon (also applicable are Dynon D-100 or D-
180 instead of the artificial horizon).
3.6 Engine Stoppage during Take-Off Procedure
during take-off run (aborted take-off)
1. engine speed IDLE

2. brakes AS REQUIRED
3. engine OFF
during climb out (altitude below 500ft)
1. AVIATE NAVIGATE COMMUNICATE

3. engine OFF
4. fuel valve CLOSE
8. emergency landing APPROPRIATE TERRAIN
NOTE
No course deviations should be made in excesss of 30°
to the left or right. Do not return to the airfield.
general Rev. 05
3.7 Engine Stoppage in Flight Procedure
case 1: altitude not enough for engine re-start

2. landing site IDENTIFY
3. engine OFF
4. fuel valve CLOSE
case 2: altitude sufficient for engine re-start

3. carburetor heat PULL
4. electric fuel pump ON
5. choke OFF
6. starter ENGAGE
7. if engine does not start continue with case 1
8. if engine starts, continue flight and land at the nearest
appropriate airfield to determine the reason for engine failure
3.8 Carburetor Icing Procedure

3. power setting FULL POWER
general Rev. 05
3.9 ENGINE ON FIRE Procedure

3. fuel valve CLOSE
5. electric fuel pump OFF
6. power setting FULL until ENGINE STOPS
9. slip AS REQUIRED
NOTE Never release the recovery system in case of fire.
3.10 Emergency Landing on Land Procedure

3. direction of wind IDENTIFY
4. approach airspeed VAPP = 75 mph = 65 kts
5. max. flap speed VFE = 80 mph = 70 kts
6. flaps DOWN
7. trim AS REQUIRED
11. landing direction INTO THE WIND
or UPHILL
12. touchdown with full elevator on main wheels first
13. after landing, release safety belts and vacate aircraft
general Rev. 05
3.11 Emergency Landing on Water Procedure

2. direction of wind IDENTIFY
4. max. flap speed VFE = 80 mph = 70 kts
5. flaps DOWN
6. trim AS REQUIRED
10. doors JETTISON
11. touchdown with full elevator on water surface
12. after landing release safety belts and vacate aircraft
general Rev. 05
4 Normal Procedures
Table of Content

4.1 Definitions 4-2
4.2 Fuel Draining 4-3
4.3 Preflight Check 4-4
4.4 Before Start-Up 4-7
4.5 Engine Start 4-7
4.6 After Start-Up 4-8
4.7 Engine Run Up 4-8
4.8 Taxi 4-9
4.9 Departure 4-9
4.10 Take-Off 4-10
4.11 Best Angle of Climb Speed (VX) 4-12
4.12 Best Rate of Climb Speed (VY) 4-12
4.13 Cruise 4-13
4.14 Flying in Rain 4-14
4.15 Flying Without Doors 4-14
4.16 Recovery from Stall 4-15
4.17 Descent 4-15
4.18 Approach 4-16
4.19 Landing 4-17
4.20 Balked Landing 4-19
4.21 After Landing 4-19
4.22 Shutdown 4-19
Normal Procedures 4 - 1
general Rev. 05
4 Normal Procedures
4.1 Definitions
Procedures
are instructions that must be performed in the given sequence, as far
as possible without interruption.
Checklists
are lists for items to be checked in the apropriate phase of flight (taxi,
take-off, climb, etc.). Timing and sequence of the steps to be
executed may vary according to the individual flight.
Briefings
are guidelines for upcoming procedures. With the help of briefings,
the pilot and passenger should recapitulate those procedures.
general Rev. 05
4 Normal Procedures
4.2 Fuel Draining Procedure
Since auto fuel contains a significant amount of ethanol nowadays,
draining of the fuel system is more and more important. Draining of
the aircraft must be performed before moving the aircraft at all. After
re-fueling the aircraft, draining is also required. Give the fuel several
minutes to rest after filling it up and do not move the aircraft prior to
draining.
The drainer is located underneath the belly, just behind the main
landing gear. From the outside only a plastic hose with 0.5 in
diameter is visible. To drain the fuel tank, press on the plastic hose.
Capture the released fuel and analyze it for water.
If AVGAS or MOGAS is used, water will clearly deposit underneath

the fuel. Continue draining until no more water can be detected.
In the case of auto fuel containing ethanol, water can be absorbed by

the fuel up to a certain amount, so no water will be detected during
draining. If the fuel looks like a milky dispersion, the fuel is saturated
with water. In this case dump all of the fuel, do not use this fuel for
flying! After dumping fuel, fill up the fuel tank completely with fuel
without ethanol.
To dump fuel, press in the plastic drainer hose and turn it counter-
clockwise (as seen from bottom) about ¼ of a turn. To close the
drainer, turn the plastic hose back. Be sure the drainer is properly
closed. If dust or dirt particles get inside the drainer, the drainer will
not close properly. In this case, open the drainer again to clean the
drainer.
When draining the aircraft take care that no fuel contaminates the
environment. Dispose of drained or dumped fuel in an environmental
correct manner.
For further information about fuel containing ethanol please refer to

the REMOS Notification NOT-001-ethanol-fuel.
general Rev. 05
4 Normal Procedures
4.3 Preflight Check Checklist
Checks outside the aircraft
1. fuel system drained before moving the aircraft at all

2. engine oil level (between min. and max. markings)
3. level of engine coolant (between min. and max. markings)
4. cowling is closed and properly secured
5. propeller has no damage or wear
6. nose gear and wheel/tire have no damage or wear, air pressure is
correct and suspension is free
7. static port is clean
8. main wing bolt properly secured with Fokker needle
9. pitot tube is clean and properly fixed
10. wingtip and cover glass are securely mounted and not damaged
11. aileron, linkage and hinges have free travel and no damage,
counterweights are securely fixed
12. upper wing strut attachment is secured
13. flap, linkage and hinges have no damage, rubber stops (flutter
damper) on outer hinges are in place
14. lower wing strut attachment is secured
15. belly top antennas are securely mounted and free of damage
16. left main gear and wheel/tire have no damage or wear, air pressure
is correct and suspension is free
17. cover of ejection opening has no damage
18. top antennas are securely mounted and free of damage
19. fuselage has no damage
20. horizontal tail, elevator, linkage and hinges have free travel and no
damage
21. trim actuator linkage securely mounted and not damaged
22. elevator quick-fastener is securely locked
23. rudder linkage and hinges have free travel and no damage
24. horizontal tail attachment bolts are secured
25. horizontal tail, elevator, linkage and hinges have free travel and no
damage
26. fuselage has no damage
general Rev. 05
4 Normal Procedures
27. right main gear and wheel/tire have no damage or wear, air pressure
is correct and suspension is free
28. lower wing strut attachment is secured
29. flap, linkage and hinges have no damage, rubber stops (flutter
damper) on outer hinges are in place
30. upper wing strut attachment is secured
31. aileron, linkage and hinges have free travel and no damage ,
counterweights are securely fixed
32. wingtip and cover glass are securely mounted and not damaged
33. landing light glass is not damaged
34. static port is clean
35. main wing bolt properly secured with Fokker needle
It is suggested to perform the outside check according to the following

flow diagram:
2,3,4,5,6
7,8 34,35
9 33
10 32
12 30
14,15,16 27,28
11 31
13 1 29
17,18,19
26
20,21 22,23 24,25
Insecurely connected, improper operation of control surfaces or

insecurely locked fasteners will lead to loss of control of the aircraft!!
Checks inside the aircraft
general Rev. 05
4 Normal Procedures
1. aileron quick-fasteners are securely locked
2. enough fuel on board for the flight

3. both seats are properly secured in intended position
4. both doors can be locked
5. check proper functioning of the flap drive and gauge
Insecurely connected, improper operation of control surfaces or

insecurely locked fasteners will lead to loss of control of the aircraft!!
general Rev. 05
4 Normal Procedures
4.4 Before Start-Up Checkliste
1. doors LOCKED
2. safety belts FASTENED
3. parking brake SET
4. recovery system ARMED
5. fuel valve OPEN
4.5 Engine Start Procedure
cold engine
1. master switch ON
2. anti-collision-light (ACL) ON
3. oil cooler flap CLOSED
5. engine power CRACKED OPEN
6. choke PULL
7. propeller FREE
8. starter ENGAGE max.10 sec.
warm engine
1. master switch ON
2. anti-collision-light (ACL) ON
3. oil cooler flap AS REQUIRED
5. engine power CRACKED OPEN
6. choke OFF
7. propeller FREE
8. starter ENGAGE max.10 sec.
NOTE
than 10 seconds, in order to avoid overheating the
starter. If the engine does not start, release the key to
position "0", wait 2 minutes and repeat the procedure.
general Rev. 05
4 Normal Procedures
4.6 After Start-Up Procedure
9. engine has started STARTER DISENGAGE

10. choke OFF
11. oil pressure OK
12. position-lights ON
13. avionics switch ON
14. intercom ON
15. radios ON and FREQUENCY SET
16. transponder AS REQUIRED
18. engine speed for warm-up 2,500 rpm
By having the electric fuel pump switched off after

starting the engine, only the mechanical pump is
providing the engine with fuel. Make sure that the engine
NOTE is running without the electric pump for at least two
minutes. In that time, the engine burns all fuel in the fuel
system behind the mechanical fuel pump. If the engine
keeps running, the mechanical fuel pump is operational.
4.7 Engine Run Up Checklist
1. oil temperature min. 50°C / 120°F

2. engine speed 4,000 rpm
3. magneto check max. 300 rpm DROP
4. carburetor heat TEMPERATURE RISES
general Rev. 05
4 Normal Procedures
4.8 Taxi Procedure
1. landing light RECOMMENDED

2. parking brake RELEASE
3. engine speed AS REQUIRED
4. control on ground VIA PEDALS
5. min. turn radius ca. 20 ft = 7 m
6. braking AS REQUIRED
7. taxi speed APPROPRIATE
4.9 Departure Briefing
1. wind, weather, visibility OK

2. ATIS CHECKED
3. runway CORRECT DIRECTION
4. traffic pattern ALTITUDE and ROUTING
general Rev. 05
4 Normal Procedures
4.10 Take-Off Procedure
short field take-off

2. carburetor heat OFF
4. brakes SET
5. flaps UP, ON GRASS 15 deg
6. elevator trim 2/3 UP
7. rudder and aileron NEUTRAL
8. engine power FULL POWER
9. brakes RELEASE
10. rotate and lift-off VX = 56 mph = 49 kts
11. steepest climb VX = 56 mph = 49 kts
12. best climb VY = 75 mph = 65 kts
Take-off distances given in chapter 5 have been

NOTE
determined with this procedure. It is required to rotate
and lift off the aircraft with significant elevator input.
Take care not to stall the aircraft during this maneuver.
NOTE
It is recommended to keep the electric fuel pump
switched on during the entire flight.
Full power engine speed on ground is approx. 4,900 rpm

NOTE with the Sensenich prop and approx. 5,000 rpm with the
Tonini and Neuform props.
Take-off with reduced power is possible, though not

recommended. No take-off shall be performed with
NOTE engine speed lower than 4,000 rpm. A drastically
reduced take-off performance must be taken into
account.
general Rev. 05
4 Normal Procedures
comfort take-off

4. flaps UP, ON GRASS 15 deg
8. rotate 49 mph = 43 kts
9. lift-off 62 mph = 54 kts
Take-off distance with this procedure can easily be two

NOTE times or more longer than the short field take-off, but is
much more comfortable.
NOTE
Full power engine speed in ground is approx. 4,900 rpm

NOTE with the Sensenich prop and approx. 5,000 rpm with the
Tonini and Neuform props.
Take-off with reduced power is possible, though not

recommended. No take-off shall be performed with
NOTE engine speed lower than 4,000 rpm. A drastically
reduced take-off performance must be taken into
account.
general Rev. 05
4 Normal Procedures
4.11 Best Angle of Climb Speed (VX) Checklist
1. flaps CLEAN
7. CHT max. 275°F = 135°C
8. oil temperature
4.12 Best Rate of Climb Speed (VY) Checklist
1. flaps CLEAN
7. CHT max. 275°F = 135°C
8. oil temperature
general Rev. 05
4 Normal Procedures
4.13 Cruise Checklist
1. flaps CLEAN
2. landing light OFF
4. maneuvering speed VA = 108 mph = 94 kts
5. normal operating speed VNO = 123 mph = 107 kts
6. never exceed speed VNE = 155 mph = 135 kts
7. max. cont. engine speed 5,500 rpm
10. CHT max. 275°F = 135°C
11. oil temperature
NOTE
reasonable cruise configurations
with Tonini or Woodcomp fixed pitch propeller:

With an engine speed of 4,800 rpm, an airspeed of 99 mph = 86 kts
is achieved at 3,000ft. Fuel consumption is approx. 4.8 US gal.
with Sensenich ground adjustable propeller:

with Neuform ground adjustable propeller:

general Rev. 05
4 Normal Procedures
4.14 Flying in Rain Checklist

2. carburetor heat ON
5. CHT max. 275°F = 135°C
6. oil temperature
visibility to the front is very limited

windscreen may need defogging
NOTE
flight performance is reduced
fuel consumption increases
stall speed increases
braking efficiency during landing is reduced
4.15 Flying Without Doors Procedure
1. door lock OPEN

2. gas spring on door DETACH
3. hinge pin PULL
4. door TAKE OUT CAREFULLY
NOTE
VNE is reduced to 115 mph = 100 kts when flying
without doors.
NOTE
Flying without doors leads to high wind velocities inside
the cabin.
NOTE
For flight without doors, either one door or both doors
must be taken out before flight.
NOTE Unlocking and opening doors in flight is prohibited.
general Rev. 05
4 Normal Procedures
4.16 Recovery from Stall Procedure
1. stick back pressure RELEASE

2. rudder OPPOSITE to BANK
3. aileron NEUTRAL
4. engine power AS REQUIRED
4.17 Descent Checklist
1. flaps CLEAN
8. carburetor heat RECOMMENDED
10. CHT max. 275°F = 135°C
11. oil temperature
general Rev. 05
4 Normal Procedures
4.18 Approach Briefing

2. ATIS CHECKED
4. traffic pattern ALTITUDE and ROUTING
7. full flaps BELOW 81 mph = 70kts
9. airspeed in pattern mph = kts
10. approach airspeed AS RECOMMENDED
The approach airspeed marked on the airspeed indicator refers to a

max. take-off weight of 1,320lb = 600 kg. The recommended
approach airspeed varies with the actual aircraft weight. Please refer
to the following table to select the correct approach airspeed.
aircraft weight recommended approach speed

880 lb 58 mph = 50 kts
990 lb 62 mph = 54 kts
1,100 lb 66 mph = 58 kts
1,200 lb 70 mph = 61 kts
1,320 lb 75 mph = 65 kts
general Rev. 05
4 Normal Procedures
4.19 Landing Procedure
short field landing

2. full flaps airspeed VFE = 80 mph = 70 kts
3. flaps DOWN
6. elevator trim AS REQUIRED
10. CHT max. 275°F = 135°C
11. oil temperature
12. touch down on main wheels first with very little flare.
13. brakes IMMEDIATELY
Landing distances given in chapter 5 have been

determined with this procedure. Hold the nose landing
NOTE gear just clear of the ground and touch down with very
little flare. Take care not to overload the landing gear
during this maneuver.
general Rev. 05
4 Normal Procedures
normal landing
1. approach airspeed AS RECOMMENDED

3. flaps DOWN
10. CHT max. 275°F = 135°C
11. oil temperature
12. touch down on main wheels first with elevator fully held back.
Landing distance with this procedure can easily be two

NOTE times or more longer than the short field landing, but is
much more comfortable.
NOTE
In high wind or gusty conditions or for training purposes,
less than full flap setting or clean flaps permitted.
general Rev. 05
4 Normal Procedures
4.20 Balked Landing Procedure
3. flaps RETRACT
8. CHT max. 275°F = 135°C
9. oil temperature
4.21 After Landing Checklist

2. flaps UP
4. radio and transponder AS REQUIRED
4.22 Shutdown Procedure
1. avionics switch OFF

2. landing light OFF
3. position lights OFF
4. engine OFF
5. ACL OFF
6. cockpit lights OFF
8. recovery system SECURED
9. parking brake SET
It is permissible to switch avionics (GPS, radio,

NOTE transponder, intercom) together with the avionics switch
rather than separately.
general Rev. 05
5 Performance
Table of Contents

5.1 General 5-2
5.2 Take-Off and Landing Distances 5-3
5.3 Rate of Climb 5-4
5.4 Cruise Speed, RPM, Fuel Consumption, Range 5-5
5.5 Low Airspeed and Stall 5-6
Performance 5 - 1
general Rev. 05
5 Performance
5.1 General
All flight performance data are given for ISA standard atmosphere at
sea level and standard temperature. To determine temperature in
relation to ISA conditions please refer to the following chart:
ISA std. Temperature
15000
14000
13000
12000
11000
10000
[ ft ]
9000
pressure altitude
8000
7000
6000
5000
4000
3000
2000
1000
0
-15 -10 -5 0 5 10 15
temperature [ °C ]
Flight performance can vary significantly due to tolerances, setting of

propeller and engine, flight without doors, deviation of temperature
and air density from standard ISA conditions, etc.
Range applies to the 22 gallon fuel tank system (21 gallons usable)
without reserve, within the ICAO standard atmosphere at given
altitude.
Performance 5 - 2
general Rev. 05
5 Performance
5.2 Take-Off and Landing Distances
Take-Off Woodcomp or Sensenich or

Tonini Neuform
Take-off roll distance ft 495ft

n/a
(Flaps 0°) m 151m
Take-off air distance ft 226ft

n/a
(Flaps 0°) m 69m
Take-off distance ft 721ft

n/a
(Flaps 0°) m 220m
Take-off roll distance ft 580ft 525ft

(Flaps 15°) m 177m 160m
Take-off air distance ft 325ft 200ft

(Flaps 15°) m 99m 61m
Take-off distance ft 905ft 725ft

(Flaps 15°) m 265m 215m
Landing all propellers
Landing roll distance ft 341ft

(Flaps 40°) m 104m
Landing air distance ft 335ft

(Flaps 40°) m 102m
Landing distance ft 676ft

(Flaps 40°) m 206m
Take-off/landing conditions have been determined at

NOTE ISA standard conditions at mean sea level and over a
virtual 50ft obstacle.
Short field procedures apply. Diverting from the short

NOTE field procedures defined in section 4 will lead to
significant longer take-off and landing distances.
Performance 5 - 3
general Rev. 05
5 Performance
Performance data apply under ISA conditions on a dry, hard runway
surface. Various circumstances have an effect on take-off and
landing performance. According to ICAO-circular 601AN/55/2, it is
recommended to use following add-ons on roll- and air distances:
add-ons on take-off roll distance

for dry grass + 20%
for wet grass + 30%
for soft surface + 50%
per 2 knots tailwind component + 10%
per 10 knots headwind component - 10%
for high temperatures above standard + 10% per 10°C
for altitude above sea level (density altitude) + 5% per 1,000 ft
add-ons on take-off air distance

for dirty wings/raindrops + 15%
5.3 Rate of Climb
Propeller Woodcomp Sensenich Neuform

or Tonini
best angle of climb mph 56 56 56

airspeed VX kts 49 49 49
best rate of climb mph 75 75 75
airspeed VY kts 65 65 65
best rate of climb
fpm 600 710 710
at MSL
climb is flown with flaps retracted, see section 4
Performance 5 - 4
general Rev. 05
5 Performance
5.4 Cruise Speed, RPM, Fuel Consumption, Range
Rotax 912 UL-S, 100 hp engine, Woodcomp or Tonini Fixed Pitch Prop
Engine Fuel True Maximum Maximum
Speed Consumption Airspeed Endurance Range
rpm gph 3,000 ft, mph / kts hr NM
5,400 6.7 113 / 98 3.2 311
5,200 6.0 109 / 95 3.5 332
5,000 5.4 104 / 91 3.9 353
4,800 4.9 100 / 87 4.3 375
4,600 4.4 95 / 83 4.8 401
4,400 3.9 91 / 79 5.4 425
4,200 3.5 86 / 75 6.0 446
Rotax 912 UL-S, 100 hp engine, Sensenich Ground Adjustable Prop

5,400 6.7 130 / 113 3.2 362
5,200 6.0 123 / 107 3.5 375
5,000 5.4 117 / 102 3.9 398
4,800 4.9 111 / 97 4.3 417
4,600 4.4 105 / 91 4.8 437
4,400 3.9 98 / 85 5.4 459
4,200 3.5 92 / 80 6.0 480
Rotax 912 UL-S, 100 hp engine, Neuform Ground Adjustable Prop

5,400 6.7 130 / 113 3.2 362
5,200 6.0 123 / 107 3.5 375
5,000 5.4 117 / 102 3.9 398
4,800 4.9 111 / 97 4.3 417
4,600 4.4 105 / 91 4.8 437
4,400 3.9 98 / 85 5.4 459
4,200 3.5 92 / 80 6.0 480
Performance 5 - 5
general Rev. 05
5 Performance
5.5 Low Airspeed and Stall
If the center of gravity is within the permissible range, the aircraft will
be fully controllable until reaching the stall speed. If stall speed is
reached, the pilot should lower the nose of the aircraft to re-establish
a safe airspeed.
level stall
CG at most rearward position (airspeeds at IAS)
Flap Position 0° 15° 30° 40°

51 mph 47 mph 45 mph 44 mph
Vmin. at idle
(44 kts) (41 kts) (39 kts) (38 kts)
Vmin. at full power
(43 kts) (41 kts) (38 kts) (38 kts)
CG at most forward position (airspeeds at IAS)

Vmin. at idle
(43 kts) (40 kts) (38 kts) (37 kts)
Vmin. at full power
(41 kts) (40 kts) (38 kts) (37 kts)
Performance 5 - 6
general Rev. 05
5 Performance
stall in turns
CG at most rearward position (airspeeds at IAS), 30° bank

Vmin. at idle
(44 kts) (41 kts) (38 kts) (38 kts)
Vmin. at full power
(46 kts) (41 kts) (38 kts) (38 kts)
CG at most forward position (airspeeds at IAS), 30° bank

Vmin. at idle
(46 kts) (42 kts) (39 kts) (38 kts)
Vmin. at full power
(47 kts) (43 kts) (40 kts) (38 kts)
As the aircraft approaches the stall speed, this will be indicated by

slight aerodynamic buffeting. The stall speed is reached when the
aircraft becomes unstable in flight, but should still be controllable. It
is also possible to perform a stall while in a turn, but the stall speed
will increase (see table above).
Performance 5 - 7
G3-8 MA FM 1206 - R05
6 Weight-and-Balance-Information
Table of Contents

6.1 Center of Gravity Range and Determination 6-2
6.2 CG-Calculation 6-3
6.3 Calculation Example 6-4
6.4 Aircraft Specific Weights 6-5
Weight and Balance Information 6 - 1

G3-8 MA FM 1206 - R05
6.1 Center of Gravity Range and Determination
on a level surface. Before weighing, a level wing main chord has to

be established (use pads between main wheels and scale beneath).
A check-mark reference point (R.P.) on the leading edge of the left
wing, adjacent to the wing root, is provided to ease examination. To
level the wing main chord, use a flexible clear hose, filled with water,
as a spirit level. The total weight G = G1 + G2, has to be used for

G3-8 MA FM 1206 - R05
6.2 CG-Calculation
The following procedure must be used to correctly calculate the
Moment (lb-inch) = Weight (lb) x Arm (inch)
Moment Total
Center of
(lb-inch)
Gravity =
Weight Total
(inch)
(lb)
Weight Arm Moment

lb Inch lb-Inch
Empty Weight ____ ____ ____
Occupants ____ 8.3 ____
Fuel ____ 37.8 ____
Baggage ____ 37.4 ____
Weight Total: ____ Moment Total: ____
NOTE
The permissible CG range, measured from R.P., must
be within the limits of 9.6 to 16.3 Inches.

G3-8 MA FM 1206 - R05
6.3 Calculation Example
The following example is given to show how to calculate the center
example for your own flight preparation.
Weight Arm Moment

lb Inch lb-Inch
Empty Weight 670 12.5 8,375
Occupants 175 8.3 1,453
Fuel 120 37.8 4,536
Baggage 30 37.4 1,122
Weight Total: 995 Moment Total: 15,486
Moment Total
Center of
(lb-inch)
Gravity = = 15.6 inch
Weight Total
(inch)
(lb)

G3-8 MA FM 1206 - R05
6.4 Aircraft Specific Weights
Below are noted the aircraft specific data. Pilots must use this
information to ensure a correct weight and balance calculation prior
to every flight. This is essential for safe flight.
For detailed information of the weight and balance data and the
equipment installed on the aircraft refer to the individual aircraft
weight and balance report, which includes the equipment list.
empty payload C.G. date of date of list of sign

weight weighing equipment

nXES Rev. 01
7 Airplane and Systems Description
Table of Contents
sect. description pages
7.1 Cockpit Overview 7-2

7.2 Left Panel – Primary Instruments 7-3
7.3 Engine Operation 7-8
7.4 Center Stack 7-9
7.5 Right Panel – Additional Instruments 7-11
7.6 Circuit Breakers 7-14
7.7 Electrical System 7-16
7.8 Center Console 7-18
7.9 Cockpit Lighting 7-19
7.10 Recovery System 7-20
Systeme 7-1
nXES Rev. 01
7.1 Cockpit Overview

Cockpit example
engine operating elements
circuit breakers
backup Instruments
COM or NAV/COM intercom or

ELT
audio panel
center panel and

switchboard
Systeme 7-2
nXES Rev. 01
7.2 Left Panel

DYNON SV-D700
The instrumentation in the full spec consists of the DYNON SV
D700, the Garmin SL30 and the heights and journey sensor. More-
over, the engine operation is appropriate on the left side.
The primary flight instrumentation and the indication of the Motorpa-

rameter are carried out via the DYNON SV D700. This is a large-
scale integrated advertisement system, it unites this “Electronic
Flight information display and this „Multinational Function display“
what does mean all conventional primary are found here, and sec-
ondary flight instruments and navigation instruments the engine in-
struments on a screen again.
Guaranteed functions of the DYNON SkyView system are airspeed

indicator, altimeter, vertical speed indicator, slip indicator, magnetic
compass, artificial horizon, trim and flap indication, g-meter, outside
air temperature, stall warning. In case that a SL-30 NAV/COM is
installed additional CDI, HSI, glideslope for ILS approaches. Engine
tach, manifold pressure, oil pressure, oil temperature, fuel gauge,
Systeme 7-3
nXES Rev. 01
fuel pressure, fuel flow, voltmeter, ammeter, timer. The SkyView

system may offer additional features that do not belong to the gua-
ranteed functions.
For detailed data refer to the manufacturer's instruction manual that

comes with your plane. The website of DYNON
www.dynonavionics.com offers the possibility to download the
manuals.
Systeme 7-4
nXES Rev. 01

Garmin SL 40
The Garmin SL40 is a 760-channel VHF COM transceiver. It incorpo-
rates active and standby flip-flop frequency tuning. Its frequency
monitor function allows you to check ATIS or emergency
frequencies – without leaving the assigned ATC channel

comes with your plane. The website of GARMIN www.garmin.com
offers the possibility to download the manuals.
Systeme 7-5
nXES Rev. 01

Garmin SL 30
The Garmin SL30 is a 760-channel VHF COM transceiver and 200-
channel VOR/LOC/GS NAV receiver. The SL30 also incorporates
workload-reducing functions such as automatic decoding of the
Morse code station identifier for VOR/LOC/ILS, most-used frequency
storage in unit memory, built-in course deviation indicator and more.
SL30 offers standby frequency monitoring feature providing the ca-

pability of two NAV/COMS in one.
Standby COM frequency monitoring lets the pilot listen to transmis-

sions like ATIS or the emergency channel without leaving the active
frequency.
With the primary VOR/LOC frequency selected as NAV source on

the DYNON SV-700, the standby frequency can be tuned to a sec-
ond VOR to display the current radial on which your aircraft is flying
and be displayed as BEARING source on the SV-700. This allows
you to cross check position fixes with just one receiver, the standby-
VOR tuned in serves as an NDB in this case.

Systeme 7-6
nXES Rev. 01
7.3 Engine Operation
Left Panel
Carburetor heating is activated by pulling the
yellow knob on top
The oil temperature control is installed in the

middle position. Push to increase temperature,
pull to decrease temperature.
Pull the green knob to choke the engine.
The dual throttle control is located in the lower

position. The left throttle lever does not feature a
friction lock.
Systeme 7-7
nXES Rev. 01
7.4 Center Stack

The GPS is installed in the center stack. A Garmin aera 500, a Gar-
min 696 or the FlymapL is available.
Systeme 7-8
nXES Rev. 01
At the central control panel all controls of the REMOS GX are

located. All switches are clearly labeled.
The switch panel incorporates the following:

• Switch for ACL
• Navigation lights
• Switch for landing lights
• Switch for fuel pump
• Throttle lever with locking device
• Charging indicator light of the generator
• Master and avionics switches
• USB sockets
• Dimmer LED Cockpit
• Audio connection
Systeme 7-9
nXES Rev. 01
7.5 Right Panel – Additional Instruments

The right cockpit panel takes different equipment and operating de-
vices depending on equipment. The illustration below shows a pos-
sibility of variation. This contains the ELT switch as well as a second
DYNON SV-700 screen. Standard equipment in the right panel in-
cludes the ventilation and heating knobs, circuit breakers, 12V recep-
tacle and the intercom or audio panel.
Systeme 7 - 10
nXES Rev. 01

Garmin GMA 240
The Garmin GMA240 is an intercom with audio-in capability. Marker
beacons cannot be received. Left and right volume and squelch can
be adjusted separately. The center panel is equipped with an audio-
in jack. Activate the audio-in signal by pressing “MUSIC” and then
selecting “1”. To adjust the volume, pull the right knob and rotate it.
Listening to music during flight may lead to inatten-

tion. Take care that you are always aware of the
WARNING
situation of the flight and stay ahead of the aircraft. If
in doubt, switch off the audio entertainment, espe-
cially during take-off, landing and while talking with
ATC.
The GARMIN GMA240 is a stereo intercom designed to be used in

combination with stereo headsets. The wiring of the aircraft is de-
signed to use stereo headsets, too. To allow the use of mono-
headsets, the aircraft is equipped with stereo/mono switches at the
headset jacks. Make sure the switch is in its correct position.
If mono headsets are plugged in while the switch is in stereo posi-

tion, the signal for the right channel will short out with ground. This
may lead to damage of the intercom, as described in the GARMIN
GMA240 manual. Furthermore the radio may be damaged, too.
The intercom may be damaged, too, if the headset is plugged in or

pulled or out while the intercom is switched on. Always shut down
the intercom when connecting or disconnecting headsets.
The warranty does not apply if the intercom or the radio

fail when using mono headsets with the incorrect posi-
NOTE tion of the stereo/mono switch or when plugging in or
disconnecting headsets while the intercom is switched
on.

Systeme 7 - 11
nXES Rev. 01

ps-engineering PMA7000B and PMA8000BT
These are is an audio panels with marker beacon receiver. It incor-
porates audio-in capability with several muting modes. These audio
panels may be used with mono or stereo headsets.
A common volume knob is provided for left and right seat. Setting
squelch is not required as the audio panels incorporate INTELLI-
VOX that adjusts squelch automatically.
In addition to that the PMA8000BT audio panel incorporates BLUE-

TOOTH ® interface to link your cellphone or iPOD ® without addi-
tional cables.
Listening to music during flight may lead to inatten-

tion. Take care that you are always aware of the
WARNING
situation of the flight and stay ahead of the aircraft. If
in doubt, switch off the audio entertainment, espe-
cially during take-off, landing and while talking with
ATC.
WARNING
National regulations may apply or using cell phones
on board of aircraft.

comes with your plane. The website of ps-engineering
www.ps-engineering.com offers the possibility to download the ma-
nuals.
Systeme 7 - 12
nXES Rev. 01
7.6 Circuit Breakers

The electrical system of the REMOS GX consists of a BUS system,
split into master-BUS and avionics-BUS. All electrical components
are protected with circuit breakers (CB). The fuse for the charge
control check light is located behind the switch panel. An additional
fuse for charging and for the regulator is located in front of the fire-
wall, beneath the battery bracket.
Systeme 7 - 13
nXES Rev. 01
All circuit breakers are labeled; additionally the placard shown below
is applied inside the cockpit to give more detailed information. Here
you can find detailed information about the rating of each CB.
If a CB has been tripped, the black knob points out; in addition to this
a white ring is visible. To reset the CB, push in the knob. To release
a CB manually, push on it.
Systeme 7 - 14
nXES Rev. 01
7.7 Electrical System

The electrical system of the REMOS GX is powered by an alternator,
which is capable of 250W at engine speeds of at least 4,000 RPM.
At lower engine speeds the output of the alternator is lower. Below a
certain engine speed the alternator is not able to support the power
demand for all electrical equipment. The exact engine speed is not
easily defined and varies base on the equipment installed. The criti-
cal engine speed is around 2,500 RPM.
If your REMOS GX is operated in an environment where you have

long taxiways or you operate the aircraft a longer time with low RPM,
switch off electrical equipment that are not essential in order to con-
serve battery power. The following table gives an overview of the
power consumption of your electrical equipment.
average power average current

consumer
consumption [ W ] @ 12V [ A ]
SkyView SV-D700 (each) 28 2,3
SkyView SV-ADAHRS-200 1 0,1
SkyView SV-EMS-220 1 0,1
SkyView SV-GPS-250 1 0,1
SkyView SV-XPNDR-261 4 0,3
SkyView SV-32 (each) 17 1,4
Garmin SL30 (standby) 11 0,9
Garmin SL30 (TX) 50 4,2
Garmin SL40 (standby) 5 0,4
Garmin SL40 (TX) 40 3,3
Garmin aera500 6 0,5
GARMIN GPS-696 13 1,1
FlymapL 42 3,5
intercom / audio panel 5 0,4
fuel pump 17 1,4
instrument lighting 6 0,5
aeroLEDs position lights 40 3,3
aeroLEDs landing lights 24 2,0
flap motor 4 0,3
trim Motor 25 2,1
external receptacle 12 1,0
Systeme 7 - 15
nXES Rev. 01
The aircraft is equipped with an ammeter, so the energy balance

can be read. The ammeter is installed in a way that only the current
into and out of the battery is indicated. Below the critical engine
speed the battery will be discharged, indicated by negative current.
When reaching the critical engine speed the indicated current will
become zero. Above that speed the battery is charged, indicated by
positive current.
With engine idling or when taxiing with low RPM the

NOTE alternator is definitely not able to cover the electric pow-
er consumption and the battery will be discharged.
recommendations
Charge your battery on a regular basis, especially in the cold time of
the year. Take care to use the correct charger. Standard equipment
is a LiFePo4 battery that needs a special kind of charger. To avoid
damage to the battery, do not use inappropriate or inexpensive
chargers. Contact REMOS for recommendations of appropriate
charging systems.
Take the battery out of the aircraft in winter time if you do not fly and
stow it in a dry place at room temperature. Aircraft owners that oper-
ate their REMOS GX throughout the entire year, even in the cold
winter time, are strongly recommended to use at least a 16Ah battery
and to install a TANIS heater system for both the battery and the
engine. Contact REMOS or your dealer for certified installation of the
heater systems.
Systeme 7 - 16
nXES Rev. 01
7.8 Center Console

The following controls are located on the center console:
• Engine fuel shut off valve

• Brake lever including fluid reservoir
• Parking brake valve
All controls are labeled. On the center console you will find all impor-
tant placards, which post the operational limits for a safe operation of
the aircraft. In addition a start-up checklist is provided
Systeme 7 - 17
nXES Rev. 01
7.9 Cockpit Lighting
The REMOS GX cockpit features an effective LED panel lighting

system, which can be dimmed independently from the instrument
lights. It is a dazzle-free system designed for Night-VFR use.
The system is activated and dimmed by means of the control knob

located on the center stack left of the power lever.
Systeme 7 - 18
nXES Rev. 01
7.10 Recovery System
The recovery system must be installed according to the approved

procedures. The belts of the system are attached to the wing’s main
spar attachment fittings. They are protected against environmental
conditions and are maintenance free. A check is neither required nor
possible, as the belts are hidden within the airplane’s structure.
The main belt is hanging inside the cabin. In case of an installed

recovery system the parachute is connected to this belt by means of
a snap hook.
Any modification of the installation of the recovery sys-

tem and any of its components is not authorized and will
immediately lead into loss of certification of the airplane.
NOTES
Maintenance during the annual condition inspection
must be performed according to the recovery system
manufacturer’s handbook.
belt attachment
ejection opening with
edge protection
release handle softpack parachute
rocket engine
Systeme 7 - 19
G3-8 MA FM 1208 - 05
8 Aircraft Ground Handling and Servicing
Table of Content

8.1 Introduction 8-2
8.2 Checking and Servicing Coolant 8-2
8.3 Checking and Servicing Oil 8-3
8.4 Fuelling the aircraft 8-4
8.5 Towing 8-5
8.6 Tie-Down 8-5
8.7 Rigging a Folded Aircraft 8-6
8.8 Folding a Rigged Aircraft 8-8
8.9 Transportation of the Aircraft 8-9
8.7 Cleaning and Care 8-9
Aircraft Ground Handling and Servicing 8 - 1

G3-8 MA FM 1208 - 05
8.1 Introduction
This section gives guidance how to service the aircraft and how to
handle it on ground. This section does not provide maintenance
instructions.
Maintenance procedures are defined in the maintenance manual that

is specific to the individual aircraft. All maintenance shall be
performed according to the REMOS Service and Maintenance
Checklist, available directly at REMOS or on the website
www.remos.com
8.2 Checking and Servicing Coolant

The REMOS GX is designed to be easily serviceable. A flap in the
upper cowling allows checking the coolant level in the overflow bottle
without removing the cowling.
Make sure there is app. 1 inch of coolant liquid visible in the overflow
bottle. Exceeding this level is not required.
For filling up cooling liquid it is required to take off the cowling.
coolant BASF Glysantin Protect Plus/G48

mixing ratio 1:1 (Glysantin : water)

NOTE
Have a frequent look on www.flyrotax.com and on

www.remos.com for the latest information.

G3-8 MA FM 1208 - 05
8.3 Checking and Servicing Oil

The REMOS GX is designed to be easily serviceable. Access to all
components which have to be lubricated or checked regularly is
possible without detaching any panels. A flap in the upper cowling
allows access to the oil bottle in order to check and add oil without
removing the cowling.
For checking the oil remove the oil tank cap. Prior to oil check turn
the propeller by hand in the direction of engine rotation several times
to pump oil from the engine into the oil tank. It is essential to build up
compression in the combustion chamber. Maintain the pressure for a
few seconds to allow the pressure flow around the piston rings into
the crankcase. The speed of rotation is not important for the
pressure transfer into the crankcase.
This process is finished when air is returning back to the oil tank an
can be noticed by a murmur from the open oil tank.
The oil level should be between the minimum and maximum marking
on the oil dipstick. Avoid oil levels exceeding the maximum mark as
excess oil will be poured through the venting line.
engine oil synthetic or semi-synthetic

oil rating API-SG or higher
min. 2.1 qts
engine oil capacity
max. 3.1 qts
recommended oil AeroShell Sport PLUS 4 10W-40

NOTE


G3-8 MA FM 1208 - 05
8.4 Fuelling the Aircraft

The fuel filler cap is located on the right-hand side of the fuselage
behind the wing. After removing the lockable fuel filler cap, refuelling
is easily possible.
Aircraft up to SN377 must be fuelled very carefully in order to

prevent spilling of fuel. From SN378 on the fuel system has been
modified to allow more rapid refuelling without spilling.
The fuel tank vent line is also the overflow line and is located on the
belly of the airplane. If the fuel tank is full (recognizable by the fuel
nozzle shutting down), further filling of the tank will lead the fuel to
overflow.
The fuel tank is equipped with a sight tube to check fuel level. The
sight tube can be found inside the cabin between the two seats.
usable fuel quantity 21 US gallons

total fuel quantity 22 US gallons
fuel qualities
AVGAS, MOGAS or min. AKI 91,
ideally free of ethanol

NOTE


G3-8 MA FM 1208 - 05
8.5 Towing
Due to the low weight of the REMOS GX, it is very easy to move the
equipment for towing provided. Do not attempt under any

circumstances to tow the aircraft by attaching any kind of towing
equipment to the nose wheel!
Grab the aircraft at the propeller roots just outside the spinner to pull
it forward. For pushing the aircraft backward it is recommended to
push at the root of the horizontal tail. Bushing backward is also
permitted at the strut. If this is done with open doors, one can grab
the rudder pedal to steer backward.
8.6 Tie-Down
To tie down the aircraft we recommend the use of at least three
ropes (left wing, right wing, and tail). Tie down each wing by
attaching the rope to the lug located on the upper strut bracket.
Another rope connection point is provided on the tail skid of the
aircraft. When necessary, a fourth rope can be slid around the
propeller/gear drive shaft at the nose of the aircraft.
Aircrafts from SN380 are equipped with a metric M8 thread on the

lower side of the wing near the wingtips and are provided with bolt-in
lugs. If required, bolt in the lugs and tie down the aircraft there. Do
not fly with the tie-down lugs installed!
An additional rope may be applied to the propeller. Wrap the rope

around the spacer between spinner and prop flange of the engine,
accessible through the gap between cowling and spinner. In order to
avoid damages to the spinner do not wrap the rope around the prop
blade roots.
Secure the control stick by use of the safety belt to prevent the
control surfaces from being slammed from stop to stop by the wind.
NOTE
The maximum wind velocity to leave a tied down aircraft
in the open is 38 kts.

G3-8 MA FM 1208 - 05
8.7 Rigging a Folded Aircraft

The REMOS GX is manufactured to the highest quality standards. All
components are very precise and provide the maximum
aerodynamic quality. It is therefore strongly recommended that you
be very careful when assembling or disassembling components such
as the wings, stabilizer and other parts. The following instructions will
provide you with all the necessary information.
Folding or unfolding the wings and attaching or

NOTE
detaching the horizontal tail is a two person procedure.
Do not to try this alone. Severe damage to the aircraft
may result.
Tools, equipment and preparation
bolt release tool (provided with the aircraft)

screwdriver (Philips head)
grease for bolts
place the stabilizer behind the aircraft protective support

remove both stabilizer bolts from their bushings
remove both wing bolts from their bushings

G3-8 MA FM 1208 - 05
Connecting folded wings to the fuselage

1. Unlock the fairings between the strut and the wing/fuselage and
slide them along the strut.
2. Withdraw the main wing securing bolt from the wing and place it
nearby. Ensure that the bolt stays clean until remounted.
3. Remove the wing support aid bracket while a second person
supports the wing at the wing tip.
4. Now the second person at the wing tip moves the wing slowly
forward while ensuring that the wing does not spin around its
axis. The weight of the wing is supported by its strut, therefore,
the wing must never be lifted or pushed down from the top.
5. When the wing has reached its maximum forward position, the
person at the fuselage position must rotate the wing to align both
connection latches. Care must be taken that the surface of the
wing is not damaged by the fuselage connecting latches.
6. When the connecting latches between the fuselage and wing are
aligned, the wing must be lifted by the person at the wing tip.
The person at the fuselage must ensure that the flap drive
connection fits correctly into the bushing on the fuselage.
7. If all latches have engaged and the wing fits properly to the
fuselage, the main bolt can be pushed into its support tube. To
install the main bolt correctly, please use the special installation
tool which comes with the aircraft. Now secure the bolt with the
securing pin. The person at the wing tip can now release the
pressure supporting the wing tip.
8. Inside the cabin, the pushrod quick fasteners MUST properly be

connected and secured.
Insecure connection, improper operation of control surfaces

or insecurely locked fasteners will lead to loss of control of
the aircraft!! When in doubt contact your local REMOS
dealer or service center.
9. Proceed in the same order with the second wing.

G3-8 MA FM 1208 - 05
Installing the horizontal tail

1. Hold the horizontal tail in place so that the bushings in the
fuselage match up with those in the horizontal tail.
2. Apply the attachment bolts from left to right into their bushings.
The forward bolt is marked by a "V", the rearward bolt by "H".
3. Align the hole of the attachment bolt with the one in the right
bushing and secure the bolts with Fokker needles.
4. Connect the cable plug for the electric trim actuator
5. The pushrod quick fasteners MUST be connected properly and

secured.
Insecure connection, improper operation of control surfaces

or insecurely locked fasteners will lead to loss of control of
the aircraft!! When in doubt contact your local REMOS
dealer or service center.
6. Attach the tail cover and secure it with the screws provided.
Connect the electric jack for the taillight.
After rigging the aircraft perform a preflight check.
8.8 Folding a Rigged Aircraft

To disassemble the aircraft, perform the above described procedures
in reverse order.

G3-8 MA FM 1208 - 05
8.9 Transportation of the Aircraft

If you intend to store the aircraft with the wings folded, we
recommend using REMOS folding wing supports (ask your local
dealer). With these supports mounted, the wings are secured
properly and handling of the aircraft will be much easier.
When the aircraft has to be moved by trailer, please ask your

authorized REMOS dealer for advice. When placed on a trailer in a
wrong way, serious damage could result.
8.10 Cleaning and Care

After every day of flight, it is recommended that you clean the
surface of the aircraft using pure water and a soft cotton towel only.
Take special care when cleaning the windows to use lots of water to
loosen and rinse away bugs and dirt and use with only a soft cotton
towel, or otherwise you will create scratches. If cleaned regularly,
you may not need to use any special cleaning products. If for any
reason special cleaning products need to be used, please contact
your dealer for advice. For polishing you can use almost any car
polish but be sure that no silicone is used in that product.

Rev. 04 November 2010
Imprint
Pilot Operating Handbook REMOS GX
ASTM Edition
Copyright REMOS Aircraft GmbH Flugzeugbau

© REMOS 2007-2014, all rights reserved
Supplement Flight Training
Revision general-04
general Rev. 04

Table of Content

1 Introduction 9-2
2 Take-Off 9-3
3 Climb 9-4
4 Cruise 9-5
5 Stall 9-6
6 Slip 9-7
7 Glide 9-8
8 Descent 9-9
9 Approach 9-10
10 Touch Down 9-12
Supplement Flight Training 9 - 1

general Rev. 04
1 Introduction
This chapter should enable you to familiarize yourself with the flight
performance and flight characteristics of the REMOS GX. To
complete these instructions, please refer to the appropriate sections
in the POH.
The following pages describe flight characteristics experienced

during various flight configurations and weather conditions:
• Take-off
• Climb
• Cruise
• Stall
• Slip
• Glide
• Descent
• Approach
• Touch down
This chapter was introduced as an additional guide to

experience the capabilities of the aircraft, It is not a
NOTE
substitute for flight school training! If you are not yet
familiar with the aircraft, we strongly recommend that
you follow these instructions only when accompanied by
a skilled flight instructor.

general Rev. 04
2 Take-Off
Take-off under normal conditions

1. After the pre-flight check has been completed, extend flaps
to 15° for a grass runway. On a hard surface runway, take-
off with clean flaps.
2. Ensure that the elevator trim is in the correct position.
3. Whenever possible, take-off directly into the wind. The
maximum demonstrated crosswind component for take-off is
15 kts.
4. Smoothly apply full throttle (fully forward) and maintain
runway heading.
5. As the aircraft accelerates, gently pull back on the control
stick to raise the nose slightly until the aircraft becomes
airborne.
6. Once airborne, slowly release the back pressure on the
control stick to allow the airspeed to increase to VX = 56 mph
= 49 kts. Maintain this speed and avoid making any climbing
turns until a sufficiently safe altitude has been reached.
7. When all obstacles have been cleared, retract the flaps (if
they were deployed) and accelerate to VY = 75 mph = 65 kts.
Take-off under tailwind conditions

Similar to normal take-off except that the take-off distance will be
extended. Ensure that you determine the take-off distance required
to ensure you have sufficient runway length prior to take-off.
Take-Off in rain or with a dirty aircraft

Surface conditions, high density altitude and temperatures, raindrops
and bugs affect the performance of the aircraft. Be aware that in
these conditions the performance figures will not meet the published
figures, as they apply to a clean aircraft under standard atmospheric
conditions. Expect a significant drop in performance.

general Rev. 04
3 Climb
Climb with Best Angle of Climb

With engine set to full power, establish VX, which is an indicated
airspeed of 56 mph (49 kts). At this airspeed the aircraft will achieve
the steepest angle of climb. During climb it is essential to monitor oil
and water (CHT) temperatures. Adjust the oil temperature regulation
flap as required.
Climb with Best Rate of Climb

With engine set to full power, establish VY, which is an indicated
airspeed of 75 mph (65 kts). At this airspeed the aircraft will achieve
the best rate of climb. During climb it is essential to monitor oil and
water (CHT) temperatures. Adjust the oil temperature regulation flap
as required.
Climb while in cruise

If you wish to climb in cruise, select an airspeed between 90 to 100
mph (78 to 86 kts). At these speeds, the aircraft will climb between
600 to 800 ft/min, depending on the weather conditions, altitude and
weight of the aircraft.
It is strongly recommended that you monitor oil and water (CHT)

temperatures. Under no circumstances should any of the engine
temperature limits be exceeded, otherwise, an engine failure may
result.
Climb in rain or with a dirty aircraft

Raindrops and bugs affect the performance of the aircraft. Be aware
that in these conditions the performance figures will not meet the
published figures, as they apply for a clean aircraft under standard
atmospheric conditions. Expect a performance loss of 10% to15%.

general Rev. 04
4 Cruise
Normal cruise
An economical cruise is flown at engine speeds of 4,400 RPM to
4,800 RPM. With the Sensenich or Neuform propeller this will result
in airspeeds between 98mph (85kts) and 111mph (97kts) with a fuel
flow between 4 and 5 gph
High speed cruise is done with engine speeds between 5,000 RPM
and 5,400 RPM. With the Sensenich or Neuform propeller this will
result in airspeeds between 117mph (102kts) and 130mph (113kts)
with a fuel flow between 5 and 7 gph.
If required, the aircraft is capable of achieving an airspeed up to 137

mph (119 kts) at full power settings. If doing so, always monitor the
engine speed. The maximum continuous engine speed is 5,500 RPM
and may only be sustained for 5 minutes. Do not exceed the
maximum engine speed of 5,800 RPM.
Cruise in gusty conditions

When flying in gusty weather conditions, the normal operating
airspeed VNO = 123 mph (107 kts) should not be exceeded for safety
reasons. The REMOS GX offers very stable flight characteristics
even in heavy weather conditions.
Cruise in rain or with dirty aircraft

Raindrops and bugs affect the performance of the aircraft. Be aware
that in these conditions the performance figures will not meet the
published figures, as they apply for a clean aircraft under standard
atmospheric conditions. Expect a performance loss of 10% to15%.
When flying in rain always activate the carburetor heat.

general Rev. 04
5 Stall
The REMOS GX is fully controllable when flying at a wide range of

airspeeds. At airspeeds below the lower speed limit, the aircraft will
display very stable stall characteristics. If the airspeed is reduced by
the pilot gradually pulling back on the control stick, aerodynamic
buffet will occur, indicating that the aircraft is approaching the stall
speed. Should the aircraft then be allowed to stall, the aircraft still will
remain controllable. The aircraft can be stalled with flaps both
extended or retracted.
Conducting a stall maneuver does not require special skills.

However, if you are not yet familiar with the aircraft, we recommend
you do this exercise only when accompanied by an experienced
flight instructor.

general Rev. 04
6 Slip
The slip is a very stable flight condition and is also very easy to
perform. This maneuver is used to increase aerodynamic drag to
enable a high rate of descent.
Before establishing a slip, you have to ensure that the airspeed is

within the required limits. The maximum maneuvering speed
VA = 108 mph (94 kts) should not be exceeded. If performing a slip
with flaps extended, a maximum indicated airspeed of VFE= 81 mph
(70 kts) must be maintained. You will achieve the maximum rate of
descent when slipping with flaps fully extended and flying at VFE.
Conducting a slip does not require special skills. However, if you are
not yet familiar with the aircraft, we recommend to do this exercise
only when accompanied by an experienced flight instructor.

general Rev. 04
7 Gliding
The aircraft can glide well with the engine off. Best glide ratios are
achieved within an indicated airspeed of 75 mph (65 kts). These
speeds will establish a glide ratio of about 1:10 with the flaps
retracted (0° position).

general Rev. 04
8 Descent
When descending from level flight it is important to monitor engine

temperatures. During descent, the temperatures will decrease, which
could cause engine failure or carburetor icing to develop. therefore
we strongly recommend that you not exceed the lower limits of these
temperatures. Engage carburetor heat before beginning the descent.

general Rev. 04
9 Approach
Approach under normal conditions

Always land on the most suitable runway, taking into consideration
wind direction, length of runway, obstacles on the approach, etc. The
recommended airspeed for approach at MTOW is 75 mph (65 kts).
Approach under tailwind conditions

When on final approach with a tailwind component, the REMOS GX
does not require different approach or flare procedures than those
used in calm or headwind conditions. However, you do have to
keep in mind that the landing distance will increase significantly.
Approach in crosswind conditions

Crosswinds do not have a big effect on the flight characteristics of
the REMOS GX, as long as the cross-wind component stays within
the maximum demonstrated speed of up to 15 kts. Performing a
crosswind landing does not require above-average piloting skills.
Nevertheless, if not yet familiar with the aircraft, we recommend that
you perform crosswind landings only when accompanied by an
experienced flight instructor until sufficient experience has been
gained.
Approach in turbulent weather conditions

The recommended airspeed for approach is 75 mph (65 kts) in
turbulent conditions. This will give you a reserve airspeed to balance
any unexpected deviations in altitude and heading. In more gusty
conditions it may be beneficial to stabilize the glide slope by keeping
the flap setting to the 15° position.
Approach in rain showers

Raindrops on the wing surfaces influence the aerodynamic
characteristics of the airfoil; drag will increase while lift decreases.
The airfoil used on the REMOS GX features stable flight
characteristics in rainy conditions. Therefore, there are no special
advisories for flights within rain. we recommend that you operate the
aircraft as you would in turbulent weather conditions (see "Approach
in turbulent weather conditions). When flying in rain always activate
the carburetor heat.

general Rev. 04
9 Approach
Approach in the slip configuration

If a high descent rate is required on final, we recommend that you
conduct a slip maneuver. Conducting an approach in the slip
configuration does not require special skills, however, if you are not
yet familiar with the aircraft we recommend that yo do this exercise
only when accompanied by an experienced flight instructor.

general Rev. 04
10 Touchdown
The aircraft has very good low speed characteristics and so is very
controllable all the way through the landing phase. After a good
approach has been conducted, the REMOS GX does not require
much action to land with a perfect touch down. It is important to
establish a safe and stable airspeed during the approach.

general Rev. 04
Imprint

ASTM Edition

POH Supplement Glider Towing
G3-8 MA FM 1210 - 05
Supplement Glider Towing

Table of Content

1 General Information 10-2
2 Operating Limitations 10-3
3 Emergency Procedures 10-5
4 Normal Procedures 10-7
5 Performance 10-10
6 Weight and Balance 10-16
7 Systems 10-17
8 Aircraft Ground Handling and Service 10-18
Supplement Glider Towing 10 - 1

G3-8 MA FM 1210 - 05
1.1 Introduction
This supplement is to be used only in addition to the REMOS GX
Pilot Operating Handbook!
1.2 Certification
The REMOS GX is manufactured in compliance with the rules of the
Light Sport Aircraft airworthiness standards and does not conform to
1.3 Quick Reference

For use as a glider towing aircraft, the REMOS GX is equipped with
the TOST E85 tow release clutch, which is connected to the fuselage
tail by a specially developed mounting frame. To release the tow
rope a release lever is located on the left hand side of the pilot seat
(colored yellow). Additionally, a rear view mirror must be installed
inside the aircraft, above the pilot seat.

G3-8 MA FM 1210 - 05
2.1 Towing Speed

max. towing speed VT of glider
min. towing speed 1,3VS1 of glider,

at least 56 mph (49 kts)
2.2 Tow Ropes

length of tow rope 130 to 200 ft
weak link max. 300 dN
2.3 Maximum Glider Take-Off Weight

The maximum permissible take-off weight of the glider to be towed
varies with the propeller mounted to the REMOS GX. The following
operating limitations may not be exceeded:
Propeller Glider
Tonini GT-2 1,210 lb [550kg]
Woodcom SR38+1 1,210 lb [550kg]
Sensenich R70EN 1,580 lb [720kg]
Neuform CR3-65 1,580 lb [720kg]
Rospeller 1,430 lb [650kg]
2.4 Crew
During glider towing operations the REMOS GX must be operated
only by one pilot (no passenger allowed, except for
training/instruction). In all cases, the total take-off weight (towing
aircraft + glider) must not exceed 2,900 lb.

G3-8 MA FM 1210 - 05
2.5 Minimum Equipment List
as per D-VFR minimum equipment list, plus

TOST tow release clutch type E85
REMOS mounting frame for tow release clutch
yellow colored release handle
rear view mirror placed on main spar carrythrough
2.6 Flying Without Doors

not permitted during towing operations
2.7 Required Placards and Markings
Adjacent to the airspeed indicator:
Adjacent to the tow release handle:
At the release clutch bracket:

G3-8 MA FM 1210 - 05
3.1 Engine Failure Procedure
Case 1: altitude not enough for engine re-start

3. glider pilot NOTIFIED
4. glider pilot RELEASE ROPE
5. engine OFF
6. fuel valve CLOSE
10. tow rope RELEASE
Case 2: altitude sufficient for engine re-start

7. choke OFF
8. starter ENGAGE
10. if engine starts, continue flight and land on an airfield

G3-8 MA FM 1210 - 05
3.2 Abnormal Flight Attitude Procedure

3. engine REDUCE POWER
5. recover gently and return to an airfield
If the glider pilot cannot recover from the abnormal flight

NOTE
attitude and does not or cannot release the tow rope, the
REMOS GX pilot must release the tow rope to recover
from the abnormal flight attitude.
If the abnormal flight attitude cannot be recovered from

NOTE at all, the tow rope cannot be released, or the weak link
does not break, activate the recovery system.
3.3 Failure of the Release Clutch Procedure

3. flaps DOWN
4. variable pitch prop 5,600 rpm
7. electrical fuel pump ON
8. touchdown on main wheels first with elevator fully held back.
The rope will hang down significantly from the aircraft

NOTE due to its own weight. Therefore it can become tangled
with obstacles, plants, wires, vehicles, persons, etc.

G3-8 MA FM 1210 - 05
4 Normal Procedures
1. Perform standard preflight check

2. Check tow release clutch and test-release a tow rope
1. oil cooler flap OPEN

5. flaps 15 degrees
9. taxi forward ROPE STRAIGHT
11. rotate 62 mph = 54 kts
12. lift-off 75 mph = 65 kts
14. flaps RETRACT
During take-off, special care must be taken that the

climb rate and airspeed are compatible with the required
NOTE values of the towed glider. Watch your rate of climb
immediately after take-
climb capability).
To maintain permissible water and oil temperatures

during climb and descent, the aircraft must be equipped
NOTE with an oil temperature regulation flap. During climb the
operating lever of this flap should be in the "open/cooler"
position.

G3-8 MA FM 1210 - 05
4 Normal Procedures
4.3 Climb Briefing

Flight tests have been conducted with various glider airplanes.
These tests revealed that modern composite gliders, especially when
loaded with water ballast, must be towed faster than older wooden
sailplanes.
The modern gliders are usually towed with airspeeds of

75 mph = 65 kts or possibly above that with flaps retracted. Older
sailplanes can be towed with airspeeds as low as 48 mph = 56 kts; in
that case select the 15 degrees flap setting.
4.4 Descent Checklist
1. flaps CLEAN
11. CHT max. 275°F = 135°C
12. oil temperature
Special care must be taken to keep all temperatures

within the permissible range. To keep temperatures
NOTE within the proper operation levels, the throttle may be
left at a setting just above the idle position. Do not allow
the oil temperature to drop rapidly.

G3-8 MA FM 1210 - 05
4 Normal Procedures

2. ATIS CHECKED
4. traffic circuit ALTITUDE and ROUTING
7. full flaps BELOW 81 mph = 70kts
9. airspeed in pattern 95 to 125 mph = 80 to 110 kts
10. approach airspeed 75 mph = 65 kts
1. approach airspeed 75 mph = 65 kts

3. flaps DOWN
11. CHT max. 275°F = 135°C
12. oil temperature 120 to 266°F = 50 to 130°C
13. tow rope RELEASE ON THRESHOLD

G3-8 MA FM 1210 - 05
5 Performance
5.1 Take-Off Roll Distance
If the REMOS GX is equipped with a Sensenich R70EN or a
Neuform CR3-65 propeller, the following take-off roll distances apply
(under the conditions of a hard surface runway, ISA conditions, no
wind and lift-off at VY = 75 mph = 65kts).
Take-Off Roll Distance

ISA, hard surface, no wind
1400
1200
1000
Take-Off roll distance [ ft ]
800
600
Neuform CR3-65 or Sensenich R70EN
400
200
0
600 800 1000 1200 1400 1600 1800
glider weight [ lb ]

G3-8 MA FM 1210 - 05
5 Performance
5.2 Take-Off Air Distance
If the REMOS GX is equipped with a Sensenich R70EN or a
Neuform CR3-65 propeller, the following take-off air distances apply
Take-Off Air Distance over 50ft

800
700
600
Take-Off air distance [ ft ]
500
400
300
200
100
0
600 800 1000 1200 1400 1600 1800

G3-8 MA FM 1210 - 05
5 Performance
5.3 Take-Off Distance over 50ft
The following diagram presents the total take-off distance over 50ft
Take-Off Distance over 50ft

2500
2000
[ ft ]
1500
Take-Off distance
1000
Tonini GT-2 or Woodcomp SR38+1

Rospeller 2BL-40
500
0
600 800 1000 1200 1400 1600 1800

G3-8 MA FM 1210 - 05
5 Performance
5.4 Effects on Take-Off Distance
Take-off distances given apply for ISA conditions and a dry, hard
runway surface. Various circumstances have an effect on take-off
and landing performance. According to ICAO-circular 601AN/55/2, it
is recommended to use following add-ons for roll and air distances:

for dry grass + 20%
for wet grass + 30%

relation to ISA conditions please refer to the following chart.
Especially in glider towing the take-off distances can

NOTE vary significantly with precise flying habits and the drag
of the glider.

G3-8 MA FM 1210 - 05
5 Performance
15000
14000
13000
12000
11000
10000
[ ft ]
9000
pressure altitude
8000
7000
6000
5000
4000
3000
2000
1000
0
-15 -10 -5 0 5 10 15
temperature [ °C ]

G3-8 MA FM 1210 - 05
5 Performance
5.5 Tested Glider Configuration
The following gliders have been towed during flight tests:
LS-1, LS-4, Baby-III, Astir and Twin Astir, Hornbach, Junior, Jantar,
Pirat, Puchacz, Discus and DuoDiscus, Blanik, DG-100/300/500,
DG-1000, ASK-21 and ASW-24, Nimbus and Cirrus, Cobra, PIK-20.
5.6 Remarks
Based on the rules of the Light Sport Aircraft airworthiness
standards, the maximum dimension is defined by the weight of the
glider to be towed, without consideration of glider aerodynamics.
During the flight test with the DG-1000T, a maximum permissible
glider weight of 1,580 lb has been demonstrated.
For gliders with a maximum permissible glider weight of 1,580lb, but

less favourable aerodynamics than the DG-1000T, a lower climb rate
and significantly longer take-off distance are to be expected.
Inexperienced pilots should start with a one person

NOTE lightweight glider and increase the glider weight step by
step.

supplement glider towing Rev. 05
6 Weight and Balance
6.1 General
When the aircraft is used for glider towing, the weight and balance
calculations for the standard configuration are valid also for towing
operations. Concerning payload, there are some restrictions which
have to be observed, see also Section 3 within this supplement.
6.2 Required Equipment

The following additional equipment is required to use aircraft the for
glider towing, and must be taken into account in the weight and
balance:
TOST tow release clutch, type E 85

release handle (colour yellow)
REMOS oil temperature regulation flap
rear view mirror
The following equipment is not part of the center of gravity

calculation, but is also necessary for glider towing:
towing rope with ring connector

weak link 300 daN (green)
The pilot has to ensure that the required weak link is

NOTE attached to the tow rope; otherwise the structure of the
aircraft may become overloaded!

supplement glider towing Rev. 05
7 Systems
The tow release handle is installed inside the cabin of the REMOS
GX. The handle is located on the left hand side of the pilot seat,
colored yellow. Pulling the handle releases the tow rope. The handle
should provide a free play of 1/2 to 1 Inch.

G3-8 MA FM 1210 - 05
8 Aircraft Ground Handling and Service
During regular servicing intervals, the tow release clutch must be

cleaned, lubricated and checked to assure proper operation.
A general overhaul of the release clutch must be conducted every 4

years or 4,000 towing operations, whatever comes first. For further
manufacturer.

G3-8 MA FM 1210 - 05
Imprint

ASTM Edition

Supplement Banner Towing
Revision 01
supplement banner towing Rev. 01

Table of Content
1 General Information 11-2

2 Operating Limitations 11-3
3 Emergency Procedures 11-5
4 Normal Procedures 11-7
5 Performance 11-9
6 Weight and Balance 11-12
7 Systems 11-13
8 Aircraft Ground Handling and Service 11-14

1.1 Introduction
This supplement is to be used only in addition to the REMOS GX
Pilot Operating Handbook!
1.2 Certification
The REMOS GX is manufactured in compliance with the rules of the
Light Sport Aircraft airworthiness standards and does not conform to
1.3 Quick Reference

For use as a banner towing aircraft, the REMOS GX is equipped with
the TOST E85 tow release clutch, which is connected to the fuselage
tail by a specially developed mounting frame. To release the tow
rope a release lever is located on the left hand side of the pilot seat
(colored yellow). Additionally, a rear view mirror must be installed
inside the aircraft, above the pilot seat.

2.1 Towing Speed

max. towing speed 65 kts
2.2 Tow Ropes

length of tow rope 130 to 200 ft
weak link max. 300 dN
2.3 Banner
When towing banners the drag of the banner is relevant and not its
2
size. Low drag banners up to 216m have been tested.
max. drag 700 N at 73 kts

weak weight 20 kg
Approved banners should be used.
2.4 Crew
During banner towing operations the REMOS GX must be operated
only by one pilot (no passenger allowed, except for
training/instruction).
2.5 Minimum Equipment List
as per D-VFR minimum equipment list, plus

TOST tow release clutch type E85
yellow colored release handle
rear view mirror placed on main spar carrythrough

2.6 Flying Without Doors

not permitted during towing operations
2.7 Required Placards and Markings
Adjacent to the airspeed indicator:
Adjacent to the tow release handle:
At the release clutch bracket:

3.1 Engine Failure Procedure
Case 1: altitude not enough for engine re-start

3. engine OFF
4. fuel valve CLOSE
8. tow rope RELEASE
10. banner RELEASE BEFORE LANDING
Case 2: altitude sufficient for engine re-start

5. choke OFF
6. starter ENGAGE
8. if engine starts, continue flight and land on an airfield

3.2 Failure of the Release Clutch Procedure
1. approach airspeed VAPP = 65 kts

2. max. airspeed with banner VNE banner = 65 kts
3. flaps DOWN
6. electrical fuel pump ON
The banner will hang down significantly from the aircraft

due to its own weight. Therefore it can become tangled
NOTE with obstacles, plants, wires, vehicles, persons, etc.
Keep the approach as steep as possible so that banner
and aircraft are on the ground at the same time.

4 Normal Procedures
1. Perform standard preflight check

2. Check tow release clutch and test-release a tow rope
1. oil cooler flap OPEN

5. flaps 15 degrees
8. taxi forward ROPE STRAIGHT
10. rotate 54 kts
11. lift-off 65 kts
12. best climb VY = 65 kts
13. flaps RETRACT
During take-off, special care must be taken that the

NOTE
climb rate and airspeed are adjusted to the
characteristics of the banner. Watch your rate of climb
immediately after take-off.
To maintain permissible water and oil temperatures

during climb and descent, the aircraft must be equipped
NOTE with an oil temperature regulation flap. During climb the
operating lever of this flap should be in the "open/cooler"
position.

4 Normal Procedures

2. ATIS CHECKED
4. traffic circuit ALTITUDE and ROUTING

12. flaps DOWN
19. CHT max. 275°F = 135°C
20. oil temperature 120 to 266°F = 50 to 130°C
21. banner RELEASE ON THRESHOLD

5 Performance
5.1 Take-Off Distance
take-off distance over 50ft

hard surface, no wind, ISA
1200
1000
800
[m]
t/o distance over 50ft
600
400
Tonini Propeller
200
Neuform Propeller
Sensenich Propeller
Rospeller Propeller
0
0 50 100 150 200 250
banner area [ qm ]

5 Performance
5.2 Effects on Take-Off Distance
Take-off distances given apply for ISA conditions and a dry, hard
runway surface. Various circumstances have an effect on take-off
and landing performance. According to ICAO-circular 601AN/55/2, it
is recommended to use following add-ons for roll and air distances:

for dry grass + 20%
for wet grass + 30%

relation to ISA conditions please refer to the following chart.
Especially in banner towing the take-off distances can

NOTE vary significantly with precise flying habits and the drag
of the banner.

5 Performance
15000
14000
13000
12000
11000
10000
[ ft ]
9000
pressure altitude
8000
7000
6000
5000
4000
3000
2000
1000
0
-15 -10 -5 0 5 10 15
temperature [ °C ]

6 Weight and Balance
6.1 General
When the aircraft is used for banner towing, the weight and balance
calculations for the standard configuration are valid also for towing
operations. Concerning payload, there are some restrictions which
have to be observed, see also Section 3 within this supplement.
6.2 Required Equipment

The following additional equipment is required to use aircraft the for
glider towing, and must be taken into account in the weight and
balance:
TOST tow release clutch, type E 85

release handle (colour yellow)
REMOS oil temperature regulation flap
rear view mirror
The following equipment is not part of the center of gravity

calculation, but is also necessary for glider towing:
towing rope with ring connector

weak link 300 daN (green)
The pilot has to ensure that the required weak link is

NOTE attached to the tow rope; otherwise the structure of the
aircraft may become overloaded!

7 Systems
The tow release handle is installed inside the cabin of the REMOS
GX. The handle is located on the left hand side of the pilot seat,
colored yellow. Pulling the handle releases the tow rope. The handle
should provide a free play of 1/2 to 1 Inch.

8 Aircraft Ground Handling and Service
During regular servicing intervals, the tow release clutch must be

cleaned, lubricated and checked to assure proper operation.
A general overhaul of the release clutch must be conducted every 4

years or 4,000 towing operations, whatever comes first. For further
manufacturer.

Imprint

ASTM Edition

POH Supplement Continued Airworthiness
G3-8 MA FM 1212 - 01

Table of Content
1 Purpose 11-2
2 Continued Airworthiness System 11-3
3 Owner/Operator Responsibilities 10-5
4 Release of Notices to the Public 10-7
5 Documentation Update 10-8
6 Maintenance and Annual Condition Inspection 10-9
7 Modifications or Change of Equipment 10-10
8 Repairs 10-12
9 Contact Data 10-13
Supplement Continued Airworthiness 12 - 1

G3-8 MA FM 1212 - 01
1 Purpose
Continued Airworthiness is everything that is required to keep an

aircraft in a safe condition to fly. This does not only include the
technical part like maintenance and annual condition inspection. It
also includes update of documentation, e.g. Pilot Operating
Handbook, issuing repair instructions and repair approvals, change
on equipment and feedback of the customer to the manufacturer.
Especially the latter one is really important as this is the only way
that the manufacturer gets to know of potential issues of safety of
flight.
In some areas the procedures of the continued airworthiness system

of an LSA differ significantly from the ones of a standard category
aircraft. This POH supplement shall give guidance to the customer
how to act correctly in the continued airworthiness system and how
to keep his aircraft airworthy and legal to fly.

G3-8 MA FM 1212 - 01
2 Continued Airworthiness System
REMOS Aircraft GmbH Flugzeugbau shall be informed about

potential issues of safety of flight or service difficulties by means of
the Customer Feedback Form G3-8 MA CA 0050. This document is
attached to the maintenance manual and is also available on the
website www.remos.com. If a customer does not inform the
manufacturer by means of this form, REMOS Aircraft GmbH
Flugzeugbau also accepts any way of information as long as it
contains at least following information:
aircraft make and model

serial number and callsign
propeller make and model
total time of aircraft and engine
use of aircraft: private or commercial
name and contact data of reporting person
description of potential issue of safety or service difficulty
Once the customer has notified REMOS Aircraft GmbH

Flugzeugbau, the information will be forwarded immediately to the
Head of Design by means of the customer feedback form.
Shall the customer opt for e-mail notification via service@remos.com

then this e-mail will immediately forwarded to the Head of Design.
Based on the information given in the customer feedback form, the

Head of Design will perform a risk assessment. In most cases, the
Head of Design will contact the customer to collect more and precise
information. This includes eventual cooperation with authorities, e.g.
in case of an accident.

G3-8 MA FM 1212 - 01
2 Continued Airworthiness System
A risk assessment consists of:
cause of accident/incident by pilot error or technical

background
safety effect determination
risk assessment evaluation
decision of required alerting of the public
decision of corrective action
The continued airworthiness system of REMOS Aircraft GmbH

Flugzeugbau does not only cover events that have occurred during
operation of the aircraft. Proposals for improvements or corrections,
service difficulties, findings during maintenance events or annual
condition inspections are also covered by the continued
airworthiness system. In case that service staff identifies a potential
safety of flight issue or a real service/maintenance problem, a
customer feedback form must be filled out and handed forward to the
Head of Design.
The customer shall not be afraid of consequences like revoking

licenses. This is not the intention and not the job of an aircraft
manufacturer. If there is no immediate danger for other customers or
the flying public, REMOS Aircraft GmbH Flugzeugbau will never
notify authorities.

G3-8 MA FM 1212 - 01
3 Owner/Operator Responsibilities
During handover of the aircraft the owner/operator is introduced into

the continued airworthiness system of REMOS Aircraft GmbH
Flugzeugbau. The customer is informed about the following:
The maintenance handbook provides all information that the

customer needs to comply with the regulations, especially
with continued airworthiness and maintenance.
It
manufacturer with current contact information. Only with
current contact information the manufacturer is able to
contact the customer in case service bulletins or safety alerts
need to be sent out.
In case a safety of flight issue or significant service difficulty
reveals, it is the responsibility of the owner/operator to inform
the manufacturer. The owner/operator shall not seek for
solutions on his own and modify the aircraft I a way that is
not covered by the maintenance manual.
Shall the manufacturer release a notice of corrective action it
is the responsibility of the owner/operator to comply with it.
Furthermore the owner/operator has the responsibility to
comply with all applicable aviation authority regulations in
regard to maintaining the airworthiness of the LSA airplane.
In case the manufacturer has released a notice of corrective
action the owner complete it within the timeframe defined in
the notice. If there is no timeframe defined, than the latest
time to comply with it is the next annual condition inspection.
In case the owner/operator does not comply with the
maintenance manual and/or releases of corrective action,
the LSA is not in compliance with the accepted ASTM
consensus standards. This means that the aircraft is not
airworthy and operating this aircraft is not legal. In case the
responsible aviation authority (in case of the USA this is
FAA) gets to know about this the owner/operator may be
subject to regulatory action by the authority.

G3-8 MA FM 1212 - 01
3 Owner/Operator Responsibilities
This information is provided by means of the customer commitment

form, which is part of the maintenance manual. The owner/operator
shall sign this form and send it to REMOS Aircraft GmbH
Flugzeugbau. On this form the owner/operator shall also provide the
manufacturer with current contact data.
If the aircraft is sold to another customer a new customer

commitment form needs to be signed. This form will have the
identical document number added by a dash and a counting number
starting with 1 to make clear that this new form is a new revision.

G3-8 MA FM 1212 - 01
4 Releases of Notices to the Public
There are three different levels of notices to the public, each

representing a different level of importance:
SAFETY ALERT
will be issued in case of an urgent safety of flight situations.
Potentially an emergency safety of flight action is required in
this case. Owner/operators will immediately be informed by
postal mail and an immediate action is required. In addition,
all safety alerts will be published on the website
www.remos.com
SERVICE BULLETIN
will be issued in case a corrective action, a mandatory
inspection or a modification of the aircraft is required.
Owner/operators must be informed by postal mail. An
immediate action is not required but a future action is
required or recommended. In addition, all safety alerts will be
published on the website www.remos.com
NOTIFICATION
will be issued in case service information is required, but
owner/operators will not be informed by postal mail. The
public is notified via the website www.remos.com only.

G3-8 MA FM 1212 - 01
5 Documentation Update
Any documentation update will be released on the website

www.remos.com Owner/operators will not be informed by postal
mail, unless such a documentation update is mandatory for safety of
flight and is released by a safety alert or a service bulletin. Examples
for documentation updates are new revisions of:
Pilot Operating Handbook

Service and Maintenance Checklist
Annual Condition Inspection Checklist
Type Design Datasheet
For copyright reasons a new revision of the maintenance handbook

is not available on the website, but only on request as hardcopy.

G3-8 MA FM 1212 - 01
6 Maintenance and Annual Cond. Inspection
Maintenance intervals of all REMOS aircraft are 25h for the first
maintenance event, followed by 100h inspections. In case that
AVGAS 100LL is used for more than 30% of the time, oil change
interval is reduced to 50h.
REMOS Aircraft GmbH Flugzeugbau hereby defines the following
persons that may perform maintenance and repair as defined in the
Maintenance Manual including 25h and 100h inspection:
Owner/operator: with Sport Pilot Certificate or higher:

preventative maintenance, or line maintenance.
LSA Repairman Maintenance: preventative maintenance,
line maintenance, or heavy maintenance.
A&P Mechanic: preventative, maintenance, line
maintenance, or heavy maintenance.
Part 145 Repair Station with appropriate ratings:
preventative maintenance, line maintenance, or heavy
maintenance
REMOS Aircraft GmbH Flugzeugbau hereby defines the following

persons that may perform the annual condition inspection:
LSA Repairman Maintenance

A&P Mechanic
Part 145 Repair Station with appropriate ratings
Always use REMOS documents for your maintenance events and

the annual condition inspection. These documents are available on
the website www.remos.com

G3-8 MA FM 1212 - 01
7 Modifications or Change of Equipment
Certified equipment is listed in the maintenance manual. Only listed

equipment may be installed on the aircraft without notifying REMOS
Aircraft GmbH Flugzeugbau. In case equipment that is described in
the maintenance manual shall be exchanged on the aircraft, it is
required to:
update equipment list

weight and balance
Modifying the aircraft or changing equipment may be performed by

any competent person. Updating the equipment list and the weight
and balance report may only be performed by

A&P Mechanic
Any change that is not documented may not be performed on the

aircraft without having it certified by REMOS Aircraft GmbH
Flugzeugbau. Nevertheless, it is possible to do so. Notify REMOS
Aircraft GmbH Flugzeugbau prior to the intended change of the
aircraft. Engineering department will then decide which kind of
documentation is required and will either prepare them or will ask the
customer to have this documentation prepared. Followed by this a
Letter of Approval (LOA) will be prepared that needs to be signed by
either an A&P Mechanic or a Part 145 Repair Station with
appropriate ratings after the work is accomplished. Then this LOA
will be signed by the Head of Design of REMOS Aircraft GmbH
Flugzeugbau and handed out to the customer. This procedure will be
performed by e-mail.
The extent of work cannot generally be defined; it is always an

individual project. Working hours of the engineering department will
be charged by the hour according to actual pricelists.
This procedure is not intended and built up for the manufacturer to

make money of it. In contrary, due to running projects within
engineering department it usually costs more to prepare the

G3-8 MA FM 1212 - 01
7 Modifications or Change of Equipment
documentation than it is charged for. This procedure is defined in the

regulations, in this case ASTM F2483.
Without having updated the equipment list and weight and balance
or not having changes approved by the manufacturer that are not
part of the maintenance manual, the aircraft is considered not
airworthy and unsafe to fly. It is not legal to operate an aircraft
without a current equipment list and weight and balance and required
approvals by the manufacturer. Make sure the change of equipment
is signe
permanent record.

G3-8 MA FM 1212 - 01
8 Repairs
Repairs are handled similarly as change of equipment. Any repair

that is performed with standard tools by replacing damaged parts
may be performed by any competent person. To release the aircraft
back to service the repair must be signed off by
Owner/Operator with at least a Sport Pilot Licence

A&P Mechanic
It is recommended to perform a standard maintenance event and an

annual condition inspection once a repair has been performed that
could affect safety of flight.
Structural repairs that are described in the maintenance manual are
handled identically. In case the damage exceeds the described ones,
an individual repair instruction is required. In this case notify REMOS
Aircraft GmbH Flugzeugbau by means of the customer feedback
form. Engineering will then prepare individual and precise repair
instructions. Repairing a composite aircraft is completely different
from repairing a metal aircraft or a composite boat. Therefore only
competent persons may perform the work. REMOS Aircraft GmbH
Flugzeugbau hereby defines the following persons that may perform
the repair:
LSA Repairman Maintenance with composite knowledge

A&P Mechanic with composite knowledge
Notify REMOS Aircraft GmbH Flugzeugbau prior to the intended

repair. Engineering department will then decide which kind of repair
and documentation is required and will either prepare them or will
ask the customer to have this documentation prepared. Followed by
this a Repair Approval (LOA) will be prepared that needs to be
signed by either an A&P Mechanic or a Part 145 Repair Station with
appropriate ratings after the work is accomplished. Then this Repair
Approval will be signed by the Head of Design of REMOS Aircraft

G3-8 MA FM 1212 - 01
8 Repairs
GmbH Flugzeugbau and handed out to the customer. This procedure

will be performed by e-mail.
The extent of work cannot generally be defined; it is always an
individual project. Working hours of the engineering department will
be charged by the hour according to actual pricelists.
This procedure is not intended and built up for the manufacturer to
make money of it. In contrary, due to running projects within
engineering department it usually costs more to prepare the
documentation than it is charged for. This procedure is defined in the
regulations, in this case ASTM F2483.
Without having the repair performed and approved according to the
unsafe to fly. It is not legal to operate an aircraft without current

documentation and required approvals by the manufacturer. Make

G3-8 MA FM 1212 - 01
9 Contact Data
The manufacturer of the REMOS aircraft and the only responsible

entity for continued airworthiness is
REMOS Aircraft GmbH Flugzeugbau

Franzfelde 31
D-17309 Pasewalk
GERMANY
Tel: +49-3973-225519-0
Fax: +49-3973-225519-99
Email: service@remos.com
Web: www.remos.com

G3-8 MA FM 1212 - 01
Imprint

ASTM Edition


POHREMOSGXn XESRev 01104178 June 2011

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Pilot Operating Handbook for GXnXES

Light Sport Aircraft REMOS GX

The REMOS GX was manufactured in accordance with the Light

Serial No. Engine:

Manufacturer: REMOS Aircraft GmbH Flugzeugbau

Phone: +49 3973/225519-0

List of Content and List of Effective Pages

sect. description pages

sect. description part rev.

Remarks and Alterations

no. page concern date sign

Face width 6,9 ft

sect. description page

General Information 1-1

1.3 Continued Airworthiness

Bombardier-Rotax releases technical publications on their website

It is the responsibility of the owner/operator of the aircraft to keep the

General Information 1-2

1.4 Quick Reference

Design: High wing design with struts, front mounted engine

Layout: Main components are built in half shells from

1.5 Technical Specifications

General Information 1-3

Please refer to REMOS notification NOT-001 and

Have a frequent look on www.rotax-engines.com and

General Information 1-4

manufacturer 1. FIii. Tonini

1.8 ICAO Designator

1.9 Noise Certification

General Information 1-5

sect. description page

speed CAS description

155 mph Airspeed which may never be

Maximum speed 137 mph Maximum airspeed at maximum

Airspeed which shall never be

108 mph Maximum airspeed for all

Airspeed which may never be

75 mph Recommended airspeed for

Airspeed for the greatest altitude

Airspeed for best 75 mph Airspeed for the greatest altitude

Minimum airspeed 51 mph Minimum permissible airspeed in

Minimum airspeed 44 mph Minimum permissible airspeed in

2.3 Flap Extended Speed Range

2.4 Maximum Maneuvering Speed

Due do the reduced density of air at altitude, true airspeed is higher

altitude CAS CAS

2.6 Maximum Wind Velocity for Tie-Down

2.7 Crosswind and Wind Limitations

The maximum demonstrated crosswind component is not a

A general wind limitation is not defined for the REMOS GX.

2.9 Service Ceiling

2.10 Load Factors

2.11 Maximum Structure Temperature

2.12 Prohibited Maneuvers

2.13 Permissible Flight Maneuvers

• all non-aerobatic maneuvers,

front limit of C.G. 9.6 in (245 mm)

maximum take-off weight (MTOW) 1,320 lb (600 kg)

If not otherwise defined by regulations or by the owner/operator, the