The G-3 is an economical design with a pod-shaped cabin up front, trailed by a waspish empennage and conventional low tail with a small ventral fin. Kreitmayr’s philosophy was to produce the most efficient design possible, minimizing wetted area and equivalent flat-plate area, consistent with the mission of carrying two folks in comfort. The gear legs are smoothly faired into the wheel-pants, and the overall impression is one of clean, efficient aerodynamics.
Power is provided by an Austrian Rotax 912 ULS, a 100 hp mill at 5,800 rpm with a gear reduction of 2.43:1. Now that Rotax has dropped its V6 program, this is effectively the largest engine the company produces. TBO is listed at 1,500 hours.
Entry to the cabin is through a pair of fold-up doors, à la DeLorean. The front office is wide and comfortable, nearly 47 inches across, easily capable of accommodating two big men. The panel is straightforward and simple, with a surprising variety of avionics options available. Garmin, Becker and Bendix/King avionics are on the list, even a Dynon seven-inch EFIS display. VFR is the rule on LSAs, but utilizing the panel-mounted Garmin 496 and 330 Mode S transponder, you can select TIS uplink traffic, XM Satellite Weather and terrain if you’re so inclined.
Once you’re settled inside, the cowl slopes slightly downhill to provide a good view forward. The view to the sides through the combination doors/windows is also excellent. There are even mini-side windows on each side of the aft cabin, more stylish than functional.
Pitch and roll control are via a conventional stick with a coolie-hat electric trim for both elevator and ailerons. The nosewheel is steerable, and flaps are electric with 40 degrees of deflection available. In combination with a high-aspect-ratio wing, flaps help produce a stall speed of only 39 knots, allowing approaches as slow as 50 knots. As you might expect, such a slow stall doesn’t demand much runway—less than 600 feet for both takeoff and landing.
A relatively large wing (131 square feet), 100 hp out front and the LSA legal limit of only 1,320 pounds to lift translates into good climb, 1,300 fpm according to specs. Even if that’s a little optimistic, the airplane can easily manage 1,000 fpm, putting it well ahead of most other LSAs.
According to Remos, the typical unequipped empty weight comes in at 625 pounds. Add even 75 pounds for options, and you’ll still be left with a useful load better than 600 pounds. Subtract 21 gallons of fuel, and you have about 480 pounds remaining for people and stuff, a more than reasonable allowance and better than some certified two-seaters.
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