The older G-3 model had a very visible seam where the fuselage boom’s left and right halves were joined. GX uses a two-inch, nearly invisible lap seam that’s glued to the opposite component; the new method looks more polished, though it can hardly be any stronger.
“The interior structure—the number of bulkheads—was also beefed up,” added Ferguson. “But the airplanes weigh the same, which is really amazing. The visible things—like the cowlings, the firewall and such structures—use the same design as the G-3.” The trim surface on the left side of the elevator is now a seamless construction with nylon providing the hinge action.
The GX continues to use the Rotax 912S powerplant common among LSA, but Remos has replaced the earlier Woodcomp propeller with a ground-adjustable Sensenich prop with a nickel leading edge.
At this writing, Remos was set to introduce a further-revised GX at the Sebring U.S. Sport Aviation Expo in January. Changes to the new interior include new panel-surface materials, two-tone paint scheme, “wall-to-wall” floor carpeting, door padding and optional two-tone leather seats. The updated interior is complemented by fresh exterior paint schemes and a three-blade Neuform prop (standard with the Aviator II package; optional on the Explorer and Aviation I packages).
|The fully loaded GX features Dynon EFIS-D100 and EMIS-D120 instruments with Garmin radios, transponder, GPS and avionics switch panel. |
In its 46.8-inch-wide cockpit—now Kevlar-reinforced for increased occupant safety—GX uses Dynon EFIS-D100 and EMS-D120 glass instruments with Garmin radios, transponder, GPS and avionics switch panel. For GX, Dynon provides an angle-of-attack indicator with an audible warning that can be heard through headsets. Contrary to most producers, Remos stacks both Dynon screens in front of the pilot with the analog gauges facing the right seat. For repair service, the GX panel is composed of four segments that can be easily removed.
GX retains G-3’s dual throttles so both pilots can keep their right hand on the joystick while operating the power with their left. “We have a baggage area aft of the pilot’s seat that’s large enough to accommodate a full-sized golf bag,” boasted Ferguson. To access this baggage area, the pilot seat must be removed, thus in-flight access isn’t possible. A hat rack area, however, permits occupants to carry a few things that can be reached while aloft, and map pockets are built into the doors. When seated in the cabin, it’s easiest to reach under your leg to find the large door handle. The seats offer a three-position adjustment, although you must do this while still outside the aircraft. Additionally, fresh-air vents are complemented by window vents that pull back and then push out on an angle.
The attach point for the shoulder belt was moved to a stronger bulkhead location, and the seat belts are constructed with strategically placed cords that substitute as gust locks for the joystick.On Wings Of Carbon
“Remos engineers started with the basic aerodynamic design of the airplane,” explained Ferguson about the decision to replace fabric covering with a solid surface. “The entire wing is completely different: it’s now an all-carbon-fiber structure. The wing has a different taper ratio and has approximately one less meter of span.
“GX flies so much better than the G-3,” Ferguson added. “You can’t knock the G-3, as it was a good design, but it’s like a kite, very lightly loaded, and you never used flaps in higher-wind landings. GX has a heavier wing loading and penetrates better.” That’s one way of saying it was changed to suit the American piloting experience. Later this year, Remos will offer all-new landing gear (made of chromoly steel, which the company says is much sturdier) and easily removable wheel pants that can fit oversized tires. “Roll rate is better and landing characteristics are better. In all, GX is a major improvement,” Ferguson asserted.
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