|Although there are few outward differences from its predecessor, the Remos GX NXT has a number of significant improvements, including a lower glareshield.
|A much lower glareshield line and better forward visibility resulted when Remos switched to Dynon’s Skyview glass panel system in the GX NXT.
One often wonders what could possibly improve an already successful, well-engineered product. Such is the case with the popular REMOS GX light-sport aircraft. But here at EAA AirVenture Oshkosh 2011 the German manufacturer is showing the possible with its all-new NXT model.
Creature comfort is a key theme for the NXT upgrade. Relocation of a few controls allowed the center pedestal to be narrowed. More legroom is the result and, in particular, more room for the knees.
Wing root vents cool things down on a hot day, and standard articulated visors, for both the left and right seats, tone down any sun coming through the expansive windshield.
Technology improvements played a large role in another change. Dynon’s 7-inch SkyView glass panel further cleaned up the already uncluttered panel, allowing for a full 2-inch height reduction for the glareshield.
Visibility over the nose is superb—even in a climb.
“This is a fun-to-fly aircraft,” said Christian Majunke, REMOS head of engineering and design. “If I am flying for fun I want to look outside.
“I don’t want to be blocked by a big panel.”
Metal switches round out the panel changes. New switch guards prevent switching off the avionics or the master switch at an inopportune time.
REMOS offered AirVenture Today a chance to fly the GX NXT with company pilot Ryan Hernadez here at EAA AirVenture Sunday morning. While air-to-air photography was part of the mission for the flight, the flight gave me a chance to try out a few capabilities of the airplane and a few features of its extensive avionics setup.
Startup is typical for any Rotax 912US-equipped aircraft. After a short warm-up wait we taxied to Runway 27 behind the photo plane.
The 35-knot rotation speed comes up quickly behind the standard Neuform ground-adjustable, three-bladed propeller. Two blades are an available option, but Majunke estimates only five airplanes left the factory in that configuration last year.
Performance differences between the propellers are minor, though the three-blade results in almost turbine-like smoothness.
Climb rates in the relatively cool morning air easily averaged 750 fpm without paying too much attention to speeds. We quickly arrived at the 1,300-foot departure altitude and proceeded north of Oshkosh for the photo shoot.
Stability of the airplane was very good. Once trimmed at attitude, it stayed established with minimal attention.
Keeping the digital slip/skid ball centered in turns required little, if any, action on the pedals.
Hernadez took over for the formation photo work. Location change requests from the other ship were easily accomplished with small adjustments to the controls and to the throttle.
The photo work gave me a chance to push some buttons on the Dynon SkyView and get a feel for some of its extensive capability set. In the Remos GX Aviator II version, Dynon’s V100 electronic flight information system and V120 engine management system provided physical separation of the key instrumentation needs. SkyView integrates EFIS and EMS functionality, along with control of the transponder, into a single screen.
This was my first flight behind a SkyView, and Hernandez gave me a brief tutorial during engine warm-up, giving me at least an idea of where to go and what to do. The softkey prompts were intuitive and easily got to a screen configuration fitting my overall information needs.
Ultimately, integrating everything into a single screen results in less space to display the same or more data. I expect most NXTs will leave the factory sporting the optional right-side display.
With the second display Hernadez’s preference is to configure a full-screen engine display on the right, leaving the left display for primary flight information.
This aircraft also had a Garmin 696 integrated into the center of the panel. That moving map pretty much eliminated any need to consume space on the primary display with SkyView’s map capability.
Once the photo work was complete, I resumed the controls but my unfamiliarity with the airplane was apparent as I ended up much too high at the turn to final. Adding some flap and removing the power allowed the ship to descend quickly without building up too much airspeed. Rounding out with a bit of power deferred the landing until near the assigned colored dot.
Base price for the GX NXT is lower than for the GX Aviator II model, although a broad selection of available options will add some cost for most airplanes leaving the factory.
Sometimes tinkering with a successful design does not turn out well (remember New Coke?). REMOS tinkered right this time.
The GX NXT is a great training option for seeking a sport plot certificate, private pilot certificate, or even an instrument rating.
And beyond the ratings it truly is a fun airplane to fly.