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AMD Alarus
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Key Information
The CH 2000 Trainer is a single-engine, fixed gear, low wing monoplane of all metal construction. It has two place side by side seating with dual flight controls, and a forty pound baggage capacity.
The Alarus features Garmin avionics and a 46-inch-wide (1,200 mm) cabin.[1]
As of 2011 the aircraft is no longer in production by AMD, although Zenair provides parts support.[2]
Variants
[edit]The Alarus was offered in two variants: the AMD Alarus CH2000 general aviation aircraft[1] and the SAMA CH2000 Military Tactical Surveillance Aircraft (MTSA).[3]
SAMA CH2000
[edit]The SAMA CH2000 is a military surveillance variant of the Alarus. It is equipped with forward-looking infrared – a multi sensor imager offering high performance, precision and high level imaging.[3]
The aircraft is also equipped with state-of-the-art communications systems for secure air-to-air and air-to-ground communications and is equipped for day and night missions. The aircraft is manufactured in Amman, Jordan and Baghdad, Iraq.[3][4]
The United States Army acquired 8 aircraft at a cost of USD$5.8M for the Iraqi Air Force in 2004, and the first two SAMA CH2000s were delivered on 18 January 2005. The first four CH2000s were used by the 3rd Squadron, based at Kirkuk Air Base, and the others by the 70th Squadron at Basra International Airport. In 2008, following the service entry of the Cessna 208 in the Iraqi Air Force, SAMA CH2000s used by the 3rd Squadron were transferred to the 70th Squadron.[5]
Zenair CH 640
[edit]The four seat kit aircraft derivative of the Alarus is the Zenair CH 640.[6]
Operators
[edit]The Alarus is used by some flight schools in the United States.[1]
In February 2008 there were 113 CH2000 Alarus registered in the USA[7] and four in Canada.[8]
The first military user of the CH2000 was the Iraqi Air Force, currently operating 8 aircraft.
The Peruvian Air Force will receive six CH2000s built under licence by SEMAN with some custom modifications. The Peruvian version is called the Antarqui (which was a special elite of Chasqui messengers in service with the Inca Empire, that are believed to have used a paragliding device to jump from one hill to another).[9][10]
Military operators
[edit]
- Iraqi Air Force - 70th Squadron
Specifications
[edit]Data from AMD Website [12]
General characteristics
- Crew: one
- Capacity: one passenger
- Length: 23 ft 0 in (7.01 m)
- Wingspan: 28 ft 10 in (8.79 m)
- Height: 6 ft 10 in (2.08 m)
- Wing area: 137 sq ft (12.7 m2)
- Empty weight: 1,085 lb (492 kg) basic VFR-equipped
- Max takeoff weight: 1,692 lb (767 kg)
- Fuel capacity: 28 US Gallons (106 litres)
- Powerplant: 1 × Lycoming O-235-N2C four cylinder, horizontally opposed, four stroke aircraft engine, 116 hp (87 kW)
- Propellers: 2-bladed Sensenich fixed pitch, 6 ft 0 in (1.83 m) diameter
Performance
- Cruise speed: 99 kn (114 mph, 183 km/h)
- Stall speed: 48 kn (55 mph, 89 km/h)
- Never exceed speed: 143 kn (165 mph, 265 km/h)
- Range: 486 nmi (559 mi, 900 km)
- g limits: +4.4/-2.2 (utility category 1,606 lbs) +3.8/-1.9 (normal category 1,692 lbs)
- Rate of climb: 750 ft/min (3.8 m/s)
- Wing loading: 12.3 lb/sq ft (60 kg/m2)
- Power/mass: 14.6 lb/hp (0.11 kW/kg)
Avionics
- Garmin GNS 430 (COM, GPS, VOR, GS)
- Garmin GI-106A VOR with GS slope
- Garmin 340 audio panel
- Garmin GTX 327 transponder/encoder
- Bendix/king KX 155 NAV COM
- Bendix/king KI 209 VOR with GS
See also
[edit]References
[edit]- ^ a b c Aircraft Manufacturing and Design (February 2008). "Alarus CH2000 - FAA Certified Aircraft". Archived from the original on 25 February 2008. Retrieved 2008-02-25.
- ^ Bayerl, Robby; Martin Berkemeier; et al: World Directory of Leisure Aviation 2011-12, page 170. WDLA UK, Lancaster UK, 2011. ISSN 1368-485X
- ^ a b c Pike, John (June 2005). "SAMA CH2000". Archived from the original on 19 February 2008. Retrieved 2008-02-25.
- ^ Jordan Aerospace Industries Company (2007). "About Sama CH2000 Series". Archived from the original on 2009-01-20. Retrieved 2008-02-25.
- ^ Delalande, Arnaud (2016). Iraqi Air Power Reborn, The Iraqi air arms since 2004. Houston: Harpia Publishing. p. 28. ISBN 978-0-9854554-7-7.
- ^ Vandermeullen, Richard: 2011 Kit Aircraft Buyer's Guide, Kitplanes, Volume 28, Number 12, December 2011, page 77. Belvoir Publications. ISSN 0891-1851
- ^ Federal Aviation Administration (February 2008). "Make / Model Inquiry Results". Retrieved 2008-02-25.
- ^ Transport Canada (February 2008). "Civil Aircraft Register". Archived from the original on 24 February 2008. Retrieved 2008-02-25.
- ^ Alberto Tauro del Pino: «Enciclopedia Ilustrada del Perú» tomo 2, Peisa. Lima 2001.
- ^ Article from "Enciclopedia Libre Universal en Español". Archived from the original on February 18, 2024.
- ^ "Force aérienne péruvienne (Fuerza Aérea del Perú, Pérou)". 17 September 2014. Retrieved 2017-04-10.
- ^ Aircraft Manufacturing and Design (n.d.). "Specifications List - Alarus". Archived from the original on 31 January 2008. Retrieved 2008-02-25.
External links
[edit]
Wikimedia Commons has media related to AMD Alarus.
AMD Alarus
View on Grokipediafrom Grokipedia
The AMD Alarus CH2000 is a two-seat, single-engine, low-wing trainer aircraft with fixed tricycle landing gear and all-metal construction, designed primarily for primary flight training and personal use.[1][2] Developed by Canadian designer Chris Heintz as an evolution of the Zenair CH 2000 and produced by AMD Inc. in the United States from 1995 to 2011, it features a distinctive 46-inch-wide cabin for enhanced pilot and passenger comfort, dual flight controls, and Garmin avionics in many examples.[1][2] Powered by a Lycoming O-320 or similar piston engine producing around 150-160 horsepower, the aircraft offers a maximum speed of 143 knots, a cruise speed of approximately 99 knots, and economical fuel consumption suitable for instructional flights.[3]
Intended as a modern, cost-effective successor to aircraft like the Cessna 152, the Alarus emphasizes simplicity, low maintenance, and stable handling characteristics, making it popular among flight schools despite its relatively modest performance and limited production run of fewer than 100 units.[2][4] Variants include a type-certified utility and IFR-capable model, with plans and support continuing through Zenair after AMD ceased manufacturing.[1] In addition to civilian applications, the design has seen limited military adoption for basic pilot training, notably by the air forces of Peru, where examples such as FAP-448 were assembled locally by SEMAN and operated as the Antarqui trainer, and Iraq.[5][6] Its unpretentious design prioritizes reliability over speed, contributing to its niche but enduring role in aviation training without notable controversies or widespread fame.[2]
Development and Production
Origins and Design Evolution
The AMD Alarus traces its origins to the Zenair CH 2000, a design developed by Canadian aeronautical engineer Chris Heintz through his company Zenair Ltd., founded in 1974.[7] Heintz prioritized engineering simplicity and structural durability in creating a low-cost, two-seat trainer aircraft suitable for primary flight instruction, drawing on empirical needs for stable handling characteristics over high performance metrics.[8] This approach responded to the demand for economical alternatives to established trainers like the Cessna 152 and 172, which had become expensive to acquire and maintain amid rising aviation fuel costs and regulatory requirements in the 1990s.[2] The CH 2000 prototype achieved its first flight on January 1, 1995, leading to U.S. Federal Aviation Administration certification under Part 23 for normal category operations later that year.[5] Zenair initially offered the aircraft as kits for homebuilders, emphasizing all-metal construction with riveted aluminum sheets to enhance longevity and simplify field repairs compared to fabric-covered or composite alternatives.[8] This construction philosophy stemmed from causal analysis of training accident data, favoring robust airframes that withstand repeated low-altitude operations and minor impacts inherent to ab initio flying.[9] Following certification, Zenair licensed production to AMD Inc. in the United States, where the aircraft was manufactured as the factory-assembled Alarus CH 2000 starting in the mid-1990s.[8] AMD's adaptations retained the core low-wing monoplane configuration but refined manufacturing processes for certified aircraft, incorporating features like dual airbag restraint systems as standard—the first general aviation trainer to achieve such integration for improved occupant protection during stalls and landings.[10] Design evolution under AMD focused on optimizing for flight school economics, with empirical testing validating the airframe's forgiving stall behavior and short-field capabilities derived from basic aerodynamic principles like high wing loading distribution and fixed tricycle gear for inherent stability.[11] This progression from kit-based origins to certified production reflected a pragmatic shift toward scalability while preserving the foundational emphasis on cost-effective, durable training platforms.[2]Manufacturing History and Cessation
Aircraft Manufacturing and Design (AMD) assembled the Alarus CH-2000 at its facility located at Heart of Georgia Regional Airport in Eastman, Georgia, beginning in the early 2000s following the award of an FAA type certificate for the design in 1996.[12][2] The company offered both completed aircraft and kits, with sales of these low-wing trainers peaking in the mid-2000s amid efforts to target flight training markets, including international tenders such as one awarded to a Jordanian assembler for Iraqi forces in 2004.[13] Production remained limited, with estimates indicating approximately 60 units delivered across AMD's efforts and related iterations before the company ceased manufacturing the model.[14] This low output reflected broader market challenges in the light aircraft sector, where established competitors like the Cessna 152 dominated primary trainer demand, and AMD's modest operation struggled to scale amid high fixed costs for certified production.[2] By 2008, AMD underwent restructuring, relocating within the airport and shifting focus exclusively to light-sport aircraft (LSA) models like the Zodiac CH 601, while transferring ongoing Alarus production responsibilities to Zenair Ltd. in Canada for kit support.[15] Full cessation of Alarus manufacturing by AMD occurred around 2011, driven by insufficient sales volumes that failed to offset certification maintenance and operational expenses in a saturated market favoring larger incumbents.[2] This outcome underscored a causal gap between the aircraft's technical suitability for training—such as its side-by-side seating and benign handling—and commercial viability, as buyer preference leaned toward proven, higher-volume alternatives despite the Alarus's lower acquisition costs.[2]Design Characteristics
Airframe and Construction
The AMD Alarus is configured as a low-wing monoplane with fixed tricycle landing gear, optimizing ground handling and propeller clearance for training operations.[16] The airframe utilizes all-aluminum semi-monocoque stressed-skin construction, incorporating internal ribs, longerons, and bulkheads to efficiently distribute structural loads while minimizing weight.[1] This riveted metal design enhances durability, facilitates field repairs through standard riveting techniques, and provides inherent resistance to corrosion when properly treated, contrasting with composite alternatives that may require specialized maintenance.[2] The fuselage features a wide cabin spanning 46 inches, accommodating side-by-side seating that promotes effective pilot-instructor communication and shared instrumentation visibility during dual instruction.[17] This ergonomic layout supports training efficacy by allowing real-time demonstration and correction without spatial constraints typical of narrower cockpits.[9] The overall airframe dimensions include a wingspan of 28 feet 10 inches and a length of 23 feet, balancing compactness with aerodynamic stability suitable for ab initio flight instruction.[17]Powerplant and Systems
The AMD Alarus utilizes a Lycoming O-235-N2C four-cylinder, air-cooled, horizontally opposed piston engine rated at 116 horsepower at 2,800 RPM.[17] This powerplant was selected for its established durability, with a manufacturer-specified time between overhaul (TBO) of 2,400 hours when using genuine parts and adhering to maintenance protocols, enabling extended service intervals in high-cycle training environments.[17][18] Operational data from aircraft listings indicate fuel consumption rates of approximately 5.5 gallons per hour at 75% power, supporting efficient short-duration flights typical of primary instruction.[19] The propulsion system incorporates a fixed-pitch Sensenich propeller with a 72-inch diameter, optimized for climb performance and simplicity in takeoff and landing operations.[17] The fuel system consists of two wing tanks with a total usable capacity of 28 US gallons (106 liters), employing gravity feed to the engine carburetor without auxiliary pumps, which minimizes potential failure points and facilitates rapid troubleshooting during ground checks.[17] This configuration prioritizes mechanical robustness over complexity, reducing downtime in fleet operations as evidenced by the aircraft's design intent for ab initio training where frequent cycles amplify the value of low-maintenance components.[20] Auxiliary systems emphasize minimalism to enhance dispatch reliability. The electrical setup features a 12-volt system powered by a heavy-duty Gill battery and includes a master switch for straightforward isolation of circuits, with no reliance on elaborate backups.[21] Hydraulic provisions are limited to a dual master cylinder brake system, avoiding powered actuators to limit weight and potential leaks, though this introduces single-system dependency absent in aircraft with redundant hydraulics.[20] Such design choices yield advantages in fault isolation—permitting quick visual and manual diagnostics—but constrain redundancy, as maintenance records from similar light trainers underscore higher vulnerability to component wear without automated monitoring.[20]Cockpit and Avionics
The AMD Alarus features a side-by-side seating arrangement for two occupants with dual flight controls, providing a spacious cabin measuring 46 inches in width to accommodate pilots comfortably.[1] Access to the cockpit is facilitated by doors on both sides of the fuselage, enhancing ease of entry and egress.[2] Large windows and a curved windscreen afford excellent all-around visibility from the pilot's seat, contributing to situational awareness during flight training.[16] Flight controls include dual yokes, rudder pedals, electric wing flaps, and a manual trim system for the all-moving stabilator, which handles pitch control.[21] The stabilator exhibits heavier control forces compared to conventional elevators, such as those in the Cessna 152, a characteristic noted in pilot evaluations as promoting deliberate and precise inputs, particularly beneficial for novice pilots developing coordinated handling skills.[22] Avionics typically comprise a Garmin-based suite, including units such as the GNS 430 or GNS 650 for GPS/NAV/COM functionality, along with VOR/GS indicators, audio panels, and transponders like the GTX 327, supporting instrument flight rules (IFR) operations.[2][21] The aircraft holds FAA type certification for both normal/utility categories and IFR, enabling its use in instrument training environments, though base configurations may prioritize visual flight rules (VFR) setups with essential navigation aids.[1] This setup balances cost-effectiveness with the reliability required for primary training, as highlighted in aviation reviews targeting the IFR market.[2]Variants and Derivatives
AMD Alarus CH 2000
The AMD Alarus CH 2000 represents the fully factory-assembled variant of the CH 2000 light trainer, manufactured by Aircraft Manufacturing and Design (AMD) in the United States. Production occurred from approximately 2000 until 2011, emphasizing ready-to-fly aircraft for the training market. Unlike amateur-built kits, the Alarus CH 2000 was delivered complete with pre-installed systems, including comprehensive factory wiring harnesses optimized for avionics integration, facilitating easier upgrades to instruments such as GPS and autopilots.[1][23] Certified by the FAA under Type Certificate TA5CH for Part 23 normal and utility categories, the aircraft supports both VFR and IFR operations, distinguishing it from experimental kit versions by meeting stringent production and airworthiness standards. The design retains the original CH 2000 airfoil profile, which provides predictable stall behavior with minimal wing drop, ideal for primary flight instruction. Optional speed kits could enhance cruise performance through modifications like fairings and propeller adjustments, but the core airframe prioritizes stability over high-speed capabilities.[13][1] Key performance parameters include an empty weight of 1,085 pounds for the basic VFR configuration and a maximum takeoff weight of 1,692 pounds, yielding a useful load of 607 pounds, which accommodates two occupants, full fuel, and basic baggage for typical training missions. Powered by a 116-horsepower Lycoming O-235-N2C engine, the Alarus CH 2000 offers low operating costs with a fuel burn of around 6 gallons per hour, supporting its role as an economical trainer. These specifications, drawn from manufacturer data, underscore its focus on reliability and ease of maintenance in a side-by-side seating arrangement with a spacious 46-inch cabin width.[17][3][2]Zenair CH 2000
The Zenair CH 2000 originated as a factory-assembled, type-certificated two-seat trainer designed by aeronautical engineer Chris Heintz at Zenair Ltd. in Midland, Ontario, Canada. Heintz, drawing from his prior kit aircraft designs like the CH 200 and CH 601 series, developed the CH 2000 in the early 1990s to provide an affordable, ready-to-fly alternative in the light trainer market, emphasizing all-metal construction, low-wing configuration, and tricycle landing gear for stability during primary flight training. FAA and Transport Canada certification was granted in 1995, enabling commercial production as a Normal/Utility category aircraft under Part 23 rules.[8][24] Unlike Zenair's predominant lineup of amateur-built kits—which allowed cost savings through owner labor and customization but introduced variability in build quality and compliance—the CH 2000 prioritized factory consistency to meet certification standards, resulting in higher upfront costs (base price around $59,900 in the mid-1990s) offset by reduced assembly risks and immediate airworthiness. This factory-built model facilitated quicker market entry for flight schools and private pilots seeking certified reliability without the 500-1,000 hours typically required for homebuilt completion, though it limited propulsion choices to standard options like the 116 hp Lycoming O-235-N2C engine. Production remained limited in Canada before licensing agreements shifted manufacturing abroad, reflecting Zenair's strategic pivot toward kit specialization amid economic pressures on certified light aircraft.[9] The design's modular elements, inherited from Heintz's kit ethos, permitted minor builder or factory variations in avionics and propellers post-certification, yielding performance ranges such as cruise speeds of 110-120 knots and stall speeds around 45 knots, though real-world outcomes depended on maintenance adherence. Canadian aviation authorities issued safety alerts on assembly-related flaws, including nose landing gear weld cracking observed in inspections, underscoring that even factory builds could exhibit causal vulnerabilities from material fatigue or welding inconsistencies if not rigorously inspected—issues less prevalent in kits under owner scrutiny but amplified in high-cycle training use. Overall, the Zenair CH 2000 exemplified a bridge between DIY accessibility and certified production, enabling broader pilot training access in Canada during the late 1990s while highlighting trade-offs in cost, customization, and long-term durability.[25][26]SAMA CH 2000 and International Builds
The SAMA CH2000 represents a militarized adaptation of the CH 2000 airframe, produced under license by Jordan Aerospace Industries (JAI) in Amman, Jordan, starting in 2003.[27] Designed primarily for surveillance, training, and light tactical roles, it incorporates all-metal monocoque construction using 6061-T6 aluminum for enhanced durability and low fatigue, along with features such as low noise and heat signatures, filtration systems for dusty environments, and optional reinforced wheels for rough-field operations.[28] The variant typically features a two-seat configuration with provisions for advanced sensors, including forward-looking infrared (FLIR) systems for night and adverse-weather reconnaissance.[29] JAI's production focused on meeting regional demands, with the first SAMA CH2000 trainer completed for the Middle East Academy for Aviation Sciences in Jordan.[30] The aircraft gained prominence through exports to the Iraqi Air Force, where JAI secured a tender in 2004 to supply surveillance-configured models.[13] Initial deliveries commenced on January 17, 2005, with two aircraft transferred to the 70th Squadron in Basrah for border patrol and intelligence-gathering missions; over eight units entered service, supported by plans for eight additional airframes equipped for extended endurance up to 12 hours via auxiliary fuel tanks.[31][28] Beyond Jordanian assembly, international builds of the CH 2000 extended to Peru, where the Servicio de Mantenimiento de la Fuerza Aérea (SEMAN) in Lima undertook local production for the Fuerza Aérea del Perú (FAP).[8] SEMAN's efforts supported military training requirements, with assembled examples like FAP-448 demonstrating integration into FAP operations; a recent handover occurred in March 2020, underscoring ongoing sustainment of the type in South America.[32] These license arrangements highlight the CH 2000's adaptability for export markets, emphasizing cost-effective manufacturing and customization for specific operational needs in regions including the Middle East and Latin America.[5]Operational Deployment
Civil and Training Use
The AMD Alarus CH 2000 finds primary application in civil flight training programs across the United States and Canada, where its forgiving flight characteristics support ab initio pilot instruction.[2] Flight schools value its side-by-side seating configuration and stable handling, which facilitate effective dual instruction in basic maneuvers and pattern work.[5] Models equipped with Garmin avionics packages enable instrument flight rules (IFR) operations, positioning the aircraft as a cost-effective platform for transitioning students to advanced training phases.[2] Operating expenses remain low, with the Lycoming O-235 engine burning approximately 5.5 U.S. gallons of fuel per hour, contributing to wet-hour costs around $50 when factoring maintenance and reserves.[33] This efficiency, combined with simple all-metal construction, yields high dispatch reliability in training fleets, often exceeding routine utilization without frequent downtime.[34] User reports from instructors highlight its suitability for primary training, though the cruise speed of 95 to 100 knots true airspeed restricts efficiency for longer cross-country legs, reinforcing its niche in local proficiency flights rather than extended travel.[35][22] Accident records from the National Transportation Safety Board and Aviation Safety Network reveal a pattern of incidents tied to pilot inputs, such as loss of control during takeoff or landing phases, consistent with its role in novice training environments.[36] From 2018 to 2021, documented events included runway excursions and mid-air collisions, typically involving low-time pilots, underscoring the aircraft's benign stall behavior but emphasizing the need for vigilant instruction.[37] Despite a modest active fleet—estimated in the low hundreds based on registry listings and sales history—the Alarus maintains a specialized presence in civilian operations, logging thousands of training hours annually with emphasis on safety through deliberate design simplicity.[2]Military Applications
The SAMA CH2000 variant of the AMD Alarus was selected by the Iraqi Air Force for light aerial surveillance roles, with a contract awarded in 2004 for 16 aircraft equipped with forward-looking infrared sensors and multi-sensor imagers for reconnaissance support to ground forces.[13][29] These platforms, produced under license by Jordan Aerospace Industries, entered service starting in 2008 and demonstrated operational capability in joint exercises by 2009, providing real-time imagery for tactical operations despite the aircraft's modest performance envelope.[38][39] The Peruvian Air Force (Fuerza Aérea del Perú) employs the AMD Alarus CH2000 as a basic ab initio trainer, incorporating 11 units assembled locally by the Servicio de Mantenimiento de la Fuerza Aérea del Perú from 2019 to 2024, with the first prototype (FAP-448) entering service around 2018.[40] These aircraft support primary flight instruction at facilities like the Escuela de Aviación Civil in Pisco, leveraging the type's side-by-side seating and fixed tricycle gear for introductory maneuvers, though a 2019 crash during training highlighted risks in urban proximity operations, with both pilots surviving.[41] No other verified military procurements exceed small-scale training or patrol fleets, reflecting the design's niche suitability for low-threat environments rather than advanced combat roles.Technical Specifications
General Characteristics
The AMD Alarus is a two-seat, single-engine, low-wing, all-metal monoplane designed for training and utility roles, certified by the Federal Aviation Administration (FAA) in the normal and utility categories for day, night, and instrument flight rules (IFR) operations.[1] It features fixed tricycle landing gear and a spacious cabin measuring 46 inches wide.[17] The aircraft accommodates a crew of two, typically comprising a pilot and passenger or instructor and student.[3] Its overall dimensions include a length of 23 feet, a wingspan of 28 feet 10 inches, and a height of 6 feet 10 inches.[17] The empty weight for visual flight rules (VFR) configuration is 1,085 pounds, with variations up to approximately 1,100 pounds depending on installed equipment.[17] Internal capacities provide for 34 gallons of standard fuel and a baggage compartment rated for 100 pounds.[17][3] The design's certification limits, including a never-exceed speed (Vne) of 143 knots, were established through comprehensive flight envelope testing as part of the FAA type certification process.[3][1]Performance Data
The AMD Alarus demonstrates a cruise speed of 99 knots indicated airspeed (IAS) at 75% power with its Lycoming O-235-N2C engine, corresponding to true airspeed (TAS) values of 99-110 knots depending on altitude and configuration.[42][3] Maximum level flight speeds approach 110 knots TAS under optimal conditions, though never-exceed speed (Vne) is limited to 143 knots IAS.[42] Rate of climb reaches 750 feet per minute (fpm) in solo configuration at sea level, declining with increased weight or altitude.[3] Stall speed is 48 knots IAS in clean configuration, providing a margin suitable for training operations.[42] Takeoff ground roll measures approximately 700 feet and landing roll 600 feet on a standard day at maximum takeoff weight, though obstacle clearance distances extend to 1,640 feet for takeoff over a 50-foot barrier.[3][42] Fuel efficiency stands at 5.5 gallons per hour (gph) during 75% power cruise, enabling a maximum range of 486 nautical miles with reserves from its 28-gallon capacity.[43][3] Real-world flight logs and pilot feedback, however, reveal that headwinds and variable loading often reduce effective range below manufacturer projections, with some reports citing cruise economies closer to 6 gph at 100 knots and initial climb rates of 600 fpm tapering to 400 fpm above 3,000 feet.[2][44] These discrepancies highlight the influence of environmental factors over idealized test conditions.Evaluation and Legacy
Strengths and Achievements
The AMD Alarus CH-2000's cabin width of 46 inches accommodates side-by-side seating, surpassing competitors like the Cessna 152 (38 inches) and Piper Cherokee (42 inches), which supports effective instructor-student collaboration and visibility during primary training.[26][35] This configuration reduces physical constraints, enabling prolonged sessions with minimal fatigue for occupants.[2] Its stable handling and forgiving aerodynamics, combined with a rugged all-metal airframe, earn descriptions as "bullet proof" and straightforward to maintain, ideal for high-cycle training operations.[45] The low-wing design enhances roll stability and low-speed maneuverability, contributing to reliable performance in diverse conditions.[2] Used Alarus models typically sell for $40,000 to $50,000, positioning it as an economical option for flight schools seeking certified IFR trainers without premium costs.[11][46] Low fuel consumption further lowers operating expenses, broadening access to structured aviation education.[1]Criticisms and Operational Limitations
The AMD Alarus demonstrates limited cruise performance, typically achieving speeds of 85 to 100 knots, which pilots note restricts progression to advanced training maneuvers requiring higher airspeeds, in contrast to established trainers like the Cessna 152 or Piper Cherokee that cruise closer to 110 knots.[22][2][35] This sluggishness stems from its design emphasis on low-speed stability for primary training, resulting in extended transit times and reduced efficiency for cross-country flights or instrument training.[9] Handling characteristics include heavy stabilator control forces, which demand greater pilot input compared to the lighter elevators on comparable aircraft like the Cessna 152, potentially contributing to fatigue during prolonged sessions or precise maneuvering.[22] Some pilot accounts describe the airframe as overly sensitive or "twitchy" in pitch, roll, and yaw, with sluggish recovery from large rudder deflections that can lead to wallowing, complicating coordinated flight instruction.[47] Production of the AMD Alarus ended around 2011 after limited output, attributable to weak sales in a competitive market dominated by more versatile certified trainers, with resale prices for used examples lingering between $30,000 and $60,000 due to its niche appeal confined to basic operations.[45] Pilot reports highlight reliability concerns, including premature wear such as door mechanism grinding after approximately 200 hours and structural issues like failed rivets beneath fuel tanks, underscoring maintenance challenges that may deter broader adoption.[48][49]Market Impact and Current Status
The Alarus CH2000 exerted limited market influence as a certified trainer, with approximately 150 units produced between 1995 and 2011, primarily targeting flight schools seeking a rugged, IFR-capable alternative to established models like the Cessna 152.[50] Its sales were constrained by competition in the low-volume light aircraft segment, where certification under FAR Part 23 imposed high development and compliance costs, resulting in no significant share of the general aviation training fleet. Post-production, the type has sustained a niche legacy in simulator training and utility roles, including short-field operations suitable for bush-like environments, supported by its semi-monocoque metal construction and forgiving handling characteristics.[11] Zenair Ltd. has provided ongoing parts and maintenance support for the legacy fleet since AMD's cessation of manufacturing, enabling continued airworthiness without reliance on new builds.[8] No documented revival efforts have emerged after 2011, reflecting causal barriers such as escalating regulatory hurdles and diminishing returns on investment for certified piston trainers amid rising material costs and market saturation by uncertified light-sport alternatives.[45] As of 2024, around 53 Alarus CH2000s remain FAA-registered in the United States, with a substantial portion airworthy and operational in training contexts, underscoring persistent viability for low-hour, cost-effective instruction despite broader commercial fade.[11] Growing digital replication, including detailed models for platforms like Microsoft Flight Simulator, perpetuates the design's aerodynamic and structural principles in virtual environments, aiding pilot familiarization where physical examples dwindle.[51] This simulator adoption highlights the aircraft's foundational appeal in skill-building, even as real-world procurement shifts toward more versatile or experimental options.References
- https://commons.wikimedia.org/wiki/File:AMD_Alarus_CH2000_FAP-448.JPG