TYPE: Side-by-side ultralight; two-seat lightplane.

PROGRAMME: Development of EOL-2 Racek 2, of which some 20 built. Design started 1996, prototype 450-UL making maiden flight May 1998; construction of first 550 Trener began 1997 (prototype SP-PUP made first flight 5 February 2000 and 150 hours flown by May 2001); static/fatigue testing October 1999 to January 200; JAR-VLA tests completed 16 May 2000. 450 Ultra has Czech ultralight certificate and Polish special certification; type certification for 550 Trener anticipated by end of 2003; French and German certification under way. Next version will be floatplane.

CURRENT VERSIONS: 3Xtrim 450 Ultra: Ultralight version. Reduction of MTOW to required 450 kg (992 lb) achieved by wider use of CFRP instead of GFRP and omission of some equipment and furnishing (for example, no door stays). Rotax 912 UL engine standard, but can be offered with 912 ULS for higher performance.
3Xtrim 550 Trener: For aero club and flying school (PPL) training; also available with IFR instrumentation as border patrol and reconnaissance aircraft.
XXtrim: Modified version marketed in France by Aerotrophy. Reduced wing span and area (9.50 m; 31 ft 2 in and 11.90 m²; 128.1 sq ft) and additional option of Jabiru engine. Performance generally comparable with that of Polish versions.
SF 45 SA Spirit: Version marketed in Germany by USA (which see).

CUSTOMERS: Total 30 450 Ultras and five 550 Treners ordered by December 2002, of which 26 delivered starting 15 May 1998. Customer countries include France.

COSTS: 450 Ultra €48,800, 550 Trener €61,000, both including VAT (2002).

DESIGN FEATURES: Typical strut-braced high-wing cabin monoplane.
Wing section CAHI (TsAGI) R III (modified); dihedral 1° 30'; tailplane incidence -2° 30'.

FLYING CONTROLS: Conventional and manual (pushrod ailerons and elevator, cable-operated rudder). Rudder and one-piece elevator horn-balanced; 450 Ultra has small, inset, electrically actuated trim tab in port half of elevator; tab in 550 Trener is twice as large and protrudes beyond trailing-edge. Slotted flaps deflect 33° up/15° down.

STRUCTURE: All-composites fuselage (glass and carbon fibre/epoxy cellular construction with plastics foam filling) with integral fin; GFRP sandwich single-spar wing.

LANDING GEAR: Fixed tricycle type, with GFRP, self-sprung cantilever mainwheel legs and castoring (±15°) nosewheel. Mainwheels are size 5.00-5, with 350x135 tyres on 550 Trener; size 4.00-6 on 450 Ultra. Tyre pressure (both) 2.50 bar (36 lb/sq in); hydraulic disc brakes.

POWER PLANT: 550 Trener: One 73.5 kW (98.6 hp) Rotax 912 ULS flat-four engine, driving an MT-Propeller MT170R135-A2 two-blade fixed-pitch, KA-1/3P in-flight hydraulically controllable three-blade, or SR-2000 electrically controllable three-blade propeller.
450 Ultra: One 59.6 kW (79.9 hp) Rotax 912 UL and two-blade 3Xtrim 170 propeller with ground-adjustable pitch standard; optional controllable pitch propellers as for Trener. Rotax 912 ULS (see above) optional.
Fuel capacity (both) 70 litres (18.5 US gallons; 15.4 Imp gallons) standard (65 litres; 17.2 US gallons; 14.3 Imp gallons usable), in single tank behind pilot's seat; optionally, two 43 litre (11.4 US gallon; 9.5 Imp gallon) tanks in same location. Oil capacity 2.5 litres (0.66 US gallon; 0.55 Imp gallon).

ACCOMMODATION: Two seats side by side; dual controls standard. Fully enclosed, heated and ventilated cabin with upward-opening door on each side. Baggage space behind seats.

SYSTEMS: Hydraulic system for brakes only; 12 V 18 Ah battery for electrical power.

AVIONICS: Bendix/King KY 97A and KT 76A or ICOM A-200 transponder; VFR instrumentation and stall warning system standard.

EQUIPMENT: Ballistic recovery parachute.