Engine: Rotax 912S (99 HP / 5 min) | Max Weight: 1,874 lb (850 kg) | Best Glide: 31:1 | Category: FAR 21 / JAR-22 Motorglider
Important Disclaimer
All data is from the Aeromot AMT-200S Super Ximango Flight Manual (AFM-200-24-FAA, Rev. 14, July 17, 2007) and is provided for educational reference only. Always use the flight manual specific to your aircraft serial number. Performance figures are for standard conditions at sea level at maximum weight. If any inconsistency exists between this reference and the FAA-approved Aircraft Flight Manual, the AFM governs.
About the AMT-200S Super Ximango
The Aeromot AMT-200S Super Ximango is a two-place, side-by-side motorglider manufactured by Aeromot Indústria Mecânico Metalúrgica Ltda. in Porto Alegre, Brazil. It is certified to FAR Part 21 (Sections 21.17, 21.29, and 21.50) and Joint Airworthiness Requirements JAR-22 for sailplanes and powered sailplanes, with FAA approval on behalf of the Brazilian CTA/ANAC.
The "Super" designation reflects the aircraft's purpose: designed for both soaring and training. The fuselage is a sandwich-type fiberglass/epoxy/PVC foam construction. The wing is divided into a fixed inner section and a foldable outer wing — both using "I"-shaped spars — with the inner spar using carbon fiber reinforcement for added strength.
Distinctive features include a T-tail configuration, Schempp-Hirth spoilers on the upper wing surface (the same spoiler type used in high-performance sailplanes), retractable main landing gear with a conventional tailwheel, and a three-position Hoffmann feathering propeller. The one-piece canopy opens rearward and can be jettisoned in flight for emergency exit.
The AMT-200S is used at Parrish Aviation for Glider Rating training. As a motorglider, it bridges powered flight and pure glider operations — students learn thermal soaring, ridge lift, and spot landing precision while having the safety of an engine for departure and diversion.
Weights
1,874 lb
850 kg
Maximum Weight
~1,367 lb
~620 kg
Basic Empty Weight (typical)
22 lb
10 kg
Max Baggage (2 pilots)
11 lb
5 kg
Max Baggage (solo)
Maximum asymmetric fuel is 4 gallons. The basic empty weight shown is from the POH weight and balance example — always use the actual weight and balance sheet for the specific aircraft serial number.
Fuel System
- Configuration: Two independent fuel tanks in the wing leading edge near the fuselage, beside the landing gear wheel
- Total capacity: 2 × 11.89 US gallons (45 L) per tank = 23.78 US gal (90 L) total
- Usable fuel: 2 × 11.62 US gallons (44 L) usable per tank = 23.24 US gal (88 L) usable
- Unusable fuel: 2 × 0.26 US gallons (1 L) per tank
- Approved fuel: AVGAS 100LL
- Fuel quantity warning: When the fuel quantity pointer reaches the red line, approximately 5 minutes of flight remain at maximum continuous power
Fuel Management Note
Tank selection is made by a three-position fuel selector valve (left tank, right tank, or off). Maximum asymmetric fuel load is 4 gallons — do not allow one tank to exceed the other by more than this amount. Unlike many training aircraft, the Ximango fuel tanks are relatively small (24 gal total usable), making fuel planning essential on any cross-country soaring flight.
Key Airspeeds
Airspeed limitations from Section 2.2 of the AMT-200S Flight Manual. All speeds in KIAS (knots indicated airspeed). Km/h equivalents shown for reference.
| Speed | Definition | Value (KIAS) | Notes |
|---|---|---|---|
| Vne | Never Exceed Speed | 132 | Red line (245 km/h) — never exceed in any operation |
| VRA | Rough Air Speed | 97 | Yellow arc begins (180 km/h) — do not exceed in turbulence |
| VA | Maneuvering Speed | 97 | Same value as VRA — full control inputs limited above this speed |
| VLE | Max Gear Extended Speed | 81 | Gear must be extended below this speed (150 km/h) |
| VLO | Max Gear Operating Speed | 81 | Operate (extend/retract) gear below this speed (150 km/h) |
| Best Climb (Vy) | Best Rate of Climb (engine) | 59 | Blue line (110 km/h) — best climb at max continuous power |
| Approach Speed | Normal approach at max weight | 59 | Yellow triangle (110 km/h) — approach at maximum weight |
| Best Glide (VBG) | Max glide ratio speed | 58 | 107 km/h — glide ratio 31:1 at max weight, engine off |
| Min Sink | Minimum sink rate speed | 52 | 97 km/h — 189 ft/min (0.96 m/s) sink at max weight |
| Vs (gear/spoiler up) | Stall speed (clean) | 43 | Min pitch prop, gear extended, spoilers retracted, reduced power |
| Vs (gear/spoiler up, feathered) | Stall (feathered, engine off) | 43 | Feathered prop, gear retracted, spoilers retracted, power off |
| Vs0 (gear down, spoilers) | Stall (landing config) | 47 | Min pitch prop, gear extended, spoilers extended |
Airspeed indicator arc summary: Green arc 43–97 KIAS (normal operating range). Yellow arc 97–132 KIAS (caution — smooth air only). Red line 132 KIAS (Vne). Blue line 59 KIAS (Vy — best climb speed with engine). Yellow triangle 59 KIAS (approach speed at max weight).
Performance Data
From Section 5 of the AMT-200S Flight Manual. All values at 1,874 lb (850 kg) maximum weight, sea level, standard conditions (ISA, 59°F / 15°C).
Takeoff Distances
738 ft
225 m
Ground Roll (Paved)
1,060 ft
323 m (ISA)
Over 50-ft Obstacle (Paved)
840 ft
256 m
Ground Roll (Grass)
1,148 ft
350 m
Over 50-ft Obstacle (Grass)
Takeoff speed (VI): 49 KIAS on both paved and grass. Takeoff distance increases significantly with altitude and temperature — at 5,000 ft and 104°F (40°C), the over-50-ft obstacle distance increases to 2,084 ft.
Climb Performance
712 fpm
at 5,800 RPM (takeoff power)
Initial Climb Rate (0–1,000 ft)
557 fpm
at 5,500 RPM (max continuous)
Best Climb Rate
59 KIAS
110 km/h
Best Climb Speed (Vy)
4.49 gph
at 97 KIAS / 5,000 RPM
Cruise Fuel Consumption
Soaring Performance
The AMT-200S is first and foremost a soaring aircraft. Its glide performance is dramatically superior to any powered training aircraft — understanding the flight polar is essential for any glider rating student.
31:1
at 58 KIAS (107 km/h)
Maximum Glide Ratio
~31,000 ft horizontal per 1,000 ft altitude in still air
189 fpm
at 52 KIAS (97 km/h)
Minimum Sink Rate
0.96 m/s — best speed for thermaling
5.35:1
spoilers extended, 59 KIAS
Landing Config Glide Ratio
Spoilers dramatically steepen the approach angle
Understanding the Flight Polar
The flight polar is the most important performance chart for a glider pilot. It plots sink rate (vertical axis) against airspeed (horizontal axis) for a specific aircraft weight and configuration. For the AMT-200S at 1,874 lb:
- • Minimum sink: 52 KIAS — fly this speed in weak thermals to maximize time in lift
- • Best glide (speed to fly): 58 KIAS — fly this speed for maximum cross-country distance in still air (zero-wind MacCready speed)
- • Faster than best glide: Increases sink rate but also increases penetration speed in headwinds or strong sink
- • Spoilers extended: Glide ratio collapses to 5.35:1 — the primary tool for approach profile management
Stall Speeds
From Section 5.2.2 of the Flight Manual at 1,874 lb (850 kg). Altitude loss is approximate during stall recovery.
| Configuration | Propeller | Gear | Spoilers | VI (KIAS) | Alt. Loss |
|---|---|---|---|---|---|
| Reduced power approach | Min pitch | Extended | Retracted | 42 KIAS | ~262 ft |
| Engine off (clean) | Feathered | Retracted | Retracted | 43 KIAS | ~164 ft |
| Landing config | Min pitch / reduced | Extended | Extended | 47 KIAS | ~328 ft |
Engine & Propeller
Rotax 912S (per AFM)
- Model912S2 or 912S4
- Max takeoff power99 HP at 5,800 RPM (5 min)
- Max continuous power93 HP at 5,500 RPM
- Max static RPM (ground)5,100 RPM ±50
- CarburetorBING type 64/32
- IgnitionRotax double electronic magneto
- AlternatorDUCATI 13.5–14.2V / 250W
- Oil capacity0.79 US gal (3.0 L)
- Coolant capacity0.75 US gal (2.8 L)
- Fuel typeAVGAS 100LL only
Hoffmann Propeller
- ModelHO-V62R-1/170FA
- Blades2-blade, wood core, fiberglass
- Positions3: Min pitch / Cruise / Feathered
- Min → Cruise pitch change3,800 RPM (auto)
- Cruise → Min pitch change2,200 RPM (auto)
Propeller logic: The three-position propeller automatically shifts between min pitch (for climb/low speed) and cruise pitch based on RPM. Feathering is commanded by the pilot for engine-off soaring. When the fuel pointer reaches red, ~5 minutes of power remain at max continuous.
Engine Instrument Limits
- Tachometer redline5,800 RPM
- Oil temp normal90–110°C (194–230°F)
- Oil temp max130°C (266°F)
- Oil temp min (before T/O)50°C (120°F)
- Oil pressure normal29–73 psi (above 3,500 RPM)
- Oil pressure max100 psi (short period)
- CHT max120°C (248°F)
- CHT normal75–120°C (167–248°F)
Load Factors (at 1,874 lb)
- Without spoiler at VA+5.3g / −2.65g
- Without spoiler at Vne+4.0g / −1.5g
- With spoiler at Vne+3.5g / 0g
- Max occupants2 (or 1 minimum)
- Operations approvedDay VFR only
- AerobaticsProhibited (incl. spins)
Emergency Procedures
Emergency procedures from Section 3 of the AMT-200S Flight Manual. Glider rating applicants must be able to execute these accurately under DPE observation during the practical test.
Stall Recovery (with or without engine running)
- 1.If wing drop occurs — reduce engine power (if running)
- 2.Apply rudder to opposite side of rotation
- 3.Slowly push control stick forward
- 4.Recover to normal flight; keep ailerons in neutral position during recovery
Spin Recovery (intentional spins prohibited)
- 1.Engine power — IDLE (if engine operating)
- 2.Simultaneously: control stick FULL FORWARD, rudder FULL OPPOSITE to spin direction, ailerons NEUTRAL
- 3.Hold controls until rotation completely stops
- 4.When rotation stops — put rudder to neutral position
- 5.Apply moderate back pressure to recover from dive — do not exceed Vne
- 6.Extend spoilers to keep airspeed below Vne if necessary
- 7.Note: altitude loss per spin turn is 550–750 ft (180–240 m)
Engine Failure Prior to Takeoff
- 1.Power — IDLE
- 2.Airbrakes — extend
- 3.Pull control stick fully rearward and apply wheel brakes (if necessary)
- 4.All switches — turn OFF
- 5.Fuel selector valve — SHUT OFF
Engine Failure After Takeoff
- 1.Use in-flight engine start procedure (if sufficient altitude available)
- 2.If engine does not start, or if altitude is insufficient — execute Engine Inoperative Landing
Engine Inoperative Landing
- 1.Magneto switches — OFF
- 2.Propeller — FEATHER
- 3.Master switch — OFF
- 4.Fuel selector valve — SHUT OFF
- 5.Landing gear — extend or retract as required by ground surface
- 6.Use airbrakes as necessary to ensure a safe landing
- 7.Note: If time and altitude permit (above 656 ft / 200 m) and no fire — put propeller in horizontal position using starter button to reduce drag
Engine Fire
- 1.Fuel selector valve — SHUT OFF
- 2.Throttle — FULL POWER (to consume fuel in carburetor)
- 3.Magneto switch — OFF (after engine stops)
- 4.Master and alternator switches — OFF
- 5.Air vents — CLOSE; lateral canopy windows — OPEN
- 6.If fire does not stop — land immediately or bail out if sufficient altitude and parachutes worn
- 7.NEVER restart the engine after a fire
Canopy Jettison (Emergency Exit)
- 1.Set red handles to 'open' position
- 2.At low speeds near stalling speed — push canopy away from aircraft using both hands
- 3.Engine shutdown (magneto OFF) → Canopy jettison → Unfasten seatbelt → Jump over wing trailing edge → Open parachute at safe distance from motorglider
Normal Procedures — Key Items
Engine Start
- 1.Master switch — ON
- 2.Magnetos — ON
- 3.Electric fuel pump — ON
- 4.Fuel selector — ON (left or right tank)
- 5.Choke handle — OPEN
- 6.Throttle — IDLE
- 7.Starter button — PUSH (max 10 sec / max 6 consecutive starts)
- 8.Close choke as soon as engine starts
- 9.Check oil pressure — min 12 psi below 3,500 RPM; normal 29–73 psi above 3,500 RPM
Do not operate starter for more than 10 seconds. Allow 2 minutes cool-down between consecutive starts. Maximum 6 consecutive starts before troubleshooting.
In-Flight Engine Shutdown (For Soaring)
- 1.Establish stable soaring flight in lift
- 2.Throttle — IDLE
- 3.Propeller — FEATHER (allows low-drag soaring configuration)
- 4.Magnetos — OFF
- 5.Master switch — OFF (as required)
- 6.Electric fuel pump — OFF
Feathering the propeller reduces drag significantly — the difference between a windmilling propeller and feathered prop is several points of glide ratio in a motorglider. Always feather before sustained engine-off soaring.
The Glider Rating: What the Ximango Teaches You
The Glider Rating is one of the most rewarding certificates in aviation — and one of the most skill-intensive. The AMT-200S is an ideal training platform because it combines the practical convenience of an engine (for departure, diversion, and return) with genuine high-performance sailplane flying: 31:1 glide ratio, Schempp-Hirth spoilers, and a performance envelope that demands precision energy management.
Energy Management — The Core Skill
In a powered aircraft, a student with a bad approach simply adds power. In a glider — and in the engine-off configuration of the Ximango — there is no go-around. Every approach must be planned accurately. The Schempp-Hirth spoilers give precise glidepath control, but spoilers that are not understood or not respected can leave you short of the runway. Glider training in the Ximango builds the energy management instincts that make pilots significantly safer in all subsequent aircraft.
Thermal Soaring and Weather Awareness
Flying the Ximango in soaring mode requires reading the atmosphere — identifying cumulus development, understanding thermal structure, recognizing sink, and making go/no-go decisions about whether a thermal is worth entering. This meteorological awareness transfers directly to all other flying. Pilots trained in soaring are consistently better at reading weather and making conservative go/no-go decisions in powered aircraft.
Stick-and-Rudder Precision
The Ximango demands coordinated flight at all times — uncoordinated turns in a glider cause immediate adverse yaw that costs altitude. The 31:1 glide ratio means that small deviations from optimal airspeed or coordinated flight result in measurable altitude loss. Pilots who train in the Ximango develop a level of control precision that is noticeably superior to those trained exclusively in powered aircraft.
Dimensions & Specs
57.3 ft
17.47 m
Wingspan
58.0 ft
17.67 m
Wingspan w/ Winglets (opt.)
201.3 sq ft
18.70 m²
Wing Area
26.5 ft
8.08 m
Length
6.3 ft
1.93 m
Height
NACA 643618
Laminar flow
Airfoil
2° 30′
Wing dihedral angle
Dihedral
16.5 ft
5.35 m
Landing Gear Track
The NACA 643618 laminar flow airfoil contributes significantly to the Ximango's low drag and high glide ratio. The wingspan (57+ ft) is substantially larger than most powered training aircraft — wing tip awareness during taxi and hangar entry is essential.
Limitations — What the DPE Will Ask
Section 2 of the AMT-200S Flight Manual is the most heavily tested section on a Glider Rating oral exam. Key limitations beyond airspeeds:
- Aerobatic maneuvers including intentional spins are prohibited. The Ximango is approved in Utility Category but spins are explicitly prohibited.
- Day VFR only. Flight into known icing conditions is prohibited.
- Minimum pilot-in-command seat: Left or right depending on instrument panel configuration.
- Maximum asymmetric fuel: 4 gallons. Do not allow one tank to exceed the other by more than 4 gallons.
- One layer of adhesive tape (3M TEMFLEX 1000 or equivalent, ¾" width) must be installed on the clearance around the wing/fuselage interface and vertical/horizontal empennage interface.
- Use a 2.76-inch (70mm) thick backrest or parachute. The parachute must match backrest thickness for proper seat geometry and seatbelt fit.
- Do not operate the starter for more than 10 seconds. Allow 2 minutes cool-down; maximum 6 consecutive starts before troubleshooting.
- Maximum demonstrated crosswind: 15 knots (28 km/h). This is a demonstrated value, not a hard limit — pilot judgment governs.
Earn Your Glider Rating at Parrish Aviation
FAA Part 141 Flight School at Dallas Executive Airport (KRBD) — Glider Rating in the AMT-200S Ximango with airline-background CFIs