Extra 300L

The Extra 300 series is the reference standard for modern unlimited-category aerobatic monoplanes. Designed by German aerobatic champion Walter Extra and first flown on 6 May 1988, the EA-300 received German type certification on 16 May 1990 and has dominated world aerobatic championships, Red Bull Air Races, and international airshow circuits ever since. Where the Pitts Special S-2 and Christen Eagle II defined the biplane aerobatic era, the Extra 300 defined the era that followed — a carbon-composite, low-wing monoplane with ±10 G capability and a roll rate that stops the human inner ear from keeping up.

Extra Aircraft (originally Extra Flugzeugbau, later Extra Flugzeugproduktions- und Vertriebs-GmbH, with a brief period under the FK-Lightplanes umbrella before returning to independent operation as Extra Aircraft GmbH) is based at Dinslaken airfield in Hünxe, North Rhine-Westphalia, Germany. The company has built over 500 aircraft in the EA-300/330 family, with the 300L being the most-produced variant.

The Extra is the airplane you see when the U.S., German, French, and Russian national aerobatic teams compete. Patty Wagstaff, Sean D. Tucker, Mike Goulian, and generations of other top airshow performers have flown Extras. If you see unlimited-category aerobatic flying at an airshow in 2026, it is almost certainly happening in an Extra 300 or 330.

This page's frontmatter describes one airplane: the EA 300/L, the low-wing, standard-configuration, two-seat model — the best-selling variant and the one most used-market shoppers mean by "Extra 300L." FAA Type Certificate A67EU covers five models total (EA 300, EA 300/S, EA 300/L, EA 300/200, EA 300/LC); the other four are materially different airplanes (different seat count, different engine class, or acrobatic-only certification) and are not described by the numbers above — see the Variants table below for what each one actually is. The marketing names 300LP, 300LX, 300SC, 330LX, 330LT and 330SC, all used freely in this airplane's marketing and on used-aircraft listing sites, do not appear on A67EU's model list under any name; where this page mentions them it is describing the marketplace, not claiming a certificate section for them.

G Limits: Two-pilot acro: ±8 G. Solo acro (300-series): ±10 G. 330SC: ±10/-10 G in all configurations.

The cruise/burn/range figures on this page are one row of the POH's own fuel-consumption example: pressure altitude 8,000 ft, 65% power, 13.7 gal/hr, 12.3 nm/gal. That works out to 169 KTAS and, over the standard airplane's 43.7 usable gallons, about 538 nm with no reserve held back. Holding a 45-minute reserve (about 10.3 gal at this burn) leaves roughly 33.4 gal for cruise — call it 410 nm of usable leg. This replaces an earlier, uncited 185 KTAS / 580 nm figure that did not state a power setting or fuel load; 169 kt at 65% is slower than that number, but it is what the manufacturer's own handbook actually publishes as a worked example, and 65% is a genuinely economical setting rather than the industry's usual 75% headline (no 75% example was recoverable — see the confidence note). With 52 gallons of fuel (the LONG RANGE OPTION, not the standard 43.7 gal tank), both range and endurance stretch further; a buyer working from a listing should check which fuel system the specific airframe has.

Vertical performance is the Extra's signature. The 300-hp AEIO-540 pulling a light acro-configured airframe (1,808 lb solo Acro I gross) gives a power-to-weight ratio that makes the aircraft climb vertically indefinitely until the pilot chooses to exit the line. Rate of climb exceeds 3,200 FPM at sea level (manufacturer's own published figure; the POH's own climb chart could not be read as text on this pass — see the confidence note). The 330-badged, AEIO-580-powered version of this airframe climbs even harder.

The roll rate is the defining number: 400 degrees per second in the 300L, and even crisper in the lightened 300LP and 330SC. This is roughly 4x the roll rate of a typical trainer and approximately double the Pitts. The composite wing with symmetrical airfoil and full-span ailerons makes the airplane feel like it pivots around the pilot's head.

The 330LX/330SC trade some raw roll rate for cleaner, more predictable roll stops — a critical attribute for scoring high in competition Unlimited-category rolling figures, where the judges reward precise 1/4, 1/2, 3/4, and full-roll hesitations.

Real-world caveats: the Extra is a taildragger with a narrow gear track (until the LX widened it) and fast approach speeds. Pattern work is flown at 100-110 KIAS; short final at 85-90 KIAS. The sight picture and energy management are very different from a trainer.

Extra 300L (standard configuration, 300 HP AEIO-540, 43.7 gal usable fuel). TCDS A67EU gives a SEPARATE certificated empty weight for each weight category this airframe can fly under — using the Normal-category empty weight (1,643 lb) to work an Acrobatic-category scenario is exactly the mixed-category error this catalogue is being re-sourced to catch, so each row below pairs its own category's gross weight with that SAME category's own empty weight:

The honest read: this is a tight airplane for two full-size adults at full fuel, at any weight. Even in the least restrictive category (Normal, 452 lb useful load), a full standard tank alone consumes 262 lb, leaving 190 lb — not enough for two average adults under any reading, and snug even solo with a parachute. Competition and airshow pilots manage this by flying the aerobatic box on 10-25 gallons (60-150 lb), not full tanks — a five-minute free program plus reserve does not need much fuel, and the lighter load also buys more roll rate and less structural margin consumed by weight alone. Full-fuel flights are for cross-country ferry legs under the Normal category, solo or with a very light second occupant.

This table is more conservative than the previous version of this page, which used an uncorrected 651 lb useful load — see the confidence note for why, and note the certificate's own empty-weight figure disagrees with two press sources by about 170 lb, which would meaningfully loosen every number in this table if the lighter figure is the one that describes a typical delivered airplane.

• Flight Training (2): Wholly inappropriate as a primary or instrument trainer. Used exclusively for advanced aerobatic and upset recovery training at schools like APS Emergency Maneuver Training, Patty Wagstaff Aerobatic School, and Sunrise Aviation. Requires substantial prior tailwheel and aerobatic experience before transitioning.
• Backcountry (1): Low-wing, short prop clearance, fragile composite skins, no flaps in the traditional sense, no payload for camping gear. Never used for backcountry.
• Business Travel (2): A 169-kt cruise and roughly 400-500 nm of usable range (at the standard fuel load, with a reserve) are respectable for the airframe, but zero baggage space, tandem two-seat layout, no IFR capability on this model, and open-canopy aerobatic ergonomics make it impractical for business use.
• Aerobatics (10): The reference unlimited-category aerobatic airplane. ±10 G solo (on the higher-powered, 580-engined version of this airframe), 400 deg/sec roll rate, unlimited vertical penetration, crisp stops, symmetrical airfoil, full inverted fuel and oil systems. This is what U.S. Aerobatic Team members fly. There is no higher score.
• Cross-Country (4): Unusually capable for an aerobatic airplane — faster than most trainers and with several hundred nm of legs. But tandem seating, no baggage, VFR-only, and fatiguing pilot ergonomics on long legs prevent a higher score. The optional Long Range fuel tank (52 gal total vs the standard 43.7 usable) is the most cross-country-friendly configuration.
• Cargo Hauling (1): Useful load of ~452 lbs (Normal category, standard empty weight) must cover two pilots, parachutes, and fuel. No baggage compartment of consequence.
• Local Fun Flying (8): For pilots who can afford it and can fly it, the Extra is the ultimate weekend airplane — the feeling of a vertical climb that just keeps going, or a 400 deg/sec roll on downwind, is unmatched. Capped at 8 only because the $200K-$500K acquisition cost and specialist maintenance make it inaccessible as a casual "local fun" machine compared to an American Champion Citabria / Decathlon.
• Surveying (1): Not applicable.

See aerobatics for scoring rubric.

• Typical (300/300L/300LX/330LX): Minimal VFR aerobatic panel. Airspeed, altimeter, G-meter (critical), slip/skid, vertical speed, engine instruments, basic comm/transponder. Many competition Extras run nothing more than this. The panel is intentionally spartan — weight and visual clutter are enemies of competition flying.
• 330LT "Touring": The outlier in the lineup. Factory-equipped with a Garmin G600 TXi or similar glass flight display, GTN 750 navigator, autopilot, and IFR-capable avionics. Positioned as a cross-country aerobat for owners who want the mission flexibility. Adds ~$60,000-$100,000 to the equipped price and ~40 lbs to empty weight.
• Upgrades: Retrofit Garmin G5/G3X Touch and GI-275 installations are common in older 300L aircraft. ADS-B Out is universal on U.S.-registered aircraft. See Avionics Pricing Reference for pricing baselines.
• Smoke system: Essentially standard on airshow and competition Extras. Factory or aftermarket oil-injection systems run $4,000-$8,000 installed. Cockpit-controlled with a pump driven off the accessory case or an electric pump feeding a nozzle in the exhaust.

• MT 4-blade composite propeller: Factory standard on 330LX/330LT/330SC, common retrofit on 300L. Reduces tip speed, improves vertical performance and sound signature, lighter than Hartzell metal props. $25,000-$35,000 installed.
• Hartzell Claw / 3-blade alternatives: Some owners prefer Hartzell metal props for robustness; retrofit-able.
• Smoke system: $4,000-$8,000 installed.
• Lightweight starter, B&C alternator: Weight-reduction mods favored by competition pilots.
• Carbon canopy frame / bubble canopy upgrades: For single-seat variants.
• Spin strakes / aerodynamic tweaks: Individual competition pilots add strakes to tune snap and spin characteristics.
• Garmin glass retrofit: Common on 300L aircraft being repurposed for the 330LT mission.

Because the Extra is composite and already near the aerodynamic/structural optimum for its mission, STC activity is modest compared to a legacy metal fleet. Most "modifications" are equipment swaps rather than airframe changes.

• Annual inspection: $3,500-$6,500. Aerobatic and composite-specific inspections extend annual scope.
• Engine overhaul: $42,000 for AEIO-540 at aerobatic-shortened TBO of ~1,400 hours. AEIO-580 overhaul (330-series) runs $50,000+.
• Propeller overhaul: MT 4-blade composite ~$8,000-$12,000; inspection interval typically 6 years calendar or 1,500 hours.
• Parts availability: Good direct from Extra Aircraft in Germany, with U.S. support through authorized dealers and service centers (notably Extra North America and a handful of specialty shops). Parts lead times can be long (4-12 weeks) for non-stock items. Composite repairs require factory-trained technicians.
• Mechanic familiarity: Specialist. A general A&P without composite and Extra-specific training should not sign off annual inspections on these aircraft. The owner pool is small and concentrated around known specialist shops.
• Annual all-in cost: $22,000-$35,000 depending on utilization, hangar cost, insurance tier, and aerobatic intensity. High-hour airshow aircraft can exceed $50,000/year.
• Operating cost: $250-$400/hour all-in at 100 hours/year.

See Maintenance Ecosystem for parts and shop availability context.

• EA-300 mid-wing (1988-1995): $180,000-$240,000. Collectible early examples; wooden wing requires more inspection.
• EA-300L (1996-2011): $200,000-$320,000 depending on hours, panel, and paint. The sweet-spot used Extra.
• EA-300LP / 300LX: $280,000-$400,000.
• EA-330LX (2011-present): $400,000-$550,000 used; new from factory ~$650,000.
• EA-330LT (glass-panel touring): $450,000-$600,000.
• EA-300SC / 330SC (single-seat competition): $350,000-$600,000; lower supply, higher demand from serious competitors.

Per Aircraft Valuation Methodology: the Extra's value is dominated by (1) total airframe hours with particular weight on aerobatic hours, (2) engine time since overhaul (AEIO-540 overhaul is ~$42,000, AEIO-580 is ~$50,000+), (3) MT propeller vs. Hartzell, (4) avionics upgrade level (the 330LT glass panel adds real value), (5) paint condition (airshow-grade schemes command premiums), and (6) damage history — any significant airframe repair on a composite aerobatic aircraft permanently reduces value. Logbook evidence of structural inspection compliance is mandatory.

Key ADs:

• Composite wing inspection AD (EASA AD 2014-XXXX series): Recurring inspection of carbon composite wing spar and skin bonding for delamination, particularly around the landing gear attach and wing root. Triggered by structural fatigue from aerobatic loads.
• Rudder hinge / control surface bearings: Recurring inspection of control surface hinges and push-pull tube rod ends for wear and fatigue cracking.
• Canopy latch AD: Repetitive inspection for canopy latch security after several in-flight canopy departures.
• Engine mount inspection: AEIO-540/-580 engine mount tube inspection for cracking from vibration loads during aerobatic maneuvers.

Common Problems:

• Landing gear leg fatigue: The composite landing gear legs are lifed items on high-utilization aircraft. Replacement is expensive ($15,000-$25,000 per set).
• Canopy crazing and seal deterioration: UV and high-G flight stress the canopy. Canopy replacement is a recurring expense.
• Hot starts on the AEIO-540/-580: The fuel-injected Lycoming big-bores are notoriously difficult to hot-start — a universal Lycoming IO/AEIO issue, not Extra-specific.
• Engine wear from aerobatic duty cycle: Continuous high-power, inverted-flight operation reduces effective TBO. Most Extra operators plan for overhaul at 1,200-1,400 hours rather than the nominal 2,000-hour Lycoming TBO.
• Composite skin hangar rash: The carbon skin dents and gouges more easily than aluminum; repairs require composite specialist shops.
• Tire and brake wear: High approach speeds and short-field landings wear tires and brakes quickly. Budget frequent replacement.

Per GA Insurance Underwriting:

• Hull insurance: $6,000-$10,000/year on a $300K-$500K hull. Aerobatic coverage carries a premium of 40-80% over a comparable hull value for non-aerobatic fixed-gear. High hull values and the unforgiving flight regime drive premiums.
• Liability: $1,200-$2,500/year.
• Pilot minimums: Insurance is the single biggest barrier to Extra ownership. Typical underwriter requirements: commercial or ATP preferred, 500+ total time, 100+ tailwheel, formal aerobatic training (EMT, APS, Patty Wagstaff school, or equivalent), and 10-25 hours of dual-received in-type before solo. Many insurers simply will not write a low-time Extra pilot at any premium.
• Aerobatic coverage: Explicitly written as covered; standard GA policies exclude aerobatics. Airshow and competition operations require additional endorsements or separate policies.
• Ferry/transition insurance: Short-term ferry binders are available for moving an aircraft to a training provider for formal transition training — often a requirement before the annual policy takes effect.