XtremeAir XA42 Sbach 342

The XtremeAir XA42 Sbach 342 is a German-built, carbon-fiber, two-seat unlimited-aerobatic monoplane designed by Philipp Steinbach (with Albert Mylius) and produced by XtremeAir GmbH in Hecklingen, Germany. The "Sbach" name is a portmanteau of "Steinbach" and traces back to the original XA41 single-seat Sbach 300 of 2004. The XA42 is the tandem two-seat version of the family and received EASA CS-23 Aerobatic type certification in March 2011, followed by FAA type certification in November 2012.

The airplane is built entirely of carbon composite — fuselage, wings, and control surfaces — giving it an exceptionally high strength-to-weight ratio that enables ±10 g operating limits and roll rates approaching 420–450 degrees per second. Operators include airshow performers, unlimited-category competition pilots, and a small number of well-heeled private owners who want a certificated ride instead of an experimental. Production has been limited — around 37+ airframes built through the mid-2020s — making the Sbach a relatively rare sight compared to its chief certified rival, the extra-300. It is routinely benchmarked against the Extra 330SC/LX and the mudry-cap 232/232 for competition work, where its combination of tandem seating, useful range, and certificated status gives it a unique niche.

Book cruise at economy power is around 185 KTAS; pushed to high power settings the airframe will see numbers closer to 200–210 KTAS at the cost of fuel burn in the 20+ GPH range. The 3,266 fpm book climb rate is achievable light and solo; at max gross with two on board, real-world climb settles closer to 2,000–2,500 fpm but remains extraordinary for a piston single.

The 15,000 ft service ceiling is naturally aspirated-limited, and there is no oxygen system integration for most production panels — this is not a high-altitude cross-country airplane. For aerobatics, usable fuel is limited to 15 US gallons (the inverted/acro tank); full wing tanks (~72 US gal) are only legal in utility/normal category at the 2,200 lb MTOW. The range number quoted (~700 nm) assumes wing tanks at economy cruise with IFR reserves excluded.

The XA42's weight-and-balance story is category-dependent and is the single most important planning item for operators:

• Acrobatic category (MTOW 1,874 lb): With ~1,411 lb empty weight, useful load drops to about 463 lb — roughly two 180 lb pilots and 15 US gallons of usable aerobatic fuel (90 lb). This is the regime for ±10 g unlimited operation.
• Utility category (MTOW 2,200 lb): Useful load of about 789 lb allows two pilots plus near-full wing tanks (~72 US gal / 432 lb), but g-limits drop and aerobatic maneuvers are prohibited.
• Cross-country scenario: Two 180 lb pilots + full fuel = ~972 lb payload, slightly over utility useful load; realistic XC loading is two pilots, ~55–60 gal of fuel, and minimal baggage, yielding roughly 4 hours endurance and 700 nm range at 185 KTAS with VFR reserves.
• Solo aerobatic practice: Single pilot + 15 gal acro fuel leaves the airplane well under MTOW in either category — the configuration most competition pilots actually fly.

Related pages: extra-300, mudry-cap, christen-eagle-ii, great-lakes-2t1a2, yakovlev-yak-52, aerobatics, valuation-methodology, insurance-underwriting, maintenance-ecosystem, avionics-pricing.

• Aerobatics (10/10): Unlimited category, ±10 g, 420+ deg/sec roll rate, symmetric airfoil, constant-chord mid-wing section, and near-zero adverse yaw. Competitive at the Unlimited level and a favored airshow platform.
• Local Fun (8/10): Blistering performance, a canopy view to die for, and tandem seating for sharing rides make this one of the most fun-per-hour airplanes on the market — the only thing holding it back is operating cost.
• Cross-Country (5/10): 185 KTAS cruise and 700 nm range are legitimately good, but no IFR capability on most panels, no autopilot, limited baggage space, and tandem seating with minimal creature comforts make this a niche XC airplane.
• Flight Training (3/10): Can be used for advanced aerobatic and upset training, but acquisition/insurance costs and tailwheel handling rule it out as a primary trainer. See aerobatics mission page.
• Business Travel / Cargo / Surveying / Backcountry (1–2/10): Wrong tool entirely — tandem seats, no baggage, expensive to operate, fragile carbon prop-strike exposure on rough strips.

The XA42 is delivered and typically operated as a VFR/day-aerobatic airplane. Common panel configurations:

• Competition-stripped: Single analog airspeed/altimeter/VSI, G-meter, engine monitor (EI CGR-30P or similar), hand-held GPS. Minimum weight, maximum simplicity.
• Standard factory panel: Garmin G3X Touch (10" or 7"), GTN 650Xi or GNC 355 GPS/nav/com, GTR 225 backup com, GMC 507 autopilot (rare), GTX 345 ADS-B In/Out transponder, engine data on the G3X.
• XA42 Gold trim: Dual G3X Touch, GTN 750Xi, GI 275 backup, premium leather interior, custom paint.

See avionics-pricing for typical install costs. Because it is a certified airplane, panel upgrades require STC or field-approval paperwork — more expensive than an equivalent experimental.

The XA42 aftermarket is thin compared to Cessna/Piper aircraft due to the low production run. Most modifications are factory options at build time:

• MT Propeller MTV-9-B-C/C203-17: 3-blade composite, factory standard. Optional 4-blade variant for reduced noise/improved ground clearance.
• Smoke system: Factory or Smoke-N-Mirrors aftermarket install; ~$5,000–$8,000.
• Glider tow hook (Europe): EASA-approved factory option for tow-pilot work.
• Avionics retrofits: Garmin G3X/GTN upgrades performed by XtremeAir-authorized service centers.

• Parts availability: fair. Airframe spares flow from XtremeAir GmbH in Germany; lead times on composite components and proprietary hardware can be weeks to months. Lycoming AEIO-580 parts are available through normal Lycoming channels but the aerobatic-spec accessories (inverted oil, fuel pickup, injection servo trim) are specialized.
• Mechanic familiarity: specialist. Most A&Ps have never touched one. Recommended service centers include XtremeAir authorized facilities and a small number of independent aerobatic composite specialists in the US. Annual inspections and composite inspections should be performed by someone familiar with the type.
• Annual cost estimate: ~$35,000/year assuming 75–100 hours of flying, including reserves for engine/prop, annual inspection, engine mount AD inspections, insurance, and hangar. Actual costs scale hard with utilization and aerobatic-competition use.
• Expensive items: AEIO-580 overhaul ($60k–$70k), MT prop overhaul ($8k–$12k), engine mount replacement (if AD-driven), composite repairs (labor-intensive and specialist).

See maintenance-ecosystem for comparative context.

Used XA42 pricing in 2024–2025 ranges from roughly $270,000 for older high-time airframes up to $600,000 for low-time or XA42 Gold examples, with a typical mid-market price around $400,000–$450,000. Price drivers:

• Engine time remaining on the AEIO-580 (1,600 hr TBO; overhaul runs $60,000–$70,000 including accessories and aerobatic-spec pickup tubes)
• Prop time on the MT 3-blade (5-year/1,500 hr life)
• Engine mount AD compliance and replacement history
• Panel modernity (Garmin G3X/GTN equipped airframes command a $30k–$50k premium)
• Hours in aerobatic service vs. utility — an airframe with logged peak-g events or heavy competition use discounts vs. a display-only or owner-flown example
• Paint and interior condition (custom airshow liveries can add or subtract value depending on taste)

See valuation-methodology for the general framework applied to certified aerobatic aircraft.

The dominant known issue is the engine mount frame diagonal strut cracking AD lineage:

• EASA AD 2018-0079 / FAA AD 2018-07-15: Initial directive requiring inspection of the engine mount diagonal struts for cracking, based on field findings.
• FAA AD 2020-11-19 (effective July 15, 2020): Superseded the 2018 AD after a Model XA42 was found during scheduled maintenance to have complete separation of both left- and right-hand diagonal struts of the engine mount. References XtremeAir Mandatory Service Bulletin SB-XA42-2019-008 Issue B.00 for repetitive inspection procedures.
• The issue led to a temporary prohibition on aerobatic flight for the XA41/XA42 family while the engineering fix was validated — a significant event in the type's history and a pre-buy due-diligence item. Verify compliance status and any engine-mount replacement history on any prospective purchase.

Other items to check on pre-buy:

• Carbon composite delamination or damage history, especially around the wing root and cowl attach points
• AEIO-580 cylinder wear patterns (this engine is worked hard in aerobatic service)
• Canopy crazing and latch mechanism wear
• G-meter logs and peak-g history
• Prop strike history (tailwheel airplane, 315 HP, composite blades)

The XA42 sits in the high-performance aerobatic insurance bucket alongside the Extra 330/300 family. Underwriting factors:

• Pilot aerobatic experience (IAC competition time, dual received, tailwheel hours) is the dominant factor — a low-time or non-aerobatic pilot will often be uninsurable in this airframe regardless of total time.
• Hull values of $300k–$600k drive significant premium exposure; typical owner-flown hull/liability premiums for a qualified aerobatic pilot run in the $7,000–$12,000/year range, with airshow and instructional use pushing considerably higher.
• Tailwheel transition and type-specific dual required by most underwriters before solo coverage attaches.
• Commercial airshow/instructional use requires specialized coverage; EAA Aerobatic Aircraft Insurance Plan and specialty brokers (Falcon, Sunset, Avemco) are typical markets.

See insurance-underwriting for the category framework.