Zlin Savage Cub

The Zlin Savage family is a Czech-manufactured line of cub-style Light Sport Aircraft built by Zlin Aviation s.r.o. in Brno, Czech Republic. The design originated in Italy in 1997 under the Russo Aviation marque before production transferred to the Czech Republic in 1999. The Savage bears a strong visual and philosophical kinship to the Piper Super Cub — welded 4130 chromoly steel tube fuselage, high strut-braced wing, fabric covering, tandem seating, and tailwheel — but is engineered from the ground up as a modern LSA with Rotax power and contemporary construction tolerances.

The family has evolved into three distinct models serving different market segments: the Savage Cub (standard bush/fun LSA), the Savage Bobber (open-frame ultralight/microlight variant), and the Savage Norden (high-performance STOL machine with all-aluminum wing, leading-edge slats, and turbocharged powerplant). By October 2022, more than 450 Savage aircraft had been delivered worldwide across these lines.

In the United States, Savage aircraft are sold and supported by SportairUSA based in Arkansas. The aircraft holds FAA Special LSA (S-LSA) certification and is popular with sport pilots, backcountry pilots, and glider towing operators. Its VS1 of approximately 33 KIAS places it comfortably within the MOSAIC sport pilot stall speed limit of 59 KCAS, making the entire Savage Cub family MOSAIC (Modernization of Special Airworthiness Certification)-eligible under the 2025 final rule. See MOSAIC (Modernization of Special Airworthiness Certification) for full MOSAIC eligibility details.

The Savage is not related to the older Zlin Aircraft a.s. (formerly Moravan) piston trainers such as the Z-142 or Z-242. Zlin Aviation s.r.o. is a separate company operating under the same city heritage.

Notes on variant selection: The Cub S with the Titan 180hp IO-340 is the most capable bush variant but exceeds the gross weight of other Cub models only marginally due to better useful load — it is covered under the same S-LSA airworthiness certificate. The Norden operates at a heavier MTOW (800 kg / 1,763 lb) enabled by its certified wing loading and is targeted at serious backcountry operators; it carries its own FAA S-LSA certificate (granted 2022, certificate #157 in the US fleet). The Bobber's open tubular fuselage reduces weight to meet European FAI microlight limits (472.5 kg / 1,042 lb MTOW) and offers an unusual open-cockpit experience.

The standard Savage Cub with the 100 hp Rotax 912ULS is a docile, honest-flying aircraft with no bad habits. Book cruise at 75% power is approximately 90 KTAS; real-world cruise is typically 85–92 KTAS depending on density altitude, load, and tire size. With 26-inch tundra tires installed, expect a 3–5 knot cruise penalty versus stock tires.

Stall characteristics are gentle. In clean configuration the aircraft stalls at approximately 33 KIAS with natural buffet and a straight-ahead break. With full flaps and power, the stall drops to approximately 25 KIAS — exceptional for an S-LSA and well suited to short backcountry strips. Vortex generators are a common owner-installed option (no STC required on LSA) and reduce stall speed approximately 3 knots further.

Climb performance with the 100 hp engine is solid but not spectacular: 940 fpm at sea level standard day at max gross. At density altitudes above 5,000 ft or on hot days, real-world climb rates drop noticeably. The 115 hp Rotax 914 turbo option largely eliminates density altitude degradation in the Classic/Cruiser models.

The Cub S with the 180 hp Titan IO-340 transforms the performance envelope entirely. Climb rate reaches 2,100 fpm, and takeoff roll drops to 60 feet solo or 81 feet at max gross on a standard day — numbers that rival purpose-built carbon cubs at a significant price advantage. Cruise at 75% power is 112 mph (97 KTAS) even with 31-inch Alaskan Bushwheels.

The Norden's all-aluminum wing with electrically retractable leading-edge slats and double-slotted Fowler flaps (deployable beyond 60 degrees) produces extraordinary STOL performance. Prototype testing showed liftoff within approximately 30 meters (~100 ft) in light conditions. Stall speed ranges from 37 mph clean to under 23 mph with full slats and maximum flap and power. The Rotax 916iS turbo maintains rated power to 15,000 ft, giving the Norden exceptional high-altitude performance for mountain operations. Cruise with 29-inch tires is approximately 87–100 KTAS at comfortable power settings.

The Bobber's lighter weight (MTOW 1,042 lb) and open-frame fuselage result in a sportier feel; the lack of fuselage fabric covering actually reduces susceptibility to lateral gusts. Maximum speed is approximately 109 mph (95 KTAS), with a climb rate around 984 fpm on the 100 hp engine.

Savage Cub (100 hp Rotax 912ULS)

The Cub's 17-gallon tanks are a hard range limiter. At typical 5 GPH burn, full fuel gives approximately 3.2 hours of endurance (with a 30-minute reserve), translating to 280–300 nm practical range. The 390 nm book range assumes leaned mixture at economy cruise. Two average adults (190 + 170 lb) with typical luggage (30–40 lb) leaves only 90–100 lb for fuel — approximately 15 gallons — limiting range to roughly 240–270 nm practical with reserve. Full-fuel, two-pax operations require careful weight management and leave minimal baggage allowance.

Savage Cub S (180 hp Titan IO-340)

The Cub S has a higher fuel burn (~8–9 GPH) but retains similar useful load (~505 lb) and the same 17-gallon fuel system in base configuration. Its role is optimized for maximum short-field performance rather than cross-country range; pilots seeking extended range will find the stock fuel system constraining. Some Cub S aircraft have been fitted with auxiliary fuel to extend range.

Savage Norden (161 hp Rotax 916iS)

The Norden's 48-gallon tank paired with the efficient 916iS (~7–10 GPH depending on power setting) provides meaningful cross-country range of 400–550 nm. However, useful load of 500 lb is tight for two adult pilots at full fuel — a common limitation of the heavier STOL platform. The large cargo area with external access door makes the Norden particularly capable as a single-pilot cargo/supply aircraft in remote operations.

The Savage family is sold as S-LSA, meaning the factory configuration is fixed and owner modifications to avionics must go through a Repairman or licensed A&P per ASTM standards. In practice, Zlin builds aircraft to customer specification at the factory, so avionics packages vary widely.

Base/Minimal configuration (budget builds, ~$65K–80K range):

• Basic steam gauges: airspeed, altimeter, VSI, magnetic compass
• Trig TY91 VHF radio (2.25-inch)
• Trig TT21 Mode C transponder
• Engine monitoring via standalone Rotax instrument cluster
• No moving-map GPS

Mid-tier configuration (most new aircraft, ~$90K–115K):

• Kanardia Nesis IV 10.1-inch touchscreen EFIS/EMS (popular factory option) with integrated AHRS, GPS, terrain, and ADS-B
• Dynon SkyView HDX 7-inch EFIS as an alternative
• Garmin Aera 760 portable GPS
• Trig radio and transponder suite
• ADS-B In via Garmin GDL 52 or integrated

Premium/Norden configuration (~$130K–250K):

• Garmin G3X Touch 10.6-inch PFD/MFD with integrated EMS
• Garmin GTR 200 NAV/COM
• Garmin GTX 335 ADS-B Out transponder
• AV-30 backup AI
• EMSIS engine monitoring
• Ballistic parachute system (Magnum or BRS) often factory-installed on Norden

The Savage is not intended as an IFR platform and does not carry pitot heat, certified WAAS GPS, or autopilot in any standard configuration. The Kanardia Nesis IV is popular in European markets and New Zealand; US buyers often prefer Dynon or Garmin glass. See Avionics Pricing Reference for equipment cost benchmarks.

As an S-LSA, the Savage does not use FAA STCs in the traditional sense — modifications must comply with ASTM F2295 and be approved by the manufacturer or performed by an appropriately rated individual. Zlin Aviation supports and documents several factory options and common owner modifications:

Tundra/Bushwheel tires (factory option):

• 26-inch, 29-inch, or 31-inch Alaskan Bushwheel options
• 6-inch HD extended landing gear available for 29-inch and 31-inch tires
• Performance impact: 3–5 knot cruise reduction; dramatically improved off-pavement capability
• Install cost: ~$2,500–$5,000 depending on tire size and gear extension

Vortex generators:

• Available from multiple vendors (Micro AeroDynamics compatible)
• Reduce stall speed ~3 knots
• No additional regulatory approval required for LSA
• Cost: ~$600–$900 installed

Floats (Savage Cub):

• EDO-style float kits available; Savage Cub S has been successfully operated on floats
• Seaplane float brackets factory-installed on Norden
• Float conversion changes aircraft character significantly; heavier water rudder required
• Adds approximately 120 lb to empty weight

Shock/suspension upgrades:

• T3 tailwheel shock with wider wheel (owner-replaceable)
• Berenger brake/wheel upgrade for improved stopping on soft surfaces
• Porter-style dual hydraulic shock absorbers (10-inch travel, standard on Norden)
• Cost: $800–$2,500 for typical tailwheel/brake upgrade

Ballistic parachute:

• Magnum or BRS systems available factory-installed or retrofit
• Increasingly common on new builds, especially in Europe
• Adds approximately 30 lb; cost ~$8,000–$12,000 installed

Engine upgrades (Cub to Cub S):

• Titan IO-340 (180 hp) retrofit available through SportairUSA
• Requires new engine mount, cowling, and prop
• Transforms climb and takeoff performance; approximate upgrade cost ~$30,000–$40,000 with installation

Rotax 912ULS (standard Cub engine): The Rotax 912ULS is among the most reliable and maintainable engines in general aviation. Key scheduled maintenance events:

• 50-hour oil and filter change
• 100-hour inspection (combined with annual condition inspection for LSA)
• 600-hour or 1,000-hour gearbox inspection (depending on clutch type and fuel)
• 5-year rubber replacement (mandatory calendar item): ~$2,500–$4,000
• TBO: 2,000 hours or 15 years; overhaul at a certified shop: ~$12,000–$14,000
• New exchange engine from Lockwood/Rotax: ~$18,000–$22,000 installed

Rotax 916iS (Norden engine):

• Same 2,000-hour TBO
• iS (fuel-injected) variant has BRP Utility Diagnostic Software (BUD) for electronic diagnostics
• New engine cost: ~$50,000; overhaul typically 55–65% of new (~$28,000–$32,000)
• Fewer qualified shops in the US relative to 912; plan for shipping to authorized Rotax center

Airframe: The welded 4130 chromoly steel tube fuselage is robust and field-repairable by any competent A&P with TIG welding capability. Annual condition inspection (LSA requirement) is straightforward: 10–15 hours of labor at $85–$120/hr = ~$900–$1,800 plus parts. Typical annuals run $1,200–$2,500 for well-maintained aircraft.

Parts availability: Zlin Aviation parts availability in the United States is rated "fair." SportairUSA maintains a parts inventory for common wear items (cables, fairings, fabric patches, gear components). Long-lead structural parts may require 4–8 weeks from the Czech Republic. Rotax engine parts availability is excellent through Lockwood Aviation, Aircraft Spruce, and other Rotax distributors. Fabric materials (Oratex, Ceconite, Poly-Fiber) are universally available.

Mechanic familiarity: Rotax-certificated mechanics are found at most LSA-friendly shops. However, Zlin-specific airframe experience is concentrated at and around SportairUSA and a handful of LSA-specialist shops. First-time Savage owners should plan an initial maintenance consultation with SportairUSA to review aircraft-specific inspection items.

Annual cost estimate breakdown (Savage Cub, typical owner):

See Maintenance Ecosystem for LSA maintenance framework and Rotax engine support resources.

The Savage market is small and thinly traded in the United States (~30 registered as of 2021, growing slowly). Pricing is influenced heavily by:

Engine configuration: The 100 hp Rotax 912ULS standard Cub commands $65,000–$100,000 depending on year, hours, and equipment. The 115 hp Rotax 914 turbo adds roughly $10,000–$15,000 of value. The 180 hp Titan IO-340 Cub S commands $110,000–$145,000. The Norden with Rotax 916iS starts at approximately $220,000 new and has traded used at $225,000–$275,000 for near-new examples.

Avionics: Glass panel upgrades (Garmin G3X, Dynon SkyView) add $8,000–$15,000 of value versus steam gauge aircraft. The Kanardia Nesis IV system is well-regarded in Europe but less recognized by US buyers; expect a modest discount versus Garmin/Dynon equipped examples.

Bush equipment: Tundra tire packages (26-inch+), extended gear, and upgraded brakes add $3,000–$7,000 of market value and are desirable to the target buyer pool.

Fabric condition: Aircraft past the 10-year mark should be discounted $8,000–$15,000 if fabric has not been renewed; actual re-cover costs can reach $20,000, making fabric condition a significant negotiating point.

Hours since new/overhaul: Rotax 912 TBO is 2,000 hours. An engine at 800–1,200 hours with good maintenance documentation has modest time remaining; engines past 1,500 hours should be discounted proportionally (~$6,500 per 1,000 hours remaining value prorated from $13,000 overhaul cost).

Import/paperwork quality: Aircraft with complete FAA S-LSA documentation, original Zlin maintenance manual, and US-format logbooks command a premium. Aircraft with incomplete records or converted from experimental status are worth 10–20% less and may face insurance complications.

See Aircraft Valuation Methodology for the general valuation framework applied to engine time, avionics, and condition factors.

As an S-LSA, the Savage Cub is subject to manufacturer-issued Notices of Corrective Action (NCAs) rather than FAA Airworthiness Directives. Zlin Aviation issues NCAs per ASTM F2295 for fleet-wide safety issues. No major fleet-grounding NCAs have been widely documented in public sources as of 2025.

Known pre-buy inspection points:

• Rudder cable fraying: Rudder cables (3/32 7×19 galvanized or stainless) are known to fray, particularly near fairleads and pulleys. Inspect entire length on pre-buy; replace proactively. Cost: ~$200–$400 for cable replacement.
• Control cable tension: Factory rigging sometimes leaves cables slightly over-tensioned, resulting in heavy control forces. Re-rigging is straightforward but should be verified by an experienced Savage technician.
• Tailwheel steering spring tension: Overly tight steering springs cause hypersensitive ground handling on rough surfaces. Adjustment is simple but impacts handling character; verify with demo taxi.
• Fabric condition: Inspect fabric for UV degradation, particularly on top surfaces. Zlin uses Oratex or Ceconite; expect first re-cover at 10–15 years depending on exposure. Re-covering cost: ~$12,000–$20,000 depending on variant.
• Wing attach fittings: Standard strut-braced high-wing attach fittings should be inspected for corrosion, particularly on aircraft operated near salt water. Zlin uses standard AN/MS hardware throughout.
• Rotax 912 rubber parts (5-year replacement): The Rotax 912ULS requires replacement of all rubber components (hoses, carburetor diaphragms, fuel lines) every 5 years regardless of flight hours. This is a calendar-driven maintenance item often overlooked on low-time aircraft. Cost: ~$2,500–$4,000 at a Rotax-trained shop.
• Gearbox inspection at 600/1,000 hours: Rotax 912 gearbox requires disassembly inspection; interval depends on overload clutch type and leaded fuel percentage. Budget $450–$850.
• Import documentation: Verify the aircraft was properly imported as an S-LSA with complete manufacturer documentation, not converted from E-LSA status, which affects insurance and resale.

The Norden is a newer design (2022 US certification) and has limited long-term fleet experience. Early Norden owners have noted the electric slat system requires periodic inspection of limit switches and actuators. The aluminum wing is more resistant to fabric degradation but requires attention to aluminum fastener corrosion in humid climates.

The Savage Cub occupies the "LSA taildragger" insurance category — a specific underwriting subset that draws higher rates than side-by-side LSAs due to the tailwheel's additional ground handling complexity and the narrow LSA buyer pool.

Typical annual hull/liability costs (2024 estimates):

Underwriting factors specific to the Savage:

• Tailwheel endorsement required by all major underwriters; some require logged tailwheel hours in similar type
• Low US fleet size means underwriters have limited actuarial data; some markets (Lloyd's syndicates, Avemco) are most familiar
• Float-equipped aircraft require separate underwriting as amphibious/seaplane; premiums increase 25–40%
• Backcountry operations (unprepared strips, mountain flying) require disclosure and may add 10–20% to premiums or require named-location exclusions
• Sport Pilot certificate holders face no additional premium penalty relative to Private pilots for this class of aircraft

Training at a recognized Savage/LSA taildragger school can reduce premiums 15–20% with most underwriters. See GA Insurance Underwriting for general LSA underwriting guidance.