Norden Cub

Artikkelnr.: NordenCub

A revolutionary STOL planes, with high performance capabilites. High gross, up to 180ltr fuel capacity, 80-200HP, simple to full Garmin avionics. Double slotted fowler flaps, el.retractable leading edge SLATS, Shock suspention and more! Explore the Norden

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  • Produktinfo


Not just Adventure… not just Touring… but rather “Adventouring”.

A term that combines both concepts while also summing the guiding force of Zlin Aviation’s latest creation: the new Savage Norden, an aircraft that originated with a well balanced mix of technical qualities, performance and ambition, and the ability to move just a little further the limit of your horizon.

A new spirit in the bushflying field, a concentrate of ideas, with a high level technical dotation that comes from nearly 25 year experience in STOL aircraft production in ULM and LSA categories.

Should it be a distant location or a stretch of sand under you, the new Norden will undoubtedly bring to life your “Adventouring” spirit and nothing will be out of your reach again.

The horizon will no longer be a distant aim but rather the last milestone in an exhilarating flight, called “journey”.

Product concept

What is “Fun  to Fly”?

Throughout the years, we’ve regularly asked ourselves how to best express this concept, in a non-professional bushflying context.
This is why those that are familiar with our work, have surely noticed a steady evolution in our aircraft line of production.
Bushflying has increasingly become more and more popular in the last years, given also the high desire and necessity of evasion, freedom and distance from society’s constrains and day to day routine.
Operating “off airport” has therefore become not just a dream but a compelling desire for many flying enthusiasts.
Despite this type of flight technical needs have remained unaltered during the years, our approach in optimizing all technical aspects has evolved, whilst still aiming to offer the broadest meaning to the “Fun to Fly” concept.

In other words, we’ve pondered over which might be the actual needs of a “modern bush pilot”, which areas needed improvement, which ones needed to be rethought and which limits we wanted to overcome.

This analysis and research, centered around the “fun to fly” factor, is first time attempt of unification of the sum of the desires and needs we think a “modern” bush pilot, might have.

Our “Team” of specialists and enthusiasts, with this mindset, has then worked hard to improve and optimize all technical aspects, necessary to redefine the “Fun to Fly” concept, really convinced that this process, in our personal opinion, should begin the exact moment in which you open your hangar and see your plane.



Finally, it’s the weekend …and after a hard week’s work it’s time to go to the airfield to fly again. Let your eyes caress the shapes of the new Norden, it’s sinuosity, the sporty imprint and strong visual presence on the ground, the naturally mixed modern and classic style, the minimalistic interiors. The Fun to Fly factors and your pure joy should start right from here…


Extend day by day your horizons, fly fast to reach your next destination, land almost everywhere, camp using our special mattress and pillow, directly inside your plane, feeling almost like an explorer. Prepare your coffee here and now, near your plane, to start another day of adventures. Almost everything will be possible, and the only limit will be your fantasy…


Apply full throttle and you will find yourself involuntarily grinning. Feel the full potential of the new Norden and experience its thrilling performances all day long. Its wide range of use, short take-off, reassuring rate of climb, elevated cruising speed and slow flight abilities, will make you feel immersed in a sensation of pure joy…


With a fuel tank capacity up to 180 lt. (47,5 U.S.Gallon) and with the Rotax 915 iS, no destination will never again be too far or ambitious. The chance to land in rugged fields, the option of sleeping directly in your own airplane, loading even voluminous objects, the comfort and ergonomics inside the cockpit, will assist you in planning new adventures and more and more goals to achieve…


Its advanced aerodynamics, CG and weight balance and relatively low empty weight, its very powerful commands, precision on stick inputs, clear feedback, predictability and controllability, its easily approachable limits, powerful engine and efficient prop, will definitively translate to a pure joy for your next bushflying adventures…


Can intrinsic safety of one plane, contributes to increase the “Fun to Fly” factor? Stalling and spinning count as major causes in sport aviation accidents. The Norden slats greatly improve the wing roll damping characteristics at high angle of attack. The aspect ratio of the wing will be smaller compared to a clean configuration, due the increase of effective area, with a big incremental increase of lateral stability of the wing by delaying the stall with the help of our special wing tips. The slatted wing improves as well, the damping in roll by restricting authoritative moments at high angle of attack. Being aware of all this potential, will sure create a nice grin to the face of all our bush pilots that will operate close to the ground, with a nice extra sense of safety…




Rotax 915 iS
141 hp/5800 rpm
Rotax 914 Turbo
115 hp/5800 rpm


Edge Performance EP912STi - 155HP

Edge Performance EP917Ti - 160/180HP

PROPELLER Standard: 200 cm (78,7") Wooden Prop

Optional: 4 blade Carbon Prop 203 cm Ground Adj. (80")


FUEL TANK CAPACITY Standard: 100lt (26,5 U.S.Gal.) + header tank: 10lt (2,6 U.S.Gal.)

• 140 lt (37 U.S.Gal.)
• 180 lt (47,5 U.S.Gal.)
FUEL CONSUMPTION 75%: ~25,2 lt/h (~6,65 U.S.Gal./h)


WING SPAN 903 cm (29,6 ft)
LENGTH 707 cm (23,2 ft)
HEIGTH 203 cm (80")
WING SURFACE AREA • 14,4 m2 (155 sq ft) clean wing
• 16 m2 (172,5 sq ft) with flaps/slats extended
WING CHORD 160 cm (62,9")
CABIN WIDTH 76 cm (30")
CABIN HEIGHT [Pilot position] 140 cm (55")


MAX TAKE-OFF WEIGHT 600 kg (1.322 lbs)
EMPTY WEIGHT including optional light weight program and Rotax 915 iS: from 365 kg (804 lbs)
USEFUL LOAD 235 kg (518 lbs)
MAX WING LOADING 41,6 kg/m2 (8,5 lb/sq ft)
LOAD FACTOR +6/-3 G (max tested +8,4 G )


VNE 235 km/h (146 mph)
MAX SPEED S.L. 215 km/h (134 mph)
[Ground Adj. Prop.]
185 km/h (115 mph)
[Constant Speed Prop.]
200 km/h (124 mph)
CLIMB RATE up to 1.800 fpm (single pilot)
ENDURANCE up to 8,5 hours with optional 180 lt fuel tank (+30 min. reserve)
RANGE 65% up to 1.365km (850 miles) with optional 180 lt fuel tank
TAKE-OFF ROLL at MTOW <70 m (224 ft)
TAKE-OFF ROLL [single pilot] 30 mt (98 ft)
LANDING ROLL at MTOW <80 m (256 ft)
CROSS WIND COMPONENT (MAX.) 25 km/h (15 mph)
* [MTOW and Std. Atmosphere with Rotax 915 iS]


We began with the creation of a brand new, spacious and capacious fuselage (for the first time one of our aircrafts exceeds 7 meters in length) and with a new metallic wing, specifically designed to accommodate our technical needs. We intervened on the fuselage’s lateral belt line, now much more tapered and streamlined, on the vertical tail design, on the main windshield inclination, now much more defined and on the landing gear’s design, to finally proceed to built a completely new Engine Cowl.
We mixed, as best we could, the new wing taut lines and squared geometry, to the fuselage soft curves.




These attempts, coupled with the use of an attracting and singular wing tip design, gave the aircraft harmony and elegance in addition to a mix of the modern and old style, creating an impression of strength and dramatic presence at first glance.

The forward section of the fuselage, is influenced by the large size of its generously rounded bowl.

This design has proven to be quite advantageous, giving us the benefit of a larger firewall, which can accommodate more complex motorizations such as top of the line Engine Rotax 915iS/916iS.

Observing its soft curvatures and generous size, on board, the pilot has an immediate sense of spaciousness, thanks to the new cockpit noticeable size both in width and in height.



The new cowling is, no doubt, one of the essential parts of the new Norden exterior Design.

With its lateral gills (which can be opened in specific configurations to improve the engine cooling), placed along elegant longitudinal bulges and tapered front air intakes, it was designed to limit the aerodynamic drag, considering the relatively high cruising speed planned for this project.

A sense of lightness is achieved thanks to sinuous concavities, completing the vision that we planned to obtain.

The modern and sporty final result, undoubtedly comes to contrast with the aircraft classic nature, without failing to instill in the observer a strong impression of “high level performance potential”.




From every point of view, the Norden gives the observer a natural visual satisfaction, also thanks to specifically designed liveries which highlight the aircraft exterior shape, in addition to the noticeable height achieved through a standard reinforced and extended landing gear.

All of these elements, thoroughly combined, where considered by our Team as a fundamental focal point in our new “Fun to Fly” concept, that as previously mentioned, in our opinion, must begin by simply opening one’s hangar door.


The previous outlined concepts, pushed us to completely redesign the interior, in order to adapt it to a “Nordic” minimalism, elegance, ergonomics and functionality.
The element that particularly catches the eye, on board, is the conceptually new one-piece instrument panel.
From the very beginning, we strongly desired it to be the project’s focal point, embedding two large binoculars which are united by a large eyelid, able to protect the instruments from sun rays, making them clearly visible in any condition.
The central area can accommodate a 7” diagonal EFIS, a cartographic navigator or a Mini IPad if desired. On the sides, there’s space for circular instruments up to a 3”1/8 diameter. Of course, any other panel composition is possible with the only limitation given by the space on hand. Finally, radio and transponder are placed in the two inferior lateral racks.
This one-piece instrument panel concept, not only encloses minimalistic design intuitions, it also includes important bushflying functionalities, like high frontal/lateral visibility, fundamental during approaching and landing final phases.




Also, the new, snug, glossy carbon seats, covered in perforated leather of the highest quality, will grab the attention of the observer with a sense of prestige, lightness and quality. More than 20 different colors of refined leather, dozens of different kinds of possible threads for the seams, added to 10 different options in color for the seatbelts, will contribute to satisfy any possible combination the client desires.



The one-piece instrument panel, can be purposely varnished, as well, with 15 different special, aeronautic quality hues, frequently adopted also by major airline producers.
All commands are powder coated with multiple color combinations.
The matt carbon floor gives an added touch to the ensemble, avoiding useless reflections inside the cockpit, whilst studies are being planned to give the option, for those interested, to finish the cockpit walls with preformed panels specifically crafted with a mix in carbon, leather, Alcantara, ambient lighting and a left side arm rest which will be found useful during long transfer flights.




The cockpit ergonomics has received a complete revision.

The minimalistic design in the instrument panel, as already described, thanks to shapes that strongly favor forward visibility and thanks also to the intentionally reduced amount of instrumentation installed, increases the aircraft confidence in all flight phases.

This allows the pilot to mostly focus on external vision, avoiding needless distractions that could be detrimental in the most delicate phases of bushflying and in ground proximity.




Snugly fitting, adjustable seats, offer excellent comfort during long flights; placed further apart from each other than before in our production, allowing a kind of habitability unprecedented for this category of planes.
Taller pilots won’t encounter any discomfort in the cockpit, with an added possibility, highly appreciated by the main pilot, to stretch out his legs completely, without bumping into the firewall.
The same kind of comfort has been reserved for the second pilot, with ample room for legs, shoulder and head.
At main pilot level, the cockpit now measures 140 cm in height (55″) , while the maximum distance between front seat and firewall extends to 126 cm (49,6″) and the widest point at the shoulders is 76 cm (30″).



Both pilot’s sticks, have been redesigned offering the best ergonomics possible, also giving a noticeable sense of lightness and fluidity at the commands.
This has been achieved even through the use of bearings on the stiff control roads, within the wing and the cockpit, resulting in higher precision at the commands and consequently increasing the pilot comfort.
The flap lever is clearly visible and positioned in a way that can always be easily accessed, while maintaining a reasonable distance from the pilot head, crucial in case of excessive turbulence or emergency.
The new aluminum pedal group, of greater dimension, gives the pilot full control and an ideal no slip support…




The new enlarged luggage compartment, located behind the copilot, provides great luminosity and sense of spaciousness, given the actual lenght of 140cm / 55″ (69cm / 27,1″ of max width and 90cm / 35,4″ of max height in the loading entrance station).
Both a Mountain Bike or an electric scooter can, if appropriately configurated, easily find room in the luggage compartment.
A convenient hatch allows useful access also from the outside.
There’s also the possibility to further extend the carbon made luggage compartment, with an added extension of the same material, obtaining a total lenght of 190cm / 74,8″ (removing the rear seat).
Thanks to this additional extension, loading a large cargo will no longer be a problem (limited only by the CG calculation). With the use of our custom made ultralight “adventure” mattress and pillow, available for the first time on this type of aircraft, one will have the pleasure to spend the night within their own airplane in full comfort and safety. Longer and adventurous flights will surely benefit from this and from the aircraft increased autonomy.



Access to the cockpit is now, much facilitated thanks to the shifting of the wing struts attachment points on the fuselage and to the new door forward cut, allowing the first pilot to access easily.
A convenient pilot’s step will also facilitate the entrance into the cockpit.
Like the access door on the right hand side of the cockpit, the shooter window, installed on the left side of the cabin, can be opened during flight for any usage.



To obtain the highest performances possible, with this new aircraft, most of our efforts were centered around its aerodynamic functionalities.
We introduced for the first time at AERO 2019 ( Friedrichshafen / Germany) our new entirely aluminum rectangular wing, with a double traditional spar, originally designed for a 800kg / 1.763lbs MTOW.
We selected a new, more modern airfoil, to allow relatively higher cruising speeds, even at a lower power level than similar aircrafts present in this category.
With this in mind, the forward lexan was further tilted, not only to add extra slenderness to the frontal section, but also to reduce, as much as possible, the aerodynamic drag.




This modern airfoil, definitely has the advantage of favoring higher cruising speed, which proves useful in longer transfers, but also imposes slightly higher stall speed. Therefore, for the first time in the market, we’ve included “as standard” on a Bush Plane, new sophisticated “double slotted flaps” of large dimensions, that ensure to the aircraft a reduced landing and stall speed.



On the leading edge, after gathering such a large experience with our Shock Cub and Shock Ultra, for the first time on the market again, we’ve employed completely retractable slats, electrically controlled by the pilot, that are able to extend the wing chord, increase the wing total surface when needed and further reduce the speed during approach and stall.
This variable configuration in the wing’s camber, allows maximum efficiency at minimum speed (with a lift coefficient significant increase) as well as an excellent aerodynamic fluidity in the highest cruising speed.




In addition, the adoption of frise type large ailerons, highly efficient and with limited stick efforts, along with the use of dedicated wingtips, has given the aircraft great control on the rolling axis also at lower speed and “a semi acrobatic” response to commands, very unique in this category, in addition to a low effort required by the pilot.



A new electric trim, for the horizontal stabilizer, with an increased vertical excursion, was developed in a way to assist the necessary settings in all flight phases, considering this airplane broad speed range (further limiting the pilot effort).





The new wing has been tested up to +8,4g so far, with a maximum 600kg / 1.322 lbs MTOW, without any permanent residual deformation. Its stiff structure,  compared to a dacron fabric covered traditional wing, allows to explore higher speeds without experiencing any deformation in the airfoil affecting performances.
A swifter response to commands is made possible as well as a more comfortable cruising speed, even in turbulent air.
A feature to not overlook are the new wing tanks, up to 180lt / 47,5gal on demand, that are able to enhance the aircraft’s “great traveler” characteristics, given the good cruise speed offered.


Wing’s camber:

the main advantage of the Norden’s wing, is to be capable of changing to a large extent its camber, with the intent of dramatically increasing the lift coefficient, when necessary, while still being able to manage a drag reduction at higher speeds, benefitting so from the new and modern airfoil we have decided to adopt. This characteristic is of course particularly welcome, when you are using smallest wing size, with the intent to reduce the aerodinamic drag and increase the top speed and pilot’s confort at higher cruise speeds.

Electric Retractable Slats:

these slats are designed to offer a serious extension of the wing’s leading edge, that will change its geometry. This kind of modification produces not only a change in lift but also increases the drag. At lower speeds this extra drag is acceptable because the increase of the stall angle and lift is beneficial. But at higher speeds the increase of drag will, of course, reduce the cruise speed and affect the fuel consumption and climb performances. This is the reason why we designed a retractable slat system (operated by the pilot) to eliminate all the extra drag at higher speeds, with the slats fully interconnected between them, to avoid any kind of problems due to the potential asymmetry, always present in the automatic extraction systems. But to get the best aerodynamic performances from slats, it’s important to take care not only of the right position relatively to the leading edge, but also of the shape and the size. Slat chord, cut-off, maximum thickness and angle of cut have been carefully designed. Slat gap, slat width and slat depth must follow precise geometric rules that impose to have an electric actuated circular movement to get the right position, when fully extracted. The final result is that the slatted wing will prevent the flow separation over the wing surface allowing to fly at higher angles of attack and lower flying speeds and providing important safety benefits at stall. In other words, this wing set up, will help the plane to land and take off at lower speeds, reducing the dependency on flaps for lift augmentation while maintaining a good lift over drag ratio (aerodynamic efficiency).

Double slotted flaps:

we introduced a large double slotted flap system, very efficient in increasing the lift at a defined angle of attack. The reason why double slotted flaps have been chosen was because we wanted to reduce as much as possible the flow separation on the top of their surface, using a double gap allowing more air to leak through the two slots on the top surface, increasing so the lift, allowing more efficiency and a stall speed reduction. With these flaps the pilot can fly at low speed with a reduced deck angle too, with the extra benefit of increasing the forward visibility during the final approach, for example landing in the bush. At their max extension, they can also be used as air brakes, incrementing the drag and creating a steeper glide path during the final approach. They are manually actuated because, as every bush pilot well knows, this allows a special technique during the take-off, applying them (full), all at the same time to reduce the take-off distance, boosting the coefficient of lift of the wing (dynamic lift coefficient).
Our slats work perfectly in combination with these large flaps, obtaining the benefit in the increase of lift, while at the same time, delaying the stall by increasing the range of angle of attack.

 Vortex generators:

in combination with the slats and flaps, the vortex generators at low speed and high angle of attack, help the airflow to remain attached to the upper surface of the wing. As the name suggests, they create a vortex that will energize the boundary layer keeping the airflow attached to the wing and reducing the possibilities of aircraft stalling. They also increase the aileron efficiency and, placed in the bottom of the stabilizer, they enhance the elevator control. The vortex will also help when the slats are not extended.




Wing tips:

we introduced an inverted wing tip design that helps to increase the pressure on the bottom surface of the ailerons at high angle of attack and low speed, increasing the aileron efficiency and improving pilot control. Also, the s-shape of the bottom of the airfoil contributes to increase this pressure on the ailerons delivering a very nice control based on the stick input. These wing tips also help to reduce the drag at higher speeds. In combination with all the above other functionalities, of this new wing design, they definitively allow to get the best, from an aerodinamic point of view, both at low and high speeds.



Since the very beginning, one of the basic principles in this new project, has been the intention to gather in one single aircraft, all the desirable flying peculiarities and characteristics, a modern bush pilot could wish in our vision, therefore we asked ourselves innumerable questions (look at them down below the video) and the attempt to condense all of these questions, in a concrete product, accessible to all our pilots, has proven to be a long and exciting challenge.



Here are just some of these questions:

  • given the characteristic possibility of our aerodynamic configuration of flying at a low speed, but at the same time with a low deck angle, improving so the forward visibility (even due to our new and special designed instrument panel), is important during bushflying operations?
  • how desirable can it be for our pilots and clients, to be able to make a short take off, have a reasonable low stall speed even with a full load and have the opportunity to carryout also short landings, in addiction to a quite fast cruise speeds and good top speed?
  • what type of added safety is guaranteed to the pilot, with the use of our unique electrical slats, interconnected in a way that always allows them to operate symmetrically, in any weather conditions, especially near the ground, in turbulence and at low speed?
  • is important the significantly low workload on the pilot’s behalf, because of the aircraft’s trimming in the transition from full clean wing to full flap and slats wing?
  • how desirable is the possibility of making “high rate turns” at low speed, or to have a “tight turn radius” thanks to the slat (in other words a strong agility of the plane), while flying for example near mountains or obstacles or during some bushflying operations?
  • is the sense of safety, clearly perceived at low speed and altitude, due to the significant modifications to our new wing’s camber (unprecedented in the field, with electric slats and large double slotted flaps) a determinant factor with this type of aircrafts?
  • how much will the possibility to rapidly gain speed (although a bush plane surely isn’t considered an aerodynamically clean machine), converting such energy in a consequent gain in altitude, impact the flight’s safety?
  • how fundamental to the flights general economy, is the possibility to maintain high climbing rates and also wide speed range, while simultaneously allowing to reach altitude and long distances, keeping an optimal engine temperature?
  • how useful is to a mountain pilot, to be able to maintain a constant rated power up to 15.000 ft (4.572 mt) and a ceiling of 23.000 ft (7.010 mt) with a Rotax 915iS (141 hp )?
  • how fundamental is the possibility of flying at high cruising speed, in full confort and inside the green arc, even in turbulence, a bush plane equipped with bushwheel tyres, considering that currently the desirable value recognized by the users in this field, is at 160km/h (100mph)?
  • how much would the possibility to install increased power (coming soon for example the new Rotax 916iS) and constant speed propellers, increase the levels already given by the Rotax 915iS, further extending its performance?
  • in case of needs, is the maximum reachable speed a desirable factor or not, if you are in a hurry for any reason?
  • what are the ideal informations from the instrument panel to the pilot, to avoid needless distractions at low altitude, during bushflying operations?
  • how much do the loading capability, the cabin confort and the general ergonomics inside the cockpit, impact the final user’s evaluation of the aircraft’s performances?
  • being able to comfortably spend the night in his own airplane “even at a considerable distance”, without the need to refuel (thanks to the new up to 180liter tanks, plus 10 extra liters in the header tank) is an important factor for a modern bush pilot?
  • how important are the aircraft average consumption and its extended autonomy, during long-distance trips?
  • can the aircraft ability of landing off-airport, a characteristic that will soon be emphasized by our new landing gear equipped with shock absorbers, currently in development phase, be crucial in case of an emergency landing in impervious areas, such as, for example, in case of an engine failure?
  • how much can the safety, given by the aircraft well proven and solid structure (we’ve tested it so far up +8.4g at 600kg without any residual deformation of the wing structure), not forgetting the possibility to install an emergency parachute, count in our pilot’s mind for example while flying over impervious areas?

In synthesis, the Norden marked robustness, combined with its high VNE and flight controls remarkable authority, also at a low speed, give the aircraft maneuverability qualities unencountered in airplanes of the same category.

The high cruising speed and the extended autonomy, allow to expand new scenarios for these kinds of aircraft. In the typical configuration most commonly adopted by our clients, i.e. in single pilot, not overloaded with too many accessories and with a 141 hp Rotax 915iS equipped aircraft, the Norden can lift off within 30 mt, with a constant 1800 ft/m rate of climb (with a variable on ground pitch propeller and intermediate prop setting) and with a 185 km/h cruising speed (100 knots or 115 mph) with 22” tires and in standard atmosphere.