Zlin Norden Review: A Modern STOL Taildragger With Real Performance

Introduction

The Zlin Norden has drawn plenty of attention since arriving in the United States a couple of years ago, and for good reason. It looks like a classic backcountry taildragger, but it was designed from the ground up around the Rotax 915 turbo engine, with a scaled-down airframe and an all-metal wing that changes what a Cub-style aircraft can do. It is now offered both as a factory-built ready-to-fly LSA and, in very recent news, as an EAB kit.

Who the Zlin Norden Is For

This aircraft suits pilots who want genuine short-field performance without sacrificing cruise speed. With a 915is producing 141 horsepower, a 916is producing 160 horsepower, or higher-horsepower Edge Performance options through the US distributor, the Norden cruises around 126 mph at 5,000 ft, climbs at 1,800 ft per minute, and lifts off in as little as 60 ft depending on loading. Empty weight is 825 lbs with a max takeoff weight of 1,760 lbs, and a constant speed prop is available.

Compared with a Super Cub, the fuselage is slightly smaller, but cabin space is retained: headroom, legroom, and elbow room are all more generous than a typical Super Cub. That makes it a practical choice for larger pilots or anyone who regularly carries a passenger on long backcountry trips.

Main Strengths

The wing is where the Norden genuinely departs from the Cub formula. It is all metal, with a retractable electric slat deployed by a switch on the stick in about three seconds. The slats are tied together, so asymmetrical deployment is not possible. On landing, the slat lets the aircraft fly slower while keeping airflow attached over the top of the wing, and the stall is not a wing drop; it is a gentle sink, which makes slow flight noticeably safer.

The numbers back this up. The aircraft stalls at roughly 38 mph with the slats retracted and about 28 mph with them extended, and extending the slat allows landings around 10 mph slower with flaps alone. Because the slats retract, there is no top-end speed penalty.

The flaps are equally serious hardware: double-slotted Fowler flaps spanning roughly two-thirds of the wingspan, far more than the one-third span typical of a Cub. Since the wing is metal, the aileron can run a deeper chord, preserving real aileron authority in slow flight despite the wide flaps.

Performance and Cruise

With the turbo engine and a clean wing, cruise depends on density altitude. On a mild 70-75 degree day, flying at low altitude with a lean mixture around 6 gallons per hour, the aircraft indicates about 115 mph. Increasing power to roughly 8.5 gallons per hour brings 127 mph indicated, and above 12.5 gallons per hour it can true out at 150 mph. That combination of short-field capability and genuine top-end speed is rare in this class.

Cabin, Comfort, and Controls

The Norden is solo from the front seat, with slat and flap controls located only in front. Demo flights from the rear seat are still comfortable, but the front occupant operates the flaps and slats. A Johnson-bar style flap handle allows quick flap extension and retraction for takeoffs and landings. Airflow is handled well too: a large half-open shooter window on the door side plus snap vents for both occupants keep the cabin tolerable even on 100-degree days.

Flight controls are push-pull tubes throughout, with cable-operated rudders and cables running to aileron bellcranks; the aileron interconnect eliminates slop. Wings are fixed, with no folding option. Avionics are configurable, with Garmin or Dynon options, and the featured aircraft pairs a Kanardia engine monitor and airspeed with a Garmin aera 760 in the center.

Kit Option and Build Support

The newest development, announced shortly before Oshkosh, is availability as an EAB kit. The kit is complete except for propeller, engine, and avionics, and requires some fabric work on the fuselage and tail feathers, plus the instrument, avionics, and engine installs. Notably, the wing comes fully assembled and requires no riveting, which saves significant time and removes the challenge of squaring up a wing during the build. Lead time is approximately 6 months for a kit and approximately 14 months for a completed factory-built airplane.

Options are extensive: avionics choice, wheels, brakes, and suspension upgrades such as Beringer brakes or TK1 shocks (standard kits use bungie gear, and the featured aircraft runs Acme shocks). Propeller choices include the hydraulic Cato with 82-inch STOL blades, described as the strongest static-pulling prop tested on the airframe; the factory-favored E-prop, the cheapest constant speed option; and ground-adjustable versions for economy builds. On the power side, Edge Performance offers a naturally aspirated 120 hp engine, a 160 hp turbo based on the 912, and a 185 hp turbo based on the 916, all experimental amateur-built options, while factory builds use a stock Rotax 916. The US distributor, Stol Creek Aviation, handles importing, parts, build support questions, and in-house Edge Performance engine upgrades.

Buying Advice

If you want a ready-to-fly aircraft and prefer factory support, the completed LSA with a stock Rotax 916 is the straightforward path, budgeting for the roughly 14-month lead time. If you enjoy building and want to personalize options, the newly announced EAB kit with its pre-assembled, no-riveting wing is a compelling route with a shorter 6-month lead time. Backcountry-focused pilots should strongly consider the Cato prop, while budget-conscious builders can opt for the E-prop or a ground-adjustable prop. Full build configurations, pricing, and options are available through Zlin Aviation USA.

Conclusion

The Zlin Norden earns its hype by doing two things most Cubs-style aircraft cannot: landing remarkably slow and short thanks to electric slats and huge double-slotted Fowler flaps, while still cruising fast on turbo power. With the added flexibility of a factory-built or kit path, it is a serious contender for backcountry pilots who refuse to give up one capability to gain the other.