Buy and sell Echo-class aircraft on ULScout24
CS-23-certified Echo Class: from training aircraft to touring models. Here you’ll find the Cessna 172, Piper PA-28, Diamond DA40, Pulsar XP, Robin DR400, Mooney M20 and other classic and modern Echo Class models.
📋 Table of contents
1. What is the Echo/E-Class?
The Echo class – often referred to as the E class – comprises single-engine, piston-powered aircraft certified in accordance with the European EASA CS-23 regulations (or their predecessors, FAR/JAR-23). It is the classic ‘general aviation’ class, situated above the UL and VLA categories.
Key figures
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MTOW up to 2,000 kg:
The maximum take-off mass must not exceed 2,000 kg. For heavier aircraft types, CS-25 (commercial aircraft) applies.
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EASA certification in accordance with CS-23:
Strict building regulations governing structural strength, aerodynamics, fire safety and systems. Every model has a Type Certificate.
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PPL-A or higher required:
A Part-FCL private pilot licence is required to fly the aircraft. An SPL-A licence is not sufficient.
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Operations in the CAMO/Part-ML environment:
Maintenance is typically carried out by a Continuing Airworthiness Management Organisation (CAMO) or under a Part-ML programme. Annual inspection + ARC.
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A wide range of applications:
Training, travel, business flights, banner towing, skydiving, aerobatics – the range is vast.
Why ‘Echo’?
The term originates from German aviation law: in Germany, airspace class E is commonly associated in everyday language with the ‘E-class aircraft’ operating there. Internationally and in construction regulations, the term ‘CS-23-certified aircraft’ is used in a neutral sense. ‘Echo’ is the letter E in the NATO alphabet – hence the term ‘Echo class’ as the German equivalent.
Typical examples include the Cessna 172 Skyhawk, the Piper PA-28 Cherokee/Warrior/Archer, the Diamond DA40, the Mooney M20 series, the Robin DR400 and kits such as the Pulsar XP. They all operate within the same regulatory framework: certified type design, CAMO maintenance, and a PPL-A licence for the pilot.
2. Popular Echo-class designs
These models dominate the European Echo-class market and can also be found regularly on ULScout24. Here are the key specifications and main applications for each model.
Cessna 152 / 172 Skyhawk
The ultimate training aircraft. A robust high-wing aircraft with docile handling and an excellent global supply of spare parts. The 172 is the most widely built aircraft in the Echo class. Typical specifications: 110–124 kt cruising speed, 4 seats, Lycoming O-320/O-360. Ideal for PPL training and cross-country flights up to 500 NM.
Piper PA-28 Cherokee / Warrior / Archer
The tried-and-tested low-wing rival to the Cessna. Stable platform, easy to maintain, good visibility. The Warrior and Archer are now widely used as training and light touring aircraft. Cruising speed 105–130 kt, also 4-seaters, powered by Lycoming O-320/O-360 engines. Very common in European flight schools.
Diamond DA40 (Star / NG)
A modern composite low-wing aircraft with outstanding flight performance and an excellent safety record. Glass cockpit (Garmin G1000), diesel or Lycoming engine, T-tail. Cruising speed 140–155 kt. Popular as a modern training and touring aircraft – including in flight schools offering IFR training.
Pulsar XP
A fast two-seater composite low-wing aircraft, originally sold as a kit, which can be found in Europe either as a certified Echo-class model or in the experimental category. Cruising speed 145–165 kt with moderate fuel consumption. A sporty cruising aircraft for experienced pilots.
Robin DR400 (Régent, Major)
The French touring aircraft with its distinctive swept-back low-wing design and wooden construction. Excellent short-take-off performance, very popular with flying clubs. 4 seats, Lycoming O-235 / O-320 / O-360. Cruising speed 110–135 kt – ideal for club trips and training flights on grass runways.
Mooney M20 (J, K, R, TN)
The high-speed cruiser. Low-wing design, retractable landing gear, variable-pitch propeller. Cruising speed 150–195 kt – with turbocharged variants competing at cruise altitude. A somewhat cramped cabin, but unrivalled efficiency per knot. Ideal for longer routes within Europe.
Cirrus SR20 / SR22
A modern composite passenger aircraft featuring a comprehensive emergency escape system (CAPS – Cirrus Airframe Parachute System). The SR22 has a cruising speed of up to 180 knots, is IFR-capable and features an Avidyne or Garmin glass cockpit. It is a premium-segment aircraft, but second-hand models can now be found from around €100,000.
Grumman AA-5 / Tiger
A sporty low-wing aircraft with a sliding canopy, featuring a distinctive bonded aluminium honeycomb structure. The Tiger, powered by a Lycoming O-360, reaches speeds of around 135 kt whilst maintaining moderate fuel consumption. Although it is something of a niche model in Europe, it is popular with enthusiasts for its sporty handling.
Other relevant models: Beechcraft Bonanza F33/A36, Socata TB10/TB20 Tobago/Trinidad, Aquila A210, Tecnam P2010, Cessna 182 Skylane. All are subject to the same regulatory framework (CS-23, PPL-A, CAMO/Part-ML).
3. Difference from UL and VLA
At first glance, the three classes – UL, VLA and Echo – appear similar, but they are subject to very different sets of rules. Here is a brief overview.
| Class | MTOW | Licence | building regulation | Typical patterns |
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| UL | up to 600 kg (on land) / 650 kg (in water) | SPL-A (UL certificate) | LTF-UL / DULV / DAeC | Breezer, Bristell, FK9, Eurostar |
| VLA | up to 750 kg | PPL-A | CS-VLA | Aquila A210, Diamond DV20 Katana |
| Echo (E) | up to 2,000 kg | PPL-A | CS-23 (EASA) | Cessna 172, PA-28, DA40, M20 |
Key differences in brief
UL
- Most affordable entry point, low hourly rates
- Association regulation (DULV/DAeC), no EASA certification
- 2 seats, max. 600 kg
- A Class 2 Medical or LAPL Medical certificate is sufficient for an SPL-A licence
VLA
- Interim status – EASA certification, but 2 seats
- Is less commonly recertified in Europe
- PPL-A required; no UL licence
- Often modern composite construction
Echo
- Full PPL-A licence, 4–6 seats possible
- CAMO/Part-ML maintenance, ARC annual
- Class 2 Medical (or LAPL Medical for LAPL-A)
- IFR capability, long range
What does this mean for the buyer?
The choice of class determines three key factors: the cost of obtaining a licence, running costs and the aircraft’s intended use. Anyone planning flights for four people, wanting to fly IFR or looking to cover long distances within Europe will find the Echo class indispensable. Those who mainly fly locally in pairs and wish to minimise costs are usually better off with the UL class. In practice, the VLA class is increasingly being replaced by modern 600-kg ULs and small Echo models.
4. What should you look out for when buying?
When buying an Echo-class aircraft, the risks are greater than with a microlight – the purchase price is higher, maintenance is more complex and there is more paperwork involved. These points should be addressed during every pre-flight check prior to purchase.
Check the maintenance history thoroughly
- Aircraft, engine and propeller logbooks: These must be complete and contain no gaps. Any gaps reduce the value of the aircraft and pose a risk.
- Last 100-hour check and annual inspection: Who carried them out? What faults were rectified?
- ADs and SBs (Airworthiness Directives, Service Bulletins): Have all relevant airworthiness directives been implemented? Proof of status must be provided in writing.
- Repair history: Have any major repairs been carried out in the past (crash landing, hail damage, water ingress)? Please check the documentation.
Hours on the cell and motor
Echo-class engines have TBO (Time Between Overhaul) values of between 1,500 and 2,400 hours:
- Lycoming O-320 / O-360: 2.000 h TBO
- Continental O-200 / O-470: 1.800 h TBO
- Lycoming IO-540 (Cirrus SR22, M20R): 2.000 h TBO
Faustregel: Ein Motor in den letzten 25 % der TBO bedeutet, dass eine teure Grundüberholung (15.000–40.000 €) ansteht. Das muss im Kaufpreis berücksichtigt werden.
ARC and airworthiness
⚠️ Mandatory inspection before purchase:
- Is the ARC valid? When does it expire? A recent renewal is a plus.
- CAMO or Part-ML: Which organisation is responsible for the aircraft? Is it possible to transfer it to your own CAMO?
- Registration in the aircraft register: Who is the registered owner? Are all ownership arrangements clear?
- Noise certificate: Essential for registration in Germany. The noise class affects landing charges and slot availability.
Avionics – modern or outdated?
Avionics upgrades are often the biggest factors in reducing or increasing the value of the Echo class:
- Mode-S transponders: Mandatory in Europe. Outdated Mode-A/C transponders incur retrofitting costs of €3,000–5,000.
- ADS-B Out: Increasingly required (not yet mandatory in Germany, but recommended for IFR flights and in controlled airspace).
- 8.33 kHz radio: Mandatory in Europe since 2018. Older 25 kHz equipment is no longer legal.
- Glass cockpit (G1000, Avidyne, Aspen): A significant factor in the aircraft’s value. A retrofitted G500 system costs between €25,000 and €40,000.
- Autopilot: Is it working? Which modes? STEC-30/55, GFC500 or similar?
Insurance and running costs
- Third-party liability insurance: compulsory. Higher cover limits for the Echo class than for UL.
- Kaskoversicherung: Optional, aber bei höherem Kaufpreis empfohlen. 1,5–3 % des Wertes pro Jahr.
- Hall rental: €150–300 per month, depending on the location. Outdoor storage significantly reduces the value (due to weather conditions).
- Club membership: Often cheaper, but requires club membership.
Pre-flight inspection by an independent inspector
For purchase prices over €50,000, it is worth having an independent pre-purchase inspection carried out:
- Compression testing on the engine (check each cylinder individually)
- Corrosion testing of frames, spars and the upper surface of the wings
- Visual inspection of the chassis, brakes and tyres
- Functional testing of all avionics equipment
- Test flight with the seller, ideally with the buyer’s own inspector present as an observer
Kosten 800–2.000 €, im Verhältnis zum Kaufpreis gut investiert. Ein erfahrener CAMO-Prüfer findet typischerweise 5–15 % Verhandlungsmasse.
5. FAQ – Frequently Asked Questions
What pilot's licence do I need to fly an Echo-class aircraft?
For Echo-class aircraft under CS-23, you need a PPL-A (Private Pilot Licence Aeroplane) under Part-FCL. Unlike with the UL class (SPL-A), a UL licence alone is not sufficient. The PPL-A requires, amongst other things, at least 45 hours of flight training, a Class 2 medical certificate, and regular renewals via practice flights or a training session with a flight instructor. Alternatively, the LAPL-A is available for light Echo-class aircraft up to 2,000 kg with restricted passenger rights.
How much does a second-hand Echo-class aircraft cost?
The price range is wide: an older Cessna 152 or Piper PA-28 (built between the 1970s and 1980s) can be bought for between around €35,000 and €60,000, depending on its condition. A well-maintained Cessna 172 or Piper Archer typically costs between €70,000 and €130,000. Modern Diamond DA40s or newer Mooney models with glass cockpits cost between €150,000 and €350,000. Cirrus SR22s with up-to-date avionics range from €200,000 to €600,000. The key factors are engine hours, airframe hours, avionics and maintenance history.
How much does it cost to maintain an Echo-class aircraft each year?
The annual fixed costs typically range from €6,000 to €12,000, depending on the model:
- Hall hire: €1,500–€3,500
- Insurance: €1,200–€2,500
- ARC and annual audit: €1,500–€3,000
- Provisions for engine and propeller overhauls: €15–25 per flight hour
On top of this, there are variable costs of €80–160 per flying hour (Avgas, maintenance, oil). Overall, €150–250 per flying hour is a realistic figure – more than for the UL class, but with more seats, greater range and the option of IFR flight.
Can I switch from the UL class to the Echo class?
Yes, that is the standard route. Anyone who already holds an SPL-A (ultralight licence) can upgrade to a PPL-A. Credit for flight hours is possible, but additional theoretical modules (more content on aerodynamics, navigation, law and meteorology) and practical flight hours on an Echo-class aircraft are usually required. As a rule of thumb: 15–25 hours of additional training plus the PPL-A theory and practical exams. Many flight schools offer conversion programmes for this purpose. At our directory of flight schools you can find providers in your area.
Do I need an ARC for the Echo class, and how often does that come up?
Yes, every EASA-certified Echo-class aircraft requires a valid Airworthiness Review Certificate (ARC). This is normally renewed annually as part of the annual inspection. In addition, the 100-hour check or annual inspection is carried out in accordance with the manufacturer’s and the CAMO’s specifications. An expired ARC results in an immediate flight ban – always check how long the ARC is still valid for when purchasing. Tip: A freshly renewed ARC shortly after purchase will save you stress during your first season.
Ready for your Echo class?
Browse the latest Echo Class listings on ULScout24 or list your own aircraft – free of charge for private individuals.
Further guides on buying an aircraft
Before you decide on an Echo-class aircraft, our other guides are a great resource – from buying guides to price negotiation.