I have flown both the Gobosh 700 and Remos out in the Denver area for about 10 hrs apiece and liked them both. Here are my impressions of both. I'm an 1100 hr former flight instructor with experience in about 30 different aircraft types, including classic J-3, Champ, T-Craft, etc. Caveat: The manuals that I have are from two years ago - some data may have been updated since then.
Gobosh flight manual lists approved maneuvers as:
Normal flight maneuvers
Stall (except tail slide)
Steep turn not to exceed 60 deg of bank.
Aerobatics and Intentional spins are prohibited.
I didn't find max g loading info for the gobosh.
Remos is rated for +4/-2 Gs. Note that this is roughly the same as normal category aircraft.
Slow controlled figure-eight
turns - maximum bank angle 60 deg.
Flights through or within clouds
Flight in icing conditions.
Based on the operating limitations and design loading, it is pretty apparent that neither of these LSA aircraft are suitable for aerobatics, particularly with a novice pilot at the controls. Most aerobatic planes pull very heavy g-loads when recovering from a busted maneuver, which very often results in a spin and spin recovery.
Surprisingly, both planes had very good performance when taking off and landing in 8500 ft density altitudes in the summer, even at full gross weight.
Both planes were very responsive and were a delight to fly, as was the Sport Star that I also had a chance to fly regularly.
The Remos was about 5 knots faster than the Gobosh, based on some informal GPS based speed tests that I did over a rectangular course. (The Sport Star was about 5 kts slower than the Gobosh.)
On landings, I found that the Gobosh was more sensitive to crosswinds than the Remos. I guess the fact that the wing is only a foot or so above the ground puts the wing deeper into ground effect, making the plane lighter on the wheels until taxiing at very low speeds. The Remos did not seem to be as sensitive to the crosswinds.
With the glass bubble cockpit, I loved the visibility in the Gobosh, but it got HOT in the cockpit when temps exceeded 75 degrees, even with pretty good cabin ventilation airflow. The Remos' high wing provided some shade and seemed much cooler under the same conditions. Good sunscreen lotion was a must in the Gobosh.
The Gobosh cockpit is tight - when we had two good size guys in it, we were definitely rubbing shoulders the whole time. The Remos had a noticibly wider cockpit, with a couple of inches separation between the two big guys.
The Gobosh useful load on the plane that I flew was 485 lbs. With my 200 lb check-out instructor and my 225 lb body in the plane, that limited our fuel load to 10 gals, for a total of about two hrs total time aloft (no reserve). There was a fuel warning light that came on when the fuel got down to about 5 gallons, which would occur after about an hour of flying. A good indication that we were getting in to our VFR reserve fuel.
The Remos useful load on the plane that I flew was about 650 lbs. There was never a fuel issue - we could fly with full fuel - 22 gal or about 4.25 hrs (no reserve). While the Remos has a fantastic useful load, there is no place to store significant baggage. (One of my wife's requirements is that we be able to carry two sets of golf clubs. So far, only the Flight Design CT family and the Jabiru 230/250 seem to meet that requirement).
The Remos seemed more stable in turbulence than the Gobosh, although I never did fly them back to back on the same turbulent day. Out in Denver, turbulence usually means that the winds are picking up over the mountains and you had better be careful about not exceed the maximum crosswind landing limits, which were around 15 kts for both planes. Once the turbulence starts, it is time to put the LSA planes away.
Both planes were a blast to fly.