Matt Ricciardi

Don't know if it was a low-approach, but the weather was severe clear. Speed management is important in a VL3, like you say, given the relatively low flap and gear extension speeds. Can't just drop everything and slip it in like an old Cherokee! I haven't played around with the VNAV functionality much yet, but seems like it would be useful for descent planning and execution.

Yep, that's what I've heard, too. We'll see...

The red and silver metallic will "pop" more in real life. My silver and blue pixel design looks flat on the screen, too. I'll have to think about a nickname--agree about avoiding "cardinal" given the old-school Cessna.

I'm told the fuel flow was about 8.0-8.5 GPH in cruise at 17,500 MSL. Not bad for 191 KTAS!

Do we get to see your paint design now, or is it a surprise? 😜

Did you get the 750kg gross weight increase option? Been some Czech regulatory delays with those, so curious whether they're rolling now.

On a return flight from Ohio to Pennsylvania this afternoon, a VL3 with the 915iS engine achieved 191 KTAS at 17,500 MSL with 85% power. This is slightly above the 15,000-foot critical altitude of the engine, so 100% power presumably wasn't available. Not sure of fuel flow. Pilot and passenger used a portable oxygen system.

Great write-up, Jim! I did European Delivery on an M3 in Munich back in 2011. Visited the BMW Museum, too, and briefly hit 165 mph on unrestricted stretch of the A9 north of Munich (after completing the engine break-in period, of course). Even an ///M car felt like it was going to lift off the road at those speeds. Would love to see any airplane-related photos you can share.

We discovered that the VL3 aircraft type designator, although formally approved and listed in JO 7360.1H, has not been loaded into the FAA ATC computer system. Attempting to file an IFR flight plan with "VL3" in the aircraft type field will result in the flight plan being rejected by the ATC computer. We alerted the FAA to the issue and are waiting to hear back. As a hopefully temporarily workaround, you can file "ZZZZ" in the aircraft type field and put "TYP/VL3" in Field 18 ("Other Information"). Filing a VFR flight plan with the VL3 type code works fine. VFR flight plans are routed to a different Flight Service computer system rather than the main ATC system. That's also why ATC doesn't know about VFR flight plans and can't easily open/close/update them for you.

Factory pilot Joren Vermeulen completed what might be the first coupled ILS approach in a VL3 this afternoon, under IFR but in VMC. The G3X Touch autopilot performed well. Geo-referenced approach plate displayed on a PFD split-screen. Near-idle power while riding the glideslope down at 500 FPM and still doing 114 KTAS.

Yep, that sounds about right for a two-seat experimental with no problems. A colleague recently paid about $1,500 for an annual inspection on his RV-9A at a small shop in Virginia. Much cheaper than annuals (and parts) for certified aircraft! Any difficulty scheduling the annual? How long was the airplane out-of-service?

While trying to wait patiently for my VL3 to arrive here in the States, I did a deep dive into ICAO equipment codes and setup a flight plan template based on my VL3 equipment configuration. The official FAA guidance on ICAO equipment codes in set out in Appendix 4 of the Aeronautical Information Manual. Link here. Why bother? The FAA computer uses the equipment codes to determine eligibility for RNAV routes and procedures. You won't be assigned RNAV SIDs, STARs, T-Routes, or Q-Routes within U.S. airspace without the appropriate codes, and some ATC facilities elsewhere are even more picky. Suffice it to say, the days of simply filing /G are over, at least for IFR flights. Makes sense since there are various levels of RNAV capability, so a generic /G isn't sufficient to distinguish WAAS (for LPV approaches) and RNAV 2 (for en route navigation), for example. As relevant for flight plan filing purposes, my VL3 is equipped with a GTN 650Xi navigator, a GNC 215 secondary NAV/COM, and a GTX 45R transponder. The codes would be the same with a GTN 750Xi navigator, but would change, for example, if you didn't have a conventional NAV radio (for VOR and ILS reception). Here's are the codes for my equipment configuration: Aircraft Equipment: SBGRYZ S: "Standard" equipment (i.e., VOR, ILS, and VHF) B: LPV approach capable G: GPS R: Performance-based navigation ("PBN") as detailed in PBN/ field below Y: VHF w/ 8.33 kHz channel spacing (not required in U.S. airspace) Z: Other as detailed below Surveillance Equipment: EB2 E: Mode S transponder w/ 4-digit ID, Mode C altitude encoding, and extended squitter B2: ADS-B, 1090 MHz In+Out Other Information: PBN/B2C2D2O2S2 NAV/SBAS SUR/260B REG/Nxxxxx CODE/nnnnn PER/A RMK/EXPERIMENTAL B2: RNAV 5 (not required in U.S. airspace) C2: RNAV 2 (en route navigation, T-Routes, Q-Routes) D1: RNAV 1 (SIDs, STARs) O2: Basic RPN 1 (RNP SIDs, STARs) S2: RNAV (GPS) Approaches (with baro-based vertical navigation) NAV/SBAS: Satellite-based Augmentation System (WAAS) SUR/260B: Compliance w/ 1090 MHz ADS-B Out standard REG/Nxxxxx: Tail number (only required if operating under a different callsign, like some flight school fleets, or for ATC data link services not usually applicable to light aircraft) CODE/nnnnn: Hexadecimal Mode S Transponder Address (not required in U.S. airspace) PER/A: Approach speed of 91 KIAS or less (not required in U.S. airspace) RMK/EXPERIMENTAL: Typically required by Operating Limitations in EAB Airworthiness Certificates Example flight plan from Manassas (KHEF) to Lancaster (KLNS), which has a solid Italian restaurant on-field, attached accordingly. It's a screenshot from 1800wxbrief.com, but the field values would be the same in Foreflight, etc., although the form might look different. Thankfully, this is one of those things you setup once in an aircraft profile, and then rely on your flight planning software to automatically populate when filing flight plans going forward. But, all the more reason to get it right!

If anyone happens to be visiting or flying through the DC area, please let me know. Would be delighted to meet-up for lunch or a drink -- non-alcoholic unless done flying for the day, of course! Be mindful of the special security procedures when flying through the DC area, but don't let the Special Flight Rules Area ("SFRA") scare you. Complete the mandatory online training course on the FAA website and, most importantly, never squawk VFR (1200) within the SFRA. Our local radar controllers ("Potomac Approach") talk to small planes all day and are very helpful, as evidenced by vectoring me on this wild shortcut around Dulles (KIAD) when I recently departed Manassas and happened to catch a gap in Dulles arrivals. The nearest "easy" airports are Manassas (KHEF) (towered, inside the SFRA) and Stafford (KRMN) (non-towered, outside the SFRA). Leesburg (KJYO) has special procedures and is congested -- possible but not the easiest choice. College Park (KCGS) is closest to downtown and has a subway station within walking distance, but it's inside the Flight Restricted Zone (FRZ) and so practically unavailable for transients. For food, I recommend Runway Grille at Hagerstown (KHGR), but watch for a TFR around Camp David when the President is visiting. In the summer, Bay Bridge (W29) is a great choice for fresh Chesapeake Bay crabs at the Stevensville Crab Shack. Shannon (KEZF) also has a restaurant, The Robin's Nest Cafe, on-field and is across the street from a Wawa for 24/7 food.

For U.S. customers completing the factory-assisted build ("51%") program, or anyone else who happens to be visiting the factory, post your visit dates here. I enjoyed meeting several other U.S. and European customers in Vysoké Mýto by chance but would be even better to coordinate in advance and keep in touch afterwards. To help plan your visit, see this post about visit logistics, literally planes, trains, and hotels.

AOPA just published a new YouTube video demonstrating an RNAV (GPS) approach to minimums in an RV-4. The video makes the point that modern avionics allow light experimental airplanes to fly safely in instrument conditions, with proper pilot training, outside of icing conditions, etc. As I understand, light airplanes flying IFR is far more common in the United States than in Europe, so flying IFR in a VL3 is still fairly new. Of course, we still need to be smart about it. I'll start climbing and descending through some cloud layers en route, but I won't be shooting approaches to minimums like in this video right out of the gate.

(March 1, 2024) JMB Aircraft is thrilled to reveal the newest aircraft in our line-up! After 6 weeks of teasing glimpses of our new aircraft on social media, we are finally able to show you the ultimate beauty of the Phoenix motor glider, produced by JMB Aircraft. The Phoenix motor glider is the best aircraft on the market for those who are searching for a reasonably priced aircraft which can serve as a cross-country capable aircraft and as a glider which will satisfy most sailplane enthusiasts. The Phoenix has a range of over 900 miles and speeds exceeding 115 knots. The Phoenix is being produced at the JMB facilities in the Czech Republic. New Phoenix owners will have the same customer experience that they would have if they were to buy the famous JMB Aircraft VL3. JMB Designer, Francois Stelandre, has prepared a selection of exterior and interior packages, including the peak Ultimate One option. This will allow customers to create an unique design which will never be replicated in another Phoenix. The Phoenix makes a great contribution to the JMB Aircraft family. The versatility of the aircraft means that it can serve as the perfect machine for comfortable travel or high-performance gliding with a glide ratio of 32:1. “In order to maintain the quality of the Phoenix, the capacity of the assembly line is only 6 planes for 2024, 12 units for 2025, and 20 units in 2026.” said Jean-Marie Guisset, CEO of JMB Aircraft. You can see and experience the JMB Aircraft Phoenix at Aero Friedrichshafen 2024 (Hall B2-101). The exhibition takes place from April 17 to April 20, 2024.

Ah, could be. I don't have visibility into all the various Purchase Agreements used by brokers over time. Just wanted to make sure folks think through potential issues to avoid costly surprises. Sounds like you're on top of it!

I'm not a tax attorney, accountant, financial advisor, or anything of the sort, so I'm certainly not qualified to give advice on these issues. But, if you're planning to take delivery in the Czech Republic, then some issues to consider: Will any taxes be due in Europe? Who is responsible for disassembling, crating, and shipping your plane to the States? What happens if it's damaged during shipment? Do you need to take out insurance? Who is responsible for customs paperwork and clearance upon arrival in the States? Will any duties be due? Who is responsible for transporting the container from the port to the maintenance shop assisting with reassembly? Even if no sales tax is due, will a use tax be due to the state where you base the plane? I don't know the answers in your particular situation, of course, but I'd talk through them with your broker and, separately, with a knowledgeable advisor (e.g., an aviation attorney). If you're an AOPA or EAA member, they may be able to assist. This is complicated stuff and missteps can be expensive; don't want you (or any of the customers on here) to be unpleasantly surprised.

Yes. Two planes are there being reassembled after shipment from the factory now. Ask your dealer about delivering via Quakertown. You'll probably want to have the plane ferried to a more tax-friendly state for closing, however.

Few other photos of the new model "leaked" by JMB over the past month...

I visited JMB's maintenance partner at Quakertown Airport (KUKT) in Pennsylvania yesterday. Two VL3s are there for post-shipment reassembly, testing, and certification now. The shop was clean, well-lit, and seemed well-organized. Photo attached. Three folks, including the owner, were there working on a Saturday afternoon. The owner, Bob, owns and races a Lancair (visible in the background of the photo). He seemed very knowledgeable and experienced with a real passion for light aircraft, particularly high-performance experimentals. I left with a good feeling. The shop also plans to offer annual inspections and routine maintenance for VL3 owners in the region. I'm about an hour away in the DC area, less at VL3 speeds, so I expect this will be my go-to shop when my own VL3 arrives this summer.

The March 2024 issue of AOPA Pilot magazine features another photo of N915VL, one of the US-based VL3 demo planes, in an update about the proposed MOSAIC regulations. The VL3 continues to be the posterchild for what will be possible under MOSAIC.

I also use an iPad mini for flying. The size is perfect for approach plates, and I find it more convenient to use in the cockpit than a full-size iPad. Unfortunately, I don't have a suggestion for mounting an iPad when the panel already has two G3X Touch displays. As you noted, with only one G3X Touch display, the factory can install an iPad mount on the passenger-side of the panel. When flying, I keep my iPad mini stowed or in my lap and only reference it occasionally (e.g., when briefing an approach). With two G3X Touch displays, even that may be unnecessary since you can pull up the approach plate directly on the G3X Touch (or GTN 750Xi, if so equipped) display--either in split-screen on the PFD (pilot-side) or full-screen on the MFD (passenger-side). I'll experiment and figure out what workflow works best once I'm in the plane.

A colleague with a RV-9A uses this waterless wash/wax solution: https://www.amazon.com/Waterless-144oz-Aircraft-Multi-Polymer-Ceramic/dp/B09XWDZ4J6 I don't have any personal experience with it, but another option to consider.

The EAA recently hosted a webinar comparing Experimental/Amateur-Built ("EAB") and Certified aircraft accident statistics. Very timely given our ongoing insurance rate struggles and discussion. Very data-centric for folks who love to nerd out! Short version is that the EAB rate is only slightly higher when you do an apples-to-apples comparison, and EAB pilots are generally far more experienced--consistent with most folks buying VL3s in the U.S. so far, or at least those participating here. EAA members can access a recording of the webinar here: https://www.eaa.org/videos/webinars/6345582559112 The presenter also made his slides available as a downloadable PDF, which I've attached here. His name and e-mail address are on the first and last slides. Wanttaja EAB Accident Statistics 2024.pdf