Matt Ricciardi

As we debate how many layers of solid-state redundancy to include in our VL3 panels, I'm reminded of the days before GPS and moving maps. Who else remembers text-mode DUATS briefings and feeling like a boss because you had an HSI or DME and could file the /A equipment suffix? Joking aside, I'm glad I learned to fly (and to fly on instruments) with an old-school six pack and dual CDIs, but also glad technology has come a long way since then. No denying the safety benefits, as long as we don't become too dependent on the magenta line.

And, the FAA has entered the chat. 😅 But, seriously, of course use all available resources in a real emergency. I've experimented with the attitude reference data streaming from a Stratus to an Foreflight on iPad (while sitting at my desk on the ground). Not smooth or precise, but it would probably keep me right side up if everything else failed in IMC. Rather not test that prediction, however.

AOPA ran an article about this new Garmin radio in its weekly e-newsletter: https://www.aopa.org/news-and-media/all-news/2024/february/01/garmin-goes-slim

Thanks, Jim. I'm with you now! Yep. I don't know details of the European training requirements, but I have the same sense. May have to do with the VL3 being classed as a microlight in Europe with accordingly lower training standards and more restrictions (e.g., no IFR and 600 kg gross weight limit). Likewise. The combination of speed and fuel efficiency (and modest purchase price compared the U.S. used aircraft market in recent years) is very attractive.

You're not making any friends here, Doug!

Garmin discontinued the GNC 225 (COM) and GNC 255 (NAV/COM) in favor of the new GNC 205 (COM) and GNC 215 (NAV/COM). All of these are widely used as secondary radios behind a GTN 750Xi, GTN 650Xi, or other primary navigator. The new model is slightly shorter than the old model, so panel layouts need to be adjusted accordingly.

Yep, a colleague (who also happens to be a pilot) sent me an e-mail about the new GNC 215 earlier today. As of a few hours ago, the GNC 255 is listed as a "previous model" on the Garmin website, so appears the GNC 215 is intended to replace the GNC 255.

This is different than what I've heard. My understanding is that VL3 insurance rates in Europe are much lower. I'm aware of one recent VL3 accident in Europe, but it was a VFR into IMC situation where the parachute saved everyone onboard--entirely on the pilot, not the airplane. Insurance rates on well-known experimentals here in the States, like RVs, are also lower. My understanding is that the crazy U.S. hull insurance rates are due to a lack of U.S. safety data. Unclear why the underwriters wouldn't consider the European data, but anything to justify higher premiums, I suppose. That's true, but only for a limited period of time, then a different agent can get a fresh quote. No harm in reaching out to David and asking the question. I plan to reach out for a fresh quote myself in a few months, when my delivery date is closer.

Hot off the assembly line, check out this latest custom paint design by François Stelandre. Inspired by an F-16 fighter with yellow trim. Also reminds me of some WW2-era fighters and the bright yellow/red colors evoke racing--all appropriate for the VL3.

(January 30, 2024) The JMB Team are thrilled to announce our upcoming demo days in Cobb County airport (KRYY). The demo days will take place on 15th-16th February 2024. This is an unique opportunity to experience the VL3 in-flight with our skilled pilots. To ensure your spot in the cockpit, make sure to secure your reservation ahead of time. Reservations here: vl3.jmbaircraft.com or contact our exclusive dealer Lukas at +1 (813) 453-2770. Please respect no walk-in policy. Get you slot in advance. Stay updated on our latest news by following our social media channels, including Instagram, Facebook, TikTok, and YouTube.

What are folks doing for a secondary radio? COM-only (e.g., GTR 255A) or NAV/COM (e.g., GNC 255A)? Having a secondary VOR/LOC/GS radio on top of a GTN 650Xi, which incorporates a VOR/LOC/GS receiver, may seem like overkill, but my concern is having a single point of failure for IFR operations. The GPS in the G3X Touch is VFR-only and its database does not contain instrument approach procedures. So, if the GTN 650Xi were to fail, I would have no way to fly any type of instrument approach.

The VL3 Turbine made its first flight with the new 4-blade DUC Tiger propeller in France yesterday. Beautiful, aerodynamically efficient, and quiet propeller--that I ordered for my own piston-powered VL3. Are small turbines, with the promise of greater reliability and longer maintenance intervals, the future of light airplane powerplants?

Good choice going with double-thickness padding in the seats. Well worth the modest up-charge, at least to my backside. Not the most exciting option, but one dealers should recommend to customers who plan to use their VL3 for cross-country flying.

Definitely. Several VL3s have successfully completed the Experimental airworthiness and testing process States-side over the past year, so JMB and its U.S. brokers/reps should be up-to-speed on the process, too.

I watched this EAA webinar regarding the Rotax 9-Series engines last night. The speaker was very knowledgeable and offered a lot of practical information for owners. I ordered a Rotax 916iS engine, so I tended to pay most attention to those points. The webinar also covered carburetor issues associated with the 912 engine. Here were my key takeaways: Rotax engines generally make it to TBO, if maintained properly along the way. The TBO for the 916iS is 2,000 hours -- a major improvement over the 1,200-hour TBO of the 915iS. If using 100LL fuel for more than 30% of flight hours, change oil every 50 hours. If predominantly using unleaded fuels, then you can push the oil change interval to 100 hours. Use Decalin RunUp Fuel Additive when running on 100LL fuel to scavenge lead and reduce engine buildup. 94UL offers the best of both worlds -- unleaded, consistent, and non-volatile -- but it's not widely available (yet?). XPS 5W-50 Full Synthetic Aviation Oil is the only oil approved for use in the 916iS engine. Do not use the AeroShell 4 Plus Oil approved for the 915iS. "Burping" the engine before start-up is not necessary if the dipstick already measures oil within the operating range. Always burp the engine before adding oil to ensure an accurate measurement; otherwise, you might overfill the oil reservoir. Change coolant/antifreeze every 5 years or at TBO, whichever comes first. Ordinary Prestone automotive coolant is recommended. Dilute 50/50 with distilled water, or buy the pre-diluted version and use directly out of the bottle. A recording of the webinar is available on the EAA website here: https://www.eaa.org/videos/webinars You need to be an EAA member to access the recording. The live webinars are free this week.

The Experimental Aircraft Association (EAA) is hosting lots of free webinars on various homebuilding topics next week. I put some of the most relevant webinars (e.g., about composite construction and Rotax engines) on the Events calendar. You can view the full schedule of webinars and register for those of interest here: https://www.eaa.org/eaa/aircraft-building/homebuilders-week

In short, no. I'm in a similar situation--about 1k total hours, 250 complex/retract hours, commercial certificate, instrument rating, no accident history. Underwriters have been using the lack of U.S. data to justify crazy rates in the high-teens per year for full hull and liability coverage. JMB and the insurance agent expressed hope that rates would come down over the next year as VL3s build a safe track record here in the States. (Insurance rates are, I'm told, much more reasonable in Europe.) In the meantime, some folks are opting for liability and ground coverage only. David Hampson at Schrager Hampson Aviation Insurance Agency in Massachusetts has been the point man for VL3 insurance issues. He's already up-to-speed on the situation, so I would reach out to him if you haven't already. (I'll send you his e-mail address in a private message.) I plan to request an updated quote from David nearer to my delivery date.

Yep, I'm in the same boat. Informed earlier this week about the 750kg option causing a delay and told my plane would now be ready to ship in mid-April with a mid-June delivery here in the States. I understand about the flight testing red tape due to strict European weight limits on these planes, but I agree the delay should have been proactively communicated.

The photo attached to your post isn't visible. Just shows as a black box. I think it requires a log-in to cloud storage. Can you try downloading the image and attaching it directly rather than through a link? Need to see your design!

JMB offers two "limited" paint designs available only with the 915iS and 916iS engine options. The 915iS limited design is the famous checkerboard racing scheme. The 916iS limited design is the "pixel" or hexagon scheme. I ordered the 916iS engine option and the 916iS Limited paint scheme, although it's not required--you can still choose any of the other paint schemes. The silver and lime green design exhibited at Friedrichshafen AERO 2023 was too loud for my taste, so I worked with François Stelandre, the head of design at JMB, to tailor the color pallet during my factory visit. We started with the Long Beach Blue from my car, kept the two-tone silver, and added Moon White accents. For the interior, we went with cognac leather, which is elegant (and popular) in its own right, but especially striking next to the blue paint. The resulting paint design and a photo of the color swatches from François' design studio are attached. The paint diagram doesn't do the colors justice. They're metallic, deeply saturated, and "pop" in person. François is excellent. (He is French after all, so art is in his blood.) Tell him what you like, favorite colors, etc., and he'll work with you time come up with a design.

You bet! Meanwhile, please let me know if you'll be in the DC area. We can at least grab a beer.

I put a deposit down in December 2022 and was given a March 2024 delivery date. Despite repeated requests over the past month, I haven't received an updated delivery date, but March seems unlikely at this point. My experience in Choceň (composite fabrication and painting) and Vysoké Mýto (final assembly and flight training) was excellent--positive interactions with everyone from sales, to design, to production, to marketing, to other American and European customers who happened to be visiting at the same time. But, the lack of transparency on delivery timelines is a real problem. You're certainly not the only frustrated customer pressing for answers.

I can help on a couple of these questions from knowledge gained during my own purchasing journey... "Aveo ventilation" has been included in the base configuration for the 915iS (and later the 916iS) going back to at least 2022. Ask the U.S. sales agent for a copy of the current equipment/options sheet to confirm--mine is somewhat dated now. I'm not aware of a factory sun shade option, but the owner of Jet-Shades.com has a VL3 on-order and plans to offer a VL3 shade as soon as he receives his plane to confirm fit.

The Experimental Aircraft Association (EAA) is hosting a free webinar on January 23, 2024, regarding regulatory differences between homebuilt and factory-built aircraft: https://www.faasafety.gov/SPANS/event_details.aspx?eid=125895