JMB Aircraft, VL3 Evolution, Composite, Retractable Gear, Experimental Aircraft Kit.

JMB Aircraft, VL3 Evolution, Composite, Retractable Gear, Experimental Aircraft Kit.

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JMB Aircraft’s VL3 Evolution

Maybe it doesn’t look familiar but VL3 has already been seen by Yankee pilots under the brand name Gobosh and with the model designation 800XP. Gobosh emerged in the early days of LSA. Today you know this aircraft as VL3 and it doesn’t seem the same.

The fellows importing 800XP from then-producer Aveko rebadged the aircraft for the American market. It featured fixed gear and a fixed prop to meet the LSA regulations of the day. They also added wing area and for good marketing measure, they added sexy upward-curved winglets.

VL3 was already known as a very fast flyer …and then Rotax introduced their 141-horsepower 915iS. Engineers at JMB eagerly accepted the challenge of adding the potent new powerplant to their sleek airframe and the results are strong.

In the present time — before big changes coming with the so-called Mosaic regulation — everyone knows LSA are limited to 120 knots indicated at maximum cruise at sea level. Note that most of the speed references in this article are true airspeed, and FAA does not dispute that this figure can be significantly higher than at sea level.

When American builders go the Czech and work on building their kit to qualify, as presently needed, as an Experimental Amateur Built aircraft, they can take full advantage of the speed potential of this airplane. Of course, that procedure may change after 2023 when LSA are allowed to fly faster or when VL3 can become a Light Personal Aircraft with even more capability.

VL3 is able to achieve these speeds thanks to a very clean all-carbon-fiber airframe. The model also has a relatively short span (under 28 feet).

The company lists climb rate at 2,000 feet per minute, a 2,000-kilometer (1,250 statute mile) range and a fairly modest 600-foot takeoff roll. Those are certainly very strong bragging rights, and on my recent flight, I found these numbers believable.

Safety Figures High, Too
Safety is important to JMB engineers as well. I flew in a VL3 with an airframe ballistic parachute. That’s one feature but hardly all. In fact, it’s for last-resort use.

JMB reports that VL3’s airframe has been subjected to a rather amazing +15 Gs of positive load and –8 Gs of negative load. That occurred in a test to failure; normal operational limits are +5 –2.5 Gs. VL3 is not intended for aerobatics but can stand up to the rigor of higher speed flight.

Pilots have tested VL3 up to 248 knots indicated airspeed (459 kph or 285 mph) to determine if flutter appears. It did not.

An Angle of Attack (AoA) indicator appeared on the Garmin G3X to help the pilot stay within safe speeds. As do many LSA producers, JMB includes an ELT, promotes on-screen traffic advisories, plus stall strips have been fitted near the wing/fuselage junction to improve controllability at slower speeds.

Given JMB salesman talk about speed all the time, you may start to wonder as I did. OK, fine, it blazes, I thought, but what are its slow speed characteristics? Some previous fast-glass designs have so focused on speed that a short off-field landing could be threatening because landing speeds remain high. Not on VL3.

As Kyle approached to land, he lowered flaps to 15 degrees; this setting is used for takeoff as well. Using 33 degrees substantially steepened approach and the full-down 55 degrees of split flaps are needed only for the shortest field.

As he lowered flaps and worked to slow down this race horse, I was pleased to see how well behaved VL3 remained.

I had a clue because we did a series of stalls and VL3 had already shown great slow speed stability and control but also remarkably slow speeds. Stall happens modestly in the low 40 knot range. From 42 knots or so stall to 165 indicated top cruise, we see the 4:1 slow-to-max ratio that is the holy grail of airplane design.

Now in the US of A
With import operations based on the West Coast, Alion Aviation engaged dealers in the Midwest and the east to help promote and service the aircraft.

One of these is a father and son team, Dirk and Kyle Schluter, located in Ohio. They will provide sales and service to many eastern states from Maine to Florida. Another dealer group, David Pauly and Aaron Young, is based in Wichita, Kansas serving the central states while Alion Aviation importer and company CEO Adam Coubal is based in California and serves the West Coast.

No question about it — VL3 is one of those aircraft that will catch your attention.

www.bydanjohnson.com
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www.alionaviation.com