AOPA Pilot Magazine - January 2022 - 54

This airplane has a 115-horsepower
Rotax 914UL engine and a two-blade, constant-speed,
Woodcomp propeller with a
traditional hydraulic hub. Prop blade angle
and engine rpm are controlled via a bluetopped
lever on the throttle quadrant.
(Some other airplanes with Rotax engines
use electric constant-speed props.)
The wings are made to have a dual
personality. They're smooth and relatively
short in span to minimize drag at
high speed. Yet split flaps cover about
two-thirds of the trailing edge, and they
extend to a jaw-dropping 55 degrees at
their maximum setting. Most manufacturers
have gone with slotted or Fowler
flaps for greater aerodynamic efficiency.
JMB uses a relatively simple, manually
operated split flap to achieve the same
purpose-and it gets results by making the
flaps gigantic. The split flap has the advantage
of doing without worm gears, external
hinges, or other complex electro-hydraulic
mechanisms.
One metal fuel cap atop each wing fits
flush without so much as a tab to interrupt
laminar airflow.
A forward-hinged bubble canopy
makes for excellent visibility, and a retractable
sunshade protects the occupants from
direct sunlight.
Two NACA scoops supply fresh air to
the cockpit via left and right eyeball vents,
and pop-out vents on the sides of the canopy
can pull in additional air on hot days.
An airframe parachute is packed into
the fuselage ahead of the canopy, and a
prominent red handle on the right side of
the center pedestal (within easy reach of
either occupant) fires it.
Climbing into the airplane involves
stepping onto the wing, and then supporting
yourself on the canopy frame while
lowering yourself down. Once inside, the
45-inch cockpit seems surprisingly wide,
and the firm, sculpted seat provided a
sportscar feel.
The seat, to my personal liking, was
somewhat reclined. The angle gives a
lounge-chair feel while taxiing, and it's
comfortable and provides excellent back
support in flight. The seat doesn't adjust
fore or aft, so setting the recline angle,
then adding or subtracting cushions, is
the only way to alter the seating position.
54
AOPA PILOT / January 2022
All the instruments were in easy reach
despite the reclined seatback angle-and
my short arms. Visibility over the nose is
sufficient but not great.
Engine start is standard Rotax and
quite simple. Master electrical switch
on, both electronic ignitions on, throttle
idle, and push the start button. The
highly automated, fuel injected 914 takes
care of the rest.
Two 10-inch Garmin G3X displays
dominate the cockpit, and this one adds
a clever feature: a wide-angle video camera
on the belly showing all three landing
gear. You see the actual gear legs and
wheels-not symbols representing them.
(Another set of cockpit lights provide a
red gear-up indication, and a green geardown
indication.) The gear extension/
retraction system is electrically controlled
and hydraulically actuated.
Taxi is smooth and positive with a
U.S. owners can import and
license VL3s in the experimental/
amateur-built or experimental/
exhibition categories, although
doing so often comes with
some restrictions. The company
also sells a fixed-gear, fixedpitch
prop model with a
100-horsepower engine that
complies with U.S. light sport
aircraft regulations.
steerable nosewheel connected via linkages
to the rudder pedals, so there's
seldom any need for differential braking.
The turn radius is small, and shock
absorbers in the trailing link main landing
gear make for a smooth ride, even
when rolling over cracked pavement.
Runup is standard, and the Rotax
computer performs a diagnostic test of
both ignition systems.
Takeoff acceleration is moderate as
the pilot adds full throttle, the prop governor
adjusts the blade angle to fine pitch,
and the turbocharger finds, then limits
manifold pressure at 40 inches.
Our 600-foot takeoff roll lasted about
10 seconds on an 85-degree-Fahrenheit
morning near sea level with full fuel, two
adults, and no baggage. Gear retraction
took about four seconds, and it was novel
seeing the wheels come up and the landing
gear doors close on the PFD video feed.
The VL3 rode through the bumps surprisingly
well at 85 KIAS and a climb rate
of 1,200 feet per minute. Light to moderate
chop mercifully gave way to smooth
air at 4,500 feet as the VL3 accelerated
to high cruise.
The turbocharged engine gives the
VL3 its top true airspeeds at high altitudes
above 15,000 feet. But pilots
needn't climb to oxygen altitudes to get
impressive speed and efficiency. At 4,500
AOPA Pilot Magazine - January 2022

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