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His flight in the Dalgety Flyer (a Shadow 3-axis microlight) in 1987 from London to Sydney in 59 days was, at the time, the longest, fastest microlight flight in history but he is better known for his adventure in 1998 when he made the first circumnavigation of the world in the Global Flyer – a Pegasus Quantum (912) weightshift flexwing ultralight (microlight) trike – travelling 24,000 miles in 120 days, at the time the Guinness World Record for the fastest ultralight or microlight circumnavigation. Chris Bonington devoted a chapter to this feat in his book Quest for Adventure: Remarkable Feats of Exploration and Adventure 1950-2000. Bonnington described Milton’s flight around the world as “an amazing achievement, of dogged bloody-minded tenacity and the taking of some huge risks..”Brian Milton is a British journalist, adventurer and aviation historian who made the first circumnavigation of the world in an ultralight aircraft in 1998. In the face of significant political, geographical, personal and physical hardships, he completed the 24,000 mile flight in 80 flying days, taking 120 days in total. Milton’s first major expedition took place in 1968 when he drove a 1937 Austin 7 Ruby across the Sahara Desert to meet his fiancée.

In 2001 Milton attempted to cross the Atlantic non-stop in a Mainair Blade (912) weight shift microlight fitted with a massive 438 litre fuel tank – an adventure that didn’t quite go as planned.

Our today’s story will be highlighting an interesting topic – design of the VL3 evolution aircraft. As you may know, this ultralight carbon rocket offers multiple interior and exterior design options.NASA has recently identified a VL3 evolution test flight and confirmed that it has reached space. The CEO of JMB Aircraft had to explain himself to the authorities, “I guess…JMB Aircraft is proud to announce that VL3 aviation (Pty) are now the official Southern African agents for the VL3 Evolution aircraft to assist with demo flights, quotations, importation, flight…

We are happy to announce, that the VL3 evolution will be visiting Australia this week. The JMB crew is heading to Adelaide for demo flights, customer meetings and conversion training…We use only certified aviation bolts for all the control lines and certified resin is used to laminate the VL3. All the electrical installation (cables, antenna, radio, transponder, and more) is made from aviation certified materials. Most VL3 aircraft are equipped with auto pilot. If you lose control of the aircraft upon accidentally entering a cloud, you can activate the levelling function and the aircraft will automatically level out. In the event of an in-flight emergency, pulling the red handle deploys a solid-fuel rocket out a hatch that covers the compartment where the parachute is stored.

To increase your safety the VL3 can be equipped with a TCAS (Traffic alert and Collision Avoidance). If other aircraft are in your vicinity you will receive a visual and audio alert to your EFIS and headset.

The VL3 already flies in the Czech Republic, Germany, Belgium, France, Norway, Portugal, Poland, The Baltic States, South Africa, USA, Italy, Slovakia, Turkey, Hungary, Romania, Canada, Australia, New Zealand and Spain.Close to the fuselage, on the leading edge, the VL3 is equipped with stall strips to improve the controllability of the aircraft when it enters a stall.

The VL3 is certified and tested in collaboration with the Czech Aerospace Institute. The VL3 was successfully tested to ultimate loads of up to +15Gs and -8Gs.

Douglas developed an improved version, the Super DC-3, with more power, greater cargo capacity, and an improved wing, but with surplus aircraft available for cheap, they failed to sell well in the civilian aviation market. Only five were delivered, three of them to Capital Airlines. The U.S. Navy had 100 of its early R4Ds converted to Super DC-3 standard during the early 1950s as the Douglas R4D-8/C-117D. The last U.S. Navy C-117 was retired July 12, 1976. The last U.S. Marine Corps C-117, serial 50835, was retired from active service during June 1982. Several remained in service with small airlines in North and South America in 2006. The DC-3 and DST popularized air travel in the United States. Eastbound transcontinental flights could cross the U.S. in about 15 hours with three refueling stops, while westbound trips against the wind took 17+1⁄2 hours. A few years earlier, such a trip entailed short hops in slower and shorter-range aircraft during the day, coupled with train travel overnight. Production of DSTs ended in mid-1941 and civilian DC-3 production ended in early 1943, although dozens of the DSTs and DC-3s ordered by airlines that were produced between 1941 and 1943 were pressed into the US military service while still on the production line. Military versions were produced until the end of the war in 1945. A larger, more powerful Super DC-3 was launched in 1949 to positive reviews. The civilian market was flooded with second-hand C-47s, many of which were converted to passenger and cargo versions. Only five Super DC-3s were built, and three of them were delivered for commercial use. The prototype Super DC-3 served the US Navy with the designation YC-129 alongside 100 R4Ds that had been upgraded to the Super DC-3 specifications.

South Africa-based Braddick Specialised Air Services International (commonly referred to as BSAS International) has also performed Pratt & Whitney PT6 turboprop conversions, having performed modifications on over 50 DC-3/C-47s / 65ARTP / 67RTP / 67FTPs.The Douglas DC-3 is a propeller-driven airliner manufactured by Douglas Aircraft Company, which had a lasting effect on the airline industry in the 1930s to 1940s and World War II. It was developed as a larger, improved 14-bed sleeper version of the Douglas DC-2. It is a low-wing metal monoplane with conventional landing gear, powered by two radial piston engines of 1,000–1,200 hp (750–890 kW). (Although the DC-3s originally built for civil service had the Wright R-1820 Cyclone, later civilian DC-3s used the Pratt & Whitney R-1830 Twin Wasp engine. The DC-3 has a cruising speed of 207 mph (333 km/h), a capacity of 21 to 32 passengers or 6,000 lbs (2,700 kg) of cargo, and a range of 1,500 mi (2,400 km), and can operate from short runways.

The oldest surviving DST is N133D, the sixth Douglas Sleeper Transport built, manufactured in 1936. This aircraft was delivered to American Airlines on 12 July 1936 as NC16005. In 2011 it was at Shell Creek Airport, Punta Gorda, Florida. It has been repaired and has been flying again. The most recent flight was on 25 April 2021. The oldest DC-3 still flying is the original American Airlines Flagship Detroit (c/n 1920, the 43rd aircraft off the Santa Monica production line, delivered on 2 March 1937), which appears at airshows around the United States and is owned and operated by the Flagship Detroit Foundation.The DC-3 had many exceptional qualities compared to previous aircraft. It was fast, had a good range, was more reliable, and carried passengers in greater comfort. Before the war, it pioneered many air travel routes. It was able to cross the continental United States from New York to Los Angeles in 18 hours, with only three stops. It is one of the first airliners that could profitably carry only passengers without relying on mail subsidies.

Following the war, the airliner market was flooded with surplus transport aircraft, and the DC-3 was no longer competitive due to its inadequate size and slow speed. It was made obsolete on main routes by more advanced types such as the Douglas DC-4 and Lockheed Constellation, but the design proved adaptable and useful on less commercially demanding routes.During World War II, many civilian DC-3s were drafted for the war effort and more than 10,000 U.S. military versions of the DC-3 were built, under the designations C-47, C-53, R4D, and Dakota. Peak production was reached in 1944, with 4,853 being delivered. The armed forces of many countries used the DC-3 and its military variants for the transport of troops, cargo, and wounded. Licensed copies of the DC-3 were built in Japan as the Showa L2D (487 aircraft); and in the Soviet Union as the Lisunov Li-2 (4,937 aircraft).In 1936, KLM Royal Dutch Airlines received its first DC-3, which replaced the DC-2 in service from Amsterdam via Batavia (now Jakarta) to Sydney, by far the world’s longest scheduled route at the time. In total, KLM bought 23 DC-3s before the war broke out in Europe. In 1941, a China National Aviation Corporation (CNAC) DC-3 pressed into wartime transportation service was bombed on the ground at Suifu Airfield in China, destroying the outer right wing. The only spare available was that of a smaller Douglas DC-2 in CNAC’s workshops. The DC-2’s right wing was removed, flown to Suifu under the belly of another CNAC DC-3, and bolted up to the damaged aircraft. After a single test flight, in which it was discovered that it pulled to the right due to the difference in wing sizes, the so-called DC-2½ was flown to safety.

The DC-3 resulted from a marathon telephone call from American Airlines CEO C. R. Smith to Donald Douglas, when Smith persuaded a reluctant Douglas to design a sleeper aircraft based on the DC-2 to replace American’s Curtiss Condor II biplanes. The DC-2’s cabin was 66 inches (1.7 m) wide, too narrow for side-by-side berths. Douglas agreed to go ahead with development only after Smith informed him of American’s intention to purchase 20 aircraft. The new aircraft was engineered by a team led by chief engineer Arthur E. Raymond over the next two years, and the prototype DST (Douglas Sleeper Transport) first flew on December 17, 1935 (the 32nd anniversary of the Wright Brothers’ flight at Kitty Hawk) with Douglas chief test pilot Carl Cover at the controls. Its cabin was 92 in (2,300 mm) wide, and a version with 21 seats instead of the 14–16 sleeping berths of the DST was given the designation DC-3. No prototype was built, and the first DC-3 built followed seven DSTs off the production line for delivery to American Airlines.

After the war, thousands of cheap ex-military DC-3s became available for civilian use. Cubana de Aviación became the first Latin American airline to offer a scheduled service to Miami when it started its first scheduled international service from Havana in 1945 with a DC-3. Cubana used DC-3s on some domestic routes well into the 1960s.Civilian DC-3 production ended in 1942 at 607 aircraft. Military versions, including the C-47 Skytrain (the Dakota in British RAF service), and Soviet- and Japanese-built versions, brought total production to over 16,000. Many continued to be used in a variety of niche roles; 2,000 DC-3s and military derivatives were estimated to be still flying in 2013; a 2017 article put the number at that time at more than 300.

A common saying among aviation enthusiasts and pilots is “the only replacement for a DC-3 is another DC-3”. Its ability to use grass or dirt runways makes it popular in developing countries or remote areas, where runways may be unpaved.

A number of aircraft companies attempted to design a “DC-3 replacement” over the next three decades (including the very successful Fokker F27 Friendship), but no single type could match the versatility, rugged reliability, and economy of the DC-3. It remained a significant part of air transport systems well into the 1970s. Perhaps unique among prewar aircraft, the DC-3 continues to fly in active commercial and military service as of 2021, eighty-six years after the type’s first flight in 1935. There are still small operators with DC-3s in revenue service and as cargo aircraft. Applications of the DC-3 have included passenger service, aerial spraying, freight transport, military transport, missionary flying, skydiver shuttling and sightseeing. There have been a very large number of civil and military operators of the DC-3/C-47 and related types, which would have made it impracticable to provide a comprehensive listing of all operators. “DC” stands for “Douglas Commercial”. The DC-3 was the culmination of a development effort that began after an inquiry from Transcontinental and Western Airlines (TWA) to Donald Douglas. TWA’s rival in transcontinental air service, United Airlines, was starting service with the Boeing 247, and Boeing refused to sell any 247s to other airlines until United’s order for 60 aircraft had been filled. TWA asked Douglas to design and build an aircraft that would allow TWA to compete with United. Douglas’ design, the 1933 DC-1, was promising, and led to the DC-2 in 1934. The DC-2 was a success, but with room for improvement.To provide the best experiences, we and our partners use technologies like cookies to store and/or access device information. Consenting to these technologies will allow us and our partners to process personal data such as browsing behavior or unique IDs on this site and show (non-) personalized ads. Not consenting or withdrawing consent, may adversely affect certain features and functions.

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Until 2018, EASA rules said that to be an ultralight, maximum takeoff weight had to be 450 kilograms/992 pounds or less. Member nations’ pilots and manufacturers griped mightily. Under the 992-pound rule you couldn’t fly with two people and full fuel—a big downer.

JMB already has three reciprocating engine versions of the VL3 design. They’re powered by Rotax engines and have airframes virtually identical to the VL3 Turbine. The VL3 designs—even the Turbine version—are classified as ultralights in Europe (a European ultralight is nothing like the ultralights defined in our FAR Part 103). Same thing with many other light general aviation airplanes over there—even though they have attributes that disqualify them for certification as LSAs or ultralights in the United States. One is a maximum takeoff weight of 600 kilograms. That’s 1,323 pounds. Sound familiar? That’s because a 1,320-pound maximum takeoff weight limit is one of several requirements to qualify for LSA certification by the FAA.So, EASA decided that individual member nations, and even their flying clubs, could opt out and come up with rules of their own for light airplanes. With only two stipulations: Their maximum takeoff weights had to be 600 kilograms/1,323 pounds or less, and their landing configuration stall speeds had to be no more than 45 knots. Apart from that, the sky became the limit. They can have retractable gear; constant-speed propellers; piston, electric, or turbine powerplants; and cruise speeds deep in the triple digits—again, nothing like our ultralights.

Someone just raised their hand. When can we fly these swanky new “ultralights” in the United States? you ask. Answer: Not until, or if, the FAR Part 23 rewrite and/or its MOSAIC (Modernization of Special Airworthiness Certificates) initiative makes it official. Until then, owners who import them will have to fly them under the experimental or experimental-exhibition categories. Meanwhile, dealers are springing up.it used to have the behavior activated because of a bug. The plane doesn’t have a physical AP panel, so you shouldn’t be able to activate the commands, so it got patched.The JMB VL-3 is an experimental class ultralight sport aircraft. As an experimental class aircraft, there is no exact cockpit layout for them. You may choose to use their G3X based layout, or you can choose Dynon, or you can do your own entirely.Seems to me Asobo introduced bug out of nothing. The actual fix would be to integrate the WT as game standard (as planned) and fix the mislabeled circuit breaker.There is an autopilot submenu on the real G3X (now replicated on the WT G3X). You can find videos on YouTube of VL-3, without any physical autopilot panel, being flown on autopilot via the G3X touchscreen commands. You can find pictures of VL-3 cockpits functionally identical to the one we have here, with no autopilot panel, but still with a circuit breaker labeled AP (mislabeled on ours). This was all discussed back in 2020*.Given the cost, it is not unreasonable to think that some planes shipped with such equipment and some did not. Given that the circuit breaker was modeled after a real aircraft reference, it is also reasonable to assume that aircraft reference had no autopilot installed.

To access the actual autopilot menu you need to get Working Titles mod for the G3X which enables the autopilot subscreen when you click on the appropriate section of the PFD. This is possibly the only real improvement the WT G3X has over the stock one.

It’s used to have it activated and you could engage it with keybindings (back then WT mod didn’t have the autopilot menu yet). If Asobo removed it, then that was in error as the real aircraft it’s modelling has autopilot. I’ll have to check later wh
en I fire the sim again.General aviation isn’t exactly analogous since U.S. and European GA manufacturers are currently playing by different rules—but the result is similar: They’re creating exciting new products that U.S. consumers want, and we’re not. Hopefully, the MOSAIC rules now being drafted will allow U.S. aircraft manufacturers to get out from under the artificial weight, speed, and technology limits that now tie their hands. The VL3 has surprisingly slow gear extension and flap deployment speeds, and I anticipated we’d have to descend early and chop the power to slow the airplane enough to meet the limitations of 81 knots for gear and 67 knots for flaps. But the wide-chord, constant-speed prop was quite effective at aerodynamic braking. Also, the semi-liquid-cooled Rotax isn’t subject to shock cooling, so idle power in the descents is allowed and we were able to extend the gear and full flaps in plenty of time. 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.U.S. buyers of VL3s and similar European aircraft must deal with licensing them in the experimental exhibition category. And lenders are reluctant to make loans on these aircraft until they arrive and are registered in the United States.

European regulators place strict limits on aircraft weight at 600 kilograms (1,320 pounds) for Europe’s “ultralight” category, and the FAA uses the same weight limit. But just like some stretches of the German autobahn, there’s no speed limit, and JMB—along with rivals Terragon Aircraft, Shark Aero, and others—compete fiercely for every knot. Automatic mixture control makes managing cylinder head and exhaust gas temperatures simple. And the automated turbocharger means the pilot can’t overboost the engine. For pilots, operating the turbocharged 914 is functionally the same as a normally aspirated Rotax engine. 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. 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.The design itself appears thoughtful and refined, and it emphasizes lightness. The steerable nosewheel, for example, has a small but powerful LED landing light built into the strut. LED position and nav lights are faired into the wing tips and tail. On final approach at 60 knots, draggy as a sea anchor with landing gear down, flaps fully deployed, propeller at high pitch, forget all about the fact that moments ago, in descent, you were traveling more than three times that speed in a clean configuration with a miniscule drag profile that seemed to preclude slowing down. 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.Taxi is smooth and positive with a 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.

Many warbirds are registered in the experimental/exhibition category. Local FAA offices often grant unlimited training flights within an area of a few hundred miles, but the category isn’t intended to allow unlimited personal air travel. New rules being considered by the FAA under the Modernization of Special Airworthiness Certificates (MOSAIC) framework could provide greater flexibility and category to this and other categories in the future.

But U.S. buyers appear willing to jump through these regulatory and financial hoops in order to own and fly modern, technologically advanced, highly efficient airplanes that can cover long distances at relatively high speeds using unleaded auto fuel.Even though you strapped into the diminutive, two-seat airplane only moments ago, for example, you would do well to forget about the airplane’s small size when you handle the controls because its inherent stability and broad cockpit make it feel big.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 feet (and a density altitude of almost 6,000 feet) the VL3 trued out at 149 KTAS while consuming just six gallons of premium auto gas per hour. The U.S. light sport aircraft industry has been hobbled since its inception by a top speed of 120 KCAS and prohibitions against retractable landing gear and constant speed props—but European manufacturers have no such restrictions. As a result, they’re leading the way in producing small airplanes with exceptional performance. The vast majority of the 400-plus VL3s that JMB Aircraft has produced since 2004 reside in Europe, but that’s starting to change as pilots around the world recognize their attributes. 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.

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.

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.Carbon fiber surfaces are mirror smooth with compound curves that would be impossible to make with such precision from other materials. Bright paint glistens under a clearcoat finish. The interior details are perfect. Czech aerospace workers have long been known for their metalworking skills, and that old-world craftsmanship seems to have been transferred to modern carbon fiber.

Factory built VL3s can be licensed in the United States under the experimental/exhibition category or special light sport (S-LSA) rules. The experimental/exhibition category typically requires that an airframe and powerplant mechanic perform yearly condition inspections, and owners must notify their local FAA office of trips outside their region, as well as naming the aviation events where they intend to exhibit their aircraft. VL3s are offered in several different airframe/engine packages: a fixed-gear, light sport trainer with a 100-horsepower, normally aspirated Rotax 912; a retractable, non-LSA version with a 115-horsepower, turbocharged Rotax 914; and a retractable model with increased gross weight and a 142-horsepower turbocharged Rotax 915. New aircraft prices range from $205,000 for a trainer with basic analog avionics to $330,000 for a 915-powered version with dual Garmin G3X primary flight display/multifunction displays and an IFR-capable GPS navigator. 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 blue-topped lever on the throttle quadrant. (Some other airplanes with Rotax engines use electric constant-speed props.)

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 situation is reminiscent of the 1970s when flush U.S. automakers became set in their ways, unwilling to innovate, while European and Asian competitors steadily, relentlessly made deep inroads and later came to dominate the domestic market.

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 gear-down indication.) The gear extension/retraction system is electrically controlled and hydraulically actuated.Although you witnessed the Lilliputian dimensions of VL3’s turbocharged Rotax engine during the preflight inspection, a glance at the manifold pressure gauge during climbout shows it’s pulling a whopping 40 inches and 5,500 engine rpm—numbers that defy its toy-like proportions.

The VL3 control forces are on the light side of moderate. Pitch is slightly lighter than roll, particularly at high speeds, and rudder forces are lightest of all. Overall control harmony is good, and the bubble canopy makes for excellent visibility while maneuvering.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. An angle of attack indicator on the G3X PFD showed our optimal speed on final (1.3 times VS0) was 58 knots, and modulating engine power all the way into the landing flare kept the rate of descent manageable despite the hot, gusty conditions. Touchdown at idle power came at 55 knots, and the trailing link main gear dampened any bounce. All specifications are based on manufacturer’s calculations. All performance figures are based on standard day, standard atmosphere, sea level, gross weight conditions unless otherwise noted. Find more specifications in AOPA’s Aircraft Guide. Even with tight funding, systems like the C-10796/ARA and legacy receiver/transmitter radios like the AN/ARC-164 must be maintained to ensure mission-critical components are ready to keep those fighters in the air. Duotech supports existing legacy and obsolete systems in aircraft like the F-15, F-16, and F-5, enabling operators to avoid scraping repairable equipment while delivering under budget and meeting critical deadlines. Contact Duotech today about supporting your electronic and electromechanical systems with a full range of equipment repair services. In the Fall of 1986, the Russian SU-27 Flanker broke those 8 time-to-climb records again. Just as the F-15 was in 1975 and the MiG-25 and F-4 were during their record flights, the SU-27 was modified to be as light as possible for the record flights. Designated as P-42 Streak Flanker, The P-42’s 3000m attempt resulted in a time of just 15.6 seconds. Its 15,000m attempt was 70.329 seconds, 7 seconds faster than the F-15’s record flight.The F-4 Phantom and MiG-25 Foxbat were both fast and powerful fighter aircraft. Between the two, they held many world speed records for time to climb (time-to-altitude), meaning the time it takes to fly from the earth’s surface to certain known altitudes. One of those Fédération Aéronautique Internationale (FAI) records was set in April of 1962 by a U.S. Navy test pilot, Commander John Watts Young. In his F-4 Phantom, Young took just 3 minutes and 50.44 seconds to climb from the earth’s surface to a height of 25,000 m (82,921 ft). In August of 1977, a Soviet Union test pilot strapped himself into a twin-engine MiG-25 supersonic interceptor and set a record for absolute flight altitude that still stands today. He climbed to an altitude of 123,523 feet. In June 1973, another MiG-25 pilot set the time-to-height records of 25,000 m [82,020 feet] in 3 min 12.6 s and 30,000 m [98425 feet] in 4 min 3.86 s.Not to be outdone by the MiG-25, the U.S. Air Force wanted to prove that their F-15 was superior to anything the Russians flew. In a two-week time period in January and February 1975, the F-15 broke eight time-to-climb records set by the MiG-25. In an aircraft stripped down of non-essential items like the MiG-25 was for its testing, the F-15 Streak Eagle shattered 30,000 m in under 3.5 minutes. In the 3,000 m [9,840 ft] the improvement was 27.5 seconds versus the MiG-25s previous 34.5 seconds. The flights over the following two weeks would see other records fall to the Eagle. On the first morning of record flights on January 16, 1975, Major Robert Smith exploded past the 3,000m (9,840 ft), changing the world record from 34.5 seconds to just 27.57 seconds. That afternoon, other pilots scratched off the 6,000m, 9,000m, 12,000m, and 15,000m (49,212ft). The 15,000m was shattered with a time of 77.05 seconds, 37.5 seconds faster than the previous record. Before the end of these record flights in February, the MiG-25 Foxbat’s records for 20,000m, 25,000m, and 30,000m would all fall to the pilots in the F-15.

Duotech maintains the electronics, avionics, and communications components of the F-15 Eagle. An example is the Integrated Communications Control Panel (ICCP) C-10796/ARA shown here. This control system allows the pilot to operate between two receiver/transmitters (R/T). R/T 1 houses the electronics and memory for the control of an ARC-164 UHF Radio. R/T 2 would consist of a different ARC-164 UHF or an ARC-186 VHF AM/FM radio. Other systems Duotech repairs of the F-15 include the ALQ-135 Advanced Electronic Countermeasures and the APN-232 Combined Altitude Radar Altimeter (CARA).

In the videos below, you can follow the record breaking flights of the F-15 Eagle and a max climb to altitude (12,000m) in a F-15C Eagle. There is also a video of the P-47 Streak Flanker’s record time to an altitude flight of 12,000m in 55.542 seconds.

Aside from being tested beyond the airplane’s stated never-exceed speed to ensure a smooth envelope free of flutter, the VL-3 also includes a ballistic parachute that adds a layer of safety and peace of mind.As far as the avionics suite goes, the VL-3 that we flew had the Garmin G3X Touch electronic flight information display (EFIS), with one 10-inch screen. I’ve become accustomed to a dual G3X setup (with two displays) in my Astore, which I would have opted for if I were buying the aircraft. The G3X is integrated with a Garmin autopilot and it worked seamlessly, with no issues that I found. The radio stack can come with either the Trig TY91 or TY96 comms, or the Garmin GTR 225, with remote-mount options available.

The demo pilot told me that the interior configuration that we flew was at the lower end of the range they offered, and they had far more comfortable seating options available. You can check those out in the “Build Your VL-3” page on the company’s site. I was also told that the stitching could be upgraded, along with other interior design features that would make the cabin feel far more luxurious than the demonstrator that I test flew.The bottom line is that the VL-3 offers more speed per dollar than almost any other new light airplane in its class. And with more than 400 units sold, there’s evidence that customers are responding. With a fully-loaded price tag of around $375,000, the VL-3 is a remarkably capable and fast two-seater.

The airplane is a monster when it comes to speed. With a climb rate of 2,000 fpm, the VL-3 roared off the runway and quickly ascended to 10,000 feet msl, with little effort, even on the hottest day of my Oshkosh experience. When we leveled out, we topped out speedwise at 170 knots.

But like an exotic car, what you gain in speed, you lose in comfort. For me—since my wife is the only person I really have to convince, and for her, interior comfort wins out over speed—I will hold out until I experience the upgraded interior features before putting in my order for a VL-3.For the 20-minute car ride between KOSH and KFZD, François talked about various schemes JMB had brought to life. He was very passionate about custom aircraft paint designs and the challenges they presented. Almost every design he referred to contained paint colors derived from his background in high-end cars. He described various paint jobs that included Ferrari red, Porsche yellow, and Maserati blue, but also talked about special paint jobs based on logos or unique designs. It is also possible that my cramped feeling was because we flew with two full-size adults in the cabin, and I normally fly with just one of my kids. It left me with the impression the cabin was more cramped than I was used to feeling in the Tecnam. With all of the great features of the VL-3, what are the drawbacks? From my perspective, the interior of the aircraft was the biggest disappointment, at least for our test flight. The seat stitching of our demo craft was a bit basic and underwhelming, and I found the seats to be pretty uncomfortable and stiff.The VL-3 that we flew has a Rotax 915S turbocharged powerplant up front, which has more horsepower than the 914 Turbo that I fly in the Astore (115 hp). JMB advertises the top speed as 370 km/h or 200 knots, but that is at FL180. The engine is fuel-injected and has 142 horsepower.The airframe is crafted out of carbon and Kevlar, which makes the airframe exceptionally light, but also incredibly sound and rugged. You can also equip the airplane with a standby Garmin G5 EFIS and angle of attack (AOA) indicator.

Dashboard – Each dashboard is made to measure for the customer, according to the specifications of their personalized aircraft. The instruments are mounted in a laser-cut plate with surface inscriptions created by serigraphy. You can choose to have a carbon look panel like an option.The VL3 is available with three different engines: the Rotax 912, 914 and the Rotax 915. The Rotax 912 represents is known for its reliability and efficiency, making it ideal for flying long distances. The Rotax 914 is for those pilots who are seeking a boost in performance 16 kts @ FL 90), with more power and more uniform performance at different altitudes. 915 turns VL3 into ultimate performance machine with incredible agility and outstanding cross country plane with great fuel economy. You can install an additional electric fuel pump, an airbox, fire protection of the fuel and oil hoses or an auxiliary generator. An army of sensors will be there for your safety. e.g. fuel pressure, fuel flow, oil pressure, oil temperature, CHT, EGT, MAP.

The tail section employs a true and tested traditional design. The internal structure of the stabilizers is similar to the construction of the wings. Therefore the tail section can be completely removed from the hull, with the exception of the keel, which is its integral part.PERFORMANCE – JMB applies the highest quality standards in both development and production through the use of certified parts and top-quality carbon fibre composite materials. The VL3 is a fast, safe and economical touring aircraft and with over 400 aircraft sold since 2002, it is a very popular and reliable choice. Seats – Comfortable and modern – select your choice of textile or leather designs, including choice of color. The seats are equipped with four-point safety belts. You can also choose colour of stitches, safety belts, perforated leather or not, colour of embroidery. The VL3 is certified and tested in collaboration with the Czech Aerospace Institute. The VL3 was successfully tested to ultimate loads up to +15G’s and -8G’s.The maximum speed in gusts is limited to 235 km/h because safety is our priority. At 235 km/h IAS we have still a safety margin of 300%. That means that if you will fly at 235 km/h IAS in a gust of +15 m/s you will stress the plane with +5G’s. As we have ultimate loading of +15G’s you have a huge safety margin. Our philosophy is to protect the pilot as much as possible by applying general aviation safety coefficients of 2,25 at least.

TOW, BRINGS JOY TO GLIDERS – Transform your Vl3 into a towplane and make gliders happy. It’s easy. All you need is to install the ‘hook’ and you are ready to go.

To increase safety the VL3 can be equipped with a TCAS (Traffic alert and Collision Avoidance). When an other traffic will be in your vicinity you will receive a visual and audio alert to your EFIS and headset.Aviators Market is the embodiment of a shared dream, a joint passion between our team and every aviation aficionado. We’ve seized the reins of technology to propel an online marketplace that is instinctive, streamlined, and fully loaded with all things aviation. Buckle up, because Aviators Market is your passport to a world where technology and aviation meet.

FIXED GEAR – The fixed gear version of VL3 is designed for flight schools. Your students will learn faster since the VL3 is really easy to fly having an incredible low stall speed and short landing roll.

Ventilation and heating – The aircraft is equipped with a heating and ventilation system. Warm air is distributed to the leg areas, while cold air is delivered through vents on the dashboard. Strong Aveo cabin ventilation system can be ordered as an option.Our Job Search is provided through a partnership with JSfirm.com. It is a free service for job seekers and an out-of-this-world place for companies to advertise aviation jobs and search resumes. JSfirm.com is the fastest-growing aviation job website with resume database access and has exclusively served the aviation industry for over 20 years. Advertise your open positions to over 500,000 aviation professionals. When you advertise on JSfirm.com, not only will your jobs be posted on our website, they will be shared with the largest aviation-specific Job Distribution Network in the industry.

The airframe is completely made of composite material which excels in its specific strength and excellent fatigue properties. The entire aircraft can be broken down into individual units, i. e., both halves of the wing and tail surfaces, including stabilizers, can be separated from the fuselage to ease aircraft transport.

The parachute system is designed to protect occupants in the event of an emergency by lowering the aircraft to the ground after deployment. In the event of an in-flight emergency, pulling the red handle deploys a solid-fuel rocket out a hatch that covers the compartment where the parachute is stored. As the rocket carries the parachute rearward from the front of the aircraft, the embedded airplane harness straps release from the fuselage.The aerodynamic design of the wing gives the aircraft appropriate fall characteristics. The separation of air flow in the critical angle of slope happens at the root of the wing. This ensures good handling of the machine until it drops and symmetrically stalls. This allows for the aircraft’s smooth and agile handling.

The VL3 Evolution is an ultralight, aerodynamically directed, single-engined, low-wing airplane. The aerodynamic low wing has a cruising speed of 140 kts and has a non stop flight range of 1800 NM. Powered by the 100 hp economical Rotax engine, the VL3 Evolution has a spacious and comfortable cockpit, a high cruising speed and an impressive flight range. The aircraft exists both with a fixed and with a retractable landing gear and is fully personalized to your needs. With more than 300 aircrafts sold, the VL3 Evolution is one of the best-selling advanced ultralights in Europe.After 6 months of development, we are pleased to announce a new member of the JMB range – the gas turbine VL3 Turbo! With FADEC electronic controls and a unique handle, it is more comfortable to fly than traditional piston aircraft. It made its first flight in France on 04/04/2022 and was first presented to a wide range of spectators on April 27-30 during Aero Friedrichshafen 2022 in Germany. The second prototype is now in production and will begin flight testing shortly.

Cost is the main impediment to wider acceptance. At almost $100,000 for the engine alone (according to an estimate from Bristell rep’, John Rathmell at Aero 2022), the TurboTech power plant is almost three times as costly as a Rotax 915iS yet it outputs 10 or more horsepower less than the turbocharged, intercooled Rotax. No matter its extra benefits, that cost will prove prohibitive for most buyers. Yet if you think it won’t sell, then tell me how Cirrus keeps selling hundreds of their nearly-million-dollar SR-series aircraft year after year.