9.2 gph sounds like running a 142hp engine pretty hard. Wonder how well it cools at 15,000 at that power output.

The Glasair III is the best flying single you will find. With extended fuel it is a 1500NM plane doing 200 knots @ 15k using less than 10 GPH. It is a 210-215 knot plane on 13 GPH at 12k. To get 235 knots you have to have the short tips and you will be putting 16 GPH through it @ 6500 ft. With that said, it has very high wing loading giving it a 4500 FPM descent rate @100 knots with the gear down and roughly 1500 FPM with it up. When you take off, there is a 15 second "assurance of death" that if the engine fails you are in serious trouble because the gear is down and you are below 120 knots. Your only option is to lower the nose and take what you get. It also has no chute which would be nice to have as most pilot passengers that have never flown one would crash it trying to land because they would get it too slow. A non-pilot has no chance of landing the plane. The Lancair Legacy has the exact same flight characteristics, but is roughly 20 knots faster.

The problem with this plane is price of the VL3. I was quoted $350k. You can build a brand new RV-10 with a chute and completely decked out for that price. The RV-10 gives you 4 seats and is easily sold later if you desire. 10 knots slower or so and burns another 3-4 GPH.

In my opinion, everything is way too expensive right now. New io-540 experimental engines are $80k and composite hartzell 3-bladed props are $24k. I don't think this is sustainable, especially with the way the world is looking right now.

The real challenge is to get these old lycosaurus and cont engines to run on MOGAS. This appears to be solved with the EFII System 32 electronic injection and ignition system. Direct port injection which allows the pilot to individually map every cylinder for perfect fuel distribution along with a MAP senor to ensure proper fuel flow. Coupled with an ignition system that varies timing and you no longer need fuel to be your buffer for pre-ignition/detonation.

We are in interesting times. When Rotax brings out a 200-300HP engine and if the new design turboprops will do what is claimed there will be some very interesting designs coming out.

The Risen SuperVeloce can do 187 knots true at 6,500FT burning 6GPH. And that’s at 33” and 4800 RPM. (1880 prop RPM) I don’t know of a more efficient piston powered airplane.

Roger that. Also, the Blackwing 635RG has the same performance and is a better looking plane with better baggage as well. Some really neat designs coming out.

The Blackwing isn’t as fast or efficient but yes I agree, better airplane overall. It’s amazing what Europe has been cooking up the past few years!

The problem is getting a Blackwing. You can get a VL3 through their EAB assist program, but you will spend $350k+. THe Blackwing (which appears to be a superior design) has no EAB program, so you won't get one in the USA. The FAA needs to relax the Light Sport rules and allow higher speeds and retractable gear.

Probably the best option for US pilots in a 2-seater plane is a RV-14A with Thunderbolt engine and system 32 EFII. Only a 170 knot plane, though, and above 9k it gets slower. A turbo normalize would help, but probably be the cost of a VL3 once you paid for the conversion. Rotax needs to build a 200-300HP engine.

I will be curious to see if they can get some traction. While not as high performing, the nice thing about vans are the simplicity of systems, ubiquity of parts, and high level of baseline knowledge (at the right places) for them. While experimental helps, getting into an orphaned or destined-to-be airframe is not on my priority list.

I will be curious to see if they can get some traction. While not as high performing, the nice thing about vans are the simplicity of systems, ubiquity of parts, and high level of baseline knowledge (at the right places) for them. While experimental helps, getting into an orphaned or destined-to-be airframe is not on my priority list.

I wish we had investigated that more. We just went with another airflow when we put our new thunderbolt on last year. It’s still a great engine - 20+nmpg all day.

VL3 now has Rotax 916IS as an engine option! Still waiting to see actual performance #s but with 160hp vs 140 and a max continuous of 137hp it should beat the 915 in a climb.

They have a turbine too!