In this category it seems to come down to the VL3 (is 915) and the Swiss V-†ail, the Risen, that has extraordinary cruise figures. Truly amazing.... but the field requirements of VL3 (915) are quiet exceptional. In Oz I'm inclined to lean to short field performance due to a lack of huge concrete runways at every AIP listed airport, and some of my friends simple gravel/grass runways that exist in their hundreds at remote properties across a vast brown land. Because of the long distances, the speed is a serious factor, as is the fuel burn. But the idea of a slow, short landing, a tough a/c seems slightly better than the Risen. Obviously more to consider here including price, delivery, support, bureaucrats, and many other unexpected interruptions to the fun... I like the JB-3's structural load factor meaning you are unlikely to rip the wings off easily in a simple barrel roll or a nice loop. But there seems to be a shortage of data for the Risen's G limits, and its spin tolerance. I know everyone likes a plane that doesn't stall easily, but I prefer to know what it feels like when you step across the usual boundaries and the aircraft "departs" No nice straight and level stalls with the power coming off slowly, rather, instead, power-on approach config or go around attempts with the nose high, which can come up sharply. I thought that would be an essential part of at least Commercial Pilot handling skills.. That's another story. Pardon me.... These two aircraft define how much the progress tech advances have made in the post 1990s, and have landed in these new aircraft........ Composites, CFD, CAD, Modeling, Avionics, Parachutes, Quality control, automated production, and an exceptional group of ideas people with an esprit du corp, an idea, a vision,........ not just an ROI mob focused on "Value extraction" So... why haven't these kinds of a/c been exploding out of the US? ...... (not interested in bureaucracy stories..). Its a philosophy question, not a political one...... thoughts? The Dr.
Seems like an incredibly tough and resilient aircraft, in another video it was said that the wings could withstand 50 tons. It could probably withstand 15+ g forces, it should be certified as an aerobatic.
It would have been nice if you didn’t stand in front of the plane, blocking the entire view. Maybe show how the plane looks without all of you in the way.
Promoting anything owned by Textron is a really bad idea, they are deliberately restricting parts and new acft to increase prices into the stratosphere.
VL3 is very pleasure and easy to flight, I was impressed by performance and stability, including stall prevention characteristics in straight flight, in turns, with engine, on idle, with flaps and without flaps. And best on that airplane is possibility to land on very short airfields because very efficient flaps. VL3 is my personal TOP in this category from all types I tested in flight.
It is disappointing to see such uninformed comment. When discussing price it is not helpful in the automotive sense to relate price differences between a Rolls Royce and a Toyota. Likewise in aviation. A glib comparison between aircraft without comment on equipment levels IFR / VFR certification and other paramaters such as the relationship between take-off distances to 50 ft and cruise speeds at 75% power are totally without merit. It is unnecessary and unhelpful to name names. What would be helpfull would be to sight expanded performance details between aircraft under comparison, as would useful loads with similiar fuel loads when using a similar engine. Is it relevant/helpful to compare a 2 seat 100 hp Elixer to a 180 hp 4 seat 180 hp Diamond DA40?
It will be interesting to see what the FAA does next year with the changes in LSA rules, hoping it will be like EASA where we can have retracts and cs props and no speed restrictions and get the allowable weight to where we can take 2 -200lb people , full fuel and few few pounds for baggage.
@@angelight85 with this particular one I think it would be the retractable landing gear and the turbo. They do make models with non turbo engines and fixed gear, but I would want the cool one.
@wayne5104 If you hold the appropriate endorsements for constant speed and retractable gear, it isn't a problem. As for the engine, there are a number of aircraft with turbo equipped rotax engines within the RAAus fleet.
@@angelight85 good to know. I was just going off the criteria it was showing under CASA's LSA criteria. All I need to do now is win lotto to afford one.
Hi GoldenOldie - as I am a fan of speed, I would go for the VL3. For easy to fly, efficiency and safety, I would go with Elixir. Probably I need both 😁
any other airplane of less than 600 parts, with 90% of the airframe in 9 pieces ? with this ease of maintenance ? stall resistant ? i get it : there is no fancy gadgets or cool velocity-like airframe or disruptive electro-hybrid feature.
I could not care less there are no ribs in the wings and it can carry 15 tons, or even the cruise speed. The biggest engineering challenge right now keeping the industry back is cost, at $3,400 K price you are not going to sell many. Some companies are trying for under $100Gs. Definition, what is engineering, it is to do something for $3 that any idiot can do for $10.
they sold hundreds of it already... if someone can do this exact features ( low consumption, ultra durable, ultra low maintenance, ultra reliable and safe) for 3x less : great !
At 2, 300,000 Euros, cost is one barrier this airplane fail to break. The use of Rotax did not help at all for that too is a huge company , and someone have to pay their very high overhead costs. I seen other makes use ATV engines or auto engines and they are trying to get the price down to below 100, Euro. Garmin is another big name which we have to pay for, others I seen use Dynon, and no auto pilots or parachutes. If you start with a basic stripped down airframe and let the customers pick just what they want, you sell more than just load up the plane with everything, and half the stuff many pilots can do without.There is an old say, what is engineering,? it is to make something for $3 that any fool can make for $10.
Bigger isn’t necessarily more expensive or less value. Aviation is a low volume business because governments hate having people fly themselves. This is the cause of the costs in aviation.
Targeted consumer of this plane wants luxury- plenty of other experimentals available w/stripped down options. It competes for example with the euro 915 retract version of the Bristel - both are luxury focused.
WOW, I know I am in hot water here, but his english is just plain painful to try to decipher. Only could list to a little(even with closed captioning on) but seems fascinating.
I admire anyone who speaks multiple languages... Bon! That said, I am completely exhausted trying to get everything English that filters from the very thick accents. Hopefully there will be other Elixir reviews later. Merci for the tour. Bon vol!
@@SETHalpine ah ah pareil, très fatigué de ne PAS pouvoir entendre des techs anglophones parler avec au moins un mauvais accent, mais en français, mais critiquer comme si un bon accent dans leur langue c'était un dû ;)
4th Generation?? I would say it is still a 3rd generation (composite). And I am not sure why he says he does not like "very much Elon Musk". Not a smart comment for an interview related to aviation, in my humble opinion. The plane looks cool, but seems a bit too pricey for what you get in return (or don't get).
he explained it : 4th gen is a "pack" : no carburators engine + full composite airframe + one-shot parts and very very few parts / über-simple maintenance + a complete pack for the security active and passive : parachute, one-circuit for the fuel, anti-movement of the fuel+ anti explosion, anti-jump of the gears, and stall-resistant wings.
