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Are the items still available?

John I have two factory main hubs that I removed with Jim Lee help to put in newly machined hubs with better design. My take offs are fine and I will not use so happy to send/sell them to you. Rich Mathies

While doing an owner assisted annual, my A&P pointed out the ground support plug is clearly marked 28 volts. Of course the 109b is a 12 volt system. I did not know the aircraft even had a ground service plug. But as the cut out on the lower cowl looks original I’m assuming it came that way. (It is mounted just below the battery.) any other G109Bs have a 28 volt plug? anyone have a schematic?

Alex & Barry, thanks for your thoughts! There is definitely plenty to be learned from the experts and other Phoenix pilots. I talked with Jim Lee briefly this summer and I agree - he's a great resource for all things about the Phoenix. We tried to connect for some training, but schedules didn't work out at this point. I certainly welcome any additional tips or suggestions regarding the airplane or Rotax operation/maintenance.

And on the subject of run ups.. Don’t go over 4,000RPM. One Phoenix was tipped on the nose doing a higher rpm run up. Make sure you keep the stick full back and be ready to release the brakes if it moves. I only use 3,000.

Welcome and congratulations Brian. I concer to read everything from Jim Lee, especially the landing stuff. I also suggest to be diligent on the gelcoat maintainance and waxing. My Phoenix (#21, 2013) is having a full recoat at the moment and it is VERY expensive if your gelcoat fails. My only other advise is valid for any owner of a T-tail glider: Watch this video -

Brian, Welcome! I love my Phoenix and am excited for your discovery in your new aircraft. Below are some of my thoughts on your great questions. My biggest recommendation is to contact Jim Lee and spend a few days with him in Minden, NV, if he is willing, to get some training on flying and maintaining the U15. Also, read everything he has posted on this forum. Lastly, people don't like to talk about incidents where their planes get road rash or worse but it has happened to me and many others. Fly frequently but don't challenge yourself with near limitation cross winds for awhile. - After start, do you run the Rotax at 2000-2200 RPM for 2' (Rotax manual) before increasing to 2500 RPM (Phoenix manual) for warm-up? - Do you perform the run-up and ignition check at 3000 RPM (Phoenix manual) or 4000 RPM (Rotax manual)? SInce your ROTAX is out of warranty, I would go with Phoenix AOI when there is a disagreement. Not an exciting answer but it probably doesn't really matter which of those numbers you go with though I am leery of higher RPMs while holding the brakes. - Any best practices for use of the cowl flap (after start of cold engine or descents)? I adjust the cowl flap to keep the oil temps around 190 F so the moisture that collects in the oil will boil off. Colder is not better. - Does anyone use Flaps +5 for anything? I'll just refer you to Jim Lee's landing discussion on this forum which should be reviewed annually. - Where is the best placement for yaw string(s)? Is it only good down the centerline, or would 2 be useful for each pilot seat? I don't use a yaw string but have never heard of placing one anywhere but on the centerline. They're cheap so put a few on and take off what you don't like. Or, if you don't put on one at all, you might find you don't need one. - Recommendations for routine cleaning products on the gelcoat, or heavier annual type care? Keep that gelcoat clean and waxed. Mine has always been hangared and simply waxed but I still get the hairline flaws in the gel coat. - Are most pilots servicing the BRS (repack the chute and replace the rocket) when they expire? Or, since I understand it is not a required item, you may choose not to maintain or use the system. While this forum is good for communication it is not a good way to have a conversation. My recommendation is to contact someone directly. I'm sure there are different ideas on this. I look forward to other's thoughts. Enjoy!

Greetings, I'm excited to be a new Phoenix owner (#36) and found this group in TMGA to have good discussions and info. I'm curious if anyone has tips / recommendations / lessons learned that they wish they knew about as a new owner? I'd like to learn from some of the more experienced Phoenix pilots. Also, a few specific questions for anyone smart on the topics: - After start, do you run the Rotax at 2000-2200 RPM for 2' (Rotax manual) before increasing to 2500 RPM (Phoenix manual) for warm-up? - Do you perform the run-up and ignition check at 3000 RPM (Phoenix manual) or 4000 RPM (Rotax manual)? - Any best practices for use of the cowl flap (after start of cold engine or descents)? - Does anyone use Flaps +5 for anything? - Where is the best placement for yaw string(s)? Is it only good down the centerline, or would 2 be useful for each pilot seat? - Recommendations for routine cleaning products on the gelcoat, or heavier annual type care? - Are most pilots servicing the BRS (repack the chute and replace the rocket) when they expire? Or, since I understand it is not a required item, you may choose not to maintain or use the system. Thanks you!

I have tried to answer your questions below. Has JMB Aircraft contacted the FAA regarding acceptance of the Phoenix NG as a light-sport glider for operation in the United States? I have not been contacted by JMB Aircraft, but this is not unusual nor required. I also have not been contacted by many of the other LSA manufacturers regarding what they plan to offer after MOSAIC become effective next week. I will likely have a conversation with JMB Aircraft at AirVenture next week as I make my rounds talking to the various LSA manufacturers. FAA guidance indicates that manufacturers should coordinate with the FAA well in advance when introducing a new make and model. Has JMB initiated that process? The geographical certificate management section(CMS) https://www.faa.gov/about/office_org/field_offices/certificate_management_sections where the aircraft will be delivered to the manufacturer is responsible for the issuance of the airworthiness certificate. Since the CMS is busy with other oversight function the recommendations to manufactures is to engage the CMS early to make them aware of there plans, timelines, deliveries, etc, and allow the CMS to schedule the inspection date. The CMS offices are not required to contact me except for new make/model aircraft. I have not been contacted by the CMS. Based on your experience, would a manufacturer that has not yet completed the necessary FAA coordination reasonably be expected to begin U.S. deliveries within the next few months? There are a lot of factors that come into play and they differ based on the location of the CMS, but I think it is reasonable that deliveries in the next few months is possible. The better question to ask is if the manufacturer can comply with all of the recently published consensus standards within that timeframe? Is compliance with the current ASTM consensus standards, including the recently issued glider-related standards applicable under MOSAIC, expected before a manufacturer can represent that an aircraft will qualify as an FAA-accepted light-sport glider? On July, 24th the regulatory changes (14 CFR 21.190, and part 22) go into effect and must be complied with. The current standards in use as we speak cannot be used after the 24th. The manufacturer will have to comply with all the standards reference in the NOA for the appropriate category of aircraft. (In your case, all the standards in F3836-26.) After July 24th is the aircraft is not in compliance with F3836-26, it is not eligible for an airworthiness certificate as a light-sport category aircraft under 21.190. John Stoll Light Sport Category Aircraft Program Manager Aviation Safety Aircraft Certification Service Product Policy Advisor, Product Policy Management: Systems Standards Section AIR-63A John.Stoll@faa.gov We welcome your feedback at the following link:

I have tried to answer your questions below. Has JMB Aircraft contacted the FAA regarding acceptance of the Phoenix NG as a light-sport glider for operation in the United States? I have not been contacted by JMB Aircraft, but this is not unusual nor required. I also have not been contacted by many of the other LSA manufacturers regarding what they plan to offer after MOSAIC become effective next week. I will likely have a conversation with JMB Aircraft at AirVenture next week as I make my rounds talking to the various LSA manufacturers. FAA guidance indicates that manufacturers should coordinate with the FAA well in advance when introducing a new make and model. Has JMB initiated that process? The geographical certificate management section(CMS) https://www.faa.gov/about/office_org/field_offices/certificate_management_sections where the aircraft will be delivered to the manufacturer is responsible for the issuance of the airworthiness certificate. Since the CMS is busy with other oversight function the recommendations to manufactures is to engage the CMS early to make them aware of there plans, timelines, deliveries, etc, and allow the CMS to schedule the inspection date. The CMS offices are not required to contact me except for new make/model aircraft. I have not been contacted by the CMS. Based on your experience, would a manufacturer that has not yet completed the necessary FAA coordination reasonably be expected to begin U.S. deliveries within the next few months? There are a lot of factors that come into play and they differ based on the location of the CMS, but I think it is reasonable that deliveries in the next few months is possible. The better question to ask is if the manufacturer can comply with all of the recently published consensus standards within that timeframe? Is compliance with the current ASTM consensus standards, including the recently issued glider-related standards applicable under MOSAIC, expected before a manufacturer can represent that an aircraft will qualify as an FAA-accepted light-sport glider? On July, 24th the regulatory changes (14 CFR 21.190, and part 22) go into effect and must be complied with. The current standards in use as we speak cannot be used after the 24th. The manufacturer will have to comply with all the standards reference in the NOA for the appropriate category of aircraft. (In your case, all the standards in F3836-26.) After July 24th is the aircraft is not in compliance with F3836-26, it is not eligible for an airworthiness certificate as a light-sport category aircraft under 21.190. John Stoll Light Sport Category Aircraft Program Manager Aviation Safety Aircraft Certification Service Product Policy Advisor, Product Policy Management: Systems Standards Section AIR-63A John.Stoll@faa.gov We welcome your feedback at the following link:

Hello, I am interested in the petot tube. Email me at "rigidwinger@hotmail.com" Thank you, Bruce

Hi Barry, I just left a similar comment on one of your YouTube videos. I am not sure of the best way to contact you- so I am trying in various ways. Short of it: I’m working on a narrated YouTube video about rare weather phenomena. I found your footage of surfing the Morning Glory cloud. It's by far the best video I have seen (I have been researching this intensively). Would you be open to letting me use a short excerpt — likely around 3–8 seconds — in the video? I would credit you clearly on screen and in the description, and I’d use the clip in an educational/commentary context while explaining what makes the Morning Glory cloud so unusual. The video would be for a new YouTube channel, and I’m trying to do this properly rather than just reuse footage without permission. If you have specific credit wording, link placement, or licensing terms you’d want me to follow, I’d be happy to include them. Thanks, Jason Feel free to text or email me! (323)485-1579 jasoncolella1@gmail.com

Hello everyone, I recently acquired a Grob G109B, now registered in Croatia as 9A-GII (previously I-KEOG in Italy), and I am looking for a single-person wing folding/rigging aid for hangar storage. I contacted Grob Aircraft SE directly, and they confirmed that the cart was never produced by Grob — it was apparently built in the UK, and they pointed me towards Soaring Oxford. Unfortunately, Soaring Oxford closed their business on 1 June 2026, and I have been unable to reach anyone from that operation. I am therefore hoping someone in the community might be able to help with one of the following: 1. A used/second-hand unit for sale — original Soaring Oxford build or any other proven design 2. Drawings, dimensions, or photos of the Soaring Oxford cart or any other proven home-built solution, so I can have one fabricated locally 3. Contact details for anyone who was associated with Soaring Oxford and might be able to help I fold the wings after every flight for hangar storage, so this tool would see regular use. I am based in Croatia (Slavonski Brod) and am happy to arrange international shipping or collection anywhere in Europe. Thank you in advance for any leads or suggestions. Best regards, Igor Ilić Grob G109B, 9A-GII, Croatia igor.igor.ilic@gmail.com

Hello Everyone, After 13 years I'm selling my Phoenix. There's nothing wrong with the airplane...it just isn't the right glider for the Pacific Northwest. I've moved "up" to a Stemme S-12G (the up in quotation marks as it's been 'down' more than up. A long, sordid story, and if anyone is interested, let me know.). There are some Phoenix parts in my hangar that I'd like to sell, if any of you are interested: 1. A set of full wing, and horizontal stab/elevator, covers. These are from Bruce's Covers, made of Sunbrella, fit very well, and have not been used much as the airplane's been hangared almost all it's life. A new set costs $1180 and I'd be happy to sell them for $800. They come in a sturdy bag. 2. A Ptot tube, not used, which I carried as a spare. Not sure what JMB charges now but I'm asking $250.00 3. A pair of fuel quantity sensors of the float kind, what new airplanes come with. They came as part of a set of new main wings I purchased and were never installed. Asking $50 for the pair. If any of these interest you let me know. Shipping is not included, but I can send them on my FedEx acct. which gets a pretty good discount. Or any other way you want. Having been a Phoenix owner for a long time, I know everyone is concerned about the airplane's future with JMB. I had to deal extensively with them when I needed to replace my propellor, and had quite mixed feelings about it. Ed Begovitch is very sincere in wanting to provide support, and I hope will be able to work things out with them. My wishes for lots of lift to all of you. Regards, and EXCELSIOR! * Alan Gurevich/#24/Seattle *"Excelsior" is the name on my Phoenix, which I got from where I grew up - New York State. That's the state motto, on its flag, and is Latin for "ever upward". Fitting!

My Ximango AMT 100 is 2850 hours. F-CHXF n°32 There is a life limit at 3000h. There is no authorized workshops (by AEROMOT ) in France. I have try to contact Aeromot Brazil, but no answer from them. Any solution ? Fanch LFFO Motorglider Service Life The motorglider service life corresponds to 3,000 flight hours. The service life can be progressevely extended to 4,000, 5,000 and 6,000 flight hours if the scheduled inspections described on BS100-10-021 are performed at authorized workshops. In case you need to extend service life even more, previous authorization must be obtained from the aeronautical certification authority.

Buyer Deposits and Certification Uncertainty Raise Concerns for Prospective U.S. Owners of the Phoenix U-15 Motorglider Growing interest in efficient European composite aircraft has led many U.S. pilots to evaluate advanced touring motorgliders such as the Phoenix U-15 produced by JMB Aircraft. The aircraft’s attractive fuel efficiency, modern composite construction, and long-range capability have generated significant attention among pilots seeking economical personal transportation aircraft. However, concerns are emerging among prospective U.S. buyers regarding both certification pathway clarity and the handling of customer deposits when transactions do not proceed as anticipated. Several prospective purchasers report difficulty obtaining return of deposits after exercising contractual cancellation provisions tied to regulatory eligibility of the aircraft in the United States. Buyers indicate that deposit refunds were requested after questions arose regarding how the aircraft could be registered and supported within a stable U.S. airworthiness framework. While deposit structures are common in aircraft manufacturing, timely return of funds when contractual conditions are not met is an important component of maintaining trust between manufacturers and customers. Certification pathway questions affecting purchasing decisions Some prospective buyers report that representations were made indicating the Phoenix U-15 could potentially qualify for registration as an LSA glider within the U.S. regulatory framework. Buyers indicate that documentation supporting this pathway has been difficult to obtain, leaving uncertainty regarding how the aircraft would ultimately be operated and maintained within the FAA system. Certification pathway clarity can significantly affect ownership considerations, including: • insurability • resale value • operational flexibility • maintenance planning • flight training eligibility • long-term regulatory stability Uncertainty in these areas can influence purchasing decisions, particularly for aircraft intended for cross-country touring or long-term ownership. Continued airworthiness considerations For factory-built composite aircraft, continued operational safety programs play a key role in maintaining fleet-wide reliability. These programs typically include: • service bulletins and safety notifications • engineering communication regarding structural updates • configuration control and revision tracking • replacement parts availability • documentation of design modifications • defined responsibility for monitoring structural performance Prospective Phoenix U-15 purchasers report difficulty obtaining detailed documentation describing how continued operational safety responsibilities would be managed for U.S.-based aircraft. Correspondence shared among prospective buyers references ongoing structural refinements, including development of updated carbon fiber wing components intended to address aerodynamic flutter characteristics. While design improvements are a normal part of aircraft development, clear communication regarding configuration status is typically expected so that operators understand applicable operating limitations. Increased importance of transparency under MOSAIC The FAA’s MOSAIC initiative is expected to broaden the range of aircraft eligible for simplified certification pathways, potentially increasing the number of imported aircraft entering the U.S. market. As this occurs, the distinction between certification eligibility and continued operational safety infrastructure becomes increasingly important. Buyers may assume that factory-built aircraft marketed internationally will be supported by clearly defined engineering communication frameworks similar to those typically associated with ASTM-based Special Light Sport Aircraft (S-LSA). However, certification category alone does not guarantee the presence of an active continued airworthiness support structure. Due diligence considerations for prospective buyers Prospective purchasers evaluating the Phoenix U-15 may wish to obtain written clarification regarding: certification pathway for operation in the United States existence of a continued operational safety program process for communicating structural updates or configuration revisions availability of revision-controlled technical documentation long-term availability of replacement parts U.S.-based technical support contacts refund provisions tied to certification eligibility Buyers report that requests for clarification in several of these areas have not yet resulted in publicly available documentation sufficient to resolve uncertainty regarding long-term operational support. Some purchasers have also indicated that deposits requested during the ordering process have not been returned after contractual cancellation tied to certification considerations. Thus any potential buyers of the Phoenix U15 should be extremely cautious in dealing with the JMtB Aircraft company, and perhaps look for other alternatives like the Pipistrel Sinus. The Pipistrel company is likely to hold its value as it is owned by Textron. A broader industry consideration Imported composite aircraft represent an important source of innovation within general aviation. At the same time, transparency regarding certification pathway, continued airworthiness support, and customer financial protections remains an essential component of maintaining confidence in the marketplace. As the U.S. general aviation community continues to evolve under MOSAIC and related regulatory developments, clarity regarding manufacturer support infrastructure will help ensure that innovation is matched by long-term operational confidence. For prospective buyers, careful evaluation of both technical support framework and contractual protections may be as important as performance specifications when selecting an aircraft platform.

Not sure there is a place in the classifieds for this. Its a 1:21 scale of the 2013 Phoenix handmade mahogany. I have $550 into it. Looking for best offer.

I agree with this technique. I find myself doing it even in the Gulfstream I fly. Seems to be less chaotic throughout the flare and touch down.

I read the demand letter. Alan, I would be interested in further discussion if you can write me at alexress99@yahoo.com

Look at a copy of the demand letter my lawyer sent. I posted this on March 26 to the TMG site.

How about some details?

A number of us who have put money down on a new Phoenix are rather frustrated with JMB aircraft. I think that the words written by another concerned customer nicely summarize the situation. Buyer Beware! JMB business practices are not ethical. Depositors do not get the aircraft as ordered or a refund, regardless of the reason for cancellation of an order.