Twin Engine Experimental Aircraft - Velocity Aircraft are regular attendees at all of the major homebuilt aircraft shows, and if you would like to know more about its kits and options, including the availability of a test flight, you can consult its website here.
One interesting design tweak of note, the single-engine variant has large winglets, but the twin has a conventional rudder and no winglets. The new nose contains a baggage shelf. He figures on a 650-pound load capability for the TwinJAG.
Twin Engine Experimental Aircraft
“That's real close to what it was as a single.” During the conversion to a twin, Jim used a modified RV-10-style nose gear. And the cockpit went from a simple steam-gauge layout to a glass cockpit IFR airplane.
He said it makes a stable IFR platform with a two-axis autopilot. After a perfect flight across the width of Florida, we taxied up to the open hangar door of one of the buildings occupied by Velocity and were met by Duane Swing, EAA 71724, a very active octogenarian who, along with his son Scott, purchased the
company in 1992 from its founder Danny Maher, who started Velocity Aircraft in 1984. As you may know, the Velocity is not only a high-end performer, but also a very stable and safe aircraft to fly.
It is virtually unstallable and unspinnable. The visit did nothing to quell our appetite for this beautiful example of the best in homebuilding, even if the twin turbo with retractable gear is way beyond our budget.
Jim and Ginger Tomaszewski of Clayton, Georgia, flew their stunning and diminutive TwinJAG to Oshkosh where it generates a lot of buzz. This airframe began life as a single-engine RV-6A quick-build kit in the 1990s. After flying it as a single for nine years, Jim, EAA Lifetime 590427, who has flown everything from Aztecs to DC-8s, “decided to turn it into a twin-engine.”
March 2018 - Sebastian, Florida, is midway between Melbourne and Vero Beach. On the edge of the eastern seaboard’s Intracoastal Waterway, it hosts an active triangle-configured airport with two intersecting runways and skydiving operations potentially every day of the year.
Jim Tomaszewski is not an engineer by trade, but he studied up on what such a radical conversion should entail. His self-taught plans and calculations proved to be about 95 percent correct when reviewed by a couple of trusted engineers, he said.
“My wife says I put the ‘mental’ in experimental,” he quipped. An experimental amateur-built category aircraft, the TwinJAG RV uses a pair of Corvair engines. But Jim is quick to point out these horizontal six-cylinder powerplants are far from their automotive origins, with aviation-grade parts including new crankshafts making them viable for flight.
He coaxes a 175 mph cruising speed from these engines. We have an MEI instructor on staff for you to achieve this, the "rarest of ratings." We also have a DPE available for your checkride. All of this can be done in our Sebring area.
This is open to anyone who has an unrestricted MEL rating. We also prefer that you already have a SES rating as well in order to finish in the normal 5 hour plus checkride time. This can normally be done spending less than $4,000.(plus applicable taxes)
Many of us dream of building an aircraft that we can fly in to EAA AirVenture Oshkosh. You can enjoy the experience of a family doing just that in a Velocity XL RG on the opening page of the VelocityOwners.com website.
It's a very nicely produced video almost a half an hour in length. Twin engine safety & system redundancy Exceptional flight characteristics Stunning low-speed handling Take off in less than 100 feet and land in under 500 feet
Complete kits available With an AirCam you can cruise whisper quiet, just off idle, at the fantastic low level sight seeing speed of only 55mph while burning as little as 3.5gph. The AirCam from Lockwood Aircraft Corp.
challenges expectations and offers radically different perspectives; each flight is a new adventure! Historically, the Velocity has its design origins in the Rutan Long-EZ. Danny Maher basically stretched all the measurements and made a four-seat version of this canard/pusher design and made variants possible for either single-pusher or twin-pusher options.
When the Swings bought their kit they decided to design a retractable-gear version and make it available to other builders. Then, when Danny decided to sell his business, the Swings were the first people he called, and they purchased the company and relocated to Sebastian from Dayton, Ohio.
The design has continuously evolved, with the bench rear seat for three children forming the basis of the Velocity XL-5 design. The canard wing was redesigned to solve a problem with the nose dropping when traveling through rain.
A shorter higher-lift airfoil reduced the effect of rain pushing the nose down such that in the modern design it is almost unmeasurable. He figured out performance on one engine, including the potential loss of one engine on takeoff.
Jim limits the airplane to runways at least 3,500 feet long, he said, to give enough room for aborting a takeoff if sufficient single-engine airspeed has not been achieved. But at speed, “I get about 200 feet a minute on one engine,” he added.
The Velocity is a high-end, four-seat homebuilt aircraft with available retractable gear and twin-engine options. If you wanted to go to extremes, you could have the whole thing built, with twin engines, retractable gear, and panel for around a cool half-a-million Canadian dollars.
Most of us might find that a bit rich, although it's clearly the cheapest way to get into a brand new four/five-seat twin if you didn't want to build it yourself. If you really want to go overboard, you could install twin turbine engines as one builder is doing.
You can buy the fixed-gear XL complete airframe kit (single-engine) configuration for as little as US$51,000 and put as much or as little time into building the aircraft as you have available; there are fast-build options for the fuselage and wings.
Most of the hours spent on a Velocity involve sanding rather than riveting.
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