1980->

Venga Aerospace Systems TG-10 Bushfire

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Revealed in June 1987, the Venga TG-10 is a privately financed composite-construction, single engined jet trainer/light attack aircraft with tandem seating. Funding difficulties slowed the programme significantly in late 1987. The first flight has consequently been rescheduled several times, and had not taken place by July 1989.

In September 1988 Venga announced a joint-venture agreement with a Malaysian partner who were to produce the TG-10 in Sabah State, East Malaysia. Royal Malaysian Air Force interest was claimed, although no orders had been placed by July 1989.

An all-composites airframe and modular construction are intended to give the TG-10 an estimated flying life of about 10000 hours, due to a considerable reduction in the corrosion and fatigue problems associated with aircraft of metal construction. Its configuration also incorporates low-observables design features intended to improve its survivability. It will be repairable in the field, using replacement major components and quick-change engine modules, and will be operable from roads, grass or unprepared airstrips, with mission capability not only for its primary role as an `all-through’ trainer but also, in single-seat form (with the rear cockpit module removed), as a light ground attack aircraft.

TYPE:
Fully aerobatic two-seat `all-through’ jet trainer or single-seat light attack aircraft.

AIRFRAME:
Construction utilises a modular, all-composites structure designed for ease of repair in the field, built from pressure formed foam core laminates bonded together into a single lightweight moulded unit. Materials used are layers of aircraft grade glassfibre cloth bonded to a core of PVC foam (Klegecel or Divinycell) in a vacuum process using various resin matrices. Primary structure built entirely of composites materials, with extensive use of carbonfibre for high stress and other critical areas, though use of carbonfibre reinforced aluminium alloy (eg for main spars) is a customer option.

WINGS:
Cantilever low-wing monoplane, with 2o 30′ dihedral from roots. Trailing-edge flaps are operated electrically via Commercial Aircraft Products actuators. Differentially operating ailerons, each with trim tab.

FUSELAGE:
Modular structure (see `Airframe’ paragraph), of similar general appearance to Northrop F-5E. Electro-hydraulically actuated airbrake beneath fuselage.

TAIL UNIT:
Low-set, sweptback tailplane with slight anhedral. Twin non-swept, outward canted fins, with inset rudders, forward of horizontal surfaces. Trim tabs in elevator and each rudder.

LANDING GEAR:
Retractable tricycle type, with electro-hydraulic actuation; nosewheel retracts forward, mainwheels inward into fuselage. Wheel sizes 5.00-5 (nose), 6.00-10 (main). Nosewheel
steerable through 30o. Mainwheels have hydraulic brakes and parking brake.

POWER PLANT:
Prototype powered by one 13.01 kN (2925 lb st) General Electric J85-GE-5 turbojet; standard engine for basic production version will be an 11.12 kN (2500 lb st) Pratt & Whitney Canada JT15D-4C turbofan, but customer options will include General Electric CJ610 or Rolls-Royce Viper 632 or 680 turbojets. Intakes are each fitted with a large splitter plate, and are designed to inhibit foreign object damage. Fuel system, designed to permit fully aerobatic manoeuvres, comprises three fuselage cells with total usable capacity of 1223 litres (323 US gallons; 269 Imp gallons). A 265 litre (70 US gallon; 58 Imp gallon) drop tank can be carried on the fuselage centreline station in the single-seat attack configuration.

ACCOMMODATION:
Standard trainer has tandem accommodation for pupil (in front) and instructor on UPC zero/zero ejection seats under jettisonable bubble canopy, with internal screen between cockpits.
Seats are reclined, adjustable horizontally and vertically, and can accommodate back-type parachutes. Dual controls standard, except for switches for fuel pumps, weapon control panel and parking brake; in lieu of these, rear panel has a full set of indicators for the weapons system, an override switch to prevent firing, and a parking brake indicator. Rail mounted rear seat and rear instrument panel module are easily removable to permit quick conversion to single-seat light attack configuration. Cockpit(s) fully air-conditioned, but not pressurised; latter may be offered later as a customer option.

SYSTEM:
28V DC electrical system, powered by a standard starter/generator and Gates Energy Products lead-acid battery, with second battery for emergency backup. Power sources are coupled to three busbars in front cockpit (main, avionics, and emergency) containing trip-free circuit breakers. NATO type external ground power socket. Normalair-Garrett diluter demand oxygen system, capacity 225 litres (8 cu ft).

AVIONICS AND EQUIPMENT:
Avionics include two VHF com, intercom, VOR/ILS/marker beacon receiver (front), VOR/LOC nav (rear), ADF, transponder, and DME. Full IFR capability, with electrically driven gyro instruments; main directional gyro is a King slaved type unit. Provision for HUD, radar altimeter, nose radar or other avionics to customer’s requirements. Standard cockpit instrumentation and equipment includes ASI (two), VSI (two), encoding altimeter, standard altimeter, clock (two), horizon gyro (two), turn and slip indicator (two), accelerometer (two), angle of attack indicator, pictorial navigation indicator, magnetic compass (two), DME indicator (two), ADF information display (two), first aid kit, IFF transponder, fire extinguishing system, and internal/external lighting.

ARMAMENT:
One centreline and four underwing hardpoints, each stressed for loads of up to 181.5 kg (400 lb), for weapons, fuel tank (centreline only), survival or rescue packs, or other stores, subject to a max external load of 845 kg (1864 lb) in single-seat attack version. Weapons specified at present include up to three Portsmouth Aviation 7.62 mm FN gun pods with 450 rds/gun; up to three HMP 0.50 in Browning gun pods with 250 rds/gun; two GIAT 20 mm M621 gun pods with 150 rds/gun; various rocket launchers (Matra F2 with six 68 mm, Aerea AL 18-50 with eighteen 2 in, AL 8-70 with eight 2.75 in FFAR, AL 6-80 with six 81 mm, LAU-32 with seven 2.75 in FFAR, SNIA 2 in, Brandt 7 with seven 68 mm, or SURA-D 81 mm); SAMP 32 kg or 50 kg general purpose or 120 kg fragmentation bombs; 11 kg Mk 76 practice bombs; or a 70 mm automatic panoramic IRLS reconnaissance pod.

Venga reports that it has received letters of interest from five countries, involving approximately 160 aircraft. Rollout of the TG-10 prototype was anticipated in the Summer of 1989, subject to funding availability, and recent joint venture arrangements are claimed to have ensured funding to completion at about that time.

The first prototype was to be assembled in Montreal, but the US Thunder group was responsible for the engineering design of the TG-19, and the moulds were manufactured at Scottsdale, Arizona.

Venga was a struggling company throughout the ’90s. When the Venga TG-10 prototype was burned, it had a drastic impact on them. This was their major project that had been presented to the world. There was a decent degree of interest, and they had even formed a partnership. All of this changed on that day in May of 1998.

Without an actual prototype, there was no reason for anyone to have even the slightest interest. This is especially true given the fact that there were many other aircraft available now for a comparable price.

Venga TG-10
Wing span: 8.23 m (27 ft 0 in)
Wing area: 12.54 sq.m (135.0 sq ft)
Wing chord at root: 2.29 m (7 ft 6 in)
Wing aspect ratio: 5.4
Length overall: 11.89 m (39 ft 0 in)
Fuselage Max width: 1.42 m (4 ft 8 in)
Height overall: 4.04 m (13 ft 3 in)
Tailplane span: 3.96 m (13 ft 0 in)
Wheel track: 3.05 m (10 ft 0 in)
Trailing-edge flaps (total): 1.30 sq.m (14.0 sq ft)
Rudders (total, incl tabs): 1.11 sq.m (12.0 sq ft)
Tailplane: 1.67 sq.m (18.0 sq ft)
Elevators (total, incl tab): 1.67 sq.m (18.0 sq ft)
(A: two-seat trainer, B: single-seat attack):
Weight empty, equipped (incl unusable fuel):
A: 1288 kg (2840 lb)
B: 1047 kg (2308 lb)
Max usable internal fuel: A, B: 908 kg (2002 lb)
Max external stores load: A: 277 kg (610 lb)
B: 845 kg (1864 lb)
Max T-O weight: A: 2645 kg (5832 lb)
B (without external stores): 2041 kg (4500 lb)
B (with max external stores): 2886 kg (6364 lb)
Performance:
(estimated: prototype with J85 engine at 2645 kg; 5832
lb max T-O weight):
Max level speed:
at S/L, ISA: 485 knots (899 km/h; 558 mph)
at 9150 m (30000 ft), ISA: 450 knots (834 km/h; 518 mph)
Stalling speed: 78 knots (145 km/h; 90 mph)
Max rate of climb at S/L, ISA: 2134 m (7000 ft)/min
Time to 9150 m (30000 ft): 7 min 12 s
T-O run at S/L, ISA: 186 m (610 ft)
T-O to 15 m (50 ft) at S/L, ISA: 402 m (1320 ft)
Ground turning radius, all wheels rolling: 6.10 m (20 ft 0 in)
Max range:
internal fuel only, 10% reserves: 950 nm (1760 km; 1094 miles)
with c/l drop tank, no reserves: 1271 nm (2355 km; 1463 miles)
Max endurance at 9150 m (30000 ft): 2 h 30 min

Velocity Aircraft Velocity

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Velocity XL RG

Designed by Dan J. Maher, the prototype Velocity first flew in July 1985, as the first four-seat, composite airplane kit, based on the Long-EZ.

The 1988 kit price, less engine, prop, and avionics, was $18,000.

First flying in July 1985, the Standard was available in RG and Elite models for $25,000-32,000.

The introduction of the larger wing 173 in 1992 introduced to the homebuilt category a more docile aircraft offering performance and efficiency. Kits were available in RG (retractable gear) and Elite (gull-wing) models for $26,000-33,000; partial and pre-built sub-assembly components were also offered on all kits.

Velocity 173 RG Elite

By 1998 seventy examples were flying.

The Velocity SEs aerodynamic stability is one of its strongest assets. Featuring easy-entry dual gull-wing doors, this model accommodates 160 to 220 HP powerplants, providing a cruise of from 150 to 187 knots, depending on horsepower, propeller pitch and landing gear selected. As with the XL model, this kit is available with fixed or retract gear.

Introduced in 1997, the Velocity XL (extra large), added more width and length to the fuselage and provides room for Lycoming IO-540, and Continental IO-550 series engines. The XL was also available in RG and Elite models for $34,000-38,000.

Velocity SE-FG

2003 saw the introduction of the Velocity XL-5 (nicknamed the “Dash 5”), which is an option to the XL kit. In addition to all the “extras” of the Velocity XL model, the “Dash 5” includes an extra seat (it can accommodate 3 children on the rear bench seat), extra baggage space, extra packing versatility, extra passenger comfort, extra useful load, extra engine power, extra braking power, and extra rudder control.
In 2006 Velocity introduced the TXL, a series of modifications to the XL-5 to take full advantage of the Continental TSIO-550-C engine. The Continental C-model engine is a twin-turbo dual-intercooled 310HP power-plant which is turbo-charged to produce 100% of rated horsepower to about FL250. The factory demo aircraft “Turbo-Charlie” boasts true airspeeds at FL250 of 250 knots and with the increased speed comes increased effective range.

Velocity Jet

Antonio Espinal built his jet powered Velocity, N289AE, with the help of X-Jets. The first flight was successful, but the second flight landed short of the runway (accident), apparently because the pilot got behind the power curve and couldn’t get the engine to come up to power quickly enough. This plane was flying again as of 2009. Espinal was killed in a crash of his Beech 98 in March of 2010.

Velocity Jet

Velocity
Engine: Lycoming IO-360, 200 hp
Height: 7.9 ft
Length: 16.25 ft
Wing span: 28.63 ft
Wing area: 125 sq.ft
Fuel cap: 65 USG
Weight empty: 1250 lbs
Gross: 2250 lbs
Speed max: 215 mph.
Cruise: 200 mph
Range: 1200 sm
Stall: 75 mph
ROC: 1400 fpm
Take-off dist: 850 ft
Landing dist: 800 ft
Service ceiling: 20,000 ft
Seats: 4
Landing gear: fixed nose wheel

Velocity 173 / Velocity LW

Velocity 173 RG Elite
Empty weight: 567 kg
Wing span: 8.73 m
Wing area: 11.6 sq.m
Fuel capacity: 246 lt
Engine: Lycoming IO-360, 200 hp
MAUW: 1020 kg
Seats: 4
Max speed: 370 kph
Cruise speed: 350 kph
Minimum speed: 112 kph
Climb rate: 7.5 m/s
Fuel consumption: 40 lt/hr
Kit price (1998): $28,000

Velocity 173RG
Engine: Lycoming IO-360, 200 hp
Height: 7.9 ft
Length: 19.2 ft
Wing span: 31 ft
Wing area: 145 sq.ft
Fuel cap: 75 USG
Weight empty: 1300 lbs
Gross: 2400 lbs
Speed max: 210 mph
Cruise: 200 mph
Range: 1500 sm
Stall: 69 mph
ROC: 1700 fpm
Take-off dist: 750 ft
Landing dist: 700 ft
Service ceiling: 20,000 ft
Seats: 4
Landing gear: retractable nose wheel

Velocity Elite RG
Engine: Lycoming IO-360, 200 hp
Height: 7.9 ft
Length: 16.25 ft
Wing span: 28.63 ft
Wing area: 125 sq.ft
Weight empty: 1250 lbs
Gross: 2250 lbs
Fuel cap: 65 USG
Speed max: 230 mph
Cruise: 220 mph
Range: 1320 sm
Stall: 70 mph
ROC: 1500 fpm
Take-off dist: 850 ft
Landing dist: 800 ft
Service ceiling: 20,000 ft
Seats: 4
Landing gear: retractable nose wheel

Velocity XL
Engine: Lycoming IO-540, 260 hp
Length Overall: 20′
Height: 7′ 9″
Wheel Base: 110″
Track Width: 80″
Wingspan: 31′
Canard Span: 188″
Main Wing Area: 122.5 Sq Ft
Canard Wing Area: 22.8 Sq Ft
Total Wing Area: 145 Sq Ft
Empty Weight: 1700 lbs
Gross Wt: 2800 lbs
Useful Load: 1100 lbs
Standard Fuel Qty: 70 USgals (93 opt)
Wing Loading at Gross: 19.31 lb/sq ft
Design Load Factors: +9/-7 G-Load
Tested Airframe Load: +6 G-Load
Cabin W/L/H: 47.5″ x 94″ x 43.5″
Seating: 2+2
Top speed: 239 mph
Cruise: 228 mph
Stall: 75 mph
Range: 1110 sm
Rate of climb: 1200 fpm
Takeoff dist: 1400 ft
Landing dist: 1500 ft
Service ceiling: 20,000 ft
Seats: 2+2
Landing gear: nosewheel

Velocity TXL
Engine: Cont. TSIO-550-C (310hp)
Length Overall: 20′
Height: 7’9″
Wheel Base: 110″
Track Width: 80″
Wingspan: 31′
Canard Span: 188″
Main Wing Area: 122.5 Sq Ft
Canard Wing Area: 22.8 Sq Ft
Total Wing Area: 145 Sq Ft
Empty Weight: 1790 lbs
Gross Wt: 2900 lbs
Useful Load: 1110 lbs
Standard Fuel Qty: 70 USgals (93 opt)
Wing Loading at Gross: 20.0 lb/sq ft
Design Load Factors: +9/-7
Tested Airframe Load: +6 G-Load
Cabin W/L/H: 47.5″ x 94″ x 43.5″
Seating: 2+3
Takeoff Distance: 1300 ft
Rate of Climb @ SL: 1600 fpm
Landing Distance: 1500 ft
Cruise Speed @ 75% Pwr: 250 ktas @FL250
Vne: 200 kias
Ceiling: 25,000ft+
Range at 65% Power: 1250 nm
Minimum Speed: 65 kts
Landing Speed: 75 kts

Velocity XL-RG
Engine: Lyc IO-540 300HP
Takeoff Distance: 1300 ft
Rate of Climb @ SL: 1500 fpm
Landing Distance: 1500 ft
Cruise Speed @ 75% Pwr: 205 ktas
Vne: 200 kias
Ceiling: 20,000ft+
Range at 65% Power: 1000 nm
Minimum Speed: 65 kts
Landing Speed: 75 kts

Velocity XL-FG
Engine: Cont IO-550 310HP
HP range: 260-310
Length: 20 ft
Wing span: 31 ft
Wing area: 145 sq.ft
Empty weight: 1700 lb
Gross weight: 2700 lb
Fuel capacity: 70 USG
Takeoff Distance: 1300 ft
Rate of Climb @ SL: 1300 fpm
Landing Distance: 1500 ft
Cruise Speed @ 75% Pwr: 185 ktas
Vne: 200 kias
Stall: 75 mph
Ceiling: 20,000ft+
Range at 65% Power: 816 nm
Minimum Speed: 65 kts
Landing Speed: 75 kts
Seats: 4
Cockpit width: 49.5 in
Landing gear: nosewheel

Velocity XL-RG
Engine: Lyc IO-540 260HP
Takeoff Distance: 1400 ft
Rate of Climb @ SL: 1350 fpm
Landing Distance: 1500 ft
Cruise Speed @ 75% Pwr: 190 ktas
Vne: 200 kias
Ceiling: 20,000ft+
Range at 65% Power: 950 nm
Minimum Speed: 65 kts
Landing Speed: 75 kts

Velocity XL RG
Engine: Continental IO-550, 310 hp
HP range: 260-310
Length: 20 ft
Wing span: 31 ft
Wing area: 145 sq.ft
Empty weight: 1700 lb
Gross weight: 2700 lb
Fuel capacity: 70 USG
Cruise: 230 mph
Stall: 75 mph
Range: 1280 sm
Rate of climb: 2000 fpm
Takeoff dist: 1500 ft
Landing dist: 1500 ft
Seats: 4
Cockpit width: 49.5 in
Landing gear: nosewheel

Velocity XL-FG
Engine: Lyc IO-540 260HP
Takeoff Distance: 1400 ft
Rate of Climb @ SL: 1200 fpm
Landing Distance: 1500 ft
Cruise Speed @ 75% Pwr: 175 ktas
Vne: 200 kias
Ceiling: 20,000ft+
Range at 65% Power: 875 nm
Minimum Speed: 65 kts
Landing Speed: 75 kts

Velocity XL-5
Length Overall: 20′
Height: 7′ 9″
Wheel Base: 110″
Track Width: 80″
Wingspan: 31′
Canard Span: 188″
Main Wing Area: 122.5 Sq Ft
Canard Wing Area: 22.8 Sq Ft
Total Wing Area: 145 Sq Ft
Empty Weight: 1800 lbs
Gross Wt: 2900 lbs
Useful Load: 1100 lbs
Standard Fuel Qty: 70 USgals (93 opt)
Wing Loading at Gross: 20.0 lb/sq ft
Design Load Factors: +9/-7 G-Load
Tested Airframe Load: +6 G-Load
Cabin W/L/H: 47.5″ x 94″ x 43.5″
Seating: 2+3

Velocity XL FG-5
Engine: Continental IO-550, 310 hp
HP range: 260-310
Length: 20 ft
Wing span: 31 ft
Wing area: 145 sq.ft
Empty weight: 1750 lb
Gross weight: 2900 lb
Fuel capacity: 70 USG
Cruise: 200 mph
Stall: 75 mph
Range: 1150 sm
Rate of climb: 1400 fpm
Takeoff dist: 1500 ft
Landing dist: 1500 ft
Seats: 5
Cockpit width: 49.5 in
Landing gear: nosewheel

Velocity SE
Length Overall: 19′
Height: 7′ 9″
Wheel Base: 100″
Track Width: 80″
Wingspan: 29′ 4″
Canard Span: 164″
Main Wing Area: 102 Sq Ft
Canard Wing Area: 19.8 Sq Ft
Total Wing Area: 121.8 Sq Ft
Empty Weight: 1300 lbs
Gross Wt: 2300 lbs
Useful Load: 1000 lbs
Standard Fuel Qty: 60 USgals.
Wing Loading at Gross: 18.88 lb/sq ft
Design Load Factors: +12/-7 G-Load
Tested Airframe Load: +6 G-Load
Cabin W/L/H: 42″ x 84″ x 42.5″
Seating: 2+2

Velocity SE-FG
Engine: Lycoming IO-360, 200 hp
HP range: 160-260
Length: 19 ft
Wing span: 29.4 ft
Wing area: 122 sq.ft
Empty weight: 1300 lb
Gross weight: 2300 lb
Fuel capacity: 60 USG
Cruise: 184 mph
Stall: 63 mph
Range: 1320 sm
Rate of climb: 1500 fpm
Takeoff dist: 1500 ft
Landing dist: 1500 ft
Seats: 4
Cockpit width: 44 in
Landing gear: nosewheel

Velocity SE RG
Engine: Lycoming IO-360, 200 hp
HP range: 160-260
Length: 19 ft
Wing span: 29.4 ft
Wing area: 122 sq.ft
Empty weight: 1300 lb
Gross weight: 2300 lb
Fuel capacity: 60 USG
Cruise: 200 mph
Stall: 63 mph
Range: 1440 sm
Rate of climb: 1500 fpm
Takeoff dist: 1500 ft
Landing dist: 1500 ft
Seats: 4
Cockpit width: 44 in
Landing gear: nosewheel

Velocity XL RG 5
Engine: Lycoming IO-540, 260 hp
HP range: 260-310
Length: 20 ft
Wing span: 31 ft
Wing area: 145 sq.ft
Empty weight: 1750 lb
Gross weight: 2900 lb
Fuel capacity: 70 USG
Cruise: 230 mph
Stall: 75 mph
Range: 1270 sm
Rate of climb: 1800 fpm
Takeoff dist: 1500 ft
Landing dist: 1500 ft
Seats: 5
Cockpit width: 49.5 in
Landing gear: nosewheel

Velocity TXL 5
Engine: Continental IO-550, 310 hp
HP range: 260-310
Length: 20 ft
Wing span: 31 ft
Wing area: 145 sq.ft
Empty weight: 1700 lb
Gross weight: 2900 lb
Fuel capacity: 70 USG
Cruise: 290 mph
Stall: 70 mph
Range: 1320 sm
Rate of climb: 2000 fpm
Takeoff dist: 1300 ft
Landing dist: 1600 ft
Seats: 4
Cockpit width: 49.5 in
Landing gear: retract nose wheel

SUV
Engine: Lycoming O-320, 160 hp
Length: 19 ft
Height: 7 ft 9 in
Wheelbase: 100 in
Track width: 80 in
Wingspan: 29 ft 4 in
Canard span: 164 in
Total wing area: 121.8 sq.ft
Empty weight; 1235 lb
Gross weight; 2250 lb
Useful load; 1015 lb
Usable fuel: 50+ US gal
Wing loading: 18.37 lb/sq.ft
Design load factor; +12 / -9 G
Tested load factor: +6 G
Cabin (LxWxH): 42 x 84 x 42.5 in
Takeoff dist: 1600 ft
Rate of Climb: 900 fpm
Landing dist: 1500 ft
Cruise 8500 ft: 160 kt
Max speed SL: 168 kt
Ceiling; 16,000 ft
Range 75% pwr: 1000 nm
Min speed: 55 kt
Landing speed: 65 kt

Velocity Aircraft

TerryLeave a comment

Velocity Aircraft Inc., was formed in 1984 by Danny Maher in Sebastian, Florida, to develop and market a new 4-seat canard aircraft, based upon the successful Long-EZ design. After the prototype flew in July 1985, several kits were sold and close contact was maintained with initial builders to get valuable feedback in areas where the design could be (and subsequently was) improved. The Velocity received rave reviews by all of the flying press, and the 173 “LW” (long wing) model went on to further enhance the Velocity design.

1988:
Velocity Aircraft
200 W. Airport Dr
Sebastian
Florida 32958
USA

One of Danny Maher’s first kits was purchased by Duane Swing and his son Scott Swing, of Dayton, Ohio. After building their first Velocity, the Swings decided to make a retractable gear option available for the kit. In doing so, the Swings had developed a close relationship with Dan Maher. Thus, when Dan decided to sell the business, he first called the Swings. The Swings liked the proven and stable Velocity design so much that they bought the company assets from Dan in 1992 and moved their families to Sebastian.
The Swings immediately established a marketing program to promote the original standard Velocity, while taking the business much further. New avenues were explored to enhance the existing Velocity designs, ranging from the addition of pre-molded kit parts to the gull-wing door, introduced in 1995.
1996-8: 200 W. Airport Dr, Sebastian, FL 32958, USA.
In 2008 Velocity Aircraft announced it had been purchased and would become a subsidiary of the Rocket Racing Group. Duane Swing simply wanted to retire.

Veliplane-Sofrec Spad

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A 1980 hang glider with a 140 ° angle, shaped slats, double sail at 30%, a floating transverse and a sliding umbrella, the speed range is not very large. The finish is good, the assembly is fast although the umbrella sometimes tends to get stuck on the keel. For safety, Véliplane provided 4 booster cords.

The sail was later manufactured by EOLE2000 in its Salins-Les-Bains facility.

A Swordfish, version of the Spad without transverse, was abandoned.

Spad 140
Wing area: 17.6 m²
Wing span: 10.5 m
Aspect ratio: 6.3
Hang glider weight: 27 kg
Minimum pilot weight: 65 kg
Maximum pilot weight: 90 kg
Packed length: 5.6 m
Nose angle: 127°

Vega Drachenbau MX

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MX

The MX was a 1989 hang glider. It was followed by the 1990 MX 2 for advanced pilots.

MX 2

The MX 2 Austrian glider allowed Manfred Ruhmer – Vega test pilot at the time – to score 2nd in the 1990 European championship. Some features of this glider have been copied by other manufacturers. It was imported in France by Survol-Fun en Bulle, in Crolles.

MX
Wing area: 14.3 m²
Wing span: 10.5 m
Aspect ratio: 7.7
Hang glider weight: 31 kg
Nose angle: 129°

MX 2 143
Wing area: 14.3 m²
Wing span: 10.5 m
Aspect ratio: 7.7
Hang glider weight: 34 kg
Minimum pilot weight: 65 kg
Maximum pilot weight: 100 kg
Maximum speed: 95 km/h
Max glide ratio (L/H): 10.84
Max glide ratio speed: 42 km/h
Minimum sink rate: 0.91 m/s
Number of battens: 28
Nose angle: 133°