AC is about $10k (plus a ~$30k engine allocation) and weighs about 70-80 lbs of useful load (often offered free as a bonus on current sales). The parachute is $30k-$35k depending on the plane ($30k for the 400) and about 50 lbs; it's standard on these planes. De-ice runs about $25k-$40k — roughly $25k on the ANG up to $40k for a complete system, and $35k plus install on the 600. De-ice sound insulation must go in before the wing is closed, while AC and de-ice heat can be added late in the build.

There's essentially no traditional financing until the plane is flying/certified — most buyers pay cash, and you pay as Veloce builds, paid in full before delivery. Currently only one bank finances them (USAA Alliance / an aviation lender Jamie can connect you with); most airplane finance companies and lenders will only finance a flying plane, not the build, and won't touch a kit until 25 are flying. On the kit itself you have 2 years to pay it off interest-free. Jamie is seeking lenders who'll do a loan secured by the plane, but nothing is set up yet; once it's flying (type certified) you can get a loan and recover about 75% of what you fronted.

Veloce does not charge or include tax; the buyer declares and pays it in their own state (NC caps aircraft tax at $2,500 and does charge sales tax; other states vary). Because the kit ships from Europe there are import duties/tariffs, currently about $20k, which are the buyer's responsibility and apply to parts made outside the US. Ordering before tariffs kick in (shipping within 90 days) can save $15k-$45k.

De-ice is about $25k for the TKS de-ice option; prop de-ice alone is only a few thousand, while wing de-ice is the bigger cost at about $25k, with similar weight and maintenance either way. For protection against incidental icing you weren't prepared for, save ~$10k and get the TKS fluid system; if you plan to knowingly push through known ice, do the heated wing.

You can pay however you want — cash, check, wire, credit card, bitcoin, or gold. The deposit by credit card is treated the same as cash; all following payments are cash/check/wire, with a 3% surcharge if paid by card.

The GTN 750 is roughly $15k more; the 635 is about $10k.

Our current engines are AeroVolare (aerovolare.com), built on the GM LV3/L83 base; pricing starts around $34,700 for a complete, test-run engine. Call for the exact engine and firewall-forward package for your model.

The ANG/Patriot comes three ways. Kit (airframe; engine, avionics and paint extra): $217,000, or roughly $297,000 all-in to build it yourself. Build assist: we do most of the work in our shop and you complete the 51% checklist items, so the plane registers as Experimental (EAB). Fully built, S-LSA: $417k base model, $447k nicely loaded, and $567k fully loaded - a plane that competes with $800k-$1.4M Cirrus for a fraction of the price. The Jet-A turbine is a kit (Experimental) build option only; it is not available on the fully built S-LSA.

The Veloce ANG is a fully-built, S-LSA, 4-seat carbon-fiber aircraft: up to ~200-214 ktas cruise, ~1,100 nm range, 1,251 lb useful load, 43 kt stall, ~23,000 ft ceiling, and a 52-inch cabin, with parachute, de-ice, A/C and turbulence-cancelling standard. Fully built from $417k (base model) to $567k (fully loaded).

The Veloce 400 is sold as a kit only - an $87,000 fast-build kit - so there is no fully built 400. If you want a factory-built airplane, the ANG is available fully built as an S-LSA: $417k base model, $447k nicely loaded, $567k fully loaded. The Veloce 400T is a different airplane: the current fully-built twin, targeted at $750k - under $800k - for a factory-built, 4-seat pressurized twin doing 277-300 ktas on two AeroVolare piston engines (375 hp each).

The Veloce 600 is a pressurized 6-seat twin, sold as a kit only: the 600 kit is $297,000 (around 1,500 build hours), cruising 300 ktas at 25,000 ft on ~30 gph. Call +1 (773) 825-0837 for current kit payment terms.

The Veloce 400 is sold as a kit only: $87,000 for the fast-build kit (about 800 build hours). Call +1 (773) 825-0837 to spec the engine and avionics for your 400 build. Our other kits are the ANG ($217,000 kit / ~$297k all-in to build it yourself), the 600 ($297,000 kit) and the 800 ($397,000 kit). The 400T is a different airplane - a twin sold fully built ($750k), not as a kit.

The ANG self-build kit is $217,000 and covers the airframe; engine, avionics, paint and leather are extra. All-in to build it yourself is about $297,000, with roughly 800 build hours (about a 1-2 year delivery).

The Veloce 600 prototype is projected to fly in late spring 2026. The wings are being closed up, and once a few kits/planes ship, most of Jamie's 9 employees focus on finishing the 600.

The ANG cabin is about 52 inches, 3 inches wider than a Cirrus, and seats 5 true adults, with rear seats about 43 inches at the shoulder (2 inches more than a Sling) — like a Cirrus inside in size, avionics and finish. The twin's cabin is 61 inches (2 more than a Cirrus, and faster), with room for three actual adults in the back seat.

No — the ANG is not pressurized and uses oxygen instead. The pressurized version is the Veloce 600 (www.veloceplanes.com/600).

The ANG cruises 185 ktas at 10,000 ft on about 9.2 GPH with the Rotax 918, giving 1200 nm range at 185 ktas; up to 220 ktas at altitude yields ~1000 nm, with more distance if you cruise slower.

Yes — the plane isn't pressurized, so oxygen can be added, and onboard WiFi is via the Garmin satellite WiFi adapter. Jamie recommends an Inogen oxygen generator for 2 people (nothing to refill), or any size bottle you want for more money.

The TR4 is the Generation 2 Veloce and the 400 is Gen 3. Gen 2 flies the same (same flight surfaces and controls) but has a smaller cabin, about 4 inches narrower. The Pulsar 150 was the same designer's earlier plane, which is why he calls the TR4 Generation 2.

The 800's cabin is 58 inches inside, already wider than almost every plane under $4 million. Going wider means reworking the wing controls, molds, spar and rear section (and cuts into speed), so it won't happen for a while.

Yes — it's forgiving (all except at full flaps; be over the numbers and you're golden) and the ANG is the ultimate trainer, with a gentle 43 ktas stall (the wing root stalls first). With parachute, auto-land and auto-level it's safer than a 172, and it's not about the HP — it's about how the plane handles.

The experimental Patriot's MTOW is 2600 lbs at +3/-1.5 Gs, versus 2300 lbs in the manual. The reduced g-loading is fine for experimental (just not certified) and is what provides the extra payload.

The parachute isn't on the prototype, but it's designed into the CAD as an option for people who want it.

Yes — the Veloce 600 fits that pressurized-twin category.

The ANG's service ceiling is about 23,600 ft, where the 918 turbo waste gate is fully closed. It's not pressurized, so oxygen is required at altitude.

If the deal goes through, your 800 kit would be maybe 18 months to 2 years out — earlier than expected.

The prototype won't hit the empty-weight target, but Jamie ran FEA to 4200 lbs and got it to pass, and is re-running FEAs to drop weight while keeping a 1.5 safety factor. The target for subsequent versions is under 2600 lbs empty.

No — Veloce doesn't publish interior cabin length figures. Since no one else advertises cabin lengths, only width is compared.

On one engine at full load, the twin would probably not have much climb, if any.

The ANG's engine is experimental. If you want a certified engine, you can use the Rotax and still get close to those same speeds.

The 600 is a pressurized twin built in NC (Jamie bought the 600 out of the original factory), doing 300 ktas at 17,500 ft instead of 200, with more payload and speed. The 400T is the 600 configured as a 4-seat, non-pressurized twin and requires a private pilot license. The 800 is about 90% the same as the 600 with a larger fuselage, and its molds are being started (www.veloceplanes.com/800).

Cruise and climb vary by model and engine. 400: ~160 ktas non-turbo at 8000 ft, up to ~170-190 ktas with the SMA diesel (a recent single test showed 170 ktas cruise, 1200 ft/min climb, 1000 ft takeoff, and ~170 kts indicated / ~200 ground speed at 18,000 ft). ANG/Patriot: ~200 ktas cruise. 600 twin: 2800 ft/min climb and 302 knots with the AM20 engine, up to 350 ktas with bigger engines.

Stall is about 43 ktas on the ANG/Patriot and about 72 knots by the computer on the 400 (an 85-knot figure was quoted on another configuration). Vs1 is 58 kts clean, which is why gross was limited to 2100 lbs; in EAB you can go up to 1800 lbs useful load, while E-LSA is limited to 1251 lbs useful to keep 58 clean. Vortex generators (to be tested) are expected to bring stall down around 50.

Useful load is about 1200 lbs on the 400, roughly 1000 lbs on the older 2007, and 1500 lbs on the ANG/Patriot; the fully built figure is 1250 lbs, or 1800 lbs if you convert to E-LSA. Veloce aims to under-promise and over-deliver.

Fuel capacity is 80 gallons — 65 gallons usable standard, extended to 80 by adding two more fuel bays in the wing.

Jamie says it flies better than a Cirrus: it's all push-pull tubes, no cables, every spec is better than a Cirrus with all the safety features, and Jamie (with hundreds of Cirrus hours) flew it better than his own Cirrus, with a 43 ktas stall. See www.veloceplanes.com/comparison.

The ANG and 400 have about the same mission. The 400 is sold as an $87,000 fast-build kit only, while the ANG comes as a $217,000 kit or fully built (S-LSA) from $417k. The ANG has all better numbers but about 16 knots less cruise, burns about 4 gph less, and is bigger with more cargo and a slower stall; the 400 is currently cheaper on insurance and faster. Jamie recommends the ANG over the 400.

Across the lineup Veloce competes with both certified planes and high-end kits. The ANG (4-seat): Cirrus SR22T/SR20, Mooney Acclaim, Lancair Mako, Pipistrel Panthera, Diamond DA40, Cessna 182, Vans RV-10, Sling TSi/4, Tecnam P2006T. The 600 & 800 twins: Cirrus Vision Jet, Piaggio Avanti EVO, Beechcraft King Air 350i/360, Piper Aerostar 700P, Velocity V-Twin, Cessna 310, Piper M350, Baron G58, Diamond DA42/DA62. See every head-to-head on the Compare page.

The Mooney Acclaim Ultra is among the fastest certified singles (~242 ktas) but has a tight cabin at a premium certified price. The ANG offers a roomier carbon cabin and modern systems for far less. Full breakdown: ANG vs Mooney.

Among kits, the Lancair Mako (~220 ktas) and RV-10 (~181 ktas) are four-seat benchmarks but are multi-year traditional builds. The ANG matches or beats their speed and can be delivered fully built under MOSAIC. Compare: vs Mako · vs RV-10.

These cruise well below the ANG's ~200 ktas — DA40 ~142, Cessna 182 ~145, Tecnam P2006T ~145, with the composite Panthera closer at ~195. The ANG gives more speed per dollar. See: DA40 · Cessna 182 · Panthera · Tecnam.

The Vision Jet cruises ~311 ktas but is a ~$3M single-engine jet on jet fuel. The 600 is designed for ~300 ktas as a pressurized piston twin at a fraction of the cost and fuel burn. Full comparison: 600 vs Vision Jet.

Cabin-class turboprops (King Air 350i/360 ~312 ktas, Piaggio Avanti EVO ~402 ktas) are fast and roomy but cost several million with turboprop operating costs. The 800 (~333 ktas, 8 seats) and 600 (~300 ktas, 6 seats) target comparable speed and a pressurized cabin on piston economics. Compare: 800 vs King Air 360 · 800 vs Piaggio · 600 vs King Air.

The 600's ~300 ktas outruns the piston field: Aerostar 700P ~266, Piper M350 ~213 (pressurized single), Baron G58 ~202, DA42 ~197, DA62 ~192 — and the 600 adds a pressurized cabin most lack. Compare: DA62 · M350 · Baron G58 · Aerostar · DA42.

The Velocity V-Twin is the best-known experimental twin (~230 ktas) but isn't pressurized. The 600 and 800 are pressurized twins designed for ~300-333 ktas — high-altitude comfort and more speed in the same Experimental category. See 600 vs V-Twin · 800 vs V-Twin.

The ANG offers Rotax power - the 912 (115 hp) and 915iS (141 hp) up to the EP918Ti (185+ hp). A Jet-A turbine is available as an option on ANG kit (Experimental/E-AB) builds only; it is not available on the fully built S-LSA ANG. The twins (400T/600/800) use our own AeroVolare engines, built on the GM LV3/L83 (LS-family) base (for example 375 hp per side on the 400T). Larger engine and turbine options are available on kit (Experimental) builds - call to spec your mission.

The Rotax 915 and 918 are both turbo, so same relative performance minus the ~40 HP difference: 165 ktas for the 915 and 185 ktas for the 918 at 10,000 ft (the 918 IS is ~18 ktas faster at 8,000 ft). The 916 isn't much faster than the 915 — only ~4 more HP in cruise (more climb, not cruise). The 918 is essentially a Rotax 916 base with a larger turbo tube, different intake and dual (redundant) fuel injection and spark, upgraded by Edge Performance — worth ~25-30 extra HP (180 HP, 190 HP in some quotes), a 23.6k-ft ceiling, ~185 ktas at 10,000 ft on ~9.2 GPH with an electric constant-speed prop; power comes from the turbo, not the injection, giving ~20 ktas more cruise (top speed only ~10 ktas more, but much better climb and takeoff). Same warranty and fuel burn for the same power.

The turbine is the 230 hp Apogee Jet turboprop (apogeejet.com, formerly Innodyne, now back in production with the old flaws fixed), about $30k more than the Rotax (also quoted at $85k, cheaper than anything else at that horsepower). Expected performance: 200 ktas at 10,000 ft, 220 ktas at 18,000 ft, burning ~13-14 gph of Jet A or diesel, same weight as the Rotax so no loss of useful load and no additional avionics needed. Below 12,000 ft the turboprop is better; above, the Rotax is better. Kit 13 is getting one, so flying ANG numbers should be available soon; note SLSA fully-built can only use the Rotax, as the Apogee turboprop is experimental only.

Yes — the main diesel/Jet-A option is the SMA 305 (230 HP, turbocharged), which holds full power to 14,000 ft and 75% cruise (150 HP) to 18,000 ft; it's a certified engine, so it's also cheaper on insurance. Other options: Pure Power (Europe) has a 300 hp diesel for $75k that does 180 ktas (a 235 hp does 160), plus a 235 hp DeltaHawk. The turbo-prop option (kit/Experimental builds only - not available on the fully built S-LSA) is faster and also diesel-capable for ~$30k more. Otherwise you can run car or av gas and mix them in the tanks.

Our AeroVolare engines are built on the GM LV3/L83 (LS-family) 4.3L core - the AV 43T makes 300-350 hp turbocharged, and the 400T runs 375 hp per side. They're assembled from all-new OEM parts with a prop speed reduction unit. See aerovolare.com for specs and pricing (engines start around $34,700).

Yes — the engines are Jamie's own, assembled from three proven components: 10 million-plus of the base engines in operation, thousands of redrives, and hundreds of thousands of ECUs, all under the same demanding loads an airplane requires. They've been tested flying, on airboats, and on the dyno.

Jamie recommends the Rotax 915 or 918 depending on how much speed you want. Lycoming works but needs a weight bladder in the tail (about 60 lbs heavier, but very safe), and a turbo does better at higher altitudes. Non-turbo (e.g. IO-550) is cheaper and lighter, and if you don't fly above 10,000 ft the speeds are about the same.

The 360 HP engine is the Adept, out of South Africa. It's about $70k more for 60 more HP and adds weight, so Jamie doesn't think it's worth it.

Thousands of planes fly with Edge engines, all experimental, from a builder with 20 years' experience. Edge is 90% Rotax, just improved. See shop.edgeperformance.no.

The Rotax 918 has a 2000-hour TBO, as does the Edge Performance 180 hp Rotax; the 915 and lower are 1200 hours. You can pay Rotax extra to get a 2000-hour TBO.

Jamie isn't selling these engines in large numbers right now. Volume questions go to the supplier, Horace, who was copied on the reply — let Jamie know what quantities you need.

Yes — the engine is single-lever control.

Current lead time on a fully-built ANG is about 19 months, and a $97k slot deposit locks your place and your price. Kits (ANG, 600, 800) and build-it-yourself timelines run about 1-2 years. The 400T is factory-built. Times move with the order book, so call to confirm the current slot.

Build assist means Veloce does the work in their shop and you complete only the 51% checklist items (roughly the last 10%) — a few days a month, typically 2-3 days a month over about 4-6 months (roughly 6 months), which keeps the plane experimental (EAB), not S-LSA. Build assist is offered on the ANG (the 600 and 800 are now sold as kits only) - call +1 (773) 825-0837 for current build-assist pricing; the build manual is the schedule and build centers are in Erwin, NC, Auburn, CA and WI. To hit 51%, some assembly is taken apart (controls, landing gear, wheels) and you reassemble it — only a few days total; you're shown each task once and get build credit. Timeline is about 16 months, with an $85k build-assist down payment. Savings: a local EAA-chapter builder saves about $50k, doing it all yourself saves $75k-$100k (about 1,200 hours of labor, ~$100/hr). A fully-built type-certified version is about $30k more, and a fully built MOSAIC plane requires no assembly from you. International buyers can build in 3-4 months at the US center, get an N-number, then ship or fly it home.

On the fully-built ANG, $97k secures a build slot (currently a 19-20 month delivery) and locks in about $30k of savings and bonuses; it's refundable up to the inspection flight on our demo. The 600 and 800 are sold as kits ($297k and $397k) - call +1 (773) 825-0837 for current kit payment terms; deposits on the 400T are set by agreement.

The ANG kit is the most complete kit available, with all parts made by the ANG factory down to the nuts and bolts: leather seats (5 headrests), tinted acrylic windows, center console, and a second comms radio (one panel-mount, one remote). Seat upholstery ships with it; matching wall/ceiling and full leather interior are extra, as are engine and avionics. Leather seats come with all kits and build assist, and the plastic interior pieces are made in Brazil at about 25% of the US price and ship with the kit. The ~1000 build hours include bodywork and paint (in-house painter). A sample contract lists what's included vs. extra.

Once you own the plane, plan on roughly 20-25 hours with a CFI (~$65/hr) for insurance — most CFIs can get insured with no time in make/model, and it's easy to fly; on a full build 25 hours of flight training is included after completion, then you fly it home. Jamie suggests skipping a flight school in favor of an independent instructor plus a flying club to rent, then building muscle memory in your own plane. Training resources: Matt in Greensboro trains on the aircraft (plus a backup instructor), and a CFI in Florida knows the model for insurance checkout; Jamie does transition training free in Erwin, NC (at your location you cover the CFI's travel). Henry, Jeff and a local CFI are on the policies, and underwriter Starr requires Jeff and Henry to do the first 10 hours. The contract includes a money-back guarantee if you don't love how it flies on the demo.

Kits and planes are delivered through Sandersville, GA or the Charleston, SC port, with SC about $750 more to get the plane out of port (Sandersville works best); Veloce handles getting it out of the dock, which needs special license, permits and bonding. Planes also ship from the Erwin, NC shop, and a pilot to ferry and train you on the way runs about $1-2k (you cover the pilot's flight back). You can also pick it up yourself — someone hauled one from the shop in a 26-ft U-Haul.

Three paths: build a kit yourself (ANG $217,000 kit, about $297k all-in to build it yourself; Veloce 400 $87,000 fast-build kit; 600 $297,000 kit; 800 $397,000 kit - the 400, 600 and 800 are sold as kits only); ANG build assist, where we do most of the work in our shop and you complete the 51% checklist items so the plane registers as Experimental (EAB); or a fully-built airplane (ANG S-LSA, Rotax: $417k base model, $447k nicely loaded, $567k fully loaded; 400T ~$750k). The more we build for you, the higher the price but the less of your own time and labor.

Yes — Jamie handles the import and US registration within the price. A plane finished in Brazil ships with the wings off (a few days to reattach), takes about 3 weeks on the ship, and imports are an FAA priority; transferring the paperwork from Brazil's EAB registration is straightforward. Shipping is about $10k, though import charges in other countries (e.g. South Africa) are the buyer's to find out first.

Build hours are about 800 for a fast-build 400, ~1000 for the ANG (includes bodywork and paint), and ~1200 for the 600.

Kit availability rotates as kits sell — e.g. Kit 20 at $217,000, shipping July/August — and kits generally ship about 10-12 months after ordering.

Yes — wheel pants are included and it can be trailered (wings come off). There are no finished interior panels; foam-backed leather mounts in easily, costs less and leaves more room than panels, and you make/wrap them yourself.

No — Veloce only sells and ships complete kits.

No — you're not too old if you're still relatively healthy, and for Sport Pilot especially it's super easy.

No — versions with and without were tested and showed only a 1-knot difference, so they were dropped to save weight.

Yes — you can do most of the build off-airport and finish at the airport. That's how Jamie does it in Erwin.

Yes — Jamie can refund your money if you want; just let him know.

No — if you let Jamie move the finished plane to FL and show it to people interested in a new plane, you won't owe storage or an annual.

Per the contract, if you don't make a payment you move down one slot in production and the next person moves up — with no penalty.

Paying someone to build the plane runs about $100 — that works out to roughly $60 an hour, which is really cheap.

It's Experimental Amateur-Built (EAB) today and won't be type-certified for years, but under the new FAA MOSAIC rules (effective July 22, 2025) the ANG can be fully built as a type-certified S-LSA, ready to fly, with Jamie finishing it in the US. You can fly IFR; capability depends on the avionics you choose, though under MOSAIC (which separated pilot rules from plane rules) you can do IFR but not planned flight into IMC. Type-certified means it can be used any way a Cirrus can, including flight schools and paid work; Veloce builds to ASTM standards and the FAA audits to verify. Maintenance can be done by any Rotax mechanic and composite work by anyone who works with composites, and on experimental or light sport you can do all your own maintenance and annuals. POH and maintenance manuals are at www.veloceplanes.com/manual.

As Experimental (EAB) you help build several days a month for about 6 months and get 5 seats and up to 1800 lbs useful load; as S-LSA you don't help build at all and can use it in flight schools/leaseback and paid work, but it's 4 seats and about 1,252 lbs useful load (before options). It's the same plane at the same price — the difference is the registered G-loading (+4/-2 for S-LSA vs +3/-1.5 for experimental). You lock in the price now and can decide later without losing your pricing. Build assist lets you register EAB; only an S-LSA (not an E-LSA) can be used commercially/at a flight school; and you can also register the ANG now as E-LSA and fly it with a Sport Pilot certificate, no FAA medical needed.

The ANG is eligible for Sport Pilot thanks to its 43-58 ktas stall, so Sport Pilot or greater can fly it with no special endorsements (the constant-speed prop is fully automatic and the landing gear is being made automatic too). With a 3rd class medical or Basic Med (PPL) you can carry 3 passengers instead of 2, and you get 25 hours of training after completion. The twin (600/400T/800) requires a private pilot license, not just a sport pilot certificate. It can be used for everything except Part 121/135 paid work — you can take and give flight lessons in it and transit and land at Class B airports.

Canada: yes — Jamie would use a trust to keep it US-registered since Canada doesn't have MOSAIC yet. Mexico doesn't accept EAB planes (may accept LSA), and experimental is tricky in many countries. A US-registered EAB (N-number) can often fly most countries normally, though that can change with different regimes; the suggestion is to come to the US to build (3-4 months in the center), get an N-number, then ship or fly it back.

The FAA amateur-built checklist (Am-Built Checklist Job Aid) is filled out per FAA guidelines for every ANG kit — it just hasn't been evaluated yet — and a DAR does not require the aircraft to already be on the NKET list. Annual condition inspection and other manuals are at www.veloceplanes.com/manuals. The ANG Patriot self-build version is $217k: $97k down, $75k when they start your kit, and the rest when ready to ship (6-9 months out for a kit).

You register the plane in your own name, usually close to when it's ready, though you can do it earlier. You can reserve your N-number now via the reserve function on the FAA website, and it renews yearly.

We're at Hangar #559, 559 Airport Road, Erwin, NC 28339, on the field at Harnett Regional Jetport (KHRJ). You're welcome to visit the shop and see the planes - call or text Jamie at +1 (773) 825-0837 to set up a time.

Yes. You can see a completed plane and arrange a demo/test flight at our shop at Harnett Regional Jetport (KHRJ), 559 Airport Road, Erwin, NC. Call or text +1 (773) 825-0837 to schedule.

About 8-9 ANGs are flying in Europe (7-8 in some counts), with the first US ones flying or nearing airworthiness. As of early 2026, roughly 12-15 sold in the US (13-16 in some counts; about 15 US / 26 worldwide with deposits), with 5 kits delivered and 3 planes; in 2024 the NC shop had 0 completed and 7 under construction. The 400 has 7 kits in the US being built (2 on a ship arriving in CA within 30 days, one just needing engine and avionics that Jamie already has). The ANG is ready to ship and will be in the US within a month of the first order. The prototype was flying in the US on an exhibition certificate; the first US airworthiness certificate should come this summer.

No, Jamie won't be at Oshkosh or Sun 'n Fun this year — the focus is on production. It varies year to year (some seasons planning a plane at Oshkosh but not Sun 'n Fun, often none makes it in time); Jamie has trailered planes to both shows before but no longer does, and there are 20 orders on the 600/400/800 (mostly the same plane). There is a plane in North Carolina awaiting its airworthiness certificate, and you're welcome to visit the shop in Erwin, NC (Harnett Regional Jetport, KHRJ) to see the ANG and the installation.

Hired engineers did all the engineering using CAD/computers. Lead engineer is Mark Betto of Reno, Nevada, who has designed 11 planes that flew and has worked for himself for decades.

Veloce is solely owned by Jamie Fettig and was formed about 4 years ago, funded by about 9 investors totaling ~$700k plus ~$800k of Jamie's own money. It's been cash-flow positive since MOSAIC passed — more sales in the last 2 months than the prior 6 — builds to ASTM standards, and no owner has filed bankruptcy.

The airframe is built overseas (Ukraine, now moving to Poland), minus the engine and avionics. Veloce brings it to the US and does the engine, avionics, paint, options and finishing in Erwin, NC (Harnett Regional Jetport, KHRJ) or Wisconsin.

Yes — a current owner/builder is willing to talk and Jamie has already asked him. Call and leave a message and he'll call you back, since he doesn't answer unknown numbers.

A showing/demo runs about $500 and takes a few hours. Showings are arranged for buyers ready to purchase if it flies well, or the buyer covers the showing cost.

Three people work at the shop full-time.

If something happens to Jamie, his will provides life-insurance money to Jeff and his two key employees, who will continue the company until orders are done.

Yes, you can get insurance: recent quotes run about $6k-$8k/year on the 400 (e.g. $6k for a $200k hull, 300-hour pilot). On the ANG, two policies were bound at $10k/year for $500k hull (an earlier quote was ~$15k the first year), dropping to ~$5k-$7k within about 2 years as more fly. For an experienced pilot roughly $5k-$8k on a $400k hull, trending toward $2k-$5k as more planes fly; builder policies run about $2,500/year. Two companies will cover it if you have 500+ hours, and realistically full coverage isn't available until about 20 are flying; the first year or two is higher for new pilots, and you can self-insure (liability only, no hull). Brokers: Falcon Insurance (Texas) and Josh at Mid-Continent. Overall (fuel burn, maintenance, initial cost) it's cheaper to own.

Yes — about half of mechanics, every car mechanic, and any Rotax mechanic can service it, and maintenance runs about $10k-$20k/year less than a certified plane of the same price. Parts are made by a company operating since 2011 in Bauru, Brazil; all parts except the body are identical to the Veloce 400, and small composite pieces you simply repair rather than replace. Jamie hasn't finalized which parts to stock stateside but will keep commonly-needed ones; otherwise parts ship from Poland.

The plane and engine come with a 1-year bumper-to-bumper warranty, like every new aircraft: on a new ANG, 1 year on the airframe plus 1-year manufacturer warranty on all other parts. Jamie does not offer a 2-year engine warranty and does not warranty a used airframe (a used plane example had 200 hours or one year of engine/prop warranty remaining); on a used engine it's 30 days.

Jamie expects a contract on it as soon as it's sent to the buyer and thinks he'll sign, but will let you know if not. For the ANG listing: ordered now it's 20 months to delivery, with a $97k deposit to secure price and place in line.

Only paint/coating can be changed — the Europe plane is already built and ready to fly.

The Rotax burns 10 gph on car or av gas; the turboprop 13-14 gph of Jet A or diesel. The 600 twin burns 15 GPH per engine in cruise at 300 ktas (~30 GPH total, about 10 ktas per gallon), and its 350hp single-turbo burns ~16 GPH. The 400 SMA diesel burns ~10 GPH (diesel/Jet-A) at 170 kts/8000 ft. It runs any gas — car gas, 100LL, E85, etc. — and at 17,000 ft you'd be about 15 knots faster than the quoted cruise numbers.

The published speeds are true numbers in ktas (knots true airspeed, not km/h) from the actual flying plane with a 915 Rotax (8 flying in Europe); for the 918 only cruise speed was adjusted, while takeoff, climb and other numbers still reflect 915 performance. Because it's a turbo Rotax, add about 2 ktas per 1,000 ft: ~145 ktas at 1,500 ft becomes ~160 ktas at 10,000 ft on the 135 HP Rotax, and a 190 HP 918 (Edge Performance) reaches ~180 ktas at 10,000 ft (15 more HP in cruise ≈ ~10 ktas faster). The manual's limit is indicated airspeed; the higher figures are true airspeed. POH, build manual, annual maintenance checklist and weight & balance are all at www.veloceplanes.com/manuals.

A standard flying airplane comes with two Garmin G3X, a GFC 507 autopilot, a GNX375, two radios and an intercom — the full Garmin suite (layout copied from the Cirrus; see the bottom of veloceplanes.com/400). Alternatively, a dual Dynon SkyView HDX IFR package is included as standard (autopilot, ADS-B in/out, backup ADAHRS, auto-level and emergency glide); the dual Garmin G3X package is $10k more, with the GTN 750Xi and other Garmin gear priced line-by-line in Appendix A. On used planes the panel can be upgraded to full glass for about $10k more.

Fully built: ANG (S-LSA) $417k base model / $447k nicely loaded / $567k fully loaded; Veloce 400T twin targeted at $750k. Kits: ANG $217,000 (about $297k all-in to build it yourself), Veloce 400 $87,000 fast-build kit, Veloce 600 $297,000 and Veloce 800 $397,000 - the 400, 600 and 800 are sold as kits only.

The IVO prop is inexpensive and about 85% as good as a constant-speed prop; Hartzell or DUC constant-speed props are about $10k more, and prop de-ice is only a few thousand. Either works on the 400: fixed pitch is cheaper, more reliable and lighter (more useful load, ~1500 ft takeoff and 1200 ft climb-out) and burns a bit less, while constant speed gives a shorter takeoff (~1000 ft) and better climb (~1500 ft).

It fits literally any hangar, the same size as a Cherokee or 172, at 108 inches (9 feet 0 in) tall; the folded entry steps go through the baggage door and weigh about 5 lbs. There's no hangar requirement — carbon doesn't require hangaring any more than aluminum, though hangaring is better for cosmetics and paint/wrap longevity, as with any aircraft.

Yes — a fixed-gear version is offered. Fixed gear costs about 15 ktas, up to 10 ktas more at higher altitudes. You can decide after the kit ships; Veloce just braces it and adds wheel pants.

The airframe is carbon fiber around the cabin/safety cell.

The 2-seat 200 has a 300 hp (SM) engine and does 220 knots at 18,000 ft.

Yes — dual controls and steering with rudder pedals and a center stick. It's all pushrods, not cables, so it's very responsive with no play in the controls like a Cirrus's cables.

Legroom is increased by permanently mounting the 6 inches of seat travel further back than normal — you choose how much, up to 4 inches. Whatever is added to the front seats is taken off the back seats.

Automatic gear retract will be included if it's available, and it should be — but it's not in yet because there's no working prototype.

Yes — it's adequate for high-altitude mountain flying. You mostly cruise at 75% (~150 HP), which it holds to 18,000 ft, climbing out at full power to 14,000 ft, then power reduces slowly up to 18,000 ft.

Flap extension speeds are 65, 75 and 85 ktas; gear extension is 120 ktas.

The aircraft is aiming for the Normal category.

The Starlink antenna mounts up front on the dash.