Development and Vision
The TJ-1500 TwinJet emerged from the ambitious vision of Bob Bornhofen, a retiree with no prior aviation background who founded Maverick Air in 1997 with the goal of creating an affordable personal jet for private owners. Operating from Penrose, Colorado, Bornhofen self-funded much of the initial development, targeting a kit price of approximately $250,000 to make jet ownership accessible to civilian pilots. Development began in 1997, with the first prototype entering construction in 1998, representing a bold attempt to democratize jet aviation.
Design Innovation and Construction
The TwinJet employed several innovative approaches to achieve its affordability goals. Bornhofen's team utilized composite construction featuring pre-preg e-glass with carbon fiber surfaces, creating a lightweight yet strong airframe. The aircraft adopted a distinctive low-wing configuration with a T-tail design and conventional flight controls, optimizing aerodynamics while maintaining familiar handling characteristics for pilots transitioning from piston aircraft.
The most significant design challenge involved powerplant selection. Originally intended to use the FJX-2 turbofan engine, delays in that program forced the team to adapt surplus General Electric T-58 engines originally designed for military helicopters including the UH-1 Huey and SH-3 Sea King. These engines, manufactured by General Electric from the late 1950s through the 1990s with over 18,000 units produced, were derated from their original helicopter configuration to approximately 1,200-1,500 pounds of thrust each for the TwinJet application.
Flight Testing and Performance
Prototype N750TJ, carrying serial number 1, achieved first flight on August 4, 1999, marking a significant milestone for the experimental jet program. The aircraft made its public debut at EAA AirVenture Oshkosh in August 2000, where it generated considerable interest among aviation enthusiasts and potential kit builders. During flight testing, the prototype demonstrated impressive performance capabilities, reaching 370 knots and validating the design's potential as a high-speed personal aircraft.
Manufacturing Transition and Business Evolution
In 2001, Colorado businessman Jim McCotter acquired a majority share in the company, renaming it Maverick Jets Inc. and expanding the vision beyond experimental aircraft. McCotter announced plans for McCotter Aviation to develop a certified six-seat variant designated the MC 2400, targeting the emerging very light jet market. This transition represented an attempt to move from experimental kit aircraft to certified commercial production.
Additional manufacturing arrangements were established with Tbilaviamsheni in Georgia for a certified version, with plans announced in late 2003. However, two aircraft that reached near-completion at the Georgian facility never advanced to certification, highlighting the challenges facing the program.
Prototype Production and Individual Aircraft
Four prototypes were ultimately constructed between 1998 and 2003, each representing different approaches to the basic design. Serial number 2, registered N411KT, was built by Mike Seavall in Longmont, Colorado, over a two-year construction period, demonstrating the kit-building potential for dedicated amateur constructors. Serial number 3, registered N669VA, was professionally constructed in 2003 and notably featured upgraded T850 engines rather than the standard T-58 powerplants, representing an evolution in the design's powerplant options.
Setback and Safety Challenges
The program suffered a devastating blow on January 24, 2003, when prototype N750TJ crashed in Melbourne, Florida, resulting in one fatality. This accident highlighted the inherent challenges of using non-certified surplus military engines in civilian applications and underscored the regulatory hurdles facing the experimental jet program. The loss of the original prototype, which had accumulated the most flight testing experience, significantly impacted development momentum.
Certification Challenges and Program Conclusion
Despite initial optimism, the TwinJet never achieved FAA or JAA certification, which had been targeted for 2004. The combination of regulatory challenges surrounding the use of surplus military engines, the prototype loss, and the complexities of certifying a new jet aircraft proved insurmountable for the small company. No serial production occurred beyond the four experimental prototypes, effectively ending the TwinJet program.
Current Status and Legacy
Two of the four prototypes remain airworthy and continue flying today, serving as testaments to the design's fundamental soundness despite its commercial failure. Maverick Jets continues operations with an active website promoting new projects, including the MaverickONE blended-wing-body jet design, indicating the company's ongoing commitment to innovative aircraft development.
The TJ-1500 TwinJet's legacy lies in its pioneering role in the personal jet movement of the late 1990s, anticipating the very light jet boom that would follow in the 2000s with certified aircraft like the Eclipse 500 and Cessna Citation Mustang. While it never achieved its goal of making jet ownership accessible to general aviation pilots, the TwinJet demonstrated both the possibilities and challenges inherent in developing affordable personal jets outside traditional aerospace manufacturers.