Velocity XL RG User manual

OWNER’SFLIGHT MANUAL 1
Owner’s Flight Manual
XL Series
Fixed and RGAircraft
CONTENTS
General Description ............................................................ 3
Normal Operations ............................................................. 7
Stall & Low Speed Handling Characteristics ................. 17
Emergency Procedures ..................................................... 19
Limitations/Placards ......................................................... 22
Pilot Experience Requirements/Pilot Checkout ............ 23
Weight and Balance/CG Limitations .............................. 25
Pre-first Flight Systems Checkout .................................. 38
Initial FlightTest Procedures ............................................ 45
Flight Check Lists .............................................................. 52
Maintenance/Inspection .................................................... 57
Maintenance/Inspection Check Lists ............................... 61

OWNER’SFLIGHT MANUAL
23
XL
General Description
T
HE VELOCITY is a modern,
high performance custom
built,long range aircraft featur-
ing the latest advances in aerodynamics and struc-
ture to provide good utility,economy,comfort,simplicity
and flight safety.The aircraft uses one of two proven certified air-
craft engines,the Lycoming IO540 (260HP) and the Lycoming
IO540 (300HP).It has an alternator-powered electrical system
and is equipped with electric engine starter.Its cockpit layout is
designed to complement pilot work load,with throttle,mixture,
carb heat,pitch trim and landing brake controls on the left con-
sole and side-stick controller in the center console.Seating pro-
vides correct armrest,lumbar,thigh,and headrest support,allow-
ing comfort not found in conventional aircraft seats.This allows
long,fatigue-free flights.The inboard portion of the large wing
strakes are used as baggage areas,accessible from the front and
rear cockpit.These,combined with special suitcases and other
storage areas,provide nearly 20 cubic feet of baggage room.This
area can also be used for added fuel to bring the total to over 90
gallons.The design load factors of theVelocity are +9 G’s/-7 G’s
with a tested airframe load of + 6 G’s.
TheVelocity aircraft uses the NASA-developed winglet sys-
tem,which consists of a cambered surface at each wing tip.These
are designed to offset the wingtip vortex and reduce induced
drag.TheVelocity’s use of one-way rudders in each winglet makes
use of the winglet camber to tailor the rudder forces.This results
in low forces at low speeds where rudders are used,and higher
forces at higher speeds where rudders are not needed.
NOTE: TheVelocity is not suitable/recommended for operations
from unprepared surfaces: gravel,loose dirt or rough fields.
Registration Number: N
Built By
Address
Date of Manufacture
Engine ManufactureType
Serial Number
Total / SMOH Hours at Installation
Date of First Flight
Sold to
Address
Date Sold
Notes
This manual or any part thereof must not be reproduced in any form without written permission of Velocity,Inc.
The information in this manual refers to aircraft built according to theVelocity manufacturing manual.
Any homebuilder modifications may alter the applicability to your aircraft.
Velocity XL RG

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OWNER’SFLIGHT MANUAL
4XL
PRODUCTIONAIRCRAFT SPECS
Velocity XL
Wing Span/Area 31’ 145 sq.ft.
Canard Span/Area 188” 22.8 sq.ft.
Length 20’
Height 7’ 9”
CabinWxL 47.5”x94”
Cabin Height 43.5”
EmptyWeight 1640 lbs
GrossWeight 2700 lbs
Useful Load 1060 lbs
Useable Fuel (gal) 70 (93 optional)
Weights
The normal equipped empty weight for a 260 horsepower air-
plane is approximately 1650 lbs.For a 300 horsepower airplane
the weight is approximately 1720 lbs. Actual weights for each air-
plane will vary according to installed equipment and builder work-
manship.The maximum allowable gross weight for takeoff is 2700
lbs. except as noted below.The strake baggage areas are struc-
turally limited to 100 lbs.each side.The airplane can structurally
accommodate pilots or passengers weighing up to 250 lbs.Actual
limitations of each pilot area,each baggage area and fuel load
depends on the empty weight and balance of the particular air-
craft.Nose ballast may be required for light pilots.
Engine and Propeller
The Lycoming IO540 (260) and the Lycoming IO540 (300)
engines are currently approved for use in theVelocity.The standard
accessories – alternator,starter and vacuum pump – may be used.
Both the Lycomings are suitable for pusher operations in this
application.Both engines are currently in new production.
However,the used/rebuilt engines are approximately one-half the
cost of a new one.A partially run-out engine is generally preferred,
due to the excessive cost of a zero-time engine.
Due to weight/balance and structural considerations,heavier
or higher horsepower engines are not recommended.
Only the lightweight MT CS wood propellers are currently
approved.Turbo charging and variable pitch metal propellers are not
recommended until factory testing can confirm there safe use.
Extensive development/testing would be required to qualify a metal
prop for pusher application due to aerodynamic-induced vibration.
Landing Gear
TheVelocity features a tricycle landing gear.The main landing
gear is a molded fiberglass/epoxy unit which gives exceptional
energy absorption for bounce-free landing.For minimum drag
penalty with fixed gear,the gear strut is molded into an airfoil
shape,eliminating the need for superficial fairings.The wheels are
streamlined with wheel pants.
The main landing gear uses Matco 6-inch wheels and brakes.
A 6:00x6,4 or 6 ply tire is used.The nose wheel is 5-inch diame-
ter and uses a 5:00 x 5 tire and tube.
Cockpit
Both front and rear cockpits are exceptionally comfortable.
Semi-supine (reclined) seating is provided for optimum crew com-
fort.Pilots and copilots up to 6 feet 6 inches tall and passengers
up to 6 feet 2 inches tall will find the cockpit quite comfortable.
The canard configuration provides a wide cg range which allows
for a full-size rear cockpit without passenger discomfort.
Full flight controls are provided for pilot and copilot.The
wrist-action control stick is positioned on the center console,
enabling the pilot and copilot to relax and rest the weight of their
arm on the console,reducing the workload on long trips.Throttle,
propeller and mixture controls are found on the left side panel.
The inboard portion of the large wing strakes are used as bag-
gage areas,accessible from the rear cockpit.Due to the highly
insulated fuselage structure,theVelocity will maintain comfortable
inside temperature down to 0° OS using an oil cooler heat

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OWNER’SFLIGHT MANUAL
6XL
source.The requirement for cabin heat is far less than convention-
al light planes.Due to the cabin volume and good vent location,
and tinted windows,theVelocity is more comfortable on hot days
than conventional light planes.
Fuel System
The fuel system consists of two 33 gallon wing tanks.There is
no provision for cross feed as fuel is used from both tanks simul-
taneously. A 4 gallon fuel sump is located behind the rear seat to
assure fuel supply to the engine in normal flight attitudes.Each
main tank and sump tank is vented. A mechanical engine-driven
fuel pump transfers fuel from the sump to the injector. An auxil-
iary electric fuel pump provides backup for the engine-driven
pump.Fuel pressure is indicated on a gauge in the cockpit.The
electric pump should be turned on if the engine-driven pump fails
as noted by a loss of fuel pressure.The electric fuel pump should
also be used to provide fuel pressure redundancy during low alti-
tude operation,such as takeoff and landing.
There is one fuel drain on the airplane,under the fuel sump.
CAUTION: Fuel additives should be checked for compatibility
prior to use.Some fuel additives,such as MEK,or de-icing fluids
like“Canned Heat”,auto gas (especially the high aromatic content
no-lead),should NEVER be used.They can dissolve the epoxy in
the fuel tanks.
Control System
Pitch is controlled by a full-span canard slotted flap providing a
large allowable cg range.Roll is controlled by conventional
ailerons on the rear of each wing.The cockpit controls are similar
to most aircraft with pitch and roll controlled by the side stick
and two rudder pedals for yaw.The side stick controller is
employed to give the pilot the smallest workload control arrange-
ment possible.The rudders,located on the winglets at the wing
tips,operate outboard only,providing two totally independent
systems.The rudders are used for yaw control or can be deployed
together as a mild speed brake.
Brake
Brakes are provided on the main wheels.They are used
together for deceleration on the ground and individually for direc-
tional control at low speed on the ground.The brake actuating
mechanism is the rudder pedal: after partial rudder deflection is
reached,the brakes are actuated.The brake master cylinder is the
rudder stop.This system aids in keeping brake maintenance low by
insuring that full aerodynamic control is employed before wheel
brakes are applied.
Trim Systems
Cockpit-adjustable trim is provided for pitch and roll only.
Yaw/rudder trim is ground adjustable only.Pitch and roll trim are
electro/spring systems.Adjustable aerodynamic trim tabs are not
used.The pitch and aileron switches are located on the control
stick and instrument panel.The pilot can safely override any trim
setting even if it is stuck in an extreme position.The pitch trim
can trim to hands-off flight from stall to maximum speed.This fea-
ture allows the pilot to land the aircraft using the pitch trim,rud-
ders and throttle only.This is an excellent backup should a fail-
ure/disconnect occur in the normal control stick.
Electrical Systems
Refer to the wiring diagram (pages 10-11) that shows the
basic electrical power distribution.NOTE: Any builder modifica-
tions should be noted on this diagram.
Normal Operations
This section covers the normal operating procedures for the
Velocity. A summary checklist is provided for more convenient
cockpit use.

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8XL
Pilot Position
TheVelocity was designed to accommodate both tall and
short pilots.TheVelocity front seats are adjustable fore and aft for
this reason.The adjustable rudder pedals should be set in the aft
position for short pilots and they should use cushions if neces-
sary.
CAUTION: Keep taxi speed slow on unprepared loose surfaces.
TheVelocity is more susceptible to prop damage than a conven-
tional aircraft.
Steering below 25 knots (30 mph) is accomplished by applying
full rudder and brake as required in the direction you wish to go.
As you accelerate,the single pedal control will automatically shift
you to rudder steering as the rudders become increasingly effec-
tive.The nose gear will free swivel,enabling you to maneuver in
very tight places with ease.At low speed,steering is done exclu-
sively with differential braking.The geometry of yourVelocity
makes it much less sensitive to upset than most aircraft;comfort-
able taxiing operations have been demonstrated in 40 knot cross-
wind components.Be careful to hold the stick while taxiing down-
wind so the“tailwind” will not damage the ailerons/elevator.
CAUTION: When taxiing with the doors open,be careful that
the wind does not slam them closed! Close and lock the doors
during windy conditions.
Takeoff
Complete your pre takeoff checklist.Check static RPM at full
throttle.It must be at least 2700 for normal takeoff performance.
Double-check that your doors are locked down.Taxi forward a
few feet to straighten the nose gear.Set pitch trim for takeoff.
Normal: Apply full throttle smoothly.As the aircraft accelerates,
use rudder and brake as necessary for directional control.
Maintain slight aft stick pressure as you accelerate to relieve the
nose wheel.Rotate the nose gear just clear of the ground as soon
as possible about 60 to 70 knots and hold the nose wheel just
clear as you accelerate to about 75 knots. As you pass through 75
knots,rotate smoothly and you'll be off and flying. Add 5 knots if
operating at heavy gross weight.
CAUTION: Never rotate the nose beyond the angle that places
the canard above the horizon.
CrosswindTakeoff
During takeoff ground roll,with a crosswind component
above 10 knots,you will find that wheel braking may be required
long into the ground roll for directional control.In stronger cross-
winds,you may require braking right up to rotation speed for
directional control.The best technique is to hold full rudder but
not to ride the brake continuously. Apply brake intermittently and
allow the aircraft to accelerate between applications.The takeoff
ground roll can be extended significantly (50% or more) by strong
crosswind,especially at high gross weights and high density alti-
tudes.The braking requirement for directional control is the rea-
son for the takeoff limitation of 15 knots crosswind.Landings can
be made up to a 20-knot crosswind component.CROSSWIND
TAKEOFFTECHNIQUE: Hold aileron into the wind as you
rotate for lift off.Let the aircraft accelerate above normal rotation
speed and then rotate the nose abruptly to make a clean lift off
without side-skip.For crosswind components above 10 knots add
5 knots plus one half the gust factor to the normal rotation
speed.When clear of the ground make a coordinated turn into
the wind to correct for drift.

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10 XL
NOTE: This must be a re-settable (pullable) breaker if alternator does
not require a field wire.

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OWNER’SFLIGHT MANUAL
12 XL
Short Field Obstacle Clearance
Reduce gross weight as much as feasible and move front pas-
senger to a rear seat if possible.Be sure the engine is thoroughly
warmed up and taxi to the very end of the runway. Align the air-
craft with the runway,hold the brakes and apply full power.
Release brakes and try to use minimum braking for directional
control.Rotate to lift-off at 65 knots (light weight) or 75 knots
(heavy weight).Maintain 80 knots best angle of climb speed,until
the obstacle is cleared,then accelerate to normal climb speed.
Rough Field Caution:Although theVelocity XL uses the larger
600x6 tires,this does not make the aircraft totally suitable for
rough,gravel or unprepared fields.Since theVelocity is a pusher,
the aircraft cannot be rotated as easily as a conventional tractor
aircraft.You still must accelerate to normal rotation speed 60 to
70 knots,depending on cg,before the nose wheel comes off and
during this time the nose wheel can kick debris into the prop.The
small nose wheel tire,high rotation speed and prop damage possi-
bility makes theVelocity less suitable for unprepared field opera-
tion than a conventional aircraft.
However,if you must use an unprepared surface,reduce gross
weight as much as feasible and adjust the cg as far aft as practical
(within limits) to allow an early rotation.Do not use high power
with the aircraft stationary,do the mag check on the roll if neces-
sary.Hold full aft stick and apply power gradually to start the air-
craft rolling before coming in with full power.This technique will
help minimize prop damage. As the nose raises,the elevator
should be eased forward so the nose wheel is held just clear of
the ground. Accelerate and lift-off at the normal speed and accel-
erate to the desired climb speed.Do not try to”jerk” the aircraft
off prematurely;this only places the prop closer to the ground
and increases the chance of damage.
High DensityAltitude
At density altitudes above 5000 ft.,follow the normal takeoff
procedures and (1) lean the engine for best power during run up,
and (2) let the aircraft accelerate to 75 to 80 knots,then smooth-
ly rotate and lift off.
Climb
For optimum rate of climb,maintain 100 knots.Best angle of
climb is obtained at 80 knots.For better visibility and improved
cooling,a normal cruise climb of 110 knots is used.
Caution: The altitude capability of this aircraft far exceeds the
physiological capability of the pilot.Use oxygen above 12,500 ft.
Cruise
Maximum recommended cruise power setting is 75%. A high
cruise power setting (full throttle at 8000 ft.density altitude) will
result in the maximum true cruise speed. However,to take the
best advantage of range and fuel economy,you may find that
cruise power settings as low as 45% get you to your destination
faster by avoiding fuel stops.Cruise at 60% power is the best
compromise,providing good speeds and significant lowering of
engine noise over 75% power.Lean your fuel mixture for best
economy at cruise.Below 75% power,lean mixture until a very
slight RPM loss is noted (20 RPM max).This approximates peak
EGT setting for optimum lean mixture.Note that best range is
obtained at a very low speed.
Maneuvering speed is 140 knots indicated.Remain below this
speed in rough air.
Once at cruise altitude in smooth air,trim the aircraft to allow
hands-off cruise.It is much less fatiguing to fly by using an occa-
sional shift of the body weight or an occasional small adjustment
of the trim knobs than to fly by continuously holding the stick.
After a little practice setting trims,you will find you will be doing
most of your flying,including climb and descent,without holding
the stick.The rudder pedals are designed to allow the taller pilot
to tilt his feet inward and relax them in a stretched-out position

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OWNER’SFLIGHT MANUAL
14 XL
in front of the rudder pedals.This places the weight of the thigh
on the thigh support,rather than the tail bone,and greatly
increases comfort on long flights.
Leaning for Cruise
Few pilots realize the extent of fuel economy benefits available
when an engine is leaned to proper“best economy” (BE) settings.
Due to cooling requirements,BE setting (50° F of leanside of peak
EGT),is allowed only below 65% power. Lycoming supplied data
shows that at BE,specific fuel consumption is 14% lower than at
“best power” leaning (approximately 90° F on rich side of peak
EGT). A pilot that cruises at full-rich is not only damaging his
engine and fouling plugs,but is burning up to 55% more fuel than
at the BE setting! Always lean at least to peak EGT when cruising
with less than 65% power.
Descent
You will find that yourVelocity has such good climb perfor-
mance that you routinely use higher cruising altitudes to avoid
turbulence discomfort more often than with most light aircraft.It
is not unusual nor inefficient to climb to 12,000 ft.altitude for a
150 mile trip.Bearing this in mind,you want to plan your descent
into your destination enough in advance so that you do not find
yourself over your destination with 10,000 ft.of altitude.The
Velocity is a clean airplane and even with power at idle it may take
20 minutes to land! Using the extra altitude for a cruise descent
speed advantage will get you there a lot sooner.Do not forget to
reduce power slowly to avoid rapid cooling of the engine.Partially
richen mixture when descending.Start your descent about 6 miles
from your destination for every 1000 feet of height to lose,to
arrive at pattern altitude.
Landing
Make your approach and traffic pattern very cautiously.Most
pilots and controllers are accustomed to looking for more con-
ventional aircraft of gargantuan proportions (like Cessna 150’s)
and may ignore you completely.Best pattern speed is 85 to 90
knots,slowing to 80 knots on final approach (85 to 90 in turbu-
lence or gusty winds).TheVelocity is a very clean airplane and you
can double the runway length required if you are 10 or 15 knots
fast on your approach.
Make a complete flare and touch down at 70 to 75 knots.The
normal landing technique of holding the nose off to minimum
speed should not be used in aVelocity.Make a complete flare,
then fly it down to touch down.This avoids a common tendency
to flare too high.It is better to land a bit fast than to run out of
airspeed while 10 feet in the air.Maintain a slightly nose high atti-
tude as you roll out and use aft stick to ease the loads on your
nose wheel during heavy braking.While the landing gear is strong
enough for rough surfaces,the small tire diameters will give the
crew a harsh ride.This,combined with the 70 knot touchdown
speed,makes a hard surfaced runway much more pleasant.If you
need to land on a rough field,hold the aircraft off to minimum
speed and keep the nose high as long as possible.
Crosswind landings may be flown several ways.Slight cross-
winds are easily handled using the wing-low sideslip approach.
Another method is to simply land in a wings-level crab.The land-
ing gear design makes this technique safe and easy.The best
method for strong gusty crosswinds is to approach in a wings-
level crab and straighten the nose with the rudder immediately
before touchdown.Be careful to not lock a wheel brake (full rud-
der) at touchdown. DO NOT SLIP OR CROSS CONTROLA
VELOCITY IN STRONG GUSTY CONDITIONS! Why? First,
you could stall a winglet.Second,when slipping an a/c with swept
wings,the wing opposite the direction that the aircraft is being
slipped is more perpendicular to the relative wind. This gives the
leading wing more leverage and lift than the trailing wing,thus
allowing the possibility that the aircraft could be forced into a stall

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OWNER’SFLIGHT MANUAL
16 XL
Stall and Low Speed Handling
Characteristics
TheVelocity has good flight characteristics at minimum speed.
It is a docile,controllable airplane at full aft stick at its minimum
airspeed of 60 to 70 knots.It does not exhibit any of the conven-
tional airplane’s tendencies to roll or pitch down uncontrollable
or other common uncommanded flight path excursions. Any
power setting may be used at full aft stick without changing the
way the airplane handles.By adjusting the throttle setting you can
climb,descend or maintain level flight.The very low speed range
(below 65 knots) is characterized by a doubling of the force
required to hold the stick aft,tending to keep the inattentive pilot
at a more normal flying speed.Ailerons and rudder are effective at
all speeds,including full-aft stick flight.
Since the flight characteristics of theVelocity are so much bet-
ter at minimum speed than contemporary conventional aircraft,it
hardly seems fitting to use the
term ìstallî in characterizing the
Velocity behavior,even though it is
technically correct.TheVelocity’s
“stall” consists of any one of the
following,in order of prevalence:
1. Stabilized flight (climb,level or descent,depending on power
setting) at full aft stick.Below 65 knots there is a very definite
increase in the aft stick force,such that the pilot has to pull
noticeably harder on the stick to get below 65 knots.
2. Occasionally,particularly at forward cg,the airplane will oscil-
late mildly in pitch after full aft stick is reached.This is a mild
“bucking” of a very low amplitude,one to two degrees and about
one-half to one“bucks” per second.If the full aft stick is relieved
during exaggerated cross control and slow flight. Third,with the
majority of the fuselage being forward of the wings,there is a
chance that the fuselage could blank out the wind to the trailing
wing. TheVelocity has demonstrated taxi,takeoffs and landings in
gusty winds to 45 knots and with crosswind components as great
as 18 knots for takeoff and 28 knots for landing.
Fly from long runways until you develop your proficiency. A
2000 ft.runway length can be considered as minimum,but only
after you have made at least 50 landings on longer runways.
Caution: If the cg is aft,it is possible to rotate the nose to an
excessively high angle during landing rollout,placing the cg aft of
the main wheels. Avoid rotation above 12 degrees (canard on
horizon),using forward stick or brakes as necessary,to avoid prop
damage or tipping the aircraft onto its tail.
Ground Handling andTie Down
The easiest way to handle the aircraft on the ground is to
stand in front of the canard and grasp its top surface with one
hand and the elevator slot underneath with the other hand.Do
not handle the elevator.
TheVelocity can be safely left unattended in moderate winds.
However,it is prudent to always tie down any aircraft whenever
possible.For long term parking,position theVelocity backwards in
the parking slot,with the nose over the normal tail tie down
rope.“Set” the main gear and securely tie down the wings.
Position the nose just to the right of the“tail” tie down and tie
the nose securely to the ground.
If your aircraft is subject to being moved by unknowledgeable
people,ballast the nose and attach a sign to caution them about
the possibility of gear creep and loss of alignment.

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OWNER’SFLIGHT MANUAL
18
slightly,the bucking stops.
At any time during the“stall”,power can be set at any posi-
tion,or changed to full or idle,without affecting the stall charac-
teristics.There is a small roll trim change due to power and very
slight pitch trim change,but neither affect the aircraft’s controlla-
bility at sustained full aft stick.
Accelerated stalls to 3 g and steep pulls to 60° pitch (mini-
mum speed 65 knots) can be done at full aft stick without any
departure tendency.
Intentional spins have been attempted by holding full aft stick
and using full rudder,with all combinations of aileron control,and
at all cg positions.These controls were held through 360° of rota-
tion.Full aft stick and full pullup results in a lazy spiral,which ends
up in a steep rolling dive at 3+ g and 100 knots. At any time,the
spiral can be immediately stopped by removing rudder control
and a completely straight forward recovery can be made.That
maneuver is not a spin,since at no time is the aircraft departed
from controlled flight.If the above maneuver is done at aft cg,the
rotation rate is higher so the lazy spiral is more of a slow snap
roll.However,even at aft cg the recovery is immediate when con-
trols are neutralized.
You are cleared to do stalls in yourVelocity in any power,trim
or landing condition within the normal operations envelope.
Intentional spins (or attempts to spin) are not approved.
NOTE: Experience with theVelocity has shown that some variance
in stall characteristics may be expected from one airplane to anoth-
er.Inaccurate airfoil shapes,incidence errors,or errors in weight and
balance can result in a degradation of the normal safe stall charac-
teristics. Aft of the aft cg limit,theVelocity may be susceptible to aft
wing stall,which,while recovered with the forward stick,can result
in a stall break with high sink rate.If any of your aft cg characteris-
tics are undesirable,adjust your cg limit forward accordingly.
XL
Emergency Procedures
FIRE
There are normally only two sources of aircraft fires:electrical
and fuel.In the event of fire on the ground,kill all electrical power
and stop the engine.Clear the aircraft.Use a carbon dioxide type
extinguisher.For inflight fire,determine the cause: if electrical,all
electrical power off;if fuel,stop the engine.Turn the cabin heat off
and open the cabin air vent.Execute a precautionary landing as
soon as possible.
ENGINE FAILURE
Modern aircraft engines are extremely durable and seldom fail
catastrophically without plenty of advance warning (lowering oil
pressure,excessive mechanical noise,rising oil temperature,etc.).
Pilot induced failures,on the other hand,are far more common
(carburetor ice,confusion of mixture and carb heat controls,fuel
starvation,fuel management,etc.).In the event of inflight engine
stoppage,check mixture - RICH,boost pump on,magnetos -
BOTH,and attempt restart.If the engine begins to run rough,
check for induction icing,improper mixture setting,or a bad mag-
neto.If an alternate magneto setting fail to correct the roughness,
make a precautionary landing as soon as possible and trouble-
shoot.Lowering/rising oil pressure,rising oil temperature or
increasing mechanical noise are good indications of impending fail-
ure and flight should be aborted as soon as possible.Do not hesi-
tate to declare an emergency to obtain priority clearance.If stop-
page does occur and restart is impossible,execute the engine-out
approach and landing.
In case of engine failure,the engine will probably windmill
above 80 knots.However,as the engine cools down,a higher
speed may be required to maintain engine rotation.With some
engines/props a glide speed as high as 100 knots may be required.
Windmilling RPM decays slowly enough to give the pilot time to
increase his speed to maintain rotation.Once the prop stops,a
speed of 130 knots or more is required to regain rotation (2000

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OWNER’SFLIGHT MANUAL
20
ft.altitude loss).This may be 180 knots/4000 ft.for the high com-
pression IO540.The pilot should determine when it is no longer
feasible to attempt restart,since the best glide angle speeds may
be lower than windmill speeds (best glide distance may be done
with prop stopped).
ENGINE OUTAPPROACH
If an engine-out landing is unavoidable,check wind direction,
choose your landing area and establish your glide at 90 to 100
knots.Remember that with the engine out and prop windmilling,
your glide will be considerably steeper than the normal engine-
idle glide that you are accustomed to.If you are radio equipped,
tune in 121.5 and declare an emergency and give your intended
landing site.Set up the forced landing pattern with the landing
brake out,if so equipped,and shoot for the middle 1/3 of the
forced landing area.Turn your electrical power and mags off
before touchdown to minimize any potential fire hazard.
Touchdown as slowly as possible if landing in rough terrain.
INFLIGHT DOOR OPENING
Door opening in flight is a serious emergency.Should the door
come fully open 90° in flight,immediately grab the rail/handle and
pull the door down.Be sure to maintain aircraft control.Do not
be so concerned with closing the canopy that you allow the air-
craft to fly unnecessarily into the ground.
LANDING GEAR EMERGENCIES
The only gear emergency to be considered in a fixed gear
Velocity is a flat tire.Landing with a flat/blown main tire: make a
normal landing touchdown near the side of the runway with the
good tire.Use ailerons to hold the weight off the flat tire.Lower
the nose and use brakes for directional control.Never attempt to
takeoff with a flat tire.
A gear down emergency in the“RG” requires that the pilot
determine if the emergency is:
1) electrically related;
XL
2) hydraulically related;and
3) mechanically related.
If gear fails to retract or extend when the gear switch is
placed in the respective position,(the pump does not run) the first
thing to do is to position the gear switch in the“down” position
and push the momentary“reset” button next to the gear switch.
This will by-pass the normal pressure switches and run the gear
pump motor to purge the pressure switches of any pressure that
might have accumulated due to the aircraft setting in the hot sun
for a period of time and thus the heated hydraulic fluid causing
both pressure switches to activate.
If gear fails to lock down,check circuit breaker if pump has
failed to operate,and gear down lights to determine if a light has
failed.If all check OK,cycle the“dump” valve to release hydraulic
pressure to the electric pressure switches in the system.If the gear
still fails to operate,place gear switch in“down” position,pull gear
circuit breaker and place the dump valve in the ìdownî position.
The gear should free fall in about 7 to 10 seconds to the down and
locked position.If your down lights are wired to the gear circuit
breaker,re-set the circuit breaker long enough to verify“gear
down”.If either gear light fails to light,a visual check of the main
gear overcenter linkage is in order.The nose gear overcenter can
be verified by reaching over the extended center console and
“feeling” or“helping” if necessary the nose gear linkage to lock. A
1” hole can be drilled just below the O.C.linkage in the pilot side
center console (keel) for an easy check of the O.C.linkage.
If the gear pump continues to run but the gear does not
extend,pull circuit breaker and proceed with dump valve as above.
If a mechanical problem is causing a gear to“hang up”,deter-
mine the cause and do what is necessary to“break loose” whatev-
er is causing the hang-up. A sudden pull-up (slow to maneuvering
speed) may be necessary to free a stuck wheel or a jammed cable.
A gear up landing should be made as a last resort.Once gear down
lights are indicated,re-position the dump valve to the normal posi-
tion.This will“lock” hydraulic pressure in the system.

23
OWNER’SFLIGHT MANUAL
22
WHEEL BRAKE FAILURE
Since the brakes are the only means of directional control
after the aircraft decelerates below about 35 knots,landing with a
brake out poses a special kind of problem.The risk of damage can
be minimized by considering the following: if possible,select a
long runway with a crosswind from the side of the failed brake.
The aircraft will weather-vane into the wind and,by careful appli-
cation of the good down-wind brake,directional control can be
maintained.
Limitations
Install the following placards in the cockpit,visible to the pilot:
XL
Gear Extension 120 knots
Min Pilot and Co-pilotWeight xxxx lb.
Max Pilot and Co-pilotWeight xxxx lb.
(Determined by weight & balance)
MANEUVER RECOMMENDED ENTRY
Candelles 130 knots (150 mph)
Lazy Eights 130 knots (150 mph)
SteepTurns 130 knots (150 mph)
Stalls (except whip stalls) Slow deceleration
Accelerated Stall 110 knots (126 mph)
Intentional spins are not permitted.
Engine Limitations *
Lycoming IO540:
RPM 2700 max
CHT 475 max
435° continuous
OilTemp 245° max
180/200° desired
Oil Press. 60-90 psi normal
25 psi idling
Fuel 100 octane
* Refer to your specific engine’s operator’s
manual for detailed operating instructions
Crosswind Component 15 knot takeoff,20 knot landing
Maximum wind for taxi
(all quarters) 40 knots (46 mph) - door(s) closed
Red Line Speed 200 knots
Maneuver Speed 140 knots
Maximum GrossWeight 2700 lb.
Center Gravity Limits fwd: 127.0 aft: 134.0
V Speeds:(indicated and corrected for installation error)
Vs: Stall Speed (minimum speed) 60 Kts. This will vary with
load (red line)
Vfe: Max flap extension (speed brake) 110 kts. White arc
fromVs toVfe
Vno: Max Structural Cruise speed 170 Kts.Green arc from
Vs toVno
Vne: Never exceed 200 kts. Yellow arc fromVno toVne
Vx: BestAngle speed 80 Kts.Not an airspeed marking
Vy: Best Rate speed 100 kts.Not an airspeed marking
Vlo: Max landing gear operating speed 120 kts.Not an air-
speed marking

25
OWNER’SFLIGHT MANUAL
24 XL
Pilot Experience Requirements
Pilot Checkout
There is no such thing as a minimum number of total hours a
pilot should have to be qualified for checkout solo in a new air-
craft.The best pilot qualification is variety.He should be current in
more than one type of airplane.TheVelocity is not difficult to fly,
but it is DIFFERENT: like aYankee is different from a Cessna,or a
Cub is different from a Cherokee. A pilot who is used to the dif-
ferences between a Cessna and a Cub is ready to adapt to the dif-
ferences in aVelocity.TheVelocity has entirely conventional flying
qualities.However,its responsiveness is quicker and its landing
speed is faster than most light training aircraft.It should not be
considered as a training airplane to develop basic flight proficien-
cy.TheVelocity ranks with the best tricycle-geared types for
ground stability and has none of the ground-looping tendencies of
the taildraggers.
The requirement for a variety of experience applies to check-
out in any type of new aircraft,not only toVelocity. Velocity has
never experienced a problem in checking out a newVelocity pilot.
We always follow the criteria listed here for initial pilot checkout
and strongly recommend that you do:
1. Checkout should not be done in gusty winds,particularly
crosswind conditions.
2. Use runway at least 3500 ft.long for initial checkouts.The
beginningVelocity pilot often finds himself fast on approach and
the airplane is so clean that it is easy to use up a lot of runway in
the flare.
3. Give the potential pilot a copilot ride or two.This gives him a
first-hand look at the aircraft’s performance envelope and general
flying qualities.Trim the airplane up and let him“fly” it from the
right seat by leaning back and forth.This will give him an apprecia-
tion of the airplaneís sensitivity.Show him the use of the trim sys-
tems (pitch and roll).Let him get used to the pitch and roll feel.
Do not transition him to the left seat unless he flies the aircraft
smoothly and confidently from the right seat.Do not have him fly
solo on his first flights until he has the hang of it.
5. Weight and balance must be in the first flight box.
6. Briefing must emphasize that the aircraft should never be
rotated past the angle that places the canard on the horizon for
takeoff or landing.
7. Pilot being checked out must have a minimum of 10 hours
each in at least two type aircraft in the last 4 months (5 in the last
30 days) and feel competent and comfortable in them during mar-
ginal conditions,such as crosswind landings near demonstrated
limits,etc.
Initially some of the pilots checked out byVelocity tended to
do the following on their first takeoff: immediately after liftoff,
they would level off or descend,then re-establish a normal climb.
We have found that this is caused by the unusual visual cue pro-
vided by the canard wing.Even though the climb angle is similar to
other light planes,the canard wing gives the pilot the impression
that he has over-rotated.Since we found this was the cause,we
have told pilots the following and have found that the pitch“bob-
ble” no longer occurs: rotate smoothly to liftoff at 75 knots. If
you think you have over-rotated,do not overreact;do not shove
the stick forward.Hold the liftoff attitude and the airplane will
accelerate to 85 knots for climb.
Occasionally,a newVelocity pilot will tend to make a“full stall”
landing or flare too high.Tell him that if he has made the approach
at the correct speed and pulls power to idle before the flare,he
should not spend a lot of time in the flare.Make a complete flare,
then fly the airplane down onto the runway with finesse.Once
the main wheels make contact,continue to fly the canard and
lower the nose when speed allows.

27
OWNER’SFLIGHT MANUAL
26 XL
Weight and Balance
You must have completed the last chapter (“FinalAssembly
Section”) of the Builder’s Construction Manual prior to perform-
ing the lofting and weight & balance (“w&b”) on your newly con-
structedVelocity. This is a critical procedure! An aircraft which is
operated out of its CG envelope is an accident waiting to happen.
So enlist some capable help,procure proper scales (you can rent
certified scales),and measuring equipment,and perform each of
the following procedures carefully (double check each step to be
safe).
Here is what you will need:
• 3“certified” scales (1 at least 300#,2 at least 650#)
• 50’ tape measure
• 12’ tape measure
• Plumb bob & stand
• Shims and chocks for the wheels
• Stepladder or stool
•Wing and canard incidence jigs
•Water level,or a good 6’-8’ level
Step 1 - Leveling the aircraft:
Locate a cement floor that is as flat and level as possible. The
aircraft must be level for the procedure,so you will use shims
under the wheels to help get it level.
Using your wing incidence jig,level the aircraft fore and aft to
0° wing angle.Next,check the canard incidence with the canard
jig. It should also be 0°.
Position a level on the rear of the upper fuel strake,just above
the main spar. The length of the level should run inboard to out-
board. Use it to level the aircraft from right to left. This area of
the strake is not exactly level,so use shims to average it out.
Now check the level against the canard,which should be level as
well.
Diagram OM-CL
DATUM
(Nose)
NoseWheelAxle
Center Line
NoseWheel
ARM
N97XL=31”
Main GearAxleARM
N97XL=144.6”
YourARM =
Main GearAxle
Center Line
YourARM =
R.Main GearTire
a/c centerline
L.Main GearTire

29
OWNER’SFLIGHT MANUAL
28 XL
Step 4 -Weights for Calculating Pilot/Co-pilotARM for
yourVelocity:
Have a friend handy that you have pre-weighed on one of the
certified scales (obviously if you only have three certified scales,
do this prior to step 3). Record his weight below. Have him sit in
the pilot’s seat. Now record the aircraft weight from each scale,
then the combined total.
PilotWeight (friend’s exact weight) =
NoseWheelWeight (with Pilot) =
Left MainWheelWeight (with Pilot) =
Right MainWheelWeight (with Pilot) =
CombinedTotalWeight (with Pilot) =
This information will be needed to calculate the pilotARM for
yourVelocity.
Step 5 -Weights for Calculating Rear passengerARM for
yourVelocity:
Have the same friend sit in the rear passenger’s seat. Now
record the aircraft weight from each scale,then the combined
total.
PilotWeight (friend’s exact weight) =
NoseWheelWeight (with Rear Passenger) =
Left MainWheelWeight (with Rear Passenger) =
Right MainWheelWeight (with Rear Passenger) =
CombinedTotalWeight (with Rear Passenger) =
This information is needed to calculate the Rear PassengerARM
for yourVelocity.
Step 6 -Weights for Calculating FuelARM for your
Velocity:
Step 2 - Lofting measurements needed for static CG:
Once the aircraft is level,get out the plumb bob,some 2”
masking tape,and a sharp point marker pen. The tape goes on the
floor to receive the mark from the plumb bob,as well as the iden-
tification marks. Record measurements for all those indicated by
blank spaces on diagram OM-CL. Enter your measurements in
the blanks next to the measurements for the factory aircraft
N97XL.Some dimensions may vary slightly,and will have to be
taken into consideration when calculating the CG box for you
Velocity.
There are three critical dimensions for calculating your static
CG,shown in diagram OM-CL (looking down on the aircraft).
They are:
• Nose“datum of aircraft”
• Nosewheel axle (when trailing)
• Main gear axles (average if different)
Step 3 -Weighing yourVelocity:
The aircraft should be ready to fly,with oil,but NO FUEL. All
accessories should be installed prior to w&b.
NOTE:If yourVelocity is in primer stage (ie.no finish coat yet),
then you will need to repeat the w&b procedure after final paint
coat is on. We have found that the final coat adds about 16 lbs
and generally shifts the CG aft slightly.
To weigh the aircraft,level it while on the three scales (light
duty scale goes under the nose wheel,with the other two under
the main wheels) fore and aft,right and left. NOTE:It is critical
that you level the aircraft prior to w&b!
Record each individual scale reading,then record the com-
bined total. Record each weight below:
Left MainWheelWeight = Right MainWheelWeight =
NoseWheelWeight = CombinedTotalWeight =

30 XL 31
OWNER’SFLIGHT MANUAL
With no people in the aircraft,add enough fuel to fill only the
header fuel“sump” tank (4 gal.approx.). Now record the aircraft
weight from each scale,then the combined total.
Header FuelTankWeight (@ 6 lbs per gallon) =
NoseWheelWeight (with Header fuel tank full) =
Left MainWheelWeight (with Header fuel tank full) =
Right MainWheelWeight (with Header fuel tank full) =
CombinedTotalWeight (with Header fuel tank full) =
Now bring the fuel up to 15 gallons (total fuel,including what is
already in the header tank). Record the aircraft weight from each
scale,then the combined total.
15 Gallons FuelWeight (@ 6 lbs per gallon) = 90 lbs
NoseWheelWeight (with Header fuel tank full) =
Left MainWheelWeight (with Header fuel tank full) =
Right MainWheelWeight (with Header fuel tank full) =
CombinedTotalWeight (with Header fuel tank full) =
Now bring the fuel up to FULL CAPACITY. Record the aircraft
weight from each scale,then the combined total.
Full Fuel Capacity (gallons) =
Full Fuel CapacityWeight (@ 6 lbs per gallon) =
NoseWheelWeight (with Full Fuel) =
Left MainWheelWeight (with Full Fuel) =
Right MainWheelWeight (with Full Fuel) =
CombinedTotalWeight (with Full Fuel) =
This information is needed to calculate the FUELARM for your
Velocity.
STEP 7 Establish the Static CG of your aircraft:
Here is the text description:
•A:Nose wheel weight multiplied by the nosewheel axleARM
•B:Mains total weight multiplied by the mains axleARM
•Add the sum ofA + B,divided by the total aircraft weight
= Static CG position
Here is the formula version (same outcome as above text ver-
sion) to obtain Static CG position:
When you multiply a weight by anARM (distance),the result is
called a moment,and is expressed in units called INCH LBS.
Therefore,in order to simplify our calculations,the preceding for-
mula will be referred to as follows:
Here is an example using the factoryVelocity N97XL:
NosewheelAxleARM = 31”
Nosewheel weight = 40 lbs
Main gear axleARM = 144.6
Main wheels (L+R) combined weight = 1600 lbs
TotalWeight = 1640 lbs
(40x31) + (1600x144.6)
_____________________ = 141.63 inches aft of datum
1600+40 (Static CG)
1240 in lbs + 231040 in lbs 232280 in lbs
_______________________ =____________ = 141.63 inches
1640 1640 aft of datum
(NoseWheelWeight X NoseAxleARM) + (MainsTotalWeight X MainsAxleARM)
TotalWeight ofAircraft
NOSEWHEEL MOMENT X MAIN MOMENT = STATIC CG POSITION
TOTALWEIGHT OFAIRCRAFT

33
OWNER’SFLIGHT MANUAL
32 XL
Step 8 - Calculating the variousARMs
It will be necessary for you to calculate theARM for each of
the following:
•“Pilot/co-pilot”ARM
•“Rear passenger”ARM
•“Header sump tank fuel”ARM
•“Fuel”ARM
•“Baggage”ARM
Here is an example using the factoryVelocity N81VA to calcu-
late the“Pilot/co-pilot”ARM:
NosewheelAxleARM = 31”
Nosewheel weight = 146 lbs
Main gear axleARM = 144.6
Main wheels (L+R) combined weight = 1600 lbs
PilotWeight = 185 lbs
• First,find the CG of the aircraft with pilot:
(146 x 31) + (1678 x 144.6) 24716664.8 Inch lbs
_______________________ = ________________ = 135.5”
1640 + 1825 1825 lbs
• Second,subtract the moment of the empty aircraft (247164.8
inch lbs) from the moment of the aircraft when loaded with the
pilot (232280 inch lbs)
247164.8 - 232280 = 14884.8 inch lbs
• Third,verify that the weight difference between the aircraft
with pilot (1825 lbs) and the weight of the empty aircraft (1640
lbs) equals the pilots weight (185 lbs).
• Fourth,divide the difference of the moments by the difference
of the weights (the pilot weight),and the result will be the
“Pilot/co-pilot”ARM:
14884.8 inch lbs
_______________ = 80.45” aft of datum
185 lbs
Repeat this procedure for all the variousARMs and
record the results below:
•“Pilot/co-pilot”ARM =
•“Rear passenger”ARM =
•“Header sump tank fuel”ARM =
•“Fuel”ARM =
•“Baggage”ARM =
•“Ballast/Nose”ARM =
Note:For the fuelARM,add the two FuelARMs (15 gal + Full),
divide by 2 to get an average FuelARM
Here are some sampleARMs for N97XL:
•“Pilot/co-pilot”ARM =80.0
•“Rear passenger”ARM =124
•“Header sump tank fuel”ARM =145
•“Average Fuel”ARM = 132
•“Wing Strake Storage”ARM = 115
•“Ballast in nose”ARM = 24”
Step 9 - Calculating the CG now that you known the
ARMs for your aircraft:
Ok,now we have all the data we need to set up a weight &
balance worksheet. You can set up a worksheet using a computer
with spreadsheet software (eg.Excel,Lotus,etc.) or simply make
photocopies of the worksheet (OM-WB) and do it longhand.
Refer to the“sample only” weight & balance spreadsheet for a
“standard”Velocity.
It is pretty much self explanatory after all that you have been
through to get this far,but to be safe,let’s run through it. First,if

35
34 XL OWNER’SFLIGHT MANUAL
you are setting up this template on a computer,as a test plug in
the above sample numbers to make sure that your cell formulas
agree. Then go ahead and input your numbers for yourVelocity.
Now,let’s run through the worksheet using the numbers from
the previous sample. Multiply each“Weight” by the correspond-
ing“ARM”,and enter the total in the column to the far right.
Next,add the total weights and enter it on the bottom row
“Total” under the‘Weight” column (2579 lbs). Now add the total
Moment and enter it on the bottom row“Total” under the
“Moment” column (338058 inch lbs). Last step is to divide the
total moment by the total weight to arrive at the CG (131.08”).
The blank worksheet (OM-WB) is there for you to use as a
template for manual calculation. Make extra copies first. Enter all
the known data first. Start with column E“ARM aft” and enter
eachARM that you previously calculated for your aircraft. Next
enter the Basic empty weight on Column D Row 5. Next enter
the maximum gross weight on column D row 16 (2250 for stan-
dard). Once all the known information is entered,make some
extra photocopies. Know go ahead and figure in some weight and
balance examples for your aircraft,just like we did in the previous
sample.
You must complete weight and balance data and have it in
your aircraft in order to pass an“FAA ramp check”! Remember
the word“ARROW” as a reminder of what you need to keep in
your aircraft. A=Airworthiness Certificate (along with Statement
of Operating Limitations),R = Registration Certificate,R = Radio
Station License,O = Operating Limitations,W =Weight & Balance
data.
We recommend calculating a number of extreme w&b exam-
ples to leave as part of this Owners Flight Manual. Calculate many
samples with low v.high fuel,fore v.aft CG limits,etc.
The following is another sample which falls within the“First
Flight” CG &Weight box:
SAMPLE ONLY
Velocity XL Fuel Weight ARM Aft Moment
Gallons LBS Datum (Inches) (in lbs)
Basic Empty 1640 141.63 232273.00 "Sump" Tank Fuel 6 424145.00 3480.00
Fuel (@ xx gals) 6 50 300 132.00 39600.00
Pilot & Co-pilot 305 80.00 24400.00
Passengers (rear) 295 124.00 36580.00
Baggage (wing strakes) 15 115.00 1725.00
Ballast (nose) 24.00 TOTAL 2579 338058.00
MAXIMUM ACTUAL
Gross Weight = 2700 2579
Load = 1060 939 C.G. 13 4 131.08

37
OWNER’SFLIGHT MANUAL
36 XL
1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19
ABCDEF
OM-WB
WEIGHT & BALANCE WORKSHEET Fuel Weight ARM Aft Moment
Gallons LBS Datum (Inches) (in lbs)
Basic Empty "Sump" Tank Fuel 6 4 24 145.00 3480.00 Fuel (@ xx gals) 6 Pilot & Co-pilot Passengers (rear) Baggage (wing strakes) Ballast (nose) TOTAL
MAXIMUM ACTUAL
Gross Weight = Useful Load = C.G.
SAMPLE ONLY
Velocity XL Fuel Weight ARM Aft Moment
Gallons LBS Datum (Inches) (in lbs)
Basic Empty 1640 141.63 232273.20 "Sump" Tank Fuel 6 424145.00 3480.00
Fuel (@ xx gals) 6 20 120 132.00 15840.00
Pilot & Co-pilot 190 80.00 15200.00
Passengers (rear) 0119.13 0.00
Baggage (wing strakes) 0105.00 0.00 Ballast (nose) 22 24.00 528.00
TOTAL 1996 133.93 267321.20
MAXIMUM ACTUAL
Gross Weight = 2600 1996
Load = 1060 356 C.G. 120.75 133.93

XL 39
OWNER’SFLIGHT MANUAL
38
The CG Box:
When doing a w&b on yourVelocity,you are actually working
with a see-saw. The aircraft center of lift is the fulcrum,and the
pilots,passengers,fuel and baggage are the riders. The idea is to
maintain a balance between the center of lift and the center of
gravity (CG). In ideal situations,the CG should be slightly for-
ward of the center of lift. If the CG falls behind the center of lift,
you will have an unstable aircraft which is potentially very danger-
ous in a stall situation. In canard aircraft,we always want the
canard to stall prior to the main wing,causing the nose of the air-
craft to lower,and thus slightly accelerating the aircraft and main-
taining normal controlled flight. All operations in this aircraft
must be forward of the aft limit of your CG box.
Establishing the CG box for theVelocity has been done by the
factory using flight testing and basic aerodynamics. The theory
calls for maintaining a 2-to-1 loading on the canard versus the
main wing. The canard is also flown at a much greater angle of
attack than the main wing,thus inducing a stall in the canard first.
If either one or both of these rules are broken,the result will be
an extremely dangerous aircraft. So always,operate your aircraft
within the prescribed CG box. The centers of lift of allVelocities
should be very close to each other unless a major mistake has
been made by the builder,or a major modification to the position,
size,and incidence of the flying surfaces has been made due to
error or by intentional experimentation. Small modifications to
an aircraft can severely alter the flight characteristics,and the
resulting aircraft can have a completely new forward and aft CG
limit. Therefore,you could be flying within the limits of the CG
box for a standardVelocity,but flying out of the CG box for your
own aircraft. Small errors will have little effect,but if your wings
or canard are an inch out of place,the situation will have to be
taken into account. So if you built your aircraft with everything
where it is supposed to be,you can use the standard CG box
126
127
128
129
130
131
132
133
134
135
2800 2600 2400 2200 2000 1800 1600 1400
GrossWeight in LBS
Aircraft CG:InchesAFT of DATUM (nose)
CG Box / Limitations inWeight & Balance
First Flight
Box
Expanded Flight Envelope
CG BOX
for Velocity Model
XL
127” Forward Limit
134.0Aft Limit