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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 your Velocity in any power, trim
or landing condition within the normal operations envelope.
Intentional spins (or attempts to spin) are not approved.
NOTE: Experience with the Velocity 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, the Velocity 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
Summary of Contents for XL RG
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