13
O
WNER
’
S
F
LIGHT
M
ANUAL
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 the Velocity XL uses the larger
600x6 tires, this does not make the aircraft totally suitable for
rough, gravel or unprepared fields. Since the Velocity 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 the Velocity 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 Density Altitude
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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