Velocity Aircraft Wiki - User contributions [en]

Roll Trim Cord Slippage

2010-12-30T15:55:52Z

Emteeoh: redirect to another page with the same content.

#redirect [[Preventing_Roll_Trim_Cord_Slippage]]

UnOfficial Velocity History

2010-12-05T15:13:07Z

Emteeoh:

{Note that this history is compiled from a variety of sources, listed in the [http://wiki.velocityxl.com/index.php?title=UnOfficial_Velocity_History#Footnotes footnotes], and although every effort has been made to ensure its accuracy, it has not been blessed or endorsed by [http://www.velocityaircraft.com Velocity].} 
[[Image:Danny_maher2.jpg|thumb|right|200px|Danny Maher, Founder of Velocity]]
[[Image:Danny_maher.jpg|thumb|right|200px|Danny Maher, with protoype N401DM]]

Velocity was founded by Danny Maher.  Danny grew up in [http://en.wikipedia.org/wiki/Fort_Lauderdale,_Florida Ft. Lauderdale], Florida, and went on to earn a Chemical Engineering degree.  He worked in shipping, in electrolysis prevention, but began a hobby of racing boats. At 25 he had built a 32' ocean racer powered by a straight-drive Chevy V8 427 that would do 55 MPH.  This lead to a business in building offshore racing boats.  This business was very successful, and after a decade he sold the company and "retired" at 35 to [http://en.wikipedia.org/wiki/Sebastian,_Florida Sebastian], Florida. 

Danny then bought and built an Ultralight ([http://www.ultralightnews.com/antulbg/wizard_ultralight.htm Wizard]) and taught himself to fly (suffering a crash).  During a visit to [http://www.airnav.com/airport/KCOI Merritt Island Airport], he admired the Long-ez of [[Hunter N141NH|Neil Hunter]], who's "Big-EZ" was a cover plane for Sport Aviation in January 1986.  Wanting to buy one, this is when he first heard about "homebuilding" and the EAA.  Danny became enamored with the long-ez, and built 2!  The first was done in 10 months, the second was a test-bed for his ideas.  He wanted to make the plane more comfortable, with more space, and more upright seating. 

[[Image:401dm 1.jpg|thumb|right|200px|N401DM feature short rudders and retractable nose gear]]
Danny founded Velocity in 1984 in [http://en.wikipedia.org/wiki/Sebastian,_Florida Sebastian], Florida with himself as President.  Pete Hoffman was the Vice President, and [[Hunter N141NH|Neil Hunter]] was in charge of Public Relations.  The [[Maher_N401DM|prototype]] was built in 7 months, and first flew in the summer of 1985.  It weighed 1,100 pounds empty, with a gross weight of 2,550 pounds and a Lycoming 180 HP engine and composite prop (built by Danny).  Cruise was claimed as 220 MPH.  Flight testing of the [[Maher_N401DM|prototype]] was completed in mid-October 1985, and thus did not attend Osh Kosh [http://www.airventure.org/ Airventure], but was debuted at [http://sun-n-fun.org/content/ Sun-n-Fun] in 1986.  That first airplane, with a serial number of DMO40, was registered as [[Maher_N401DM|N401DM]].  This airplane was flown by Billy Henederson of [http://www.eaa.org/sportaviation/ Sport Aviation], who noted 1500-200 fpm climb rates and a top end of 184 kts.  This first aircraft also featured a retractable nose gear.  Note that the original aircraft did not have full-length rudders. 

The serial numbers started with DMO-Dan Maher Original, number 40.  It's believed that the number 40 was chosen to reassure buyers that they were getting a proven product!  The aileron push-pull cables were [http://www.foreandaftmarine.com/MORSECONTROLS1.htm Morse marine] style, because he was familiar with their operation.  The brake [http://www.velocityxl.com/Master_Mount.JPG master cylinders] were from the Datsun/Nissan B210's clutch!  Build time was estimated at 800-1000 hours with the kit in the $18,000 range.  The kit featured 43 1/2" wide fuselage, though the prototype was only 42 1/4".  Similarly the height was 40" on the prototype, 41" on the kit, and length was 81".  The main wing area on the prototype was 96.4 SQFT and the canard was 19.75 SQFT, for a total area of 116.15 SQFT, for a gross loading of 19.37 lbs/SQFT.  These were increased slightly for the kits.  The outer wing panels were modified Long-EZ airfoils, but the strakes and canard were Danny's design, and Roncz vortilons were added to the main wings.  Danny is the registered builder of 4 Velocitys (DMO040, DMO100, DMO255, and 029; [[Maher_N401DM|N401DM]], [[Stedman_N7044Q|N7044Q]], [[Feminella_N255DM|N255DM]], and [[Maher_N4253M|N4253M]] registration).  (NOTE: The advertised wing dimensions on production aircraft were a span of 28.63 FT, for a wing area of 125 SQFT, and wing loading of 19.6 lbs/SQFT). 

[[Image:Cuffs.jpg|thumb|right|200px|N81VA with cuffs solves deep stall issue on original wing design]]
These wing dimensions were maintained until 1992 when the [http://n44vf.velocityxl.com/articles/kitplanes/4_1992_KP_173.pdf 173] (or as it later came to be called, the "Long Wing") wing was offered.  This was a play on the Cessna 172, and was meant to tame the handling characteristics to the point where any pilot could comfortably handle it.  The 173 was intended to be unpaved-runway-capable, with sturdier gear that stand about 2.5" taller than the original, with bigger 6.00x6 main wheels, more wing and canard (20%) span, and a thicker airfoil, and a 58 MPH stall speed and 190 MPH top speed ([http://n44vf.velocityxl.com/articles/kitplanes/4_1992_KP_173.pdf 5]).  This also was just after the [http://n44vf.velocityxl.com/articles/sport_aviation/1991_07_sport_aviation_Deep_Stall.pdf 'deep stall'] mystery was solved.  As part of this solution, the wing trailing edge was extended to the aft edge of the tip sails, and the aft inboard camber was changed ([http://n44vf.velocityxl.com/articles/sport_aviation/1991_07_sport_aviation_Deep_Stall.pdf 2]), and 60" leading edge cuffs were offered to existing aircraft owners.  The cuffs are required for DMO serial numbers below 115 (approximately, [http://n44vf.velocityxl.com/articles/views/VV_1Q1995_stall.pdf 3]).  Kits after 115 were shipped with the new wing, and an extra forward fuel baffle ([http://n44vf.velocityxl.com/articles/views/VV_1Q1995_stall.pdf 3]). The new "Standard" wing dimension were 29.4' span, 122 SQFT wing area, and the 173/Long Wing dimentions were 31' span, 145 SQFT wing area. 
[[Image:Combo2.jpg|thumb|800px|center|Wing Changes, original wing on right stopped prior to tipsail trailing edge, and featured thinner chord]] 

[[Image:Swing_fire.jpg|thumb|right|200px|Retract design aircraft is destroyed by shop fire]]
In 1986 Scott and Duane Swing of [http://en.wikipedia.org/wiki/Dayton,_Ohio Dayton, Ohio] bought their first [http://www.velocityaircraft.com/airplane-velocity-kit.html Velocity Kit].  Later they decide to design and build a retractable gear system, and work closely with Danny during it's development.  In 1988 the design is completed and displayed at Osh Kosh [http://www.airventure.org/ Airventure], and several units are presold to Velocity builders, marketed under the name "Tri-Q Development".  Sadly, the demonstration airplane is [http://n44vf.velocityxl.com/articles/sport_aviation/1989_01_sport_aviation_Shop_Fire.pdf consumed by fire in their shop] prior to its first flight.  Needing to support customers the Swings build a replacement in 7 months, completing it in August 1989 (N125V, DMO074), which became the first retract.  This retract sales business then led to a "builder's assistance" program, which was based at the airport at [http://www.airnav.com/airport/3I7 Phillipsburg Ohio], which they bought.  The facility would allow three planes to be worked on simultaneously, and seven aircraft were completed before closing the business. 

With this business relationship as a foundation, when Danny decided to sell the business (after rolling out the redesigned 'Deep-Stall' wing solutions), the Swings are on the short list.  The Swings decide to ([http://n44vf.velocityxl.com/articles/kitplanes/12_1992_KP_business.pdf 7]) purchase the business just before Osh Kosh 1992 ([http://n44vf.velocityxl.com/articles/sport_aviation/1992_09_sport_aviation_Velocity_Sold.pdf 6]), and move to [http://en.wikipedia.org/wiki/Sebastian,_Florida Sebastian], and Danny stays on as a consultant during the transition.  An interesting couple of side-notes, the Swings intended to offer a belly-mounted baggage pod and a Subaru engine conversion ([http://n44vf.velocityxl.com/articles/kitplanes/12_1992_KP_business.pdf 7])! 

[[Image:Subaru2.jpg|thumb|right|200px|Subaru Engine Conversion]]
In 1993, the Subaru engine was featured in [http://n44vf.velocityxl.com/articles/sport_aviation/1993_07_sport_aviation_Pink_Panther.pdf Sport Aviation]([http://n44vf.velocityxl.com/articles/sport_aviation/1993_07_sport_aviation_Pink_Panther.pdf 8]), as well as at Osh Kosh Airventure, but fell out of favor shortly thereafter, and apparently this disappoint lingered as Velocity has since seemed (to me) to be somewhat gun-shy of automotive conversion powerplants.  I have never heard what happened to the baggage pod idea, but there is at least one Velocity sporting a [[Cacek N560TC|"Draggage" Pod]].  Also in about 1993, Alan Shaw's [http://www.wingco.com/genesis_of_aircraft.htm Dynamic Wing Company] began marketing [http://n44vf.velocityxl.com/articles/views/full/V3.pdf fast-build wings]. 

[[Image:82va4.jpg|thumb|left|150px|N82VA Elite prototype and Duane]]
In 1995, Velocity debuts the new "Elite" gull-wing door option, with a center keel instead of a seat-back bulkhead.  This model takes the kit world by storm as a major improvement, and is featured in print ([http://n44vf.velocityxl.com/articles/kitplanes/12_1995_Kitplanes_173_Elite.pdf 10], [http://n44vf.velocityxl.com/articles/sport_aviation/1996_06_sport_aviation_Velocity_Flying.pdf 11], [http://n44vf.velocityxl.com/articles/views/VV_3Q1995_fly.pdf Velocity Views Quarter 3, 1995]).  The same year Mark and Nancy Machado open Composite Area ([http://n44vf.velocityxl.com/articles/sport_aviation/1995_07_sport_aviation_Velocity_West.pdf 9]) to sell kits and service Velocity builders in the Mountain and Pacific time zones.  This business becomes Velocity West shortly thereafter, at [http://www.airnav.com/airport/KLHM Lincoln Memorial Airport] near Sacramento in 1995.  Also in 1995, [http://lavoiegraphics.com/ Ric Lavoie] (builder of [[Parsons N570|N570]]) begins publishing a high-quality newsletter for Velocity builder's, owners, and want-to-bes. 

[[Image:97xl6.jpg|thumb|right|200px|N97XL XL Prototype]]
In March of 1997 Velocity debuted the XL ([http://n44vf.velocityxl.com/articles/kitplanes/10_1997_KP_xl_debut.pdf October 1997 Kitplanes "XL Debut" 13]), an "Extra Large", Velocity.  The XL uses the same "Long Wing" as the older "173" model, but with a significantly enlarged cabin that allowed mounting the larger, six cylinder engines with larger strakes for fuel.  The original design work for the XL was done by Jean Prudhomme, and once again received rave reviews in the press ([http://n44vf.velocityxl.com/articles/sport_aviation/1998_01_sport_aviation_XL_Performance.pdf 14], [http://n44vf.velocityxl.com/articles/sport_aviation/1998_01_sport_aviation_XL_Performance.pdf 15]).  In 1998 the fast build (fuselage and wings) was offered.  Also in 1998, Scott Baker [http://n44vf.velocityxl.com/articles/views/full/v15.pdf is hired by the Machados as test pilot and CFI at Velocity West]. 

[[Image:N101va.jpg|thumb|left|200px|N101VA SUV Prototype]]
[[Image:N101va cabin.jpg|thumb|right|200px|N101VA SUV Yokes]]
At Osh Kosh [http://www.airventure.org/ Airventure] 1999 Velocity debuts the [http://n44vf.velocityxl.com/articles/kitplanes/11_2000_Kitplanes_suv.pdf SUV], the "Sport-Utility" Velocity to cash in on the SUV craze of the early '00s.  It is billed as the entry-level ([http://n44vf.velocityxl.com/articles/views/full/V20.pdf 19]) Velocity, offering only one gull-wing door, a cut-down keel, and control yokes that could be ready to fly for under $50,000 US.  Sadly this version never developed the traction that Velocity had hoped for, in fact many SUV purchasers later retrofitted the copilot side door, and the model was discontinued as a separate model towards the end of 2002 ([http://n44vf.velocityxl.com/articles/views/full/v31.pdf 20]), though the yoke option was still available. 

[[Image:BOB1_nose.jpg|thumb|right|200px|Bob1 on her top]]
During the same period (1998-2000), changes to the fast-build wing options began to take pace.  Alan Shaw's [http://www.wingco.com/genesis_of_aircraft.htm Dynamic Wing Company] requested a price increase for fast-build wings, so the factory discontinued servicing these customers (to remove the middleman), and fast-builds were purchased directly from WingCo ([http://n44vf.velocityxl.com/articles/views/full/v16.pdf 24]).  Then capacity constraints and occasional spot delaminations in the [http://www.wingco.com/genesis_of_aircraft.htm Dynamic Wing] (WingCo) wings, moved Velocity to begin building fast-build wings in-house.  In order to improve quality, delivery time, and add margins Velocity then began to look to build hollow-core wings with a [http://n44vf.velocityxl.com/articles/views/full/v22.pdf Brazilian] partner.  The first set was static tested in March of 2000 ([http://n44vf.velocityxl.com/articles/views/full/v22.pdf 21]), and test flown for the first time in front customers in 2001 at Sebastian, where "[http://n44vf.velocityxl.com/building/Accidents.php#Wood Bob1]" [http://n44vf.velocityxl.com/building/Accidents.php#Wood crashed] with Brendan O'Riordan at the helm due to improper winglet construction ([http://www.ntsb.gov/ntsb/brief2.asp?ev_id=20010207X00410&ntsbno=ATL01LA029&akey=1 NTSB report]). 

Also early in 2000, the Machados move to [http://en.wikipedia.org/wiki/Sebastian,_Florida Sebastian] as partners in Velocity ([http://n44vf.velocityxl.com/articles/views/full/V21.pdf 16]), the Service Center opens ([http://n44vf.velocityxl.com/articles/views/full/V21.pdf 16]), and Scott Baker opens Sierra Bravo ([http://n44vf.velocityxl.com/articles/views/full/V21.pdf 16]) as a builder's assistance center.  In 2000 Scott moved to Sebastian as Director for the Service Center ([http://n44vf.velocityxl.com/articles/views/full/v23.pdf 22]).  Then in 2001, the Machado's leave Velocity, and Scott Baker is elevated to Production Manager ([http://n44vf.velocityxl.com/articles/views/full/v25.pdf 23]). 

[[Image:Rocket-racing-league.jpg|thumb|left|200px|Rocket Racing League]]
In 2003 Velocity was offered for sale as Duane wanted to plan his retirement, and the Scotts were happy with their current roles in the company.  Interest was first gaged to see if there was interest in a group of builders becoming owners, but sufficient interest was lacking.  In 2006 a group called Velocity Aerospace was formed to purchase Velocity Aircraft and pursue type certification of the Velocity in China.  This purchased never materialized, however, and eventually the Rocket Racing League completed the purchase in early 2008.  Rocket Racing had been a partner since [http://www.velocityaircraft.com/Newsletter%20Files/rrl2.html April 2006], when Velocity started building trainer aircraft for the league. 

[[Image:Childs Play aft cockpit.jpg|thumb|left|200px|Dash 5 Bench Seating]]
Also in 2003, June, the XL-5 or "Dash 5" was introduced.  The primary change for this new 'model' was a bench back seat (with a small cut-down keel) that allows 3 children or smallish adults to be seated.  The gross weight was also bumped up slightly, and the new toe-brake option was introduced.
[[Image:Toe_brakes.jpg|thumb|center|400px|Dash 5 Toe Brakes]]
 

[[Image:Hurricanes.jpg|thumb|right|200px|Hurricane Frances and Jeanne Damage]]
The Velocity Views newsletter ceased publication in 2004, after repeated requests from builders to have the "Kitplans Changes" available without having to pay the yearly $30 fee for the Newsletter.  The Velocity Online newsletter is only published 4 times before interest at the factory is lost, and I (for one) feel the community was the poorer for it.  Also in 2004 the factory was hit by hurricanes Frances and Jeanne.
 

[[Image:Velo_Twin_2.jpg|thumb|right|200px|Velocity Twin Concept]]In 2006, the factory was playing with the idea of building a twin engine version, and apparently even began molding a fuselage. They showed a model in the booth at Oshkosh in 2006, but progress was slow as kit sales slumped, and eventually the talk of a twin died away. Antonio Espinal also dreamed of building a [http://www.x-jets.com/twin_dreams.html twin] (in addition to his [http://www.x-jets.com/velocity_jet.html jet]) prior to his tragic death flying his Beech 95 in 2010.
 

[[Image:Turboprop.jpg|thumb|left|200px|Velocity Turbo]]In 2008, in association with capital infusion from the Rocket Racing buy-out, Velocity announced the turbo-prop powered [http://www.velocityaircraft.com/airplane-models-turbo.html Velocity Turbo].  This is envisioned as a 6 seat luxury airplane, with a 45' wingspan and 4,300 lbs empty weight (7,500 lbs gross). Range is targeted at 1,400 nm with a 28,000' ceiling.  Speed numbers have not yet been offered.
 

At Sun-n-Fun 2010 the Twin was re-announced, along with the automatic climate control system, the first private installation of the dual-stick option, and the Luxury Edition XL Center Console and Instrument Panel. There was also speculation that the association with Rocket Racing may be coming to an end, with the Swings possibly taking full control of the business back.
 

On May 26th 2010, a Velocity employee posted to the builder's email-list a note from Scott and Duane Swing that stated that they had bought back full ownership of Velocity Inc from Rocket Racing League. The RRL now owns no share of Velocity Inc. <ref>[http://www.velocityxl.com/showthread.php?8746-Scott-Baker&p=33588&viewfull=1#post33588]</ref>

 
== Footnotes ==
1)  Sport Aviation 1985/1986 
2)  [http://n44vf.velocityxl.com/articles/sport_aviation/1991_07_sport_aviation_Deep_Stall.pdf July 1991 Sport Aviation "Solving a Deep Stall Mystery"] 
3)  [http://n44vf.velocityxl.com/articles/views/VV_1Q1995_stall.pdf Velocity Views Quarter 1, 1995] 
4)  [http://n44vf.velocityxl.com/articles/kitplanes/11_1991_KP_Ground_Testing.pdf November 1991 Kitplanes "Ground Testing"] 
5)  [http://n44vf.velocityxl.com/articles/kitplanes/4_1992_KP_173.pdf April 1992 Kiplanes "Flying the 173"]
6)  [http://n44vf.velocityxl.com/articles/sport_aviation/1992_09_sport_aviation_Velocity_Sold.pdf September 1992 Kitplanes "Velocity Sold"] 
7)  [http://n44vf.velocityxl.com/articles/kitplanes/12_1992_KP_business.pdf December 1992 Sport Aviation "Business Side"] 
8)  [http://n44vf.velocityxl.com/articles/sport_aviation/1993_07_sport_aviation_Pink_Panther.pdf July 1993 Sport Aviation "Great Pumpkin turns into Pink Panther"] 
9)  [http://n44vf.velocityxl.com/articles/sport_aviation/1995_07_sport_aviation_Velocity_West.pdf July 1995 Sport Aviation "Velocity's California Connection"] 
10) [http://n44vf.velocityxl.com/articles/kitplanes/12_1995_Kitplanes_173_Elite.pdf December 1995 Kitplanes "Velocity Matters"] 
11) [http://n44vf.velocityxl.com/articles/sport_aviation/1996_06_sport_aviation_Velocity_Flying.pdf June 1996 Sport Aviation "Flying Qualities Report"] 
12) [http://n44vf.velocityxl.com/articles/views/full/V3.pdf Velocity Views Quarter 3, 1995] 
13) [http://n44vf.velocityxl.com/articles/kitplanes/10_1997_KP_xl_debut.pdf October 1997 Kitplanes "XL Debut"] 
14) [http://n44vf.velocityxl.com/articles/sport_aviation/1998_01_sport_aviation_XL_Performance.pdf January 1998 Sport Aviation "Rock and Roll"] 
15) [http://n44vf.velocityxl.com/articles/sport_aviation/1998_01_sport_aviation_XL_Performance.pdf January 1998 Sport Aviation "Flying Qualities Report"] 
16) [http://n44vf.velocityxl.com/articles/views/full/V21.pdf Velocity Views Quarter 1, 2000] 
17) [http://n44vf.velocityxl.com/articles/views/full/v22.pdf Velocity Views Quarter 2, 2000] 
18) [http://n44vf.velocityxl.com/articles/kitplanes/11_2000_Kitplanes_suv.pdf November 2000 Kitplanes "Airborne SUV"] 
19) [http://n44vf.velocityxl.com/articles/views/full/V20.pdf Velocity Views Quarter 4, 1999] 
20) [http://n44vf.velocityxl.com/articles/views/full/v31.pdf Velocity Views Quarter 3, 2002] 
21) [http://n44vf.velocityxl.com/articles/views/full/v22.pdf Velocity Views Quarter 2, 2000] 
22) [http://n44vf.velocityxl.com/articles/views/full/v23.pdf Velocity Views Quarter 3, 2000] 
23) [http://n44vf.velocityxl.com/articles/views/full/v25.pdf Velocity Views Quarter 1, 2001] 
24) [http://n44vf.velocityxl.com/articles/views/full/v16.pdf Velocity Views Quarter 4, 1998]

UnOfficial Velocity History

2010-12-05T14:57:45Z

Emteeoh:

{Note that this history is compiled from a variety of sources, listed in the [http://wiki.velocityxl.com/index.php?title=UnOfficial_Velocity_History#Footnotes footnotes], and although every effort has been made to ensure its accuracy, it has not been blessed or endorsed by [http://www.velocityaircraft.com Velocity].} 
[[Image:Danny_maher2.jpg|thumb|right|200px|Danny Maher, Founder of Velocity]]
[[Image:Danny_maher.jpg|thumb|right|200px|Danny Maher, with protoype N401DM]]

Velocity was founded by Danny Maher.  Danny grew up in [http://en.wikipedia.org/wiki/Fort_Lauderdale,_Florida Ft. Lauderdale], Florida, and went on to earn a Chemical Engineering degree.  He worked in shipping, in electrolysis prevention, but began a hobby of racing boats. At 25 he had built a 32' ocean racer powered by a straight-drive Chevy V8 427 that would do 55 MPH.  This lead to a business in building offshore racing boats.  This business was very successful, and after a decade he sold the company and "retired" at 35 to [http://en.wikipedia.org/wiki/Sebastian,_Florida Sebastian], Florida. 

Danny then bought and built an Ultralight ([http://www.ultralightnews.com/antulbg/wizard_ultralight.htm Wizard]) and taught himself to fly (suffering a crash).  During a visit to [http://www.airnav.com/airport/KCOI Merritt Island Airport], he admired the Long-ez of [[Hunter N141NH|Neil Hunter]], who's "Big-EZ" was a cover plane for Sport Aviation in January 1986.  Wanting to buy one, this is when he first heard about "homebuilding" and the EAA.  Danny became enamored with the long-ez, and built 2!  The first was done in 10 months, the second was a test-bed for his ideas.  He wanted to make the plane more comfortable, with more space, and more upright seating. 

[[Image:401dm 1.jpg|thumb|right|200px|N401DM feature short rudders and retractable nose gear]]
Danny founded Velocity in 1984 in [http://en.wikipedia.org/wiki/Sebastian,_Florida Sebastian], Florida with himself as President.  Pete Hoffman was the Vice President, and [[Hunter N141NH|Neil Hunter]] was in charge of Public Relations.  The [[Maher_N401DM|prototype]] was built in 7 months, and first flew in the summer of 1985.  It weighed 1,100 pounds empty, with a gross weight of 2,550 pounds and a Lycoming 180 HP engine and composite prop (built by Danny).  Cruise was claimed as 220 MPH.  Flight testing of the [[Maher_N401DM|prototype]] was completed in mid-October 1985, and thus did not attend Osh Kosh [http://www.airventure.org/ Airventure], but was debuted at [http://sun-n-fun.org/content/ Sun-n-Fun] in 1986.  That first airplane, with a serial number of DMO40, was registered as [[Maher_N401DM|N401DM]].  This airplane was flown by Billy Henederson of [http://www.eaa.org/sportaviation/ Sport Aviation], who noted 1500-200 fpm climb rates and a top end of 184 kts.  This first aircraft also featured a retractable nose gear.  Note that the original aircraft did not have full-length rudders. 

The serial numbers started with DMO-Dan Maher Original, number 40.  It's believed that the number 40 was chosen to reassure buyers that they were getting a proven product!  The aileron push-pull cables were [http://www.foreandaftmarine.com/MORSECONTROLS1.htm Morse marine] style, because he was familiar with their operation.  The brake [http://www.velocityxl.com/Master_Mount.JPG master cylinders] were from the Datsun/Nissan B210's clutch!  Build time was estimated at 800-1000 hours with the kit in the $18,000 range.  The kit featured 43 1/2" wide fuselage, though the prototype was only 42 1/4".  Similarly the height was 40" on the prototype, 41" on the kit, and length was 81".  The main wing area on the prototype was 96.4 SQFT and the canard was 19.75 SQFT, for a total area of 116.15 SQFT, for a gross loading of 19.37 lbs/SQFT.  These were increased slightly for the kits.  The outer wing panels were modified Long-EZ airfoils, but the strakes and canard were Danny's design, and Roncz vortilons were added to the main wings.  Danny is the registered builder of 4 Velocitys (DMO040, DMO100, DMO255, and 029; [[Maher_N401DM|N401DM]], [[Stedman_N7044Q|N7044Q]], [[Feminella_N255DM|N255DM]], and [[Maher_N4253M|N4253M]] registration).  (NOTE: The advertised wing dimensions on production aircraft were a span of 28.63 FT, for a wing area of 125 SQFT, and wing loading of 19.6 lbs/SQFT). 

[[Image:Cuffs.jpg|thumb|right|200px|N81VA with cuffs solves deep stall issue on original wing design]]
These wing dimensions were maintained until 1992 when the [http://n44vf.velocityxl.com/articles/kitplanes/4_1992_KP_173.pdf 173] (or as it later came to be called, the "Long Wing") wing was offered.  This was a play on the Cessna 172, and was meant to tame the handling characteristics to the point where any pilot could comfortably handle it.  The 173 was intended to be unpaved-runway-capable, with sturdier gear that stand about 2.5" taller than the original, with bigger 6.00x6 main wheels, more wing and canard (20%) span, and a thicker airfoil, and a 58 MPH stall speed and 190 MPH top speed ([http://n44vf.velocityxl.com/articles/kitplanes/4_1992_KP_173.pdf 5]).  This also was just after the [http://n44vf.velocityxl.com/articles/sport_aviation/1991_07_sport_aviation_Deep_Stall.pdf 'deep stall'] mystery was solved.  As part of this solution, the wing trailing edge was extended to the aft edge of the tip sails, and the aft inboard camber was changed ([http://n44vf.velocityxl.com/articles/sport_aviation/1991_07_sport_aviation_Deep_Stall.pdf 2]), and 60" leading edge cuffs were offered to existing aircraft owners.  The cuffs are required for DMO serial numbers below 115 (approximately, [http://n44vf.velocityxl.com/articles/views/VV_1Q1995_stall.pdf 3]).  Kits after 115 were shipped with the new wing, and an extra forward fuel baffle ([http://n44vf.velocityxl.com/articles/views/VV_1Q1995_stall.pdf 3]). The new "Standard" wing dimension were 29.4' span, 122 SQFT wing area, and the 173/Long Wing dimentions were 31' span, 145 SQFT wing area. 
[[Image:Combo2.jpg|thumb|800px|center|Wing Changes, original wing on right stopped prior to tipsail trailing edge, and featured thinner chord]] 

[[Image:Swing_fire.jpg|thumb|right|200px|Retract design aircraft is destroyed by shop fire]]
In 1986 Scott and Duane Swing of [http://en.wikipedia.org/wiki/Dayton,_Ohio Dayton, Ohio] bought their first [http://www.velocityaircraft.com/airplane-velocity-kit.html Velocity Kit].  Later they decide to design and build a retractable gear system, and work closely with Danny during it's development.  In 1988 the design is completed and displayed at Osh Kosh [http://www.airventure.org/ Airventure], and several units are presold to Velocity builders, marketed under the name "Tri-Q Development".  Sadly, the demonstration airplane is [http://n44vf.velocityxl.com/articles/sport_aviation/1989_01_sport_aviation_Shop_Fire.pdf consumed by fire in their shop] prior to its first flight.  Needing to support customers the Swings build a replacement in 7 months, completing it in August 1989 (N125V, DMO074), which became the first retract.  This retract sales business then led to a "builder's assistance" program, which was based at the airport at [http://www.airnav.com/airport/3I7 Phillipsburg Ohio], which they bought.  The facility would allow three planes to be worked on simultaneously, and seven aircraft were completed before closing the business. 

With this business relationship as a foundation, when Danny decided to sell the business (after rolling out the redesigned 'Deep-Stall' wing solutions), the Swings are on the short list.  The Swings decide to ([http://n44vf.velocityxl.com/articles/kitplanes/12_1992_KP_business.pdf 7]) purchase the business just before Osh Kosh 1992 ([http://n44vf.velocityxl.com/articles/sport_aviation/1992_09_sport_aviation_Velocity_Sold.pdf 6]), and move to [http://en.wikipedia.org/wiki/Sebastian,_Florida Sebastian], and Danny stays on as a consultant during the transition.  An interesting couple of side-notes, the Swings intended to offer a belly-mounted baggage pod and a Subaru engine conversion ([http://n44vf.velocityxl.com/articles/kitplanes/12_1992_KP_business.pdf 7])! 

[[Image:Subaru2.jpg|thumb|right|200px|Subaru Engine Conversion]]
In 1993, the Subaru engine was featured in [http://n44vf.velocityxl.com/articles/sport_aviation/1993_07_sport_aviation_Pink_Panther.pdf Sport Aviation]([http://n44vf.velocityxl.com/articles/sport_aviation/1993_07_sport_aviation_Pink_Panther.pdf 8]), as well as at Osh Kosh Airventure, but fell out of favor shortly thereafter, and apparently this disappoint lingered as Velocity has since seemed (to me) to be somewhat gun-shy of automotive conversion powerplants.  I have never heard what happened to the baggage pod idea, but there is at least one Velocity sporting a [[Cacek N560TC|"Draggage" Pod]].  Also in about 1993, Alan Shaw's [http://www.wingco.com/genesis_of_aircraft.htm Dynamic Wing Company] began marketing [http://n44vf.velocityxl.com/articles/views/full/V3.pdf fast-build wings]. 

[[Image:82va4.jpg|thumb|left|150px|N82VA Elite prototype and Duane]]
In 1995, Velocity debuts the new "Elite" gull-wing door option, with a center keel instead of a seat-back bulkhead.  This model takes the kit world by storm as a major improvement, and is featured in print ([http://n44vf.velocityxl.com/articles/kitplanes/12_1995_Kitplanes_173_Elite.pdf 10], [http://n44vf.velocityxl.com/articles/sport_aviation/1996_06_sport_aviation_Velocity_Flying.pdf 11], [http://n44vf.velocityxl.com/articles/views/VV_3Q1995_fly.pdf Velocity Views Quarter 3, 1995]).  The same year Mark and Nancy Machado open Composite Area ([http://n44vf.velocityxl.com/articles/sport_aviation/1995_07_sport_aviation_Velocity_West.pdf 9]) to sell kits and service Velocity builders in the Mountain and Pacific time zones.  This business becomes Velocity West shortly thereafter, at [http://www.airnav.com/airport/KLHM Lincoln Memorial Airport] near Sacramento in 1995.  Also in 1995, [http://lavoiegraphics.com/ Ric Lavoie] (builder of [[Parsons N570|N570]]) begins publishing a high-quality newsletter for Velocity builder's, owners, and want-to-bes. 

[[Image:97xl6.jpg|thumb|right|200px|N97XL XL Prototype]]
In March of 1997 Velocity debuted the XL ([http://n44vf.velocityxl.com/articles/kitplanes/10_1997_KP_xl_debut.pdf October 1997 Kitplanes "XL Debut" 13]), an "Extra Large", Velocity.  The XL uses the same "Long Wing" as the older "173" model, but with a significantly enlarged cabin that allowed mounting the larger, six cylinder engines with larger strakes for fuel.  The original design work for the XL was done by Jean Prudhomme, and once again received rave reviews in the press ([http://n44vf.velocityxl.com/articles/sport_aviation/1998_01_sport_aviation_XL_Performance.pdf 14], [http://n44vf.velocityxl.com/articles/sport_aviation/1998_01_sport_aviation_XL_Performance.pdf 15]).  In 1998 the fast build (fuselage and wings) was offered.  Also in 1998, Scott Baker [http://n44vf.velocityxl.com/articles/views/full/v15.pdf is hired by the Machados as test pilot and CFI at Velocity West]. 

[[Image:N101va.jpg|thumb|left|200px|N101VA SUV Prototype]]
[[Image:N101va cabin.jpg|thumb|right|200px|N101VA SUV Yokes]]
At Osh Kosh [http://www.airventure.org/ Airventure] 1999 Velocity debuts the [http://n44vf.velocityxl.com/articles/kitplanes/11_2000_Kitplanes_suv.pdf SUV], the "Sport-Utility" Velocity to cash in on the SUV craze of the early '00s.  It is billed as the entry-level ([http://n44vf.velocityxl.com/articles/views/full/V20.pdf 19]) Velocity, offering only one gull-wing door, a cut-down keel, and control yokes that could be ready to fly for under $50,000 US.  Sadly this version never developed the traction that Velocity had hoped for, in fact many SUV purchasers later retrofitted the copilot side door, and the model was discontinued as a separate model towards the end of 2002 ([http://n44vf.velocityxl.com/articles/views/full/v31.pdf 20]), though the yoke option was still available. 

[[Image:BOB1_nose.jpg|thumb|right|200px|Bob1 on her top]]
During the same period (1998-2000), changes to the fast-build wing options began to take pace.  Alan Shaw's [http://www.wingco.com/genesis_of_aircraft.htm Dynamic Wing Company] requested a price increase for fast-build wings, so the factory discontinued servicing these customers (to remove the middleman), and fast-builds were purchased directly from WingCo ([http://n44vf.velocityxl.com/articles/views/full/v16.pdf 24]).  Then capacity constraints and occasional spot delaminations in the [http://www.wingco.com/genesis_of_aircraft.htm Dynamic Wing] (WingCo) wings, moved Velocity to begin building fast-build wings in-house.  In order to improve quality, delivery time, and add margins Velocity then began to look to build hollow-core wings with a [http://n44vf.velocityxl.com/articles/views/full/v22.pdf Brazilian] partner.  The first set was static tested in March of 2000 ([http://n44vf.velocityxl.com/articles/views/full/v22.pdf 21]), and test flown for the first time in front customers in 2001 at Sebastian, where "[http://n44vf.velocityxl.com/building/Accidents.php#Wood Bob1]" [http://n44vf.velocityxl.com/building/Accidents.php#Wood crashed] with Brendan O'Riordan at the helm due to improper winglet construction ([http://www.ntsb.gov/ntsb/brief2.asp?ev_id=20010207X00410&ntsbno=ATL01LA029&akey=1 NTSB report]). 

Also early in 2000, the Machados move to [http://en.wikipedia.org/wiki/Sebastian,_Florida Sebastian] as partners in Velocity ([http://n44vf.velocityxl.com/articles/views/full/V21.pdf 16]), the Service Center opens ([http://n44vf.velocityxl.com/articles/views/full/V21.pdf 16]), and Scott Baker opens Sierra Bravo ([http://n44vf.velocityxl.com/articles/views/full/V21.pdf 16]) as a builder's assistance center.  In 2000 Scott moved to Sebastian as Director for the Service Center ([http://n44vf.velocityxl.com/articles/views/full/v23.pdf 22]).  Then in 2001, the Machado's leave Velocity, and Scott Baker is elevated to Production Manager ([http://n44vf.velocityxl.com/articles/views/full/v25.pdf 23]). 

[[Image:Rocket-racing-league.jpg|thumb|left|200px|Rocket Racing League]]
In 2003 Velocity was offered for sale as Duane wanted to plan his retirement, and the Scotts were happy with their current roles in the company.  Interest was first gaged to see if there was interest in a group of builders becoming owners, but sufficient interest was lacking.  In 2006 a group called Velocity Aerospace was formed to purchase Velocity Aircraft and pursue type certification of the Velocity in China.  This purchased never materialized, however, and eventually the Rocket Racing League completed the purchase in early 2008.  Rocket Racing had been a partner since [http://www.velocityaircraft.com/Newsletter%20Files/rrl2.html April 2006], when Velocity started building trainer aircraft for the league. 

[[Image:Childs Play aft cockpit.jpg|thumb|left|200px|Dash 5 Bench Seating]]
Also in 2003, June, the XL-5 or "Dash 5" was introduced.  The primary change for this new 'model' was a bench back seat (with a small cut-down keel) that allows 3 children or smallish adults to be seated.  The gross weight was also bumped up slightly, and the new toe-brake option was introduced.
[[Image:Toe_brakes.jpg|thumb|center|400px|Dash 5 Toe Brakes]]
 

[[Image:Hurricanes.jpg|thumb|right|200px|Hurricane Frances and Jeanne Damage]]
The Velocity Views newsletter ceased publication in 2004, after repeated requests from builders to have the "Kitplans Changes" available without having to pay the yearly $30 fee for the Newsletter.  The Velocity Online newsletter is only published 4 times before interest at the factory is lost, and I (for one) feel the community was the poorer for it.  Also in 2004 the factory was hit by hurricanes Frances and Jeanne.
 

[[Image:Velo_Twin_2.jpg|thumb|right|200px|Velocity Twin Concept]]In 2006, the factory was playing with the idea of building a twin engine version, and apparently even began molding a fuselage. They showed a model in the booth at Oshkosh in 2006, but progress was slow as kit sales slumped, and eventually the talk of a twin died away. Antonio Espinal also dreamed of building a [http://www.x-jets.com/twin_dreams.html twin] (in addition to his [http://www.x-jets.com/velocity_jet.html jet]) prior to his tragic death flying his Beech 95 in 2010.
 

[[Image:Turboprop.jpg|thumb|left|200px|Velocity Turbo]]In 2008, in association with capital infusion from the Rocket Racing buy-out, Velocity announced the turbo-prop powered [http://www.velocityaircraft.com/airplane-models-turbo.html Velocity Turbo].  This is envisioned as a 6 seat luxury airplane, with a 45' wingspan and 4,300 lbs empty weight (7,500 lbs gross). Range is targeted at 1,400 nm with a 28,000' ceiling.  Speed numbers have not yet been offered.
 

At Sun-n-Fun 2010 the Twin was re-announced, along with the automatic climate control system, the first private installation of the dual-stick option, and the Luxury Edition XL Center Console and Instrument Panel. There was also speculation that the association with Rocket Racing may be coming to an end, with the Swings possibly taking full control of the business back.
 
On May 26th 2010, a Velocity employee posted to the builder's email-list a note from Scott and Duane Swing that stated that they had bought back full ownership of Velocity Inc from Rocket Racing League. The RRL now owns no share of Velocity Inc.

 
== Footnotes ==
1)  Sport Aviation 1985/1986 
2)  [http://n44vf.velocityxl.com/articles/sport_aviation/1991_07_sport_aviation_Deep_Stall.pdf July 1991 Sport Aviation "Solving a Deep Stall Mystery"] 
3)  [http://n44vf.velocityxl.com/articles/views/VV_1Q1995_stall.pdf Velocity Views Quarter 1, 1995] 
4)  [http://n44vf.velocityxl.com/articles/kitplanes/11_1991_KP_Ground_Testing.pdf November 1991 Kitplanes "Ground Testing"] 
5)  [http://n44vf.velocityxl.com/articles/kitplanes/4_1992_KP_173.pdf April 1992 Kiplanes "Flying the 173"]
6)  [http://n44vf.velocityxl.com/articles/sport_aviation/1992_09_sport_aviation_Velocity_Sold.pdf September 1992 Kitplanes "Velocity Sold"] 
7)  [http://n44vf.velocityxl.com/articles/kitplanes/12_1992_KP_business.pdf December 1992 Sport Aviation "Business Side"] 
8)  [http://n44vf.velocityxl.com/articles/sport_aviation/1993_07_sport_aviation_Pink_Panther.pdf July 1993 Sport Aviation "Great Pumpkin turns into Pink Panther"] 
9)  [http://n44vf.velocityxl.com/articles/sport_aviation/1995_07_sport_aviation_Velocity_West.pdf July 1995 Sport Aviation "Velocity's California Connection"] 
10) [http://n44vf.velocityxl.com/articles/kitplanes/12_1995_Kitplanes_173_Elite.pdf December 1995 Kitplanes "Velocity Matters"] 
11) [http://n44vf.velocityxl.com/articles/sport_aviation/1996_06_sport_aviation_Velocity_Flying.pdf June 1996 Sport Aviation "Flying Qualities Report"] 
12) [http://n44vf.velocityxl.com/articles/views/full/V3.pdf Velocity Views Quarter 3, 1995] 
13) [http://n44vf.velocityxl.com/articles/kitplanes/10_1997_KP_xl_debut.pdf October 1997 Kitplanes "XL Debut"] 
14) [http://n44vf.velocityxl.com/articles/sport_aviation/1998_01_sport_aviation_XL_Performance.pdf January 1998 Sport Aviation "Rock and Roll"] 
15) [http://n44vf.velocityxl.com/articles/sport_aviation/1998_01_sport_aviation_XL_Performance.pdf January 1998 Sport Aviation "Flying Qualities Report"] 
16) [http://n44vf.velocityxl.com/articles/views/full/V21.pdf Velocity Views Quarter 1, 2000] 
17) [http://n44vf.velocityxl.com/articles/views/full/v22.pdf Velocity Views Quarter 2, 2000] 
18) [http://n44vf.velocityxl.com/articles/kitplanes/11_2000_Kitplanes_suv.pdf November 2000 Kitplanes "Airborne SUV"] 
19) [http://n44vf.velocityxl.com/articles/views/full/V20.pdf Velocity Views Quarter 4, 1999] 
20) [http://n44vf.velocityxl.com/articles/views/full/v31.pdf Velocity Views Quarter 3, 2002] 
21) [http://n44vf.velocityxl.com/articles/views/full/v22.pdf Velocity Views Quarter 2, 2000] 
22) [http://n44vf.velocityxl.com/articles/views/full/v23.pdf Velocity Views Quarter 3, 2000] 
23) [http://n44vf.velocityxl.com/articles/views/full/v25.pdf Velocity Views Quarter 1, 2001] 
24) [http://n44vf.velocityxl.com/articles/views/full/v16.pdf Velocity Views Quarter 4, 1998]

Child's Play N271TC

2010-08-12T02:49:36Z

Emteeoh:

Factory Demo "Child's Play" 
This was the first XL-5 ever built, and was featured in [http://n44vf.velocityxl.com/articles/kitplanes/12_2004_Kitplanes_XL5.pdf Kitplanes], and had brief piece in [http://n44vf.velocityxl.com/articles/sport_aviation/2003_10_sport_aviation_Dash_5.pdf Sport Aviation]. Child's Play was present on the Velocity Barnstorming Tour, where my brother got his picture taken (below), and features a dual head [http://www.bluemountainavionics.com/ Blue Mountain EFIS]. This aircraft was subsequently purchased (I believe by Ratheon). It was reregistered, and I've since lost track of it (which is a shame because I loved this airplane).

Airworthiness Date: 08/04/2001 
Builder: Duane Swing 

[[Image:Childs_Play_Dave.jpg]]
<gallery>
Image:n271tc_flight.jpg|N271TC In-Flight
Image:N271tc_flight2.jpg|N271TC In-Flight
Image:271tc_101va.jpg|N271TC In-Flight with N101VA
Image:Childs_Play_Dave.jpg|N271TC Dave Ferrell, my brother, in Houston
Image:Childs_Play.jpg|N271TC
Image:Childs_Play_instruments.jpg|N271TC Instruments
Image:Childs_Play_front_cockpit.jpg|N271TC Cockpit
Image:Childs_Play_11-bankingocean.jpg|N271TC Over Ocean
Image:Childs_Play_02-avionics.jpg|N271TC Avionics
Image:Childs_Play_aft_cockpit.jpg|N271TC
Image:Childsplay.JPG|N271TC
Image:Tc_prop.jpg
Image:Tc_top.jpg
Image:Tc_panel.jpg
Image:Tc_flight.jpg
Image:Tc_interior.jpg
Image:Tc_split.jpg
Image:Tc_split2.jpg
</gallery>

Glossary

2010-08-05T21:29:03Z

Emteeoh: /* Velocity Manual Definitions */

__TOC__
== Velocity Manual Definitions ==
'''5 Minute Epoxy''' - this is supplied in the kit and is used for quick bonding to hold parts in position for permanent lay-ups. It will not dissolve the blue foam. 

'''Aero-Poxy'''- This is a one - one mix Structural Adhesive. Used in the kit for bonding
premade parts together and bonding in Metal parts. Structural Adhesive usually
needs to be thickened with a filler like Cabosil. 

[[Image:Cut_bid.jpg|thumb|right|300px|Cutting BID]]
'''BID''' - 8.9 Ounce Bi-Directional referred to as BID in the manual. BID has strength fibers that run in two directions. BID is a coarse woven cloth used by the builder throughout to attach mating parts as well as constructing wing, rudder, and aileron end ribs. See also Hexcel BID. 

'''BiDirectional Cloth''' - See BID. 

'''Bondo''' - a fast hardening putty that can be bought at any auto supply or hardware store. It is used to hold parts in place while applying permanent glass lay-ups. Do not use on blue foam because it will dissolve the foam. 

'''Cabosil''' - Sometimes just referred to as "Cabo". Cab-O-Sil is a thickening agent for resin or structural adhesive . We found that by adding Cab-O-Sil to VelociPoxy or EZ-Poxy, we formed a strong, solid, heavy, but nonporous filler. When mixed with VelociPoxy to a paste consistency, it is good for fixing chipped or damaged edges of cowlings, doors, etc. We also found it to be very helpful in filling the porous surfaces left after the Micro-Balloon process has been sanded. Apply with a putty knife or squeegee to porous surfaces. A small amount of Cab-O-Sil may be added to Micro-Balloon to make the mixture stickier, so that it stays where up put it. This is especially helpful on vertical or upside down lay-ups. Be careful to remove all excess Cab-O-Sil, because once it has cured, it is very difficult to sand. Following cure, sand with 120-180 grit paper, then prime with epoxy primer. You will find that all those annoying pin holes have disappeared. 

'''Carbon Fiber''' - Carbon is used in the Elite models for fuselage stiffening (door beams) and in the RG for main gear reinforcement. There are no Kevlar or hybrid fabrics used in the Velocity aircraft. It is also sometimes used in the aileron pockets, portions of the cowling. 

'''Divinycell''' - (Blue P.V.C.) used extensively in the factory in the molding process of the Velocity aircraft. The builder uses it in the fabrication of the rear bulkhead and strake baffles and bulkheads. 

'''E-glass''' - (Electrical) the standard of the industry, both for marine and general aviation use. It is used throughout the construction. Fiberglass is usually named for the orientation of the strength fibers in it and the weight of the cloth. 

'''EZ-Poxy''' - is used in all major lay-ups on foam and all lay-ups of glass to glass. EZ-Poxy
hardener is mixed with DER 324 resin at a 44:100 ratio. For lay-ups on foam, a
slurry of EZ-Poxy and micro balloons is used. Throughout the construction manual
this mixture is referred to as Micro-Slurry. It is also used with milled fiber for
structural fillets and structural bonding such as hinge pockets for the speed brake,
doors, etc. This epoxy was known as Epolite (2180/2183/2184) and SafetyPoxy
in past manuals. 

'''Flox''' - Flocked cotton fiber which may be used as a structural filler interchangeably with the milled fiber described above. Flox is not as dense or heavy as milled fiber. 

'''Foam''' - See Polystyrene and Dyvinylcell. 

'''Glass Bubbles''' - These are microscopic glass bubbles that the builder adds to resin to form a slurry for filling voids, forming fillets under glass lay-ups, and joining foam to foam and glass to foam. Mixed with EZ-Poxy, the bubbles lighten the lay-up and provide resistance to elamination. It is used with all foam lay-ups. The EZPoxy slurry is called Micro-Slurry in the manual. A dryer and thicker form of Micro-Slurry is called Micro-Balloon. Many people have been confused by statements to use EZ-Poxy Micro-Slurry to cover the blue polystyrene foam surfaces just prior to glassing, since we also state in the plans that EZ-Poxy will dissolve the blue foam, but the slurry mix will not harm the blue foam. The epoxy has been sufficiently diluted by the filler material so do not be apprehensive about using the EZ-Poxy slurry on the core surfaces. 

'''Hexcel BID''' - Hexcel 17 Ounce Biaxial Cloth is used by Velocity in premolded parts only such as the fuselage outer skin and landing gear reinforcement for torsional loading. Hexcel 12 Ounce Biaxial Cloth - used by Velocity in premolded parts only such as the inner fuselage and strake skins and other small parts like the spinner, wheel pants, sump tank, etc. 

'''Hot Glue''' - useful for holding parts in place, faster and cleaner than Bondo. It holds foam very well. 

'''Jeffco''' - Jeffco 9700, a thick two-part grey epoxy with excellent fuel properties that coats very evenly, and can be used to seal the Velocity's strakes completely in just two coats. Note that there are two hardeners, slow and fast. Trust me, you want the slow hardener. Ask me how I know sometime. 

'''Knytex Bid''' - Knytex 17 Ounce Biaxial Cloth - used by Velocity for primary shear web construction in all spars to handle compression loading. Knytex 12 Ounce Biaxial Cloth - used by Velocity in secondary shear web construction. 

'''Marine Grade Plywood''' - The wood supplied with the Velocity kit is a superior grade 6 mil, 5 ply plywood . It is specially designed and manufactured for epoxy lamination in the marine industry. It is superior to aircraft birch when used with epoxy for lamination of wood to glass as used in the Velocity construction process. 

'''Micro-Slurry''' - For lay-ups on foam, a slurry of EZ-Poxy and micro balloons is used, and is called micro-slurry, or just micro or "schmooey" 

'''Milled Fiber''' - finely chopped glass fiber that the builder adds to resin to form a slurry to fill voids at hard points, attach glass to metal, and other structural glass to glass construction. It is light green in color, and much denser than the glass bubbles. Milled fiber is used for installing hard points, structural fillets and fairings, etc. It has superior secondary adhesive qualities. Mix with EZ-Poxy for filling voids around structural glass to glass lay-ups for compatibility with the EZ-Poxy layups. Use with Structural Adhesive to attach metal pieces. Resin and Milled Fiber slurry is called Micro-Glass in the manual. 

'''Polystyrene Foam''' - this blue foam is a premium grade of extruded, not expanded, foam. All the foam parts have been pre-cut by Velocity with a hot wire to form the airfoils in the wings, winglets, and elevators. 

'''Plywood''' - See Marine Grade Plywood. 

'''Roving''' - Certanteed 22 Ounce Woven Roving - used only by Velocity in the cowling reinforcement. 

'''Schmooey''' - see Microslurry. 

'''S-Glass''' - a structural fiber, strong in tension, used in the spar caps and gear legs at the factory. 

'''Structural''' - This is a two-part structural Adhesive, see Aeropoxy. 

'''Triax''' - Knytex 20 Ounce Triaxial is called TRIAX in the construction manual, is used throughout. TRIAX has strength fibers running in three directions with one of them being the Major Axis. The Major Axis is shown by a line on the cloth. The builder will use it for bulkhead reinforcement, the skin of the wings and canard, and fabrication of various hard points and energy absorbing pads. 

'''Traxial cloth''' - see Triax. 

'''UNI''' - Hexcel 7.2 Ounce Unidirectional called UNI in the manual. UNI has strength fibers running in one direction. UNI is used at the factory in the molding of the outer fuselage skin. It is used by the builder in the winglets, winglet attachment, elevators
and canard skin. 

'''UniDirectional Cloth''' - See Uni. 

'''VelociPoxy''' - these systems are used primarily in the finishing and filling , never for glass
lay-ups. VelociPoxy hardener is mixed with DER 324 resin at a 1:2 ratio. For
finish work, VelociPoxy is mixed with micro-balloon to create a smooth easy to
sand

== General Composite Definitions ==

'''ACETONE''': Commonly used wipe solvent. Also known as 2-propanone and Di-methylketone. Used for cleaning composite surfaces prior to bonding and also metal surfaces prior to other treatments. Can also be used to remove uncured epoxy resin from tools and other items. Classed as “Seriously Flammable” with a flashpoint of –4 F (-20 C). Has a high evaporation rate. Mat be procured to U.S. Federal Specification O-A-51H or ASTM-D-329. Solvents and Reducers 

'''ADDITIVE''': Any substance added to another substance, usually to improve properties, such as plasticizers, initiators, light stabilizers, and flame retardants. See also filler. Fillers 

'''ADHESIVE''': A substance capable of holding two materials together by surface attachment. Adhesive can be in film, liquid, or paste form. In this context, the term is used to denote structural adhesives, i.e., those which create attachments capable of transmitting significant structural loads. Adhesives 

'''ARAMID''': A type of highly oriented organic material derived from polyamide (nylon) but incorporating aromatic ring structure. Used primarily as a high-strength, high-modulus fiber. Kevlar and Nomex are examples of aramids. Aramid and Carbon Fiber 

'''BAGGING''': Applying an impermeable layer of film over an uncured part and sealing edges so that a vacuum can be drawn. Vacuum Bagging 

'''BIAS FABRIC''': Warp and fill fibers at an angle to the length of the fabric. Knitted Fabric 

'''BLISTER''': Debond of paint or other coating from part surface. Undesirable rounded elevation of the surface of a plastic with boundaries that are more or less sharply defined, resembling in shape to a blister on the human skin. The blister may burst and become flattened. 

'''BREATHER (BREATHER CLOTH)''': A loosely woven material such as glass fabric that will serve as a continuous vacuum path over a part or the repair area, but is not in direct contact with the part or the repair area. Vacuum Bagging 

'''CARBON FIBER''': Fiber produced by the pyrolysis of organic precursor fibers, such as rayon, polyacrylonitrile (PAN), and pitch in an inert environment. The term is often used interchangeably awith the term graphite; however, carbon fibers and graphite fibers differ. The basic differences lie in the temperature at which the fibers are made and heat treated, and in the amount of elemental carbon produced. Carbon fibers typically are carbonized in the region of 1315 C (2400 F) and assay at 93 to 95% carbon, while graphite fibers are graphitized at 1900 to 2480 C (3450 to 4500 F) and assay at more than 99% elemental carbon. 

'''CAST''': To form material into a certain shape by pouring it into a mold and letting it harden without applying external pressure. Mold Making 

'''CASTING RESIN''': A resin in liquid form that can be poured or otherwise introduced into a mold and shaped without pressure into solid articles. Polyester Resin 

'''CATALYST''': A substance that changes the rate of a chemical reaction without itself undergoing permanent change in composition or becoming a part of the molecular structure of the product. A substance than markedly speeds up the cure of a compound when added to minor quantity as compared to the amounts of primary reactants. Solvents and Reducers 

'''CHOPPED STRAND MAT''': A mat formed of strands cut to a short length, randomly distributed, without intentional orientation, and held together by a binder. 

'''CHROME FINISH (VOLAN ‘A’)''': Applied to glass fibers to give good bonding to polyester and epoxy resins. 

'''COMPOSITE MATERIAL''': A combination of two or more materials (reinforcing elements, fillers, and composite matrix binder), differing in form or composition on a macro scale. The constituents retain their identities; that is, they do not dissolve or merge completely into one another although they act in concert. Normally, the components can be physically identified and exhibit an interface between one another. 

'''COMPOUND''': The intimate admixture of a polymer with other ingredients, such as fillers, softeners, plasticizers, reinforcement, catalysts, pigments, or dyes. A thermoset compound usually contains all the ingredients necessary for the finishe dproduct, while a thermoplastic compound may require subsequent addition of pigments, blowing agents, etc. 

'''CORE''': (A) The central member, usually foam or honeycomb, of a sandwich construction to which the faces of the sandwich are attached or bonded. (B) The central member of a plywood assembly. (C) A channel in a mold for circulation of heat transfer media (D) Part of a complex mold that forms undercut parts. (E) A device on which prepreg is wound. 

'''CORROSION''': The deterioration of a metal by chemical or electrochemical raction resulting from exposure to weathering, moisture, chemicals, or other agents or media. 

'''CURING AGENT''': A catalytic or reactive agent that, when added to a resin, causes polymerization. Also called hardener. 

'''DELAMINATION''': Separation of the layers of material in a laminate, either local or covering a wide area. Can occur in the cure or subsequent life. 

'''E-GLASS''': A family of glasses with a calcium aluminoborosilicate composition and a maximum alkali content of 2.0%. A general purpose fiber that is most often used in reinforced plastics and is suitable for electrical laminates because of its high resistivity. 

'''EPOXY RESIN''': A polymerizable thermoset polymer containing one or more epoxide groups and curable by reaction with amines, alcohols, phenols, carboxylic acids, acid anhydrides, and mercaptans. An important matrix resin in composites and structural adhesives. Epoxy Resin 

'''FIBER CONTENT''': The amount of fiber present in a composite. This is usually expressed as a percentage volume fraction or weight fraction of the composite. 

'''FIBER COUNT''': The number of fibers per unit width of ply present in a specified section of a composite. 

'''FIBERGLASS REINFORCEMENT''': Material used to reinforce a resin matrix using continuous or discontinuous glass fibers. Available as mat, roving, fabric, etc. It is incorporated into both thermosets and thermoplastics. 

'''FIBER-REINFORCED PLASTIC (FRP)''': A general term for a composite that consists of a resin reinforced with cloth, tape, mat, or strands of any fiber form and using any type fiber. 

'''FILL''': Yarn oriented at right angles to the warp in a woven fabric. Also called “weft” or “woof”. 

'''FILLER''': A relatively inert substance added to a material to alter its physical, mechanical, thermal, electrical, and other properties, or to lower coast or density. Fillers Fillers 

'''FLAME RETARDED RESIN''': A resin compounded with certain chemicals to reduce or eliminate its tendency to burn. Polyester Resin 

'''GEL COAT''': A quick setting resin applied to the surface of a mold and gelled before lay-up. The gel coat becomes an integral part of the finished laminate, and is usually used to improve surface appearance and bonding. Gelcoats 

'''HAND LAY-UP''': The process of placing (and working) successive plies of reinforcing material or resin-impregnated reinforcement in position on a mold by hand. 

'''HARDENER''': A substance or mixture added to a plastic composition to promote or control the curing action by taking part in it. The term is also used to designate a substance added to control the degree of hardness of the cured film. 

'''IMPREGNATE''': In reinforced plastics, to saturate the reinforcement with a resin. 

'''KNITTED FABRICS''': Fabrics produced by interlooping chains of yarn. Knitted Fabric 

'''LAMINATE (noun)''': A product made by bonding together two or more layers (plies) of material. 

'''LAY-UP''': (A) The reinforcing material placed in position in the mold. (B) The process of placing the reinforcing material in position in the mold. (C) The resin-impregnated reinforcement. 

'''MEKP''': Methyl ethyl ketone peroxide, a catalyst for polyester resins. Highly corrosive. Solvents and Reducers 

'''MICROSPHERES''': Small, hollow glass spheres used as fillers n epoxy and polyester compounds to reduce density. Fillers 

'''MILLED FIBER''': Continuous glass strands hammer milled into very short glass fibers. Useful as inexpensive filler or anticrazing reinforcing fillers for adhesives. Fillers 

'''MOLD''': The cavity or matrix into or on which the plastic composition is placed and from which it takes form. To shape plastic parts of finished articles by heat and pressure. The assembly of all the parts that function collectively in the molding process. 

'''MOLDING''': The forming of a polymer or composite into a solid mass of prescribed shape and size by the application of pressure and heat for given times. Sometimes used to denote the finished part. 

'''MOLD-RELEASE AGENT''': A lubricant, liquid, or powder (often silicone oils and waxes), used to prevent sticking of molded articles in the cavity. Mold Release 

'''MOLD SURFACE''': The side of a laminate that faced the mold (tool) during cure, often called the tooled surface. 

'''PEEL PLY''': A layer of open-weave material, usually fiberglass, polyester, or heat-set nylon, applied directly to the surface of a prepreg lay-up. The peel ply is removed from the cured laminate immediately before bonding operations, leaving a clean resin-rich surface that may need no further preparation for bonding, other than application of a primer where one is required. Vacuum Bagging 

'''PLAIN WEAVE''': A weaving pattern in which the warp and fill fibers alternate, that is, the repeat pattern is warp/fill/warp/fill, etc. Both faces of a plain weave are identical. 

'''POLYMER''': A large molecule created by a large number of smaller molecules, called monomers, in a regular pattern. 

'''POT LIFE''': The length of time, at some specified temperature, that a catalyzed resin is workable. Also known as working life. 

'''PRIMER''': A coating applied to a surface, before the application of an adhesive, lacquer, enamel, etc., to improve the adhesion performance or load carrying ability of the bond. Some primers contain a corrosion inhibitor. 

'''REINFORCEMENT''': A strong material bonded into a matrix to improve its mechanical properties. Reinforcements are usually long fibers, chopped fibers, etc. A material used to reinforce, strengthen or give dimensional stability to a part. 

'''RELEASE AGENT''': A material that is applied in a thin film to the surface of a mold to keep the resin from bonding to the mold. Also called parting agent. Mold Release 

'''RELEASE FILM''': An impermeable layer of film that does not bond to the resin being cured. Mold Release 

'''RESIN''': In reinforced plastics, the material used to bind together the reinforcement material; the matrix. Most resins are polymers. 

'''RESIN TRANSFER MOLDING (RTM)''': A process whereby catalyzed thermosetting rein is transferred or injected into an enclosed mold in which the fiber reinforcement has been placed. Cure is normally accomplished without external heat. RTM combines relatively low tooling and equipment costs with the ability to mold large structural parts. In general, thermoplastics are too viscous to be used in RTM even if heat is applied. 

'''ROOM-TEMPERATURE VULCANIZING (RTV)''': Vulcanization or curing at room temperature by chemical reaction; usually applies to silicones and other rubbers. 

'''ROVING''': A number of yarns, strands, tows, or ends collected into a parallel bundle with little or no twist. This term is applied most commonly to glass and Kevlar. Roving 

'''SANDWICH CONSTRUCTIONS''': Panels composed of a lightweight core material, such as honeycomb, foamed plastic, etc., to which two relatively thin, dense, high-strength or high-stiffness faces or skins are adhered. 

'''SATIN WEAVE''': Weaving pattern producing a satin appearance. “Eight-harness” means the warp yarn crosses over seven fill yarns and under the eighth (repeatedly). Also produced as four harness and five harness. 

'''SELVAGE''': The woven-edge portion of a fabric parallel to the warp, finished off so as to prevent the yarns from unraveling. 

'''SOLVENT''': A substance (usually a liquid) used for dissolving and/or cleaning materials during reinforced plastics operations. Often flammable or toxic. Should be handled in accordance with safety instructions. Solvents and Reducers 

'''STRUCTURAL ADHESIVE''': Adhesives used for transferring required loads between adherends exposed to service environments typical for the structure involved. 

'''SUBSTRATE''': A material upon the surface of which as adhesive or resin is spread for any purpose such as bonding or coating. 

'''TACK-FREE''': A condition in which a plastic material can be dented with an inert object without sticking to it. It is indicative of a definite stage of hardening. 

'''THIXOTROPIC''': Concerning materials that are gel-like at rest, but fluid when agitated. Having high static shear strength at the same time. To lose viscosity under stress. 

'''THREAD COUNT''': The number of yarns (threads) per inch or centimeter in either the lengthwise (warp) or crosswise (fill or weft) direction of woven fabrics. 

'''TOOLING''': The molds and fixtures used to produce a composite article. Tooling may be made of any suitable material, including composites. 

'''TWO-COMPONENT ADHESIVE''': an adhesive supplied in two parts that are mixed before application. Such adhesives usually cure at room temperature. Adhesives 

'''UNIDIRECTIONAL''': All of the fibers are oriented in the same direction. 

'''VACUUM BAG MOLDING''': A process in which a sheet of flexible transparent material plus bleeder cloth and release film are placed under the layup on the mold and sealed at the edges. A vacuum is applied between the sheet and the lay-up. The entrapped air is mechanically worked out of the lay-up and removed by the vacuum, and the part is cured with temperature, pressure, and time. Vacuum Bagging 

'''VINYL ESTERS''': A class of thermosetting resins containing esters of acrylic and/or methacrylic acids, many of which have been made from epoxy resin. Cure is accomplished as with unsaturated polyesters by copolymerization with other vinyl monomers, such as styrene. Vinylester Resin 

'''VULCANIZATION''': A chemical reaction in which a rubber is cured by reaction with sulfur or other suitable agents. 

'''WARP''': The yarn running lengthwise in a woven fabric. A group of yarns in long lengths and approximately parallel. Fabrics are tensional in the warp direction during weaving. The weft is not tensioned. 

'''WEATHERING''': Exposure of plastics to the outdoor environment. 

'''WEAVE''': The particular manner in which a fabric is formed by interlacing yarns. Usually assigned a style number. 

'''WEFT''': The transverse threads or fibers in a woven fabric. Those fibers running perpendicular to the warp. Also called fill, filling yarn or woof. 

'''WET LAY-UP''': A method of making or repairing a reinforced product by applying the resin system as a liquid when the reinforcement is put in place. 

'''WET-OUT''': The condition of an impregnated roving or yarn in which substantially all voids between the sized strands and filaments are filled with resin. 

'''WORKING LIFE''': The period of time during which a liquid resin or adhesive, after mixing with catalyst, solvent, or other compounding ingredients, remains usable. Also called pot life. 

'''WOVEN ROVING''': A heavy glass fiber fabric made by weaving rovig or yarn bundles. Roving

Construction

2010-06-05T16:18:44Z

Emteeoh: /* Sub-kits */ Changed tense and so forth.

== Sub-kits ==

A word on the winglet kit: the Winglet kit was developed as much as an introductory kit as it was an integral part of the finished aircraft. Velocity feels that offering a winglet kit offers many benefits to the potential Velocity builder as a "first sub-kit." First off, it's a relatively low cost item - The new builder can get his feet wet and find out if the project is for him without fully committing himself financially. Beyond that, the construction methods used in building the winglets are easily mastered and are indicative of many of the steps that will be used later on in building the kit. The kit was developed to be as user friendly as possible. Velocity includes a Michaels Engineering epoxy ratio pump, all of the epoxy that will be needed, fiberglass, pre-hotwired winglet cores, winglet NAV antenna, coaxial cable, micro-balloons, mixing sticks, mixing cups, brushes, an instructional DVD set, Builder's Manual, and a Velocity Logo hat.
The sub-kits are broken down for the XL as follows:
1. Winglet Kit: $950
2. Canard Kit: $2900
3. Left Main Wing Kit: $6250
4. Right Main Wing Kit: $6250
5. Fuselage Kit: $24,850
* Fuselage Kit Options:
* Retract Landing Gear: $9000
* Fastbuild Fuselage: $9000
* Dash-5 Package: $3500
6. Fuel Strake Kit: $5000

Split-Kit Details:
These prices do not include crating or shipping charges. Each sub-kit price is subject to change at any time. That is, as price increases effect the full kit base price, the sub-kit prices will be adjusted accordingly.

== Velocity Construction ==

[[Composite Materials]] 
[[Composite Construction Tips and Techniques]] 
[[Tools]] 
[[Manuals]] 
[[Material Sources]] 
[http://www.velocityxl.com/phpBB2/viewforum.php?f=2 Reflector] 
[[Workshop]] 

[[Glossary]] 

[[Engine Installation]] 
[[Electrical System]] 
[[Avionics]] 
[[Props]] 
[[Spinner]] 
[[Builder Tips, Tricks, and Modifications]] 

----
[[Main Page]]

Main Page

2010-06-04T20:04:47Z

Emteeoh: Undo revision 5571 removing linkspam.

<big>'''Welcome to the VelocityXL Wiki!'''</big> The VelocityXL Wiki is an offshoot offering from [http://www.velocityxl.com VelocityXL.com]. 

== Topics ==
{|-
| 
* [http://www.writers.ph freelance writing jobs]
* [[Articles]] 
* [[UnOfficial Velocity History]] 
* [[Builder's Websites]] 
* [[Construction]] 
* [[Flying]] 
* [[Velocity Models]] 
* [[Pictures|Airplane Pictures/Drawings]] 
* [[Velocity Videos]] 
* [[Velocity Profiles and Biographies]] 
* [[Builder Profiles and Biographies]] 
* [[Documents]] 
* [[For Sale]] 
* [[Slideshow]] of all Velocitys 
* [[Slideshow2|Slideshow]] of finest photos of Velocitys
 
|Here's a Slideshow of the 180 different Velocity aircraft that we have pictures of on the Wiki!
{{#widget:Flickr/SlideShow|query=VelocityKitplaneEAA|width=350|height=300}}
|}

== WIKI Help ==
* [http://www.mediawiki.org/wiki/Manual:Configuration_settings Configuration settings list]
* [http://www.mediawiki.org/wiki/Manual:FAQ MediaWiki FAQ]
* [http://lists.wikimedia.org/mailman/listinfo/mediawiki-announce MediaWiki release mailing list]
* Edit the sidebar [[MediaWiki:Sidebar]]

[[Alex]] 
[[Widget:Flickr/SlideShow]]

Velocity Models

2010-06-03T15:32:59Z

Emteeoh: reverting linkspam

== The Prototype ==
[[Image:401dm_4.jpg|right|thumb|150px|Prototype N401DM]]
The prototype,[[Maher_N401DM]], was built in 7 months, and first flew in the summer of 1985. It weighed 1,100 pounds empty, with a gross weight of 2,550 pounds and a Lycoming 180 HP engine and composite prop (built by Danny Maher). Cruise was claimed as 220 MPH. Flight testing of the prototype was completed in mid-October 1985, and thus did not attend Osh Kosh Airventure, but was debuted at Sun-n-Fun in 1986. That first airplane, with a serial number of DMO40, was registered as N401DM. This airplane was flown by Billy Henederson of Sport Aviation, who noted 1500-200 fpm climb rates and a top end of 184 kts. This first aircraft also featured a retractable nose gear. Note that the original aircraft did not have full-length rudders. The serial numbers started with DMO-Dan Maher Original, number 40. The fuselage was 42 1/4" wide, 40" high, and 81" long. The main wing area was 96.4 square feet and the canard was 19.75 square feet, for a total area of 116.15 square feet and a gross loading of 19.37 lbs/sqft. The outer wing panels are modified Long-EZ panels, but the strakes and canard are of a unique design. Roncz vortillions were added to the main wings.

== The first kit ==

The aileron push-pull cables were Morse marine style, because Maher was familiar with their operation. The brake master cylinders were from the Datsun/Nissan B210's clutch. Build time was estimated at 800-1000 hours with the kit in the $18,000 range. The kit featured 43 1/2" wide fuselage, 41" high, and 81" long. The size of the wings and canards are slighty increased compared to the prototype. Danny is the registered builder of 4 Velocitys (DMO040, DMO100, DMO255, and 029; N401DM, N7044Q, N255DM, and N4253M registration). (NOTE: The advertised wing dimensions on production aircraft were a span of 28.63 FT, for a wing area of 125 SQFT, and wing loading of 19.6 lbs/SQFT).
Due to the "deep stall" issue, 60" leading edge cuffs were offered to existing aircraft owners. The cuffs are required for DMO serial numbers below 115.

== The 173 Long Wing ==
{|
|The [[Maher_N4253M|173]] (later known as the "Long Wing") was offered in 1992. The name was a play on the Cessna 172, and was meant to tame the handling characteristics to the point where any pilot could comfortably handle it. The 173 was intended to be unpaved-runway-capable, with sturdier gear that stand about 2.5" taller than the original, with bigger 6.00x6 main wheels, more wing and canard (20%) span, and a thicker airfoil, and a 58 MPH stall speed and 190 MPH top speed. The wing trailing edge was extended to the aft edge of the tip sails, and the aft inboard camber was changed. The new "Standard" wing dimension were 29.4' span, 122 SQFT wing area, and the 173/Long Wing dimensions were 31' span, 145 SQFT wing area.
|[[Image:N4253_1.jpg|right|thumb|150px|173 Demo N2453M]]
|}

== The Elite ==
{|
|[[Image:82va4.jpg|left|thumb|150px|Elite Demo N82VA]]
|The [[Elite_N82VA|Elite]] gull-wing door was first offered in 1995, and had a center keel instead of a seat-back bulkhead. The popularity of the type exploded with the Elite, as the "Top-Loader" style of accessing the cabin required some dexterity.
|}

== The XL ==
{|
|In March of 1997 Velocity debuted the [[Factory_XL_N97XL|XL]] (October 1997 Kitplanes "XL Debut" 13), an "Extra Large" Velocity. The XL uses the same "Long Wing" as the older "173" model, but with a significantly enlarged cabin that allowed mounting the larger, six cylinder engines with larger strakes for fuel. The original design work for the XL was done by Jean Prudhomme, and received rave reviews in the press. In 1998 the fast build (fuselage and wings) was offered.
|[[Image:97xl.jpg|right|thumb|150px|XL Demo N97XL]]
|}

== The SUV ==
{|
|[[Image:N101va.jpg|right|thumb|150px|SUV Demo N101VA]]
|At Osh Kosh Airventure 1999 Velocity debuts the [[Factory_SUV_N101VA|SUV]], the "Sport-Utility" Velocity to cash in on the SUV craze of the early '00s. It is billed as the entry-level (19) Velocity, offering only one gull-wing door, a cut-down keel, and control yokes that could be ready to fly for under $50,000 US. Discontinued at the end of 2002.
|}

== The XL-5 ==
{|
|In 2003, June, the [[Child%27s_Play_N271TC|XL-5]] or "Dash 5" was introduced. The primary change for this new model was a bench back seat (with a small cut-down keel) that allows 3 children or smallish adults to be seated. The gross weight was also bumped up slightly, and the new toe-brake option was introduced.
|[[Image:N271tc_flight2.jpg|right|thumb|150px|-5 Demo N271TC]]
|}

== The XL Turbo ==
{|
|In 2007 the factory built the first TIO-550 Velocty, "[[Turbo_Charlie_N296TC|Turbo Charlie]]", which went on to set a new speed standard for the class with true airspeeds over 250kts. In 2008, the factory sold Turbo Charlie and is set to debut "the hotrod" with direct-push-tube controls and other modifications for these higher speeds.
|[[Image:Turbo.jpg|right|thumb|150px|Turbo Demo N296TC]]
|}

== The Twin ==
The Twin has been "in development" for quite some time. It was a big deal a few years ago, and I think the fuselage had been started, but a lot of other priorities got in the way such as "Turbo Charlie", and it's been in limbo for some time. There was a model shown at Oshkosh, however, pictured below, from Airventure 2006.

<gallery>
Image:Velo_Twin_1.jpg
Image:Velo_Twin_2.jpg
Image:Velo_Twin_3.jpg
</gallery>

== The Turbo ==
[[Image:velocity-turbo.jpg|right|thumb|150px|"Turbo" Demo]]In 2008, in association with capital infusion from the Rocket Racing buy-out, Velocity announced the turbo-prop powered Velocity Turbo. This is envisioned as a 6 seat luxury airplane, with a 45' wingspan and 4,300 lbs empty weight (7,500 lbs gross). Range is targeted at 1,400 nm with a 28,000' ceiling. Speed numbers have not yet been offered.

Velocity Models

2010-06-03T15:31:00Z

Emteeoh: /* The first kit */

Velocity Models

2010-06-03T15:30:42Z

Emteeoh: /* The first kit */

== The Prototype ==
[[Image:401dm_4.jpg|right|thumb|150px|Prototype N401DM]]
The prototype,[[Maher_N401DM]], was built in 7 months, and first flew in the summer of 1985. It weighed 1,100 pounds empty, with a gross weight of 2,550 pounds and a Lycoming 180 HP engine and composite prop (built by Danny Maher). Cruise was claimed as 220 MPH. Flight testing of the prototype was completed in mid-October 1985, and thus did not attend Osh Kosh Airventure, but was debuted at Sun-n-Fun in 1986. That first airplane, with a serial number of DMO40, was registered as N401DM. This airplane was flown by Billy Henederson of Sport Aviation, who noted 1500-200 fpm climb rates and a top end of 184 kts. This first aircraft also featured a retractable nose gear. Note that the original aircraft did not have full-length rudders. The serial numbers started with DMO-Dan Maher Original, number 40. The fuselage was 42 1/4" wide, 40" high, and 81" long. The main wing area was 96.4 square feet and the canard was 19.75 square feet, for a total area of 116.15 square feet and a gross loading of 19.37 lbs/sqft. The outer wing panels are modified Long-EZ panels, but the strakes and canard are of a unique design. Roncz vortillions were added to the main wings.

== The first kit ==
The aileron push-pull cables were Morse marine style, because Maher was familiar with their operation. The brake master cylinders were from the Datsun/Nissan B210's clutch. Build time was estimated at 800-1000 hours with the kit in the $18,000 range. The kit featured 43 1/2" wide fuselage, 41" high, and 81" long. The size of the wings and canards are slighty increased compared to the prototype. Danny is the registered builder of 4 Velocitys (DMO040, DMO100, DMO255, and 029; N401DM, N7044Q, N255DM, and N4253M registration). (NOTE: The advertised wing dimensions on production aircraft were a span of 28.63 FT, for a wing area of 125 SQFT, and wing loading of 19.6 lbs/SQFT).
Due to the "deep stall" issue, 60" leading edge cuffs were offered to existing aircraft owners. The cuffs are required for DMO serial numbers below 115.

== The 173 Long Wing ==
{|
|The [[Maher_N4253M|173]] (later known as the "Long Wing") was offered in 1992. The name was a play on the Cessna 172, and was meant to tame the handling characteristics to the point where any pilot could comfortably handle it. The 173 was intended to be unpaved-runway-capable, with sturdier gear that stand about 2.5" taller than the original, with bigger 6.00x6 main wheels, more wing and canard (20%) span, and a thicker airfoil, and a 58 MPH stall speed and 190 MPH top speed. The wing trailing edge was extended to the aft edge of the tip sails, and the aft inboard camber was changed. The new "Standard" wing dimension were 29.4' span, 122 SQFT wing area, and the 173/Long Wing dimensions were 31' span, 145 SQFT wing area.
|[[Image:N4253_1.jpg|right|thumb|150px|173 Demo N2453M]]
|}

== The Elite ==
{|
|[[Image:82va4.jpg|left|thumb|150px|Elite Demo N82VA]]
|The [[Elite_N82VA|Elite]] gull-wing door was first offered in 1995, and had a center keel instead of a seat-back bulkhead. The popularity of the type exploded with the Elite, as the "Top-Loader" style of accessing the cabin required some dexterity.
|}

== The XL ==
{|
|In March of 1997 Velocity debuted the [[Factory_XL_N97XL|XL]] (October 1997 Kitplanes "XL Debut" 13), an "Extra Large" Velocity. The XL uses the same "Long Wing" as the older "173" model, but with a significantly enlarged cabin that allowed mounting the larger, six cylinder engines with larger strakes for fuel. The original design work for the XL was done by Jean Prudhomme, and received rave reviews in the press. In 1998 the fast build (fuselage and wings) was offered.
|[[Image:97xl.jpg|right|thumb|150px|XL Demo N97XL]]
|}

== The SUV ==
{|
|[[Image:N101va.jpg|right|thumb|150px|SUV Demo N101VA]]
|At Osh Kosh Airventure 1999 Velocity debuts the [[Factory_SUV_N101VA|SUV]], the "Sport-Utility" Velocity to cash in on the SUV craze of the early '00s. It is billed as the entry-level (19) Velocity, offering only one gull-wing door, a cut-down keel, and control yokes that could be ready to fly for under $50,000 US. Discontinued at the end of 2002.
|}

== The XL-5 ==
{|
|In 2003, June, the [[Child%27s_Play_N271TC|XL-5]] or "Dash 5" was introduced. The primary change for this new model was a bench back seat (with a small cut-down keel) that allows 3 children or smallish adults to be seated. The gross weight was also bumped up slightly, and the new toe-brake option was introduced.
|[[Image:N271tc_flight2.jpg|right|thumb|150px|-5 Demo N271TC]]
|}

== The XL Turbo ==
{|
|In 2007 the factory built the first TIO-550 Velocty, "[[Turbo_Charlie_N296TC|Turbo Charlie]]", which went on to set a new speed standard for the class with true airspeeds over 250kts. In 2008, the factory sold Turbo Charlie and is set to debut "the hotrod" with direct-push-tube controls and other modifications for these higher speeds.
|[[Image:Turbo.jpg|right|thumb|150px|Turbo Demo N296TC]]
|}

== The Twin ==
The Twin has been "in development" for quite some time. It was a big deal a few years ago, and I think the fuselage had been started, but a lot of other priorities got in the way such as "Turbo Charlie", and it's been in limbo for some time. There was a model shown at Oshkosh, however, pictured below, from Airventure 2006.

<gallery>
Image:Velo_Twin_1.jpg
Image:Velo_Twin_2.jpg
Image:Velo_Twin_3.jpg
</gallery>

== The Turbo ==
[[Image:velocity-turbo.jpg|right|thumb|150px|"Turbo" Demo]]In 2008, in association with capital infusion from the Rocket Racing buy-out, Velocity announced the turbo-prop powered Velocity Turbo. This is envisioned as a 6 seat luxury airplane, with a 45' wingspan and 4,300 lbs empty weight (7,500 lbs gross). Range is targeted at 1,400 nm with a 28,000' ceiling. Speed numbers have not yet been offered.
 

Reference: [http://www.bestessays.net best essay.com]

UnOfficial Velocity History

2010-05-30T02:32:01Z

Emteeoh:

{Note that this history is compiled from a variety of sources, listed in the [http://wiki.velocityxl.com/index.php?title=UnOfficial_Velocity_History#Footnotes footnotes], and although every effort has been made to ensure its accuracy, it has not been blessed or endorsed by [http://www.velocityaircraft.com Velocity].} 
[[Image:danny_maher2.jpg|thumb|right|200px|Danny Maher, Founder of Velocity]]
[[Image:danny_maher.jpg|thumb|right|200px|Danny Maher, with protoype N401DM]]

Velocity was founded by Danny Maher.  Danny grew up in [http://en.wikipedia.org/wiki/Fort_Lauderdale,_Florida Ft. Lauderdale], Florida, and went on to earn a Chemical Engineering degree.  He worked in shipping, in electrolysis prevention, but began a hobby of racing boats. At 25 he had built a 32' ocean racer powered by a straight-drive Chevy V8 427 that would do 55 MPH.  This lead to a business in building offshore racing boats.  This business was very successful, and after a decade he sold the company and "retired" at 35 to [http://en.wikipedia.org/wiki/Sebastian,_Florida Sebastian], Florida. 

Danny then bought and built an Ultralight ([http://www.ultralightnews.com/antulbg/wizard_ultralight.htm Wizard]) and taught himself to fly (suffering a crash).  During a visit to [http://www.airnav.com/airport/KCOI Merritt Island Airport], he admired the Long-ez of [[Hunter N141NH|Neil Hunter]], who's "Big-EZ" was a cover plane for Sport Aviation in January 1986.  Wanting to buy one, this is when he first heard about "homebuilding" and the EAA.  Danny became enamored with the long-ez, and built 2!  The first was done in 10 months, the second was a test-bed for his ideas.  He wanted to make the plane more comfortable, with more space, and more upright seating. 

[[Image:401dm 1.jpg|thumb|right|200px|N401DM feature short rudders and retractable nose gear]]
Danny founded Velocity in 1984 in [http://en.wikipedia.org/wiki/Sebastian,_Florida Sebastian], Florida with himself as President.  Pete Hoffman was the Vice President, and [[Hunter N141NH|Neil Hunter]] was in charge of Public Relations.  The [[Maher_N401DM|prototype]] was built in 7 months, and first flew in the summer of 1985.  It weighed 1,100 pounds empty, with a gross weight of 2,550 pounds and a Lycoming 180 HP engine and composite prop (built by Danny).  Cruise was claimed as 220 MPH.  Flight testing of the [[Maher_N401DM|prototype]] was completed in mid-October 1985, and thus did not attend Osh Kosh [http://www.airventure.org/ Airventure], but was debuted at [http://sun-n-fun.org/content/ Sun-n-Fun] in 1986.  That first airplane, with a serial number of DMO40, was registered as [[Maher_N401DM|N401DM]].  This airplane was flown by Billy Henederson of [http://www.eaa.org/sportaviation/ Sport Aviation], who noted 1500-200 fpm climb rates and a top end of 184 kts.  This first aircraft also featured a retractable nose gear.  Note that the original aircraft did not have full-length rudders. 

The serial numbers started with DMO-Dan Maher Original, number 40.  It's believed that the number 40 was chosen to reassure buyers that they were getting a proven product!  The aileron push-pull cables were [http://www.foreandaftmarine.com/MORSECONTROLS1.htm Morse marine] style, because he was familiar with their operation.  The brake [http://www.velocityxl.com/Master_Mount.JPG master cylinders] were from the Datsun/Nissan B210's clutch!  Build time was estimated at 800-1000 hours with the kit in the $18,000 range.  The kit featured 43 1/2" wide fuselage, though the prototype was only 42 1/4".  Similarly the height was 40" on the prototype, 41" on the kit, and length was 81".  The main wing area on the prototype was 96.4 SQFT and the canard was 19.75 SQFT, for a total area of 116.15 SQFT, for a gross loading of 19.37 lbs/SQFT.  These were increased slightly for the kits.  The outer wing panels were modified Long-EZ airfoils, but the strakes and canard were Danny's design, and Roncz vortilons were added to the main wings.  Danny is the registered builder of 4 Velocitys (DMO040, DMO100, DMO255, and 029; [[Maher_N401DM|N401DM]], [[Stedman_N7044Q|N7044Q]], [[Feminella_N255DM|N255DM]], and [[Maher_N4253M|N4253M]] registration).  (NOTE: The advertised wing dimensions on production aircraft were a span of 28.63 FT, for a wing area of 125 SQFT, and wing loading of 19.6 lbs/SQFT). 

[[Image:Cuffs.jpg|thumb|right|200px|N81VA with cuffs solves deep stall issue on original wing design]]
These wing dimensions were maintained until 1992 when the [http://n44vf.velocityxl.com/articles/kitplanes/4_1992_KP_173.pdf 173] (or as it later came to be called, the "Long Wing") wing was offered.  This was a play on the Cessna 172, and was meant to tame the handling characteristics to the point where any pilot could comfortably handle it.  The 173 was intended to be unpaved-runway-capable, with sturdier gear that stand about 2.5" taller than the original, with bigger 6.00x6 main wheels, more wing and canard (20%) span, and a thicker airfoil, and a 58 MPH stall speed and 190 MPH top speed ([http://n44vf.velocityxl.com/articles/kitplanes/4_1992_KP_173.pdf 5]).  This also was just after the [http://n44vf.velocityxl.com/articles/sport_aviation/1991_07_sport_aviation_Deep_Stall.pdf 'deep stall'] mystery was solved.  As part of this solution, the wing trailing edge was extended to the aft edge of the tip sails, and the aft inboard camber was changed ([http://n44vf.velocityxl.com/articles/sport_aviation/1991_07_sport_aviation_Deep_Stall.pdf 2]), and 60" leading edge cuffs were offered to existing aircraft owners.  The cuffs are required for DMO serial numbers below 115 (approximately, [http://n44vf.velocityxl.com/articles/views/VV_1Q1995_stall.pdf 3]).  Kits after 115 were shipped with the new wing, and an extra forward fuel baffle ([http://n44vf.velocityxl.com/articles/views/VV_1Q1995_stall.pdf 3]). The new "Standard" wing dimension were 29.4' span, 122 SQFT wing area, and the 173/Long Wing dimentions were 31' span, 145 SQFT wing area. 
[[Image:combo2.jpg|thumb|800px|center|Wing Changes, original wing on right stopped prior to tipsail trailing edge, and featured thinner chord]] 

[[Image:swing_fire.jpg|thumb|right|200px|Retract design aircraft is destroyed by shop fire]]
In 1986 Scott and Duane Swing of [http://en.wikipedia.org/wiki/Dayton,_Ohio Dayton, Ohio] bought their first [http://www.velocityaircraft.com/airplane-velocity-kit.html Velocity Kit].  Later they decide to design and build a retractable gear system, and work closely with Danny during it's development.  In 1988 the design is completed and displayed at Osh Kosh [http://www.airventure.org/ Airventure], and several units are presold to Velocity builders, marketed under the name "Tri-Q Development".  Sadly, the demonstration airplane is [http://n44vf.velocityxl.com/articles/sport_aviation/1989_01_sport_aviation_Shop_Fire.pdf consumed by fire in their shop] prior to its first flight.  Needing to support customers the Swings build a replacement in 7 months, completing it in August 1989 (N125V, DMO074), which became the first retract.  This retract sales business then led to a "builder's assistance" program, which was based at the airport at [http://www.airnav.com/airport/3I7 Phillipsburg Ohio], which they bought.  The facility would allow three planes to be worked on simultaneously, and seven aircraft were completed before closing the business. 

With this business relationship as a foundation, when Danny decided to sell the business (after rolling out the redesigned 'Deep-Stall' wing solutions), the Swings are on the short list.  The Swings decide to ([http://n44vf.velocityxl.com/articles/kitplanes/12_1992_KP_business.pdf 7]) purchase the business just before Osh Kosh 1992 ([http://n44vf.velocityxl.com/articles/sport_aviation/1992_09_sport_aviation_Velocity_Sold.pdf 6]), and move to [http://en.wikipedia.org/wiki/Sebastian,_Florida Sebastian], and Danny stays on as a consultant during the transition.  An interesting couple of side-notes, the Swings intended to offer a belly-mounted baggage pod and a Subaru engine conversion ([http://n44vf.velocityxl.com/articles/kitplanes/12_1992_KP_business.pdf 7])! 

[[Image:Subaru2.jpg|thumb|right|200px|Subaru Engine Conversion]]
In 1993, the Subaru engine was featured in [http://n44vf.velocityxl.com/articles/sport_aviation/1993_07_sport_aviation_Pink_Panther.pdf Sport Aviation]([http://n44vf.velocityxl.com/articles/sport_aviation/1993_07_sport_aviation_Pink_Panther.pdf 8]), as well as at Osh Kosh Airventure, but fell out of favor shortly thereafter, and apparently this disappoint lingered as Velocity has since seemed (to me) to be somewhat gun-shy of automotive conversion powerplants.  I have never heard what happened to the baggage pod idea, but there is at least one Velocity sporting a [[Cacek N560TC|"Draggage" Pod]].  Also in about 1993, Alan Shaw's [http://www.wingco.com/genesis_of_aircraft.htm Dynamic Wing Company] began marketing [http://n44vf.velocityxl.com/articles/views/full/V3.pdf fast-build wings]. 

[[Image:82va4.jpg|thumb|left|150px|N82VA Elite prototype and Duane]]
In 1995, Velocity debuts the new "Elite" gull-wing door option, with a center keel instead of a seat-back bulkhead.  This model takes the kit world by storm as a major improvement, and is featured in print ([http://n44vf.velocityxl.com/articles/kitplanes/12_1995_Kitplanes_173_Elite.pdf 10], [http://n44vf.velocityxl.com/articles/sport_aviation/1996_06_sport_aviation_Velocity_Flying.pdf 11], [http://n44vf.velocityxl.com/articles/views/VV_3Q1995_fly.pdf Velocity Views Quarter 3, 1995]).  The same year Mark and Nancy Machado open Composite Area ([http://n44vf.velocityxl.com/articles/sport_aviation/1995_07_sport_aviation_Velocity_West.pdf 9]) to sell kits and service Velocity builders in the Mountain and Pacific time zones.  This business becomes Velocity West shortly thereafter, at [http://www.airnav.com/airport/KLHM Lincoln Memorial Airport] near Sacramento in 1995.  Also in 1995, [http://lavoiegraphics.com/ Ric Lavoie] (builder of [[Parsons N570|N570]]) begins publishing a high-quality newsletter for Velocity builder's, owners, and want-to-bes. 

[[Image:97xl6.jpg|thumb|right|200px|N97XL XL Prototype]]
In March of 1997 Velocity debuted the XL ([http://n44vf.velocityxl.com/articles/kitplanes/10_1997_KP_xl_debut.pdf October 1997 Kitplanes "XL Debut" 13]), an "Extra Large", Velocity.  The XL uses the same "Long Wing" as the older "173" model, but with a significantly enlarged cabin that allowed mounting the larger, six cylinder engines with larger strakes for fuel.  The original design work for the XL was done by Jean Prudhomme, and once again received rave reviews in the press ([http://n44vf.velocityxl.com/articles/sport_aviation/1998_01_sport_aviation_XL_Performance.pdf 14], [http://n44vf.velocityxl.com/articles/sport_aviation/1998_01_sport_aviation_XL_Performance.pdf 15]).  In 1998 the fast build (fuselage and wings) was offered.  Also in 1998, Scott Baker [http://n44vf.velocityxl.com/articles/views/full/v15.pdf is hired by the Machados as test pilot and CFI at Velocity West]. 

[[Image:N101va.jpg|thumb|left|200px|N101VA SUV Prototype]]
[[Image:N101va cabin.jpg|thumb|right|200px|N101VA SUV Yokes]]
At Osh Kosh [http://www.airventure.org/ Airventure] 1999 Velocity debuts the [http://n44vf.velocityxl.com/articles/kitplanes/11_2000_Kitplanes_suv.pdf SUV], the "Sport-Utility" Velocity to cash in on the SUV craze of the early '00s.  It is billed as the entry-level ([http://n44vf.velocityxl.com/articles/views/full/V20.pdf 19]) Velocity, offering only one gull-wing door, a cut-down keel, and control yokes that could be ready to fly for under $50,000 US.  Sadly this version never developed the traction that Velocity had hoped for, in fact many SUV purchasers later retrofitted the copilot side door, and the model was discontinued as a separate model towards the end of 2002 ([http://n44vf.velocityxl.com/articles/views/full/v31.pdf 20]), though the yoke option was still available. 

[[Image:BOB1_nose.jpg|thumb|right|200px|Bob1 on her top]]
During the same period (1998-2000), changes to the fast-build wing options began to take pace.  Alan Shaw's [http://www.wingco.com/genesis_of_aircraft.htm Dynamic Wing Company] requested a price increase for fast-build wings, so the factory discontinued servicing these customers (to remove the middleman), and fast-builds were purchased directly from WingCo ([http://n44vf.velocityxl.com/articles/views/full/v16.pdf 24]).  Then capacity constraints and occasional spot delaminations in the [http://www.wingco.com/genesis_of_aircraft.htm Dynamic Wing] (WingCo) wings, moved Velocity to begin building fast-build wings in-house.  In order to improve quality, delivery time, and add margins Velocity then began to look to build hollow-core wings with a [http://n44vf.velocityxl.com/articles/views/full/v22.pdf Brazilian] partner.  The first set was static tested in March of 2000 ([http://n44vf.velocityxl.com/articles/views/full/v22.pdf 21]), and test flown for the first time in front customers in 2001 at Sebastian, where "[http://n44vf.velocityxl.com/building/Accidents.php#Wood Bob1]" [http://n44vf.velocityxl.com/building/Accidents.php#Wood crashed] with Brendan O'Riordan at the helm due to improper winglet construction ([http://www.ntsb.gov/ntsb/brief2.asp?ev_id=20010207X00410&ntsbno=ATL01LA029&akey=1 NTSB report]). 

Also early in 2000, the Machados move to [http://en.wikipedia.org/wiki/Sebastian,_Florida Sebastian] as partners in Velocity ([http://n44vf.velocityxl.com/articles/views/full/V21.pdf 16]), the Service Center opens ([http://n44vf.velocityxl.com/articles/views/full/V21.pdf 16]), and Scott Baker opens Sierra Bravo ([http://n44vf.velocityxl.com/articles/views/full/V21.pdf 16]) as a builder's assistance center.  In 2000 Scott moved to Sebastian as Director for the Service Center ([http://n44vf.velocityxl.com/articles/views/full/v23.pdf 22]).  Then in 2001, the Machado's leave Velocity, and Scott Baker is elevated to Production Manager ([http://n44vf.velocityxl.com/articles/views/full/v25.pdf 23]). 

[[Image:rocket-racing-league.jpg|thumb|left|200px|Rocket Racing League]]
In 2003 Velocity was offered for sale as Duane wanted to plan his retirement, and the Scotts were happy with their current roles in the company.  Interest was first gaged to see if there was interest in a group of builders becoming owners, but sufficient interest was lacking.  In 2006 a group called Velocity Aerospace was formed to purchase Velocity Aircraft and pursue type certification of the Velocity in China.  This purchased never materialized, however, and eventually the Rocket Racing League completed the purchase in early 2008.  Rocket Racing had been a partner since [http://www.velocityaircraft.com/Newsletter%20Files/rrl2.html April 2006], when Velocity started building trainer aircraft for the league. 

[[Image:Childs Play aft cockpit.jpg|thumb|left|200px|Dash 5 Bench Seating]]
Also in 2003, June, the XL-5 or "Dash 5" was introduced.  The primary change for this new 'model' was a bench back seat (with a small cut-down keel) that allows 3 children or smallish adults to be seated.  The gross weight was also bumped up slightly, and the new toe-brake option was introduced.
[[Image:toe_brakes.jpg|thumb|center|400px|Dash 5 Toe Brakes]]
 

[[Image:hurricanes.jpg|thumb|right|200px|Hurricane Frances and Jeanne Damage]]
The Velocity Views newsletter ceased publication in 2004, after repeated requests from builders to have the "Kitplans Changes" available without having to pay the yearly $30 fee for the Newsletter.  The Velocity Online newsletter is only published 4 times before interest at the factory is lost, and I (for one) feel the community was the poorer for it.  Also in 2004 the factory was hit by hurricanes Frances and Jeanne.
 

[[Image:Velo_Twin_2.jpg|thumb|right|200px|Velocity Twin Concept]]In 2006, the factory was playing with the idea of building a twin engine version, and apparently even began molding a fuselage. They showed a model in the booth at Oshkosh in 2006, but progress was slow as kit sales slumped, and eventually the talk of a twin died away. Antonio Espinal also dreamed of building a [http://www.x-jets.com/twin_dreams.html twin] (in addition to his [http://www.x-jets.com/velocity_jet.html jet]) prior to his tragic death flying his Beech 95 in 2010.
 

[[Image:turboprop.jpg|thumb|left|200px|Velocity Turbo]]In 2008, in association with capital infusion from the Rocket Racing buy-out, Velocity announced the turbo-prop powered [http://www.velocityaircraft.com/airplane-models-turbo.html Velocity Turbo].  This is envisioned as a 6 seat luxury airplane, with a 45' wingspan and 4,300 lbs empty weight (7,500 lbs gross). Range is targeted at 1,400 nm with a 28,000' ceiling.  Speed numbers have not yet been offered.
 

At Sun-n-Fun 2010 the Twin was re-announced, along with the automatic climate control system, the first private installation of the dual-stick option, and the Luxury Edition XL Center Console and Instrument Panel. There was also speculation that the association with Rocket Racing may be coming to an end, with the Swings possibly taking full control of the business back.
 
On May 26th, a Velocity employee posted to the builder's email-list a note from Scott and Duane Swing that stated that they had bought back full ownership of Velocity Inc from Rocket Racing League. The RRL now owns no share of Velocity Inc.

 
== Footnotes ==
1)  Sport Aviation 1985/1986 
2)  [http://n44vf.velocityxl.com/articles/sport_aviation/1991_07_sport_aviation_Deep_Stall.pdf July 1991 Sport Aviation "Solving a Deep Stall Mystery"] 
3)  [http://n44vf.velocityxl.com/articles/views/VV_1Q1995_stall.pdf Velocity Views Quarter 1, 1995] 
4)  [http://n44vf.velocityxl.com/articles/kitplanes/11_1991_KP_Ground_Testing.pdf November 1991 Kitplanes "Ground Testing"] 
5)  [http://n44vf.velocityxl.com/articles/kitplanes/4_1992_KP_173.pdf April 1992 Kiplanes "Flying the 173"]
6)  [http://n44vf.velocityxl.com/articles/sport_aviation/1992_09_sport_aviation_Velocity_Sold.pdf September 1992 Kitplanes "Velocity Sold"] 
7)  [http://n44vf.velocityxl.com/articles/kitplanes/12_1992_KP_business.pdf December 1992 Sport Aviation "Business Side"] 
8)  [http://n44vf.velocityxl.com/articles/sport_aviation/1993_07_sport_aviation_Pink_Panther.pdf July 1993 Sport Aviation "Great Pumpkin turns into Pink Panther"] 
9)  [http://n44vf.velocityxl.com/articles/sport_aviation/1995_07_sport_aviation_Velocity_West.pdf July 1995 Sport Aviation "Velocity's California Connection"] 
10) [http://n44vf.velocityxl.com/articles/kitplanes/12_1995_Kitplanes_173_Elite.pdf December 1995 Kitplanes "Velocity Matters"] 
11) [http://n44vf.velocityxl.com/articles/sport_aviation/1996_06_sport_aviation_Velocity_Flying.pdf June 1996 Sport Aviation "Flying Qualities Report"] 
12) [http://n44vf.velocityxl.com/articles/views/full/V3.pdf Velocity Views Quarter 3, 1995] 
13) [http://n44vf.velocityxl.com/articles/kitplanes/10_1997_KP_xl_debut.pdf October 1997 Kitplanes "XL Debut"] 
14) [http://n44vf.velocityxl.com/articles/sport_aviation/1998_01_sport_aviation_XL_Performance.pdf January 1998 Sport Aviation "Rock and Roll"] 
15) [http://n44vf.velocityxl.com/articles/sport_aviation/1998_01_sport_aviation_XL_Performance.pdf January 1998 Sport Aviation "Flying Qualities Report"] 
16) [http://n44vf.velocityxl.com/articles/views/full/V21.pdf Velocity Views Quarter 1, 2000] 
17) [http://n44vf.velocityxl.com/articles/views/full/v22.pdf Velocity Views Quarter 2, 2000] 
18) [http://n44vf.velocityxl.com/articles/kitplanes/11_2000_Kitplanes_suv.pdf November 2000 Kitplanes "Airborne SUV"] 
19) [http://n44vf.velocityxl.com/articles/views/full/V20.pdf Velocity Views Quarter 4, 1999] 
20) [http://n44vf.velocityxl.com/articles/views/full/v31.pdf Velocity Views Quarter 3, 2002] 
21) [http://n44vf.velocityxl.com/articles/views/full/v22.pdf Velocity Views Quarter 2, 2000] 
22) [http://n44vf.velocityxl.com/articles/views/full/v23.pdf Velocity Views Quarter 3, 2000] 
23) [http://n44vf.velocityxl.com/articles/views/full/v25.pdf Velocity Views Quarter 1, 2001] 
24) [http://n44vf.velocityxl.com/articles/views/full/v16.pdf Velocity Views Quarter 4, 1998]

Fixed Gear Replacement Bumper

2009-05-12T22:09:21Z

Emteeoh: added some wikilinks

[[Image:bumper.jpg|thumb|right|100px|New part]]
[[Image:images_pic1273l.jpg|thumb|right|300px|Old versus new part]]
'''UPDATE: The factory has finally installed this new bumper on the Velocity factory trainer and it is currently being tested. S. Swing earlier says that the retrofit was very easy to do, that he liked the quality and density of the rubber, and thought that we probably will not have problems with the rubber eroding over time. He also said that he would keep us informed of their testing and results.'''

For those of us that fly with the gear “down and cured” …  If you have worked on the nose gear of the FG, you probably know there is a rubber bumper used as a shock absorber on the nose gear.  Like several other parts, this was a “found part.”  It is an automotive engine mount that seemed to fit the bill. 
I have not flown yet, so I can only relate what I have been told.  The rubber portion of the mount is sandwiched between plates of steel.  When compressed, the steel will deform and does not relax to the original shape. The bent steel introduces slop.  Over time, possibly a lot of slop.  I am told that Velocity has recommended replacing the shock, or shimming from behind.  Shimming will remove the slop, but not the original problem.  The steel may deform even more. 
A small group of builders/owners has taken up the task of finding a new option.  The original research was done by Jorge Bujanda.  http://www.jbujanda.com   He located an industrial bumper.  It is not a sandwich.  It is a rubber pad mounted to a steel plate.  Jorge’s son is an engineer and ran the numbers for suitability.  His analysis showed it would be an excellent replacement. 
[[Image:damaged_bumper1.jpg|thumb|right|300px|Damaged Part]]
Since it was not a proven solution, we didn’t think it wise to recommend it to anyone.  We wanted to get our hands on it and try it first.  The new part was ordered and installed by Kevin Steiner ([[Steiner_N111VX]] SELW/FG) and Bruce Topp ([[Topp_N125TP]] XL/FG).  The new part mounts vertically on the canard bulkhead.  The retaining strap on the current bumper is discarded. 
The pad is hard but flexible.  Taxi tests revealed the new shock must be installed under compression.  Both Kevin and Bruce fabricated shims and adjusted the force so the gear leg would stay firmly held with a two passenger load in the front.  Kevin did this by standing on the canard bulkhead and checking for any gap.  I couldn’t to this.  I’m pretty sure I would shoot a knee cap across the shop.  I’ll have to find another way.  :) 
Once installed, the new shock has taxied, flown, and landed beautifully.  There has been no sign of deformation or slop.  It appears to be just the right thing.  The manufacturer of the bumper is an industrial supplier.  Unfortunately, the smallest run they make of the product is in the thousands.  At the time the part was located, they had just 17 left on the shelf with no plans to make more. 
Gary Paxton (SE/FG) ordered the last of the bumpers this weekend.  He reported back that the manufacturer said this has become a “hot item” and they were going to tool up and make more.  :)  There should be enough for anyone that wants one.Jorge spoke with Scott Swing and they will be getting one.  If they see them same results, this might become the standard part. 
If you are interested in making this modification, here is the info: 
'''ADVANCED ANTIVIBRATION COMPONENTS''' 
2101 Jericho Turnpike 
New Hyde Park, NY 11042-5416 
Tel:   516 328-3662 

Desc:  Rectangular Bumper 
Part Number V10Z 7-1011 

Their catalog can be found here: http://www.punchtools.com/PDFSupplies/V100.pdf (6 MB download) 
The part is listed on page 126. There is a picture. Dimensions are also given. 
You can call and order it directly. The cost is around $50 (including shipping). 

Andy Millin

== Instructions ==
'''Jorge''' 
<ol>
<li>I opened 3/8” holes on the canard bulkhead</li>
<li>I used a 3/16” aluminum spacer between the canard bulkhead and the rubber shock’s steel plate.</li>
<li>I inserted a couple of wide area washers between the bulkhead and the spacer, on the top bolt, to ensure a flat support for the spacer against the uneven surface of the canard bulkhead</li>
<li>I used 3/8 x 16 bolts and nuts</li>
<li>I inserted a couple of wide area washers between the aluminum spacer and the rubber shock on the bottom to increase compression and ensure that the strut be tight in place against the captivator.</li>
<li>I had to place 140 lbs on the nose compartment to compress the rubber shock enough to allow installation of the captivator back in place</li>
<li>Once unloaded, the strut sits in place tight against the captivator.</li>
<li>I may have to adjust the level of compression before flying.</li>
</ol>
'''Andy''' 
<ol>
<li>Remove the captivator plate.</li>
<li>Remove the upper cross bolt.</li>
<li>Remove the old bumper.</li>
<li>Place the new bumper vertically. Center approximately over the old bumper
bolt hole.</li>
<li>Drill the top hole. 3/8"</li>
<li>Remove the shock from inside the keel.</li>
<li>Bolt it to the forward face of the canard bulkhead through the new top hole. Make it as close to plumb as you can.</li>
<li>Drill the bottom bolt hole.</li>
<li>Remove the shock.</li>
<li>You will need to shim new shock. It is looking like 5/16" is the right
number. You will need to verify what is right for your airplane.</li>
<li>I followed Kevin Steiner and made a microglass pad for a shim. Bruce Topp
and Jorge Bujanda fabricated a shim out of aluminum. Builder's choice.</li>
<li>I used Grade 8 bolts 3/8x16, 1-1/2" Also purchased Grade 8 Nylock nuts. Can be purchased at the local hardware store. If you want to use AN
hardware, you'll probably want AN6-14A or AN6-15A.</li>
<li>Bolt the shock in place with the shim.</li>
<li>Put the gear leg in and put the cross bolt in.</li>
<li>Install the nose gear fork and tire.</li>
<li>Turn the fork backward (point to the nose).</li>
<li>Remove any sawhorse or other support; placing the weight of the aircraft on the nose gear forcing it to compress against the new bumper.</li>
<li>Put enough weight in the front end to compress the shock. (on the canard
bulkhead, on the floor close to the canard bulkhead, you in the nose, etc.)</li>
<li>When you have enough weight, you will be able to bolt the captivator plate</li>
back in.</li>
</ol>
You're in business.
<gallery>
Image:images_pic1273l.jpg|Old versus new part
Image:rubbershock2.jpg|Replacement Part
Image:rubbershock3.jpg|Installed Shock
Image:rubbershock4.jpg|Installed with Gear Leg
Image:rubbershock5.jpg|Shock Shown Pre-compressed
Image:damaged_bumper1.jpg|Damaged by a few landings N44VF
Image:damaged_bumper2.jpg|This bumper had only 15 flight hours N44Vf
</gallery>

Construction

2009-03-19T20:17:40Z

Emteeoh:

== Sub-kits ==

A word on the winglet kit: the Winglet kit was developed as much as an introductory kit as it was an integral part of the finished aircraft. We feel that offering a winglet kit offers many benefits to the potential Velocity builder as a "first sub-kit." First off, it's a relatively low cost item - so you can get your feet wet and find out if the project is for you without fully committing yourself financially. Beyond that, the construction methods used in building the winglets are easily mastered and are indicative of many of the steps that will be used later on in building the kit. The kit was developed to be as user friendly as possible. We include a Michaels Engineering epoxy ratio pump, all of the epoxy that you will need, fiberglass, pre-hotwired winglet cores, winglet NAV antenna, coaxial cable, micro-balloons, mixing sticks, mixing cups, brushes, an instructional DVD set, Builder's Manual, and a Velocity Logo hat.
The sub-kits are broken down for the XL as follows:
1. Winglet Kit: $950
2. Canard Kit: $2900
3. Left Main Wing Kit: $6250
4. Right Main Wing Kit: $6250
5. Fuselage Kit: $24,850
* Fuselage Kit Options:
* Retract Landing Gear: $9000
* Fastbuild Fuselage: $9000
* Dash-5 Package: $3500
6. Fuel Strake Kit: $5000

Split-Kit Details:
These prices do not include crating or shipping charges. Each sub-kit price is subject to change at any time. That is, as price increases effect the full kit base price, the sub-kit prices will be adjusted accordingly.

== Velocity Construction ==

[[Composite Materials]] 
[[Composite Construction Tips and Techniques]] 
[[Tools]] 
[[Manuals]] 
[[Material Sources]] 
[http://www.velocityxl.com/phpBB2/viewforum.php?f=2 Reflector] 
[[Workshop]] 

[[Glossary]] 

[[Engine Installation]] 
[[Electrical System]] 
[[Avionics]] 
[[Props]] 
[[Spinner]] 
[[Builder Tips, Tricks, and Modifications]] 

----
[[Main Page]]

MT Prop Rebuild

2009-03-18T21:42:20Z

Emteeoh: fixed minor typos, conjugation and grammar

Here's Craig Woolston's tips on getting an MT prop rebuilt without the hassle of sending it to Germany.

------
[[Media:PropHubInstructions.doc|Word Document Version]] 
I bought a pair of very long (11 inch) needle nose pliers from Harbor Freight. I filed the points down to make them into large circlip pliers. So rather than tapered tips I made them into round tips which would fit the blade circlips. I also removed the serrated edges to reduce the scratching on the prop and hub while using them. 
[[Image:33202.gif]] 
[http://www.harborfreight.com/cpi/ctaf/Displayitem.taf?itemnumber=33202 '''ITEM 33202-1VGA''']

I was very careful during disassembly to make sure that I marked every thing and kept all blade one items together, blade two items together, etc.

You might not need to remove the spinner backing plate but I did to reduce chances of scratching it. After removing all of the safety wire the bolts are easier to remove.

[[Image:doublejamnut.gif|600px]] 
The double jam nut is removed with a simple box wrench. It was not very tight at all. Remember to take a picture just like this or count the number of threads showing so you can put it back in the same place.

You’ll notice that there is actually a hole in the hub cover plate. It turns out this is aligned with blade number one as shown in the next picture.

[[Image:blademarking.gif|600px]] 
After removing the double jam nut I slowly worked a putty knife around the perimeter of the cover and the hub assembly. It’s just sealed with RTV. I tapped it gently with a hammer to drive it between the hub and the cover mostly at the blade marking areas since the hub was thickest there. You can see in the drawing and in the picture below the cover sits on a raised surface so don’t try to wedge the knife in too far, you’ll just scar the inner surface.

[[Image:cover.gif|600px]] 
The giant return springs are trying to pop the cover off anyway so once the glue starts to let loose it will pop right off. Once you get the cover off the next thing you will see is in the picture below.

[[Image:spring.gif|600px]] 
[[Image:spring2.gif|600px]] 
At this point you can lift out the spring assembly, you really don’t have to do anything with it but for reference it goes together like the photos shown below.

[[Image:spring2.gif|600px]] 
[[Image:spring3.gif|600px]] 
[[Image:spring4.gif|600px]] 
[[Image:spring5.gif|600px]] 

Once you take the spring assemblies out you are looking at the following picture. You’ll need to unscrew the hex bolts and then the shaft piece will lift right out of the hub. 
[[Image:hub.gif|600px]] 
[[Image:hubpart.gif|600px]] 

Here’s where you need to really pay attention and start putting blade specific parts into marked bags. You’ll notice in the next photo the white and black plastic blocks. They are marked with serial numbers and should be returned back into their original spots on re-assembly.
[[Image:hub2.gif|600px]] 

They just lift straight up as shown in the next photo. 
[[Image:hub3.gif|600px]] 

You’ll also notice the black ones are marked with an X which was facing down.
[[Image:hub4.gif]] 

After all the blocks are removed, the next photo shows how the assembly looks after you rotate all the blades approximately 180 degrees. That way the pin sticking out of each blade lines up with the slot in the triangle shaped piston so that whole assembly can be lifted out of the hub. 
[[Image:hub5.gif|600px]] 

Here’s the photo of that piece out of the hub. 
[[Image:hub6.gif|600px]] 

Now you can use the circlip pliers to expand the circlips and move them out of their retaining ring spot and outboard on the blade. Look in the last picture you will see the circlip and the gasket out on to the blade root. The next photo shows the only unique thing about the ball bearing assembly. You’ll notice two of the red spacers are back to back. The rest are spacer, ball bearing, spacer, etc. Therefore there are 25 ball bearings and 27 spacers per blade. I put them all in a blade marked specific bag. Once the circlip is on the blade root, the blade easily slides into the hub where split race and ball bearings will fall into the hub. I was told not to use anything magnetic to retrieve them out since the motion of the blades is so little that if the ball bearings became magnetic it would not wear/rotate correctly. I also did one blade at a time, so that there was no confusion. So I didn’t release any of the other blade circlips until I had that blade completely out of the hub and all of it’s ball bearings collect into the right bag. 
[[Image:hub7.gif|600px]] 

I cleaned everything up with mineral spirits and green scotch-brite pads just before reassembly. I used Aeroshell #6 grease when re-assembling everything.

The re-assembly was basically the reverse of this disassembly. I drill holes in a piece of ¾” plywood so the hub would mount in it. I drilled enough holes so that you can rotate the hub to the three blade positions. I made the pies of wood approximately a foot long so that I could clamp it into a bench vice. I clamped into the vice so that it came off horizontal such that the hub was now approximately 8” from the vice handle. This allowed the hub to be mounted to the board so that one blade would stick down and the other two off a their respective angles. See the sketch below. 
[[Image:sketch1.gif]] 

First you place the correct circlip on the correct numbered blade for the position facing down. Then put on the circlip and plastic shim. I then lubed up the split race and the blade itself and stuck the race on the blade. The grease was enough for it to “stick” to the blade and not fall off during the next step. Insert the blade into the hub. I positioned the blade in the hub so that that o-ring was inside the hub. Then I placed a small stool under the blade tip so it would not fall out. It will basically hang there by itself from the o-ring but you don’t want it to fall out and damage the tip. This position should be just right for the next step.

Basically you want it at a level you can insert the ball bearings and spacers and they will fall down into the groove and not roll back out. I had a partner for the next step, I would get my hands lubed up with grease and then he would hand be a ball bearing and a spacer one at a time. I would stick the spacer to the ball bearing and then insert the two of them together into the hub. Remember that two different sets of spacers go back to back to each other as shown in the picture above. They go in the assembly 180 degrees from each other. I would put them in just after the first ball bearing, then keep inserting ball bearings (12 of them) on till it was pushed around the back side, then insert the next set of back to back spacers.

Once all the ball bearings and spacers are in you slowly tug on the blade until it drops back into the correct position. Then you can put the circlip back into it’s groove. At this point the blade can’t come out of the hub or fall back in, so you can un-mount it from the board, rotate to the next position and repeat. 
[[Image:hub8.gif|600px]] 

Now, with all the blades in you rotate them so they are shown in the picture above. Once rotated into the correct position the triangle piece should slip down into place. Here’s where I had a little bit of trouble that can save you later. Once the triangle piece is in, take the cap screws and make sure that you can get them started in all three holes simultaneously. Apparently, the piston that these screw into can rotate a little bit if you happen to push it in and out like I did when I was cleaning it. If they don’t line up, push the piston back down, take the triangle spacer back out and then screw the cap scres back in, then while you tap the piston back in use a small board to apply pressure to the shaft of the cap screw so that it rotates the direction you need it to so that it lines up with the spacer holes. Once you are assured you can get the screws started with the spacer in the correct position your ready from the next step. 
[[Image:hub9.gif|600px]] 

Put the triangle spacer in position and then rotate the blades 90 degrees. Place the correct black spacer on the pin sticking out of the blade and then rotate the last 90 degrees to put it into place. Insert the correct white spacer into it’s position. The writing goes in facing the center. Now, you can bolt the spring shaft back into place using the cap screws so that it looks like the next picture. 
[[Image:hub10.gif|600px]] 

Insert the spring assembly onto the shaft and then prepare the hub cover with either RTV or Form-A-Gasket. Remember the small hole in the cover, that goes on pointed at the number 1 blade. Place the first large nut back onto the spring shaft and tighten it until you get the correct number of threads showing from when you took it apart. Don’t go any farther as the nut will not bottom out on the cover Next, run the second nut down on the first and “jam nut” them together.. Now you are ready to put the spinner bulkhead back on. Here’s one last place that got me. There is a number 1 stamped in the cover, place it toward blade one but make sure that the screw holes for the spinner are centered on each blade. I was off one hole, had safety wired everything and when I went to put the spinner back on the screws wouldn’t line up, so don’t let that get you. After all the screws are on you can safety wire them as shown in picture one.

After that, I put the prop on the plane, cowled everything up. I then ran the prop up to 1700 rpm, cycled it three times like the manual said. Next I went out on the runway, ran it up to 2200 and then move the throttle in and out a little to make sure it would track 2200. That all checked out fine, so I pour it in and took off, while monitoring RPM. Mine showed 30 RPM under the 2700 redline. Probably because I tightened the jam nut combination a little more than it was before. So after flying for 20 minutes making sure I could get various prop settings I came back in and shutdown. Adjusted the governor a tad and she’s flying great.

Builder Tips, Tricks, and Modifications

2009-02-23T17:32:11Z

Emteeoh: Made shimmy dampener an internal link.

This page will contain your Builder Tips and Tricks. Please share your thoughts on how best to organize this information. I think by aircraft system is probably best, rather than by submitting user, but I'm flexible. Here are some beginning categories. 
== Specific Tips ==
[[Air Filter Installation]] 
[[Cabin Heater]] 
[[Custom Cowling]] 

[[Dual Throttles]] 
[[Flush Fit Windows]] 
[[Fixed Gear Replacement Bumper]] 
[[HID Landing Light]] 
[[Landing_Gear#Main_Gear_Booties|Main Gear Booties]]

== General Tips ==
{| cellpadding="10" cellspacing="5"
|[[General]]
|[[Controls]]
|[[Paint]]
|[[Fuselage]]
|[[NACA Ducts]]
|[[Emergency Procedures]]
|-
|[[Wings]]
|[[Engine]]
|[[Avionics]]
|[[Interiors]]
|[[Test Flying]]
|[[Tow/Tug]]
|-
|[[Prop]]
|[[Spinner]]
|[[Finishing]]
|[[Landing Gear]]
|[[Electrical Power]]
|[[Nose_Wheel_Shimmy_Dampener]]
|}

== Unique Aircraft Modifications ==
{| cellpadding="5"
|[[Side Sticks]]
|[[Yokes]]
|[[Throttle Quadrants]]
|[[Strong Pitch Trim]]
|[[Brim_N87BR|Forward Hinged Doors]]
|[[Really Big Hatch]]
|-
|[[NACA Inlets]]
|[[Draggage Pod]]
|[[Extended_Strake_Elbow]]
|[[Retractable Nosewheel]]
|[[Mishler Nose Lock]]
|[[Screwless Cowl (Piano Hinge)]]
|-
|[[V8 Engine]]
|[[V6 Engine]]
|[[Subaru Engine]]
|[[Franklin Engine]]
|[[TIO-540]]
|[[Mazda Engine]]
|}

== Oil Cooler Turning Vanes ==
Not great pictures but I managed to stick my phone into the nose of the
airplane to get pic of each side of the oil duct.

What I did was remove the duct, do a micro fill & sand job on the inside
to smooth it up. Mine was really rough and had numerous bumps and edges
inside..

Then carve curved matching slots in the two sides of the oil duct. Just
thick enough to slide thin aluminum through.

Then cut out aluminum vanes. Each aluminum piece slides through both
sides of the duct slots creating turning vanes. Slots are about 1 inch
apart. I left tabs on the ends of the vanes that were then folded
against the sides of the oil duct. Then a few layers of bid over the
tabs and sides of the duct to seal the slots to the vanes and restore
the oil ducts strength.

The shiny squares you see in the pic are the aluminum tabs

Scott
<gallery>
Image:tv_1.jpg|Here's the side towards the gear
Image:tv_2.jpg|Heres the side away form the gear
</gallery>

== Toe Brakes ==
We've retrofitted our XL to use the toe-brake option from the factory. We will eventually add the cast aluminum pedals, but currently have the two separate pedals on both sides. The pilot side master cylinders go to the brakes on the lower end, and the tops go to teh copilot lower master cylinder connections, and the copilot upper connections run to the new resevoir. Note also that the new system requires [http://www.aircraftspruce.com/catalog/lgpages/aeroshell_bflu.php Mil-Spec 5606 fluid] (like the retracts use in the hydraulics). 
[http://www.velocityaircraft.com/manuals/06A_XLR.pdf Installation Instructions] 

<gallery>
Image:Toe_brakes.jpg|Toe Brake Options
Image:toebrake_pedals.jpg|Toe Brake Pedals on N44VF
Image:toebrake_pedals2.jpg|Adjustable rudder arm
Image:toebrake_pedals3.jpg|Co-pilot pedals
Image:toebrake_pedals4.jpg|Reservoir
Image:Figure_1.jpg|Figure 1 - Mechanical Connections
Image:Figure_2.jpg|Figure 2 - Rudder Adjustment
Image:Figure_3.jpg|Figure 3 - Plumbing Diagram
Image:pedals.jpg|Toe Brakes with Pedals from Don Johnston
</gallery>
------
[[Construction]]

Velocity Videos

2008-08-01T23:14:49Z

Emteeoh: /* Andy Millin */

I've moved all of my video content to the wiki, so enjoy it!  My stuff is under N44VF.

== Kevin Baker's Videos ==
{| cellspacing="5" cellpadding="10"
|[http://n44vf.velocityxl.com/videos/kbaker/Velocity%20VeloTakoff.avi Take-off 1]
|[http://n44vf.velocityxl.com/videos/kbaker/Velocity%20VeloFly%20Takeoff.avi Take-off 2]
|[http://wiki.velocityxl.com/dent_upload/Velocity_KevinBaker/Velocity%20VeloFly%20Takeoff2.avi Take-off 3]
|[http://n44vf.velocityxl.com/videos/kbaker/Velocity%20VeloFly1.avi Flying 1]
|[http://n44vf.velocityxl.com/videos/kbaker/Velocity%20VeloFly2.avi Flying 2]
|[http://n44vf.velocityxl.com/videos/kbaker/Velocity%20VeloFly3.avi Flying 3]
|-
|[http://n44vf.velocityxl.com/videos/kbaker/Velocity%20VeloFly4.avi Flying 4]
|[http://n44vf.velocityxl.com/videos/kbaker/Velocity%20VeloFly5.avi Flying 5]
|[http://n44vf.velocityxl.com/videos/kbaker/Velocity%20VeloFly%20flyby.avi Fly-by]
|[http://n44vf.velocityxl.com/videos/kbaker/Velocity%20VeloFly%20on%20final.avi Final]
|[http://n44vf.velocityxl.com/videos/kbaker/Velocity%20VeloFly%20VeloLand1.avi Landing]
|[http://n44vf.velocityxl.com/videos/kbaker/Velocity%20VeloFly%20Landing%20and%20taxi.avi Landing and Taxi]
|}

== Guerra N724X ==
{| cellpadding="10"
|[http://n44vf.velocityxl.com/videos/n724x/r_guerra_small_FirstFlight.mov Rirst Flight Small]
|[http://n44vf.velocityxl.com/videos/n724x/r_guerra_medium_FirstFlight.mov First Flight Medium]
|[http://n44vf.velocityxl.com/videos/n724x/rguerra_N724X_large_First_Flight.mov First Flight Large]
|
|-
|[http://n44vf.velocityxl.com/videos/n724x/AVCupAdventure.mp4 Airventure Cup Race]
|[http://n44vf.velocityxl.com/videos/n724x/GlassOvercast.mp4 Operation Glass Overcast]
|[http://n44vf.velocityxl.com/videos/n724x/VelocityDreams.mp4 Velocity Dreams]
|
|}

== Ferrell N44VF ==
{| cellpadding="10"
|[http://n44vf.velocityxl.com/videos/n44vf/Test_Run.wmv Engine Test Run]
|[http://n44vf.velocityxl.com/videos/n44vf/44VF_First_Taxi_Test_10_18_2006.wmv First Taxi]
|[http://n44vf.velocityxl.com/videos/n44vf/44VF_Taxi_Test_10_21_2006_1.wmv Taxi testing]
|[http://n44vf.velocityxl.com/videos/n44vf/First_Flight_edited.wmv First Flight]
|[http://n44vf.velocityxl.com/videos/n44vf/second_flight.flv Second Flight]
|
|}

== Child's Play N271TC ==
{| cellpadding="10"
|[http://n44vf.velocityxl.com/videos/dash5/velocity-dash5-xlrg.avi Flight]
|[http://n44vf.velocityxl.com/videos/dash5/velocity-dash5-xlrg-landingvideo.avi Landing]
|}

== Ricardo Fernadez's Velocity House ==
[http://n44vf.velocityxl.com/videos/velocity_house.wmv Extreme Homes] 

== Retract Nose Door ==
[http://n44vf.velocityxl.com/videos/NG%20Door%20Mechanism%20with%20Anti-Bounce%20Spring.avi Nose Door Anti-Bounce Spring] 

== Rocket Racing ==
{| cellpadding="10"
|[http://n44vf.velocityxl.com/videos/rocket_press1.wmv Press Conference Part 1]
|[http://n44vf.velocityxl.com/videos/rocket_press2.wmv Press Conference Part 2]
|[http://n44vf.velocityxl.com/videos/rocket_racing4.avi Test Flight]
|[http://video.google.com/videoplay?docid=-960838666891381633&hl=en Test Flight courtesy mojaveskies Blog]
|}
Visit [http://mojaveskies.blogspot.com/ mojave skies blog] for more.

== General ==
[http://n44vf.velocityxl.com/videos/MOV00284.mpg Landing] 

== YouTube & Yahoo Videos ==
{| cellpadding="10"
|[http://youtube.com/watch?v=tutAMv6Eqsk Velocity In Flight]
|[http://youtube.com/watch?v=IsbPcWBX2RU&feature=related Alex Balic Subaru First Run]
|[http://youtube.com/watch?v=lW--GxX1K2Q&feature=related Velocity Winter Flight Darrell Kufalk]
|[http://youtube.com/watch?v=kM5IW8IoGVs Berkut over LA]
|[http://youtube.com/watch?v=gZ8jNeDCFrw EZs over Oklahoma]
|-
|[http://youtube.com/watch?v=G645pDJ5f28 Rough River Scenery]
|[http://youtube.com/watch?v=wq51jnjBSxQ&feature=related EZs to Oshkosh]
|
|
|
|}
 

=== Andy Millin ===
{| cellpadding="10"
|[http://youtube.com/watch?v=y-VFdQXyTMQ Dyno Run]
|[http://youtube.com/watch?v=qif0A0dHZYM Engine Walkaround]
|[http://www.youtube.com/watch?v=bMGtkRjTJKk "Velocity Home Movie" from OshKosh2008]
|}
 

=== James Redmon's Berkut 13 ===
{| cellpadding="10"
|[http://www.youtube.com/watch?v=dQiNFhMgyYw&NR=1 James Redmon's Berkut 13 Rough River Fly-by]
|[http://www.youtube.com/watch?v=HKQS7kCBbPE&feature=related Sweet in-flight shots]
|-
|[http://www.youtube.com/watch?v=cAUsf8KITag Berkut - bird with an attitude]
|[http://www.youtube.com/watch?v=Qvm42RMx0UA Race start]
|-
|[http://www.youtube.com/watch?v=RA_ddivtqcA Sunset Flight]
|[http://www.youtube.com/watch?v=0VQb-LBscWk The power of the dream]
|-
|[http://www.youtube.com/watch?v=VMR4bMzKjc8 Canard Fun]
|[http://www.youtube.com/watch?v=_OA0E9_5ylQ Fun 2005-Nice Shot of Rich's Race 24 in flight!]
|}
 

=== Posted on Yahoo Videos by user jsmithy50 ===
I've moved these to the end, because I'm pretty sure they're repeats of Kevin baker's videos, and if so I'll delete these when I can watch them all and verify that.
{| cellpadding="10"
|[http://video.yahoo.com/watch/1592373/5384481 Velocity Aircraft Takeoff]
|[http://video.yahoo.com/watch/1592620/5384471 Velocity Aircraft Takeoff 2]
|[http://video.yahoo.com/watch/1592438/5384023 Velocity Aircraft Takeoff 3]
|[http://video.yahoo.com/watch/1592061/5383349 Velocity Aircraft Landing]
|-
|[http://video.yahoo.com/watch/1591141/5381040 Velocity Flyby 1]
|[http://video.yahoo.com/watch/1591361/5381847 Velocity Aircraft Flyby 3]
|[http://video.yahoo.com/watch/1591415/5381937 Velocity Aircraft Flyby 4]
|[http://video.yahoo.com/watch/1591641/5382488 Velocity Aircraft Flyby 5]
|-
|[http://video.yahoo.com/watch/1587476/5375280 Velocity Aircraft Landing]
|[http://video.yahoo.com/watch/1587403/5372611 Velocity Aircraft Flyby]
|[http://video.yahoo.com/watch/1591101/5381105 Velocity Aircraft - Go Around]
|
|
|}

HID Landing Light

2008-07-20T16:53:44Z

Emteeoh: Trying to edit to read more like a HOWTO than a personal email from Andy.

HID has two advantages:
* It produces a great deal more light (around 10x the photons)
* It draws a great deal less electricity. (approx 3 amps)

The downsides are:
* It takes about 5 seconds from the time the switch is thrown until it reaches full brightness (a non-issue in some's estimation for some purposes)
* You have the extra weight of the ballast. Extra weight is never a good thing on an aircraft. The ballast weighs 4-5 ounces.
* HID requires high voltage (15K-20K volts) to ignite. During ignition (5-10) seconds, the high voltage can create radio noise

Other considerations:

* Builders really want an installation that does not require modification of the current landing light. It should just “drop in”
* Current Aviation HID systems that would “drop in” run in the $300-$500 range. This page describes a project to deliver the same quality for significantly less.

Automotive HID systems are very durable and should perform well in our aircraft. Life expectancy on the bulbs is around 3000 hours (lifetime of the aircraft). They handle shock and vibration well.

The factory incandescent is a 100W PAR-36. Parabolic Aluminized Reflector, 36 eights of an inch in diameter.
It is a focused beam with a dispersion somewhere in the neighborhood of 10 degrees horizontal and 10 degrees vertical. Essentially it is a spot light, not a flood light.

HID Bulbs/Systems come in a lot of flavors. A quick search of the net will turn up cheap halogen to HID conversion kits. You can get two bulbs, two ballasts, and two wiring harnesses for around $110. You will see them listed as: H1/H3/H4/H7/H11/H13/9005/9006/9007 These are bulb types. For the most part, a ballast will drive any one of the types.

One of the bulbs might look like this:

[[Image:HID_1.jpg]]

There are two flavors of conversion kits. Cheap flavor mentioned above and expensive flavor (no middle). The expensive conversion kits run in the $300-$500 range.

The cheap systems above (H1/H3/H4/H7/H11/H13/9005/9006/9007) can be produced cheaply because they build the igniter into the ballast. Lower parts count and all that. The downside is that it makes them EMI noisy.

The expensive systems used bulbs D1S/D1R/D2S/D2R/D3S/D3R/D4S/D4R. These “D” system have moved the igniter to a small module that joins directly with the bulb. It looks like this:

[[Image:HID_D1S_D1R.jpg]]

D1S on left, D1R on right. Notice the clip on the “R” (it looks like it could be easily removed)

The name of the bulb has some significance: Letter “D”, Number (1-4), followed by S or R.

“D” means Dual Pole. Look closely at the bulb. It has two compartments. It also has the rod coming from the base of the bulb and attaching at the top.
1-4 refers to the gas used (Mercury, Xenon, etc.). Actually, if you want to talk tech, it is called a “Capsule”
"S" is Straight, or Standard, R is Reflective or Reflector.
“R” type Capsules will have a metal band around the base that blocks light.
It is intended to keep high beams from overlapping the low beam and causing glare.
I’m not sure, but the metal band on the “R” might be a clip that can just be pulled off???

D series don’t have the high voltage line from the ballast to the bulb. This makes them is noise free and expensive.

If you look up XeVision at http://www.xevision.com/ Look for the landing light conversion kit. They use a D1S bulb and they want $499 for the 35W version. For one light.

You might also see “digital ballast” advertised. By using a computer to control the ballast, it is possible to bring the light online a little faster and shut it down in such a way as to extend the bulb life a bit. For this project, the ignite time is not an issue, and the bulb lifetime is already comparable to the airframe lifetime, so it would seem that digital balast is not a necessary expense.

If you look on the eBay, you will find complete systems with two of everything (removed from automotive) for under $200. You can probably find another builder to split the set with you.

These systems can be found on the Internet and in salvage yards. If the bulb type is not known, look to see if the igniter is attached to the bulb. If it is, you should be good-to-go.

I purchased my system on ebay. Check out this store: http://myworld.ebay.com/allstarautosalvage

They sell salvaged headlight units. Many have a broken tab or a cracked enclosure. I didn’t need the headlight, I wanted the guts. He lists the headlight by make, model and year. It is important that it is listed as “HID/Xenon components included”; they aren’t always. I found a Corvette headlight, 2001-2005 with the goodies; lower mounting tab was broken. A little more research and I confirmed the high beam for that model/year was a D1S HID.

I bought the thing and had it for $39; including shipping. Everything worked like a champ. They were quality OSRAM components

The part that is not so easy to find is the PAR-36 reflector with the focal dimension we need. I could not find a spot on XeVision’s site where you could just purchase the PAR-36.

http://www.duckworksav.com/upgrades.html

Duckworks sells light upgrade kits for RVs. Their landing light is the same PAR-36 we use.

Don Wentz is the owner. Nice guy. He will sell you just the PAR-36, modified for the D1S HID. It was $53 delivered.

Don also has a very reasonable kit, with the D1S HID, ballast, cable and reflector for $290 (if you want to go that way)

It has a special machined fitting on the back to hold the igniter. It is a very nice piece. This is what my installation looks like.

[[Image:Pic1294.jpg]] [[Image:Pic1295.jpg]]

Retract guys will need to do some extra work. I believe the nose gear comes very close to the landing light and it could interfere with the igniter. Another good reason to get fixed gear.

With a little looking and some patience, I have an HID photon cannon for around $100. The sucker is VERY bright. I fired it up and it was like Rudolph. People were shielding their eyes and telling me to “turn that thing down.” In the plane, there is so much light that the nose glows; at least until I get some paint on it.

Material Sources

2008-07-20T16:38:00Z

Emteeoh: /* Fixed Gear Replacement Bumper */

== Electrical ==
'''RG-142 Supplier''' 
RG-142 coax Mil-Spec is the same diameter as RG59 and about the same loss as RG6. This lets you place your transponder antenna in the strake end with little loss. See the following address 
https://2298362093.monstercommercesites.com/index.asp?PageAction=VIEWPROD&ProdID=1659 
Skycraft Parts & Surplus is a great place to find many electrical parts for your aircraft. Located in Orlando, FL 
  Jim Agnew

[http://www.digikey.com/ DigiKey]
== Fiberglass/Composite ==
== Hardware ==
{| cellpadding = "10"
|[http://www.yardstore.com/ The Yard] 
|[http://www.mcmaster.com McMaster Carr]
|
|
|}

== Velocity Specific ==
NOTE: I support buying as much from the factory as you can. I find that their prices are reasonable, and hey, they need to make a buck to be around for us in the future. However, if you must, here are other sources. 
~Brett
=== Brake Parts ===
3/16" Nylaflow (H thick wall) is the standard factory tubing ([http://www.aircraftspruce.com/catalog/appages/nylaflow.php Spruce]) ([http://www.wicksaircraft.com/catalog/product_cat.php/subid=2158/index.html Wicks]) 
Richard Gentil recommends using Versatube ([http://www.aircraftspruce.com/catalog/mepages/3003versatube.php Spruce]) ([http://www.wicksaircraft.com/catalog/product_cat.php/subid=1833/index.html Wicks]) 
Dave Philipsen recommends StopFlex tubing ([[Media:stopflex.pdf|Catalog]]) 
Cleveland Brake Conversion Kit - IM199-60 ([http://www.aircraftspruce.com/catalog/lgpages/clevelandcessna.php Aircraft Spruce]) 
Cleveland Brake Pads (coming) 
Cleveland Brake Bleeder ([http://www.aircraftspruce.com/catalog/lgpages/brake_bledders.php Aircraft Spruce]) 
Cleveland Brake Discs - 164-01501 ([http://www.aircraftspruce.com/catalog/lgpages/cesmccauley_discs.php Aircraft Spruce]) 
Cleveland Brake Pads - 066-10500
DOT 5 Brake (Purple) Fluid for Standard (Datsun-style) Brakes ([http://www.bikebandit.com/product/8710?WT.mc_id=666112 Bike Bandit]) 
DOT 3 Brake (Red) Fluid for Toe-Brake Style Brakes ([http://www.aircraftspruce.com/catalog/lgpages/aeroshell_bflu.php Aircraft Sp) 
Matco (Datsun B210) Brake Master Cylinders 
Matco (Datsun B210) Brake Master Cylinders Rebuild Kit 071-6241 
<gallery>
Image:matco_master.jpg|Datsun Style Master Cylinder
Image:matco_rebuild.jpg|Datsun Style Master Cylinder rebuild kit
</gallery>

=== Control Parts ===
Rudder Pulley - MS24566-1B ([http://www.aircraftspruce.com/catalog/appages/phenolicpulleys.php Spruce]) ([http://www.wicksaircraft.com/catalog/product_detail.php?pid=5990 Wicks]) 
Control System Bushings - AN111-6 (for AN3 3/16" diameter bolts) ([http://www.aircraftspruce.com/catalog/appages/an111.php Spruce]) ([http://www.wicksaircraft.com/catalog/product_cat.php/subid=791/index.html Wicks]) 
VRSC-01 - Rudder Wire - 1/6" stainless was standard until June 2008 ([http://www.aircraftspruce.com/catalog/appages/controlcable.php Spruce]) ([http://www.wicksaircraft.com/catalog/product_cat.php/subid=6153/index.html Wicks]) 
VRSC-01 - Rudder Wire - 3/32" stainless standard after June 2008 ([http://www.aircraftspruce.com/catalog/appages/controlcable.php Spruce]) ([http://www.wicksaircraft.com/catalog/product_cat.php/subid=6153/index.html Wicks]) 
Rudder Wire Nicopress sleeves - 18-1-C ([http://www.aircraftspruce.com/catalog/appages/nicopress.php Spurce]) ([http://www.wicksaircraft.com/catalog/product_cat.php/subid=530/index.html Wicks]) 
MM-4/MW-4 Control Rod Ends ([http://www.aircraftspruce.com/catalog/appages/aurorabrng.php Spruce]) ([http://www.wicksaircraft.com/catalog/product_detail.php?pid=5388 Wicks]) 
VAUJ-01 - 3" long piece of 5/8" x .058 wall steel tube ([http://www.aircraftspruce.com/catalog/mepages/4130tubing_un1.php Spruce]) ([http://www.wicksaircraft.com/catalog/product_cat.php/subid=2104/index.html Wicks]) 
{|
|[[Image:MS24566.jpg|thumb|none|150px|MS24566 Rudder Pulley]]
|[[Image:an111.jpg|thumb|none|AN111 Bushing]]
|[[Image:nicopress.jpg|thumb|none|Nicopress Sleeve]]
|[[Image:ss_cable.jpg|thumb|none|SS Wire]]
|-
|[[Image:aurorabearing.jpg|thumb|none|150px|MM-4 Rod End]]
|[[Image:MW4.jpg|thumb|none|MW-4 Rod End]]
|[[Image:steel_tube.jpg|thumb|140px|VAUJ-01 Steel Tube]]
|
|}

== General ==
[http://www.velocityaircraft.com/ Velocity Aircraft] 
[http://www.aircraftspruce.com/ Aircraft Spruce] 
[http://wicksaircraft.com/ Wicks Aircraft] 

== Fixed Gear Replacement Bumper ==
see [[Fixed Gear Replacement Bumper]] for details 
ADVANCED ANTIVIBRATION COMPONENTS 
2101 Jericho Turnpike 
New Hyde Park, NY 
11042-5416 
Tel: 516 328-3662

Material Sources

2008-07-20T16:37:01Z

Emteeoh: /* Fixed Gear Replacement Bumper */ Fixed wiki link

== Electrical ==
'''RG-142 Supplier''' 
RG-142 coax Mil-Spec is the same diameter as RG59 and about the same loss as RG6. This lets you place your transponder antenna in the strake end with little loss. See the following address 
https://2298362093.monstercommercesites.com/index.asp?PageAction=VIEWPROD&ProdID=1659 
Skycraft Parts & Surplus is a great place to find many electrical parts for your aircraft. Located in Orlando, FL 
  Jim Agnew

[http://www.digikey.com/ DigiKey]
== Fiberglass/Composite ==
== Hardware ==
{| cellpadding = "10"
|[http://www.yardstore.com/ The Yard] 
|[http://www.mcmaster.com McMaster Carr]
|
|
|}

== Velocity Specific ==
NOTE: I support buying as much from the factory as you can. I find that their prices are reasonable, and hey, they need to make a buck to be around for us in the future. However, if you must, here are other sources. 
~Brett
=== Brake Parts ===
3/16" Nylaflow (H thick wall) is the standard factory tubing ([http://www.aircraftspruce.com/catalog/appages/nylaflow.php Spruce]) ([http://www.wicksaircraft.com/catalog/product_cat.php/subid=2158/index.html Wicks]) 
Richard Gentil recommends using Versatube ([http://www.aircraftspruce.com/catalog/mepages/3003versatube.php Spruce]) ([http://www.wicksaircraft.com/catalog/product_cat.php/subid=1833/index.html Wicks]) 
Dave Philipsen recommends StopFlex tubing ([[Media:stopflex.pdf|Catalog]]) 
Cleveland Brake Conversion Kit - IM199-60 ([http://www.aircraftspruce.com/catalog/lgpages/clevelandcessna.php Aircraft Spruce]) 
Cleveland Brake Pads (coming) 
Cleveland Brake Bleeder ([http://www.aircraftspruce.com/catalog/lgpages/brake_bledders.php Aircraft Spruce]) 
Cleveland Brake Discs - 164-01501 ([http://www.aircraftspruce.com/catalog/lgpages/cesmccauley_discs.php Aircraft Spruce]) 
Cleveland Brake Pads - 066-10500
DOT 5 Brake (Purple) Fluid for Standard (Datsun-style) Brakes ([http://www.bikebandit.com/product/8710?WT.mc_id=666112 Bike Bandit]) 
DOT 3 Brake (Red) Fluid for Toe-Brake Style Brakes ([http://www.aircraftspruce.com/catalog/lgpages/aeroshell_bflu.php Aircraft Sp) 
Matco (Datsun B210) Brake Master Cylinders 
Matco (Datsun B210) Brake Master Cylinders Rebuild Kit 071-6241 
<gallery>
Image:matco_master.jpg|Datsun Style Master Cylinder
Image:matco_rebuild.jpg|Datsun Style Master Cylinder rebuild kit
</gallery>

=== Control Parts ===
Rudder Pulley - MS24566-1B ([http://www.aircraftspruce.com/catalog/appages/phenolicpulleys.php Spruce]) ([http://www.wicksaircraft.com/catalog/product_detail.php?pid=5990 Wicks]) 
Control System Bushings - AN111-6 (for AN3 3/16" diameter bolts) ([http://www.aircraftspruce.com/catalog/appages/an111.php Spruce]) ([http://www.wicksaircraft.com/catalog/product_cat.php/subid=791/index.html Wicks]) 
VRSC-01 - Rudder Wire - 1/6" stainless was standard until June 2008 ([http://www.aircraftspruce.com/catalog/appages/controlcable.php Spruce]) ([http://www.wicksaircraft.com/catalog/product_cat.php/subid=6153/index.html Wicks]) 
VRSC-01 - Rudder Wire - 3/32" stainless standard after June 2008 ([http://www.aircraftspruce.com/catalog/appages/controlcable.php Spruce]) ([http://www.wicksaircraft.com/catalog/product_cat.php/subid=6153/index.html Wicks]) 
Rudder Wire Nicopress sleeves - 18-1-C ([http://www.aircraftspruce.com/catalog/appages/nicopress.php Spurce]) ([http://www.wicksaircraft.com/catalog/product_cat.php/subid=530/index.html Wicks]) 
MM-4/MW-4 Control Rod Ends ([http://www.aircraftspruce.com/catalog/appages/aurorabrng.php Spruce]) ([http://www.wicksaircraft.com/catalog/product_detail.php?pid=5388 Wicks]) 
VAUJ-01 - 3" long piece of 5/8" x .058 wall steel tube ([http://www.aircraftspruce.com/catalog/mepages/4130tubing_un1.php Spruce]) ([http://www.wicksaircraft.com/catalog/product_cat.php/subid=2104/index.html Wicks]) 
{|
|[[Image:MS24566.jpg|thumb|none|150px|MS24566 Rudder Pulley]]
|[[Image:an111.jpg|thumb|none|AN111 Bushing]]
|[[Image:nicopress.jpg|thumb|none|Nicopress Sleeve]]
|[[Image:ss_cable.jpg|thumb|none|SS Wire]]
|-
|[[Image:aurorabearing.jpg|thumb|none|150px|MM-4 Rod End]]
|[[Image:MW4.jpg|thumb|none|MW-4 Rod End]]
|[[Image:steel_tube.jpg|thumb|140px|VAUJ-01 Steel Tube]]
|
|}

== General ==
[http://www.velocityaircraft.com/ Velocity Aircraft] 
[http://www.aircraftspruce.com/ Aircraft Spruce] 
[http://wicksaircraft.com/ Wicks Aircraft] 

== Fixed Gear Replacement Bumper ==
see [[Fixed Gear Replacement Bumper]] for details
ADVANCED ANTIVIBRATION COMPONENTS
2101 Jericho Turnpike
New Hyde Park, NY 11042-5416
Tel: 516 328-3662

Material Sources

2008-07-20T16:35:56Z

Emteeoh: Added fixed gear replacement bumper supplier

== Electrical ==
'''RG-142 Supplier''' 
RG-142 coax Mil-Spec is the same diameter as RG59 and about the same loss as RG6. This lets you place your transponder antenna in the strake end with little loss. See the following address 
https://2298362093.monstercommercesites.com/index.asp?PageAction=VIEWPROD&ProdID=1659 
Skycraft Parts & Surplus is a great place to find many electrical parts for your aircraft. Located in Orlando, FL 
  Jim Agnew

[http://www.digikey.com/ DigiKey]
== Fiberglass/Composite ==
== Hardware ==
{| cellpadding = "10"
|[http://www.yardstore.com/ The Yard] 
|[http://www.mcmaster.com McMaster Carr]
|
|
|}

== Velocity Specific ==
NOTE: I support buying as much from the factory as you can. I find that their prices are reasonable, and hey, they need to make a buck to be around for us in the future. However, if you must, here are other sources. 
~Brett
=== Brake Parts ===
3/16" Nylaflow (H thick wall) is the standard factory tubing ([http://www.aircraftspruce.com/catalog/appages/nylaflow.php Spruce]) ([http://www.wicksaircraft.com/catalog/product_cat.php/subid=2158/index.html Wicks]) 
Richard Gentil recommends using Versatube ([http://www.aircraftspruce.com/catalog/mepages/3003versatube.php Spruce]) ([http://www.wicksaircraft.com/catalog/product_cat.php/subid=1833/index.html Wicks]) 
Dave Philipsen recommends StopFlex tubing ([[Media:stopflex.pdf|Catalog]]) 
Cleveland Brake Conversion Kit - IM199-60 ([http://www.aircraftspruce.com/catalog/lgpages/clevelandcessna.php Aircraft Spruce]) 
Cleveland Brake Pads (coming) 
Cleveland Brake Bleeder ([http://www.aircraftspruce.com/catalog/lgpages/brake_bledders.php Aircraft Spruce]) 
Cleveland Brake Discs - 164-01501 ([http://www.aircraftspruce.com/catalog/lgpages/cesmccauley_discs.php Aircraft Spruce]) 
Cleveland Brake Pads - 066-10500
DOT 5 Brake (Purple) Fluid for Standard (Datsun-style) Brakes ([http://www.bikebandit.com/product/8710?WT.mc_id=666112 Bike Bandit]) 
DOT 3 Brake (Red) Fluid for Toe-Brake Style Brakes ([http://www.aircraftspruce.com/catalog/lgpages/aeroshell_bflu.php Aircraft Sp) 
Matco (Datsun B210) Brake Master Cylinders 
Matco (Datsun B210) Brake Master Cylinders Rebuild Kit 071-6241 
<gallery>
Image:matco_master.jpg|Datsun Style Master Cylinder
Image:matco_rebuild.jpg|Datsun Style Master Cylinder rebuild kit
</gallery>

=== Control Parts ===
Rudder Pulley - MS24566-1B ([http://www.aircraftspruce.com/catalog/appages/phenolicpulleys.php Spruce]) ([http://www.wicksaircraft.com/catalog/product_detail.php?pid=5990 Wicks]) 
Control System Bushings - AN111-6 (for AN3 3/16" diameter bolts) ([http://www.aircraftspruce.com/catalog/appages/an111.php Spruce]) ([http://www.wicksaircraft.com/catalog/product_cat.php/subid=791/index.html Wicks]) 
VRSC-01 - Rudder Wire - 1/6" stainless was standard until June 2008 ([http://www.aircraftspruce.com/catalog/appages/controlcable.php Spruce]) ([http://www.wicksaircraft.com/catalog/product_cat.php/subid=6153/index.html Wicks]) 
VRSC-01 - Rudder Wire - 3/32" stainless standard after June 2008 ([http://www.aircraftspruce.com/catalog/appages/controlcable.php Spruce]) ([http://www.wicksaircraft.com/catalog/product_cat.php/subid=6153/index.html Wicks]) 
Rudder Wire Nicopress sleeves - 18-1-C ([http://www.aircraftspruce.com/catalog/appages/nicopress.php Spurce]) ([http://www.wicksaircraft.com/catalog/product_cat.php/subid=530/index.html Wicks]) 
MM-4/MW-4 Control Rod Ends ([http://www.aircraftspruce.com/catalog/appages/aurorabrng.php Spruce]) ([http://www.wicksaircraft.com/catalog/product_detail.php?pid=5388 Wicks]) 
VAUJ-01 - 3" long piece of 5/8" x .058 wall steel tube ([http://www.aircraftspruce.com/catalog/mepages/4130tubing_un1.php Spruce]) ([http://www.wicksaircraft.com/catalog/product_cat.php/subid=2104/index.html Wicks]) 
{|
|[[Image:MS24566.jpg|thumb|none|150px|MS24566 Rudder Pulley]]
|[[Image:an111.jpg|thumb|none|AN111 Bushing]]
|[[Image:nicopress.jpg|thumb|none|Nicopress Sleeve]]
|[[Image:ss_cable.jpg|thumb|none|SS Wire]]
|-
|[[Image:aurorabearing.jpg|thumb|none|150px|MM-4 Rod End]]
|[[Image:MW4.jpg|thumb|none|MW-4 Rod End]]
|[[Image:steel_tube.jpg|thumb|140px|VAUJ-01 Steel Tube]]
|
|}

== General ==
[http://www.velocityaircraft.com/ Velocity Aircraft] 
[http://www.aircraftspruce.com/ Aircraft Spruce] 
[http://wicksaircraft.com/ Wicks Aircraft] 

== Fixed Gear Replacement Bumper ==
see [Fixed Gear Replacement Bumper] for details
ADVANCED ANTIVIBRATION COMPONENTS
2101 Jericho Turnpike
New Hyde Park, NY 11042-5416
Tel: 516 328-3662

Velocity Models

2008-07-11T20:41:47Z

Emteeoh: /* Twin */

== The Prototype ==
[[Image:401dm_4.jpg|right|thumb|150px|Prototype N401DM]]
The prototype,[[Maher_N401DM]], was built in 7 months, and first flew in the summer of 1985. It weighed 1,100 pounds empty, with a gross weight of 2,550 pounds and a Lycoming 180 HP engine and composite prop (built by Danny Maher). Cruise was claimed as 220 MPH. Flight testing of the prototype was completed in mid-October 1985, and thus did not attend Osh Kosh Airventure, but was debuted at Sun-n-Fun in 1986. That first airplane, with a serial number of DMO40, was registered as N401DM. This airplane was flown by Billy Henederson of Sport Aviation, who noted 1500-200 fpm climb rates and a top end of 184 kts. This first aircraft also featured a retractable nose gear. Note that the original aircraft did not have full-length rudders. The serial numbers started with DMO-Dan Maher Original, number 40. The fuselage was 42 1/4" wide, 40" high, and 81" long. The main wing area was 96.4 square feet and the canard was 19.75 square feet, for a total area of 116.15 square feet and a gross loading of 19.37 lbs/sqft. The outer wing panels are modified Long-EZ panels, but the strakes and canard are of a unique design. Roncz vortillions were added to the main wings.

== The first kit ==
The aileron push-pull cables were Morse marine style, because Maher was familiar with their operation. The brake master cylinders were from the Datsun/Nissan B210's clutch. Build time was estimated at 800-1000 hours with the kit in the $18,000 range. The kit featured 43 1/2" wide fuselage, 41" high, and 81" long. The size of the wings and canards are slighty increased compared to the prototype. Danny is the registered builder of 4 Velocitys (DMO040, DMO100, DMO255, and 029; N401DM, N7044Q, N255DM, and N4253M registration). (NOTE: The advertised wing dimensions on production aircraft were a span of 28.63 FT, for a wing area of 125 SQFT, and wing loading of 19.6 lbs/SQFT).
Due to the "deep stall" issue, 60" leading edge cuffs were offered to existing aircraft owners. The cuffs are required for DMO serial numbers below 115.

== The 173 Long Wing ==
{|
|The [[Maher_N4253M|173]] (later known as the "Long Wing") was offered in 1992. The name was a play on the Cessna 172, and was meant to tame the handling characteristics to the point where any pilot could comfortably handle it. The 173 was intended to be unpaved-runway-capable, with sturdier gear that stand about 2.5" taller than the original, with bigger 6.00x6 main wheels, more wing and canard (20%) span, and a thicker airfoil, and a 58 MPH stall speed and 190 MPH top speed. The wing trailing edge was extended to the aft edge of the tip sails, and the aft inboard camber was changed. The new "Standard" wing dimension were 29.4' span, 122 SQFT wing area, and the 173/Long Wing dimensions were 31' span, 145 SQFT wing area.
|[[Image:N4253_1.jpg|right|thumb|150px|173 Demo N2453M]]
|}

== The Elite ==
{|
|[[Image:82va4.jpg|left|thumb|150px|Elite Demo N82VA]]
|The [[Elite_N82VA|Elite]] gull-wing door was first offered in 1995, and had a center keel instead of a seat-back bulkhead. The popularity of the type exploded with the Elite, as the "Top-Loader" style of accessing the cabin required some dexterity.
|}

== The XL ==
{|
|In March of 1997 Velocity debuted the [[Factory_XL_N97XL|XL]] (October 1997 Kitplanes "XL Debut" 13), an "Extra Large" Velocity. The XL uses the same "Long Wing" as the older "173" model, but with a significantly enlarged cabin that allowed mounting the larger, six cylinder engines with larger strakes for fuel. The original design work for the XL was done by Jean Prudhomme, and received rave reviews in the press. In 1998 the fast build (fuselage and wings) was offered.
|[[Image:97xl.jpg|right|thumb|150px|XL Demo N97XL]]
|}

== The SUV ==
{|
|[[Image:N101va.jpg|right|thumb|150px|SUV Demo N101VA]]
|At Osh Kosh Airventure 1999 Velocity debuts the [[Factory_SUV_N101VA|SUV]], the "Sport-Utility" Velocity to cash in on the SUV craze of the early '00s. It is billed as the entry-level (19) Velocity, offering only one gull-wing door, a cut-down keel, and control yokes that could be ready to fly for under $50,000 US. Discontinued at the end of 2002.
|}

== The XL-5 ==
{|
|In 2003, June, the [[Child%27s_Play_N271TC|XL-5]] or "Dash 5" was introduced. The primary change for this new model was a bench back seat (with a small cut-down keel) that allows 3 children or smallish adults to be seated. The gross weight was also bumped up slightly, and the new toe-brake option was introduced.
|[[Image:N271tc_flight2.jpg|right|thumb|150px|-5 Demo N271TC]]
|}

== The XL Turbo ==
{|
|In 2007 the factory built the first TIO-550 Velocty, "[[Turbo_Charlie_N296TC|Turbo Charlie]]", which went on to set a new speed standard for the class with true airspeeds over 250kts. In 2008, the factory sold Turbo Charlie and is set to debut "the hotrod" with direct-push-tube controls and other modifications for these higher speeds.
|[[Image:Turbo.jpg|right|thumb|150px|Turbo Demo N296TC]]
|}

== The Twin ==
The Twin has been "in development" for quite some time. It was a big deal a few years ago, and I think the fuselage had been started, but a lot of other priorities got in the way such as "Turbo Charlie", and it's been in limbo for some time. There was a model shown at Oshkosh, however, pictured below, from Airventure 2006.

<gallery>
Image:Velo_Twin_1.jpg
Image:Velo_Twin_2.jpg
Image:Velo_Twin_3.jpg
</gallery>

== The Turbo ==
[[Image:velocity-turbo.jpg|right|thumb|150px|"Turbo" Demo]]In 2008, in association with capital infusion from the Rocket Racing buy-out, Velocity announced the turbo-prop powered Velocity Turbo. This is envisioned as a 6 seat luxury airplane, with a 45' wingspan and 4,300 lbs empty weight (7,500 lbs gross). Range is targeted at 1,400 nm with a 28,000' ceiling. Speed numbers have not yet been offered.

Velocity Models

2008-07-11T20:41:17Z

Emteeoh: /* XL Turbo */

== The Prototype ==
[[Image:401dm_4.jpg|right|thumb|150px|Prototype N401DM]]
The prototype,[[Maher_N401DM]], was built in 7 months, and first flew in the summer of 1985. It weighed 1,100 pounds empty, with a gross weight of 2,550 pounds and a Lycoming 180 HP engine and composite prop (built by Danny Maher). Cruise was claimed as 220 MPH. Flight testing of the prototype was completed in mid-October 1985, and thus did not attend Osh Kosh Airventure, but was debuted at Sun-n-Fun in 1986. That first airplane, with a serial number of DMO40, was registered as N401DM. This airplane was flown by Billy Henederson of Sport Aviation, who noted 1500-200 fpm climb rates and a top end of 184 kts. This first aircraft also featured a retractable nose gear. Note that the original aircraft did not have full-length rudders. The serial numbers started with DMO-Dan Maher Original, number 40. The fuselage was 42 1/4" wide, 40" high, and 81" long. The main wing area was 96.4 square feet and the canard was 19.75 square feet, for a total area of 116.15 square feet and a gross loading of 19.37 lbs/sqft. The outer wing panels are modified Long-EZ panels, but the strakes and canard are of a unique design. Roncz vortillions were added to the main wings.

== The first kit ==
The aileron push-pull cables were Morse marine style, because Maher was familiar with their operation. The brake master cylinders were from the Datsun/Nissan B210's clutch. Build time was estimated at 800-1000 hours with the kit in the $18,000 range. The kit featured 43 1/2" wide fuselage, 41" high, and 81" long. The size of the wings and canards are slighty increased compared to the prototype. Danny is the registered builder of 4 Velocitys (DMO040, DMO100, DMO255, and 029; N401DM, N7044Q, N255DM, and N4253M registration). (NOTE: The advertised wing dimensions on production aircraft were a span of 28.63 FT, for a wing area of 125 SQFT, and wing loading of 19.6 lbs/SQFT).
Due to the "deep stall" issue, 60" leading edge cuffs were offered to existing aircraft owners. The cuffs are required for DMO serial numbers below 115.

== The 173 Long Wing ==
{|
|The [[Maher_N4253M|173]] (later known as the "Long Wing") was offered in 1992. The name was a play on the Cessna 172, and was meant to tame the handling characteristics to the point where any pilot could comfortably handle it. The 173 was intended to be unpaved-runway-capable, with sturdier gear that stand about 2.5" taller than the original, with bigger 6.00x6 main wheels, more wing and canard (20%) span, and a thicker airfoil, and a 58 MPH stall speed and 190 MPH top speed. The wing trailing edge was extended to the aft edge of the tip sails, and the aft inboard camber was changed. The new "Standard" wing dimension were 29.4' span, 122 SQFT wing area, and the 173/Long Wing dimensions were 31' span, 145 SQFT wing area.
|[[Image:N4253_1.jpg|right|thumb|150px|173 Demo N2453M]]
|}

== The Elite ==
{|
|[[Image:82va4.jpg|left|thumb|150px|Elite Demo N82VA]]
|The [[Elite_N82VA|Elite]] gull-wing door was first offered in 1995, and had a center keel instead of a seat-back bulkhead. The popularity of the type exploded with the Elite, as the "Top-Loader" style of accessing the cabin required some dexterity.
|}

== The XL ==
{|
|In March of 1997 Velocity debuted the [[Factory_XL_N97XL|XL]] (October 1997 Kitplanes "XL Debut" 13), an "Extra Large" Velocity. The XL uses the same "Long Wing" as the older "173" model, but with a significantly enlarged cabin that allowed mounting the larger, six cylinder engines with larger strakes for fuel. The original design work for the XL was done by Jean Prudhomme, and received rave reviews in the press. In 1998 the fast build (fuselage and wings) was offered.
|[[Image:97xl.jpg|right|thumb|150px|XL Demo N97XL]]
|}

== The SUV ==
{|
|[[Image:N101va.jpg|right|thumb|150px|SUV Demo N101VA]]
|At Osh Kosh Airventure 1999 Velocity debuts the [[Factory_SUV_N101VA|SUV]], the "Sport-Utility" Velocity to cash in on the SUV craze of the early '00s. It is billed as the entry-level (19) Velocity, offering only one gull-wing door, a cut-down keel, and control yokes that could be ready to fly for under $50,000 US. Discontinued at the end of 2002.
|}

== The XL-5 ==
{|
|In 2003, June, the [[Child%27s_Play_N271TC|XL-5]] or "Dash 5" was introduced. The primary change for this new model was a bench back seat (with a small cut-down keel) that allows 3 children or smallish adults to be seated. The gross weight was also bumped up slightly, and the new toe-brake option was introduced.
|[[Image:N271tc_flight2.jpg|right|thumb|150px|-5 Demo N271TC]]
|}

== The XL Turbo ==
{|
|In 2007 the factory built the first TIO-550 Velocty, "[[Turbo_Charlie_N296TC|Turbo Charlie]]", which went on to set a new speed standard for the class with true airspeeds over 250kts. In 2008, the factory sold Turbo Charlie and is set to debut "the hotrod" with direct-push-tube controls and other modifications for these higher speeds.
|[[Image:Turbo.jpg|right|thumb|150px|Turbo Demo N296TC]]
|}

== Twin ==
The Twin has been "in development" for quite some time. It was a big deal a few years ago, and I think the fuselage had been started, but a lot of other priorities got in the way such as "Turbo Charlie", and it's been in limbo for some time. There was a model shown at Oshkosh, however, pictured below, from Airventure 2006.

<gallery>
Image:Velo_Twin_1.jpg
Image:Velo_Twin_2.jpg
Image:Velo_Twin_3.jpg
</gallery>

== The Turbo ==
[[Image:velocity-turbo.jpg|right|thumb|150px|"Turbo" Demo]]In 2008, in association with capital infusion from the Rocket Racing buy-out, Velocity announced the turbo-prop powered Velocity Turbo. This is envisioned as a 6 seat luxury airplane, with a 45' wingspan and 4,300 lbs empty weight (7,500 lbs gross). Range is targeted at 1,400 nm with a 28,000' ceiling. Speed numbers have not yet been offered.

Props

2008-07-08T18:02:38Z

Emteeoh: /* Prince */

We'll flesh this out more later.

== MT==
[http://www.mt-propeller.com/ MT] is the "standard" for the Velocity, at least for constant-velocity propellers. MT probably has 60% of the flying fleet, with most of the rest using fixed-pitch props of one sort or another. The MT is typically installed as a three-blade unit, though there are a couple of folks using 4 blades. You can also purchase hydraulic or electric actuation. The MT prop provides solid performance, but some have questioned it's durability.

== Aero Composites ==
[http://www.aerocomposites.com/ Aero Composites] is the new kid on the block, and although they run a little more expensive than the MT, are purported to have much better durability, and perhaps somewhat improved performance. There are only a couple of flying examples on Velocitys, so hard comparisons are hard to make right now, but the folks who have them report being happy with the purchase.
<gallery>
Image:aerocomposites1.jpg|Mark Riley's prop
Image:aerocomposites2.jpg
</gallery>

== Catto ==
[http://cattoprops.com/html/velocity_xl_props.html Catto's] propellers are the current leader in sales for the high-power fixed-pitched crowd (mostly XLs), and are all custom-made for the target aircraft. Catto is so popular that lead times can be a problem, but the quality is excellent, as is service after the sale.
<gallery>
Image:cattoprop.jpg|Catto XL Prop
</gallery>

== Price ==

== Performance ==

For Sale

2008-07-08T17:56:30Z

Emteeoh: /* Ed Wilson SUV Kit */

== Intent ==
This page is intended to aid folks in marketing their aircraft, and maybe some of the more thoroughly tested Velocity modifications (e.g. Ken Mishler's nose wheel locking mechanism).  Please don't abuse it and list your 20 year old 10-speed bike here or something....

Note: I do not have a stake in any of the aircraft or products, and I'm not endorsing any product or declaring it fit for any use or purpose.  This is a service for the community to facilitate connections.  Buyer Beware.  Your mileage may vary.  Don't sue anybody.  Or at least don't sue me.[[Image:smiley.jpg|20px]]

== Airplanes ==
=== Kevin Steiner SE/FG N111VX ===
The paint scheme is "Alien Deception", and has been featured in several magazine articles nationally (August 2004 Sport Aviation,February 2005 Sport Aviation, and Velocity View 2nd Quarter 2004). Check out his [http://www.webng.com/kssteiner/ webpage]

Airworthiness Date: 06/13/2003 
Builder: Kevin Steiner
<gallery>
Image:n111vx.jpg|N111VX Alien Deception
Image:Steiner in flight1.JPG|N111VX In-Flight
Image:Steinerpanel.jpg|N111VX Panel
Image:Steiner_Plenum1.jpg|N111VX Plenum
Image:Deception.jpg|N111VX In-Flight 2
Image:N11vx_numbers.jpg|N111VX Tipsail
Image:N11vx_wing.jpg|N111VX Wing Tear
Image:N11vx_SA.jpg|N111VX Sport Aviation
Image:N11vx_flight.jpg|N111VX In-Flight 3
Image:N11vx_under.jpg|N111VX Under
Image:N11vx_side.jpg|N111VX Side
Image:N11vx_top.jpg|N111VX In-Flight 4
</gallery>
<hr/>

=== Ken Mishler SUV/FG N2087M ===
Ken's selling [[Mishler N2087|N2087M]], a fixed-gear SUV with yokes [http://www.dreamaero.com/ here].
<gallery>
Image:n2087_mishler.jpg|N2087
Image:n2087_mishler2.jpg|N2087
Image:n2087_mishler3.jpg|N2087
Image:custom_interior_front.jpg
Image:custom_interior_rear.jpg
Image:custom_panel.jpg
</gallery>
<hr/>

=== Ken Mishler SE/RG N173EX ===
Ken's selling [[Martino N173EX|N173EX]], a retractable-gear SE with an IO-540 [http://www.dreamaero.com/Projects.htm here].

<gallery>
Image:N173EX_016.jpg
Image:N173EX_014.jpg
Image:N173EX_017.jpg
Image:N173EX_front.jpg|N173EX Front
Image:tom_martino.jpg|N173EX Accident
Image:martino.jpg|N173EX Taxi
Image:n173ex_Numbers.jpg|N173EX Taxi
Image:N173EX_Panel.jpg|N173EX Taxi
</gallery>
<hr/>

=== Gary Forhan 173 FG N269VE ===
VELOCITY 173 RG ELITE • $80,000 • FOR SALE • 2002 Velocity 173RG, 203.0 TT, IO-360, 3 blade MT Propeller, IFR Panel including: SPA 400 Intercom, Fuel computer, Apollo SL60 GPS/Com, Terra TX760 D Com, TN 200D Nav, TRT200D Transponder, Auto-pilot. • Contact Gary J. Forhan, Owner - located Orange Park, FL USA • Telephone: 904-403-8047 . 904-278-6677 . • Posted June 16, 2008 [http://www.barnstormers.com/ad_manager/ad_detail.php?ID=253122 Barnstormers.com] 
Also Wind Dancer Aviation is offering it [http://www.winddanceraviationinc.com/id55.html N269VE].

<gallery>
Image:N269ve.jpg|N269VE
Image:N269ve_2.jpg|
Image:N269ve_3.jpg|Panel
Image:N269ve_4.jpg|Prop
</gallery>
<hr/>

=== Jon Leder XL/RG N224SM ===
Jon Leder's XL retract is for sale [http://www.controller.com/listings/aircraft-for-sale/VELOCITY-AIRCRAFT-VELOCITY-XL/2000-VELOCITY-AIRCRAFT-VELOCITY-XL/1095875.htm?guid=294917B59E704047BD8C74F0BC74AE02 here].
<gallery>
Image:n224SM_1.jpg|N224SM
Image:n224SM_2.jpg|N224SM
Image:n224SM_3.jpg|N224SM
Image:n224SM_4.jpg|N224SM
Image:n224SM_5.jpg|N224SM
Image:n224SM_6.jpg|N224SM
Image:n224SM_7.jpg|N224SM
Image:n224SM_8.jpg|N224SM
Image:n224SM_9.jpg|N224SM
Image:n224SM_10.jpg|N224SM
Image:n224SM_11.jpg|N224SM
Image:n224SM_12.jpg|N224SM
</gallery>
<hr/>

=== Mel Bina's N14B ===
Mel's plane is outstanding, and is available [ here].
<gallery>
Image:n14b_bina.jpg|N14B
Image:n14b_mel_bina.jpg|N14B
Image:14b_2.jpg|N14B
Image:14b_3.jpg|N14B
Image:14b_4.jpg|N14B
Image:mel_bina.jpg|Kitplanes Completions July 2007
</gallery>
<hr/>

=== Richard Bartrem Std N8101S ===
N8101S is standard top-loader available [http://www.controller.com/listings/aircraft-for-sale/VELOCITY-AIRCRAFT-VELOCITY/1989-VELOCITY-AIRCRAFT-VELOCITY/1130948.htm?guid=294917B59E704047BD8C74F0BC74AE02 here].
<hr/>

=== Paul Stroub N776TB ===
N776TB is available [http://www.pilotmarket.com/aircrafts/Aircraft_For_Sale/Experimental_and_Ultra_Lights/Velocity/listing-14375.html here].
<gallery>
Image:n776tb.jpg|N776TB
</gallery>
<hr/>

=== Rodney Brim's XL/RG N87BR ===
Rodney Brim's N87BR is an XL retract available at [http://www.barnstormers.com/ad_manager/ad_detail.php?ID=246853 Barnstormers] and [http://www.trade-a-plane.com/specs?clsfdnum=803131 Trade-a-Plane]. 
VELOCITY XL/RG • $150,000 • AVAILABLE FOR SALE • 1998 Velocity XL/RG, T.T. 304. EW1806lbs, MW2700lbs, 65gal., IO-540, 325hp, 3 blade MT prop. Dual Oil coolers, Last inspec. Aug 07, Toe brake upgrade, fwd swing doors, 4 place O2 sys., leather interior, Audio panel is PSE, PMA6000, Apollo GX60, King KX155, KT76C Transx, Stec-20 with truTrak Alt/Hld. Microvision EMS, pitot heat, dual throttle control. • Contact David H. Dent, Friend of Owner - located Livermore, CA USA • Telephone: 9253370115 • Posted May 18, 2008
<gallery>
Image:n87br_brim.jpg|N87BR
Image:n87br_1.jpg
Image:n87br_2.jpg
Image:n87br_3.jpg
Image:n87br_4.jpg
Image:n87br_5.jpg
</gallery>
<hr/>

=== David Leistikow XL/RG N188HL ===
Randy Holiday's XL/RG N188HL is available for sale [http://www.trade-a-plane.com/specs?clsfdnum=787093 here].

<gallery>
Image:N188HL.jpg|N188HL
Image:N188HL2.jpg|N188HL
Image:N188HL3.jpg|N188HL
Image:n188hl_1.jpg
Image:n188hl_2.jpg
Image:n188hl_3.jpg
Image:n188hl_4.jpg
Image:n188hl_5.jpg
Image:n188hl_6.jpg
Image:n188hl_7.jpg
Image:n188hl_8.jpg
Image:n188hl_9.jpg
Image:n188hl_10.jpg
Image:n188hl_11.jpg
Image:n188hl_12.jpg
Image:n188hl_13.jpg
Image:n188hl_14.jpg
</gallery>
<hr/>

=== David Ostroth Elite FG N529 ===
David Ostroth's FG Elite, N529, is available [http://www.aircraftdealer.com/aircraft_for_sale_detail/Velocity/2002_VELOCITY_FG_ELITE/18241.htm here].
<gallery>
Image:n529.jpg|N529
Image:n529_2.jpg|N529
Image:n529_3.jpg|N529
Image:n529_4.jpg|N529
Image:n529_5.jpg|N529
Image:n529_6.jpg|N529
Image:n529_oshkosh.jpg|Oshkosh 2005
</gallery>
<hr/>
=== Dave Nassar SE ===
VELOCITY • $90,000 • FOR SALE • Velocity Standard with Lyc IO-540, 300 hp engine. <10 hrs since o/h. Full Garmin Stack. Very FAST! • Contact Dave Nassar, Friend of Owner - located Palm Bay, FL USA • Telephone: 3218904046 . • Posted July 1, 2008 [http://www.barnstormers.com/ad_manager/ad_detail.php?ID=221044 Barnstormers.com]<hr/>

=== Ray Yavrom SE N92VA ===
VELOCITY, STANDARD • FOR SALE • ((($65,000))), ((($65,000))) ((($65,000))) Price, well bellow appraised value. Financial situation forces sale. Standard, 200hp, 525hr on major overhaul. IFR panel, and more. Excellent compression. For full info, specs and 40 pictures email, or call me. • Contact Ray Yavrom, Owner - located Stockton, CA USA • Telephone: 209 483-1716 [http://www.barnstormers.com/ad_manager/ad_detail.php?ID=210061 Barnstormers.com]
<gallery>
Image:n92va.jpg|N92VA
Image:n92va_2.jpg|N92VA
Image:n92va_3.jpg|Seats/Interior
Image:n92va_4.jpg|Panel
</gallery><hr/> 
=== Manny Lewis SE FG N936RL ===
VELOCITY STANDARD FG • $59,900 • FOR SALE • 4-SEAT, 150 KTS AT 10 GPH. IFR CERTIFIED, KING DUAL NAVCOM, LORAN, ENGINE ANALYZER, AUTOPILOT • Contact Emanuel Lewis, Owner - located Scotia, NY USA • Telephone: 5188472309 . 5183998614 • Posted May 7, 2008 [http://www.barnstormers.com/ad_manager/ad_detail.php?ID=244476 Barnstormers.com]<hr/> 
<hr/> 

=== Richard Halsall XL/RG N787SB ===
Is for sale on Trade-a-Plane 
VELOCITY, XL-RG, 2003, 300 hours total time engine and airframe $230,000. IN/(502) 386-3842. [http://tappix.com/801314 Trade-a-Plane]
<gallery>
Image:N787SB Nose.JPG|N787SB
Image:N787SB.jpg|N787SB
Image:N787SB2.jpg|N787SB
Image:N787SB3.jpg|Panel 2
Image:lr_panel installed.JPG|Panel 2
</gallery>
<hr/> 

=== Raymond Gallagher 173 FG N202VX ===
Velocity 173-FG project; 2-door Elite conversion. . High -speed taxi conducted with the Subaru SVX engine/Tri Blade propeller. Airframe has dual coolant radiators in each wing strake. Terra Radio Stack (TMA-350D, Dual TX-760D, TN200D, TRT250D); with KLN-89B.& KR86 & Glass cockpit display (Dynon D-100 EFIS & EKP-IV GPS). The SVX engine (6cyl/230hp) has Ignition/Injection control by SDS EM4. Call for additional information. Will sell with or without SVX engine. aircraft located in Sebastian, Fl. • Contact Raymond A. Gallagher located Manheim, PA USA • Telephone: 717-201-2454
<hr/>

 

== Uncompleted Kits ==
=== Jeff Barnes XL/RG ===
VELOCITY XL-RG KIT NEW • $59,500 • CHECK IT OUT • Now $15,500 below factory price! Kit never started, no worry about what's under glass layups. ALL Fast build wings, canard, elevators, ailerons, rudders, and fuselage, sitting on gear. Includes epoxy pump and factory support. Will consider trade for a great 320/360 LongEZ or RV6/6A. • Contact Jeff Barnes, Owner - located Libertyville, IL USA • Telephone: 847-331-2567 . 847-549.7765 • Fax: 847.918.7768 • Posted June 2, 2008 [http://www.barnstormers.com/ad_manager/ad_detail.php?ID=158716 Barnstormers.com]
<gallery>
Image:jeff_barnes_1.jpg|Kit
Image:jeff_barnes_2.jpg|Dynamic Wing Fastbuilds
Image:jeff_barnes_3.jpg|Fastbuild Canard
Image:jeff_barnes_4.jpg
</gallery>
<hr/> 
=== Rich Merolla SE/FG ===
VELOCITY SE FG KIT • $35,000 • AVAILABLE FOR SALE • On gear, almost ready for factory built wings. Many options and upgrades included. Make offer • Contact Rich Merolla, Owner - located Page, AZ USA • Telephone: 928 660 2152 • Posted July 1, 2008 [http://www.barnstormers.com/ad_manager/ad_detail.php?ID=256652 Barnstormers.com] or pictures [http://www.trade-a-plane.com/clsfdspecs/755345 Trade-a-Plane]<hr/> 
=== Dan Fast SE/FG ===
VELOCITY SE FG KIT • $33,000 • MAKE OFFER • Fuselage complete to prime, wings and canard complete to prime, can Deliver lower 48. Hurry!!! • Contact Dan M. Fast, Owner - located Sebastian, FL USA • Telephone: 772-473-6090 . • Fax: 772-388-6419 • Posted June 21, 2008 [http://www.barnstormers.com/ad_manager/ad_detail.php?ID=218707 Barnstormers.com]<hr/> 
=== Ed Wilson SUV Kit ===
VELOCITY SUV PROJECT. Franklin 220hp w/prop. Factory wings. All parts/ instruments. Needs interior, wiring, little bodywork. $44,000/obo. NV/(702) 647-4856; velocity@mgashows.net [http://www.mgashows.net/plane/][ Trade-a-Plane]<hr/> 

== Parts and/or Service ==
=== Alex Strong's Pitch Trim ===
Check out Alex's pitch trim system for Velocity's [http://www.strongpitchtrim.com/ here]. We're testing out his system in our Velocity [[Ferrell_N44VF|N44VF]], and will let folks know how we like it. It's a very nice installation, in-keel, which saves a bunch of fuss behind the instrument panel.

=== Ken Mishler's Nose Wheel Lock ===
Check out Ken's nose wheel locking system for Velocity's [http://www.dreamaero.com/Contact.htm here]. We're testing out his system in our Velocity [[Ferrell_N44VF|N44VF]], and will let folks know how we like it.

For Sale

2008-07-08T17:55:28Z

Emteeoh: /* SUV Kit */

== Intent ==
This page is intended to aid folks in marketing their aircraft, and maybe some of the more thoroughly tested Velocity modifications (e.g. Ken Mishler's nose wheel locking mechanism).  Please don't abuse it and list your 20 year old 10-speed bike here or something....

Note: I do not have a stake in any of the aircraft or products, and I'm not endorsing any product or declaring it fit for any use or purpose.  This is a service for the community to facilitate connections.  Buyer Beware.  Your mileage may vary.  Don't sue anybody.  Or at least don't sue me.[[Image:smiley.jpg|20px]]

== Airplanes ==
=== Kevin Steiner SE/FG N111VX ===
The paint scheme is "Alien Deception", and has been featured in several magazine articles nationally (August 2004 Sport Aviation,February 2005 Sport Aviation, and Velocity View 2nd Quarter 2004). Check out his [http://www.webng.com/kssteiner/ webpage]

Airworthiness Date: 06/13/2003 
Builder: Kevin Steiner
<gallery>
Image:n111vx.jpg|N111VX Alien Deception
Image:Steiner in flight1.JPG|N111VX In-Flight
Image:Steinerpanel.jpg|N111VX Panel
Image:Steiner_Plenum1.jpg|N111VX Plenum
Image:Deception.jpg|N111VX In-Flight 2
Image:N11vx_numbers.jpg|N111VX Tipsail
Image:N11vx_wing.jpg|N111VX Wing Tear
Image:N11vx_SA.jpg|N111VX Sport Aviation
Image:N11vx_flight.jpg|N111VX In-Flight 3
Image:N11vx_under.jpg|N111VX Under
Image:N11vx_side.jpg|N111VX Side
Image:N11vx_top.jpg|N111VX In-Flight 4
</gallery>
<hr/>

=== Ken Mishler SUV/FG N2087M ===
Ken's selling [[Mishler N2087|N2087M]], a fixed-gear SUV with yokes [http://www.dreamaero.com/ here].
<gallery>
Image:n2087_mishler.jpg|N2087
Image:n2087_mishler2.jpg|N2087
Image:n2087_mishler3.jpg|N2087
Image:custom_interior_front.jpg
Image:custom_interior_rear.jpg
Image:custom_panel.jpg
</gallery>
<hr/>

=== Ken Mishler SE/RG N173EX ===
Ken's selling [[Martino N173EX|N173EX]], a retractable-gear SE with an IO-540 [http://www.dreamaero.com/Projects.htm here].

<gallery>
Image:N173EX_016.jpg
Image:N173EX_014.jpg
Image:N173EX_017.jpg
Image:N173EX_front.jpg|N173EX Front
Image:tom_martino.jpg|N173EX Accident
Image:martino.jpg|N173EX Taxi
Image:n173ex_Numbers.jpg|N173EX Taxi
Image:N173EX_Panel.jpg|N173EX Taxi
</gallery>
<hr/>

=== Gary Forhan 173 FG N269VE ===
VELOCITY 173 RG ELITE • $80,000 • FOR SALE • 2002 Velocity 173RG, 203.0 TT, IO-360, 3 blade MT Propeller, IFR Panel including: SPA 400 Intercom, Fuel computer, Apollo SL60 GPS/Com, Terra TX760 D Com, TN 200D Nav, TRT200D Transponder, Auto-pilot. • Contact Gary J. Forhan, Owner - located Orange Park, FL USA • Telephone: 904-403-8047 . 904-278-6677 . • Posted June 16, 2008 [http://www.barnstormers.com/ad_manager/ad_detail.php?ID=253122 Barnstormers.com] 
Also Wind Dancer Aviation is offering it [http://www.winddanceraviationinc.com/id55.html N269VE].

<gallery>
Image:N269ve.jpg|N269VE
Image:N269ve_2.jpg|
Image:N269ve_3.jpg|Panel
Image:N269ve_4.jpg|Prop
</gallery>
<hr/>

=== Jon Leder XL/RG N224SM ===
Jon Leder's XL retract is for sale [http://www.controller.com/listings/aircraft-for-sale/VELOCITY-AIRCRAFT-VELOCITY-XL/2000-VELOCITY-AIRCRAFT-VELOCITY-XL/1095875.htm?guid=294917B59E704047BD8C74F0BC74AE02 here].
<gallery>
Image:n224SM_1.jpg|N224SM
Image:n224SM_2.jpg|N224SM
Image:n224SM_3.jpg|N224SM
Image:n224SM_4.jpg|N224SM
Image:n224SM_5.jpg|N224SM
Image:n224SM_6.jpg|N224SM
Image:n224SM_7.jpg|N224SM
Image:n224SM_8.jpg|N224SM
Image:n224SM_9.jpg|N224SM
Image:n224SM_10.jpg|N224SM
Image:n224SM_11.jpg|N224SM
Image:n224SM_12.jpg|N224SM
</gallery>
<hr/>

=== Mel Bina's N14B ===
Mel's plane is outstanding, and is available [ here].
<gallery>
Image:n14b_bina.jpg|N14B
Image:n14b_mel_bina.jpg|N14B
Image:14b_2.jpg|N14B
Image:14b_3.jpg|N14B
Image:14b_4.jpg|N14B
Image:mel_bina.jpg|Kitplanes Completions July 2007
</gallery>
<hr/>

=== Richard Bartrem Std N8101S ===
N8101S is standard top-loader available [http://www.controller.com/listings/aircraft-for-sale/VELOCITY-AIRCRAFT-VELOCITY/1989-VELOCITY-AIRCRAFT-VELOCITY/1130948.htm?guid=294917B59E704047BD8C74F0BC74AE02 here].
<hr/>

=== Paul Stroub N776TB ===
N776TB is available [http://www.pilotmarket.com/aircrafts/Aircraft_For_Sale/Experimental_and_Ultra_Lights/Velocity/listing-14375.html here].
<gallery>
Image:n776tb.jpg|N776TB
</gallery>
<hr/>

=== Rodney Brim's XL/RG N87BR ===
Rodney Brim's N87BR is an XL retract available at [http://www.barnstormers.com/ad_manager/ad_detail.php?ID=246853 Barnstormers] and [http://www.trade-a-plane.com/specs?clsfdnum=803131 Trade-a-Plane]. 
VELOCITY XL/RG • $150,000 • AVAILABLE FOR SALE • 1998 Velocity XL/RG, T.T. 304. EW1806lbs, MW2700lbs, 65gal., IO-540, 325hp, 3 blade MT prop. Dual Oil coolers, Last inspec. Aug 07, Toe brake upgrade, fwd swing doors, 4 place O2 sys., leather interior, Audio panel is PSE, PMA6000, Apollo GX60, King KX155, KT76C Transx, Stec-20 with truTrak Alt/Hld. Microvision EMS, pitot heat, dual throttle control. • Contact David H. Dent, Friend of Owner - located Livermore, CA USA • Telephone: 9253370115 • Posted May 18, 2008
<gallery>
Image:n87br_brim.jpg|N87BR
Image:n87br_1.jpg
Image:n87br_2.jpg
Image:n87br_3.jpg
Image:n87br_4.jpg
Image:n87br_5.jpg
</gallery>
<hr/>

=== David Leistikow XL/RG N188HL ===
Randy Holiday's XL/RG N188HL is available for sale [http://www.trade-a-plane.com/specs?clsfdnum=787093 here].

<gallery>
Image:N188HL.jpg|N188HL
Image:N188HL2.jpg|N188HL
Image:N188HL3.jpg|N188HL
Image:n188hl_1.jpg
Image:n188hl_2.jpg
Image:n188hl_3.jpg
Image:n188hl_4.jpg
Image:n188hl_5.jpg
Image:n188hl_6.jpg
Image:n188hl_7.jpg
Image:n188hl_8.jpg
Image:n188hl_9.jpg
Image:n188hl_10.jpg
Image:n188hl_11.jpg
Image:n188hl_12.jpg
Image:n188hl_13.jpg
Image:n188hl_14.jpg
</gallery>
<hr/>

=== David Ostroth Elite FG N529 ===
David Ostroth's FG Elite, N529, is available [http://www.aircraftdealer.com/aircraft_for_sale_detail/Velocity/2002_VELOCITY_FG_ELITE/18241.htm here].
<gallery>
Image:n529.jpg|N529
Image:n529_2.jpg|N529
Image:n529_3.jpg|N529
Image:n529_4.jpg|N529
Image:n529_5.jpg|N529
Image:n529_6.jpg|N529
Image:n529_oshkosh.jpg|Oshkosh 2005
</gallery>
<hr/>
=== Dave Nassar SE ===
VELOCITY • $90,000 • FOR SALE • Velocity Standard with Lyc IO-540, 300 hp engine. <10 hrs since o/h. Full Garmin Stack. Very FAST! • Contact Dave Nassar, Friend of Owner - located Palm Bay, FL USA • Telephone: 3218904046 . • Posted July 1, 2008 [http://www.barnstormers.com/ad_manager/ad_detail.php?ID=221044 Barnstormers.com]<hr/>

=== Ray Yavrom SE N92VA ===
VELOCITY, STANDARD • FOR SALE • ((($65,000))), ((($65,000))) ((($65,000))) Price, well bellow appraised value. Financial situation forces sale. Standard, 200hp, 525hr on major overhaul. IFR panel, and more. Excellent compression. For full info, specs and 40 pictures email, or call me. • Contact Ray Yavrom, Owner - located Stockton, CA USA • Telephone: 209 483-1716 [http://www.barnstormers.com/ad_manager/ad_detail.php?ID=210061 Barnstormers.com]
<gallery>
Image:n92va.jpg|N92VA
Image:n92va_2.jpg|N92VA
Image:n92va_3.jpg|Seats/Interior
Image:n92va_4.jpg|Panel
</gallery><hr/> 
=== Manny Lewis SE FG N936RL ===
VELOCITY STANDARD FG • $59,900 • FOR SALE • 4-SEAT, 150 KTS AT 10 GPH. IFR CERTIFIED, KING DUAL NAVCOM, LORAN, ENGINE ANALYZER, AUTOPILOT • Contact Emanuel Lewis, Owner - located Scotia, NY USA • Telephone: 5188472309 . 5183998614 • Posted May 7, 2008 [http://www.barnstormers.com/ad_manager/ad_detail.php?ID=244476 Barnstormers.com]<hr/> 
<hr/> 

=== Richard Halsall XL/RG N787SB ===
Is for sale on Trade-a-Plane 
VELOCITY, XL-RG, 2003, 300 hours total time engine and airframe $230,000. IN/(502) 386-3842. [http://tappix.com/801314 Trade-a-Plane]
<gallery>
Image:N787SB Nose.JPG|N787SB
Image:N787SB.jpg|N787SB
Image:N787SB2.jpg|N787SB
Image:N787SB3.jpg|Panel 2
Image:lr_panel installed.JPG|Panel 2
</gallery>
<hr/> 

=== Raymond Gallagher 173 FG N202VX ===
Velocity 173-FG project; 2-door Elite conversion. . High -speed taxi conducted with the Subaru SVX engine/Tri Blade propeller. Airframe has dual coolant radiators in each wing strake. Terra Radio Stack (TMA-350D, Dual TX-760D, TN200D, TRT250D); with KLN-89B.& KR86 & Glass cockpit display (Dynon D-100 EFIS & EKP-IV GPS). The SVX engine (6cyl/230hp) has Ignition/Injection control by SDS EM4. Call for additional information. Will sell with or without SVX engine. aircraft located in Sebastian, Fl. • Contact Raymond A. Gallagher located Manheim, PA USA • Telephone: 717-201-2454
<hr/>

 

== Uncompleted Kits ==
=== Jeff Barnes XL/RG ===
VELOCITY XL-RG KIT NEW • $59,500 • CHECK IT OUT • Now $15,500 below factory price! Kit never started, no worry about what's under glass layups. ALL Fast build wings, canard, elevators, ailerons, rudders, and fuselage, sitting on gear. Includes epoxy pump and factory support. Will consider trade for a great 320/360 LongEZ or RV6/6A. • Contact Jeff Barnes, Owner - located Libertyville, IL USA • Telephone: 847-331-2567 . 847-549.7765 • Fax: 847.918.7768 • Posted June 2, 2008 [http://www.barnstormers.com/ad_manager/ad_detail.php?ID=158716 Barnstormers.com]
<gallery>
Image:jeff_barnes_1.jpg|Kit
Image:jeff_barnes_2.jpg|Dynamic Wing Fastbuilds
Image:jeff_barnes_3.jpg|Fastbuild Canard
Image:jeff_barnes_4.jpg
</gallery>
<hr/> 
=== Rich Merolla SE/FG ===
VELOCITY SE FG KIT • $35,000 • AVAILABLE FOR SALE • On gear, almost ready for factory built wings. Many options and upgrades included. Make offer • Contact Rich Merolla, Owner - located Page, AZ USA • Telephone: 928 660 2152 • Posted July 1, 2008 [http://www.barnstormers.com/ad_manager/ad_detail.php?ID=256652 Barnstormers.com] or pictures [http://www.trade-a-plane.com/clsfdspecs/755345 Trade-a-Plane]<hr/> 
=== Dan Fast SE/FG ===
VELOCITY SE FG KIT • $33,000 • MAKE OFFER • Fuselage complete to prime, wings and canard complete to prime, can Deliver lower 48. Hurry!!! • Contact Dan M. Fast, Owner - located Sebastian, FL USA • Telephone: 772-473-6090 . • Fax: 772-388-6419 • Posted June 21, 2008 [http://www.barnstormers.com/ad_manager/ad_detail.php?ID=218707 Barnstormers.com]<hr/> 
=== Ed Wilson SUV Kit ===
VELOCITY SUV PROJECT. Franklin 220hp w/prop. Factory wings. All parts/ instruments. Needs interior, wiring, little bodywork. $44,000/obo. NV/(702) 647-4856; velocity@mgashows.net [ Trade-a-Plane]<hr/> 

== Parts and/or Service ==
=== Alex Strong's Pitch Trim ===
Check out Alex's pitch trim system for Velocity's [http://www.strongpitchtrim.com/ here]. We're testing out his system in our Velocity [[Ferrell_N44VF|N44VF]], and will let folks know how we like it. It's a very nice installation, in-keel, which saves a bunch of fuss behind the instrument panel.

=== Ken Mishler's Nose Wheel Lock ===
Check out Ken's nose wheel locking system for Velocity's [http://www.dreamaero.com/Contact.htm here]. We're testing out his system in our Velocity [[Ferrell_N44VF|N44VF]], and will let folks know how we like it.

Velocity Models

2008-06-29T05:03:06Z

Emteeoh:

== The Prototype ==
::See [[Maher_N401DM]]
The prototype was built in 7 months, and first flew in the summer of 1985. It weighed 1,100 pounds empty, with a gross weight of 2,550 pounds and a Lycoming 180 HP engine and composite prop (built by Danny Maher). Cruise was claimed as 220 MPH. Flight testing of the prototype was completed in mid-October 1985, and thus did not attend Osh Kosh Airventure, but was debuted at Sun-n-Fun in 1986. That first airplane, with a serial number of DMO40, was registered as N401DM. This airplane was flown by Billy Henederson of Sport Aviation, who noted 1500-200 fpm climb rates and a top end of 184 kts. This first aircraft also featured a retractable nose gear. Note that the original aircraft did not have full-length rudders. The serial numbers started with DMO-Dan Maher Original, number 40. The fuselage was 42 1/4" wide, 40" high, and 81" long. The main wing area was 96.4 square feet and the canard was 19.75 square feet, for a total area of 116.15 square feet and a gross loading of 19.37 lbs/sqft. The outer wing panels are modified Long-EZ panels, but the strakes and canard are of a unique design. Roncz vortillions were added to the main wings.
== The first kit ==
The aileron push-pull cables were Morse marine style, because Maher was familiar with their operation. The brake master cylinders were from the Datsun/Nissan B210's clutch. Build time was estimated at 800-1000 hours with the kit in the $18,000 range. The kit featured 43 1/2" wide fuselage, 41" high, and 81" long. The size of the wings and canards are slighty increased compared to the prototype. Danny is the registered builder of 4 Velocitys (DMO040, DMO100, DMO255, and 029; N401DM, N7044Q, N255DM, and N4253M registration). (NOTE: The advertised wing dimensions on production aircraft were a span of 28.63 FT, for a wing area of 125 SQFT, and wing loading of 19.6 lbs/SQFT).
Due to the "deep stall" issue, 60" leading edge cuffs were offered to existing aircraft owners. The cuffs are required for DMO serial numbers below 115.

== The 173 ==
The 173 (later known as the "Long Wing") was offered in 1992. The name was a play on the Cessna 172, and was meant to tame the handling characteristics to the point where any pilot could comfortably handle it. The 173 was intended to be unpaved-runway-capable, with sturdier gear that stand about 2.5" taller than the original, with bigger 6.00x6 main wheels, more wing and canard (20%) span, and a thicker airfoil, and a 58 MPH stall speed and 190 MPH top speed. The wing trailing edge was extended to the aft edge of the tip sails, and the aft inboard camber was changed. The new "Standard" wing dimension were 29.4' span, 122 SQFT wing area, and the 173/Long Wing dimensions were 31' span, 145 SQFT wing area.

== The Elite ==
The Elite gull-wing door was first offered in 1995, and had a center keel instead of a seat-back bulkhead.

== The XL ==
In March of 1997 Velocity debuted the XL (October 1997 Kitplanes "XL Debut" 13), an "Extra Large" Velocity. The XL uses the same "Long Wing" as the older "173" model, but with a significantly enlarged cabin that allowed mounting the larger, six cylinder engines with larger strakes for fuel. The original design work for the XL was done by Jean Prudhomme, and received rave reviews in the press. In 1998 the fast build (fuselage and wings) was offered.

== The SUV ==
At Osh Kosh Airventure 1999 Velocity debuts the SUV, the "Sport-Utility" Velocity to cash in on the SUV craze of the early '00s. It is billed as the entry-level (19) Velocity, offering only one gull-wing door, a cut-down keel, and control yokes that could be ready to fly for under $50,000 US. Discontinued at the end of 2002.

== The XL-5 ==
In 2003, June, the XL-5 or "Dash 5" was introduced. The primary change for this new model was a bench back seat (with a small cut-down keel) that allows 3 children or smallish adults to be seated. The gross weight was also bumped up slightly, and the new toe-brake option was introduced.

== The Turbo ==
In 2008, in association with capital infusion from the Rocket Racing buy-out, Velocity announced the turbo-prop powered Velocity Turbo. This is envisioned as a 6 seat luxury airplane, with a 45' wingspan and 4,300 lbs empty weight (7,500 lbs gross). Range is targeted at 1,400 nm with a 28,000' ceiling. Speed numbers have not yet been offered.

Velocity Models

2008-06-29T05:02:00Z

Emteeoh: /* The XL-5 */

Velocity Models

2008-06-29T05:01:08Z

Emteeoh: /* The SUV */

Velocity Models

2008-06-28T21:05:05Z

Emteeoh:

Velocity Models

2008-06-28T21:03:48Z

Emteeoh:

Velocity Models

2008-06-28T18:54:21Z

Emteeoh: /* The first kit */

Velocity Models

2008-06-28T18:52:44Z

Emteeoh: New page: == The Prototype == ::See Maher_N401DM The prototype was built in 7 months, and first flew in the summer of 1985. It weighed 1,100 pounds empty, with a gross weight of 2,550 pounds an...

Velocity Videos

2008-06-28T18:29:55Z

Emteeoh:

==Posted on Yahoo Videos by user jsmithy50==
*[http://video.yahoo.com/watch/1592373/5384481 Velocity Aircraft Takeoff]
*[http://video.yahoo.com/watch/1592620/5384471 Velocity Aircraft Takeoff 2]
*[http://video.yahoo.com/watch/1592438/5384023 Velocity Aircraft Takeoff 3]
*[http://video.yahoo.com/watch/1592061/5383349 Velocity Aircraft Landing]
*[http://video.yahoo.com/watch/1591141/5381040 Velocity Flyby 1]
*[http://video.yahoo.com/watch/1591361/5381847 Velocity Aircraft Flyby 3]
*[http://video.yahoo.com/watch/1591415/5381937 Velocity Aircraft Flyby 4]
*[http://video.yahoo.com/watch/1591641/5382488 Velocity Aircraft Flyby 5]
*[http://video.yahoo.com/watch/1591101/5381105 Velocity Aircraft - Go Around]
*[http://video.yahoo.com/watch/1587476/5375280 Velocity Aircraft Landing]
*[http://video.yahoo.com/watch/1587403/5372611 Velocity Aircraft Flyby]

Velocity Videos

2008-06-28T18:18:10Z

Emteeoh:

*[http://video.yahoo.com/watch/1591415/5381937 Velocity Aircraft Flyby 4]

Velocity Videos

2008-06-28T18:17:40Z

Emteeoh: New page: *http://video.yahoo.com/watch/1591415/5381937 Velocity Aircraft Flyby 4

*[[http://video.yahoo.com/watch/1591415/5381937 Velocity Aircraft Flyby 4]]

Main Page

2008-06-28T18:16:18Z

Emteeoh: /* Topics */ Changed to bulleted list, and added videos link.

<big>'''Welcome to the VelocityXL Wiki!'''</big> The VelocityXL Wiki is an offshoot offering from [http://www.velocityxl.com VelocityXL.com].
== Topics ==
* [[Articles]]
* [[UnOfficial Velocity History]]
* [[Builder's Websites]]
* [[Construction]]
* [[Flying]]
* [[Velocity Models]]
* [[Pictures|Plane Pictures]]
* [[Velocity Videos]]
* [[Velocity Profiles and Biographies]]
* [[Builder Profiles and Biographies]]
* [[Documents]]
* [[For Sale]]

== WIKI Help ==
* [http://www.mediawiki.org/wiki/Manual:Configuration_settings Configuration settings list]
* [http://www.mediawiki.org/wiki/Manual:FAQ MediaWiki FAQ]
* [http://lists.wikimedia.org/mailman/listinfo/mediawiki-announce MediaWiki release mailing list]

[[Alex]]