FLYING QUALITIES REPORT

VELOCITY Speed and Direction BY ED KOLANO Examining the Velocity product line reveals both an evolutionary and complimentary airplane development 58 JUNE 1996

process. From the basic fixed gear, single door standard Velocity to the retractable gear, twin door, 173, the

lineup is eight airplanes strong. The folks at Velocity acknowledge the varied preferences of their potential

good candidates to explore the changes in flying qualities caused by major physical differences. At one end is the fixed gear, single door, standard Velocity, propelled by a 200 hp Lycoming through a fixed pitch propeller. The top end of Velocity's offerings is a 173 RG Elite (retractable gear and gullwing doors on the larger 173 airframe) with a 180 hp Lycoming turning a three-blade constant speed prop. Note: Hither engine can be used on cither airframe. Answering the big question up front, their flying qualities are quite similar for cruising flight and different in the landing pattern. This is not a case of two look-alike airplanes whose hand l i n g characteristics have been drastically altered in the name of evolution. Rather, the company seems to have kept what it liked and changed what it wanted to improve.

GET IN; GO SOMEPLACE Let's dispatch the advantage of the Elite version quickly. This single modification is likely to transform the Velocity from an enthusiast's four placer to a serious business airplane. This feature, allowing occupants to board as if getting into a car rather than

onto a pommel horse, challenges the

civility of an entire genre of homebuilts. Is this important? Depends on the airplane's mission. Perhaps it is for the business flyer, suited or skirted, on

a one-day rough trip to an important meeting. Perhaps it isn't for the bluejeaned, flying vacationer who doesn't mind hopping onto the strake, bottom end first, to board. In either case, Velocitys are meant for travel. A large cockpit seems even larger, at least in the front, because of the customers. Instead of a predecessor/suc- short, center-console-mounted control cessor relationship, new development stick. Actually it's the lack of the tradiintegration and their refinements allow tional yoke/stick which instigates the customers to mix and match to suit their pilot's opinion of spaciousness. From aviation needs. Customers start with ba- the visually unobstructed lower portion sic airplane selection (standard or 173). of the large instrument panel to the abEither plane can be ordered with fixed solution from leg-snaking around the or retractable landing gear. The remain- yoke/stick when getting in, the impresing major option, tagged "Elite," is the sion of fore and aft roominess twin gullwing doors which can also be pervades. Pilots can rest their outboard ordered for either basic airplane. Three elbows on the shelf provided by the decisions: which plane, which gear, hollow, forward portion of the strake. which doors — eight choices. This little lateral relief goes a long way The company maintains two demon- toward the illusion of a wider cockpit. strators at their Sebastian, Florida The 173 Elite doesn't do this as well facility. They represent the extremes of

the product line and therefore seem like

due to the forward portion of the strake

attaching to the fuselage further aft.

Here is a sampling of the cockpit evolution, based on the two demonstrators. Seats in the Elite arc

adjustable (fore and aft). Elevator and aileron trim switches have been moved from the left wall to the top of the control stick. Windshields in all versions are now virtually distortion free. Early windshields had considerable distortion around their edges. The roof line (where the roof meets the windshield) has been moved aft about 8 inches in both basic airplanes, substantially improving the forward field of view. Since the 173 RG Elite demonstrator has all these improvements incorporated and the standard demonstrator doesn't, flying both gives a pretty good appreciation for their value. Ground steering is accomplished through differential braking. Keeping with tradition for the basic Long-EZ design, each rudder pedal operates only the rudder and wheel brake on its side of the plane. So full rudder deflection must be applied prior to initiating any wheel braking action. While the pros and cons of this set-up are the subject of another discussion, how the system feels in the Velocity is worth a few words. Rudder return springs are fairly weak, making for light pedal forces during taxi. There is no definitive breakout of the wheel brakes, however. The difficulty in distinguishing between full rudder and initial brake application can result in pilots inadvertently riding the brakes. The conscientious pilot might "back off the pedal completely to ensure the brake is disengaged. Then, when a brake tap is warranted, the pilot must hunt for that nebulous transition point. A quick foot can yield too aggressive a braking action while a tentative probe allows the directional error to increase before correction occurs. Speed control during taxi is not difficult, requiring an easily determined throttle setting, sparing the brakes. The rear-mounted engine allows for quiet conversation, relative to forwardmounts. The forward field of view is okay but not terrific, although the newer, distortion-free windshield provides a comfort level boost.

MAY THE CONTROL FORCE BE WITH YOU Because there's no propwash over

the Velocity's wing-tip-mounted rudSPORT AVIATION 59

JIM KOEPNICK

ders, a few knots are needed for them to become effective during the takeoff roll. Holding runway centerline in a light and variable wind is pretty much handled

subconsciously. Rotating at 65-70 knots

takes a hefty 10-12 pound pull on the little stick in the standard, a little less in the 173. With the main gear (point of rotation) located as far aft as they are, a lot of lift is required from the canard to raise the front end. Of course the elevator trim setting can have a large influence on this stick force. The Velocity's trim system does not use a tab; it

arrangements. Perhaps the biggest contribution to the high force is the stiff elevator centering spring. In fact, this lone device is most likely the primary reason this sporty looking airplane displays such a high degree of apparent longitudinal static stability.

hampered even for the front sealers by the strake and wing, but that's not the direction most pilots prefer for navigating or sightseeing. The Velocity is a nice airplane for flying the airways. Quiet and comfortable, it holds both heading and altitude

runway just about as soon as the nose comes up. A little care is needed to preclude wagging the wings on liftoff because of the low lateral (roll) stick force needed compared to the already

cruise turns can be accomplished with or without coordinating rudder since there's just a trace of adverse yaw. Longitudinal and lateral breakout

The airplane flies away from the

repositions the elevator and longitudinal

applied higher pull force. The newer, distortion-free windshield

speculation: Using a more elevator-trailing-edge-down setting (canard, member) might lessen the required pull force during rotation, but might also cause the airplane to seek too high an initial pitch attitude once airborne. There are a couple of other reasons for the fairly high pull force. One is the short stick — less leverage available than a longer stick. Another is the side stick arrangement — pilots may expect to use only wrist articulation which is generally better suited to lower force requirements than center/longer stick

appear higher than it is, causing the airplane to appear more nose-down than it is. This is readily resolved by looking peripherally where there is no distortion. Another solution is to have a high enough sitting height to permit looking through the windshield above the distortion band at its bottom. Climbing at 100-105 knots keeps the horizon in view. Any slower and it disappears beneath the nose. The field of view in general is acceptable for this cruiser. The canard is not visually objectionable. Looking down and aft is

stick position. The recommended setting results in an appropriate fly-away pitch attitude. A little hangar flying

60 JUNE 1996

offers a big visual advantage during this flight phase. It corrects the illusion of the older style which makes the horizon

without much pilot attention. Normal

forces in the 2-3 pound range means

the pilot can hold onto the stick without fear of making small, unintended pitch and roll inputs. For airways-type flying, the airplanes feel very much alike. Small

stick deflections, seeking standard rate turns, climb and descent pitch attitude settings, etc. require comfortable and appropriate stick forces. Exploring large stick deflections in pitch and roll, however, reveals a very noticeable difference between the airplanes. From a trim condition of 160 knots indicated (155 in the 173 RG) at 3500 feet MSL, slowing and holding 30 knots below trim airspeed takes only a 4 pound pull in the standard but a 10-12 pound pull in the 173 RG. Likewise, a higher push force is needed to fly faster than trim

JIM KOEPNIC K

speed in the 173 RG than in the standard. The 173 RG has a stiffer elevator centering spring than the standard which implies an engineering change by the factory toward providing a more "stable" feel. That stiffer spring also causes the maneuvering stability to appear greater in the 173 RG. For example, a 2 G turn takes about 15 pounds of stick pull in the 173 RG, but only around 9 pounds in the standard. Both values are manageable for short durations which is all the Velocity pilot, or his three passengers, are likely to want. Short and long term pitch dynamics are well behaved; the short period is deadbeat (no oscillations following an angle of attack change), and the phugoid is well damped. Neither of these modes are easily excitable. That means the nose moves in pitch only when the pilot wants it to, and when the pilot wants it to stop it does so fairly quickly. This is good news for cruising. Looking at the roll and yaw axes again reveals an airplane suited better for travel than aerobatics. Comfortable navigation turn roll rates are made with a tick input of just a couple of pounds. Full stick deflections require a hefty 20+ pounds in the standard and a more easily achieved less than 20 pounds in the 173 RG, resulting in average roll rates of around 70°/sec. and 50°/sec., respectively. Too slow for playing fighter pilot, these rates seem more than adequate while cruising. The roll/yaw dynamics are conducive to pleasant flying. Once established in a bank angle, both models seem to stay

MIKE STEINEKE

put. The minimal adverse yaw means no dutch rolls to contend with every time a roll input is made. Should the dutch roll become excited by a large

MIKE STEINEKE

aileron input or too aggressive a rudder input, the airplane settles on its own in approximately 5 seconds following just 1 or 2 oscillations.

SPORT AVIATION 61

EZ RUDDERS Some of Aviation's More Interesting Moments

C

onventional airplanes have a single rudder, usually attached to the trailing edge of a fixed vertical stabilizer. Together, they comprise the vertical tail. The stabilizer provides directional (yaw) stability by weathervaning the plane into the relative wind. Properly designed, it should perform this function without pilot

participation. It always works to eliminate sideslip, which is a relative wind not "on the nose" but from some angle to the left or right of the airplane's longitudinal (nose to tail) axis. The vertical stabilizer is, after all, a wing, and the sideslip angle is analogous

to the angle of attack on the main wing. Increasing the sideslip (say, from the right, as in a left yaw) increases the lift of the vertical tail (to the left), swinging the nose back (to the right) into the relative wind. If the sideslip angle is too great, the vertical tail can stall, and the airplane would lose the major contribution to directional stability

rudder's CP and the airplane's CG as depicted in Figure 1. More pedal — more moment — more yaw (sideslip, actually). The sideslip does not continue to increase because an equilibrium, or balance of yawing moments, is reached. The airplane's overall directional stability provides a restor-

ing yawing moment equal and opposite to the one caused by the rudder deflection. So, a constant rudder displacement should result in a constant sideslip, although the airplane may continue to yaw (as in a flat turn).

Suppose the rudder's CP is above the air-

plane's CG as it is on most conventional planes. The same rules apply, so a rolling moment to the right is created. The strength

of this moment is determined by the lift force of the rudder and the vertical distance (moment arm) between the rudder's CP and the airplane's CG (Figure 2). Since this moment arm is generally much shorter than the longitudinal one, the roll due to rudder deflection

provided by the vertical stabilizer. The rudder provides directional control. It is used to yaw the airplane either to assist the stabilizer with minimizing the sideslip, as in turn coordination, or to intentionally cause sideslip, as in a slipping approach to land. While the rudder's primary function is yaw control, deflecting it causes several other things to

Airplanes are said to have six degrees

62 JUNE 1996

drag of the vertical tail. This additional drag force acts parallel to the relative wind. Since

this force acts above the airplane's CG, a nose-up pitching moment is created as shown in Figure 3. Again, due to the short moment

arm involved and the typically small drag increment, pitching moments due to rudder

deflection are usually not noticed. That is not to say such moments are always insignificant. The F/A-18 uses rudder toe-in for just this reason. Its twin rudders are deflected inboard with weight on the wheels to provide the additional nose-up moment crucial to aircraft carrier operations. That takes care of the three rotational ef-

fects, but the translational results remain. The lift force to the right caused by left

very difficult to observe because it is

masked so well by the yaw effects.

To paraphrase a teacher who knows a

lot about the subject, drag is drag. As such,

the drag added by rudder deflection acts to

slow the entire airplane. It better slow the entire airplane.

Figure 1 Yaw Moment = LR x XR

Finally, there's the up/down degree of freedom. The vertical orientation of the rudder precludes any direct contribution in this axis. If the rudder is canted, however (for example, on a twin vertical tail airplane), rudder deflection directly applies a lifting force in the up/down direction as

well as the left/right direction. A deflected canted rudder provides a pitching moment

due to its vertical lift component in addi-

tion to the pitching moment addressed earlier caused by the drag increment.

To summarize the non-canted, single

T Figure 2 Roll Moment = LR x ZR Zo

can be treated as a single force acting

through an airfoil's center of pressure (CP), and since the airplane rotates around its center of gravity (CG), a yawing moment is created. The magnitude of this moment is the force of the rudder lift times the moment arm or horizontal (longitudinal, actually) distance between the

rudder deflection. Rudder deflection causes an increase in

rudder deflection acts on the entire air-

FORCES AND MOMENTS of freedom. Three translational: up/down, left/right, and fore/aft. Three rotational: pitch, roll, and yaw. Step on the left pedal and the rudder deflects trailing-edge-left. This creates a force, or lift, to the right. Since the lift

significant effects, which act in the opposite direction, also help to mask the roll due to

plane, moving it to the right. This one is

happen to the airplane. A quick look at the effects of rudder

deflection in a conventional airplane should lay the groundwork for a similar look at the EZ rudder configuration. (The term "EZ" is meant to convey the generic design with these features: canard, swept wing with tip-mounted vertical tails, rearmounted engine with pusher prop. It is not a statement of design credit or particular manufacturer.)

is usually a much lesser effect. The air-

plane's dihedral effect and other less

vertical tail situation, every rudder deflection causes a sideways lift force and an aft drag force which cause translations. Because the rudder's CP is behind the airplane's CG, rudder deflection generates a yawing moment. If the CP is above the airplane's CG, a rolling moment is also generated. A pitching

moment occurs if the drag force acts

above the airplane's CG.

THE EZ STUFF Figure 3 Pitch Moment = DR x ZR

Now, take the vertical tail and put it somewhere besides the aft end of the fuse-

lage. Why? Because in the case of EZ de- to be actuated by continued pedal displacesigns, there's a propeller in the way. EZ's ment after full rudder deflection has been have swept wings. For the speeds most EZ achieved. This is one way to ensure maxidesigns fly, sweeping the wings back is not mum "rudder drag" during landing rollout in the best interest of wing performance. It is, prior to brake use. Perhaps landing with a however, a way to get the vertical tail far high crosswind could inhibit use of both enough back to provide the necessary direc- brakes because of rudder requirements. The tional stability. Of course, symmetry is a space shuttle '.v split rudder deflects both factor, so these designs incorporate two ver- ways to help slow it down after landing. Another toe brake issue is discriminating tical tails. In conventional airplanes, stepping on between that last little bit of rudder deflecone pedal causes the other to move aft. This tion and the first little bit of wheel brake. In a makes sense since both pedals control a sin- toe brake set-up, which control the pilot is gle rudder surface which can be deflected using is fairly obvious. Good design in an both directions. EZ designs incorporate two EZ configuration should provide tactile cues separate yaw control systems. The left pedal regarding this transition. That is, end-of-ruddeflects only the left rudder outboard, and der/start-of-brake should be readily evident the right pedal deflects only the right rudder through pedal feel. Some pilots like to fly with a significant outboard. Rudders do not deflect inboard for force on both rudder pedals all the time. Begood reasons. Rules are rules, so everything about cause one can't be moved without moving forces and moments, translations and rota- the other in conventional designs, it is tions which were cited for the conventional sometimes easier to modulate tiny displaceairplane also apply to the EZ's. Suppose the ments this way. This obviously won't work left pedal of an EZ design is displaced. The with EZ designs. In fact, several guest pileft rudder deflects outboard or to the left. lots admit readily to flying with the rudders The drag and (sideways) lift forces still act deflected for most of the flight. Taken to an above and behind the airplane's CG, so the extreme, the opportunity to land with the airplane experiences the same translational brakes on exists. The Australian-designed and rotational effects as the conventional airplane. In this design, however, the verFigure 4 tical tails are also displaced laterally, introducing additional effects. The drag increment of the deflected rudder causes the airplane to yaw to the left, because it has a moment arm which is half the wingspan. There was no yaw caused by rudder drag in the conventional airplane, because it was located on the plane's centerline, i.e. no moment arm. The rudder-drag-induced yaw of the EZ design is favorable for coordinating turns. That is, left pedal causes a left yaw due to the left rudder's drag acting to the Yaw Moment = (|_RXXR) +(Dp xYR) rear at a lateral distance from the plane's CG in addition to the rudder's lift acting to the right at a longitudinal distance from the plane's CG (see Figure 4). Figure 5 If the right rudder were also to deflect left when stepping on the left pedal, its drag would attempt to yaw the plane right. Its lift is still providing a left yawing moment, but the drag moment would work to oppose it (Figure 5). There would also be a rudder/wing-trailing-edge physical interference issue to contend with if the rudders deflected inboard. Rutan 's

Eagle X-TS had a single, bidirectional rudder, and stepping on one pedal caused the other to move aft. The wheel brakes, however, were actuated by applying force, to both pedals simultaneously, regardless of pedal displacement. This arrangement required a careful, conscious effort to step on

Voyager had two vertical tails, one at the

camber of the inboard vertical tail, causing lower pressure on that side. Since that lower-pressure flow affects the flow over the outboard section of the main wing, the

left end of each nacelle, but only the left

one had a rudder. This was a weight saving measure which sacrificed some

handing qualities. The rudder deflected

both ways, but the airplane was better suited to left turns. Toe brakes are not required in the EZ design. This design allows wheel brakes

only one pedal at u time to avoid unintentional braking. Removing the rudder from the propwash can also remove some early takeoff roll controllability. The rudder of a conventional airplane typically affords some degree of directional control almost as soon as the throttle is pushed forward. HZ-design rudders are not bathed in the propwash, so their effectiveness is delayed until the airplane has gained sufficient speed. On the more advantageous side of tipmounted vertical tails is potential vortex control. Properly installed, they can serve as winglets. Winglets use wing tip vortices to the airplane's advantage by garnering a lift component in the forward direction, adding an increment of thrust. For this thrust effect to outweigh the drag penalty, strong wingtip vortex activity is generally necessary, for example — higher angles of attack or high altitude operations. Considering the number of new business and airline jet designs incorporating winglets, this is no small factor in fuel consideration (for jets, anyway). Perhaps a bit of a stretch, but two independent systems offer a degree of redundancy although each rudder deflects only in one direction. A jammed or otherwise incapacitated rudder on one side should not affect control of the other rudder. While not truly redundant, this arrangement may be exploited during an emergency crosswind landing. Independent rudders offer a speed brake or air brake possibility. Deflecting both rudders equally negate each other's yawing moment but still provide the drag increase. Of course, pitching moments and vertical translations (for canted vertical tails) are still there. Simultaneously deflecting both rudders in the Velocity produces virtually no pitching moment. Doing the same thing in the Berkut, however, causes a mild nose-down pitch. Yes, nose-down. Although the rudders' CP is slightly above the airplane's CG, there's a more dominant effect. Outward-deflected rudders increase the effective

lift of the main wing is affected. In this

Yaw Moment = dm x XflHDm x YR1MLR2 x XR)-(DR2 x YR2)

v_y

case a lift increase occurs at the outboard section of the main wing which is behind the plane's CG, and that causes the nosedown moment. SPORT AVIATION 63

V f

ULTRASPORT 254 Single seat

TRUE ULTRALIGHT

Partially enclosed helicopter UltraLight Meets the FAA Part 1O3

JIM KOEPNICK

ULTRASPORT 331 Single-seat

EXPERIMENTAL

STALLING THE LITTLE WING FIRST

The Velocity has probably had, if not the most, then certainly the most interesting aviation press coverage about its stall characteristics. Referring of course to a deep stall phenomenon, the manufacturer reports preventive redesign has been incorporated into all models. The two models flown for this evaluation were "stalled" in a controlled fashion, and exhibited very nice manners. That stiff elevator centering ULTRASPORT 496 spring alone is almost sure to preclude Two seat ULTRALIGHT TRAINER an inadvertent stall because of the very Fully enclosed helicopter Experimental or Ultralight Trainer high pull force required to slow from Quote: "The UltraSport 331 is a L cruise speed to stall speed. The same Sweetheart and the easiest flying I applies to accelerated stalls — the pilot chopper in the sports kit community. " 1 just has to pull too hard to get there by J.R. "200M" Campbell Pilot, 1 accident. Editor- in-Chief, U.S. Aviator. 1 Retrimming both airplanes for 100 kts. (55-60 kts. below normal cruise VIDEO AVAILABLE speeds), the pilot must still apply more UNITED STATES $13.00 MEXICO/CANADA $16.00 than a 30 pound pull on the stick (25ALL OTHER ADDRESSES $20.00 30 pounds in the 173 RG) to stall the Charge to my: "IJC VISA canard. That's a lot of tactile warning Account # _ Exp Date for the pilot. There's also the buffeting Signature "I Payment enclosed. canard to cue the pilot to the approachAMERICAN 8PORT8COPTER, INCORPORATED ing stall. If he ignores these two blatant warnings, the stall is simply a 3°-5° DEVELOPERS AND DISTRIBUTORS OF THE ULTRASPORT pitch break as the canard loses lift — rmmOr »f no roll off, no nose wander in yaw. Relaxing the stick recovers the airplane. Holding that 30 or so pounds of pull results in a pitch oscillation of about »7B UlddU Oraud Blvd., »«wport H«w», VA 236O6 Phon. (804) 87X4914 Pu |8O4| i73-3711 5°, once per second. These values reFully enclosed helicopter Grown Version ot the UltrSport 254

For informah'on, use SFORT AVIATION'S Reader Service Card

64 JUNE 1996

flect a 1 kt./sec. deceleration into the stall. Faster decelerations result in more dramatic pitch oscillations, but hardly threatening. Of course, beginning a stall with a 45° nose high attitude may be an entirely different experience — one which is not recommended. Accelerated stalls have the same character. The pitch breaks are smaller, but the stick force needed is even higher. Lowering the landing gear in the 173 RG with the airplane trimmed for 100 kts. can be a hands-off event. There is virtually no pitching moment generated. The airplane maintains its 100 kts. after the gear comes down, but it develops a rate of descent as a result of the extra drag. Establishing a landing pattern speed of 80 kts. indicated, both models remain well behaved in pitch although longitudinal stick forces continue to be substantial. Roll forces lessen to around 10 pounds for a full stick deflection, but control stick harmony seems okay.

A WHOLE NEW (BALANCE) BALL GAME Those light aileron forces come in handy, because the roll rates at 80 kts. are quite low. A full-stick effort yields an average roll rate of 40°/sec. in the standard model if augmenting rudder

(rudder in excess of what's required for coordination) is used. In the 173 RG the same technique yields only 20°/sec. At this lower speed/higher angle of attack, both models exhibit a strong dihedral effect, permitting the planes to be rolled quite effectively with rudder inputs. In fact, leading the roll with a substantial rudder input seems to produce the fastest roll rates. With the necessarily large aileron deflections come a good deal of adverse yaw, making rudder use mandatory in the landing pattern. While this is true for many airplanes, the roll-yaw coupling of the Vclocitys presents a coordination challenge. Since aileron deflection causes both roll and (adverse) yaw, and rudder deflection causes both (proverse) yaw and roll, getting it all sorted out and settled down requires practice. When the airplane yaws a dutch roll is initiated which takes several oscillations and several seconds to subside. Most pilots won't or can't afford to be that patient on final approach, so they

must possess the skill to actively suppress it. Five hundred flight hours are not required, but a couple of hours in the pattern with the factory pilots is a good idea. Much has been written about having to "fly the Velocity onto the runway." This seems to be more of an admonition than a conscious effort. Clearly, the prospect of stalling the canard close to the ground is not appealing. Using a normal landing flare technique works just fine as long as the pilot realizes there's a limit on the nose-up a t t i t u d e he should achieve. Once there, the airplane settles nicely onto the runway on a landing gear that can take quite a beating should the settle be a little firmer than expected. The distortion of the earlier windshields complicates the height above the runway estimation; with the newer windshield, there is no problem. Rollout is uneventful. "Feeling" for the brakes may result in an initial asymmetric application, but once the

pilot is sure he's "on" both brakes, precise directional control is regained. Although it may look like a starfighter, the Velocity is a cruiser. Quiet, comfortable, fast and room for four, the airplane is meant to go someplace. Sure, sightseeing is okay, and so is flying it for the fun of flying. Its forte, however, might just be found in its name — Velocity: a vector, identified by both speed and direction.

CONCLUSION Most of this discussion concerned primary consequences of rudder location and deflection. Other, equally significant effects such as dihedral, dutch roll frequency, roll and yaw damping, etc., haven't been mentioned but are all players in the rudder placement game. Conclusion? There is no conclusion except possibly to re-state the obvious. Namely, there's a lot of stuff going on around that (those) rudder(s). ^

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