VELOCITY XL FG

N478B

CHRONOLOGY

STARTS AT BOTTOM

 

 

DATE                                EVENTS

 

 

April 2008                           Rocket Racing Composite Corporation, a subsidiary of the Rocket Racing League, announced the acquisition of Velocity Aircraft of Sebastian, Florida. 

 

March 2008                        Introduction of the Dynon Autopilot was announced just before Sun & Fun 2008.  Dynon has included a double axis autopilot in their EFIS systems so that one only needs to add the servos.  Since I already have redundant Dynon panels, this is now the obvious choice for my installation, in place of the planned Trio Avionics or TruTrak Systems autopilots.  The servos will come in 30, 40 and 50 lbs in of torque.  Although nothing else is necessary, Dynon is offering optional interface modules that facilitate and separate the autopilot controls from the EFIS panels.  Delivery is scheduled to begin in mid-summer.  Unfortunately, no Dynon GPS yet but I am happy the autopilot is out.

 

                                          Although I started with a Fast Build kit, the kit didn’t come to me truly white.  In addition, after three years of building, the primed parts that come from the factory end up showing very different shades and colors.  For the first time in late March, I started priming the underside of the fuselage and the canard.  What a feeling and sight it was!  It continues to look more and more as an airplane, and less like a collection of parts.    

 

                                          The propeller arrived home on March 12, 2008.  Alan wanted to open the box so I let him experience the task.  Here is how it looked upon arrival.

February 2008            I started asking for quotes for a new MT Propeller and, in the process, came across a used one that was being sold by his original owner.  He had replaced it with a carbon fiiber Aerocomposites Propeller.  After 400 hours of use on his Velocity XL / Lycoming IO540D (260hp) combination, he had it overhauled to “same as new” condition.  The blades had been rebuilt, the hub overhauled, and the unit assembled and certified as “0” hours per manufacturer’s specifications.  He was selling it at a reasonable price, together with the original spinner in good condition.  After coming to an agreement, I bought the propeller/spinner package, seen here ready for shipment.

 

January 2008                     Alan, my youngest, craves knowledge and loves everything to do with aviation.  He is always around me and picks up things that interest him like a little vacuum cleaner.  He had discovered, a couple of days before, that he could make videos with my digital camera.  So, I was working inside the cabin one night and he took the tripod and set it up to make a video of me working on the airplane.  However, he got tired of waiting for me to get out of the cabin and do some work outside.  So, he decided to do his own thing.  Before going to bed that night, he told me that he had made a video of himself.  The next day, I uploaded the video to my computer and almost fell of my chair laughing when I watched it.  Here is the result.  Enjoy five minutes of VELOCITY EXPLAINED BY A NINE- YEAR OLD.  

 

December 2007                  After receiving the screens and with the low winter temperatures, especially in the early morning hours, I find myself spending many hours figuring out the location of the instruments in the panel.  I drew the panel to shape in an MS Word document and the instruments that I plan to install to scale, so that I could move them around for planning.  It took long hours and so far, 18 drafts to come up with the one I believe to be final.  This exercise involving research, measurement, downloading images of screens and instruments, scaling them and moving them around, is an example of the estimated 30% additional time I spend working on the airplane that I do not log as building time.   It is exciting to play around with the panel set up, and hard to believe that I am at this stage of construction.

                                        Getting closer to mounting the engine, I decided to place my first order for instruments.  As I had in mind, I ordered two large Dynon screens; one FlightDek 180 and one EFIS 100 for redundant ADAHRS and graphical EMS; HIS Expansion Module (HS34), fuel flow sensor, OAT probe and the corresponding, custom length, engine sensor main and EGT/CHT wire harnesses from SteinAir.  This is another big step, at least in my building project.

 

I logged my 1,000th hour of work on my project at 8:15 PM on November 10, 2007, as I was sanding the leading edge of the left strake in preparation for glassing and filling. 

 

October 2007                      I decided to buy a Velocity kit three years ago mainly because of the characteristics of the airplane.  However, the second reason was Velocity’s reputation on builder support.  I recently attended the Velocity University in Sebastian, Florida (October 25 – 28), an educational event organized by Velocity Aircraft for builders, owners and possible future members of the Velocity family.  The event exceeded my expectations with regard to the quality of the information, the organization and the meeting facilities.  Once again, I confirmed the Velocity Aircraft employees’ high commitment to service and to supporting their product, as well as the Velocity owners in their building journey.  The camaraderie among the Velocity community members was also evident.   Even though there was not much idle time left to socialize, everyone seemed to enjoy sharing their experience and meeting personally many of those with whom we had interacted by electronic means in the past, as well as with some attendees who were planning to join the Velocity family in the future.   It was a great event.

 

We flipped the airplane upside down on October 14, 2007 to start finishing the bottom surface of the airplane. For this, I got help from my brothers Javier and Ed, and friends Russ Christopher (RV-8 builder), John Schoorl and Craig Woolston (Velocity owners) and his brother in law, Mick Bruce.  I also secured the services of a great photographer for the event, my 9-year old son Alan.  More pictures and an explanation of the process can be found on number 14 in the Related Project / Ideas section of the Construction page.

 

July 2007                            After much thinking, this is what I am planning for my instrument panel:

■    Dynon FlightDek 180 and Dynon  EFIS 100 (redundant ADAHRS and EMS)

■    HIS Expansion Module (HS34)

■    AvMap EKP IV permanently installed in the panel.

■    Garmin SL30 Comm/Nav radio.

■    Garmin GTX330 Transponder.

■    PS Engineering PM1000 II intercom

■    Dynon Autopilot after its introduction in March 2008.

 

June 2007                          Three years ago, on June 25, 2004004, I placed the order for a Fast Build Velocity XL FG kit.  June 25 is a very special date for me, not because of this, but for very different reasons.  I spent two weeks in the Head Start Program at the Service Center, early in November/2004.  The kit was delivered home in Jan / 2005 and I made the first entry in my building log on February 5.  I hope to fly sometime next year. 

 

I closed my second fuel strake.  The assembled fuselage parts are now symmetrical and starting to look like an airplane.  

 

May 2007                            My son Frank earned his Bachelor of Arts in Communication at John Carroll University in Cleveland, Ohio on May 20, 2007.

 

My oldest son Daniel earned his Bachelor of Science in Aerospace Engineering at Embry-Riddle Aeronautical University in Daytona Beach, Florida on May 7, 2007.

 

On my way back to Daytona Beach from a four day business trip in Florida, I stopped at the Velocity factory in Sebastian.  I had a chance to see both Scott S and B, Duane, Paul, Chad, and Jim again.  I had not talked with them since my two weeks at the Service Center, back in late 2004.  Everyone was as cordial and helpful as usual.  Although somewhat early for any formal transition training, I had made arrangements to go up in the factory’s trainer on May 11, 2007.  I wanted to experience the Velocity’s flying characteristics from the left seat.  Scott Swing went up with me.  Although the weather was marginal (low overcast), it still gave us a chance to fly locally.  I felt very comfortable flying the airplane and using constant speed propeller controls for the first time.  I did not find it difficult to fly the airplane; just different from the Cessnas I normally fly.  Everything just happens faster and one has to get used to it.  After a couple of short flying sessions and four landings, Scott told me I would not have problems transitioning and flying my XL.  It was quite an experience to fly a Velocity for the first time.  I also brought with me a list of building questions and was able to go over them with Scott.  I got clarification and all kinds of good building tips from him.   I enjoyed my visit very much and consider it was very productive. 

 

March 2007                        MT Propellers confirmed that the overhauled Hartzell propeller governor that came with my engine can be used with their propeller.

 

February 2007                    I received the IO540 Lycoming Engine Installation kit, as well as the Front and Rear Oil Cooler kits from the factory.  The powder coating of the engine mount was damaged in transit so I had it removed, had its weldments inspected for integrity and powder coated again for installation. 

 

December 2006                  After it started to get cold, I have been avoiding doing any strake or structural lay ups.  The last ones I did I had to apply heat and I was satisfied neither with the consistency and flow of the epoxy nor with its cloth-soaking characteristics.  Therefore, I will spend time doing work that does not involve epoxy or is non‑structural until it starts to warm up.

 

November 2006                  Scott Liefeld, Technical Counselor of EAA Chapter 49 (Lancaster, CA) came to check my building project for the first time.  Chapter member Craig Wooston accompanied him to assist with the evaluation as an experienced Velocity builder and pilot.  Once again, I had the opportunity to tap into a lot of experience, as we discussed several building topics.   At the end, my whole family was happy to hear that both considered my project to be of “very good” quality, as it was entered in the paperwork.  Until the next one, some more building to be done…

 

October 2006                      The engine was delivered to Craig’s and John’s hangar at Gen. William J. Fox Airport on October 27, 2006.  As usual, Alan is the official photographer of these events and is always with me.  This is how the engine looks.  

 

I was invited to see the building project of my newfound friend, Russ Christopher, just a few minutes from home in Leona Valley.  He is building a Vans RV8 kit.  Although I know nothing about metal building, I have seen many manufactured and homebuilt metal airplanes on the ramp.  This gives me a good comparison baseline and I will say that the quality of his workmanship (1) (2) is impressive, both inside and outside.  I get highly motivated when I see the quality of projects and airplanes like those of Craig Woolston/John Schoorl, Kevin Steiner, Barry Gibbons, Paul Rosales and Russ.  I am humbled when I realize how much knowledge, skills and experience they have offered to me and most of all, am thankful for their friendship.  Since Russ and I are the two still building, we are going to have to help each other keep ourselves focused to finish our projects as soon as possible. I truly look forward to go flying with this group.

 

I had reserved an airplane to practice some landings over the weekend.  However, my folks came to visit and I decided to take Mom on a short flight for breakfast to a nearby airport (California City) instead.  It was the first time for her in a small airplane.  We encountered minor turbulence on our way back but not enough to make her uncomfortable.  It is my old man’s turn next time.

                                        A good opportunity presented and I ended up buying the engine for my project, a little earlier than expected.  It is a Lycoming IO540-K1A5 (300 hp) with 0 hours since major overhaul (SMOH) by Firewall Forward in Colorado.  The Velocity factory stated that this was a good engine model for the XL.  It came with alternator, starter, fuel servo, fuel pump, vacuum pump, overhauled Hartzell propeller governor, one magneto and one new Light Speed Plasma III electronic ignition installed.  I consider this a crucial step in the homebuilder’s experience.  I believe that buying the engine denotes true and formal determination to completing the project.  It is difficult to spend that much money if there is any doubt; and a lot harder to let the kit and the engine sit after such an expense.  Craig and John offered to keep it at their hangar until I finish the second strake and now am ready to attack the engine installation.

 

September 2006                 I went flying with my brother Ed, on September 24, 2006, and logged my 100th hour of flying time and 23rd of cross-country flying right before landing between two firefighting tankers. 

 

On my way back from a business trip to the East Coast I responded to an invitation from friend Kevin Steiner to stay over the weekend with him in Phoenix and go flying in his Velocity “Deception”; of course, he really had to pressure me for that...  From his base at Phoenix Deer Valley Airport (DVT) we flew to Sedona (SEZ) and to Payson (PAN).  Early morning flights with great weather, stunning Arizona scenery and two rather interesting airports.  Therefore, on September 16, 2006, I had the chance to log time in a Velocity for the first time and appreciate its fine flying qualities as a pilot.  Been able to do it in such a fine aircraft was a highlight.  We talked plenty about Velocity and as always, I received some good building tips and suggestions. 

I also had the chance to meet Matt Bucko.  A new and obviously excited Velocity kit owner, and with a great sense of humor I might add, undergoing remodeling of his “facilities” before taking the building plunge.  We had a great time over some coal-baked pizza and a rather unappealing type of soft drink for Matt (Passion Fruit Iced Tea).  

 

After a few fast taxi sessions and some final adjustments during August, friends and fellow builders John Schoorl and Craig Woolston saw their Velocity XL5 taxi at Gen. William J. Fox Airport (KWJF) in Lancaster, California, for its maiden flight.  At 9:35 AM on September 3, 2006, N541SW flew for the first time with test pilot Michael Sizoo at the controls.  The aircraft was taken to an altitude of 9000 and a speed of 145 knots during the 30-minute flight.  The test pilot reported the airplane to fly very smoothly and the flight as uneventful.  Both owners and their families were pleased and extremely happy, to say the least.  Formal flight testing is scheduled for the next several weeks. 

 

August 2006                       On August 17, 2006, I took Daniel, my oldest son, on our first trip together.  He came for a short visit after completing an internship at Aerosat Avionics in New Hampshire and before starting his senior year of Aerospace Engineering at Embry-Riddle University in Florida.  It was a great day to fly.  We departed WJF to the north and flew over Rosamond before heading south to avoid restricted areas and turning east.  We spent some good time together both before and after our $100 breakfast.  

 

July 2006                            On July 15, 2006, Craig Woolston and John Schoorl start their engine for the first time. 

 

                                          I logged my 500th hour of work on my project at 11:45 AM on July 8, 2006, as I was glassing the sheet of foam to be used for the strake bulkheads. 

 

On July 2, 2006, got my check ride on a Cessna 172.

 

June 2006                          On June 24, 2006, a wing is mounted for the first time on the fuselage.  With Craig Woolston’s help, we mounted the right wing to proceed with fuel strake’s construction.  The assembly takes the width of my three-car garage with little space on both sides to walk around.  The garage door does not clear the winglet tip so; it is going to be a long hot summer. 

 

                                          My former flight instructor, Dr. Stephen Corda, was awarded the NASA Exceptional Achievement Medal for helping get the Space Shuttle back in flight.  It was presented by Rex Geveden, NASA’s Associate Administrator, and Kevin Petersen, Center Director for the NASA Dryden Flight Research Center, on June 6 during the 2006 NASA Agency Honor Awards ceremony at Edwards Air Force Base in California.  This medal is granted for a significant, specific accomplishment or substantial improvement in operations, efficiency, service, financial savings, science, or technology that contributes to NASA’s mission.  His citation reads: “For exceptional leadership and management of the F-15B Lifting Foam Trajectory Flight Research Team, in support of the Shuttle return to flight program.”   (Details)

 

May 2006                            On May 28, 2006, I helped friends and fellow Velocity builders Craig Woolston and John Schoorl take their wings to their hangar at William J. Fox Airport (WJF) and bolt them to the fuselage.  They are getting closer.   

 

On May 23, 2006, I took Frank, my second oldest son on our first $100 “breakfast.”  He just finished his junior year of a communications major at John Carroll University in Ohio and was visiting for part of the summer.  Great day for flying after a rather stormy and windy couple of days.  We took off from WJF just before 8:00AM and landed at APV for breakfast.  He took quite a few pictures, asked a lot of questions and enjoyed the flight. 

 

April 2006                           On April 30, 2006, my wife and I went for an early morning flight.  We rented a 152 and took off from WJF to fly over the Tehachapi Mountains on our way for breakfast, if possible.  However, the weather was not good for VFR over the mountains and went directly to the California City Airport.  We had not been there but we knew there was a little airport restaurant.  Upon landing, we had a Fouga Magister jet land behind us.  We found out  that two of them are based there, and that a third one was coming that week.  We chatted with the jet pilots and our nice $100 breakfast followed.   We later enjoyed some flying around the valley before heading back to the airport.  It was a great way to spend the early morning hours of our 29th wedding anniversary. 

 

March 2006                        On March 26, 2006, I took the little ones up.  A beautiful day but rather windy (variable direction from 020 and 070 and speeds between 7 and 14 knots with gusts) and bumpy.  I took the same approach to the first flight as with my wife; takeoff followed by immediate touch and go to get the anticipation out of the way.  I had explained the reasons for possible airplane movements and Melissa seemed not to care much about the bumpiness.  We flew locally for about 35 to 40 minutes.  I landed and took Alan up.  Winds had increased by then.  We completed the touch and go and departed to the north.   I could tell that as opposed to Melissa, Alan was a little apprehensive and getting tense with some of the bumps.  So I decided to cut his flight short.  I continued to reassure and explain things to him, as well as point areas and objects on the ground, to keep his mind away from the conditions as we headed back to the airport.  His flight was less than 25 minutes.  At the end, both were very happy and planning for the next flight.  They ended up the adventure with a couple of cheeseburgers and fries at Foxy’s Restaurant as they enjoyed the airport activity and shared their respective experiences.

 

I took up my first passenger on March 23, 2006, my wife Ygebor.  We dropped Melissa and Alan at school and headed for the airport (WJF) in Lancaster, CA.  The weather was incredible with some scattered clouds and no wind, which is rather unusual in our area.  She seemed to be very calm and observed the C-152’s preflight with great interest, asking some questions here and there.  I took the picture as we waited for the fueling truck.  We boarded and taxied for the run up.  It was rather busy for such an early weekday morning.  We took off shortly after 8:00 am and returned for an immediate touch and go.  I felt that by making a landing right away, I would eliminate the anticipation for the landing during the flight and make it more relaxed for her.   We departed to the south and flew over areas of West Palmdale familiar to her, including our house, the nearby golf course, aqueduct, etc.  We then headed northwest to less populated areas to enjoy the view.  We ran into some traffic maneuvering (RV-8?) in the practice area and decided to head northeast toward Rosamond.  I pointed to her the dry lakebed and Edwards AFB, explaining nearby MOAs and restricted areas on the chart surrounding the base.  We flew over Rosamond and clearly distinguished Mojave (north) , Edwards (east) and the windmills in the Tehachapi Mountains farther north.   We decided to return and headed south toward the airport.  A few miles out heard of an inbound Cessna Citation seven miles away.  We were instructed to land #2 behind it.  Instead of entering right base straight, I turned southeast for a longer final to delay my landing behind the just “slightly” faster ship ahead of me.  We saw it on downwind.  As the jet was turning base I was entering mine about a mile or so farther east.   I avoided possible turbulence with a high approach and landing after the jet’s touchdown point.   We taxied to park at Barnes Aviation.   By the time I shut down with .9 on the HOBBS, she said that she was ready for the next one.    I still have the little ones to take up.  Hopefully the weather will be as good with them as it was with her.

 

Granted Statement of Demonstrated Ability (SODA) by FAA Inspector Steve Kline, for 3rd Class Medical Certificate, upon successful completion of FAA Special Vision Medical Flight Test at WJF on March 2, 2006 at 10:50 AM.  So, I am done with the requirements!  I need to start learning now.  

Peculiar wind conditions during flight.

Preflight       9:56AM       Wind:    Calm         (ATIS and Weather Underground History )

Takeoff      10:20AM       Wind:    23009KT     (Wind Advisory Tower Update with clearance) 

Landing     10:50AM       Wind:    23018G25   (Wind Advisory Tower Update on final)

   16G21        (Weather Underground History: 10:47AM)

 

January 2006                     After much thought decided to change my reserved number to N478B.  Since all the numbers I wanted were already taken or unavailable, and the one I had picked up was rather long, I went for a shorter one ending with B.

 

December 2005                  Earned Private Pilot Certificate from examiner George Prewitt on December 17, 2005.  Still need to pass FAA Vision Special Medical Flight Test due to 20/50 corrected vision in left eye.

 

November 2005             †    Florencio (Flo) Diaz, a good father, husband and friend but most importantly, an extraordinary human being.  Skilled but humble professional, long-time employee of Scaled Composites and finisher of aircraft, such as the White Knight and SpaceShipOne, was killed the night before Thanksgiving by an irresponsible driver running a stop at high speed. 

You finished the wings Flo… I will finish the airplane in your memory.   We’ll get to fly together then my friend….

 

September 2005                 Passed the Private Pilot Airplane Knowledge Test on September 5, 2005.

 

June 2005                          I asked my youngest children, Melissa (11) and Alan (6) to find a name for our airplane.  They came up with two possibilities but all four of us immediately agreed on which one we liked best.  For some unknown reason, Alan was nicknamed “Tuki” by his sister Melissa when he was a baby, after the George of the Jungle movie character.  Our airplane was formally baptized as “Dr. Tuki” on June 25, 2005. 

 

                                          After much delay due to rain and wind, completed Long Solo Cross-Country Flight requirement from Lancaster (WJF) to Bakersfield Municipal (L45) to Inyokern (IYK) through the Tehachapi Mountains and back to Lancaster (WJF) California through Mojave (190 miles). 

 

May 2005                            First Solo Cross-Country Flight from Lancaster  (WJF) - Apple Valley (APV) - Lancaster (WJF), California (104 miles).  A lot of studying and not much building since March.

 

March 2005                        I noticed that to fly and study to earn Private Pilot certification while trying to build the airplane is very inefficient.  I have decided to earn certification first.  Then, I can dedicate my weekends to just building the airplane and log hours around the building schedule. 

 

February 2005                    Earned solo certificate in the morning of February 5, 2005 and started building the kit at home that afternoon. 

January 2005             Wings were delivered on January 25, 2005.  I built a mobile rack with wood recycled from the crate so I can move them around in the garage.

 

Finished the parts inventory on January 9, 2005 and it is now in the garage. 

                                        Fast Build XL FG kit SFG029 was delivered on January 7, 2005.  My friends Tim Hampton, Lou Tellez and Barry Gibbons showed up to help.   John Schoorl and Craig Woolston came after work to participate in the event. 

·         Preparation and Weather

·         Forklift Delivery

·         Delivery Truck Arrival

·         Pulling the Crate

·         Crate at Ground Level and Up the Driveway

·         Crate Size and Unpacking

·         Receiving Crew

 

December 2004                  Kit delivery scheduled for January 7, 2005.

 

Both kits are loaded for shipment at the factory on December 22, 2004.

 

Fast Aircraft Transportation postpones kit’s delivery until second week of January 2005.  Rob Greiner secures a much better transportation deal with Solistics.

 

Velocity Inc. has scheduled loading/shipment of kit (SFG029) for December 15, 2004.

November 2004          After much delay due to several hurricanes affecting the Florida area, I finally got to the Velocity factory on November 1, 2004 and was able to start working on my kit.  This allowed me to meet the Velocity crew and tap into their expertise, as well as meet other fellow builders.  Two weeks in the Head Start program gave me great knowledge and experience about tools, materials and building techniques.  I had a great time and highly recommend going through this program before starting to build a kit. 

·         Arrival at Factory 

·         Kit Delivery

·         Beginning Head Start Program

As I drove away from the hangar at the end of my last day at the factory, I saw this.  I realized it was the first one I had seen since my arrival at Sebastian and made me feel my project was looked upon with eyes of approval.  I certainly look forward to the future.  Delivery of my kit in California is now tentatively scheduled for mid-December.

 

October 2004                      Notified by Velocity that my kit will be ready by month’s end.  Scheduled to begin my two weeks of Head Start Program on November 1.

 

September 2004                 Hurricane Jeanne, the fourth to make land fall in Florida in six weeks, hit Sebastian very hard.  The Velocity Service Center hangar was destroyed with several customer projects inside.  The building projects are repairable.  It may take weeks before power and services are restored in the area.  Delivery of my FB kit is delayed further .

 

Hurricane Frances devastates Florida, especially the Central Eastern coast.  There was no major damage at the Velocity factory in Sebastian but there is a delay of several weeks in their production schedule.  Delivery of my FB kit is delayed to probably some time in November.

 

August 2004                       Started flying lessons on August 14, 2004 at Barnes Aviation in William J. Fox (WJF) Airport (Lancaster, CA) on Cessna 152 N68961 with recommended test and aerobatic pilot, Stephen Corda.

 

July 2004                            Factory scheduled to complete kit (SN: SFG029) by the end of September.  Delivery expected some time in October after two weeks of Head Start Program building at the Velocity Service Center. 

 

Received FAA Third Class / Student Pilot Medical Certificate.

 

June 2004                  Sent order for a Fast Build Velocity XL FG.  (June 25, 2004).  

 

After much research on my part, there is unanimous family consensus to buy a Velocity XL.  I have chosen the fixed gear model for the following reasons:

1.       There is no doubt that a retractable gear looks better…. but only when looked at by others from the air. On the ground or close to it, which is from where it is going to be seen, and from where I will be seeing it; it looks a lot better with wheel pants. 

2.       With regard to the retractable gear’s 10% speed pick up (in paper) from an already high cruise speed, I did not feel the impact on the type of flying I intend to make was going to be significant enough to warrant the additional expense on training/certification, hardware, maintenance, insurance and other risks such as malfunction or forgetting to lower it (the most frequent incident cause).  I will be flying exclusively for fun and the 10% lower speed only means that I will spend an additional 6 minutes flying, hopefully more, for every hour of flight. As opposed to a penalty, I will find this very rewarding. That’s why I am getting into this after all… to fly as much as I can and for as long as I can. 

 

Invited by local builder/pilot Paul Rosales (RV6A) for a detailed look at an aluminum airplane, as part of the RV10 research.  Great information from an experienced builder and pilot, and great flying with several hours of formation flying practice. 

 

                                          Submitted ophthalmologist’s evaluation to FAA Regional Flight Surgeon.

 

May / 2004                          Started reorganizing garage at home for still an undetermined kit.

 

                                          Underwent FAA Medical Certification Exam and did not pass visual requirements on left eye.  Required to submit ophthalmologist’s evaluation to FAA Regional Flight Surgeon for further consideration.    

 

Visited Velocity plant in Florida with my son Daniel, (Aerospace Engineering student at <