Features intro
The Velocity 50 features a solid mix of aluminum and carbon fiber. The kit includes a prepainted fiber-glass canopy painted by Canomod and a nice set of carbon-fiber tail blades. The head is completely made from aluminum and has the ability to adjust to any pilot's needs whether a beginner or super advanced. The Velocity 50 also features an extended boom for increased tail authority to hold the tail rock steady during the toughest maneuvers.

MAIN FRAME
COMPONENT LAYOUT: The servos are located high and up front, excluding the throttle and tail servo, which are located just below the main cyclic servos. The fuel tank and engine rest below the main gear and offer a good center of gravity balance. The gyro can be mounted in multiple positions either up front or on the tail-boom clamp. The receiver battery and other radio gear sit up front on dedicated trays.
DESIGN: The frame is designed with single-piece carbon-fiber side frames. The frames are separated using aluminum bearing blocks and a mix of aluminum spacers. The frames are spaced out about 32 mm, which gives just enough room for the bearings and engine mount. This keeps the profile thin and allows for better aerodynamics.
SWASH CONTROL: The swash is controlled using bell cranks that connect to the servos utilizing a push-pull linkage setup. The bell cranks are positioned to give a 90º connection to the 120º CCPM swashplate. The bell cranks are dual-ball-bearing supported and offer smooth transitions from the servos to the swashplate.
CANOPY: The canopy on the Velocity 50 has followed in the footsteps of some of the other manufacturers, but it has taken it up a notch. The canopy is made from fiber glass and is prepainted by Canomod. The clear coat is nice and shiny without any noticeable runs. The paint looks like it has been silk screened, as you can see pixilation in the fades. Regardless, the canopy looks and shines nicely in the air. The canopy is mounted using two thumbscrews up front and two push-on posts in the back. The holes are not predrilled on the canopy and requires a good body reamer. Several molded location marks are barely visible but are not located in the correct location. This requires you to measure and test fit the canopy before you drill the holes.
LANDING GEAR: The four-piece landing gear has a low profile and offers plenty of flexibility for those rough landings. The skids are held in place using four set screws that thread into the struts. The landing gear is mounted to the frame using four aluminum ears that are threaded to accept the landing-gear screws without having to use a nut.

DRIVE TRAIN
ENGINE/MOTOR MOUNT: The engine is mounted to an aluminum bracket that attaches to the frame using four screws. The holes on the frame are elongated to provide adjustment for gear mesh and centering on the clutch bell.
CLUTCH: The clutch is mounted on top of the cooling fan and has a one-way bearing pressed in. The bell is vented with large cutouts to provide cooling and lightening.
COOLING FAN AND SHROUD: The cooling fan is molded from plastic and has angled fins to provide plenty of airflow. The shroud encases the fan and attaches to the frames using six screws that tread into aluminum spacers molded into the fan shroud.
MAIN GEAR: The main gear is machined using durable delrin plastic composite. Lightening cutouts are big, but plenty of plastic is left to provide support for the aluminum hub.
AUTOROTATION DRIVE: The main gear has an aluminum hub that houses a one-way bearing for autorotations. The tail-drive gear is powered during an auto.
TAIL DRIVE: The main tail-drive gear is located below the main gear and is bolted directly to the main shaft. The gear drives a secondary gear shaft that in turn drives the torque tube bevel gears. All the gears are made from delrin to provide the best in performance and reliability.

ROTOR HEAD
WASHOUT ARMS: The washout arms are aluminum anodized black and have two output options. The arms are dual-ball-bearing supported, as are the swashplate links.
BELL-HILLER ARMS: The Bell-Hiller arms are mounted to the pitch arms on the blade grips and can be mounted in three different positions. The arms are dual-ball-bearing supported and have two input options and three output options.
MAIN BLADE GRIPS: The grips are made from aluminum and have a replaceable pitch arm in the case of a crash. The grips are each supported by two ball bearings and a thrust bearing. As mentioned before, the Bell-Hiller arms can be mounted in three positions, which gives you a choice of input options.
HEAD BLOCK: The head block is made from machined aluminum and is anodized black. The head is designed for an underslung fly bar and has a head button. The head attaches to the main shaft using a single jesus bolt that slides through the main shaft and also clamps down the head block. Dampening is performed using a single-piece rubber damper with a spindle that free floats between the grips. The grips attach to the spindle using a screw that threads into the end of the spindle.

PHASING: Phasing is accomplished by two steel pins that are pressed into the head block. The pins slide smoothly into the machined slots on the washout base and provide zero slop.
SWASHPLATE: The swashplate is constructed from aluminum, and the lower section is anodized black, which gives the swash a two-tone effect. The elevator ball link doubles as a pin that slides smoothly in the plastic autorotation bracket. The bottom bearing is held in place using three small screws.

TAIL
BOOM: The boom is 21 mm in diameter and 720 mm long. The extended boom is anodized in a dull black finish and has an Outrage logo on each side.
TAIL CASE: The tail case is made completely out of aluminum and is anodized black. The case is a three-piece design, which includes the body (clamp) and two side plates. The side plates have bearings fit for the tail shaft.
TAIL BLADE GRIPS: The aluminum tail grips are supported by two ball bearings and a thrust bearing like the main grips. The tail grips attach to a center hub that is machined with the spindle on each side. The included carbon-fiber tail blades slide inside the grips, and a bolt passes through the grip and is tightened using a nylon lock nut.
PITCH ACTUATOR SYSTEM: The pitch actuator system is quite unique on the Outrage Velocity 50?it is a three-piece arm that allows the pitch slider to operate smoothly and symmetrically. A tail bell crank link is used in between the mounting post on the case and the pitch actuator. This allows a second pivot point that can move closer or further away from the tail shaft. The pitch actuator system is made completely from aluminum, including the links running to the blade grips. Ball bearings are used to support the entire pivoting axis.

Testing
We tested the Outrage Velocity 50 with some of the most common used gear in a 3D setup. We thought that the combination of high-voltage Hitec servos and the Spektrum AR7100 that provides unregulated voltage to the cyclic and regulated voltage to the throttle and gyro should make this helicopter responsive and agile. We also put the new YS 56 motor to the test using 620 mm blades on this 3D machine. See how well the Outrage Velocity 50 performed and how it stacked up to today's 3D machines.

Hovering • The Velocity 50 in a hover was agile yet very manageable. The limited slop in the head really made this helicopter feel locked in. Small inputs were all that was required to keep this helicopter in a locked-in hover. Even with the most aggressive settings on the head the Velocity felt right at home. Opting to change the head to a more stable setting would give the Velocity even more stability and locked-in feel for the beginner.
Rating: 5

Forward flight • Forward speed and agility are fast and accurate. The Velocity is a fast machine that cuts through the air at a fast pace for a 50-sized machine. The bigger blades and longer tail boom allow the Velocity to track through the air on rails. Once the nose is dipped and the helicopter gains speed, the Velocity is locked in and does not have any tendencies to pitch up or down.
Rating: 5

Cyclic pitch response • The Velocity 50 shines when it comes to the cyclic. The crisp and fast reaction of the Velocity really makes 3D maneuvers look fast and accurate. Rolls and flips are right on axis without any noticeable interactions. I set the head up for an aggressive setting, which gave the helicopter plenty of response and speed to handle any 3D maneuver. That being said, there was still one more setting I could have selected to make this helicopter even faster and more responsive. Switching to a more stable head setting makes the cyclic calm down to a nice and easy cyclic response, perfect for the beginner or a pilot who is ready to do some mild 3D but still wants stability throughout the flight.
Rating: 5

Collective pitch response • With the power of the new YS 56 and the bigger 620 mm blades the collective was fast and poppy. I ran a 26º total pitch range on the Velocity, which gave this helicopter a quick response and agile feel. The head was set up aggressively to allow quick pitch changes. These setting were extremely noticeable during 3D maneuvers that require quick collective inputs. Switching to a more stable setting on the head gave the Velocity a completely different feel. The collective became locked in and stable. Hovering was increasingly more stable, as the collective did not need to be feathered to find the sweet spot.
Rating: 5

Tail rotor response • The extended tail boom and included carbon fiber blades give the Velocity 50 one of the best-responding tails for a 50 class machine. The tail pitch slider offers a slop free tail system, and it really shows in the air. The tail is locked in during all aspects of flight. Pirouetting maneuvers are easily accomplished and are consistent throughout the flight. Outrage used the right tail-gear ratios to give high loading maneuvers that slow down the head speed enough tail authority to remain constant even with the engine bogging.
Rating: 5

Autorotation capabilities • The autorotation system on the Velocity is much like that of any other 50-sized helicopters. The rotor head disengages from the engine drive smoothly and retains enough energy throughout an autorotation. With the ability to use up to 630 mm blades, the Velocity can float as if it were a 90-sized helicopter.
Rating: 5

Postflight inspection • Going over the helicopter and inspecting every bolt and plastic link, I found that the Outrage Velocity 50 was still in perfect working order. When I built the helicopter the links seemed a bit on the snug side, but after a couple dozen flights the links had all worn in and felt as smooth as butter. The dampening did not wear out and still felt as good as new. Overall, the helicopter held up to the abuse we threw at it and continued to fly just as well?if not better?than when it was brand new.
Rating: 5

Conclusion
With the wide range of abilities that are available in the head programming the Velocity is one of the most versatile 50s on the market. Beginners can take this helicopter from their first hover all the way up to expert 3D without ever having to buy additional equipment to make it fly better. Outrage has done a fantastic job creating its first nitro helicopter, and we look forward to any new helicopters that Outrage has on its platter.

When you open the box
Before opening the box to the Outrage Velocity 50, you notice that the company has taken the time to create a clean design that is eye-catching. Looking inside is no different: The kit is packaged cleanly and neatly with parts individually bagged according to the manuals' step numbers. The canopy is protected well using bubble wrap. The kit includes a nice muffler that is packaged separately in its own box.

Manual and build
The manual includes easy-to-follow drawings that show exactly where every part is located. The manual also shows exploded views of the components that were preassembled at the factory. The build went smoothly, and the Velocity took shape relatively quickly. The only section that was a bit difficult was drilling out the holes for the canopy grommets. The canopy hole locations that were in the mold were off and produced a gap at the bottom of the frames, so measuring the locations, drilling, and reaming the holes in the correct locations was the most difficult part of the build.