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T

RAINING

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ANUAL

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L

ANCAIR

IV/IVP

Decompression of a small cabin volume pressurized aircraft is more critical than
a large one, given the same size hole or conditions, primarily because of the
difference in cabin volumes. Actual decompression times are difficult to calculate
due to many variables involved (e.g., the type of failure, differential pressure,
cabin volume, etc) However, it is more probable that the crew of the small
aircraft will have less time in which to take lifesaving actions. There have been
several pilot door window failures related to improper builder window
installations.

(1) An explosive decompression is a change in cabin pressure faster

than the lungs can decompress. Most authorities consider a
decompression that occurs in less than 0.5 seconds as explosive and
potentially dangerous. This type of decompression is more likely to
occur in small volume pressurized aircraft than in large pressurized
aircraft, and often results in lung damage. To avoid potentially
dangerous flying debris in the event of an explosive decompression,
all loose items such as baggage and oxygen cylinders should be
properly secured.

(2) A rapid change in cabin pressure is where the lungs can decompress

faster than the cabin. The risk of lung damage is significantly
reduced in this decompression as compared with an explosive
decompression.

(3) Gradual or slow decompression is dangerous because it may not be

detected. Automatic visual and aural warning systems generally
provide an indication of a slow decompression.

(4) Recovery from all types of decompression is similar. Oxygen masks

should be donned, and a rapid descent initiated as soon as possible
to avoid the onset of hypoxia. The time allowed to make a recovery to
a safe altitude before loss of useful consciousness is, of course,
much less with an explosive than with a gradual decompression.

LOSS OF CABIN PRESSURIZATION

If cabin pressure loss is gradual

, after checking the pressurization controls in

proper positions:

1. Don oxygen mask, check O2 flow (100%) inform passengers.

2. Inform ATC of the problem and request lower altitude.

3. Make normal descent, keeping turbots at maximum output, consistent with

descent rate and airspeed limitations.

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85

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©

Copyright

2007

LOBO

May

not

be

copied

without

permission.

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Summary of Contents for IV

Page 1: ...TRAINING MANUAL LANCAIR IV IVP ...

Page 2: ...cal Decision Making 5 High Altitude Flight Environment 16 Weather 28 Flight Planning and Navigation 39 Aerodynamics and Performance 40 Lancair IV IVP Aircraft Systems 42 Operating Limitations 65 Emergency Procedures 70 Continued Airworthiness Maintenance 92 1 Copyright 2007 LOBO May not be copied without permission ...

Page 3: ...ngine piston driven aircraft in the world Develop the proper habit patterns now They will serve you well when you must rely on your most basic skills such as during an emergency situation at night in weather picking up ice unable to communicate with ATC when your hands turn to ice and your IQ has dropped to 14 Approach your training with the serious professionalism it warrants Charlie Kohler 2001 ...

Page 4: ...ication For example early serial number Lancair IV s and IVP aircraft were equipped by owner builders with steam gauge cockpits whereas today most are finished with EFIS cockpits Many modifications to the basic airframe have also occurred both with builders and at the factory Some of those items are discussed here but many are not While this manual covers many technical aspects of flying the Lanca...

Page 5: ...blications in order to convey important aeronautical information to prospective and current pilots Pilots are taught much of this information by flight instructors and are required to demonstrate their knowledge of the various aeronautical subjects on written as well as oral and practical flight tests given by instructors and examiners These subject areas include aviation weather aircraft maintena...

Page 6: ... over the last 100 years of powered flight When a pilot disregards or chooses to ignore the government and industry recommendations the risk of having an accident rises greatly Unfortunately when there is an aviation accident it is sometimes discovered that the Pilot in Command has strayed from the standard of care by failing to abide by prudent operating practices that he or she was taught The re...

Page 7: ... the accidents are varied but in the majority of cases the pilot failed the airplane the airplane did not fail the pilot The most striking statistic is that 43 of our accidents to date have been with PIC s who have less than 100 hours in make and model Many of our losses have occurred on the first flight Good flight training cannot be overemphasized with these statistics 6 Copyright 2007 LOBO May ...

Page 8: ...rience counts When looking at Lancair accident pilots and certificates we find that 55 of the Lancair accident pilots hold a Private Pilot certificate while only 35 of the U S pilots hold a private pilots certificate Again this points to a possibly strong correlation to pilot training and accidents 7 Copyright 2007 LOBO May not be copied without permission ...

Page 9: ...dent 1 Private 55 Commercial 23 ATP 8 Unknown 6 Commercial CFI 5 ATP CFI 2 What is the cause of all Lancair accidents Well broadly speaking two main areas comprise the bulk of the accidents Loss of Control and Loss of Power 8 Copyright 2007 LOBO May not be copied without permission ...

Page 10: ... many cases the pilot stoppped flying the airplane or put the airplane into a situation in which control was lost All too frequently this occurred on or near the runway in a takeoff or landing situation in which the pilot was too fast or too slow on landing or landed too long or short of the runway Over half of all Lancair accidents occur on takeoff or landing Remember what your flight instructor ...

Page 11: ...AIR IV IVP Lancair Accident Analysis Phase of Flight as of May 20 2008 Takeoff 36 24 Climb 7 5 Cruise 38 25 Maneuvering 14 9 Descent 6 4 Landing 48 30 Taxiing 4 3 10 Copyright 2007 LOBO May not be copied without permission ...

Page 12: ... worst of it The IV series aircraft is a great cross country machine that can cover a lot of territory in a day but it cannot do it all the time Loss of Power accidents covers the other broad area of accidents and concern Aside from the cause unknown accidents fuel exhaustion and fuel starvation comprise the largest number of Loss of Power accidents In other words the pilot ran out of gas In secon...

Page 13: ...improper rpm limits loss oil fuel pump fx fuel sel modified mixture cable lever improper fast overtemp to fx rkr arm bkwds overhaul 12 Where does the IV and IVP stack up against other Lancair models About one quarter of all Lancair accidents involve a IV or IVP airplane With over 2000 Lancair kits sold close to 600 IV and IVP kits and over 1000 Lancairs flying the accidents are prettty evenly spre...

Page 14: ...that forms the floor of accepted pilot behavior How does a pilot get themselves into trouble Minimize training fly in weather conditions over your head operate into or out of airports with minimal field length etc What are some examples Pilot flies IVP without a documented flight review in over 19 years pilot flies into a 2500 foot runway after demonstrating he could not land and stop a IV in over...

Page 15: ...T TO CAT 1 MINIMUMS WITHIN 60 DAYS Less than 100 hours in Type More than 100 hours in Type Less than 100 Hours in Type More than 100 Hours in Type No Operate at or Above 200 Ceilings SM Visibility No Operate at or Above 200 Ceilings SM Visibility NOTE File IFR anytime the weather is below 3000 5 SM Less than 25 hours in Type 25 KNOTS SUSTAINED AND OR 15 KNOT CROSSWIND 25 KNOTS TOTAL SUSTAINED AND ...

Page 16: ...ed ground and flight training from an authorized instructor in a high performance airplane or in a flight simulator or flight training device that is representative of a high performance airplane and has been found proficient in the operation and systems of the airplane and ii Received a one time endorsement in the pilot s logbook from an authorized instructor who certifies the person is proficien...

Page 17: ...ized aircraft or in a flight simulator or flight training device that is representative of a pressurized aircraft and obtained an endorsement in the person s logbook or training record from an authorized instructor in a pressurized aircraft or in a flight simulator or flight training device that is representative of a pressurized aircraft and obtained an endorsement in the person s logbook or trai...

Page 18: ...25 or 135 of this chapter conducted by the Administrator or by an approved pilot check airman PHYSIOLOGY Operating the pressurized LIV P at FL240 at 5 psid will put the cabin above 8000 feet There is no need to use an oxygen mask under normal circumstances at this cabin altitude but there is always the possibility that circumstances would arise that would put our cabin up to our flight level It is...

Page 19: ...siology of human oxygen requirements is well known and documented It has almost nothing to do with your physical condition or toughness The numbers used in this manual apply to a healthy non smoker in good physical condition except where noted Human oxygen requirements have no macho factor Modern oxygen equipment is comfortable and relatively inexpensive If flying a pressurized IV consult oxygen e...

Page 20: ...esson in Boyle s Law at work Simply stated air trapped in body cavities such as the middle ear sinuses stomach and even teeth expands as pressure decreases with altitude At the least this can cause mild bloated feeling At worst it can result in debilitating pain Evolved gas phenomenon is the tendency of gas dissolved in the blood to come out of solution at higher altitudes and is usually more thre...

Page 21: ... less inclined to experiment with hypoxia in an airplane You will consider yourself an oxygen wimp Given the alternatives that s not a bad way to be Consider the affects of hypoxia given below HYPOXIA S EFFECTS The earth s atmosphere by volume is approximately 21 percent oxygen and 79 percent nitrogen There are other gases in the atmosphere but only in trace amounts So for the purposes of understa...

Page 22: ...es And don t miss the elementary but important fact that all altitudes are above sea level 5 000 Feet Total atmospheric pressure is down to 632 3 mm Hg inches of mercury with an oxygen partial pressure to the lungs of approximately 122 mm This reduced partial pressure cannot fully saturate the blood corpuscles which in turn cannot supply all the oxygen the body tissues would like Most of those bod...

Page 23: ...are likely to feel confident comfortable and happy due to the euphoric response of oxygen deprivation Your time of useful consciousness TUC is about 30 minutes After that you will simply pass out 20 000 Feet If your altimeter shows 20 000 feet and you re not using supplemental oxygen you probably won t ever see it At this altitude you are in the brink of collapse if you re not already unconscious ...

Page 24: ...me Time 18 000 20 to 30 minutes 10 to 15 minutes 22 000 10 minutes 5 minutes 25 000 3 to 5 minutes 1 5 to 3 5 minutes 28 000 2 5 to 3 minutes 1 25 to 1 5 minutes 30 000 1 to 2 minutes 30 to 60 seconds 35 000 30 to 60 seconds 15 to 30 seconds 40 000 15 to 20 seconds 7 to 10 seconds 43 000 9 to 12 seconds 5 seconds 50 000 9 to 12 seconds 5 seconds Smoking fatigue and depressants alcohol and other de...

Page 25: ...passengers 2 Inform ATC of the problem and request lower altitude 3 Make normal descent keeping turbos at maximum output consistent with descent rate and airspeed limitations 4 Consider terrain and level off at 2 000 AGL or 10 000 MSL whichever is higher If cabin pressure loss is rapid 1 Don oxygen mask check flow 100 inform passengers 2 Auto pilot off 3 Turn 90 degrees from airway course if flyin...

Page 26: ...TRAINING MANUAL LANCAIR IV IVP 3 Consider use of speed brakes 25 Copyright 2007 LOBO May not be copied without permission ...

Page 27: ...icing and operation a When we reach cruising altitude b On preflight c During the condition inspection 4 If we have a cabin decompression we should a Advise ATC and wait for clearance to descend set autopilot for descent don O2 mask b Don O2 mask check O2 flow on declare an emergency with ATC descend to lower altitude check passengers c Declare emergency descend to lower altitude check O2 mask on ...

Page 28: ...Icing conditions were forecast and made known to the pilots by the AFSS briefer The Lancair ES crashed less than 30 minutes after takeoff killing the two pilots and their passenger What was remarkable was that neither pilot possessed an instrument rating The common thread that all of these accidents shared is that weather did not cause the accidents the pilot did In many cases the pilot in command...

Page 29: ...hazardous weather he ever found was in the Midwest United States While the weather we experience today is no different than the weather Captain Buck experienced almost 70 years ago our ability to make ourselves aware of the weather s impact on our proposed flight is much greater thanks to the technology of the 21st century Satellite imagery NEXRAD weather radar weather web cams improved forecastin...

Page 30: ... IV IVP A A check of the Weather Channel or the aviation weather sites available on many web sites is recommended to assist a pilot in planning when the best weather 29 Copyright 2007 LOBO May not be copied without permission ...

Page 31: ... passengers While on the subject of flight planning it is important to note that per the Aeronautical Information Manual AIM the FAA does not disapprove of the use of non FAA resources for pilots to conduct preflight weather planning but only two resources maintain a record of your briefing AFSS telephonic briefs and DUATS Every time you make a phone call to AFSS to file a flight plan or to get a ...

Page 32: ...you do call the AFSS it is recommended you first file the flight plan and then ask for a standard weather brief That way the briefer knows all the information they need from you route altitude departure and arrival times etc to conduct a proper weather brief Let the briefer conduct the brief without interruption Numerous interruptions may cause the briefer to skip or miss an important part of the ...

Page 33: ... Lancair s Datalink weather is one of the most significant technologies to come to GA in the last twenty years Datalink gives the pilot the ability to see near real time weather information on display screens in the cockpit and can be found on devices as small as PDA s Garmin 396 s or as large as an MFD like Chelton Garmin and Avidyne 32 Copyright 2007 LOBO May not be copied without permission ...

Page 34: ...delay in collecting analyzing correcting and posting the data stream to the satellite and then the download and processing on the aircraft end All of this takes time and meanwhile the cell you are trying to stay out of may be moving at 50 knots right into your path so you have to give your self a wide berth if you are IMC The other issues to consider is that the information posted on the datalink ...

Page 35: ... conditions is to check the aviationweather gov web site The graphical tools available can assist a pilot in o Since most all Lancairs lack any deicing capabilities flight into known icing conditions is not recommended The Lancair pilot must always consider the possibility of icing even in the summer when flying above the freezing level A 34 Copyright 2007 LOBO May not be copied without permission...

Page 36: ...ly found in mid to low level clouds below 15 000 1 Vertical extent of icing layer usually does not exceed 3 000 feet 2 Change altitude by at least 3000 Cumulus clouds may carry lots of moisture high aloft with large droplet sizes encountered 1 Icing usually found below FL 270 and at temps between 2C to 20C 35 Copyright 2007 LOBO May not be copied without permission ...

Page 37: ...nroute and use of Datalink weather can help avoid these nasty surprises Get a check of the weather when you are about 45 minutes to one hour out your destination but no later than 30 minutes Leave yourself plenty of options in case things have gone south It s better to fold early and go to your alternate than execute a missed approach on a rainy night with minimal reserves When you are in range of...

Page 38: ... in stratiform clouds by climbing or descending a 3000 b 6000 c 9000 3 Thunderstorms contain a Hail b Moderate to severe turbulence c Lightning d All the above 4 Ambient temperature decreases at what rate a 2 degrees F per 10 000 b 3 degrees C per 1 000 c 2 degrees C per 1 000 37 Copyright 2007 LOBO May not be copied without permission ...

Page 39: ...of the squadron instructors Today the Navy s newest ensigns plan their cross country and low level training missions think VFR nav flights on laptop computers in minutes The laptops contain the aircraft performance data the student enters the waypoints and the computer does the hard part Like the Navy ensign we can use the power of the internet and sophisticated software to plan our cross country ...

Page 40: ... making altitude and heading difficult to maintain For this reason most Lancairs are equipped with an autopilot Winglets increase wing area however aileron area has stayed the same requiring more control force input B Determined weight of air The internal combustion engine requires a given weight of air to produce a specified horsepower For a given decrease of air density horsepower decreases at a...

Page 41: ...ust be increased to maintain the same coefficient of lift with increased altitude Consequently aircraft operating at high altitudes simultaneously experience problems associated with slow speed flight such as Dutch roll adverse yaw and stall In addition the reduced air density reduces aerodynamic damping overall stability and control of the aircraft in flight a Dutch roll is a coupled oscillation ...

Page 42: ...trix The wings have hydraulically actuated full slotted fowler flaps and mechanically actuated high aspect ratio ailerons Speed brakes may be installed at approximately mid span of the top of the wings The elevator and rudder have centerline bearings The elevator is push rod actuated a stainless steel cable actuates the rudder The tricycle retractable landing gear is hydraulically actuated The nos...

Page 43: ...e The two magnetos are pressurized to accommodate high altitude operations The engine is equipped with a TCM continuous fuel flow injection system This system meters fuel flow in proportion to engine rpm throttle angle and throttle entrance pressure Manual mixture control and idle cut off are provided A Dukes auxiliary boost pump is installed The low pressure position is used for suppression of va...

Page 44: ...ree or four bladed constant speed propeller A governor controlled by mechanical linkage from the cockpit maintains the selected rpm regardless of varying airspeeds or flight loads The governor controls rpm by regulating oil pressure to the propeller hub Propeller high pitch low rpm is obtained by propeller governor boosted oil pressure working against the centrifugal twisting moment of the blades ...

Page 45: ...ve grip handles and should have a radio transmit button mounted on them Other switches may be mounted on the grips The rudder pedals actuate the rudder with stainless steel cables The wheel brakes are actuated by pressure on the top of the rudder pedals The secondary flight controls are the wing flaps and speed brakes 44 Copyright 2007 LOBO May not be copied without permission ...

Page 46: ...low the throttle quadrant and are selectable to any setting between zero and forty degrees Electrically or manually operated speed brakes may be installed on the wings Precise Flight speed brakes deployment will give the aircraft approximately a 1 300 fpm descent at a constant power setting and airspeed 45 Copyright 2007 LOBO May not be copied without permission ...

Page 47: ...electrically controlled and hydraulically operated The landing gear and flap control valves are located below the throttle quadrant and operate a rotating hydraulic valve This hydraulic system operates at 1100 psi 46 Copyright 2007 LOBO May not be copied without permission ...

Page 48: ...k The main gear is retracted into the fuselage via full rack and pinion gears and the nose gear also retracts aft The mains and the nose gear are held up by hydraulic pressure The mains have mechanical down locks in the hydraulic actuating cylinder and a 110 psi gas shock strut provides a positive down lock for the nose gear There is no uplock on the mains During condition inspection check operati...

Page 49: ...l braking is used for directional control on the ground until the rudder becomes effective A two position landing gear handle is located below the throttle quadrant The landing gear position indicating system consists of three green lights that illuminate when all three gear are down and locked Correct tire pressures are 60 psi for the mains and 50 psi for the nose tire if Goodyear or Condor tires...

Page 50: ...volts The engine starter is located on the engine accessory case aft right side To energize the starter circuit hold the magneto start switch in the START position There is a 30 second limit on starter operation The radio master pitot heat and internal and external light switches are also located on the left subpanel An ammeter loadmeter generally should be installed 49 Copyright 2007 LOBO May not...

Page 51: ...r mounted on the aft fuselage Generally a static drain is not installed The alternate static source toggle switch if installed is located under the left subpanel and uses ambient cabin air as its source A vacuum pump if installed is located on the engine accessory case It delivers 4 5 5 4 in Hg for the vacuum operated gyroscopic flight instruments 50 Copyright 2007 LOBO May not be copied without p...

Page 52: ...two low point drains on each wing Fuel runs into a baffle tank on the inboard end of the cell It has a one way flapper valve that keeps fuel from running outboard in unbalanced flight Generally two gallons is unusable per wing The selector valve located on the floor below the throttle quadrant has a LEFT RIGHT and OFF position Fuel will not flow if the pilot selects an intermediate position The pi...

Page 53: ... through the firewall to the fuel filter sump The boost pump has an overboard drain should the pump diaphragm fail The sump should be drained often to keep water and debris out of the engine Annually it should be disassembled cleaned and reassembled per the Lancair drawings 52 Copyright 2007 LOBO May not be copied without permission ...

Page 54: ...the landing gear and flaps The electrically powered hydraulic pump power pack is mounted on the aft side left of the 172 bulkhead accessed through the baggage door A reservoir is located below and attached to the pump Service the reservoir with MIL H 5606 hydraulic fluid With the landing gear down and the flaps up the reservoir should be filled to within an inch of the filler neck 53 Copyright 200...

Page 55: ... if the accumulator is working you should be able to cycle the flaps up and down with pump off ENVIRONMENTAL NON PRESSURIZED A heater muffler on the right engine exhaust stack provides for heated air to the cabin A fresh air intake provides air to a mixer valve that combines the heated 54 Copyright 2007 LOBO May not be copied without permission ...

Page 56: ...re differential 5PSID which is the maximum differential between cabin and ambient altitudes that the pressurized section of the aircraft can support Cabin pressurization is the compression of air in the aircraft cabin to maintain a cabin altitude lower than the actual flight altitude At FL 250 and 5 psid the cabin altitude is maintained at 9 000 MSL The pilot must be familiar with these limitation...

Page 57: ...ient air temperature A cockpit control cable selects temperature from a mix of these two air supplies Additionally another control cable selects an overboard dump of all engine air for unpressurized flight or for smoke in the induction system The flow of compressed air into the cabin is regulated by an outflow valve that keeps the pressure constant by releasing excess pressure into the atmosphere ...

Page 58: ...s unit or an aft bay mounted Lancair system The compressor on the belly scoop system is mounted on the engine and is belt driven A refrigerant supply and return hose connects the compressor to the rest of the system The condenser may be belly mounted making the Lancair look somewhat like a P 51 57 Copyright 2007 LOBO May not be copied without permission ...

Page 59: ... panel HIGH ALTITUDE SYSTEMS AND EQUIPMENT Several systems and equipment are unique to aircraft that fly at high altitudes and pilots should be familiar with their operation before using them Before any flight a pilot should be familiar with all the systems on the aircraft to be flown Turbochargers 58 Copyright 2007 LOBO May not be copied without permission ...

Page 60: ...he rotor to spin faster This allows the engine to function as if it were maintaining sea level or in the case of a supercharger above sea level manifold pressure Automatic Waste Gate Automatic waste gates operate on internal pressure When internal pressure builds towards an overboost the waste gate opens to relieve pressure keeping the engine within normal operating limits regardless of the air de...

Page 61: ...made available to each occupant in the event is necessitated by loss of cabin pressurization 14 CFR 91 211 The portable equipment usually consists of a container regulator mask outlet and pressure gauge A typical 22 cubic foot portable container will allow four people enough oxygen to last approximately 1 5 hours at 1 800 2 200 pounds per square inch PSI The container should be fastened securely i...

Page 62: ...t sea over the face to prevent dilution with outside air and can be used safely up to 40 000 feet Pilots who fly at those altitudes should not have beards and moustaches because air can easily seep in through the border of the mask Pressure demand regulators also create airtight and oxygen tight seals but they also provide a positive pressure application of oxygen to the mask face piece which allo...

Page 63: ...st use what type of hydraulic fluid to service the hydraulic reservoir a Skydrol b Mil H 5606 c Automatic transmission fluid 4 The brake reservoir is located ____________ 5 How much supplemental O2 is required by 91 211 a 1 hour for each passenger b 10 minutes for each occupant c 30 minutes for the pilot 6 The outflow valve is located _______________ and must be serviced how frequently 7 Explain L...

Page 64: ...Oil Temperature Degrees Fahrenheit Maximum Allowable 240 Takeoff Minimum 76 Maximum Cylinder Head Temperature Degree Fahrenheit 460 WARNING THIS ENGINE IS NOT APPROVED FOR SUSTAINED NEGATIVE OR ZERO G OPERATION 1 CAUTION Do not operate the starter continuously for more than thirty 30 seconds in any four 4 minute period Allow the starter to cool again before cranking 2 CAUTION Reduce power slowly f...

Page 65: ...rees Fahrenheit Maximum Allowable 240 Takeoff Minimum 100 Cruise 160 180 Turbochargers Heat Degrees Fahrenheit Continuous 1750 Peak 30 Second Limit 1800 Maximum rpm at 1800 Degrees 120 500 WARNING THIS ENGINE IS NOT APPROVED FOR SUSTAINED NEGATIVE OR ZERO G OPERATION 1 CAUTION Do not operate the starter continuously for more than thirty 30 seconds in any four 4 minute period Allow the starter to c...

Page 66: ...AS Vs 69 KIAS Vso 61 KIAS Vx 110 KIAS Best Glide 120 KIAS Maximum Demonstrated Crosswind Component 25 KIAS G Loading 4 4 2 2 G s utility 3 8 2 0 G s normal WEIGHTS Maximum Gross Weight 3 400 lbs Maximum Baggage Weight 150 lbs FUEL Takeoff and maneuvering 15 Gal Minimum ALTITUDE Service Ceiling 29 000 feet 65 Copyright 2007 LOBO May not be copied without permission ...

Page 67: ...imum gear operating Vlo speed is a 170 KIAS b 150 KIAS c 165 KIAS 6 The maximum flap extend Vfe 10 degrees is a 170 KIAS b 160 KIAS c 150 KIAS 7 The maximum gross weight is 8 The maximum G is a 3 4 b 4 4 c 6 6 9 The maximum flap operating speed Vfe full down a 132 KAIS b 122 KIAS c 152 KIAS d 10 Best 10 Best Glide is a 110 KIAS b 120 KIAS c 130 KIAS 11 The turbo charger has a TIT limit is a 1725 C...

Page 68: ...TRAINING MANUAL LANCAIR IV IVP b 38 inches c 29 5 inches 67 Copyright 2007 LOBO May not be copied without permission ...

Page 69: ...S AND OPERATIONAL TECHNIQUES Checklist Usage Preflight Taxi don t ride the brakes Before Takeoff Takeoff Climb Cruise Descent Before Landing Landing After Landing Traffic Pattern Approaches 68 Copyright 2007 LOBO May not be copied without permission ...

Page 70: ...etc as applicable of your emergency position and intended action Do not hesitate to declare an emergency Tell ATC exactly what your problem is and how they can help you climb descent radar vectors airport information etc Do not assume ATC will do the right thing Many times they will sit idly by and watch an airplane auger in They will go home after it is all over You may not GROUND EMERGENCIES ENG...

Page 71: ... Should the engine fail during takeoff or if it becomes necessary to abort proceed as follows 1 Throttle CLOSED 2 Brakes APPLY 3 Mixture Control IDLE CUTOFF 4 Flap Handle UP If anticipating going off runway into unprepared terrain in excess of 15 kts 5 Master Switch OFF ENGINE FAILURE AFTER TAKEOFF LOW ALTITUDE If the engine fails at low altitude 1 Immediately adjust nose attitude to maintain airs...

Page 72: ...is much better than turning back and taking the chance of uncontrolled crash Do not secure electrical power at night Placing the prop to Full Decrease will extend the glide appreciably if oil pressure is available INFLIGHT EMERGENCIES ENGINE FIRE IN FLIGHT 1 Fuel Selector Handle OFF 2 Mixture Control IDLE CUTOFF 3 Ignition Switch OFF 4 Master OFF NOTE When Master Switch is placed in the OFF positi...

Page 73: ... and most likely the nose gear will extend fully If fire persists do the following 6 Fuel OFF 7 Mixture Control IDLE CUTOFF 8 Ignition Switch OFF 9 Land As Soon As Possible 9 FOLLOW EMERGENCY LANDING PATTERN PROCEDURE WING FIRE IN FLIGHT If a wing fire occurs proceed as follows 1 Master Switch OFF NOTE When Master Switch is placed in the OFF position it is possible that the landing gear may droop ...

Page 74: ...pment and land as soon as possible If electrical power is essential as during an instrument flight an attempt to identify and isolate the defective system may be possible SMOKE FUMES ELIMINATION Should smoke or fumes enter the cockpit proceed as follows If originating in cabin 1 Cockpit Air Control OPEN 2 Air Outlets OPEN 3 Windshield and canopy defrost control handle ON 5 Deflate the door seal 6 ...

Page 75: ... the following procedure 1 Mixture IDLE CUTOFF 2 Throttle FULL OPEN 3 Propeller Control Normal Cruise RPM 4 Throttle RETARD TO CRUISE POSITION 5 Mixture ADVANCE slowly When the proper mixture ration is reached the engine will start Continue to adjust the mixture control unit until the correct fuel flow for the manifold pressure and rpm is obtained NOTE An interruption in fuel flow to the engine ca...

Page 76: ...land as soon as practical and have the malfunction evaluated or repaired if required before further flight HIGH OIL TEMPERATURE NOTE Prolonged high oil temperature indication will usually be accompanied by a drop in oil pressure If oil pressure remains normal a high temperature indication may be caused by a faulty gage or thermocouple If the oil pressure drops as temperature increases proceed as f...

Page 77: ...nimal b Magnetos OFF then ON one at a time If engine smoothes out while running on a single ignition adjust power as necessary and continue Do not operate the engine in this manner any longer than absolutely necessary The airplane should be landed as soon as practical for engine repairs If no improvement in engine operation is noted while operating on either magneto alone return all magneto switch...

Page 78: ...ill supply fuel to the engine Under most conditions indicated fuel pressure will remain within the normal range with no indication of failure High boost will not cause engine to run over rich when operating at high powers if the engine fuel system is set up correctly FUEL TANK DEPLETION characterized by an empty indication on the gauge and an abnormally low fuel flow 1 Fuel Selector Valve SELECT O...

Page 79: ... flaps if not previously done extending speed brakes and or advancing the propeller control lever to full increase rpm to increase the drag of the propeller and slipping on final The most effective way of losing altitude is the slip In case of undershooting sink rate can be decreased by placing propeller control lever to full decrease rpm if not already there raising flaps to one half above 400 fe...

Page 80: ...TRAINING MANUAL LANCAIR IV IVP 79 Copyright 2007 LOBO May not be copied without permission ...

Page 81: ...cur carry out the following procedure 1 Mixture Control RICH 2 Throttle 21 to 23 in Hg MANIFOLD PRESSURE If possible maintain 120 140 kts 3 Prop Control Lever 2500 rpm 4 Cockpit Systematic check to determine probable cause and functional status of aircraft systems IN FLIGHT RESTARTING The following procedure is recommended for in flight restarting 1 Mixture Control ADVANCE TO RICH 2 Fuel Selector ...

Page 82: ...limb to load the propeller 3 Prop Control Lever Manipulate to restore governing 4 Land as soon as possible EMERGENCY DESCENT 1 Throttle CLOSED 2 Propeller 2700 rpm 3 Speed brakes deploy 3 Airspeed Vne or Vno as appropriate EMERGENCY COMMUNICATIONS Anytime a pilot is in urgent distress he will transmit the following information as time permits 1 Mayday Mayday Mayday 2 Identification 3 Position geog...

Page 83: ...NT FLIGHT INTO INSTRUMENT METEOROLOGICAL CONDITIONS The primary requirements when lost or encountering IMC conditions when flying VFR are as follows 1 Climb 2 Communicate 3 Confess 4 Conform 5 Conserve 82 Copyright 2007 LOBO May not be copied without permission ...

Page 84: ... landing can be made on either hard or soft ground as follows 1 Establish a normal flaps down approach 2 Flare out as in a normal landing 3 Shut down engine just before touchdown 4 When aircraft stops get out immediately ONE MAIN WHEEL RETRACTED A wheels up landing is preferable to a landing with one main wheel retracted However if such a landing cannot be avoided proceed as follows 1 Make a norma...

Page 85: ... EMERGENCIES AND IRREGULARITIES AT HIGH ALTITUDES CABIN DECOMPRESSION Cabin decompression is defined as the inability of the aircraft s pressurization system to maintain its designed pressure schedule Decompression can be caused by a malfunction of the system itself or by structural damage to the aircraft Decompression will often result in cabin fog because of the rapid drop in temperature and the...

Page 86: ...explosive decompression all loose items such as baggage and oxygen cylinders should be properly secured 2 A rapid change in cabin pressure is where the lungs can decompress faster than the cabin The risk of lung damage is significantly reduced in this decompression as compared with an explosive decompression 3 Gradual or slow decompression is dangerous because it may not be detected Automatic visu...

Page 87: ...irways 4 Set transponder to code 7700 7600 after one minute 5 Reduce power to minimum 6 Configure aircraft for maximum sink rate 1 Consider aircraft structure If sound 2 Increase pitch down until reaching maximum allowable airspeed 3 If aircraft structure has sustained damage 1 Reduce speed to lowest practical speed 2 Lower flaps and gear for low speed and high sink rate 3 Consider use of speed br...

Page 88: ...e driven pumps pulling fuel into the injector system are susceptible to vapor lock at high altitudes The Continental TSIO 550 requires that low fuel boost be used to feed fuel to the engine driven pump under positive pressure above 12 000 feet The pump should be turned on if fuel starvation occurs as a result of vapor lock If an intake pipe or turbo connector should come loose at high altitude the...

Page 89: ...nce is encountered to avoid the potential for catastrophic upset 3 If severe turbulence is penetrated with the autopilot on the altitude hold mode should be turned off If the autopilot has an attitude hold mode it should be engaged The autopilot attitude hold mode can usually maintain attitude more successfully than a pilot under stress 5 Keep wings level and maintain the desired pitch attitude an...

Page 90: ...e or rapid decompression you should 1 2 3 4 5 6 4 Consider aircraft structure If sound 5 6 If aircraft structure has sustained damage 1 2 3 3 In the event you have an engine failure on takeoff below 1000 AGL you should If the engine fails at low altitude 1 Immediately adjust nose attitude to 2 Landing Gear Handle a DOWN b UP 3 Abbreviated airstart 89 Copyright 2007 LOBO May not be copied without p...

Page 91: ...INING MANUAL LANCAIR IV IVP a b c 4 Prior to impact 5 6 WARNING 4 Describe the procedure for an engine failure in flight no restart is successful 90 Copyright 2007 LOBO May not be copied without permission ...

Page 92: ...nd shall discontinue the flight when unairworthy mechanical electrical or structural conditions occur There is no exception for experimental aircraft here Just because you built it does not give you license to fly an unsafe aircraft around the skies If something is broken or inoperative you may fly the aircraft on the condition that the maintenance is properly deferred Again no exceptions for expe...

Page 93: ...cluding part 43 of this chapter There is no exception for experimental aircraft here I ll repeat this again many pilots are under the mistaken impression that the FAR s that apply to normally certificated aircraft do not apply experimental amateur built aircraft This is not completely correct 14 CFR 43 1 states Section 43 1 Applicability a Except as provided in paragraphs b and d of this section t...

Page 94: ... registered owner or operator shall keep the following records for the periods specified in paragraph b of this section 1 Records of the maintenance preventive maintenance and alteration and records of the 100 hour annual progressive and other required or approved inspections as appropriate for each aircraft including the airframe and each engine propeller rotor and appliance of an aircraft The re...

Page 95: ...defects are repaired and the aircraft is approved for return to service c The owner or operator shall make all maintenance records required to be kept by this section available for inspection by the Administrator or any authorized representative of the National Transportation Safety Board NTSB In addition the owner or operator shall present Form 337 described in paragraph d of this section for ins...

Page 96: ...res c Unless otherwise authorized by the Administrator in special operating limitations no person may operate an aircraft that has an experimental certificate over a densely populated area or in a congested airway The Administrator may issue special operating limitations for particular aircraft to permit takeoffs and landings to be conducted over a densely populated area or in a congested airway i...

Page 97: ...of deviation authority at any time 2 An applicant must submit a request for deviation authority to the FAA at least 60 days before the date of intended operations A request for deviation authority must contain a complete description of the proposed operation and justification that establishes a level of safety equivalent to that provided under the regulations for the deviation requested i The Admi...

Page 98: ...eller combination 40 hours e Restrictions 1 Carrying Passengers You may not carry passengers while you are restricted to the flight test area or during any portion of your Phase I flight test program We suggest you use a tape or video recorder for recording readings and other similar tasks If you need an additional crewmember for a particular flight test specify that in your application program le...

Page 99: ...an determine whether the aircraft is in a condition for safe operation b Operating Limitations 1 The operating limitations require that you operate the aircraft under the applicable air traffic control and general operating rules of part 91 If you plan to operate under instrument flight rules IFR pay particular attention to the applicable requirements in part 91 2 The operating limitations will au...

Page 100: ...TRAINING MANUAL LANCAIR IV IVP 99 Copyright 2007 LOBO May not be copied without permission ...

Page 101: ... an IA b Every 12 calendar months by an IA c Every 12 calendar months by an IA or a repairman who built the aircraft 3 You must have what other inspections performed on the aircraft to be legal to fly IFR 4 If the aircraft has a cylinder that will not stay below 500F in flight may you fly the aircraft to another facility to be repaired Explain 5 The altimeter does not work properly Can you operate...

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