X-12
February 2008
Legacy
viscosity is not yet normal. High power settings before the engine has reached
minimum temperature also thermally stresses the engine.
All of the above simply says it is prudent to treat your engine with all the care it
deserves and it will in turn take care of you.
Aerobatics
Your Lancair is capable of many aerobatics when properly flown. Aerobatics are
controlled maneuvers which incorporate “unusual attitudes” during their accom-
plishment. A barrel roll for example is a 1 “G” maneuver when properly executed.
A loop is basically a 3.5 “G” maneuver. Properly flown they do not load the airframe
such that either load factor (“G’s”) or speed (Vne) are exceeded. “Properly flown”
is the key phrase. It is not wise to learn to do by doing such maneuvers. Some
aerobatic instruction is mandatory.
The use of a parachute is required by regulation, and a weight restriction is in ef-
fect during aerobatic maneuvers. Aerobatics are essentially single seat, with no
other weight in the fuselage.
Improperly flown maneuvers can result in reaching a stalled condition and a yaw
at the same time, the recipe for a spin. The Lancair has demonstrated its ability
to recover from spins at both forward and aft CGs with the standard recovery
technique, i.e. opposite rudder, stick forward to unstall the wings and fly out of
it. Positive load factor smoothly applied is required to prevent excessive speed
buildup. The sooner the spin is recognized and recovery initiated the less altitude
will be lost and the lower the speed buildup will be. Power changes during aero-
batics (from full throttle to idle) occur rapidly and thermal shock can be a factor
in your engines life.
Always remember, your Lancair is very “slick” aircraft thus speeds increase very
rapidly during descents, stalls or incipient spins and you will consume great amounts
of altitude during recovery. The best aerobatic aircraft is always a “draggy” aircraft
and your Lancair is at the opposite end of that spectrum.
HAPPY FLYING
&
KEEP IT SAFE
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