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lancair manualLancairTalk Members Join LOBO Code of Conduct Merchandise About Contact Us Well you can stop wishing; you've found it. This page contains a list of resources to help you answer most of the questions you ever had about operating and maintaining your Lancair aircraft. Below you'll find a ready reference for vendors, service providers and volunteers that can help you find parts, provide maintenance, get insurance and provide flight training for your Lancair aircraft, whether you built it or bought it. (Check back often as this page is updated as new resources become available.) Along with the Airworthiness Certificate, the FAA issued unique Operating Limitations that specify how the aircraft may be used. Your Lancair is not airworthy unless you have a copy of these FAA-issued documents in the aircraft. Be sure you read and understand these requirements and use limitations. Replacing these documents is difficult, so if you are buying a used Lancair be sure you get them as part of the title transfer. Buyers should ask for the builder-developoed operating manual and maintenance guides—especially operation and inspection checklists. Buyers should also ask for the construction manuals, as they normally contain valuable annotations made by the original builder. As a last resort, you may request example documents from LOBO which you may use as the basis for developing your own. You can contact Lancair online. Their online parts shop can be reached through this link: Service bulletins contain guidance for aircraft owners about equipment upgrades, procedures and techniques aimed at improving safety. At the very least you should review each SB for applicability to your aircraft and mission, and document this review in the aircraft log book; no matter what action you took on it. You may obtain copies of all Service Bulletins for your aircraft from Lancair International, Inc.
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As SB's are not mandatory FAA compliance items for E-AB aircraft, they are not maintained or referenced through any FAA publication. Lancair is the authoritative (and only) source. A mechanic with Inspection Authorization (IA certificate) is not required as is the case for commercial GA aircraft. To be most effective and useful, this inspection should be tailored to the specific operating limitations, modifications and installed equipment of your aircraft. Click here for FAA guidance on condition inspections. With more than 168,000 members and more than 1000 local Chapters worldwide, EAA is a very valuable source of information and expertise about all E-AB aircraft. EAA's top-notch Mentor, Tech Advisor and Flight Advisor programs are available to members, as is AirVenture, the association's annual fly-in and airshow held each July at Whitman Field, Oshkosh, WI. You'll need to use all of these sources, and more, to keep your Lancair flying over the years. Providing device-searchable access to photos, YouTube videos and more, LancairTalk.net is designed to facilitate communication among members of the Lancair community including owners, builders, the Lancair factory, suppliers, prospective builders and people looking for more information. All models are represented from the 200 series up to the newest Evolution. Registered users can get quick answers, helpful hints, engage in discussions on matters that are relevant to the community and request a daily email digest of the latest forum posts. Lots of other features are available, and users from all over the world are now online. Participation is free, but requires registration.They tend to be more pitch-sensitive, and have much lighter stick forces than other GA aircraft. This results in an almost universal tendency for new pilots to over control the aircraft, especially in pitch. Pilot-induced pitch oscillations (PIO) during takeoff and landing is a very common error--and the source of many accidents--for new Lancair pilots. Lancairs have a higher wing loading than other GA aircraft, which means they land faster and require more altitude to recover from a stall; typically 2,000' or more. There are several ways to do this; below are three good options. Their services include phase one flight testing, return-to-service check flights, initial and recurrent training, endorsements, ferry service, upset recovery training and basic formation training.The increasing difficulty of finding adequate, affordable insurance for Lancair aircraft was one of the driving forces behind LOBO's inception in 2008. Gallagher took the lead in helping LOBO establish an organizational reputation with underwriters which was instrumental in keeping the fleet insurable. Account Executives Jenny Brower and Michelle Maschmidt can work with a variety of underwriters to help you find a policy that is right for your individual needs. They can be reached at (877) 475-5860. Authorization, however, does not imply qualification, and you must approach this responsibility with diligence and humility. Maintaining and repairing complex avionics, powerplants and other systems installed on Lancair aircraft requires specialized training and skill. There are a number of small companies that provide inspection, repair and general maintenance of Lancair aircraft around the country. LOBO does not specifically endorse any of them, but the following have provided quality service over many years to our Lancair fleet and owners. Contact them directly for expert advice and help with your Lancair aircraft. LOBO recommends you review our guidelines for working with these specialists before contacting them. Click here.https://www.ziveknihy.sk/audiokniha/curtis-home-pro-3000-manual From the start of the build process through the airworthiness certification, their extensive experience with Lancair’s Evolution and other aircraft kits allows them to help get these aircraft off the ground quickly, reliably, and with the utmost safety in mind.They have extensive experience with all Lancair models, including early 235’s and 320’s. They offer service and advice on all models of Lancair and Evolution aircraft. Services offered include 51 compliant build assist, composite repair and fabrication, interior panel fabrication and custom upholstery, pre-buy and condition inspections, firewall forward, avionics installation and repair, and award-winning body and paint work. They are also the South’s only Lancair-approved insurance inspection facility.And as a new FAA-approved repair station, CAM can customize any avionics panel to meet your needs.These are sophisticated power plants that require periodic tuning and adjustments, especially the fuel system. Continental Motors Services offers a wide range of assistance, from parts and minor maintenance to complete overhaul of both Continental and Lycoming engines.No project is too large or too small, and their reputation for integrity and quality is second to none. Located at Spruce Creek, FL (7FL6), Fibercraft is the only East Coast Lancair-approved insurance inspection facility.Many of their employees have been with them since the company started up more than 25 years ago. They are conveniently located in the Phoenix metro area at Falcon Field Airport, Mesa, Arizona. For more information call 480-924-9750. RDD focuses on meeting and exceeding customer expectations by staying on budget within the planned timeframe while maintaining the highest level of quality. See info and photos at www.rddent.com or call 541-504-0305. We have the expertise and contacts to help you learn to build, fly and maintain your Lancair aircraft more safely and professionally. LOBO's eNewsletter ( LOBO eNews ), and our website are chock full of useful maintenance, safety, training and other information specific to your aircraft. If you can't find an answer to your question or help for your problem using one of the above resources, click here to contact LOBO. Think seriously about what you are preparing for. You are training to fly one of the highest performance single engine piston driven aircraft in the world. Flying is an extremely hazardous activity. The risk of flight can be managed to an acceptable level if the pilot is willing to invest the time, effort and financial resources to stay proficient. Experience 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. Well, broadly speaking two main areas comprise the bulk of the accidents.In 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. The IV and IVP cannot top all weather—it can get you into the middle of the 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. 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 spread out. The Federal Aviation Regulations sometimes referred to as “the FARs” is pretty much a rock bottom set of regs that forms the floor of accepted pilot behavior. From the time you first start as a student pilot up through the captains that fly for the airlines, the FAA determines what you must learn, as a minimum, to operate an aircraft. The ground training must include at least the following subjects: High-altitude aerodynamics and meteorology;. Check that equipment before departure. As part of its charter to promote aviation safety, the FAA conducts regular courses in high-altitude physiology (with altitude chamber) at FAA’s Civil Aeromedical Institute (CAMI) in Oklahoma City. Histotoxic hypoxia is caused by the body being unable to absorb oxygen at the tissue level. It’s generally the result of alcohol or drug consumption. At sea level on a standard day in dry air, yours lungs receive oxygen at 150 mm of partial pressure. In the lungs, oxygen diffuses through the permeable membranes of the alveoli into the red corpuscles, flowing through the blood capillaries at a rate roughly proportional to that partial pressure. Supplemental oxygen has no effect on this decompression sickness, but it is important to sustain consciousness so that you can quickly descend to a lower altitude.The pilot’s turned off the cabin pressurization at FL 270 and then donned the O2 masks only to find there was no O2 flow. The first indication may be the “popping”. 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 section will also concentrate on how GA pilots run afoul of foul weather (pun intended) and guide the Lancair pilot into making better decisions. Cell phone technology has improved to the point that internet weather is found there as well. This helps the business man pilot who is stuck in a meeting keep up with changing weather while sitting in a conference room. Often times a rambling out loud thought process is frequently heard on audio tapes of accident pilots attempting to get a brief with AFSS. Datalink gives the pilot the ability to see “near real time”. 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 great way to check for the possibility of forecast icing conditions is to check the aviationweather.gov web site. NASA’s recommended ice avoidance strategies: Stratus clouds icing usually found in mid to low level clouds below 15,000’. 1. Vertical extent of icing layer usually does not exceed 3,000 feet 2. A visit I made recently to my old Navy training squadron showed me just how far things have come since I went through flight school in Pensacola. Pilots who operate aircraft at high speed and high altitudes are concerned with the forces affecting aircraft performance caused by the interaction of air on the aircraft. The engine may be operated at maximum takeoff power in the climb to cruise altitude. Maximum recommended cruise power setting is 2500 rpm and 31.5 in. The ailerons and elevator are push rod actuated. Both side stick controls have positive grip handles and should have a radio transmit button mounted on them. Other switches may be mounted on the grips. The flaps are operated by a flap valve mounted below 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. 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. For landing gear retract tests on jacks you must blow into the pitot tube to get enough “airspeed” to disengage the airspeed safety switch. A balloon will also do the trick. This hand pump has its own supply of hydraulic fluid in the secondary reservoir located within the primary hydraulic reservoir. The same extension hydraulic lines are used by both the normal and emergency systems. A transistorized voltage regulator adjusts alternator output to the required load, which may be either 14 or 28 volts. The engine starter is located on the engine accessory case (aft right side). The unheated static source may be on the pitot tube or 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. The fuel tanks vary in size from 80 gallons to 110 gallons and run from the inboard to outboard end of each wing. The sump should be drained often to keep water and debris out of the engine.Excess fuel returns to the fuel tank selected via a return fuel line. HYDRAULIC An 1100 psi hydraulic system operates the landing gear and flaps. The electrically powered hydraulic pump “power pack”. Cabin pressurization is the compression of air in the aircraft cabin to maintain a cabin altitude lower than the actual flight altitude. This air is also routed to the mixing valve. It is close to ambient air temperature. It may be a belly mounted Air Flow Systems unit or an aft bay mounted Lancair system. The compressor on the belly scoop system is mounted on the engine and is belt driven. It is controlled by a switch on the instrument 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. The increased air density provides greater power and improved performance. The turbocharger system allows the engine to develop higher than sea level pressure (up to 38.5. A density controller holds a given density of air by automatically adjusting manifold pressure as airspeed, ambient pressure, temperature, altitude, and other variables change. The mask is designed so the oxygen can be diluted with ambient air by allowing the user to exhale around the face piece, and comes with a rebreather bag which allows the individual to reuse pat of the exhaled oxygen. Not every emergency you encounter will be in “the book” or covered by the POH. You may have to improvise. Modify these procedures as required in case of multiple emergencies, adverse weather or peculiar factors. Land As Soon As Possible. ELECTRICAL FIRE Circuit breakers protect most electrical circuits and automatically interrupt power to prevent a fire when a short occurs. The engine will revert to “normal aspirated” and can be operated, but will produce less than its rated horsepower. As the turbocharger begins to operate, manifold pressure will increase and mixture can be adjusted accordingly. If necessary, turn off the battery to conserve power to ensure normal landing gear and flap extension are available for landing. ENGINE ROUGHNESS Observe engine for visible damage or evident of smoke or flame. If we consistently practice this maneuver using the same figures and make adjustments for density altitude and wind, judgment skills will be sharp when the day comes that we have to do it for real. An extremely rough running engine, loss of oil pressure, excessive cylinder head temperature under normal flight conditions, loss of manifold pressure, or fluctuating rpm are indications that a failure may occur. Prompt corrective action is essential. This may be the first sign of the oil system leaking. Suspect oil quantity to be less than one quart. Check oil pressure-temperature. Actual decompression times are difficult to calculate due to many variables involved (e.g., the type of failure, differential pressure,. The consequences of such a malfunction or failure are twofold. Use the Airplane Flight Manual recommended turbulence penetration target speed (170 IAS) or, if unknown, airspeed below maneuvering speed. Use of high airspeeds can result in structural damage and injury to passengers and crewmembers. There are many Lancairs flying today that are on their second or third owner. As far as the ELT, transponder, altimeter and static system checks, those inspections must be performed as they are on normally certificated aircraft because the regulations that govern them are found in Part 91—not Part 43. Kit builders issue service bulletins and Lancair has a long list of service bulletins that should frequently checked to ensure compliance. If you lose the operating limitations or they are. Redmond, Oregon 97756 Authorized Dealer Neico Aviation Inc. 2244 Airport Way Redmond, Oregon 97756. This manual will not replace safe flight instruction or good piloting techniques. Herein are suggestions and recommendations to help you obtain safe performance without sacrificing economy. In an effort to provide as complete coverage as possible of the Lancair Legacy, some optional equipment has been included in the scope of this handbook. However, due to the variety of airplane configurations available, some equipment described and depicted herein may not be included on your specific airplane. On the “Log” page is a listing of the Lancair Supple- mental Equipment available for installation on the airplane. When new supplements are received or existing supplements are revised, a new “Log” page will replace the previous one, since it contains a listing of all previous approvals, plus the new approval. Retain only the new page with the latest date on the bottom of the page and discard the old one. TOP VIEW 50.34 February 2008. Currently Lancair does not support or approve of any other engines. PROPELLERS The approved propellers have been tested and the engine-propeller combinations have Supplemental Type Certificates. Calibrated airspeed is equal to true airspeed in standard atmosphere at sea level. Ground Speed is the speed of an airplane relative to the ground. The value in this hand- book is that demonstrated by Lancair test pilots and considered safe. MEA. Minimum enroute IFR altitude. Route Segment. A part of a route. Each end of that part is identified by: 1) a geographical location;. Airplane Center of Gravity (CG). The point at which an airplane would bal- ance if suspended. If your engine differs, you must account for that. In addition, the data and limits shown is for new specification engines and does not reflect any degradation due to age or number and quality of overhauls. Spins are not recommended. Aerobatic maneuvers which have been flown by Lancair test pilots are shown in the chart below. Care must be used and smooth control inputs used at all times when performing aerobatics, and instruction in the maneuvers is considered virtu- ally mandatory. Speed buildup during these maneuvers can be rapid and proper control usage is essential throughout the maneuver to remain within 1imits. The fuel selector valve installed in the center console allows you to select between the left or tight tanks or shut the fuel off. Wing tank selection is typically managed by switching every 30 minutes to keep the aircraft within trim. WINTER OPERATIONS Winter operations are acceptable with proper oil grades for the operating tem- perature. Standard Position Lights to be Used for All Night Operations Near each canopy latch: Latch Canopy Before Take-off. DO NOT OPEN IN FLIGHT These placards can be photocopied, and laminated if desired and then pasted in a desirable location by the owner. Each aircraft should be calibrated to determine its specific error for various con- figurations. A Pacer method is suggested, flying against a “known”. If runway permits, land and attempt stop on runway. If at low altitudes (less than approximately 700 ft. If time permits, at- tempt engine start. Stop and exit aircraft if taxiing. EMERGENCY DESCENT Power to.IDLE Speed Brakes (if equipped).OPEN Propeller to. HIGH RPM Gear (upon slowing to 140 kts).Therefore it is the responsibility of the pilot to know his aircraft and its system specifically. If all attempts to retract them fail, land using 110 KIAS on final. Flight testing has shown that the Legacy has sufficient roll control to land with one extended and the other retracted. Pressure switches shut off the electrical power to the pump in both the up and the down positions.WARNING The Legacy is aerodynamically very clean and thus can lose a lot of altitude with such maneuvers. EMERGENCY SPEED REDUCTION In an emergency, the landing gear can be used to assist in reducing the speed of the aircraft quickly. You should make sure your system has been correctly calibrated and account for those errors as necessary. NOTE Best airspeeds will vary based on individual aircraft. It should be smooth with no buckling or distortion. 15. Left Aileron.CHECK motion. The aileron should move smoothly and freely. WARNING The ailerons and flaps must not interfere. Inspect the inboard surface of ailerons and outboard surface of flaps for signs of wear. 3. Right Wing.SIGHT down along the upper sur- face, leading edge and lower surface. Inspect hydraulics and look for leaks. 3. Gear Doors.CHECK condition. Make sure they move freely. 4. Cowling.CHECK secure. Check that all cowl- ing screws are installed. 5. Cooling Intakes.NO obstructions, birds nests, etc. This is particularly true with fuel injected engines and is generally due to vapor lock in the fuel system. All engines vary in their starting characteristics within the same models due in part to technique. A minimum of five (5) minutes is recommended, eight (8) minutes if IMC conditions exist. RUNWAY CHECKS - (Checklist) 1. NOTE The following guidelines reflect recommended proceduires with the specified equipment. It is prudent to know each method in case of equipment failure. Follow normal procedures for carburetor icing. ADDITIONAL CHECKLISTS The use of written checklists is the safest means of insuring that all items in a sequence are covered and acted on correctly. Your Lancair is equipped with simple air intake scoops for cabin ven- tilation.The engine oil will be significantly more viscous resulting in higher oil pressures, slower indication upon starting, increased engine wear, tappet noise (if equipped with hydraulic lifters) poor battery performance, etc. Data you obtain will be peculiar to your aircraft since its construction and measurements differ from all others. Since the “Cone” provides true outside pressure altitude, a differential pressure gauge between the Cone and the aircraft’s system will. Pitot systems can also be calibrated by flying between two known locations (fixes), in opposite directions carefully measuring the time and air temperature then working back from true airspeed to a calibrated value. Runway slope and surface type (grass, slush, etc.) can lengthen your required takeoff distance significantly. Takeoff flaps reduce the number slightly. Takeoff distance is broken into two segments, ground roll and distance to clear a 50 foot obstacle. It assumes full power, (leaned at higher altitudes), climb at 150 kts IAS, with flaps and gear up. This data can be obtained during normal cross-coun- try flights with a little preplanning to record the data. For weight and balance of your Legacy the scales should handle up to 1000 lbs. Make sure that you follow the procedures described below to accurately measure the aircraft stations for your aircraft. Each aircraft is a little different. Step 2: Weighing the Aircraft Next the aircraft is weighed. Be sure the aircraft scales have been “zeroed” if required. Wt Weight MomArm Item (lb-inches) (lbs.) (inches) Nose Gear Main Gear Total Add up the total moment weights and divide by total weight Example: Mom. Wt Weight MomArm Item (lb-inches) (lbs.) You first weighed the aircraft empty from which you obtained an empty total mo- ment of 125685.875 lb-inches (see step 3). In the Lancair Legacy this causes the center of gravity to slowly move forward. We suggest you set up a spread sheet for your aircraft to easily compute all the possible scenarios for your aircraft. The standard Lancair is fitted with 5.00 x 5 wheels on the main gear. These tires are essentially scaled down “500x5” tires. The nose gear are five inch wheels with Lamb tires. The motor drives a jack screw which in turn extends and retracts the flaps. The figure below shows the flaps system in schematic form. The standard technique for establishing “approach “. The retractable nose gear strut is similar to the main gear execpt that it pivots. The strut is self centering meaning that when it extends it centers. As the gear becomes fully retracted and pressure builds up, pump operation should be limited to 2 to 3 seconds due to the rapid heating in this “bottomed out”. Its capac- ity is noted on a placard but should never exceed 75 lb.The aircraft weight and balance may limit the maximum baggage to less than the maximum stated herein. We highly recommend that you use some sort of rudder gust lock. The simplicity of these powerplants aids in their reliability providing they are given the care such a mechanical device requires. Since this is your only source of power for flight it only makes sense to give it that extra bit of care so that it can take care of you hour after hour. Since the Lancair is tightly cowled, high power settings at low airspeeds (slow climb speeds for example) should always be monitored for high CHT readings.The aircraft is equipped with an electric starter which cranks the engine to provide the fIrst of the three basic requirements (air, fuel, and ignition). Fuel is introduced by priming prior to cranking the engine. This practice is very dangerous. Accessories All engines are equipped with an alternator as a source of electrical power to charge the battery and operate various items during flight. There is a left and right wing tank. Each wing holds 32 gallons. The fuel selector valve is located in the center console. The fuel selector allows the pilot to select between LEFT or RIGHT fuel tank or the “OFF”. Operating the Legacy with such a valve is considered DANGEROUS. The Continental engine installations are slightly different from the Lycomings in that they have a fuel return system. Unused fuel is returned to the wings. Also serves as an access hole should it be required. Battery box A valve is provided to connect the high and low pressure lines essentially equal- izing the system pressure. Since the Lancair is a composite design, all circuits require the use of a return wire leading to “ground”. The use of a ground buss is recommended with it being lo- cated near the firewall requiring only one relatively large ground wire to the battery and one “hot”. As can be seen the green gear (down) lights are independent of this system, only shown here for completeness. They are typi- cally located on the lower side of the left wing. If your flights have the potential of below freezing temperatures, IMC conditions or precipitation the pitot tube should be checked prior to each flight. The static ports are installed underneath the aft windows. During pre-flight you should inspect the static port especially if the aircraft has been parked outside. VACUUM SYSTEM The vacuum system is powered by a vacuum pump driven by the engine. Its opera- tion is vital to many gyro instruments and is indicated by a pressure gauge. The information herein is approved by Lancair International. The intended user of this handbook is the pilot, not the. If you purchased your aircraft, your local FAA inspector may be interested if you make any alterations. Chocks for the main gear wheels are also recommended.