Lancair IVP Training Manual

page of 102

/ 102
Contents
Table of Contents
Bookmarks

Table of Contents

Quick Links

TRAINING MANUAL LANCAIR IV/IVP

Table of Contents

Need help?

Do you have a question about the IVP and is the answer not in the manual?

Questions and answers

Summary of Contents for Lancair IVP

Page 1 TRAINING MANUAL LANCAIR IV/IVP...
Page 2: Table Of Contents
RAINING ANUAL ANCAIR TABLE OF CONTENTS Page Preface Introduction Lancair IV/ IVP Flight and Aeronautical Decision Making High Altitude Flight Environment Weather Flight Planning and Navigation Aerodynamics and Performance Lancair IV / IVP Aircraft Systems Operating Limitations Emergency Procedures Continued Airworthiness &...
Page 3: Preface
ANCAIR PREFACE “One thing to consider before you begin your Lancair IV training is the psychological aspects of training. 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.
Page 4: Introduction
While this manual covers many technical aspects of flying the Lancair IV and IVP at high altitude, it does not ignore the most important and most often the weakest link in airplane—the pilot. 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.
Page 5: Lancair Iv/ Ivp Flight And Aeronautical Decision Making
RAINING ANUAL ANCAIR Lancair IV/ IVP Flight and Aeronautical Decision Making The standard of care of a General Aviation (GA) Pilot with an Instrument Rating certificated in the United States is outlined in many government and industry documents ranging from Federal regulations found in, but not limited...
Page 6 It takes practice and study to maintain these two qualities. There have been over 157 Lancair accidents with 71 fatalities in Lancairs since the first on August 1, 1989 at Oshkosh when a Lancair 235 was lost with two fatalities. ‐ 5 –...
Page 7 RAINING ANUAL ANCAIR Serious or Fatal Lancair Accidents Fatal Destroyed 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 Year The reasons for the accidents are varied but in the majority of cases the pilot failed the airplane, the airplane did not fail the pilot.
Page 8 ANCAIR Also notable is that only there have been no serious accidents with Lancair pilots who have more than 1000 hours in type. 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.
Page 9: Cfit,
Lancair Accident Pilot Ratings (as of 11/4/2008) ATP/CFI Student Commercial/CFI Unknown Private Commercial 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 LOP, 48, 31% GC, 5, 3% Many of the Lancair accidents are Loss of Control type accidents under a variety of circumstances. 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 .
Page 11 – IV/IVP RAINING ANUAL ANCAIR Lancair Accident Analysis - Phase of Flight (as of May 20, 2008) Taxiing, 4, 3% Takeoff, 36, 24% Landing, 48, 30% Climb, 7, 5% Descent, 6, 4% Cruise, 38, 25% Maneuvering, 14, ‐ 10 –...
Page 12 Lancair is a great airplane but it is not an all weather aircraft. 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.
Page 13 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 spread out.
Page 14 IVP, 36, 24% 360, 26, 17% So, bottom line is if you are going to fly the Lancair IV and IVP safely you have to have a set of rules. 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.
Page 15 – IV/IVP RAINING ANUAL ANCAIR LOBO recommends the following set of guidelines be adopted by its members for establishing their weather criteria. NIGHT QUALIFICATION ALL FLIGHTS UNDER VFR NON-INST 3000’ RATED OR IFR 5000’ PERATE AT OR BOVE...
Page 16: High Altitude Flight Environment
– IV/IVP RAINING ANUAL ANCAIR THE HIGH-ALTITUDE FLIGHT ENVIRONMENT The FAA dictates, in many respects, the flight training requirements that pilots must successfully meet. 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.
Page 17 – IV/IVP RAINING ANUAL ANCAIR obtained an endorsement in the person’s logbook or training record from an authorized instructor who certifies the person has satisfactorily accomplished the ground training. The ground training must include at least the following subjects: High-altitude aerodynamics and meteorology;...
Page 18 – IV/IVP RAINING ANUAL ANCAIR (ii) Completing a pilot proficiency check for a pilot certificate or rating before April 15, 1991; (iii) Completing an official pilot-in-command check conducted by the military services of the United States; or (iv)
Page 19 – IV/IVP RAINING ANUAL ANCAIR Pressure Measured with Altimeter < 36089 ft Psi = 14.697 * (1 - Alt/145422.156)^5.255879746 > 36089 ft Psi = 3.282807 / exp((Alt - 36089.2388)/20805.8257) 5000 10000 15000 20000 25000 30000 35000 40000 45000 Indicated Altitude The physiology of human oxygen requirements is well known and documented.
Page 20 – IV/IVP RAINING ANUAL ANCAIR equipment that will provide adequate volume for the descent to 10,000 feet. 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.
Page 21 – IV/IVP RAINING ANUAL ANCAIR Hypoxic hypoxia occurs when there’s just not enough oxygen available, such as from flying at high altitudes. 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.
Page 22 – IV/IVP RAINING ANUAL ANCAIR mm equals 150 mm of oxygen pressure in the trachea. 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.
Page 23 (lower altitude) can reverse the process. 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 Lancair pilot SCUBA diving before pressurized flight is particularly vulnerable. ‐ 22 –...
Page 24 – IV/IVP RAINING ANUAL ANCAIR Consider the pilots of King Air N777AJ who experienced a cracked laminate in the pilot’s (left) windshield on February 2, 2007. 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.
Page 25: Descent,
ANUAL ANCAIR OPERATION OF THE LANCAIR IV-P Operating the pressurized LIV-P above 10,000 feet requires the pilot be aware that a gradual loss of cabin pressure may not be recognized, if reference to the cabin pressure indicator is not maintained. The first indication may be the “popping”...
Page 27 1. The time of useful consciousness (TUC) for a person is dependent on? a. Smoking, fatigue and depressants usage b. Cabin altitude, decompression rate c. Both A and B 2. At FL 240 our cabin altitude in a Lancair IVP will be? a. 12,000’ b. 5,000’ c. 9,000’...
Page 28: Weather
February 2008 for a proposed cross country flight. 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.
Page 29 Lancair pilots flying single pilot in “the system”. 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.
Page 30 – IV/IVP RAINING ANUAL ANCAIR 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...
Page 31 – IV/IVP RAINING ANUAL ANCAIR window is available for the proposed flight. 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.
Page 32 – IV/IVP RAINING ANUAL ANCAIR Also important to note is that when you call AFSS to get a telephonic brief that you ask for the appropriate brief. Often times a rambling out loud thought process is frequently heard on audio tapes of accident pilots attempting to get a brief with AFSS.
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”...
Page 34 Another limitation that datalink has is there is limited coverage outside of the Continental United States as well as limited NEXRAD coverage in mountain states. Two Lancair accidents in recent years involved pilots who may have ‐ 33 – ...
Page 35 Canada and one in the Bahamas. 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.
Page 36 – IV/IVP RAINING ANUAL ANCAIR determining the best altitudes to fly to avoid icing conditions. 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.
Page 37 – IV/IVP RAINING ANUAL ANCAIR 2. Navigate around cumulus clouds when at or below freezing level http://aircrafticing.grc.nasa.gov/courses/inflight_icing/main.html After cruising for hours towards your destination and giving an occasional PIREP to Flight Service or Flight Watch, time has come to plan your descent and arrival.
Page 38 – IV/IVP RAINING ANUAL ANCAIR WEATHER QUIZ: 50% of the atmosphere is below what altitude? a. 5000’ b. 10,000’ c. 18,000’ You can avoid icing in stratiform clouds by climbing or descending a. 3000’ b. 6000’ c. 9000’...
Page 39: Flight Planning And Navigation
– IV/IVP RAINING ANUAL ANCAIR FLIGHT PLANNING AND NAVIGATION Flight planning today is much different than the detailed chart study and navigation log computations of yesteryear. 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.
Page 40: Aerodynamics And Performance
– IV/IVP RAINING ANUAL ANCAIR AERODYNAMICS AND PERFORMANCE FACTORS Thin air at high altitudes has a significant impact on an airplane’s flying characteristics because surface control effects, lift, drag, and horsepower are all functions of air density. 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.
Page 41 – IV/IVP RAINING ANUAL ANCAIR Controllability Factors (1) Static stability is the inherent flight characteristic of an aircraft to return to equilibrium after being disturbed by an unbalanced force or movement. (2) Controllability is the ability of an aircraft to respond positively to control surface displacement, and to achieve the desired condition of flight.
Page 42: Lancair Iv/ Ivp Aircraft Systems
ANCAIR Lancair IV/ IVP AIRCRAFT SYSTEMS The Lancair IV is a high performance, four-seat, amateur built aircraft, and it is normally powered by the Teledyne/Continental TSIO-550 or the IO-550. The selected engine will drive either a two, three, or four blade constant speed propeller.
Page 43 – IV/IVP RAINING ANUAL ANCAIR POWERPLANT TSIO-550 At takeoff power of 2700 rpm and 38(A,B) or 38.5 (E) in. Hg., the TSIO-550 develops 350 horsepower. 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.
Page 44 – IV/IVP RAINING ANUAL ANCAIR IO-550 The IO-550 develops 300 horsepower at full throttle, 29.6 in. Hg., and 2700 rpm. A cruise climb setting of 2500 rpm and full throttle initially yields 240 horsepower, but power available will start decreasing after approximately 6,000 feet MSL.
Page 45 – IV/IVP RAINING ANUAL ANCAIR All primary flight controls use centerline hinging on bearings. 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.
Page 46 – IV/IVP RAINING ANUAL ANCAIR The hydraulically driven fowler flaps extend from aileron to fuselage on each wing. 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.
Page 47 – IV/IVP RAINING ANUAL ANCAIR LANDING GEAR The landing gear system is 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.
Page 48 – IV/IVP RAINING ANUAL ANCAIR An airspeed switch mounted on the pitot tube line prevents gear retraction below 75 kts. 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.
Page 49 – IV/IVP RAINING ANUAL ANCAIR An emergency landing gear hand pump is located between the front seats. 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.
Page 50 – IV/IVP RAINING ANUAL ANCAIR A 60 or 100 ampere gear driven alternator is mounted on the right front of the engine. 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).
Page 51 – IV/IVP RAINING ANUAL ANCAIR PITOT STATIC/VACUUM The aircraft will generally have one electrically heated pitot tube mounted on the left wing underside. 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.
Page 52 – IV/IVP RAINING ANUAL ANCAIR FUEL SYSTEM The aircraft has two wet wing fuel tanks. The fuel tanks vary in size from 80 gallons to 110 gallons and run from the inboard to outboard end of each wing.
Page 53 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 –...
Page 54 – IV/IVP RAINING ANUAL ANCAIR Fuel flows from the filter to the engine driven fuel pump on the accessory pad 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”...
Page 55 – IV/IVP RAINING ANUAL ANCAIR An accumulator acts as a “shock absorber” in the system. A check of flap operation with the system “off” will tell you if the accumulator is working – you should be able to cycle the flaps up and down with pump off.
Page 56 PRESSURIZED The Lancair IV-P aircraft has a determined maximum pressure 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.
Page 57 – IV/IVP RAINING ANUAL ANCAIR Another set of two nozzles draw pressurized air after the main intercoolers and is then routed to a cabin air intercooler just inside of the left cowling air inlet. This air is also routed to the mixing valve. It is close to ambient air temperature.
Page 58 Air Conditioning is an attractive option added by many builders. 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.
Page 59 – IV/IVP RAINING ANUAL ANCAIR The evaporator is mounted in the aft cabin and supplies chilled air to the cabin. 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.
Page 60: Takeoff,
– IV/IVP RAINING ANUAL ANCAIR Turbochargers compress air in the intake to the cylinder by using exhaust gases from an engine-driven turbine wheel to drive a compressor. 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...
Page 61 – IV/IVP RAINING ANUAL ANCAIR (b) The density-reference waste gate system is controlled by compressor discharge air. A density controller holds a given density of air by automatically adjusting manifold pressure as airspeed, ambient pressure, temperature, altitude, and other variables change.
Page 62 – IV/IVP RAINING ANUAL ANCAIR regulators. 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.
Page 63 RAINING ANUAL ANCAIR Lancair Systems Quiz 1. The hydraulic system operates the landing gear and flaps via: electric gear and flap switches on the control pedestal hydraulic control valves on control pedestal for normal gear and flaps mechanical levers that connect via push pull cables to the landing gear and flaps 2.
Page 64 – IV/IVP RAINING ANUAL ANCAIR OPERATING LIMITATIONS Model IO-550 Rated Maximum Takeoff Horsepower…………………………….300 (-0, +5%) Rated Maximum Continuous Horsepower………………………..300 (-0, +5%) Rated Speed – Crank rpm………………………………………….2700 Rated Manifold Pressure…………………………………………..29.6 Fuel…..................100 or 100 LL Oil Pressure – psi Normal Operation……………………………………………30 – 60 Idle, Minimum………………………………………………...10...
Page 65: Operating Limitations
– IV/IVP RAINING ANUAL ANCAIR OPERATING LIMITATIONS Model TSIO-550 Rated Maximum Takeoff Horsepower……………………..350 (-0, +5%) Rated Maximum Continuous Horsepower…………………350 (-0, +5%) Rated Speed – Crank rpm…………………………………..2700 Rated Manifold Pressure……………………………………38 – 38.5 Maximum Continuous, bhp/rpm…………………………….350/2700 Manifold Pressure – in. Hg………………………………….38 – 38.5 to 12,000 feet Maximum Recommended Climb, bhp/rpm………………...263/2500...
Page 66: Lop,
– IV/IVP RAINING ANUAL ANCAIR AIRSPEEDS Speed Brakes………………………………………………………………….274 KIAS Vne…………………………………………………………………………..274 KIAS Vno…………………………………………………………………………..220 KIAS Vfe 1-10°’s……………………………………………………………………...174 KIAS Vfe 11-40°’s…………………………………………………………………….132 KIAS Va……………………………………………………………………………….170 KIAS Vlo……………………………………………………………………………….150 KIAS Vle……………………………………………………………………………….165 KIAS 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)
Page 67 – IV/IVP RAINING ANUAL ANCAIR Operating Limits Quiz 1. The maximum RPM for this engine is a. 2500 RPM b. 2550 RPM c. 2700 RPM 2. The maximum speed (Vne ) is: a. 274 KEAS b. 220 KIAS c.
Page 69 – IV/IVP RAINING ANUAL ANCAIR NORMAL PROCEDURES 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: Emergency Procedures
– IV/IVP RAINING ANUAL ANCAIR EMERGENCY PROCEDURES This section contains procedures to correct an abnormal or emergency condition. 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.
Page 71 – IV/IVP RAINING ANUAL ANCAIR FUSELAGE FIRE ON GROUND Should a fuselage fire occur while the aircraft is on the ground, proceed as follows: Fuel Shutoff Handle – OFF Mixture Control – IDLE CUTOFF Throttle – CLOSED Ignition Switch – OFF Master Switch –...
Page 72 – IV/IVP RAINING ANUAL ANCAIR DOWN – Prepared Surface UP – for unprepared surface or water Abbreviated airstart: Fuel Selector – ON Mixture Control – RICH Magnetos – ON Flaps – DOWN when field is made Prior to impact: Fuel Shutoff –...
Page 73 – IV/IVP RAINING ANUAL ANCAIR FUSELAGE FIRE INFLIGHT If a fuselage fire occurs during flight, proceed as follows: Airspeed – REDUCE IMMEDIATELY Oxygen – USE if smoke enters the cockpit Cockpit Heat – OFF (NON-PRESSURIZED) Pressurization – DUMP Master –...
Page 74 – IV/IVP RAINING ANUAL ANCAIR Strobe and Navigation Light Circuit Breakers – OUT Pitot Heat Circuit Breakers – OUT Master Switch – ON (if necessary) Put the aircraft on the ground immediately. 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.
Page 75 – IV/IVP RAINING ANUAL ANCAIR Turbocharger failure will be evidenced by inability of the engine to develop manifold pressure above ambient pressure. The engine will revert to “normal aspirated” and can be operated, but will produce less than its rated horsepower.
Page 76 – IV/IVP RAINING ANUAL ANCAIR Throttle – NORMAL CRUISE POSITION Propeller – NORMAL CRUISE RPM Mixture – ENRICH SLOWLY FROM IDLE CUTOFF Engine starting will be apparent by a surge of power. As the turbocharger begins to operate, manifold pressure will increase and mixture can be adjusted accordingly.
Page 77 – IV/IVP RAINING ANUAL ANCAIR Reduce electrical load to the minimum required to continue safe flight. 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.
Page 78 – IV/IVP RAINING ANUAL ANCAIR Fuel Selector – OTHER TANK Throttle – FULL OPEN Mixture Control – FULL RICH Auxiliary Fuel Pump – HIGH Mixture Control – LEAN, if required, until engine starts – then FULL RICH Throttle – RETARD to maintain TIT below 1750F...
Page 79 – IV/IVP RAINING ANUAL ANCAIR The pattern to the emergency landing strip, is a 360 degree overhead approach. 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.
Page 81 – IV/IVP RAINING ANUAL ANCAIR PRECAUTIONARY EMERGENCY LANDING When indications point to a possible engine failure or when reliability of the engine is questionable, a precautionary emergency landing may be made. 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.
Page 82 – IV/IVP RAINING ANUAL ANCAIR PROPELLER GOVERNOR FAILURE The propeller may fail to the low pitch (high rpm) stop, resulting in a runaway propeller. 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.
Page 83 – IV/IVP RAINING ANUAL ANCAIR Squawk – 7700 LOST – INADVERTENT FLIGHT INTO INSTRUMENT METEOROLOGICAL CONDITIONS The primary requirements when lost or encountering IMC conditions when flying VFR are as follows: Climb Communicate Confess Conform Conserve ‐ 82 – ...
Page 84 – IV/IVP RAINING ANUAL ANCAIR LANDING EMERGENCIES LANDING GEAR UNSAFE Remain below 130 kts Test landing gear down indicators Pull landing gear relay circuit breaker (Pump relay or power C/B’s) Reposition landing gear selector valve to down Hand pump gear down until down and locked is indicated If a three down and locked indication cannot be obtained, yaw the aircraft and increase positive “Gs”...
Page 85 – IV/IVP RAINING ANUAL ANCAIR NOSE WHEEL RETRACTED If the nose wheel fails to extend, proceed as follows: Make a normal landing Secure engine at touchdown Hold a nose-high attitude to allow speed and engine rpm to diminish...
Page 86 – IV/IVP RAINING ANUAL ANCAIR 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,...
Page 87 – IV/IVP RAINING ANUAL ANCAIR 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 O2 flow (100%), inform passengers. 2. Auto pilot off.
Page 88 – IV/IVP RAINING ANUAL ANCAIR OIL TEMPERATURE, OIL PRESSURE, MANIFOLD PRESSURE IRREGULARITIES Increased oil temperature, decreased oil pressure, and a drop in manifold pressure indicate a turbocharger malfunction or a partial or complete turbocharger failure. The consequences of such a malfunction or failure are twofold.
Page 89 – IV/IVP RAINING ANUAL ANCAIR (1) Airspeed is critical for any type of turbulent air penetration. 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.
Page 90 – IV/IVP RAINING ANUAL ANCAIR Emergencies Quiz 1. The most important task a pilot has in any emergency is: a. Flying the airplane b. Looking for a landing site c. Talking to ATC 2. In the event of a window failure or rapid decompression you should: (4) Consider aircraft structure.
Page 91 – IV/IVP RAINING ANUAL ANCAIR Prior to impact: 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: Continued Airworthiness & Maintenance
Continued airworthiness is an important concern for the owner/ pilot. While some Lancair owners built or participated greatly in the building of their aircraft, others have not. There are many Lancairs flying today that are on their second or third owner.
Page 93 – IV/IVP RAINING ANUAL ANCAIR (a) The owner or operator of an aircraft is primarily responsible for maintaining that aircraft in an airworthy condition, including compliance with part 39 of this chapter. (b) No person may perform maintenance, preventive maintenance, or alterations on an aircraft other than as prescribed in this subpart and other applicable regulations, including part 43 of this chapter.
Page 94 – IV/IVP RAINING ANUAL ANCAIR (1) Aircraft having a U.S. airworthiness certificate; (2) Foreign-registered civil aircraft used in common carriage or carriage of mail under the provisions of Part of this chapter; and (3) Airframe, aircraft engines, propellers, appliances, and component parts of such aircraft.
Page 95 – IV/IVP RAINING ANUAL ANCAIR (iv) The current inspection status of the aircraft, including the time since the last inspection required by the inspection program under which the aircraft and its appliances are maintained. (v) The current status of applicable airworthiness directives (AD) including, for each, the method of compliance, the AD number, and revision date.
Page 96 – IV/IVP RAINING ANUAL ANCAIR certificate for the aircraft in question you may perform the condition inspection yourself. If you do not, you may have an A&P perform the condition inspection. 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.
Page 97 – IV/IVP RAINING ANUAL ANCAIR (f) No person may lease an aircraft that is issued an experimental certificate under §21.191(i) of this chapter, except in accordance with paragraph (e)(1) of this section. (g) No person may operate an aircraft issued an experimental certificate under §21.191(i)(1) of this chapter to tow a glider that is a light-sport aircraft or...
Page 98 AD against experimental aircraft it does routinely have AD’s that pertain to engines, propellers, and other aircraft components. Kit builders issue service bulletins and Lancair has a long list of service bulletins that should frequently checked to ensure compliance.
Page 99 – IV/IVP RAINING ANUAL ANCAIR must follow the operating limitations issued with the aircraft airworthiness certificate. b. You may not operate your aircraft without the airworthiness certificate and operating limitations aboard. If you lose the operating limitations or they are...
Page 101 – IV/IVP RAINING ANUAL ANCAIR CONTINUED AIRWORTHINESS AND MAINTENANCE QUIZ 1. AD’s do not apply to experimental aircraft a. true b. false 2. You must have a condition inspection performed on an experimental aircraft in accordance with 14 CFR 43 Appendix D every a.

Lancair IVP Training Manual

Quick Links

Need help?

Questions and answers

Related Manuals for Lancair IVP

Summary of Contents for Lancair IVP

This manual is also suitable for:

Table of Contents