Lancair IVP Installation guide

TRAINING MANUAL LANCAIR IV/IVP

TRAININGMANUAL–LANCAIRIV/IVP
TABLE OF CONTENTS
Page
Preface 3
Introduction 4
Lancair IV/ IVP Flight and Aeronautical 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
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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. 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
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INTRODUCTION
This Lancair IV/ IVP training manual is adapted from Charlie Kohler’s Pilot
Training Manual published in 2001. The material contained herein is designed to
transition a current, proficient and qualified certificated pilot into the Lancair IV
and IVP amateur built experimental series aircraft when combined with the
companion flight training syllabus. This manual covers a variety of topics related
to high altitude, high performance single pilot, single engine flying, including:
weather, aerodynamics, aircraft performance, physiology, navigation, and
Lancair aircraft systems.
This manual does not cover every conceivable and inconceivable
instrument or radio installation or engine or airframe modification. 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 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. Like any other extreme
sport, flying demands continuous study, training, practice and review. This is
especially true of flying aircraft like the Lancair IV and IVP.
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TRAININGMANUAL–LANCAIRIV/IVP
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
to,14 CFR 61 and 91 series and a multitude of advisory materials published
by the federal government (Federal Aviation Administration--FAA) and
industry. The advisory material expands on and explains the regulatory
information. The core subject aeronautical knowledge areas are found at 14
CFR 61.125, 14 CFR 61.65, the Commercial Pilot Practical Test Standards
and Instrument Rating Practical Test Standards. The Commercial Pilot
Practical Test Standards (FAA-S- 8081-12B, (appendix A-2)) and the
Instrument Rating Practical Test Standards (FAA-S-8081-4 (appendix A-2))
contain a listing of all of the advisory material that expound on the core
subject areas. Commercial Pilot and Instrument Pilot applicants must learn
and be familiar with these core subject aeronautical areas in order to pass the
Commercial Pilot and Instrument Rating check rides and be issued an FAA
Commercial Pilot certificate with an Instrument Rating. The FAA also
publishes a variety of handbooks including the Pilot’s Handbook of
Aeronautical Knowledge, Instrument Flying Handbook, Instrument
Procedures Handbook, Airplane Flying Handbook, among other publications,
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 maintenance and airworthiness, aeronautical decision making, aero
medical issues, instrument flying, instrument approach procedures among a
few. In addition to subject knowledge areas, Pilots aspiring to become
Commercial Pilots with Instrument Ratings are trained to flight proficiency on
a variety of flight and flight related tasks and maneuvers, including flight by
reference to instruments, instrument approaches, single engine instrument
approaches, missed approaches, holding, etc. The Commercial Pilot Practical
Test Standard, by which Commercial Pilot applicants are judged on the
respective checkride, emphasizes good judgment and prudent safe operation
of the aircraft. After a person passes a Commercial Pilot and Instrument
Rating checkride and receives a Commercial Pilot certificate and Instrument
Rating from the FAA, that person is allowed to carry passengers for hire and
is expected to always operate in a safe and prudent manner at a higher
standard than that for a Private Pilot. Commercial Pilots are further instructed
and refreshed on this aeronautical information during their required flight
review training every two years at a minimum. Commercial Pilots should
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refresh themselves regularly on the important information contained in the
advisory documents.
In addition to the government literature, the General Aviation industry
information available to the General Aviation Pilot is prodigious. There are
many publications, organizations, clubs and other activities that publish
information related to safe prudent flying. For example, although there are
only about 600,000 pilots in the United States, over 400,000 people belong to
the Aircraft Owners and Pilots Association (AOPA). AOPA publishes monthly
magazines and electronic or “e” magazines for its members containing a
wealth of information on safe aircraft operating and flying techniques. There
are also “type clubs” for owner/operators of various aircraft like the aircraft
involved in this accident. All of these clubs and associations encourage and
foster good safe operating practices.
General Aviation flying as a hobby is not without risk. However, that risk can
be managed to a safe and acceptable level by adhering to good safe
operating practices found in the body of information that has been developed
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 reasons
for this are varied. Some pilots, by nature, do not believe that the regulations
apply to them—they intentionally violate or disregard the regulations. Some
other pilots may have forgotten what good prudent practices are and have
failed to maintain their knowledge to an acceptable level and have an
unintentional slip or lapse. Other pilots have let their aeronautical skills
deteriorate to a dangerous level—often without the realization they are no
longer a “safe” pilot. Flying skills are very perishable skills that need constant
practice and exercise. Skill and knowledge are the two cornerstones of what it
takes to be a good safe pilot. 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.
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Serious or Fatal Lancair Accidents
0
2
4
6
8
10
12
14
16
18
20
1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008
Year
Fatal
Destroyed
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. 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.
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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.
pilots hold a private pilots certificate. Again this points to a possibly strong
correlation to pilot training and accidents.
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TRAININGMANUAL–LANCAIRIV/IVP
LancairAccidentPilotRatings(asof11/4/2008)
Student
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.
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Lancair Accident Analysis - Detail
(as of May 20, 2008)
LOC, 70, 46%
GC, 5, 3%
LOP, 48, 31%
FE, 0, 0%
, 0, 0%
CFIT, 14, 9%
HL, 3, 2%
UNK, 2, 1%
GU, 4, 3%
FIRE, 3, 2% CG, 1, 1%
MIDAIR, 2, 1%
FS, 0, 0% RI, 2, 1%
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 . Over half of
all Lancair accidents occur on takeoff or landing. Remember what your flight
instructor said –“never stop flying the airplane”.
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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%
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Many of the Lancair Loss of Control accidents involve pilots pressing into poor
weather conditions involving thunderstorms, VFR into IMC, or icing. Let’s face
it—the 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.
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 second place is loss of oil, often due to chaffing oil lines or
loose oil fittings.
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TRAININGMANUAL–LANCAIRIV/IVP
0246810
cylsep(overhaul)
beltred.drivefxGMV8
carbboxaltair
crackedcyl
crankfx
starteradapter
FOD
FuelcapTFOA
unk
fuelcontamination
fuelexhaustion
fuelstarvation
TPE331gearboxfx
GMV6fx
icing
improperfuelflow
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 spread out.
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TRAININGMANUAL–LANCAIRIV/IVP
Lancair Accident Analysis - Make/Model
(as of May 20, 2008)
200, 3, 2% 235, 23, 15%
320, 30, 19%
360, 26, 17%
IVP, 36, 24%
IV , 8, 5%
IV(T), 9, 6%
Legacy, 14, 9%
ES, 5, 3%
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. 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 3000’, pilot flies aircraft
with malfunctioning engine. A flight instructor can only do so much—like leading
a horse to water.
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LOBO recommends the following set of guidelines be adopted by its members for
establishing their weather criteria.
QUALIFICATION DAY NIGHT
ALL FLIGHTS UNDER
VFR NON-INST
RATED OR IFR
RATED (NON-
PROFICIENT)
OPERATE AT OR ABOVE 3000’
CEILINGS 5SM VISIBILITY
OPERATE AT OR ABOVE 5000’
CEILINGS 10 SM VISIBILITY
IFR RATED
(PROFICIENT)
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 500’ Ceilings 1 SM
Visibility No Operate at or Above
600’ Ceilings 2 SM
Visibility
IFR RATED
(PROFICIENT 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 ½ SM
Visibility No Operate at or Above
200’ Ceilings ½ 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/OR 10 KNOT CROSSWIND
Between 25 and
100 hours in
Type
30 KNOTS SUSTAINED AND/OR 15 KNOT
CROSSWIND 25 KNOTS SUSTAINED AND/OR 15 KNOT CROSSWIND
More than 100
hours in Type 35 KNOTS SUSTAINED AND OR 20 KNOT
CROSSWIND OR MAX DEMONSTRATED 35 KNOTS SUSTAINED AND/OR 20 KNOT CROSSWIND OR MAX DEMONSTRATED
FLIGHT INTO KNOWN ICING PROHIBITED
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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. The material in this manual reflects
compliance with the FAA requirements. For example, the FAA requires that pilots
operating aircraft capable of flying above FL250 receive special training on high
altitude flight. The following information is reprinted from AC 61-107A and
contains that training.
FAR PART 61.31 says
“(f) Additional training required for operating high-performance airplanes.
(1) Except as provided in paragraph (f)(2) of this section, no person
may act as pilot in command of a high-performance airplane (an
airplane with an engine of more than 200 horsepower), unless the
person has ---
(i) Received and logged 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 proficient
to operate a high performance airplane.
(2) The training and endorsement required by paragraph (f)(1) of this
section is not required if the person has logged flight time as pilot in
command of a high-performance airplane, or in a flight simulator
prior to August 4, 1997.”
“(g) Additional training required for operating pressurized aircraft capable of
operating at high altitudes.
(1) Except as provided in paragraph (g)(3) of this section, no person
may act as pilot in command of a pressurized aircraft (an aircraft
that has a service ceiling or maximum operating altitude, whichever
is lower, above 25,000 feet MSL), unless that person has received
and logged ground training from an authorized instructor and
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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:
(i) High-altitude aerodynamics and meteorology;
(ii) Respiration;
(iii) Effects symptoms and causes of hypoxia and any other
high-altitude sickness;
(iv) Duration of consciousness without supplemental oxygen;
(v) Effects of prolonged usage of supplemental oxygen;
(vi) Causes and effects of gas expansion and gas bubble
formation;
(vii) Preventive measures for elimination gas expansion, gas
bubble formation, and high-altitude sickness;
(viii) Physical phenomena and incidents of decompression; and
(xi) Any other physiological aspects of high-altitude flight
(2) Except as provided in paragraph (g)(3) of this section, no person
may act as pilot in command of a pressurized aircraft unless that
person has received and logged training 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 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 training record from an authorized instructor who found
the person proficient in the operation of a pressurized aircraft. The
flight training must include at least the following subjects:
(i) Normal cruise flight operations while operating above 25,000
feet MSL;
(ii) Proper emergency procedures for simulated rapid
decompression without actually depressurizing the aircraft;
and
(iii) Emergency descent procedures.
(3) The training and endorsement required by paragraphs (g)(1) and
(g)(2) of this section are not required if that person can document
satisfactory accomplishment of any of the following in a pressurized
aircraft, or in a flight simulator or flight training device that is
representative of a pressurized aircraft:
(i) Serving as pilot in command before April 15, 1991;
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(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) Completing a pilot-in-command proficiency check under Part
121, 125, 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 for that circumstance that
we must prepare.
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Pressure Measured with Altimeter
2
3
4
5
6
7
8
9
10
11
12
13
14
15
0 5000 10000 15000 20000 25000 30000 35000 40000 45000
Indicated Altitude
Pressure PSI
< 36089 ft Psi = 14.697 * (1 - Alt/145422.156)^5.255879746
> 36089 ft Psi = 3.282807 / exp((Alt - 36089.2388)/20805.8257)
The physiology 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 equipment manufacturers and purchase
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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.
This course meets the requirements for the physiological portion of FAR 61.31
(g)(1) ground instruction. Flight, or approved simulation training is also required
for section (g)(2).
CAMI’s course is given twice a week. A nearly identical program is conducted at
some military bases. All you need do to qualify is have a current medical, be free
from nasal congestion or ear blockages and be clean shaven at the time of the
chamber ride. CAMI’s Airman Education Programs obtains a list of training dates
from each base that are available to anyone interested in the training. These
dates can be accessed by calling 405-954-4837.
Remember the basic gas laws: Boyle’s, Henry’s, Charles’s, Dalton’s? It’s a
dangerous misconception that pilots of low-performance, non-pressurized GA
aircraft needn’t worry much about gas problems. They explained that gas
maladies manifest themselves in two forms: trapped gas and evolved gas.
Trapped gas can be an unforgettable lesson 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 threatening than trapped
gas. Most of us are familiar with the bends – the result of nitrogen bubbling out
of the blood of a diver who surfaces quickly without decompression stops. Pilots
are susceptible too. Bends can occur at altitudes as low as 12,000 feet. Lesser
known evolved gas problems include Central Nervous System Disturbances
(CNS), paresthesia and the chokes. CNS is probably the most serious evolved
gas problem with symptoms ranging from lines or spots before the eyes to
sensory disturbances and partial paralysis. Paresthesia is tingling or cold and
warm sensations caused by local nitrogen bubbling. The chokes result when
smaller pulmonary blood vessels are blocked by bubbles, causing a stabbing
pain in the chest that’s often accompanied by intense coughing or the sensation
of suffocation.
A chamber ride will teach us to recognize our own hypoxic symptoms. You may
think that hypoxia is just hypoxia, but there are in fact four varieties: hypoxic
hypoxia, histotoxic hypoxia, hypemic hypoxia and stagnant hypoxia.
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