Lancair IVP Installationsanleitung
TRAINING MANUAL LANCAIR IV/IVP
TRAININGMANUAL–LANCAIRIV/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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TRAININGMANUAL–LANCAIRIV/IVP
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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TRAININGMANUAL–LANCAIRIV/IVP
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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TRAININGMANUAL–LANCAIRIV/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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TRAININGMANUAL–LANCAIRIV/IVP
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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TRAININGMANUAL–LANCAIRIV/IVP
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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TRAININGMANUAL–LANCAIRIV/IVP
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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TRAININGMANUAL–LANCAIRIV/IVP
LancairAccidentPilotRatings(asof11/4/2008)
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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TRAININGMANUAL–LANCAIRIV/IVP
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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