• Lexus Rx 350 Maintenance Schedule

Lancair 350 Maintenance Manuals Lancair - Wikipedia, the free encyclopedia Lancair International, Inc. Manufacturer of general aviation aircraft kits. FLIGHT MANUAL. SINCE THE DATA IN THE LANCAIR COLUMBIA 350 (LC42-550FG). TO DRAIN WING TANKS: REFER TO MAINTENANCE MANUAL.

. PILOT'S OPERATING HANDBOOK AIRPLANE FLIGHT MANUAL ® ES-P Manufacturer: Heizer IJ Serial No: Model: Lancair Kit No: This aircraft is FAA Approved in the EXPERIMENTAL category based on FAR 23. This document must be carried in the aircraft. Originally Published by Lancair International Inc.

And, the computational complexity grows exponentially when accounting for turbulence: irregular fluid motions that span a wide range of scales in space and time. So how do you choose from among the many available turbulence models to meet your design-specific challenges? While turbulence can be fully described by the Navier-Stokes equations, direct numerical simulation is impractical due to massive resource requirements. Selecting the right method for modeling turbulence physics is critical and confusing. In computational fluid dynamics (CFD), even simple flows are difficult to compute. Solution manual turbulence modeling for cfd wilcox.

2244 Airport Way Redmond, Oregon 97756 Adapted for Heizer IJ ESP Serial Number 001 by Isaac Heizer Woodinville, Washington 98072 WARNING This is an experimental aircraft having experimental documentation. No aspect of this documentation can be assumed correct. INTRODUCTION This Pilot’s Operating Handbook is in the format and contains most data recommended in the GAMA (General Aviation Manufacturers Association) Handbook Specification Number 1. Use of the Terms Warning, Caution and Note The following conventions will be used for the terms, Warning, Caution, and Note. Lancair ES-P HANDBOOK SECTION 2 GENERAL SECTION 3 LIMITATIONS SECTION 4 EMERGENCY PROCEDURES SECTION 5 NORMAL PROCEDURES SECTION 6 WEIGHT & BALANCE SECTION 7 SYSTEMS DESCRIPTIONS SECTION 8 HANDLING, SERVICING & MAINTENANCE SECTION 9 SUPPLEMENTS SECTION 10 SAFETY INFORMATION SECTION 11 ADDENDUM. SECTION 2 GENERAL TABLE OF CONTENTS IMPORTANT NOTICE.2 DESCRIPTIVE DATA.

4 GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS.7 METEOROLOGICAL TERMINOLOGY.8 POWER TERMINOLOGY.9 ENGINE CONTROLS / INSTRUMENTS.9 PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY.10 WEIGHT AND BALANCE TERMINOLOGY.11. FARs that are applicable to its operation. The combination will provide you with safe and sound knowledge for operation of your personally manufactured Lancair. IMPORTANT NOTICE This handbook must be read carefully by the owner or operator(s) of this aircraft in order to become familiar with its operation and to obtain all it has to offer in terms of both speed and reliability. The owner/operator should frequently refer to all supplements, whether STCs (Supplemental Type Certificate) or Lancair Supplements direct from Lancair, for appropriate placards, limitations, normal, emergency and other operational procedures for proper operation of their Lancair with any optional equipment installed.

DESCRIPTIVE DATA ENGINE This aircraft is fitted with a Continental TSIO-550E (3) six cylinder fuel injected twin-turbocharged engine. PROPELLER This aircraft is equipped with an MT MTV-9-D/198-58a 3 blade hydraulic constant speed propeller with a McCauley C290D3-R/T43 propeller governor. The propeller is 77.9 inches diameter. FUELS 100 or 100LL (Minimum grade Aviation Gasoline conforming to ASTM D0-76 &. SPECIFIC LOADING (max take-off weight) Wing area 140 ft Wing loading 25.7 lb./ft Power loading (350 HP) 10.3 lb./h.p.

Basic Airframe Dimensions. GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS Calibrated Airspeed is the indicated speed of an airplane, corrected for position error and instrument error. 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. Best Ange-of-Cimb Speed is the airspeed that delivers the greatest gain of altitude in the shortest possible horizontal distance.

Best Rate-of-Climb Speed is the airspeed that delivers the greatest gain in altitude in the shortest possible time. Maximum Mach number. METEOROLOGICAL TERMINOLOGY ISA International Atmosphere in which. Pressure Altitude Altitude measured from standard sea- level pressure (29.92 in Hg) by a pressure or barometric altimeter. It is the indicated pressure altitude corrected for position and instrument error.

In this handbook altimeter instrument errors are assumed to be zero. The value shown is considered to be limiting. The value in this handbook is that demonstrated by Lancair test pilots and considered safe. Minimum enroute IFR altitude. Route Segment A part of a route. Each end of that part is identified by 1) a geographical location.

WEIGHT AND BALANCE TERMINOLOGY Reference Datum An imaginary vertical plane from which all horizontal distances are measured for balance purposes. Station A location along the airplane fuselage usually given in terms of distance from the reference plane. The horizontal distance from the reference datum to the center gravity (CG) of an item. Payload Weight Weight of occupants, cargo and baggage. Useful Load Difference between take-off weight or ramp weight (if applicable) and basic empty weight. Maximum Ramp Maximum weight approved for ground Weight maneuvering.

(It includes weight of start, taxi and run up fuel). Maximum Take- Maximum weight approved for the Off Weight. Section 3 LIMITATIONS TABLE OF CONTENTS AIRCRAFT OPERATING SPEEDS.2 ALTITUDE LIMITATION. 3 POWERPLANT OPERATING LIMITATIONS.3 OIL SPECIFICATION.4 POWERPLANT INSTRUMENT MARKINGS.

4 MAXIMUM WEIGHTS (LBS).4 CENTER OF GRAVITY LIMITS. 4 FLIGHT LOAD FACTOR LIMITS.5 KINDS OF OPERATION LIMITS AND PILOT REQUIREMENTS. AIRCRAFT OPERATING SPEEDS The airspeed is shown on both the PFD and backup airspeed indicator.

The airspeed on the PFD is indicated with an airspeed tape and colored bands. The backup airspeed indicator has four colored arcs on the outer circumference. ALTITUDE LIMITATION The maximum flight altitude is 25,000 MSL with a working oxygen system and 14,000 MSL without oxygen available.

This is to ensure backup oxygen is available in the event of pressurization system failure. POWERPLANT OPERATING LIMITATIONS Operating limitations for the TSIO-550E engine in this aircraft are listed below. OIL SPECIFICATION Lubricating oil used must conform to Teledyne Continental Motors’ specification MHS24. All Temperatures 15W50 or 20W50 Below 40°F ambient (Sea Level) SAE30 or 10W30 Above 40°F Ambient (Sea Level) SAE50 or 20W60 POWERPLANT INSTRUMENT MARKINGS The engine instrumentation area of the Garmin G900X in this aircraft contains the following markings: OIL TEMPERATURE (DEG. The aft CG limit must be considered a firm limit.

Loads that place the CG further aft are dangerous and must not be accepted. A “Weight and Balance' sheet must be completed and carried in the aircraft at all times. REFERENCE DATUM The Datum is located at FS “0.”.

Section 4 EMERGENCY PROCEDURES TABLE OF CONTENTS EMERGENCY AIRSPEEDS. 2 ENGINE FAILURE.3 ENGINE FAILURE DURING TAKE-OFF (NOT ARIBORNE).3 ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF (Below 400 Feet AGL). 3 ENGINE FAILURE DURING FLIGHT. 3 IN-FLIGHT RESTART.4 ROUGH RUNNING ENGINE. NOTE All airspeeds quoted in this section are indicated airspeeds (KIAS) and assume zero instrument error. EMERGENCY AIRSPEEDS Emergency Descent Idle Power, Flaps up, Speed Brakes 165 KIAS deployed Best Glide – Flaps UP 100 KIAS Flaps Down 90 KIAS Speed brakes retracted 2 GREEN Landing Approach (W/O Power).

ENGINE FAILURE ENGINE FAILURE DURING TAKE-OFF (NOT ARIBORNE) Sufficient Runway remaining: Throttle IDLE Brakes APPLY as necessary Flaps Boost Pump Mixture CUTOFF Fuel Selector Ignition Master Switches ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF (Below 400 Feet AGL) Airspeed 95 with flaps in takeoff position 100 KIAS with flaps up Boost Pump. IN-FLIGHT RESTART CAUTION Actual shutdown of an engine for practice or training purposes should not be done. Engine failure simulation should be done by reducing power. MASTER switch Mixture ¾ FULL RICH Fuel Selector FULLEST TANK Fuel Boost Pump HIGH Magnetos BOTH Throttle.

Observe engine for visible damage or evidence of smoke or flame. Extreme roughness may be indicative of propeller blade problem. Mixture ADJUST as appropriate to power setting being used. Do not arbitrarily go to Full Rich as the roughness may be caused by an over rich mixture Magnetos Low Boost. develop manifold pressure above ambient pressure.

The engine will revert to 'normally aspirated' and can be operated, but will produce less than its rated horsepower. If turbocharger failure occurs before takeoff, do not fly the aircraft. If a failure occurs in flight, readjust mixture as necessary to obtain fuel flow appropriate to manifold air pressure and RPM WARNING.

turbocharger failure. If a power loss is experienced followed by surging of RPM, fuel flow, and manifold pressure, the following steps are recommended: Mixture IDLE CUTOFF Fuel Selector FULLEST TANK Fuel Pump LOW boost Throttle CRUISE POSITION Propeller CRUISE RPM Mixture Enrich slowly from idle cutoff.

gauge or thermocouple. If the oil pressure drops as temperature increases, proceed as follows: Oil Door PUSH to open Airspeed INCREASE Power REDUCE if previous steps do not lower oil temperature. Land As soon as possible if oil temperature cannot be reduced. CAUTION If these steps do not restore oil temperature to normal, an engine failure or severe damage can.

Propeller PULL to LOWEST RPM Land immediately and exit the aircraft ENGINE FIRE DURING START Starter CONTINUE CRANKING Mixture IDLE CUT-OFF Fuel Selector Boost pump Throttle FULL OPEN EMERGENCY DESCENT 2700 to maintain pressurization Throttle APPROPRIATE to keep engine warm and maintain pressurization Speed Brakes DEPLOY Airspeed. Fuel Selector Ignition Flaps AS REQUIRED when landing is assured SpeedBrakes RETRACTED Master Switches Door Seal DEFLATED Attempt to fly the aircraft and keep the wings level through the approach and landing until the aircraft comes to rest. Exit the aircraft and remain clear until assured there is no possibility of fire.

leads for the ammeter shunts. ELECTRICAL SYSTEM OVERCHARGING There are two alternators and two separate electrical systems.

The main system is driven from the main alternator on the front of the engine and the auxiliary system is driven from a smaller alternator on the back of the engine. If there is an electrical demand above what can be produced by either alternator, the corresponding battery temporarily satisfies the increased requirement and a battery discharging condition exists. As the battery charge is expended, the voltage to the system will read something less than the optimum 24 volts. MULTI-FUNCTION DISPLAY If the MFD should malfunction or perform improperly, you may continue to utilize those portions of the MFD data that are not in question. Moving map errors may be associated with a RAIM alarm indicating the loss of adequate GPS position accuracy. Data or functions that have failed are typically removed and replaced with a red in the appropriate area. At this point, the recovery should be flown with a smooth, positive pullout of no more than 4G’s, taking particular care not to enter an accelerated stall or re-enter another spin.

WARNING The ES-P is aerodynamically very clean and can. lose a lot of altitude in this maneuver. EMERGENCY SPEED REDUCTION The nature of this emergency must be considered before action is taken, but in general the power should be reduced to idle, nose up, speed brakes deployed, and the most critical would be the extension of the wing flaps after reaching 122 KIAS (V LOSS OF PRESSURIZATION Illumination of Cabin Altitude Warning light. SECTION 5 NORMAL PROCEDURES TABLE OF CONTENTS HORSEPOWER TABLE (ROP).3 PREFLIGHT INSPECTION. 4 STARTING ENGINE.6 STARTING COLD ENGINE.7 STARTING FLOODED ENGINE. 7 STARTING HOT ENGINE. 8 AFTER ENGINE START.8 BEFORE TAXI.9 TAXI.

9 BEFORE TAKEOFF (Runup). AFTER LANDING.16 SHUTDOWN.16 ALTERNATE AIR.17 PRESSURIZATION.17 SYSTEM DESCRIPTION.17 PRESSURIZATION CONTROLS.18 OPERATION – TAKE-OFF & CLIMB.19 OPERATION – CRUISE & DESCENT.20 COLD WEATHER OPERATIONS.20 PREFLIGHT INSPECTIONS.20 ENGINE CONSIDERATIONS.20 CRUISE OPERATION.21 ICING CONDITIONS.21 NOISE.21. HORSEPOWER TABLE (ROP) 2700 2600 2500 2400 2300 2200 2100 36.0 35.5 35.0 34.5 34.0 33.0 32.5 32.0 31.5 31.0 30.5 30.0 29.5 29.0 28.5 28.0 27.5 27.0 26.5 26.0 25.5 25.0 Gal/Hr 19.0 17.9 Based on 14.7 HP/GPH 16.7 15.5 14.3 13.1. PREFLIGHT INSPECTION CABIN Pitot Tube Cover REMOVE AND STORE Control Lock REMOVE Ignition Switch Mixture IDLE CUTOFF Circuit Breakers CHECK IN Master Switches ON (MASTER first, then AUX) PFD and MFD VERFIY ON, NO RED X Annunciators VERIFY ON Oil Pressure Low Volts Fuel Quantity Indicators CHECK QTY.

RIGHT WING Wing Tie-Down DISCONNECT Fuel Quantity CHECK VISUALLY for desired level Fuel Filler Cap SECURE CHECK FOR OBSTRUCTIONS, DRAIN IF NECESSARY HID Lights CHECK condition and cleanliness Speed Brakes CHECK condition Main Gear and Tire CHECK for proper inflation and general condition NOTE Before first flight of the day and after each refueling, use. WARNING Make certain that the battery and magnetos are OFF and that no one is in or near the cockpit while performing this check. Hands pass through the prop arc, thus, if the prop turns, severe injury or amputation will occur. LEFT WING Main Gear and Tire CHECK for proper inflation. Door LATCHED STARTING COLD ENGINE Alternate Air CLOSED Mixture RICH Propeller HIGH RPM Boost Pump Throttle CLOSED THEN OPEN ONE INCH MASTER Switches MASTER ON then AUX PFD and MFD VERIFY ON, NO RED X Annunciators VERIFY ON Oil Pressure Low Volts Lights ON as required.

STARTING HOT ENGINE For several minutes (10 to 45) after stopping a hot engine, heat soaked fuel injection components, (especially the fuel injection pump) may cause vaporization of fuel in the components resulting in difficulty restarting the engine. To eliminate this difficulty, the following procedures must be used to cool the fuel pump and lines prior to restart. MASTER Switch OFF THEN ON (PFD and MFD remain operational) MFD Fuel Remaining INITIALIZE Radios SET AS REQUIRED PFD and Backup Altimeter Flight Plan LOAD Altitude and Heading Bugs Transponder Speed Brakes DEPLOY and RETRACT (PFD annunciates) TEST / CHECKED NOTE The SpeedBrake system should be functionally checked for proper operation prior to flight. BEFORE TAKEOFF (Runup) Heading INTO WIND Brakes Propeller HIGH RPM Throttle 900 – 1000 Cabin Door CLOSED, LOCKED and SEAL INFLATED Flight Controls FREE and CORRECT Trim Tabs SET FOR TAKEOFF Flight Instruments SET and CROSSCHECK PFD and Backup Flight Instruments Radios Autopilot. Backup AI PULL TO CAGE IF REQUIRED, WARNING FLAG OUT OF VIEW Oil Door Open TAKEOFF & CLIMB NORMAL TAKEOFF Lights AS REQUIRED Flaps TAKEOFF POSITION Boost Pump Pitot and Prop Heat AS REQUIRED Mixture FULL RICH Propeller HIGH RPM Throttle ADVANCE SLOWLY TO FULL POWER (2700 RPM). Controller Cabin Pressurization ADJUST as necessary Rate Control Lights AS DESIRED Climbing at or above 120 - 140 KIAS is preferable, particularly when climbing to higher altitudes, i.e., those that require more than 6000 feet of altitude change.

Lexus Rx 350 Maintenance Schedule

A 500 FPM rate climb at cruise power provides better forward visibility and engine cooling. operation, TIT should be at or below 1625ºF. The following table shows maximum MP for a given RPM: MAX MP 2300 29.5 2400 28.0 2500 27.0 DESCENT Cabin Pressurization SET for field elevation Controller Power AS DESIRED Boost Pump OFF below 10,000 ft. Mixture ADJUST as required Speed Brakes. Be prepared to counteract the ballooning tendency that occurs when full flaps are applied. On final approach, maintain airspeed of 80 to 85 KIAS depending on crosswind condition and/or landing weight.

Reduce the indicated airspeed to 80 knots as the touchdown point is approached. position and the aircraft slowed to 100 KTS. At the FAF (final approach fix), full flaps should be applied and the aircraft slowed to 90 KIAS. This technique will typically require a power setting in excess of 1900 RPM.

Power settings resulting in approximately 1800-1850 RPM should be avoided as this propeller speed may intermodulate with the glideslope reception resulting in continuous minor control stick motion during coupled approaches and continuous minor glideslope. flaps are applied. A low-power descent, from a slightly longer than normal final approach, is preferred. It provides more time to set up and establish the proper descent path.

If there is an obstacle, cross over it at 78 KIAS. Maintain a power on approach until just prior to touchdown. Do not extend the landing flare. PFD whenever the alternate air door is open. PRESSURIZATION The Lancair ES-P has been designed and tested to provide a reliable and simple-to-operate system. It will require you to have a complete understanding of its operation and follow a few simple procedures to ensure the safety and comfort for you and your passengers. Air for cabin pressurization is obtained from the engine turbocharger induction air system through four sonic ports.

Bleed air is routed through a separate heat exchanger to reduce temperature for improved cabin comfort. Ambient air flows across the heat exchanger to cool the bleed air. On the center of the face is a knob that selects the altitude for cruise and the landing airport elevation during descent. The actual cabin altitude will be controlled to 1000 feet above selected altitude. This allows you to set landing field elevation and the cabin will completely de-pressurize when descending to traffic pattern altitude. PREFLIGHT INSPECTIONS Winter preflight inspections of the aircraft need to account for the accumulation of frost or ice on the exterior of the aircraft.

The ES-P with its extraordinary smoothness can suffer markedly from the effects of such accumulations as they utilize laminar flow airfoils. These effects result in significantly higher drag of the airframe and wings, as well as reduced lift and increased weight of the accumulation. CRUISE OPERATION Cold weather operation may require an occasional cycle of the propeller control.

This could be particularly true after long duration cruise just prior to descent where lack of governor control could cause over speeding. During descents and landing, give special attention to cylinder head temperatures, since the engine will easily over cool. SECTION 6 WEIGHT & BALANCE TABLE OF CONTENTS Weights For 8/29/2008. 2 Measurements For 8/29/2008. 2 Empty Center Of Gravity.3 Full Fuel Center Of Gravity.

3 Calculation of Pilot and Copilot Arm.3 Calculation of Rear Passenger Arm. MUST be corrected before flight. NOTE The allowable Center of Gravity Range is Fuselage Station (FS) 95.4 to FS 105.

Refer to the Lancair ES-P construction manual. Weights For 8/29/2008 Leveled by baggage door sill Full Oil, 1.5 gallons per wing for unusable fuel. Empty Center Of Gravity Item Weight Moment Left Wheel 117.6875 110273.2 Right Wheel 117.6875 107213.3 Nose Wheel 4 TOTAL 2480 80.5 Full Fuel Center Of Gravity Item Weight Moment 1204 117.6875 141695.8 Left Wheel Right Wheel 1182 117.6875 139106.625 Nose Wheel 35.75. Summary MAX GROSS WEIGHT 3600 lb 2480 lb EMPTY WEIGHT 1120 lb USEFUL LOAD 519 lb FULL FUEL USEFUL LOAD EMPTY WEIGHT C.G. 96.81 in FUEL ARM 109.1 in PILOT / COPILOT ARM 94.95 in REAR PASSENGER 129.6 in BAGGAGE 165 in Loading Examples (8/29/2008) Condition.

SECTION 7 SYSTEMS DESCRIPTIONS TABLE OF CONTENTS AIRFRAME.3 MATERIALS.3 FLIGHT CONTROLS. 3 TRIM CONTROLS.3 GROUND CONTROL. 3 FLAPS.4 SPEED BRAKES.

4 LANDING GEAR.4 BAGGAGE COMPARTMENT.5 SEATS, BELTS & SHOULDER HARNESS.5 CONTROL LOCKS. BACKUP ATTITUDE INDICATOR.10 ANGLE OF ATTACK (AOA).12 CO GUARDIAN CARBON MONOXIDE DETECTOR.13 XM WEATHER AND ENTERTAINMENT.14 AVIDYNE TAS610 TCAD.14 CABIN ALTITUDE WARNING SYSTEM.14 HEATING, VENTILATING, and DEFROSTING.14 PITOT PRESSURE SYSTEM.15 STATIC PRESSURE SYSTEM.15. Read and comply with all material handling warnings. FLIGHT CONTROLS The Lancair ES-P is conventional in its control configuration except for the side stick controls.

Lancair's airfoils are a combination of NASA and NACA designs with unique airfoils designed specifically for the Lancair mission. FLAPS The wing flaps are electrically operated and are actuated with the flap switch on the instrument panel. Flaps fully retracted, suitable for cruise flight Flaps 10 takeoff position LAND Flaps 40 landing position Flaps stop in the current position; power removed from the flap circuitry SPEED BRAKES Wing mounted SpeedBrakes™. Pounds of torque.

Also check the rotational resistance of the wheel. If more than one free revolution of the wheel occurs upon firmly spinning the tire, the axle bolt must be tightened. BAGGAGE COMPARTMENT The baggage compartment is located aft of the pressure bulkhead behind the passenger seats.

buckles and length adjustments. Belts should be adjusted to position the buckle over the inboard hip of the wearer. Lap belts may be released by lifting the upper half of the buckle.

Inertia reel-type shoulder harnesses are installed on the pilot’s and front passenger seats. propeller should never be rotated on the ground without assuming that the magnetos are 'hot' and the OFF position should be checked for operation by briefly switching the magnetos to the OFF position while at idle RPM prior to each shutdown. Normal shutdown then is accomplished by putting the mixture control in the cut-off position.

WARNING The airplane does not lend itself to hand starting (propping) due to its tricycle gear. This practice is very dangerous. ACCESSORIES The engine is equipped with two alternators as sources of electrical power to charge the batteries and operate various items during flight. Proper operation of the charging system is evident if the running system voltage is between 27.6 and 28.4 volts DC. PROPELLER This aircraft is fitted with an MT MTV-9 three blade composite propeller. Natural composite blades with fiber reinforced Epoxy cover and metal leading edge protection are used to minimize weight at the highest amount of safety against fatigue fractures due to vibrations. The spinner dome is a one-piece part made from fiber reinforced composite.

your brakes on downwind before landing. To do so, simply depress each pedal to verify a 'firm' pedal. Your initial flights will require extra caution until you become familiar with the aircraft. ELECTRICAL SYSTEM The electrical system consists of two busses, two alternators, two voltage regulators and two batteries.

THIS WILL NORMALLY OCCUR ONLY IF THE UNIT IS TURNED OFF, OR AFTER THE INTERNAL STANDBY BATTERY IS EXHAUSTED. CAUTION THE INDICATOR MAY BE DAMAGED IF THE “PULL TO CAGE” KNOB IS RELEASED WITH A “SNAP”. SLOWLY RELEASE THE “PULL TO CAGE”. from the installation and maintained on a charger per current installation manual number 9015762. On at least an annual basis, as well as any time there may be a question about Standby Battery performance (life) a full capacity test should be performed. The Mid-Continent web site (www.mcico.com www.lifesavergyro.com. Zero Best Best High Lift Glide Approach Angle Warning Ignoring propeller effects, the transition between green and yellow on the display is L/D, best engine out glide, best angle of climb (V and maximum endurance.

The top red indicator is where the critical angle of attack is reached. and a complete system check. XM WEATHER AND ENTERTAINMENT A Garmin GDL69A remote datalink receiver is rack mounted behind the instrument panel and connects to a GA-37 antenna externally mounted on top of the aircraft.

The receiver delivers XM WX Satellite Weather that is displayed by the Garmin G900X. the final heat exchanger forward of the firewall. This is the same system that provides cabin pressurization, and heat is generated by the compression of the outside air by the turbochargers (there is no muffler heat shroud). Maximum heat is provided when the CABIN TEMP control is pulled out to the PULL HOT position. SECTION 8 HANDLING, SERVICING & MAINTENANCE TABLE OF CONTENTS INTRODUCTION TO SERVICING.3 51% RULE.3 NON-OWNER BUILT AIRCRAFT.3 AIRPLANE INSPECTION PERIODS.4 FAA REQUIRED INSPECTIONS.

4 RECOMMENDED INSPECTIONS.4 ALTERATIONS OR REPAIRS.5 GROUND HANDLING.5 TOWING. CARE AND CLEANING.10 EXTERIOR PAINTED SURFACES.11 ENGINE.11 RECOMMENDED SERVICING.12. 51% RULE This Lancair is amateur built and is unique in that, under the proper conditions, the builder can become that aircraft's 'Certified Repairman' under the Federal Aviation Agency rule that states that the applicant must have built the majority of the aircraft, thus the so-called '51%. performed by the pilot. All other maintenance required must be performed by appropriately licensed personnel.

In this case, it is again recommended that you secure the services of an FBO for your maintenance so that it can become familiar with the aircraft. Use care when turning the propeller — ASSUME THE MAGNETOS ARE HOT! TOWING Your Lancair is a light aircraft and should present no problems while ground handling. Mechanically attached towing is generally not recommended. If mechanical towing is necessary the tow bar fitting in the nose wheel axle should be used and extreme care taken.

If long-term storage is required protection from the elements is the primary concern. With the Lancair, it may be easiest to remove the wings and store it in your garage where you have (or can provide) some control over temperature and humidity. 45 and 90 deg. From the original position. Each month, the aircraft should be started and run.

It is preferable to fly the aircraft for thirty (30) minutes as the Lancair engine compartment is tight and inadequate cooling may result from a ground run. quantity is sufficient for the flight duration. The oil level is checked through the small door on the top of the engine cowling. A minimum of 9 quarts should be indicated before every flight. OIL CHANGES During the initial break-in, the engine should be operated with mineral oil. down on the fuselage just forward of the empennage.

(2) Spin the nose wheel. It should spin over one or two turns at the most. If excessive rotation occurs the axle nut must be retightened and the test conducted again until satisfactory. Verify that the bearings are properly snug.

diodes to direct current for charging the batteries. The alternators use remotely mounted LR3C and LS1A B & C Specialties voltage regulators mounted inside the cockpit on the fuselage wall in the pilot footwell. Excessively high voltage regulation will cause overcharging of the batteries and shorten battery life.

manufacturer’s instructions. Interior plastic parts should be cleaned with a damp cloth. Oil and grease can be removed with cloth dampened slightly with kerosene.

Volatile solvents such as those cautioned against for the windshield are to be avoided here as well. EXTERIOR PAINTED SURFACES CAUTION Avoid the use of high pressure cleaning systems. RECOMMENDED SERVICING INTERVAL ITEM CHECK & SERVICE OIL PREFLIGHT DRAIN WATER TRAP SERVICE FUEL TANKS FIRST 25 HRS SERVICE OIL WITH ASHLESS DISPERSANT OIL CHANGE OIL FILTER CHANGE FUEL FILTERS CHECK BRAKE LINES CHECK ALL LANDING GEAR FAIRINGS CHECK CONTROL SURFACE HINGES CHANGE OIL EACH 50 HRS CLEAN OR CHANGE ENGINE AIR.

INTERVAL ITEM PROPELLER – NICKS WITHIN OVERHAUL CHECK RUDDER CABLES FORCONDITION, SECURITY CHECK/SERIVCE GEAR FAIRINGS WHEEL BEARINGS (THREE) – REPACK NOSE WHEEL AND SHIMMY DAMPER NOSE GEAR DRAG BRACE SECURE FLEXLINES - CHECK FOR CHAFING FLAP ACTUATOR – CHECK SECURITY, WEAR FLAP TO AIRCRAFT FIT - EXCESSIVE RUBBING / WEAR AILERON TO FLAPS AND WING - FIT. SECTION 9 SUPPLEMENTS TABLE OF CONTENTS ALTITUDE REGULATIONS.2 ALTITUDE REACTION.2. ALTITUDE REGULATIONS FAR, 61.31 “(f) Additional training required for operating high-performance airplane: (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. 10,000 Fatigue, drowsiness and sharp headaches can occur with increasing quickness if flights are made without supplemental oxygen at this and higher altitudes. 18,000 This is the halfway point in the earth's atmosphere and pressure is reduced to 7.34 psi and oxygen saturation in the body is only 75%. SECTION 10 SAFETY INFORMATION TABLE OF CONTENTS INTRODUCTION.2 GENERAL. 2 FIRST FLIGHT.

3 SOURCES OF INFORMATION.3 AIRMAN'S INFORMATION MANUAL. 4 ADVISORY INFORMATION.4 FAA ADVISORY CIRCULARS.4 FLIGHT PLANS. 5 MOUNTAIN FLYING. 5 SEVERE WEATHER.

INTRODUCTION This is a high quality aircraft and one that will give years of service given the care a fine machine deserves. Like most other pieces of equipment, it will operate best under certain conditions, and can be dangerous in others. We have attempted to identify the latter in this manual, and now will offer some suggestions for the safe operation of this very high-speed aircraft. Prior to your first flight in this aircraft, it is only prudent that you obtain some training 'in type.' You are encouraged to take advantage of this type of training that can be with another Lancair owner in his aircraft, or thru a program offered by companies such as HPAT. For information on training/flight familiarization, call Lancair.

Much current information is carried in the Airman's Information Manual, Advisories and Notices, and other publications of U.S. AIRMAN'S INFORMATION MANUAL The AIM provides pilots with basic flight information, Air Traffic Control (ATC) procedures for use in the U.S., a glossary of terms used by the pilot/controller during radio contact, pilot's medical information, accident and hazard reporting information, etc.

Enroute, an occasional weather check for the destination is prudent if there is anything but severe clear in the area. Since your Lancair has 'long legs,' you can well expect significant weather changes between takeoff and landing, both in terms of temperatures and types of weather.

NEVER ATTEMPT TO SCUD RUN. SEVERE WEATHER Your Lancair is stressed for all but the most severe maneuvers but anything man can build he can break. Severe weather means dangerous wind shears and vertical air movements. These can often be seen as evidenced by cumulus or lenticular clouds, but not always. As soon as an acceptably low speed is reached to allow landing at the intended airport, accept that, add about 5 kts, and land. Stall/spin characteristics of the Lancair with ice have not been evaluated. Flight into known icing is prohibited.

horizon) to correct this sense the result can be vertigo. NEVER SECOND GUESS YOUR INSTRUMENTS, ALWAYS BELIEVE YOUR INSTRUMENTS — PERIOD. The message is be alert for vertigo. Vertigo is as insidious as hypoxia, that high altitude phenomena resulting from lack of oxygen. The regulations limit flight altitudes to 12,500 feet when operating without pressurization or oxygen. monoxide in the cockpit can result in similar symptoms. An open vent to increase cabin ventilation should be used even to the extent of colder than desirable temperatures.

This latter should be anticipated if an exhaust heater is being used. A carbon monoxide detector in the cockpit is good insurance for winter operations. SECTION 11 Addendum TABLE OF CONTENTS LANCAIR ES-P ANNUAL CONDITION OR 100 HOUR AIRCRAFT INSPECTION REPORT CHECKLIST.

2 POWER PLANT INSPECTION – ENGINE.2 TURBOS. 4 COMPRESSORS.4 PROPELLER GROUP.4 CABIN AND COCKPIT GROUP. 5 WING GROUP.

LANCAIR ES-P ANNUAL CONDITION OR 100 HOUR AIRCRAFT INSPECTION REPORT CHECKLIST OWNER'S NAME FAA REGISTRATION NUMBER: 100 HOUR- ANNUAL- DATE TACH TIMETOTAL AIRCRAFT TIME POWER PLANT INSPECTION – ENGINE 1. Remove engine cowling and make visual inspection of the entire engine section for evidence of fuel, oil and hydraulic leaks. Check and clean gascolator screen and bowl check for safely. Check fuel filter clean and safety wire. Remove and inspect air filter in cowling.

Check alternate air door. Inspect cylinders, fins, and baffles. Inspect fuel induction system and tighten intake pipes and hose clamps, look for fuel stains. Check engine for loose nuts, bolts, screws, studs, etc.

Check engine cowling and baffles: repair when necessary. Install cowling and check security of installation. Review engine airworthiness directive notes for compliance. Check general maintenance aid notes applicable to engine. Inspect hub and attaching parts for defects, tightness and safety. Check propeller hub for oil leaks. Check propeller governor for security of mounting and oil leakage.

Check propeller control mechanism for operation, security of installation & operation through full range of travel. Inspect all cable attachments, cables, push pull tubes, rod ends and attachment points for controls.

Inspect all safety belts and security of attachment. Inspect upholstery and rugs for attachment. Check seats for breakage, distortion and slides. condition and freedom of operation. Check aileron and flap hinge brackets and hinge pins for looseness and condition. Inspect drain holes in flaps and ailerons. Inspect pitot mast and airspeed lines.

Test Pitot heat. Check all fairings and access panel screws. EMPENNAGE GROUP 1.

Check tightness of battery terminals. Check electrical wiring and cables for possible chafing, security, and proper insulation.

Check electrical switches for operations and fuses for abnormalities. Check strobe lights for operation and condition of flash tubes. Inspect hydraulic brake lines and hydraulic cylinders.

Check oleo strut for correct inflation and height, approximately 1.5 inches compression, which will leave about 3 inches of shaft showing. Check nose gear for alignment. Inspect main gear sockets and fasteners. Inspect and check condition of baggage door hinges and locks. Inspect antennas for attachment and condition. Clean off belly. RADIO GROUP (INSTALLATION) 1.

Inspect radio and electronic equipment for proper installation and security of mounting. Check equipment and wiring for proper clearance and routing. MISCELLANEOUS GROUP 1. Inspect any miscellaneous items of equipment installed. Inspect for proper installation security of mounting and proper operation. Compass correction card in view of pilot. ITEMS REQUIRED FOR FLIGHT 1.

Airworthiness Certificate. Operating Manual. WORK PERFORMED.

POWER PLANT OPERATIONAL- PREFLIGHT CHECK ENGINE MAKE: MODEL SERIAL NO TIME: Warm up engine and check the following: Generator / Alternator output Oil Pressure Oil Temperature Fuel Pressure Head Temperature Magnetos Left drop right drop Run propeller thru range Check all engine controls Brakes and parking brakes Idle rpm. Idle cut-off Static rpm Idle mixture Check engine for oil leaks.