PERFORMANCE REPORT

Sponsored and Funded by the Experimental Aircraft Association

TRIAVIATHON TROPHY

CAFE FOUNDATION IVP BY BRIEN SEELEY, C.J. STEPHENS AND THE CAFE BOARD PRESIDENT Brien Seeley

VICE PRESIDENT Larry Ford

TREASURER C.J. Stephens

SECRETARY Cris Hawkins

TEST PILOTS C.J. Stephens Otis Holt

DIRECTORS Otis Holt Jack Norris

Steve Williams Photo: Larry Ford Ed Vetter Scott Nevin the Lancair IV-P is perhaps surization) and modifications to project. Jo Dempsey T the most sophisticated home- the door latch system. Thicker The Builder’s Assist Program, built aircraft available today. windows are now standard on all offered to purchasers of the new Incorporating pressurization and Lancairs. Listed as an option on fast-build complete kit, could be a CHALLENGE twin turbos with intercoolers, it is the IV, but essential for the IV-P, reason why these high-end home- TROPHY a complex and expensive are winglets which increase the builts are so plentiful. The builder machine with capabilities that stability at high altitudes by comes to the factory for a one rival jumbo jets. increasing wing area and lift. week course which includes one Lance Neibauer and Mick Carsten Sundin, an aeronauti- on one composite training. At the Williams designed the sleek cal engineer for Lancair has end of the week the builders are Lancair IV-P, which first flew in designed new molds and jigging more confident in their composite 1992, successfully filling a niche which makes it easier for the fac- techniques, have closed out their in the homebuilt marketplace. tory to provide fast build kits to wings and horizontal stabilizers Today there are more than 130 builders. Recently a firewall for- under factory supervision and examples of them flying in the ward Fastbuild kit has been have crated up their kits for the United States and abroad. added to the others along with an journey home. The Lancair IV and IV-P vary engine kit enabling the builder to Derek Hine’s N114L is a spe- only in the ply schedule (addi- slice off dramatically the time cial example of the Lancair IV-P. tional plys were added for pres- required for that portion of the It uses the Lycoming engine installation developed by Brent Regan and ished per- toe brakes. Ninety-four gallons of fuel is described here in the pages of Sport fectly contained in the wing and selectable by a in December 1996. smooth. The left/right/off valve on the lower center Basically, Brent modified the Lycoming paint is console. All 94 gallons of fuel are usable. TIO-540, which is a rear mount engine, to blemish free comply with the bed mount design that and regard- Ground Handling Lancair incorporated for the standard less of the Continental TSIO-550-B. Although com- amount of Even with the hefty empty weight of parable in power, the Lycoming has a larg- searching 2212.5 lbs it is possible for one person to er diameter crankshaft which is beneficial there is not push or pull the , although it for running at high power. The engine a single requires a pretty good shove and a smooth compression ratio is also increased to imperfec- level surface to do so. Getting into the 8.5:1, permitting less boost pressure for tion noted in cockpit requires either a knee to get up on the same or better performance. the con- the wing, or to sit on the leading edge and All of these changes required that Brent struction or finish. This Lancair is larger then stand up. There is no anti-skid “wing design and build a custom engine oil sump than most other homebuilt aircraft, but walk” which added to the good looking that puts the engine mounts and propeller then, this is no ordinary homebuilt. smooth surface, however it also necessi- thrust line in the same place. The entire tates the placement of a protective pad on aluminum induction and stainless steel Overall the wing to keep from scratching the paint. exhaust systems were redesigned and Once on the wing it is easy to step directly handcrafted by Brent to include Garret tur- Located on each side of the front cockpit onto the floor of the cabin without step- bochargers, intercoolers and associated is a side-stick for control of the ailerons ping on the upholstery of the seat. The plumbing. He also designed a snazzy - and elevators. Both sticks are canted erect seats put all occupants in a conven- bon fiber plenum chamber which reduces inboard to match a natural grasp of the tional upright sitting position. All four engine operating temps while minimizing pilot’s hand. It pivots at the base and has seats are comfortably padded with cooling drag. In addition, the entire electri- light and equal motion of about three inch- Temperfoam which is most appreciated on cal and ignition systems were also es in all directions. long high altitude flights. redesigned. Brent contributed many other As reported in the CAFE’s Cozy article The ignition system on N114L is a con- modifications to both his own and Derek’s (April 1999 issue of Sport Aviation,) there ventional dual magneto set up. There planes. are many advantages of the side stick would be little advantage to be gained with flight control. Wrist motion controls oper- the installation of electronic ignitions since ation rather than upper arm movement as sea level manifold pressures are nearly in most stick controlled aircraft. This always attainable, negating some of the SUBJECTIVE allows precise but small motion to be advantages of ignition advance. The inject- EVALUATION exerted on the controls. It may not be at all ed TIO-540 Regan/Lycoming engine has a fair to measure and compare the stick purge valve installed to purge any air out Lancair IV-P,N114L forces of this type of control with those in of the injector lines prior to start. This was BY C.J. Stephens conventional center stick (arm movement) very effective during those difficult hot since they involve such different lever- starts. To operate the purge system, one First Impression ages. We have, however, measured and only needs to turn on the low boost pump reported the stick forces later in this report for about 20 seconds with the purge knob The Lancair IV-P stands tall on its tubu- for general information and comparison. pulled out. This circulates cool fuel lar, low drag landing gear. Noticeably An electric motor and pump provides through the injector lines, purging the air absent are the landing gear doors that are hydraulic pressure to operate the landing and vapor out. The fast spinning starter gear and flaps. No parking brake is also aids in the quick start of a hot engine. normally attached to the landing gear legs. installed on the self-contained hydraulic Taxi operation is very easy with toe This gives the airplane an almost spindly appearance. The sleek, and sturdy steel legs, with the gear doors flush to the fuse- lage (except during the retraction/exten- sion cycle) adds to the flowing clean lines of the airplane. I found the operation of the main gear doors to be both innovative and simple. The doors are held firmly shut with springs and a tension strap. The doors are held closed with springs and a tension strap that the gear leg engages when the gear is up. On extension, the gear leg opens the door by pushing against a wear strip in the door and a small elliptical hole in the front of the door allows the doors to close again with the gear down and locked. On retraction it all works in reverse. The next impression of the airplane comes from the smooth flowing, high rise, contour of the fuselage. All of the external surfaces blend with each other and are fin- Larry Ford Larry Ford mal taxi speed with about 1,000 rpm. An measure of design engineering in order to excellent laminated checklist is provid- make it a safe pressurized airplane for ed by Derek which is easy to follow. flights at higher altitudes. By using air Prior to take off an important item is to pressure from the turbo-charger, a pressur- lock the one entry door located on the ization dump valve (regulated to 5.2 psi left side of the fuselage. The door is maximum), installing sturdy latches to held in place with two hinges and eight hold the cabin entry door against the out- sturdy latches and is operated by two ward pressure, and an inflatable rubber lever type handles that snapped over door seal to minimize leaks, this airplane center with a positive locking motion. is able to produce a comfortable environ- The outward forces on the door are ment for the occupants. It eliminates the tremendous once the 5.2 psi cabin pres- requirement of wearing oxygen masks dur- sure is reached at flight altitude. All of ing flights at high altitude provided the the mechanisms holding the door in system operates normally. Emergency place during flight appeared to be built descent oxygen and masks are available Jo Dempsey strong enough to do the job without fail. should a situation occur that caused cabin A flat door seal, to help maintain cabin pressure loss. The added material required pressure, is mounted in the channel that for pressurization and the lack of air noise mates with the door and is inflated from the air-sealed cabin contributed to a pneumatically prior to takeoff. This noticeably lower noise level than would be plane was pressure-tested on the ground expected. at 7.5 psi to verify a good safety margin. A flapper valve located above the rear A light on the enunciator panel noti- seat automatically activates during the fies the pilot if the baggage door is not transition between pressurized and non- properly locked. This seems like a good idea since it is not visible from the cabin and could be overlooked until after ABOUT THE BUILDER everyone is strapped in for flight. The baggage compartment is eye level and Derek Hine is the talented spacious but un-pressurized. owner/builder of the Lancair IV-P fea- tured in this article. Derek began his Take off and climb career in aviation at the early age of 16 as an aeronautical engineer A flap setting of 10 degrees, as noted apprentice at Armstrong Whitworth by a paint stripe on the flap hinge or by Aircraft, Ltd. in Coventry, England. the flap indicator, is used for take off. He attended college at the same time The boost pump needs to be on at the earning the equivalent of a bachelor’s low setting until reaching 1,000 feet of degree in Aeronautical Engineering altitude. Full throttle holds 35 inches of and his master’s in Mechanical Larry Ford manifold pressure, 2700 rpm, and a fuel Engineering. He has worked for over flow of 40 gallons per hour. The air- thirty years in mechanical engineering brakes located on the rudder pedals for plane tracks straight down the center of the and management involving aerospace, steering and stopping control. The plane runway with only light rudder pressure vehicles, lasers and semiconductors. moves easily, and comfortably holds nor- required to maintain directional Included in his accomplishments is control. Moderate rotation pro- the design and construction of Lancair IVP N114L, Sample c.g. duces a nice liftoff which quickly NASA’s Mobility Test Article details, Weight, lb Arm Moment turns into a substantial climb rate. a vehicle designed to simulate the Main gear, empty 1606.5 107.63 172894 After becoming safely airborne moon’s gravity and give astronauts Nosewheel, empty 606.0 34.25 20757 the landing gear and flaps are “driver’s training”. Pilot, front seat 170.0 98.00 16660 raised, followed by a power Derek has logged about 3000 Passenger, front seat 170.0 98.00 16660 reduction to 32”/2500 rpm which hours of single and multi-engine fly- Passenger(s), rear seats 80.2 129.00 10346 reduces the fuel flow to 25 gph. A ing. He chose the Lancair IV-P to Fuel, wing tanks full 564.3 94.80 53496 waste gate holds manifold pres- build based on the aircraft’s perfor- Oil, included 6.5 qt. 0.0 0.00 0 sure constant during the climb; a mance. Getting places fast is high on Baggage, aft limit 140 lb 0.0 140.00 0 nice feature that keeps the pilot his list! He also needed a four-place TOTALS 3200.0 290813 workload to a minimum. Since the cabin and the pressurization option Datum = a pt. fwd of firewall manifold pressure holds constant capped off his decision process. He is c.g., inches 90.88 during the climb, it eliminates the delighted with the results which c.g., % aft of fwd limit 55% requirement of constantly adding earned him an award for outstanding Gross weight, lb 3200.0 throttle or leaning the mixture. workmanship at Oshkosh ‘98. Gross weight, landing, lb 2900.0 The next necessary adjustment of His advice to builders is that the Empty weight, lb 2215.5 the throttle or mixture is at level- plane will go together the way the Useful load, lb 984.5 off. manual suggests it will. And, that a Payload, lb, full fuel 420.2 builder can finish the project in the Fuel capacity, gallons* 94.05 Cabin Pressurization time suggested by the factory, if Empty weight c.g., inches 87.53 System you’ve built a plane before; but if it’s c.g. range, inches 86.5-94.5 a hobby, then you’re likely to put in *as determined by CAFE The Lancair received an extra extra time anyway. remaining (3.1 lbs at of manifold pressure is set for climb, that 110 knots), I termi- number remains constant all of the way to nated the test and the top of the climb without having to decided not to attempt readjust throttle; even if your level off is a stall series. Tests of up in the flight levels. Also, since the this nature (aft CG power, manifold pressure, and rpm remain stalls) are beyond the constant, there is no need to adjust the time and scope and mixture until the throttle is re-set. equipment of the CAFE Foundation Maneuvering stability evaluation and should always be approached An examination was made of the eleva- with respect and cau- tor forces on the control stick as the air- tion. craft is turned at an increasing G force to Photo: Larry Ford measure the tendency of the airplane to pressurized flight and causes muffled return to level flight after displacement. banging sounds during flight which was Turbo-Charger Operation Measurements were made in clean config- somewhat distracting. uration at 170 KIAS, and with landing I don’t recall ever seeing a nicer installa- configuration at 100 KIAS, during flights Trim System tion of a turbo-charging system as far as at a forward CG and at an aft CG. The uncluttered equipment inside the cowl graph_____ shows that the Lancair has a Electric trim is installed in all three goes. The exhaust plumbing seems tight strong dynamic stability in each of the axes. The hat switch at the top of the con- and about as simple as the system could be modes sampled. trol side stick operates the elevator and designed. There is one compact turbo nice- rudder trim tabs. A spring loaded three ly installed on each side of the engine at position rocker switch on the right instru- the aft end of the header that exhausts the Spiral stability ment panel operates the aileron trim tab. three cylinders on that same side. It elimi- Considerable rudder trimming is required nates all of the crossover plumbing that is To measure the airplane’s natural teden- as power and airspeed change since the usually associated with single turbo instal- cy roll out of a bank or to over bank, trim actuator operates quite slowly. An lations. known as spiral stability, the airplane was electronic device was installed that dou- Flying with a turbo-charged engine is fully trimmed and set into a 15 degree bles the rate of travel of the elevator trim somewhat different during times when the landing gear is from the pilot’s point extended. This helped, but the rudder still of view. A large seems to require a lot of trimming during amount of heat is the many maneuvers performed on the built up within the flight tests. turbo system and must be dealt with to Static Longitudinal Stability prevent mechanical problems. A con- The static longitudinal stability, speed scious effort must be stability, was evaluated by fully trimming made to cool the to 170 KIAS then changing the airspeed in engine and turbo as 10 knot increments throughout the entire power is reduced attainable envelope, without retrimming, from cruise settings and measuring the amount of stick force to descent, landing required to hold level flight. The resultant and shut down. curve indicates the airplane’s tendency to Turbo-charged return to its trimmed airspeed. The greater engines also tend to the tendency to return, the greater the stat- cause greater difficul- ic stability. Figure _____ shows the eleva- ty during hot starts tor stick forces recorded during this evalu- for many pilots. The altion. As the airplane’s center of gravity purge valve men- shifts to the aft, the static stability is tioned earlier seems reduced resulting in less stick forces or to eliminate the start- lower a stability margin. There was a very ing difficulty prob- slight reversal of stick force gradient at the lem. slowest airspeed measured during the On the good side exploration of the forward center of gravi- though, besides the ty; however, it was minimal and not con- obvious ability to get sidered to be a problem. greater power from a During the aft center of gravity measure- given engine size and ments there was a considerable reduction maintain greater of the stick force required to maintain power to higher alti- level flight, even though only at 84% aft tudes, the throttle within the allowable limits. Upon reaching remains right at the 90 knots airspeed, with only 50% of the set manifold pressure high stick force (1.5 lbs at 90 knots) during climb. If 32” CAFE MEASURED PERFORMANCE, N114L Lancair IVP, fwd Ο c.g., 196 mph Propeller max, static RPM 2575 RPM ∇ Lancair IVP, aft Vmax,TAS, 29.8” MP, 2607 RPM,25.1 gph, 2980 lb 321 MPH c.g., 196 mph T.O. dist., 3183 lb,8 mph headwind 1420 ft Liftoff speed, by 96.6 mph CAS ◊ RV-8A, fwd c.g., Touchdown speed, Barograph,2872 lb 84.8 mph CAS 140 mph Minimum sink rate, 4.2” MP, 1445 RPM, 1.1 gph, clean 820 fpm @ 123 mph CAS Glide ratio, 3.6” MP, 1500 RPM, 1.2 gph, 2948 lb 13.85 B W10 @ 18% MAC Noise levels, full power climb/cruise 95.0/95.0 Peak CHT in climb,OAT 23° F, 200° F CXT 466 ° F + Cessna 152 Cowl exit air temp, 7” MP, 2567 RPM,118 mph CAS 215° F ◊ ◊ Pull -6 ◊ (-) ◊ bank. By releasing the controls and center of gravity location. The data below + ◊Ο observing the airplane’s tendency to either indicates the exact airspeeds that the stall -4 Ο Ο Ο ∇ Ο increase in bank or level out roll stability occurred. The airplane exhibited no + ∇◊ ∇ ∇ -2 Ο can be judged. The Lancair IV-P showed adverse character or unpredictable tenden- + ∇ ∇ Ο cy. All of the recoveries were prompt with B ◊ complete neutrality. It neither increased, B ∇ 0 BBBB ◊ Ο∇ Ο∇ nor decreased, and after 30 seconds of the repositioning of the elevator (forward + BBBB ∇ stick movement). Wings level could be B ∇ constant bank the test was concluded. ◊ Ο ∇ maintained during the maneuver with judi- 2 + Ο ∇ Adverse Yaw cious use of the rudder, and the resulting + ◊ pitch change was very manageable and 4 Ο ∇ With the airplane trimmed for level mild. As shown on the stick force graph lbs. Force, Stick Elevator ◊ flight at several airspeeds from 170 KIAS the stick force did not increase appreciably 6 down to 120 KIAS, moderate aileron input during the latter portion of the approach to Ο the stall; however, they were sufficient for ◊ was induced without any coordinating rud- 8 der input to evaluate the amount of control and feel. The nose had a pro- adverse yaw present. I noted a low amount nounced natural tendency to pitch down as 10 ◊ Ο of adverse yaw prior the airplane initiating the stall occurred. The effectiveness of the Push the turn. In the samples taken, as the air- Fowler flap becomes obvious with the sig- (+)

12 70 90 110 130 150 170 speed decreased the amount of adverse nificant stall speed differences between the 190 210 230 yaw only increased slightly. flaps up and flaps down. Less aerodynamic buffet was exhibited Instrument panel IAS, mph Roll rates during the landing configuration stalls and the right wing dropped mildly at the stall. Static longitudinal stability Using a stop watch, and averaging sev- No stalls were performed during the aft Trimmed to zero pounds with eral attempts, roll rates were measured in CG flights. stick- free and flaps up at Va. both directions of roll. Full deflection aileron was used and the time was mea- Flight at High Altitude disadvantages as well. It is not well suited sured from the start of the input until pass- for the weekend flyer who does most of ing 120 degrees of bank change. The Flights to higher altitudes will become his flying on short trips within the local resulting measured roll rate is, therefore, more commonplace with the increasing area. Turbo-chargers cost more to install, less than full sustained roll rate attainable. use of turbo-chargers on modern . require more maintenance and attention to The airplane showed good crisp roll More and more people will find them- operate however, they do have the ability response with precise control throughout. selves operating in atmosphere that is less of getting the airplane up into the thin air hospitable than which we have become where it can go faster than at lower alti- used to. Turbo-charging in not for every- tudes. A big disadvantage is that it puts the Stalls one, it has a special use. The Lancair IV-P pilot and passengers in an environment Stalls were performed in clean and land- has found an excellent balance of taking that needs some supplements for survival. ing configurations only with a forward advantage of the higher thin air and pres- Most turbo-charged airplanes simply pro- surizing the airplane to put the vide oxygen for the passengers aboard most comfort and safety into this which can be a big inconvenience. type of airplane. Pressurizing the cockpit eliminates the A turbo-charger gives more need for inflight oxygen, however it must power at high altitude but it has its be available for immediate use should the

Stall speeds-- Weight, CAS, Flight/Clock Mode MP/RPM Lancair IVP lb kt/mph fwd c.g. at various #1--5/15/99 clean 13.4/2304 3112 78.0/89.9 M.P. and RPM's #1--5/15/99 dirty 13.6/2106 3111 66.2/76.3** Wing Baro #3 Photo: Larry Ford **panel read 66 kts Larry Ford photos

cabin pressurization system fail. attempted by the most experienced and than was needed. It was as if the plane It is my opinion that even pressurized prepared pilots. If a cabin pressure leak or became more sensitive to the controls. flights above 25,000 feet should only be an engine failure occurs, the results can be I had the opportunity to discuss this disastrous without the immediate imple- oversensitivity with Dave Morss, who has mentation of the proper breathing equip- considerable experience in Lancair IVP. Ο Lancair IVP, fwd ment. The oxygen equipment available in He indicated that this trait was commonly c.g., 170 kts. most airplanes is less than known by those who fly the IVP and that adequate for unpressurized flight above the installations of winglets eliminates this ∆ Lancair IVP, aft 25,000 feet. The survival problem is fur- phenomenon. c.g., 170 kts. ther compounded in that the time to descend to a safe altitude becomes exces- Descents ∇ Lancair IVP, fwd sive should a pressurization failure occur c.g., 100 kts. at altitudes above 25,000 feet. Turbo-chargers operate at a high temper- Lancair N114L climbed smartly to ature and need special attention to cool RV-8A, fwd c.g., F 24,000’ maintaining 32”/2400 rpm all of them properly as the power is reduced just 140 IAS the way. While level at that altitude I prior to and during descent. The generally accepted method is to reduce the power in Χ W10 @ 18% MAC advanced the power and easily attained 35”/2700 rpm. Although I did not attempt several small steps so as not to rapidly shock the system or cause carbon build up. B Cessna 152 to climb higher, it seemed to me that the plane could reach on the order of 35,000 This becomes a planning item, especially 35 F feet with little difficulty. The 5.2 psi pres- when you figure that you may be at 24,000 30 feet altitude requiring about 100 nautical 25 B sure difference between the inside and the F miles of descent. The speed brakes work 20 B outside pressure provided a comfortable Ο 8,000’ cabin while operating at 24,000 well to expedite the descent but it causes 15 Ο feet. some aerodynamic rumbling within the B This is where you fully realize that ‘this airframe while extended at high speed. is a significant airplane’. Here is a home- Ο built airplane flying at four nautical miles Drag Producing Devices F of altitude, at 310 KTAS with cruise power 10 of 30/2500. It was indicating 185 KIAS At given airspeeds drag producing ∇ and handled quite nicely. This speed calcu- devices were extended and measurements lated to .53 MACH. were made of the increase in rate of Elevator Stick Force, lbs. Force, Stick Elevator Χ∆ N114L develops a very mild divergent descent that was produced by that device ∆ F movement in pitch and roll in level flight while keeping all else constant. All tests 5 ∆ were commenced from level flight and Ο Χ with smooth air starting at altitudes above ∇ 12,000’. The intensity increases steadily as constant power. The amount of drag is the altitude increases. It is quite mild and expressed in terms of rate of descent after might not even be noticed below 20,000’ if the descent stabilized. (See the tabular ∆ the airplane was flying in any turbulence data.) 0 Ο∇ΧFB∆ or was on autopilot. The only times that I During the fully-instrumented flights at 1 1.5 2 2.5 3 3.5 observed this event was while flying at the CAFE test facility the laptop computer Load in G's 185 KIAS and at high altitude. The motion in the cockpit shows a continual readout of Maneuvering stability was an exaggeration of any input in pitch the glide ratio. It is interesting to note the or roll. By that I mean, if I made a normal dramatic increase in the glide ratio in a small control input it seemed to be more power off glide with the only difference The work load in the ROLL RATE, deg./second, includes input time pattern is no more that in any other complex air- Va 1.3 Vso plane. The visibility is Lancair IVP N114L 79 Rt./ 90 Lt. 70 Rt./ 56 Lt. excellent and with the 10 RV-8A N58VA 109 Rt./102 Lt. 78 Rt./80 Lt.** degree flap setting avail- Cessna 152 47 34 able as high as 174 KIAS there is never the feeling RANS S-7C 61 Rt./63 Lt. 50 Rt./53 Lt. that the plane is behind GlaStar 52 Rt./50 Lt. 47 Rt./43 Lt. **full flaps, 80 IAS the power curve on down- wind leg. The low drag of Hine for allowing the CAFE Foundation to the landing gear requires test his gorgeous airplane. It is perfectly very little additional built, beautiful to look at and a joy to fly. power to compensate, THANK-YOU, Derek. once extended. The flap being that propeller control is pulled full extension, base turn, and turn to final back. Should the pilot ever be faced with approach all fall well within the normal needing to stretch the glide it would cer- range and feel solid and straight forward. tainly be an advantage to remember the The handling seemed to be best at 100 big improvement with the propeller full KIAS on final, arriving at the flare at 85 coarse. KIAS and reducing the power to idle. Flare out and touch down seemed easy to Traffic pattern/ landing manage once I got used to the length of the main landing gear. My initial tendency The beautiful Fowler flap design adds to was to touch when I thought I was still 2 the total wing area when extended and is feet in the air, however by the third land- very effective in reducing the approach ing the whole process was producing pre- and landing speed as reflected on the dictably smooth landings. graph of stalls. Extension of the flap is During the landing roll out, the weight quite slow causing no associated pitch of the airplane became evident with a little change with their operation. A paint mark more than normal braking required to stop on the flap leading edge, visible from the the airplane. After landing a full four min- cockpit, indicates 10 degrees flap deploy- utes of engine run at idle power was rec- ment. This amount of flap can be used as ommended to dissipate the engine/turbo high as 174 knots. As the flaps extend to heat prior to shut down. the full down position the drag increases to a comfortable lift and drag combination. Conclusions This is reflected by the nominal power required on final approach with gear and The Lancair IV-P is a beautiful four pas- full flaps down. Flap retraction, however, senger airplane that is for the serious is very quick and in flight causes a notice- homebuilder. It is intended to make long able drop which must be allowed for dur- trips at a fantastic speed. It is capable of ing a go around situation. Early flap retrac- carrying all of the equipment necessary to tion is not recommended. do whatever level of flying might be intended. It is not within Cabin CAS in Panel everyone’s bud- Lancair IVP Baro, mph, Config. IAS, kts get to build and mph Wing Baro fly such an air- plane, but if you N114L ASI calibration 66 na 76.3 dirty stall do get the 82 na 89.9 clean stall chance to, you Cabin Baro #1 has 85 99.0 94.6 will truly enjoy same pitot/static 90 103.8 100.2 the experience. as panel ASI 100 116.2 111.9 The installation 110 127.6 122.6 of cabin pres- Wing Baro #3 uses 120 138.5 133.7 surization a calibrated, certified 130 151.0 145.8 allows flight gimbaled pitot/static 140 162.4 157.8 above much of 150 174.6 170.2 the turbulence and a lot of the 160 185.5 180.3 unpleasant 170 195.8 191.2 weather, adding 180 205.1 201.2 greatly to 190 220.7 216.2 passenger com- 200 234.1 229.8 fort. 210 248.0 243.8 My special 220 260.6 255.9 thanks to Derek LANCAIR IVP, N114L, SPECIFICATIONS FLIGHT TEST DETAILS Empty weight/gross weight 2215.5 lb/3200 lb Payload, full fuel 420.2 lb One performance flight was made dur- Useful load 984.5 lb ing May, 1999, in day VFR conditions. A ENGINE: Flowscan 201A fuel flow transducer was Engine make, model Regan Lycoming TIO-540 with 8.5 :1 c/r pistons used for the gph determinations and was Engine horsepower 360 BHP by dyno calibrated by measuring the weight of fuel Engine TBO na burned on each flight. A PropTach digital Engine RPM, maximum 2700 RPM tachometer was mounted on the top of the Man. Pressure, maximum, 2 min. 35 “ Hg. instrument panel. The performance data Turbine inlet, max/cruise/climb 1650 °F/1550 °F/1450 °F flight was conducted with pilot and flight Turbocharger Garrett 466642-9005 engineer aboard and flying qualities were Wastegate Garrett 481064-9002 evaluated with other solo flights using an Starter B&C BCS206-149-24V analog G meter and Brooklyn Tool & Ma- Alternator B&C L-60 28 Volt, 60 Amp chine Co., Inc. NJ hand-held stick force Cyl head temp., maximum 475˚ F gauge. Oil pressure range 30 - 60 psi Oil temp., maximum 245° F Cruise flight data was obtained with Fuel pressure range, pump inlet na the wingtip CAFE Barograph (#3) Weight of prop/spinner/crank na mounted on a wing cuff with a dummy Induction system Bendix RSA-10 AD1 fuel injection barograph and cuff mounted on the oppo- Induction inlet area 11.5 sq in site wing. These were correlated with the Exhaust system 3 into 1 into turbo, each side, auto wastegates panel airpseed indicator to produce the Oil capacity, type, cooler 10 qts/Shell 15/50 airspeed correction table shown here. Our Ignition system Bendix 1200 series data suggest that Vy is 135 mph CAS and Cooling system Downdraft air, hot accesssory section Vx is 105 mph CAS. Cooling inlet area 77 sq in Cooling outlet area 88 sq in, inc. 2 3 in ext. pipes PROPELLER: Cowl exit temp (C.X.T.) is a function Make MT 4 blade, 195-30A blade (experimental) of the OAT & CHT and is a measure of Material composite the efficiency with which the cooling sys- Diameter/Pitch 78 in tem removes heat from the hot engine. Prop extension, length na This can be expressed as the temp rise rel- Prop ground clearance, full fuel 12 in ative to the hottest CHT observed during Spinner diameter 16 in climb: Fuel system 2 wing tanks (L, R shutoff), FlowScan gph Fuel pump 2 Duke 5134 elect. pumps, hi/lo press Fuel type 100 LL Fuel capacity, by CAFE scales 94.05 gal Fuel unusable 8 oz Flight control system pushrods for aileron/elevator and cable for rudder Braking System Cleveland disc, single caliper dual puck Tire size, mains/nose 6:00 x 6 x 15/500 x 5 Seats 4 Cabin entry gull wing door, pilot’s side Width at hips, front/rear 37 in Width at shoulders, front/rear 46 in Height, seat to headliner 37 in Baggage capacity 13.5 cu ft and 150 lb Baggage door size 23w x 19h CAFE Baggage lift over height 47 in Step-up height to wing step/T.E. 19 in HONORARY ALUMNI Steve Barnard--RV-6A Jim Clement--Wittman Tailwind Jim Lewis--Mustang II Ken Brock--Thorp T-18 Larry Black--Falco F.8L Chuck Hautamaki--Glasair III Jeff Ackland--Legend Jerry Sjostrand--Express Randy Schlitter--RANS S-7C Stoddard Hamilton Aircraft, Inc. GlaStar Fred Baron--Lancair 320 Mark Beduhn--Cozy Mark IV Dick VanGrunsven--RV-8A Derek Hine Lancair IV-P COMPARATIVE AIRCRAFT KIT SUPPLIER OWNER/BUILDER N114L FLIGHT EFFICIENCY, INC. Neico aviation, Inc. Derek Hine The CAFE Foundation: 2244 Airport Way 5 Hawk View A Non Profit, All Volunteer, Tax-exempt Redmond OR 97756 Portola Valley CA 94028 Educational Foundation 541-923-2244 www.lancair.com [email protected] 650-858-8456 hangar 4370 Raymonde Way Santa Rosa, CA. 95404. DESIGNER’S INFORMATION FAX 707.544.2734 Aircraft Test Facility, Santa Rosa Airport Cost of airframe materials, no engine or inst. $104,500, incl wing mating and Fast-Build 707/545-CAFE (hangar, message) Kit starts sold to date 450 Number completed 130 IMPORTANT NOTICE Est. hours to build 5000-6000 Prototype first flew 1992 Every effort has been made to obtain Normal empty wt. per Owner’s Manual 2200 lb the most accurate information possi- Design gross weight, lb, Takeoff/Landing 3200/2900 lb ble. The data are presented as mea- Recommended engine(s) Teledyne/Cont. TSIO-550 sured and are subject to errors from a variety of sources. Any reproduction, sale, republication, or other use of the CAFE FOUNDATION DATA, N114L whole or any part of this report with- out the consent of the Experimental Wingspan 30 ft 1.25 in Aircraft Association and the CAFE Wing chord @ root/tip 47.25 in/ 30.125 at tip joint Wing area 98 sq ft Foundation is strictly prohibited. Wing loading 32.6 lb/sq ft Reprints of this report may be Power loading 9.1 lb/hp obtained by writing to: Sport Span loading 30 ft 3 in/3200 ln Aviation, EAA Aviation Center, 3000 Airfoil, wing Laminar Flow Airfoil, design lift coefficient max 2d lift design coef. 2.5 Poberezny Road, Oshkosh, WI. Airfoil, thickness to chord ratio 17% at root 54903-3086. Aspect ratio 9:1 Wing incidence 1.6 ° ACKNOWLEDGEMENTS Thrust line incidence, crankshaft 1.5 ° to right Wing dihedral 3 ° Wing taper ratio, tip/root, 50.26 in/ 29.95 in This work was supported in part by Wing twist or washout at least 2 ° FAA Research Grant Number 95-G- Wing sweep -1.6 ° 037. The CAFE Foundation grateful- Steering Diff. braking, int. nose shimmy damper ly acknowledges the assistance of Landing gear Retractable electro-hydraulically Horizontal stab: span Anne Seeley, EAA Chapter 124, and 130.625 in Horizontal stab chord, root/tip 27.125/ 16.25 in the Sonoma County Airport FAA Elevator: total span 132.875 in Control Tower staff. Elevator chord: root/tip 12 in/ 6.75 in Vertical stab: span ~56 in SPONSORS Vertical stab chord: average 21.5 in Rudder: average span 14.5 in Rudder chord, bottom/top ~19.25/~8.375 in Experimental Aircraft Association Ailerons: span/average chord, each 67.25/5.375 in Federal Aviation Administration Flaps: span/chord, each 78.5/8.5/11 in Total length 24 ft 9.25 in Aircraft Spruce & Specialty Co. Height, static with full fuel 8 ft 5.5 in Aerospace Welding Minneapolis, Inc. Minimum turning circle na Fluke Corporation Main gear track 6 ft 10 in Wheelbase, nosewheel to main gear 74 in Cessna Aircraft Corporation Acceleration Limits per factory: +4.4 G/-2.3 G B & C Specialty Company Engineered Software “PowerCadd” and WildTools AIRSPEEDS PER OWNER’S MANUAL Never exceed, Vne 274 kts CAS Bourns & Son Signs Maneuvering, Va 170 kts CAS AeroLogic's Personal Simulation 126 mph Best angle of climb, Vx 155 mph Works Software Best rate of climb, V y 69 mph Cardinal Electronics--makers of PropTach Stall, clean, V s 84 mph Flowscan flow transducers Stall, dirty, V so 10˚ @ 174 kts CAS, 40˚ @ 132 kts CAS DreeseCode Software at www.dreesecode.com Flap Speed Vfe 150 kts/ 165 kts CAS Cruise data, mph Config./flight # DAD CAS, CAS, Densalt., Dens. New M.P., RPM GPH MPG Weight, Range, **CAFE Endur., Comment Clock Baro no cuffs ft. ratio TAS in. Hg. lb. miles score hrs.

Lancair N114L #1, with cuffs, Baro #3 02:22:09 238.9 247.0 6100 0.833 270.6 31.6 2505 23.3 11.6 3132 1034 17 3.9 Vmax 6000'

94.05 gallons fuel cap. #1, with cuffs, Baro #3 02:55:51 231.9 239.6 8387 0.777 271.8 30.2 2500 22.6 12.0 3063 1071 18 4.0 Max cruise 8500' for computing range #1, with cuffs, Baro #3 03:00:16 230.8 238.4 12015 0.693 286.4 30.0 2495 21.7 13.2 3052 1175 21 4.2 Max cruise 12000'

5 gallons VFR reserve #1, with cuffs, Baro #3 03:09:10 224.5 231.7 17565 0.578 304.6 29.8 2536 23.0 13.2 3030 1179 22 4.0 Max cruise 17500'

Wing cuff #1, with cuffs, Baro #3 03:24:59 206.5 212.6 25000 0.448 317.5 29.8 2549 22.3 14.2 2991 1268 25 4.1 max cont. cruise drag penalty = 6.4 mph #1, with cuffs, Baro #3 03:25:56 214.1 220.6 25000 0.448 329.5 34.4 2730 32.9 10.0 2988 892 19 2.8 2 minute limit at 212 mph CAS #1, with cuffs, Baro #3 03:29:22 208.7 214.9 25000 0.448 321.0 29.8 2607 25.1 12.8 2980 1139 23 3.6 2600 RPM cruise

**TAS^1.3 x MPG/1000 #1, with cuffs, Baro #3 03:31:18 206.9 213.0 25000 0.448 318.1 30.2 2420 25.9 12.3 2975 1094 22 3.5 2400 RPM cruise

Weight, CAS, TAS, Flight/Date Start time Presalt., ft. Densalt range fpm comment Lancair IVP N114L lb mph mph

Climbs Rate of climb, 31.6" MP, 2510 RPM, 25 gph, C.X.T. 205°F #1--5/15/99 14:26:44 6647 7508-9006 3121 152 174 1431.0 32.0" MP, 2510 RPM, 26 gph, C.X.T. 184°F #1--5/15/99 14:37:38 6606 7513-9002 3100 163 185 1314.0 31.6" MP, 2504 RPM, 25 gph, C.X.T. 184°F #1--5/15/99 14:45:17 6588 7509-9024 3085 174 198 1357.0 31.6" MP, 2507 RPM, 26 gph, C.X.T. 196°F #1--5/15/99 14:51:04 6676 7510-9001 3072 140 159 1491.0 Best rate

C.X.T. = cowl exit air temp. Descents Rate of sink, Deploy dive brake, Va, level flt. #1--5/15/99 15:44:00 16637 18031-17153 2955 190 251 -903.0 brake effect @ Va 2.2" MP, 2400 RPM, 1.8 gph, C.X.T. 145°F #1--5/15/99 15:50:23 12467 13616-12977 2948 135 165 -1918.0 flat pitch, clean 3.6" MP, 1500 RPM, 1.2 gph, C.X.T. 133°F #1--5/15/99 15:51:03 11349 12555-11862 2948 135 164 -1039.0 steep pitch, clean 42" MP 1445 RPM 1 1 gph C X T 115°F #1--5/15/99 15:53:57 8905 9820-9547 2946 123 144 -820 0 min sink clean