Carolina. Don’t miss it! FEB 2013 FROM THE PRESIDENT VOLUME 5, ISSUE 1 The LOBO board continues to meet jeff edwards with FAA leadership in our continuing quest to improve safety and reduce the accident rate. We are Happy New Year as discussing several initiatives, including LOBO moves into mandatory transition training for new its fifth year of Lancair pilots; bifurcating Phase I into a in this issue operations! A new Phase IA and Phase IB. IA would be year is a good time aimed at establishing the flight safety for self-evaluation, of the aircraft and IB would permit for both individuals from the president flight training of the new pilot. We are 1 and organizations. also discussing the pros and cons of a This past year has seen many successes second qualified pilot onboard during and some setbacks. to stall or not Phase I under certain circumstances. 3 On the positive side, LOBO events The FAA is seriously considering all of continue to excel. Our annual fly-in these options. how slick is your plane? held this year at Sedona, Arizona was 8 very well attended by members and Accident Review guests. Bob Jeffrey and Ernie Sutter’s On a more somber note we remember training event was packed with Lancair emergency landing! Lancair pilots who flew west this year. 13 pilots and builders. Thank you also to Longtime friend, mentor, fellow Art Jensen for his presentation on builder/owner and LOBO member Mr. engine operation and Don Gunn for from the secretary Harry League along with Mr. Pat 14 sharing his experience in successfully Franzen were lost on April 30, 2012 handling an inflight engine failure (read when N66HL broke up in flight near his story later in this newsletter if you Sisters, Oregon during a local training social occasions 15 missed his presentation). A tip of the flight. The NTSB has yet to identify a hat also to Claudette, Lisa, Jennifer, definitive cause for this accident. Jim Hergert and all of our volunteers continental training who helped to 16 make this a great gathering. Finally, a from the editor very special thank 19 you goes to past EAA President Mr. Rod Hightower for a please help us! 20 great keynote add- ress. All in all, our annual association event was a tre- editor: mark sletten mendous success, which we hope to LOBO better this year a bit 3127 creve couer mill rd, h-n5 to the east in saint louis, missouri 63146 Greenville, South www.lancairowners.com

Feb 2013

Also, Mr. Steve Appleton, CEO of staining inside the battery box. The the landing zone of the 3,000 ft runway Micron, perished in his newly NTSB reported the battery was and attempted a go around. The pilot purchased IVPT on February 3, 2012 recharged prior to the accident flight. had been advised by two LOBO following a loss of engine power on members to use at least a 5000 ft On June 26, 2012, Mr. Thomas takeoff at Boise, Idaho. Mr. Appleton runway for Phase I testing. He had also Plodzien of Monee, Illinois crashed attempted a takeoff only to reject it been advised to obtain model-specific near Monroe Center, Illinois following a after the engine “rolled back” shortly training, but he declined. report of smoke in the cockpit. Mr. after liftoff. He set the aircraft down on Scott Kreuger assisted the NTSB and Witnesses at the airport reported an the remaining runway. He then taxied FAA in their investigation of this increase in engine noise consistent back and attempted a second takeoff accident. with a go around. They observed the during which the engine again rolled of the accident airplane back, this time after liftoff. Tragically, On September 6, 2012, a kit-built retracting followed by what sounded he stalled the aircraft while attempting Lancair IV, N1126V, was destroyed like a loss of engine power. They to turn back to the runway. LOBO when it impacted terrain during a go- further observed the nose of the assisted the NTSB and FAA with these around at the Winnsboro Municipal airplane go up, then down. The two investigations. Airport (KF89), Winnsboro, Louisiana. airplane impacted grass approximately Mr. Fairley Gooch, a retired Delta Mr. Donald E. Klein, Jr., died Saturday, 800 feet from the departure end of captain and former Army aviator (pilot) April 14, 2012 when his runway 18. was fatally injured. N235MW went down near Hudson, Prior to the mishap flight the pilot had Kentucky. A post-crash examination of The aircraft was on a Phase I test flight. asserted to an insurance broker he had the wreckage revealed evidence of Discussion with the FAA inspector received Lancair flight training—he had battery outgassing, and chemical/soot assigned indicated the pilot overshot

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not. LOBO assisted authorities in this  Some Lancairs may not recover What the Data Says crash investigation. from a spin even under the control of an experienced test pilot I am privileged to have spent the last On December 30, 2012 a IVPT crashed  The stall itself can be disorienting, two years serving on the General killing owner William Stern, his wife Aviation Joint Steering Committee and daughter, and on July 3, 2012 a IVP with rolls of 90 degrees or more  Just because your friend's Lancair working group investigating and crashed near Concepcion, Argentina researching loss of control accidents. I with two fatalities. stalls straight ahead with the ball centered does not mean yours am representing a couple of This brings 2012 totals to seven serious does—even minor differences organizations, including LOBO, as a accidents, with eleven fatalities. between the left and right wings subject matter expert (SME). So far it’s been a terrific experience! I urge you to examine your skills, can cause one to stall before the practices and mindset this New Year, other A sub-group I participated with and make a pledge to help reduce the Those advocating stall practice were Lancair accident rate. A good starting not Lancair model specific, nor did they point is the LOBO website, which offer any reason beyond the Those advocating stall contains great information on flight “machismo” argument—the one that safety and aviation risk management. says a “real pilot” should be able to practice [didn’t] offer a In summary: recover from any stall. This, despite the fact that the primary purpose of stall reason beyond the 1. Fly responsibly. Make certain you awareness training is to learn to avoid and your Lancair are ready to fly. stalling in the first place! “machismo” argument— The FAA’s IMSAFE checklist is a the one that says a “real good place to start. No Old, Bold Pilots 2. Ensure you are current and One individual advocating stall practice pilot” should be able to proficient for the flight operations in Lancairs is relatively new to the planned. Annual recurrent training recover from any stall. aircraft, with two years’ experience in a is strongly recommended. If you Legacy FG (this is the only background have an instrument rating an data I have about this person). Another examined experimental amateur-built Instrument Proficiency Check (IPC) individual preferred not to discuss his (EA-B) accidents over the last ten is in order. aeronautical experience, including the years—the data is not encouraging. 3. Address any aircraft airworthiness extent (if any) of his Lancair We read hundreds of accident reports. issues prior to flight. experience. A typical report involving loss of

Among those opposed to stall practice control reads like this: in Lancair aircraft are several former  Mishap pilot recently finished TO STALL OR NOT military pilots (thank a veteran!) building including former Director of the U.S.  Mishap pilot was practicing stalls jeff edwards Navy Test Pilot School, Col. Pete Field,  Witnesses saw the aircraft rotating USMC (ret.); Jon Addison, one of Pete’s prior to ground impact classmates; Skip Slater (ex-naval There has been much buzz recently aviator); and Lynn Farnsworth (USAF). You get the picture. regarding the “to stall or not to stall” debate within the Lancair community. I’ve found it’s important when judging Our committee made several recom- Let me address those thoughts here. the value of advice to consider the mendations to government and indus- Some argue strongly pilots should be source. On the “do it” side of the stall try to mitigate the risks of a loss of encouraged to practice stalls as a practice debate are two complete control and this article addresses most matter of routine in Lancair aircraft. unknowns, while the “don’t do it” side of those recommendations. Some, including myself and LOBO’s has decades of the best aviation As a matter of course, I would encour- cadre of instructors, urge a more training and experience in the world. age all pilots (not just Lancair pilots) to cautious approach because: Which side do you value more? obtain upset and recovery training, including stall/spin recovery, from a qualified professional (although for a variety of reasons I do not recommend

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Feb 2013 receiving such training in a Lancair). Spin training is only necessary for the membership data) Here’s why: CFI certificate, which requires the There have been too many Lancairs candidate to demonstrate only two From my experience as a flight in- lost with "qualified" instructors and spins; one right and one left. Most CFI’s structor and FAA designated pilot pilots aboard “practicing” stalls. This is are not spin experts. If asked, most examiner, the average private pilot one of the primary reasons I do not pilots could not tell you what is applicant has accomplished less than recommend stall practice in a Lancair: required to spin an aircraft (think 40 stalls before attempting the The risk versus reward equation aerodynamics). If you think I’m blowing practical test. While most private pilot doesn’t add up. smoke up your tailpipe read Dr. Patrick applicants can pass the rudimentary Veillette's research posted below. With that in mind, LOBO does not two stall requirement of the Practical recommend practicing stalls in Lancair Test Standards (PTS) in a benign Here a few more facts to ponder: aircraft. If you feel the need to practice training aircraft like a 172, some 1. Loss of Control is the leading cause stalls you are best served by taking cannot. of general aviation airplane upset and recovery training from P. J. As for those who successfully com- accidents (almost 50%). It beats all Ransbury or from Rich Stowell. Tell pleted the PTS, many pilots who other causes combined. (Source them I sent you! passed a check ride years ago have not GA JSC Pareto CY2001-2011) What about aerobatic training? practiced stalls—in any aircraft, much LOBO is participating in this Aerobatics is about flying precise less a Lancair—in a long time. This (lack research aimed at decreasing the maneuvers, sometimes for competition of) experience hardly qualifies loss of control hazards. purposes and usually within a specified someone to practice or test stalls in a 2. 90 out of 190 serious Lancair “box” of airspace. Upset training is Lancair. accidents have been because of about learning to recognize and As for spins, a majority of pilots have loss of control of one form or recover from a bad situation—in other no spin training—and believe me when another. (Source www.ntsb.gov) words, aviation survival skills. I I say you better get it if you intend to 3. Read this very good Australian recommend you learn the survival skills practice stalls in a Lancair. Very few report on a IVPT Loss of Control first. piIots have ever been upside down in accident. The pilot (fatal) was a Bottom line-- if you want to practice a an aircraft. The average GA pilot lacks military test pilot. stall get an aircraft you can do it in stall experience, and (s)he has even less 4. Most of the Lancair pilots are not safely with an instructor who knows spin experience. Many GA pilots, in former military test pilots—not what he or she is doing. fact, have never performed a spin. even close. (Source LOBO

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Certified vs. Experimental Finally, the definitions of "full stall" and  NTSB Bureau of Aviation Safety. "approach to stall" have been used (1976) Special Study U.S. General Certified aircraft are tested by the rather loosely in the aforementioned Aviation Takeoff Accidents—The manufacturer (and the FAA) to ensure discussion. A better term is "exceed the Role of Preflight Preparation, they meet established stall and spin critical angle of attack". Washington, D.C., NTSB AAS-76-2 certification requirements. Your  As to IVP specifics, I am not personally NTSB Bureau of Technology. Lancair is not required to meet these (1979) Special Study Light Twin- design criteria. aware of any pilot I trained intentionally performing a "full stall" Engine Aircraft Accidents Following Engine Failures, 1972-1976, Does this make your Lancair a "bad landing in a IVP. The IVP lands best design?" No—it just means certification when flown onto the ground above Washington, D.C., NTSB AAS-79-2 design regulations do not apply. It stall speed. Otherwise you invite a  NTSB. (1972) Special Study- doesn’t mean, however, we shouldn’t nasty surprise. General Aviation Stall/Spin apply common sense. Accidents 1967-1969, Washington, Below is a list of suggested reading on D.C., NTSB AAS-72-8 You might find it enlightening to stall/ spin or loss of control issues for  Silver, B. (1976), Statistical Analysis review the documents outlining current those so inclined. of General Aviation Stall Spin FAA stall/ spin requirements. That way, Accidents, SAE when you transition from your C172 to Recommended reading and pertinent  Stephens, C. (2011), GA JSC SAT the Lancair, you’ll have a better FAA regulations are below. Be safe. and Working Group Processes, understanding why they do not behave Washington, D.C. the same. Should you be afraid? No. Recommended Reading  Stough, H. P. III, DiCarlo D. J., and But you should have plenty of respect  DiCarlo, D. J. , Stough H. P., Patton, J. M. Jr. (1987). Evaluation for the machine. The old pilot knows Glover, K. E., Brown, P. W. and of Airplane Spin Resistance Using his limitations and the aircraft's Patton, J. M. (1986). Development Proposed Criteria For Light General limitations and stays within the of Spin Resistance Criteria for Light Aviation Airplanes, NASA Langley envelope. General Aviation Airplane, SFTE 3rd Research Center Hampton, Flight Testing Conference April 2- Aircraft Modifications Virginia, 23665, 1987, AIAA 4, 1986/Las Vegas, Nevada, (NASA  Stowell, R. Innovations in Stall/Spin LOBO does recommend the Langley Research Center AIM-86- Awareness Training, Second installation of calibrated AOA systems. 981 2), Hampton, VA Annual Instructor Conference, LOBO also recommends flight testing  Ellis, D., (1977) A Study of April 9-10, 1999, Embry-Riddle by a qualified test pilot to include stall Lightplane Stall Avoidance and Aeronautical University, Daytona testing, installation of stall strips and Suppression, Washington, D.C., Beach, FL other leading edge devices to improve FAA-RD-77-25  Stowell, R. (2007), The Light stall characteristics (as necessary).  FAA. (2000) AC 61-67, Stall and Airplane Pilot's Guide to Stall/Spin Spin Awareness Training, Awareness LOBO Designed Training  Gluck S. (2003) Spin Awareness  Veillette P. R. (1992), Re- Survey, Examination of Stall/ Spin LOBO does not perform stalls as part  Hoffman, W. C. and Hollister, W. Prevention Training, University of of flight training. LOBO instructors M., (1976) General Aviation Pilot Utah, National Research Council demonstrate slow flight and high angle Stall Awareness Training Study, Transportation Research Board, of attack flying with the emphasis on Washington, D.C., FAA-RD-77-26 1993 (Conference Proceedings, stall recognition and proper recovery  Manuel, G.S., DiCarlo D. J., 1992) techniques. Stough, H. P. III, Brown P.W. and  Veillette P. R. (1993) Rudder and Many pilots have a very weak Stuever, R.A. (1989) Investigations Elevator Effects on the Incipient understanding of basic aerodynamics. I of Modifications to Improve the Spin Spin Characteristics of a Typical recommend a thorough reading of Resistance of a High-Wing, Single General Aviation Training Aircraft, Aerodynamics for Naval Aviators by H. Engine, Light Airplane, NASA University of Utah, Salt Lake City, H. Hurt to brush up. I also recommend Langley Research Center 31st Aerospace Sciences Meeting Rich Stowell’s book Stall/ Spin Hampton, Virginia, General & Exhibit January 11-14, 1993, Awareness, which is a great treatise on Aviation Aircraft Meeting & Reno, NV, AIAA 93-0016 the subject and a good read on the Exposition, Wichita, KS April 11-13, history of stall spin safety. 1989, in SAE, 891039

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FAA Design Regulations degrees of roll or yaw by the normal § 23.203 Turning flight and use of controls. accelerated turning stalls. This section contains pertinent ex- cerpts from FAA regulations con- (f) Compliance with the requirements Turning flight and accelerated turning cerning aircraft design as related to of this section must be shown under stalls must be demonstrated in tests as stall characteristics. the following conditions: follows: § 23.201 Wings level stall. (1) Wing flaps: Retracted, fully (a) Establish and maintain a extended, and each intermediate nor- coordinated turn in a 30 degree bank. (a) It must be possible to produce and mal operating position, as appropriate Reduce speed by steadily and to correct roll by unreversed use of the for the phase of flight. progressively tightening the turn with rolling control and to produce and to the elevator until the airplane is stalled, (2) Landing gear: Retracted and correct yaw by unreversed use of the as defined in § 23.201(b). The rate of extended as appropriate for the alti- directional control, up to the time the speed reduction must be constant, tude. airplane stalls. and— (3) Cowl flaps: Appropriate to (b) The wings level stall characteristics (1) For a turning flight stall, may not configuration. must be demonstrated in flight as exceed one knot per second; and follows. Starting from a speed at least (4) Spoilers/speedbrakes: Retracted (2) For an accelerated turning stall, be 3 10 knots above the stall speed, the and extended unless they have no to 5 knots per second with steadily elevator control must be pulled back so measureable effect at low speeds. that the rate of speed reduction will increasing normal acceleration. (5) Power: not exceed one knot per second until a (b) After the airplane has stalled, as stall is produced, as shown by either: (i) Power/Thrust off; and defined in § 23.201(b), it must be possible to regain wings level flight by (1) An uncontrollable downward (ii) For reciprocating engine powered normal use of the flight controls, but pitching motion of the airplane; airplanes: 75 percent of maximum without increasing power and continuous power. However, if the (2) A downward pitching motion of the without— airplane that results from the acti- power-to-weight ratio at 75 percent of vation of a stall avoidance device (for maximum continuous power results in (1) Excessive loss of altitude; nose-high attitudes exceeding 30 example, stick pusher); or (2) Undue pitchup; degrees, the test may be carried out (3) The control reaching the stop. with the power required for level flight (3) Uncontrollable tendency to spin; in the landing configuration at (c) Normal use of elevator control for (4) Exceeding a bank angle of 60 maximum landing weight and a speed recovery is allowed after the downward degrees in the original direction of the of 1.4 VSO , except that the power may pitching motion of paragraphs (b)(1) or turn or 30 degrees in the opposite (b)(2) of this section has unmistakably not be less than 50 percent of direction in the case of turning flight maximum continuous power; or been produced, or after the control has stalls; been held against the stop for not less (iii) For turbine engine powered (5) Exceeding a bank angle of 90 than the longer of two seconds or the airplanes: The maximum engine thrust, degrees in the original direction of the time employed in the minimum steady except that it need not exceed the turn or 60 degrees in the opposite slight speed determination of § 23.49. thrust necessary to maintain level flight direction in the case of accelerated at 1.5 VS1 (where VS1 corresponds to (d) During the entry into and the turning stalls; and recovery from the maneuver, it must the stalling speed with flaps in the be possible to prevent more than 15 approach position, the landing gear (6) Exceeding the maximum degrees of roll or yaw by the normal retracted, and maximum landing permissible speed or allowable limit use of controls except as provided for weight). load factor. in paragraph (e) of this section. (6) Trim: At 1.5 VS1 or the minimum (c) Compliance with the requirements (e) For airplanes approved with a trim speed, whichever is higher. of this section must be shown under the following conditions: maximum operating altitude at or (7) Propeller: Full increase r.p.m. above 25,000 feet during the entry into position for the power off condition (1) Wings flaps: Retracted, fully and the recovery from stalls performed extended, and each intermediate at or above 25,000 feet, it must be normal operating position as possible to prevent more than 25 appropriate for the phase of flight.

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(2) Landing gear: Retracted and (1) The following apply to one turn or guration must be set in accordance extended as appropriate for the three second spins: with § 23.201(e) without change during altitude. the maneuver. At the end of seven (i) For both the flaps-retracted and seconds or a 360 degree heading (3) Cowl flaps: Appropriate to flaps-extended conditions, the appli- change, the airplane must respond configuration. cable airspeed limit and positive limit immediately and normally to primary maneuvering load factor must not be (4) Spoilers/speedbrakes: Retracted flight controls applied to regain exceeded; and extended unless they have no coordinated, unstalled flight without measureable effect at low speeds. (ii) No control forces or characteristic reversal of control effect and without encountered during the spin or exceeding the temporary control forces (5) Power: recovery may adversely affect prompt specified by § 23.143(c); (i) Power/Thrust off; and recovery; and (ii) For reciprocating engine powered (iii) It must be impossible to obtain (iii) Compliance with §§ 23.201 and airplanes: 75 percent of maximum unrecoverable spins with any use of the 23.203 must be demonstrated with the continuous power. However, if the flight or engine power controls either airplane in uncoordinated flight, corre- power-to-weight ratio at 75 percent of at the entry into or during the spin; and sponding to one ball width maximum continuous power results in (iv) For the flaps-extended condition, displacement on a slip-skid indicator, nose-high attitudes exceeding 30 the flaps may be retracted during the unless one ball width displacement degrees, the test may be carried out recovery but not before rotation has cannot be obtained with full rudder, in with the power required for level flight ceased. which case the demonstration must be in the landing configuration at with full rudder applied. maximum landing weight and a speed (2) At the applicant's option, the of 1.4 VSO , except that the power may airplane may be demonstrated to be (b) Utility category airplanes. A utility not be less than 50 percent of spin resistant by the following: category airplane must meet the maximum continuous power; or requirements of paragraph (a) of this (i) During the stall maneuver contained section. In addition, the requirements (iii) For turbine engine powered in § 23.201, the pitch control must be of paragraph (c) of this section and § airplanes: The maximum engine thrust, pulled back and held against the stop. 23.807(b)(7) must be met if approval for except that it need not exceed the Then, using ailerons and rudders in the spinning is requested. thrust necessary to maintain level flight proper direction, it must be possible to at 1.5 VS1 (where VS1 corresponds to maintain wings-level flight within 15 (c) Acrobatic category airplanes. An the stalling speed with flaps in the degrees of bank and to roll the airplane acrobatic category airplane must meet approach position, the landing gear from a 30 degree bank in one direction the spin requirements of paragraph (a) retracted, and maximum landing to a 30 degree bank in the other of this section and § 23.807(b)(6). In weight). direction; addition, the following requirements must be met in each configuration for (6) Trim: The airplane trimmed at 1.5 (ii) Reduce the airplane speed using which approval for spinning is re- VS1. pitch control at a rate of approximately quested: one knot per second until the pitch (7) Propeller: Full increase rpm position control reaches the stop; then, with the (1) The airplane must recover from any for the power off condition. pitch control pulled back and held point in a spin up to and including six § 23.221 Spinning. against the stop, apply full rudder turns, or any greater number of turns control in a manner to promote spin for which certification is requested, in (a) Normal category airplanes. A entry for a period of seven seconds or not more than one and one-half single-engine, normal category through a 360 degree heading change, additional turns after initiation of the airplane must be able to recover from a whichever occurs first. If the 360 first control action for recovery. one-turn spin or a three-second spin, degree heading change is reached first, However, beyond three turns, the spin whichever takes longer, in not more it must have taken no fewer than four may be discontinued if spiral charac- than one additional turn after initiation seconds. This maneuver must be teristics appear. of the first control action for recovery, performed first with the ailerons in the or demonstrate compliance with the (2) The applicable airspeed limits and neutral position, and then with the optional spin resistant requirements of limit maneuvering load factors must ailerons deflected opposite the this section. not be exceeded. For flaps-extended direction of turn in the most adverse configurations for which approval is manner. Power and airplane confi-

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Feb 2013 requested, the flaps must not be retracted during the recovery. SIMPLIFIED 2 (3) It must be impossible to obtain AIRCRAFT FPDA (FT ) unrecoverable spins with any use of the flight or engine power controls either 1950’s era jet fighter 4 - 5 at the entry into or during the spin. Cessna 172/C182 (varies by model/series) ~6 C-210/Beech Bonanza class (varies by model/series) ~4 (4) There must be no characteristics Columbia/Cirrus Lancair ES ~3 during the spin (such as excessive rates of rotation or extreme oscillatory Voyager (remember, it flew very slowly) 5.4 motion) that might prevent a A.J. Smith’s AJ-2 (1980) 200 HP, 280 MPH top speed 1.14 successful recovery due to disorient- Bellanca Skyrocket 1983 2.83 tation or incapacitation of the pilot. Lancair 200 (0-200 engine, calculated by Carmichael) 1.61 Mike Arnold’s tiny AR 5 (213 mph on 65 HP) .88 for questions contact jeff at Nemesis (formula 1) 0.6 - 0.72 [email protected] Lancair ES ~3 Lancair IV prototype (turbo, calculated by M. Hollman) 2.12 VH-YFM, F. Moreno’s modified Lancair IV, non-turbo 1.85 – 1.95 HOW SLICK IS IT? TABLE 1

fred moreno to a sizable error band. Making an shows sea level, and test there. If

accurate calculation requires the barometric pressure is less When it comes to bragging rights calibrating instruments, very carefully than standard, do not descend about who has the “slickest” airplane, controlled flight (autopilot on for below sea level! If you cannot get we can settle the bet with some careful precision altitude control) in smooth air standard conditions you will have measurements and then calculate a as we shall discuss below. to correct for pressure and number to decide who wins the bet. temperature (calculate density NASA aerodynamicist and drag The number we want is called the altitude). reduction expert Bruce Carmichael “simplified” flat plate drag area provides a Horsepower x Prop 2. Check manifold pressure and make (FPDA). This number represents the Efficiency chart (H x PE, next page) sure it is adjusted to the engine frontal area times the air flow impact that allows you to estimate flat plate manufacturer’s manifold pressure pressure and yields the total drag of drag area. It assumes you make a for full power. If you are getting the airplane. speed run at sea level, standard day, ram pressure benefit from your This gives us an easy comparison of that you know the horsepower, and speed, correct power for the various aircraft drag figures for the that you know the propeller efficiency. higher manifold pressure, or pull high speed cruise portion of the flight the throttle until you get the right envelope. Table 1 list figures for a few How to Calculate FPDA Accurately manifold pressure for 100% power. different aircraft, most of which I dug Don’t just assume you are getting If you can do a low pass over the ocean up from Bruce Carmichael’s book 100%. You may be getting more. (or at sea level in Death Valley) on a Personal Aircraft Drag Reduction (1995). 3. Record data: GPS TAS, manifold 59F day with barometric pressure of Flat plate drag area lumps ALL the 29.92 inches of mercury, do the drag—parasitic (friction), cooling, and following: induced—into one number. To make a 1. Make a full-throttle, two-way blast reasonable comparison one has to and average GPS readings of compare performance at the same ground speed (three or four ways is operating regime, most usually better). Allow airspeed to maximum speed or a high cruise speed. equilibrate, which may take Small errors in TAS measurement and several minutes. If the barometric power assumptions make large errors pressure is higher than standard, in flat plate drag area so the resulting set standard in the altimeter number you calculate is always subject FRED’S IV (VH-YFM) window, climb until the altimeter

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pressure, temperature, density prop efficiency (HPE) number by (remember: chart is in MPH). altitude if your EFIS displays it. For multiplying your actual horse- 7. At that intersection, move hori- non-turbo engines, each extra inch power (full power or corrected for zontally left or right and read off of manifold pressure adds about differences in manifold pressure) the flat plate drag area on the 3% power. If you are skimming the by 0.85 (we are assuming 85% vertical axis. waves, have a friend record the prop efficiency). data while you keep your eyes 6. In the H x PE chart (Figure 1), find The Simple Way (Less Accurate) outside of the cockpit! the diagonal HPE line corre- Most folks are far from the ocean, 4. Average your air speed readings sponding to the number making a sea level, standard-day full- and convert to MPH (MPH equals determined in Step 5. Find the power blast difficult without tunneling knots times 1.15). point on that line where it equipment. In that case you may have intersects the vertical line for your 5. Determine your horsepower times to test at altitude (avoiding rising TAS determined in Step 4

FIGURE 1 – HORSEPOWER VS PROP EFFICIENCY

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(more below). NOTE: diagonal line for your HP times Density Air Some instruments like the prop efficiency until it intersects Altitude, Density Density Cube root of Chelton EFIS do this the vertical line for your TAS in feet Ratio lbs/cu ft density ratio automatically. miles per hour. Remember: MPH = 0 1.0000 0.0765 1 4. Average all airspeed knots times 1.15. 1000 0.9711 0.0743 0.9903 readings and convert to 6. At that intersection, go horizontal 2000 0.9428 0.0721 0.9806 MPH. to left or right and read off the flat plate drag area on the vertical axis. 3000 0.9151 0.0700 0.9709 5. Correct for altitude by reducing your average 4000 0.8881 0.0679 0.9613 TAS by 1% per thousand Using a Calculator 5000 0.8617 0.0659 0.9516 feet of density altitude. If you don’t like the H x PE chart, you 6000 0.8359 0.0639 0.9421 This provides an estimate can record data and use your of the speed you would 7000 0.8106 0.0620 0.9325 calculator. The formula is as follows: have gotten at sea level on 8000 0.7860 0.0601 0.9229 a standard day.

9000 0.7620 0.0583 0.9135 6. Enter the chart 10,000 0.7385 0.0565 0.9040 (Figure 1) on the diagonal Where: 15,000 0.6292 0.0481 0.8570 line for your HP times prop efficiency. Where it  DA = Drag Area, square feet 20,000 0.5328 0.0408 0.8109 intersects the vertical line  Air Density is the air density at 25,000 0.4481 0.0343 0.7654 for your corrected sea your density altitude, pounds per cubic feet, from Table 2 TABLE 2 level TAS in miles per hour (MPH = knots times 1.15)  Velocity is TAS at altitude in knots  5231 is a constant that takes into and/or sinking air), and correct the data go horizontal to left or account conversion of HP to ft-lbs sample for altitude, temperature and right and read off the flat plate per second, the gravitational con- aerodynamic heating. There are a drag area on the vertical axis. stant 32.2 ft-lb mass/lb force couple of ways to do this; this one is seconds squared and ½. (Math the simplest, but least accurate. The Simple Way (More Accurate) explained later). For constant power, speed increases There is a way to make this estimate roughly 1% per thousand feet for the slightly more accurate. Don’t use the Some Cautions first 10,000 feet or so. So your 1% rule above. Instead, use the data in procedure is as follows: Table 2 for the standard atmosphere, Because there are a lot of estimates in also from Carmichael’s book. power and prop efficiency as well as 1. Pick a smooth air day and fly a four potential errors in air speed way box recording GPS speeds. Use the following procedure: measurement and temperature, it is With the autopilot on, allow 1. Complete steps 1-3 as above. hard to get flat plat area accuracy to airspeed to equilibrate, then better than 10%. Multiple flight tests 2. Find your recorded density altitude record your data. Make autopilot are needed to confirm data and do in the Density Altitude column of commanded gentle turns to the some statistics, more than most of us Table 2. new direction, and allow two are willing to do. If you are a fanatic, do minutes (preferably more) after 3. Move to the right on that row to wings level to establish find the cube root of equilibrium. Remember, we are the density ratio (in- going for super accuracy. terpolate as neces- sary). 2. Record your engine data so you will be able to make a horsepower 4. Multiply this number estimate (more below). by your recorded GPS TAS average to get 3. Record density altitude if your your equivalent speed instrumentation permits, or record at sea level. OAT and then calculate density altitude later on. You will also 5. On the H x PE chart, correct for aerodynamic heating slide down the FIGURE 2 Volume 5 Issue 1

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three test flights, same conditions (or as close as you can), and average your results. The differences in TAS numbers from three sets of tests will give you a feel for the accuracy (or conversely, the size of the errors) in your measurements. Be wary of single point test data. It is easy to get a data point that looks really good. But you will only be fooling yourself.

The Tricky Part—Corrections & Estimates

This section describes procedures to correct instrument errors and/or make accurate estimates when you’re unable to collect all the required data.

Outside Air Temperature (OAT) FIGURE 3 If cruise speeds are high enough, there Horsepower per hour in the graph multiply GPH by are aerodynamic heating effects that 5.85. increase indicated OAT above ambient. Engines vary in their power output. For As noted some EFIS systems (notably the Continental 550 series engines For the TSIO 550 refer to Figure 4 (next the Chelton) correct for these effects from the factory, the guarantee error page). The numbers down the right and present a “corrected” TAS number band is that the power output is minus side beside the % HP numbers are the in that little box on the top left of the 0% and plus 5%. Other manufacturers fuel flow in gallons per hour for 50F rich second screen. I don’t know about use different error bands. ALL manu- of peak and 50F lean of peak. I am not other systems. facturers base maximum HP on sea sure of the origin of this chart, but I level ambient pressure (29.92 inches of believe it’s from the folks at GAMI or Temperature errors arise from both Hg), 59F, and DRY AIR (no moisture). those who offer the engine operating frictional/compression effects (about Real HP will be a trifle less with real courses (Walter Atkinson et al). two-thirds of the error from an world moisture, and of course higher uncorrected instrument) and The other way to estimate engine HP temperatures will sap horsepower compressibility effects (about 1/3 of the with reasonable accuracy is to operate more. On a very hot 100% humid day, total error). Figure 2 (previous page) 50F lean of peak, measure fuel flow water vapor could be 4% of graphically depicts a simple formula accurately, and then convert to atmospheric density, and power suffers showing the total rise in indicated OAT horsepower knowing the compression accordingly. based on TAS. ratio. Lean of peak ALL the fuel is The only way I know to be reasonably being burned, so this method works. If you are using a simple OAT sure about HP is to have a RICH of peak, all bets are off because instrument, which is usual for most of comprehensive engine power table for some portion of the fuel is not being our airplanes, you need to correct your all altitudes and temperatures. For the burned, but dumped out the exhaust in indicated OAT using the chart. For IO-550 series, one can use the power the form of lots of carbon monoxide example, if your TAS is 200 knots and tables for the Columbia/Cessna 350 or and unburned hydrocarbons. your indicated OAT is 15C, then the Cirrus R22. But even these require corrected OAT is 15C minus the To calculate horsepower based on some interpolation. expected 5.0C increase, which yields a compression ratio, you need to know corrected OAT of 10C. To get the most For the IO-550 (stock) the chart in compression ratio which can give you a accurate results, use the corrected OAT Figure 3 is useful. The “best economy” conversion factor for your engine. to calculate the density altitude when line is for 50F lean of peak. To convert  For the IO-550 engine operating making your TAS corrections back to fuel flow in gallons per hour to pounds 50F lean of peak, stock 8.5 sea level.

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compression, the fuel burn at 65% (201.5 HP) is about 14.9 horsepower per gallon per hour, a specific fuel consumption of 0.391 lbs/hr/hp  Raise the compression ratio to 10 and the figure becomes 15.6 hp/gal/hr, with a specific fuel consumption of about 0.37 pounds per horsepower hour, a net 5% improvement  For carbureted engines that cannot operate smoothly at these lean conditions, an estimate can be made using a specific fuel consumption of 0.42 pound per horsepower hour  For a 180 HP Lycoming at 65% (117 HP) you would expect to burn about 49 pounds per hour or about 8.4 gallons per hour to make this much horsepower. So in your testing, if you are measuring fuel flow, you should be able to get a pretty good fix on the horsepower generated by the engine during your test flight. Multiply by 0.85 for the assumed prop efficiency (another source of possible error), and you get the net horsepower delivered to make thrust. Use this number to enter the FIGURE 4 chart and find your flat plate drag area. my high compression IO-550. skimmed the ocean on a calm day Some Examples Assuming a prop efficiency of 0.85 across King George Sound. The yields a thrust power of 232 HP. At sea airplane had about 150 hours on it and In the following examples I’ve level, a rough estimate of sea level so was not pristine with some bugs, summarized three sets of estimates for speed would be about 90% of the nicks, and the prop spinner seal gone. I drag area with my plane, a non-Turbo speed at 10,000 feet (a 10% adjustment forgot to record the altimeter setting, Lancair IV with IO-550 engine and for altitude change), or 231 knots or but the GPS and Chelton corrected innumerable little mods to reduce 267 MPH. Using the chart, the flat plate TAS were in general agreement within drag. drag area would be roughly 1.8 square a couple of knots. Manifold pressure Example 1 – Brand new with High feet which probably turned out to be a was 32 inches due to ram pressure, and Compression Pistons (10:1), best bit optimistic due to errors and the engine monitor showed 106% power simplifications. Keep in mind that this power. Seeing that and recognizing includes all drag: induced and parasitic that my maximum fuel flow was not When new with engine barely broken including cooling drag. rich enough for that power setting, I in, nary a bug, nick, or speck of dust on terminated as we were showing about Example 2 – Full Power Sea Level the airplane, light weight, every seal in 240 knots. Put that all together and Blast place—perfection—I recorded a maxi- you get about 1.9 square feet for flat mum speed of 257 knots at 9900 feet During this event, the engine had been plate drag area. density altitude. My power charts returned to stock 8.5:1 compression showed the engine was putting out ratio, we had nearly full tanks and 420 about 84% power, or about 273 HP for pounds of pork in the front seats. We

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Example 3 – Typical Cross Country Thus: reading a book, my dog was asleep in Cruise the back seat and the air was smooth as silk. As I looked down at the Kansas In September a friend and I completed farm fields below, I noticed smoked a 4500 NM trip weaving across rising virtually straight up into the sky Australia and back. The airplane had Or: as it diffused, indicating calm winds 250 hours on it, was somewhat buggy, from the surface to two or three dusty, and a bit worn with some seals thousand feet AGL. I remember missing, in other words, a typical cross thinking if I had to make a forced country trip condition after a few years landing, at least I didn’t have to worry of thrashing around. Average cruise for questions contact fred at about what direction to land. conditions were 65% power, 50F lean [email protected] of peak, about 8000 feet density We were one hour from our destination altitude, and we were usually heavy. when we heard and felt a rather loud Use the calculator approach and it “bang” which seemed to come from yields 1.92 square feet. Clean and bug EMERGENCY! below us. Most likely an engine misfire, free would make a modest improve- I thought. My wife looked at me, I How to Deadstick a IVP with aplomb. ment. I know that lots of bugs cost looked at the engine gauges and by don gunn about 10 knots compared to squeaky everything seemed normal. I said “We

clean, a big effect on drag area because have less than one hour until landing, of premature boundary layer transition It was a beautiful day for flying in early so we’ll continue and have the engine from laminar to turbulent on the front March of 2012. My wife, dog and I were checked out in Illinois.” half of the wing area. cruising along at 15,500 feet en route Based on subsequent events, that was from Denver, CO to Quincy, IL, a trip My conclusion: in the clean condition, not the most prudent decision I have we had made in my IV-P at least a every seal perfectly in place, all nicks ever made… off the leading edges and prop, the dozen times in the previous 12 months. airplane drag area is probably around I’d had an uncomfortable feeling the Eight Exciting Minutes 1.85-1.90 square feet. day before the trip while checking the Maybe 10 minutes later I noticed an weather forecast, which was odd, as airport below me and just to the left The Math and Physics the weather looked to be ideal the next which I did not remember seeing on morning—clear skies, unlimited Remember that Drag = Thrust at earlier trips. I looked it up on the visibility, and a small tailwind at equilibrium, level flight. Chelton and found it to be Brennen altitude—all the way from Colorado to Field, adjacent to Falls City, NE,  Net Power = thrust * velocity = Illinois. No likelihood of any turbulence elevation 4,000 feet. drag = ½ * drag coefficient * area either; my wife gets concerned when * air density * velocity squared the air has even a ripple in it. So why Five minutes after that all hell broke  But Net Power delivered to the air was I feeling uneasy? The morning of loose. There was another bang, is engine power times prop the trip showed the forecast to be followed immediately by a loss of efficiency (PE—estimated at 0.85) correct, not a cloud  Ram pressure = ½ * air density * between takeoff and velocity squared (sensed at pitot) landing, but I still had  Flat Plate Drag Area (DA) = Drag the “funny” feeling coefficient * area that something was not quite right. With this we can solve for DA. To get the units to work out we need some We loaded up the conversion factors: plane, took off with plenty of fuel to make  1 HP = 550 ft-lb per second the 650 nm trip and  1 knot = 1.6877 ft per second leveled off for cruise  Gravitational Constant = 32.2 ft-lb at 15,500 feet before force / lbs mass per second we reached the squared Colorado/ Kansas bor- der. My wife was DON’S IVP

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Feb 2013 pressurization, multiple warning used the “free time” to do those and a rental car. After a short phone call enunciators and the propeller spinning make my Mayday call. (How do I you with the FAA controller who saw my at a very high rate of speed. I handed call Mayday without causing any more 7700 squawk we hopped in the rental the Chelton Operation Manual I was alarm to a frightened passenger?) I and drove the rest of the way to Illinois. reviewing to my wife, put the nose made a call using as normal a tone of down and started a 180 degree turn voice that I could muster while starting Aftermath back to Brennen Field. my turn to base, still rather high. I The camshaft in my IO-550 had noticed the end of the runway sat As I jockeyed the throttle, mixture and snapped in two, leaving only cylinders 1 above a small bluff, so landing short propeller controls it became apparent and 2 producing power—somewhat. was not an option. I decided to stay the engine was developing little to no We got it repaired, and N777PC flies high until the last moment. power. I set an attitude to establish 120 again! Oh, and my wife does ride along knots, cycled the mags and racked my As I turned final I remembered I had with me, although it took a few months brain to trying to remember the just renewed my insurance, deciding I for that to happen. distress frequency to call a Mayday. I needed liability coverage only—all the The biggest lesson for me is that Rudy hadn’t reached total panic mode, but more reason (as if more was needed!) Haug’s training was essential; it saved the stress was very high. I’d heard to nail this landing. Plus I didn’t want to both my wife’s and my life. As I did some chatter on the 123.0 a few disappoint Rudy… what was necessary to make that plane minutes earlier, and decided that was On final now, sure to make the runway, ride end happily Rudy was in my mind, good enough. I set the transponder to speed brakes deployed and gear down. talking me through the procedures. As 7700, made sure I was properly set up As the speed bled off to 90 knots on a matter of fact, I still hear his voice for a glide to the runway before short final I checked gear down, every time I fly—and I still don’t want to diverting any more attention to the retracted the speed brakes and floated disappoint Rudy! radio, and took a moment to reassure over the fence. As the wheels made my wife since the runway was right My advice to everyone who reads this contact I redeployed the speed brakes, below us. She made no comment. is to find a good instructor, listen and got on the brakes hard, stick full back learn and practice, stay ahead of the I had received my IV-P training from and watched the corn stalks at the end airplane, stay proficient, stay current Rudy Haug and I really felt that he was of the runway, hoping I would leave and enjoy flying your incredible Lancair now watching me from the right seat them as they were. aircraft! (my wife was totally silent staring We came to a stop with 50-100 feet of straight ahead), and I heard him say runway remaining—and my heart rate for questions contact don at “cross over the field at 3,000 feet AGL. and breathing finally started coming [email protected] At 7,000 (4,000 plus 3,000) I looked down. I looked at my wife, who had not down at the runway and thought to said a word, staring straight ahead for myself “gee I seem way too high”, and the entire eight minutes between quickly checked the Airport info on the engine failure and landing. FROM THE SECRETARY Chelton again. 4,000 feet turned out to be the runway length, the field was at “Are you OK?” I asked. jennifer ashley 1,000 MSL. Well, I thought, much She turned to look at me and better to be 3,000 feet high than 3,000 announced “I am never getting back LOBO HQ has a low. On the other hand, a 4,000 foot into this plane”. Oh well, I thought. I new home! Please runway leaves little room for error—I couldn’t blame her, but I sure would take a moment better not blow this! have liked an “attaboy” though… and update your Now should I do a 360 to bleed off the address books. The local Sheriff and a deputy arrived extra 3,000 feet or just make s-turns? Also note: You can at the FBO as I made arrangements for S-turns seemed like a better choice so I still contact LOBO at the same email address.

DUES!

It's that time of year…DUES RENEWAL TIME!! If you have not already done so, please renew your

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LOBO dues to avoid a lapse in your which happened to have its nose membership. wheel on the tail. Thankfully, the nose wheel on N15SC is where Dues are $40. Click here to pay via it’s supposed to be, so PayPal on LOBO’s website. If you crosswinds offer a good prefer to pay by check please be sure to deal less excitement, use our new address! although they still require for questions contact jenn at careful attention and skill [email protected] maintenance.

2013 LOBO/Lancair SOCIAL OCCASIONS Landing 2013 promises another claudette colwell wonderful schedule of events for our Lancair build- ers/flyers/wannabees. Our site Flying season is just selection team is another stellar around the corner, cast including Larry Eversmeyer, Jim along with March Scales and Don Gunn. For the 2013 winds. So brush up LOBO/Lancair Landing they chose on those crosswind museums housing significant art Greenville, South Carolina, with the landing skills. This collections. The tree lined downtown event to be held October 4-6. used to be a very leads to Falls Park on the Reedy River, challenging event The Greenville Downtown Airport with beautiful waterfalls at the west for Steve and me while flying our RV-6, (KGMU) is looking forward to our end of Main Street. arrival with designated parking We’ll again have special events for the and fuel discounts. We’ll be ladies, including a daylong trip to holding our daytime activities at nearby Asheville, NC for a tour of the  LOBO GROUND SCHOOL  the Greenville Hilton. The airport historic Biltmore, the palatial former itself does not have air con- home of the Vanderbilts. In addition, LOBO will conduct a one-day ground school the day prior ditioned or sound quality accom- another style show exclusively for our to the 2013 LOBO/Lancair Landing, Thursday, 3 October, modations for forums, but the ladies is in the planning. at the Hilton. Training starts at 9:00a and ends at 4:30p. Hilton is a mere 2.4 miles from ATTENTION GUYS!!! We know you’re Your paid admission includes lunch. This year's agenda the airport. The Hilton has given us a great rate of $105.00 per not interested in a style show, but we will be split track. Track one is for those already flying and learned many of our LOBO ladies were includes topics like traditional systems, pilot and night from three days prior to three days after our event. Even unaware of the style show held at the environmental factors. Track two is for builders preparing better, that includes compli- Branson Chicos (the height of the their aircraft for first flight. We haven't finalized all the mentary WiFi, hotel parking and weekend according to those who details yet, but we expect a portion of the day will combine shuttle service within an eight attended) before arriving. tracks for review of pilot-specific considerations. Please mile radius. ***WE NEED YOUR WIFE’S OR indicate your interest in attending the regular ground Greenville, SC is anchored by GIRLFRIEND’S EMAIL ADDRESS*** school or the first flight preparation track when you what Forbes Magazine calls one We tried to get this important contact register. As always, we welcome your building/flying of America's Best Downtowns, information at Sedona last year, but we partners to join either ground school track, or to consider a featuring a one-of-a-kind "float- were unsuccessful. Please send their new "Partner in Command" course to be held the same ing" suspension bridge. Set email addresses to Lisa and/or me. against the scenic Blue Ridge day. Our own Sue Harrelson, retired airline captain, kit Some of the activities we’re planning Mountains, Greenville boasts a builder and Lancair pilot, will spend a half day with your require advance notice of attendance. thriving arts scene, hundreds of non-pilot significant other teaching basic emergency You don’t want to be responsible for restaurants, shops and bouti- procedures. Keep an eye on LOBO's website for all the your significant other missing out on ques, popular annual festivals, the special and exclusive activities details! numerous historic sites and we’re planning just for them!

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Have Some Fun! I hope to see you all in Greenville!!! expecting. Three stand out in particular: This year, why not plan to spend some for questions about the fly-in contact lisa extra time in Greenville? Here’s some- williams ([email protected]) or Design tradeoffs thing you might consider doing: BMW’s claudette colwell Zentrum Museum is in nearby Greer, ([email protected]) In general, there is no more to the SC – a mere 23 miles from the hotel. engine than needed, and what is there Tours of the BMW factory there in is more simply designed than I Greer are offered (only M-F) to expected. The implication is improper museum visitors. Steve and I took the CONTINENTAL FACTORY assembly or maintenance will likely tour with friends last year, and it was a place more stress on parts than they marvelous experience. Visit the TRAINING were designed to handle. Every detail Zentrum Museum website for details. must work. colyn case You may want to also experience your Manufacturing processes “need for speed” on the ground instead of the air with the Ultimate BMW Ever wonder why Like everything else about the engines, Experience and spend an afternoon on engines don’t al- the manufacturing processes used their driving track. Visit BMW’s USA ways make it to have evolved to their present state Factory website for more information. TBO, or why they because operational experience has sometimes quit, shown them to be necessary. If your tastes trend more toward seemingly with no Construction techniques range from entertainment of the live variety, the provocation? automatic milling machines to hand Flat Rock Playhouse, the State Theater crafting. Careful measurement is of North Carolina, is in nearby Flat Continental Motors Inc. has some ubiquitous throughout the process. Rock, NC, and it’s a highly-rated venue definite ideas about those very for theater productions. questions, and it wants to tell you about them. Continental says sharing Maintenance procedures Finally, Greenville is the east door to maintenance and operational tips with There’s usually more to doing it “right” the Blue Ridge Parkway and the fabled you and the shops that work on your than might be obvious from inspection. Smokey Mountains. Trust me when I engine can go far toward improving Not just a matter of mechanical skill, say you’ve never seen spectacular fall engine reliability and longevity. To that there are specifics about each engine foliage until you’ve seen the Smokeys end, it offers the Advanced Factory and sub-assembly that must be done in in autumn! Training Course, conducted at company order to be reliable. You need to know headquarters based at Mobile Watch This Space! that there is applicable detail for the Downtown Airport (KBFM) in Mobile, part in front of you and you need to Lisa and I will be releasing more AL. find all the relevant manual pages and specific information very soon. In the Those who made it to Sedona last year SB pages to get it right. meantime, mark your calendar and might remember that Continental’s The overriding theme is that what you plan to spend a few extra days in the Mike Council donated a couple training are buying in a factory-built engine is Greenville area. We will announce a certificates to use as door prizes at graduated fee schedule with LOBO the banquet. Bob Pastusek and I member and non-member rates soon. purchased the certificates from the It’s extremely helpful for Lisa and me to lucky winners and attended the have committed responses from all January course together. y’all as soon as possible. It does make My primary motivation for atten- our planning a little easier. Information ding was to learn about the internal about the LOBO Ground School is workings of my engine to better included in the sidebar on the previous understand any issues that might page. We plan to have a limited come up. I was not disappointed. number of forums this year to allow And as often happens I also learned plenty of time for short jaunts back to other important things I wasn’t the airport for some all-important ramp time and hangar flying. CYLINDER REMOVAL/REPLACEMENT

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decades of learning from experience  Practical: R&R impulse coupling: engines may include used parts. Both and failures in the field. The Time a mag new and rebuilt engines are assembled maintenance part of that is largely to the new tolerances. contained in Continental publications. Friday Machining. Work here includes The manufacturing (and rebuild) part is crankshaft journal final dimensioning embodied in the factory processes,  Factory tour and polish, torsional damper tuning, some of which exist only in the  Fuels camshaft machining/polish, cylinder knowledge and skill of the craftsmen  FADEC milling, barrel assembly, valve guide who work there.  Operational recommendations and seat insertion, and much more. FACTORY TOUR COURSE CONTENT Subassemblies. Some of the parts Upon arrival, you will be given a 1” Although it wasn’t until the end of the manufactured here include fuel pumps, loose-leaf binder of course notes. I course, the factory tour was a highlight waste-gate controllers and inter- found the notes to be excellent; very of the week. Continental occupies coolers. detailed, with lots of pictures and a test many airline hangar-sized buildings at Final assembly: Here, a large rolling at the end of each chapter. At the back the north end of KBFM. While the raw table full of matched parts for each is a CD which includes electronic copies forgings come from outside vendors, engine rolls through a small assembly of everything in the binder and a few virtually every other fabrication line where the cranks are built up, the other helpful publications. operation is performed in house. Some crankcase assembled, and the cylinders key areas of the tour were the attached. The best way to understand the course following: content is to review the cover page from each chapter in the course Chemical processing. manual. Click here to view a PDF We didn’t go inside due containing each chapter’s cover page. to the strong chemicals, but we learned some of Below is a brief summary of the topics: the operations that go on there, including Monday etching, bronzing and  Chapter 1: Overview of different hardening. engine designs Ignitions: Point fabrica-  Chapter 2: Crankcases tion, wire harness/mag- neto assembly. Each of Tuesday the workstations here had a computer display  Chapter 3: Internal Engine Drive that showed the parts Train Components and steps required to  Chapter 4: Lubrication Systems build each assembly.  Chapter 5: Cylinder designs Remember, there are SETTING UP IO-550 FUEL SYSTEM ON RICK RICHARDSON’S  Practical: Remove and replace a many versions of the cylinder same thing. Assemblies Incoming parts inspection and in- are built on demand for the most part, Wednesday ventory. This is where castings and and workers rotate among work- other unfinished materials are inspec-  Chapter 6: Continuous Flow Fuel stations so they don’t get bored. ted and put into pick bins for Injection Reclamation: Engine teardown, manufacturing.  Chapter 7: Induction Systems cleaning, culling, sorting. Use-able Final Assembly and Test. Each engine  Chapter 8: Turbo-charging Systems parts are saved for rebuilding. Used or is run for approximately 90 minutes on  Practical: Set up fuel system on an new, all parts receive the same level of a test stand. The test regime ensures IO-550 scrutiny to ensure they meet specified the engine will run under specified limit tolerances. From this stage forward, conditions. Thursday the only differentiation between new and rebuilt engines is that rebuilt  Chapter 9: Ignition systems

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HIGHLIGHTS are drilled. This is the only way to get ponents: the rod end bearing and the the holes clocked correctly to the head crankshaft. The only thing preventing Grinding Crankshafts AND to put the barrel into the head friction heat from destroying those two with the proper torque. components is a thin coating of oil Here’s a guy who loves his job (right). which comes through a little hole in He runs the workstation that cleans the crank shaft. up the crankshafts after they come And how do the pistons get oil? The from the chemical area. He is the piston skirt gets a spray of oil from only person that actively works this an obscure little hole in the station. He is the guy who brings the crankcase while the pushrods feed journals into dimensional compliance oil to the cylinder tops. In all, the big and then puts the final shine on engines pump 24 gallons per minute. them. PART NUMBERS, ASSEMBLIES, Without giving away too many AND SB’S. On Wednesday we went Continental secrets, imagine this through the fuel system. Neal technician has a crankshaft turning remarked that the part number for a on a lathe. Instead of a cutter he has given fuel pump is not and cannot be a large but narrow belt sander with RINDING CRANKSHAFT JOURNALS stamped on the pump body. That’s spring-loaded tension on the belt. He G because the fuel pump has many brings the moving belt down onto variants. The part number for each the journals for just the right amount of When done correctly, the result is a variant is actually a pointer to a piece time to get them in spec. cylinder (jug) made up of an aluminum head and a forged steel barrel that will of paper that lists the constituent parts, Remember, a rod journal is moving up never leak or come apart. (Interesting right down to the washer. and down while he’s doing this, so his Fact: Continental doesn’t rebuild Neal picked up a washer for the specific arm has to follow that motion without cylinders; if they touch this part of the pump we were working on and turned varying the pressure by much. When engine, they install a new part.) it over, revealing a very thin black seal the main journal is done, he gets into on the underside. Bad things happen if the radii by using the back side of a file Other Impressions this particular pump is operated to deflect the belt at just the right without that seal. This was but one of angle. He can check the diameter and OIL. In reviewing the crankcases we many examples of subtle assembly variation while the crankshaft is looked at how the oil gets to critical details that turn out to be very turning using air-powered measure- places. On the “permold” crankcase, important. To make sure you use the ment tools. (used on a TSIO-550) the oil actually travels from the pump through the right parts you need the part number He’s been doing it 24 years and says he center of the camshaft. At the (implied by the engine part number) is still learning. camshaft journals there are holes and all the SB’s addressing that specific where the oil exits the camshaft and unit. Obtaining that information before Cylinder Assembly goes through the crankcase webbing to working on an engine is critical. Because of this, the course also covers Another operation that would be hard the crankshaft main journals. Two how to use TCMLINK. to reproduce outside the factory is the holes in the main journal direct the oil barrel-to-cylinder assembly. to the two adjacent rod journals. WHY DID MY ENGINE BREAK? On Tuesday, one of the attendees brought Continental begins the process by This mechanism seems reasonable in pictures of his broken crankcase. baking the aluminum heads in an oven. enough until I have a cylinder apart on After a brief inspection of the pictures The heads are then pulled from the day two of the course. Here I’m holding the instructors agreed that the failure oven one at a time. With two minutes what amounts to a 60 hp single- probably happened because one or working time, the valve seats are cylinder engine in my hand. At the end more of the barrel flange hold-down inserted, the barrel is threaded in to a of that connecting rod is a bearing that bolts were improperly torqued. That certain torque, and the valve guides are sits on the hard metal journal. When permits motion, which causes stresses pressed in. that piston fires, it is transmitting all that force—something in the range of beyond those the crankcase was After the assembly cools, the flange 16,000 pounds (1600 psi * 10 square designed to withstand. The instructors bolt holes at the bottom of the barrel inches)—between two metallic com- also agreed a likely contributing factor

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Feb 2013

available at Fairhope, and at nearby something similar to serve the Lancair Foley Municipal airport. community. Mobile offers an attractive downtown Given that LOBO's mission is to foster area, lots of restaurants and big hotels, the safe enjoyment of Lancair aircraft, as well as a Science museum and IMAX and a big part of that mission is Theater. Just east of Mobile is the encouraging communication between battleship Alabama museum and members as well as between members several seaside seafood restaurants. At and the rest of the Lancair community, the south end of the Bay are the we've seriously considered the benefits Dauphin Island and Gulf Shores beach of developing a LOBO forum. The areas. One night Bob took four of us in aircraft owner's groups that've made his plane to the Gulf Shores area for the leap (COPA is another great dinner. example) enjoy tremendous partici- pation in robust online communities. Downtown hotels were expensive the So why hasn't LOBO taken the plunge? week we were there, so we opted to

stay at the Wingate hotel, which was There are two primary reasons: 10 minutes to the west and a much CUT-AWAY MAGNETO (TRAINING AID) First is time prioritization. The LOBO better deal. was failure to insure metal-to-metal board is currently run by six volunteers, contact at these bolts when the Conclusion who are responsible for LOBO's core cylinders were attached (materials like activities, and a smattering of secon- paint can extrude over time affecting Overall, the experience was well worth dary volunteers who've helped us with fastener torque). the trip. I achieved my goal of better certain transitory responsibilities (com- understanding what’s going on inside mittee members, event hosts, etc.). As Another case involved a transatlantic my engine. It was a bonus to see how LOBO has evolved, those six core ferry operation. The oil breather tube my engine was made, meet the people volunteers have each assumed pretty iced up resulting in an increase in who work at Continental, and learn much all the responsibilities they can— crankcase pressure causing the engine why consulting the factory docu- as regards keeping LOBO alive—given to pump all its oil out through the mentation is so critical. the amount of time available to them piston rings in just a matter of minutes. (bear in mind all but one have real for questions contact colyn at jobs). Many anecdotes were shared during [email protected] the week-long course about incorrect While we've had a couple of individuals installation or maintenance procedures volunteer their services to assist with leading to engine failure. This makes the nuts and bolts of starting an online me a lot more circumspect about FROM THE EDITOR forum, it would still require a choosing a shop to work on my engine significant time commitment on the in the future. mark sletten part of the LOBO Board to work out the fine details and keep it running About Mobile, AL Where’s LOBO’s over time. How many discussion areas? Who will moderate? What rules will Mobile is right on the Gulf Coast about Online Forum? they follow? And so on. The reality is an hour West of Pensacola, FL. Bob There's been a bit our six core volunteers are already task and I flew his Lancair down to KBFM of discussion lately saturated, and each is already dealing where Continental is headquartered. about starting a with issues we believe are higher Signature Aviation took good care of LOBO online for- priority than an online forum, mainly us, although fuel is a bit pricey at over um. Online forums because we already have a means to $7.00/gallon. Some of the attendees offer great benefits communicate electronically with the chose to fly into Fairhope across to the communities that use them. One Lancair community—the Lancair Mail Mobile Bay. Continental owns the of the most successful online aviation List. Fairhope FBO and runs their Factory forums is Van's Air Force. Spend a few Over the decades that Lancair aircraft Service Center there. Cheaper gas is minutes at that website and it's easy to see why so many people yearn for have been flying, no person and no venue has been more successful at

Volume 5 Issue 1

Feb 2013 enabling communication in the Lancair that few or no other LOBO members community than Marv Kaye and his know, and it's just as likely that person Lancair Mail List (LML). Thanks to will know another someone who is Marv’s effort, the LML has been an LOBO MEMBERSHIP unaware of LOBO. invaluable resource for the Lancair Making an extra effort to reach out to community. If you have a burning INITIATIVE that person you know will greatly Lancairian question about building, benefit all of us. Please help if you can. flying, which FBO to use, how to We Need Your Help! convince your significant other to get LOBO board Thank you! in something you built (especially after for more information contact LOBO at you “fixed” the washing machine), and The reasons for being a LOBO member you need an answer now, there’s no [email protected] are many. We can't say it better than substitute for the LML. Everyone who LOBO President Jeff Edwards does in is "anyone" in the Lancair community his statement here on our website: opines on and/or monitors the LML. "We see our primary mission as that of Which brings me to the second reason: promoting the safe use and enjoyment A NOTE ABOUT SHARING YOUR CONTACT INFO We have a credible concern about of Lancair aircraft of all types, with an fracturing the community. emphasis on owner, operator and builder LOBO’s current policy on sharing member contact info A LOBO forum would include LOBO education and training." can be found on our membership application: "LOBO uses this information for administrative purposes, to track members only. Although our member- There are several ways the size of our ship has grown steadily since LOBO membership affects our mission. One is membership statistics and to identify individuals with launched some four years ago, we do that that we simply need all the good talents who might contribute to our goal in making LOBO not yet represent a majority of the ideas, inspiration, perspective, and the best type-club in General Aviation. Although LOBO Lancair community. Although we effort that results when you get a lot of shares summary data about our members and aircraft believe a forum would benefit LOBO, good people together. Another is that with the EAA, FAA and insurance agencies to facilitate the benefit would be offset by the we as a group can only improve the safety initiatives and insurability, your personal contact hazard of excluding a major portion of situation to the extent that the greater information will not be shared without your express the Lancair community from important part of the fleet is involved. consent." public discussions. Sadly, many of the accident pilots Because of this, we recently denied a new LOBO Ultimately, we believe the majority of appearing in the stats now are people member looking to contact other members access to the LOBO members would rather stick that never had the advantage of the membership roster. On review, we realized this policy with the LML than switch to a forum perspective offered by other Lancair conflicts with our mission of fostering fellowship. where they wouldn't get the benefit of pilots. Many didn't have access to all available Lancair wisdom. (Those training resources, and either weren’t Consequently, we decided member-to-member contact who feel differently feel free to drop aware of online resources like the LML, requests should be allowed. LOBO will answer requests me a line at the email address below.) or chose not to participate. only from members, and information will be limited to We will continue to weigh the forum your name, email address, Lancair type/registration and In other words, they were out of the city of residence. This policy change will be reflected on issue against other organizational loop. priorities, which will likely change as our new Membership Application. LOBO grows—something we expect to We therefore set a goal at Sedona of If you do not wish LOBO to share your contact happen as long as our members signing 40% of the fleet by the 2013 information with other LOBO members please contact continue to tout the benefits of LOBO LOBO Landing. We need some 65 membership! If we decide LOBO needs more members to reach that goal. Bob Pastusek ([email protected]) and we will exclude you from this program. a forum we’ll pursue that goal with as If you are like us, you know about much energy as we've pursued all the somebody in the fleet that could issues we've dealt with. benefit from LOBO membership. That But we're just not there yet. person at the end of your hangar row, or somebody you met at a regional fly for questions contact mark at in. It's highly likely you know someone [email protected]

Volume 5 Issue 1