Lancair Legacy Pilot'S Operating Handbook And Flight Manual Download

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X-10

February 2008

Legacy

X-11

February 2008

Legacy

just land on the remaining runway or within

30° of the takeoff heading, main-

taining control thru initial impact and until the aircraft comes to rest. Should you
ever have this unfortunate occurrence you’ll be happy you used all the runway
available rather than made the takeoff from the intersection to avoid the long taxi
to the ”far end“ of the field.

Again on the positive side, engine failures without warning are extremely rare.
Being mechanical devices there is almost always some warning of a failure.  Oil
consumption increases, vibration increases due to the stuck valve, reduced power
shows itself by an increased takeoff time and distance, metal chips are caught in
the oil filter, etc.  Paying attention to your “one and only” is most important.  As
suggested  earlier,  engine  instruments  are  now  available  which  can  provide  the
information which, when faithfully tracked, will warn of failure of this mechani-
cal marvel.

If you have a carbureted engine, one almost mandatory piece of data you can install
is a carburetor temperature gauge to warn of ICE.  This is, like hypoxia, an insidious
“disease” of your engine.   It can strike almost without warning and at any time
from takeoff on. It is generally evidenced by roughness, and or loss of power.  An
accurate diagnosis, timely acted upon will cure the engine as evidenced by the great
number of aircraft equipped with carburetors as opposed to a fuel injection system.
Moist air at temperatures of 40 to 70°F are ideal conditions for carburetor icing.
Be aware and you and your carburetor can live happily ever after.

Water in the fuel system is another cause of engine failure. In cold weather it can
freeze in the filter, tank or lines and limit or totally restrict fuel flow to the engine.
Preflight checks can completely control this potential engine problem.

One  problem  which  causes  more  engine  failures  than  all  others  is  simply  lack
of fuel.  Either the tanks are dry or the fuel valve is not on the proper tank.  The
“original” system requires that you transfer fuel from the wings to the header tank.
Failure of a transfer pump or failure to transfer will allow the header tank to run dry
resulting in engine failure. Quick action can transfer fuel if its there and altitude
exists such that the header tank can be supplied with fuel and the engine restarted.
Letting the engine run dry from an empty header tank is simply irresponsible and
of course very dangerous.  You should develop the habit of always refilling the
header tank when it is no more than half empty.

Oil is your engine’s life blood. Making sure it is always adequately supplied with
clean oil is some of the cheapest insurance you can buy. In winter a lighter (thin-
ner) grade is called for than in summer, and preheating may be not only desirable,
but necessary. Such heating will also limit the wear which occurs during start-up
when engine temperatures have not stabilized the internal clearances and the oil’s

Lancair Legacy, Pilot'S Operating Handbook And Flight Manual

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