Are you ready!! An excellent article from LOBO USA

Knowledge is Life
If our most recent study of Lancair accidents tells us anything, it demonstrates that GA pilots—and especially Lancair pilots—need to reexamine our understanding of our aircraft, the environment we fly in and ourselves, with an eye toward raising the bar and furthering our knowledge in all these areas. Do not be content to just kick the tires and light the fires and have a good day of flying. Accept the idea that at any time the engine could quit, the landing gear could remain in the well or the weather could worsen. What are you going to do in that event? I urge you to follow Col. Glenn’s example (and FAR requirements) and know everything necessary to complete the mission safely. Study the POH, review FAA literature, attend FAAST safety seminars and LOBO Landings for more training specific to your operations.
Over twenty years ago I wrote an article about emergency landing procedures which was  published in the American Bonanza Society Magazine. It referenced the Bonanza training guide and T-34B NATOPS Manual for technical details. The article showed how it’s possible to experience an engine failure and glide to a successful landing on a runway or other suitable site within your glide range distance. The Lancair fleet of aircraft have excellent glide characteristics (for example: the IVP has a glide ratio of nearly 20:1 and the Evolution 18:1) IF THE AIRCRAFT IS FLOWN PROPERLY!
Here are a few thoughts to consider when experiencing an engine failure:
1.Remain calm! It does no good to cry like a baby or get old-timer’s syndrome at this moment. At the end of this event your passengers will either believe you were Chuck Yeager with nerves of steel or Bozo the Clown.
3.Maintain control of the aircraft! The aircraft will fly fine without power—it is now a very expensive glider. LOSING CONTROL IS BAD—DO NOT STALL!
4.Maintain altitude if you are above best glide speed (110 KIAS in the Evo or 120 KIAS in the IVP and Legacy or 100Kts for our L320/360) until you reach best glide speed—then maintain best glide speed. This is precious energy do not give it away! Reduce drag—gear up, flaps up, feather the propeller if possible.  If you cannot feather the prop pull the control all the way aft to high pitch (low RPM) position. Keep the gear and flaps up and prop feathered/set to full high pitch until you are ready to land.
5.Turn to nearest airport or other suitable landing site. Assuming you’ve maintained a modicum of situational awareness and know where the hell you are, you should already know where that is. If not, press the NRST button on your GPS. Do not accept ATC vectors away from your chosen landing; the controller is not going to be with you at the landing site.
6.Attempt a restart if you have time and believe the engine might be capable of running. If not secure all fuel sources. Turn off all electrical sources—to eliminate any source of sparks—after putting the gear and flaps down in the pattern.
7.Fly to and arrive overhead the airport, then spiral down in a medium banked turn. Plan to arrive at high and low key positions at the correct airspeed as you were taught.
8.Maintain control of the aircraft! The aircraft will fly fine without power—it is now a very expensive glider. LOSING CONTROL IS BAD—DO NOT STALL!
9.Many engine out approaches end with a stall close to the chosen landing site because the pilot either ran out of energy before the touchdown zone and tried to extend the glide, got too steep in the turn to final and stalled or overshot the landing zone and stalled off the end. The best way to avoid this phenomenon is to practice—a lot!
10.Land smoothly on the runway. Do not expect your significant other to get back in the airplane any time soon if you screw this up.
Except for the engine and propeller comments—the rest is straight out of the glider pilots handbook.
Remember: One day you will be a glider pilot. Are you ready?
For questions and comments on this post contact Jeff via email:



Transition Training. Member feedback.

Below is a letter from one of our LOBO Oz members.

The Super Legacy.

The Super Legacy.


Lancair Super Legacy Training in Tasmania

Have just spent three days exploring the capabilities of the Lancair Super Legacy RG with Gary Weeks and two mates in Devonport.

VH-LNZ is a twin turbo charged Reno Racer version of the Legacy, owned by Terry Travers who imported it from California. We recently joined LOBO Oz and met Gary and his immaculate Legacy at the Mudgee fly-in.

I had only just started flying the Legacy and gained a huge amount of knowledge from the presentations at the fly-in and invaluable advice from Gary Weeks, Gary Burns and many of the other members. They were also extremely supportive and generous with their time in assisting us to prepare for our trip to Warbirds over Wanaka in LNZ.

During all of this communication, we started talking with Gary about the possibility of doing some “transition training” in the Legacy. I had not done any real training other than flying with Terry who had done some training in California before the plane was shipped here.

I had been flying the Legacy very conservatively and well within its limits and my own personal minima’s. So after several weeks of strong westerlies and rain in Tassie, the weather cleared for three beautiful days of clear calm weather for putting the Legacy through its paces.

It is an awesome machine, and Gary opened our eyes to what it is capable of, how it behaves in different scenarios and how to make sure that we stay safe. We are not intending to go anywhere near the limits, but it is important to know where they are, how to recognise them, and what happens if you approach them.

We went through slow speed handling characteristics, stall recognition and recovery, steep turns, glide approaches, emergency gear extensions, engine management, instrument approach configuration, flapless landings, cross wind considerations, go-arounds and so many other helpful tips and advice on all sorts of topics, including Legacy specific maintenance issues, ditching and off-field landings, weight and balance, weather and icing, unusual attitude recovery and performance limitations. All absolutely invaluable knowledge that could one day save your life.

So if you haven’t already done it and you want to extend your knowledge of any Lancair you fly, get in touch with Gary or one of the other committee members and organise some training, or just get actively involved in the group, attend the fly-ins and benefit from the vast amount of experience and knowledge that exists within LOBO.

As a bonus, you will meet some fantastic people that enjoy sharing a common passion.

Thanks Gary for a thoroughly enjoyable and extremely valuable few days sharing your knowledge with us. We are very fortunate to have someone with your passion and expertise in the Lancair community.

Leigh Bryan.

LNZ and ZYA on a crisp Tassie morning in Devonport

LNZ and ZYA on a crisp Tassie morning in Devonport


Gary Weeks and the Students – Ian Emmett, Leigh Bryan and Terry Travers

Gary Weeks and the Students – Ian Emmett, Leigh Bryan and Terry Travers



Emergency landing video

In spite of all you can do, there may come a time, when for some reason, you have to do an emergency landing. THINKING about what you COULD DO / SHOULD DO is something ALL pilots of ALL aircraft need to practice from time to time. After all, planning ahead is one of the key components of good airmanship.

One of our members, Tony Tabart, has prepared a video to show the procedures he would go through when performing an emergency landing in his Lancair. Sharing this should give some insight about the vital steps towards a good outcome:



Many thanks, Tony. I am sure it will provide food for thought for others!

(NB. Links best viewed in Google Chrome and may not be iPad compatible.)