Lancair Legacy - CAFE Foundation

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Contact for CAFE:4370 Raymonde WaySanta Rosa, CA. 95404.FAX 707.544.2734Aircraft Test Facility, Santa Rosa Airport707.545.CAFE (hangar, message)cafefoundation.org email:cafe400@sonic.netKIT SUPPLIERNeico Aviation Inc.2244 Airport Way, Redmond, OR 97756541-923-2244 voiceFAX 541-923-2255www.lancair.comDESIGNER’S INFORMATIONOWNER/BUILDER N199LLancair Factory PrototypeENGINE MANUFACTURERTeledyne Continental MotorsPO Box 90, Mobile, AL. 36601.1-251-438-3411Cost of kit, no engine, prop, avionics, paintIMPORTANT NOTICEKits sold to date of 310 BHP version (10/2000)Number completedEvery effort has been made to obtain the Estimated hours to build, fastbuild kitsmost accurate information possible. T h e Prototype first flew, datedata are presented as measured and - are Normal sub empty weight, with 310 BHP engineDesign gross weight, with 310 BHP engineject to errors from a variety of sources. AnyRecommended engine(s)reproduction, sale, republication, or other useof the whole or any part of this report - without the consent of the Experimental Aircraft Advice to builders: 3-4 months to kit delivery,multiple fastbuild options, visit website.Association and the CAFE Foundation isstrictly prohibited. Reprints of this reportmay be obtained by writing to: SportAviation, EAA Aviation Center, 3000Poberezny Road, Oshkosh, WI. 54903-3086.WingspanWing chord, root/tip,Wing area,AC K N OW L E D G E M E SN TWing loadingPower loadingSpan loadingThe CAFE Foundation gratefully acknowledgesthe assistance of the several very - help Airfoil, main wing, CLmaxWetted area fuselage/wing/hor./vert./totalful people at Lancair, Anne Seeley, EAAChapter 124, and the Sonoma County AirportFAAControl Tower Staf f.SPONSORSExperimental Aircraft AssociationEngineered Software “PowerCadd” WildTools andBourns & Son SignsDreeseCode Software at .dreesecode.comww$44,900 fastbuild, $48,900 w/bldr asst.1018-10700 hr. , no body workJune 1999 w/ Lyc. 3601450 lb2200 lb6 cyl. Continental IO-550-N 310 BHP or6 cyl. Lycoming IO-540-V4A5 260 BHPLyc. IO-360-C1D6, 200BHPPerform your own careful weight and balanceupon completing your aircraftCAFE FOUNDATION DATA, N199LAirfoil, design lift coefficientAirfoil, thickness to chord ratio, max thick @Aspect ratio, span 2 / sq ft wing areaWing incidenceThrust line incidence, crankshaftWing dihedralWing taper ratio, root to tipWing twist or washoutWing sweepSteeringLanding gearHorizontal stab: span/area/sectionHorizontal stabilator chord, root/tip/incidencElevator: total span/areaElevator chord: root/tipVertical stabilizer: section/area incl. rudderVertical stabilizer chord: averageRudder: areaRudder chord: bottom/ topAilerons: span/chord at root/tip, eachFlaps: span/chord at root/tip, eachFlaps: max deflection angle, up/downTail incidenceTotal lengthHeight, static with full fuelMinimum turning circleMain gear trackWheelbase, nosewheel to main gearAcceleration Limits25 ft 4.875 in47.5 in/26.125 in at aileron tip82.5 sq ft26.66 lb/sq ft7.096 lb/hp86.6 lb/ft160/165/31.8/23/379.8 sq ft(by Greg Cole) GC 10/ GC11 at root,/tip, 2.2“low”18% root, 15% tip, 45% of chord7.95+ 1.2 °0.75 ° down, 0.5 ° right7.4°, ( 3.7° per side)na0 ° but has aerodynamic twistna °differntial brakingretractable oleopneumatic tricycle, hydraulic act.99.75 in/16.16 sq ft/ NACA6401228 in/18.08 in/ -0.5 °101 in/ 6.49 sq ft11.25 in/ 7.25 inNACA64009 of 13.9 sq ft34 in3.6 sq ft14 in/ 7 in46.7 in/ 6.9 in root/ 4.45 in tip67 in/ 11.5 in root/ 10 in tip0° / 40°-0.5 °22 ft 4 in92.25 inna109.25 in53.31 in+4.4 and -2.2 “g” at gross weightAIRSPEEDS PER OWNER’S P.O.H., IASNever exceed, V neManeuvering, V a , by weightBest rate of climb, V yBest angle of climb, V x, CAFE est.Stall, clean, 2200 lb GW, V sStall, dirty, 2200 lb, GW, V soFlap extension speed, V fGear operation/extended, V ge274/ 316 kt/ mph158 kt @ 1900 lb, 170 kt @ 2200 lb135/ 156 kt/ mph100/ 115 kt/ mph68/ 78 kt/ mph56/ 65 kt/ mph111/ 128 kt/ mph140/ 161 kt/ mph
Empty weight/gross wt.,,Payload, full fuelUseful loadENGINE:Engine make, modelEngine horsepower, weightEngine TBO/compression ratioEngine RPM, maximumMan. Pressure, maximumCyl head temp., maximumOil pressure rangeOil temp., operating, max./ minFuel pressure range, pump inletInduction systemInduction inlet areaExhaust systemave. header/collector lengthsOil capacity, typeIgnition systemCooling systemCooling inlet areaCooling outlet areaPROPELLER:MakeMaterialDiameterProp extension, lengthProp ground clearance, empty of fuelSpinner diameter/lengthElectrical systemFuel systemFuel typeFuel capacity, by CAFE scalesFuel unusableBraking systemFlight control systemHydraulic systemTire size, main/noseCABIN DIMENSIONS:SeatsCabin entryWidth at hipsWidth at elbowsWidth at shouldersHeight, seat pan to canopy, torso axisLegroom, rudder pedal to seatback*Baggage dimen. to height of seatbackBaggage weight limitLiftover height to baggage areaStep-up height to wing T.E.*adjustableDemonstrated maneuvers:Equipment list:Oil cooler: Niagara P/N 10281AGovernor: McCauley CZ90D 3M/T45Starter: Teledyne energizer 646238Vacuum pump: Airborne 216CWEngine instruments: VisionMicroStrobes: WhelenShoulder harnesses: Am-SafeOAT/Voltmeter: DavtronRadios: Garmin GMA340 mixer panelGarmin GNS 430 GPS, Garmin GNC 250XL,Garmin GTX 320 txp., Insight Strike Finder,Artex ELT, Alpine CDA7873 CD deck/receiver,Bose AHX-04 headsets, avionics mastersw.Legacy N199L Specifications:1493.95/2200 lb304.8 lb706.05 lb6 cyl. Continental IO-550-N310 BHP, normally aspirated, 412 lb dry2000 hr/ 8.5 to one2700 RPM29.6 in Hg460˚ F30-60 psi, 100 psi on startup/ 10 psi170-200°/ 240° Fnaunfiltered inlet, pitot nostrilsoff of cold air cooling plenumss, 1.75 in O.D. 3 into 1 to 2.75” tailPx211 in/ 27 in8qt., 50W detergentDual magneto, Teledyne S6RSC-25, 2 ea.dual pitot inlets, downdraft50 sq. in. pitot inlets, downdraft~~38 sq in, fixed, no cowl flapHartzell BHC-J2YF-1BF, F7694-4Tx bladesAluminum69 in, 2 blades3.0 in nominal, 7.25 in crank to blade axis6.0 in14.0/ 17.25 in12V , ALX-9524 alternatorone tank in each wing w/Andair selector L/R/off100 LL66.875 galapproximately 1 gallon per sideCleveland discs, hydraulicall push-pull tubes except distal rudder (cable)Electrohydraulic pump5.00-5 (6 ply)/ 11-4.00 Cheng-Shen (8 P.R.)2one piece 1/4” thick canopy, fwd hinged18.25 in per seat41.75 in40.75 in40.5 in40 in26Lx 35W x 21H in50 lbbehind rear seatback32.5 inChandell, Lazy eight, Aileron rolls, Barrel rollsSplit-SPTT, electric trim, and A/P disconnect on stick, fwdcabin fresh air ball vents, heated pitot, gyro panel,circuit breaker panel, cabin heat, fuel selector, electricflaps, fixed cowl flap exit size, 12 battery, shearedwingtips, Flextone paint, flush wingtip nav antennae.ALWAYS CRUISE AT “VBC”This report introduces a new termthat the CAFE Foundation believes isvery useful for pilots in selecting theirc ross-country power settings. Theterm “V bC “ can be used much like theother “V’s” with which pilots arefamiliar, such as Vne and Vy.What V bC defines is the “velocity forbest CAFE” or best Co m p a r a t i v eAi rcraft Flight Eff i c i e n c y. This is thevelocity that was the quest of all theCAFE 400 air racers in the 1980’s. Itoccurs at the particular mixture settingthat delivers the best CAFE score for agiven RPM, altitude and throttle position.Each aircraft has a theoretical singleabsolute best power, mixture, RPM settingfor achieving V bC at a given altitude.This special power settingdepends on the drag curve of the aircraft,the torque and fuel economycharacteristics of its engine, the propellerefficiency, etc. More practical isto find the V b C that pertains to anRPM setting and altitude that seemreasonable to the pilot on a given mission.Those are what are depicted inthe several cruise performance graphsthat follow in this report.Finding V bC is not difficult if a pilotrecords the whole range of level cruiseairspeeds that occur as the mixture isleaned from rich settings to very leansettings. The CAFE score for eachsuch speed is simply determined bycalculating the velocity to the 1.3power and then multiplying it timesthe MPG that occurs at that velocity.Why the 1.3 power exponent?Consider 3 mathematical expre s s i o n s :V 1 /gph V 2 /gph and V 3 /gphTheir exponents for velocity are either1, 2 or 3 and this determines where onthe speed range of the aircraft thesee x p ressions optimize or reach theirpeak. V 1 /gph is the same as MPG andthis peaks at around V y , which is tooslow for cruise. Likewise, V 2 /gph is Vtimes MPG, which peaks at at Carsonspeed or 32% above Vy, still too slowfor cruise. V 3 /gph corresponds to theflat plate drag and peaks at maxp o w e r, too fast for cruise. V 1 . 3 t i m e sMPG turns out to be just right, peakingat cruise power settings of about55-65% power.
Page 1: AIRCRAFT PERFORMANCE REPORTSponsore
Page 4 and 5: The double taperedleading edge ands
Page 6 and 7: Darrel Harris, left, and C.J.Stephe
Page 11 and 12: Darrel Harris, left, and Bill Bourn
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Lancair Legacy - CAFE Foundation

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