LANCAIR

KIT ASSEMBLY MANUAL

FOR LANCAIR IV FAST BUILD KIT

-==-=--

Lancair Internntiunal Inc., Represented byNeicu Aviation inc., Copyright(i) 1998, Ifodmond, OH 97756
 Dear Future Lancair Flyer,

All of us with Lancair wish to welcome you to this unique area of aviation. The name
Lancair has become synonymous with industry leadership, in fact we've played a major
role in actually defining the kit aircraft industry that we've come to know today. But
above all, we thank you for choosing Lancair.

Building a kit aircraft is both educational and recreational and is without question, one of
today's most active areas of general aviation. If you arc new to this segment of aviation,
then you will be pleasantly surprised by the warm fraternity of friends you'll soon be
making since you are a part of perhaps the most unique flying community. Everyone who
flies enjoys a certain fellowship with other pilots but the pilots who build the planes they
fly realize a camaraderie that is impossible to adequately describe.

We introduced the concept of the "fast-build" kit over a decade ago and we've been
perfecting it ever since. Our goal is to continually find ways to make the building and
assembly process easier for you. By following this manual along with information from
recommended sources and our Builder's Technical Support Program, which is just a phone
call away, even the novice should finish their Lancairs without difficulty and enjoy years
and years of rewarding flight.

We also encourage you to join a local EAA (Experimental Aircraft Association) chapter.
Generally these EAA chapters offer exceptional assistance and are simply great social
organizations as well. EAA also works very hard to protect, on a world wide basis, the
freedoms of the flying environment that we've come to know.

So once again, thank you and welcome to our family.

~ki~~:~=:~::"\.,1,':~~:ID:__:"'IV~'.__ _ _ __J/i[:-~ ], C_h_a-"-p_te_r_l_INTR_c_IR_~-:-U_C_T_l~-~-1_2-_01_-_9S_ _+Aoo~

1__
Lanenlr lnternationnl lnc., Represented by Neico Aviation Inc., Copyright 1998, Rellmnnd, OR D775fi
CONTENTS
INTRODUCTION
A. RECOMMENDED BACKGROUND INFORMATION
B. MANUAL LAYOUT AND USE
C. SETTING UP YOUR SHOP
D. TERMS AND DEFINITIONS
E. STRUCTURAL ADHESIVE
F. AN- BOLT AND HARDWARE GUIDE
G. BASIC SHOP TOOLS
H. THE PREMOLDED PARTS
I. PROCEDURE
J. JOINT DESCRIPTION
K TRIMMING PROCEDURE
L. DRILLING ALIGNMENT HOLES
M. REMOVING THE PROTECTIVE COATING (PEELPLYJ
N. DRILLING
0. FASTENING PARTS TOGETHER
P. FIBERGLASS STRIP INSTALLATION
Q. CUTTING ON A BIAS
R. THE PLASTIC SANDWICH
S. TONGUE DEPRESSORS AND MICRO RADII
T. THOSE ANNOYING 2" WIDE BID TAPES
U. CARDBOARD TEMPLATES
V. BUILDING LIGHT
W. BUILDING STRAIGHT
X. CONTROL SYSTEMS
Y. HYDRAULIC SYSTEMS
Z. PAINTING

~ki~=~=~=Ali==~"'='=A==~==:._::IV:.._:______J/i[~-~:::rl-C_h_a_,_pt'--'e-=-r=-1IN__JTR_R_~v-~-U-CT_I_~-:-2-_01_-9_8_-H*l-I
Lnncnir Inlenmtional Inc., Rllpresented by Nuicu Avinlion Inc., Copyright tD l 9!)8, Redmond, OR 9775G
 INTRODUCTION

The purpose ofthis chapter is to familiarize the builder with the use of this manual,
the general philosophy behind its layout, the terms we use and their definitions,
and the construction materials and methods we will use throughout the manual.
You should also read the texts recommended in the preface to familiarize yourself
with the fine points of glassworking if you are a newcomer to fiberglass construc-
tion te~hniques. You may want to refer back to this section often as you build your
plane. There is a lot ofinfo here, and it would be difficult to absorb itin one reading,
so refer to it whenever you aren't familiar with a term, or if you are about to start
a step that you're not sure of. It may be explained here in more detail than it would
be at each and every spot in the manual that it is used, such as the terms "BID" and
"release", which will be found on nearly every page, but only explained in detail in
this chapter.

Lancair lnlernnlional Inc., Rnpre1m11ted by Neico Aviation Inc., Copyright ID 1998, lfodnwnd, OR H775!i
A. RECOMMENDED BACKGROUND INFORMATION

This manual provides detailed step-by-step instructions for assembling the

Lancair IV Kit. There are two different versions of the IV manual, one for the
fast build kit and one for the standard. Note that some chapters may be identical,
such as this one.

Hands on experience with fiberglass construction techniques and various hand

tools is assumed. Ifyou do not have that background know ledge, the study of other,
more basic texts will be necessary. Suggested references are given on the following
pages.

Although one person might build this kit alone, there will be times when an extra
pairofhands or eyes will be very helpful and will speed assembly. Besides, working
with a friend can be a great deal more fun. Ifyou do not already belong to the local
chapter of the Experimental Aircraft Association (EAA), you may want to join.
The EAA chapter nearest you will probably have members already building
aircraft who will be happy to help you. Contact the EAA at the following address
for the location of the nearest chapter:

EAA
Whittman Airfield
Oshkosh, WI 54903-3065
(414) 426-4876

WARNING
IF DURING CONSTRUCTION YOU HAVE ANY QUESTION OR DOUBT
ABOUT A CONSTRUCTION PROCEDURE, DO NOT CONTINUE UNTIL
YOU HAVE OBTAINED THE NECESSARY INFORMATION OR SKILL.
IF YOU ARE NOT KNOWLEDGEABLE IN FIBERGLASS OR OTHER
REQUIRED CONSTRUCTION TECHNIQUES OR TOOLS, OBTAIN THAT
KNOWLEDGE BEFORE STARTING CONSTRUCTION.

NO CHANGE TO THE AIRCRAFT DESIGN OR SPECIFIED CONSTRUC-

TION PROCEDURES IS PERMITTED. SUCH CHANGES MAY AD-
VERSELY EFFECT THE AIRCRAFT'S STRUCTURAL INTEGRITY OR
AIRWORTHINESS.

FAILURE TO FOLLOW THIS WARNING AND OTHERS FOUND

THROUGHOUT THIS MANUAL COULD RESULT IN COMPONENT
FAILURE AND LOSS OF AIRCRAFT CONTROL CAUSING SERIOUS
INJURY OR DEATH.

~la~~*~~.A:;;;;,,,,,~!ll"'~411..Jl:._:'.'.IV~._____Jr[~~~]i1--C_h_ap,_t_e_r_l_IN_T..LR_R~-~--U_C_T_I~-~-12_-_01_-9_8_---t-l*-t-I
Lancair lnternutionnl Inc., Represented by Neico Aviution Inc., Copyright([) 1998, Ifodmond, OR !17756
 COMPOSITE MATERIALS PRACTICE KIT: This kit contains various materials ~
with which to practice and develop your fiberglass construction technique. It also
contains a copy of Burt Rutan's Moldless Composite Sandwich Homebuilt
Aircraft Construction book described below. This kit is recommended for all
newcomers to fiberglass construction and is a good refresher for others.

MOLDLESS COMPOSITE SANDWICH HOMEBUILT AIRCRAFT CONSTRUC-

TION: by Burt Rutan. Though the hot wire shaping technique covered by this
book is not used on the Lancair, this book has a great deal of other excellent, basic
fiberglass construction information. Highly recommended.

BUILDING RUTAN COMPOSITES: This is a video tape by Burt Rutan. Although

it covers some techniques not used on the Lancair, it shows you how the experts
handle fiberglass construction. Highly recommended.

COMPOSITE CONSTRUCTIONFORHOMEBUILT AIRCRAFT: by Jack Lambie.

This book is an additional source of useful construction information and goes into
the theory of aircraft design as well. Jack's Chapter 9, Safety in Working With
Composite Construction, is particularly worth reading. This book would be a
useful addition to the above.

KITPLANE CONSTRUCTION: by Ron WenttaJa. This is a resourceful book with

information on metal, wood, and composites

The above publications, practice kit and video tape are available from:
Aircraft Spruce and Specialty Company
Box 424
Fullerton, CA 92632
Phone: 1-800-824-1930 or 1-714-870-7511
FAX: 1-714-7289
The following recommended books largely describe aspects of aircraft construction other
than working with fiberglass:

FIREWALL FORWARD: by Tony Bingelis is packed with vital info about engine
installation. You'll need this when you're getting ready to install the engine.

THE SPORTPLANE BUILDER: by Tony Bingelis has a lot of useful information on

aircraft construction in general such as electrical systems, instrumentation and
fuel systems. The chapter entitled :You and the FAA" gives important informa-
tion on the procedures that you will need to follow during construction in order to
get your homebuilt's airworthiness certificate.

These two books can be obtained from: EAA Aviation Foundation

Whittman Airfield
Oshkosh, WI 59403-3065
Phone: 1-414-426-4800
11c;--==~~~!l:_.;;;iwr~-..,_-A-l.-,;e---:::--:::IV=~----,I ~~-"] 1_ _::C::.h:::::aKpt.:.::e::.r..::l_IN_J_~_RE_~'-~-U-C_T_IO_AN_o1_2-_01_-_9s_ _1-i~C)('.+I
Lancnir lnt!!mutfonal Inc., HeprcacnU!d by N!!ico Aviation Inc., Copyright <D 1!)98, Ifodmund, OR !li756
B. MANUAL LAYOUT AND USE

PLEASE- READ THIS MANUAL. In this age of computers that are "user
friendly", cars that talk and tell you what their status is, and all ofthe other bubble-
packaged, predigested things on the market, many people have gotten out of the
habit of reading the manual. That philosophy will not work here. While there
really aren't any "complex" steps to building this aircraft, there are many that
must not be overlooked. So, please do read this manual.

For ease of understanding and use, this assembly manual is laid out in a logical
progression of aesembly steps. The first section explains the technique used to
prepare and join mating parts. This technique is used throughout the kit
assembly process, and is shown in detail.

Following that, actual assembly instructions begin with the horizontal stabilizer.
Directions are provided for preparing the necessary fixtures for alignment,
installing the spars, ribs, etc.

Assembly instructions for the remaining parts are given in a sequence that either
makes for convenient construction or is necessary due to the kit design.

A. Chapter Arrangement

Each chapter is arranged in a similar sequence:

a. Introduction: This describes, in a brief overview, the work that will be
performed throughout that chapter.

b. Special items

c. Three lists comprise this section, and they consist of:

1. Parts: providing a complete list of all parts or components within the
chapter as well as diagrammatic exploded views of the components.

2. Tools and Supplies: this list will consist of the tools and supplies required
for assembly of components in that particular chapter.

3. Construction: this section is typically divided into specific areas of

assembly, and each division is defined by an alphabetical prefix: a, b, etc.

~la~"==*=~==A==~,,,,.~==4==~=~=-"'--=IV::__::______J/I~~~:-:]J1 c_h_a~p_t_er_1_INTR~-R-~-:-u_c_T__~_~_1_2-_0_1-_9_s
__
1 __ ~+1
Lancn.ir Intemational lne., Represented by Neica Avintlon Inc., Copyright 1998, Redmond, OR 97756
 REVISIONS

From time to time, revisions to this assembly manual may be deemed necessary.
When such revisions are made, you should immediately replace all outdated
pages with the revised pages. Discard the outdated pages. Note that on the lower
right corner of each page is a "revision date". Initial printings will have the
number "O" printed and the printing date. All subsequent revisions will have the
revision number followed by the date of that revision. When such revisions are
made, a "table of revisions" page will also be issued on a "per chapter" basis. This
page (or pages) should be inserted in front of the opening page of each chapter that
is affected. A new "table of revisions" page will accompany any revision made to
a chapter.

Each chapter should be read through entirely and understood before beginning
the work it describes. The equipment and supplies called for in each chapter
should be on hand and ready for use.

In order to make it a little easier, since most of these aircraft are built in spare time
(and no one has as much as they would like), we have put a column on the right of
each page for "checking for" of procedures completed so that you can more easily
see where you left off. Since you may want to work in more than one thing at a time,
such as working on the horizontal stabilizer while the resin sets up on the wing,
using these boxes will help to prevent you from overlooking any steps while
moving about "out-of-sequence" in the manual (which, by the way, is not a
problem, as long as you read it through once first to make sure you don't seal up
an area before it is really finished, or glass over where something else still needs
to be mounted, etc.).

~b~~:':*:::~=:::A:::J;:::~::::::A=:::~:::~:::_@_JV:::__:______J/:[~~:~J1---c-h_a_,,p"'t"'er=-1=-IN-TR_L_R_~_:_u_c_TI_~-~-1_2-_0_1-_9_s_-1--f*+I
Lancair Inlernnlional lnc., Ifoprei:mnted by Neico Avinliim Inc., Copyrir,;hLID 1H98, Redmond, OR H7755
C. SETTING UP YOUR SHOP

Your work area should be well lit, clean and uncluttered, and have at least one
large table to cut on and work with the fiberglass. Since parts will be placed on the
floor occasionally, oil, grease and dirt must be removed from the floor to prevent
contamination of the parts.

Ifworkis to be done when the outside temperature is less than 70F, a heat source
may be necessary. Working with adhesive or fiberglass resin at temperatures
lower than 70Fis difficult and cure times are longer. After turning off the heater,
allow time for the materials to come up to room temperature before using.

The following drawings will help you determine the size of the working area
required for various stages of construction.

The wings can be assembled one at a time or both at once. Ifyou have enough space
to assemble both wings at one time, you may want to do so since it is a bit more
convenient, however it is not necessary.

L':la~::::=*=~==..a==~='='i'#'l!l=~=~=la==---=IV:_:::______J/r~~:-Jir--C_h_ap.te.:..:r _ _l_R_~v-~_U_C_T_I_~-~-12_-_01_-_98__-++*+1
. . .....1. . .INTR
Lnnc:.air International Inc., Repreaenl<!d by Neico Aviation Inc., Copyright 1998, Rc;dmond, OR 97756
 Area Drawing
Fig. l:C:l.

1-<111-------------- 30'-3"--------------i~

( ~ T
7"-8"

25"
1

Luncair Intemnlional Inc., Represented by Neko Aviutinn Inc., CllpyrightlD 1998, Redmond, OR 9775(-;
NOTE: Once the wing is in position on the fuselage, you will need at least 45" clearance
beyond the wing tip to remove it. Unless your doorway is large enough to allow
removal of the plane with the wing(s) on, make sure you have that clearance. You
do not want to have to cut a hole in the wall to get your plane out.

Wing Removal Area Required

Fig. l:C:2.

Cutting Tables

One of the focal points of any composite shop is the fiberglass cutting table. Those
of us who previously built composite planes without a cutting table can't believe
we were so naive. If you have the room, build a cutting table in your shop!

The cutting table should have the fiberglass roll mounted at one end so you can
unwind the cloth onto the table. You should be able to unroll at least four feet of
cloth onto the cutting surface. A PVC pipe, or any pipe, can be used as a roller for
the cloth roll. Mount the pipe through two plywood supports nailed to the sides of
your table.

~ki~==~==fj====.e=v=~=====.8=1.="'J!l~:__.:IV:::__:______Jl[~-~~~]i--=c. h_a-"p:..::t-=cer=-1=---IN-l.T-;-~-~-
. U_C_TI_~_N_o1_2-_0_1-_9_s_ _ H-)(+I

Lancair Jnternntional Inc., Represented by Neico Aviation lnc., Copyright@ 1998, Redmnnd, OR 9775G
 The cutting surface should be a hard plastic, such as 1/8" thick, high density
polyethylene (HDPE). Some home supply stores have similar sheets of this
material called "Tileboards" for use as shower liners. Check plastic supply stores
also. When the plastic surface gets well used and you don't get clean cuts anymore,
simply flip the plastic sheet over and use the other side, provided it still fits the
table.

When the cutting table is not in use, it's a good idea to at least cover the fiberglass
roll with plastic to keep the dirt from settling on it.

* Fiberglass cutting table

No self respecting builder would be without one of these.

Fiberglass Cutting Table

Fig. l:C:3.

Fiberglass
Roll

PVC pipe
to support
fiberglass

1/8" thick high

density polyethylene
cutting surface
~7
\ ..
---::~::f:~

54''

~lo~~=*=:"fl:..a=":'=~~=:A'=="~=-a~_:'.'.IV'.:__''._______Jl:I~:~~-J1-...:;C...:;h:..ca:cp:.:te=r:....l=---IN-TR_J_R_~v-~_U_C_TI_~-~-/-2-_0_l-_9S_ _-l-+-l-I
Lancair International Inc., Reprcsent.ed by Ncico Aviation Inc., Copyright(!) 1998, Redmond, OR 97756
 This setup for a layup table comes in quite handy when it comes time to start your
wet layups. Construct the table about 3' X 8' and mount the exhaust hood low over
the table surface. Use the same hard plastic as you installed on the cutting table.

Layup Table
Fig. l:C:4.

Flapper Valve--"
Vent
Flexible Hose

Lnncair lnlenmtional lne., Represented by Neicu Aviation Ine., Cupyright<D l\1!18, Redmond, OR !J775G
D. TERMS AND DEFINITIONS

Aft Back side or measured back.

BID tape A strip of BID cloth cut on the bias, usually 2-4 inches wide.

Bidirectional glass cloth Bidirectional glass cloth (BID) means that 50% of its
fibers are running in one direction, and 50% of the fibers are running perpendicu-
lar (90) to the other fibers.

Cutting on the bias Cutting BID cloth on the bias is to cut in such a way as to leave
the fibers on a45 angle to the edge. See drawing. You can wrap a smaller radius
corner when the fibers are running on a 45 angle to the corner.

Chord The length of the airfoil; from the leading edge to the trailing edge of the
wmg.

Cotton Flox Finely chopped cotton fibers which are in appearance nearly as fine
as micro balloons. The big difference is that flox is structurally stronger than
micro when combined with epoxy. USE: Mixed similarly to micro and used for
strengthening glass to glass areas where BID tapes can't be used. Can fill small
gaps where pure epoxy might run out and leave a void, also large amounts of pure
epoxy is heavier and too brittle. Flox is heavier than micro. Should be used
sparingly- can add a lot of weight if used without discretion.

Lancair Intcnmtionul Jne., lfoprcmmtcd by Neico Avinthm Inc., Copyright (i) l!HlB, Ifodmnnd, OR \J775G
 Ctr Center.

BL Baseline. This line is used to measure distances outward from the centerline of the
fuselage. Thus, the baseline is the actual center line.

WL Water line. This is an imaginary line used to measure vertical distances on the
airplane. On the Lancair IV, water line 100 (WL 100) is established at the top of
the longeron with the longeron level. Thus WL 90 would be 10" below the top of
the longeron, WL 102 would be 2" above the top of the longeron.

FS Fuselage Station. This imaginary line is used to measure distance forward or aft
on the fuselage. FS-0 is established at the forward face of the prop flange. Thus
FS-28 is 28" aft of the forward face of the prop flange.

BLO

BL Measurements

FSO BL & WL Measurement Drawing

,.
I

L'.'ki~~=*=~==.A==~""~~A==~=ll!'.lP=:..._IV:::._...:_______JII1-~i]1--c_h_a_.p'-"t-'-er'-l"-IN-TR-'--R-~-~-U-C_T_I~-~-;_2-_0_1-_9_8_---1K7(+1
Lancair lnlernational lnc., Repre.sl!ntetl hy Noiw Aviution Inc., Copyright l!J98, Rctlmund, OR 97751:i
Dihedral Looking at the front of the aircraft, most non-swept wings form a positive
angle to the horizontal. That angle is called dihedral. The Lancair N has 3 of
dihedral, meaning that the wings are slanted upward at a 3 angle from the
horizontal. Dihedral improves roll stability on non-swept wing aircraft.

- --c::
-n - ;::IP

FSLG Fuselage.

Ftg Fitting.

Fwd Forward.

Inbd Inboard.

Longeron A lengthwise structural member of the fuselage. Some planes have top and
bottom longerons. The Lancair N has only 2/3-length top longerons.

Micro Microballoons. These are very small thin-walled air-filled glass bubbles.
Being extremely light for their volume, they can be added to resin to produce a
very lightweight filler material that is easy to shape and sand. They do not add
strength to the mixture however, and should be used where "cosmetics" is the
consideration, not strength.

Outbd Outboard.

Shearweb Typically the part of the wing spar that runs vertically.

Spar cap The top and bottom members of a spar, held in proper relation by the shear
web.

- - - - - - S P A R CAP
~~~

14111E------ SPAR WEB

(We use C-Sectlon spars
for the main sparl

Typ Simply means "typical" when seen on a drawing.

~b'!'!!!_';::?'::~:A:v'::~~=,,;[f~'::~:__::IV'.:___''.__ _ _ __J/i[~~~~]'--C-h_a~p_te_r_l_IN_TR~R-~V-~-U-C_TI_~-~-/~_9-_0_l-_98_ _
-++*-H

L1mc;1ir Intnrnational lnc., Rllprnmmted by Neico Aviation Inc., Copyright<D l!l98, R~dmond, OR 97756
E. STRUCTURAL ADHESIVE

DURING AIRCRAFT ASSEMBLY TWO TYPES OF EPOXY ARE USED: A

STRUCTURAL PASTE ADHESIVE AND A LAMINATING RESIN.

THE LAMINATING RESIN IS USED TO MAKE FIBERGLASS LAYUPS AND IS

ALSO MIXED WITH FLOX OR MICRO.

THESTRUCTURALPASTEADHESIVEISUSEDTOSTRUCTURALLYBOND
MOLDED PARTS TOGETHER.

THESE EPOXIES ARE NOT INTERCHANGEABLE. FOLLOW THE INSTRUC-

TIONS CONCERNING WHICH SYSTEM TO USE.

NOTE: Although Hysol 9339 Structural Adhesive and a laminating resin from
J effco are illustrated, other structural adhesives may be used instead of this type
if deemed appropriate. Mixing ratios will also differ.

BE SURE TO CHECK FOR PROPER MIXING

RATIOS OF STRUCTURAL ADHESIVES AND
LAMINATING RESINS SUPPLIED. FAILURE
TOPROPERLYMIXSTRUCTURALADHESIVES
OR LAMINATING RESINS COULD RESULT IN
BOND FAILURE.
HYSOL 9339 ADHESIVE
Mix: 44.5 parts 9339A(bluc) .IEFFCO :'l10:?/l:l07LV
to 100 parts 9339B(White) Mix: !!Ii 1111rts a102
to 100 tmrts 1307LV

SAMPLE ILLUSTRATIONS, OTHER SYSTEMS MAY BE SUPPLIED AS STAN-

DARD WITH YOUR AIRFRAME KIT. SEE ABOVE WARNING.

NOTE: Most epoxies have a manufacturer's recommended shelflife of typically

one year. In some cases this is quite conservative. However, the manufactwers
recommendations should obviously be followed.
VCA/A IV i[~~;" 11~-Ch_a_p-te_r_l_IN~TR-R~-,:-U_C_T_I_~-:-2.-01-.9-s--+----.,;

Lancair Internalional Jue., Reprnsentcd by Nelco Aviution Inc., Copyright 1998, R<!dumnd, OR !l7751i
F. AN- BOLT AND HARDWARE GUIDE
This guide to AN hardware can be helpfu1 if you are not familiar with the code
~
number system.

Ui!lllll
AN 3 thru AN 20 BOLT HEX HD, AIRCRAFT

AN21 thruAN36BOLT CLEVIS

AN 42 thru AN 49 BOLT EYE

AN 73 thru AN 81 BOLT DR HD (engine)
AN 100 THIMBLE CABLE ~
AN 115 SHACKLE CABLE "
AN 116 SHACKLE SCREW PIN Cl:
AN 155 BARREL TURNBUCKLE u...11_ _ , _
o I I

AN161FORK-TURNBUCKLE ~
AN 162 FORK TURNBUCKLE (for Bearing) i(g 5 I jfjM

AN 165 EYE TURNBUCKLE (for pin) @=-

AN 170 EYE TURNBUCKLE (for cable) @==-
AN 173 thru AN 186 BOLT, CLOSE TOL. ~ fOM

AN 210 thru AN 221 PULLEY. CONTROL

AN 253 PIN HINGE

AN 254 SCREW THUMB, NECKED
AN 255 SCREW NECKED

AN 256 NUT SELF LOCK (Rt. Angle Plate)

. I

AN257HINGE-CONTINUOUS

AN 276 JOINT BALL & SOCKET

AN 280 KEY WOODRUFF

AN 295 CUP OIL

AN 310 NUT CASTLE <Air Frame)

AN 315 NUT PLAIN (Air Frame) ~

AN 316 NUT - CHECK
AN 320 NUT CASTLE, SHEAR @J

~b~::*~~::v~1~~.a~1.R~-=W~:____/i[~~~~:]
I REV.
...
Lrmcair International !nc., Rllprcmmtcd by Neico Aviation Inc., Copyrigl1t Jflfl8, Redmnnd, QR 9775h
Chapter I A0/2-01-98
INTRODUCTION
'id
tr'\
AN hardware guide (continued)
~

AN 335 NUT PL. HEX (NC) SemiFin) ~

AN 340 NUT HEX, MACH. SCREW (NC)
AN 341 NUT HEX, BRASS <Elec.) l\!!ill
AN 345 NUT - HEX, MACH. SCREW (NF) @:!

AN 350 NUT WING ~

AN 355 NUT SLO'ITED (Engine) @I
USAF 356 NUT PAL @

AN 360 NUT PLAIN (Engine)

AN 362 NUT PLATE, SELF-LOCK. (Hi-Temp.) ~ -
AN 363 NUT HEX, SELF-LOCK. (Hi-Temp.) @
AN 364 NUT HEX. SELF-LOCK. (Thin) @

AN 365 NUT HEX, SELF-LOCK ~

AN 366 NUT PLATE, SELF-LOCK ~.
AN 373 NUT PLATE, SELF-LOCK. (100 CTSK) 6 .
AN 380 PIN COTTER
AN 381 PIN COTTER, STAINLESS

AN 385 PIN TAPERED, PLAIN

AN 386 PIN THREADED TAPER
AN 392 thru AN 406 PIN CLEVIS
AN 415 PIN LOCK
=
-
AN 416 PIN RETAINING, SAFETY

AN 426 RIVET 100 FL. HD., ALUM.

AN 427 RIVET - 100 FL. HD., Steel, Monel, Copper I=>
AN 430 RIVET RD. HD., ALUM. CJ:=
AN 435 RIVET RD. HD., Steel, Monel, Copper a=
AN 442 RIVET FL. HD., ALUM. lJ=l
AN 450 RIVET TUBULAR l:J

AN 470 RIVET UNIVERSAL HD., ALUM. ::::::!

~la~;,,,;;;?~G.a:;;;;:V~~~,/l~""~R~_:IV~:____l l 1~ ~ .: 1
1 Chapterl I REV. A0/2-01-98 v
INTRODUCTION II\
Lancair Internalionnl Inc., Reprmmnt.ed byNeico Aviation Inc., Copyright@ 1998, Redmond, OR 917v6 - -.
 AN hardware guide (continued)

AN 481.CLEVIS - ROD END E'e5! I

AN 486 CLEVIS - ROD END ADJ. lli: I D

AN 490 ROD END THREADED

AN 500 SCREW FILL. HD. (NC)

AN 501 SCREW - FILL. HD. (NF)

AN 502 SCREW - DR. FILL. HD. (Alloy StL) (NF)
AN 503 SCREW - DR. FILL. HD. (Alloy Stl.) (NC)
AN 504 SCREW - RD. HD. SELF TAP.
AN 505 SCREW - FLAT HD., 82 (NC)
AN 506 SCREW - FLAT HD., 82 SELF TAP.
AN 507 SCREW - FLAT HD., 100 (NF & NC)
AN 508 SCREW - RD. HD. BRASS (Elec.)
AN 509 SCREW - FL HD. 100 (Structural)CALLOY STEELJ
AN 510 SCREW - FLAT HD. 82 (NF) ~iFii 9
AN 515 SCREW RD. HD. (NC)
AN 520 SCREW - RD. HD. (NF) 8+*@%44
AN 525 SCREW - WASHER HD. (Alloy StL)
AN 526 SCREW - TRUSS HD. (NF & NC)
AN 530 SCREW RD. HD., SHEET METAL
AN 531 SCREW FL. HD. 82 SHEET METAL (Type B)
AN 535 SCREW RD. HD. DRIVE (Type "U")
AN 545 SCREW WOOD, RD. HD. e- iii

AN 550 SCREW WOOD, FLAT HD.

AN 565 SCREW HDLESS., SET
AN 663 TERMINAL - CABLE, DBLE. SHK. BALL <FOR SWAGING> QP
AN 664 TERMINAL- CABLE, SGLE. SHK. BALL CFORSWAGINGl Q)
AN 665 TERMINAL - CABLE, THDED. CLEVIS Ii@~

~~~~"'\.~"'~~~A~~~:O~_:IV~~---_j;[~~=~~]l-C_h_a~p_te_r_I_IN_TR~R-~-:-U_C_T_I-~N_o12_-_01_-9_s_-H*+i
Lnncnir Internntionnl lnc., Rnpresented by Neico Aviation Inc., Copyright([) IH!l8, Redmond, OR 97756
 AN hardware guide (continued)

AN 666 TERMINAL CABLE, THDED (for swaging)

AN 667 TERMINAL CABLE, FORK END (for swaging) )J

AN 668 TERMINAL CABLE, EYE END (for swaging) f[;, fJ

AN 669 TERMINAL CABLE, TURNBUCKLE (for swaging)

AN 737 CLAMP HOSE

II

~
Ci
-
AN 741 CLAMP TUBE 0
AN 742 CLAMP - PLAIN, SUPPORT ~
AN 900 GASKET COP. ASBESTOS, ANGULAR
AN901GASKET-METALTUBE

AN 931 GROMMET ELASTIC ~
AN 935 WASHER- LOCK, SPRING '
AN 936 WASHER - LOCK TOOTH (Ext. & Int) @fS}j

AN 960 WASHER FLAT, AIRCRAFI' @

AN 961 WASHER FLAT, BRASS (Elec.) @

AN 970 WASHER FLAT, LARGE AREA ~

AN 975 WASHER TAPER PIN @J

AN 986 RING LOCK

0

~ki~~f~~':=~~Al~~~~~~~,:_IV~'.:__ _ __JJr~:;:~-:]1
... Chapter I IN~~:UCTI~:2-0l-98
Lune.air lnlomnlionnl Inc., Rcpreacmled by Neico Aviation Inc., Copyright 1998, Redmond, OR g775i;
 AN hardware guide (continued)

AN804 AN824 HOSE

ELBOW,
TEE, Pipe Thread
Flared Tube 900

AN807 AN82~5
F~ube HOSE
ELBOW,
.... with Pipe
~ADAPTER . ' . ad.onside Pipe Thread
~Hose to Universal (MS20825) 45

ANS2~6 Tu~~th
AN814 PLUG
"''I.. .,. AND NIPPLE,
(~
BLEEDER, Pipe Thread Pipe Thread
Screw Thread on Run
(MS20826)

ANS27 AN912
UNION,
Flared tube
CROSS,
Jared Tube
VJ BUSHING,
Pipe
Thread Reducer

AN832 UNION, AN913

Flared Tube,
NIPPLE, PLUG,
Bulkhead
FlaredTube Square Head,
and
end pipe thread Pipe Thread
Universal
<MS20913)

,AN81S
NUT,
Coupling
AN833 ELBOW,
Flared
Tube,
Bulkhead and
fjl:'I_
AN914 IC,
ELBOW
Internal
and E:rternal
Univeraal, 90 Pipe Thread, 90

AN819 AN834 TEE, AN915

(MS20819) Flared, Tube, ELBOW,

s SLEEVE,
Coupling
Bulkhead and
Universal
tern.al and
External
ipe Thread, 45

AN837 AN919

Universal,, 45
~REDUCER,
External Thread

AN924
ELBOW,
Flared Tube and
Pipe Thread, 90
AN83Sr
ELBOW
Hose to
Universal, 90
f1 NUT,
Flared Tube,
Bulkhead and
Universal Fitting
<MS20822)
AN929
ELBOW,
Flared Tube and
ANS40

~SE NIPPLE,
G CAP,
Flared Tube
Pipe Thread. 45 Fitting
Pipe Threaded
(MS20823)

~ki~'.::=*=~=:=:4=:w=:~=:~=Af=~=:~=:.._N=-_:_______J/i[~~~;::i:i-_C:...h_a_.p~t_er_l_INTR__._R_~-~-U_C_T_10_A_:_2_-0_1_-9_s_ _ +BH-1

Lancn.ir Jnternntionnl Inc., Represented hy Neico Aviation Jnr., Copyright(!) 1998, Redmond, OR !l775fi
 Torque Chart
Fig. l:F:l.

DOLTS lJOI,TS DOLTS

Steel Tension Steel Tenstan Alumlnunt

AN 3 thru AN 20 MB 20004 thrn MS 20024 AN aDD thrn AN 20DD

AN 42 thru AN 49 N AS 14-4 thrn N AS 158 . AN 173DD thru AN 186DD
AN 73 thru AN 81 N AS 333 thru N AS 340 AN 509DD
AN 173 t.hrn AN 186 NAS 583 thru NAB 590 AN 525D
MS 20033 thm MS 20046 NAS 624 thru NAS 644 ~IS 27039D
MS 20073 N AS 1303 thru N AS 1320 MS 24604DD
MS 20074 NAS 172
AN 509 NK9 NAS 174
MS 24694 NAS 517
AN 525 NK525 Ste.al shear bolt
MS 27030
I NAH 46'
NUTS NUTS NUTS

51.nol Tcm.slon Slet!l Shcnr Btf'tl Tension Steel Shear Aluminum Ten.slon Aluminum Shear

AN 310 AN 320 AN 310 AN 320 AN 365D AN 320D

AN 315 AN 364 AN 31G AN 364 AN 310D AN 364D
AN 363 NAB 1022 AN 363 NAS 1022 NAS 1021D NAS 1022D
AN 365 MS 17826 AN 365 MS 17826
NAS 1021 MS 20364 MS 17825 MS 20364
MS 17825 MS 20365
MS 21045 MS 21045
MS 20365 NAS 1021
MS 20500 NAS 679
NAB 679 NAS 1291

FINE THREAD SERIES

Torqu11 Llmlta
Nut-bolt Tor?:.~1 ~8~lta To"f~~l~~ta Tor?:.~1,~lt.a Tor?:~,~~~lts ln.lbn. Tor?:.~ita~lt.a

"" ......
Min.
"'"' Min.
"""' Min. Mu. Min. Min.
"'"' Min. Mu.

8 -36
10 -32
12
20
15
25
7
12 15
D -------- --------
25 30
--------
15
--------
20
5
10
10
15
3
5
6
10
Y.-28 50 70 30 40 80 100 50 60 30 45 15 30
%1-24 100 l~O 60 85 120 145 70 DO 40 65 25 40
H-24
J{r20
160
450
190
590
95
270
110
300
200
520
250
630
120
300
150
400
I 75
180
110
280
45
llO
70
170
H -20 480 690 290 419 770 950 450 550 280 410 160 260
J{r18 800 1, 000 480 600 1, 100 1, 300 650 800 380 580 230 360
,, _18 1, 100 1, 300 660 780 1, 250 1, 550 750 950 550 670 270 420
2,500 1,300 1, 500 2,650 3, 200 1, 600 1, 900 950 1, 250 560 880
~ -16 2,300
1,500 3, 550 4, 350 2, 100 2, 600 I, 250 1, 900 750 1, 200
J\-14 2, 500 3,000 1, 890.
1 -14 3,700 4,500 21 200 3, 300 4, 500 5,500 2, 700 3,300 1, 600 2,400 950 1, 500
l)l -12 5. 000 7,000 3,.000 4, 200 6,000 7, 300 3,600 4,400 2, 100 3, 200 1, 250 2, 000
lY. -12 o, 000 11,000 5,400 6,600 11, 000 13,400 6, 600 8,000 3, 900 5,600 2,300 3, 650

Note: All bolts should be torqued according to the above chart

unless otherwise specified.

~la~~==*'=fA=''=..a='="t.i~:::~:::A:=:~=:~""'o__:::_IV::_::______Jlr~~~~-1:1--c_h_a_,p~t_e1__1_IN__,TR_R_~-:-U_C_T_IO_A_:_2_-0_1_-9_S_ _ H-ll-H

Lancair Internutional lnc., Represl!nted by Neico Avintion Inc., Copyright (f) 1998, Hedmond, OR !l7756
G. BASIC SHOP TOOLS

The tools listed are not mandatory for your shop, but we have found them
extremely useful in ours. The tools we feel are most important are marked with an
asterisk(*).

You probably won't be familiar with some of the tools listed, but the purpose and
description of these items will be explained.

Saber saw (jig saw)*

Very handy for cutting out large or complex shapes from pre-preg material. You
can use a manual saw, but it won't be fun. Or a very pretty sight. Either way, be
sure you get sharp blades, and change them often. Dull blades will chew up the
edges and make for more sanding/smoothing work later. We use carbide tipped
blades exclusively for composite cutting. They work great.

Hand drill or drill motor*

Most of the material you would have to drill on a glass kit is fairly soft and thin, and
should require no more than a small drill motor with at least a 3/8" chuck. If you
don't already have one, go buy one with a variable speed (variable, not two speed),
and get one with a 1/2" chuck. The extra couple of bucks they cost will be worth it
in the long run, and some of the stuff you need to drill, like plastic parts, must be
drilled at a very slow speed that is below the range of all single and most two speed
drills.
Drill Motor
Fig. l:G:l.

Drill press
Here's a tool that most people don't have, but no one that's ever had one will be
without again. For precision drilling it is a must. For instance it can be used in
drilling out broken bolts, and with a fly-cutting tip it can cut holes large enough
to amaze your neighbors. I wouldn't run right out and buy one just for building
the plane, but I would make friends with that guy down the street that has one
gathering dust in his garage.

L1111cair lnternnlionul Inc., Reprnsented by Neico Aviation Inc., Copyright 0 1998, Redmond, OR 97756
Drill bits (Numbered AND Fractional)
It takes a lot of cheap drill bits to make a lousy hole that one good bit could have
made quickly and perfectly. Ifyou have a vault to keep them safe in, bite the bullet
and buy a good set ofnumbered drill bits. Ifcared for, they will last longer and give
you better service than your foreign made car. Unfortunately, a good set will seem
to cost about as much as that car.

Rotary sander (rotary or orbital type)*

This I would go out and buy for building a kit-plane, unless you want arms like
Arnold Schwarzenegger. It will definitely make sanding and smoothing the rough
edges a lot easier, and a good orbital can be had with a trapper bag to keep a lot of
the "stuff' out of the air. And your clothes. And your nose. And everywhere. We
don't use one with a bag here, which is why sometimes even in July it looks like it
just snowed in the shop.

Die grinder (angle grinder)

If you have one, bravo. This is a powerful tool that can custom fit your ribs and
bulkheads quickly. Be very careful though, ifthe high speed grinder surface gets
away from you, it can quickly customize everything in the general vicinity. While
not a necessity, if you have a used tools store in the area, it would give you an
excuse to browse around.

2 & 4 ft. Carpenter's levels

If you want a plane to fly straight, you should build it straight. These are
indispensable in a good shop. Get the good aluminum ones (you'll be holding them
up, down and at various angles in between for hours at a time), make sure they
start out life in your shop with straight edges, and round the sharp ends a bit so
you won't gouge any holes into precious prepared surfaces. All you might find is
just a few, little, easily filled dents.

Carpenter's Level
Fig. l:G:2.

Lancair Intematiannl lnc., Repre11enl.lld byNeico Aviation Inc., Copyright ID 1998, Redmond, OR 9775!i
Carpenter's square
Buy this when you get the carpenter's levels, and for the same reason. Don't round
these ends, just be careful.

Carpenter's Square (Framing Square)

Fig. l:G:3.

Carpenter's square

Clamps (Vise grip clamps, spring clamps, and "C" clamps)

Here's a brief description of the clamps you will need.

A couple of the vise grip clamps for really forcing things together (never-stress
again, never use these on any fiberglass, prepreg or carbon composite parts. They
grip with enough force to do great damage to the parts, which may not be visible
to the naked eye.)

Spring clamps- get a bunch of these when you wander through the used tool store.
Three or four large ones like Arnold uses for strengthening his grip, and about a
dozen that you can work with one hand while you try to hold the six other parts in
exact proper position.

"C" clamps. These should be in the bin next to the spring clamps in the used tool
store. Ifthere is an assortment, get three or four of each. Again, use caution when
applying these to any glass parts. Tighten slowly, and only until just snug. If you
hear any cracking and popping when putting these on, remember who has to fly
in what you have just damaged.

Clamps, Assorted
Fig. l:G:4.

===O=

~
~b~-:::=:?=:Jl:'"::A:"=:~~=:A~~=ID~_W::::__:______Jll~-~~]--C_h_a~p_t_er_l_IN~TR-R_~-:-U_C_T_I~-~-1_2-_0_1-_9_s_ _ H-*-H

Lanc.1.ir lnternntional Inc., Representlld by Neico Avintion Inc., Cnpyright ID 1998, R~dmond, OR 97756
 Now that you have clamped the parts together and drilled the holes, the instruc-
tion book tells you that you need to insert pop rivets. The best thing to do this with
is a pop rivet tool. The second best thing to do this with doesn't work. Get the pop
rivet tool. It should come with three extra tips for use with all four common sizes
of pop rivets, 3/32", 1/8", 5/32", and 3/16". Three cheap ones will get you through
most any project, but a good one will last a lifetime. Get the good one. Besides, it's
cheap if you buy it at that used tool store you've been spending so much time in
lately.

SPECIALIZED TOOLS

We call them specialized shop tools because it makes it a little easier to swallow the
higher price tags on these items. Again, the tools listed are not mandatory for your
shop, but we have found them extremely useful in ours. The tools we feel are most
important are marked with an asterisk(*).

Air die grinder tool*

The one we have shown here has a saw blade installed, but they come with a
fantastic array of special bits (there's that special word again). We can't imagine
building a composite aircraft without a die grinder tool. You'll use this tool more
than any other in your growing collection.

Die Grinder
Fig. l:G:5.

cutting line

Saw blade~

Note: If you don't have an aircompressor consider getting

a Dremmel tool. The Dremmel \vorks similarly to the
air die grinder but it is not as po\verful.

~ki~';:,,,,,?'::~::':=4="=~'~::'=,11::=~'::~~_::1V::_::______J/,[~-~~-] 1 C_h_a=p_te_r_I_lN_TR~R-~v-~_U_C_T_I_~-~-;2_-_0_1-_9s_ _
__ -rt-rn-i

Lam:air J11tern11lional Inc., Repremmled by Neicu Aviation Inc., Copyright HJ!JB, Redmond, OR 97756
Tungsten carbide bits for Dremel tool*
During construction of the prototype Lancair we were in need of a Dremel bit that
could easily cut prepreg. The prepreg is very easy to work with, but it eats power
tool blades/bits for breakfast. Dremel's tungsten carbide cutters come in various
shapes and sizes and are the best bet. Some Dremel part numbers to look for are
9931through9936. We now use these bits almost exclusively because they really
cut. As long as you don't use them on aluminum or Kevlarn1, which tend to gum
them up, the carbide bits last a long time. They're expensive, though. We paid
abov'- $12.00 for a single bit, but they're worth it in the long run. For availability
check hobby stores, hardware stores, Sears, as well as the Lancair Kit Components
Catalog. They also offer a wide range of cutting, grinding, buffing, polishing, etc.
bits for use with the Dremel. If they have them at that used tool store, get one of
each. You may never use them all, but they'll sure impress your neighbors.
Especially if you make one of these snappy little holders to display them in. You
can make it out of a piece of 2x4, drilling holes as you add bits to your collection.

Tungsten Carbide Bits and Snappy Little Holder

Fig. l:G:6.

Luu:nir Intemutionnl Inc., Rupresented by Neico Aviation Inc., Copyright ID I!J!JB, Redmond, OR 97756
Epoxy pump (Sticky Stuff dispenser)*
The Sticky Stuff dispenser will pay for itself in saved epoxy. With every pump of
the handle, you receive the proper amount of resin and hardener, no weighing, no
measuring. With practice you'll know the proper number of pumps needed for the
size oflamination you are doing. We offer this item in our catalog, and highly
recommend its use.

Many builders are using a light bulb heated box over their epoxy pumps to keep
the epoxy warm and thin. This is fine, we do the same, but if you're not going to
use the pump for a week or so, turn the light bulb off in the box. Otherwise the
volatiles in the epoxy can evaporate out and cause faulty curing or no curing at all.
If you are a dedicated builder, using the pump every night (I've heard there are
such people) you needn't worry about evaporation and can leave the heat on. Use
no higher than a 25 watt bulb in your pump box.

Epoxy Pump
Fig. l:G:7.

Lancair !nternnlionnl Inc., lfopru~ented by Neicu Avintion Inc., Copyright 0 l!l!J8, Redmond, OR 97756
Roller blade for cutting fiberglass*
Don't even think of using scissors to cut the fiberglass you've just unrolled on your
new cutting table. That's like using a 1/2" brush to paint the Golden Gate Bridge.
Use a roller blade (looks like a pizza cutter, but it ain't) and you'll cut the time you
spend cutting cloth in half (at least!). These roller blades are available through
Aircraft Spruce, Lancair, or your local fabric store. They sell under the names of
roller blades, rotary cutters, and fabric cutters, but all models closely resemble
each other. Pick up a couple of extra blades when you buy it and save yourself a
trip later. We suggest getting the aluminum rotary cutter for fiberglass work as
it tends to last much longer.

Roller Blade
Fig. l:G:S.

rotary cutter
Plastic rotary
cutter

Here at Lancair, our pet name for the roller blade was "Pizza cutter". As word
spread to our builders of this handy tool, sure enough, we started getting com-
plaints that these vaunted "Pizza cutters" didn't cut fiberglass worth a s@*t. Yes,
they were using true pizza cutters, not actual blades. Sorry for the mix-up, guys,
and abondanza!

2" side paint roller (without furry part) or wallpaper roller*

Another simple but handy tool in our shop is the roller. We use a small, 1-1/2" wide
paint roller (without the furry paint sleeve), and a larger, 3" wide roller for pushing
the air bubbles our from under laminates. Try sliding a length of PVC tubing onto
the paint roller to get a smooth, hard rolling surface. Common paint rollers work
okay, but we made a solid aluminum roller that works even better. Wallpaper
rollers are also good for this application.

Lancair lnternationnl Ine., Represented by N!lica Avinli1m lne., Cnpyrighl 1998, Redmond, OH !!7756
 Smooth, Hard Faced Roller
Fig. l:G:9.

1 to 1-1/2" wide all-thread Rollers*. These

rollers are the best tool for working the
bubbles out of the wet lay-ups. Make
yourself a couple of these or buy
them finished.

'Bend the rod into

a "handle"

1 to 1-112" wide all-

thread (drill each end to
accept rod)

Lnncair Internnlional Jue., lfopresenled by Neicu Aviation Inc., Copyright ID 1998, Redmond, OR 97756
Rivet squeezer
This tool will save hours whenever you are installing rivets. Next trip to the used
tool store, get one of these, too.
Rivet Squeezer
Fig. l:G:lO.

ClecoTM Pliers and Clecoes*

These are very handy. You should have the tool and about 15 of the Cleco bi ts. We
sell them, use them and recommend them to all of our friends.

Clecoes and Cleco pliers

Fig. l:G:ll.

Cleco

Cleco Pliers

~..,;;;~~Alf~~::._:IV~~----_Jr~:~~]1--=C'--h_a_.p_::.te.:.;r:_l=---IN-TR_L_R_~v_D_U_C_TI_~-~-12_-_0_1-_9s_ _-l+*i-I
Lnncair !nlernationnl Inc., Reprnsunted \Jy Neico Aviation Inc., Copyright ID 19!J8, Redmond, OR 97756
Digital SMART level*
You aren't very likely to find one of these at that used tool mart. Try calling the
hardware store. The Smart Levelis made by Wedge Innovations and has an LCD
readout instead of a bubble. The center of the Smart Level pops out to become a
small, six inch level that's extremely handy for measuring control surface throws,
seat back angles, firewall angles, engine thrust lines, etc., all with an accuracy of
1/lOth of a degree.

The SMART Level

Fig. l:G:l2.

We've received a few inquiries where to buy SMART Levels. Superflite is one of
a few mail order outfits that carry the SMART level. It's not cheap, $100 just for
the center module, progressively more expensive with the longer rails. This is a
great tool, but always remember to re-calibrate the level module when you turn it
on, otherwise you could be off by a couple of degrees.

SUPERFLITE
2149 E. Pratt Blvd.
Elk Grove, IL. 60007
1-800-323-0611

Lnni:air lnlemalionnl !nc., Represented by Neicn Aviation Inc., Copyright(i) 1!1!18, lfodmomJ, OR 97756
Tubing bender
This will be there at the used tool store, where you should be on a first name basis
with the owner by now. Tell him youjust need one for 1/4" tubing. It should be in
the bin right next to the 37 Flaring tool.

37 flaring tool
Keep this with your tube bender. You won't need it often, but when you do nothing
else will work. Don't use automotive type flaring tools-they have a different flaring
angle.

Surveyor transit
If you love gadgets, this one will be fun, but a water level would work just as well
for a whole lot less money (just keep a mop around). It may save you an hour or
two in setup time, and can usually be rented from surveyor/construction suppliers.
Like the water level, it still takes two people to use it effectively, but you can quickly
level fuselages, wings, horizontal stabs and jigs, staying dry in the process.

Transit and Water Level

Fig. l:G:l3.

Water Level
Transit

Water level
A cheap and simple means ofcheckingwingwashout, horizontal stab position, and
other big jobs on the airframe. We use 1/4" inch I.D. clear tubing, available at the
hardware store. I've heard that dying the water in your water level tube with food
coloring can make it easier to read, but when I tried it, the coloring didn't help
much, it just messed up the tube.
")----------------,~-----~-----------!~-,/

~ ~~~~~~~,_!!_____Jil 1:34 ..... J1_ _C_h_a~p,_t_e_r_l_JN_TR~R-~V-~_U_C_TI_O_A_~_2_.0_1_.9_s_ _-H-*rl

2
Lancair Inti;irnntionnl inc., Reprnanuted by Neko Avintion Inc., Copyright 1998, Redmond, OR 97756
Plumb bob
These should be laying around the tool store somewhere. Since you will be
(hopefully) working indoor out of the wind, you will only need a small one for
measuring things for vertical.

l" Makita belt sander

Areal handy item, you might score one of these at the local tool shop (isn't your wife
starting to wonder about all the time you've been spending there lately?). Get an
assortment of different grit belts for it, they'll all come ;n handy before this is over.

Heat gun
If you have one of these, it can help to warm a couple of parts you want to bond, to
straighten a warped part, or a lot of other jobs. It can also destroy parts if care is
not taken. Take care when using. The heat gun is a well used tool in our shop, not
only for heating parts but for gently heating to cure epoxy, shrinking heat shrink
tubing on electrical connections, etc.

SUPPLIES

l mil thick plastic drop cloths

You will use a lot of these. Fortunately you can probably get them at most
hardware stores for about a buck a roll. They're not only great for covering things,
but you'll be using them in the preparation of BID tapes and other fiberglass
layups. Get several, but be sure they are all the 1 mil thick ones. Thinner, and they
won't be easy to handle, thicker and they will be too hard to work with when we do
the BID tapes. More about that later.

Paper towels
If you have a lot of storage room, buy these by the case. If not, keep at least 3 or
4 rolls on hand. You'll be using them for cleaning up a lot of drips and dribbles of
this and that, as well as using them for some other trick things we'll talk about later
in Chapter 5.

Tongue depressors
We supply these in the kit, and there should be enough to complete the project with
a few left over. You'll be using them mostly formixing sticks to mix up the epoxy
you pump from your nifty Sticky Stuff epoxy dispenser (you do have that on order
now, don't you?). You will also be shown how to make a neat little tool out of one
later, the kind that you will want to cherish and hang from a special hook on your
shop wall.

Lum:air lnlernntional lnc., Repre~ented \Jy Neico Avi11tiun Inc., Copyright(!) l!l98, lfor.Jmund, OR 97756
 Tongue Depressor
Fig. l:G:l4.

Tongue depressor

Brushes (l" wide)

These too are supplied in the kit. There's a whole bunch of them in there, but don't
give them away, you'll need most of them for the project. Simply clean in acetone
and re-use.

Brush, 1" Wide

Fig. l:G:l5.

I I 0

Rubber squeegees
Hit up the auto parts store for a set of the plastic Bondo smoothing paddles.
There should be 3 or 4 different sizes in the package. They will all come in handy
for getting excess epoxy and air out oflayups, applying and smoothing out micro,
and any number of other things. Clean up is pretty easy and they should last
through the project.

l":la~';::::'?:::fj"=...=':=~~~A/~~'=IO~_:IV::_::______Jl[~:~~:]l---'C'---h_a_.p;_:ct_:cer=-l'---IN-TR_L_R_~v_~_U_C_T_I_~-~-i2_-_o_1-_9s_ _-tf*l-I
Lancair Juternalional lnc., Repretienled by Neico Aviation Inc., Copyright@ 1998, Ifodmond, OR 9775G
Sand paper (40-320 grits)
You will need a lot of the 40 grit sandpaper for working with the wing ribs, all the
spar webs, etc. Nearly every time you have to apply epoxy or BID tapes to
something, you will have to rough it up with 40 grit first. Get some for your belt
sander, your sanding blocks, put it everywhere. You'll use all ofit. The other grits
you can just get a couple of sheets of each and set them aside for a while. Ifyou can
find it, 3M Production Paper Sheets are the best we've seen for preparing
fiberglass/carbon fiber. The sheets start out life as 2-3/4" x 17-1/2" and are meant
for longboard sanders. By cutting them in half, they fit perfectly into most rubber
hand sanding blocks. 3M calls them "The Green Corps" and, of course, the paper
is green. Auto body supply and auto paint stores should carry it.

Instant glue
You'll find some of this in the kit, and it will come in handy for many of the steps
called out in the manual. You can use it to temporarily tack most any parts
together, it is void-filling, and it can become permanent if you use too much. Just
a drop or two will suffice for any of the steps in the manual. You can use it to glue
a piano hinge in place and measuring where clecoes would get in the way. You can
test the placement of brackets, you can find your wife using it to repair broken
fingernails, you can lose it to the rest of your household of you don't keep it hidden
somewhere. If they do get it, just call us. We keep it in stock, along with the
accelerator spray.

Instant glue accelerator

The ultimate stuff for impatient people, this makes instant glue even faster (more
instant?). A quick spray of this stuff and the glue is set, right now.

The eyeball
Our last tool used to check how straight an edge is, it is the most complicated in
design and yet the cheapest and most accurate of all. It's called the human eyeball.
These eyeballs are widely available and should be used whenever possible.

Eyeball
Fig. l:G:l6.

If an edge or surface looks straight to the eye, they are straight enough. Even
minor discrepancies in wing tip washout can easily be detected by kneeling down
ten feet in front of your Lancair, closing one eye, and swiveling your head. Sight
one trailing edge tip above the high point of the wing, swivel your head, and sight
the other tip, comparing the two. The eyeball, use it!

~la~'.::=*=f5'=='=.a==~~~A~~=~~_IV:::__:______JI![:~~~~ ]i-. .:C:. :h:.: a"'p:. :t.: :er=-1=- -IN_J_TR_R_~-:-u_c_T_1~_N_o1_2-_0_1-_s_s_ _l-0'11

Lnncair lntemntional Inc., Repreiwnted byNeko Aviation Inc., Copyright([) W9B, Hedmuml, OH 97750
H. PREMOLDED PARTS.

The Premolded Parts

Fig. l:H:l.

....0Ci)
z

Lancnir luternational Inc., Ifopresent.cd by Neico Aviation Ine., Copyright tD 19!!8, Rndmoml, OR 9775G
Parts:

1) R. Bottom Wing Skin

2) R. Top Wing Skin
3) R. Bottom Flap
4) R. Top Flap
5) R. Bottom Aileron
6) R. Top Aileron
7) R. Wingtip
8) R. Lens Mount
9) R. Lens
lO)L. Bottom 'Ning Skin
ll)L. Top Wing Skin
12)L. Bottom Flap
13)L. Top Flap
14)L. Bottom Aileron
15)L. Top Aileron
16)L. Wingtip
17)L. Lens Mount
lS)L. Lens
19)Bottom Horizontal Stabilizer
20)Top Horizontal Stabilizer
2l)L. Bottom Elevator
22)L. Top Elevator
23)R. Bottom Elevator
24)R. Top Elevator
25)Bottom Trim Tab Skin
26)Top Trim Tab Skin
27)Spinner
28)TopCowl
29)Bottom Cowl
30)Bottom Fuselage
31)L. Top Wing Fairing
32)L. Bottom Wing Fairing
33)R. Top Wing Fairing
34)R. Bottom Wing Fairing
35)Rear Access Panel
36)L. Vertical Stabilizer
37)R. Vertical Stabilizer
38)L. Rudder
39)R. Rudder
40)Top Fuselage Skin
41)Cabin Door
42)Baggage Door

~la~:=~==~=="\.=""=~==.A==~=la=---=IV:_::______J/il~-~~]1--'-C_h_a"-p-'-te_r_l_INTR__J_R_~-:-U_C_T_I_~-~-12_-0_1_-s_s_ _+B<:+I
Lancnir International Inc., Represented by Neico Aviation Jnc., Copyright l!HJ8, Redmoml, OR !J77fiG
I. PROCEDURE

Cleaning, care, and handling of parts

1. Cleaning Parts
You will find instructions calling for the use of cleaning agents throughout this
manual. We have found that Methylene Chloride (MC) cleaner is very good in its
ability to remove impurities from surfaces. As with all cleaners. be sure to read
and follow the safety directions. Acetone is a good cleaner but Methylene Chloride
(MC) is superior. MEK should not be used. As of December 1997 Lancair is still
testing alternative methods of cleaning parts.

2. Storage of Premolded Parts

The manner in which your pre-molded parts are stored is very important. Care
and thought should be exercised when laying pre-molded parts away for some
future use which could be months away. Try to store these parts in a position that
won't produce any distorting forces (i.e., store them supported in a position as close
to the actual use orientation as possible).

Unlike fiberglass composite parts, the carbon fiber parts are much stiffer and
less prone to distortion, however it is still highly recommended that great care be
exercised when storing these valuable components. Also, all composite parts
should be kept away from direct sunlight for any extended periods of time. An
afternoon or a day is perhaps okay. However a week, for example, in direct sunlight
would not be acceptable.

3. Honeycomb Prepreg Panels

The prepreg honeycomb panels are available in two types: 3/8" core+ 2 BID per
side and 1/4" core+ 1 BID per side. All BID ply schedules must remain the same
when using prepreg panels (i.e., if a part calls for 6 BID on one side and 2 BID on
the other side, the 2 BID honeycomb panel will require 4 additional BID on the
first side). Also, all attachment BID schedules must remain the same (i.e., if plans
call for a 6 BID attachment, then 6 plies (wet layup) must be used.) Typically l"
contact on each surface unless otherwise noted is sufficient.

Lancnir Intentnticmnl lnc., Reprenented by Ncico Avinlion Inc., CtJpyright<D 19!JB, Redmond, OR 97756
J. JOINT DESCRIPTION
Adjoining parts are attached with bonded, overlapping joints (joggles) reinforced
with fiberglass strips, see Figure l:J:l. Figure l:J:2 shows the overlaps prior to
assembly (the dimensions shown in the figures are approximate). As supplied, the
part edges may have excess material. To obtain the dimensions shown the excess
material must be trimmed by the builder.

Reinforced Overlapping Joints

Fig. l:J:l.

2 ply builder layup

Interior 1 ply builder - - - " "

surface layup
Structural Adhesive

Trimmed Parts
Fig. l:J:2.

Single Joggle

Note: Before trimming, single and double joggle swfaces may look similar. To learn what
each looks like, examine the front of the fuselage. The joggle that is forward of the
firewall, where the bottom cowl will meet, is an example ofa single joggle. The area
above and behind the firewall, where the forward deck will mount, is a double
joggle.

CAUTION:
EDGES OF PARTS MAY BE SHARP. HANDLE WITH CARE, USE
GLOVES OR FILE/SAND OFF SHARP EDGES.

Lrmcnir Jntemutfonnl Inc., Represented by Neico Aviation Inc., Copyright 1998, Redmond, OR 97756
K. TRIMMINGPROCEDURE

1. Place the fuselage on a convenient working surface. Mark a line on all joggle
surfaces as shown in figure l:K:l. Amarking tool can be made from a piece ofwood,
a nail and a pencil. Make sure the nail tip is well rounded and has no sharp edges
which could damage the glass fibers during use. On double joggled surfaces, mark
a line as shown in figure l:K:l.

Trimming Procedure
Fig. l:K:l.

Marking Trim Line, SINGLE JOGGLE

This device is not

necessary, just a
possible method

l" TRIM

Lancnir lntemnlionnl Inc., Representetl by Neico Avinlion Inc., CopyrighttD HJ98, Redmond, OR !!7756
 2. Using the shears, cut along the lines. Refer to Figure l:K:2 for proper
appearance of the edge after trimming. If necessary, trim additional material to
obtain correct edge shape. Some sanding may be useful to complete the trim and
smooth the edge.

3. Repeat this trimming procedure for all joggles.

Shearing Joggle
Fig. l:K:2.

/ This is the inner joggle edge, measure out I" for your
\..,............ cut line. The double joggled parts work similarly.

i''

Incorrectly trimmed

Correctly trimmed edge

~li~~:*::~~;;;,,A::~~;;;;;~:D~::~:___.:'.'.IV'.:.._:''.______J/j[:~~:-:].I-__:C:. :h=:a: .pc. :t: :e: . r.: cl_IN- 'TR-R_~-~-U_C_T_10_A_:_2-_0_1-_9_s_ _~+J

Lancair International Inc., Represented by Neico Aviation Inc., Copyright 1998, Redmond, OR 97756
L. DRILLING ALIGNMENT HOLES

1. Equipment required:
Electric drill
1/8" Drill bit

2. Procedure
To obtain proper overlap alignment during assembly, holes are drilled for
screws or clecoes, which are placed in these holes to hold the parts in proper
alignment during cure time.

Using a 1/8" drill bit, drill alignment holes in the two parts to be joined (See Fig.
1-27).

Place screws or clecoes in the alignment holes, and drill the rivet holes every
2" in-between alignment holes.

Drilling Alignment Holes

Fig. l:L:l.

Drill alignment holes, as far apart as is practical, with

1/f!' bit. After parts are temporarily clecoed together,
you'll drill rivet holes (1/8") every 2" along seams

NOTE: The pop rivets are only used

as a clamping device, and will
be drilled out after bonding.

Loncair Tnlernalional Inc., lfopresented by Neico Aviotion Inc., Copyright 1998, Redmond, OR !J7751i
M. REMOVING THE PROTECTIVE COATING (PEELPLY)

1. Description of Parts
Molded parts are shipped with a protective coating of"peelply" material on their
inner surfaces. This material will interfere with bonding and must be removed.
The peelply usually sticks out from the edge of a part in at least one area and looks
like white cloth. Where the peelply meets and lays on the part surface it becomes
transparent.

WARNING:
ALL PEELPLY MUST BE REMOVED FROM BOND AREAS TO OBTAIN
GOOD BONDS. BONDING OR LAYING FIBERGLASS OVER PEELPLY
COULD RESULT IN STRUCTURAL FAILURE.

Most of the peelply has already been removed from your pre-molded parts, but
some may remain.

Peelply is removed by hand. It can require considerable force to pull the peelply
off in some places. As it is pulled off, it usually tears off in odd shaped pieces. Use
a utility knife to pick up a new edge when necessary. Use care not to cut into the
glass of the parts.

The white cotton strips running in irregular directions on the surface of the
peelply are required by the manufacturing process. These will come off with the
peelply but more pulling force will be required.

NOTE: Although removing peelply looks simple, it can cause serious injury ifyour
hand slips and scrapes a sharp edge. This has happened to us here at Lancair and
it is not at all fun. Please be careful. The peelply can be removed from parts at
this time. However, it does provide some protection and may be left on until those
parts are needed for assembly. At that time it MUST be removed.

Lrmcair lnlcmationnl Inc., R<lpresentcd by N!licu Aviation Inc., CopyrightO 1998, Redmond, OR 97756
N. DRILLING

It takes practice to drill a close tolerance hole in aluminum and fiberglass. We're
not all precision machinists here at the shop, but through trial and error we've
come up with some drill combinations that work well for various size screws and
rivets.

First a note about tolerances. When a bolt is holding a bracket tight against a
bulkhead, rib, firewall etc., you needn't drill a .001" tolerance hole, because the
bolt's clamping action will keep the bracket from wearing the bolt hole larger. This
applies to rod end bearings and bellcrank bearings that are mounted tight with
elastic locknuts. In this case, the slop in the bearings are not dependent on the
tolerance of the holes.

Here is a list of drills we commonly use for various bolts and rivets:

-AN 426 rivets are .097" diameter, use #40 drill.

-1/8" rivets are .125" diameter, use 1/8" or #30 (.1285") drills.

-#6 screws are .137", drill a sloppy#29 (.136) hole or a tight #28 (.1405").

-#8 screws are .161", #20 (.161") and #21 (.159") both work well.

-3/16" (AN3) bolts can use, in addition to the obvious 3/16" drill, a #13 hole with
reaming to get a tight fit, (See above section when and where this is necessary). A
#12 hole is sometimes too sloppy but can be used for unimportant, quick and dirty
holes.

-1/4" (AN4) bolts use 1/4" drill, of course. Also handy are lettered drills, like "E"
(.250") or D (.246") with a reamer.

When drilling, creep up on your final drill size. If you want a tight AN 4 hole and
simply use a 1/4" drill first, the hole will be loose and usually triangular shaped.
Try drilling a 3/16" hole first, then 7/32", then 1/4". Tbe extra one minute spent
changing drills is well worth it, especially ifyou're drilling a hole that needs a tight
tolerance (See above).

Lnncair International Inc., Represented by Neko Aviation In~-, Copyright ID 1998, Hedmond, OR 9775fi
 Bolt Holes Not Requiring Tight Tolerance
Fig. l:N:l.

These bolts simply

hold two fixed
objects together.
They are usually
secured with elastic
locknuts which are
torqued down tight
The possibility of
excessive wear
because of a loose
tolerance hole
is remote,

One the other hand, bolt holes that require close tolerance are those in which the
bolt can rotate freely. When a castle nut and cotter pin are called for, it means the
nut and bolt will not be tightened against a fixed object but will allow the object to
float between the brackets. A loose tolerance bolt hole will allow the bolt to vibrate
and slowly enlarge the hole.

Bolt Holes Requiring Tight Tolerance

Fig. l:N:2.

This bolt requires a

I
close tolerance hole
to prevent 'slop' and
vibration from
enlarging the holes

Free spinning
pulley, sleeve, etc.

Castle nuts should not be

torqued down tight, just
snuggE1d down and secured
with a cotter pin. You don't
want to bind the free
spinning pulley or sleeve.

~ki~===~=~==..==~="'!ljP!t=A=~=~=:...-=IV::_::______Jlr~~~::J1--=C:..:h::a2p:..:t=er=-l=--JN-TR_L_R_~v-~_U_C_T_I_~-~-1_2-_o_l-_9_8
--1-i*.).j
Lancnir Intemnlionnl Inc., Represenl!ld by Neko Avintion Inc., Copyrigl1t!D l9!J8, Rmlmoml, OR 97756
0. FASTENJNGPARTSTOGETHER
1. When parts are to be fastened together using epoxy or structural adhesive, they
must be held tightly in position until the bonding material has set. Several
methods are available, but pop rivets remain the best way to be sure of a proper
bond. Typically, the bonding sequence is:
The parts are prepared for bonding-
a. peelply is removed
b. Joggled surfaces are trimmed
c. Alignment holes are drilled
d. Sheet metal screws or clecoes* (Fig. 1:0:1.) are installed into these holes to
hold the parts in alignment while holes are drilled about every 2" from pop rivets.

*Clecoes TM are a sheet metal fastening device used extensively in the aircraft
industry(refer to Fig. 1:0:1). A special pair of pliers (deco tool) is used. The tip of
the cleco is inserted into the alignment hole. When the pliers are released, the
cleco locks itself into the holes, tightly holding the parts together. Clecoes and
cleco pliers are available from aircraft supply stores or catalogs (ours included).
Surplus clecoes are inexpensive, and only about 15 are needed for the construction
of your airplane.

NOTE:
Either sheet metal screws or clecoes are used as fasteners. If the fastener
you will use has grease, oil or other such contaminates, it must be
thoroughly cleaned before use to prevent contamination of surfaces
which will be bonded later. Methylene Chloride may be used as a
cleaning fluid.

Cleco and Cleco Pliers

Fig. 1:0:1.

Cle co

Cleco Pliers

Luncair International Inc., llepresenlnd liy Neieo Avintion Inc., Cn]lyrii;hl 0 1998, lfodmond, OR 97756
 Squeeze the pliers and the grippers extend and come together. Insert into the [lB
hole, press parts together, and release the cleco. The grippers will spread, holding
the parts together.

e. The surfaces to be bonded must now be cleaned since they may have become
contaminated during handling and storage. The screws or clecoes are removed
and the surfaces to be bonded are cleaned thoroughly with wax and silicone
remover, acetone or MEC.

WARNING:
FAfLURETOFOLLOWCLEANINGSTEPSCANRESULTINEVEN-
TUALBONDFAILURE. EVENSURFACESWHICHAPPEARCLEAN
MUST BE CLEANED SINCE NOT ALL CONTAMINANTS ARE
OBVIOUS.
FOLLOW CAUTIONARY LABEL ON THE WAX AND SILICONE
REMOVER CONTAINER. WAX AND SILICONE REMOVER IS
FLAMMABLE AND MUST BE KEPT AWAY FROM SPARKS, HEAT
AND OPEN FLAMES. HARMFUL OR FATAL IF SWALLOWED.
DURING USE AND UNTIL ALL VAPORS ARE GONE: KEEP AREA
WILL VENTILATED AND DO NOT SMOKE. EXTINGUISH ALL
FLAMES, PILOT LIGHTS AND HEATERS. TURN OFF STOVES,
ELECTRICAL TOOLS AND APPLIANCES THAT COULD ACT AS
AN IGNITION SOURCE. VAPOR IS HARMFUL. AVOID BREATH-
ING VAPORS AND USE ONLY WITH ADEQUATE VENTILATION.
AVOID SKIN AND EYE CONTACT. WEAR RUBBER GLOVES OR
SUITABLE PROTECTIVE SKIN BARRIER. WASH HANDS IF THEY
COME IN CONTACT WITH THIS LIQUID. IF SPILLED ON CLOTH-
ING, REMOVE AND LAUNDER BEFORE RE-USING.

f. Dampen one cloth or piece of toweling well with the wax and silicone remover
and wipe it along the bond surface of either part. Do not rub or scrub the surface
as that may work the contaminants into the surface. Follow within seconds with
a dry cloth or toweling piece to absorb the solvent and the contaminants it removes
from the bonding surface.

g. Continue that process until that seam has been cleaned. Then replace both
the wetting and drying cloths with new pieces and repeat the cleaning process for
the other half. It at any time the wetting or drying cloth shows any soiling or the
drying cloth becomes wet, replace it immediately with a new one.

~lo~==*==~=="\-="'=~==fi==~=!:O~__:IV=--=-----__J/I~~~~-] 1_. .: c. : h:. :.a" 'p"'te"'r-"1'-rn-~LR_~-:-u_0_TI_~-~-1_2-_0_1-_9s +X00-1

__
Lancairlnlernational Inc., Represent.cd byNeico Aviulion Inc., Copyright(i) Hl!JB, Redmond, OR 97756
 h. Ifany obvious contaminants still remain, the above process may be repeated
with methylene chloride.

WARNING:
FOLLOW CAUTIONARY LABELS ON THE METHYLENE CHLO-
RIDE CONTAINER. METHYLENE CHLORIDE IS A VOLATILE
SOLVENT. CAUSES IRRITATION OF THE EYES, SKIN AND
RESPIRATORY TRACT. PROLONGED BREATHING OF VAPOR
CAN CAUSE LOSS OF CONSCIOUSNESS. DO NOT GET IN EYES,
ON SKIN, OR CLOTHING. DO NOT TAKE INTERNALLY. AVOID
BREATHING OF VAPORS. WHEN HANDLING WEAR CHEMICAL
SPLASH GOGGLES, PROTECTIVE CLOTHING AND SOLVENT
RESISTANT GLOVES. WASH THOROUGHLY AFTER HANDLING.
USE ADEQUATE VENTILATION IN WORK AREA.

i. After the seam is cleaned, repeat the cleaning process for the other part.

j. Using clean #80 grit abrasive paper roughen all cleaned surfaces lightly
until the surface shows a fine white powder. Remove the powder with a clean cloth
or clean brush.

k. The bonding material (epoxy, epoxy/flox, epoxy/micro or structural adhe-

sive) is prepared and applied to one or both surfaces to be bonded.

WARNING
THE CONTAINERS USED TO MIX THE ADHESIVE MUST NOT BE
WAX COATED. THE WAX COATING COULD CONTAMINATE THE
ADHESIVE AND REDUCE THE BOND STRENGTH. LIKEWISE,
THEMIXINGCONTAINERMUSTBEFREEOFDIRT,GREASE,OIL
OR OTHER SIMILAR CONTAMINANTS.

WARNING
READ THE CAUTIONARY LABEL ON THE EPOXY CANS. THIS
EPOXY IS EXTREMELY IRRITATING TO THE EYES AND CAN
CAUSE PERMANENT EYE DAMAGE. MAY ALSO CAUSE SKIN
IRRITATION OR SENSITIZATION REACTION IN CERTAIN INDI-
VIDUALS. PREVENT EYE AND SKIN CONTACT WITH EPOXY
MATERIALS. AVOID BREATHING VAPOR. USE ONLY IN WELL
VENTILATED AREA. AVOID INHALATION OR EYE CONTACT
WITH DUST FROM GRINDING OR SANDING OF CURED EPOXY.
REMOVE CONTAMINATED CLOTHING AND LAUNDER BEFORE
RE-USE.

Lancair Intemntional Inc., Reprmmntcd by Neico Aviation Inc., Copyright<!) 1998, R!!dnmnd, OR 97756
 If structural adhesive is to be used, prepare it as follows:

HYSOL 9339 Epoxy can be mixed in the proper weight ratio only by using a
good scale. A small calculator will help, too. IMPROPER MIXING CAN SPEED
OR SLOW CURE TIME AND DECREASE ADHESIVE STRENGTH. ATTEN-
TION TO THE MEASURING PROCESS IS IMPORTANT.

Hysol Structural Adhesive

Fig. 1:0:2.

HYSOL 9339 ADHESIVE

Mix: 44.5 parts 9339A(bluc)
to 100 parts 9339B(Whitc)

The mixing ratio for Hysol 9339 is 100:44.5, part A to part B. The easiest way to
do this is put the mixing cup on the scale and record its empty weight. Guessing
at how much epoxy you will need for the job, take about 2/3's of that amount from
the Part "A" can and put it in the cup, weigh, and subtract the weight of the empty
cup from the new weight, giving you the weight of just the epoxy in the cup.
Multiply the weight of the epoxy in the cup by 1.455. Add the weight of just the
epoxy in the cup to this figure, and now add Part "B" until the cup weight is the
same as your calculated figure. Maintaining nearest 1/10 oz. is plenty close
enough.
a. Example:
1. Weight of empty cup: .5 oz.
2. Weightwith2/3's (estimated)ofthematerialyou'llneed, Part "A": 3.7 oz.
3. Weight of Part "A": 3.2 oz
4. Multiply by mix ratio 100:44.5: x 1.4
5. Total weight of Part "A" and Part "B" needed is: 4.6 oz.
6. Add the weight of the cup back in .5 oz.
7. The total weight, once you've added the proper amount of Part "B" 5.1 oz.
8. Add Part "B" to the cup until it weighs 5.1 oz., mix, and you're ready.

Lancn.ir lnlern11tional Inc., Represented byNeicu Avintion Inc., Copyright (i) 1998, Redmond, OR 97756
 b. Mix the Hysol 9339 epoxy adhesive components as follows:

1. Read all the instructions and information on the epoxy cans. Tempera-
ture of the adhesive ingredients and the surrounding room temperature must be
60F or more.

2. The 9339 adhesive has a working life of 2 hours at 77F. However, at

higher temperatures or with a larger batch this working life will be less. Therefore,
before mixing adhesive, all necessary equipment should be ready.

3. For the same reason, it is better to mix too much adhesive than too little.
If you run out and must mix a second batch, the first batch may have already
begun to thicken making it difficult to compress the seam properly and possibly
reducing bond strength when cured.
Another reason for mixing more than you need- Ifyou have a Iittle left over, leave
itin the corner of the cup with the mixing stick in it. Because cure time varies with
temperature, by leaving a little in the cup and leaving the cup near the part you
have epoxied, the cup can now be used as your test for curing. Wait at least 24
hours after joining parts. Then, before touching parts, try to move the stick around
in the epoxy in the cup. Ifyou can move it at all, your parts have not cured. Wait
another 24 hours and repeat. Handling parts before cure is complete can reduce
the bond strength, and should be avoided.

The epoxy cure time depends on the temperature during cure time. Because of the
fire hazards involved with most heaters, it is not recommended to have a heater
operating in the room that could cause a fire. However, getting the room nice and
warm before applying adhesive, so the parts and air temperature is above 77F,
will help shorten cure times, but remember it will also shorten the pot life/working
time of the adhesive.

(a) Estimate the amount of adhesive that you will need for the
first seam and measure a sufficient amount of Part "A" and "B" to make that
amount.

Using a mixing stick, thoroughly mix the two parts for at least
(b)
two minutes. Mix longer for larger batches. Occasionally scrape unmixed
material from the sides of the cup. Uniform blue-gray color will result.

(c) Apply the structural adhesive as follows (the following as-

sumes the seams have been cleaned and sanded as previously described. Ifnot, do
so at this time).

Lnncair lnternationnl Inc., Represented \Jy Neicu Aviation Inc., Copyright@ 1998, Ifodmund, OR 97756
 (1) Beginning with the seam of the first part you have
chosen to start on, with a wood spatula, spread an even layer of adhesive on the
overlap surface ofthe part. Repeat the adhesive application process on the overlap
surface of the other part.

(2) Overlap the two adhesive coated surfaces and align the
holes in the surfaces. Insert a screw or cleco into a hole at each end of the part, or
every foot along the partifitis longer than 18". Starting at either end, insert rivets
into the predrilled holes and form the heads (backup washers are normally not
necessary).

(d) Remove the fasteners and place rivets into those holes.

(e) While the adhesive is still soft, scrape off the excess that
squeezes out (Fig. 1-32). Adhesive is much harder to remove when hardened. Use
methylene chloride on a clean cloth to remove adhesive that smears on the
fiberglass surface. Clean adhesive from the clecoes if any were used.

Removing Excess Epoxy/Adhesive

Fig.1:0:3.

scrape off excess 9339 ~

epoxy ~~illil~

remove the excess fro~)/

both sides

Make sure you're wearing work clothes, since the adhesive may drip on you. Also
check for adhesive on hair, arms, etc., and wipe it offbefore it cures. A long sleeve
shirt and long pants are highly recommended.

(f) Wait at least 24 hours, then test your mixing cup residue for
cure. If solidly cured, then the part should be ready to start work on once more.
Drill out the rivets using a 1/8" drill, and remove any loose pieces.

(g) Fill the rivet holes with a 50/50 mix of micro/flax, clean off any
excess, let it harden, and you're done with the seam. To make things a little neater,
you can put a piece of tape over the back side of the seam, covering the bottom of
the rivet holes, to help contain the filler mix and make a smoother neater finish,
that requires less epoxy (and adding less weight, something to think about all
through the construction process).

Lnncair l11ternatianal Inc., Represented by Neico Aviation Inc., Cupyright<D Hl!l8, Red01and, OR 97756
 3. Epoxy
(a) Mixing epoxy: As with the structural adhesive, you can use a scale for
measuring the proper amount oflaminating resin and hardener. There are also
some good measuring pumps on the market that will probably pay for themselves
(about $265) since you'll waste less epoxy with them, and have less chance of spills
or improper mixes. We offer one inourcatalogthathas performed well here in our
own shop for years now.
Typically, you will be using from 1 to 6 ounces at a time.
If you prefer to use a scale instead of a dispenser, you can measure the two parts
as you did for the Hysol, except use 1.44 instead of 1.445.
Another way is (Jeffco resin system used here for example purposes only. Use the
appropriate ratios for your supplied system of resins.)
(1) Place your empty cup on the scale.
(2) Record the weight of the empty cup.
(3) Estimate to amount of epoxy you will need.
(4) Add .25 oz ofhardener (yellowish) to cup for each 1-1/4 oz you'll
need.
(5) Pour 1 oz of resin (clear) into cup for each .25 oz ofhardener and
mix thoroughly.
(b) Working time can be as short as ten minutes ifitis hot, so
be sure everything is in place and ready to go before you begin mixing.

(c) As with the Hysol, the surfaces must be totally free of oil,
grease or other contaminants, and slightly roughened. Fasten with pop rivets, let
harden, remove fasteners & fill holes.

NOTE: USE CARE TO MIX YOUR RESINS AND ADHESIVES ACCORD-

ING TO THE MANUFACTURER'S INSTRUCTIONS FOR THE PAR-
TICULAR SYSTEM YOU ARE USING- THEY ARE ALL DIFFERENT,
AND AN IMPROPER MIX RATIO COULD RESULT IN IMPROPER
BONDING- OR NO BONDING AT ALL.

BE CAREFUL- PAY ATTENTION TO THE MANUFACTURER'S

INSTRUCTIONS!!!

Lancair lntomational Inc., Reprcaentcd by N<Jico Avintion Inc., CopyrightO 1998, Redmond, OR B7756
P. FIBERGLASS STRIP INSTALLATION

1. Description
To stiffen joints and provide a double bond, fiberglass strips are laid over the
bonded seams as shown in the sequence of drawings in fig. l:P:l.

Joining Parts
Fig. l:P:l.

Lancnir lntmnational Inc., Represented by Neko Aviation inc., Copyright(]) 1998, Hetlmontl, OH 97756
 a. Fig. l:P:lA shows the two pieces to be joined. After the adhesive has been
place along the inside of both pieces to be joined, the two clecoes were installed to
hold the parts in alignment.

b. Fig. l:P:lB shows pop rivets set into the other holes drilled l" apart for the
length of the seam

c. Figure l:P:lC shows the pop rivets after being compressed.

d. In figure l:P:lD, the two clecoes have been removed and replaced with pop
rivets awaiting compression.

e. Figure l:P:lE displays the two parts, waiting patiently for the adhesive to
cure.

Preparing Seam For BID Tape

Fig. l:P:2.

fill the small channel

with 50/50 flox/micro
mixture to bring up
to level with adjacent
surfaces

fill the pop rivet

holes with flax/micro
mixture before
applying tapes for
bonding

apply tape (temporarily)

to prevent filler from
dropping through
rivet holes. Remember
to remove before
applying the bonding tape

f. After the adhesive has cured, the pop rivets are drilled out, the holes filled
with a 50/50 mix offlox and micro (see Fig. l:Q:2) and, without a need to wait for
that to cure, a bid strip is being laid into place over the top of the joggles.

Lancair lnternalionnl Inc., Repnrnentetl by Neicn Aviation Inc., Copyright([) 1ml8, Rctl111ontl, OR 97750
Q. CUTTING ON A BIAS
When cutting your cloth with that wonderful roller blade, please pay attention to
the weave bias specified for the part you are glassing. There are very few fiberglass
parts in the Lancairs that are cut on a 0 bias. Nearly every piece of fiberglass you
apply will be cut on a 45 bias. The weave orientation arrows in the construction
manuals are there for a reason, please use them.
Weave Orientation
Fig. l:Q:l.

Most fiberglass pieces are

cut on a 45 bias to the
weave of the cloth
R. THE PLASTIC SANDWICH

This method of wetting out cloth is simple and invaluable. Many hours can be
knocked off your project by using this technique.

At the hardware store, buy a few rolls of 1 mil thick plastic drop cloths. Regular
household garbage bags work well when cut along the edges with a roller blade.
Cut two sections of plastic bigger than the piece of fiberglass you are about to
apply. Tape one piece of the plastic to your fiberglass cutting table and lay the
fiberglass piece (up to 4 BID thick) on the plastic. The cutting table provides an
excellent surface for this technique. Wet out the fiberglass cloth with plenty of
epoxy. Gravity is your friend, it will allow the epoxy to soak down through the
layers of cloth. No need to stipple the BID with a brush, just lay the other piece of
plastic over the wetted out cloth and roll the air bubbles and excess epoxy out of
the laminate. See the next section for more information on rollers and rolling
techniques.

Plastic Sandwich Method of Wetting Cloth

Fig. l:R:l.

1 Mil thick
plastic sheet

1 Mil thick
plastic sheet

Using a roller blade, cut out the shape of the laminate you need. Remove the
shape. See how easy the piece is to handle with the plastic on both sides? Peel the
plastic off one side of the sandwich and lay the laminate in position (of course
you've already prepared the surface by sanding, cleaning, and painting on a light
coat of epoxy). DON'T APPLY THE LAMINATE WITH THE PLASTIC SIDE
DOWN, STRUCTURAL INTEGRITY WILL BE COMPLETELY LOST.

Lnncair Intemntimml Inc., Rcprenented liy Neico Avinlion Inc., Copyright 1998, Hedmond, OR 9775il
 Applying Plastic Sandwich Laminate
Fig. l:R:2.

Use a dry brush to stipple air

bubbles from under BIU tapes

/
/

Stipple or roll against the side of the laminate still covered by plastic to squeeze
the air bubbles out from underneath. Remove the remaining piece of plastic. You
should now have a bubble-free laminate with a good epoxy content. A little extra
stippling might be necessary if air bubbles were formed when you removed the
plastic. Easy, right?

~Ja~:::={=f;,==A=~=~"'===B:::~=~~-IV=-...::______JJr~:~~]l1_-=c:..::h:c:a"'p"'t-"'er=-1=---INT--1._;-~-:-u-c_T_1~-~-'_2-_0_1-_9_s_-1-Bt+1
Lane.air IntCJmatianal Inc., Repre.senled by Neico Avinlion Inc., CopyrightO 1998, Redmond, OR !17756
 Using Rollers to Remove Air Bubbles
(and Excess Epoxy)
Fig. l:R:3.

When using the plastic sandwich method ofwetting out your fiberglass, simply roll
out the bubbles from between the plastic and you have an air free laminate. Peel
off one side of the plastic and apply the laminate to whatever you're working on.
Before you peel off the second layer ofplastic, use the roller to help push the air out
from under the laminate.

Lnnc:air Inlerm1timml Inc., Repre1wnted Uy Neico Avinliun Inc., Cupyrightl]) 1998, Re1lmond, OH 97756
S. TONGUE DEPRESSORS and MICRO RADII

Someone asked me recently what was the most important tool in the Lancair shop.
Let me think, the milling machine, the high capacity air compressor, the super-
trick mini grinder? Naw, the tongue depressor. That's the most important tool.
But not just any tongue depressor, the Lancair special modified tongue depressor.

Modified Tongue Depressor

Fig. l:S:L

Round
to 1/4"

Tongue depressor

Developed in the late 1980's because of a demand for smaller microballoon radii,
the Lancair tongue depressor is a necessary tool for any Lancair builder. You see,
the problem with normal tongue depressors is the large radius on each end. Ifyou
were to use this radius for all your microballoon filling ofjoints, your Lancair will
be heavier than one with proper joint radii, not by much but every pound counts,
right? By sanding down the tongue depressor to a smaller radius, the micro joints
on your ribs, bulkheads, etc., will look much more professional. Don't think that
moremicrowillmakethejointstronger,infactit'sjusttheopposite. Microballoons
are not structural, so the more fiberglass tape you have bonding the actual part,
the stronger the bond will be.

A word of caution. Ifyou get carried away with smaller and smaller micro radii,
the fiberglass will want to "bridge" over the microballoons, not bonding as it
should. Bridging is fairly easy to detect, the air is visible under the laminate. A
little practice will have your micro joints looking great.

Lancair lnternntional Inc., Reprnsented hyNeico Avinlinn Inc., Copyright@ 1998, Redmond, OR 97756
 Bridging Fiberglass Over a Radius
Fig. 1:8:2.

INCORRECT CORRECT

Bridging Following
over fillet contour
of fillet

ABOUT THOSE MICRO RADII

The subject ofhow to best apply microballoon radii is a hotly debated topic around
the shop (hey, we're bored sometimes, alright?). Eventually we settled on two
methods:

Method #1- Some believe that the rib/bulkhead should be bonded in and all extra
micro scraped away leaving no radius. After the rib/bulkhead is cured in position,
another batch of micro can be used to make the radius and the BID tapes applied
while this micro is still wet. This method makes application of the micro radius
easier because the part is already held firmly in position, but when pure resin is
painted onto the area where the BID tapes will be applied, the micro can sag and
become runny. When this condition occurs, it is easy to get air bubbles trapped
underneath the BID tapes.

Method #1 of Forming Micro Radii

Fig. 1:8:3.

Part bonded in, Fresh ~icro

with all excess fillet shaped,
micro scraped away. then BID
applied while
micro is wet.

Lnncair International Inc., Heprellenllld by Neico Aviation Inc., Copyright([) 1998, Redmond, OR !J7i56
 Method #2 - Others, like myself, believe that the micro radius should be formed
when the rib/bulkhead is first installed. Care must be taken to hold the rib/
bulkhead in its proper position while formingthe radius with your modified tongue
depressor. After curing, the BID tapes can be applied over a solid micro radius. I
feel this method helps eliminate air bubbles forming under the BID tapes because
the resin that is used to saturate the tapes will not dissolve the micro. Plus, you
can stipple the air bubbles out from under the BID tapes without destroying your
beautiful radius. Be sure to sand the areas, including the micro radius, where the
BID tapes will be applied.

Method #2 of Forming Micro Radii

Fig. 1:8:4.

Laminate is
applied after
Excess micro
micro radius
is formed into
has cured. Be
radius when
sure to sand
part is installed
radius before
application of
laminate.

All this talk about something as simple as micro radii, you say? Well, you'll be
making a lot of these buggers in the process ofbuildingyour Lancair, and paying
attention to details such as this will ensure confidence and pride in your aircraft.
As forwhichmethod to use for applying micro radii and BID tapes, either will work,
but the second method is safer to avoid air bubbles and get a good radius.

Lnncair Jntcmational Inc., Represented by N!.!ica Aviulion Inc., Copyright ID 1998, Redmond, OR 97756
T. THOSE ANNOYING 2" WIDE BID TAPES

On the subject of glassing in ribs and bulkheads, we've received a few inquiries
about using 2" wide, pre-cut fiberglass tape, such as available through Aircraft
Spruce, instead of cutting your own out of the 50" wide roll provided in the kit. This
is fine, as long as the cloth is cut on a 45 bias. THIS IS IMPORTANT! If you use
cloth that is cut go it will only be half as strong. Most commercially available
0
,

tapes are cut goo and unsuitable for structural areas such as ribs and bulkheads.
The safe way to glass is to cut your own. At Lancairwe cut 20 or 30 tapes at a
time, all on a 45 bias. Then we roll the tapes up, carefully so as not to shrink or
expand the 2" width, and set them aside in a clean place to use as needed. If you
do buy pre-cut tapes, be very sure they have a 45 cloth weave.

Difference in BID Tape Weave

Fig. l:T:5.

Typical
store bought
2" wide fiberglass
rolls do not have the
proper weave orientation

glass strips
from a large roll
on the proper 45' bias.

~la~:::=*=~==....=~=i--u.=~=.8=="~=1D=--=IV:_::______J[::.~~:-J,'--C_h_a~p_t_er_l_IN_TR~R-~-~-U-C_T_I_~-~-1_2-_0_1-_9s_ _
-+f-.J<-H

Laneuir Inlemational Inc., Represented by Neico Avinthm Inc., Copyright@ 1998, Redmond, OR 97756
U. CARDBOARD TEMPLATES

In an early newsletter, it was suggested that the builder use cardboard to find the
shape ofribs or bulkheads before cutting them out of Clark foam or prepreg. Since
many of you are new builders, we thought this is worth repeating.

Simplicity and cost is why we use cardboard templates here at Lancair. The more
complex the rib or bulkhead shape, the more a cardboard template will help. Plus,
screwing up a piece of cardboard is much cheaper than a similar piece ofprepreg.

~l~~~=~=:~==:..a=:w=:~="'!:.f'B==:A==:~=::O=:..._IV=-_:_----_J/:[~-i;~"]!l--C-h_a_.p_t_er_l_IN_TR_,_R_~-:-u-c_T_I_~-~-'-2-_0_1-_9_8_---,H-)(+1
Lnncair International Ine., Repreiientud byNeico Aviation lne., Copyright.(1) 1998, Redmond, OR !17756
V. Building Light

How much resin should I put on my laminates? The worst enemy to a light, high
performance airframe is too much resin. Here at the Lancair factory, we wet out
almost all our glass on 1 mil thick plastic, place another plastic sheet over the
wetted cloth, and use a roller to squeeze out the excess resin (the plastic sandwich
method). Use a fair amount of pressure when rolling to get a good squeezeout of
resin. Not only will these BID tapes be much lighter than ones wetted out on the
airframe, they will save lots of time and look very professional. And remember,
when the call for BID is higher than two or three, you will save even more time (and
weight) wetting the cloth out on plastic.

1. BID schedules
About those BID schedules, which are the number of fiberglass layers bonding a
structure together. A homebuilder's natural instinct is to make his plane stronger.
If the manual calls for 2 BID, three or four must be better, right? WRONG! Ifyou
increase the number of BID layers in your aircraft you are decreasing its strength.
A heavier aircraft is quicker to build up G loads, has less payload, and is slower
than the one built to spec. The Lancair was stress analyzed by Martin Hollmann,
a leader in composite engineering, and fully tested. We've seen a Lancair with
such a high empty weight that it is over gross as soon as the pilot steps into the
cockpit, with no fuel! Think about it, and stick to the manual.

2. Paper towels
Enough preaching, want to save even more weight? Throw out that peel ply and
use paper towels. That's right, paper towels. After pulling the plastic off a newly
applied BID tape, place a paper towel directly on the wet glass and tamp it with a
dry brush. The towel will soak up excess resin and the tamping will help push out
those evil air bubbles.

'="'1.::'r-:Al.R_::__:IV::_.:______Ji[~-ii:11--=C:..:.h:ca:,;p:..:.te.:.:r:._l=-IN-T.LR_R_~v-~_U_C_T_I~-~-/-2-_0_1-_9_S_--if+X+I
Lnncnir Internnliomil lnc., Repre!llmted \Jy Neico Avi11tiun Inc., Copyright(i) 1998, Hedmom.I, OR \l7756
 Soaking Out Excess Resin With Paper Towel
Fig. l:V:l.

When the towel is soaked through, pull it off and look at the results. If the towel
has pulled up or distorted the glass, tamp it with the dry brush further. Does the
glass still look glossy, with an uneven resin content? Well, put another paper towel
on it and tamp it again. So long as you don't make the laminate look white,
meaning it's too dry, there will be plenty of resin in the glass. Try it, paper towels
are cheap.

Lnncnir Intemationnl lnc., Reprcmmtcd by Neico Aviation Inc., Copyright Hl!l8, Redmond, OR 97756
W. Building Straight

Keeping the airframe straight is also important in a good flying aircraft. Your
pristine Lancair might weigh in nice, but ifit corkscrews through the air in giant
barrel rolls when you let go of the stick, you haven't built a straight airplane.
Building your plane according to plans and following the advice given in the
construction manual, your Lancair should fly straight and true (in Oz.). Back in
Kansas and the rest of the world, it seems that one wing is always a tad heavy, or
a trailing edge is wavy. Our prototypes never come out exactly straight and true,
so we can't expect any ofyou builders to perform this miracle. Here's some tips that
might help.

Straight Trailing Edges

Now let's pretend thatyou'vejiggedyourwings perfectly, leveled and attached the
horizontal stab, and plumb bobbed the vertical stab and bonded it on. The trailing
edges of your Lancair should be straight so the control surfaces can travel freely
with a consistent gap. As is usually the case with the plans of allgoodmiceormen,
sometimes things aren't quite perfect.

If your wing or tail trailing edge has a slight warp in it, heat the area with a heat
gun until it's just too hot to touch. Be very careful not to burn or scorch the
fiberglass or carbon fiber. Try heating an extra piece ofprepregmaterial first, just
to see how much heat is required to burn it. A piece of straight wood or aluminum
angle (the wood is better, because it will cool slower than the aluminum and tend
to prevent re-warping the edge) can be clamped to the edge to keep it straight while
cooling. Be sure to heat the angle, also. Otherwise the cold aluminum will cool the
edge too quickly and the warp will remain. Heat at least an inch forward ofthe edge
and don't discolor or burn the fiberglass (or wood). If the warp still remains, try
finding a lx2 or 2x4 board with the right curvature to warp the edge the opposite
way when clamped tight. Heat the edge and let it cool with the bo;ird clamped in
position. With any luck, the part will spring back nice and straight when the board
is removed. See the figures on the next two pages.

~IQ~~=*=~=:=..A:::w=:~=:~=:=B=:=~=:~=:...--=IV::_::______J/[~~~~:Jii--c-h_a-"p-t_er_1_IN_T_,_:-~-:-u-c_T_I~-~-1_2-_0_1-_9_s_-i-+*+i
Lnucnir Jnternnlianal Inc., Ifoproscmted by Neico Avinlinn Inc., Copyright(!) 1!198, Redmond, OR !17756
 Straightening Trailing Edges
Fig. l:W:l.

Lnncair Intun1nticmnl Im:., Represented by Neico Aviation Inc., Copyright(!) 1998, Hedmoml, OH !'J775!l
 Straightening Trailing Edges
Fig. l:W:2.

After heating the distorted

area.. use clamps to hold
the trailing edge straight.
Don 'tremcwe the clamps
until the skin has
completely cooled .

..A~"'~~B~~ro~-=IV~~----_Jr~~~,~~r,__C_h_a~p_t_er_l_IN~TR-R_~-:-U_C_T_I~-~-/_2-_D_l-_9_B_ _
H-*-H

Lancair International Inc., Represented by Neico Aviation Inc., Copyright(!) 1998, Hcdmond, OR 97756
X. CONTROL SYSTEMS

Pushrod Tips

a. After cutting the pushrod tube to length, don't immediately rivet the rod end in
position. It is better to test the pushrod in the system (flap, aileron, elevator) by
temporarily securing the rod ends to the pushrod with instant glue. Use only a few
drops of glue to secure the rod end or the bond may become more than temporary.
Don't cover the rod end with glue then slide it into the pushrod, the bond would be
impossible to break free. Once you determine the tube is the proper length, you can
break the rod ends free, clean them up, and rivet them in place.

b. Fill the rod ends with a 50/50 micro/flox mixture. This will allow the drill to track
straight through the rod end when drilling for the rivets. The solid rod end will also
prevent rivets from buckling when they are set in place.

Filling Rod Ends With Micro/Flox Mixture

Fig. l:X:l.

c. When sliding the rod ends into the pushrod tube for the last time (before riveting),
coat them with Loctite to prevent slippage or vibration wear.

d. A rivet gun is the best method of setting the rivets that secure the rod end. In a
pinch, we've used a hammer to lightly tap and expand the rivets. Hit the rivet
lightly and accurately to avoid mashing the rivet end to one side. A rivet squeezer
is not recommended for pushrod rivets because the rivets may buckle in the center
of the pushrod.

Lancair Intemalional Inc., Repn.!Eentod by Nnico Aviation Inc., Copyright 1998, Rodmund, OR 97756
 Setting the Rivets in the Rod End
Fig. l:X:2.

Rivet

Tube

Rod end
Rivet set

Bench vise

Rivet Rule

RIVET RULE:
The correct length of protrusion
is equal to 1.5 times the diameter
I !Dia.
of the rivet, i.e., a 1/8" rivet should
extend 3/16" from the material to
_l
be riveted. rotrudin

I~O~::::=*="==.A=J,=~===A==~=1a=--~IV=--=------1II~-~~:~]1---'-c_h_a_._p_te_r_1_IN__,_TRR_~-:-u-c_T__1~-~-1_2-_0_1-_9_s_~-l-lf-\-I
Lnncnir lnlernntional Inc., R!!presented by Neicu Aviation Inc., C[)pyright l!l!l8, Redmond, OR 97750
 2. Painting pushrods
At Lancair we usually spray paint our pushrods with one coat of Zinc Chromate
and one coat of color. Hardware store spray cans are fine for the color coat and you
can choose from all kinds of nifty colors.

3. Castle nuts and cotter pins

One common error in the Lancairs we have inspected is mis-bent cotter pins and
castle nuts without cotter pins.
Castle nuts are commonly called for items in the Lancair control systems. A
castle nut is only used on drilled bolts and MUST be secured with a cotter pin.
Castle nuts are usually snugged down, not tightened like an elastic locknut and
the cotter pin will prevent the nut from loosening!

Properly Pinned Castle Nut

Fig. l:X:3.

The longer cotter pin

prong is bent over the
top of the bolt and cut
as shown.

The shorter
prong is bent
strai ht down

The standard method of bending and securing cotter pins is shown above. Many
builders simply bend the two cotter prongs around the bolt and call it done.
Without cutting the prongs to proper length, the prongs could grab a stray piece
of upholstery or wire, possibly jamming the system.

~la~~="?~fl::.A:lll":::~,,..:::4:~:::\a:..._IV:::___::______Jli[~-~~-:]11--'C'-h_a_.p_;:t_;:_er=-=-l-JN__,_TR_R_~-:-U_C_T_I~-~-/_2-_0_l-_9_B__
f+1(-H

Lancoir International Inc., Represented by Neico Aviation Inc., Copyright 0 1!!98, Redmond, OR !l7751i
4. Control surface gaps
Ifyou'd like to get a closer gap on your control surfaces, try this method. No matter
how good the mold, the leading edges of the elevators, ailerons, flaps, and the
rudders never seem to fit the trailing edge of the wings and stabs just right. Ifyou
have this problem on your elevator, for example, mount the elevator to the
horizontal stab and make sure you have at least 1/16" gap between the elevator
leading edge and the stab trailing edge. Mark on the elevator where the gap is too
great or fairly close and remove the elevator. Now add a micro layer, mixed thick,
to the areas marked "too great" and shape a rough radius (a little sculpting skill
is helpful).

Gapping Control Surfaces

Fig. l:X:4.

Sandpaper

new micro
fill leading
edge Travel up

Travel down

Old leading edge

After the micro cures, sand it so the elevatorwilljustfit back into the stab, and sand
the stab trailing edge straight, parallel to the hingeline. Got all that? Now take
one strip of sandpaper, 3M or Norton 40 grit longboard sheets work best, and run
it back and forth between the elevator and the stab, sanding the micro on the
elevator. Another pair of hands is very helpful in this process to hold the elevator
stable while you work the sandpaper. Have your helper raise or lower the elevator
slightly when you feel the resistance on the sandpaper decrease. Slowly work the
elevator through its full range of travel. Now you should see a consistent gap
between stab and elevator when the elevator is moved through its travel range.

:"''::~~'::A~:~:__:IV::__''.__ _ _ __Jr~-~~ ]1--C_h_a~p_te_r_l_INTR~-R-~V-~_U_C_T_I_~-~-12_-_0_1-_98_ _--1+*-H

Lancair International Inc., Rnprc~cnled by Neico Aviation Inc., Copyright 1998, Redmond, OR 97756
Y. Hydraulic systems

Eastman hydraulic fittings

Let's talk hydraulics. When installing the Eastman hose-end fittings, drill a 3/
8" hole through a l"x 2" piece of3/4" plywood, then cut it in two. Use this to clamp
the hydraulic hose in a vise and avoid any damage the bare vise jaws may cause.

Installing Eastman Fittings

Fig. l:Y:l.

Nipple

Socket

Hydraulic hose

Lancair International Inc., Rcpresent!!d by Ncico Aviation Inc., Copyright ID l!l98, llmlmomJ, Oil 97756
 A good idea is to cut off and polish a gutter nail, and insert it into the hose to help
screw the left-hand threads of the socket onto the hose. Or you can also use a
mandril or lubricate a drill bit of proper size and insert it in the hose, unfluted end
first. Install the socket and pull the drill bit out, wobbling it as much as possible
to open up the hose. Insert another proper size drill bit through the nipple and
extend it past the end. Lubricate the nipple and carefully start it in the hose. Be
sure to back offthe socket from the full bottomed position to avoid gouging the hose
when the nipple is inserted. If the nipple does partially gouge the inside of the
hose, it can cause a flapper door effect, blocking flow in one direction. We blow
through our hoses both ways after installing an Eastman fitting. If the hose
sounds different when you blow through it one direction than the other, you might
have a flapper. Be careful. See chapter 26, pages 11and12 for more information.
Hose Blockage
Fig. l:Y:2.

H="=
__ -_=-:_=-~_=-~=====-=-_-_=::-~-~"-~~Rimi
I
When threading
fitting into flex
tubing, tubing
may be cut by sharp edges,
resulting in blockage.

2. Cutting hydraulic lines

Most Lancair hydraulic lines are made from 1/4", 5052 aluminum tubing. A
tubing cutter is the standard, and best, tool for cutting the aluminum tubing to
length.
Tubing Cutter
Fig. l:Y:3.

~lo~~=*=~==Al=..=,,.~="'~==A==~=~=---=IV::_::______Jl![1,-~~~];1--C_h_a-"p_t_er_l_IN_LTR_R_~-:-U_C_T_I~-~-/_2-_0_l-_9_8_-lH-7'+1
L:mcnir Internnlionnl Inc., Rcprenented by Neico Avinlion Inc., Copyright lflfl8, Redmond, OR !17756
 We use a small cutter because it's much easier to handle. Simply roll the cutter
around the tube, tighten the handle slightly, then roll it around the tube
again, etc., etc ...

After every cut you must debur the inside of the aluminum tube. A small
deburring tool makes quick work of this.

WARNING: Only debur what is necessary to achieve a smooth

edge. Excess use of a deburring tool will remove too much mate-
rial and potentially weaken the subsequently flared end.

Deburring Tool
Fig. l:Y:4.

Tony Bingelis has much more information on tubing cutting and de burring in his
Sportplane Builder books and Sport Aviation columns. These books are extremely
helpful to the home builder. Get them and read them!

Tube flaring
Here's another area of construction where you need a specialized tool, the flaring
tool.
The tube must be de burred, as described in the previous section, in order to get
a clean flare. Otherwise you could score the inside of the tube when flaring. The
tube may not seal properly in this condition.

Lancnir International Inc., Represented \Jy Neico Aviutiun Inc., Copyright(i) 19!18, Redmond, OR !J7756
 Flaring Tool
Fig. l:Y:5.

We usually grease the cone shaped part of the flaring tool so it will not gouge the
tube.
Don't flare the tube too much, the expanding aluminum may crack. The cracks
are visible if you look closely.
Experiment and learn how to use your flaring tool. Again, the books by Tony
Bingelis contain a lot of valuable info on these sorts of specialized jobs.

Luncair Int!!rnationul Inc., Representl:!d by Neico Aviation Inc., Comtright\D l!l!JB, Redmond, OR H775G
Z. PAINTING

In the last year, the Lancair shop has prepared and painted Lancair prototypes.
In the process, we've learned a few basic painting tips and rules you may find
interesting, or even helpful.

Painting is a disgusting, dirty, tedious, boring, stressful, sometimes toxic process

that you will do once and swear never to attempt again. Lock up all your weapons
because with one slip of the spray gun, one little mistake, you might feel like
ending it all. Bet you can't wait to get started on your paint job no 01, huh?

Seriously though, ifyou take your time and don't try to produce a flying Mona Lisa,
a good looking paint job is fairly easy to produce. Here's the basic flow chart that
we follow for preparation and painting of our Lancairs.

1. Clean all surfaces

2. Sand all surfaces with 80 grit
3. Prime with featherfill
4. Sand with 100 grit
5. Paint with normal primer
6. Sand down to 220 grit
7. Fill pinholes
8. Prime with normal primer
9. Sand down to 360 grit
10. Clean for color coat
11. Paint your favorite color!

Now let's get more detailed, step by step:

Step 1. Before the initial sanding of your surfaces, and before each primer and color
coat, you MUST clean the area to remove any contaminants that would affect the
paint. We use DuPont Prep-Sol cleaner for this purpose.

Step 2. After you've Prep-Soled your bare fiberglass or carbon fiber surface, scuff up
the surface with 80 grit so the primer can bond properly. We use a dual action (DA)
sander to make short work of this step.

Step 3. Clean your surfaces with Prep-Sol again in preparation for the first primer
coat. We use the polyester based Featherfill primer as a first coat. It may sound
strange, but we actually apply the Featherfill with a paint brush. We find
brushing on the first coat of primer fills the pinholes much better than spraying
does. Don't worry about making this first coat pretty, most all of it will be sanded
off anyway.

Lnncnir lnternnlionnl Inc., Represented by Neic11 Avitition Inc., Copyright ID 1998, Hedmnnd, OH 97756
Step 4. The goal ofthe Featherfill was to fill the weave ofthe material and the scattered
pinholes. Now you can sand most of the Featherfill away with 100 grit. Use a
longboard sanding block or one of the sanding blocks that use 1/2 sheet of
sandpaper. If there are low spots in the surface, here is where you'll start to see
them.

Step 5. Blow off the surface with an air nozzle and clean with Prep-Sol. This next
coat ofprimer should be the same brand as your color paint. Be sure of compatibil-
ity! We'vefoundafewreallygoodprimers. The WLS system is a great primer, we
used it on the Lancair IV prototype, but the white WLS paint we applied over it
isn't sticking worth a darn, especially on the leading edges (We just tell people that
the paint tends to burn off during reentry into the earth's atmosphere). We just
tried the Superflite primer on the 320 and we're very happy with it's application
and sanding properties. Whatever brand you use, spray on a good, thick coat.

Step 6. Sand the primer smooth with 180 grit. We usually wet sand at this point,
the sandpaper is much more efficient when wet. This is where many builders start
to run into trouble. They begin to paint on coat after coat of primer, only to sand
off each coat they apply. They complain about the huge amount of time required
to get a good finish on their planes. Well of course it takes a longtime if you sand
off every bit ofprimer you put on. They might as well use watercolors, it'd come off
real quick when wet sanding. Anyway, you don't have to sand all the way through
the primer coat you just applied. Sand until it's smooth and that's all. On the
bottom of your plane, you may not want to apply any more primer if this coat has
sanded smooth without sanding through. In this case, simply switch to 320 grit
and finish it off, ready for the color coat.

Step 7. This is the best time to look for pinholes in your surfaces. Use the air nozzle
to blow the dust off the smoothly sanded surface and out of the pinholes. We use
Evercoat polyester glazing putty to fill pinholes, chips, and other boo boos. The
lacquer glazing putties tend to shrink too much with age, as does Bonda. Use a
putty knife, or squeegee, to force the putty into the pinholes. Lightly re-sand the
pinhole-covered areas after filling.

Step 8. Now clean all your surfaces and spray on what should be your last coat of
primer. Use the same brand of primer as the previous coat. Use your judgement
to decide if you need a thinner or thicker primer coat (usually this last coat is
applied thinner). This primer coat should look pretty good, very evenly applied
and few, if any, sandpaper scratches visible.

~lo~:::=*=fl==A=="~=!l!f'.ll==A==~=~=---=IV:__::______Jl![1-~~:]i.1-_C_h_a_,pc;:t_::.er::....::.l_lN__lTR_R_~-:-U_C_TI_O_A
N_o1_2-_0_1-_9_s_ _ ~'-l-I
Lancnir Jntllrnational Inc., Repr!!aented by Neico Aviatinn Inc., Cop}TiglittD Hffl8, R~dmond, OR fl775fi
Step 9. Wet sand this last coat of primer with 360 grit. Some builders would cringe at
this, saying that the last primer coats should be sanded down to at least 400 grit.
We've found that 400 grit sands the surface just a bit too smooth, the paint doesn't
have anything to grab onto. The last grit we used on the Lancair 320 repaint job
was 320 grit (easy to remember, 320 on a 320) and the gray color coat did not show
any scratch marks.

Step 10. This is it! Blow off and clean all your surfaces thoroughly with Prep-Sol. Fill
any remaining, pesky pinholes now or forever hold your peace. Use a tack rag,
available at all automotive paint stores, to remove the dust and dirt from the
surfaces. Congratulations, you're ready to paint.

Step 11. The best advice we can give you about painting the color coat on your aircraft
is DON'T, at least not if you don't have the proper facility, tools and training. We
convinced ourselves here at Lancair that spraying the color coat on during the
early dawn or dusk hours, with the pavement wetted down and no wind, would
produce a lovely finish suitable for frammg. It just doesn't work that way.
Shooting the primer coats on in your backyard with a lousy spray gun is one thing,
but getting a dust free, no runs, color coat is another. Seriously consider taking
your plane to a paint shop. The Lancairs are perfectly suited for this because you
can take the wings off and roll them anywhere. Having a professional shoot the
color coat is not as expensive as you think IF you do all the preparation yourself.
All the painter will have to do is shoot the color.

Ifyou absolutely must spray the color on yourself, seek advice and assistance from
a painter who could probably tell you ten times more than we could about painting.

Again, we're not saying this is the best, or even a standard process for finishing
your Lancair, but it works for us. Sure, some of the parts may need an extra coat
of primer, some edges may have to be puttied up and reprimed, but these are part
of the joys of building your own plane, aren't they?

Lancnir lnternationnl Inc., Hepresented by Neko Avintion Inc., Copyright 1998, Hedmond, OR 97756
 CHAPTER 2
REVISION LIST

The following list ofrevisions will allow you to update the Lancair IV construction
manual chapter listed above.
Under the "Action" column, "R&R" directs you to remove and replace the pages
affected by the revision. "Add" directs you to insert the pages shown and "R" to remove
the pages.

Current
Page(s) affected Rev.# Action Description
2-1 & 2-2 0 or 1 None Either Rev.# is correct
2-2 thru 2-15 4 R&R Revised Speed Brakes Section
2-15a 4 Add Revised Speed Brakes Section
2-16 thru end 0 None

I_
~.IPA.l.O
~A'lll'U-..rll'I~
--~
IVFB 10
_
2-i Chapter 2
1-_:::::.:::=--=---'- REV. ____o~...:o_:::::..=_--+f-l.j
-==.:..:_ AN4/4-26-99
8 upp 1ements
Lancair International Inc., Hepresented by Neico Avi111.ion Inc. Copyright V l!l!l!J, Het!nwnt!. OR !J7i5G
 CHAPTER 2
SUPPLEMENTS
REVISIONS
From time to tin1e 1 revisions to this assembly manual may be deemed necessary. \\Then such revisions are
made, you should immediately replace all outdated pages \Vi th the revised pages. Discard the out dated pages.
Note that on the lo\verright corner of each page is a "revision daten. Initial printings will have the number
"O" printed and the printing date. All subsequent revisions \vill have the revision number follo\ved by the
date ofthat revision. \Vhen such revisions are made, a 11 tableofrevisions"page \Villalso be issued. This page
(or pages) should be inserted in front of the opening page (this page) of each affected chapter. A ne\v "table
of revisions" page \Vill accompany any revision n1ade to a chapter.

ARROWS
Most drawings\vill have arro\VS to sho\V\Vhich direction the parts are facing, unless the dra\vingitselfn1akes
that very obvious. "A/CUP" refers to the direction that\voulclbe up if the part \Vere installed in a plane sitting
in the upright position. In tnostcasesthepartsho\vn \villbe oriented in the same position as the part itseli\vill
be placed during that assen1bly step. Ho\vever, time goes on and changes are made, so careful attention should
be paid to the orientation arro\VS.

CONTENTS
1. SPEED BRAKE
2. DOOR SEAL
3. WING LETS
4. DOOR LATCH- STD IV
5. FUEL DRAIN
6. SA-008 ANTENNA
7. INTERIOR CABIN HEAT- NON PRESSURIZED
8. INTERIOR CABIN HEAT- PRESSURIZED
9. SUN VISOR
10. GASCOLATOR
11. LANDING LIGHT
12. FAST BUILD FUSELAGE
13. ALIGNING THE CRADLES
14. ONE PIECE "B" KIT FB
15. BELLCRANK BEARINGS

Lmicair lntC!rnation11l Inc. RC!prmmntetl by NC!ico Aviation Inc., Copyright. 1908, Redmond. OR 9775G
 Manual supplement
for

Precise Flight
Speed Brakes
PF2000

,..g,,.._,.,a1,a IV I~ Chapter2 REV. 4/ 04-26-99

L _':,;~lll'.'.'.:::?'"=:::!f,--~1..-~~~r17!1,~~~::.__:!:_!'.__
,,__..-=---- _ _J. 2-2 1-~-----'------=-__;_:_--.f.A'--1-j
Lancnir lnternutionnl Inc., Hepresented by Neico Aviotion Inc .. Copydght if) 1999, Heclmond. OR 97756
Supplements
1. SPEED BRAKE INSTALLATION

The Precise Flight Model 125 speed brakes are specially designed for the Lancair
IV wing. Precise Flight speed brakes have proven reliable in hundreds of aircraft
and will add a new safety dimension to your fast, high altitude flying. High rate of
descents, whether voluntary or involuntary, can be made without risking engine
damage by shock cooling. The throttle can still be left open, although a partial
power reduction is highly recommended for maximum sink rate.

Installation is very straight forward, but please locate the speed brake units where
we instruct you to. Mounting the units further inboard would give you more room
to work, but the turbulence of the deployed brakes would cause turbulence over the
horizontal stabilizer.

Note: In the following assembly steps and figures, the term "Speed Brake"
has been abbreviated to "S/B".

Precise Flight speed brakes

SB-1

Speed brake

REV. 4/ 04-26-99
Supplements
Lancair lnternatiannJ Inc., lfopres1?nted by Neicn Aviation Inc .. CllJl}Tight 'D i!J!l!l, H.eclmoud, OR !l775G
CONTENTS

A MOUNTING SIB TO TOP WING SIUN

B. CABLE INSTALLATION

C. BOTTOM WING SIUN SUPPORT

Overview of SIB location

FigureSB:2

BL 114

1111111111 = Speed brake

NOTE: Be sure to orient yourself with the arrows

in the drawings. Some drawings are oriented right-
side up and some upside-down as the wing sits in
the jig. So whether your wings are still in the jig or
not, pay attention to the arrows.

Lancair lnt()rnatio1ml lnc., Represented hy Neico Aviat.ion Inc., C[)prright 'D l!J!l!l, ltetlmnntl, OH !J775G
A. MOUNTING SIB TO TOP WING SKIN

The S/B is mounted to the top wing skin with countersunk screws and nutplates.
A flange must be formed in the top wing skin so that the S/B will be flush when
screwed in position.

Al. Figure SB:A: 1 and SB:2 show the location of the cutout in the top wing skin. Notice
that the rear wing spar is notched slightly. This notch is to provide more clearance
between the S/B and the long aileron pushrod. Draw the 11.5" x 1.8" rectangular
shape on the inside of the top wing skin. Drill four #50 holes through the top wing
skin, one through each corner of the rectangle. These holes will help you locate the
rectangle from the outer side of the top wing skin. Do not cut into the top rear spar
cap more than .25".

Speed brake location

Figure SB:A: 1

BL 76
ri\... 1"
Fwd ~

~bd
Right rear wing spar (top spar cap)

Note: Do not cut into the top rear

spar cap more than .25" 0
Top wing
skin ------....,
-.I 1.8"
1~
rr1n11ii11i11,..:,1"17"11,.,.1,.,.
11 ..
1 11
11 11 11 111 / II 111 111

Rear wing
spar --------....

Bottom win~n
II 11111111 111\ 11\111"
/ 111111 I
I I I 111

llEV. 4/ 04-26-99
Supplements
Ln1u:nir lnternntinnal Inc .. Represented hy Neico A.,.i11tin11 Inc_, Coprr:ig:ht f) I !l!l!l, ltcdmond, OH !l775G
A2. Carefully cut the rectangular section out of the top wing skin as shown. Use the ~
four small holes you drilled in Step Al to locate the rectangle from outside the top
wing skin. Cutting from outside is much easier than from the inside. Don't cut more
than 114" into the rear spar.

A3. From outside the wing, insert the S/B cartridge into the rectangular hole and
center it. It will be necessary to grind a small notch in one side to allow the cable
to fit. Notice that the S/B connector and cable are on the right side facing forward
for both wings and the opening in the Speed Brake Cartridge for Blade Passage
is biased toward the forward side (thin forward, thick aft). Wben the blades are
deployed the cupped-machined blade surfaces will be forward. This allows for a
slightly greater air spill for the blades and incrementally increases their effective-
ness.

A4. When the S/B is properly centered, mark the outline of the large S/B mounting
flange onto the outer surface of the top wing skin. An aw1type scribe works well for
this step.

A5. Remove the S/B. Carefully trim back the OUTER laminate and core of the top wing
skin to the outline you drew in Step A4. Don't trim back the inner laminate of the
wing skin. Also recess the core material around the cutout 1/4" between the inner
and outer laminates.

Core removal for S/B

Figure SB:A:2

i"i':":'~~l ~
Top wing
Fi' 287" /skin
{Jlll/111111 .
E:::'.:'.':'.11I1111111111///1/W '

S/B housing

Rear
wing
spar

AIC up ~

~
L~;;:;='~~~~.A==l'..=~==A==l.='D=:_____:!'JV_'!_
c:::>'7 Vlll'flll-'7/lll"fi.
___JI ~
Lanc;iir lnternot.ion!ll Inc., Hep resented hr Neico Aviation Inc.. Cop~Tit:-ht
. L:_j
1---=-C=ha""p-'-te:..::.rc:.Z_ __i_l_RE_'-'__4_/_04_-_2_6-_9_9_--1+'A11E-+i

D I !J!l9, Hedmond, OR 97756

1
Su pp le ments y:o.
AG. Mark (with a felt pen) the orientation of the large aluminum S/B flange. (i.e. -
forward, outer surface, etc.) Remove this flange from the S/B and cover it with thin
release tape. Apply a light coat of wax to the S/B housing and let it dry prior to
putting on the release tape. This is to keep the adhesive backing of the tape from
permanently sticking to the aluminum.

A 7. Use instant glue to temporarily bond straight wood pieces to the outer surface of
the aluminum S/B flange. These wood pieces will hold the flange flush with the
wing skin. See Figure SB:A:3.

AS. Use 40 grit to sand the inner surface of the top wing skin in the area around the
S/B cutout. Clean this area with MC.

A9. Place the aluminum S/B flange into position in the top wing skin. The wood pieces
should hold the flange flush with the top surface. Use instant glue to hold the wood
pieces and flange in position.

SIB mounting flange

Figure SB:A:3

Wood pieces hold S/B flange

flush wi the top wing skin.

SIB flange
(covered with
release pe) Top wing
/skin

f I 111111111111111 '

Fl ox

Rear
wing
sp~

Bottom wing
skin~
I I I II I I I \ I I I I
I I 11 I \ I I I I \ I I
l I 11111

REV. 4/ 04-26-99
Supplements
Lancair ln1t?l'1Hltion11J lnc., HeprE~sented by Neico Aviation Inc., Copyright D i!J!l9, Herlmm1d. OH !li75(i
AlO. Fill the area between the aluminum S/B flange and the inner wings skin laminate
with a thick epoxy/flax mixture. Be sure to push the flox back into the wing skin
where the core has been removed.

Al 1. When the flox has cured, carefully use the countersunk mounting holes in the
aluminum flange as guides to drill #28 holes through the flox and wing skin.

Al2. Remove the aluminum mounting plate from the wing skin and remove the release
tape from the flange.

A13. Attach MS21069 nutplates to the inside of the top wing skin at each S/B mounting
hole. Use either of the methods shown in Figure SB:A:4 to mount the nutplates.

Securing S/B 1110unting nutplates

Figure SB:A:4

Top wing
/skin

11111111111111111

Nutplate
secured
to flange Rear
using wing
Method #2 /spar

S/B housing

Bottom wing
skin
11Jii1 1111 I 111 \I I II\ II I,
J 1 J 1111 I I
II

(Method #2)

(Method #1 )
11..- AN426A3-8
Li- rivet 'jj'~ AN426A3-5
'
MS21069
nutplate
/~rivet
V'~ 1" x 1/2" piece MS21069
of 6 BID nutplate
Nutplate is riveted Nutplate is riveted to piece
directly to flange. of 6 BID, then the 6 BID is
bonded to the wing skin.

REV. 4/ 04-26-99
Supplements
L11m:iiir Jnternntional Inc., Represented hr Neiw Avin1fon Inc,, Copyright 0 J!J!l!l, Redmond. OH !l7i5G
Al4. Reattach the aluminum S/B flange to the S /B.
~
Al5. You should now be able to mount the entire SIB to the top wing skin using
MS24693-S30 countersunk screws.

Chapter2 I REV. 41 04-26-99 '>v<

Supplements ~
Lancair Jnterm1tiunn.l lnc., Represented by Neico Avintion Inc., Copyri!:"hl 'D l!J!l!l, Hedmond. OH !J775G
B. CONDUIT INSTALLATION

The S/B electrical wiring is routed into the fuselage through a plastic conduit. The
same type ofblack plastic electric conduit that you used for routing electrical wires
through the wing will work well for the S/B cable.

Bl. Place the S/B unit in position and mark on the BL 76 rib where the aft edge of the
S/B is located. The conduit should be centered top to bottom in each of the four ribs.

Note that the Speed Brake electrical wires exit out the right side of the S/B
cartridges. This makes it necessary to extend the conduit in the right wing
to a point l" past the outboard edge of the S/B. Run this conduit through the
BL 76 on the aft side of the S/B. The left wing conduit should also exit the BL
76 rib slightly aft of the S/B cartridge. Remove the S/B unit from the wing.

SIB conduit slots in the wing ribs

Figure SB:B:l

'

Fwd x
BL 25.5 '

A/Cup 314" dia.

o-+ x \.
BL38
BL52
BL 76 ribs /

+
B2. Grind 3/4" dia. holes in the BL 76, 52, 38, and25.5 ribs as shown in Figure SB:B:l.
These holes will properly route the cable conduit to the inboard edge of the wing.

B3. Insert the plastic conduit into the ribs. The conduit should end 15" inboard of the
BL 25.5 rib and may be trimmed later as necessary.

B4. Use a thick epoxy/flox mixture to pot the conduit into the BL 76, 52, 38, and 25.5
ribs.

L~;;~=~~::::~~=Al~=~~~==A==l.""':O~:____:!IJV~--_J'
o= Vl/Tf1_F"1Uf.lfr4>.
~
L.:.'....'.'..J 1 _C_h~ap~t_e1_2
___~11_m_v_.
.
Lane air lnternatfonnl Inc., Hep resented by Neico Aviation Inc., Copyri!;'.ht ID I !J!J!J, lletlinond, Oil !J775fi
__4_/_04_-_2_6_-9_9_ _
Supplements
-1-'~'*H
~
 Potting conduit into ribs
Figure SB:B:2

=
t~bd---""""""
~~ Capstrip

AJC up

S/B cable
conduit

Conduit is potted
into ribs with
epoxy/flox

5;;~;>~:
L ~"==.4='~..~~.8~L.:O~___::!N~.__ _JI EJ?-11 ,_C_h~ap~t--'er:...:2:___ Supplements
0
~1!/I"~~
_
_J_R_E_v_._.:_4.:_/_::0_:_4-_:2_::6.:_-9_::9:__+AA-I
I

L11m:air lnternnlion11l Inc_, H.epre!!ented by Neieo Aviation lnc .. Copyright l) i!J!J!l. He1hnoiul, Oil !)'j75(l
C. BOTTOM WING SKIN SUPPORT

A fiberglass pocket must be secured to the bottom wing skin to brace the S/B
assembly. The pocket is molded around your S/B housing to assure a close
tolerance fit.

Cl. Temporarily add .25" of foam to the outboard side of the S/B unit. This will give you
some free room, sided to side, in the fiberglass pocket, easing alignment in the
future.

C2. Apply one layer of release tape to the bottom and sides of the S/B housing. The
fiberglass pocket will only extend up 1 .25" so cover the S/B housing at least 2" up
from the bottom. Duct tape is a good release material for this step.

Fiberglass pocket
Figure SB:C:l

3 BID fiberglass /
pocket, custom
forme~ S/B.
rf/J, ,r
#1/ff!i#ly
1
/

~,.r:!c_u_;'
'~/.! ~
. -
=-r;::-~--1-11ff'Y :

~-
-'llfly Temp .. 25" foam
on one end

Apply release tape to the bottom

of the SIB housing and form the
3 BID pocket over this area.

HEV. 4/ 04-26-99
Supplements
Lane air International Inc., ffopresented by N1~icn A\iation Inc., Cnpyright '1' HJ!J!J. n~dmuml, OR !1775G
 CS. Build up a 3 BID fiberglass pocket around the bottom of the SIB housing. One piece -y__
laminates would be too difficult so just overlap pieces in the corners by 1". Extend
the 3 BID up the S/B housing 11/2".

C4. When the 3 BID has cured, remove it from the S/B housing. Trim the pocket to 1
1/4" in height.

C5. Remove the release tape and the 1/4" foam piece.

C6. Install the S/B into the top wing skin. Locate the four bottom corners of the S/B
housing on the inside of the bottom wing skin. Mark the outline of the housing on
this surface.

C7. Remove the inner laminate and core of the bottom wing skin only in the rectangu-
lar area of the S/B housing. DO NOT cut into the outer skin. Also remove 1/4" of
core from around the perimeter of the cutout area.

CS. Use 40 grit to sand and clean the areas 2" around the recesses area of the bottom
wing skin.

C9. Apply a 3 BID reinforcement to the coreless area extending 1 114" forward and
outboard of the recessed area in the bottom wing skin. (Applying BID to the
inboard and aft sides would interfere with the aft spar cap and BL 76 capstrip.)

L~'O
: :'.="!.=.": ."i': :~;: : : ~ : : :. a: : : : : .Jf. : : :~: : : : : A: : : : : L.: : :D: : : : : :__.:"'JV. .Y!._
VIII' f/lJl'.Jlrlil8'..
Lancair International Inc., rte1irr.se11tetl by Neico Aviat1cm Inc ..
__

Cnpyri~ht. {~
~ l---'-C_ha-"p_te..c;r_c.2_ _Su_1L_R_E_V_.
_JI L:.'..::'._J
.
l!J!J!l, Redmond, OH !J775G
pp
_ _4_/_0_4-_2_6_-9_9_ _+'>v<rn-H
le ments JO<
 Reinforcing bottom wing skin recess
Figure SB:C:2

Dashed lines indicate AJCt<up Fwd

location of BL 76 capstrip /,,
and the rear5ing spar. ,. ,,,- ,, / ,,/,,,
,,,,, ,.. ... / 3 BID Outbd
,,..,.,,,. //
/ ;
'.......:_,,,......,,.,. /'/
4';.'.::">0>;0;;'.c<:; .:

Inner laminate and core

rFwd have been removed where
the 3 BID pocket is l\ed
AJCup
1111111/ I 111111

Bottom wing skin Flox

ClO. Install the SIB into the top wing skin. Place the fiberglass pocket onto the SIB. For
clearance purposes, place a couple tongue depressors between the bottom of the SI
B housing and the fiberglass pocket. The pocket should be centered spanwise on
the SIB, leaving about a 118" gap inboard and outboard.

Cl 1. Place the bottom wing skin in position and check that the fiberglass pocket is not
interfering with the proper fit. The recessed (coreless) area of the bottom wing skin
will have to be expanded slightly to fit the fiberglass pocket.

llllV. 41 04-26-99
Supplements
Lanen fr Tnternationi1] Inc., Hcprcsented hy Ncico Avintinn Inc., Copyright '1) ! !l!l!l, Hcdmorul. Oil !J775G
Cl2. When satisfied with the fit of the fiberglass pocket, remove the bottom wing skin
and prepare both it and the fiberglass pocket for bonding. Sand and clean all
bonding areas.

Cl3. Fill the recessed area of the bottom wing skin with anepoxy/flox mixtt\l'e. With the
fiberglass pocket in position on the S/B housing. Lower the bottom wing skin into
position so the flax will bond to the fiberglass pocket. Be sure the bottom wing skin
is resting on the aft spar cap, BL 76 cap strip, and wing center spar cap. A limited
inspection can be made through the aileron bellcrank inspection hole.

Note: In warmer climates, the flax buildup under the pocket could exotherm
while curing. Use a fan to reduce this possibility or keep your shop cool while
bonding

Bonding pocket to bottom wing skin

Figure SB:C:3

AIC up

Fwd ..--J Top wing

/Skin
I I I 11 I
~ . I I I III 11111 I I I II I
S/B housing, tongue
depressor between
S/B and pocket ensures
adequate clear~

Rear
3BID
wing
po et
/spar
Flox

3 BID

Bottom wing
skin

L ~;;~:t:::'~~~A="''=,11',~~~.B:ff.:O:__JV~!_
C>" "lllFl/1J'.l'71JITl'fli.
_ __JI ~ 1_:=C,:oha:::!p::.:t::.:er-=2'.....__
~
Lancair Intcnrntim111l Inc., Representer! hy Neico Aviation lnc., Copyri!:ht rj)
.
l!l~l!l,
_:4/'. . ._04.:. .-. =2.::.6-..::.9. ::.9_ _+-AC-\j
Supplements
Redmond, OR !li75G
_L_R_E_v_._
Cl4. After the flax has cured, remove the S/B from the top wing and remove the bottom
wing skin.

C 15. Apply a 3 BID reinforcement covering the forward face of the fiberglass pocket and
overlapping onto the 3 BID previously applied. Be sure to sand and clean all areas
where the BID is applied.

Reinforcing the fiberglass S/B pocket

Figure SB:C:4

A/Cup

Fwd ..._J
3BID

I
3 BID Bottom wing
reinforce~
skin
.
j\\l ill\ I I I \11\1\\\111~ '

'Drain hole (inbd, aft corner)

Cl6. Drill a 1/8" dia. drain hole in the inboard, aft corner of the fiberglass pocket and
though the bottom wing skin. Also drill a 1/8" drain hole in the forward, inboard
corner of the rib bay, where the BL 76 rib meets the fuel bay web. See Figure
SB:C:4.

This completes the Precise Flight Speed brake installation in the wings of your
Lancair IV. This is all that can be done on the speed brake until after the wing is
finally closed.

For final installation, the electrical cable must be pulled through the conduit and
routed appropriately through the cockpit. Attach the cable connector at the S/B
and lower the unit into the wing. Install the MS24693-S30 cocmtersunk screws.

L
s;;~:>::~:::~~A:==Jl',,:=~:==:=A=l.=:O=:_~JV~'._
~J'lll"lll.l".FU""""- _ _Jll. z-l 5 a 1 1 _P_re_c_is_e_F_li~g_h_t~j_R_E_v.
L:mcair lntcruatinnal Inc., Representl!d by Neirn Avim inn Inc., Copyrir:ht 4) i!J!J!J. Jfodrnonil, OR 97756
SPEED BRAKE INSTALLATION
41_4_-2_G_-9_9_ _-t-t)d,-J<-H
___
;'C\
2. OPTIONAL ELECTRIC DOOR SEAL PUMP
The optional door seal pump for the standard Lancair IV and Lancair ES is the
same as used on the Lancair IVP. The seal is automatically inflated and kept at
20 psi. The electric door seal pump comes in 12 or 24 volts version. Read the pump
label to determine if you have the proper voltage.

Mounting Pump to Left Fuselage Side

Fig. 2:2:A: 1

.1.1/4" Phenolic Base

P' (3.5" x 3.5")

' MS21919-DG16

fa
Clamp
Open hole to 3/16" dia.
in the pump body.
MS24694.S54 Screws ~
with flats ground Into ~
head. Potted Into Phenolic MS24694-S48
with Hysol. Screws (2 req.)
Mounting Plate
(317-04)

Nut Plate
Place with the short arm down.
(317-02)

Al. Use the 317-02 nutplatetomount the pump to the 317-04plate. The 317-04plate
is countersunk to accommodate the MS24694 screws. See Figure 1.

A2. The 317-04 pump mounting plate is secured to the left side of the fuselage behind
the shear panel supports. A phenolic block with studs is bonded to the side of the
fuselage as amounting base for the 317-04 plate. Grind flats on the heads of three
MS24694-S54 screws, then pot them into the phenolic base with Hysol. At the
same time, use Hysol to bond the phenolic base to the fuselage side.
REV. 0/ 02-0 ]-98
Supplements
Lancair Intel'national Intl., Represented liy Neico Aviation Inc., Copyrlght,Q l\HlB, Redmond, OR fl775fi
A3. When the studded phenolic base has cured, secure the 317-04 plate to the base
with AN365-1032Alocknuts. Notice that the forward, upper stud is also used to
secure the pressure switch with a MS21919-DG 16 clamp.

A4. Mount the MJTV-3 control valve switch to the instrument panel in a location of
your choice.

Door Seal Hookup

Fig. 2:2:A:2

+
Inflatable cabin
door seal Master bus

20 psi pressure switch

(When pressure
reaches 20 psi, pump is
shut down until pressure
->" ~A-1
c: falls again, etc. 1 etc.)
(0166408041032)
If 10~
00

Pump

Pneumatic Door seal switch

on inst panel in 0 ""'--
Check valve prevents
the "ON"' position. pressure from bleeding
Pressure is connected off through the pump.
to tho door seal.
~--'-'----'('--4L~D-061-DOO)
(MJTV-3)

->" c: Oi
" Elec. door
"' seal pump
(317-01-12)
or
(317-01-24)

Door seal switch is shown here

in the "OFF" position. Pressure
line is blocked off and the door
seal is vented to the cabin.

~ I~ Chapter2 0/ 02-01-98
~~~~:::~:::.1'A:::A:::l-:::!Of'lt:::=A:::l..:=~==:__:lV2._
LO i-~--~------tttrli
REV.
; Vll"lllll.17UT8'. _ _ J. 2-17 Supplements
Lane air Jnt.ermitional Inc., Hcpresented by Neico Avfotian Inc , Copyri~ht 1' 1\198, ffodmontl, OR 97755
5. Use 3814-6 flexible plastic hose to connect the electric inflation system as shown
in the figure above. Note there is a check valve installed between the pump and
the pressure switch to prevent air from lealcing back through the pump when it is
not running. When the pump is turned off, the pressure in the door seal will vent
out through the panel mounted on/off switch.
Door Seal Pump Wiring
Fig. 2:2:A:3

22-4
c~nector
t
~ Door seal bridge tube

~ 317-03

\\.
I "-=--'
/

-41
door seal
I
Inflatable

J 28-4-2 Male

Pressure switch

""~\'"'rz===============;:\======::'..J
3814-{; plastic
tubing

4LD--061-DOO
Check valve

NOTE: Use 3814-<; 11Jbing to

connect all fittings .

....,_________ Elec. door seal pump

317-01-12 (12 volt system)
317--01-24 (24 volt system

6. Wire the door seal pump as shown in Figure 3.

Lancair International !nc., Represimted by Ncico Aviation Inc., Copyright 1998, ffodmond, OR 97756
3. WING LETS

1. INTRODUCTION

The winglets for the Lancair IV are optional. The optional kit, part# 1048/1049,
includes the winglet skins, carbon graphite cloth, NACA scoops, and all the
necessary hardware.

The winglets can either be installed with the wings still in the cradles or with the
wings mounted on the aircraft. Since the winglets are a "retrofit" option and since
you may not still have the wing cradles, this supplement is written assuming you
are installing the winglets with the wings installed on the aircraft. You can also
install the winglets with your wings still in the cradles, although this will talce
some creative thinking on your part.

The alignment of the aircraft is critical for installing the winglets! Before
beginning, position the aircraft in such a manner that it is possible to leave it
exactly where it is for several days. Chalk the wheels and support the wings with
saw horses and foam blocks or whatever is necessary to stabilize the aiJ:craft.

2. CONSTRUCTION PROCEDURE

A. WINGTIP FLANGE REINFORCEMENT

Al. Remove the old wing tips. Remove the nutplates from the wing tip joggle.
Suggestion: Use a sharp chisel between the nutplates and the wing tip. We have
found this to be easier than milling out all the rivets.

IREV. Of 02-01-98
Supplements
Lancair International Inc,, Represented by Neico Aviation Inc., Copyright 0 1898, ffodmond, OH 97750
 Reinforcing the Joggle
Fig. 2:3:A:l

f

1"

A2. Install the 10 BID carbon graphite reinforcement as shown in Figure Al. First,
using40gritsandpaper, sand the bonding surfacesinpreparationforthe 10 BID.
Clean the bonding surfaces with MC. The graphite should run all the way to the
edge of the joggle and 1" onto the rib.

A3. After the 10 BID has cured sand the 10 BID flush with the old wing tip flange.

A4. Wipe the outside, or exterior, ofthewinglets with a degreaser like DupontPrep-
sol, PPD DX330, MC or acetone and then followed up with a dry rag. While the
parts are still wet, wipe with a dry cloth to remove the wax.

REV. 0/ 02-0 ]-98

Supplements
Lancair International Inc., Repr('sented Liy Neirn Aviation Ine., Copyrjr!11t Q 1998, Redmond, OR 97750
 Trimming the Inboard Edge of the Winglet
Fig.2:3:A:2

Lower
Wing let Skin

The

lf
T.E. PAPER
will be TEMPLATE
trim me
later.
~---+ <-+---~ 4-BL 180

9" ~-B-L_1_7_1~~~~------~~ 1 .5"

l / r Wing Tip Joggle

-1---L.....-

\
Trim the winglet skin
so it fits into the joggle.

Aileron Straight Edge

'Note: It may be necessary to slightly trim the LE
of the joggle of the wing in order to accept the winglet.

A5. The existing BLl 71 edge of the w:inglet should be very close to the net size. This
edge should only need a small amount of sanding to bring the leading edge into a
straight condition. Again, carefully check the dimension" 12.5" to make sure that
they are built to the same size. The wingtip joggle should be parallel with the line
of flight.
REV. 0/ 02-0 ]-98
Supplements
Lancair International Inc., Reprl!S(llltlld by Neico Aviation Inc., Copyright G 1998, ffodmond, OR 9775G
 ~
INSERT PAPER TEM PLATE HERE

Chapter2 I REV. 01 02-01-98 w

Supplements A
Lancafr lnt.ernational lnc., Represented byN(lico Aviation lno., Copyright ii) 1998, Hedmond, OR 97756
B. MOUNTING ANTENNA

There is an E-glass "window" for mounting the NAV antenna in the winglets. The
recommended antenna is the SA-004, one for the left winglet and one for the right
winglet. These antennas were specially built for the Lancair IV and are available
through Lancair.

Positioning the NAV Antenna

Fig. 2:3:B:l

~L FWD

The screws securing

the winglet also go
E-glass through the antenna.

1"

AN426A3-5 Rivets secure the

antenna along the inboard edge. The antenna fits into
t
the careless area.
NOTE: All parts of the antenna must stay inside the E-glass window.

Bl. The NAV antenna is mounted on the lower winglet mounting flange.

Positioning the antenna:

1. Refer to Figure Bl to position the antenna spanwise (l" from edge).

2. Position the antenna for/aft such that the antenna fits in the careless area of the
wingtip.
3. None of the antenna should extend onto the carbon portion of the winglet.

REV. 0/ 02-01-98
Supplements
Lancair I nternntionnl Inc., Hep resented by Neir.u Avh1tion Inc .. Copyright D I!J!l!l, lfodnrnnrl, Oil !Jli51i
 Securing the NAV Antenna
Fig. 2:3:B:2

r- _____,.,2~~----
~--~==::::::

R. t /Ante
ive~R K
== ::::::::::ilfl~~~~~~==3Ue:==:~"'~,~ Wingle
Note: Install the 3 rivets as far outboard as
B2. Secure the antenna as shown in Figure B2. Secure the outboard members with 1
BID and the inboard member using 3 AN3-5Arivets. Some of the screws securing
thewinglets will pass through the antenna, sandwichingthe antenna between the
winglet and the wingtip joggle. Thereasonforthisis that thewing'scaibon bottom
is being used as a ground plane.

B3. With an ohmmeter, you can test the continuity between the nav antenna and the
bottom wing skin. There must be contact for the antenna to work properly. The
bottom wing skin is used as the ground plane.

B4. Follow the manufacturers instructions for wiring the nav antenna. This is a
process of stringing the RG-58 coaxial cable through the electrical tube you have
previously installed, then wiling the connectors on the inboard and outboard ends
of the wing.

L~;;~=~'!!:="~=#.="'=~=A=L.=D=:_....:IV~~-_JI
07 'IFU'.11U'8'.
12-241 . L..:_J
Lanc11ir International hw., Represented by Neir.o Aviation Inc., Copyri[!hl 1198, Tfodmond, OR D775G
Supplements
0_1_0_2-_0_1-_9_s_-1~+1
1_c_ha_,_p_te_r_2_ _-'-RE_'v_.__
C. FUEL VENT LINE COMPLETION

The fuel vent line runs from the fuel tank out to the wing tip. From there it
connects to the aluminum vent line that runs up to the NACAscoop in the winglet.

Trimming the NACA Scoop

Fig. 2:3:C:l

I
I
I
'I
I
I
1
1
I
I
1
I
1
I
I
I
1
I
I
____,I
3/8"

CL Trim the flanges of the NACA scoop to a 3/8" as shown in Figure CL

L~~=~==~==.&=="'=~==.4/l==.l.=~==~~JV_!_~~_J'12-25l
O; V/llfflll.1'71JTl"li..
1~Ch_a~p_te_r_2~~-'-R_E_v_.~-0/_0_2_-_0_l-_9_8~~1+)(:-J-1
. c..=__j
Lancair Internalianal Inc., Represented Uy Neico Aviation Ina., Copyright 1998, Rodmond, Of{ 9775G
Supplements
 Positioning the NACA Scoops
Fig. 2:3:C:2

Upper Edge
"'------------.--

The NACA scoop_ is

a,pprox. {!entereu on
tfie coreless area.

C2. Install the NACAscoops. It is easier to install the NACA scoops before you start
mounting the winglets. The NACAscoop should be approximately centered in the
careless area on the outboard end of the lower winglet skin. The NACA scoop
should be "pointing" straightforward. Use the upper/outboard edge of the winglet
as reference to level the NACA scoop.

C3. Using 40 grit sandpaper, sand all bonding suifaces of the winglet and the NACA
scoop. Clean the winglet bonding area with MC. Wipe off the NACA scoop with
acetone (MC will melt the NACA scoop).

C4. Bond the NACA scoop into position with epoxy/flox.

0r==;;;;t~~~4,..,,,,,a1a
W/Tl/IJ'.17111"/i...
IV /12-26 I Chapter2 REV. 0/ 02-01-98
i-~----S-u~p-p-le_m_e_n_t_s_ _ _ _ _--l+*-H

'--------~----------''----'
Lancair lutf.lrnational Inc., Repres(!nted by Neico Aviation Inc., Copyrii,:ht 1998, Redmond, OR 97750
 Trinnning around the NACA Scoop Inlet
Fig. 2:3:C:3

i==c:=:; Smooth out w~

,
I

Wingtip

Wingtip
A/CDown
Trim to fit

flush with inside
of NACA scoop.
-
Fwd

C5. After the scoop has cured into position, trim around the NACAscoop to get a sharp
edge. A sharp edge helps the airflow and adds efficiency to the NACA scoop. Fair
in the narrow inlet at the L.E. of the NACAscoop to allow a smooth airflow.

Lancair Jntenrnlicmal Inc., Repr(!sonted by Nuko Aviation Inc., Copyright "9 l !l98, ffodrnond, OJI ll775G
 Bonding Vent Tube to NACA Scoop
Fig. 2:3:C:4

Aluminum Tube NACAscoop

i;rlBID

IBI
------~FWD

CG. Cut a 40" piece of 114" dia. aluminum tube (Part# 5052-.250x035) and flare one
end. Bend the tube as shown in Fig. C5. The exact routing is not critical as long
as you stay clear of the antenna. It must also be in a convenien tlocation to connect
the plastic hose to the vent line in the wing

C7. Drill a 114" hole through the aft face of the small NACA scoop. Sand the area
around the 114" dia. hole. Rough up the surface of the aluminum tube where it will
be bonded to the NACA scoop. Clean all the areas with MC.

CS. Use Hysol (with a little fl.ox added) to pot the non-flared end of the 30" long tube
into the aft face of the NACAscoop. Install the vent line approx. 0.1" above the
carbon fiber winglet skin to avoid contact problems between the carbon fiber and
the aluminum. Install with Hysol and secure with 1 BID as shown in Figure C5.

C9. Thefinallink will be installed when thewingletiscompleted. It consists of aB44-

3 plastic tube that secures with a hose clamp in each end.

I REV. 0/ 02-01-98
Supplements
Lancair lnternaLional Inc., Represent(ld by N(lico Aviation Inc., Copyright "d 19!18, ffodmond, OR 97750
 Routing Aluminum Tube
Fig. 2:3:C:5

BID \. Hysol/flox fillet

Vent~
I lhlN-:.;:._

The exact location of the aluminum vent

line is not critical. Run it clear of the
antenna.

vent line with

1 BID.

Wing let

HoseC~

I -
I
I
Hose Clamp ' I
B44-3 Tube I I
BL 171 Rib

\ ------
I
I

-------
II
Aluminum Vent Line in Winglet ----outbd

NOTE: Install the tube so it will not kink and choke

off the air.

Li;;~:~::~~=A=="'=~==..8==,l,=~==c._~N_:'!_
O; Wl//IJY~A"IA..
___J,
Lnncail' International l nc. He1ireo;ented by Neico Avinl ion Jue_, Cupyri~ht 'i)
.
I 2_29 Il-"C-=.:h"'apc.ct.:.;e1:_:2:___
l!J!J8, lfodmond, 01{ !J7i[JG
_[_R_E_v_._ _O_I_0_:2-_0_l_.:-9_:8_ _+B4-+1
Supplements
D. INSTALLING WING LET INTERNAL STRUCTURE

Dl. Establish a centerline on the floor underneath the aircraft from the tail to the nose.
Also run a line at 90 from the centerline out to the winglets. This will serve as the
reference line for aligning the winglets.

D2. Make a cradle to support the end of the wing. Plywood bondoed to the floor works
good. Keep this in position until the winglet is completely built. Steady the aircraft
with jacks.

Steadying the Wings

Fig. 2:3:D:l

Plumb bobs must

match the
exact width
of the wing let.
Wing

....a.-1--- Install a cradle to steady

the wing. Bondo in place.

Aligns with end of wing

and is parallel to aircraft
centerline.
REMEMBER ... the incidence is set
by subtracting 3/16" from the "X"
NOTE: Keep the cradles in position until measurement here!
the winglet is completely installed.

REV. 0/ 02-0 ]-98

Supplements
Lancair l11tcr1rntional Inc., R11Hcsentecl !Jy Neico Aviation Tue., Copyrig"hl 'D I !l!J8, Hcdinoncl. OR !J7i5Ci
 Aligning the Winglet
Fig. 2:3:D:2

Parallel with
the line of flight.

This edge may require a

small amount of sanding.

Use a straight edge to align the winglet L.E.

Steel angle iron works well but put duct tape
on it to protect the paint.

Use a straight edge to align the lower winglet

skin to the lower surface of the wing.

Wing Support

REV. 0/ 02-0 ]-98

Supplements
D3. Align the lower winglet skin.
The alignment criteria are:
1. The L.E. of the winglets must align with the L.E. of the wing.
2. The lower skin of the winglet must align to the lower skin of the wing.

Clamp the lower winglet skin into place.

Note: The thickness of the winglet in the area where it fits into the joggle of the
wingtip is thicker than what the joggle allows for. This is faired in with epoxy/micro
later.
D4. Make another wooden jig for the winglet tip (see Figure D 1). Hot stuff or Bondo into
place. The purpose of this is to stabilize the tip of the winglet. This iig is also sets
the incidence of the winglet. (The incidence must be set prior to installing the ribs and
the spar).

To set the winglet incidence:

1. Drop a plumb bob straight down from the L.E. of the winglet at the
approximate location shown in Figure D 1.
2. Drop a plumb hob straight down from the T.E. of the winglet at the
approximated location shown.
3. Set the incidence such that the L.E. is 3/16" closer to the fuselage centerline
than the T.E. of the winglet. This sets the incidence.

Periodically check the incidence through the construction.

Securing the Winglet to Wingtip

Fig. 2:3:D:3:a

I (12) MS 24694-851 Mn.chine Screws

.'V (12) Kl000-3 Nutplatea

(12) NAB390BlOP Tinnermnn Wa11ber
(24) AN42GA35 IUveta

I
I
I
I
I
I
I

J_ .: I

REV. 0/ 02-01-98
Supplements
Lancair International Inc., Represented by Neica Aviation Inc., Copyright 1998, Redmond, OR 9775G
 Securing the Winglet
Fig. 2:3:D:3:b

(MS24594-S51) Machine Screws

(Kl000-3) Nutplates
(NAS390BlOP) Tinnerman Washers
/ (AN426A3-5) Rivets

D5. Following the bolt pattern of Figure D3, install (12) MS24694-S51 screws, (12)
Kl000-3 nutplates, (12) NAS390B lOP tinnerman washers, and (24) AN426A3-5
rivets in the lower winglet skin. The screws should be centered on the flange and
evenly spaced apart. Scuff up the tinnerman washers and Hysol in place.

D6. Drill holes along joggle of winglet and wing, nutplate, and screw into position.
You'll need to remove the winglet from the fixture for this step. After you have
installed the nutplates, reinstall the winglets with the screws support the winglets
at the tip.

I REV. 0/ 02-01-98
Supplements
Lancnii International Inc., Repre5ented by Neico Aviation Inc., CopyrightC l!HJB, Redmond, OR !J775U
 Installing the Winglet Rib
Fig. 2:3:D:4

o
-.
I
r 2 ply per side pre eg

o I
Q i
o I
Q
I
I
" I
Q

l
o I
o I s1.~ply~
e pre
-
.
o I
I
"
o I -2" wide,
I

2"

I I

D7. Fit the winglet rib pattern (blueprint #2-111301). Refer to Figure D5 for the
location. Make a notch in the rib for the fuel line. The winglet rib is made from
2 ply per side prepreg.

DS. Remove 114" of core along the bottom edge of the rib. Sand all bonding surfaces of
theprepregrib and thewingletin the area where the rib bonds. Brush a thin coat
of epoxy in the trnugh of the rib you just formed and the lower winglet skin. Fill
the trough with a thick epoxy/micro mixture. Position the rib at the location shown
in D4. The rib should install vertically. Secure the rib with 2" wide 2 BID.

REV. 0/ 02-0 ]-98

Supplements
Laucair lnternntional Inc., Repre5entetl by Neko Aviation Inc., Copyright 1998, Redmond, OR 9775Cl
 Installing the Winglet Spar
Fig. 2:3:D:5

Winglet Rib

Winglet Spar

The vent line

Must not touch the
antenna.
10 1/211

NOTE: The purpose of running the aluminum tube up is to

prevent water from entering the fuel tank. And, it also keeps
fuel from running out when parking on uneven surfaces.

D9. Fit the winglet spars. There is an inboard section and an outboard section of the
spar. Both pieces are made from 2 ply per side prep reg.

DlO. Remove 1/4" of core along the bottom edge of the spar. Sand all bonding surfaces
oftheprepregsparand thewingletin thearea where the spar bonds. Brush a thin
coat of epoxy in the trough of the spar you just formed and the winglet. Fill the
trough with a thick epoxy/micro mixture. Position the spar at the location shown
inD5. Securethesparwith2" wide2 BID to thelowerwingletskin and in the area
where it meets the rib.

Lancair Internationul lnc., Represented by Neico Aviation Inc., Copyright rQ 1998, Redmond, OR 9775[)
 D ll. Fit the upper winglet skin. When you fitted the lower wing skin you had cradles
to accurately determine the size of the ribs. Use the wing skins to align the winglet.

The winglet should match the wings atthe BL 171location. Using straight edges,
adjust the height of the winglet by trimming the ribs and spar of the winglets.

Winglet Capstrips
Fig. 2:3:D:6:a

Remove
overflow
micro
3/16" core 3 layer
removal, duct tape
fill with micro

leave one
layer duct tape
114" fillet
2BID
2BID

L5~
;~~=~~:=~~=A="'=~=A=.==i:a:.._JV~~-___JI
~~ 12-3611_Cl_rn~p_te_r_2
.c__J
Lancair lntcrnatjona! hie., Represented by Neico Aviation Inc., Copyri[;ht IQ 1998, ffo<lmon<l, OR 97756
__ ~_RE_v_.__ _02_-_0_l-_9_8_----t~1i
Supplements
O_I
 Winglet Capstrips
Fig. 2:3:D:6:b

D12. Fitting the upper winglet skin is done in a similar manner to the way the wing
skins are fitted. If you have not done this before, refer to Lancair IV manual
Chapter 6, section D.

In summary:
1. Apply 3 layers of duct tape on the bonding surface of the lower winglet skin.
2. Fit the ribs and spar by performing trimming and performing a micro release.
3. Remove two of the three layers of duct tape.
4. Lay the capstrips on the duct tape of the upper winglet skin and applypeelply
on top of the BID. Let cure then remove the peel ply.
5. Using 40 giit, sand the capst1ips.
6. Install the capstrips using a wet epoxy/micro mixture on the iibs

D13. Form an epoxy/micro radius between the capstrips and the rib. Reinforce with 2
BID as shown in Figure D6a.

L ~~
; ':; _; ;,':;'/! !,tf: :"~ Ail:: :#-!:i"lD:: A:: l.~IO: : __cJV!:. . .:!.__ __J/ 12-3? Ii-=C:;;.lu:;,1p:.:te::.:rc.::2:___-'-R-E_V_.
lllf'llll.17Ufl"llfi._ .
Lancair lnternational lnc., Ht'.!presented by Neico Aviation Inc., Copyright 9 I\l98, Redmond, OH 97756
Supplements
_..::_0:_/-'-02=--..::_0_:_1..::_-9_:8_ _ffi?+I
E. CLOSING THE WINGLETS

The winglets are closed in a similar manner to the wings. It is especially important
that the winglets are properly aligned and supported during the closing. This is
your last chance to adjust the incidence! Do a practice run before closing the
winglet. Epoxy mixed with fl.ox or Hysol =ed with fl.ox may be used for closing
thewinglets.

Applying Adhesive to Bonding Surfaces

Fig. 2:3:E: 1

Rib/Spar

pper Winglet Skin L.E.

poxy/Flox
or HysolJFlox

Optional: Clark
Winglet T.E. forun dam, sanded
to fit.

J
Adjust T.E. tbiclmess as
required to match ailerons.

Epoxy/Flax or
Hysol/Flox

.I I T'>'r.''1f n11

Lancair lnt.ernational Inc., flepi-esented by Ndco Aviutian Inc., CopyriJiht IQ 1998, Redmond. OR 9775G
E 1. Sand all the capstrips, the joggles, and the bonding surfaces of the inside of the
upper winglet skin. Clean with MC. (Did you chill your vent holes?)

E2. Apply a pure coat of epoxy or Hysol to all bonding surfaces. Mixflox into the Hysol
or the epoxy (1 tbsp. per 2 oz.) Build this mix up as shown in Fig. El.

E3. Lower the upper winglet skin into place. Clamp and weight down as required.
Check the winglet incidence.

Closing the Winglets

Fig. 2:3:E:2

Weight the winglet down

on the spar and ribs.
JI' Cleco the L.E .
. .....

Clamp a straight edge from the

aileron across the winglet.
(1 1/2" x 1 1/2" angle iron works
ve well.

Winglet outbd.
Support

E4. After the winglethas cured, install (8) MS24594-S51 screws and (8) Kl000-3 and
(16) AN426A3-5 rivets.

E5. Fill as rnquired to form a smooth transition from the wingskins to the winglets.

REV. 0/ 02-0 ]-98

Supplements
Laneair lnttrnational Jne_, ffopresnnted hy Neico Aviation Inc., Copyri1:d1t 1) 1988, Redmond, OR fl775G
F. WINGLET LIGHTING

The Lancair N winglet is molded to accept a WhelenA650-PG/PR position/strobe

light (red light on left tip, green on right). Fiberglass tip light mounts are provided
for easy mounting of the position/strobe light assemblies and lenses. A tail strobe
light (Whelen A500) is mounted on the rudder to conform to FAA regulations. The
power supply (Whelen A413A) for all lighting is located in the fuselage.

Winglet Light Assembly

Fig. 2:3:F: 1

Viet\' 11AAH

~-------- r.ight nrnunt

~------------1.ight seseml>ly
(Wh.,le n AfliID-PG!PR)

View"AA"

Wjngtip

Nutplatt: ___,, '- Wia~~ip light mo-unt

REV. 0/ 02-01-98
Supplements
Laneair Internationnl lnc., Represented by Neico Aviat.ior1 Inc., Copyright 0 1998, Redmond, OR 9775G
F 1. Locate the position light/strobe assembly on the winglet light mount as shown in
Figure F2. There are scribe marks on the vertical face of the light mount. Use the
scribe marks as a guide to grind out the fiberglass so the position light/strobe
assembly can rest flat on the light mount. Some additional trimming may be
necessary, but keep the grinding to a minimum.

Locating Position Light/Strobe Assembly

Fig. 2:3:F:2

P1'<!located scribe Une

REV. 0/ 02-01-98
Supplements
Lancair International Inc., IfoprosenWd by Neico Aviation Inc., Copyright. l !l!l8, ffodmond, OR !17i56
F2. Use the position light's mounting holes as guides to drill #29 holes through the
winglet light mount.

F3. Use AN426A3-5 rivets to secure an MS21069 nutplate to the inboard face of the
wingtip light mount at each mounting bolt hole.

F4. Secure the position light assembly to the winglet light mount with MS24694-S26
countersunk screws.

Securing Light Assembly to Winglet Light Mount

Fig. 2:3:F:3

li'ib~rg-lm:l-4'4 ti I' lit::ht .llliDUni

/ i::;.c:rr.,, (<f..-.unh:.:a with the U~h~)

=~-~"\

I;)'; 1lfJOGL wa<h1't'

MSll lM:Z..00 mU

V.'hor:l1.,-, JWl'l)~P(~
Light (t)'1>)

F5. Trim the wingletlight mount so it will fit in the wingtip joggle. The surface of the
light mount should be about 0.090" below the surface of the winglet around the
perimeter of the joggle. This will allow the clear lens to fit flush with the wingtip.

REV. 0/ 02-0 J-98

Supplements
Lancair [nt.ernatfonul hw., Represonted by Neica Aviation Inc., Copyright Q 1998, Redmond, OR !1775()
 Fitting Winglet Light Mount to Winglet
Fig. 2:3:F:4

F6. When you are satisfied with the fit of the wingletlight mount, use a few drops of
instant glue to temporarily secure the mount to the wingtip joggle.

F7. Trim the clear lens to fit into the winglet joggle, flush with the surface of the
wingtip.

Fitting Clear Lens to Winglet

Fig. 2:3:F:5

Wingtip Lens

Fiberglass tip
light mount
FS. When satisfied with the fit of the lens, temporarily secure the lens to the wingtip
with masking tape. Don't use instant glue to secure the lens as the glue will fog up
the cleaT plastic.

REV. 0/ 02-01-98
Supplements
Lancair International Inc., Represented byNeirn A\'ia1.ion Inc., Copyright 1998, lfodmon<l, OR 9775G
F9. Drill six #29 holes through the lens, light mount and wingletjoggle. The locations
for these holes are given in Figure lO:B:G. Be extremely careful when drilling
through the clear plastic lens. There are drills made especially for plexiglass
available (Aircraft Spruce has them) that make the chilling process safer. If you
must use normal chills it is a good idea to apply masking tape to the lens first, then
lightly centerpunch (no, not with a big hammer) where you are about to chill. D1ill
a very small, #50 hole first, then chill progressively larger ones until you reach
#29. If you don't drill very slowly, the plastic could shatter.

Mounting Lens and Light Mount to the Wingtip

Fig. 2:3:F:6

MS24694-S26 screw

Lens

Mount

MS2I009 nutplatc

"""1.:

REV. 0/ 02-0 ]-98

Supplements
Lancail' lnterna1Jonal Inc., Represented by Neico Aviation Inc., Copyright ti 1998, Rodmond, OR 9i75!l
FlO. When you've finished drilling, remove the lens and wingletlight mount from the
winglet. Use AN 426A3-5 rivets to secure MS21069 nutplates to the joggle at each
mounting hole location.

Fl 1. Carefully countersink the clear plastic lens for MS24694-S26 screws.

F12. That was easy, wasn't it? Now assemble the position light assembly, light mount,
and clear lens onto the winglet. If the lens still doesn't rest flush with the winglet
surface, you can insert a thin cork washer between the lens and the light mount
to bring the lens su1face up flush with the winglet surface.

Adjusting Height of Lens

Fig. 2:3:F:7

Cork

Wingtip

Wingtip light mount

REV 0/ 02-01-98
Supplements
Lancair lnlernational Inc., Repres(lnted by Neko Aviation Inc., Copyrightld 1998, ffodmond, OR 97756
4. DOOR LATCH, L-IV

(In Chapter 28, follow pages 28-1through28-15 then follow this supplement.)

A. DOOR STIFFENER

In this section you will cut out the 2 latch access pan els. You will then make flanges
and install the nutplates. The door stiffener will then be bonded to the door skin.

Latch Access Panels

Fig. 2:4:A: 1

Al. Cut the latch access pan els in the door stiffener using the dimensions on blueprint
#B-316. The cut along the sides should be 0. 7" (18mm) from the top of the radius.
Use a rotary type cutter.

REV. 0/ 02-01-98
Supplements
Lancair lnternatiom1l Inc., Represented by Neico Aviation Inc., Copyright 1\HJB, ffodmond, OR \J7756
 Access Panel Nutplate Locations
Fig. 2:4:A:2

.. "'

'!'be low<;>,. aft li!ft acces

panel require'i' fl third nut-
plate in thi<' corni!r oo make ~ nnl to leave en o;.ugh
fh:mge. Th;,. nutplatc is iui.tol.led later.

A2. Make 3 BID flanges for the access panels in the door stiffener. (See blueprint#B-
316.)
a.) Cover the panels with release tape.
b.) Tape the panels back into position in the door stiffener.
c.) Lay a 3 BID flange onto the inside of the stiffener extending about 112" (15mm)
onto the piece that was cut out. This forms the joggled flange to hold the access
panels.
d.) After cure, remove the panels, trim the 3 BID flange down to about 114" (6mm)
except where nut plates are to be installed. At the nutplate locations leave 1/2"
(15mm).

(Continue with nutplate installation in Chapter 28-18 and follow to page 28-32.)

REV. 0/ 02-0 J-98

Supplements
Lancair lnt.ernational Inc., Rcprcsenttid by Ncico Aviatio11 Inc., Copyright Q 1998, Redmond, OH !J775G
B. DOOR LATCHES

The latches will surely be a lot of fun, they always are with any door! The latch
system developed by Lancair was designed, by the motion of the latch itself, to
reach out and pull down thus helping to achieve a better fit.

Typical Door Latch System

Figure 28 :B: 1

"'

.. T
~I

mI i
~--
1'

"'-'?;,;;i
,..v-1
n. !
n

n

.I
~,...__
=

. Anchor 8djustor plate (315-05)

n r. ! ' .<1(1111--- Anchor adjustor bolt {AN4-4A)

B 1. Assemble the latches. These assemblies swing the hook through a 90plane, draw
down and achieve an "over-center" selflocking condition. They should be smooth
operating with very little drag when properly assembled. Look for any burrs etc.
in the laser cut pieces. Hand file and smooth as necessary. The latches are very
similar. The differences will be explained in the assembly instructions.

REV. 0/ 02-0 ]-98

Supplements
Lancail' International Inc., ffoprnsentetl by Neico Aviation Inc., Copyright 9 1998, Redmond, OII 97756
 Attaching the Clevis to the Links
Figure 28:B:2

<ID> ""l<ll!i11---c1.,,,i {31504)

~~

a.) Press the small pins into the ends of the clevis, they must be centered on the
clevis tab end. The vise is handy for this purpose. Insert a link on each side as
shown.

Insert the Assembly in the Hook

Figure28:B:3

r Insert th~ Ii nk/cl1wis into the hook

r:::::=r- toiiO'_c;,
~ ~1_....::..-

0
I nocrL the hool< into the latch him~iog
~
0
(
........-----c i r-cllp washer (:l 15-12)
Cir-clip (RRU:c1;
The hole<; tltro..,gh the
ill.t.c.h hom;.in~, houk, aod
!.he devis m nt a Li "111.

b.) Insert link/clevis assembly into the hook. Then insert this assembly into the
latch housing. You will need to align the hole that goes through the hook and clevis
with the slot in the latch housing. We find the easiest way to accomplish this is to
lay the assembly on its side. Then take a wire and align all the holes. Next insert
the clevis pin. You will need a cir-clip washer on each side of the latch housing.
Notice that the bevelled edge of the washer faces the latch housing. Attach a cir-
clip on each side.

L~':!!.=~=.':::.-;z;:::t~=~~:::JIA::::::#-:::~=:::A=:::l.:=~=:...__JV':__:!.._
CO>'; 'W~.llf8~
_ __J/ 12.49l 1_Cl_u_,_1p_te_r_2_ __,_R_E_V_._ _O_/_02_-_0_l_-9_8_ _-tBHJ
. L::_j
Lnncnir lntornntionn! lnc., Represented by Neico Aviation Inc., Copyright id 19!)8, ffodmontl, OR 97750
Supplements
 Drive Pin Installation (Fwd. Latch)
Figure28:B:4

Drill for and inst.a 11 the

spiral pin (RP-01 J here

Add washers (AN96(}.516l)

between the latch housing
<1m;I tlm nook as ne-cessary A.N533A Boli

c.) Both latches use AN5-33A bolts for the drive pins.
Assemble the latches as follows:
1. If necessary, insertAN960-516L washers on each side in between the latch housing
and the hook on each side.
2. Insert a bolt from the side shown. You will need a 1132" (lmm) gap between the
bolt head and the latch house.
3. Using the hole in the clevis as a guide, drill a #41 size hole through the center of
the drive pin (CD315-11). Insert the RP-01 spiral pin.

Drive Pin Installation (Aft Latch)

Figure28:B:5

AN5-33A bolt

4. Make sure both of the latches operate smoothly and lock in place.

REV. 0/ 02-01-98
Supplements
Lancair Interno.tional Inc., Represented by NeicoAviation !Jic., Copyright 1\Hl8, Redmond, OR 97756
 Anchor Assembly
Figure 28:B:6

li!f

ill'II 315-16 roller pin

:-nr.-02
anchor ru
n
315-09 roller

.lI
+ 90631AOU roller pin nui

0 c
315-05 anchor aJ1dju~tor pl"1te

0
8 ,0

o\N96o-416L
:waJi'>'he;i>}

B2. Assemble the anchor as shown in Figure 28:B:6 The purpose of the adjustor plate
is to allow for minor final adjustments. Install the adjustor bolt (AN4-4A) so that
you are in the middle of the adjustment range. In other words so that the holes in
the adjustorplate a:re centered in the oval shaped holes in the anchor. Apply a dab
ofbea:ring grease in the roller prior to installing it.

IREV. 01 02-01-98
Supplements
Lane air International Inc., Represented by Nei~o Aviation Inc., Copyright 9 1998, Redmond, OR 97756
C. MOUNTINGPADS

Latch Mounting Pads

Figure 28:C: 1

--

Epoxyl!lu.i<
mounting pad in. tb.e FUSELAGE
<The anchor will rnu1Jnt tu t.hcac)

In order for the latches to function smoothly it is necessary to have levelmoun ting
pads. The latches must be mounted in the same plane as they aie connected with
a solid drive shaft. You will first build a simple fixture that will establish the
correct alignment.
Cl. Make the latch pad fixtures. This is a simple fixture that will help you properly
make the epoxy/fl.ox mounting pads. Follow the figure below for assembly.

REV. 0/ 02-01-98
Supplements
L:mcair lntllrnational Inc., f{epre!wnt.e<l by Neico Avi at.ion Inc., Copyright '9 1[)98, Hedmarrd, OR 9775G
 Latch Pad Fixtures
Figure 28:C:2

Cul two piocos of 314" x r;"" ii" plywncwl. Thea<! pte.ees

""" uRed for tb fixrnre fur tlie luwl'r twu fo.1A:he. Fit
tlic&u pi('{l'l <it r:<iGh <>ft he hfr>>:: focation' a show<> in
Fill" re 28:C :4. (Ii ;, em;icr l.u cu! t.hu 1Wtcb (lu( ucfore
1. utiuin,g HtL' llw botte>m pi!.'<:('-). (~h tr. " 2 l!Z" :. pio' of
m.ecm itE> or eq u1Val nt l<f "11eh of be 5" ' 5" JJi<!Cl's uf
plywood. Uue t<i thr: g~motry oft.be fatohe" the. L.tc he.>:
on tbe fuaelah'<! sid uncl llte l<0khcs UJJ tbt' dQUr eek
mu~t bu <r>r:>tmt<:rl ot a be.iRht difference of O.M". Tht>
U.,,be<J ltni mprnsellki a 0.14" pic<C tb<J.t will UC' ll<htLd
1.. tcr l <Je w lmtevoi .~vll h av tJ1a< '" (l .1 1" th tek i.

2.

a.
r- . -
3'4R-.: I 112" x 2! 1 p[ecl! of plywoud
=;:;][=' Cut a 314"' 11/2" x 29" pit'<<'
uf plywood. Pl [l.M 'h" two
fi,
11
x 5 11
pil';;!Cl!::i UT' u flat c: urfi.-t'l'.

~1------25 3/Hl~'-------<~ I
t't~ ..:!!)fl\~IL Po~it.ion tb~111 i"l5i r..boi.vn
uncl """Un.' Lbc 29" l;wuCl'J picrt
..
/ u:::ii ng: wood scrr-:'l-i,5_

Duor !l.idc

~_- - - -
l'lhim" 011 thili side

---': Glul' tile 0.1 ~ ;lum;. t.n bntl1 ;,f

th<' r; x 5" fixture un the
DOOR SEOK }l..,t;,r to, t.bE'
fiRUrn.

L~~='=~==.A=="'=~==A==L.=~=-"'....:JV~~-_JI
CdL 'fil'l/ll...,,..,,,..,,.._ .f2-531 L.::_j
1_:cChc..:a"'-p'-'te.:cr2=--_ _Jl_R_E_v.__0_:_/_0_2--'-0.::._l--'-9-'-8--J-K-/f-l?+I
Lancair lntcrnatiana\ Inc., Reprcscntnd by Neica Aviation Inc., Copyright 0 1998, Redmond, OR 97750
Supplements ~
 Latch Pad Locations
Figure28:C:3

'
\ \

' '- --
"'"' "

Try to irLqtall th"

lu kh<-s pe-f}X'ru:Hcul er
tn the d<1or -opening.

C2. Mark the location ofthefloxpads on the door stiffener where they can be seen when
the door is shut. You will use these marks for fitting the fixtures.

REV. 0/ 02-01-98
Supplements
Laneail' lnternational Inc., Represented by Neico Aviation Inc., Copyright 1998, Redmond, OR 97756
 Fitting the Latch Pad Fixtures
Figure28:C:4

~DQI>r Stiffe11er
/Latch Mounting
jJ( Pad FixiuN!

DrywRll g.,.,.,wi;
D ,, """ """'

Make the pRdt>

as close a.e poB<Sihle
to the floor stlffencr AJC Up
and th.e door- frame.

Doo,. Frame Cut a notch as required

~ t!f iii! "' >
to dear the d<.1<.11' frame
and the door stiffener-

C3. With the door closed. fit the fixture as shown. You willneed to cut a notch in each
of the fixtures in order to fit over the armrest, door stiffener and the door frame.
The flox pads on the door side need to extend up to the door stiffener. The pads
on the fuselage side should extend up to the door frame. Note that the anchor
pads are installed on top of the core in the fuselage. This will require a fairly thick
flox buildup. A 1/4" thick pad is also required on the door side for the torque tube
actuator arm to work. These pads may taper on the sides (see blueprint#B-316.)
While you are fitting the fixtures, note how much flox you will need underneath
the pads. Once you are happy with the fit of the fixtures, chill holes for the chy wall
screws as shown. The screws will hold the fixtures in place while curing.

Note: Make sure you have the fixtures oriented correctly with the 0.14"
(4mm) shim on the door side.

C4. Prep all the surfaces that will receive the mounting pads.

C5. Cover the fixture bottoms with plastic release tape.

CG. Make the latch mounting pads. You will need to plan this step as it requires the
door to be shut. We suggest the following procedure using a helper:

REV. 0/ 02-0 J-98

Supplements
Lancair InlernaLlonal Inc., Represented byNeico Aviation Inc., Copyright.~ 1993, Redmond, OR 97756
 1. Bolt the door shut using the existing holes along the perimeter of the door skin. ~
It is important that the door is propel'ly closed as the mounting pads will dictate
the final fit of your door.

2. Have your helper mix up a bunch of resin to hand to you inside the fuselage.
Apply a thin coat to the latch mounting pad areas.

3. Mix lox in with the remaining resin. Apply a generous mound at each of the
2 mounting pad locations. You should have a good idea of how much lox you will
need from the gap under the fixture bases. You will at some pads require up to a
1/4" (6mm) thick pad.

4. Set the fixtures in place and have your helper install the screws from the
outside. Make sure the fixture is installed with the 0.14" (4mm) shim on
the door side. Wipe up all the excess squeezed outlox that can be reached. This
saves having to grind it later.
NOTE: It is important to keep the micro/flox pad relatively thin inside the door.
If the pad were allowed to get too thick, then the latch body might not fit inside the
stiffener. To see this, simply place the latch inside the stiffener in the approximate
position, trial fit the inspection cover over it, and observe how much room you have
available. Use this as a reference when setting the fixture with micro/lox. If
pressed firmly in place during cure, the pad height should be OK.

C7. After the pad cures, remove the fixture and clean up the pad areas. You will not
need these fixtures again so don't worry about wrecking them. Therewill be plenty
of squeezed out lox so it's worth a little time cleaning this up with a rotary tool.

I REV. 0/ 02-01-98
Supplements
Lancair lnternaLionaJ 1nc., Represented by N~ico Aviation Inc., Copyright C Hl98, Redmond. OR D775G
 Door Latch Installation
Figure 28:D:l

t'WD

For the installation of the latches the door needs to be tightly shut with the bolts
in place. Note in Figure 28:D: 1 the location and type of latches. If you find it
difficult entering and exiting through the wheel well, get some wing nuts. These
will make it considerably faster to bolt the door in place.

REV. 0/ 02-0 ]-98

Supplements
Lancair International Inc., Represented by Neico Aviation Inc., Copyright 9 1998, Redmoml, OR 97756
 Notches for the Hooks
Figure 28 :D: 2

Bring the l~td1 lJ 1:>usi rig

as dose 39 j)(>.S>;.lble m the
dnor" ~ti ffene1'

Cut nntcht!s "" rllqnired for o.dequate dN\rnneE'

fo..- d;h., !l!khc"' full range uf t.ra vel.

Door frame

D 1. Grind notches in the door stiffener for the hook to fit through. The latches will be
centered on the latch pads. The notches must be large enough to accommodate the
hook through its full 90 arc.

D2. Cut the tube shaft to length out of the tube shaft supplied (315-6). Cut the length
such that there is a 1116- 1132" gap between the tube shaft and the latch housings.

L~;;~='~~"~:::A:::6':::~=:::A=:::l..=:::':a=:...~JV..:!._
VC '1111"~""- _ __JI 12-581 1---'-Ch_ap-'-te'--r_2_ _
. L.::_J
2O_l_02_-_0_l-_9_8_--t+X7~'
Supplements
Lancair International Inc., Represented by Neico Aviation Inc., Copyright G 1998, Redmond, OR 977513
_i_l_RE_\_' _ _
?
D3. Install the latches. The door must be bolted in place when installing the latches ~
and the actuator arm(316-51) should be installed but not drilled. (The door
hinges should already be bolted on). In summary the alignment criteria are:
1. The latches should be centered on the latch pads.
2. The latches should be as close as possible to the lower side of the stiffener.
3. The latches must be in parallel alignment with each other, the fixture has
already assured that the pads are in plane with one another. The tubular
connecting shaft will assure this parallel latch alignment.
When satisfied with the alignment, superglue the latches in place.

Latch/anchor Installation X-section

Figure 28:D:3

h,.,,"'Wlllltiot+-'"""'..., Make sure the book is in full

contact with th'.l r.)]ier!

l
I

D4. Position the anchors. Itis important that the anchors are positioned correctly on
the adjustor plate as previously described. When satisfied with the alignment,
superglue the anchors in place.

I REV. 0/ 02-01-98
Supplements
Lancair lnlernationul Inc., Represented by Neico Aviation Inc., Copyri[!htO J99B, ffodmond, OH !J775G
 NOTE: The receiver is slightly wider than the hook. It is generally best to orient ~
the hook so itis slightly aft of center in the receiver. This is because, the gas strut
on the door will tend to chive the door forward and this hook I receiver orientation
will then best accommodate any v:uiations due to the gas strut's influence.

D5. Drill the 3/16" dia. holes for the door latches. Countersink the holes. Find the
correct screws for the latches. It would be wise to get some castle nuts or equivalent
for easy removal (you'll need to remove the latches a few times). You have been
supplied with a vai1.ety ofMS24694 bolts. Note: Screw lengths vary depending
on the thickness of your flox pad. If you need a different length screw(s), please
contact one of our service representatives.

D6. Drill the 3/16" dia. holes for the lower two anchors. Make sure that the anchor is
still positioned correctly on the adjustor plate. Notch the screw head. This
will keep the head from turning, should you ever have to undo the lock
nuts securing the anchors. Countersink & flox them in.

D7. Remove the bolts securing the door. The latches should now hold the door tightly
shut. You can make minor adjustments (if necessary) with the adjustor bolt.

DS. Install the actuator arm on the tube shaft. Do not drill for the roll pin. See step
E7-4for adjustment.

D9. D1ill andpin the tube shaft. Use a 1/8" diillandinstall the spiral roll pins (RP-02).
Malm sure that both latches aie in the saine position.

IREV 0/ 02-01-98
Supplements
Lancair Internationul Inc., Represent.ed by Neico Aviation Inc., Copyri[:ht Q 19()8, Redmond, OR 9775Q
 Door Centering Guide Block
Figure 28 :D: 4

Door
Stiffener

Alignmcnl pin
(344-02)

- - - Nylon lfllidehlock
(;)4403)

Pin nl"iented trnvard

fobviu-tl .:-nd of sJ<>t with
th" do"r d"""d

.Inbd )m

DS. Install the door centering pin guide block. This is a simple alignment device for
the door when it closes. Locate the position for the nylon Guide Block and install
it approximately in the center (fore and aft) on the door frame.
*Fwd/aft location: Not critical at all.
* Inbd/outbd location: It should be installed such that the inbd edge of the block
flange is approximately aligned with the inbd most surface of the door stiffener.
Cut a square hole which makes asnugfit. Alight dab of epoxy or paste adhesive
can be used to secure the Guide Block in position butifthefitis snug enough, that
alone can be sufficient to hold it in place.

I REV. 0/ 02-01-98
Supplements
Lancair International Inc., R(!pri.isunted by Neico Avintion Inc., Copyright l!Hl8, Redmond. OR 97756
 A few words on door movement/ pin alignment: The Centering Pin will engage ~
in a sliding motion, sweeping into the Guide Block slot as the door is closing. Thus
the pin will sweep from outboard side of the block and move inboard. And typically,
the pin will engage along the outb d, aft edge of the slot so as the door closes, it will
be shifted forward slightly into its proper closed position due to the pin. This slight
rearward door shift is typically due to the forces exerted onto the door by the gas
strut.
To install the Centering Pin:
a.) Close the door and note the distance between your nylon block and the door
stiffener. Place 5/16" washers over the pin to equal this distance (minus the
thickness of the pin bonding flange).
b.) Place the pin (with the 5/16" temporary spacing washers) into the Guide Block,
locating the pin toward the inboard end of the block's slot.
c.) Place a dab ofbondo or equiv. on the top of the bonding flange of the pin and
then close the door. Allow the bondo to set up against the door stiffener, then try
opening the door being careful to not break the bondo and pin off the door stiffener.
This will verify that you've located the pin in an acceptable manner. If you can not
open the door without breaking the pin off, then it was not properly orientated in
the nylon slot. This is all pretty simple, but adjust as necessary and when finished,
note the pin position (with the door closed) which works correctly.
d.) Clean off the bondo and set the pin back in the noted position in the Guide
Block. It is a good idea to cover the block andlocal area with some release tape just
in case some epoxy/flox were to drop off the pin's bonding flange.
e.) Apply a mound ofHysol to the top of the pin's bonding flange and simply close
the door onto it.
Secure the door in the closed position until the Hysol cures. Then open the door
and clean up the area as desired.
f.) We recommend applying a small 1 BID tape over the pin to assure that it
remains in place (and this can help dress up the installation as well).

I REV. 01 02-01-98
Supplements
Lancair Inwrnational lnc., Representud by Naico Aviation Inc., Copyright 0 1998, Redmond, OR 9775G
 Gusset Installation
Figure 28:D:5

1 1 2

2 112''

I
2 PPS, 114 thlck prepreg.
\
\ 2' wide, 2 B lD :rein.-
fu.rcemente: on each side

NOTE: Y011 o:ire 1Doking &t the undel:llide of the ru::m rest.

D9. Install a gusset on each side of the door centering pin. Make the gusset as shown
in Figure 28:D:5. The gussets provide reinforcement at the door pin location and
strengthen the arm rest area.

NOTE: We recommend that you fit the door handle cover at this time (see section
J). You can wait with fitting the cover but it will be more difficult as the door
handles will be in your way.

D ll. Fill all the alignment holes around the door with an epoxy-micro/fl.ox mix. You will
not need these holes any more.

L~;;~~~~f::~~:=~:#.::~~A='=::l,.lift~:__:JV~~-__JI f2-631
~ "lll"'Clld'".l'Jrll'- . L::_j
1_Ch_a_,_p_tc_r_2_ _.LR_E_v_.__O_/_02_-_0_l-_9_8_--i-f*+I

Lancair Internat.ional Inc., Represented by Ndco Aviation Inc., Copyright 1998, Hedmond, OR D775G
Supplements
E. DOOR HANDLE

The door handleismountedin the aft section of the door. The latches are activated
by a push/pull rod. When the door handle is in the shut position, the over center
spring helps lock the mechanism in place.
Bond the phenolic block with flox and 2 BID, and secure the spring tab
#CD316-06 by bonding an AN3-7A screw into the phenolic block.

Door Handle
Figure 28:E: 1

Dooo'
L FWD

hand Jc

Sprl ng #C D316-15
Spring tab #CD316-06

' ..
Phenolic: Block #CD-316-08

Not<;;+ Yrni may fit the handle cover~~ d"'""rihad rn ~ccticm "J" prior to
in8c~ll ing the door handle.

Note: You may fit the handle cover as described in section "J"
prior to installing the door handle.

REV. 0/ 02-01-98
Supplements
Lancair International Inc., Ifoprcscntcd by Ncico Aviation Inc., CopyrightO Hl98, Rcdmrmd, OR 97756
 Door Handle Exploded View
Figure 28:E:2

ti:xt.r:ri.or IJDiJir Hu1.11Jlie-

rn 11>-\m 1

E 1. To familiarize yourself with the door handle assembly we suggest that you fit the
pieces on the table.

The Basic door handle components are:

L The exterior door handle (316-05)
2. The interior handle and drum, (316-04A)
3. The collet (316-01)
4. The spindle (316-02)
5. The knob (CR-20)
6. The hoop (316-09)

REV. 0/ 02-0 ]-98

Supplements
Lancnir International Inc., ffopresenwd by Neico Aviation Inc., Copyright 0 1998, Ifodmond, OR 97756
 Installing the Collet
Figure 28:E:3

The door b11ndle o;hould he p-arallel

w the low~r edge of th<:' window.
NOT t1> ili1: luwei- edge of the <;lo<.>r).

E2. Install the collet. To position the collet, see blueprint #B-316.

1. Drill a 1 1/2" hole at this location. A circle saw works well.

2. The notch in the collet (the notch that the exterior door handle drops into) must
be positioned such that the handle is pointed aft and parallel to the lower edge of
the window.

NOTE: DO NOT USE THE DOOR SKIN BOTTOM AS A LEVEL REFER-

ENCE SINCE THAT DOES NOT FORM A HORIZONTAL LINE.

Thoroughly sand the bonding area on the collet. The anodize should be com-
pletely removed for a good bonding surface. When satisfied with the alignment,
pot the collet in place with Hysol or epoxy/fl.ox.

I REV. 0/ 02-01-98
Supplements
Lancair Internntional Inc., Represented by Neico Aviiition Inc., Copyright ti J 998, Redmond, OR 97756
 Spring Tab Mounting Block
Figure 28:E:4

tit AN.'>-7A bolt

Spring tab
(316-00)

Dril1 a :!JUI" diwnclc.-

hole for the AN3-7 boll.

E3. Using the dimensions given. make the spring tab mounting block out of a 1/2" thick
orkot block (316-06). Drill a 3/16" diameter hole for the AN3-7Abolt. Roughen the
bolt with sandpaper or the equivalent. Slide the bolt through the spring tab and
bond in place with Hysol.

Spring Tab Mounting Block Location

Figure28:E:5

Lane air Internat.ional Inc., Reprrrnented liy Nuica Aviiltion Inc., Copyright 1998, Ifodmand, OH 9775{)
E4. Attach the handle (external) to the spindle. First install the spring and then use ~
the roll pin to lock them together. Refer to the exploded view, Figure 28:E:2.

Install the screw into the spindle until it bottoms out. Cut off the exposed threads
and remove the screw. Grind some more off so that the screw will bottom out on its
shank when installed.

E5. Install the two 0-rings on the spindle. Put alightlubrication film over the pieces
before assembly (bearing grease works well).

E6. Slide the spindle into the colletmountedin the door. Insert the screw through the
door handle drum, collet, and spindle. You may as well wait with installing the
door knobs as it will give you a little more room to install the push/pull rod with
them off. This is also a good time to test fit the overcenter hoop and spring. Use caution as the
spring is a very snug fit. See blueprint#B-316.

E7. Assemble the push/pull rod (316-50) and install as shown on blueprint #B-316.
Extra threads have been provided so that it can be shortened. Cut or gii.nd a slot
in the stiffener for the push/pull rod to get past.
Other helpful hints:
1. Install the clevis pin for the over center hoop and tape in place. This is clifficult
to install after the push/pull rod is in place

2. Latch "open" stop is achieved by clevis #6D-330-12 and actuator arm #316-51
hitting the inner surface of the door stiffener. Make sure that the end of the clevis
is round to prevent damage to the stiffener and allow maximum travel of the latch.

3. Use sufficient washers to shim therodend(HFC-3) away from the door handle
tab to prevent it from rubbing in the closed position.

4. Adjustment- Wait until the door is installed to chill the hole through the
torque tube, for the spiral roll pin (RP-02) in the actuator arm. With the door
installed, open the bottom latches until the door can just barely be opened. Allow
+!- 1/4" clearance between the latch and door frame. Move the actuator arm to it's
open stop position (see hint#2). D1ill the hole and install the spiral roll pin in the
actuator arm. Readjust the push/pull rod until the inte11.or handle is in the correct
position when the door is closed. See Figure 28:E: 1. The exte11.or handle should
be in a neutral position with no force on the handle drum screw (91251A155). It
should rest freely and not be bound to the collet.

L~;;~:';=~,=,.="'=!:l'lll=A=l..=:o=:......:N~~-__J'
c:L lll'Wlfl"'-
12.Gsl . c__J
l---'-ch_a-"p_te-..::r_2_ _--'-i_R_Ev_.__0_1_0_2-_0_1_-9_s_ _rt'x?(*+I
Lancair Interm1tional inc., R!!prus!!ntcd by Neico Aviation Inc., Copyright 1998, Redmond, OR 97756
Supplements P--
F. DOOR LOCK

To keep all the crooks out of your Lancair we supply a lock that locks the door
handle in place. To install the door lock we recommend that you remove the door
from the aircraft (it is easier to install the door handle cover with the door off too).

Door Lock
Figure28:F:l

fE'! Nut.

Door lock ta h

Eh:us bu.i;.hing (If required)

Ring nut

Luncair International Ina., Represented by Neice Aviation Inc., Capyri~ht 1998, Redmond, OR 9775G
 Door Lock Location
Figure 28:F:2

Location of tab with dnoe>

handl~ in the doEred -.......
position
I
I
I
I
I
I
I

\ NC FWD

Drill a J/4~ diameter

pilot hole at this
location.

Fl. Using the dimensions in blueprint #B-316, mark the door lock location. Most
likely your hole will be at the edge of the door stiffener flange. Drill a 114" diameter
pilot hole at this location.

F2. Drill a 7/8" diameter hole from the outside as shown in Figure 28:F:3. It is ideal
if you can make it 3/8" deep, but you must not drill all the way through the door!
Every door will vary in thickness at this location so check you door. You can simply
check the depth of your 114" hole that you drilled. You should leave at least 3/16"
of material beyond the 7/8" diameter hole. I tis OKiftheface of your lock sticks out
a little.

F3. Drill through the remainder of the hole using a 5/8" diameter drill.

F4. Enlarge the hole so the rest of the lock will fit. First place the aft door handle in
the locked position. I tis somewhat difficult to determine exactly on which sides to
enlarge the hole. Ideally the lock will drop into its hole with a snug fit on all sides
to prevent it from rotating.
Here is our suggested method:

1. Turn the lock over so you aie looking at the front of it. With the key, turn
the lock all the way clockwise. This is the locked position.
2. Put the lock tab on the assembly.
3. Point the lock tab directly at the tab on the door handle drum. Grind the
hole so the door lock will fit snugly in this orientation. Should you remove
too much material you can fill with epoxy/flox.

I REV. 0/ 02-01-98
Supplements
Lancafr Interm1tional Inc,, Represented by Neico Aviation Inc., Copyright 0 1998, Redmond, OR 97756
 Recessing the Doo rLock
Figure 28:F:3
~

_J
r
7)1?1'

L
5/S"

OUTBD

Door Lock T ab
Figure 28:F:4

Shape and bend the

look tab so that it
hits the tab on
the door
hand]e
drum

Bend first, then shape

bee a u.sie tbe bending
i'lhort cm!'I the tab.

ht

Chapter2 I REV. 0/ 02-01-98 lo<

Supplements )O<,
Lm1cair international Inc_, Represented by NEico Aviation Inc., Copyright 1998, Ifodmond, OR 97756
F5. Shape and bend the door lock tab. Slide the door lock through and tighten down
the lock with the ring nut. Bend and shape the lock tab so that it hits the tab on
the door handle drum as shown. Operate the door lock. It is possible you'll need
to make a notch in the door stiffener for the lock tab to fit through in the open
position.

G. HANDLE COVER

In this section you'll cover up the work you've spent so much time on with the
handle cover. The handle cover can be removed with the handles in the open
position.

Handle Cover
Figure 28:G: 1

You can slide the cover cm ond aff

with the handle in the open po@ition

G 1. Fit the handle cover. You may find it easiest to remove the door handle for this
step. The cover fits into the flange on the door stiffener and covers the latch
mechanism.

G2. Drill a 1 114" diameter hole for the door handle drum. This will allow room for
upholstery. Make sure you are able to install and remove the handle cover with
door handle in place.

G4. Install the four nut plates and J-nuts. (See blueprint B-316.)

G5. Install the door knob. Chances are that you will takeit on and off many more times
but at least you'll know where it is.

(Continue in Chapter 28, with page 28-67.)

REV. 0/ 02-01-98
Supplements
Lancair Int('rnational Inc., Hepresented by Neieo Aviation Inc., Copyright Hl88, Redmond, Oft 97756
5. FUEL DRAIN
Fuel Drain Installation (Optional)
Fig. 2:5:A:l

Bottom Wing Skin

Existing
Core
Area

BL25.5Edge

AL The fuel d.Tain valve is located2" out bom:dofthe BL25.5rib and3" forward of the
aft fuel web. Be sure to check that there is plenty of clearance between the fuel
probe and the fuel pickup. Remove the core from the bottom wing skin.

REV. 0/ 02-01-98
Supplements
Lancair International Inc., Represented by Neico Avi at.ion Inc., Copyrif'ht 1998, Redmond, OR 97756
 Hole Saw
Fig. 2:5:A:2

3"HoleSaw

A2. Using a 3" hole saw, remove the core only. Be careful not to drill into outer skin
with hole saw.

Hole Saw
Fig. 2:5:A:3

7/B" Hole Saw

A3. Drill a 7/8" hole through the skin from the outer side. Drilling from the outside
makes a cleaner hole.

REV. 0/ 02-0 ]-98

Supplements
Lrmcair lntnrnational Inc., Represented by Neira Aviation Inc., CopyrightO 1998, Redmantl, OR 97750
 Preparation of Skin
Fig. 2:5:A:4

Scuff this area in \

preparation for the

I fuel drain.
Bon do

3/411

Particle Board
1" Support
diameter
hole

A4. Use a small amountofbondoto hold particle boardinpositionfor supporting skin.

A5. Attach the fuel drain, #502-01, with Hysol. Use a deep well socket with electrical
tape wrapped around it to hold the fuel drain in position. Weight the drain with
an aileron lead weight.

Attaching the Fuel Drain

Fig. 2:5:A:5

Lead Weight

A Hysol Fillet

Deep Well Socket

REV. 0/ 02-01-98
Supplements
Lancair International Inc., ffopresentml by Neico Aviation Inc., Copyright 1998, Redmond, OR 97750
 Drilling for the Safety Wire Attachment
Fig. 2:5:A:6

Put a pencil, CD Start a center with

with a mark a #54 drill bit and drill
on it, through through the skin and
the fuel drain just into the separator.
to see where
to drill. 2 Tilt a #60 drill bit
to 45 and drill through
the edge of the separator.

Fuel Separator Ports

Q oO

A6. Check the position of the fuel separator ports and mark the best location for
drilling a hole between the ports. Later, a safety wire will be installed in the hole.
Measure 1110" from the edge of the indentation, to the center of the hole to be
chilled. Using a #54, chill through the bottom skin and into the fuel separator just
enough to leave the impression of a chill bit tip. Then, starting inside of this hole,
chill a #60 hole at a 45 so that the chill bit comes out inside the indentation of the
separator. Check to make sure that the hole hasn't broken through to the inside
of the separator. If this has happened, remove the fuel separator using aheat gun
to soften the adhesive. Clean the area and replace with a new separator.

REV. 0/ 02-01-98
Supplements
Lancair lnternaLiorrnl Inc., Reprt!sented by Neico Aviation Inc., Copy!'iJ?ht 0 lfl!l8, ffodmond, OR fl775G
 3 BID Attachment
Fig. 2:5:A:7

3 BID glass over micro

(1" bond over lap onto core)

Hysol Fiiiet

A7. Complete the installation of the fuel drain with 3 BID over micro.

AS. Cap the fuel drain with the dome (502-02). Scuff the inside of the dome and attach
with HysoL Use teflon pipe dope when assembling. Malce sure the vent hole is open
on top of dome.

Dome Attachment
Fig. 2:5:A:8

Install with Hysol

-

Flush Fuel Drain
(F391-18)

REV. 0/ 02-0 ]-98

Supplements
Lanenir lntffnntional Inc., Represented by Neico Aviation Inc., Copyright G l!l!JB, Redmond, OR 97756
6. SA-008 ANTENNA

F ED STRIP CONNECTIONS

Braid

Capacitor

Feed Point

APPROXIMATE ANTENNA LOCATION

ADJUST FOR BEST FIT

Clamp

Cable

Route cable down the

E-glass graphite strip in the
fuselage.

Graphite/E-glass

REV. 0/ 02-0 ]-98

Supplements
Lancair lntHn;n.ional !nc., Roprom;mted by Ncico Aviation Inc., Copyright. 1998, lfodmond, OR 07755
7. INTERIOR CABIN HEAT- NON PRESSURIZED
CABIN HEAT VALVE (Standard N with a TSI0-550)

)0 (mount to t

' ~cq,
~

Al. Normally, the heat valve arm is installed so that when the push/pull cable is
pulled, heat flows into the cabin. When the cable is pushed, the heat stops.

A2. Hot air is supplied from sonic port nozzles which may be located in several
places such as, in front of the in tercooler, the aft end of the in tercooler, and the aft
intercooler tube.

A3. Hook the hot ai.T up to the tube nearest to the mounting flange for the most
efficient airflow.

A4. The valve arm and shaft may be mounted on either side of the heat valve
depending upon where the push/pull cable comes through the firewall (refer to
note#l).

WARNING: There must be an exit hole out of the cabin and into the gear box
for pressure reliefl

REV. 0/ 02-0 ]-98

Supplements
Lnncair International Inc., Hepresented by Neico Aviation Inc., Copyright 1998, Redmond, OR !J775G
8. INTERIOR CABIN HEAT- PRESSURIZED
Overview
Fig. 2:8:1

SCAT 6 secured with

To Defrost 5416Kl7 Hose Clamps.

Mixer Box Outlet Cabin Air Divert.er Valve

(#9-22023)

SCATS

Control Valve
(A 700-BK-2)

--B
..-_.,,
~
~ Cabin Valve
for passengers
/
\j) (9-22010)

NOTE: If your mixer box outlet is 1-3/8" dia, use the part#9-22056 adapter to secure
the SCAT tubing.

The main components of the interior cabin heat option for the Lancair IVP:

1) The Cabin Air Diverter Valve. The diverter valve mounts on the firewall
support brace. The diverter valve talrns the air from the mixer box and distributes it
as selected. The two positions are "defrost", "cabin", or anywhere in between. Go
ahead, play with it!

L~~=~=.'::.;;t,='~=~~==="'=~=A=l.=!:B=:..._JV~!._
0 Tflll'f!Sl.r:llill"'-.
__ . L_J
Lane air Interna!.ional Inc., Represented \Jy Neico Aviation Inc., Copyright 1998, Retltnontl, OR 97755
Supplements
?-_O_l_-9_8__++1H-I
_J/ 12-8Ql 1_C_ha_,p_te_r_2_ _-L._R_E_v_._ _o_!_o__
2) The Cabin Heat Valves. Two of the cabin valves are supplied with each
interior cabin heat supplement. One valve is installed at each aft seat. The location
is not critical, we recommend that the valves be mounted relatively low. The (cold) air
tends to get trapped in the low spots of the cabin. Also mount the valves in a location
where they may be reached easily. Keep in mind the location of the front seats when
installing the valves. The heat valves aie installed on the interior panels.

SCAT tubing, "T", clamps, and all the haidware needed to install the system is
included with the kit.

Installing the Diverter Valve

Fig. 2:8:A:2

To Defrost iverter Valve

/ Firewall Stiffener
/'"
I I I I I I I
AN3-6A bolt Remove core material and fill
AN960-10 washer / with epoxy/flox as shown.
AN970-3 washer /
AN36G-1032 locknut

/ Diverter Valve

Drill this .

00
hole second,
using the
attach bracket
as a guide.

..__
--Attach Bracket -----
---P-
I
I I I I I

' --. Drill this hole first.

REV. 0/ 02-01-98
Supplements
Lancnir International Inc., Represented by Neico Aviation Inc., Copyright C 1998, Redmond, Of\ 97750
Al. Install the diverter valve. Location: not c1i.tical. We suggest anywhere you ~
haver room on the right side of the firewall. In deciding on the location keep the
following points in mind:

- The location of the control cable on the instrument panel. The length of the
supplied cable os 2' (This extra length allows you to offset the selector valve and the
knob on the instrument panel).
- The routing of the rest of the hoses

A2. Form hard points at the bolt locations of the firewall brace using an epoxy/fl.ox
mix. We suggest removing the upper laminate and core material. Fill the two holes
with an epoxy/fl.ox mixture. Drill the 3/16" diameter hole for the attachment on the
left side of the selector valve. Refer to the above figure. Secure the selector valve
with the hardware shown.

A3. Cut one piece of SCAT 6 tubing for the mixer box to the selector valve and one
piece for the selector valve to the defrost. Secure with MS21919DG24 clamps.

I REV. 0/ 02-01-98
Supplements
L:mcair Inturnational ln~ .. Represented by Neico Aviation Inc., Copyright 1998, Hedmond, OR 97756
 Installing the "T"
Fig. 2:8:A:3

'
' I Side of Fuselage

ml DDOOOODOODD

Hose Clamp/
(5416Kl5)

4BID Flange

HINT:
''T'

BID

...-- Cardboard

A4. Secure the "T" to the side of the fuselage as shown in Fig. 3. We suggest using
a 4 BID as shown. Install the "t" so the air is directed towards a person's feet, if they
were sitting in that location.

Lane air Jntet"Irnlional Inc., Rep!'escnted by Neico Aviation Ino., Copyright 0 1998, Jfodrnontl, OH 9775G
 Installing the Cabin H eat Valves
l~ig. 2:8:.t\:4
~

NOTE: Simply cover

tlte screws with
upholstery
OR
use countersunk
washers and
maching screws.

~AN526-1 032-RlO screws

AN960-1OLwashers
AN365-1032 locknuts

- ~-
Remfor ce the mounting
area wi th 3BID.

A5. Form a 4" diameter 3 BID reinforced area in each of the mounting areas for the
heat valves. Mount the heat valves using the har dware as shown in Fig. 4.

Chapter2 I REV. 01 02-01-98 Ki<

Supplements P<.
AG. Cut the SCAT 5 hoses to length and install using the 5614Kl5 clamps. Route
the SCAT tubing over the front seats. It is acceptable to cut holes through the
reinforcements directly underneath the aimrests.

Modifying the AN742-D4 Clamp

Fig. 2:8:A:5

GRIND A~ END OF

~'
PlAIN SCREWDR.!VER.

A7. Modify the AN742-D4 clamp as shown in Fig. 5. This is required in order for
the clamp to properly secure the cable.

AB. Drill a 7?16" dia. hole in the instrument for the cable at the desired location.
Run the cable through and tighten the nut in place. It is suggested to label the knob
for the two settings: "DEFROST" and "CABIN HEAT".

REV. 0/ 02-0 ]-98

Supplements
La11cair International Inc., lfopresent.ed by Neiw Aviatil'n Inc., Copyright G 19[18, Redmond, OR 97750
 Mounting the Cable on the Mixer Valve
Fig. 2:8:A:6

AN740-D4
A 700BK3 cable\
ol=p\ 1AN3-3A bolt
AN960-10 washer
AN365-1032 locknut
~A

I
'" IL ~ i 11 C111 j)
'I I I 'I
v
~' ~
A
m ..'-" I
-
--
!'----'
~/l)i\\l
~
--
- Diverter Valve
---
-- ~
VIEW AA

AN365-1032 locknut~rlr"rP<"i/AN bolt

\AN960-10 washer

NOTE: All parts are included

in the Terminal Bolt Kit (05-16100).

A9. Mount the cable as shown in Fig. 6. Adjust the cable so that all the way in it
will give full cabin heat.
REV. 0/ 02-0 ]-98
Supplements
Lancair lntetnational Ine., Represented by Neico Aviation Inc., Copyright 1998, Redmond, OR 9775U
9. SUN VISOR
The sun visor attachment fixtures are mounted over the windshield 1/2" from
the edge of the glass and 27" from each other. After positioning, cover the base with 2
BID to attach.

Sun Visor Attach Positions

Fig. 2:9:1

i
I
14-------2T''-------""1

Windshield

Sun Visor Attachments

Fig. 2:9:2

118" Aluminum Plate

2 BID over the 1/8"

aluminum plate.

REV. 0/ 02-0 ]-98

Supplements
Lancair International Inc., Represented by Neico Aviation lnc., Copyright 1998, Redmond, OR 97756
10. GASCOLATOR
The Lancair gascolator pe1forms two functions: It separates fuel and water,
secondly it filters particles to 40 micron size. The drain is designed to allow you to
use a simple tube to drain and inspect the fuel during your preflight inspection.
The Lancair gascolator also comes with a shroud to keep the gascolator cool. A cool
gascolator reduces the chances of vapor lock due heat emitted from the engine.

Gascolator Installation
Fig. 2: lO:A: 1.

I
A---
> FWD
I C5205X8X6 fitting for 550G or 360ES;
or C6206x8xB for TSIO 650

The C5205X8XB flttlng

installs in the aft port.

/
(3) AN3-3A bolt
(3) AN960-10 washers
~ I
(4) AN3H11A Bolls
(7) AN960-10 Washers

Gascolator ~ (3) K1000-3 nutplates

Assembly I D (8) AN426A3-5 rivets
A

Jll'-4----1" dla SCAT-4 tubing

Connects to inlet flange
inbaffiing.

5416K14 Clamp secures

the SCAT tubing at

Gascolator shroud
eachend. ~ '
(#504-07)

Inlet flange (Part# 561-1)

Installs on the baffling.

Note: Also refer to blueprint A-504 supplied with the gascolator.

REV. 0/ 02-01-98
Supplements
Lanenir International In~. Represented by Neico Aviation Inc,, Copyright 0 1998, ffodmond, OR 97756
Al. Using AN426A3-5 rivets, install the Kl000-3 nutplates on the gascolator shroud ~
mounting plate.

A2. Install the gascolatorreferringto printA-504 and the firewall layout print specific
to your aircraft model (ES, IV, or IVP). Note that the gascolator is shipped pre-
assembled, the exploded view of the gascolator is only for your reference. The
gascolatoris typically secured using AN3H 1 lABolts, AN960-10 washers, AN970-
3 area washers, and AN365-1032A locknuts. Be sure to install some form of a
hru:dpoint on the firewall to prevent the core from crushing (either an epoxy/fl.ox
hardpoint or an area of"glass to glass"). Double check that the gascolatoris safety
wired as shown on blueprintA-504. Install the gascolator shroud. The gascolator
shroud secures to the shroud mounting plate with AN3-3A bolts and AN960-10
washers.

A3. Install the appropriate fittings in the gascolator. Use the C5205XGX8 fittings for
an I0360ES installation and the C5205X8X8 fittings for the 10550 and the
TSI0550 engines. You may wish to use a 45 fitting on the aft side of the gascolator
for clearance purposes.

A4. Theinletflangeforthe gascolatorshroudinstalls on the aftrightside of the engine

baffling. The exact location for mounting the inlet flange is not critical as long as
it does not interfere with other engine functions. The shroud should be at least 6"
above the cylinder to avoid heat developed by the cylinders. Install the inlet
flange using the BSPQ-44 pop rivets.

5. Install the 1" Dia. SCAT tubing from the inlet flange to the gascolator shroud with
5416K14 clamps in each end.

I REV. 0/ 02-01-98
Supplements
Laneair Jntenrntional Inc., Represented by Neico Aviation Inc., Copyright. G 1998, Hedmoml, OR !17756
11. LANDING LIGHT
Overview
Fig. 2:11: 1

RIGHT SIDE OF COWL

PVC TUBE

LAMP

LEADS TO MICRO SWITCH

ON AIR FILTER
POWER LEADS TO LAMP

I
I
/
/
/
/
/
"' '- ,./
/

A. DESCRIPTION
This supplement will describe the installation of the Lancair Landing Light
Kit, part number 300-0025 for the 12V or 300-0026 for the 24V.

REV. 0/ 02-0 ]-98

Supplements
Lancnir International Inc., ffoprc1rnnti:id by Nl'.lico Aviation Inc., CopyrighLO 1998, Redmond, OH G775G
B. EQUIPMENT REQUIRED
BL Tools
-Solder and soldering iron or lug crimping tool and lugs to fit the
headlight.
-Normal fiberglass layup tools
-Drill and drill bit
-Dremel tool and attachments
-#40-50 grit sandpaper

B2. Materials
-Landing Light Kit #300-0025, or #300-0026
-Machined PVC tube
-Landing Light
-Clear Lens

C. PROCEDURE
C 1. Locate a spot in the lower right portion of your engine cowling where you
will have the clearance inside for the tube, without interfering with your exhaust,
carb box, etc. The tube will be mounted inside this area, pointing downward at 5
relative to the cowl split line, with the smaller diameter in toward the cowling. There
is a cutting line mailrnd on the outside of the tube for reference but don't cut it yet.

C2. When you are sure you have a good spot picked out for the tube, mark
the center of the spot and drill a starting hole for your saw or Dremel.

C3. Open the hole up until it is about 1/2" smaller than the inside diameter
of the PVC tube.

C4. Now cut the tubing in the aiea indicated, Keeping its length to a
minimum, so that the lamp will sit as close to the lens as possible. Trim it so that it
matches the contour of the inside of the cowling where it will be mounted later.

C5. Holding the tube inside the cowling (a couple of dabs of hot glue will do
it), trim out the cowling hole until it just matches the inside diameter of the tube.

CG. Remove the tube and any hot glue residue.

C7. Using sandpaper, bevel the inside of the cowling so you will have a
smooth transition from cowling to lens, for clean airflow.

CS. Using only as much heat as necessary, form the clear lens to fit over the
inside of the cowling hole, centering it. Make a couple of marks at the edge so you can
reposition it easily. Trim away the excess lens that falls more than l" away from the
hole. By using heat, get the lens to fit flush into the hole.

Lancnir International Inc., Rcpr(l~(lnted by Neico Aviation Inc., Copyright l !198, Redmond, OR 97755
 C9. Use masking tape on both sides, protecting the lens portion of the clear I.,,
sheet from contamination.

ClO. Using#40 grit sandpaper, scuff up the area around the inside of the
cowling hole for a distance of 2".

C 11. Scuff the ru:ea of the clear sheet that will attach to the cowling.

Cl2. Using Hysol, bond the lens into position inside the cowling, cleco, clrunp,
or weight it in position. Wipe away any excess Hysol and let it sit until cured.

Cl3. Scuff the area of the lens outside the diameter of the hole in the cowling
lightly, and finish fastening the lens in place with HysoL

Cl4. Using sandpaper on your Dremel, form the tube until it is flush with the
inside of the lens. Mark the tube on the outside at its bottom most point. Drill an 118"
hole near the lrunp end, so that heat and moisture can escape.

Cl5. Scuff the outside end of the tube that ill go against the lens for a
distance of about l" and clean thoroughly for BID tape application.

Cl6. Clean the lens inside the cowling very well (this will be the last time you
can easily get to it) and, using a 2 BID layup, fasten the tube to the lens and overlap
l" onto the cowl.

Cl 7. Using 4 or 5 dabs of silicone adhesive, mount the lrunp into the large end
of the tube, facing forward, so the writing on the rear of the lrunp is right side up.

ClS. Using crimp or solder lugs, and the screws provided with the lrunp,
fasten your wiring to the lrunp.

NOTE: The lamp will draw nearly 9 amps. You should

use at leas size 14ga wire for the 12 volt, and lSga for the
24 volt. Use a 15 amp circuit breaker.

Lrmcair lnturnational Inc., Ropresented by NeicoAviation Inc., Copyright 1998, Hcdmond, OR 9775!3
12. FAST BUILD FUSELAGE
Dear Lancair Builder,

This section covers both the standard and fast built kits. Some of the steps in the
manual have aheady been completed in the fast built kit. Verify that the step has
been completed and then go on to the next step.

For example: The bulkheads may be secured with BID on only one side so it will
be necessary to install the BID on the opposite side according to the manual.

Specific issues of the fast build kit:

1. The phenolic hardpoints on the firewall have been installed in the fast built
kits. They may be difficult to see because they are installed from the aft side of the
firewall and are covered by the 18 BID reinforcement. Though they ru:e not easily
seen, they are there.

2. The 1 BID covering the exhaust tunnels on the forward side of the firewall
have not been installed.

I REV. 0/ 02-01-98
Supplements
Laucair International Ine., Represented by Ntiico Aviilt.ion Inc., Copyright 1998, Redmond, OR 9775G
 3. The H. Stab cradle cap strips are pre-installed but it will still be necessary
to align the Stab. according to the manual.

Refer to Lancair ES manual (Figure 13:D:5)

or Lancair IV manual (Figure 12:F:4). The
18 BID has been pre-installed, but the 6 BID
has not. Install top and bottom according to
the construction manual.

The fuselage bulkheads are typically

secured with BID on only one side.

H. Stab cradle

Refer to ES manual, Chapter 13, Section K

or IV manual, Chapter 12, Section K. The
sternpost installs on the aft side of the
pre-Installed flange.

REV. 0/ 02-01-98
Supplements
Lancair Inlernational Inc., Represented by Neico Aviation Inc., Copyright 1!)98, ffodmoml, OH !l775G
13. ALIGNING THE CRADLES
Al. Measure 9" in from the long edge of the table and snap a chalk line that extends the
full length of the table.

A2. Then across this line, draw a perpendicular chalkline atBL 0, BL 25.5, BL 76, BL
104, BL 147, andBL 171.

Cradle Alignment
Fig. 2: 13:A: 1

ALIGN THE INBOARD AND

OUTBOARD CRADLES FIRST!
Please read the following

Align the 4 reference marks in the same

horizontal plane using a waterlevel so they
are straight and true. These four reference points
have to be level- to all four corners, and to each other.

A3. After knocking out the angle iron locations on the cradles, align the inboard and
outboard cradles to the line that runs the length of the table using chord line
17.58%. Clamp the bottoms of the cradles in place using C-clamps. (Angle iron
makes a gTeat straight edge when installed later through each of the cradles and
running the length of the table.)

A4. Using a level/water line, align the four cross hairs on the inboard and outboard
cradles. Using a waterlevel, make sure that they m:e on the same hor:izontalplane.

A5. Align the remaining cradles using a stii.ng line along the leading and trailing edges.
(See figure 1 for information on aligning the cradles to the string.)

REV. 0/ 02-0 J-98

Supplements
Lr111cair lntornational Inc., lfoprnsnntGd by Neice Aviation Inc., Copyright 0 1998, Redmond, OR 97756
 Cradle Breakdown
Fig. 2: 13:A:2

Align to this
corner~ Align to this
corner~

~ % Chord Lines _.,r-

Wing Trailing Edge

_TL--- -- -1-------'-- ---

f---;;;==
+. -~~ -- '~ l 1_,,l _____
\L---------A-n_g_le-lco_"_Lo_o_oa_ttl~o-"___ : r
Cross Hairs on the
inboard and outboard
cradles.

\17.58% Chord Line

Cross Hairs on the
{align to the line drawn
inboard and outboard
lengthwise on the table)
cradles.
14. ONE PIECE "B" KIT FB
Because the fast build kit comes with the gear wells already cut out, a few small
changes need to be made throughout Chapter 19. Simply malce the following
adjustments.

AL Follow Chapter 19 to section D, Installing the Extension Fairings. It will be

necessary to replace the gear will cut outs in the fuselage because the one piece gear
doors are shaped slightly different than the cutouts that came with your kit. This is
not a difficult process and it won't take very long. Fit the cutouts into thei.J:
appropriate locations and hold in place with tongue depressors attached to the outside
of the fuselage. Use a 2 BID layup on the inside of the fuselage around the area
shown below. On the outside of the fuselage, remove the tongue depressors and cover
the seam with 1 BID, around the same area as the 2 BID. Continue through Dl.

Placing the 2 BID

Fig. 2: l 4:A: 1

----Centerline ---

1&2BID The same hinge

line will be used
so temporarily hold
this side in nlace.

A2. The extension fa:i.Ji.ngs should just cover the old gear well cut outs. In step D2
be careful not to trim too much of the fairings away from the old cut outs_ Allow the
fairings to cover this area even if it means not trimming a portion of it.

A3. Continue through the remainder of the chapter, being careful to line up blue
pii.nt#A-335 with the hinge line of the old gear well cut outs in section N.

L~;;"!!:.=5::'~~~e:~~,,,~~~41..~~:__JV~!_
<=>= vg,,..rl!!I~ ___J/ 12-97 I1--=C.:ch':::!1p;_;.te.:.:'rc.:_2c___ __L_R_E_V_._ _O_I_o__?-_O_l_-9_8__-1-HHI
_ Supplements
Lancair Int(lrnational Inc., ffoprescntod by Neico Aviation Inc., Copyright i) 1998, Redmond, OR !l775G
15. BELLCRANK BEARINGS
Bearing Assembly
Fig. 2:15: 1

Bearing Retainers ~
(430)

0 D-
' Bearings
(MBB-R4-2RS)
t
Bellcrank Assembly
Fig. 2:15:2

Washers

~ (AN4-)
f t length varies

8 fH~ t 1
~
'Bearing
Rivets ___-v Assembly
AN470AD-4-8 (6)

Bracket Bracket

Bellcrank Tabs
or
Idler Arm

L ~;~~=~~~~=~;,,A=="'=~==""'=="'=~=-~JV..:!_
0 ___JI 12-981
Vlllll'llll-'"1fJIT""- c..::.::._j
1-"'c1:.:.:rnzp.::.:te:.:.:r=-2_Supplements
.
_LR_E_v._....co:.:._1...::0.::.2-...::0:.:.:1-...::9:.:.:s_-1-+1-1
Lancair International Inc., Represented byNeico Aviation Inc., CopyrightD 1998, ffo<lmond, Oh'. !li756
 CHAPTER3
REVISION LIST

The following list of revisions will allow you to update the Lancair IV construction
manual chapter listed above.
Under the "Action" column, "R&R" directs you to remove and replace the pages
affected by the revision. "Add" directs you to insert the pages shown and "R" to remove
the pages.

Current.
Page(s) affected Rev.# Action Description
3-1thru3-6 0 None
3-7 ANl R&R Changed 3'tl line from bottom.
3-8 thru 3-28 0 None
3-29 ANl R&R Added text to D5.
3-30 thru 3-35 0 None
3-36 ANl R&R Clarified text in Step F2, paragraph 1.
3-37 ANl R&R Changed text in Note.
3-38 thru 3-39 0 None
3-40 ANl R&R Added page.
3-41 and 3-42 ANl R&R Moved pages for the new page 3-40.

Lnncnir Jnternntiona\ Inc., Represented by Neico Aviation Inc. Copyright JD l!lil8, Redmond, OR fJ775fi
 CHAPTER3
FAST BUILD HORIZONTAL STABILIZER AND
ELEVATOR

REVISIONS
From time to time, revisions to this assembly manual may be deemed necessary.
When such revisions are made, you should immediately replace all outdated
pages with the revised pages. Discard the out dated pages. Note that on the lower
right corner of each page is a "revision date". Initial printings will have the
number "O" printed and the printing date. All subsequent revisions will have the
revision number followed by the date of that revision. When such revisions are
made, a "table of revisions" page will also be issued. This page (or pages) should
be inserted in front of the opening page (this page) of each affected chapter. A new
"table of revisions" page will accompany any revision made to a chapter.

Arrows
Most drawings will have arrows to show which direction the parts are facing, unless
the drawing itself makes that very obvious. "A/CUP" refers to the direction that
would be up ifthe part were installed in a plane sitting in the upright position. In
most cases the part shown will be oriented in the same position as the partitselfwill
be placed during that particular assembly step. However, time goes on and
changes are made, so careful attention should be paid to the orientation arrows.
That old cartoon of the guy agonizing over the plans for his canoe, built one end
up, one end down, should not happen in real life. Especially to you.

Lane.air International Inc., Hepresnntud liy Neico Aviation Inc., Copyright \iJ l!l!l8, lfodmond, OR 97756
CONTENTS
1. INTRODUCTION ~
2. SPECIAL PARTS,TOOLS, AND SUPPLIE S LISTS
3. CONSTRUCTION PROCEDURE
A. HORIZONTAL STABILIZER ASSEMB LY CRADLE
B. HORIZONTAL STABILIZER HINGE BRACKETS
C. ELEVATOR HINGE INSTALLATION
D. ELEVATOR TRIM TAB
E. COUNTER BALANCING THE ELEVATORS
F. CLOSING THE HORIZONTAL STAB AND ELEVATORS
G. ELEVATOR TRAVEL STOPS

Chapter3 I REV. ANl/4-05-98 '>o<'

Horizontal Stab. and Elevator ?\
Lnnc:air lntemational Inc., Represented by Neico Aviation Inc., Copyright l!J98, Redmoml, OR D775G
1. INTRODUCTION
The horizontal stabilizer (H. Stab.) is comprised of two structural skins (upper and
lower), and an internal structure consisting of spars and ribs. This is a symmetri-
cal airfoil so upper and lower are the same. You'll notice that there is al" L.E.
joggle that does make the two halves look different. The half that has the wrap
around L.E. with joggle is the half that must be first laid into the assembly cradle
that you'll be making and for the sake of discussion, we will call this half the lower
skin. On the fast build the spars and ribs are already installed in the lower half.

The H. Stab. is also tapered, which means that the thickness will vary. The
thickest part is at the center line and the thinnest is at the tip. A straight line will
exist from any relative% of chord at the root to the same% of chord at the tip. For
example, the points along the 25% chord will form a straight line.

The elevator consists of a left and right half. The internal structure is completed
except for the installation of the trim tab and the counterweights.

Lnncair luternnlionul Inc., Repn~so:mted by Neicn Aviation int:., CopyrighlO l!l!l8, Redmond, OR 9771i6
2. SPECIAL PARTS, TOOLS, AND SUPPLIES LISTS

A. PARTS

# PIN QTY DESCRIPTION

1) 1008T-FB-PR 1 Upper H. Stab. Skin
2) 1008B-FB-PR 1 Lower H. Stab. Skin with Premolded Structure
3) EL-053-T 5 H. Stab. Hinges
(Not shown: (20) Kl000-3 nutplates and (40) AN426A3-4, (20) AN3-6A bolts, and (20)
AN960-10 washers used to secure the hinges to the H. Stab .. )
4) 1009TL-FB-PR 1 Upper Left Elevator Skin
5) 1009TR-FB-PR 1 Upper Right Elevator Skin
6) 1009BL-FB-PR 1 Lower Left Elevator Skin with Premolded Structure
7) 1009BR-FB-PR 1 Lower Right Elevator Skin with Premolded Structure
*8) 9-020016 1 Elevator Weldment
Note: refer to the following figure for mounting hardware
9) REH-053-U 4 Elevator Hinges (Elevator)
(Not shown: (8) Kl000-3 nutplates and (40)AN426A3-4 rivets, (8) AN3-5A bolts, and (20)
AN960-10 washers used to secure hinges to elevator.
10) 2-020016 1 Left Side Premolded Counterweight
2-020026 1 Right Side Premolded Counterweight
11) S6A 1 Trim Tab Servo
(Not shown: (5) MS24693-S28 screws, (5) K2000-06 nutplates, and (10) AN426A3-4 rivets
to secure it)
12) 5-020016 1 Trim Tab Access Plate
13) 1063T 1 Upper Trim Tab Skin
14) 1063B 1 Lower Trim Tab Skin
15) MS20001 2 Trim Tab Hinge
(Not shown: Trim tab actuator arm TT-02, (4) hard rivets to secure it.)

Lancnir lntemulionnl Inc., Represented by Neico Aviation Inc., Copyright(!) Hl98, Rmhnond, OH 97756
*Note: You may have been supplied with an EL-055-02.

Horizontal Stabilizer Breakdown

Fig. 3-1.

Lancnir International fne., Represented by Neico Aviation Inc., Copyright(i) Hl98, Redmond, OR 97756
B. TOOLS ~
1 Rivet squeezer or bucking bar
a/r Shot bags (10 lbs. - 25 lbs. assorted weights are great)
1 Sabre or band saw
1 Level, flat table top, approximately 11' long and 30-36" wide
a/r nails or wood screws
1 hammer or screwdriver
1 6' level
1 Drill motor
1 Drill bit, 1/8"
1 Drill bit, #12
1 Drill bit, #40
1 100 countersink
1 Cleco tool and about two dozen Clecoes (a real handy tool for this project, but not
mandatory).
1 Dremel tool with a ball grinder bit
1 Heat gun
1 Rotary cutter (Looks like a Pizza cutter, but a pizza cutter WILL NOT WORK),
available through Lancair.
1 set Bondo TM Plastic spreader set- available from auto parts stores, contains 3 spread-
ers of varying sizes.
1 3" wide roller for wetting out BID tapes. Metal ones are easiest to clean.

~IQ~'.'.:=*=~="\,.=l..=~==A=~=lllt=:.....:J:V=--=--.:F:....:'=B=-_1/![~:]J--C_h_~~P~:-:-z-~n-ta~~-:-:-:b-.-a-n_d_AE-~-l~-;-:-t:--;-s--H~-lH-I
1
Lancnir lnlernaliunnl lnc., Rt!prm1ented by Nt!ico Aviation Inc., Copyright([) 1!198, Redmond, OR 97756
C. SUPPLIES
130 #6 x 3/8" pan head sheet metal screws
air Instant glue
5 pcs. of wood (about 3" x 3" x 1/2") to brace aft spar during bonding
air Release tape (clear, thin packaging tape, 2" or 3" wide is good)
air Artist's spray adhesive or similar
air Wood glue
air Bonda TM
1 Plastic spreader (for the Bonda)
air Nails or wood screws for fabrication of cradles
air Sandpaper, #40 grit
1 Red felt tip marking pen
air MC (Methylene Chloride) cleaner
air Hysol structural adhesive
air Tongue depressors/ mixing sticks
air Acetone (a one pint can from the hardware store should see you through thew hole
aircraft construction, if used sparingly)
air Microballoons
air Flax
air Epoxy
air Plastic sheet for preparing BID tapes (2 or 3 mil thick (maximum 3 mil)) painter's
drop cloths work great.
1 Tape measure
1 pc. 10-3/4" x 31-7/8" for BLO cradle
2 pcs. 10-3/4" x 25-1/2" for BL 34 cradle
2 pcs. 10-3/4" x 21-1/4" for BL 60 cradle
6 pcs. 66" 1-1/2" x 2" x 1/8" (thick) 90 angle iron
2 pcs. 35" 1-1/2" x 2" x 1/8" (thick) 90 angle iron

Lancair lnternationnl Inc., Representml by Neieo Aviation Inc., Cnpyrir:ht([) 1998, Hedmoml, OH 9775/i
3. CONSTRUCTION PROCEDURE

A. BUILDING THE HORIZONTAL STABILIZER ASSEMBLY CRADLE

The assembly cradle is needed to insure that a "true" H. Stab .. with no twists or
warps is the result ofyour work. You'll make the simple airfoil section cradles that
must be aligned with each other. Using a level, flat table top is ideal, but not
essential. What is essential is that the chord line references on the airfoil cradles
be properly aligned with each other and that good straight lines be established
between these three airfoil section cradles.

Horizontal Stabilizer Cradle Patterns

Fig. 3:A:l.

Print & Rev. #'s

Top Cradle

Horizontal Stab T.E.

A 055, REV. C
BL 34

~ Elevator T.E.
l l Shows cutout for
1-1/2" x 2" x 1/8"
th~ *see
note

iron angle supports.

Cradle Location
Bottom Cradle e.g. 34" from centerline

Alignment line. This line

is used to align all the cradles
"S": Marks the fwd face of the aft spar
'W': Marks the fwd face of the fwd spar

*Note: This tab should be in the same

level (horizontal) plane for all cradles.

NOTE: Precision pre-cut cradles are available through Lancair.

~lcz~~=*=~=4=w=IA=~=A==~=~=:...:.IV=--=---=F=-".:B=:__J/i[~"~:"],i--c_h_a~:'-:-:-;z-:-n-t_a_,_1_:-::-~-.-a_n_d_AN_E_l~-;-~-ot5-~-;-s--ti--*-J-1
Lnncnir International Inc., Represented by Neico Aviation Inc., CnpyrightlD 1998, Redmond, Oil 9775G
Al. Locate the three patterns A-051, A-052, and A-055 for the H. Stab. airfoil sections.
You'll be making two of the BL 34 and BL 60 cradles and one for BL 0. Using spray
adhesive or similar, glue them to the 1/2" thick particle board. You've been
supplied with two copies ofthis blueprint so that one copy can always remain intact
as a reference. At this time check the blueprints for scale:
Chord lengths
Station Chord length Tolerance
11
BL 0 28.38 1/8
11
BL 34 22.11 1/8
BL 60 17.30 1/8"

NOTE: Sometimes patterns are distorted in the blueprinting process.

A2. Cut the patterns out using a sabre or band saw. Cut just along the inside of the
line and then sand up to it.

NOTE: You may have to use a shim where the two cradle halves clamp together
to compensate for the saw blade thickness

Horizontal Stabilizer Table

Fig. 3:A:2.

* Suggested height. Adjust if desired!

Lnncnir International !nc., Reprnsunted by Neico Aviation Inc., Cnpyrighl ID 1998, Redlllond, OR 97756
A3. Construct a table for your jig. We suggest a box-frame structure as shown in the
above figure. It is not important that the table is 100 percent level. The cradles
will be perfectly leveled. The table must be sturdy.

A4. Draw a straight line 14" from the aft end of the table. Drawperpendicular lines to
this at BL 0, BL 34, and BL 60 (the cradles will be centered on these lines).

Installing the Support Braces

Fig. 3:A:3

*For example, if the cradle is

This face should made from 112" particle board
be vertical then offset by 1/4". The cradles
should be centered on the line.

A5. Install the cradle supports. Use 2 x 4's or equivalent. Screw to table.

Luncair lnlt'rnat.ional Inc., Represenl~~d by Neico Aviation Inc., Copyright ID 1998, Retlnrnml, OR ~J775fi
 Leveling the Cradles
Fig. 3:A:4.

All of these "tabs" should---------::?K

be in the same level
(horizontal) plane

Align cradles to this

reference line

A6. Install and align cradles. Following is the criteria for aligning cradles:
1. Align fore/aft by using the alignment mark on all the cradles.
2. All cradles should be setheightwise by leveling the tabs to the same horizontal
plane- see figure Al. We suggest using a water level for this step.
Hint: Start by placing a shim underneath all the cradles- this allows you to bring
cradles down as necessary to align.

A7. Once level, secure all the cradles to the cradle supports with wood screws.

Lnncuir Internatiannl Inc., Repn!sentl!d by Nnico Aviation In~., Copyright ID 1!198, Ifodmoml, OR 97750
 Installing the Angle Iron
Fig. 3:A:5.

Install the 1-112" x 2" x 1/8"

angle iron as show

Note: It is okay to have the angle iron

extend past the BL 60

L11ncair Internntional lnc., Repremintml \Jy Neico Aviation Inc., Copyright ID l!J98, Redmond, Oll 9775()
B. HORIZONTAL STABILIZER HINGE BRACKETS
With the cradle complete, you can now begin building the H. Stab .. The first step
is to position the H. Stab. in the cradle and trim the H. Stab. T.E.

Bl. Position the H. Stab. in the cradle.

In summary:
1. The H. Stab. should be centered.
2. The H. Stab. should be pushed forward into the cradle. It should fit well in
the cradles. Look underneath to check the fit. It is acceptable to use some weight
in order to conform the H. Stab .. to the cradle.

Trimming the Horizontal Stabilizer T.E.

Fig. 3:B:l.

l < o - - - - - - 15.625 - - - - - - " " i

BL 0

1r-
\i
u

Mark for H. Stab T.E.

Aft Spar--~1

Bevel T.E. on 45
as shown

__L===-~=::i/
Lowe H. Stab kin 7 H. Stab T.E.

0 5 98
L'la~~=?=~=.o\,.=L<=~=~=A=~=~=-~IV=-_::__-_:F=--'=B=-__JII~:~~]l'l--C_h_~_,P~:-:;-z-:-n-ta-'1-:-:-:b-'-.a_n_d_AN_E_l~-:-~-t-~r---t-8H-I
Lancair lnternationnl lnc., Rllprusm1tcd by N'!icn Avintion Inc., Oopyright(i) Ul98, Redmond, OR !l775!i
B2. Trim theH. Stab. trailing edge. Itis 15 5/8" as measured back from the L.E. atBLO.
This should correspond to the aft edge of the angle iron you installed. Using a long
board sander(atleast 2ft. long), sand the T.E. straight. Also sand a slight45 bevel
on the T.E. (not to a sharp point, see fig. 2:B:l).

B3. Re-position the H. Stab .. Now use Bondo or similar to temporarily secure the H.
Stab. to the cradles. You may have to de-wax the skin with MC and sand the skin
with 80 grit to obtain a better bond.

Horizontal Stabilizer Top View

Fig. 3:B:2.

Fwd BL4 rib

Aft BL4 ri Fwd spar web
BL 34 ri

Closeout
rib
\ BL 60 h.mge
location
BL 0hinge/BL 32 hinge/
location location
Main spar

BL60 hinge
location
I
BL 32 hinge
location
B4. Remove all peelplyfrom the inner surfaces ofboth upper and lower H. Stab .. skins.
Be sure all of it is removed (most of it probably already is).

WARNING: Structural bonds can NOT be made over peelply. Be sure to

remove all peelply from bonding areas. Failure to do so will result in
structural failure of the component.

~/a~~:::?=~==..a=,W=IJ.=~==B=~=~=---=IV=---=----=F=-'::B=:__J/;[~-~:][1--c_h~;'-:"';:.::;z-":"'n_t_a..1.1_:-:a-vb_.-a-n_d_A_;-1~-1v-4~-0t-:--;-s---1-0i+i
Lam:air Jntumational Inc., Represented by Neico Aviation Jn~., Copyrigl1t([) 1998, Rmlmund, OR H7751i
 Checking Hinge Alignment
Fig. 3:B:3.

Shimming 50/50
mi cro/flox
(if necessary)

\ I I

Hinge alignment string

The string must be very tight!

Holding String With Tongue Depressor

Fig. 3:B:4.

Tongue depressor

String

L.:la~~==~==~==4=w=1,=~==A=~=~=-=IV:_::__:F=-_:"=B=-_J/iJ~-~~ 1
/f _ _ -;E-~:-h-._a_n_d_~-1~-'~-~-:5-~-;-s--i."*+-I
c_h_a_,;'-:-;-;z-:-n-t_a_,_1
Lane.air intemntional Inc., Represented by Nnico Aviation Inc., Copyright.[l 1998, Jfodmoud, OR 97751l
B5. Check the hinge alignment. The alignment was done at the factory but you should
double check this. Use Clecoes to hold the hinges in place. Pull a string through
the center of the bearings. The string should be centered on the outboard bearing
and must be tight. Perhaps the easiest way to hold the string in place is to use a
tongue depressor with a small slot cut into the side. Tie a knot in the end of the
string and slide the string through the slot.

Before getting started, check that the outboard hinge is centered between the BL
60 cradles. In other words, the center of the bearing should be centered on the
chordline. Once you verify the outboard hinges are aligned, they become the
reference for aligning the rest of the hinges.

The best way of making small adjustments away from the web is to apply a layer
ofmicro/flox (use about 50/50 micro and flox) between web and bracket (see Fig.
2:D:3.). Be sure to apply release tape to the hinge so it can be popped loose after
the micro/flox cures. You'll have to allow this to cure before rechecking the
alignments. Ifthere are anymore areas ofmis-alignment, fill the holes with.micro/
flox and redrill them to 1/8".

B6. Drill the holes of the hinges and the spar to size (the 1/8" holes are pilot holes). The
recommended method for doing this is as follows:

1. Drill two of the 1/8" holes of each hinge out to 3/16" on the drill press.
2. Reinstall the hinges on the spar and hold in place using two clecoes.
3. Drill the 1/8" holes in the spar to 3/16" diameter.
4. Repeat the procedure for the two remaining holes.

The alternative method is to use a hand drill and drill one hole at a time. Drill as
straight as possible.

B7. Install the nutplates for the hinges.

Method#l.
Method number one requires a bucking bar and a pneumatic rivet squeezer.
With this method the rivets are secured directly to the spar. Using the existing
3/16" holes in the spar set the nutplate. Use the nutplate as a guide to drill the #40
holes for the rivets.

Lnncnir Jnt!!mntiunal Inc., Repr!!Eentml by Neico AviJJtion Inc., Copyright ID 1998, Re1hnnnd, OR 97756
 Installing the Nutplates, Method #1.
Fig. 3:B:5.

~i.nge bracket \Yith

bearing (EL-053-T)

AN,!26A:l..S rivets

A.N960-10 washer

Method#2.
Method number two does not require any special tools other than a rivet
squeezer. First layup a six BID on a flat surface and let cure. Mount the nutplates
on the 6 BID and bond the 6 BID in place.

Installing the Nutplates, Method #2.

Fig. 3:B:6.

One method of installing the nutplates

is to mount them on a 11iece of 6 BID.
KI000-3 nutpaltes
Hysol the 6 BID to the H. Stab. Spar.
The nutplates may also be attached
to the spar \Vi th a bucking bar.

14----Aft Horiz. Stab spar

Hinge bracket \vitl1

bearing (EL-053-T)

Separate the
pieces if required
AN3-5A bolts

AN426A3-5
rivets

AN960-10L washers

l.':IQ~"'.~=?=~="\,.=L<=~r.f"'=.41=1.=~=la=--IV: :_ :_ _ :F:_ ': B: : _ __J/ll 3~~~] 1- C=-h=~"-Po.:.t:=;=-z3=-o-n-ta_IL:-:-:-~-.-a-n_d_A_:-1-~-~-~o-t:--:-s---ff*+-I

Lancair International Inc., Reprnsented h.v Neicn Aviation Inc., Copyright(!) 1998, Hetluwnd, OR ll771i!i
C. ELEVATOR HINGE INSTALLATION
The hinge halves that install into the H. Stab. must be installed to set the
elevators. The elevator weldment should also be installed for this step.

Top View, Elevator/ Horizontal Stabilizer

Fig. 3:C:l.

Luneair lntenuitionu\ Inc., Represented by Neico Aviation Inc., Copyright 1998, Redmond, OR !J775fi
 Elevator Hinge Weldment
Fig. 3:C:2.

1. Elevator control horn

weldment, left side
PIN 9-020016 (EL-055-02)

2. Elevator control horn

weldment, right side
PIN 9-020016 (EL-055-02)

3. AN3-7A bolts, 3 plcs

4. AN960-10 washers, 3 plcs

5. AN365-1032A locknuts, 3 plcs

6. Bellcrank bracket (part of

horizontal stab assembly,
shown for reference only)
PIN EL-053-T

~lu~~=*==~=A==l;=~==,/Jl==~=~=:___:IV=--=---~F::._:"=B=--_JII~:~~:-Jl'/--=C:.:h:=~:.:Poc.:::t:=:-=:'-n-t-alL:-:-:-~-.a_n_d_:_~=-l-=-~-=;-=~-=-:-=- ;-"'s- J. 0 -J
Lancair lnlernntionnl Inc., Hepresenled hy Neiru Avinlion Inc., Copyright (i) 1998, Redmond, OR !J775G
 Center Elevator Hinge Weldment
Fig. 3:C:3.

Install the two halves of the elevator hinges and push

the spar up against the hinge.

When positioning the

elevator halves, push the
rib up against the weldment.

..
~l ---,.:;,~--Apply 3 layers of duct tape to the
""' outboard sides of the elevator weldment.

C 1. Install the center elevator hinge weldment. For this step, it is necessary to cut a
slot in the center cradle to fit the weldment.

C2. Position the elevators. In summary:

1. The inboard rib should be up against the weldment.
2. The spar should be forward up against the elevator hinges.
3. The elevator should be weighted down into the cradle. Once aligned, tempo-
rarily secure the elevator hinges with superglue. If alignment is correct you can
use clecoes or screws. If there is any mis-alignment, make adjustments as
indicated in step B5.

Lancair International Inc., Represent.ml by Neico Aviation Inc., Copyright[) Hl98, Redmond, OR fl7756
 Cutting Holes for Hinge s in Elevator
Fig. 3:C:4 ~

Top Elevator Skin

'
oi /
Elevator Spar
--~

/
,

" - The opening is determined by elevator travel.

There should be 1/8" clearanc e between opening
and hinge at full travel
I
I
I
I
I

.J~
I
I
I
I FWD
I
I
I
I EL-053-T Iiingc
I , !/
v I
./ I I
3"-4"
a ppr ox.
I
I
I
l
I
I
I
I
I
I
I
I
I
I

Chapter3 I REV. ANl/4-05-98 IV

Horizontal Stab. and Elevator I/-'\
Lancnir Internntionnl Inc., Rnpresented by Neico Aviation In~., Copyright ID 1998, Red mend, OR 97756
 Horizontal Stabilizer/ Elevator Gap
Fig. 3:C:5.

/
/
/
/
/
/ 26" up
/
/
/

-- 17" down

Note:
The .05" gap should
be constant through the
entire travel range

C3. After removing the assembly from the cradles, check the H. Stab. elevator gap. All
you need to do is make sure there is some clearance. Ideally there should be .05"
between the H. Stab. and elevator as shown in Fig. 3:C:5, and end gaps as shown
in Fig. 3:C:6. To check clearange through full travel, refer to Fig. 3:C:4 and open
up the hinge slots as necessary. Most likely some bodywork will be required to get
a constant gap through the entire travel range (this is normally done after the H.
Stab .. and elevators are closed).

~/a~"".'.:=~==~='='=4=v=il : ~'=A'= =~'=~:"__IV:'.".'.:. _"'._ -_:F:"'.:_". .:'.".:B: : _ J/l[~-~ :]1--c_h_a~;'--:--;-:--:-n-t_a_,_1_:-::-b-.-a-n_d_AN_E_1~-';-~-:-:-;-s---1-A1-+1

Lanci1ir Inlcnmtionnl Inc., Reprcscnlcd \Jy Ncicn Aviation Inc., Copyright@ 1!198, Ifotlmontl, OR 97756
 Drilling Holes for Elevator Hinges and Horizontal Stabilizer
Fig. 3:C:6 .

,,
~
J
/1I I
0
"'
,.., I I
I I

"' I
I
I

I
I
I
I
I I
I I
I
I /1
I ~ I
,..,
I " I
I
I "' I
I
I
I ,

I , ~
I ,
I
I~ I
I-
,..,
I I
"'
Ol

I
,..,"
I "'..._____, I
I ~

I '=
I

I I
I
I I
I I
I
I
I I
I
I
i ..-:-I .
f
"' iijWJ1

Luncair J11ternntinn11l Inc., HepresunteJ by N1!kll Aviation Inc., Copyright([) 1!198, Hedmond, OR 97756
C4. Drill the holes for the elevator hinges and the elevator weldment to full size. The
weldment should be centered heightwise on the inboard rib.

Installing the Elevator Hinges, Method #1

Fig. 3:C:7a

AN3-5A bolt
REH-053-U '~ ~AN365-428A
Elevator hinge (1 of 4) ~ locknut
', (ft)
~ "- - AN960-416
""' \vnsher

'"'"" <
AN960-10 ~>-

AN4-10A '-~~
@-..,

bolt / ,,,,;:.
AN426A3-5 rivet

nutplates

Lnncair lntemnlionnl Inc., Ropresenled by Neirn Aviation Inc., Copyright([) 1998, Redmond, OH !!7756
 Installing the Elevator Hinges. Method #2.
Fig. 3:C:7b.

~AN365-428A

~. --- locknut
- AN960-416
washer

AN4-IOA
bolt

6 BID

nutplates
Split in middle if required

C5. Install the elevator hinges using either of the above methods.

Luncnir Intenmtinnul Inc., Repre~ented \Jy Neicn Aviution Inc., Copyright(!) 19!18, Redmond, OR 9775!i
 Installing Nutplates for Elevator Weldment
Fig. 3:C:S.

9-020016
(EL-055-02) ..__._
nutplate
Elevator
weldment ~Kl000-4
/ ' nutplate (2)

AN4-5A AN426A3-5 rivets

bolt AN960-416 not shown
washer

AN426A35 rivets

Kl000-4 nutplate
6BID
BL 3 rib

Bottom elevator skin

C6. Install the nutplates securing the elevator weldment.

~la~~:::?=~4=w=_,,,~~::A~1,~1n!i.=18:._ :IV: :_ _.:'. _ -_ :F: _ '-='B".: : :_. . Jjf~-~ -] 1- 'c=-=h=~"'P" ':=-=;-=-;z-"-:-n-t_aL1 E-~:-b-._a_n_d_~-.-1~-;=- ~-'-:5=--~-'-;-s--f-l*+-1
R_s

Lrmcuir Internntionnl lnc., Represnnted hy Nl!ico Avintion Inc., Copyright@ 1998, Rl!dmoml, OR 97756
D. ELEVATOR TRIM TAB
One of the improvements of the new Lancair IV Fast Build kit is the premolded
trim tab. The premolded trim tab consists of an upper and lower trim tab skin. The
two halves are simply bonded together. The trim tab is easily removable by the
screws that secure the hinge.
The servo fits in a premoldedjoggle. It is covered by the trim tab access panel.

Trim Tab Exploded View

Fig. 3:D:l.

1 BID Upper trim tab skin

1063-T

Note: Trin1 t;ih actuator

Drill holes out :trinTT-02
with a #29 dril

screws
5-02016
Trim Tab
Access Panel
screws

Trimming Lower Elevator Skin for Trim Tab

Fig. 3:D:2.

BLO

~L9 ~
,Joggle for
trim servo
Left Elevator

Ej = CORE AREA .
2 ...
~

Ll!rn:air lnti:m11liona\ Inc,, lfopresenli!d by Neico Aviation Inc., Cupyright ) 19fl8, Hetlmnnd, Dll 97756
 Installing the Elevator Hinge
Fig. 3:D:3.

/I'rim ta? spar /.' -;;;,

0 0 0 0

Do not drill any holes at the

A actuator arm focation

Section AA

Bevel this edge to match the shape of the
elevator hinge

Dl. Cut out the section of the bottom elevator skin for the trim tab. Use the dimension
from Fig. 3:D:2.
Note: On the cradle templates there are marks for the T .E. of the elevator (see Fig.
3:A:l). Verify that the elevators have been trimmed to these marks.

D2. Remove the rod that holds the trim tab hinge halves together. Reverse the hinge
holes and reassemble the hinge.

D3. Cut out an 18" section of the trim tab hinge. The hinge spans from BL3 to BL 21
(BL 21 is where the joggle for the hinge in the trim tab ends).

Lancair Intem11lional Inc:., Repre11!!ntcd liy Ncico Aviation Jue., CnpyiightlD 1998, Hedmond, OR 97756
D4. Lay out the hinge, activator arm, and roughly position the servo. Be sure to
provide sufficient mounting room for the activator arm. The activator arm mounts
on the trim tab side. When satisfied with the positioning, drill 1/8" pilot holes
through both sides of the hinge and through the mounting tab on the elevator. Use
clecoes to hold it in place.

D5. On the forward half of the hinge, mount the nutplates (to the hinge). Use the
Kl000-06 nutplates and AN426A3-4 rivets. If this i' your first time riveting, we
suggest you practice elsewhere! Read up on riveting procedures. On the aft half
of the hinge, mount the nutplates to the trim tab.

-The Kl000-06 nutplates use a #29 drill for screw hole and #40 drill for the rivets.
-Use a 100 countersink.

Fitting Lower TrimTab Skin

Fig. 3:D:4.

Trim the outbd

edge

[ _______ _ ----7- ..__J

Joggle

Trim the T.E. to match

the rest of the elevator
BL 24 BL 21

D6. Fit the lower trim tab skin.

- The outboard edge of joggle should align to BL 21.
- The hinge should fit in the joggle.

D7. Drill the 1/8" holes through the joggle oflower trim tab skin once satisfied with the
alignment.

D8. Drill holes to size and install the nutplates.

L'lcz~~=*=~=A="'=~==A=~=~=_:IV=--=----=F=--'=B=-_J1r~:~~-]:1 c_h_~~P-:r-e~_z3-on_t_a~1-;-~a-v~-.-a_n_d_AE-~-~-1;-~o-t:- ;-s_

__ __,+*+1
Lnneair lnternntiunal Inc., Represented by Neicn Aviation lne., Copyright 1998, Hedmond, OR 97756
 Sand the Bonding Surfaces
Fig. 3:D:5.

D9. Fit the upper trim tab skin.

- Trim the outboard end.
- Trim the T. E.

L:la~"':'::~:::=~==..&==l..=~==A=~=~=-IV=-_:__....:F=-"-=B=-_J/1;_;~-]i--C_h_~~P~:-:-;z-:-n-t_a..._I_;E-~:-~-.-a-n_d_~-.-I~-1~-~-0t5-~-:-s---t-f*+I
Lancair Internntional inc,, llepremmted by Neico Aviation Inc., Copyright 1998, Rotlmond, OR 97756
 Fitting the Upper Elevator Skin
Fig. 3:D:6.

Pay close attention to the fit in this area. There

should be a natural transition to the elevator.

A B

L-A
View AA

*---'Using a straight
edge, check the fit
H. Stab

Trim upper skin as necessary

to fit into joggle

Trim skin fwd to

View BB get the .05 gap

upper trim
tab skin

H. Stab

2 layers of duct tape should be

used to simulate the 2 BID
applied later. See Fig. 3:F:7.

Lancair lnlenmtionnl Inc., Reprusrmted by Neico Avialinn Inc., Copyright ID 1998, Rudmoml, OR 97756
DlO. Fit the upper elevator skins. When fitting the upper elevator skins, it may be
necessary to sand a small amount off the joggles. Pay close attention to the fit
between the H. Stab .. and the elevator. In the upper left elevator skin it is also
necessary to remove a section for the trim tab.
TRIM TAB:
Carefully trim the elevator skin forward to get the .05" gap. Trim the
outboard end to approximately BL 24-1/8".

Dll. Prepare the trim tab skins for bonding.

-Using 40 grit sandpaper, throughly sand all bonding surfaces.
-Vacuum all the bonding surfaces and keep clean prior to bonding (don't touch).

Bonding Trim Tabs

Fig. 3:D:7.

Mound enough epoxy/flox to provide

3/4"- I" bonding area ~

'V'shape
epoxy/flox

use clecoes or clamps

to pull the leading edges together

you should see some use straight edges
squeeze out at these locations and clamps to build
a straight T.E.

Dl2. Bond the trim tab halves together.

-First brush pure epoxy on all bonding surfaces.
-Mix an epoxy flox mixture and apply it to the T.E. and L.E. oflower skin.
Mound it in a "V" shape to avoid trapping any air in the bond.
-Lower the upper trim tab skin into place as shown in Fig. 3:D:7.

Lancair Int!!rnational Inc., Represented by Neico Aviation Inc., Copyright 1998, Redmond, OR 97756
E. COUNTERBALANCING THE ELEVATORS

The elevators of the Lancair N are 100% mass balanced. The premolded
counterweights provided will be trimmed as required to balance the elevators (we
prefer to close the elevators with plenty of weight and then drill the excess out after
closing).
The elevators must move freely in order to balance them. You CAN NOT
BALANCE an elevator that is not freely floating on the hiriges.
IMPORTANT NOTICE: Balance the left and right elevator separately
because they require different amounts of counterweight.
Before starting, the trim tab, servo, hinge, and all hardware must be installed.
The goal is to get as close as possible to the finished weight of the elevator.

El. Drop the counterweight in place. Place the top skin in place. Note that what is
still missing is the adhesive for closing, primer, and paint. Balance the elevator such
that the L.E. of the counterweight arm hangs freely l" below the 100% balanced
position. This means that you will be trimming off the lead counterweight. The goal
is to have the weight as far forward as possible so trim off the aft side of the
counterweight as necessary.

Installing the Counterweights

Fig. 3:E:l

Lead
counterweight

Applya2BID
Outbd rib
reinforcement

Lancuir Internationnl Inc., Repnrnented by Neico Aviation Im:., Copyright 1998, Hedmoml, OR 97756
E2. When satisfied that you have sufficient counterweight, install the premolded ~
lead with epoxy/flax. Apply a 2 BID reinforcement to the aft side of the
counterweight.

E3. When the elevators are closed and primed (ready to paint), check the balance
again. Prior to paint, the counterweight should hang approx. 1/2" below the 100%
balance position. If necessary, drill excess weight out.Fill the holes with micro and
apply a 2 BID on top. Check the balancing again after paint. If more weight is
needed, lead shot can be inserted in the holes and topped off with micro, then touched
up with paint. If even more weight is needed after paint, there is an optional arm that
can be bolted to the hinge weldment. The arm will carry more weight on the end.

[s;~~~~~.l..~~~~A~~~~~-~IV~~-:F~~'i~B~_Jfl ;_;: ],__C_h_~~P~:-:-;z-:-n-t-a~~;-E-~:-~-.-a-n-d-~-.-l~-;-:-t-~r---++*;:l-I,

5 98

Lnncnir lnternutional Inc., Represented by Neico Aviation Inc., Copyright 1998, Redmond, OR 97756
F. CLOSING THE HORIZONTAL STABILIZER AND ELEVATOR

Fl. Drill vent holes in ribs, webs, and the skin as shown in Fig. 3:F:l.

Horizontal Stabilizer and Elevator Vent Holes

Fig. 3:F:l.

Ii
I
I

Lam:air International Inc., Represented by Neiw Aviution Inc., Copyright 1998, lledm1md, OH 97756
WARNING: ALL INTERNAL BAYS MUST BE VENTED. Failure to vent these
bays could result in excessive internal pressure at high altitudes and cause structural
damage that could result in component failure.

F2. Check the fit of the upper H. Stab. and elevator skins. A few things to look for:
1. Place pieces of "play dough" every 6" on the spars, ribs, etc., use 2 layers of
duct tape to simulate bond thickness. Lower the upper skins in place. Clamp the
cradles in place and weight the skins down as if you were closing. Look over the H.
Stab. and elevators. There should be no visible bumps or irregularities, and it should
fit the cradles well.
Remove the weights and cradles. The pieces of play dough should be .01 thick
or less. Ifin excess of this, perform an epoxy flox release.

Epoxy/flox release:
The areas to be released must be sanded and cleaned with MC. The
upper skin must be release-taped (duct tape, clear tape or equivalent) in these areas.
First apply pure epoxy to the bonding areas with a brush and then the epoxy/flox mix.
Lower the upper skin in place and clamp cradles in place. Weight down as if closing.
Let cure.
When checking the fit, take note of the fit in each area. Practice the
closing a couple of times before getting started. Get all the things you may need for
closing- weights, clamps, straight edges, clecoes, etc. Decide what you will use to hold
the leading edge joggles together during bonding (wood screws, clecoes, duct tape?).

F3. De-wax all the ribs, spars, and joggles using MC. Apply a generous amount
with a clean rag or paper. Follow immediately with another clean rag.

Preparing Surfaces for Bonding

Fig. 3:F:2.

BL 3 ribs
/\
Fwd weJ:>

Outbd rib -------i..

Main spar

L.E. joggle
Elevator spar
"'- I

\ Outbd rib
\
T.E.

Lancair Jntcnmtiunnl Inc., Represented by Neico Avintinn Inc., Cop)'TightlD l!J98, Redmond, OH 97756
F4. Using 40 grit sandpaper, sand all bonding surfaces. Fig. 3:F:2 shows the
bonding surfaces oflower H. Stab. and lower elevator halves. Also sand the
corresponding bonding surfaces of upper H. Stab. and elevator skins. Clean all
bonding surfaces with MC.

Note: Before starting the closing process the elevator and the H. Stab .. must be
positioned in the cradle. The weldment and hinges should be bolted in place (don't
forget the duct tape spacer on the weldment).

Applying Adhesive to Bonding Surfaces of Elevator

Fig. 3:F:3.

Elev Cross Section @ BL 29

Mound a 3/16" "V" shape of Hysol/flox

Pile 3/16" + epoxy/flox on rib

Mound sufficient
epoxy/flox to give
3/4" to I" bond area
Remove 1/8" to 1/4" of core
on the T.E.
material (foam) from the BL 29
and BL 17 ribs. This will form a
trough that you fill with epoxy/flox.

Closing the Elevators

F5. Apply pure Hysol to the inboard and outboard ribs, the spars, the leading edge
joggle and the parts of the counterweight arm that are to be bonded. Apply Hysol to
the corresponding areas of the upper skin.
Apply epoxy to the T.E. and the BL 29 and BL 17 ribs. Apply epoxy to the
corresponding areas of the upper skin.
Mix in flox with the Hysol and epoxy. Hysol: Mix in 1 tablespoon per 2 ounces
ofHysol. Epoxy: Mix in enough flox to give it the consistency of peanut-butter (when
you lift a batch up with the mixing stick, it shouldn't fall off the mixing stick!).
Apply the Hysol/flox and epoxy/flax mixes to their respective bonding areas of
the lower skin and structure. Refer to Fig. 3:F:3.

F6. When satisfied that all bonding surfaces have been sufficiently covered,
carefully lay the upper skin in place and weight it for cure. Once clamped in place,
you should see squeezeout along the T.E. and L.E., inboard rib, etc. Take a peek at
whatever you can get to and assure yourself there is sufficient squeeze out.

l~a~~::=*=~=.&=w=.1..=~=A==~=i:..o=-...::IV:::__:__...::F::..."..:::B::::__Jl;[~:~;"]i - c=-=h=a"';"-:=-=:=~z-=:-n-t_a.L1_:-:a-vb_.-a-n_d_AN_E_1~- v- ~- t--:--;-=-s---11-f.j(+1

1 14 0
Lnncair lnlernnticmnl Inc., lfo1iresenled by Neico Aviation Inc., Copyright 0 1998, Redmnnd, OR 97756
 NOTE: Once again you must use a straight edge to check that your skin is
not bowed. You may have to shuffle your weights around to allow room for the
straight edge check, but it's worth it. This is for all the marbles, so check and
double check. Readjust weights if necessary.

F7. When the Hysol has cured, sand the outboard joggles of each elevator. Clean
with MC, and apply 2 BID, 2" wide strips in the joggle.

FS. When the 2 BID has cured, sand it with 40 grit and smooth the outboard edges
of the elevators with micro. Sand the micro to the same curvature as the horizontal
stabilizer.

F9. Remove the center hinge assembly and sand the inboard side of the BL 3.2
elevator ribs. Clean with MC and apply 2 BID, rolling onto the upper and lower
elevator skins. Like you did on the spar mounting bolts, push some modeling clay,
Silly Putty, etc. into the two mounting bolt holes on the inboard rib to prevent resin
from clogging the threads. Trim around the bolt holes when the glass is in the green
cure state. You can now remove the three layers of duct tape from the arms of the
center hinges assembly that rested against the inboard elevator ribs.
When the 2 BID is in the green cure state, trim around the bolt holes and
remove the clay plugs. The surfaces that the weldment arms rest against should be
absolutely flat. See Fig. 3:F:5.

Weldment Arm Mounting

Fig. 3:F:5.

Top elevator skin

2 BID closeout---1>1

._.,..i--- KI000-4 nutplate

Weldment a r m /

Inboard Bottom elevator

rib skin

L'IQ~~='=f]="\..="'=f/Jl:F111/f.=~=A=~=~=-~IV=--=---.:}=-'=B=-_J/i[~:~~:]'1---C_h_~~P-:r-e;-z3-on_t_a~l-;-:-:b-.-a-n_d_AE_N_l~-;;-~o-t:--;-s--1-f-l(-H
Lancair Intumationnl Inc., Represcinted by Neico Avilllion Inc., Cnpyright 1998, Redmond, OR 97756
NOTE: To remove the bolts that secure the center hinge assembly to the elevator
spars, you must grind an access hole in each elevator L.E. Make this hole just large
enough so you can remove the bolts with a 3/8" socket.

FlO. To remove and install the other hinge bolts, you will have to notch the bottom
leading edge of the elevator. Remove just enough carbon so you can get to the bolts
with needle-nose pliers. As you will soon discover, installing the elevator is not all fun
and games, especially when it's mounted on the fuselage and you have to hold the
elevator while aligning and bolting the hinges, upside down. A wonderful tool to
simplify this procedure is made from a long AN3 bolt with the threads cut off. See
Fig. 3:F:6. Use the t'lol to align the elevator hinge half with the horizontal stab hinge
half that has the 1/4" bearing pressed into it. Insert the proper AN4 bolt into the
other side of the elevator hinge half, wiggle it slightly, and push the alignment tool
out with the bolt. Easy!

Hinge Alignment Tool

Fig. 3:F:6

HEAT THE BOLT

WITH A PROPANE
TORCH TO BEND.
ILE OR GRIND THE
HREADS SMOOTH.
OUND THE END.
!

I
i
AN3-40A doL T
i
'

2 BID Reinforcement at Trim Tab Locations

Fig. 3:F:7

- -
--
-
Trim tab
-- -- :::. =

-
-~~~::=s~::: -
Apply a 2 BID

l"lcz~~:::?==:f]==A=""=~::::=A=:='~"'=~::~IV:'::..._".__..::F:::_':::B'::._Jl"[~~~--]'1--c_h_~~P-:-:;-z-~-n-ta_,_1_;-:-:b-.-a-n_d_AE-~-1~-';-:-t:--;-s--H-7<:-H
Lnncair lnternntional Inc., Hepre.sented by Neico Aviation Inc., Copyright 1998, Redmond, OR 97756
Closing the Horizontal Stabilizer

Fll. Mix up a batch ofHysol and apply it to all bonding surfaces. After applying a
thin film ofHysol to both bonding surfaces, it is a good idea to mix some flox in with
the remaining Hysol (1 tablespoon offlox for every 2-3 oz. ofHysol) and apply a
slightly thicker coat of the adhesive to one of the bonding surfaces. Always mound
the Hysol slightly higher in the center of the capstrips to avoid air bubbles in the
bond.

Bond the top stab skin into position with structural adhesive over all capstrips, the
fwd L.E.joggle and the aft spar cap. Use small sheet metal screws to squeeze the
joggle joint together. Place one every inch along the L.E. joggle and be sure that
there is a little adhesive squeeze out when the screws are snugged down. If you don't
see any squeeze out, remove the top skin and apply more adhesive.

NOTE: When using the sheet metal screws to hold down the joggle joint, be
careful to only snug up the screw. If you twist too hard, you could strip the screw loose
in the composite parts. You should not use pop rivets to secure the joggle joint in the
H. Stab .. L.E. because it would be impossible remove all of the drilled out pop rivet
later, and small pieces of the pop rivets would be forever rattling around in the stab.

WARNING: With any compression bond, you must see a small amount of
squeeze out to verify that adequate adhesive was applied. If no squeeze out is seen,
remove the part and apply more adhesive. Failure to adequately bond the structure
could result in total component failure.

Clamp and weight the skin down along the aft spar in a manner similar to that used
when you bonded the spar to the lower skin. Use plenty of weights to press the skin
down on the rib and spar structure (25 lb. lead shot bags work the best).

Take note to verify that there is some adhesive squeeze out along the aft spar cap to
top skin bond line. If you don't have any squeeze out, you may not have enough
adhesive and you should pull the skin off and reapply adhesive. Wipe off any excess
squeezed out adhesive and allow to cure. After full cure, remove the sheet metal
screws used to clamp the leading edge joggle. Fill the above screw holes with a
mixture of epoxy combined with 50/50 micro & flox.

L'lcz~-::=*=~="\.=~=~=~=..a=~=:a=--=JV=-::__-_:F=-'.:B=_ _J/[~~~::-]1 C_h_~""Po_t:-;-z:-n-t_a..cl_;-::-b-.-a-n_d_~-1-~-:-~~-:--;-s---++*+1

__

Lanc.1ir Jntllmntionnl Inc., Repreaent!ld by Neico Aviation Inc., Copyrighl(i) 1998, Rerhmmd, OR 97756
G. ELEVATOR TRAVEL STOPS

Gl. Raise the elevator to its full up travel limit of 26. A Smart Level or dial type
protractor is handy to check control throws, or you can use the Blueprint pattern
gauge. Lock the elevator in this position with a piece of scrap wood and a blob of
Bonda or instant glue.
NOTE: You will have to notch the trailing edge of the H. Stab .. to attain full
elevator travel. Do not notch any more than is necessary to get the proper deflection.

Travel Range
Fig. 3:G:l.

UP ELEV. STOP

UP

~
--.
..............................
DOWN ELEV. STOP
----------------:---
---- ------------ ..............
TO CONTROL
STICKS CONTROL HORN ------~17'DN
-:.ELEV. AFT
PUSH ROD

G2. Cut a 1/4" x 3" x 2" piece of phenolic. Sand both sides of the phenolic
thoroughly with 40 grit sandpaper. Also sand the bonding surface of the H. Stab ..

G3. Install the phenolic with HysoFM or epoxy flax. At the same time, form a
fillet around all sides of the phenolic for the 4 BID. Clean all bonding surfaces with
MC.

G4. Install a 4 BID to secure the phenolic.

G5. Set the travel by grinding a notch in the phenolic.

Lnncair Internatiunal lnc., Represented Uy Neicu Aviulion Inc., Copyright 1998, Redmond, OR ~l7756
 Phenolic Travel Stop
Fig. 3:G:2.

Trimming the Inboard Edge of the Elevator Skins

Fig. 3:G:3.

Move the rudder and

elevator through all
possible conbinatione
and trim the inboard
edge of the elevators
to give a minimum of
3/16" clearance.

G6. The inboard edges ofthe elevator are trimmed after the elevators are installed
on the airplane. Trim the inboard edge of the elevator skin such that there is
always 3/16" of clearance between the elevator and the rudder/vertical stab.

l~V~-:==*=~=.a=,F=.1.=~=.J/Jl==~=~==~JV=--=--_:F=-".::::.B=-_JJ;[~-~~--]ii--c_h_~_,P~;-:-~z-:-n-t_aLIR_sE-~:-~-_-a_n_d_AE_N_I~1-~-~-0t5-~-:-s--++*+1
Lancllir Intemntional Inc., Represented by Neirn Aviation Inc., Copyright!D rmrn, Redmond, Oil 97756
 CHAPTER4
WING FIXTURE ASSEMBLY (FB & STD)
REVISIONS
From time to time, revisions to this assembly manual may be deemed necessary.
When such revisions are made, you should immediately replace all outdated
pages with the revised pages. Discard the out dated pages. Note that on the lower
right corner of each page is a "revision date". Initial printings will have the
number "O" printed and the printing date. All subsequent revisions will have the
revision number followed by the date of that revision. When such revisions are
made, a "table of revisions" page will accompany any revision made to a chapter.

Arrows
Most drawings will have arrows to show which direction the parts are facing, unless
the drawing itself makes that very obvious. "A/CUP" refers to the direction that
would be up ifthe part were installed in a plane sitting in the upright position. In
most cases the part shown will be oriented in the same position as the part itselfwill
be placed during that particular assembly step. However, time goes on and
changes are made, so careful attention should be paid to the orientation arrows.
That old cartoon of the guy agonizing over the plans for his canoe, built one end
up, one end down, should not happen in real life. Especially to you.

Lnncair lnternational Inc., Hepresented by Neko Avintion Inc., Copyright ID 1998, Redmond, OR 97756
CONTENTS
1. INTRODUCTION
2. SPECIAL PARTS, TOOLS, AND SUPPLIES LIST
A. PARTS
B.TOOLS
C. SUPPLIES
3. CONSTRUCTION PROCEDURE
A. WORKBENCH CONSTRUCTION
B. BUILDING THE FIXTURE
C. ALIGNING THE FIXTURE
4. PHOTO PAGES

Lanci1ir International Inc., Represented by Neico Aviation Inc., Copyright Ii) 1998, Redumm.I, Oll 97756
l. INTRODUCTION

This chapter will describe the construction of the fixture that you will need to set
the proper dihedral and washout in the wing. Note that this chapter is identical
for both fast build and standard kits. Accurate jigs are required to complete both
the standard and the fast build versions of the Lancair N wings.
Since few people happen to have suitable work benches already handy for the
fixture construction, we will begin with instructions for the construction of the
work benches themselves. It will be possible to build the wings on a bench that is
attached to or against the wall, but it will be much easier if you can walk all the way
around the benches. After you have constructed the wings, the benches can then
be used for the construction of the rest of the aircraft.

The Lancair N's main spar carry through bolts are pre-drilled at the factory, so
the wings do not require a full length jig. Note the suggested layout in figure 4:1.
Building one wing at a time will require only one 16' work bench. However, ifyou
have the space, it is easier to build both the wings at the same time.
Refer to the "Area Drawing" in the preface, "Wing Removal Area Required"
preface and the Figure on page 4-3, titled "Wing Assembly Area Required", and
be sure you have adequate room available for the project ahead.

Note: This revised chapter requires cradle drawings, revision B or later.

Wing Cradle Drawings:

A 101 BL 25.5 Wing Cradle

A 102 BL 76 Wing Cradle
A 103 BL 104 Wing Cradle
A 104 BL 147 Wing Cradle
A 105 BL 171 Wing Cradle

Lancnir Intematiannl Inc., Represented by Neica Aviation Inc., Copyright 1998, Redmond, OR 97751l
 Wing Assembly Area Required
Figure4:1

- S UGGE S T E D L AY0 UT -

= = BL 171 CRADLE
~
-

- I:: = = ~
= BL 147 CRADLE

I= -
~

~ '= = ' "==" BL 1 04 CRADLE

~ -

19 3JN = ~
~ I= ~ '==== = ~
~
~
~
~
~
I= BL 76 CRADLE
~

'
''-- ~

1
241N
I MIN.
Ir ~
I=
~

BL 25.5 CRADLE

59JN
1 41 IN

Luncair lnlenmtionnl Inc., Represented by Neico Aviation Inc., Copyright ID l fl!IS, Ifodinond, OR 97756
 Suggested Cutout for Cradles
Figure4:2
Note: Precision cut cradles available from Lancair.

25. 5
" 25. s
76

-EXTRA-
APPROX 46 x 48"

3 SHEETS OF 4' X 8'

SUFFICIENT FOR ALL
CRADLES

104 104

Lancnir lntcnmlional Inc., Rcprcs1mtcd by Ncico Aviation Inc., Copyright 1998, Rcdmmul, OR 9775G
2. SPECIAL PARTS, TOOLS & SUPPLIES LIST
Ifyou do not have the space, or prefer to build one wing at a time, you will need only
one sixteen foot fixture, since the five wing cradles for the left wing can be reversed
for the right wing.

A. PARTS LIST
Drawing package containing wing cradle drawings.

B. TOOLS REQUIRED
Hammer
Screwdriver
String line
Carpenter's square
Table saw, skill saw or? for cutting plywood
Chalk liner
C-clamps, 3", 6 or more
Plumb bob
Transit or water level
Tape measure

Lancnir International Inc., Represented by Neico Aviation Inc., Copyright ID 1!198, Redmond, OR U775G
c. SUPPLIES
This is a list of the material you will need to construct two 8' work benches and all
of the wing supports/cradles:

3 pcs 4' x 8' x 5/8" plywood for wing supports/cradles (enough for left and right side)
2 pcs 4' x 8' x 5/8" plywood for table tops
20 pcs 2" x 4" x 36" for wing support braces
12 pcs 2" x 4" x 29" for table legs*
4 pcs l" x 8" x 8' for table sides (2" x 4"'s could be used, but the 8" will add more
stability)
4 pcs 1" x 8" x 35" for table ends
2 pcs 2" x 4" x 35" for center braces
20 pcs 2" x 4" x 22" for 45 degree leg braces
Spray Mount Artist's Adhesive or similar for temporary paper to wood bonding
Assorted length nails or screws (drywall screws work great, especially with an
electric screw driver)
Bondo or similar material
1/4-28 all thread for wing cradles
1/4-28 nuts for all thread for wing cradles
-OR-instead of the all thread, use Quick Grip TM Clamps.

DOUBLE THIS LIST IF YOU ARE BUILDING BOTH WINGS AT THE SAME TIME
(except as noted)

*This dimension sets the height of the table top to 29-5/8", and the wing will be up
to 20" above the top of the table, so if you prefer to work on a higher or lower table,
here is the place to make that change.

NOTE: Later you will need a 13' straightedge (or 2 ifyou build both wings atonce)-
a piece of kiln dried wood about 1-1/2" x 2-1/2" is what we use. You might want to
pick one up at the lumber yard while you're getting this stuff. Get ones that are
as straight as you can find, or have the lumber yard run them through a planer
for you. After using the wood as a straight edge, you will build it into the fixtures
as a rear spar support. Or you can use 11/2" x 2" x 1/8" angle iron.

Lancnir Intenmtionnl Jue., Rupremmted by Neico Aviation Inc., CoJlyright(i) 1998, Redmond, Ort 977li6
3. CONSTRUCTION PROCEDURE

A. WORKBENCH CONSTRUCTION
It will probably be easiest to build the table base, level it to the floor in the desired
location, and then install the top on it.
Construction Fixture
Figure 4:A:l

BL17lCRADLE

BL 25.5 CRADLE

Al. Take one of the sheets of plywood, select the side you want for a working surface,
and lay it on the floor, work surface down.

Lancn.ir J11t1Jmalionnl Im:., Represented by Neico Aviation Inc., Copyright 1998, [fodmnnd, OR !!7756
 TABLE BASE ASSEMBLY
Figure 4:A:2

table bottom

A2. Using a carpenter's square, pick the corner that is "squarest" (it never hurts to
check) and mark it as the datum point.

Lrmcair lnturnalional Inc., Heprcs1mtnd by Nuico Aviation Inc., CopyrightO l!J!J8, Redmont.I, OH 9775{j
A3. Measure and mark the plywood for cutting to 36" width, 8' long. (It is OK to leave ~
at48"wide).

A4. Cut the plywood to your 3' x 8' marks.

A5. Form a box on the plywood using two of the 8' table sides and two of the 35" pieces
of 8" table ends (which need to be trimmed to fit).

A6. Screw (you can use nails, but screws give more rigidity) the 8" pieces together,
squaring them to the plywood.

A 7. Screw the four corner legs in place (Figure 4:A:2:b), using a level to insure they are
vertical.

AS. Set the two center legs in position, measure and cut the center brace to fit, and
screw the legs and brace into position together, as in Figure 4:A:2:c.

A9. Cut the ends of the 22" pieces off at opposing 45 degree angles and screw into place
as shown in Figure 4:A:2:d.

AlO. Turn the base right side up and position it where you will want it. Using sandpaper
to shorten and/ortongue depressors or mixing sticks to lengthen the legs, level the
table base to the floor.

All. Turn the table top right side up and position it on the base, then screw it into place.
The level should not change, but check it anyway to be sure, and re-level as
necessary.

A12. Repeat these steps for the rest of the work benches, butting them against each
other until you have them all built and level.

A13. Go underneath the table and screw the table end pieces together in two or three
places each (no nails here, use screws - you'll be removing them later) to keep
everything rigid while you build the fixture and your wings. You should now have
something that looks like Figure 4:A:2.

A14. As a final step, make any minor levelling adjustments using paper or other
material under the legs for shims, and then fix the legs into position on the floor
using some Bondo around each one. This will give you a strong, rigid platform that
won't be changing shapes on you.

Note: It is not critical to have the tables perfectly level. The goal is to build a sturdy
table that will not move when bumped into. The cradles, however, will be perfectly
levelled.

Jlil'll>All#IV \f4-WI X?<

Chapter 4 I REV. A0/2-01-98
~~~:::~~~~~'"==""~~..!.__ _ __JL;:,J ~_WIN
__G_F_IX_T_UR_E_A_s_s_E_MB_L_Y_(F_B_&_S_T_D_l__,~P\~
Lnncnir International Inc., Represented by Neico Aviation Inc., Copyright(!) 1998, Redmond, OR 97756
B. BUILDING THE FIXTURE

Bl. The wing fixture consists of five wing cradles. Using the spray mount adhesive,
paste the Blueprints onto the wing support plywood. Note: Prior to using the print
is a good idea to check them. Sometimes there are errors resulting from the
blueprinting process such as stretching of the print and "curving."

Checking Blueprints
Figure 4:B:l

UL 1 fl
50 25
REV. O

------ ----- ----- ---- --- ----- -- - --- -- -- --- -- --- -- -- ------ - . ---- -- ------ ---- -- --- ------------ -- -- - - - + - - - - - - l

+ l ,nr-----==-_
u 5~
_,
,ri +
A

CHECK THAT ANY OF THE LONGER LINES ARE STRAJGHI

1. Check the scale of the prints as follows:

Measure the chordlength of each of the prints. They should be:
BL 25.5: 47.17" Tolerance: +/-0.l"
BL 76: 41.20" Tolerance: +/-0.l"
BL 104: 37.90" Tolerance: +/-0.l"
BL 147: 32.83" Tolerance: +/-0.l"
BL 171: 30.00" Tolerance: +/-0.l"

2. Check that the prints are straight: Simply pick any long line of the print and
check it with a straight edge. There should be no visible curvature.

Ifyou determine that there are inaccuracies with your blueprints contact the parts
department for new copies.

Luncair l11tlln11ttionnl Inc., Represented by Neico Aviation Inc., Copyright@ 1998, Hei.lmond, OR ll775G
 Cutting out Wing Cradles
Figure 4:B:2

Allthread

Nate: The alternative is to use Quick Grip Clamps or the Equivalent. The jaw opening
must be at least 6"

B2. Using a sabre saw, carefully cut just on the inside of the airfoil shapes. It is
important to make a thin cut where the two cradles join. If you make a thick cut,
you should compensate for this by gluing a shim to the cradle, such as a tongue
depressor. Cut just to the inside of the airfoil outline and then sand up to the line.

B3. Use sandpaper on the concave shaped cradles that will support the wing to bring
the edge out to where you can just see the airfoil line. This will allow the top wing
skin to rest on its exact shape. Use care-the accuracy of the cutting and sanding
on this fixture will determine if your wing comes out straight or warped.

Lam:air Int!lnmtional Inc., Represimtccl by Neico Aviation Inc., C(lpyrightiD 1998, Hetlmontl, 01{ 977.'i!i
 Fixture Table Layout
Figure 4:B:3

BL O BL 5- 5 Bl 76 BL I 04
"'"
'). 00

B4. AB shown inFigure 4:B:3, measure 9" in from the long edge of the table at both ends
and snap a chalk line between these two points. Using the chalk line as a guide,
pencil in alinethatwon'tsmudge or blow away. This line will be used to align the
17.58% chord reference for each of the wing cradles.

Wing Planform:
With a fully tapered wing, neither the L.E. nor the T.E. of the wing are parallel nor
perpendicular to the fuselage centerline. With each rib, 17 .58% of the rib's length
(chord length) will reference a common alignment point when measured aft from
the rib's L.E.
These 17 .58% of chord points, on all wing ribs, will line up together spanwise, and
will be perpendicular to the fuselage centerline. Refer to drawing 4:B:4.

1""-:;;:~~ijl"~;;...Ar!_-:,,,,=-o:.ifll'=-A-=-1.-=~=-:;;-::IV=:--=--11;r~:~;-~ chapter 4 REV. Ao 12-01-9s

~C2~"".~=='=='='111'=='~~===~::=:=c_~~---_J'_,, ---: WING FIXTURE ASSEMBLY (FB & STD)
Lnncnir International Inc., Represented by Neko Aviation Inc., Copyright 1998, lletlmontl, OR 97756
 Planform Drawing
Figure 4:B:4

go

17 .58% chord line

B5. Measure along the line from the datum end of the table ( if using only a 16' table)
or from the middle of the table outward in both directions (if using a 32' table) and
marktheBL25.5, BL 76, BL 104,BL 147andBL171positions. Using your square
and straight edge, extend these lines across the width of the table. It is also a good
idea to make a mark every inch along the BL. BL 0 will be located at the datum
point on the work bench.

BG. Using you carpenter's square as shown in Figure 4:B:5, install a wing cradle brace
at the BL 25.5 position, at a right angle to the chord line, so that when the wing
cradle is put in place it will have its inboard edge, not its center, on the BL 25.5 line.

~=s;#l~~;:..JIJA.1171411.oIV If~:~~ I' chapter 4 REV. Ao12-01-9s

L.:'Q~"".::::===:==:'lll"==:~==:==::=~==:=c_~:_"':____J ... "."".".: WING FIXTURE ASSEMBLY (FB & STD)
Lancair International Inc., Reprusented hy Nuico Avi11tirm Inc., Copyright@ 1!198, Redmond, OR 9775(]
 Installing Wing Cradle Brace
Figure 4:B:5

2" x 4" WING

CRADLE
SUPPORT
BRACE

Screws may be installed form the top or underside of the table.

B7. Repeat this process for the BL 76, BL104, BL 147 and BL 171 braces, installing
one brace at each location. The BL 171 cradle must be mounted so its inboard edge
is on the BL 171 mark. The BL 104 cradle must be located so that its outboard edge
is on BL 104 cradle. Adjust the brace as necessary. The BL 76 and BL 14 7 cradles
can be centered on their BL marks, they aren't that critical.

Luncair fntllnrntiornLl Inc., Repruiwnted by Neku Aviation Inc., Copyright 1998, Rmlmond, OH 9775fi
c. ALIGNING THE FIXTURE

On the Lancair IV cradles there are several reference marks. Using these
reference marks (the cross hairs on the inboard and outboard cradles) as outlined
in these instructions, sets the washout. The dihedral is already set (the spars are
pre-drilled).

Summary of Leveling Procedure (Steps 1 & 2 is for reference only. We suggest

you read the enitre section)

1. Align inboard and outboard cradles:

The inboard and outboard cradles are aligned using the 17 .58%
reference line to the line you drew on the table.

Use the leveling reference marks (the cross-hairs) to level the cradles.
Level the cradles such that the cross hairs are in the same level and
horizontal plane.

Inboard Outboard Alignment of all Cradles

BL 25.5 cradle: Inboard face of cradle aligned to BL 25.5

BL 76 cradle: Centered on BL 76
BL 104 cradle: Outboard face of cradle aligned to BL 104
BL 147 cradle: Centered on BL 147
BL 171 cradle: Inboard face of cradle aligned to BL 171

2. Align cradles at BL 76. BL 104. and BL 147.

The remainder cradles are aligned using a string line to align to the inboard
and outboard cradles.

Lancair fntonmtional Inc., Ruprcsenled by Neieo Aviation Inc., Copyright[) l HfJ8, Redmond, OR !17756
 Wing Cradle Alignment Procedure.

Typical Wing Cradle

Figure4:C:l

Align cradles 76, 104, and

147 to this corner
Align cradles 76, 104, and
~ 147 to this corner

I_ ~
Wing Trailing Edge
% Chord Lines ~

so ,-
TE

l~
+. +.
"I q
. Angle iron Loca~' Cross Hairs on the
inboard and outboard
cradles.

\17.58% Chord Line

Cross Hairs on the
(align to the line drawn
inboard and outboard
lenglhwise on the table)
cradles.

Lancnir Internntionnl Inc., lfoprn.!lenl!ltl by Neico Avintion Inc., Copyright. (i) l!HIB, lfodrnond, OH 977!i6
 Aligning Inboard and Outboard Cradles
Figure 4:C:2

Align 17.58% chordline

to line on table

Align all four crosshairs

to the same level
horizontal plane

Cl. Using C clamps to hold the bottoms of the cradles temporarily in place (since we
haven't yet determined their exact height), clamp the BL 25.5 and the BL 171
cradles to their respective braces (being sure to have their inboard edges on the BL
marks and, using the 17 .58% chordline mark on the cradle and a plumb bob, line
the cradle 17 .58% chordline up directly over the chalk line you made 9" from the
edge of the table).

The two criteria for aligning the BL 25.5 cradle and BL 171 cradles are:

1) The BL 25.5 cradle's inboard face should align to BL 25.5 and the BL 171 cradle
inboard face should align to BL 171.
2) The 17.58% chordline should align to the line on your table.
3) The 4 cross-hairs should be in the same level horizontal plane.

Hint: When starting the alignment process, it is helpful to have a gap between the
bottom of the cradle and the table. Use shims such as approx. 5 tongue depressors
stacked. This allows you to move the cradle down ifthe alignment process dictates
such.

Lnncair Jntemalionnl lnc., Hepresented by Neico Aviation Inc., Copyright 1998, Redmmul, OR H7751i
 Aligning BL 76, BL 104, and BL 147.
Figure 4:C:3

BL 171--_.._
BL 147--_,._

Use a string line

it must be very
tight

Align to these
corners

C2. The remainder cradles are aligned to the BL 25.5 and BL 171 cradles by using a
string. It is important that the strings are tight. Bringthe cradles up to the string
so they are just touching. By using this technique, it is possible to achieve a high
degree of accuracy.

CS. Eventually we will have a considerable amount of weight on the braces, and they
must not move under that load. Place the second brace on the table, tight against
the cradle, and screw it to the table. Refer to Figure 4:C:4.

v==;;#;t~Gif...8..1.llf'llliA.1.aIV 1r~~~~-J chapter 4 REV. Ao12-01-9s

~~~~~===:'11111'==:~==:==:=:-_==:=...~~:_____J:.. - WING FIXTURE ASSEMBLY (FB & STD)
Lancuir International Inc., Reprmmntcd by Ncica Avintinn Inc., COJlYright 1998, Redmond, OR !J7756
 Installing the Second Cradle Brace
Figure 4:C:4

BLO BL 25.5 BL 76

+
9"

' 2" X4"WING

CRADLE
BL 25.5 CRADLE,

SUPPORT
BRACE
Second Support Brace

l1il1111d1!!
'i"l+\F
lLl\r:ti'1i'1

C4. Using a level or a plumb bob, make sure the cradle is perfectly vertical, and run
three or four screws through one brace, the cradle and into the other brace to hold
everything tight, true and vertical. Recheck everything after the screws are in
place, just to make sure.

Notches for Angle Iron

Figure 4:C:5

-TYPICAL CRADLE-

"

,\

+ +

Moin Spar Support !optional)

501. chord I ine support [optional an Fast Bui It K itsl
Wing T.E. Support
Aileron /Flap Support

Lancnir International Inc,, Reprcscmted by N!!ico A\iation Inc., Copyright ID 1998, Hednmnd, Oil 97756
 The precision cut cradles available through Lancair have notches cut of for the
angle iron. The notches are for 11/2" x 2" x 1/8" angle iron (This is approx. 3.8 cm
x5.l cmx3 mm). If this is not available, modify cradles as necessary. Itis also an
option to purchase kiln dried wood such as 11/2" x 2 1/2" stock.

Aileron Support at BL 104

Figure 4:C:5

Flap Area

Install a support
for the angle iron

BL 104
Cradle

~
C5. Note that the cut in the T.E. in the BL 104 cradle is for the flaps. It is neces-
sary to make a support for the T.E. of the ailerons. We suggest, a piece of
plywood cut to accept the angle iron. Align to the mark for the T.E. of aileron.

i----::;;,Oijj~il!l~.A~l..-:::~:--=-A-=-1.-=n=-;;-:::IVl------il I ~~~~ I Chapter 4 REV. A0/2-01-98

~a~~~=:==:=:=1111"'=:=~=:==:=:=~=:==:_~_!---_J _ , WING FIXTURE ASSEMBLY (FB & STD)
Lancair International Inc., Represented by Neico Aviation Inc., Copyright0 1998, Redmond, OH !!775!i
 4. PHOTO PAGES

~<:2"'";;~!':1;!f1':~..a=""::'~=:A~D=:::.__:IV~~---_J1r~~2;-II--=C-=l~=;"-~~-~-r-:_IX_T_UR~E-R_~-~-SE- A_y_o~-~B_-O_~--:-~-D-)-i-t71:-t1
IVIB--L
Lrincair International Inc., Repremmled by Neico Aviation Inc., Copyright ID 1998, Redmond, OR 97751i
 CHAPTER5
ALIGNING WINGS IN CRADLES
REVISIONS
From time to time, revisions to this assembly manual may be deemed necessary. When such revisions are
made, you should immediatelyreplace all outdated pages with the revised pages. Discard the outdated pages.
Note that on the lower right corner of each page is a "revision date 11 Initial printings will have the number
"O" printed and the printing date. All subsequent revisions will have the revision number followed by the
date of that revision. When such revisions are made, a "table ofrevisions 11 page will also be issued. This page
(orpcges) should be inserted in front oftbe opening page (this page) of each affected chapter. A new "table
ofrevisions 11 page will accompany any revision made to a chapter.

Arrows
Most drawings will have arrows to showwhichdirection the parts are facing, unless the drawing itself
makes that very obvious. "AIC UP" refers to the direction that would be up ifthe part were installed
in a plane sitting in the upright position. In most cases the part shown will be oriented in the same
position as the part itself will be placed during that particular assembly step. However, time goes
on and changes are made, so careful attention should be paid to the orientation arrows. That old
cartoon of the guy agonizing over the plans for his canoe, built one end up, one end down, should not
happen in real life. Especially to you.

CONTENTS
1. INTRODUCTION
2. SPECIAL TOOLS & SUPPLIES LIST
3. CONSTRUCTION PROCEDURE
A. POSITIONING THE UPPER WING SKIN AND MAIN SPAR
B. REAR SPAR BOLT PLATE INSTALLATION
4. PHOTO PAGES

Chapter5 REV. A0/2-01-98

ALIGNING WINGS IN CRADLES
Laneair Intenmlional Inc., Reprnsenled by Neico Aviation Inc,, CnpyrighttD 1!!98, Rmlmuml, OR \)7756
I. INTRODUCTION
There are two wing spars. The Main Wing Spar mounts in the forward portion of
the wing and assumes the supporting load, and the Aft Spar mounts near the
trailing edge and is primarily to absorb twisting loads. The main spar is a C-
Section spar. There is a box section that the factory glues together to make a box
beam, and then the entire main spar is glued into the top wing skin. The main spar
bolt holes are pre-drilled by the factory for the proper dihedral, so the wings do not
require a full length jig.

Chapter 5 was originally written for the standard kit. With most of the work
completed on the IV Fast-build, it has become a short chapter.

~A IV m FB r~:;~ l1-C_h~ap~~-er_I6_G_NIN
__G~W-R_:__G_S_~_o_12_~0-~_-9_8_L_E_S_--jC\-7':-li
............... ' - - - - - - - - - - - - - - - - - - ' ' - - - '
Lancnir lnternntionnl Inc., RepresenWd by Neico Avintian Inc., Copyright(!) 19!18, Redmond, OR 97756
2. SPECIAL PARTS, TOOLS & SUPPLIES LIST
A PARTS
Qty Description
1 Leftwing
1 Right wing
2 Rear spar bolt plate (1/4" thick) PIN SP 101-01
8 MS24694-S103 countersunk screws
8 AN365-428A locknut
8 AN960-416washers
1 AN6-10A rear spar bolt (for alignment only)
2 Rear spar bolt plate (1/8" thick) PIN SP 101-02

B. TOOLS
Weight bags
Heat gun
Mat knife
Plumb bob
Drill motor with bits;
1/4" drill bit
3/8" drill bit

C. SUPPLIBS

Instant glue
12 Small wood blocks (1" x 1" x 1'2")
20 Weight bags -we used 25 bags oflead shot (500 lbs.) to do 2 wings at once**
BondoTM
Sandpaper, #40 grit
Micro balloons
BID tapes
Epoxy
Fl ox
MC
Jeffco 9700 fuel tank sealer
Paint brush
**You might try to make a deal with a reloading shop to 'rent' some bags of shot
until you're finished with the wings, or perhaps a buy-sell-back arrangement.
3. CONSTRUCTION PROCEDURE
A POSITIONING THE UPPER WING SKIN AND MAIN SPAR
The wing must be assembled in the wing cradle assembly. Prior to assembly the
wings must be positioned in the cradle. This includes a fore/aft alignment and
inboard/outboard alignment.

Note: Be sure all peel ply is removed from the wing skin before proceeding.

Inboard/Outboard Alignment

Al The predrilled main spar mounting bolt bushing holes are both located 18" off
centerline, at BL 18 left and BL 18 right. You will line up your wing using the hole
closest to the wing tip. See Figure 5:A:l. The inboard edge of the wing skin has
been pre-trimmed, and should be within 1/8" of being flush with the inboard edge
ofyour BL 25.5jig cradle. It should not be outboard of the inbardedge ofthe cradle.

Positioning Skin in Cradle- Inboard/Outboard Alignment

Figure 5:A:1

- BL 18R (L) Depending on the wing you are building

Plumbbob \ BL25.5 BL 76
BLO

BL 18

~l,,.Alilt:Jl~T FB/..1...-.;.~.~....1!
I. 07~..illlw~.D'-
Chapter5 REV. A0/2-0198
.J._ V , .. , ALIGNING WINGS IN CRADLES
Lancair International Inc., Representutl by Neico Aviation Inc., Copyright ID l !198, Rmlnrnml, OR 97756
 Positioning Skin in Cradle- Fore/Aft Alignment
Figure 5:A:2

n
.070"GAP
1'he T.. F.. oflhe wing should lle
l=-====,j\ <C+---lt);i. pushed nil the \HI~' forwnrd into
lhe cradles.

BOTTOM GR.ADLE

A2. The leading edge of the wing should be pressed into the cradle and be the basis for
the alignment, since it is the most rigid part of the assembly at this point, and will
not require any trimming (the trailing edge will require some trimming later).

A3. Weight the skin down with shot bags until it is in full contact with the cradle. The
skins tend to curl slightly, so you will probably have most or all ofthe weight on the
leading and trailing edges of the wing skins to hold them against the cradle.
Visually inspect the fit between the upper wing skin and the cradles. The upper
skin should conform nicely to the cradles. However, it is not uncommon to have to
use some weight to "make" it fit into place.

A4. Secure the wing to the cradle with small fillets ofBondo TM between the top skin and
cradles. In the bonding surfaces we recommend dewaxing with MC and gently
scuffing it up to get a better bond.

A5. TrimtheinboardendoftheupperwingskintoBL25.5. BL25.5istheinboardface

of the BL 25.5 cradle. Make the cut slightly inboard and hand-sand up to the
cradle. (When the wing is closed and still in the cradles, the lower skin will be
trimmed).

CAUTION: BE CAREFUL NOT TO CUT INTO THE SPAR CAPS WHEN

PERFORMING THIS STEP. (The uni-directional spar cap is one of the
few things that can not be repaired if damaged!

A.lfl!>4.llliJV FB . ',-~~~-1.. Chapter5 REV. A0/2-01-98

1111'~4'. m .. ................... ALIGNING WINGS IN CRADLES
Lnncnir lntemational Inc., RepreHenletl by Neico Avi11lion Inc., Copyright ID 1998, Redmond, OR 97756
B. REAR SPAR BOLT PLATE INSTALLATION

Although it is not necessary for you to install the rear spar bolt plates at this time
(you won't need them until mating the wing to the fuselage), we will describe the
process now, while the wing is still in the fixture.

Measuring for Aft Spar Bolt Hole

Figure 5:B:l

AFT SPAR

n
BL 25.5
7.5"

BL18

~.1.'9.AsaY'1'r FB/.'1...~.:~. . . ..f.i.

I. 0;~..,..~~
c11apter5 REV. Ao12.01.9s
..ll V m . . ALIGNING WINGS IN CRADLES
Lnncair lntornnlionnl Inc., Represented by Neico Aviation Inc., Copyright 1998, Redmond, OR !l775fi
 Aft Spar Bolt Plate Position
Figure 5:B:2

BL18

/1
/'I
// I
/ I
I
I I
I I
I I
I

/
-r
/ I
I
I

General area
where bolt plate
will be mounted later

BL Draw a reference line at BL 18 as shown in Figure 5:B: L The bolt will be centered
vertically on this line, Measure the height of the spar at this location and divide
by2,

~1PA1a~r
I. c:;;;#7~A1111111"~"'
.I. V
FB/.:. l. .~. : 7 m __
.-....r...
. ,
chapter5 REV, Ao12-01-es
ALIGNING WINGS IN CRADLES
Lnnc11ir International Inc., Rnpnisimted by Nt!ico Aviation Inc., Copyright@ 1998, Rcdmnnd, OR 97756
 Aft Spar Bolt Plates
Figure 5:B:3

3/8" Dia

MS24694-S103
AN365-428A nut bolt
AN960-416 washer BL18

B2. Drill a 3/8" hole through the rear spar for the rear spar bolt at the location of step
Bl.

B3. Align the aft bolt plate, the 114" thick one, on the rear spar bolt hole youjust drilled.
Slip an AN6-10A bolt through the plate and spar to maintain alignment. The top
and bottom edges of the bolt plate should be roughly parallel to the top and bottom
spar caps. Use instant glue to tack the aft plate into position.

B4. Using the aft bolt plate as a guide, drill the 1/4" mounting bolt holes through the
rear spar web.

B5. Use MS24694-Sl03 countersunk screws to secure the bolt plate to both sides of the
spar. If the top or bottom edge of the forward plate, the thin one, tends to ride up
on the radius between the spar cap and web, simply file an equal radius on the bolt
plate edge. The bolt plates MUST rest flat against the spar. See Figure 5:B:3.

Note: The AN6 bolt provided in the "A" kit is not actually used as the
rear spar bolt. Correct size bolt will be provided in the "B" kit.

B6. You can trim the inboard edge of the rear spar flush with the bolt plates.
Remember though, don't trim any material that will be sandwiched between the
bolt plates, even where the lightening holes are cut in the plates.

Chapter 5 REV. A0/2-01-98

ALIGNING WINGS IN CRADLES
 CHAPTER 6
REVISION LIST

The following list ofrevisions will allow you to update the Lancair IV construction
manual chapter listed above.
Under the "Action" column, "R&R" directs you to remove and replace the pages
affected by the revision. "Add" directs you to insert the pages shown and "R" to remove
the pages.

Current
Page(s) affected Rev.# Action Description
6-1 ANl R&R Added text to contents, changed note
6-2 thru 6-13 0 or 1 None
6-14thru6-16 AN2 R&R Rewrote setion B.
6-17 thru 6-46 0 or 1 None

~IPAl.O IVFB 1~
IO'?'("Jv"'.l"lfl~
Chapter 6 REV. AN2/ll-25-98
~ l-~==W--=in_g_J_C.:.:o=n.:...:_st_r..:.u=c.:.:i::..:o:.c::n-=:...:::::_-1-Ht+
Lancnir Intenrntio1111! Inc., Represented by Neico Aviation Inc. Cupyright <D 1998. Redmond, OR 97756
 CHAPTER6
FAST-BUILD
WING CONSTRUCTION
REVISIONS
From time to time, revisions to this assembly manual may be deemed necessary. When such revisions are
made, immediately replace all outdated pages with the revised pages. Discard the out dated pages. Note
that on the lower right corner ofeach page is a "revision date 11 Initial printings will have the number 11 0 11 printed
and the printing date. All subsequent revisions will have the revision number followed by the date of that
revision. W11en such revisions are made, a "table ofrevisions 11 page will also be issued. This page (or pages)
should be inserted in front of the opening page (this page) of each affected chapter. Ane\v "table of revisions"
page will accompany any revision made to a chapter.

ARROWS
Most drawings will have arrows to show which direction the parts are facing, unless the drawing itself makes
that very obvious. "AIC UP" refers to the direction that would be up if the part \Vere installed in a plane sitting
in the upright position. In most cases the part shown will be oriented in the same position as the partitselfwill
be placed during that assembly step. However, time goes on and changes are made, so careful attention should
be paid to the orientation arrows.

CONTENTS
1. INTRODUCTION
2. SPECIAL PARTS, TOOLS, AND SUPPLIES LIST
A.PARTS
B.TOOLS
C. SUPPLIES
3. CONSTRUCTION PROCEDURE
A. FITTING LOWER WING SKIN
*B. WING AREA FUEL SYSTEM. (also ref. to ext. range fuel supplement)
*C. FUEL CROSSOVER TUBE INSTALLATION
*D. FUEL CAP INSTALLATION (also ref. to ext. range fuel supplement)
*E. FUEL PROBE INSTALLATION (also ref. to ext. range fuel supplement)
*F. FUEL PICKUP INSTALLATION
*G. FUEL RETURN LINE INSTALLATION (Fuel injected engine only.)
*H. FUEL SLOSH DOORS INSTALLATION
I. FUEL DRAIN VALVE INSTALLATION
*J. WING TIE DOWN INSTALLATION (also ref. to ext. range fuel supplement)
K PITOT TUBE INSTALLATION
4. PHOTO PAGES
5. *EXTENDED RANGE FUEL SUPPLEMENT

* NOTE: COMPLETED IN FAST BUILT KITS ORDERED AFTER

APRIL 1998.

JCA/A IVFB if~~~-- -r:1-c_h_ap~~-e_r_G_a_c_o---.LN_;-;-~--u_c_T_~-o-~-14-~-~-5 --=-9-=-s--IB(:-tl

Lane.air International Inc., Reprn111mted by Nnico Avintinn Inc., Copyright ID 1998, Redmond, OR 97756
1. INTRODUCTION

The Fast Build (FE) Lancair IV wings are essentially structurally complete. All
ribs, shear webs, L.E. stiffener, and the fwd web are installed.

In this chapter, a vent is installed in each wing for the fuel tank to "breathe"
through, and, in the event of an overfill, to permit the tank to rid itself of the
expanding fuel. A fuel crossover tube is also installed through the main wing spar,
since fuel is carried both behind and in front of it, to give the least change in CG
as the fuel burns off. Then, the fuel caps are installed, followed by the slosh doors
or "one-way-valve" in the inboard fuel bay so that fuel will always be near the
pickup tube. Next we will go through the installation procedure used to install the
fuel probe in the IV. After that comes the installation of the fuel pickup. If a fuel
injected engine (typical for the IV) is being used, instructions for installing a fuel
return line are included which is required by the typical Teledyne Continental
Motors injection system.

With completion of this chapter the basic wing "core" will be completed. There will
still remain the areas of the wing tips, ailerons and flaps.

The wing will be prepared to carry approximately 80 gallons of fuel. Then a quick
check will be done to see how the lower wing skin fits and a "flax release" will be
completed to ensure a "perfect fit."

Lnncnir International Inc., Rllpresentcd by Neico Aviation Inc., Copyright(() 1998, Redmnnd, OR 97756
2. SPECIAL PARTS, TOOLS & SUPPLIES

A. PARTS

Qty Description
1 Left Wing FB Assembly (spars, top skin, & ribs)
1 Left Bottom Wing Skin (lOllL)
1 Right Wing FB Assembly (spar, top skin & ribs)
1 Right Bottom Wing Skin (lOllR)
2 2 ply per side prepreg sheet (1026B-38-90)
3 ply per side prepreg sheet (1025B-38-90)
2 Fuel slosh door (FU5)
2 Slosh door bracket (FU6)
NOTE: Later kits will include pre-made slosh door assemblies.
4 Bolt (AN3-3A)
4 Nutplate (Kl000-3)
8 Rivet (AN426A3-5)
1 Piano Hinge (MS20001)
1 1/4" Dia. 5052 Aluminum vent tube, 54" (5052-.250 x 035)
2 Fuel cap assemblies (UD3/C3L)
2 Fuel pickup tube (finger strainer) (FU7)
2 1-1/2"x 1-1/2" brass pickup tube block (FU3)
1 3/4" Dia. 6061 T6 aluminum tube, 11" (6061T6-. 750x.035)
2 Fuel return assembly (FU4)
2 Flush drain valves (F391-18)
2 Threaded brass drain valve insert (FUl)
2 Tie down assemblies (TD-1)
1 Pitot tube and fittings (AN5812-12-A) or (AN5812-1-A) (1 ea., AN818-4D and
AN819-4D)
2 Fuel probe assembly- (Not included with kit, call for details oi see our options
catalog)

JC.A/A JVFB ~,~:~ ]':-C=h=a::;:P:.:.~:.:r_:6:__G_C_OJN_;_~_v._U_C_T_I_:~:.:.~=-2~-=.0B=-1--=-9=-8--W.c.\.J

Lancair international Inc., Represented by Nuicu Aviation Inc., Copyright 1998, Redmond, OR !17756
 B. TOOLS

Band, jig or scroll saw

Heat gun
Drill motor with bits;
3/8" drill bit
5/8" drill bit
3/16" drill bit
7/16" drill bit
1/16" drill bit
1/2" drill bit
#40 drill bit
#12 drill bit
#29 drill bit
2 1/2" hole saw
4 1/2" hole saw
String line
Wire cutters
Rotary cutter

C. SUPPLIES

Micro balloons
Fl ox
Epoxy
Brush
Sandpaper, #40 and #80 grits
MC (Methylene Chlroide)
Clear plastic tape, 2" to 3" wide
2" wide duct tape
Hysol structural adhesive
1 mil packing tape (release tape)
BID tapes

JCAJJ'l IVFB 11~:~~--~l-'C-"h'-ap"--~-=e-=-r-=S-G_C_O__,_N_;-;-~-U_C_T_I_O_ON-12-:-~-g_s__-H*H

"''."""""''"""""-"~---------------~~
Lnm:air lnternnlionnl Inc., Represented by Neico Aviation Inc., Copyright(!) 1998, lfodmuntl, OR D775fi
3. CONSTRUCTION PROCEDURE

A. CHECKING THE FIT OF THE LOWER WING SKIN

The internal structure ofyour wings has been sized as accurately as possible in the
manufacturing process. There are factors involved that we allow a tolerance for
such as shrinkage and expansion of parts in the manufacturing process. We
therefore have to tolerance on the small side. Otherwise you might end up stuck
with a thick wing, and grinding away the spar caps to achieve a proper airfoil can
be very hazardous to your health! In the manufacturing process of the Fast Build
wing, there is an allowance for the variation of the location of the core of the lower
wing skin. In other words, the exact location of the core varies a little from wing
to wing. This section explains the steps to custom fit your lower wing skin to the
internal structure of the wing.
NOTE: Before getting started, double check that all peelply has been
removed from the skins.

Jc/WJCAJ'A IVFB J[~~~ :J 1_ci_m~p-~_er_G_G_c_o~~-;-;-~-u_c_T_1_~-~-2~-0B-1 --9-3 ---M~*71

Lnncnir Intemntionnl Inc., Represented by Nllico Avialion Inc., Copyright@ 1998, Rudmoml, OR 9775fi
 Positioning the Lower Wing Skin
Figure 6:A:1

Alignrnent H o l e s - - - - . . . ~The joggles nt the

"""'~ \Ving tip !'ihould
--.;:.;~ n1atch.

"" I
I
I
Lo,ver \Ving Skin I
I

I
I
I
I
AIC Up I Fuel Web
I
L.E. Stiffener -,-----;-v#".;

Main Spar

<1,_
"oh
<1/6
\ Rear Spar

Al. Apply two layers of duct tape to the inside of the bottom wing skin where it will be
bonded to the main spar, rear spar, fuel web, and all the ribs. The duct tape will
simulate the thickness of the adhesive used to close out the wing and acts as a
release tape for the for the fl ox you will be adding to the ribs, webs, and spars.

Position the lower wing skin and align using the pre drilled holes for clecoes. These
holes are used to align the lower wing skins.
For reference, the alignment criteria for positioning the lower wing skin are:
1. The forward edge ofthe joggle on the lower wing skin should rest straight in the
upper skin double joggle.
2. Spanwise, the wingtip joggle on the top and bottom skins should line up.
When these two conditions are met, the lower skin should be in position.

A2. Check that all peelply is removed from the bottom skin.

A3. Clamp the cradles in place. Add shims if necessary.

SUGGESTION: Use Quick Grips available at your local hardware store. These tools
are very handy for this job because they can be operated single handed.

Main Spar- First we will size the main spar. The same procedure is used for the ribs and
the fuel web.

Lrim:air International Inc., R!!premmtcd by Neico Aviation Inc., Copyright@ 1998, lfodnmm.I, Oll 97756
 Clamping Wing Skins
Figure 6:A:2

Shims

The spar could be too thick,

especially in this area. It may There may be a gap here, as
much as .1". If so, silnply shim
be necessary to put shims \Vith tongue depressors. Be
between the cradle halves consistent, use the same
for a good fit. spacer between all cradles.

r:A/A IVFB ir~~; _:::c=h=a"-pt=~c:.r_:::6c_a_c_o___[N_;_~_~_,u-c-T-10-0N_iz_;_~_-e_s_ _--H*l-

li,1-
"''''"'"''""''"" ~--------------------~-~
Lnncair Intt!malionnl Inc., Repr!!snntcd by Neirn Aviation Inc., CopyrightO ums, Rcd!llond, OR 97756
A4. With the lower wing skin in place, look at the gap between the bottom main spar
cap and the bottom wing skin (you can only see the gap at at the inboard rib and
at the B 171 rib, but the gap should be roughly similar along the length of the spar).
Remember the approximate size of the gap, because in the next few steps you will
perform a flox release to custom fit the main spar to your wing.

NOTE: Do not simply weight down the bottom wing skin against the
main spar and expect the thickness of the wing to be correct. The
height of your main spars will be slightly low, sometimes as much as
l/S"low.

Scuff up the bottom main spar cap with 40 grit.

Clean the bottom main spar cap with MC.

Apply an epoxy/flox mixture to the bottom main spar cap only at the top wing
cradle locations, inboard rib, BL 76 rib, etc. A 2" wide bead of epoxy/flox at each
cradle location will be sufficient for this release. Remember the height of the gap
between your bottom spar cap and bottom wing skin? Keep that gap in mind when
applyingflox. Thicker gap-more flox. You may want to apply a single layer ofthin
release tape (like 1 mil thick packing tape to the bottom wing skin in the areas of
your release to avoid wrecking the three layer duct tape spacer.

Checking the Gap Between Main Spar and Bottom Wing Skin
Figure 6:A:3

I
-- -- ',
'
'
I
''
' '
'
''
" /
I ''
'- /

~=7r=========~~== Gap to
be filled
with flox

JCAfA IVFB r6 -~:J 1_C_h_ap~~-e_r_6_G_C_O~N-;-;-~-U_C_T_I_O_o~-2-:-~--e_s__--H*tl

Lancair lnlemational Inc., Represented byNeicn Aviation Inc., Copyrighlll'l 1998, Redmond, OR 97756
 Applying Flox Fill to Spar at Cradle Locations
Figure 6:A:4

-=

Use a temporary shim

to "lift" the skin up to
the correct height.

-
f--

= - /
I==

F"

~ -- ,__

~
I

Chapter 6 REV. 0/2-01-98

WINGCONSTRUCTIONFB
Laneair lntllmational Inc., Rllpmsented by Neic11 Aviation Inc., Copyright 1998, Redmond, OR 9775!i
A5. When you are satisfied that you have applied enough fl ox to the bottom main spar
cap, place the bottom wing skin in position with the top wing cradles. Treat this
procedure just like closing out the wing for good. Clamp the L.E. double joggle
together. Place the top wing cradles in position and check that the bottom wing
skin is resting at its proper height. It may be necessary to put small shims on the
spar to hold the bottom skin up aginst the cradles. This should be done between
the floxreleases, see Fig. 6:A:5. Don't worry about the areas between the top wing
cradles where there is no flox between the bottom wing skin and spar cap.

A6. After the flox has cured, remove the bottom wing skin. You should now have five
beads ofhardened flox on the bottom spar cap that are custom formed to locate the
bottom wing skin at its proper height.

Custom Formed Flox Pads On Spar Cap

Figure 6:A:5

--
----==----~
Flox build up
(after bottom wing skin
has been released)

A7. Using the small flox pads as guides, you can now apply an epoxy /flox mixture to
the rest of the bottom main spar cap. Be sure you have cleaned the flox fill area
of the main spar cap and don't apply any more flox to the already formed areas.
Your three layer duct tape release should still be intact from the previous release.
Be sure the bottom wing skin is straight between the top cradle locations. If you
use weight (instead of the cradles) to hold the bottom wing skin down, place the
weight ONLY AT THE CRADLE LOCATIONS where the flox pads are solid.
Otherwise, your bottom wing skin will bow down between the pads. Use small
shims to hold the skin up as necessary.

This larger release may require quite a bit of epoxy/flox mixing. As you no doubt
know by now, flox accelerates the curing process of the epoxy, which means you
may not have a lot of time once you start applying the mixture. Do not consider
trying this release unless the temperature is under 80F (under 70F would be
best). At the higher temperatures, the flox mixture will simply cure too fast.

J
~
;t.;l.1~..a.1.a
11111'~1"1L.
IVFB r~.rn~..1. .0 .m...
. .1 . J.. chapter 6 REV. 012-01-9s
WINGCONSTRUCTIONFB
Lancair lnternnliimal Inc., Il!!presented by Neico Aviation Inc., CnpyrightO 1998, [fotlmond, OR 97756
 Completing Flox Build Up of Main Spar Cap
Figure 6:A:6.

....
o:I
~

"'::::
0
p.
::i
"'
::::
0
"C
......
~
~ ::i
1i0,)J ,.Q

--
0
Ql
'O
:.<!
0
......
~

o:I
....0,)
""'o:I
~
::i

-
'O
~
::i
.Q
i><i
0
~

&JCA/A IVFB r~:;~ 1 1-=C:::h'.'.:'.al'..pt~~::._r_c:B_:_G_C_O__[N_:_;=;-=-~:_U_C_T_I_O.::_ON12:. ::_;:.:~:_-9:.:8=----W-1-j

Lancair Intemntional Inc., Repn:rnimled by Neico A\intion Inc., Copyright<D 1998, Rl.'tlmnml, OR 9775G
AS. After the flax has cured, carefully remove the bottom wing skin. The bottom main
spar cap should now be custom fit to your individual wing. Be sure there are no
voids or air bubbles in the flax filled areas of the spar cap. If there are, fill them
with more flax and sand smooth to the surrounding surface.

Ribs, Fwd Web, Rear Spar:

In the previous steps the main spar was brought to an exact fit. In the next steps,
the rpmaining structure will be checked. It is only necessary to perform a release
on areas where the gap is 1/8" or greater. While checking, take note of the gaps.

Core Variation
Figure 6:A:7

=l 1111111p
There may be a small
gap in these areas.

Lo\verWing Skin--~~~'-----=/=J=======:::;:::==========
L.E. Conduit * *
Prcrnoldcd Rib~

L.E. Stiffener

!\ Playdough shaped like

this works well.
* In these locations there
is an allowance for the
variation of the core.

A9. Check the remainder of the wing for gaps. Place small round pieces of play dough
or an equivalent on the flanges of the ribs and the fuel web (the aft spar can be
visually inspected). Be sure to place play dough in the areas where the core ends-
refer to Fig.6:A:7.

Lnncair Intemnlional Inc., Reprmmnted by Neico Aviation Inc., Copyiight 1998, Redmond, OR !l775li
Al 0. Position the lower wing skin in place and clamp the cradles. Visually check the fit
at each of the cradle locations and anywhere you may be able to look inside the
wing (all spar, inboard and outboard ends).
All. Remove the wing skins. If at any location the play dough is 1/8" or more, plan on
performing a release in the same manner as the main spar.
Note: Pay especially close attention to the perimeter of the fuel tanks.

NOTE: The premolded ribs allow for approximately 114" variation in

the location of the core material which means there may not be an exact
fit at this location. This should be a custom fill as shown in Fig. 6:A:8.

Custom Fitting Top Wing Skin

Figure6:A:8

Lower Wing Skin

,, 1111111

Packing Tape ~
Epoxy/flox used
for custom fitting
' Pre-installed Rib
lower wing skin.

J ~.1P.niaIVFB Jf.~~.~;.1..'. chapter 6 REV. 012.01.gs

~ 111"~.I'- ....................... WINGCONSTRUCTIONFB
Lancnir Jnternalional lne., Representild by Neico Aviation Inc., Copyright([) 1998, Redmond, Oil 97756
B. WING AREA FUEL SYSTEM - FUEL TANK VENT INSTALLATION

The fuel vent consists of a single 3/8" aluminum tube running from the coreless
area around the fuel cap and extending past the BL 171 rib. Then a check valve
connects the aluminum tube and a rubber line which runs to a preformed NACA
duct in the wingtip. For now, however, only the aluminum tube and some
hardware will be installed.

Bl. Cut two 13" pieces of 3/8"X.035 5052 aluminum tubing. This is enough for both
wing vents, so if only half of the wing is being built at a time, set the extra piece
aside.

B2. Measure back from the main spar 7" at the BL 171 rib and make a mark on the rib
just below the top skin. Drill a 7/16" hole through the rib at the mark, the bottom
of the hole being about 5/8" below the coreless part of the skin. The aluminum tube
will be potted in position with Hysol just below the skin to avoid any reaction
problems between the aluminum tube and carbon fiber, and to allow clearance for
the hardware at the end of the tube. See Figure 6:B:l.

Fuel Vent Tube Profile

Figure 6:B:l

Use tongue depressors

1/8" to 114" area I t h eal uminum
to space tie
between tube and tube 118" from the skin

"'1,1=cr1""F1;;-7,;;=""~ii'id;=n~""',7'7'Z/::::'2/'.7r:'/''3~::Z:::;~~~Rr.1
8
-:.,-1 :I :I I 1.1 :I 'I I :I :I ;I :I I ;I
' ' ' ' . -\),~1 Fuel .>;Y~. ~==:::!:::==="='=='=="'='=~========

~ L . ..-t cap

~?/" Y/
1
r.

3/8"L035 alumin= tubo /

Outbd

B3. Flare the outboard end of the vent tube with a 100 flaring tool as shown in Figure
6:B:2. Place the AN819-6D Farrel and the AN818-6D nut on the aluminum tube,
making sure they are not on backwards. To be sure, pre-fit the check valve (P/N
545) to the flared end of the tube and run the nut over the farrel and onto the
threads of the check valve. When satisfied with the fit, remove the check valve and
tape the farrel and nut to the flared end of the tube.

,l;'fi>A IO
'lflT'lll.r711.JY"fi..
IVFB ~ l-"'C"'h""apc.:t.::..er=-.::..6_ _ _R_E\_'_....:..:A::..N:.::2.:..:/1:..:1:...:-2:..:5:....-9:..:8::....._--f\-7+*+1
L...:..:_j WING CO NSTR UCTI ON FB
_,_l

/.).
Lanca.ir lntern11tionr1l Inc., Hepn~sentet! by Neico Aviation lnc .. Copyright f; l!HJ8, Jfodmond, Oil 97756
 Fuel Vent, Side View
Figure 6:B:2

Top wing skin Wingtip

~'"''\'"\:' ''~''\'"''"''"''\:'"'"''"''"''"''~ \ ., ''"'' ''"',, '"

...;:-"/"./,""'//"'/.,.._..:~ .. "''"'' ''''""'''
''"''"'""'"''"'""''"''"'''\:'
.-::

"'11----ll -
.-;;
~
.-;;
Nut
AN818-6D
Farrel
AN818-6D
I
/
;
.-;; 3/8 11 alun1inum
~
.-;;
tubing flared-at
one end

~
.-;;,.._______ Outboard

~L
.:;: rib

2-1/2"
Outbd

B4. Slip the tube through the rib into position so the flared end of the vent tube is 2-
112" outboard of the BL 171 rib and mark the rib location on the tube. In this
position, mark the tube where it crosses over the edge of the core near the fuel cap.
Remove the tube, bend and trim it so that there is 118" to 114" between the unflared
end of the tube and the coreless area of the skin (see Fig.G:B:l). Deburr the tube
to ensure good airflow and no debris.

B5. Rough sand the portion of the tube around the rib and inside the wing with 40 grit
sandpaper.

BG. Sand the top wing skin in the areas that will be under the vent tube, and sand the
area on each side of the rib where the tube will pass through.

B7. Clean the tube and the sanded areas with MC.

BS. Insert the tube into position and place two tongue depressors together under the
tube to keep it from touching the carbon fiber wing skin. You may have to enlarge
the hole slightly to allow the bend in the end of the tube to pass through.

''JJJAID
l/IJ'.r1116'..
JVFB ~ Chapter 6
L..:.::_j
REV. ANZ/11-25-98
WING CONSTRUCTIONFB
Lancair lnternutionnl Inc., Hcprescntcd by Neico Avintiun Inc., CopyrighL <D I!J!J8, fled1nn11d, OR !)7756
B9. Pot the vent tube into position by running a fillet ofHysol/flox around the tube at W
the hole in the rib, sealing the hole from both sides.

BIO. When the Hysol has cured sufficiently to hold the tube in position, remove the
tongue depressors and mix a thick batch of micro. Rtma bead of this micro between
the vent tube and the wing skin. Radius the micro with an unmodified tongue
depressor.

~IAf'lllAl.O JVFB I~
I~~VC,,.1"'.U'~
Chapter 6 REV. ANZ/11-25-98 '>o<
~ i_.::=r.:WI::::_N.:::_G_C_O_NLS-T_R_U_C...:T=::IOc;N::=F:...B=-.=---+P.,Y-.xi(-ti
Lmcair Jnternatitmnl Tue., Hep resented by N1>ico Aviation Jue., Copyright rD l!l!Jll. Re(lmond, OR !l7i5fi
I
C. FUEL CROSSOVER TUBE INSTALLATION

Since fuel is carried on both sides of the spar, a tube must be added at the bottom
of the tank to provide fuel flow to and from the area in front of the spar.

NOTE: Cutting the holes in the main spar webs should be done with great care,
to prevent damage to the spar caps.

Cl. Cut two 5-1/2" pieces of3/4" diameter6061 T6 aluminum tubing. Again, ifonlyone
wing is being built at a time, set aside one tube for later use.

C2. To find the center of the hole on the aft face of the main spar, measure outboard
l" from the inboard rib and down 1-1/2" from the top of the spar (actually the
bottom of the lower spar cap - we're inverted, right?). Drill or grind a small hole
through the inboard spar closeout/web at this point. Slowly enlarge the hole to fit
the aluminum tube. DON'T CUT INTO THE BOTTOM SPAR CAP! If the hole
needs to be moved or enlarged, then do so-just be sure to avoid the spar cap. A loose
fit is perfectly acceptable if it means saving the spar's structural integrity.

Fuel Crossover Tube Installation

Figure6:C:l

NOTE: This corner dictates

2 BID ~e position of the tube
Crossover tube --.._ ~ 2 BID

Main spar
Rear insert
Hysol fillets (also called
spar closeout)

C3. To find the center of the hole in the front spar web, measure l" outboard of the
inboard nose rib and 11/8" down from the top of the spar. Use the same method
of grinding a small hole first, then progressively expanding the hole to avoid the
spar cap. It might be noticed that the rear spar insert extends only halfway
forward along the spar cap. The lower forward corner of the rear insert will likely
gauge the final position of the tube. The hole in the front spar web can be raised
until either the tube rests against the bottom spar cap or the rear insert. This will
give the maximum usable fuel out of the nose section of the tank.

C4. When the final position is decided, remove the tube and sand its ends where they
will be bonded, and deburr the tube ends.

AJCAVA IVFB r~:~;:J1--=C::h::!apc.:~:.::_er=--=-6-G_C_O_N_J_:-;--U_C_T_I_~-~-2~--'0B-=l--'-9-"8---l+-li

Lancair Intematianal Inc., Represented by Neicn Aviulion Inc., Cnpyrighti 1!1!18, Redmond, OR 9775G
C5. Sand the spar web about 2" all the way around the area where the tube will mount.

C6. Clean the tube and the spar mounting area with MC and let it dry.

C7. Bond the tube in position withHysol, forming a seal between the tube and the spar
web, and making a 1/8" radius.

CS. Lay 1 BID of cloth around the ends of the tube (much like was done with the vent
tube). If one waits for the Hysol to dry, re-preparation by sanding will be needed.
Put the 1 BID on while the Hysol is still fresh to save some time and get a better
bond. Put a light coat of epoxy around the tube and the web, lay the BID on , and
wet it out as was done for the vent tube. Be sure to trim away the excess BID when
cured.

C9. This is a good time to grind the fuel drain hole in the main spar forward web.
Center the drain hole at BL 56 (on earlier kits, it is possible to bias this hole inboard
further, but be sure not to cut into the inboard closeout). The hole will be 11/2" long
and 3/4" high, and will allow fuel to drain from the tank area forward of the main
spar into the outboard closeout area (the area that's already been sealed off for
fuel). It is important to remember when grinding out the hole to locate the hole as
low as possible without damaging the bottom spar cap. Grind a small hole
to begin with to make sure that the factory installed inboard closeout is not being
drilled into. Hold a vacuum next to the hole when grinding so that the fuel sealer
in the closeout area will be kept clean.

ClO. Push the core of the spar web back 1/4" where the drain hole is cut, and fill the
trough with epoxy/micro. See Figure 6:C:2.

I ~llDAlaJVFB 1.1. ..~...-...~;..-.~.-1- Chapter 6 REV. 0/2-01-98

~ 'llll"WAL!I'-"". .. .. _, WINGCONSTRUCTIONFB
Lancair Jnlemational Inc., Represented by Neico Avintioi1 Inc., Copyright(!) 19fl8, R!.!dmond, OR 97756
 Fuel Passage
Figure 6:C:2

Lancair Internnlional Inc., Represented by Neico Aviation Inc., Copyright 1998, Redmrmd, OR 97756
D. FUEL CAP INSTALLATION

With the wing being built upside down, this is a good time to install the fuel caps
(or cap, ifjustworkingononewing). Thekitis supplied with two (2) filler caps, one
for each wing.

Dl. Measure back 13-1/2" from the leading edge of the wing at the BL 147 rib. Notice
that this is roughly the same chord position as the fuel vent tube. At this point
measure inboard of the BL 147 rib 3 3/4". This will give the center of the fuel cap.
Per Figure 6:D: 1, mark the location for the filler cap in the wing skin.

Fuel Cap Location

Figure 6:D:l

3 3/4"
FWD
13 1/2"

Fuel
Fill
Cap
Laurao
BL 147
D2*. Make a circular cut completely through the inner skin, core and outer skin. This
diameter should be 2 1/2". Use a hole saw in a drill or equivalent.

D3*. Next cut a 4 1/2" diameter hole on the inside skin so that it is concentric with the
existing hole. This cut should be made with a rotary type tool and ONLY made
through the inner wing skin ply and the core material. See Figure 6:D:2.

* NOTE: If both a 4 1/2" and 2 1/2" hole saw are available, carefully (DO NOT
GO INTO THE UPPER WING SKIN) drill through the inner wing skin ply and
core material with the 4 1/2" hole saw, then use the 2 1/2" hole saw and the
centering hole from the 4 1/2" saw to drill the rest of the way through the upper
wing skin.

D4. Scrape away the core and sand a slight bevel into the resultant edge. Be sure to
sand away thoroughly all the core from against the outer skin plies.

I
~
~ll'DAl.O
'llP'~I'.
IVFB 1.:_..........
.1_~.: 2_. ~.-.1!
_.. :
Chapter 6 REV. 0/2-01-98
WINGCONSTRUCTIONFB
Lane.air International lnc., Rcpresenlt>d by Neico Aviation Inc., Copyright@ 1998, Hedmond, OR 97756
 Fuel Cap Installation, Side View
Figure 6:D:2

MICRO FUEL CAP

2810 MOUNTING FLANGE
>I rII r 11 I 1 "

TOP
WING
SKIN

D5. Using 80 grit sandpaper, scuff up the mounting flange on the fuel cap assembly.
Nate that there is a slight bevel to this flange. Rotate the circular flange until the
best curvature alignment is made with respect to the curvature of the upper wing
skin itself. Mark this alignment with a pencil on both the flange and skin.

D6. Mix up a small batch ofHysol adhesive to bond the cap to the inside of the of the
skin.

D7. Place plastic tape around the edge of the inner cap and insert the cap in its
assembled position. It should be almost flush with the flange (0.030" above is
perfect).

D8. Spread the adhesive onto both bonding surfaces and insert the assembly into the
skin.

NOTE: The clamping pressure is very important. It is best to make a curved

styrofoam block or equivalent. To fit to the outside contour of the wing skin and
support it there. Place some weight on the inner side, against the fuel cap
assembly, to hold it snug against the skin during cure. Use about 10 lbs.

D9. With proper weight, and pressing against a well contoured foam block, the cap will
end up flush with the surface of the wing. Some Hysol could ooze out, which is why
the cap is covered with plastic tape as a release. Otherwise it might get bonded into
the mounting ring.

DlO. After cure, add 2 BID around the inner flange, extending the glass up over the
bevel and onto the original skin by at least l".

41if"ll'Al..OWFB r~:;; I Chapter 6 REV. 0/2-01-98

"~"'- . WINGCONSTRUCTIONFB
Lancuir Intematiunal Inc., RepreHented by Neico Avilltion Inc., Copyright I!) 1H98, Redmond, OR !17756
 E. FUEL PROBE INSTALLATION

Two fuel pro be options exist; the Vision Micro Systems or the Electronics Interna-
tional. Either system can be ordered through Lancair; call for details. The VMS
(Vision Micro Systems) and the Electronics International fuel probes are both
capacitance type fuel probes. The installation of the two systems is very similar.
The fuel probes rnn from near the bottom of the inboard rib to near the top of the
tank in the outboard fuel bay. Some fuel will remain when the gauge reads
"Empty", but there will be some small amount unusable fuel anyway because the
fuel pickup location is slightly above the bottom of the tank.

Fuel Probe Assembly

(VMS or Electronics International)
Figure 6:E:l

... ~~L115 / / /'.

Fuel probe guides / /
(plastic) -7":~ / /
r@>./ . /
,.~BL76_,,, /
Threaded aluminum / /
fuel proble mount / / / /

,..-~ BL39//
/ /

~ ///
Fuel probe
< /
' ....... /
ORDERING INFORMATION

Vision Micro System:

4010320 Fuel Level System 8'
3010010 X-tra Fuel Probe 8'
Electronics International:
P-300C-8 (2)

A word of caution before getting started:

Apply an anti-seize compound to the threads of the aluminum fuel probe before
inserting the aluminum fuel probe in the mount. It may simply cold weld if this
precaution is not taken.

The fuel probes can short out if conductive material makes contact between the
outside tube and the rod inside of the fuel probe.

0 ~'11111"~'"'-
J
1A"ID41aIVFB J. r. . ~. ~. 2 ;...-. ... -...1. chapter 6 REV. 012-01-9s
.. . . ..... ..... WINGCONSTRUCTIONFB
Laue.air lnlemalionu\ Inc., Represented by Neico Aviation Inc., Copyright ID 1998, Redmond, OR 97756
 Fuel Probe Guide Rib
Figure 6:E:2

/Fue!Web

Approx. location of
fuel probe guide. 5"

I
-'I--
I

~Upper Wing Skiu

Form a 1/811 t.o 1/4" trough

in any areas with exposed / 2 PPS Prepreg
corn. Fill with micro/epoxy.\

/ 2"Wide 2 BID
Fuel Web

Top View of the Fuel Probe Support

El. Install the fuel probe support rib. Refer to Figure 6:E:2. The support rib is made
from 2 PPS prepreg. It installs at BL 115. Fit the rib at this location.

E2. Using 40 grit sandpaper, sand all bonding surfaces. Remove 1/8" to 1/4" core
around the perimeter of the support rib. Clean with MC.

fl,.1"1'AJfDJVFB 1 ..1.. 6 :; .-.- ..1..~

I ~..AW~I'-
. Chapter 6 REV. 0/2-01-98
. , ................ WINGCONSTRUCTIONFB
Lancair International fnc., Hepn~~!:!ntcd by Neico Aviation Inc., Copyrighll!) I!l!J8, Redmoml, OR !l7756
E3. Brush a coat of epoxy on all bonding surfaces.

E4. Mound a thick epoxy/micro mound up in the trough of the support rib. Install the
rib perpendicular to the upper wing skin at BL 115. Form a micro radius around
the perimeter of the rib. After cure, sand and clean the bonding surfaces.

E5. Secure the rib with 2 BID as shown.

Locating the Inboard Probe Guide Holes

Figure 6:E:3

FWD

2" TYPICAL

FUEL BAY
~:;;~~~-1r::-:-:~~~~==-~WEB
~~~NSPAR --11
Jt' II
I I
I I

INBOARD : I
RIB I I
I
I
I
_J

TOP SKIN

I c;lf~llDA'IDIVFB
1111'~8'.
11..5
:
.-_; 4.-.-.-. -.-.l.i
_ rn ,
Chapter 6 REV. 0/2-01-98
WINGCONSTRUCTIONFB
Lancair International Inc., Represr.nl<!d by Neico Avialion Inc., Copyright ID 19H8, Hedmond, OR 9775!i
 Fuel Probe Location
Figure 6:E:4

INHUAl{U lUH

OUTBOARD FUEL PROBE - - - - ,

SUPPORT, BL 115
BL 39RIB
BL76-i

MAIN SPAR

L _ INBOARD RIB BL 147

FUEL WEB AFT SPAR-~

FUEL PROBE BL 147
----- - ----- -- - - - - - - -----
'~=:::::::::l
-
----- -- -- ----

BL39 BL76

INBOARD RIB SUPPORT---'

UPPER WING SKIN

E6. Draw vertical reference marks 2.0" forward of the fuel web on the BL 38, BL 76 and
the support rib, as shown in Figure 6:E:3. This marks the fore/aft location of the
fuel probe. (The fuel probe runs parallel to the fuel web.) Since the fuel probe runs
from near the top of the fuel tank outboard of the BL 115 support rib, to the bottom
of the tank at the inboard rib, the height of the probe guides at each rib must be
staggered. A simple fixture described in the next few steps is used to find the
vertical location of each hole.

: > - - - - - - - - - - - - - - , , , . , , , _ , , , ..

JCA/A JVFB i 6-25 IJ1-C_h~ap~~-er_6_G_C_O_N~;-;v-~_U_C_TI_~-~-2-:-~--9_8_ _-H-*'TI

Lnncair Intcrnationnl lnc., ReprcsentcrJ by Ncico Aviation Inc., Copyright ID Hl!JS, Redmond, OR !J771i6
 Finding the Vertical Location of the Fuel Probe
Figure 6:E:5

Clamp f Straigl1t edge

x"

x" + 3/4"

Inboard Rib BL 38 BL 76 BL 115

+
BL 120 BL 147
(Approx.)

E7. Mount a 2" x 4" to the inboard rib with a clamp as shown.

ES. Place a straight edge from the inboard rib to BL 147. Adjust such that the height
from the 2" x 4" to the center of the fuel probe mount is equal to the height from the
top skin plus 3/4" (20 mm) to the 2" x 4" at BL 120. The outboard end of the fuel
probe should be approximately 1/4" to 3/8" (5-lOmm) from the top wing skin. Ifthe
probe tip is too close to the wing skin, it could vibrate against the skin and cause
wear or give incorrect readings.

E9. Drop a plumb bob at each of the rib locations a distance equal to x" and draw a
horizontal line at this location. This will give the vertical location of the holes.
Along with the vertical lines drawn in step E6, the approximate location of the fuel
probe guides should be in each of the ribs.

ElO. Grind a small hole through each rib at these locations. (Don't drill the holes in the
ribs out to the full circumference yet).

E 11. Pull a string through each ofthe ribs from the inboard rib to 3/4" (20mm) above the
skin at BL 120.

El2. Grind the holes in each rib so the string runs through the center of each.

El3. Grind out the holes in the ribs so the probe guides and the probe mount can slide
into position. One probe guide is provided for each of the ribs except the inboard
rib where the probe mount installs. Check the alignment by sliding the fuel probe
through the probe mount and the guides. The probe should slide through the
guides effortlessly. Friction may be caused ifthe guides are not aligned .

.AJCAfA IVFB r~~;~ 1 1-=Cc::h=ap.:_~:c:e:_r_:cG_G_C_O_N_j_;-;-~-U-C_TI_~-'~-2-:-~-'-9-'3'-----++*-li

>--' ' - - - - - - - - - - - - - - - - - - ' ' - - - "
Lancnir fnlernatfonal hie., Represented by Neko Aviation Inc., Copyright 0 1998, R1!dmond, OR 97756
 Fuel Probe Mount Installation
Figure 6:E:6

RIB@Jn, 115

FORM AN EPOXYIFLOX RADIUS

TO SECURE TI-IE PROBE GUIDE.

NOTE TI-IAT THE BEVELLED

SIDE OF THE GUIDES SHOULD ---<
BE ON THE INBOARD SIDE.

OUTED

llL'" &BL"""'~

'---=- / F U E L PROBE GUIDE

HINT: CUT A 2 112" DIA PIECE OF 2 BID.
CUT TWO SLOTS IN THE CENTER ...---;::.--
AS SHOWN. SLIDE OVER THE

~2BID
GUIDE AND LET CURE. AFTER
CURE, TRIM OFF THE EXCESS
MATERIAL.

J(;A/.J!l IVFB '.1.G.. -.2..7 1.l-'C_h_ap,_t_ec_r-'-6----'-R-E_v_._ _ _0_/2_-0_l_-9_8_ _-H*+I

WINGCONSTRUCTIONFB
Lnncair Jntcmalional Inc., Repremmted liy Neico Avintion Inc., Copyright l!J98, Redmond, OR 97756
 Fuel Probe Mount Installation, Continued
Figure 6:E:6:b

3 BID probe mount

reinforcement -------. 2 BID probe mount

Aluminum tml~==:,
1 reinforcement

probe mount --__,.._ l'"Vv~"""""".-v"""

Use a Hysol/flox mixture

to pot aluminum probe
mount into the Inboard rib
(inboard installation) or
BL 165 (outboard installation).

3 BID probe mount

/ \
2 BID probe mount
reinforcement
reinforcement

Inboard rib

A/CUP

E14. Remove the probe and sand the guides and the probe mount with #40 grit
sandpaper.

E15. Clean the probe guides with solvent or alcohol, but don't use acetone or MC as they
will melt the guides.

El6. Remove about 1/8" (3 mm) of core material around the circumference holes in the
ribs where the guides and mount will install.

El 7. Sand 1" (25 mm) around the holes in the ribs, and clean with MC.

Lnncair lnlerno.tianal Inc., Represented by Nllica Aviation Inc., Copyrighl<D 1998, Redmarnl, OR 97756
E18. Mix a batch of epoxy/flox and fill the 1/8" troughs in the ribs.

E19. Slide the guides and probe mount into position. Note which way the guides install;
with the beveled edge inboard. To maintain proper alignment while the flox cures,
slide the fuel probe into position and screw it into its threaded mount (one or two
threads is all that is required for alignment here). The probe mount should be
pushed in as far as it will go, or until the flange makes contact with the rib. Pack
more flox around the areas where the guide tube passes through the rihs, forming
a fillet.

E20. Apply BID to secure the probe mount as shown. As illustrated, apply 2 BID and
3 BID over the aluminum probe mount and overlap onto the surrounding surface
by 1". Be careful not to get resin in the threads of the probe mount.

E21. Trim away the 2 BID from the threaded holes in the aluminum mount and the hole
for the probe itself.

E22. Apply BID to secure the probe guides in the BL 38 and BL 76 ribs as shown. After
cure, trim the excess BID off.

JCA/A IVFB ti~:~~" ici-=C=h=ap:.:~::::er=-=-G-G_C_O_~L;-;-~-U_C_T_I_O__o~_z--';-"~--'-9-'-3--+~f*-11

Lancair Intenmtional Inc., lfopresented by Ncico Aviation Inc., Copyright 1998, Redmond, OR 9775fi
 F. FUEL PICKUP INSTALLATION

The fuel pickup is threaded into a 11/2" x 11/2" brass piece which is potted onto
the inboard surface of the inboard rib. Refer to Figure 6:F:l

Fuel Pickup Assembly

Figure 6:F: 1

Lower Wing Skin~

Pipe threaded brass\
piece (#FU3)
=====~

Micro

3 BID extends l" onto

the rib. (Installed
after wing is closed.)

Fuel Pickup/
Strainer Part #FU7

Fl. Measure back 3 1/4" from the aft face of the main spar, and 6 3/8" up from the top
skin. This is the center of the fuel pickup. See Figure 6:H:l (in the next section).
The pickup should be mounted as low as possible.

F2. Drill a 5/8" hole through the rib at the center mark.

F3. Sand the exposed laminate and the surrounding area with 40 grit. Also, sand the
threaded brass piece on both faces and edges.

F4. Clean the brass piece and the rib area with MC and let dry.

J ~.1~AiaIVFB J.r.~.:3. .~. -. chapter 6 REV. 012-01-9s

~
-..-.1.

'flll'l/llJFl7UfJrllf,,._ ' _rn WINGCONSTRUCTIONFB

Lancnir Intemationol lnc., Reprm1entecl by Neico Avialion Inc., Copyright ID UJ98, Redmond, OR 97756
 F5. Examine the threaded hole of the brass piece. This is a pipe thread, and it must
be put in the proper direction or the finger strainer will not be able to get into it.
The larger end of the threaded hole faces inboard. Put a mark, such as a little X,
on the inboard face.

F6. Brush all bonding surfaces with epoxy. Form the micro to a smooth radius around
the brass piece. Be sure the threads are not contaminated with micro.

F7. On the inboard face of the inboard rib, apply a 3 BID layup to the fuel pickup
fitting. Extend 3 BID l" onto the rib.

I ~.l!llAl.OJVFB 1..1. ~.-...~ 1.....

c:>7 V/lllf'l/lll7UT;llT"l>._ ..
1.1

Chapter 6 REV. 0/2-01-98
WINGCONSTRUCTIONFB
Lnncnir lntemationnl Inc., Hepre.sented by Neico Aviation Inc., Copyright.ID l!l!l8, R!!dinond, OR 97756
G. FUEL RETURN LINE INSTALLATION (Fuel Injected Engines Only)

The last assembly to be potted into the inboard rib is the fuel return assembly.
Most engines that use fuel injection must have a line from the engine to return
unused fuel to the tank. Refer to Figure 6:G: 1.

Gl. The center of the return line is located 4 5/8" back of the aft face of the main spar
and 13/8" up from the top skin. Make a center mark and drill a 7/16" hole at this
location. The return line is 3/8" diameter so this will give some extra room for the
micro.

G2. Slide the return assembly through the inboard rib and mark where the 3/8" line
hits the BL 38 rib. Drill another 7/16" hole at this location.

G3. Scuff up the bonding surfaces of the return assembly with 40 grit. Also, sand the
areas of the inboard and BL 38 ribs around the 7/16" holes.

G4. Clean all areas and the return assembly with MC.

G5. Bond in the return assembly using micro. Be careful not to push micro into the 3/
8" line when inserting the assembly.

G6. Remove any excess micro and form radii around the assembly's edges.

G7. Lay 2 BID around the 3/8" line on the outboard face of the inboard rib, overlapping
the line and rib by 1/2".

GS. Lay 3 BID on the inboard flange of the return, overlapping onto the rib by 1".

~A~IVFB rr~~;; i1_.:::C.::h::!ap::..:~.::::er'--6::_G_c_o_~L=-;-~-u_c_T_I_~....:~....:2....:;.=~....:-9.c:s_ _+~f*.+I

Lnncnir lnternntional Inc., Hepresented by Neico Avinlion Inc., Copyright ID 1998, Redmond, OH 977."ifi
 Inboard Rib
Figure 6:G:l

w
co
~
ll.
co
_J w
w
:::::>
s:
_J Cl
LL w
:::::>
LL
s:
LL

-~------;_______ _
z
0::
:::::>
ll. 1-
:::::> w
~
0::
(.)
_J
ll. w
:::::>
_J LL
w
:::::>
LL

-N~.,.. ....
.., ~N c;;
Co

Lrr;:::========<D====:::::;Tl +-~

A fR IVFB i[~-~~ f1-'-C-=--h-'-ap"-~-"e"-r_;:6_G_C_O__J_N_:-;-~-U-C_TI_~-~-2-:-~_-9_8_ _-t+*+i

Lani:air lnternnlional Inc., Reprenent<!d by Neico Avinlion Inc., Copyright 1998, Redmond, OR 97756
H. FUEL SLOSH DOORS - SLOSH DOOR MOUNTING AREAS

To reduce fuel sloshing during uncoordinated maneuvering, a one-way slosh door

is mounted in the BL 39 ribs.

BL 39 Rib Slosh Door Location

Figure 6:H:l

3/16" WATER DRAIN HOLE

SLOSH DOOR ASSEMBLY

MAIN SPAR~ 2 3/8"

Approx.

1/16~
Typ.

FWD

VENT HOLES~~~~

A/CUP

HI. The fuel slosh doors are installed at the location shown in Figure 6:H: 1.

H2. Cut two pieces of piano hinge 2" long, as shown in Figure 6:H:2. Itis much easier
to cut the hinge if the hinge wire is removed.

;;Jtfll'fl>AIAeJJ
I_ ~~1111'"~8'.
IVFB 1.'.1..~ ... 5 ~. .. .
. ..-.. .3
; .............
l Chapter 6 REV. 0/2-01-98
WINGCONSTRUCTIONFB
Lancnir lnternalionnl Inc., Represented by N!lico Aviation Inc., Copyright(!) Hl98, Hedmoml, OR !l775G
 Slosh Door Assembly
Figure 6:H:2

Fuel Slosh Door"-

(FU 5) ~

Hinge~
(MS20001-5) ~
Hinge\ 0 0 0
Wire Bolts (AN3-3A)
c
: ... \
-o -, ,--
p;) L:-:--
/
Nutplates (Kl000-3)
Rivets (AN426A3-5)

\~'_) '~:"..:
--
l j

Bracket/
(FU6)

A/CUP

H3. Cut the hinge wire 1/2" longer than the actual hinge. Bend 3/8" of each wire 90
degrees at one end.

H4. Drill two #12 holes through one half ofthe hinge and bracket 13/16" apart. Be sure
the bracket ends just short ofbut does not cross the hinge line.

H5. Align the door so it lies 1/16" from the bracket and does not cross the hinge line.

H6. Drill three #40 holes through the hinge and door. Countersink the hinge and
secure the door and hinge together with AN426A3-5 rivets.

H7. Align the slosh door assemblies as shown in Figure 6:H: 1, and adjust their position
so that the door just rides up onto the fillet. If the capstrips have been done
correctly, the micro radius will be small and the slosh door can come very close to
the bottom of the fuel tank.

HS. When satisfied with the fit of the slosh door, use the hinge and bracket as a guide
to drill two #12 holes through the rib.

JCAfA IVFB !I 6-35 l1-C_h~ap~~-er_6_G_C_O_N~;-;v-~_U_C_T_l_~-~-2-;-~--9_8_ _--t-t-K-H

Lancair International Inc., Represented by Neico Aviation Inc., Copyright 19!J8, Redmond, OR 977fi6
 BL 39 Rib Opening
Figure 6:H:3

~ /+-- 1/2" TYP.

---------
118"
'
I
I~
I
~DRILL 3/16"WATER DRAIN
HOLE AS "LOW' AS
POSSIBLE
0 0 0

FWD

~A/CUP
H9. Cut through the rib to give the slosh door 1/8" of flange to seal against.

HlO. Mount two nut plates on the outboard face of each rib. This means countersinking
for the rivets on the inboard face of the rib, under the bracket.

Hll. Drill a 1/16" hole through the rib for the bent hinge wire to slide through, thus
securing its position.

Hl2. Before permanently mounting the slosh door assembly, a good seal must be
achieved between the door and the rib. Cover the outboard surface ofthe door with
packing tape to function as a release. Tighten the slosh door assembly in position
and apply a small amount of micro to the flange area under the slosh door. Close
the slosh door against the micro and leave until cured. Be sure that the slosh door
has not been permanently closed with excess micro.

JCA/A IVFB :1~~;~"ml l_CJ_ia_,p:_.:_~:;__r_G_G_C_O-"~'---=-;-~-U_C_T_J_~-~-Z~_OB_l-_g_S_ _-H~i-*-Ji

Lancnir lntemnlional Inc., Represented by Neico Aviation Inc., Cupyright(i) 1998, Redinnud, OR 97756
H13. After cure, remove the release tape from the slosh door and clean up any sharp ~
micro edges.

H14. The slosh door assembly should now be permanently installed in position. Play
with it until convinced that it will not get stuck in the closed position (check for
sufficient clearance).

H15. Drill a drain hole as shown in Figure 6:H:3. The purpose of this hole is to provide
a drain for the water which is the lowest point of the bay.

Lancair Jnternnlionnl Inc., Re11resunted by Neico Aviation Inc., Copyright ID 1998, Hedmoml, OR 97756
I. FUEL DRAIN VALVE INSTALLATION

Il. The fuel drain valve is located 2-1/2" outboard of the inboard rib and 2" forward of
the fuel bay web. The valve mounts in a 1/4" thick, threaded brass insert, provided
in the kit. Mark where the drain valve will be located on the inside of the bottom
wing skin. By now it should be known how to locate the bottom skin accurately.
Drill a pilot hole all the way through the skin. Center the brass insert over the pilot
hole on the outside of the skin. Make a mark around the brass insert.

NOTE: Just like the brass block for the fuel pickup, it has a pipe thread-
the pipe thread must be installed in the proper position.

Drain Valve Location

Figure 6:1:1

2-1/2"
Drain Valve
Location
Main Spar

2-1/2"
Fuel Web

Drain
Valve ~-BL 39 BL76-
Inbd Rib Location

Aft Spar

I2. Remove the outer laminate and core where the brass insert will be potted into the
skin. See Figure 6:I:2.

I3. With 40 grit, sand the area 1" around where the insert will be located. Also, sand
the inside of the inner laminate where the core has been removed and scuff up the
surface of the brass insert.

I4. Set the insert into its recessed area and again mark the center of the hole on the
outside of the inner skin laminate. Remove the insert and drill a 1/2" hole at this
location. Prefit the fuel drain in the insert and trial fit the assembly into the
recessed area. Shim the insert until the drain hole in the fuel drain is just above
the inner laminate. Use small pieces of tongue depressors to set the height. The
idea is to get the drain hole as low as possible in the tank. Thoroughly scuff the
brass block with 40 grit.

I5. Clean all bonding areas with MC and pot the insert into position with Hysol. Try
to remove excess Hysol from the 1/2" hole area, especially in threads.

J&Av~ IVFB r~-;~ Ir_C_h~ap~~-er_6_G_C_O_~~;-~-v_.U_C_T_I_~-~-2F_-OB_l_-9_8_ _+~1-*-H

Lancair Jntc;rnnlionul Im:., Represimtcd by Neicn Aviation Inc., Copyright([) 1998, Redmond, OR 977!iG
I6. Lay 3 BID over the insert and l" onto the surrounding surface. After cure, trim
the BID away from the threaded hole.

I7. The flush type drain valve supplied in the kit isn't exactly flush, so a micro fairing
is built up around it. Thread the valve into the insert. Cover the outside of a socket
with release tape and place the socket over the valve. This will allow a similar size
socket to be used to remove and install the valve later. Scuff the area where the
fairing will be built up and clean with MC.

IS. Mix a small batch of thick micro and build up a fairing around the socket and to
fair in the 3 BID.

I9. After cure, remove the socket and sand the micro to a smooth fairing around the
valve head.

IlO. Fill the recess at the inboard end of the fuel tank with epoxy/micro (see fig. 6:I:2).

Ill. In a like manner install a drain valve 2-1/2" outboard of the inboard tip rib and l"
forward of the main spar.

WARNING: Be careful with the measurments to avoid damage

to the main spar.

Drain Valve Installation

Figure 6:1:2

Inbd
Up rib

Outbd
1/16"
Micro

Lolver outer Micro

skin 3 BID
Hysol/flox Fuel D1ain
(F391-18)

- - - 2-1/2"---...

Lmicair International Inc., Repres~ntml by Neico Avialion Inc., Copyright CD 1998, lfodmond, OR 97751l
J. WING TIEDOWN INSTALLATION

The tie down assemblies are located just outboard of the BL 14 7 rib. They are
secured to the front faces of the main spars with 4 BID.

Jl. Locate the center of the tie down assembly 2" outboard of the BL 147 rib, on the
front face of the main spar. Position the assembly just above the inside of the top
skin so it doesn't ride up on the radius. Double check this height adjustment by
inserting the tie down shaft onto the assembly. Sometimes the tie down shaft will
protrude lower than the assembly, hitting the bottom skin in the process, so adjust
the assembly as necessary. Mark around the edges of the assembly for easy
repositioning.

J2. With 40 grit, sand the area where the tie down assembly will be bonded, and for 2"
surrounding this area.

J3. Drill numerous 3/16" holes through the tie down where it will lie against the spar,
and deburr the holes.

J4. Sand the assembly with 40 grit.

J5. Clean the assembly and spar with MC.

J6. Bond the tie down assembly to the spar with Hysol.

J7. With some planning, one can be ready and apply the 4 BID when the Hysol has just
cured enough to hold the tie down assembly in place. This way the assembly won't
have to be sanded again in preparation for the BID. However, if not ready, simply
sand the area again.

;a?VCA/A JVFBi/~~~~~-j 1_c_h~ap~t_er_6_ _ _1~R_E_v_._ _0_1_2-_0_1-_9_s_ _-H~c7'c11

I OL I ... ~--WIN _ _ _~~
_ _G_C_O_N_S_T_R_U_C_T_I_O_N_F_B
Lnncnir International Inc., Repmallnled by Nuico A~-:intiun Inc., CopyrightO 1998, Redmond, OH 9775/i
JS. Use an epoxy/flox mixture to form fillets where necessary so the 4 BID will lie
nicely against it.

J9. Apply 4 BID over the tie down assembly, overlapping 2" onto the surrounding
structure. The 2" minimum overlap is important for load distribution. Don't block
the tie down shaft so the pin won't grab.

JIO. It will be necessary to grind a hole in the bottom wing skin for the tie down
assembly tube, but this hole is actually a good guide for quickly locating the skin
in the future. This tube is intentionally left long so that it can be filed flush to fit
the wing skin.

Tie Down Assembly

Figure6:J:l

Grind flush with

BL147
bottom skin
leading
edge rib Tie Down Assembly
(TD-1)
Main
spar

bottom
skin

4810
layup

fwd outbd

~ie IVFB \16-41 .. Ji1-=C=h=apc.:~:.:.er::.....::.6_G_C_O_N_,_;-;v-~_U_C_T_I_~c_.:~_2-';-=~--9-'8----H-*li

Lanc:uir Internntionnl lnc., Repreaented Uy Neico Aviation Inc., Copyright@ 1998, Redmond, OR !17756
K PITOT TUBE INSTALLATION

Included in the kit is a heated pitot tube (see Figure 6:K: 1). The pi tot is electrically
heated and requires either12 or 24 volts. The static source for the pi tot system will
be located on the fuselage. The hardware for the static source is included in the
fuselage kit.

Pitot Tube Assembly

Figure 6:K:l

Flare Fitting

Electrical
Connector
~
, , 'A____ Retention Screws
,/
PitotTube ,,

Pitot Tube Assembly

12V (AN5812-12-A)
24V (AN5812-l-A)

Kl. Locate the center of the streamlined pitot tube base 11/4" inboard of the BL 171
rib andlO" aft ofthe L.E. ofthewing(seeFigure 6:K:4). Grind a hole in the bottom
wing skin large enough for the pi tot tube and electrical heater connections. Sand
the area 2" around this hole on the bottom surface of the bottom wing skin and
clean with MC.

I ~~l"'AlaJVFB
'1117~1"111>.
1. .1 . 6 _.4 .~ . . 1. !. ! ...............
Chapter 6 REV. 0/2-01-98
WINGCONSTRUCTIONFB
Lanc:air Intenmticmal Inc., Reprnscmtcd by Neico Aviation Inc., Capyri~htO 1998, Rctllllnnd, OH 9775(1
 Positioning the Pitot Mounting Tube
Figure6:K:2

Pitot tube

Temporarily secure
the pitot tube to wing
Bottom ~skin with a few drops
wing skin 0 0 / of instant glue
~~~~___:::>'--~~1r1r==:ICjl-=-~~l

' Grind a hole

~in the bottom
'------' wing skin just
large enough
for electrical
FWD and pitot
connections

AJCUP

K2. Apply release tape (no thicker than 1 mil packing tape) to the streamlined base of
the pitot tube.

K3. Locate the pitot tube in the bottom wing skin again, just as it will be for final
installation. The narrow, round part of the pitot that points forward should be
level and parallel to the direction of flight. The streamlined base of the pi tot tube
should rest against the skin. At this point, temporarily secure the base of the pi tot
tube to the bottom wing skin with a few drops of instant glue.

K4. Apply 4 BID to the top 5/8" of the pi tot tube base. Overlap the BID onto the bottom
wing skin by 11/2". See Figure 6:K:3.

JCA/A_JVFB r;-~;-i:,_c_h~ap~~-e_r_G_G_c_o_N~;-;-~-u_c_T_1_o_o~-2-:-~--e_s__ -++*-'"

Laucnir Internaliom1l Inc., Represented hy Neico Aviation Inc., Copyright 1998, R!.'dmond, OR 97751i
 NOTE: Since the wing has not been closed out yet, it is advisable to weight the
bottom wing skin in position while applying the 4 BID flange, since the bottom skin
contour may change slightly. This will allow the flange to cure with the proper
wing contour.

Forming the Pitot Flange

Figure6:K:3

Lower wing skin

Release tape

4810

K5. When the 4 BID has cured, pull the pitot tube from its fiberglass flange. Gently
but firmly rocking the pi tot fore and aft will help break it loose frol'.'1 the flange.

K6. Trim the flange flat but leave no less than 1/2" of flange above the wing skin.

K7. Drill #29 holes through the fiberglass pitot flange for the four mounting screws
included with the pitot.

KS. Use 44-P Polyflow tubing to route the pitot line through the leading edge stiffener
in the wing, see figure 6:K:8. Make sure to leave plenty of tubing to route through
the wing and forward fuselage to the Airspeed Indicator located in the instrument
panel. Refer to Fig. 6:K:5 for proper pi tot line assembly .

..~A"
,.- f;:;::;-1: _.::'.=~WJN:::::_:o._G_C_O_NLS_T_R_:_U_C_T_I_O..:...N-=-:F:.:B__..:...:
IVFB i~' 1
Chapter 6 REV. 0/2-01-98
_ _-J-Bf-li
Lnncnir lntemnlionnl Inc., Repremmted iiyNeico Aviation Inc., CopyrightO 1998, Redmond, OR 9775fi
 Pitot Line Clearance Hole in BL 171 Rib
Figure 6:K:4

t 0

"'
OJ
-c
"'OJ
c:
:a
~"'
E
~
-"'
<.l

"'
.Q

c:
,,0
"'
'""~
0
.t: _
.2l ....
-ai."!::
c:
<.l

0"' cl
~ a.-
"'_m...J e c:
E
~o
:;;:
1 ::l ::l
0,,
... c:
.c: 0

.c: c:
' :a ;::=
C'\l l;::
"'
~s
.
:;::; "' -;::0 w<.l.
.c:
-
c: 0:
,., ...J.
:::J 0 Q)
<.l"'
U) = g a:: c. '5

~
hi
"'-
"'~
HO>--~ c:
0"'
z :5

J~A IVFB r~~~~ r,_C_h~ap~~-e_r_G_G_C_O_N~;-;-~-U-C_T_I_i-~-2F_-o_~_-g_s_ _ -l+*-H

Lancnir lnternutionnl Inc., Represenl!!d by Neico Avintion Inc., COJ)yright 19!J8, Redmond, OR 97756
 Connecting the Pitot Line
Figure 6:K:5

TO PITOT TUBE

AN786-I fitting
(on pi tot tube)
Nut Farrell

259 NO
sleeve Use teflon seal
on threads

Through L.E.
conduit in wing

TO AIRSPEED INDICATOR
Use teflon
to seal
Nut Farrell 259 N04

--=---
AJS

Route the polyflow 268 N04

44-p through the leading edge stiffener fitting

Routing Pitot Line Through L.E.

Figure 6:K:6

Route pitot line through tubing

in lending edge

JCA/A IVFB r~:~~-, ,_C_h_ap~~-e_r_S_G_C_O_N~;-;-~-U-C_T_I_~-~-ZF_-O_~_-e_s_ _ -+t-*-H

Lancair lntemotional Inc., R!lpre;;ented by Neico Avintion Inc., Copyright 1998, Redmond, OR 97756
 CHAPTER 7
REVISION LIST

The following list of revisions will allow you to update the Lancair IV construction
manual chapter listed above.
Under the "Action" column, "R&R" directs you to remove and replace the pages
affected by fhe revision. "Add" directs you to insert the pages shown and "R" to remove
the pages.

Current
Page(s) affected Rev.# Action Description
7-1 thru7-7 AN! None
7-8 AN2 R&R Added part numbers.
7-9 AN! None
7-10 AN3 R&R ModifiedtextinFig. 7:A:4.
7-11 thru 7-26 AN! None

Lancair Juternatioual Jnr.., lfoprcsm1ted by Neko Aviatiun Inc. Copyrig:ht 'D \ !J[J!}, Rcd1nond, OR 97751;
 CHAPTER 7
FAST-BUILD
FLAPS
REVISIONS
From time to time, revisions to this assembly manual may be deemed necessary.
When such revisions are made, immediately replace all outdated pages with the
revised pages. Discard the out dated pages. Note that on the lower right corner of
each page is a "revision date". Initial printings will have the number "O" printed and
the printing date. All subsequent revisions will have the revision number followed
by the date of that revision. When such revisions are made, a "table of revisions" page
will also be issued. This page (or pages) should be inserted in front of the opening page
(this page) of each affected chapter. A new "table of revisions" page will accompany
any revision made to a chapter.

ARROWS
Most drawings will have arrows to show which direction the parts are facing, unless
the drawing itself makes that very obvious. "AlC UP" refers to the direction that
would be up if the part were installed in a plane sitting in the upright position. In most
cases the part shown will be oriented in the same position as the part itself will be
placed during that assembly step. However, time goes on and changes are made, so
careful attention should be paid to the orientation arrows.

Chapter 7 I REV. ANl /4-05-98

FBFLAPS
Lancair Inlernation<1l Inc., Reprosentnd by Neica Avh1tion !no., Copyright 19!18, ffodmond, OII 97750
CONTENTS
1. INTRODUCTION
~
2. SPECIAL PARTS, TOOLS, AND SUPP LIES LIST
A. PARTS
B.TOOLS
C. SUPPLIES
3. CONSTRUCTION PROCEDURE
A. FLAP MECHANISM ASSEMBLY
B. TROUBLE SHOOTING FLAPS
C. TRIMMING THE TRAILING EDGE
D. FLAP ACCESS PANELS
E. INBOARD SUPPORT RIB
F. BODY WORKING FLAPS
G. WHAT TO CHECK

Chapter 7 IREV. ANl /4-05-DS X:-1-'

FBFLAPS ?
Lancafr lnter11111jonal Inc,, Repres(lnted by Neico Aviation Inc., Copyright 0 1998, fledmond, Of{ 97i5G
1. INTRODUCTION
This chapter will detail the steps necessary to prepare the trailing edge of the wing
to accept the flap, installation of the flap track and the roller plates, assembly of
the flaps, actuators and inspection panels, and installation of the flaps onto the
wmgs.

Don't be intimidated by the fully slotted Fowler Flap System, it just sounds hard
to build. Following instructions and always picturing in your mind how the flaps
will work are important factors in building a good flap system. Read the chapter
thoroughly (preferably twice) before you begin building your flaps. The figures
should show you some of the flap geometry that is difficult to explain. Figure 7:i: 1
shows the mechanism of the flaps.

AllLancair N-FB "A" kits ordered after April 19th, 1998 have the fast build flaps.
In the "up" position, the flap has a completely hidden actuation system. The flaps
are closed and installed at the factory. The new flap design makes it much easier
to remove and install the flaps.

This chapter outlines the final adjustments the builder must make to the flaps. It
is important that you, the builder, understand how the flaps geometry and how to
make adjustments. The builder also will install the flap access panels and the
inboard support rib .

_.,~.J!JbIVFB
-~
~ 1-=c~h~ar~t~.er::....:.7~~~1_R_E_v.~--"'AN::c_;:1~14~-~0~5-~9~s~--l+>o<*+I
~ FBFLAPS )0\
Luncair International Inr., Represented by Neico Aviation Inc., Copyright 1\198, Redmond, OR 97756
 z
0
M-
ro

~ z
0
g M-
c.
g
'- ~
~ t:r'
Pl

~"'
~~ >-;

~
~
~ ~tbd
Outbd bracket (FL-13)
~ e; Outbd bcllcrank (FL-10)
~

~ ....ro "'~--- g,~-157-02)

. ti
[ [lJ Inbd flap track
Onp trnek Outbd flap

irr ~
rg,
0
(Fl.r-157-01)
; /j' bracket
(2-120026)
::J
~
Inbd bracket (FL-12)
. ':-:..;., 'J
lnbd bcllcrank (FL-9) er' ~ ;__,!_ ~~-l I ~fJl
'~ '
>-;
ro
,Sf
>., . t.?- ,i, rr'-~ -J
.
'7

i t:d
\{j. ~~J f ./( 0
tti' ~ ''\\>
>-;
o"i>'>
'"'/ <:
M- '"rj ('ti
o "\!v'f>~ ~- >-;
~,_p..._ $.
! t]'
crq
ii'O .,p t->-c"'"" i ...;~
Inbd flap
bracket :-;l CD
~ , . v~ ;::::;
.
5
0
.~
>-;
.g
t:J. .(/I
ti\"-..
"...,)
~
/ ' ''''
,,_;_ ~ -~ l
~--'-
~ ... '~-!
' _.,
'r" '(
"''
\1--t
'.",
-
..
<2-120016)
Left flap Outbd
-;:::.
ro

,./
0 \ : ,>, ~ ; (upside do,vn) bracket pocket
~
,,~

0
_,
9 ~ /)ri'l
~;
-.~
ro "'" i ' < / /
m
~
[lJ (4) AN3-15 bolts .....
fJl

"'
'O
~
ro
g. (4) AN310-3 castle nuts
~
ro
.._,
(p

'"' .....
0
(4) AN960-lOL 'vashers
-1 (4) MS24665-140 cotter pins
i:J (Quantity is per side)
lnbd pushrod

~
ci'
>-;
"'1 'O
to >-;
UPl
f;: "':<"'
"'1 0 lnbd
'O bracket pocket
ro
>-;
"Ii Pl
rn [lJ

~:;;;: sO"ro
[lJ

,_.
6 '<
en
0
00
2.
A
SPECIAL PARTS, TOOLS, AND SUPP LIES LISTS
PARTS
~
Note: All parts are installed.

B. TOOLS
Digital "Smart" level (optional)
String Line
C-Clamps, 4 minimum
Drill motor & bits
Wrenches, assorted
Screwdrivers, assorted
Straight edge
Rivet squeezer
Jig saw or similar for cutting pre-preg
Dremel tool and attachments or similar for grinding ribs, etc., to fit.
weight base
Tape measure
Rotary cutter
100 countersink
pocketknife

Chapter 7 !REV. ANl /4-05-98 >a'

FE FLAPS )<Y.
Lancair International Inc., Rlprescntcd byNoico Aviation Inc., Copyright 9 1998, Redmond, OR 97756
C. SUPPLIES
Sandpaper, assorted
~
BondoTM
instant glue
MC
plastic release tape
paper for making patterns
E-Glass roll
Micro balloons
floxfiber
2 ply per side glass prepreg, 1/4"
3/8" x 2-114" x 118" wood, 6-7 pieces
duct tape
1/4" 3 ply per side prepreg
Epoxy
pencil
Loctite TM
Vaseline
HysoFM

Chapter 7 I REV. AN1/4.Q5-98 'x-7<

FBFLAPS )0<,
Lancnir International Inc., Represented by Nuico Aviation Inc., Copylight '9 19!!8, Redmond, OR 97756
3. CONSTRUCTION PROCEDURE

The flaps have been operated at the factory. However, the final adjustments are
to be made by the builder. This also gives the builder an understanding ofhow the
flap system actually works.
The wings are shipped without the flaps attached. The first step in this chapter is
to putit all back together. Then you will adjust the flaps to make them work just
right.
Next, you will trim the T.E. of the wing slcin to obtain a p-oodfit between the flaps
and the wing. This includes installing the flap access panels. Finally you will
install an inboard support rib in the wing.

A. FLAP MECHANISM ASSEMBLY

Flap Bracket Installation

Fig. 7:A 1.

Check that there

are 3 bolts securing
the flap tracks- be sure
that there is at least I thread
showing through the nuts

Inbd flap bellcrank

Flap track

~~IVFB ~1-=C~h~ap~t~er:....:..7~----.J_R_E\_'~:::--=-:AN::..:..:1~/4~-~05~-~9~8~--t-f*~
L_j FBFLAPS
Lancair International lne., Represented by Neico Aviation Inc., Copyright 0 Hl98, Redmond, OR 977513
Al. Check that the flap tracks are installed with three bolts. There should be at least
one complete thread showing through the nut on each of the bolts. There should
also be torque seal applied indicating that the bolts have been torqued.

Installing Flap Track Bracket, Exploded View

Fig. 7:A:2.

Flap track
bracket
PIN 2-120016 (inbd)
PIN 2-120026 (outbd)
6
,. / ~-)
' ~
/'f
-~

Q)AN3-15 bolt
@ FLS-01 nylon spacer
' , . @ FLS steel roller
Flap track
AN960-10 washer

PIN FL157-0l (mbd)

@ AN310-3 castle nut
PIN FL157-02 (outbd) @ MS24665-140 cotter pin

Lancair lntcrnaLicmal lnc., Heprcsnntcd Uy Neko Aviation Inc"' Cnpy1ight. {) I 9!JH, Redmond, OR !)7756
 Installing Flap Track Bracket, Bottom View
Fig. 7:A:3.

@
CD

AN3-15 bolt
FLS-01 nylon spacer
(front only)
_./
@ FLS steel roller 'cE -t- ~

@ AN960-10 washer @
@ AN310-3 castle nut
@ MS24665-140 cotter pin

0 0

@@

0
I 0

0 0

Flap 1<1---Flap
bracket track

0 0

~ Jfl'BA I.a IVFB /17-81 -=.Cl::.1a::.cp:..:.t.e;:.:rc...-:...1_ __JLR_E_v_._..:..AN::..:...:lc../':...1:::.:05::...:::.:98=---+BH-1

I
. C>'?"-'f,Alll..,.qr,,,~""- L_j .
1
FBFLAPS
Lanellir International Inc., Represented by Neica Aviation Inc., Copyright 0 1998, ffodmond, OR ~l7756
A2. Install the Flap Brackets as shown in Figures 7:A:2 & 7:A:3. Note that the nylon
spacer is only installed on the forward attach point. Don't install the cotter pin yet
as you will likely remove the assembly later. The cotter pins must be installed
prior to flight!

Installing the Flaps

Fig. 7:A:4.

=-
l;r ~ AN960-416L
@ i thin \Vashers
91255A553 1/2"long,
'' ~
I
"'1 ./
=-
m 91255A555 !i/8" long, or
0 91255A557 3/4" long
ti.......-
-"

' scre,vs

'
'
'
Flap track
Flap track bracket

Flap

Verify correct screw length I

A3. Install the Flaps.

1) Extend the flap track brackets to the down position.
2. Install the flaps such that the flap track brackets drop into their respective
pockets. You may have to lift the wings slightly out of the cradles in order to move
the flaps to the "up" position.
3. Install the AN960-416Lwashers and the AN3-15 bolts. Snug the bolts for now.

Prior to Flight the bolts must be Torqued using a torque wrench!

- Lubricate bolts
-Torque to 50-58 inch lbs.
-Apply Torque Seal

AJ/;}f/'A IVFB 17-lQl. 1-=C-=h=a"-pt::.:e:.::_r_:7:___ _,__RE_\_'---"-A:.:N.:..:3:.c/_::l_:-2:::5_:-9:.:9:___-l+*-li

L.::__j FE FLAPS
Lancair Intcrnatiunnl lnc., Represented by Neico Aviation Inc., Copyright I() J !l!l!l, R~dmond, OH !17756
A4. Bolt in the actuator arms and the inboard pushrod crossover tube. Again it is not
necessary to install the cotter pins and lock nuts (use non-looking nuts for now).
You should now be able to operate the flaps by using the inboard pushrod.

Crossover Tube
Fig. 7:A:5.

490HT-1IP
314" O.D. x .035" rod ends filled
wall tube with epoxy/flox

,.___._~__,[ ~ii~-~~
J w (left wing) J AN316-5 F35-14 rod
AN470AD4-16
~ 47-7/16" -_..j checknuts end bearings
(right wing, 48'~

(pre-assembled on the fastbuild)

Actuator Pushrod
Fig. 7:A:6.

Rod end bearing should be

threaded far enough onto the
acutator rod so safelty wire
can't pass through the
inspection hole

1'"1'1"'1 1-.:::-==--_1111:.___~I @1iiii l ~ ~===;;::::'...;:--~-,'~o~,.,J

iiiiiiiiiO A ~ --~

1/4-28 (one AN316-4

/
.F34-14
-
short, one check nut (2 per)
long) (2 per)

A5. Slowly move the flap in and out to test for actuator arm and tube lengths. Adjust
the actuator arms and crossover tube so that when the flap is in the retracted
position, the crossover tube bolts are 1/4" inboard of the bellcrank bolt. When the
flap is extended, the crossover tube bolts should be 114" outboard of the bellcrank
bolt.

REV. ANl "1-05-98

FE FLAPS
L:mcHir Internationnl Inc., ffopresented hyNeico Aviation Inc., Copyright 0 19[)8, Redmond, OR 97756
 Hardware For Flap Bellcrank
Fig. 7:A:7.

Bellcrank bracket
(inboard bracket sho\vn)

AN3-7A bolt (outboard)

AN3-15A (inbo:trd)
AN3-7A b o l t /
AN365-!032A lockuuts
AN365-1032A locknut

Coreless
area

AN4-30 bolt (outboard)

AN4-34 bolt (inboard)
AN310-4 castle nut
AN460-416 washer
MS24665-140 cotter pin

Flap Actuator Pushrod Installation

Fig. 7:A:8.

1) Actuator arms 2) AN3-10A bolt

3) AN365-1032A nuts 4) AN960-10 washers
5) F34-14 rod end bearings 6) 114-28 actuator rod (I long, 1 short per side)
7) AN316-4 check nut 8) AN3-5A bolt
*Note: Pre-installed in the fast build.

Lancair International Inc., Represented byNei~a Aviation Inc., Copyright 1998, ffodmond, OR 97756
B. TROUBLE SHOOTING THE FLAPS

This section will take you through the adjustments necessary to make the flaps
operate smoothly with a minimum amount of friction. P1i.or to making adjust-
ments, apply a light coat of vaseline jelly to the flap tracks. (Vaseline jelly is
cleaner and easier to wipe off than grease).

How to determine ifthe flaps need adjusting:

1. The wings should be upside down in the cradle. The flap crossover tube must
be installed.

2. Lift the flaps to the fully extended position. Let go of the flaps and they
should fully retract. Note: Ifthe flaps are hitting the cradles, lift the wings a little
out of the cradles.
Ifthe flaps retract, don't start adjusting (you don't need to fix them if they aren't
broken!).

Bellcrank/Rod, Proper Alignment

Fig. 7:B: 1.

LEADING ll'lN
EDGE N

REAR
SPAR

DELLCRANK ACTUATOR
ARM IN THE HALFWAY DELI.CRANK
EXTENDED POSITION

NOTE IFTHEBELLCRANK FLAP

PLACEMENT IS INCORRECT, ACTUATORASSEMBLY CROSSOVER
IT WILL HAVE TO DE TIJBE
REPOSITIONED

FLAP
TRACK

ACTUATOR RIB

VCA/AJVFB 17-13l 1_C_h~ap,_t_:e_r_7_ __,_R_E_V_.__A_Nl_/_4-_0_5--'9-'-8--~:-!1

L.::.._j FB FLAPS
Lancair International Inc., Rejll'(!Sentcd by N(lico Aviation Inc., Copyright 9 1998, ffodmond, OR f!i756
 Bellcrank Crossover Arm T roubleshnoting
Fig. 7:B:2. ~

0
:1
- r:::l
~
~~

I~~B
"
~~
ooO
00 E-4
; o...;i
i:i:: f:j
o~
~~
o~
:j~
~o
;: ~ E-4

)_J

Chapter 7 I REV. ANl /4-05-98 K7<

FBFLAPS P<
Laneair Jnternaticmal Inc., Repl'esented by Neico Avint.ion Inc., Copyright 1998, ffo<lmond, OR 97756
 Flap Track Check
Fig. 7:B:3.

The rollers should start over

the hump at the same time

Outbd flap track

If the flaps aie binding, start by observing the geometry.

L In the halfway position the bellcrank actuator arm should be parallel to the
aft spar (Fig. 7:B: 1).

2. The two bellcrank crossover arms should be parallel (Fig. 7:B:2).

3. The rollers should start over the "hump" of the inbd and outbd flap tracks
at the same time (Fig. 7 :B: 3). If necessary, adjust the pushrods to meet the above
conditions.

Normally, as theflapsreachfullextension, the differential movement will tend to

tighten up the rollers, particularly on the inboard tracks. This is normal and is
worth the benefits of attaining the differential travel. When fully lubricated, it
should cause no problems during operation.

I'm sure you could come up with all sorts of problems in the flap system ifyou really
tried. Just remember this; Use you analvtical skills. Stare at the flap mechanism
and know howitworks and what will affect its proper operation. There's no mystery
about the fully slotted Fowler flap system except it's intimidating name.

Once you have everything working, check that you have adequate threads in all
rod ends. Tighten all check nuts. Apply torque seal- indicating "Ready For
Flight".

'llll"~~IVFB ~ 1 ~C_h~ap~1_:er__7~~~R_Ev_~~A~Nl_i4_-_o5_-_o_s~--t+*-H
L..:_j FBFLAPS
Lancair International Inc., Represented by N(lica Aviation In~., Copyright 9 Hl98, lfodmond, OR 9775[)
C. TR1Ml.V1ING THE TRAILING EDGE

The wing skin T.E. has been roughly trimmed at the factory. Once you have the
flaps working properly, itis time to trim the gap exactly. You may want to lift the
wings out of the cradles for this step.

Setting the Flap Gap

Fig. 7:C: !.

FWD

J A/CUP

TONGUE DEPRESSOR
""top wing skin (~ .050")

Cl. There should be .05"between thewingT.E. and the flap skin. SandtheT.E. of the
wing straight using a long board sander.

Beveling the Trailing Edge

Fig. 7:C:2.

WING SKIN

REV. ANl /4-05-98

FBFLAPS
Lmcair International inc., Represented by Neico Aviation In~., Copyright 1998, Retlmorul, OR 97756
D. FLAP ACCESS PANELS

To gain access to the flap tracks and rollers, three access panels are cut from the
bottom wing skin (see Fig. 7:D: 1).

Flap Access Panels

Fig. 7:D:l.

outer
access
panel

mid
access
panel

inboard
access
panel

Dl. Cut the excess carbon fiber from the rear of the bottom wing skin in the flap area,
asshowninFig. 7:D:2.

REV. ANl/4-05-98
FBFLAPS
Lancair lnt<irnationnl Jno., Repttiscnted by Neico Avi at.ion Inc., Copyright ti 1998, Redmond, OR 9775()
 Cut Away Excess Wing Skin Material
Fig. 7:D:2.

Trim trailing edge

to this line

Grind to this line

D2. Place the bottom wing skin in position.

D3. The skin must be notched for the flap track. A good way to do this is to hold the flap
in the extended position. This way you can first notch the bottom wing skin for the
flap track, then clearance the notch so the flap roller plates andforwardroller bolts
can slide through the skin into the retracted position (see Fig. 7:D:3).

C..A/A JVFB f7-18l 1_C_h_a~p_te_r_7_ __.L._R_Ev_._ _AN_l_l_,1_-0_5_-9_8_ _-++-*+I

L.::..J FB FLAPS
Lancair International Inc., Represented by Neico Aviation Inc., Copyright. 9 I [!98, ffodmond. OR 9775G
 Clearance Access Panels for Flap Tracks
Fig. 7:D:3.

Cut out for

flap track

/ ~""VCA/AIVFB /~ 1_C_h~ap~t_.er__7__F-,B'-R-;-~-_P__AN=..:.:1:.:../4.::.__::_05::....::._98=----mi
8
J,aneair International !ne., ltepresentnd by Neic0Avia1.ion Inc., Copyright 9 1998, Hedmond, OR fJ775G
 Clearance for Flap Tracks
Fig. 7:D:4.

\
Cut out for roller plate
and hardware
0

0
0

D4. Measure back from the leading edge of the bottom wingslcin 32-3/4" atBL25.5 and
25-3/4" at BL 104. Connect these marks to get the spanwise cut for the access
panels. Keep this cut line at least 112" aft of the bottom wink slcin core (see Fig.
7:D:6).

Clearance Hole for Track and Roller Plates

Fig. 7:D:5.

Clearance hole for actuator

rod and arms.

. /Notch the clearance hole
Clearance hole for trnc y for actuator rod and arms.
and roller plates.

~~IVFB I 7_20 ll-"C_h~ap~t~:e~r~7~~..L_R_E_v_.~~A=..c..:Nl~/~4-~0~5-~9~8~~1+1('+1

FBFLAPS
Lancai1- International Inc., ffopr<isontod by Neico Aviation Inc., Copyright Q 1998, Redmond, OR 97750
D5. For the access panels to be installed, a hole must be groundin them for the actuator
rods. Make these holes as close to tolerance as possible, keeping in mind that the
nuts and bolts of the actuator rod should always clear the access panel by at least
1/8". Check the clearance through the full range of travel. Also recheck the
clearance of the forward flap roller bolt as it passes through the access panel.

Span wise Cut for the Access Panels

Fig. 7:D:G.

L.E. of Bottom Win

Skin Joggle

BL104

BL25.5

.,,.Ala
'1'111"g,;-J!'D6'_
JVFB f7-211 1_C_h_ap,_t_.e_r_7_ ___L_R_E_v_.__AN_l_/_4-_0_5_-9_8_ _~:-+I
~ FBFLAPS
Lancair Int.ernatianal lnc., Represented !JyNeieo Aviation Inc., Copyright 1991:1, Redmond, OR 9775(]
 Cross Section of Access Panel
Fig. 7:D:7.

Lancair lnternatiorrnl lnc., Reprm;ented by Neico Aviation fnc., CopyrightO 1\198, Redmond, OR 97756
D6. Cut along the line for 8-10" then leave 112" uncut, repeating the process down the
length of the line. Be absolutely sure that you are not cutting through the rear
spar or any other part of the wing.

D7. Now turn the bottom skin over and apply release tape along the aft side of the cut,
on the sharply curve portion of the skin.
Note: If you a.Te going to want to paint the flange so it looks professional with the
access door off, use tape of a suitable thickness to match the estimated thickness
ofthepaintyouintend to use. If you willleavetheflang~unpainted, then use thin
plastic packing tape to give you the minimum separation.

DB. Sand the area 2" forward of the cut. Clean with MC.

D9. Lay 2" wide BID centered on the cut, along the length of the flap area.

Making the Joggle

Fig. 7:D:8.

Release tape
Bottom Access door
Skin for flap track assembly

D 10. Lay the bottom wing skin back into position and retract the flaps so the laminate
will dry in colTectform. Be careful that the flap tracks don't distort your BID tapes.

Dll. When the BID tapes have cured, CAREFULLY, not cutting through the 4 BID
underneath, finish the segmented cut you made in step D6.

D12. Notice that if the notches you cut in the access panel areafor the flap tracks are
far enough forward, you will have three access panels. If the notch is low enough,
you will have one, big access panel. If you do end up with one panel, cut it at both
flap tracks to malce three panels. Three are much easier to work with than one.

Lancair International lne., Represented by Neico Aviation Inc., Copyright Q 1998, lfo<lrnond, OR 97755
 Cutting Out the Three Access Panels
Fig. 7:D:9.

C.A/A IVFB 1 7_24 I 1_C_h~ap~t_e_r_7_ _~R_E_\_'_ _A_N_l_.1_4_-0_5_-9_S_ _+t-)(-tl

FBFLAPS
Lnncuir !ntetnaticmal lnc., Tfopresent.ed by Nuico Aviation Inc., CopyrighlG 1908, ffo(!mand, OR 97756
D13. Pop off the inspection panel(s) and trim the 4 BID to attain a flat, even joggle.

D14. Before you drill the holes for the access panel screws, the joggle can be used to
adjust the gap between the flap and the wing skin.

Proper Spacing Between Flap and Access Panel

Fig. 7:D:10.

Lancair Intornational Inc., Represented by Neko Aviation In~., Copyright 1998, ffodmond, OR 9775!i
D 15. The ideal gap between flap and wing skill is about .040". This will leave enough ~
room for primer and paint. Lay 4 layers of duct tape along the leading edge of the
flap to simulate the gap.

D16. Sand the leading edge of the access panels so that when positioned in the joggle,
they rest against the duct tape. Of course, the flap must be in the retracted
position.

D 17. When the access panels are located properly, diill #28 holes for the MS24693-S26
mounting screws. To avoid interference with flap operation, do not locate any
screw closer than 1-3/4" to the centerline of the flap track (see Fig. 7:D: 10).

D18. Install MKl000-06 nutplates at all screw locations using AN426A3-5 rivets.

D19. Countersink the screw holes in the access panels.

D20. Mark where the access panels meet the top of the wing skin. Remove the access
panels.

D21. Sand the ru:eas 1" in front of and behilld the line to the top wing skin trailing edge.

D22. Clean with MC.

Al#'BAlil!!lIVFB 17-26 I1--=-Ch::.::a2p:..:.te::..:rc._7:...__ _Jl_R_E_v_._::..:AN::..:..::!_:_/4:_-0::..:5:_-9:..:8:___-H'>o<*l-I

1111'~~~ FB FLAPS 1--"<
Lancail' International [nc., Represented by Neico Aviat.lon Inc., Copyright 199H, Redmond, OR 97i5[)
 Locations of Access Panel Screws
Fig. 7:D:ll.

Lancair Int(ll'llUtional Inc., R(lp!'(!Snntnd by Ncko Aviation Inc., Copyri!,!ht. 0 19!!8, Redmond, OR 97756
D23. Apply 2" wide strips of release tape to the inside and outside su1faces of the access -.;;,
panels. Apply the tape only to the aft side of the panels (see Fig. 7:D:l2).

D24. Mix a thick batch of micro and apply a buildup on the top wing skin so that when
the access panels are screwed in place they will leave a contour in the micro (see
Fig. 7:D:l2).

D25. With the access panels screwed in position, lay a 2 BID flange along the trailing
edge of the top wing skin overlapping the access panel about 3/4" (see Fig. 7:D: 12).

D26. After the micro and2 BID flange have cured, remove the access panel and trim the
flange straight.

D27. To keep the airflow smooth, apply micro over the 2 BID so the flange willfair nicely
into the trailing edge.

D28. You can also grind down the micro buildup so there's just enough to support the
aft edge of the access panels.

D29. Only one more release to go. Cover the 2 BID flange with thin plastic release tape
and sand the access panels just ahead of the flange. Clean with MC.

D30. With the access panels screwed into position, spread micro onto the access panel
so there will be a smooth transition from the panel, over the 2 BID flange, and off
the trailing edge. There's no top secret shape for this curve, just a smooth
transition. A good method for getting a clean separation line is to use a small
pocket knife. Spread on micro, run the pocket knife blade (or tongue depressor)
along edge. The micro will tend to roll up a bit along the line- that's OK., leave it
since it will sand flat very easily (see Fig. 7:D: 11).

Note: Some additional trimming will be required in the next section to clearance
the panels for the actuator rod.

C'AfA IVFB ~ 1-=.C:.:.ha::op:..:t:..:er'-7'---_F_j~-r~_ELAP_v_.__.:..:A::..:..::Nl.:.../4:....-0:..:5:....-9:..:8'----H~*l-I

Larw.-iir Jnterm1tionnl !no., Represented by Noico Aviation Inc., CopyrightO 1998, Redmom!, OR 9775G
8
 Clean Separation Using Knife Blade
Fig. 7:D:12.

TWIST OR ROTATE THE

BLADE SIDEWAYS JUST
A LITTLE TO VARY THE
WIDTH OF THE SLOT
PRODUCED.

-VCA;Je IVFB f7:291 1_Ch_a~p_t.e_r_7_--::::1~R=E~V~.::-::c::..:A=-Nc::l.:_/4:...-0::..:5::..:-9::..:8:___.fi'x-J*li

L.::.::_j FE FLAPS )ZS(
Lancilir Intornational Inc., Reprnsentl!d by Neico Avia!ion lnc., Copyright. G 1998, Redmond, OR 9775G
 Micro Buildup and 2 BID Flange
Fig. 7:D:13.

"'- "
Ul

"" """
"~ "
Ul "
... "
<l ~

" ""
I~1/'CA/A JVFB I~ _C_h_a.....p_te=-r_7_ _ F--'B-~-~_v_._ _:.:A=-N'-"l'-/4=--0:..:5=--9:..:8=---+B<H-I
8
Lancair Inh>rmit.ional Inc., Rcprescnt!ld by Ncico Aviation Inc., Copyright 0 I !Hl8, 11'.edmond, OR 97756
 Release the Flap Track Brackets
Fig. 7:D: 14.

Epoxy/flox release
Lower wing skin
/ ~Joggle for flap access panel
~ ..-- I layer duct tape
------::::=;:::::::::~~~

Rear spar --~

0

Flap track

Premolded flap
track attachments

In the previous chapter you checked the fit of the lower wing skin to the rest of wing
structure. Before closing the wings you should also release the premolded flap
track attachments.

Apply 1 Layer of duct tape to the lower wing skin in the areas of the premolded
flap track attachments.

Thoroughly sand all bonding surfaces with 40 grit. Apply a thin coat of epoxy
to the flap track attachment.

Apply an epoxy/flox mixture to the flap track attachments. Positon the wing
in the cradles and weight down as necessary.

Lancair International Inc., Repre.:wnted by Neico Aviation Inc., Copyii[:htO 1\HIB, ffotlmond, OR 97756
E. INBOARD SUPPORT RIB
This rib will support both the flap access panel and the top skin in the aft area of
the wing walk.

El. Cut the rib outofl/4", 2PPSfiberglassprepreg. Fittherib atBL27.5, outboard

of the first access pan el screw.

E2. Sand the area of the top wing skin and rear spar where the support rib will be
instilled. Also sand the rib itself.

E3. Clean all areas with MC.

E4. Remove the standard l/8"-1/4" core around the rib.

E5. Bond the rib into position with micro.

E6. Secure the rib with 2"wide, 1 BID strips to the rear spar and top wing skin. On the
right wing, you'll have to cut the BID m:ound the bellcrank bracket. If you don't
have room to get l" overlap onto the rear spar, just get as much overlap area as
possible.

E7. The areas where the rib will contact the bottom wing skin and the access panel
should be trimmed back so you can do a micro fit in these locations.

ES. Apply release tape to the bottom wing skin and access pan el in the support rib area.

E9. Build up micro in the support rib troughs and place the bottom wing skin and
access panel in position.

E 10. After cure, remove the bottom wing skin and sand off excess micro from the support
rib in the fillet area. The rib will be secured to the bottom wing skin after the wing
is closed out.

Ell. Grind a hole in the support rib for the flap pushrod to run through (see Fig.

1/'CAJ'A IVFB f?-321 1_C_ha_,p_t_er_7_ _ _1,_R_E_v_.__AN_l_i,_l-_05_.:..98'----tl~:-rnl

L...::.::_j FBFLAPS /~,
Lancair !ntl.ll'llational Inc., Represented by Neico Aviation Inc,, Copyright 1998, Hedmond, OH 97756
 7:E: l:b). The hole may require additional clearancing in the next section when
you install theinboardflap pushrods. Refer to full size pattern 7:E: l:a, and make
a full size pattern with the hole shown.

Full Size Pattern of Support Rib Showing Pushrod Hole

Fig. 7:E:l:a.

'lf>AIB
.-ci;,-.111111"-".
IVFB 17-3S1 1_::C:.::h::::a.!'..pt::::ec:.r...:7_ __J_R_E_v_._
L..:_j FBFLAPS
_.:.AN.::::.:.;l::.:l_.:.'1_.:.0::::5..::-9::::8_ _1-B<H-

Lancair !ntllrnatiorml Inc., ffoprcsnnted by Neka Avintion Inc., Copyri~ht 0 \[HJ8, Redmond, OR 97750
 Inboard Support Rib
Fig. 7:E: l:b.

z~
r"'1 ~
~~
~ r"'1 ~
~
;i:i 00

~~
r"'1

~
00
:;;:i
i:i.. ~...:l
~~
r"'1

~ Oi;i..
rx: 00 3
~~
00
~
~~
s
;i:i

""

~l,/ff"Jb411:11IVFB
. ~~A11111"~......-u'8'.
jl7-341 Chapter 7 REV. ANl/4-05-98
I L.::_:_j l--'-----F"--BF_LA_P_S____.....:..:-=-=--t+*l1
'-----------------"----"
Lancait Intei-national Inc., Represented by Neico Avia1ion Inc., Copyiight Q 1998, Redmond, OR !17750
F. BODY WORKING FLAPS
Finally the flaps require some body work. The inboard and outboard ends will be
trimmed and body worked. Also the area around the flap track brackets is body
worked.

Body Working Flaps- Inbd End.

Fig. 7:F:l.

Trim the inboard

edge flush to BL 25.5

BL25.5 cradle, inbd face.

Bodywork the inbd---; Lower flap skin

edge of the flap with
epoxy/micro Inbd rib

Upper flap skin

'

REV. ANl /4-05-98

FBFLAPS
Lancair internatiorwl Inc., Heprcisentod hyNaica Aviution Ino., Copyright 1998, lfo<lmond, OR 97756
Fl. Trim the inboard end of the flaps flush with BL25.5. Use the inboard face of the ~
BL25.5 cradle (be sure the wing is positioned correctly). Fill the inboard end as
necessary.

Body Working Flaps- Outbd End

Fig. 7:F:2.

Top View

Flap
~\ Aileron

BL 104

Outbd flap ---i>+

Aileron
rib

Bodywork the outbd

--------------~
edge of the flaps with
epoxy/micro

F2. Trim the outboard edge of flaps. Note that the angle of the outboard edge of the
flaps isperpendiculaJ: to the leading edge ofthe flaps in order to finalize the fit. The
aileron must be installed.
Move the flaps and ailerons up and down. No combination of flap/aileron deflec-
tions should produce less than .1" gap between the two. Check this and trim as
necessary (Note: It may be necessary to trim the inboard end of the ailerons).
Finish the inboard end of the aileron in a similai fashion.

~1'5AIL:JlIVFB 117-361
C>'?;--'f.v..1111111_..~....,,,,~
Chapter 7 I REV. _
L.::::_j l-~----F~,B~F_LA_P_S ANl/4-05-98 x,,
_ _ _ _ _-r)O'l*TI\
I '------------------'----'
Lancair International 111c., ffoprC!sentcd by Nciro Aviation Inc., Copyright 1998, Hedmond, OH 97756
 Body Working Flaps Around Access Panels
Fig. 7:F:3.

Flap track bracket

.05" ----.JI-- /Micro
gap II

Flap s k i n /
SECTION AA
Pocket

F3. Body work the area: around the flap track brackets. We suggest clear taping the
flap track brackets.

A/A. IVFB G:371 1_C_h_,ap'-t_e_r_7_ __._R_E_v._ _AN_l_i4__0.c.5-..:.9..:.8_ _~:-TI

~ FBFLAPS
Laucafr lnt.ernalional lnc., IfoprtistJnte(l by Neico Aviation ln~., Copyri!dit 1998, Redmonil, Olt 9775G
G. WHAT TO CHECK
~
1. Check that the flaps are vented. Theres hould be 4 small holes 1/8" inside the
flap track pockets: 2 on each side, 1 forward and 1 aft of the spar.
2. Check that all rod ends have sufficien t thread. All check nuts should be
tightened.
3. Torque the bolts securing the flap track brackets.

Chapter 7 I REV. ANl/4-05-98 )a

FBFLAPS p
Laneair International Inc,, R(!present!.!d by Neico Aviation lne., Copyrig!Lt. G 1998, Redmnnd, OR 9775G
 CHAPTER 8
FAST-BUILD
AILERONS
REVISIONS
From time to time, revisions to this assembly manual may be deemed necessary.
When such revisions are made, immediately replace all outdated pages with the
revised pages. Discard the out dated pages. Note that on the lower right corner of
each page is a "revision date". Initial printings will have the number "0" printed and
the printing date. All subsequent revisions will have the revision number followed
by the date of that revision. When such revisions are made, a "table of revisions" page
will also be issued. This page (or pages) should be inserted in front of the opening page
(this page) of each affected chapter. A new "table of revisions" page will accompany
any revision made to a chapter.

ARROWS
Most drawings will have arrows to show which direction the parts are facing, unless
the drawing itself makes that very obvious. "AlC UP" refers to the direction that
would be up if the part were installed in a plane sitting in the upright position. In most
cases the part shown will be oriented in the same position as the part itself will be
placed during that assembly step. However, time goes on and changes are made, so
careful attention should he paid to the orientation arrows .

.4.IA"flA IJO
Vl!l'f!W.Flll~
IVFB 18-11 1_::C::.:h:::ap"-t==:e::.:r_::8:___
L_j
_Jl_R_E_v_._..:;A.:::..:._Nl::.:i..::4_::-D:::5...:-9::.:8:___w)n<~
FE AILERONS XX
Larwair Int ernlltional Inc., !fopre~ented by Neico Aviation Inc., Copyright 0 1998, Rednmnd, OR !1775G
CONTENTS ._
1. INTRODUCTION
2. SPECIAL PARTS, TOOLS, AND SUPP LIES LIST
A. PARTS
B. TOOLS
C. SUPPLIES
3. CONSTRUCTION PROCEDURE
A. WING JIG MODIFICATIONS FOR AILERO NS
B. INSTALLING ROLL TRIM SYSTEM
C. BELLCRANK INSPECTION PANEL
D. BALANCING AILERONS
E. REFERENCE SECTION
F. FINAL TRIMMING AND BODYWORI{

Chapter 8 I REV. ANl /4-05-98 '>v(

FE AILERONS P\
Lancail' International Inc., Represented by Neico Aviation Inc., Copyl'ighl G 199l:!, Redmond, OR 9775G
1. INTRODUCTION
This chapter applies to the new LN fast build wing kit. The ailerons are prebuilt
and closed at the factory. The remaining items to be completed are: Trim tab
installation, counterweight installation, and bodywork.

The Lanciar N uses a MAC 89 servo for electric roll trim. 'I'he roll trim servo is
providedin the kit and is installedinside the aileron. Yes, theinstallationis tight,
but the positive roll trim control is worth the extra effort during construction.

The aileron counterweghts are totally enclosed in the wing, causing no airflow
disruption when the ailerons aie deflected. This method of counterweighting is
obviously very aerodynamic, but again, care must be taken du1'ing construction
because of the tight quarters in which you have to work.

The 1/4" thick, blunt trailing edge of the ailerons should be kept that way, blunt.
This is an aerodynainic feature meant to increase roll response and lighten stick
forces.

All drawings in the chapter show the left aileron. The right aileron is identical
except for the lack of a trim servo.

Chapter 8 IREV. A.Nl/4-05-98 'rd,

FBAILERONS )C\
Lancair InternaLional Jne., Represent.ed by Neico Aviation Inc., Copyright HJ98, Redmond, OR 97756
 Ailerons, Exploded View
Fig. S:I: 1.

G) Outbd hinge assembly

@ Middle hinge assembly
@ Inbd. hinge assembly
@ Aileron bellcrank assembly
@ Trim tab assembly
@ Counterweights

'

"1>AIJl!JbJVFB 18.41 Chapter 8 REV. ANl/4-05-98

'llf'~f1ll"- L....:__j FE AILERONS
Lancair lnt.crnational Inc,, ffoprescntcd by Ne!coAvialion Inc., Copyrir:ht 1998, lfotlmond, OR 97756
A. WING JIG MODIFICATIONS FOR AIERONS

In order to swing the ailerons while in the wing jig, it is necessary to remove a
portion of the three outboard cradles.

Wing Jig Mods for Aileron Construction

Fig. 8:A:l.

Lancair Jnternntional Inc., Represented by Neica Avintion Inc., Copyright Cl 1!198, Rudmand, OR 97750
Al. The first modification of the wing jig is cutting out square areas in the BL 104, BL
147, and BLl 71 jig cradles so the aileron can be swung through its full range of
travellater in construction. Draw reference lines on the three cradles as shown in
Fig. 8:A:2. Do not make any cuts yet.

Aligning Reinforcement Plates on Cradles

Fig. S:A:2.

A2. Center the two aluminum reinforcement plates on the bottom reference line. Drill
four #12 holes through each reinforcement plate and jig cradle as shown in Fig.
8:B:2.

~~IVFB ~ 1 ~c_h_ap~t_.e_r_s~~-'--R_E_v_~-AN~l_t_4-_0_5-_9_s~---i~cl1
L__j FBAILERONS
Lmcair International Inc., Represented by Nei~o Aviation Inc., Copyright IQ 1998, ffodmond, OR 97756
A3. Now you can use the reference lines to carefully cut out the aileron sections from
the cradles.

Installing Reinforcement Plates and Finishing Cut

Fig. 8:A:3.

Topwingsk~

Carefully cut out the aileron

sections of the jig. This will allow
you to check the aileron travel later
in construction.

Nate: Remove the angle iron supports from the trailing edge.

A4. Secure the reinforcement plates to the jig cradles with AN3-10A bolts, AN960- l 0
washers, andAN365-1032 locknuts.

A5. Reinstall the aileron sections of the cradles by bolting them to the reinforcement
plates. The jig cradles should have the exact same contour as before you cut out
the sections.

Lancair lutc1naUor1n\ Inc., Reprcs!lnted by N~ico Aviation Inc., Copyri~ht 0 1998, Hmlmond, OR 97750
B. INSTALLING THE ROLL TRIM SYSTEM

The MAC S9 elect1'ic servo is installed in the left aileron for roll trim control. The
servo is connected to a simple, extruded hinge ti'im tab that is bonded into the
trailing edge of the aileron.

Electric Roll Trim System

Fig. S:B: 1.

(Aileron shown right side up) Extruded hinge trim tab

r====~~~~~

MAC 89 trim servo

This method of roll trim is more simple than and just as reliable as a cable/pulley/
sp1'ing system and it weighs much less.

REV. ANI/4-05-98
FBAlLERONS
Laneair International Inc., Representt:!d by Neico Aviation Inc., Copyright g 1998, Redmond, OII 97756
 Servo Installation
Fig. 8:B:2.

,o - Upper aileron skin

' ).
o.

L

Lower aileron
skin

} !
MS24693-S28 MAC 89 servo
screw (4 places)

Bl. Install the servo motor as shown in Fig. 8:B:2.

B2. The trim tab is cut from the extruded hinge material supplied in the kit. Cut an
8" length of hinge as shown in Fig. 8:B:3.

B3. Drill numerous 3/16" dia. holes in one half of the tri.m tab hinge. These holes will
strengthen the mechanical bond when the hinge is potted into the aileron T.E ..

B4. To retain the hinge pin, drill a #5 7 hole through each end of the forward hinge half
(the half that will be bonded into the aileron T.E.). Shorten the hinge pin just
enough so you can thread .040" safety wire through each hole. When the wire
pieces are twisted and clipped, they will retain the hinge pin and make it
removable for later maintenance .

..ll!l!..IA?'BAIDJVFB rs:9I Chapter 8 REV. ANlM-05-98

1111'~4'. L_:___j FBAILERONS
Lancait h1ternational lne., Repnisented by Neico A~iution Inc., Copyright~ I !Hl8, fledmontl, OR !J775G
 Extruded Hinge Trim Tab
Fig. 8:B:3.

Hinge pin~ Fwd half of extruded hinge is drilled

with 3/16'' D. holes to assist in bonding
o0 o0 o 0 o0 o.o o o 0 o
0 0 0 <.) 0 0
o~o.,'~.o
'j r..:_, (1 G
o

Mt half of hinge is used as the trim tab

...
, .._ _ _ _ _ _ _ _ 8" -----------------lill>I
- - - This is the fwd hinge
411-"'--- half, the half that is
@ @ bonded into the
aileron T.E.
g

Drill a #57 hole through each e n d /

of the fwd hinge half for safety wire.
The wires will secure the hinge pin. ~

~~:::::::i___l?

1f'CA/A IVFB ~ 1_C_ha-'p_te_r_8_=-""-=RE'."::v_._"'.'-AN.::.:.:l:.:.1'.:..1.:..05:.:.-9::.:8::___1-f1t+I

~ FBAILERONS
Luncnir Interm1tionul Inc., Represented byNeico Avi11tion Inc., Copyright Q 1998, Redmond, OR 97756
 B5. With40 grit, sand thehalfofthetrim tabhingewhichyouhavejustchilled. Clean
this half with MC.

BG. Rout out the core of the top aileron skin where the trim tab hinge will be mounted.
You'll notice that the core of the aileron is not the standardN omex honeycomb, but
a foam-like Divinicell. Clean the routed area with MC.

B 7. Use epoxy/fl.ox to bond the trim tab hinge into the top aileron skin T.E. Be sure not
to P-et fl.ox into the hinge pin area.

Bonding the Trim Tab Hinge Into the Aileron T.E.

Fig8:B:4.

Trim tab hinge. Be NOTE: Remember the arrows! This

drawing is showing the aileron skin
careful not to foul the
hinge with excess flox. as it sits IN THE WING JIG!

Left aileron skin

Use epoxy/flox to bond the trim

Trough out 1/8" Divinycell core in tab hinge into the T.E. of the aileron
the area where the hinge is
bonded in

Left aileron skin

A/Cup

~Jf.l!f"liA 1a JVFB Irs.ill 1--=cl::.:ia""p::::te::...r.::.s_ _,_R_Ev_._....::AN.::..:..::1"--;4:...c.o::.:::5....::.9:.:::s_-+'*11

I ~Alll"lll"'C,,-llrl.I'-
. L...:..:_j . FBAILERONS
Lancair Internntional Inc., Represrmted by Neico Aviation Inc., Copyright 91!198, ffodmontl, Oft 977.'iG
BS. The trim tab should be positioned on the bottom surface of the trim tab hinge in
line with the threaded servo shaft (this position will also be perpendicular to the
aileron T.E.). Use AN426AD3-5 rivets to secure the trim tab arm to the trim tab
as shown in Fig. 8:B:5.

Securing the Trim Tab Arm to The Tab

Fig. 8:B:5.

Trim tab arm

TT-01

Extruded
hinge

Extruded hinge AN426AD3-5 rivets

Trim tab
arm

Fwd. half of the hinge is

already into aileron T.E.

G
G G

Lrmcair International inc., Ifopresonted byNeico Aviation Inc., Copyright G 1998, Redmond, OR 97750
B9. Grind a pushrod transit hole into the bottom aileron skin. The exact location of
this hole may be hard to find because the bottom aileron skin has not been bonded
in place. It is probably best to hold off on connecting the aileron servo to the tab
until the aileron has been closed out.

BIO. Connect the trim tab arm totheservousingthepushrodhardwareprovidedin the

MAC servo box.

Connecting the Trim Tab to the Servo

Fig. 8:B:6.

__Jup

Fwd

Pushrod transit hole will be oblong

to accomodate the fore/aft
movement of the pushrod

1 - Servo output shaft

2 .. Lock washer
3 Nut
4 - Clevis
5 - Screw (2-56)
6 Star washer (256)
7 - Nut (2-56)
8 ~ Brass bushiag
9 ~ Aluminum coupling
B
A. Screw (2-56)
B .. Trim tab actuator arm
C Thin washer (2-56)
D - Thick washer (2-56)
E - Clevis
F - Brass bushing (double stepped)
G - Locknut (2-56)

La11cair lntcnrntional Inc., Rcprl!suntud by Nuico Aviation Inc., Copyright 1908, lfodmond. OR 9771J6
 Filling T.E. Joggle with Epoxy/flox
Fig. 8:B:7.

Rout out 3/811 of core

material end fill trough
with epoxy/flox.

Bottom aileron skin

Hysol/flox bonding
top and bottom
aileron halves
together at T.E. ------t~==~~Ia:z;;~~

Top aileron sldn

Bottom aileron skin

Top aileron skin

Fill T.E. area where
core stops with epoxy/
flox.

B 1 L The two wires for the trim servo are routed forward through the aileron leading
edge. Add wire and connectors as necessary (they are not included in the kit) to
extend these wires out to the wing tip area. Here the wires will be routed into the
cockpit through the plastic electrical tube in the leading edge of the wing.

'1f"~~IVFB rs.;:-:!l 1 ~c_h~ap~t_er~s~~-'---R_E_v~~A_N._1_14_-~o~5-~9~8~--1~cJ-1

L..:..J FE AILERONS
Lancair International lne., ffopresentnd hyNeico Aviation Inc., Copyright 0 l!HlB, Redmond, OR 97i5!l
B 12. Grind out a 114-3/8" deep trough in the T.E. of both top and bottom ailernn skins. W
These trnughs will be filled with epoxy/flax to complete the bond between the two
skins.

B13. Paint a thincoatofepoxyintotheT.E. trnughyoujustformed. The epoxy will help

the fl.ox bond better.

B14. Fill the T.E.'s of the top and bottom aileron skins with a thick epoxyfloxmixture.
UsP a tongue depressor to tamp the fl.ox down into the troughs.

B 15. After the fl.ox has cured, carefully sanditflush with the aileron T.E. The thiclrness
of the ailernn T.E. should be a constant 1/4" (+/- 1/16").

t;9.A/A JVFB f8-15l 1_C_h_a~p_te_r_S_ _~l_R_E_v_.__A_N_l_i4_-0_5_-9_8_ _ H'X?(*-11

L::...:.=-i FE AILERONS ~
Lancair Intcrnatjonal In~., Rcprnsi>ntcd by Neico Aviation Inc., Copyright Ii) 1998, Redmond, OR 9775!3
C. BELLCRANKINSPECTION PANEL

There is a glass to glass area molded into the bottom wing skin for an inspection
panel. The only regulating factors on the size of the inspection panel are the size
of the glass to glass area and the proximity of the rib and fuel bay cap strips.

Inspection Panel Area on Bottom Wing Skin

Fig. 8:C:l.

Inspection pane

/
/'
',
/
'' '
/
',, _______
/
...., /

outside skin

"'-BL104

Rear spar

Lancair lntermitiona! Inc., ffoprnsont.od by Neico Avi at.ion Inc., Copyright 19 1998, lfodmond, Ofl 97756
 Inspection Panel Area on Bottom Wing Skin
Fig. 8:C:2.

I
Ql

....::I ~
<:J
"'<:J
flJ
\
\
\ f s.ci ....
"d
Ql
Ql

\
\
\
\ "'<!' =~
Ill

!
\ \
\ \
\
\ \ Ql
\
\
\
Cl.l
\
\ \
\
'\
' \
' '\ ;;=
ss "'
\
'\ '--, bl!

~~

~~~IVFB ~ 1-=c=h=ap~1~:e~r~s~~_J_R_E_v_.~~AN=-.:..:1~~~1-~0~5-~9~8~--11-B(-+1
~ FBAILERONS
Lancait ln!.el'national Inc., Represented by Neico Aviation Inc., CopyrightD 19!)8, lfodmond, OH 97750
Cl. Place the bottom wing skin in position and carefully mark where the BL 114rib ~
capstrip, rear spar, and the aft fuel bay web capstrip are located. Remove the
bottom skin again and check that these cap strips do not lay onto the glass to glass
area. If they do, you can trim up to 114" off the capstrips.

C2. Mark the outline of the inspection panel on the inside surface of the bottom wing
skin. Cut through the line leaving just enough uncut to hold thepanelinposition,
2" cut for every 114" unut should do fine. Keep in mind that the piece you cut out
of the wing will be your panel, so make a nice cut.

NOTE: The process of cutting out and making a flange for this aileron
bellcrank access panel is the same process used to make the trim tab servo
inspection panel in the elevator and the flap bellcrank access panels.

C3. Sand the l" area surrounding the inspection panel and clean with MC.

C4. Cover the inspection panel with plastic release tape.

C5. Lay a 4 BID flange around the inspection panel. The BID tapes should overlap the
panel by 112" and the wing skin by l".

C6. After cure, carefully cut through the remaming carbon fiber so the inspection
panel can be popped free.

C7. Sand the eges of the panel straight and smooth out the radius in the corners. Also
trim the flange straight and smooth out the edges and radii.

CS. Place the inspection panel in position and drill through the panel and the flange
for the MS24693-S26 mounting screws where indicated in Fig. 8:C:3.

Chapter 8 I REV. ANI /4-05-98 'Kl

FE AILERONS P
Lancair lnternatiorrnl lnc., ffopresent(ld by Neico Aviation Inc., Copyright Q t 998, Redmond, OR !17756
 Location of Access Panel Screws
Fig. S:C:3.

/ l\IS21694-S5
4BID / scre\V
inspection
panel flange
1J /=eftion
~ Rivets,AN426A3-5

.'
![3000-08
dc:S~--\\
0

.o

o. .o
Nutplate KI000-08,
IGJ000-08

C9. Install Kl000-08 and K3000-08 nutplates for the inspection panel mounting
screws. Use AN426A3-5 rivets to secure the nutplates in position.

ClO. Countersink the inspection panel for the MS24694-S5 screws.

Cll. If the width of the inspection panel cut is more than you desire, you should do
another release to fill it up. Apply release tape around the edges of the access
panel. Screw the access panel back in position and cover the screws with release
tape.

Second Release to Fill Excess Width

Fig. S:C:4.

Micro to fill Bottom

Release tape in cut area wingsk.in
on inspection
panel

Inspection
panel 4BID
flange

Kl000-08, or
K3000-08 nutplate
mounting screw
MS24694-S5

Cl2. Fill the gap with micro and allow to cure.

Cl3. After cure, sand the micro flush to the access panel. Remove the panel. Now the
gap is too close for primer and paint, but a careful sanding of the panel will take
care of this.

~l.Jf"fi>.a1a IVFB 1rs:-;;l 1--=-Ch=ap..:.:te::::.r-'8_ __,__RE_\_'_..:.A::::.N.c::lc.../'=--1-0:::.::5:...-9:.:8:___,f+*-ti

.I ~"\r_..1111'1~
2
.L.::....:..::__ FBAILERONS
Lnncuir International Inc .. Rcprc;;entetl by Ncico Aviation Inc_, Copyright 1) 1998, lfodnwnd. OH 97756
D. BALANCING THE AILERONS

Like the elevators, the ailerons are 100 percent mass balanced with lead weights.
Since there is no counterweight arm to mount the lead in, premoldedlead weights
are bonded to the L.E. flange of the aileron. These weights areprovidedin the kit.
This counterweight system has no drag penalty and is simple to build. The left
aileron will typically require a little more weight as it contains the roll trim system.

Balancing the Aileron

Fig. S:D:l.

Lead
weights

~~A IVFB , 8. 20 I Chapter 8 REV. ANI /4-05-98

FE AILERONS
Laneai!' lnt.C!rnational Inc., Represented by Neico Aviation Inc., Copyright Cl 1998, Redmond, OR 97756
Dl. Trim the aileronL.E. flange tol-1/4" wide b etween BL 104 and the center aileron
hinge. At the center hinge, the flange width should start decreasing, going down ~
to 5/8" at the tip. Use a long board sander t o sand it nice and straight.

Trimming L.E. F lange

Fig. 8:D:2.

~
~
::i
0

Chapter 8 I REV.ANl/4-05-98 K-1.

FBAILERONS ><-'<.
Lancair international Inc., Represented by Neico Aviation Inc., Copyri[!ht 1998, Redmond, OR 97756
 Trimming the L. E. Flange
Fig. 8:D:2:a

D2.. Suspend the aileron with safety wire by inserting the hinge bolts into the aileron
hinges and threading the wire around the bolts. Attach the three wires to a
straight board (or a length of steel or angle iron so the aileron hangs level
underneath. Support the straight board at each end with sawhorses. It is
important that the aileron hang level for proper balancing, and be top skin UP.

I~'V'C.A/A JVFB I~ FB_l'-;-:-;-R-O_N_~_l_/4_-_05'--'-98'----+~1*7-1

l-'-C_ha_,p-'t-'-er_S__
Lane air International Inc., Re1ires1mted by Neico Aviation Ino., Copyright, 9 1998, Redmond, OR 97756
D3. Youhave been supplied with two aileron counterweights per side. Cut the inboard
one in two as shown in Fig. 8:D:2:a.

Suspending the Aileron for Balancing

l:;'ig. 8:D:3.

A/CUP
Safety wire

Please note that the aileron must be

right side up for proper balancing.
FWD
Lead
counter- Top aileron skin
weights

D4. Position the lead weights on the aileron L.E. flange as shown in Fig. 8:D:4. This
will require cutting a couple of the weights. Be sure to position the weights as far
forward on the L.E. flange as possible to take advantage of the moment arm. Use
instant glue to secure the weights to the flange.

A!llDAIJt!JlIVFB 18.231 Chapter 8 REV. ANl/4-05-98

W~..l".llLllr"'- ~ FBAILERONS
Lancair luternat.ional Inc., Represented by Neico Aviation Inc., Copyl'ight 1998, Redmond, OR 97756
 Suspending the Aileron For Balancing
Fig. 8:D:3:a

~l.Jl?'mAIJOJVFB 118.241
~-'L-..o1111.,._;;uv~
Chapter 8 REV.
L...::-.:_J i-~---F-B~AI-LE- ANl/4-05-DS
I _R_O_N_S------H*TI
'---------------------"--'
Lanc11ir International Inc., Reprnsented by Neico Aviation Inc., CopyrighlO 1998, Redmond, OR 97756
 Initial Positioning of Lead Weights
Fig. 8:D:4.

Inbd counterweight
PIN 2-130056
/

Position the lead weights

so they don't interfere
with full aileron travel

D5. The aileron should be overbalanced so the trailing edge is about 1/2" higher than
level. This will allow for the added weight of primer and paint. After you have
finished the aileron, you can do a final balance by drilling holes through the flange
and lead weights. The aileron must not be underblalanced.

'l'JbAIJl!JbIVFB
1111"1111"..,...,8'.
~ Chapter 8
c.::_j
REV. ANl/4-05-98
FE AILERONS
Lancair Internntional Inc., Represented by Neico Aviation Inc,, Copyright 19!JB, Rndmond, OR 97756
 Balancing the Ailerons
Fig. S:D:5.

Use instant glue to test counterw-eigll.t positions

and to hold the lead for glassing

2 BID securing le.a_d counter\veigl1ts

to aileron L.E. flange

D6. When satisfied that you have enough lead attached to the L.E. flange, use instant
glue to temporarily hold the lead in position, then install the aileron on the wing.
Rotate the aileron through it's travel range and check that the lead counter-
weights do not strike the inside of the top wing skin before the aileron has reached
its full travel. Lay the bottom wing skin in position and again check the aileron
for freedom throughout its travel range. Sand or file a radius on the lead weights
or aileron L.E. flange if either interferes with the aileron's travel limits.

Checking For Counterweight Clearance

Fig. 8:D:6.

Bottom wing skin Check for clearance between

\
counterweight and wing skin
at 20 aileron travel limit.

------:J ------- 14

I
Top wing skin
Check for clearance between
counterweight and wing skin
at 14 aileron travel limit.

A/Cup

AIAl'S.IJIL!lIVFB
11111""'..dl""'lfl'-"-
18-261 Chapter 8 REV. ANl/4-05-98
c...::.::..Jl~---'~~~FB~AI'---L-E_R_O_N_S~~-'-'---'-'--~-1-~

Laucair Int.ernational Inc., Represented by NeimAvialion Inc., CopyrightO 1998, Redmond, OI-l 97756
D7. Secure the lead counterweights to the aileron L.E. flange with flax and 2 BID. ~
Remove the counterweights, pile epoxy/flax onto the flange and sink the
conterweights into the flax. Let cure, and again check for clearance. Extend the
2 BID for a distance of 1" onto the surface of the top and bottom aileron skins. Refer
to Fig. S:D:7.

WARNING: Be sure you have sanded and cleanded the surfaces you are
bonding to. Failure of the counterweights (falling off!) could be extremely
dc>ngerous.

Securing Counterweights to the Flange

Fig. S:D:7.

Use instant glue to test counterweight positions

and to hold the lead for glassing

1
I

2 BID securing lead counterweights

to aileron L.E. flange

1fC..A/A IVFB 1s:27l 1_:::C::.:ha~p::.:t:::e'c.:"B:::..__ _IL..:R_:E:__v_.-~A:::.:..::Nl:.:_14.:._.'.'.:05=....'.'.:98:::..__.J..A~?+I

L.:_j FBAILERONS
Lancair lnt<irnation.al Inc., Ropr<is<intc.d by Ndco Aviation Inc., Copyright 1!.l!l8, ffodmond, OR 9775U
E. REFERENCE SECTION

The components of the reference section have been pre-installed at the factory.
The following information is provided in case you should require replacement
parts.

Bellcrank Assembly
Fig. S:E: 1.

AN5-13A bolt

~
-.._,
AN3-10Abolt
(2 pies)
PIN AL201-02
Bellcrank
bracket,
lower

~
~
AN960-10 washer
(2plcs)

AN365-1032
nut, 2 pies) ~
~ PIN AL201-0l
Bellcrank
~ b~~~~~t,

AN3-5A
(4 places)
bolt~ ~
-._
AN960-516 washer

~AN365-524A
lock nut

.JILl?.l"Jlil,,,/JBA'J!!JbIVFB rs.;:g-i 1 ~c_h~ap~t_.e_r_s~~~R_E_v~~AN~1_u_-_0_5-_9_8~---t-t71:t1

W~"Jrll'- c__J FE AILERONS
Lancair Jntnrnational Inc., R(lpnisent.ed by Nni~o Aviat.ion Inc., Copyright 1998, ffodmond, OR 9775D
 Aileron Pushrods
Fig. 8:E:2.

~
~
~

~
c
.
... @!) l:l,...,,,"
r:g .a
.."'fl 'il="
d
~ :!l'. =
"' '"'<i
~ ....

I "t
-~
-~
I 0
,_
,__ ."ill
~
~~
~
' 0
~=
...a
5"" -
g
0

"i' .... "d

1l
"'.... '7 "
~~
"d

""
"d
~ ~8

~
8
.......
ab
~

Lancafr International Inc., Reprnsented by Neico Aviation Inc., Copyl'ight Ii) 1!Hl8, /fodmond, OR 97756
 Short Aileron Pu shrod
Fig. 8:E:3.
~
F34-14 Rod End Bearing
AN316-4 CheekNut

rAL-2 06-01
@ /
I
/
CU11lii1111w111J..1- - - - - iiiiiii1i1 I :~=1

Short Aileron Pushro d Installed

Fig. 8:E:4.

"'
r;--~

Chapter 8 I REV.
ANl /4-05-98 Yd
FBAILERONS r"\
Lancair lnlernational Inc., Represented by Neirn Aviation Inc., CopyrightG 1998, Redmond, OR 9775G
 Aileron Bellcrank Travel Range
Fig. 8:E:5.

- - - - - 4 5/16" ---~ Fuel web

lt------
at neutral

,- ><
, r ',
I '
'' BL114rib
'
' ''
'
''
''
'

Rear spar

Adjust the aileron pushrod so that when the longpushrod moves 7/8" - l" either
way from neutral, the aileron will move to its proper travel limit. The easiest way
to do this is to set up your aileron control system (in only one wing) where you think
it's correct. Position the aileron in the newtral position. Make a reference mark
on the long aileron pushrod where it exits the BL 25.5 rib. Pull thelongpushrod
inboard l" using the reference line as a gauge. The aileron should move to its 20
"up" position (the aileron T.E. will move down because the wing is upside down).
Now push thelongpushrod l" outboard. The aileronshouldmovetoits 14 "down"
position.

~IJl"'f@AIA!JJIVFB 118-311
~1,.~.l'D'6'.
Chapter 8 REV. ANl/<1-05-98
L..::__j l---"---FB--'A-IL_E_R_O_N_S_ _ _ _ _--H*7i
I '--------------------"-~
Lancair lnt.crnationa! Inc., Represented by Neico llviation Inc., Copyrir;htO 1998, Rudmond, OR B775G
 Mounting Middle/outboard Hinge Bearing Blocks
Fig. S:E:S.

AN365-1032A locknut (fwd)

AN365-428A locknut (aft)
AN960-10 (fwd), AN960-416 (aft)
Hingebeering=b=lo~c=k:c_'\-~i=~~~==r-~~~~~
AN3-6A bolt (fwd)
AN4-6A bolt (aft) ~ ~

NC up
Bottom wing skin / \:
Phenolic hinge support

Inbd hinge
PIN AL204-3 /--Ll Actuator arm
PIN 2-020011

AN3-5A bolt (2 plcs)

AN960-10 washer (2 plcs)

AN960-10 washer (4 plcs)

PIN 4AM87 capscrew (4 plcs)

Check:
*Sufficient thread in all rod ends
*Check that all check nuts have been tightened.
*Check that all other hardware is secured properly.

..,q,,,,.411 A IL IVFB Ic:::_j

f8-331 1_C'--h-"a""'pt'-'-:ei'--:8=---_.LR_E_v_.--=AN='-'l"-/4.:....-0:..:5c..:-9c::.8_-H'*4-I
I. O?---'fo.. '11"1111".11118'. .
Lancuir International Inc., ffopresertt(H\ by Neico Aviation Inc., Copyright 1998, Redmond, OR 9775G
FBAILERONS
 F. FINAL TRIM AND BODY WORK

The wing skin trailing edge has been rough trimmed at the factory_ In this section
you will do the final trimming of the wing skins, and body work the ailerons as
necessary.

Trimming the Wing Skin

Fig. S:F:l.

Micro fill as needed

Y!h"t' \! !I .! H"!::S
Note: Final trim the upper wing
skin T.E. after the wing is closed.

Fl. Trim the trailing edge of the wing as necessary. There should be an even .05" gap
as shown.

. ~.&111"~4'.
~IJ!f'fi.AL!lIVFB JIB.341 Chapter 8 IREV. ANl/4-05-98
L:....::...:_J i-~---FB~A~I-L_E_R_O_N_S XJ<
_ _ _ _ _-t-)O<t7<>11
I ~----------------~~
Lancilir lntl!rnat.ional Inc., Represented by Neico Aviation Inc., CopyrightO 1\J!l8, lfodmond, OR 97756
 CHAPTER 9
FAST-BUILD
Wing Closeout
REVISIONS
From time to time, revisions to this assembly manual may be deemed necessary.
When such revisions are made, immedjately replace all outdated pages with the
revised pages. Disr,ard the out dated pages. Note that on the lower right corner of
each page is a "revision date". Initial printings will have the number "O" printed and
the printing date. All subsequent revisions will have the revision number followed
by the date of that revision. When such revisions are made, a "tabl8 of revisions" page
will also be issued. This page (or pages) should be inserted in front of the opening page
(this page) of each affected chapter. A new "table of revisions" page will accompany
any revision made to a chapter.

ARROWS
Most drawings will have arrows to show which ilirection the parts are facing, unless
the drawing itself makes that very obvious. "A/C UP" refers to the ilirection that
would be up if the part were installed in a plane sitting in the upright position. In most
cases the part shown will be oriented in the same position as the part itself will be
placed during that assembly step. However, time goes on and changes are made, so
careful attention should be paid to the orientation arrows.

Lm1cair lnternatJonal Inc., [foprmmnted by Neico Aviation Inc., Copyril,!htO lflll8, ffodmond. Oft !1775G
CONTENTS
1. INTRODUCTION
2. SPECIAL PARTS, TOOLS, AND SUPPLIES LIST
A. PARTS
B. TOOLS
C. SUPPLIES
3. CONSTRUCTION PROCEDURE
A. SEALING THE FUEL TANKS
B. CLOSING THE WING
C. CHECKING THE FUEL TANKS FOR LEAKS

I. INTRODUCTION
By this time, you've positioned and weighted the bottom wing skin onto the top a
number of times. If you performed the release accurately, the bottom wing skin
should literally lock into position.

Closing the wing is very straight forward but should not be taken lightly. This is
for keeps! If the bottom wing skin bond is unsatisfactory the wing is useless, so
think before doing and have a few spare hands available. Practice before closing ...

jf/jl;DAl.IOJVFB [9":21 Chapter 9 [REV. ANl/405-98

1111"1.l"llrll'- ~ FB WING CLOSEOUT
Lancair lntornatian.al !ne., ffopresented by N(licO Aviation lne., Copyright 1998, Redmond, OR 97756
2. SPECIAL PARTS, TOOLS, AND SUPPLIES LISTS

A. PARTS

Top wing assembly

Bottom wing skin

B. TOOLS

Felt tipped marker

Vacuum cleaner
Protective gloves
Respirator mask
Disposable clothing
Flashlight
Thermometer for measuring air temp in your work area
Weight bags (about 50 or so!)
C-clamps, 4" larger, about a dozen of them
TWO OR THREE HELPERS- This part of the assembly should not be attempted
alone.

C. SUPPLIES

2 gallons 9700-lG fuel tank sealer

Epoxy
7781 fiberglass cloth
Hysol Structural adhesive 6 quarts (3 per wing)
Fl ox
Sandpaper, 40 grit
MC for cleaning
Paint brushes, l"
Mixing cups
Mixing sticks (tongue depressors)
Instant glue
Masking tape
Duct tape
A piece of 112" plywood, about 3" x 10", to malrn a tool (see Fig. 9:B:3), Piece of
Masonite, about 5" wide, 1/8" thick and 12' long (we use masonite here, but you
may want to substitute a couple oflengths of 114" plywood)

AfH.IVFB 18-31
L...::__j
Chapter 9 I REV. ANl/4-05-98
FB WING CLOSEOUT
Lancair lnt.ernatfonal lnc., Represented by Noico Aviation !He., Copyright 1998, ffotlmond, OR 9775!i
3. CONSTRUCTION PROCEDURE

A. SEALING FUEL TANKS

The new fuel tank sealer 9700 by J effco is very easy to apply (compared to previous
types of fuel tank sealer used). 9700 is a two component epoxy system (the "A"
component by itself will not cure as one builder found out).
WARNING: The fuel tanks must be sealed with an approved fuel tank sealer. The
composites are generally porous and the fuel may penetrate pin holes. Note that
the inside of the spar has been sealed at the factory.

Al. An accurate outline of the rib and spar locations must be made on the inside of the
bottom wing skin. This is easily accomplished by gluing small (about 114" x 3/8")
pieces of tongue depressors in every corner where a rib meets a spar, where the spar
caps are joggled, etc. See Fig. 9:A: 1 for specific locations. Tack glue these wood
piecesinplacewithinstantglueso they stickup from thecapstrips and spars about
118".

4/A.l,,.All!JI
1111"Q;,#'"...rll'I~
JVFB ~ Chapter 9
L_j
I REV. ANl/4-05-98
FB WING CLOSEOUT
Lancair lnlernational Inc., ffopresented by Neko Aviation In~ .. Copyright rQ 1998, ffodmond, OR 9775()
 Tacking on Tongue Depressors
Fig. 9:A: l:a

....
ro
c. .....::J
"'c:
n;
0
Ql
:a; "'
0
t:i
....
ro
c.
tJ)

c:
n;
:a;

....
Ql
....c:
"''-'
Ql 0
'-'- II>-
-~ ..c:
c. '-'
N ro
Ql
.....
ro
....
Ql 0

..."'"' c.'-'
::J Ql
Cl Ql
c: Ql
0 c.
I- Ql
'O
~
.,...

Chapter 9 REV. ANl /4-05-98

FB WING CLOSEOUT
Lmicair lnterniltional Inc., Repres\'.lnt\'.ld by Neico Aviation Inc., Copyright 1998, lfo<lnmnd, OR 97756
 Tacking on Tongue Depressors to Make Outlines of the Fuel Bay Area
Fig. 9:A: l:b

-~ -

17;

~
-
,.--..
-
~

..
Ill
c.
I/)

c:
n;
:!: "--'
~

......__.. ....__, D
~
Lancair lnternutional Inc., Hepresented by Neico Aviation lnc., Copyright V I !)98, Redmond, OR 9775(]
A2. Mound up some micro on the top edges of the wood pieces. Obviously, this will not
require much micro.

A3. Now carefully lower the bottom wing skin into position so the micro contacts the
inner surface. Remove the bottom wing skin.

A4. Now you should have an impression on the inside of the bottom wing skin in all
appropriate corners. Connecting these corners with afeltmarker will give you the
rib and spar outlines in the fuel bays. Clean off the micro from the bottom wing
skin and remove the wood pieces from the rib and spar corners.

Outlines of Ribs and Spars

Fig. 9:A:2.

Bonding Note: Be sure to apply

area sealer up the sides of the
ribs, spar, and fuel web

Fuel
sealer

Non-bonded
area

A5. With 40 grit, sand the areas of the bottom wing skin where fuel sealer will be
applied and where adhesive will be applied to bond the skin to the cap strips and
ribs. If you wait to sand the areas where adhesive will be applied until just before
closing the wing, you will get the fuel sealer all dusty (Not good!). So do all the
sanding you have to on the bottom wing skin now, BEFORE the sealer is applied.

Lancair lnlcrnaJjonal Inc,, Reprcsenled by Nelco Aviation Inc., Copyright HHJ8, R(ldmond, OR 97756
AG. Sand the areas of the top wing skin, ribs, andsparnwheresealerwillbe applied. A
light sanding with 40 grit is all that's required.

A?. Vacuum all parts and clean the areas where sealer will be applied with MC.

AS. Tape off the areas of the bottom wing skin that will not besealedforfuel. Protecting
the areas which will be bonded with adhesive during wing closing is an important
step. Itis best to overlap the fuel sealer onto these bonding areas by 1116" (no more
than 1/8"), so apply the masking tape accordingly. The small amount of bonding
area you are losing because of the fuel sealer will not harm the structure of the
wing. The obvious benefit of overlapping the sealer onto the bonding surfaces is
the knowledge that the bottom wing skin is completely sealed (see Fig. 9:A:3).
While the fuel tank sealer is still tacky, carefully inspect every inch of the fuel
tanks (use a good flashlight). Apply additional sealer to any voids or fish eyes. If
you let it cure prior to this, you will have to sand with 120 grit prior to application.

Overlapping Sealer Onto Bonding Areas

Fig. 9:A:3.

Bottom wing skin

Fuel sealer Fuel sealer

Overlap fuel sealer onto
rib bonding area by 1/16"

Rib

NOTE: Fuel sealer should overlap slightly onto main spar bonding area in a similar
fashion as shown for the rib bonding areas.

I c::;;;p;~l!IAlaJVFB
111"~8'.
119-81
i_::_::_J
Chapter 9 REV. ANl/405-98
FB WING CLOSEOUT
Laneair International Jne., Represented by Neiw Aviation Inc., Copyright 0 l~l98, Redmond, OR 97756
A9. It is also a good idea to tape off the areas of the spar and ribs which will not be ~
sealed. No matter how careful you are, the sealer tends to mess things up in a
hurry. Be sure to tape off the slosh doors and the area of the ribs that the doors seal
against.

AlO. Mix up the fuel tank sealer and paint it on all surfaces that will be sealed. Cure
time will vary with temperature, but for safety wait a couple of hours if the
temperature is above 65F and wait at least overnight if below 65F.

Al 1. Remove the masking tape and clean any areas where the sealer has strayed. Now
you see why all sanding on the wing was done before you sealed it for fuel, because
the sealer acts as a magnet for every dust particle in your shop.

~llDAIJl!llIVFB 1~
I~Allll'll"~-".
Chapter 9 ANl/4-05-98 lo(
L:__j l----'--F-B_WI_N_,_G_C_L_O_S_E_O_U_T__.:-'-'--1+)0<,*71
[REV.

Lancair fntcrnational Inc., Represented liy Ncico Aviation Inc., Copyright 1998, Redmond, OR 97758
B. CLOSING THE WING

Finally, it's time! Bonding the bottom wing skin in position can be anticlimactic
if you've done you previous steps correctly. This is the way you want it, no
surpnses.

Closing Wing
Fig. 9:B:l

.,,,,AjfJaIVFB
"".r7!Jl.Jrlll!._
re:-iOJ
L.:...:.::_j
Chapter 9 REV. ANl/4-05-98
FB WING CLOSEOUT
Lancair International Inc., Represented by Ndco Aviation Inc., Copyri[!ht '9 1998, ffodmond, Ort 97756
VERY IMPORTANT! Close the wing on a cool day or night. At temperatures over -.,,.
70F, the time required to properly coat the bonding surfaces with the flax mixture
may exceed the working time of theflox. Without three or four experienced helpers
to assist in wing closing, it is best to simply not attempt the procedure until the
temperature is less than 70F. Even in cooler temperatures, round up those three
or four helpers to help you handle those bigwing skins and spread theflox mixture.
If you must close the wing when the temperature is over 70F, it is highly
recommended that you use Hysol structural adhesive for bonding the front and
rear spars to the bottom wing skin. Aflox mixture can still be used to bond the
cap strips to the bottom skin. Since the worlungtime ofHysolis atleast45 minutes
when the temperature is in the 70-85 degree range, you can first apply the Hysol
and then apply the quicker setting flax mixture. Refer to Fig. 9:B:5.

Bl. Place the bottom skin in position and weight it down as you would when bonding.
By now you should have good reference points to locate the skin. These references
are important when you're about to place the skin in position with gobs of wet
adhesive.

B2. Double check everything. Here's a partial list of things to look for:
1. If there is a dip or bump in the skin now, it will be permanent when you bond
the bottom skin in position. Your bottom skin should be straight and true now. If
necessary you can still do a flax release to build up any shallow areas.
2. Recheck that the fuel sealer is not conta:nunating any bonding surface. A small
overlap (less than 118") of fuel sealer onto the rib or spar bonding area is okay.
3. Be sure the slosh door in rib BL 38 is secured with the proper bolts. You will not
be able to access this door after the wing is closed, so make sure it operates freely.
4. Clean dust and debris from the rib bays. Don't pull a Mega-Blunder, like
leaving tools inside your newly closed wing (It has happened!)!

B3. TheL.E.joggles of the top and bottom wing skins must be clamped together when
the wing is closed. It would be easy just to use clecoes to squeeze the joggles
together, but this is a fuel tank aTea and small bits of Hysol may break off the
clecoes when they are removed, contaminating the tank. The solution is to bond
angled wood pieces onto the bottom wing skin L.E. joggle and onto the top wing
skin. Then you can clamp the joggles together without the clamps slipping (see fig.
9:B:2).

A/A IVFB 19-lll Chapter 9 I REV. ANl/40598

L:....:_:_l FB WING CLOSEOUT
Lune air lnter1iational Im., Represented by Nei~o Aviation Inn., Copyright IQ 1flll8, ffodmond, OR 97756
 Clamping the Wing Leading Edge Joggles Together
Fig. 9:B:2.

Ql
::i
OJ Ql
I
::i
...c: OJ
..."'
Ul
c: \

Laneair International Inc., Repl'esented by Neico Aviation Inc., Copyright 0 1998, Redrrumd, OR 97756
B4. Use the template given in Fig. 9:B:3 to cut an adhesive shaping tool out of apiece ~
of 112" plywood. When you are closing your wing, this tool will cut the time needed
to shape the adhesive with a smooth rise in the center of the spar. The rise is
needed to eliminate air bubbles being trapped in the spar bond. Speed is very
important when you begin applying adhesive to close out your wing, so please use
the shaping tool to save a couple of critical minutes. Simply spread a gooda:mount
of adhesive onto the spar, (Flax or Hysol, depending on the temperature- see step
B7 for clarification), then pull the shaping tool along the spar cap forming the
adhesive to the proper contour. Don't spread adhesive yet, just make the tool.

~A
-~
IVFB 19-l31
L::_j
Chapter 9 I REV. ANl /4-05-98
FB WING CLOSEOUT
Ye-/.
><
Lanoair International In~ .. Repr(lscntcd by Nt1ico Aviation Inc., Copyright 1998, Redmond, OR 9775G
 (NOTE: Pages 14 and 15 are identical so you can remove one for use as a
template.)
Spar Adhesive Shaping Tool
Fig. 9:B:3.

-.....
N

Q)
>
!/)
Q)
..c:
"t:J
<!;

.....
ct!
c.
!/)

c:
ct!
::iE -.....
N

t
I
~
;e;Jtl,.Al..t.tIVFB
WW"'.lit417#'-
119-141
L.:_j
Chapter 9 REV. ANl/4-05-98
FB WING CLOSEOUT
Lancair International Inc., Represented by Noico Aviation Inc., Copyright Cl 199H, Redmond, OR !17756
 (NOTE: Pages 14 and 15 are identical so you can remove one for use as a
template.)
Spar Adhesive Shaping Tool
Fig. 9:B:3.

-.....
N
Q)
>
enQ)
.r:
"C
<(

ti
.1,f

....
<ll
c..
en

'
c:
\L~~
"(ii
:a: -
N
.....
N

-
N
..... -
N
.....

t
"94111.0IVFB 19-i51 Chapter 9 REV. ANl/4-05-98
V'Gll"..l""lil'8'. '-=J FB WING CLOSEOUT
Luncuir lntel'national Inc., Represented by N!!ico Aviation Inc., Copyright 1998, Redmond, OR 97756
B5. Be sure the bonding surfaces of the spars, ribs, cap strips and bottom wing skin are
thoroughly sanded with 40 grit, and cleaned with MC. If sanding is required at
this point, be VERY CAREFUL not to get a lot of dust in the fuel sealer. Cleaning
bonding surfaces with acetone may be sufficient in some noncritical areas of the
airframe, but DO NOT use acetone for preparing the bonding surfaces to close the
wing. Use only Methylene Chloride (MC) for wing closeout preparation.

BG. Cut a 5" wide piece of 1/S"th:ickMason:iteTMthelengthofthe spa.T. This MasoniteTM

will be laid on the bottom wing skin over the main spar area to prevent the
adhesive from forming a ridge on the skin. The ridge is caused by the reluctance
of the adhesive to flow in the 5" wide main spar cap area.

Preventing a Bulge Over the Main Spar Area

Fig. 9:B:4.

Without Notice bulge over

Masonite Shot bag main spar cap
over main
spar area

With Masonite Shot bag 1/8" thick

~o~ve=r~m=a~in~s:p:a;r~a;re~a~~=:==~~~~fc===M=a=s~onite

~lflb.814'1IVFB 119-lGl
I t::;ii'C Chapter 9 REV. ANI/4-05-98
..,..~""- L.::_j FB WING CLOSEOUT
Lanc:air International Inc., Repre!"ented by Neico Aviation Inc., Copyright IQ 1998, Redmond, OR 97756
B7. What is the temperature in your shop? If it's over S0F, it is highly advisable to
forget about closing your wing at this time. Preferably, the temperature should be
between 55F and 70F. After the wing has been closed, try to keep the tempera-
ture in your shop between 70F and 85F for at least 12 hours to give the resin a
good initial cure. If the temperature is between 55 and 70F, use METHOD #1
for applying adhesive to the spars, cap strips, bottom wing skin, andL.E.joggle. If
the temperature is between 70F and S0F, use METHOD #2 for applying
adhesive.

Warning: Don't leave your newly closed wing in an area under 65F. The
resin needs a warm room to cure properly. Also, don'tcurethewingin an area
warmer than 85F. This could cause the resin to cure too fast (exotherm),
loosing its structural integrity.

Amount of Bonding Material for Closing Wing

Fig. 9:B:5.

Flox

RIBS MAIN SPAR REAR SPAR

Hysol

LE.joggle

Lane air Intnrnat.ional lnc., Represented by Neico Aviation Inc., Copyright 1!IDB, Redmond, OR 97756
BS. METHOD #1.
Organize your helpers so one or two of them are dedicated only to mixing the epoxy
and fl.ox. You and another helper will be dedicated to applying the fl.ox mixture to
the bonding surfaces of the wing.

First, paint a light coat of epoxy on all fl.ox bonded surfaces right up to the edges
of the fuel sealer. Don't paint epoxy on any surfaces which will be bonded with
Hy sol.

Mix batches of fl.ox (maximum 6 pumps of epoxy per cup to avoid exotherming)
with a medium thickness so the fl.ox will just hold its shape on a tongue depressor.
If the fl.ox wants to run, it may run out from your joined surfaces. Mixed too thick,
air bubbles might be trapped in the bond because the fl.ox didn't flow properly.
Remove the fl.ox from the mixing cups as soon as possible to avoid exotherming.
Place blobs of the fl.ox along the spars and ribs, then smooth out the fl.ox to an even
coat. Use your adhesive shaping tool toshapethefloxin the main spar. Remember
to mound the fl.ox in the center of the ribs and spa.:rs to avoid air bubbles. Build up
fl.ox in the BL 171 rib high enough so it will contact the bottom wing skin.

Mix a small batch ofHysol to bond the wing L.E. joggles together. Spread a thin
coat of pure Hysol on the joggles of the top and bottom wing skins. Mix a small
amount of fl.ox into the Hysol (1 tablespoon fl.ox per 2 ounces Hysol) and build up
the Hysolin the center of the top wing skin L.E. joggle.

The wing is now ready for closing, proceed to step B9.

:l'!'A;e
-~ _,,, "'-
JVFB 19-181 1-'-C_h"'ap'-'t-'-er_9_-:o--'-l_R_Ev_-._ _AN----'1._1'-=-1-_05-'-_-'-9-'-s---1+~Afl,
L.::._j FB WfNG CLOSEOUT ~
Lancair International In!!., Represented by Neico Aviation Inc., Copyright lfl98, Redmond, OR 9775G
 Temperature Vs. Bonding
Fig. 9:B:6.

.,1:~
.. :
...
fl)
c.
...c.
;::
I/) . ~.
.::.
,... ro
u.i u
_j c:
0
c:
0 ',
><
0
:;:::: . ro
0
~ "" Cl
' ro
~
J: Ci c:
.: .. - Cl
0 0 "C
ro
c.
-~ z.gi
I/) w c:
0
.... _j .c
ro
"C
f! c:
.... "C ro
=ll: c: ....
ro N c. ro
Cl._ =ll: fl)
O[ ,_
:c fl) 0 ro
I- c:
w- 0
Cl
...
:c ro.:
::iE ~ I- c.
w I/)
vi
a. a: c: 0
....
;::
fl)
'(ij
E
I/)
>. Cl
J:"C
"C

a. c:
ro c: 0
<.> 0 .c
c:
0 0
>< ~
..Q J:
u..
0
0
0
0 co
.....
0
0
0
Ii) .....
Ii)

~1,#'llaAIEJlIVFB 1~
I c:::>?:~A'lllil'~l'IL
Chapter 9 REV. ANl/4-05-98
~ l-~-F_B_WI_N~G-C-LO_S_E_O_U_T----H'*7-!
Lancafr International Jne., Represented by Neico Aviation Ino., Copyright J!lDB, ffodmoml, OH 97756
METHOD#2.
Mix a large batch ofHysol (or better yet, mix 6-7 smaller batches). Spread a thin
coat of pure Hysol into the L.E. joggles of the top and bottom wing skins, the main
and rear spar caps, and areas of the bottom wing that will bond to the spars. Mix
flox into the Hysol (1 tablespoon per 2 oz Hysol) and build up the adhesive on the
spars and top wing skin L.E. joggle, as always, applying more adhesive in the
center. Use your shaping tool to form the Hysol on the main spar.

After you've finished applying the Hysol, paint a light coat of pure epoxy on the
ribs and capstrips and the areas of the bottom wing skin which will be bonded to
the ribs and capstrips. Remember to paint the epoxy right up to the fuel tank
sealer. Mix up small batches of epoxy/flox (4pumps max) to the same thickness as
described in METHOD #1, and apply to the ribs and capstrips. Build up the flox
on the BL 171 rib so it will contact the bottom wing skin.

The wing is now ready to close, proceed to step B9.

B9. Be sure there are no tools, trash or other junk in therib bays, they would become
a permanent part of the wingifleftthere (trust me, it's happened before). Carefully
set the bottom wing skin in position. Weight the skin down for good contact of the
bonding areas. Place your weights carefully, only over the spars an dribs. Placing
weights over unsupported areas while the adhesive cures could cause depressions
in the wing skin. Lead shot bags are by far the best weights to use when closing
the wing. They conform to the skin contour and have no pressure concentrations.
See fig. 9:B:7 for proper weighting.

B 10. Clamp the L.E. joggle together with your wooden clamp supports. Refer back to
Fig. 9:B:2 for proper clamping.

When using Hysol to bond the spars to the bottom wing skin, take into account that
Hysol doesn'tflow as easily as flox. We've found that Hysol tends to form a ridge
down the center of the main spar. You can vibrate the bottom wing skin with a
padded orbital or dual action disc sander (with no sandpaper, of course) to reduce
this bulge over the main spar. Yes, you'll probably have to do some filling and
sanding over the main spar, but the work should be minimal.

~IAl'AIJO IVFB 1~ I REV. ANl/4-05-98 ~

I~....
111Tcr,,.'1r18'.
Chapter 9
~ i_::=:.:::.:;_F:_B_WI_N__J_G_C_L_O_SE.::..=..O:.:U.:...T:....::.::...::.::___+ip_*+I
Lancair Jnternational ltrn., Hepresented by Neico Aviation Inc., Copyright <Q 1998, Redmond, OR 97756
 Weighting the Bottom Wing Skin
Fig. 9:B:7:a.

Notice how weights are placed

only over spars and ribs

.,_Bl.OIVFB L.:_j
11V"'A'"'llfl4'.
lf):2ll Chapter 9 REV.
FE WING CLOSEOUT
ANI/4-05-98

Lane air International Inc., Represented by Nnico Aviation Inc., Copyright 1!lDB, Redmond, OR !l7756
B 11. Scrape the excess flox squeezeout to form a radius where the BL 1 71 rib joins the
bottom wing skin.

B 12. After the adhesive in the wing has cured to a solid, you can post cure the wing at
elevated temperatures (up to 85F) without any worry of the flox bubbling. An
easy post cure is setting the wing outside in the sun for a few hours.

B 13. Sand the L.E. joggle with 40 gi'it and clean with MC.

B14. Apply 2 BID to the joggle as shown in Fig. 9:B:8.

Applying 2 BID to L.E. Joggle

Fig. 9:B:8.

~A"~AIA!tJVFB 119:221
I0; Chapter 9 REV. ANl/4-05-98
111'~.l'li.. L_=._j FB WING CLOSEOUT
Lancair International Inc., R(!prcscnt!!d by Neico Aviation Inc., Copyright 0 l!J98, Redmond, OR 9i756
B 15. Apply micro to the L.E. joggle.

Bl6. After the micro has cured, sand it smooth to the contour of the ai.J.foil.

Contour of Micro on L.E. Joggle

Fig. 9:B:9.

"t:I
Q)
"t:I Q)

c: "
.8 s
Cl c.
- c:
[!J._
N

~Cl
Oiij
~N

--
:I
0
c:
0
(J
-
Q)
Cl
Cl
.2,
Eu.i
.~_j
::;;;

Jf,lf'D.Lf!IJfJ!llIVFB f9.23l Chapter 9 REV. ANl/4-05-98

Vfl'fl.tT.F"Nll'fi.. L.::._j FB WING CLOSEOUT
Lan(!ait lnl.el'mltiona! Inc., Reproscinted by Neirn Aviation Inc., Copyright l!l!l8, Rudmond, OR 97755
Bl 7. Sand the area where the BL 171 rib joins the bottom wing skin. Clean with MC.

BIS. Secure the BL 171 rib to the bottom wing skin with 2 BID, 2" wide.

Securing BL 171 to Bottom Wing Skin

Fig. 9:B: 10.

Bottom wing skin

2BID
BL 171 rib---1

Top wing skin

Congratulations, you've finally closed your wings. It is a good idea to apply the
fii-st coat of primer to the wings as soon as possible. The primer should have a UV
protectant and is should be applied according to manufacturers instructions.

We usually scuff the wing surface with 80 giit, clean the surface thoroughly, then
applythep1imer coat with a brush. Thismethodoff application is much better for
filling pin holes. Don't sand this first primer coat yet, leave it until you've finished
the fuselage.

I ~1''19.41.0JVFB 119-241 Chapter 9 REV. ANl/4-0fi-98

c:;;li""; 'llll""'..nll""'- t...::....::..: FB WING CLOSEOUT
Laneair International Inc., Represented byNeico AviaLion Inc., Copyright 1998, Redmond, OR 97750
C. PRESSURE TESTING THE FUEL TANKS

You should wait a couple of weeks prior to pressure testing the wing to make sure
it is fully cured. If you were careful with shaping your cap strips and applied a
sufficient amount of adhesive when closing the wings you should have no problems
with fuel leaks. Nothing is more frustrating than a leaking fuel tank.

Pressurizing a fuel tank with air should be done very carefully. Only 1 psi is
required to test the fuel areas. Anymore than 2 psi may hurt the wing structure.
To pressurize the wing, use a bicycle pump or one of those foot pumps for inflating
rafts. You can also blow it up with your mouth. Using an air compressor should
be avoided as it is easy to over-pressurize the wing.

Anothermethodis to use low pressure to suck air out of the tanks. This can be safer
because it is harder to implode a wing than explode one.

The tools needed to pressure check a wing are simple; something to pressurize the
wing with, like the pumps previously mentioned, and a gauge to read the pressure
in the wing. The gauge can be a cheap dial type gage, connected to the brass fuel
drain with the appropriate fittings. Another method is to attach a balloon. Leave
the balloon for a few hours. If you can't detect a change in the size, you are fine.
Be aware that some air will actually le ale through the balloon skin.

Tape off all tank openings that are not being used to either pump in air or check
pressure. Even the fuel caps must be taped over because they are not airtight.
When the tanlc is pressurized, the gauge will usually fall off a little bit just after
stopping the pressure air, but should remain steady after that.

Leaks are detected by a drop in the tank pressure. Most of the time, you can locate
the leaks by l:'.steningcarefully. Ifyoususpectaleakyoucanbrushsoap and water
around the edges until the bubbles are sighted, just like checking an old inner
tube.

Unfortunately only the inboard rib of the Lancair IV is accessible. If you detect
a leak along the outside edges of the fuel tank, it is best to create a vacuum on the
tank to suck the epoxy into the crack. Use your shop vacuum for suction. Be
careful, a powerful shop vacuum may collapse the wing. Just bring the vacuum
close up to the fuel cap for a slight pressure drop.

If you detect a leak on a rib or shear web th a tis not accessible, you have two options,
sloshing compound or surgery. Depending on the type of sealer you used, malrn
sure the slosh:ingcompoundis compatible, and position thewing so the compound
will sink to the edges where you suspect the leak is.

A{R_JVFB 18-251 Chapter 9 I REV. ANl/4-05-98

t...::....::.:: FB WING CLOSEOUT
Lanoail' International Im., ffoprnsentod by NtJico Aviation !no., Copyright. 9 1998, Ru<lmond, OR 97756
 Cutting holes in your wing is a last resort but not as bad as it sounds. Just be sure ~
that the access hole is completely rebonded inside and out with a 1" overlap onto
the original skins with the appropriate laminates. The Nov/Dec 93 newsletter
describes how to repaiJ: composite skins. (We do have extra copies of all old
newsletters). You may have aslightrise on the outersu1face of the wing where you
reinforced the access hole, but a little micro work can make this practically
unnoticeable.

Chapter 9 I REV. ANl/4-05-98 x:><:

FB WING CLOSEOUT )0(_
Lancai1 lnLernational Ina., Represented by Neko Aviation Inc., Copyright 1998, Re<lmon<l, OR 97756
 CHAPTER 10
REVISION LIST

The following list ofrevisions will allow you to update the Lancair IV construction
manual chapter listed above.
Under the "Action" column, "R&R" directs you to remove and replace the pages
affected by the revision. "Add" directs you to insert the pages shown and "R" to remove
the pages.

Current
Page(s) affected Rev.# Action Description

10-1thru10-18 0 None
I0-19thru 10-21 AN2 R&R Rewrote section C.
10-22 thru 10-26 0 None

Io?f)JCAfA IVFB I~ _l_O_~.L-=:~n=EV.:..~c_T_1. :.:.~: .~:.=2:. :l -=-l- =-25: . : .:98: _ - f+:~)t.-l-I

l--'C'-"h=apc:t::::er'---

Lancair lntcrnntional fnc., Hepresent1!d by Neicn Aviation inc. Copyri!,!;hl"' J!l!JB, Hedmund, OR 9775G
 CHAPTER 10
FAST-BUILD
WING TIPS
REVISIONS
From time to time, revisions to this assembly manual may be deemed necessary.
When such revisions are made, you should immediately replace all outuatecl pages
with the revised pages. Discard the out dated pages. Note that on the lower right
corner of each page is a "revision date." Initial printings will have the number "O"
printed and the printing date. All subsequent revisions will have the revision
number followed by the date of that revision. When such revisions are made, a
"table of revisions" page will also be issued. This page (or pages) should be in-
serted in front of the opening page (this page) of each affected chapter. A new
"table of revisions" page will accompany any revision made to a chapter.

Arrows
Most drawings will have arrows to show which direction the parts are facing,
unless the drawing itself makes that very obvious. "A/C UP" refers to the direc-
tion that would be up if the part were installed in a plane sitting in the upright
position. IN most cases the part shown will be oriented in the same position as
the part itself will be placed during that particular assembly step. However, time
goes on and changes are made, so careful attention should be paid to the orienta-
tion arrows. That old cartoon of the guy agonizing over the plans for his canoe,
built one encl up, one encl clown, should not happen in real life. Especially to you.

CONTENTS
1. INTRODUCTION
2. SPECIAL PARTS, TOOLS & SUPPLIES LIST
A. PARTS
B. TOOLS
C. SUPPLIES
3. CONSTRUCTION PROCEDURE
A. MOUNTING THE WING TIP

.lilAIP.8.IZll
'ffllll"l!ll'..r&lifl'lli. IVFB B 10-1 ChapterlO I
REV. 0/2-01-98 \;/.
1_:_:==-::.=---L------'--'---::_::_--+A('...l-1
WINGTIPS /-'\
Lancuir Internntional lne., Represented by Neico Aviation Ino., Copyright 1998, ffodmand, OR 97756
 1. INTRODUCTION

The Lancair N uses upswept wing tips which are angled back at 12 degrees.
For your convenience, the tips are one piece and installation is very straight
forward.

Since the wing tips are the only non-carbon, horizontally oriented part on the
aircraft, it is suggested that you install the navigation antennae in one or both
of the wing tips. Although the antennas are not included in the kit, the method
of installing them in the wing tips is described in this chapter.

The new style wingtips are simplified to shorten the build time. The wing tips
shipped with the new fast build wings have the fuel vent line NACA scoop
included, the wingtip support rib installed, and the wing tip light mount is
incorporated into the wingtip.

Instructions for installing wing tip lighting are also provided, but which style
of aircraft lighting you use is your decision

Chapter 10 I REV. 0/2-01-98 'K-,<

WINGTIPS ><
Luncair International Inc., Represent(ld byNeico Aviation Inc,, Copyl'ightG 1998, Redmond, OR 97750
2. SPECIAL PARTS, TOOLS & SUPPLIES
A. PARTS ~
1* Wingtip, left
1* Wingtip, right
* Screws, MS24694-S5
* Rivets, AN42694-S5
* Nutplates, Kl000-08
1 Light assembly, Whelen A650-PG tt
1 Light assembly, Whelen A650-PR tt
1* Lens, left
1* Lens, ri.ght
* Nutplates, MS21069
* Screws, MS24694-S26
air Cork washers
4 Hose clamps, small
a/r* Hose, plastic, 114" LD.
air Antennas and mounting hardware, a s desired tt

* Denotes parts that are supplied with y our kit.

tt Denotes parts that area available fro m Neico as options.

Chapter 10 I REV. 0/2-01-98 ~

WINGTIPS p<_
Lancair lnlernatiomll Inc., Rep1esentetl by Neico Aviation Inc., Copyright Hl98, Ifodmond. OR 9775G
B. TOOLS
~
Files or Dremel tool for cutting and trim= g fiberglass parts
Cleco tool and about 8-10 clecoes
Drill motor
1/8" drill bit
1/4" chill bit
#20 chill bit
#29 chill bit
#50 drill bit
100 countersink
Hacksaw or tubing cutter for aluminum tubing
#2 Phillips screwch'iver
Straight slot screwdriver
Rivet squeezing tool
Saw for cutting rib from fiberglass sheet
Straight edge, 24" or longer
Sanding block, long and straight

Chapter 10 I REV. 0/2-01-98 ~

WINGTIPS y.x
Lanc11ir lnterrntional In!l,, Rept"esented by Neico Aviation Inc., Copyright 1098, Redmond, OR 97750
C. SUPPLIES
~
Sandpaper,#40 gi'it
Epoxy
Flox
BID mate1'ial
Instant glue
Masking tape
Hy sol
Mixing cup
Tongue depressor/mixing stick

Chapter 10 I REV. 0/2-01-98 'Id

WINGTIPS I-'<
Lancnir International Inc., Represcmtml by Neico Aviation Inc., Capyl'i~htD 19!l8, Redmond, OR 9775G
 3. CONSTRUCTION PROCEDURE
A MOUNTING WING TIP

A wing tip mounting flange is molded into each upper and lower wing skin at
BL 171. The wing tip is secured to the flange with countersunk screws and
nutplates.

Exploded View of the Wing Tip

Figure 10:A:1

Reinforcement
rib

Wing

Lightshield scoop

Light assembly
(Whelen A650-PG/PR)
not included in kit

Clear
lens

~l#'I'A JTO IVFB I~ l---"'-'Ch.:.::ap"-'t.::.::er-"'10"-----'--RE_v_._:0:..:..:/2=---0.::...:l=---9.::...:8:___--f1f*-J-/

I ~1,'LP'fllll6'.
. . ~
Lancnir International Inc., Re.presented by Neko Aviation Inc., Copyright HJ98, Redmond, OR 9775G
WINGTIPS
Al. Trim the molded wingtip flange to a 1" width See Figure 10 A 2

Trimming Wing Tip and Joggle

Figure 10:A:2

Top
wing
skin IH~I----- BL 171
rib
Bottom
wing Wingtip mounting
skin flange

A3. Slip the wing tip onto the wing tip flange. Push the wing tip aft until the L.E.
of the tip aligns with the L.E. of the wing. At this point, the T.E. of the wingtip
should align with the T.E. of the aileron. See Figure 10:A:3.

1f'CA/A JVFB ~ 1-=c""h""ap::..:t.::.:er:..:l:::O_ _LIR_E_v_._0/_2_-0_l-.....9.....8_ _ _+\--J.f*+I

L'.:..'._J WINGTIPS ~
Lnncair Internnticmal Inc., R!!pres.,nted by Neico Aviation Inc., Copyright9 l!J98, R~dmand, OR 97756
 Aligning the Trailing Edges
Figure 10:A:3

-....
"\
\
Wing L.E.
--" __.-----I Wingtip
---
l\
I
_,,,/
Light "\._
shield \
( \
\ I
I
"- '-.....
---- /

Trim support rib aft as

required to fit wing tip

OUTED

~Wingtip and aileron T.E.'s should be aligned.

Some body work may he necessary to align

the ailerons to the wingtips.

A4. Check that the wing tip is level with the top and bottom wing skins by resting a
straight edge on each skin, extending out 3-4" onto the tip. The wing tip will, of
course, begin to sweep up, but there should be a flat transition area to the wing
skins. Once satisfied with the alignment of the wingtip, sand the inboard end
straight with a long board sander .

.,C.A/A JVFB ~ r--=-CJ"'rn""p"'te::..:r..c:l.::.O_ __J'-R-E_v_._0_/_2_-0_1_-_9_8_ _ _~'-+I

L..'..:."._J WINGTIPS
Laneoiir Internalional Inc., Represented by Ncieo Aviation Inc., Capy!'ight l!J98, Redmond, OR 97756
 Checking the Wing Tip to the Wing Skin Alignment
Figure 10:A:4:a

7 6 5 3 2

A/CUP

Wingtip

10 11

Wingtip

Wing

FWD

'
I
--~---J
7 8 9 10 11
3 4 5 6

0/2-01-98
REV.

WINGTIPS
Lnncair Inlernationnl Inc., Ifopr(lsented by Neico Aviation Inc., Copyright 1998, Redmond, OR 97750
A5. When satisfied that the wing tip is aligned properly, chill 1/8" cleco holes
through the wing tip and wing tip flange where the mounting screws will be
located. See Figure 10:A:5 for screw locations.

Mounting Screw Locations

Figure 10:A:5

FWD

OUTBD

Eight evenly spaced holes 0 118"

top and bottom of wing

Wingtip profile
5 5/8" J
AG. If the wing tip does not rest against the flange in the L.E. area (this shape may
vary slightly from builder to builder) you can do a release at this time by apply-
ing thin release tape to the wing tip and building up the wing tip flange with a
micro/fl.ox mixture. See Figure 10:A:6.

,,.,a.1.a IVFB ~ 1 _C_h~ap_t_er_l_O_ _,_R_E_v_._0_/_2_-0_l_-_9_8_ _ _+H~

Vt1.F'llJ!fl"it>... L'..".:..:J WINGTIPS
Lane air International !no., llepresentml by Neico Avia1Jon Inc., Copyright 9 1998, Redmond, OR 97756
 Building up the Flange
Figure 10:A:6

Micro/fl ox
-------------------------- ,'
mixture

r-'
Wingtip

- --- --- - -- ------ --- --" ' I

Micro/fl ox
mixture

Wingtip

1f'CA/'A JVFB ~ 1 _Cl_rn~p_te_rc..:1.;:.0_ _L-R_E_v_._Oc..;/_2_-0=-l=--.:::.9.:::.S_ _ _+AAI

~ WINGTIPS
Lane air lnlernutional Ino., Represented by Neico Aviatiot1 Inc., Copyrif:ht 0 1998, Redmond, OR 9775i
A7. Enlarge the 118" deco holes to a#20 drill size to accommodate the MS24694-S5
mounting screws. Countersink the wing tip to fit the flush type screw heads.

NOTE: If you have decided to pursue the navigation antenna which is

mounted in the wing tip, now is a good time to install it (before you rivet the
wing tip mounting nutplates to the flange). Read section D for more informa-
tion on nav antenna installation.

Wing Tip Mounting

Figure 10:A:7

Screw, MS24694-55 ~ ~

~-'l~s-,,~---""'<--. Wingtip

AN426A3-5
rivet

Wing skin K1000-08

nutplate

AS. Secure Kl000-08 nutplates to the wing tip flange at each mounting screw
location with AN426A3-5 rivets.

A9. Install your wing tip with the mounting screws and check for alignment once
again. Install the aileron and check that the wing tip does not interfere with
the aileron travel. A .050" gap between the wing tip and the aileron is stan-
dard after paint. Sand the outboard tip of the aileron if the gap is too narrow.
You can also trim up to .05" off the T.E. of the wing tip to match the T.E. of the
aileron, if necessary.

I ~"VCA/A IVFB / 10_12 J--'-Ch_a_,_pt---er::..:1:.;:.o_WI_,_~_E_~_T_Io_:-~-O_l-_9_8_ _

1 I -ti*+I

Lancair International lnc., Reprcsunted byNeico Aviation Inc., Copyright. IQ 1998, Jfodmond, OR 9775G
B. WING TIP LIGHTING

The Lancair IV wing tip is molded to accept a Whelen A650-PG/PR position/

strobe light (red light on left tip, green on right). Fiberglass tip light mounts
are provided for easy mounting of the position/strobe light assemblies and
lenses. A tail strobe light (Whelen A500) is mounted on the rudder later in
construction to conform to FAA regulations. The power supply (Whelen
A413A) for all lighting is located in the fuselage and installation will also be
covered later in construction.

Wing Tip Light Assembly

Figure lO:B:l

Wingtip

Light assembly
(Wliellen A650-PG-PR)

Lens

View AA
Lens
Screw

Wingtip light mount

(part of wingtip)

Chapter 10 0/2-01-98
REV.

WINGTIPS
Lane air International Inc., Represented by Neico Avintion Inc., Copyri~ht 1998, Redmund, OR 9775G
Bl. Locate the position light/strobe assembly on the wing tip light mount as shown
in Figure 10:B:2. There are scribe marks on the vertical face of the light
mount. Use the scribe maJ:ks as a guide to grind out the fiberglass so the posi-
tion light/strobe assembly can rest flat on the light mount. Some additional
trimming may be necessaiy, but keep the gilliding to a minimum.

Locating Position Light/Strobe Assembly

Figure 10:B:2

--,....... ,,,. ,,....,.,..,,,. .... . '

,~,

/
/ ~~
I ('
I I
I I
I /
' \

Prelocated scribe line

0/2-01-98
REV.

WINGTIPS
Lancair lnternnt:ianal Inc., Represented by N+:iico Aviation Inc., Copyright 0 1998, Redmond, OR 9775!.\
B2. Use the position light's mounting holes as guides to drill #29 holes through the
wing tip light mount.

B3. Use AN426A3-5 rivets to secure an MS21069 nutplate to the inboard face of
the wing tip light mount at each mounting bolt hole. Note: You may also use
countersunk pop rivets if unable to squeeze the rivets.

B4. Secure the position light assembly to the wing tip ]j <:ht mount with MS24694-
S26 countersunk screws.

Securing Light Assembly to the Wing Tip Light Mount

Figure 10:B:3

Fiberglass tip light mount

I 111 I

Screw
Whelen A650-PG MS24694-S26
Nutplate, light (typ)
MS21069 AN426A3-5 rivet

B5. Trim the wing tip light mount so it will fit in the wing tip joggle. The surface of
the light mount should be about 0.090" below the surface of the wing tip around
the perimeter of the joggle. This will allow the clear lens to fit flush with the
wingtip.

NOTE: When the light mount is positioned on the wing tip, the position light
may touch the BL 171 rib. It is okay to rout a hole in the BL 171 nose rib to
get clearance for the position light assembly .

.llA.ITilf"'l>A IZJl'' JVFB ~ l-"C"'h"'ap:..::t.:..er_l__O_ _,_R_E_V_._0_/_2_-0_l_-_9_8_ _ _+H(:-tl

W#U"_,,.,,,.lrlli.. L..'..".:..'.. WINGTIPS
Lancair Intornational Inc., Repre1rnnted by Neico Aviation Inc., Cop;iTight 0 1998, Redmond, OR 97756
B6. When you are satisfied with the fit of the wing tip light mount, use a few chops
of instant glue to temponu:ily secure the mount to the wing tip joggle.

B 7. Trim the clear lens to fit into the wing tip joggle, flush with the surface of the
wingtip.

Fitting the Clear Lens to the Wing Tip

Figure 10:B:5

Wingtip Lens

Fiberglass tip
light mount

BS. When satisfied with the fit of the lens, temporaiily secure the lens to the wing
tip with masking tape. Don't use instant glue to secure the lens as the glue will
fog up the cleai plastic.

B9. D1ill six #29 holes through the lens and wing tip joggle. The locations for
these holes are given in Figure 10:B:6. Be extremely careful when drilling
through the clear plastic lens. There are drills made especially for plexiglass
available (Aircraft Spruce has them) that make the diilling process safer. If
you must use normal diills it is a good idea to apply masking tape to the lens
first, then lightly center punch (no, not with a big hammer) where you are
about to diill. D1ill a very small, #50 hole first, then drill progresE>ively larger
ones until you reach #29. If you don't diill very slowly, the plastic could shat-
ter.

'CA/A IVFB ~ ,_C_ha~p_te_r_l_O_~~R_E_v_._0_/_2_-0_1_-_9_8_ _ _..........,,

~ WINGTIPS
Lmcair International Inc., Represented by Nuico Aviation Inc., Copyright tmJB, Rc1lmond, OR 97750
 Mounting the Lens and the Light Mount to the Wing Tip
Figure 10:B:6

y MS24694-S2G screw

AN426A3-5 rivet ~

....:l===~::J
\Wingt~
Lens
"

MS21069 nutplate

MS24694-S26

BIO. When you've finished drilling, remove the lens and wing tip light mount from
the wing tip. Use AN426A3-5 rivets to secure MS21069 nutplates to the joggle
at each mounting hole location.

~14"'DA.1a IVFB I~ _C.:..:.h=apc..:t.::_er_10'--__,_R_Ev_._0/_2-_0_1....:.-9_8_ _-H*+I

I
. <:::l>'?r----f'a....i1111wC11.4"'"l!ll"4'. .~
1

Lancair lntenrntional Inc., RcJJresented by Neico Aviatjon Inc., Copyrir:ht 0 1998, Redmond, OR 97750
WINGTIPS
 B 11. Carefully countersink the elem: plastic lens for MS24694-S26 screws.

B 12. That was easy, wasn't it? Now assemble the position light assembly, light
mount, and clear lens onto the wing tip. If the lens still doesn't rest flush with
the wing tip surface, you can insert a thin cork washer between the lens and
the light mount to bring the lens surface up flush with the wing tip surface.

Adjusting the Height of the Lens

Figure 10:B:7

Cork

Wingtip

Lens
Wingtip light mount

Allfll..ifl1.a IVFB ~ l-'-C_ha2 p--'-t:e-'--r_l_O_--''-R_E_v_._0_/_2_-0_1_-_9_8_ _ _-tB(;-tl

Wf/J'.rIUTIV.. ~ WINGTIPS
Lancair International lne., Represented by Neico Aviation Inc., Copyright 1998, Redmond, OR 07756
 C. FUEL VENT COMPLETION

Way back in Chapter 6, you bonded a 3/8" aluminum fuel vent to the top wing
skin, running from the careless area around the fuel cap to just outboard of the
BL 171 rib. Now you will finish the vent system by installing 3/8" rubber line
with a check valve and connecting it from the vent tube to the NACA scoop.

Fuel Vent System

Fig. lO:C:l

Pre-formed NACA scoop

Wingtip

Vent line assembly

Cl. Install the check valve (P/N 545) and thread the nut that you already attached
to the tube into position. The arrow stamped on the check valve indicates the
flow direction. Yau can also determine the flow direction by blowing into one
end and then the other. Make sure the flow direction through the check valve
is going into the tank, not out of it.

Warning: You must be sure the check valve is installed the right
direction. Failure to do so will not allow proper air flow into the
fuel tank causing loss of engine power.

C2. Cut a 3" piece of 3/8"X.035 Dia. aluminum tube and flare one end with a 100
flaring tool.

I ~JCA/n JVFB IB 1 _WI___J._-:_i~_'T_I~-~-2_11_1_-2_5_-_9s_--if.f*-H

-=c::::ha:::cp:.::te=r-=-1-=-o

L1mci1ir Jnterna1ional Inc., Hcpresented by Neico Aviation Jue., Copyright 1D 1998, Hedmond, Oil 97756
 C3. Drill a 3/8" hole through the aft face of the small NACA scoop. Prefit the
unflared end of the aluminum tube in the hole. You may want to bend the tube
up slightly to accomodate the AN818-6D nut and make installation of the hose
easier (see fig. 10:C:2). Place the AN819-6D farrel and the AN818-6D nut on
the tube, being sure they are on the correct direction. To make sure, attach the
AN815-6D union to the flared end of the 3" vent tube and run the nut over the
farrel and onto the union. Once satisfied with the fit, remove the union and
tape the farrel and nut to the flared end of the tube. Sand the area around
where you just drilled the 3/8" Dia. hole. Rough up the surface of the 3" long
aluminum tube where it will be bonded to the NACA duct. Clean all areas with
MC.

C4. Use Hysol (with a little flox added) to pot the encl of the 3" long tube into the aft
face of the NACA scoop (see fig. 10:C:2). Install a 1 BID to secure the tub and
Hysol, and to seal the hole. Let cure.

Note: You may elect to let the Hysol radius cure, and then prep the area and
install the 1 BID.

C5. Cut two 12" lengths of 193-6 rubber hose, one for each wing. Thread the ta-
pered half of the RS1002 hose fitting counter-clockwise onto one encl of the 12"
193-6 hose you just cut. Thread the other part of the fitting into that one to
secure the hose inside the fitting. Pre-fit the hose in the wingtip and cut the
open end to the length desired, making sure to allow enough length to take the
wingtip on and off. Install the other RS1002 hose fitting on the other end.

Bonding the Vent Tube to the NACA Duct

Fig. 10:C:2

Farrel
AN819-6D Nut
AN818-GD

3/8" alum. tube flared

at one end
Nuca s:co:o:p:======"'"'"'."'""'"\;='2'2'==
1 hid Hysol
Wingtip/
To check

r~~
vnlve
~

To alum. tube

Hose fitting Hose Hose fitting Union (1\N815-6D) connects

PIN RSID02 PIN 19:!-6 PIN RS1002 \Vith the end of the alum.
(cut to length) tube extending from the
Naca scoop

I ciWJCA.fA JVFB JI WI-'l-~-E~_T_I_;_S_2_11_1_-2_5_-9_8_-+~f*-+1

10-20 j 1-C:::h:::.:a"'-pt=e"-'l'l:..:O_ _

Lancair lntenrntionul Inc., Heprcsente1l by Neico Aviation Inc., Copyright D l!J!JS, Redmond, OR 977:'.iG
 C6. Remove the tape, thread the AN815-6D union onto the alummum tube, and
tighten it down.

C7. Connect one end of the hose to the check valve and the other end to the union
on the aluminum tube.

CS. Install the hose and tighten down the fittings. The vent tube system is now
complete.

WARNING: Be extremely careful not to get debris in the vent line. A

clogged vent tube will cause engine failure.

WI_~l~_rn_~_T_I_;__2_11_1_-2_5_-9_8_--t-tc~kii
I Of(f;JCA/A IVFB I J lO-Zl J 1_cl_rn_,_p_te_r_10_ _

Lancair Jnternaliouiil Inc., Ht!presented by Neico Aviation Inc., Copyright U !!J!J8, Hetlmond, OR !Ji75G
8
 D. ANTENNA INSTALLATION

Hiding the VOR navigation (nav) antenna in the Lancair N is t1'icky. We've
had an antenna specially built that will fit inside the wing tip of the IV. The
antenna may look too simple to work, but it works very well. Installed in the
fiberglass wing tip, the antenna uses the carbon fiber wing as a ground plane.
K.C.I now has this special nav antenna available to Lancair builders.

Navigation Antenna Installation

Figure lO:D:l

We're not saying you HAVE to use this particular nav antenna. You could
mount your nav antenna somewhere on the fuselage, hanging out in the wind,
but why not use your composite airframe to it's maximum potential and keep
everything inside.

Dl. The nav antenna is mounted on the lower wing tip mounting flange, 5 1/2" aft
of the wing L.E. See Figure lO:D:l. Tack glue the antenna to the flange and
install your wing tip. The nav antenna can be curved upwards to match the
swoop of the wing tip. Make sure the wingtip does not interfere with the aft
edge of the antenna .

.41.Jf"Jb.4.ID IVFB ~ l-"C=-ha"'p:..::te.:..:rc..l..:.O_ _c_R_E_v_._0_/_2_-0_1_-_9_:_8_ _ _-+-H~

11F"'..nrl"8'. L.'.:.:J WINGTIPS
Lanc;,ir InternaLionul Inc., Represented by Ndco Aviation Inc., Copyright 1998, Redmand, OR !!775G
 Location of the Nav Antenna
Figure 10:D:2

D2. If you have already installed the nutplates that secure the wing tip to the wing
tip flange, these nutplates will interfere with mounting the nav antenna on the
inner surface of the lower flange. In this case, you would mount the antenna
on the outer (bottom) surface of the flange, sandwiched between the flange and
the wing tip. This will push the wing tip slightly lower than ~he bottom surface
of the wing, but since the antenna is very thin the mismatch is practically
unnoticable. You can sand the wing tip slightly thinner where it rests on the
antenna to make the mismatch even less (leave enough wing tip material to
countersink for mounting screws).

If the nutplates for mounting the wing tip have not yet been riveted to the
wing tip flange, you can mount the nav antenna to the inner su1face of the
lower flange. This will allow the wing tip to rest properly on it's mounting
flange. See Figure 10:D:3 for both methods of antenna mounting.

g,Af/l JVFB ~ i--=C:.:.ha"'P: . :t: .:er:. :1:.: .0_ _LR_E_V_.-'-0/_2_-0c:....::_1-...:.9...:.8_ _ _-+f.lf.+I

L'.::'.J WINGTIPS
Lancair Intornaliannl Inc., Represented by Noico Aviation Inc., Copyright 1998, Hedmond, OR 07750
r
~
~
S'
"
~
~
[
~
l
rn

"
~

"f
>
,=' Mount antenna on the inner surface of the
"g wingtip flange if you haven't yet riveted
Wingtip flange
z
~1
,if wingtip nutplate to flange J,l)
.g <!
':i.
~
0
w
w
!"
MSC-34 rivets
1---s 112"____j >:rj
>-'
~
1-J
>
l::i
....
('!)
l::i
'" CP l::i
_I 8 J,l)
0
"'
w
~~
~
~
00 0
rn
w
() i:::
l::i
::r
'"
'O
Wingtip flange ....
.....
~:J
rl-
l::i
"''"'
~
(fO,
0

I MSC-34 rivets
If you've already riveted (____5 1/2"
~ wingtip nutplates to flange, mount
z "'"' antenna on outer surface of the flange
0 :<
>-'3
...... 0~
'"ti Nl
CIJ
0'
......
'
<:o
C1:J
 D3. The nav antenna is secured to the wing tip mounting flange with eight MSC-
34 countersunk pop rivets. Because the bottom wing skin is used as a ground
plane for the nav antenna, these rivets will be the main link between the an-
tenna and the carbon fiber wing skin. If the antenna is mounted on the outer
surface of the lower wing tip flange, you can sand off any primer and paint from
the flange to give better contact between antenna and carbon fiber.

D4. With an ohmmeter, you can test the continuity between the nav antenna and
the bottom wing skin. There must be contact for the nav to work properly.

D5. Follow the manufacturers instructions for wiring the nav antenna. This is a
simple process of stringing RG-58 coaxial cable through the electrical tube you
have previously installed, then wiring connectors on the inboard and outboard
ends of the wing. Again, follow the manufacturers instructions for installing
the connectors.

D6. If you haven't yet installed the wing tip mounting nutplates, do so now by
referring back to section "A" of this chapter. When drilling for the wing tip
mounting screws, you can simply drill through the nav antenna (don't drill
through any of the antenna's rivets or wire mounting studs) and mount the
nutplates on top of the antenna. See Figure 10:D:4. The rivets that secure the
nutplates will help maintain continuity between the antenna and the carbon
fiber.

I ~C;ff.Jr JVFB IB l~_E_~_T__:~--;2-~..::..0=-l-.::..9=-8---H~*l1

1_C=.:1=.::rnr.:pt=er:..:l=O-WI_.L
Lanc11ir International Inc., IfoJJresent(!d by NC!ico Aviation fuc., Copyl'ir:ht G 1998, ffodmond, OR 97750
 Securing the Wing Tip Nutpl ates tot h e Flange
~
(If you haven't done so already)
Figure 10:D:4

Cl. Cl>
~ C'J
Clc
c"'
-s: .....
"'cc
.l!l
c

>
"'
z"'

Cl

Cl>
,.,cc
... :l
.!!! "'u
0
c.
.S-
:l
E .,,
c
,.,
Cl.
Cl.
.,, Cl Z'
oc
0 ;: ...
Cl>
0 >
;:
0 ....
0 Cl
...... 0
~ ..... ..,
<I" ...c
f/J :.0
() ' Cl> c
en .., C.E
<I" ... :l
:::= '
()
en
... "' 0

:l
:i; c ....
Cl>
Cl>~

"' Cl>u "'ClCl> "'ccCl>

Cl>
:l
....
:l

0
"' c ...
"' 0 tt=
<( -+-' "' c
m

Chapter 10 I REV. 0/2-01-98 'x-1.

WINGTIPS P<.
Lancafr International Inc., Represenled by Neico Aviation Inc., Copyright 0 1!l98, ffodmond, OR 9775G
 CHAPTER 11
REVISION LIST
(Pressurized Version)
The following list ofrevisions will allow you to update the Lancair IV construction
manual chapter listed above.
Under the "Action" column, "R&R" directs you to remove and replace the pages
affected by the revision. "Add" directs you to insert the pages shown and "R" to remove
the pages.

Current
Page(s) affected Rev.# Action Description

11-1 0 None
11-1. l thru 11-1.9 PB17 Add Index to chapters 11/33 (FB)
11-2 PB13 R&R Edited Fig. ll:i:l
11-3 PS R&R Fig. ll:i:l
11-4 thru 11-6 0 None
11-7 PB13 R&R Edited Fig. ll:A:l
11-8 PB13 R&R Edited Fig. ll:B:l
11-9 thru 11-10 0 None
11-11 PB13 R&R Edited Fig. ll:B:2:c
11-12 PB13 R&R Edited Fig. ll:B:3.
11-13 PB19 R&R FS 242 is now 241, edited fig. and text
11-14 PB19 R&R CS cradle positions, fig. dim & FS station
11-15 PB19 R&R Changed dims in figure.
11-16 PB19 R&R Changed FS# to 241.
11-17 0 None
11-18 PB13 R&R Edited Fig. ll:C:5
11-19 0 None

L~~=z==O-==
...="=~==A==l.=~===--'JV'=---'i!.__ _JI I l l.-i Ii----"c:::ha''p:::te""r--"1""1_L.o.RE:::':.:.v.:....
~All'll"W"111"""'- Jigging Fuselage (Pressurized)
.
Lnm:nir Internntionnl!nc., Represented by Neico Aviation Inc. Copyright iO l!l!l!l, Jledmond, OR !l775G
_P:. :B: : 1: :e:.:.:1 =- -: :2s.:. .-9: :9:_ _ ~-t1
 CHAPTERll
JIGGING FUSELAGE

REVISIONS
From time to time, revisions to this assembly manual may be deemed necessary. When such revisions are
made, you should immediately replace all outdated pages with the revised pages. Discard the out dated
pages. Note that on the lower right comer of each page is a "revision date". Initial printings will have the
number "O" printed and the printing date. All subsequent revisions will have the revision number followed
by the date of that revision. When such revisions are made, a "table of revisions" page will also be issued.
This page (or pages) should be inserted in front of the opening page (this page) of each affected chapter. A
new "table of revisions" page will accompany any revision made to a chapter.

ARROWS
Most drawings will have arrows to show which direction the parts are facing, unless the drawing itselfmakes
that very obvious. "A/CUP" refers to the direction that would be up ifthe part were installed in a plane sitting
in the upright position. In most cases the part shown will be oriented in the aame position as the partitselfwill
be placed during that assembly step. However, time goes on and changes are made, so careful attention
should be prod to the orientation arrows.

CONTENTS
1. INTRODUCTION
2. SPECIAL PARTS, TOOLS & SUPPLIES LIST
3. CONSTRUCTION PROCEDURE
A. Cutting fuselage cradles
B. Building fuselage jig stands
C. Positioning fuselage in cradles
4. PHOTO PAGES

~~""';~~iiiil=~i!!l;=fj~==~="=~=='.8==1..=.Jll=='--___:IV~~--_J''~~-~ ]i--=C=h::oap"';:..::i=-~-=~=-._g-L,-;-~-~-e. ,-la_og_/e_7_-2_1_-9_2_ _

-l-f*l-I
Lancair Int.ematiorud Inc., Represented by Ncico Aviation Inc., Copyrii;hl (f!i 1992, Redmond, OR 97756
 INDEX TO CHAPTERS 11 through 33 '
(FB Fuselage)
CHAPTERll:
Revision List 11-i
JIGGING FUSELAGE 11-1
1. Introduction 11-2
2. Special Parts, Tools, & Supplies List 11-4
A. Parts 11-4
B. Tools 11-5
C. Supplies 11-6
3. Construction Procedures 11-7
A. Cutting Fuselage Cradles 11-7
B. Building Fuselage Jig Stands 11-8
C. Positioning Fuselage in Cradle 11-13

CHAPTER12:
Revision List 12-i
FIREWALL & BULKHEADS 12-1
1. Introduction 12-2
2. Special Parts, Tools, & Supplies List 12-4
A.Parts . 12-4
B. Tools 12-5
C. Supplies 12-6
3. Construction Procedures 12-7
A. Fitting Top Fuselage Shell & Vert. Stab. 12-7
B. Firewall Installation 12-14
C. Installing Exhaust Tunnels 12-24
D. Nose Gear Tunnel Installation 12-29
E. Rudder Mount Hardpoint 12-35
F. Engine Mount Reinforcements 12-38
G. FS 172 Bulkhead Installation 12-47
H. FS 208 Bulkhead Installation 12-50
I. FS 242 Bulkhead Installation 12-58
K. Vertical Stabilizer Sternpost 12-60
L. Alt Fuselage Access Panel 12-66
4. Photo Pages PP12. 1

CHAPTER13:
Revision List 13-i
MOUNTING HORIZONTAL STABILIZER 13-1
1. Introduction 13-2
2. Special Parts, Tools, & Supplies List 13-3
A.Parts 13-3

:. 11-1.1 i,i''l------Ll_RE_V_._ _P=-B=-1=-7:.::/1:.::_0--=1=-5-=-97.:__ft'x-J.*11

I.' Index to Chapters (Pressurized Version) R
La.ncair International Inc, Reprellented by Neico Aviation Inc, Copyright 1997, Redmond, OR 97756
 B. Tools 13-4
C. Supplies 13-5
3. Construction Procedures 13-6
A. Forming Horiz. Stab. Mounting Cradle 13-6
B. Mounting Horiz. Stab. 13-20
4. Photo Pages PP13.1

CHAPTER14:
Revision List 14-i
VERTICAL STABILIZER ASSEMBLY 14-1
1. Introduction 14-2
2. Special Parts, Tools, & Supplies List 14-3
A. Parts 14-3
B. Tools 14-4
C.Supplies 14-5
3. Construction Procedures 14-6
A. BondingRightVert. Stab. Half 14-6
B. Installing Cabin Air Scoop 14-13
C. Installing COM Antenna 14-16
D. Installing Vert Stab. Ribs & Webs 14-19
E. Forming Vert. Stab. Capstrips 14-25
F. Elevator Weldment Inspection Panel 12-31
G. Installing Fresh Air Vent 14-36
H. Loran Antenna 14-43
I. Closing Vertical Stabilizer 14-48
4. Photo Pages PP-14

CHAPTER15:
Revision List 15-i
RUDDER 15-1
1. Introduction 15-2
2. Special Parts, Tools, & Supplies List 15-3
A. Parts 15-3
B. Tools 15-4
C. Supplies 15-5
3. Construction Procedures 15-6
A. Hinge Mounting 15-6
B. Fitting Right Rudder Skin 15-13
C. Rudder Rib Installation 15-18
D. Forming Rudder Capstrips 15-23
E. Optional Rudder Trim Tab 15-28
F. Tail Light Installation 15-38
G. Rudder Closeout 15-43
H. Balancing Rudder 15-46
I. Rudder Pedal Installation 15-49

!,ii,'. ~1-.~~ rni-----~~R_E_V._ _ _P_B_17_1_10_-1_5_-9_7--Hf-*-H

~ Index to Chapters (Pressurized Version)
Lnnt:air International Inc, Reprcaented by NeicoAvintion Inc. Copyright 1997, Redmond, OR 97756
 J. Rudder Cable Installation 15-54
K. Rudder Stops 15-63
4. Photo Pages PP-15.1

CHAPTER16:
Revision List 16-i
MATING WING TO FUSELAGE 16-1
l. Introduction 16-2
2. Special Parts, Tools, & Supplies List 16-3
A.Parts 16-3
B. Tools 16-4
C. Supplies 16-5
3. Construction Procedures 16-6
A. Incidence Templates 16-6
B. Fuel Line Tunnel 16-8
C. Mating Wing to Fuselage 16-11
D. Shear Panel Supports 16-20
E. Shear Box Cover 16-33
F. Wing Root Fairings 16-37
4. Photo Pages PP-16.l

CHAPTER17:
Revision List 17-i
AILERON CONTROLS 17-1
l. Introduction 17-2
2. Special Parts, Tools, & Supplies List 17-3
A.Parts 17-3
B. Tools 17-4
C. Supplies 17-5
3. Construction Procedures 17-6
A. Inboard Aileron Bellcrank 17-6
B. Aileron Torque Tubes 17-14
C. Aileron Pushrod Completion 17-21
D. Control Stick Installation 17-26
E. Fuselage Side Reinforcement 17-29
F. Bellcrank Support Modifications 17-33
G. Aileron Stops 17-34

CHAPTER18
Revision List 18-i
WINDOWS 18-1
l. Introduction 18-2
2. Spcial Parts, Tools, & Supplies List 18-3
A.Parts 18-3
B. Tools 18-4

!11-1.S llil-----__J_R_E_V._ _-=P.=B.=17:.../::cl0:...-1=.:5:...-9:..:.7-+AAI

! Index to Chapters (Pressurized Version)
Lancair lnWmntional Inc, Represented by Neico Aviation Inc. Copyright 1997, Redmond, OR 97756
 C. Supplies 18-5
3. Construction Procedures 18-6
A. Preparing Upper Fuselage Shell 18-6
B. Preparing Windows 18-8
C. Window Installation 18-13

CHAPTER19
Revision List 19-i
MAIN GEAR INSTALLATION 19-1
1. Introduction 19-2
2. Special Parts, Tools, & Supplies List 19-3
A.Parts 19-3
B. Tools 19-4
C. Supplies 19-5
3. Construction Procedures 19-6
A. Assembling Gear Box 19-6
B. Assembling Gear Down Stops 19-12
C. Installing Main Gear Legs 19-19
D. Installing Extension Fairings 19-30
E. Installing Gear Box in Fuselage 19-33
F. Installing GM461 Corner Brackets 19-47
G. Installing GM462 Corner Brackets 19-49
H. Gear Box Access Panels 19-66
I. Hydraulic Cylinder Installation 19-68
J. Aft Seat Belt Attachments 19-82
K. Jack Point Installation 19-85
L. Main Gear Wheels and Tires 19-90
M. Main Gear Up Stops 19-95
N. Cutting the Gear Wells 19-98
0. Hinging Main Gear Doors 19-107
P. Main Wheel Cover 19-101
Q. Main Gear Door Actuation 19-112
R. Slider Support Wedge 19-121
S. Main Gear Down Indicator Switches 19-123

CHAPTER20:
Revision List 20-i
NOSE GEAR INSTALLATION 20-1
1. Introduction 20-2
2. Special Parts, Tools, & Supplies List 20-3
A. Parts 20-3
B. Tools 20-4
C. Supplies 20-5
3. Construction Procedures 20-6
A. Installing Engine Mount 20-6

REV. PBl 7/10-15-97

Index to Chapters (Pressurized Version)
Lancair Intcmationnl Inc, Represented by Nnico Aviation Inc. Copyright 1997, Redmond, OR 97756
 B. Installing Firewall Blanket 20-10
C. Assembling Nose Wheel Strut 20-11
D. Installing Nose Gear Strut 20-18
E. Gas Strut Attachment 20-25
F. Nose Gear Hydraulic Cylinder 20-27
G. Nose Gear Doors 20-29
H. Nose Gear Stop 20-46
I. Nose Gear Down Switch 20-48
J. Ins!.alling Nose Gear Shield 20-49

CHAPTER21
Revision List 21-i
FLAP CONTROLS 21-1
1. Introduction 21-2
2. Special Parts, Tools, & Supplies List 21-3
A. Parts 21-3
3. Construction Procedures 21-4
A. Center Flap Bellcrank 21-4
B. Flap Controls 21-9
C. Installing Flap Hydraulic Cylinder 21-13

CHAPTER22
Revision List 22-i
ELEVATOR CONTROLS 22-1
1. Introduction 22-2
2. Special Parts, Tools, & Supplies List 22-3
A. Parts 22-3
B. Tools 22-4
C. Supplies 22-5
3. Construction Proc8dures 22-6
A. Elevator Idler Arm Assembly 22-6
B. Idler Mounts 22-8
C. Elevator Torque Tube Mounting 22-17
D. Elevator Pushrod Installation 22-21

CHAPTER23
Revision List 23-i
BRAKE SYSTEM/RUDDER CONTROLS 23-1
1. Introduction 23-2
2. Special Parts, Tools, & Supplies List 23-4
A.Parts 23-4
B. Tools 23-4
C. Supplies 23-4
3. Construction Procedures 23-5
A. Rudder Pedal Installation 23-5

! 11-1.5 REV. PB17/10-15-97

l
Index to Chapters (Pressurized Version)
Lnni:air Intemntionnl Inc, Represented by Neico Avintian Inc. Copyright CCI 1997, RadmDnd, OR 97756
 B. Installing Brake Master Cylinder 23-9
C. Brake Reservoir 23-13
D. Installing Brake Assemblies 23-18
E. Installing Brake Lines 23-22

CHAPTER24
Revision List 24-i
INSTRUMENT PANEL 24-1
1. Introduction 24-2
2. Special Parts, Tools, & Supplies List 24-3
A. Parts 24-3
B. Tools 24-3
C. Supplies 24-3
3. Construction Procedures 24-4
A. Instrument Panel Installation 24-4
B. Instrument Panel Dust Cover 24-11
C. Instrument Panel Inserts 24-14

CHAPTER25
Revision List 25-i
SEATS 25-1
1. Introduction 25-2
2. Special Parts List 25-3
3. Construction Procedures 25-4
A. Seat Pan Installation 25-4
B. Assembling Seat 25-6
C. Mounting Seats 25-11

CHAPTER26
Revision List 26-i
HYDRAULIC SYSTEM 26-1
1. Introduction 26-2
2. Special Parts, Tools, & Supplies List 26-4
A.Parts 26-4
B. Tools 26-5
3. Construction Procedures 26-6
A. General Hydraulic Hints 26-6
B. Power Pack 26-13
C. Manifold/Accumulator 26-16
D.HandPump 26-19
E. Control Quadrant 26-22
F. Hydraulic Fittings 26-28
G. Hydraulic Lines 26-39

L~-.=
rJli"'~=~=~mi: : :~i! !;: : :t1~.&: : :w: : :"': : :~: : : : : A: : : : : l.: : :,R_: : : : : :__:W~!._
Lnncair lnblmntionnl Inc, Represented by Ncico Aviation Inc.
_
Copyright~
__Jlf.~llil
. l..1-----~R_E_v_.__P_B_1_71_1_0-_15_-_s7-++*-'H
.[~ IndextoChapters(PressurizedVersion)
1997, IWdmond, OR 97756
CHAPTER27
Revision List 27-i
FUEL SYSTEM 27-1
1. Introduction 27-2
2. Parts 27-3
3. Construction Procedure 27-4
A. Wing Fairing Acess Panel 27-4
B. Wing to Fuselage Fuel Lines 27-8
C. Fuel Selector 27-14
D. Door Stiffener 27-19
E. Gascolator Installation 27-25
F. Fuel Return Line to Firewall 27-30

CHAPTER28
Revision List 28-i
DOOR AND FUSELAGE CLOSEOUT 28-1
1. Introduction 28-2
2. Construction Procedures 28-3
A. Lower Door Frame 28-3
B.DoorSkin 28-10
C. Door Window 28-12
D. Door Stiffener 28-17
E. Hinging the Door 28-21
F. Gas Strut Installation 28-26
G. Door Latches 28-31
H. Door Handle 28-58
I. Door Lock 28-72
J. Handle Cover 28-76
K.DoorSeal 28-78
L. Overhead Air Duct 28-84
Photo Pages PP-28.1

CHAPTER29
Revision List 29-i
INTERIOR PANELS 29-1
1. Introduction 29-2
2.Parts 29-3
3. Construction Procedures 29-5
A. Rear Seat Back (Pressure Bulkhead) 29-5
B. Baggage Door 29-15
C. Rear Baggage Bulkhead 29-22
D.ArmRests 29-29
E. Rear Passenger Foot Rest 29-32
F. Forward Floor boards 29-36
G. Fuel/Hydraulic Line Tunnels 29-40

--=
lc>--::::;;?i!iiiii"~
_'
...?..-:,,~=-~=-A-=-~-=D=;;;;-:IV:::::-:::---11;.r_1.-1-1.. 7.i_ _ lll._ _ _ _ _ _L_R_Ev_._ _ :. : P:. : B:. : 1:. : 7/:. : 1.: . 0-:. : 15.: . -.: . 97-'- -~'+I
IndextoChapters(PressurizedVersion)
Lnncair International Inc, Represented by Neico Aviation Inc, Copyright 1997, Redmond, OR 97756
 H Side Panels 29-42
I. Seat Belt Installation 29-45 "'
J. Rear Seat Bottom 29-50
K. Outflow Valve Installation 29-55
L. Elevator Pushrod Seats 29-59
M. Elevator Pressure Compensator 29-64
N. Aileron Pushrod Seats 29-66
0. Firewall Reinforcement Ribs 29-70
P. Rear Spar Covers 29-72
Q. Reinforcement Plates 29-74

CHAPTER30
Revision List 30-i
BAGGAGE DOOR 30-1
1. Introduction 30-2
2.Parts 30-3
3. Construction Procedures 30-4
A. Fitting and Hinging the Baggage Door 30-4
B. Baggage Door Locks 30-8
C. Weather Seal Installation 30-14

CHAPTER31
Revision List 31-i
FIREWALL FORWARD 31-1
A. Mounting the Engine 31-2
B. Cowling 31-7
C. Baffling 31-13
D. Engine Primary Control Systems 31-24
E. Fuel Systems 31-32
F. Engine Oil System 31-38
G. Induction Air System 31-45
H. Propeller/Spinner 31-50

CHAPTER32
Revision List 32-i
GENERAL WIRING 32-1
1. Introduction 32-2
2. Construction Procedures 32-4
A. Battery Box Locations 32-4
B. Basic Wiring 32-6
C. Landing Gear Wiring 32-9
D.Lights 32-12
E. Fuel Pump/Primer Wiring 32-15
F. Trim System Wiring 32-16
G. Antenna Placement 32-18
H. Pressurization System Wiring & Instructions 32-25

~IAfllDAl.O N ii[~~~:~:::]
I REV. PB 17/10-15-97 K><
I ~ ~""'- Index to Chapters (Pressurized Version)
Ln.nenir Int.cmationnl Inc, Represented by Ncico Aviation Inc. Copyright 1997, Redmoad, OR 97756
><
CHAPTER33
Revision List 33-i
ODDS&ENDS 33-1
l. Introduction 33-2
2. Construction Procedures 33-3
A. Wing Electrical Holes 33-3
B. Pitot/Static Completion 33-5
C. Door Seal Pump 33-10
E. Sound Proofing 33-12
3. Painting & Interiors 33-14
A.BID Tapes 33-15
B. Mixing the Micro 33-16
C. General Surface Preparation 33-18
D. Priming Materials 33-19
E. Painting 33-21
F. Paint Preparation 33-22
G. Base Colors 33-23
H. Trim Colors 33-24
I. Interiors 33-25
J. Upholstery 33-26
4. Weight & Balance 33-27

Lancair Internatiannl Inc, Rcpre11ented by Ncioo Aviation Inc, Copyright 1997, Redmond, OR 97756
1. INTRODUCTION

Jigging the fuselage of your Lancair IVP in position is a simple process. Three
cradles are required to hold the bottom fuselage shell. The bottom shell will be
mounted so you will be able to retract and extend the landing gear. The arc of the
main gear legs during retraction is such that the bottom shell will be uncomfort-
ably high for most builders. There is no way to get around the height requirement
so if you use this method of supporting the fuselage we suggest you build a raised
platform around your bottom fuselage shell to aid in builder comfort. The height
of the platform should be decided by the builder.

The fuselage assembly jig

Figure ll:i: 1

L'""C2':!='!!.=.~~~~=~="~===\V=~:~~~l..R_:::c..~IV~!____J11.11-21.1-_C_h_ap~~-:-.~-1~-.-g~;-u-v_~e-1-:-:-e-1a_1_6-_6_-e_s_-+'*71
Lancair Intemationnl Inc., Represented by Neico Aviation Inc., Copyright 0 1995, Redmond, OR 97756
 Another option is to jig your fuselage lower to install the bulkheads, firewall,
engine mount, and gear box, then re-jig the bottom fuselage shell higher for
installation and testing of the gear legs. Using the sturdy jig stands descibed in
Section B, the raising and re-leveling of the fuselage is easy to accomplish.

From our experience, we highly suggest that you apply at least the first two coats
ofprimer to your bottom fuselage shell BEFORE you secure it into the jig cradles.
This will greatly decrease the amount of time you spend on your back sanding
later in construction. After fue fuselage is set into the cradles, it will not (or should
not) be removed before the top fuselage shell is bonded to the bottom shell. So you
can imagine the difficulty of rolling the heavy fuselage over or spraying primer
upside down after the landing gear, electrical, and control systems have been
installed.

Some helpful hints about spraying primer are included in Chapter 1 of the
Lancair IV "A" manual. Depending on the brand of primer you are using, follow
the manufacturer's instructions and suggestions for application. Don't apply
primer to the joggled areas or the areas where the wing fillets will be installed.

Pick a construction area which is convenient and where you will not have to move
the fuselage for quite a while.You should have enough room to install and remove
both wings. Also be sure you have an exit route from your workplace that will
accommodate the 11' wide horizontal stabilizer.

You'll be dealing with some new terms while building the fuselage as opposed to
the wings and tail. Most of the parts in the fuselage are located using fuselage
stations CFS) for fore/aft measuring and waterlines (WL) for height measure-
ments. Be sure you are familiar with these terms as practically every part built
into the fuselage is located from a WL or FS location.

~~""';;~~~~:=~!';'==4=,U=~=~=~=A==1.=R_=:...._W~~--__J'J~~~;11 c_h~ap~;=i=-~-~-::.-g~~=Eu_v_~_e=1-a-Pg_se_,
__ _9_-6_-9_4_ _-+t1'c71
Lnncnir Internutional Inc., Rcprooenled by Neico Aviation Inc., Copyright e 1992,Redmond, OR 97756
2. SPECIAL PARTS, TOOLS & SUPPLIES LIST

A PARTS

Bottom fuselage shell

Fuselage cradle Blueprints A-301 and A-302

L'~r~=~=.~~*~=fl~==v=~=~='.41=.l.=,]fl=c._~W~!____Jll~ 1:~]1-.:::C=h:::ap<:J.:.:t:==.~-=~::::~'--gL;--~-~-e-la_og_le_7_-2_1_-9_2_ _---+f-*H

Lttncuir lnlemnlionnl Inc., Represented by Neko Avintiim In~., Copyright Cl 1992,Redmond, OR !17756
B. TOOLS

Saber saw
4' carpenter's (bubble type) level
Chalk line
Carpenter's square
Tape measure
Hammer
Table s~w (nice for cutting 4 x 4's but not necessary)
Transit
Water level

I~uncnir lnt.erna.lional Inc.,Rcpre11ented by Ncico Aviation Inc., Copyright Cl 1992, Redmond, OR 97756
C. SUPPLIES

Bondo
Spray contact adhesive

~C2~~~;;i~?~~~~::::"""::::~::::'A~;,,,":_~W~!!_____Jr[ ~~~~ ]c_Ch_a~p'-:;~;;-:~-~-~;--g-'-~:;;:;:--~-~-el;--a-og_/e_7-_2_1-_9_2_ _*'*11

Lancuir lnlernnlionnl Inc::.. Rcprcoontcd by Ncico Avialion Inc., Copyright e 1992,Rcdmond, OR 97756
A. CUTTING FUSELAGE CRADLES

There are three cradles necessary to hold the bottom fuselage shell in position.
Templates for these cradles are provided on Blueprints A-301 and A-302.

Al. Use spray contact cement to bond the fuselage cradle templates to two adequate
sized 5/8" pieces of plywood. Use a good grade of plywood and try to pick a sheet
with minimum warp.

A2. Use a sabre saw to cut the fuselage cradles from the plywood.

A3. Sand any rough edges of the cradle contours smooth. There will be a lot of weight
on these cradles eventually, and you don't want any pressure points that may
damage the carbon fiber.

Plywood fuselage cradles

Figure ll:A:l

16"
t Fuselage
(406mm) Brace

24"
(610 mm) ---1~

Aft
Forward fuselage cradles fuselage
FS74 cradle
FS231

All pieces are made from 5/8" thick plywood.

Use Blueprints A-301 and A-302 as templates for FS 74 and FS 231.

Lnnt:air lntemntionnl Inc., Represented by Neko Aviation lne., Copyright 1995, Redmond, OR 97756
B. BUILDING JIG STANDS

The fuselage cradles are supported by two sturdy stands built from 4x4 lumber.
Take your time and build these stands strong, they will be supporting your
precious project for a long time. The stands are built purposefully tall so you can
raise the fuselage for gear retraction tests or lower it for ease of construction.

Fuselage jig stands

Figure ll:B:l

......- - - - - - Jig stands made from 4 x 4 lumber

Plywood
fuselage
cradles

Block of
wood for
Aft Jig Stand safety block

Forward Jig Stand

You'll need to take a trip to the lumber yard and buy the following lengths of 4 x
4 and 2 x 4 stock.

Quantity Size
1 4" x4" x 3'
4 4" x 4" x 6'
3 4"x4" x5'
4 2" x 4" x 2 112'

~C2"'~~~~~~:=~~:::::::&=~=~'lf"'=:::4==~=n~:_...:IV~...!:.--_JJr~~.-s . . j.1--=c=h""ap""~=-=:=-~-=1~=-.-n_JgL;=u_v_~_e1:--:-:-e-13_1_6-_6_-9_5_-+1*11
Lnncair lntcmationnl Inc., Represented by Neiro Aviation Inc., Copyright 1995, Redmond, OR 97756
Bl. Cut the needed lengths of 4 x 4's and construct the base assemblies as shown in
Figure ll:B:2:a, b, & c. Dado joints are required where the two short base pieces
meet each long base piece. Use a circular saw or table saw and a wood chisel to
make these joints.

Base assembly construction

Figure ll:B:2:a

I..unc:nir InLurnntionnl Inc:., Represented by Ncic:o Avialion Inc., Copyright ie 1992, Redmond, OR 97756
 Dimensions for aft jig stand
Figure ll:B:2:b

- -

72"
11/2"1 . - - .. rl 112"
I
24"

L I ~- I :::r

Aft jig stand

Law

Luncnir Inlcrnut.ional Inc., Rcprcscnled by Neico Avin1ion Inc., Copyright e 1992,Redmond, OR 9775G
 Dimensions for forward jig stand
Figure ll:B:2:c

60"

16" ,,
__t__.__......U.~L-'--~~~~~~~~~-_.._~. . . . ~-!

l~-----72" -----
Forward jig stand

B2. Mount the long, 4 x 4, vertical supports to the base assemblies using the metal
brackets you bought at the hardware store. Use a bubble level to get these 4 x 4's
close to vertical.

~"'"c:::Jl;;~"=~~;=~~A=="=~==A==L.=.R_=='-_.:W~..!'..--_lll: 11_ 11 .1 -c-=-h=-a'-"p'-'~.c ~r:. .: = ~-~.LR=:=-:-~-el:-a-P:-~-3_1_6_-_6-_9_5_-1+'~*1-1

-.
Lnncair International lni:., Reprcscnl.cd by Ncko Aviation Inc., Copyright 1995, Redmond, DR 97756
 Mounting the vertical 4 x 4 fwd supports
Figure ll:B:3

Vertical
4x4
jig support

..--Base
assembly

Metal brackets secure vertical 4 x 4's to

the base assemblies. Brackets available
at hardware store.

B3. Reinforce the vertical 4 x 4 supports with 2 x 4 braces for the aft jigging. Use the
fwd support brace to reinforce the 4 x 4 supports on the forward jigging.

Lnncnir lntcrnationnl Inc., Reprceented by Ncico Aviation Inc., Copyright(!} 1995, Redmond, OR 97756
C. POSITIONING THE FUSELAGE IN THE CRAD"LES

The bottom fuselage s)lell is positioned in the two cradles by using the six
alignment dimples molded into the fuselage. Four dimples are molded into the left
and right fuselage sides (two just behind the firewall and two at the rear). Two
more dimples are molded into the bottom of the fuselage at the centerline on the
standard kit, but not the fast build.

You must now decide where to put your fuselage during it's construction. I tis best
not to move the fuselage after it is aligned in the cradles, so pick an area where you
can work on all sides of the fuselage. Keep in mind the additional space required
for the engine mount and the vertical stabilizer assembly.

Alignment Dimple Locations on the Bottom Fuselage Shell

Figure ll:C:l

Alignment dimples used for

lereling bottom fuselage
shell (6 dimples total)
Fast Build Kits: Use the center engine
mount bolt for the center dimple on the older kits.
For newer FE kits, use a point halfway between
the two drilled holes on the bottom joggle.

Cl. When you have decided where to locate your fuselage during construction, draw
a 20' long centerline mark on your shop floor. A carpenter's chalk line is best for
this step. Be accurate and make a straight line because proper fuselage alignment
is at stake. A clean, level shop floor will help.

C2. Draw lines perpendicular too the centerline at FS (Fuselage Station) 51.25, FS
114.25, FS 171, FS 208, and FS 241. Confixm that your lines are perpendicular
by triangulation (remember your geometry?).

L
~;;~=~i!!lt::::~!'#.==..a==""'~~==A==l.'=D~:__:JVl:.._'!_
C>= "lllTl!il_,....,1'116...
~ 1_.::c.::h"'ap"-'t=e.::..r:::..11=---'-R_E_v_.
__JI C::.::.J Jigging Fuselage (Pressurized Version)
.
_ __:P:..:B:..:1:.:9:..:11:..:-2:.:5:..:-9:.:9_+B<H-1
Ln11cair Inten111tion11l lnc, Repre;;ented by >:Pico Avinlion Inc. Co11rri1dn 0 J!J!J!}, Redmond. OR !lii5G
 Centerline and FS Line Pattern on Your Shop Floor
Figure ll:C:2

Make FS lines 6' Jong

33" 37" 56.75" 63"

F
Centerline
(BL 0)

FS 241 FS 208 FS 171 FS 114.25 FS 51.25

22'

C3. Clamp the forward and aft fuselage cradles to their respective supports .. For now,
position the bottom of the forward cradle about 27" above the floor and the bottom
of the aft cradle about 38" above the floor. These heights are rough dimensions at
this time, you will adjust the cradles to their final position in the next few steps. See
Figure ll:C:3.

C4. Place the forward fuselage cradle and support over FS 74 and align it with the
centerline on your shop floor. Align the aft cradle and support over FS 232.5. The
centerline marks on the cradles are okay to use in this step forthe initial placement
of the cradles but should not be considered as perfectly accurate. You will adjust
these cradles again in the next few steps after the fuselage is placed in position.

Ls;;?f~;:~=~Al==A'..=~===.46==1'.=~==~-JV'::_!_~~_J'~l~~C~h~ap~te~r~l~l'------'---1t_E_\'.~~-P_B~l9_/l~--25~-~9~9~ft-1'C+I
~ IV~l'llL. _c::._:_j Jigging Fuselage (Pressurized Version)
Lnncni r lntl!rnntianiil Jnr.. Hep resented !Jr Nricu Aviotion Inc. Cup_l'ri[iht f) 1!19!1, l11!1!rnond. 0Jl 9jj5G
 Initial Placement of the Fuselage Cradles
Figure ll:C:3

Aft Jig Stand

Forward Jig Stand

Exact cradle locations will be determined when
the bottom fuselage shell is set in place. These initial
heights will be close for the final positioning.

C5. Now set the bottom fuselage shell in the cradles. Use a plumb bob to align the
forward centerline dimple of the fuselage over the FS 51.25 mark on your shop
floor. You can drill a 118" hole through each centerline dimple through which to
feed a plumb bob string. The aft fuselage centerline dimple should also be
plumbed to the floor centerline. Adjust the cradles left or right if necessary to
properly center the fuselage.

C6. Do the cradles fit the curve of the fuselage? Probably not perfectly. This is a good
time to make custom fitting jig cradles by applying release tape to the bottom
surface of the fuselage, where it rests on the cradles, and applying Bondo to the top
of the cradles. Set the fuselage down into the wet Bondo on the cradles and the
Bondo will dry to form perfect support surfaces for the .fuselage. Realign the
fuselage to the floor centerline and continue the leveling process.

L~~~~==~==..A.==""=~===4/l:::=~=~==~~JV':_!._~~_J'~l~-C_h_a~p_te_r_l_l~~R_E_\'~~-P_B~l9_il_-_25_-_99~-rtfti"I
O; Vll'ff,,Jr.l?UT"- C.:=..J
Luncnir International !nc, Rcp1r.scn led hr Ncico A\intion Inc. Cop~Tight
. Jigging Fuselage (Pressurized Version)
ID l!l!J!l, Hcdmontl. OR !J775fi
 Aligning the Fuselage Over the Floo~ Centerline and FS 51.25
Figure ll:C:4

Q)

i i ----::::::::::::::::----
'O
Q)
'O
.

' "N"
'Q)
QJ
'O C1
.!!!
(/)
Q)
I
-"'
.E~.2
.c en .B
DU. c:
.c -
.c ", 11
E "'O
:J 20
0: :5 E

I
I QJ
c:
-g :e 0
'O Ql -
"'E t:
.,
,<=U'O
=
- Ql
.c ~:B
D <1l D
.c E ai
.c ""
Cl Q) "'
C1
E :ic.a; I
::JeEtn ;'
a: :.a .;
!

\ \ /
\ I
Yi
I Qi \-
I \1-
I;
I Qi
(/)
!
j"
' \!ll u-
~
.2 'r::
I ~ -;::--

E / " 0
0 1'C$:
;::
D
II O
" "'
(IJ I

L~;;.t:::~:!!lt:::~~:::A:::.l.==":~=:::,/!//J=:::l..";:D~~"
O;
Lan~air
'flll''lfl.rJUY~
Intcrnntionnl Inc. Hep1!!.scnt!!d by Ncico
__:JV~~--J' c..:::..::..J
1hi~tion
ID-16l .
i--=-C=-h'-"apc.ctc:ce-=-r-=-ll=---__,_R_E_\'_._ _P_B_l_9_il_-2_5_-9_:_9_ffieii
Jigging Fuselage (Pressurized Version)
lne. Cu11rrii,:ht tD l!l9!l, !kdmomL OR 977511
C7. To level the bottom fuselage shell in the pitch and roll axis, use the four dimples
molded into the fuselage sides. A good water level or a transit are the best tools
for this job. Choose one dimple (i.e. forward left) and level the rest to it. When you
adjust the cradles to align the dimples, go back and recheck the original dimple
to make sure it has not moved. When the four side dimples are level with each
other, and the two centerline dimples are plumb over the floor centerline, your
fuselage should be positioned properly.

Note: A..n error of+/- 1/8" is acceptable when leveling the fuselage. The
airplane wouldn't even feel this small of a deviation. Don't try to get the
fuselage aligned to within a thousandth of an inch, this has needlessly
frustrated many builders in the past.

Lancnir InLcmationul Inc., Imprcoonted by Ncico Aviation Inc., Copyright li!l 1992, Redmond, OR 9775G
 Leveling fuselage with four side dimples
Figure ll:C:5

Fore and aft alignment dimples

should be level with each other
on both sides of fuselage,

Bottom Fuselage Shell

r:.
~Adjust
::z:::t:J:==J cradles up or down until--------1>-/I
the four fuselage side dimples are
i.;,. level with each other.

Use a transit (or water level)

to level the four side dimples.
Remember to keep the fuselage
centerline over the floor line.

..
~C2~~~~*~~~~:::::.'::~!lf"liA,ll',R:::_~W~~--_J'r;~-~8~l1-C_h_,ap,_~=~:-~-~-:-.n--'g-:~=-E:-~-e--=1:-:-:-~-3-/_6_-_6-_9_5_-H*lj
Lnncair Intematioonl Inc., Represented by Neico Aviation Inc.., Copyright 1995, Redmond, OR 97756
CS. When satisfied that your fuselage is level and aligned with the centerline, secure
the cradles to their supports with a couple wood screws. Apply a few blobs of
Bonda to secure the cradle supports to your shop floor so you won't accidentally
kick the supports and cause a misalignment. The adhesion from the release tape/
Bonda filling you did in Step 6 should hold the fuselage firmly in the cradles. If
in doubt, you can add a few Bondo blobs to the fuselage/cradle junction just to
make sure.

Lancnir Inlenmtional Inc., Represented by Neico Avinlian Inc., Copyright 01992, Redmond, DR 97756
 CHAPTER 12
REVISION LIST
(Pressurized Version)
The following list ofrevisions will allow you to update the Lancair IV construction
manual chapter listed above.
Under the "Action" column, "R&R" directs you to remove and replace the pages
affected by the revision. "Add" directs you to insert the pages shown and "R" to remove
the pages.

Current
Page (s) affected Rev.# Action Description

12-1 PB14 R&R Changed bulkhead 171 to 172.

12-2 PB16 R&R FS 244 is now FS 242.
12-3 thru 12-20 Pl None Revised.
12-21 PB19 R&R Added NOTE.
12-22 PB19 R&R Revised text in figure.
12-23 thru 12-24 Pl None Revised.
12-25 PB19 R&R Added text to fig. 12:C:2.
12-26 thru 12-34 Pl None Revised
12-35 PB17 R&R Added note and drawing.
12-36 PS R&R Revised Figure 12:E:2.
12-37 Pl None
12-38 PB19 R&R Added text to end of step FL
12-39 Pl None
12-40 PB17 R&R Revised figure for rudder hardpoint.
12-41 Pl None
12-42 PB19 R&R Edited text in Fig. 12:F:4.
12-43 PB17 R&R Revised figure for rudder hardpoint.
12-44 PS R&R Corrected step Fl 7.
12-45 Pl None
12-46 PBlO R&R Added note after F20.
12-47 PB15 R&R Added hole to bulkhead in Fig. 12:G:L
12-48 thru 12-49 PB14 R&R Changed bulkhead 171 to 172
12-50 PB19 R&R Edited NOTE.
12-51 Pl None
12-52 PB19 R&R Bulkhead 242 is now 241, removed text.
12-53 PB19 R&R Bulkhead 242 is now 241, edited 15.
12-54 PB19 R&R Bulkhead 242 is now 241, edited I6-I8.
12-55 PB19 R&R Bulkhead 242 is now 241, modified fig.
12-56 PB19 R&R Bulkhead 242 is now 241.
12-57 PB19 R&R Bulkhead 242 is now 241.
12-58 PB19 R&R FS 242 is now 241.

L~~:::::L:;:::~~~A::::::",_~:::'A~l.D~...:JV~~-__JI
~.JrW"lfl'l"ll>. I _
- - =-P~B: .:19: . :ilo. :-2: :5. :-9:.: :.9_- -)0(
12 _i , 1_ ____:::C::::ha""pc:.:te::.r..::12=--LIRE==-v:...:..
Firewall and Bulkheads
L!lm:oir International Inc .. Represented by Neico Aviation Inc. Copyrighl O HJ9!J, Radmand, OR 9771i6
1+'xi*-+1
 CHAPTER 12
REVISION LIST
(Pressurized Version)
The following list ofrevisions will allow you to update the Lancair IV construction
manual chapter listed above.
Under the "Action" column, "R&R" directs you to remove and replace the pages
affected by the revision. "Add" directs you to insert the pages shown and "R" to remove
the pages.

Current
Page(s) affected Rev.# Action Description

12-59 PB19 R&R FS 242 is now 241.

12-60 PB19 R&R Added NOTE after Kl.
12-61 PB19 R&R Corrected step K2, NOTE, & figure.
12-62 PB19 R&R Made last sentence in K5 bold print.
12-63 Pl None
12-64 P2 R&R Corrected Step Kll & Figure 12:K:5.
12-65 Pl None
12-66 & 12-67 PBlO Add Added pages.

L~~=Jt==O-==A==,,,=~==.8==1..='=:....__:JV':_!_
O?'--'f,Al\ur~,ni;;. ___JI I lZ-ii ,1__c-"h""ar"""tc:.e"""r
. Firewall and Bulkheads
Lanc11ir International Inc., Represented by Ncico Aviation Inc. Copy1ight ID l!l!J!l, Rlldmoud, OR !l775G
-'1'-2--'-'-REV=-
__.'--'P'-B'""""'1'""'e--'11--2-'5-'_9_e_ _ffirri
 CHAPTER12
FIREWALL AND BULKHEADS
REVISIONS
From time to time, revisions to this assembly manual may be deemed necessary. When such revisions are
made, you should immediately replace all outdated pages with the revised pages. Discard the out dated
pages. Note that on the lower right corner of.each page is a "revision date". Initial printings will have the
number 11 0 11 printed and the printing date. All subsequent revisions will have the revision number followed
by the date of that revision. When such revisions are made, a "table of revisions" page will also be issued.
This page (or pages) should be inserted in front of the opening page (this page) of each affected chapter. A
new 11 table ofrevisions 11 page will accompany any revision made to a chapter.

ARROWS
Most drawings will have arrows to show which direction the parts are facing, unless the drawing itselfmakes
that very obvious. "A/CUP'' refers to the direction that would be up ifthe part were installed in a plane
sitting in the upright position. In most cases the part shown will be oriented in the same position as the part
itselfwill be placed during that assembly step. However, time goes on and changes are made, so careful
attention should be prud to the orientation arrows.

CONTENTS
1. INTRODUCTION
2. SPECIAL PARTS, TOOLS & SUPPLIES LIST
A.PARTS
B.TOOLS
C. SUPPLIES
3. CONSTRUCTION PROCEDURE
A. FITTING TOP FUSELAGE SHELL AND VERTICAL STABILIZER
B. INSTALLING FIBEWALL
C. EXHAUST TUNNEL INSTALLATION
D. NOSE GEAR TUNNEL INSTALLATION
E. RUDDER MOUNT HARDPOINT
F. ENGINE MOUNT REINFORCEMENT
G. FS 172 BULKHEAD INSTALLATION
H. FS 208 BULKHEAD INSTALLATION
I. FS 244 BULKHEAD INSTALLATION
J. REAR TIE DOWN INSTALLATION
K. VERTICAL STABILIZER STERNPOST
L. AFT FUSELAGE ACCESS PANEL
4. PHOTOPAGES

'! 12 _1 Ill-!---=C=h=a"pt;;;e:;-r..::1::.2----!l;;--RE-v_.~;;::-.;:;Pc:,B;::..14/=-8=--:o-26=--=-96=---H'~*ij
I.
Lnncair lnlmlntionnl Inc, Represented by Neico Aviation Inc, Copyright 1996, Redmond, OR 97756
Firewall and Bulkheads ,-,
1. INTRODUCTION

In this chapter, you will install all the major bulkheads in the bottom fuselage shell,
including the firewall. The firewall ofthe Lancair N-P is constructed of a 3/8" thick,
4 ply per side, fiberglass prepreg panel. For fire protection, a premolded firewall
"blanket" is provided, but will not be installed until the nose gear tunnel and
exhaust tunnels are installed.

Firewall and Bulkheads

Figure 12:i:l

Exhaust tunnels
Vertical stabilizer
sternpost

I FS 242 bulkhead

/ FS208bulkhood

@
IGI
I I
fQA cM I . Firewall

Bottom fuselage shell

The other bulkheads in the fuselage are made from 114" thick, 2 ply per side
fiberglass prepreg panel provided in the kit.

Lancair Int.ernat.fonnl Inc, Represented by Nciro Avia ti en Inc. Copyright 1997, Rmlmimd, OR 97756
 Before any bulkhead is installed, the top fuselage shell and vertical stabilizer
halves are fit to the bottom shell and clecoed in place. Besides being a major
morale booster to the builder, installing the top fuselage shell pulls in the bottom
fuselage sides to insure proper fuselage width while the bulkheads are curing in
position.

Lnncnir Jntcrnntionnl Inc, Represenlcd by NekoAvio.tlon Inc. Copyright e 1993,Redmond, OR 97756

2. SPECIAL PARTS, TOOLS & SUPPLIBS LIST

A. PARTS

Bottom fuselage shell

Top fuselage shell
Right vertical stabilizer shell
Left vertical stabilizer shell
2 BID, 1/4" thick fiberglass prepreg panel
4 BID, 3/8" thick fiberglass prepreg panel (with firewall pre-outlined)
Nose gear tunnel
Exhaust tunnel (left)
Exhaust tunnel (right)
Rear tie down assembly
5 - 3" x 3" x 1/4" thick phenolic pieces
1/4" thick plywood

Lancair Jntcrnutionnl Inc:, Repreoonlcd by NeicoAvinlion Inc. Copyright 01993,Rcdmond, OR 97756

B. TOOLS

Saber saw
Dremel tool
Plumb bob
Grinder
Smart level
Carpenter's bubble type level
Cleco pliers
Clecoes

Lnncalr International Inc, Represented by Neico Avia lion Inc. Copyright :i 1993, Redmond, OR 97756
C. SUPPLIES

Fiberglass
Hysol

Epoxy
Micro
Flox
40 grit sandpaper
Mixing sticks
Mixing cups
Paint brushes
MC
Acetone
Paper towels

Chapter12 IREv. Pl I 1-25-93 )o<

Firewall and Bulkheads (Press.) ~
Lancnlr Inlernnt.iunnl Inc, Rcpresen!.ed by Neieo Aviation Im:. Copyright e 1993, Redmond, OR 97756
3. CONSTRUCTION PROCEDURE

A. FITTING TOP FUSELAGE AND VERTICAL STABILIZER

You're going to enjoy completing this construction section because your fuselage
will take shape quickly. Fitting the top fuselage shell and the vertical stabilizer
is necessary to assure proper fuselage width when bonding in the bulkheads and
firewall. A side benefit is that you get to see what your fuselage looks like all put
together. You can invite your friends over and brag about the interior room ofyour
Lancair IV, and call your wife out to the shop to show her all that baggage space.
Maybe she'll forgive you.

First things first, though, finish this section before bragging. Let's begin with the
vertical stabilizer.

Fitting top fuselage shell and vertical stabilizer

Figure 12:A:l

Left vert. stab. half

/
~--T-o_p_fu-se/ell

~------==
OCJ
Right
vert.
stab.
half

Bottom fuselage shell

~C2"';;~~?~~~~='\r=8"=~=A=l.=linlL.=la=:.._IV~__!'____Jl[~~~i:"J;1~~""~;::ra"':"-'!::::e:n~12=-an-1;d;--;~"':-"'" 'lk;- ;:,-:-~-d~1~_2-; ~ "'9r_3e-s-s-,.)c+f-11

111.ncnir International Inc, Represented by Neico Avinlion Inc, Copyrighl Cl 1993, Redmond, OR 97756
Al. There are scribe marks on the lower edges of the vertical stabilizer halves that
are used for positioning the pieces onto the bottom fuselage shell. The scribe
marks should align with the top edges of the bottom fuselage shell (within a
+-1/8" tolerance). Trim anyex:cess fiberglass from the bottom edges of the vertical
stabilizer halves to allow the pieces to fit in the bottom fuselage shell joggle.

WARNING: The scribe marks are not cut marks! Do not trim the bottoms
of the vert. stab. halves or the top fuselage shell to the scribe lines, they
would be too short for a proper fit.

NOTE: Itis a good idea to read further about vertical stabilizer construction
before fitting the stabilizer skins to the fuselage. Chapter 14 contains a
much more thorough description of vertical stabilizer alignment. What you
DON'T want to do is cut the vert. stab. too short. (The old "I've cut it three
times and it's still too short" syndrome.)

Fitting vertical stabilizer halves to bottom fuselage

Figure 12:A:2

Bottom fuselage shell

Lnnenir International Im:, Rcpresenled by Neleo Aviation Im:. Copyright C> 1993, Redmond, OR !17756
A2. Trim back the vertical stabilizer joggles where they rest against the bottom
fuselage shell, as shown in Figure 12:A:3. This will allow a flush fit of the vertical
stabilizer to the bottom fuselage.

Trimming vertical stabilizer joggle

Figure 12:A:3

Vertical stablizer (right half)

Remove this portion of

joggle so vertical stab
will be flush with fuselage
sides.

Bottom fuselage shell

Lnncair International Inc, Represented by Ncico Aviation Inc. Copyright e 1993, Redmond, OR 97756
A3. The joggles on the forward edge of the vertical stabilizer halves must be aligned.
Keep this in mind when fitting the vertical stabilizer halves to the bottom
fuselage shell. When satisfied with the fit of the vertical stabilizer, use clecoes to
secure the halves together and to the bottom fuselage shell.Use only a few clecoes
(3 or 4 per half) in case you have to later adjust the vertical stab position.

Securing vertical stabilizer to fuselage with clecoes

Figure 12:A:4

Clecoes

Bottom fuselage shell

Lllnca.ir !nter"nationnl Inc, Reprolil!nted by Ncko Aviation Inc. Copyrlght l!:l 1993,Iledmond, OR 97756
A4. The top fuselage shell also has a scribe line denoting the top edge of the WL22
joggle. Set the top shell onto the bottom shell. You'll probably have to pull in the
sides of the bottom fuselage shell slightly so the top shell will fit over the WL 22
joggle.

A5. There are several key areas to align properly between the top and bottom fuselage
shells. Starting from the aft edge of the top fuselage shell, the shell should rest
in the vertical stabilizer joggle.

Top fuselage shell/ vertical stab. junction

Figure 12:A:5

/Vertical stabilizer

There should be a smooth

transition between vertical Top fuselage shell

men il
stabilizer and top fuselage

~'----------::::

Bottom fuselage shell

Note: Dashed lines represent joggles

Lancair lnturna.tion1111nc, Represent.ed by Neico Avinlion Inc. Copyright e 1993, Redmond, OR 97756
A6. The cockpit door joggles ofthe top fuselage shell should align with the door joggles
of the bottom fuselage shell. There are double joggles molded into the the bottom
fuselage shell in the door area so you will not have to notch the top shell for a flush
joggle fit (as you did on the vert. stab.).

Fitting top fuselage shell at door joggle

Figure 12:A:6

Top fuselages~

Door joggles should

be aligned between
top and bottom
fuselage shells
I
---J

Use clecoes at important

fuselage junctions

Bottom fuselage shell/

Lanmir Internatiannl Inc, Represented by Ncica Aviation Inc. Copyright 01993,Redmond, OR 97756
A7. The cowling joggles of the top and bottom fuselage shells should align fore/aft.
Again, we have molded a double joggle in the bottom fuselage shell so a flush fit
can be obtained.

Fitting top fuselage shell at cowling joggle

Figure 12:A:7

Top fuselage shell

There is a double joggle -- - -

molded into the cowling
flange of the bottom /
fuselage shell to accomodate/
the top shell cowling flange

AS. When satisfied with the position of the top fuselage shell, use clecoes to secure it
in position. Again, use only a few clecoes as you might have to slightly adjust the
top fuselage shell in the future.

Lancair International Inc, Rcpre&ent.00. by NcicoAvinlion Inc. Copyrighl e 1993,Rcdmond, OR 97756

B. FffiEWALL INSTALLATION

The firewall is made from 4 ply per side, fiberglass prepregpanel (3/8" thick). The
firewall is pre-outlined onto the panel at the factory. Also marked on the firewall
panel are the engine mount bolt locations.

Firewall installation
Figure 12:B:l

,,.-..=::::::!'di~--- Top fuselage shell

Firewall
Bottom fuselage shell

The top fuselage shell should be clecoed in place while you are fitting and
installing the firewall. This will hold the fuselage sides to the proper width.

Laneair Inlcrnntionnl Inc, Reprcscnlcd by Ncleo A via lion Inc. Copyrighl ll:l 1993, Redmond, OR 97756
 B 1. Use a saber saw to cut out the firewall from the pre-outlined, 4 ply per side firewall
panel. As usual, cut to the outside of the firewall outline so you can later custom
fit it to your fuselage.

B2. With40 grit, thoroughly scuff up the inside of the bottom fuselage shell where the
firewall will mount.

NOTE: Be sure to cleco the top fuselage shell in position while you custom
fit your firewall. Otherwise, the fuselage sides may not be at the proper
width.

B3. To locate the firewall in the bottom fuselage shell, align the bottom forward edge
of the firewall with the cowling joggle (FS 51.25). The firewall should be angled
aft 14.2 degrees off vertical. DO NOT use the cowling joggle in the upper part of
the bottom fuselage shell to attain the 14.2 degree angle. It is much more accurate
to use a protractor type level or Smart Level. Remember to calibrate the Smart
Level before using it! In Figure 12:B:2, we have given you a measurement for the
firewall angle that may be easier than using a protractor/Smart Level.

B4. Use the two top engine mount reference points to level the firewall. A carpenter's
bubble type level works well for this step. The centerline of the firewall should be
aligned with the fuselage centerline. See Figure 12:B:2.

~ "'; ,.;~ :l!'=!f~ ~=~.Jl ~ :A: : : : : :l.=: : ~: : ID~~Wl : .J~-_Jl[:~ ~ ~]1-:;F" Ci;- ~a~:'- '~-eal . .,r:;- l2_an- ':d'" '~;: v_~-;- ;lkh;-c;- Pe_la-'d-;-\- 2-;:~ ;: 9-!e-s-s-.);:-t\*71
Lnncnlr Inlernntionnl Inc, Represented by Ncico Avinlion Inc. Copyrighl e 1993, Redmond, OR 97756
 Locating the firewall in the bottom fuselage shell
Figure 12:B:2

The two top engine mount

marks should be level with
each other

21'
Vertical
0

0 0

Bott~lage shell

FS 51.25

B5. Use the 118" centerline reference hole you drilled at the aft end of the bottom
fuselage shell to align the firewall perpendicular to the fuselage centerline. Use
a long tape measure to measure the distance from both left and right sides of the
firewall to the centerline reference hole. When the measurements are equal, the
firewall is correctly located. See Figure 12:B:3.

Lnncair Intcrnntionnl Inc, Repreoonled by Ncito Avl11t!on Inc. Copyrightl01993,Rcdmond, OR 97756

 Aligning firewall to fuselage centerline
Figure 12:B:3

Firewall

I
I

\ I
I
I

I
I
I

Distance from aft fuselage I

I
centerline dimple to both I
sides of firewall must be
equal.
I Bottom fuselage shell
I

\ I
I
I
I I

\,/
I
I I
I

Lancair Intcrnntional Inc, Represented by Neico Aviation Inc. Copyright e 1993, Redmond, OR 97756
B6. When satisfied with the location of the firewall, use a few drops of instant glue
to bond a few small wood pieces to the bottom fuselage shell. Butt these wood
pieces against the aft face ofthe firewall so you can relocate the firewall easily and
accurately. The wood pieces will aid in keeping the firewall accurately located
during the bonding process.

Placing wood locating pieces

Figure 12:B:4

Wood block to help locate

firewall. Use instant glue
to tack the blocks to the
bottom fuselage shell.~"'"'~\~

Bottom fuselage s h e l l / FS 51.25

Engine cowling flange
\
B7. Form a 1/8 - V4" deep trough around the perimeter of the firewall, just as you did
with wing and tail ribs in previous chapters.

BB. With MC, clean the bottom fuselage shell where the firewall will be bonded.

B9. Paint a VERY light coat of epoxy onto the bonding areas, just enough to wet the
exposed fibers.

Lancnir Inlernntionnl Inc, ReprcoonLed by Nelco Avia.lion Inc. Copyright e 1993,Iledmond, OR 97756
B 10. Fill the trough in the firewall perimeter with a thick mixture of epoxy/flox.

Bll. Carefully position the firewall in the bottom fuselage shell. It would be difficult
to form the flox into a radius like you would would do with micro, so it is easier
just to remove the excess flox from around the firewall.

Bonding firewall into bottom fuselage shell

Figure 12:B:5

Be sure your firewall

is still at the proper
Firewall-----411i--\\ angle

14.Z"
J

Use flox to bond firewall

into bottom fuselage shell

Bottom fuselage s h e l l / FS 51.25

B12. Sand the area where the 4 BID will be applied to the firewall and bottom fuselage
shell. See Figure 12:B:6 for details of the 4 BID laminate. Notice that this isn't a
standard 2" wide laminate, but a 4" wide one, lapping onto the firewall and
fuselage 2" EACH.

B13. Clean the area where the 4 BID will be applied with MC.

Bl4. Form a micro radii where the firewall meets the bottom fuselage shell.

Lancnir International Inc, Represented by Ncko Aviation Inc. Copyrighl e 1993, Redmond, OR 97756
B15. Secure the firewall to the bottom fuselage shell with a 4" wide, 4 BID laminate.
As always, the BID tapes are cut on a 45 bias to the fiberglass cloth weave.

Securing the firewall to the bottom fuselage shell

Figure 12:B:6

Firewall-----....: ,.
Notice the 2" overlap
onto both firewall and
fuselage, instead of the
normal 1" overlap

4BID~

Bottom fuselage shell

~~,,,.~=~
=,~~?:~f]:=4=v=""=~==.8==1..=~=ID~~IV~~---'[~~~~~]1-F-=Ci=~=?"'-~=eall=-r-=1=2an_dLRE_~-~-
_P_~-~-ds_1-_2_~~-9-;e_s_s___) ~Lll
Lnm:nir Internutionu1 Inc, Represented by Neico Aviation Inc. Copyright ID 1993, Redmond, OR 97756
Bl6. Since the 4 BID laminate is the main structural support between firewall and
fuselage, we only need to apply a 2" wide, 2 BID laminate to secure the forward
face of the firewall to the bottom fuselage shell. Sand the area of the firewall
where the 2 BID will be attached. Also sand the inside of the cowling flange.

Bl 7. Clean the area where the 2 BID will be applied with MC.

Applying 1 BID to firewall and cowling flange

Figure 12:B:7

Firewall

111111111111111111 [Th
Bottom fuselage shell / t
Cowling flange

Bl8. Apply the 2 BID laminate to the forward face of the firewall as shown in Figure
12:B:7. Run this laminate all the way forward and off the cowling flange. This
will provide a uniform surface for later mounting of the cowling nutplates.

NOTE: Steps Bl9 through B23 should only be done on very early
standard pressurized kits. All later pressruized kits PIN 1028-P, both
standard and fast build, have the hard points completed at the factory.

Bl9. Five, 3" x 3" x 3/8" phenolic pieces are provided for the engine mount hardpoints.
The phenolic pieces will be embedded into the firewall behind each engine mount
location. Cut out 3" x 3" sections of the forward laminate and core of the firewall,
centering the cuts on the engine mount bolt locations. See Figure 12:B:8 .

.==;;;~t~'1'#.AIPB.IJ!!JI IV
~<2~~~~~~=~~===':.ll"'ll>..~:_~::___:!____J
11117
1112-21 I Chapter 12 RE\'. PB19/l-25-99
Firewall and Bulkheads (Press.)
Lanrn1r lnternnlrnnnl J11c. lfoprr.1H'lltl'd li.I' /\'r.irn Aviation Inc. C11pyni:hl i) I!l!l!l. lll!dmond. OH !li75G
 Firewall cutouts for engine mount hardpoints
Figure 12:B:8

D
Forward laminate and core of firewall
3" should be removed in five places to
accomodate phenolic engine mount
hard points
I

r D

B20. Sand both faces of each phenolic piece with 40 grit. Clean the pieces with MC.

B21. With 40 grit, sand the cutout areas of the firewall where the phenolic pieces will
be bonded. Clean these cutout areas with MC.

B22. Bond the 3" x 3" phenolic pieces into the firewall with micro.

--

L ~~s;A - ,,. ,,,.,_ IV

~~===-=""='"==
~ -.-::..,,=='-~~!'__
'1111"~.iT'lfr.. _J.
I~
99L-~~
Chapter 12
r-~--~------tt-i>\-ii
REV. PB19/l-25-99
Firewall and Bulkheads (Press.)
L;mcni1 I ntlll'nntiounl Inc:. lfoprl'sentl'd hr !\l'ic:o Al'iation Inc. Coprrii:hl 'D I !J!l!J. lfodmond. Olt !l'i'~!iG
 Reinforcing phenolic engine mount hardpoints
Figure 12:B:8

......--Firewall

2 BID reinforces engine mount

hardpoints. Overlap 2 BID onto
forward face of firewall.

Phenolic engine
mount hardpoint

B23. Reinforce the phenolic engine mount hardpoints with 2 BID, overlapping 1" onto
the forward face of the firewall. Be sure the areas where you apply the 2 BID are
sanded and clean.

Lnncair International Inc, Represented by Neico Aviation Inc. Copyright te 199:1, Redmond, OR 97756
C. INSTALLING EXHAUST TUNNELS

Two, premolded exhaust tunnels are provided in your kit. These tunnels are
designed for the Continental TSIO- 550, so if you are using another engine type,
check that your exhaust is compatible with these parts.

Exhaust tunnels
Figure 12:C:l

Exhaust tunnel

:1_\'\:
~\.
-:-0--'0-
~ \.._\..\.1..\.
' ~--\\
~\. }
~~
~,.;---
Fuselage core is
..-..-"-...
,..--'
,.......~
removed in the ~
exhaust tunnel ~'-'"
and nose gear '-'-'-
tunnel areas. ...;::-
..-..-
--:- ~

Cl. Trim the flanges of the exhaust tunnels to 1" in width.

C2. Locate the tunnels so that the inboard faces are 9 1/8" from the fuselage
centerline, as shown in Figure 12:C:2. The tunnels should butt up against the aft
face of the firewall.

Lancair International Inc, RepreGCnted by Neico Aviation Inc. Copyright l!:l 1993,Rcdmond, OR 97756
 Locating exhaust tunnels
Figure 12:C:2

Firewall

Add 5 BID
Exhaust Tunnel
\
each side as a
corner stiffener.
{not necessary on
the Fast Build)

Lap the 5 Bid

just onto coremat
edge.

Exhaust tunnel flanges

should be trimmed
to 1" wide. ---~

C3. With 40 grit, sand the flanges of the exhaust tunnels and the areas of the fuselage
and the firewall where the tunnels will .be bonded.

C4. Clean the bonding areas with MC.

L~;;;~=,41",~~=~~::=Aill==jfl',=~::=J/illll::=Jf.=~=='~~JV=.__:!_
~.Jv~l"'i>. _ _~lllZ-Z 5 ll--=C~h~a~p~t~e~r~l_2--'~R~E_V.~=---P~B_l_9i_l_-2_5~9~9-t+7'-tl
. Firewall and Bulkheads (Press.)
Laucalr lnterna!ional Inc, ReprC?sented b,1' Nlico Aviation Inc, Co11.rright D I !l!l!l, Redmond. Oil !l7'i.'ifi
C5. Bond the exhaust tunnels to the fuselage and firewall with Hysol. As usual, mix
a little fl.ox in with the Hysol to give the adhesive a bit more body. You won't be
able to get much bonding area on the flangeless vertical edges of the tunnels.
These edges will be glassed on both sides later.

Bonding exhaust tunnels into fuselage

Figure 12:C:3

AJCup AJCup
Fuselage

Ou bd

Exhaust
tunnel~

2BID,
7de
Exhaust
tunnel

C6. Reinforce the exhaust tunnel bonds with 2 BID, 3" wide fiberglass strips. Be sure
the areas where the BID is applied have been sanded and cleaned.

Lnneair Internntionnl Inc, Rcpre&enled by Ncico Aviation Inc. Copyright e 1993, Redmond, OR 97756
C7. Grind the fuselage and firewall until they fit flush with the inside of the exhaust
tunnels. Sand smooth transitions (for good airflow) where the firewall meets the
tops of the exhaust tunnels, as shown in Figure 12:C:4.

Flushing up firewall and fuselage to the tunnels

Figure 12:C:4

Top fuselage shell

(not yet installed)

Firewall

Bottom
fuselage
shell

Exhaust
tunnel Firewall

A/Cup

.d
2BID,/
31/2"wide
l A/~up

~
The 2 BID will lay better
if you round this edge slightly

Lancair lntcrnnlionnl Im:,fuprcsented by NcicoAvialion Inc. Copyright e 1993, Redmond, OR 97756

CB. Fill the exposed core areas of the firewall and fuselage (in the tunnel areas) with
epoxy/micro and apply 2 BID, 3 1/2" wide laminates to close out these areas. It
helps the BID to lay properly ifyou sand a small radius at the 90 degree junctions.

Lnncnir Inlernnlionnl Inc, Reprei;ented by Neico Avinlion Inc. Copyright 0 1993, Redmond, OR 97756
D. NOSE GEAR TUNNEL INSTALLATION

The premolded nose gear tunnel is installed in a similar manner as the exhaust
tunnels except that there is no flange resting against the back of the firewall.

Nose gear tunnel

Figure 12:D:l

Firewall

Bottom
fuselage
shell

Dl. Trim the bottom flange of the nose gear tunnel to a 1" width.

Luncair Internntionnl Inc, Rcpreoonled by Ne!co Aviation Inc. Copyright e 1993,Redmond, OR 97756
D2. Center the nose gear tunnel on the fuselage centerline and butt it against the aft
face of the firewall. Trim the forward edges of the tunnel until the distance from
the firewall to the back of the tunnel (don't measure the core) is 19", as shown in
Figure 12:D:2.

Locating nose gear tunnel

Figure 12:D:2

-.

Exhaust tunnel

D3. With 40 grit, sand the bottom flange of the nose gear tunnel and the areas of the
fuselage and firewall where the tunnel will be bonded.

Lnncalr lnl!!rnationnl Inc, Represented by Ncico Avinlion Jnc, Copyright e 1993, Redmond, OR 97756
D4. Clean all bonding areas with MC.

Note: The interior width of the nose gear tunnel should be at least 7 1J2".
Since composite parts tend to flex, it is a good idea to insert a 7 1J2" wood
spacer in the nose gear tunnel to hold apart the sides during bonding. Place
the spacer at the bottom forward corner of the tunnel as this is where the
most flex would be seen.

D5. Use Hysol to bond the nose gear tunnel's bottom flange to the fuselage and
:firewall. You will only have a small butt joint bonding the tunnel to the aft face
of the firewall, so use a thick epoxy/flax mixture to bond these two surfaces
together. Form a radius with the flox for extra support until the BID is applied.

Bonding nose gear tunnel into fuselage

Figure 12:D:3

4BID,
4"wide

Top of nose gear tunn~

D6. Reinforce the bond between the nose gear tunnel bottom flange and the fuselage
shell with 4" wide 4 bid strips. Also reinforce the bond between the nose gear
tunnel and the firewall with 4" wide, 4BID. Be sure the areas where the BID is
applied have been sanded and cleaned.

Lnncair Inlemnt.ionnl Im::, Reproscnled by Neien Avilltion Inc. Copyright O 1993, Redmond, OR 97756
D7. Trim back the firewall and the bottom fuselage shell in the nose gear tunnel area
as shown in Figure 12:D:4. Notice that the firewall is NOT trimmed flush with
the inside of the nose gear tunnel. The bottom surfaces of the nose gear tunnel are
angled to allow for mounting the nose gear door hinges to the fuselage. Only the
nose gear strut will pass through the firewall, the tire is completely enclosed in
the tunnel.
Location of nose gear cutout
(on bottom fuselage)
Figure 12:D:4:a

.-----.....; I
1awr- i-------
-,.---- FWD
'+ I
1314' I
\ 1a1411 __. I
Please note that this
drawing shows the
nose gear cutout of
I the bottom fuselage
shell, NOT the firewall!
I
I
I
~----+-~.-1

4 BID Bottom fuselage

4BID 4"wide shell
~
4"wide

Lnncair Intern11tional rm:, Repreoonled by Neico Aviallon Inc. Copyright e 1993, Redmond, OR 97'156
 Location of nose gear cutout
(On firewall)

r
Figure 12:D:4:b

31/'l' ....

Bottom fuselage 61/2''

shell\

DB. With 40 grit, sand the areas where the inside of the nose gear tunnel joins the
bottom fuselage .shell and the aft face of the firewall. BID tapes will secure the
inside of the nose gear tunnel to the fuselage and firewall. See Figure 12:D:5 for
BID tape locations.

D9. With MC, clean the areas where the BID tapes will be applied.

Lancalr Int.erno.ti.onnl Inc, ReprcsenLed by Ncico Aviation Inc. Copyright e 1993, Redmnnd, OR 97766
 Securing inside of nose gear tunnel
Figure 12:D:5

A/Cup

Outbd

Nose gear tunnel

2BID,
3"wide Exhaust tunnel~
----....~'-.:

DlO. Apply an epoxy/micro radius inside the nose gear tunnel where it meets the
bottom fuselage shell and the aft face of the firewall.

D 11. Secure the inside of the nose gear tunnel to the firewall and bottom fuselage shell
with 2 BID, 3" wide strips. These BID tapes will also reinforce the areas where
the nose gear door hinges will be mounted.

Lancnir Intcrnnlionnl Inc, Represented by Nciro Aviation Inc. Copyright e 1993, Redmond, OR 97756
E. RUDDER MOUNT HARDPOINT

NOTE: These hardpoints are already installed on Fast Build Fuselages.

Although this section may seem out of place, the rudder mount hardpoint must be
installed on top of the nose gear tunnel so the plywood engine mount reinforce-
ments can be positioned at the right height. In a later chapter, the rudder pedal
assembly will be mounted to the nose gear tunnel hardpoint and the plywood
engine mount reinforcements.

Rudder mount hardpoint

Figure 12:E:l

Note: For kits that have the new nose gear tunnel, which were
shipped after the 1st of October 1997, omit section E (this section).

New nose gear tunnel with Rudder

hard point

Exhaust Tunnel

Lnncair Intcrnntionn1 Inc, Represented by Ncico Aviation Inc. Copyright@ 1997, Redmond, OR 97756
 Positioning 3" x 6'' plywood hardpoint
Figure 12:E:2

A/Cup

'-

'
"\.
"\.
.....
Left Right ..r ..... Nose gear tunnel
f \.
J ~

~
/
r
"'

Use a 50/50 micro/fl.ox

mixture to fill under
1" hardpoint for leveling

Plywood)

Top surface of plywood

hardpoint should be level
. .. .. ....................... .' ............... ................................~.::-:.::. : .

Nose
gear A/Cup

Fwd~
tunnel

E3. The plywood piece you have positioned on the nose gear tunnel must be level.Use
another small piece of plywood to shim the back of the rudder mount hardpoint
until it is level.

La.ncnir Int.ernnlionnl Inc, RcprescnU!d by Nclco Avinlion Inc. Copyright 0 1994, Redmond, OR 977156
E4. With 40 grit, sand both sides of the plywood and the top of the nose gear tunnel
where the plywood will be mounted. Clean with MC.

E5. Bond the plywood piece(s) to the top of the nose gear tunnel with a 50/50 micro/
flox mixture. Double check that the plywood is level.

Bonding plywood hardpoint to tunnel

Figure 12:E:3

Firewall

2 BID securing
plywood hardpoint
to nose gear tunnel

Be sure the plywood""'

1
hard oint is level '\...

Nose gear tunnel

E6. Reinforce the plywood hardpoint with a 2 BID layup, overlapping 1" onto the nose
gear tunnel surface.

Lnncnir Intcrnntionul Inc, Rcpreacnled by Ncico AvinUon Inc. CopyrighL e 1993, Redmond, OR 97756
F. El\'GINE MOUNT REINFORCEMENTS

There are five phenolic hardpoints bonded into the firewall for engine mount
installation. Additional reinforcement is needed behind each hardpoint to trans-
fer the engine mount stress to a larger area.

Engine mount reinforcements

Figure 12:F: 1

There are five engine mount reinforcements

behind the firewall; two upper (left upper shown)
two lower (between the nose gear and exhaust
tunnels), and one inside the nose gear tunnel.

Fl. Use the templates given on Blueprint A-303 to cut four plywood angle reinforce-
ments. These plywood reinforcements are for the top two engine mount bolts. The
bottom three engine mount hardpoints don't need plywood angle pieces. There are
no plywood reinforcements needed on the Fast Build kit.

F2. The two bottom plywood angle pieces are mounted 2 3/8" higher than the rudder
mount hardpoint on the nose gear tunnel. To get the bottom plywood pieces
parallel with the rudder mount hardpoint, a flat 2 318" thick spacer is built from
particle board to support the plywood pieces while they are being bonded to
the fuselage sides. See Figure 12:F:2.

,:==.;;#;j:~~i:'.Al,,.,..81.0IV
~(2~~=?====="="'"'==~===~=:::::_~~!'..___ J.
11 12 _38 I Chapter 12 ImV. PB19/l-25-99
Firewall and Bulkheads (Press.)
!.ancnu lnternntiaunl Inc. He111e51nwd by Neico Aviation l nc. Cup,1Tight :0 l!J!)!l. Hedniand. 0!{ !l77~G
 Positioning bottom plywood angle reinforcements
Figure 12:F:2

Use straight particle

board or plywood pieces
to build up a 2 318" thick
spacer between plywood
rudder mount hardpoint
and engine mount reinforcements
2 3/8"

t I
'
Nosegeart~ ''-
J '
J '
J '
J '
J '-

5 ~
,. '
~ '~
, '-
~... ; ~\\=:

Plywood
engine "
mount '-~
reinforcement

Exhaust
tunnel

Lnncairlntcrnnlional Ine, Rcprcsenl.ed by Neico AvinUon Inc:. Copyright e 1993,Rcdmond, OR 97756

F3. Fit the bottom plywood angle reinforcements to the sides of your bottom fuselage
shell andthe aft face ofthe firewall. The pieces should be resting on the 2 3/8" thick
support.

F4. With 40 grit, sand both sides of the plywood angle pieces and the areas of the
fuselage and firewall where they will be mounted. Clean these areas with MC.

F5. Bond the bottom plywood angle reinforcements in position with epoxy/flox. Be
sure the pieces are parallel with the rudder mount hardpoint.

F6. Remove the 2 3/8" thick spacer after the bottom plywood pieces have cured in
position. The top plywood angle reinforcements are positioned 4 114" above and
parallel with the bottom pieces. Make two 41/4" high spacer blocks to support the
top plywood pieces while bonding.

F7. Fit the top plywood pieces to the bottom fuselage shell and firewall.

Positioning top plywood angle reinforcements

Figure 12:F:3

Bottom fuselage
shell Firewall

\\ A~~--- Plywood
\ engine
mount
reinforcements

4 1/4" high wood

spacer between
top and bottom
plywood pieces

~IA"9AIO
~A'llllP'~-".
IV 1 11
12 _40
1
li1-::C;::::h::ap!:.:t:::e:::,r~1::2_J~R=E_V.-:-:-::--'P::..:B;:..:1::.:7c::/1:,:C0-=-1:::.5--=9-':7---ti*l-I
Firewall and Bulkheads (Press.)
~~===========-~~---J""--~---------~
Lnncair InU!rnntional Inc, Represented by Ncico Aviation Inc, Copyright 1997, Redmond, OR 97756
FB. Sand and clean the bonding areas of the fuselage shell and firewall where the top
plywood pieces will be located.

F9. Bond the top plywood pieces to the bottom fuselage shell and the firewall with
epoxy/flox.

FlO. After the flox has cured, remove the spacer blocks from between the top and
bottom plywood pieces. Sand and clean the areas where the reinforcement BID
will be applied to the plywood angle pieces, the fuselage sides, and the firewall.
Refer to the next few steps for the location of these reinforcement BID

Fl 1. Use the templates given on BlueprintA-304 & 305 to cut the 6 BID reinforcement
for the two, top engine mount areas. Notice that the BID is folded over itself to
increase it's thickness on the firewall. Cut out the templates and become familiar
with how they fit against the plywood angle braces and the firewall. Customize
the templates in necessary for the proper BID shape.

F12. Form flox radii where the plywood angle braces meet the fuselage sides and the
firewall.

F13. Apply the 6 BID reinforcement to the top engine mount areas as shown in Figure
12:F:4. The plastic sandwich method of wetting out your BID is very helpful in
this step. Notice that the middle 6 BID laminates (the ones between the plywood
pieces) are overlapped on the aft face of the firewall three times to create an 18
BID reinforcement area. The 6 BID laminates applied above the top plywood
pieces and below the bottom pieces are only double overlapped against the
firewall to create a 12 BID reinforcement.

Lllncalr Int.erno.lional Inc, Repreaenled by Nelco Aviation Inc. Copyright ltl 1993, Redmond, OR 97766
 Top engine mount reinforcement BID
Figure 12:F:4

Notice the overlap of the

6 BID \vhere the piece joins
6 BID reinforcement above the firewall. 12 BID total
top plywood piece and against the firewall.
belon the bottom piece.

NOTE: No plywood is necl!ssarv

on the pre-molded pocket -

'7
', /walL 18 BID total against

NOTE: Attention Fast Build !\:its!

This premolded pocket is already
installed but it will still need the
layups put in above and below
on the earlier version only.

6 BID reinforcement bet\'veen

top and bottom plywood
pieces. Overlap 6 BID at
firewall.

Fl4, The two bottom engine mount areas do not require plywood angle braces, The sides
of the nose gear tunnel and the exhaust tunnels are sufficient to brace for the
engine mount, Use the templates on Blueprint A-306 to cut the necessary 6 BID
reinforcement for the two bottom engine mount areas,

Fl5, Apply the 6 BID reinforcements to the two bottom engine mount areas as shown
in Figure 12:F:5, The BID will lap up onto the sides of the nose gear tunnel and
the exhaust tunnels,Notice that the 6 BID is overlapped on the aft face of the
firewall three times to create an 18 BID reinforcement area, Be sure to sand and
clean the areas where the BID is applied, This is not needed on the fast build
vers10n,

___,-

Laucair I11tcrnntion11l Im:, Rcprcsl.!n trd LI)' Ncico .-\11atio11 Inc. C0Jlrl'i1!1n D J 9!JD. RedmmuL OH !J/'j'5G
 Reinforcement BID on bottom two engine mount areas
Figure 12:F:5

Nose gear tunnel

Exhaust tunnel .r
.....
.....
.,_ ~
nea>\ _,J
..r
.r
.r
.r
"
.,_
.....
...
"\.
Exhaust tunnel
(right)

/ "'\.
.r "'-
"\.
r

-'"
"'-
-'
,.,
I
"

6 BID bottom engine

mount reinforcements
Overlap 6 BID onto
firewall, just like you
..A---- did on top engine
mount reinforcements

Left and right faces

of bottom engine mount
BID rest against the
nose gear and exhaust
tunnels.

F16. The last engine mount hardpoint is located inside the nose gear tunnel. Cut a
plywood reinforcement using the template on Blueprint A-307.
Fl 7. Fit the plywood reinforcement into the nose gear tunnel at the location given in
Figure 12:F:6. Round the aft edge of the plywood piece so the 6 BID that secures
the piece can wrap around the edge.

Lnncnir lnternationnl Inc, Represented by Neicn Aviation Inc. Copyright 1997, Redmond, OR 97756
Fl7. Fit the plywood reinforcement into the nose gear tunnel at the location given in
Figure 12:F:6. Sand the plywood piece and clean in preparation for BID.

Plywood reinforcement in nose gear tunnel

Figure 12:F:6

Nose gear tunnel

(right side removed
for clarity)

/ Nose gear
tunnel~

Bottom fus~hell

~"'C2;;".::~~~:=~~="'11r=:..i=~=~=~==l.=~=D==-~IV":__:!.____J)[~~~~:1l-:;~~~;=ra::..::..:~=e:i::o~1'-an-l,;d'" i;"'":i-"'lc ;~c-!-~-d~~-" ~ " r-e-s-s-;.):-lt*11

12 98 4

Lo.ncalr Interno.tional hu::, Rcprcocnted by Nelco Avlat.lon Inc. Copyrighl Cl 1994,Redmond, OR 97756
F18. With 40 grit, sand the area of the firewall and nose gear tunnel where the plywood
reinforcement and it's associated laminates will be applied. Clean these areas
with MC.

F19. Use epoxy/flax to bond the plywood reinforcement to the aft face of the firewall
and the nose gear tunnel. Form a flox radius where the plywood piece meets the
surrounding surfaces.

Securing plywood reinforcement in nose gear tunnel

Figure 12:F:7

Nose gear
tunnel~

6BID

Bottom fuselage
shell~

Lnncnir International Inc, Represented by Neico Aviation Inc, Copyright ll:l 1993,Rcdmond, OR 97756
F20. Apply 6 BID to the plywood reinforcement in the nose gear tunnel, overlapping
4" onto the firewall above and below the piece. Also tie the plywood into the sides
of the nose gear tunnel with the 6 BID.

NOTE: This is a good place to install reinforcement blocks #313 and firewall braces. (See
Chapter 29, pages 78-80 for instructions.) Complete as much as is possible of
Chapter 29. Whatever remains will be finished after Chapter 28.

Lam::air lntcrnntionnl Inc, Reprcoonted by Neico Avio.tion Inc. Copyright Cl 1994, Redmond, OR 97756
G. FS 172 BULKHEAD INSTALLATION

The FS 172 bulkhead bulkhead is located just aft of the main landing gear
tires in the retracted position. Beside being a structural member of the
fuselage, the FS 172 bulkhead doubles as the aft wall of the wheel wells.

FS 172 bulkhead
Figure 12:G:l

FS 172 Bulkhead

--~
0 \
Bottom Fuselage
Shell ,- -- I_, I I) I)
I /_If f
I ~..: ~
....... ~_ .....-.._~0---..J'~r-1 -:;:-,.,..(~\\~
~Jjl'"~,
---":.:"";:..:... -;_,._.... t"'r'r1,-1,...,..,...,...
FS 172 bulkhead is mounted- -
~'"~ .r.r.r.r,.
just behind the landing gear 1r 'r,
core removal area.

Gl. Use the template provided on Blueprint A-310 as a guide to cut the FS 172
bulkhead from 2 ply per side, 114" thick fiberglass prepreg material. As usual,
don't trust that the template is perfect. Cut the bulkhead larger and custom fit
it to your fuselage.

NOTE: Be sure the top fuselage shell is clecoed in position when you are
custom fitting the FS 172 bulkhead. Otherwise, the fuselage sides may not
be at the proper widths.

G2. Fit the bulkhead into the bottom half of the fuselage at FS 172. The bulkhead
is oriented true vertical. The forward face of the bulkhead should be at least
112" behind the careless tire areas of the fuselage shell. See Figure 12:G:2.

,p;=; JCA,.1e IV
..-;i~~;;!t1~ 47' ~;. 111-::c,..,h_a~p~t_e_,,r=-1_2~~RE=-V-=.
=--=--P-:B:-1_5-=/1=-1_-2_9_-9-:6-t-t-7rri
11.1. "_

~-"""""'~-"~=:==:==:::::'===:=~~~~l'.__ _J~,..c..~~F_ir_e_w_all_a_n_d_B_ull_rn_e_a_d_s_(_P_r_e_s_s_.)~~
Lnm::air International Inc, Repremmted by N11it:o Aviation Inc. Copyright 1996, Redmond, OR 97756
 Locating FS 172 bulkhead
Figure 12:G:2

FS172 ~ Bulkhead should be

Bulkhead ~:~:::~: located at least 1/2"
b hind coreless area.

Bottom
Fuselage Landing gear
Shell ore removal rea.

G3. Sand the fuselage where the FS 172 bulkhead will be located.

G4. Form a 1/8-1/4" deep trough in the bulkhead core where it will be bonded to the
bottom fuselage shell.

G5. Clean the bonding area with MC.

G6. Mound up a thick micro/epoxy mixture in the bulkhead trough and place the
bulkhead in position in the bottom fuselage shell.

Lnncair lnlcmaliona1 Inc, Represented by Ncico Aviation Inc. Copyright 1996, Redmond, OR 97756
 Bonding FS 172 bulkhead in position
Figure 12:G:3

FS 172 Bulkhead __.,...ll---~I

2BIO
2"wide~ 2BIO
..... / M i c r o / 2" wide

~
..:-_.....
................
1-11 .......
. ~

'~
<

Bottom Fuselage Shell

G7. With 40 grit, sand the areas of the bottom fuselage and the FS 172 bulkhead
where the BID tapes will be applied. Clean these areas with MC.

GS. Apply a 2 BID, 2" wide laminatE! to the forward and aft sides of the FS 172
bulkhead where it joins the bottom fuselage shell.

(_i
12 _49 m1--=C=h=a"'pt:::e=r-=1=2-""RE__v_.~,,--,:c,PB=-14!=-8'---'-26'---'-96_++i<-+I
l_i Firewall and Bulkheads
Lnncnir lntemntiaanl Joi!, Rcpresenled by Neil:n Aviation Joe. Copyright .1996, Redmond, OR 97756
H. FS 208 BULKHEAD INSTALLATION

The aft fuselage bulkhead is located at FS 208, ahead of the tail area access panel.

FS 208 bulkhead
Figure 12:H: 1

Bottom Fuselage Shell

Hl. Use the template provided on Blueprint A-311 as a guide to cut out the aft
fuselage bulkhead from 2 ply per side, 1/4" thick prepreg.

H2. Installation of the FS 208 bulkhead is the same as for the FS 172 bulkhead. The
FS 208 bulkhead is installed vertical, with 2" wide, 2 BID fiberglass tapes.

H3. Fit the FS 208 bulkhead at the proper location in the bottom fuselage shell. The
template will get you close to the exact shape, but custom fitting is always
necessary.

NOTE: Be sure the top fuselage shell is clecoed in position when you are
custom fitting the FS 208 bulkhead. Otherwise, the fuselage sides may not
be at the proper width.
It is also recommended to temporarily fit the sternpost (section K) before
bonding in the FS 208 bulkhead to prevent fuselage twisting.

L;~~~~=~
0
~ , , , . , , ., - IV
f;.
=-=='=.,,,==
---=~-~~:_.!._ __J
YIYl/lfJU71Afl"lli...
16
. 12-50
Chapter 12
1--===-==-=-__,___
REV.
__
Firewall and Bulkheads
PB19/l-25-99
__::_:::..::..:_.:::...:._:_::_:_-H*-H
(Press.)
!.anca1r International Inc, Re1nescm1!1d by Neico A\'infion Inc. Copyright. ID Hl!l!l. Hedmcrnd. Oil !J77iili
H4. With 40 grit, sand the fuselage where the FS 208 bulkhead will be located.

H5. Form a 1/8 - 1/4" deep trough in the FS 208 bulkhead core where it will be bonded
to the bottom fuselage shell.

H6. Clean the bonding area with MC.

H7. Mound up a thick micro/epoxy mixture in the bulkhead trough and place the
bulkhead in position in the bottom fuselage shell.

Bonding FS 208 bulkhead in position

Figure 12:H:2

FS 208 bulkhead
------...r-----11
2BID
2"wide
Bottom "-rn---ln 2 BID
fuselage ~ _ _.,,/ 2" wide
shell Ar
Micro

'

H8. With 40 grit, sand the areas of the bottom fuselage and FS 208 bulkhead where
the BID tapes will be applied. Clean these areas with MC.

H9. Apply a 2 BID, 2" wide laminate to the forward and aft sides of the FS 208 where
it joins the bottom fuselage shell.

L~~~=*=~==...ollll=J.=~==.Af==~=D=o_~W~~_ _JI[~~~~~]
Chapter 12 REV_ Pl I 1-25-93 Kx
Firewall and Bulkheads (Press.) 'fJ<.
Lancnir Internntionnl Inc, Represented by Neico Avinlicm Inc. Copyright e 1993,Redmond, OR 97756
I. FS 241 BULKHEAD INSTALLATION

Like the other fuselage bulkheads, FS 241 is oriented vertical.

FS 241 bulkhead
Figure 12:1:1

/FS241

Bottom/
Fuselage
Shell

Il. Use the template given on BlueprintA-312 as a guide to cut the FS 241 bulkhead
from 2 ply per side fiberglass prepreg.

I2. It is much easier to cut the elevator pushrod transit hole BEFORE you install
the FS 241 bulkhead. Use the dimensions in Figure 12:1:2 as a guide to cut this
hole. The forward laminate and core of the bulkhead are trimmed 1" farther back
to accomodate a 2 BID reinforcement.

I3. Form a micro radius around the perimeter of the elevator pushrod transit hole,
where you have cut back the forward laminate and core.

L!;;;:z;:~=w~=="'=~==A=l..='D=:__:"JV_.!
~J.,.~"- ___111. 12. 52 Ii---=::-c:-h_a,_p_te_r:-::1_2_-:--::rr::-E'_.-::-:-:---P-,B=-1_9-::11=---25__99_,.-rr*71
Firewall and Bulkheads (Press.)
!.aucnir lntrrnationnl Inc:. Hcp11'senWd b.1 Xl'icu :\11ntian Inc. Copyl'ight 1C l!l!J!l. Het!muml. Olt !17751.i
 Elevator pushrod transit hole in FS 242 bulkhead
Figure 12:I:2
,--

I4. Apply 2 BID around the perimeter of the elevator pushrod transit hole, overlap-
ping l" onto the forward surface of the FS 241 bulkhead. You may not be able to
do this layup with one length of 2 BID. It is okay to glass half the transit hole at
a time and overlap the 2 BID layups by l",

I5. Before you custom fit the FS 241 bulkhead to your bottom fuselage shell, you must
verify that the width of the fuselage is correct. To do this you can now trim the aft
edges of the bottom fuselage shelL

L;;~=~~~~=Ji';~~~~=.lill==l:.=~==Al==l.=~==~___.:!'JV_!~~_Jlll
c:::>-?.Jv~l'll>_ . - ll---=C~h~a~p~t~e~r~l2'.'.___t_:_R~E~V,-:-c--c--~p~B~l~9/~l~-2~5~-9~9~!-A('..)i
2 53 Firewall and Bulkheads (Press.)
Lam:air In ternntionnl Inc. Hep1esent1~d b)' NC'ico A.vi11tion Inc. CoJl)Tii:ht D I !J!J!J. lfo1lmond. OH !li'i5G
16. Using the dimensions in Figure 12:I:3, mark where you're going to t1im the aft
edges of the bottom fuselage shell. Use the intersection of\VL 22 and FS 241 as a
base for your measurements. Use a plumb bob to transfer FS 241 from your floor
reference grid to the fuselage sides. A tolerance of+ - 1/8" is fine for this step. Drill
a small reference hole through the bottom of the fuselage at FS 241. Measure back
along the fuselage bottom 13" and mark the trailing edge trim line. A Smart level
or a dial type protractor are good tools for finding the proper angle of the fuselage
T.E ..

Trimming the aft edge of the bottom fuselage shell

Figure 12:1:3

WL22~
Leveling 1

dimple I

~Bottom
Trim the T.E.
straight at the
proper angle.
FS 241 fuselage
shell

I7. Trim the aft edges of the bottom fuselage shell to the marks you've made. The fast
build fuselage has already been trimmed.

IS. To hold the aft edges of the fuselage at the proper width you must brace them with
a piece of wood. Cut a piece of flat, 114" thick wood to the dimensions shown in
Figure 12:I:4. Mark a centerline on the wood piece. You can temporarily fit the
sternpost as a substitute for this procedure.

Note: Before you bond this wood piece in position, it is a good idea
to make reference marks on the inside surface of the fuselage
where the vertical stabilizer sternpost will be located. Other-
wise, the wood piece will interfere with making these marks. Refer
to construction section "K"for details on vertical stabilizer stern post
positioning.

L~~~;f==~==..olll==A'.=~=:==."'8=::;1',.=~==~~JVl::_:!__~~_JlllZ-
~..oll!lwcr,,""""714'.
54 li~~C~h~a~pt~e~r~l~2'---'---R-El_'-::-::--~-P_B_l_9_/l~-~25~-~9f~J--l+*-H
Firewall and Bulkheads (Press.)
.
Lnncoir lnternntionnl Inc, Rep1esenl!!d hr :-foico Avintiou Inc. Copyrii:ht <D J!J!J9. Rl'dmOJ1d, OR 077.iG
 Bracing the aft edge of the bottom fuselage shell
Figure 12:1:4
..-

Align aft face \

of wood T.E.
spacer even
with fuselage
T.E. /Bottom Fuselage Shell

I!
I

.s
-;:
1211

~c
0
I

?I~~~Wood T.E. Spacer

19. Use instant glue to temporarily bond the piece of wood between the fuselage sides
at the aft edge of the bottom fuselage shell. The outside width of the fuselage
should be a constant 3 5/8" until the radius at the bottom of the fuselage dictates
otherwise. The centerline of the wood brace should be vertical and aligned with the
fuselage centerline. Leave this wood brace in position until you have installed
both the FS 241 bulkhead and the vertical stabilizer sternpost.

110. Now you can go ahead with custom fitting the FS 241 bulkhead in your bottom
fuselage shell. The bulkhead should be positioned vertical.

L!~=~=':::;;a:L..=~~~=~
~'lll"'U'f'll'l8'.=~=~==A=l,=li!)=:__~JV_!___JI
..
Lnucnir lntHllntitmnl !nc. Jlepn!SCll!eil by ,\'.pico :\vintion Inc. Co1irn~ht
.
112-55 I -C=h:o.ap!:'..t:..:e'..'.:r__'.1:_:2c__J_R_E\_'_ _
Firewall and Bulkheads (Press.)
n !!J!l!l. !fodmo1td. OH !li75G
_ :P:. :B:_l:. :9c:c/1:_ -2=-5:_ -=-9 =- - 1+~
 Positioning FS 241 bulkhea<l
Figure 12:1:5

FS 241 bulkhead is mounted vertical

Bottom
Fuselage
Shell

Wood
T.E. Spacer
Block
FS 241
Bulkhead

Ill. When satisfied that the position and fit of the FS 241 bulkhead is correct, form a
1/8 - 114" deep trough in the bulkhead core where it will be bonded to the bottom
fuselage shell.

112. Sand the area of the bottom fuselage shell where the FS 241 bulkhead will be
bonded.

113. Clean all bonding areas with MC.

Lancair Intcrnalional Inc. Represented hr !\'eico Aviation [nc. Copyl'ii:ht -D 19!1!1. !fot!mond, OR !Jii5G
114. 1J5e a thick micro/epoxy mixture to secure the FS 241 bulkhead in position.
Securing FS 241 bulkhead in position
Figure 12:!:6

/2BID
FS 241~
bulkhead ~

2BID
Bottom
fuselage
2BID~ .11--~i.
2" wide
2" wide
111--111
shell 111--UI
llt--111

115. Apply a 2" wide, 2 BID laminate where the FS 241 bulkhead meets the bottom
fuselage shell.

116. The top edge of the FS 241 bulkhead will be trimmed down when you locate and
fit the horizontal stab to the fuselage, but for now, leave the bulkhead untrimmed.

L!;;?:j};::~=::~A=="'=~"'==A=L."'=D=:__::!IJV_!'._
~.411'111"4L6"".l""U'l'llI. ~ _C: o.l:.:.1: ap~t: : e:.: .r. .:l:.: 2_.l._1u_,1_.
_ _JI C=-:.J .
Lnncnir (11tern11tionnl inc, Ifopresenled b~ N~ico Aviotion Inc. Copynght {} l!l!l!l. Hcdmond. OR !lii5G
_ __:P...:B:.:l:.:9...:/l:...:-2:.:5:...:-9:.:9:__-W>H-1
Firewall and Bulkheads (Press.)
J. REAR TIE DOWN INSTALLATION

The rear tie down is installed onto the rear face of the FS 241 bulkhead. It is the
same type tie down assembly that you have previously installed in each wing. The
only part of the tie down assembly visible from the outside will be a small hole into
which the tie down pin is inserted.

Rear Tie Down Assembly

Figure 12:J:l

Tie Down Weldment

The flat face of the

tie down weldment
will mount to the aft
face of the FS 241
bulkhead.

The tie down ring

inserts and locks
into this shaft.

Jl. Use acetone or paint remover to remove the paint from the tie down weldment.
Scuff the surface of the weldment with 40 grit and clean with MC.

L!_:;;~:;j!;::~=~~..&==-"'=,,,..===Affi==,{f,=~==~~~JV_!:__~__J'll2-
~AlrC.V.FD'4'
5 S lr--=~C_h_a~pt_e~r~l_2~-::-::RE~\_':c:--:---P~B_l_9_11_-2_5_-9_9~-tt-i"1"1
. Firewall and Bulkheads (Press.)
Lm1cnir lnternntionnl Inc. Heprescnted h)' Neico _.\\"intion Inc. Co!l)'l'ight D J !J!l!l. Rt>dmond. O!t D775G
J2. The tie down weldment will be bonded to tl:e aft face of the FS 241 bulkhead, with I~
the pin aligned on the fuselage centerline. Grind a hole in the bottom of the
fuselage for the tie down shaft. The end of the shaft should be flush with the
fuselage bottom (a little filing on an angle helps this).

J3. Sand the FS 241 bulkhead where the tie down weldment will be bonded and clean
with MC.

J4. Drill four, 3/8" dia. boles in the flange of the tie dow.c weldment. These holes will
provide a better mechanical bond to the bulkhead.

J5. Bond the tie down weldment to the FS 241 bulkhead with epoxy flox. Mound the
flox around the tie down shaft so BID can be applied over the weldment.

Securing tie down weldment to FS 241 bulkhead

Figure 12:J:2

FS 241 Bulkhead

4BID~

======;;;;;;;;;;;;;;;;;;;~~~~L!/Bottom
t
Fl ox
Fuselage Shell
/;:~5
\
'

J6. Apply 4 BID to the tie down weldment, overlapping the BID 2" onto the surround-
ing fuselage and bulkhead surfaces. This will transfer the tie down loads to a larger
area. It is best to apply the 4 BID while your flox buildup on the weldment is still
wet. Otherwise you should sand (or g:rind with a Dremel) the hardened flox to
provide a smooth glassing surface.

Ls':!=~~':::..;=:Z~~O-~=A=="'=~=:::A=:::.1..::::a=::::__:JV~!_
~ '11i"W"llfl6'.
4
___jl
.
J 12 . 59 J r--=-c=-ha"'p"-'t'-'-e=-r"'"1=-2-'l,-R_E_v-,,,--,---r_B_1_9_11_.2_5_-9_9_-H'>v<'*+I
Firewall and Bulkheads (Press.) /x..
Li1nc11ir Intunatiaiwl Inc. Rcpl"csenrnd bl' Neico A\intion Inc. Copyl'ight D l!l!l!l. llei\11111nd, OH !.17056
K. VERTICAL STABILIZER STERNPOST

The last bulkhead installed in the bottom fuselage shell is the vertical stabilizer
sternpost.

Vertical stabilizer sternpost

Figure 12:K: 1

/Sternpost

Kl. Using the template on Blueprint A-308, cut the sternpost from 2 ply per side,
1/4" thick, fiberglass prepreg material. Be sure to draw a centerline on the
sternpost for later alignment.

NOTE: The blueprint may need some adjustments to allow for variations in
core placement, etc.

L
.:~=~='!_""'{~L~~,Q~=.41'.:::~~:::Al.::::O~::___:IJV~~--11
c:::>?'__aJ,.~llli.
12 60 Firewall and Bulkheads
. _ Ii-..:::Cc.::h:::a,:;P::_te:..:rc_l:..:2:__...L_l\_E_v.
Lmcair lntcrnntion;:il Inc, lleprcsl'ntcd Ly Ncu:u "\vin!ion lnc. Copyn~ht D J!J!.l!J. lti:dmoml. Oil !Ji'75G
_ __:_PB::..::.:19'-/::_l-.::.2::_5-.::.9::_9_1+1ic+
(Press.)
 K2. Measure forward along the bottom fuselage shell 4" to find the location of the I..,,
vertical stabilizer sternpost. Check that you have accurately trimmed the aft
. edges of the bottom fuselage shell. (Refer back to Figure 12:I:3.) The final trim line
will be determined when you fit the rudder, approximately 3" from the sternpost.

Locating vertical stabilizer sternpost

Figure 12:K:2

Bottom
fuselage
shell

Aft edge of
bottom fuselage
shell -------- \ ~
---------.:. ~
/
FS 241

Measured to aft face............_

\\
of stern post ......_ \\/
4"~
\\

Ls-3/4.. J
Note: for locating the vertical stabilizer stern post, please study the
pertinent Blueprints (A-308) a~d construction sections (Chapter 14
- Section A). These will help you picture what the sternpost
alignment will affect in the future. With the fast build version, place
the sternpost on the aft side of the web and trim the aft edge of the
fuselage to match the rudder.

K3. Use instant glue to secure four small support blocks to the inside surface of the
bottom fuselage shell. These blocks will locate the aft face of the sternpost and
provide support while it is curing in position. See Figure 12:K:3 and 12:K:4.

K4. Custom fit your vertical stabilizer sternpost so it will fit into the bottom fuselage
shell and rest against the four support blocks. If you trim the sides of your
sternpost for a better fit, be sure to trim both sides equally. This will ensure that
the sternpost centerline stays in the center of the fuselage.

L
~;~.Ml_.~........_
o!: :L~.f: : :O-~: :A: : :,1,= "'~: : : : : A: : : : : l.': D~:. .. .:JV:. . . .'!__ _JI_12_61 i-=:::C_h~ap~t_e-::r
.,,_.,.
.
1 I =-1_2_,l,-a=E_v-::.::-::--P-:B,-1_9-:::11=--2_5_-9_9-,--H\7*-H/
Firewall and Bulkheads (Press.) JU<
Lnncnir lnternnlional Inc, R~presented by Neico A\inticn Inc. Copyri!ihl 0 1999, Redmoml. OR !Jii5G
 K5. As a final check of sternpost alignmj:!nt, drop a plumb bob from the top of the
sternpost at the centerline, down to the fuselage centerline you marked on the
floor. The plumb bob should be within 1/2" of the fuselage centerline marked on the
floor. Any remaining stern post misalignment can be taken out when the
vertical stabilizer halves are bonded to the fuselage.

Proper vertical alignment of sternpost

Figure 12:K:3

Sternpost ~

Aft fuselage \
cradle
Plumb bob hung from
top of stern post should align
to fuselage centerline.

Cradle Support

..''t---l-~-'
.

Plumb B o b _ _ _ _ . . l ....----

L ~~~i?:~Ail?'.~~~~~~~Ail:::.l:.~!lfi"lb~=.4'~,l,~~~~JV~~~__J'll 2 . 62 ll~~C~h~a~p~te~r~l2:._..L.R_E_V_.~~=P=B=l9=/=l-=2=5-=9=9~J..AH-I
~

~~W~.l""U'~ Firewall and Bulkheads (Press.)

.
Lnucnir l11ternnlrnn:1l lnc. lli!11resented by =--:eico Aviation Inc. Copyni;ht C I!)!!!!. Hechunnd. Oil !lii!iG
K6. When satisfied with the alignment ofthe vertical stabilizer sternpost, remove the
sternpost and prepare to bond it in position. First, remove 1/8 - 1/4" of core from
the edges of the sternpost where it will join the bottom fuselage shell.

K7. With 40 grit, sand the area of the bottom fuselage shell where the sternpost will
be located.

KB. Clean all bonding areas with MC.

K9. Mound up a thick epoxy/micro mixture in the trough you formed in the sternpost
core. Set the sternpost into position in the fuselage and form a 1/4" radius micro
fillet where the sternpost joins the fuselage shell. You will only be able to form the
micro radii on the forward side of the sternpost because the wood brace prevents
easy access to the aft side. This isn't a problem, you can form the micro radii on
the aft side of the sternpost later in construction.

Bonding sternpost in position

Figure 12:K:4

Section of bottom
\
fuselage shell removed
\ \ for clarity
\
~

J ! .

' '

Bottom fuselage shell

KIO. After the micro has cured sand the area of the sternpost and the fuselage shell
where BID will be applied to secure the sternpost in position. See Figure 12:K:5.
Clean the area with MC.

Luncair Inlcrnationul Inc, Rep re sen led by Ncico Avinllon Inc. Copyrighl ID 1993, Redmond, OR 97756
KIL Secure the sternpost in position with a 2 BID laminate joining the forward face
of the sternpost to the inside of the bottom fuselage shell. The 2 BID covers the
entire forward face of the sternpost and overlaps at least 1" onto the fuselage
sides.

Securing the sternpost with 2 BID

Figure 12:K:5

Aft face of sternpoet is

glassed to fuselage later 2 BID securing forward
in construction. face of sternpost to fuselage
1 " shell
I '

---
Wood
locating
block--....::.,,,,1/

Bottom fuselage shell

2 BID secures entire fwd FWD

face of the stempost to
the bottom fuselage shell

t
Sternpost

Bottom
Wood locating blocks fuselage
shell
Wood T.E. spacer~

LllnC11.ir lnlernuticnul Ine, Rcpreaent.ed by Neie0Avi.11ti11n Inc. C11pYright e 1993,.Redmond, OR 97756

K12. The aft face of the stempost will be secured to the fuselage sides later in
construction. For now, leave the wood brace in position between the fuselage
sides.

Lancair Internatfonnl Inc, Represented by Nclco Avialion Inc. Copyright a:> 1993, Redmond, OR 97756
L. AFT FUSELAGE ACCESS PANEL

The aft fuselage access panel (1005) is premolded from carbon fiber. It provides
access to any antennas mounted in the aft section of the fuselage and the fresh
air tube.

Aft Fuselage Access Panel

Figure 12:Ll

Vertical stabilizer

Fuselage

Aft fuselage
access panel

Lnncair Internnilono.l Inc, Represented by Ncico AvinUon Inc. Copyright &I 1!194, Redmond, OR 97766
Ll. Trim the edges of the access panel so it will fit in the joggled area of the fuselage.
To get a good looking, flush fit of the access panel, you should do a micro release.
Cover the edges of the access panel with release tape, tacke glue the panel in
position, and apply a thick epoxy/micro mixture to the fuselage around the
perimeter of the panel. When the micro has cured, sand it flush with the access
panel.

L2. Secure the access panel to the fuselage with MS24r>93-S28 screws, Kl000-06
nutplates and AN426A3-6 rivets.

Securing the Access Panel

Figure 12:L:2
t
1" + + + + +
Screw holes are spaced +
1/4" from edge of panel.

+ +
Aft fuselage
access panel

+ +

+ +
+ + + + +
+= Screw hole locations

Micro release for

/ smooth edge fit.

~...---- MS24693-S28
~ screw

Kl000-06
nutplate
and 14,._--Mt fuselage
AN426A3-6 access panel
rivets

Lnneair Inlflrnntionnl Inc, Represented by NeicoAvinlfon Inc. Copyright 1994, Redmond, OR 97756
 CHAPTER 13
REVISION LIST
(Pressurized Version)
The following list ofrevisions will allow you to update the Lancair IV construction
manual chapter listed above.
Under the "Action" rolumn, "R&R" directs you to remove and replace the pages
affected by the revision. "Add" directs you to insert the pages shown and "R" to remove
the pages.

Current
Page(s) affected Rev.# Action Description

13-1 thru 13-5 0 None

13-6 PB19 R&R Changed FS 242 to 241, added NOTE
13-7 PB19 R&R Changed FS 242 to 241, edited A4, A5.
13-8 PB19 R&R Changed FS#'s.
13-9 PB19 R&R Changed FS# in figure.
13-10 thru 13-16 0 None
13-17 thru 13-19 PB19 R&R Changed FS#'s.
13-20 PB19 R&R Added NOTE.
13-21 0 None
13-22 PB19 R&R Changed FS 242 to 241.
13-23 thru 13-24 0 None

L
~~=;t=?-=
==l..=~=A=l..=D=::.__IV~!_ _ _JI
.____ ..-
~!fu.... 13-i !1-::-::--C"'h"'ap:..::te.;....r_l-=3='-..::.RE::::_V_._P__B::-'l-':9--/l:...c-2::..:5c..:9:..::9_--l-l*-H
411
w~8'. 1.
Mounting Horizontal Stabilizer
Lani:air Inlernalionnl Inc .. Hep resented Ii)' !-l'rirn ..\\'iation In~. Copynght D l !l!l!l. Hedmontl. OR il775G
 CHAPTER13
MOUNTING HORIZONTAL STABILIZER

REVISIONS
From time to time, revisions to this assembly manual may be deemed necessary. When such revisions are
made, you should immediately replace all outdated pages with the revised pages. Discard the out dated
pages. Note that on the lower right corner of each page is a "revision date". Initial printings will have the
number "O" printed and the printing date. All subsequent revisions will have the revision number followed
by the date of that revision. When such revisions are made, a "table of revisions" page will also be issued.
This page (or pages) should be inserted in front of the opening page (this page) of each affected chapter. A
new "table of revisions" page will accompany any revision made to a chapter.

ARROWS
Most drawings will have arrows to show which direction the parts are facing, unless the drawing itselfmakes
that very obvious. "A/CUP' refers to the direction that would be up ifthe part were installed in a plane sitting
in the upright position. In most cases the part shown will be oriented in the aame position as the partitselfwill
be placed during that assembly step. However, time goes on and changes are made, so careful attention
should be paid to the orientation arrows.

CONTENTS
1. INTRODUCTION
2. SPECIAL PARTS, TOOLS, AND SUPPLIES LIST
A.PARTS
B. TOOLS
C. SUPPLIES
3. CONSTRUCTION PROCEDURE
A. FORMING HORIZ. STAB. MOUNTING CRADLE
B. MOUNTING HORIZ. STAB.
4. PHOTOPAGES

Lnnenir lnl.enuttional Im:., Rcprcnentcd by Neico Avintion Inc., Copyrighl e 1992, Redmond, OR 97756
1. INTRODUCTION
Now the jumbled carbon fiber pieces you've been building start to go together and
begin resembling a real airplane. In this chapter the horizontal stabilizer is
mounted on a cradle you will form into the bottom fuselage shell.

Mounting horizontal stabili:rer

Figure 14:i:1

Just as it was highly recommended that you paint the first few coats of primer
onto the bottom fuselage shell before putting it in it's jig, it is also highly
recommended that you primer the bottom surface of the horizontal stabilizer
before mounting it to the fuselage. This saves the hassle of priming and sanding
upside down later in construction. Don't paint the center area of the horizontal
stabilizer because this area will be bonded to the fuselage later in this chapter.

Lnncair Jntcrnntionnl Inc., Reprcoon!.ed by Ncieo Aviution Inc., Copyright Cl 1992, Redmond, OR 97756
2. SPECIAL PARTS, TOOLS, & SUPPLIES LIST

A PARTS

Bottom fuselage shell

Horizontal stabilizer

Luncnir Inl.ernntional Ine., Rcprcoont.cd by Neicn Avintion Inc., CopyrighL 0 1992,Rcdmond, OR 97756
B. TOOLS

Dremel tool
3' bubble type carpenter's level
Smart level
25' tape measure
Water level
Transit
Plumb bob
Straight edge
Shot bags, two (about 20 lbs each)

,:=::::;;;~~i;!G!ilf,AlAlfl/l"l"Alll.!JI
~C2~~======.,.,="'="="11114'.l=~=~___::'~~--_J},,
w 11.. 1. .~ -. 4" . -.
.1... CMhapter l3 ..,,. ru::v.
0

ounting n.onzon
talOS/
ta
7b-2ilil-~2zer
Lancuir Intcrnntionnl Ine., Represented by NeiCll Aviation Inc., Copyrighl O 1992, Redmond, OR 97756
C. SUPPLIES

112" thick particle board, 3" x 17"

Fiberglass (BID)
Epoxy
Hysol adhesive
Flox
Micro
Tongue depressors
Release tape
Mixing cups
40 grit sandpaper
MC
Paper towels

Lnm:nir Intenw.tionnl Inc., Represented by Ncicn Aviation Inc., Copyrighl !fl 1992, Redmond, OR 97756
3. CONSTRUCTION PROCEDURE

A FORMING HORIZ. STAB. MOUNTING CRADLE

The horizontal stabilizer is located using WL 22 and FS 241 as baselines. Be sure

you are familiar with these reference lines. Helpful tools for positioning the
horizontal stab are a Smart level, a water level, a transit, a plumb bob, and a 25'
tape measure.

Horiz. stab. mounting cradle

Figure 13:A: 1

Bottom fuselage shell

NOTE: The exact forward and aft position of the horizontal stab can vary a
bit. This is not critical. The latest revision is to clear up discrepancies in the
manual.

Al. The bottom of the long fuselage joggle is located along WL 22. Using a water level,
transit, or other leveling device, draw an extension ofWL 22 on both sides of the
fuselage under the area where the Horiz. stab will be mounted. Yes, making a
straight line on a curved surface is not the easiest thing to do, so don't try to make
a long line all the way to the joggle. See Figure 13:A:2.

;==:;;-;.tt~G~AIPAIJl!JI IV J~
~c::;IJ!;~~~===W'=l/II,J/rl"7UT,===~==--....:!1~!___ ~
Chapterl3 RE\'. PB19/l-25-99
Mounting Horizontal Stabilizer
L11nc11fr Intcrnationnl Inc .. llcJ1resented liy :-:t!ico Al'intian Inc .. Cop~Tii:ht 'D I !/99. Hedmm1d. OR !l'i75G
 Making reference lines for positioning Horiz. Stab.
Figure 13:A:2

Bottom fuselage shell

/ I
WL30
FS 243
- - --+--
I
WL22
/

FS 241

A2. Use a plumb bob to transfer FS 241 onto the fuselage sides. Mark vertical lines up
from WL 22 to the top of the bottom fuselage shell.

NOTE: Remember that the fuselage leveling dimples are NOT

located at FS 241, so don't use them as a 241 reference.

A3. Measure up 8" from where WL 22 meets FS 241. The line (WL 30) through this
point will be used for locating the horizontal stabilizer positioning tool.

A4. Use a bubble type level to mark a level line at WL 30. Again, because of the curve
of the bottom fuselage shell you won't be able to lay the level flat against the
fuselage side. A little eyeball engineering is helpful here, sighting across the flat
surface of the level to mark the line. A transit works well for this application also.
Locate FS 243 on WL 30 two inches to the rear of FS 241.

A5. Use the template on Blueprint A-065 to cut the horizontal stabilizer positioning
tool from a good, stiff piece of cardboard. The reference mark on the template is at
FS 243.

. ..

L!;;;;"""'=~~~=~~.tlll==,8',=~===,/f/==1',=~==~-JV':_!__
~v....-fll'I.....-... __
Lnncnfr lnlcrnntional Inc.. llcprcsentcd hy :\cico Arintion Inc., Cup)'riiihl
_jl~l--"C~h~aLp~te~r~l~3-='-_l!~E\_'
.L::.'._J Mounting Horizontal
'!; l!J!J!J. Hctln111ud, Oil !J775G
_ _P~B~l=9~/l~-~25~-~99=----1K-*-t1
Stabilizer
 Using the horiz. stab. positioning tool
Figure 13:A:3

/ Horiz. stab positioning tool

Bottom fuselage shell

WL30-\--l~.,;:,,::::;~=t::::::::..:::1------.-..:::?'.___
FS 243 I
----+- - - WL22
I
FS 241

A6. Now place the positioning tool against the side of the fuselage with the WL 30 mark
level with WL 30 on the fuselage and the FS 243 reference mark aligned as shown
in Figure 13:A:3. Mark the outline of the horizontal stab onto the fuselage sides.

A 7. Remove the positioning tool and you will have an outline of where to cut the
fuselage sides for the horizontal stabilizer mounting cradle. Trim the fuselage side
to the mounting cradle lines. At the L.E. of the horiz. stab. you can cut the fuselage
side vertical up to the top of the joggle. You will also have to cut off the top of the
FS 241 bulkhead even with the fuselage sides.

L!~=~='!'::'ii:""=~~~=~..&==.1.=~==.Lil=A'.=D='--~JV_!
~111'1!1..Fl!I-". ___JI ~ 1 . L:'.:._J
-=c:.::.1i:.::.a"'p_te_r-,1_3_='_R-:E_v_.----=-PB--=-19_1'"'1-:-20"'"--"-9"'9--tt*H
Mounting Horizontal Stabilizer
L11u:nir lnwrnnlrnmil Inc .. HPpres~nted h)' NLicu Aviation Inc., Cn11.1Ti:,:h1 0 l!J!l!I. lll'dmum!. OH n7T5G
 Cutting horizontal stabilizer mounting cradle
Figure 13:A:4

The fuselage sides have been trimmed

to accomodate the horiz. stab. They may
be trimmed more when the stab is adjusted
to the proper incidence.

I
I
-+-- WL22.

Bottom fuselage shell FS 241

AS. At the BL 0 location of the horizontal stabilizer, make a mark at the center of the
L.E. and the center of the T.E. Don't trust that your center horiz. stab. hinge is
located exactly halfway between the top and bottom stab. skins. It is much safer to
place a piece of masking tape between the bottom and top stab. skins, then put a
mark on the masking tape that splits the total height.

A9. Glue tongue depressors vertically to the L.E. and T.E. of the horiz. stab. where you
have just made the center marks. Measure up from these marks 2" and make two
more reference marks on the tongue depressors.

Lnnc11ir lntenrntimrnl Inc.. Hep1esentetl Ur ~rico A\'iafiun Inc .. Cop_nii:ht C l!rn!J. Hrdmond. OH !Ji75fi
 Attaching leveling jig t.o stab.
Figure 13:A:5

Horizontal stabilizer

Bubble type level

''

.,
""' ..

Use instant glue to hold

leveling block in position

Lnm:uir lnt.erne.tionnl Inc., Repreoont.ed by Neico Aviolian Inc., Copyright e 1992, Redmand, OR 97756
AlO. Find a straight piece of 1/2" thick particle board and cut a 3" x 17" segment. Place
this particle board piece at BL 0 on top of the horiz stab and level it using the
marks on the tongue depressors. Shim the piece until it is both level with the
reference marks and level spanwise. Tack the leveled piece into position with
instant glue.

All. Lay the horizontal stabilizer into position on the fuselage. Use tapered tongue
depressors as shims to adjust the stab.. The first adjustment will be too attain a
-.6 stab. incidence. A Smart level is the obvious choice for this job.

Adjusting incidence of horiz. stab.

Figure 13:A:6

Smart Level
~
Leveling block D D I'f 0.6 I DD
'......-l~___o,._~~~--<-~~

Use shims to adjust incidence

ofhoriz. stab. if necessary.

Shim made from

tongue depressor

Remember that this is NEGATIVE incidence, the L.E. of

the horiz. stab. is lower than the T.E..

Luncair Internntinnul Inc., Represented by NeicoAviallon Inc., Copyright !fl 1992,Rcdmond, OR 97756
A12. A water level or a transit are good tools to check that the left and right tips of the
horiz. stab are level with each other. The best level points in the outboard areas
of the stab are the centers of the outboard hinge. Try to get the stab. leveled to
within VS".

Leveling tips of horiz. stab.

Figure 13:A:7

Level the hinge line of both BL 60 hinges with a

wa~s------;--;----------...
aIJ []IJ

Water level

@
Hinge line - - - ------------.,~, ---- ----
@ ;::@
L-----''--'1-!}1-----'
..
.....
.,
'=========i;~~I======-

Water level
/:;.::

Lancair lnl.ernationnl Inc., Represented by Neic:o Aviulion Inc., Copyright IO 1992, Redmond, OR 97756
A13. The last check of horizontal stabilizer alignment is to make sure that the stab. is
perpendicular to the fuselage centerline. An easy way to check this is to measure
(with a 25' tape measure) from the BL 0 mark at the top edge of the firewall back
to the outboard hinges of the horizontal stab .. Compare the measuement to both
left and right hinges and adjust the stab accordingly. Don't try to get the stab
aligned to within a few thousandths of an inch, the airplane wouldn't even notice
a 1/4" misalignment.
 Checking horiz. stab./centerline alignment
Figure 13:A:8

Firewall

>1---1-BLO

Measurement from top of

firewall (at BL 0) to the BL
60 horiz. stab. hinge lines
should be equal (r').

BL60hinge

Lo.m:air lnt.emnlionnl Inc., Rcprescnt.ed by Neleo Aviation Inc., Copyright e 1992, Redmond, OR 97756
Al4. Now that your stabilizer is aligned, take note of the location and number of shims
required to hold the stab in position. It's a good idea to make a few reference marks
where the stab. joins the fuselage so you can quickly relocate it into position. Also
make an outline of fuselage sides on the bottom surface of the stab..

A15. Remove the horiz. stab. from the fuselage. Apply release tape to the bottom
surface of the stab. where the cradle capstrips will be applied. See Figure 13:A:9.

Lnncnir Intenmt.ional Inc., Repreecnted by Neir;o Aviutfon Inc., Copyrighl Cl 1992, Redmond, OR 97756
f.
f
I
F
r
l
.!,"
Cradle capstrips extend 114"

--------...I
~
s
outboard and 1" inboard of

!<
~
~0
fuselage sides.

..,,,
~
~
~
(')
Ill
~i
!1rw~ ~ 5:
~. ' >.:._ 'C

~t ~ i

~~
" c
~ ~ I::' it.
fil e .
5
1t Horizontal Stabilizer ~
g. ~
Ill\

~ Apply release tape to the bottom

:::1.1 [;,] surface of the horiz. stab. where
e!ol .< the cradle capstrips will be applied.
a
~o__
~

~~
~ >;-'
i;;; <O
IS "
~
AlG. Rout out the core of the fuselage sides in the stab. cradle area and the top of the FS
241 bulkhead to form the standard 1/8 - 1/4" deep trnughs.

Al 7. Apply 2" wide, 2 BID cap strips to the bottom surface of the horiz. stab. Keep in mind
that the cap strips only extend 1/4" outboard of the fuselage sides. Over the FS 241
bulkhead, the capstrip extends equally fore/aft of the prepreg.

Al8. Mound a thick epoxy/micro mixture in the core troughs you formed in the cradle
area. Remember if you had a few tongue depressor shims in one place under the
stab., you will have to mound the micro higher in that area.

Al9. Place the horiz. stab. back into position on the fuselage and realign it using the
procedures in Steps All -A13. It's okay to have the tongue depressor shims sitting
in the micro (this isn't a structural bond anyway) but you may want to trim the
shims narrower.

Forming horiz. stab. mounting cradle

Figure 13:A:l0

Horiz. Stab.

Cradle capstrips
Release tape seperates

Fuselage~ the horiz. stab. from the

cradle capstrips.

Micro bonds capstrips

to the fuselage

L
!~=;-::.=);~~o~=JA==,..="'~==.8==1..=D==:__JV':__:!_
~~.&lill'Cl'.1'111.l'iL
!.nncail' International Inc., He1uc~cnted
___Jl~'-C_h_a~pt_e_r_l_3_~R-E_v_.
L.'.:..'.J Mounting Horizontal__P_B_l_9_11_-2_5_-9_9_
Stabilizer
.
hr Xcico :\l'iation lnc .. Co11pil!hl i'J 19!!9. Hcdmorul. OH !ii 75fi
_,_H<-H
 A20. After the micro and cradle capstrips have cured, remove the horiz. stab. from the
fuselage. Trim the cradle capstrips as shown in Figure 13:A:ll.

Trimming stab, mounting cradle

Figure 13:A:ll

Cradle capstrips

. '. .
". . ... '".
" " '. '
._
' ...
~ 2"
"
.,'
' '

Fuselage side
I T.E. of horiz. stab.
'

LE. of horiz. stab.

A2 l. Grind away excess micro under the cap strips to form a smooth radius. Yes, this
area is very tight to work in but a Dremel tool and a ball head bit will make quick
work of the excess micro. Ifyou have to add micro to get the min um um 1/8" radius,
do so at this time.

A22. With 40 grit, sand the bottom surfaces of the cradle capstrips, the fuselage sides
2" under the capstrips, and the FS 241bulkhead2" under the capstrips. Again, this
is a tight area but you must sand it to get a good surface to apply BID. Clean these
areas with MC.

A23. Apply 2" wide, 2 BID strips to secure the cradle capstrips to the fuselage sides and
the FS 241 bulkhead.

L~;;.f:::~~::::~~:::Al::::::.L.:::~=:::.8=:::.1".:::D=:::~_:JV~~--_J'
CO>'; 'flll'l'.17U1'6'.
~ l-:cC-::h~ap~t_e_r:-13_--::-:_R_E:-\'-.
.~
L11ncair Intcrnntionnl Inc., lfoprl!!lentcd by NC?irn ;\sintion lnc., Co]lyl'ight D l!}!l!J. Rcdmoud, OR !lii5G
_ _P-:-B--:1:-9_/l-=--2_5,,.9_9_--t-<"""11
Mounting Horizontal Stabilizer
 Securing cradle capstrips to fuselage
Figure 13:A:l2

~2 BID capstrip

2 BID capstrip
/reinforcement

/ A/Cup
2 BID capstrip
A/Cup
reinforcement
Fwd

lnbd

Fuselage side FS 24 I bulkhead

L~;~~":::...;.=;t~~~~=
O ; ...==L.=~==A==.l.=~==:__IV~!____
~.n>..
_J/
.~
~ 1----:::C-::h_ap'--t_e_r-,-1_3 P-::'B;:.,l::._9_/l-=--2_:5-:--9:.c:9_-t-l*+I
--:::::'-R_E:-\'_._ _
Mounting Horizontal Stabilizer
Lal\cair Int!!rlliltional Inc., R!!pre~ented !Jy Neico :\~iatioo Inc .. Cop1-r1i:ht U J!J9!J. Hedmond. OR !Jii5G
B. MOUNTING HORIZONTAL STABILIZER

In this section you will bond the horizontal stabilizer into the mounting cradle.
More BID tapes will secure the stab. to the fuselage, but these are not added until
the vertical stabilizer is built.

Mounting horizontal stabilizer

Figure 13:B:l

Horizontal Stabilizer

7 mouotiog " ' " '

Bottom fuselage shell

Note: On the fast build fuselage. Before bonding the horizontal stabilizer
into position, check that the fuselage is level and that the horizontal stab. is
level from tip to tip. Also, check for the correct incidence.

L~~='!.=st:=2~~0-~=A==,u;=~==A==l..=D==:__.:JVL:....:!'._
0 'f.,,...11_..~l'lli. ___JI. 13_20 1 I 1 --=.C::.ha''pc.:t:=e.:...r.:.:13:__----'_R_E_v._ __:P:..:B::..:1:=9/:..:l:..:-2:=5...:-9c:9_-1-f*li

Lancair I11tern11tionnl Inc., Represented hr N!!ico /wiation Inc .. Co11rright 0 l!J!J!J. Redrnond. Oil !J775G
Mounting Horizontal Stabilizer
Bl. Do a test run to assure yourself that the horizontal stabilizer fits into the cradle
okay and your alignment is satisfactory. To help keep the stab. from drifting out
of alignment while curing, use instant glue to bond a couple small wood pieces to
the bottom surface of the stab., butted up against the fuselage sides. Make a few
reference marks to help locate the stab. in the fore/aft direction.

B2. To prepare the mounting cradle for bonding to the stab, sand the cradle capstrips
with 40 grit and clean those surfaces with MC.

B3. Repeat the sanding/cleaning procedure on the bottom surface of the horizontal
stabilizer where it will be bonded to the cradle capstrips.

B4. Mix up a batch ofHysol (it doesn't take much, maybe 5 ounces) and apply a thin
film to the bonding areas of the horiz. stab. and the cradle capstrips. Mix a little
flox into the Hysol and spread a thicker coat, mounded at the center, onto the
cradle capstrips. Don't go overboard on the Hysol, your stab. should conform to
the cradle to within .020".

Lancoir lnternntional Inc., Represented by Neico Aviation Inc., Copyright e 1992, Redmond, OR 9775&
 Bonding horiz. stab. to fuselage
Figme 13:B:2

Horizontal stabilizer

Wood pieces to Bond horiz. stab. into

prevent stab. cradle with Hysol
from drifting
while Hysol ~
cures. Use in- Fuselage
stant glue to
bond wood to
stab. Hysol, mounded toward ce.~n...-..._.
I

Fwd

/elageside

FS 24 I bulkhead
/

L~~=~~~~=;t;~~~~=.4==.Jl'..=~==,"6==1..=~==~-JV~!_~~~''lS-Z
<::::>' 11FCl.......-ur4'.
2 l!-C==ha~p~t=e~r=l3:___J__R_E\_'~----=P=B~l=9/=l=-2=5=-9=9~--+++1
. Mounting Horizontal Stabilizer
Lnnc;iil' lntc1nntfonril Inc .. Repiesentccl b.1 ;\ cko ,-\1intion Jue .. Cop_l'rii,:h1 0 l!l!l!I. ltcdmond. OH 97756
B5. Place the horizontal stabilizer into position on the fuselage. Weight the stabilizer
with one shot bag (20 lbs) on each side of the leveling block.

B6. Now realign the horizontal stabilizer for the final time using the procedures in
Steps All - Al3. If a small adjustment is necessary, you can insert a small shim
between the stab. and the cradle to raise a certain point. Be sure you have
squeezeout of excess Hysol. It is a good idea to recheck the stab. alignment after
ten minutes because the Hysol may have settled changing alignment somewhat.

Note: Now comes the real problem, how to keep your cat from jumping up
onto your perfectly positioned stabilizer and sleeping on one tip that night.
Just be sure nothing or no one can bump the stab. while it's curing.

B 7. When the Hysol has cured, remove the weights. Sand the area where the bottom
surface of the horiz. stab. meets the fuselage sides. Clean these areas with MC.

BB. Apply micro radii where the bottom surface of the horiz. stab. joins the fuselage
sides.

Securing bottom horiz. stab. surface to fuselage

Figure 13:B:3

Horizontal stabilizer~

0 0
BLOhoriz.
stab. hinge 0 0

2BID
2 BID capstrip
reinforcement

Fuselage sides-

Lnncair lnt-Ornu.tional Inc:., Reprceented by Neico Aviation Inc., Copyright e 1992, Redmond, OR 97756
B9. Apply 2 1/2" wide, 2 BID strips to secure the bottom surface of the horiz. stab. to
the fuselage sides. The top surface of the horizontal stabilizer will be secured to
the vertical stabilizer later in construction.

Laneair Inlernnlionnl Im:., Represented by Neieo Avi11lion Inc., Copyrighl e 1992,Rcdmond, OR 9771Mi
 CHAPTER 14
REVISION LIST
(Pressurized Version)
The following list of revisions will allow you to up date the Lancair IV construction
manual chapter listed above.
UnJer the "Action" column, "R&R" directs you to remove and replace the pages
affected by the revision. "Add" directs you to insert the pages shown and "R" to remove
the pages.

Current
Page(s) affected Rev.# Action Des cription

14-1thru14-6 0 None
14-7 3 R&R Corrected Step A3.
Corrected Figure 14:A:2.
14-8 thru 14-15 0 None
14-16 PB15 R&R Edited Fig. 14:C:l.
14-17 PB15 R&R Rem oved Figures and edited text.
14-18 PB15 R&R Rem oved page.
14-19 PB19 R&R Editedstep Dl.
14-20 PB19 R&R Changed FS#, added <approx> to fig.
14-21 PB19 R&R Changed FS# in fig.
14-22 thru 14-23 0 None
14-24 3 R&R Added Step D14
Add ed WARNING after Step Dl4.
14-25 thru 14-30 0 None
14-31thru14-35 P2 R&R Changed Step Fl
Changed Figure 14:F:2, 3, & 4
Ren umbered Steps F4-Fl3.
14-36 thru 14-42 0 None
14-43 thru 14-47 PB19 R&R Rewrote section H to reflect new avionics.
14-48 thru 14-55 0 None

~_.::~=~=*=="=4='111"=~=~==.8==1,:=~:=D:=:_~JV_.!_
L
~--=::==
___JI.I 14_i Ii----=C=ha::!p:.:.te:.:r_;l:..:4_-'--='
Vertical Stabilizer Assembly
IREV=-o..:__P_B_l9_/c::._l--=-25=---=-99=-----H-'x7*-l1
>6
Lnncnir Internntionnl Inc., Re11re~ented by NeicoAvintion Inc. Copyright 0 I!l!l!l, Redmond, OR !l775G
 CHAPTER14
VERTICAL STABILIZER ASSEMBLY

REVISIONS
From time to time, revisions to this assembly manual may be deemed necessary. When such revisions are
made, you should immediately replace all outdated pages with the revised pages. Discard the out dated
pages. Note that on the lower right corner of each page is a "revision date". Initial printings will have the
number "O" printed and the printing date. All subsequent revisions will have the revision number followed
by the date of that revision. When such revisions are made, a "table of revisions" page will also be issued.
This page (or pages) should be inserted in front of the opening page (this page) of each affected chapter. A
new "table of revisions" page will accompany any revision made to a chapter.

ARROWS
Most drawings will have arrows to show which direction the parts are facing, unless the drawing itselfmakes
that very obvious. "A/C UP'refers t.o the direction that would be up if the part were installed in a plane sitting
in the upright position. In most cases the part shown will be oriented in the same position as the partitselfwill
be placed during that assembly step. However, time goes on and changes are made, so careful attention
should be paid to the orientation arrows.

CONTENTS
1. INTRODUCTION
2. SPECIAL PARTS, TOOLS & SUPPLms LIST
3. CONSTRUCTION PROCEDURE
A. BONDING RIGHT VERT. STAB. HALF
B. INSTALLING CABIN Am SCOOP
C. INSTALLING COM. ANTENNA
D. INSTALLING VERT. STAB. RIBS &WEBS
E. FORMING VERT. STAB. CAPSTRIPS
F. ELEVATOR WELDMENT INSPECTION PANELS
G. INSTALLING FRESH Am VENT
H. INSTALLING LORAN ANTENNA
I. CLOSING VERTICAL STABILIZER
4. PHOTO PAGES

~V~8'.
~,,,.A11a IV J.r~::;r.

chapvter 1~ s REbn~~izer Aso1
ert1ca1 ta
~~-;::::=::::::=::::::=::::::=::::::=::::::=::::::=:._~_'!__ ___J ............ ~------------~~
7b-9-92
sem 1y
Luncair Int.e.mntiQnal Inc., Rcprooonlcd by Neico Avintion Inc., Copyrighl e 1992, Redmond, OR 97756
l. INTRODUCTION

The vertical stabilizer ofthe Lancair IV is constructed of fiberglass because ofthe

internally mounted antennas (communications and Loran). Back in Chapter 12,
you made an initial fit of the vertical stabilizer and top fuselage shell. Don't get
too attached to those few cleco holes you drilled to fit the vertical stabilizer in
Chapter 12, because you'll probably drill all new ones in this chapter.

Vertical stabili:rer
Figure 14:i:l

Vertical stabilizer

~-H~7 'tabm-.

Bottom fuselage shell

Lnncnir lriternntional Jne., Reprcoonlcd by NeicoAvinlion Inc., Copyright 01992, Redmond, OR 97756
2. SPECIAL PARTS, TOOLS, & SUPPLIBS LIST

A. PARTS

Right vertical stabilizer skin

Left vertical stabilizer skin
1/4" thick, 2 BID per side fiberglass prepreg panel

L11.11enir IntemntionnI Inc., Rcprescnlcd by Noir:n Aviation Inc., Copyright e 1992, Redmond, OR 97756
B. TOOLS

Dremel tool
Saber saw
Plumb bob
Smart level
Straight edge
Angle aluminum (or angle iron)

Luneuir Intcrnntionu.l Inc., Represent.ed by Neieo Avial!on Inc., Copyrighl e 1992, Redmond, OR 97756
C. SUPPLIES

Epoxy
Micro
Flox
Hysol adhesive
Paper towels
MC
Paint brushes
Mixing cups
Release tape
40 grit sandpaper
Soda can

Loncair International Inc., Rcprcoont.00 by Neico Avintlan inc., Copyright e 1992, llOOmond, OR 97756
3. CONSTRUCTION PROCEDURE

A MOUNTING RIGHT VERT. STAB. SKIN

Vertical stabilizer construction begins with mounting the right stab. half to the
fuselage. Don't mount the left half first because the L.E.joggle would be difficult
to align.

Right vertical stabilizer half

Figure 14:A:l

Right vert. stab. skin

Bottom fuselage shell

Al. Trim the right vertical stabilizer skin so it will fit over the horizontal stabilizer.
Trim just enough so you can use the deco holes that you drilled in Chapter12 to
locate the vertical stabilizer on the fuselage.

A2. With plumb bobs. check that your vertical stabilizer sternpost is still vertical and
aligned with the fuselage centerline drawn on your shop floor.

Lnncnir Intern.o.tional Inc., Represent.ed by Ncieo Avialinn Im:., Copyright Cl 1992,Redmond, OR 97756
A3. Check that the width of the vertical stabilizer stem post is 2 9/16"" at the top. The
sides of the stempost should be straight from the top of the fuselage joggle up.
Using the given width of4 l/8" at WL 32.5 (the top of the fuselage joggle), the right
vertical stabilizer skin can simply be bonded to the stempost and have the proper
thickness.

Checking vertical stab. width

Figure 14:A:2

NOTE: The width of the bot

tom fuselage at the sternpost
~I ~29/16''
can vary as much as 1/4". The
Sternpost 3 1/2" wide spacer placed be
tween the fuselage shell T.E.
in Chapter 12 (Step 19) is the
main guide to proper fuselage
width at the T.E.

41/fS'

-WL32.5

\
Top of fuselage
joggle
I
....._______Bottom fuselage shell

A4. Lay the top fuselage shell in position with it's aft edge fitting over the vertical
stabilizer joggle. The top fuselage shell's bottom edge should cover the WL 22
joggle of the bottom fuselage shell. If the vert. stab. is mounted too high, the
joggles ofthe top and bottom fuselage shells may not have enough contact and the
bond between them wouldn't be adequate. If you must trim the bottom edges of
the vertical stabilizer halves to get them lower do so now. If the height of the vert.
stab. looks correct, drill 1/8" dia. holes every 11/2" along the length of the joggles.
You will later insert clecoes into these holes to hold the joggles together during
bonding.

Lnnenir IntcrnnUon11l Ine., Represenlocl by Ne!eo Aviation Inc., Copyrighl e 1992,Rcdmond, OH 97756
 Checking vertical stabilizer height
Figure 14:A:3

Trim bottom edge of vert. stab. skin

if necessary so the top of the stab. is
atWL 73.25

51.25''
Vertical stabilizer

/
WL22

Bottom fuselage shell

Lum:air Internnlionnl Inc., Represented by Neico Aviation Inc., Copyright e 1992,Redmond, OR 97756
A5. Make sure the right vert. stab. skin is positioned correctly fore/aft as shown in
Figure 14:A:4. Ifthe vert. stab. is mounted too far forward there will not be enough
material to cut the T.E. in the rudder area. Adjust the vert. stab. aft if necessary
so you can trim a straight T.E ..

Checking vert. stab. fore/aft placement

Figure.14:A:4

Vertical stabilizer

Joggle bends in both fuselage

and vert. stab. should be aligned

In this situation, the vert. stab.

skin is located too far forward.

A6. When you are satisfied with the fit of the vertical stabilizer, sand the joggles and
other areas where the right vert. stab. skin will be bonded. Clean these areas with
MC.

A 7. Before bonding the right vert. stab. skin in place, the sternpost must be straight.
Use instant glue to secure a straight piece of wood or aluminum angle to the aft
face ofthe sternpost. This will hold the part straight while thevert. stab. is curing.

AB. Form a trough in the right side of the sternpost by removing 1/8 - 1/4" of core.

L11ncnir InLernntionnl Inc., Repre11enLed by Ncico Aviation Inc., Copyrighl IC 1992, Redmond, OR 9775G
A9. Bond the right vert. stab. skin to the fuselage. Use Hysol to bond the vert. stab
to the fuselage joggle and micro to bond it to the sternpost. Clamp the vert. stab.
to the fuselage joggle with clecoes in the holes you drilled in Step A4. Screws or
pop rivets will also work to hold the joggles together if you don't want to mess up
your clecoes. Attach a straight piece of wood or angle aluminum to the side of the
vertical stab. to keep the skin straight along the sternpost. Recheck that the
sternpost is still vertical. A little care and attention in this step will prevent a lot
of hassle later.

Bonding right vert. stab. skin to fuselage

Figure 14:A:5

Be sure the right

vert. stab.
straight skinthe
along is .------------------~
sternpost by clamping
it to a straight edge
while it's curing Right
vert.
stab.
skin

Right
vertical
stabilizer
skin" Bottom
fuselage
J:-.o<-i u
'
Sheet metal
screws to
hold joggles
together
shell--.._

Laru:nir Jnt.ernntionnl Inc., Represented by Ncico Aviation Inc., Copyright e 1992, Redmond, OR 97756
AlO. When the Hysol and micro have cured, remove the clecoes (or screws, or pop
rivets) from the joggled areas. Sand the joggled areas with 40 grit and clean them
with MC.

All. Apply 1 BID in the joggled areas.

Applying 1 BID over joggled areas

Figure 14:A:6

Vertical stabilizer

Bottom fuselage shell

Lay 1 BID over the~jun;,;c;ti:.o~n;-_:===-======~
of the vert. stab. and the
bottom fuselage shell in
these areas

A12. Apply a thin coat of micro over the 1 BID you have just laid into the joggles. When
this micro cures, contour it smooth over the joggles areas.

Al3. With 40 grit, sand the forward face of the sternpost and the right vert. stab. skin
2" forward of the sternpost in preparation for a 3 BID laminate. Clean these areas
with MC.

A14. Form a micro radius up the forward face of the sternpost where it joins the right
vert. stab. skin.

l.unwir lntcrrw.tioT111I Inc., UcprcRCnLod by Ncico Avinlinn Inc., Copyrill'ht 0 1992, ltcdmnnd, OH 97756
 Securing vert. stab. to sternpost
Figure 14:A:7

Notice that the 3 BID covers

the entire forward face of the
sternpost.

srern,-/ RightverL
/
stab. skin

A15. Apply 3 BID to the forward face of the sternpost overlapping 1" onto the right vert.
stab. skin. The 3 BID should also extend 1" below where the vert. stab. skin joins
the fuselage.

A16. For added rigidity, secure the inboard surface of the right vert. stab. skin to the
horizontal stabilizer with a 1 BID, 2" wide laminate. Be sure to sand and clean
where the 1 BID is applied.

Lnncair lnt.crnntionnl Inc., Repn:Sl!nted by Neico Aviation Inc., Copyright !fl 1992, Redmond, OR 97756
B. INSTALLING CABIN AIR SCOOP

The Lancair IV pulls the cabin fresh air from a single NACA scoop mounted in the
vertical stabilizer. The fresh air travels through a length of scat tubing, into the
overhead console, and blows onto the occupants through four eyeball vents. At
first glance this scoop doesn't appear to have enough area to adequately cool four
people, but it does it's job very well. In fact at cruise speed you'll probably want
to cut down the airflow a bit (more on this later).

NACA cabin air vent

Figure 14:B:l

ABS plastic
fresh air scoop

Ii:(
\ .

i ,,,.---.

B 1. Trim the flanges ofthe NACA scoop so they are 1" wide. Trimming is easy because
the scoops are made from ABS plastic.

B2. Locate the NACA scoop as shown in Figure 14:B:2. The exact position is not
critical, so +-1/2" is fine. Grind the right vert. stab. skin as shown to provide an
inlet for fresh air. Notice that the skin is not trimmed to the aft edge of the NACA
scoop. When you have located the NACA scoop, secure it in position with a few
clecoes.

Lnncuir lnt.ernalion.al Inc., Rcpreal!nl.ed by Nc.ko Avi11tion Inc., Copyright 0 1992, Redmond, OR 97756
 Locating NACA scoop
Figure 14:B:2

Right vertical stabilizer skin

NACA scoop cutout is centered

on WL 37 and it's aft edge is 1"
aft of the horiz. stab. L.E.

Bottom fuselage shell

Clecoes hold the scoop against the

fuselage while the Hysol is curing.

Right vert. stab. skin

t Fresh air scoop
Right vert. stab. skin
Notice how vert. stab. skin is not
trimmed to the aft edge of the NACA
scoop

La.nenir lnt.ernntirmnl Inc., Represenl.cd by Neicu Aviation Inc., Copyrighl Cl 1992,ROO.mcnd, OR 97756
B3. With 40 grit, sand the inside of the right vert. stab. skin where the NACA scoop
will be bonded. Also sand the NACA scoop flanges.

NOTE: Don't clean the bonding surfaces of the NACA scoop with MC. MC
will melt the ABS plastic.

B4. Bond the NACA scoop in position with Hysol. Use the clecoes to hold the scoop
while it's curing.

B5. After the Hysol dries, secure the NACA scoop flange to the right vert. stab. skin
with 2" wide, 1 BID strips.

B6. Trim the NACA scoop as shown inFigure 14:B:3 so air can flow through. The two
vert. stab. webs installed in the section "D" will form a plenum chamber for the
incoming air, further pressurizing it for it's trip to the pilot and passengers.

Removing air flow hole in NACA scoop

Figure 14:B:3

Right vertical

.m~ \,
\ ' '
"\ \
\ .__..,
\
"1 \ ....._ __ _
\
There is a coreless
area preformed in
) ,, I the right vert. stab.
f I
(
'
.I ) skin for the fresh
('' '-V-- air scoop.
~
~

?(' I~-
ABS plastic \I.
NACAscoop
Remove the shaded area of the
scoop to allow fresh air to enter

~~"'~=~::."'.,:~~~'#=~~::..:v::~~~'A~D:::__W~....!'.--_J'[~~-~~]1-c_h~ap';-~:--:-~'"'~---:'""'s""ta,_i:;:--~::-::--:ze-r----,As_s_oe_~-:~:--:-::-;-92__**l1
Lnncuir lnl.l?mntionul ITic,, Rcpreoenl.ed by Neico Aviation Inc., Copyright e 1992,Ilcdmond, OR 97756
C. INSTALLING COMMUNICATION ANTENNA

If you're going to install the communications antenna in the vertical stabilizer,

now is the time to do it. The com antenna shown in this chapter is the Sportcraft
(SA-008). There are numerous com antennas that will work fine on the Lancair
N, unfortunately most of them must be mounted externally, causing more drag
as well as being an eyesore.

Communications Antenna
Figure 14:C:l

ED STRIP CONNECTIONS
Center Conductor

Capacitor

Feed Point

APPROXIMATE ANTENNA LOCATION

ADJUST FOR BEST FIT

Clamp

Route cable down the

graphite strip in the
fuselage.

Graphlte/E-glass

1,,,,-::~#~~:;e~ilil)i~.&~6'-=~=~A-=-l.-:::D=~;-:IV:::;:-:;---11~:-l6 ~! Chapter 14 Rev. PB15/1129-96

L.:Q~~=====~===~==:.~~~---Jt_.....J Vertical Stabilizer Assembly
Lnnce.ir lnt.ernntionnl Inc., Represented by Neico Avintfon Inc., Copyright 0 1996, Redmond, OR 97756
Cl. Locate the communications antenna as far away as possible from the carbon fiber
strap which is built into the vertical skins.

C2. Sand the area where the com antenna will be mounted and clean with MC.

C3. Use instant glue to bond the com antenna to the right vert. stab.

C4. Secure the antenna to the vert. stab.with 1 BID of the lightweight fiberglass cloth
that you used on the elevator trim tab and the ends of the flaps and ailerons. It's
also a good idea to mound up some fl ox around the antenna (where the coax cable
will attach) to secure it to the stab.

C5. The coax cable for the communication antenna is routed along the leading edge
of the vertical stab. Small dabs of silicon are enough to hold the cable in position.
Space the silicon dabs about 4" apart. Connect the cable to the com antenna and
leave the excess cable rolled up in the bottom fuselage. You will later run this
antenna cable forward to the instrument panel.

,::::::;;;#-t~f;.~ IV
~ll"AIJl!:JI 1~~:.-.;11i-C_h~ap~t_er_l4__~R_ev_.
LQ~...,.~=======~======~==::__~~~--_JL__,J
_ _ _P_B_I_51_11_-2_9_-9_6_--tT"!'ct1
Vertical Stabilizer Assembly
Lnm:uir Inlemntionnl Inc., Repreiienlcd by Neico Aviation Ine., Copyright 1996, Redmond, OR 97756
 Due to revisions, this page is intentionally left blank.

11,.'1' .
~. 4.~l;l.'i-c_h_a,_pt_e_r_1_4_ __,_
IRe_v_._ _ _PB_1_s_11_1_-2_9-_9s_-t-\-~*ii'
Vertical Stabilizer Assembly /
1IU
Lancair Intcrnnliannl lni:., Represented by Ncica Avintfon Im:., Copyright 1996, Redmond, OR 97756
D. INSTALLING VERT. STAB. RIBS & WEBS

The vertical stabilizer contains two webs and three ribs. These parts are installed
in a similar fashion as the ribs in the wing, with custom formed capstrips for
added bonding area during closeout.

Vert. stab. ribs and webs

Figure 14:D:l

Vert. stab. webs stab,\

Right vert.

Vert.
stab.
ribs

Dl. Use the templates on BlueprintA-313 to cut the vert. stab. ribs and webs from 2 ply
per side prepreg. The blueprints may need some adjustment to allow for variation
of core placement, etc. Cut the pieces oversize so you can custom fit them to your
vertical stab.

L~~~~~~=~~=~~JllA==A".=r.f"D===.;/8==1',=~==~-JV":_~~~_Jl~l--=C~h~ap~t~er:_::.14.:_~..L_R_e'_'~~-P_B_1_9_11_2_5_9_9~-J-l*-li
0; 'f/ll/l'l{JJT.l7Ufl'.Jlf'lli._ . ~
Ln11cuir lntcrnnlionnl Inc., Represented by Nd co Aviution Inc., Cupyrighl ([) I !l!J!I, Jl!!dmond, O!l 97756
Vertical Stabilizer Assembly
D2. Locate the two vert. stab. webs in the vert. stab. using the dimensions in Figure
14:D:2. Trim the webs as necessary to fit against the right vert. stab. skin. Notice
that the forward web must be notched to fit around the NACA vent.

Note: The vert. stab. webs and ribs will have to be notched to fit over the com
antenna and coax cable. Be careful not to grind or sand into any part of the
antenna while installing the ribs and webs.

Locating vert. stab. webs

Figure 14:D:2

approx.

11V
Forward vert. stab.
web is mounted
vertical

Aft vert.
stab. web
is mounted
Bottom fuselage shell 17 off vertical

Hor. FS 243
stab.
LE.

D3. With 40 grit, sand the vert. stab. webs and the inside of the vert. stab. where the
webs will be bonded. Clean these areas with MC. Again, be sure not to clean the
ABS plastic NACA scoop with MC.

D4. Remove 1/8 - 1/4" of core material from the webs where they will be bonded to the
right vert. stab. skin and horiz. stab ..

D5. Bond the webs in place with epoxy/micro.

L~~~;J~~=~~~=~Jl;.==,fl=~===,,/!/==~=~==~~JV~~~~~lll4_20
c::2% 'flllTll/Jr.l7iilf.IT'fii..
ll-"'C~ha~p~t~er:....=.14"-~-'-R_ev_.~~-P_B_1_91_1-_2_5-_99~--l~-tl
.
Loncnir ln!l.!rnntionnJ Inc., llcprcscnted by Ncko Aviution Inc., CopyrightO Imm, !fodmond, ORD775G
Vertical Stabilizer Assembly
D6. Sand the :ctreas of the webs, horiz. stab., and vert. stab. skin, where BID tapes will
be added. Clean these areas with MC.

Securing webs to vert. & horiz. stabs

Figure 14:D:3

Aft vert.
stab. web

Bottom fuselage shell

Vert. stab.

Aft
3 BID (aft web) web
181~

Right vert. stab. skin

L~;;~;~;;~=~~..A==.G,=""===,,/J!/==Jf'..=:lf:P==~-JV"::__~~~_Jlll4-21 ll-"C~h~ap~t~er'-'-14---~-'-R_ev_.~~-P-B_1_91_1-_2_s-_ee~--t-f*~
~ Tl!Tllil.17ii1T"'- .
Luncnir Int.crnat.ionnl Inc., Rcprmmnt.cd by Ncicu Aviuliofl Inc., Copyright 0 J9D9, Hcdinond, OR 97756
Vertical Stabilizer Assembly
D7. Secure the forward web to the vert. and horiz. stabs with a 2" wide, 1 BID
laminate. Secure the aft web with a 2" wide, 3 BID laminate.

DB. Trim and fit the vert. stab. ribs in the positions shown in Figure 14:D:4.

Locating vert. stab. ribs

Figure 14:D:4

All ribs are oriented

90 to the sternpost

Vertical
stabilizer

~
Bottom fuselage shell

Rib heights are measured

along the vert. stab. T.E.
from the bottom of the
fuselage (WL 15.25)

D9. Sand the vert. stab. ribs and the areas where the ribs will be bonded. Clean these
areas with MC.

DlO. Remove 1/8" -1/4" of core material from the ribs where they will be bonded to the
right vert. stab. skin and webs.

Dll. Bond the vert. stab. ribs in position with epoxy/micro.

Lnm:uir lnlcmutionnl lnc., Represented by Ncico Aviulion Inc., Copyrighl e 1992, Iledrnond, OR 97756
D12. Sand the areas of the ribs, webs, and vert. stab. skin where BID tapes will be
applied. Clean these areas with MC.

Securing ribs to vert. stab. skin and webs

Figure 14:D:5

Bottom fuselage shell

@ Typical vert.
stab. rib

Right vert. stab. skin

Lnncair lnternntionnl Inc., Represented by Neico Aviation Inc., Copyright e 1992, Redmond, OR 97756
Dl3. Secure the vert. stab. ribs to the right vert. stab. skin and webs with 2" wide, 2 ~
BID laminates.

Dl4. Drill 1/8" dia. vent holes in all vert. stab. ribs. This is very important for
expansion. Vent holes are not needed in the forward and aft vert. stab. webs
because of the cabin air scoop installed previously.

W.A RNING: Failure to drill vent holes could cause struc-

tural failure.

Lane11!r [nteme.lion11l Im:., Repre~nled by Ncico Avinllon Inc., Copyright 0 1992,Rcdrnond, OR 97756
E. FORMING VERT. STAB. CAPSTRIPS

Just like all other flying surfaces of the Lancair IV, the vertical stabilizer uses
capstrips to increase the bonding area of the ribs and webs.

Vertical stabilizer capstrips

Figure 14:E:l

Shaded areas indicate capstrips

Right vert. stab. skin

El. Trim and fit the left vertical stabilizer half as you did the right half Trimming
down the ribs and webs to fit the left stab. skin is a matter of feel. The ribs and
webs should be fairly close to their final shape, but if your left stab. skin does not
want to rest in the L.E. and bottom joggles, one or more of the ribs or webs must
be holding it away. The sternpost may also have to be trimmed, but be sure to keep
it symetrical with the right half. Trial and error isn't exactly scientific, but that's
the way we do it.

Laneuir Jntcrnnlional Inc:., Represented by Neieo Avialion Inc., Copyright e 1992, Redmond, OR 97756
E2. To mark the locations of the ribs, webs, and sternpost on the inside surface of the
left stab. skin, mound up a bit of epoxy/micro at each intersection of the ribs/webs,
ribs/sternpost, ribs/L.E., webs/L.E., and webs/horiz. stab. Gently place the left
stab. skin in position and press the skin against the ribs, webs, and sternpost.
Remove the skin and the micro will have made impressions of the important
intersections of the ribs and webs. Connect the dots with a marker to represent
the rib, web, and sternpost locations and clean away the micro you used to locate
these parts. See Figure 14:E:2.

Marking rib and web locations on left skin

Figure 14:E:2

Right vert. stab. skin

Arrows indicate the important junctions

whose locations should be transferred to
the inside surface of the left vert. stab. skin.
Mound up a blob of micro at these locations,
set the left skin in position, then remove.
The micro will mark the junction locations
on the inside of the left skin. Use these
reference marks for laying up your capstrips.

E3. Apply release tape to the inside surface of the left vert. stab. skin where the rib,
web, and sternpost capstrips will be applied.

Lnncnir Intemntionnl Inc., Repre11ented by Ncieo Avialion Inc., Copyright e 1992, Redmond, OR 97756
E4. Rout out 1/8 - 1/4" of core from the vert. stab. ribs, webs, and sternpost.

E5. Apply 2 BID, 2" wide capstrips to the inside surface of the left vert. stab. skin. Be
sure that you're only applying the capstrips over release tape.

EG. Mound up a thick epoxy/micro mixture in the troughs you formed in the ribs,
webs, and sternpost.

E7. Place the left vert. stab. skin in position and use a few clecoes to hold it there while
the micro cures. Treat this procedure as you would treat closing out the vert. stab.
for the last time. Be sure the left stab. skin is straight along the sternpost from
the bottomjoggle to the top. Also be sure you haven't torqued the stab so it isn't
on the fuselage centerline (this is hard to do with the ribs and webs installed but
check anyway).

Lastly, check that the contour ofboth vert. stab. sides are similar. An unscientific
(but effective) method of checking this is to stand behind the vert. stab. and place
one hand on each side. Move your hands fore and aft together (in the direction that
airflow would travel) and feel for an obvious mismatch ofthe skin contours. They
don't have to match perfectly, so don't alter a skin shape unless it's obviously
wrong.

Lancair lnt.ernnl.ionnl Inc., RcpreoonLcd by Neico Aviation Inc., Copyright e 1992, Redmond, OR 97756
 Vert. Stab. capstrips
Figure 14:E:3

Right vert.
stab.skinx
@

Typical
rib or web Capstrip only
y extends 1/4"
aft of the
sternpost

Lnncnir Inlernntional [nc., Reprosent.cd by Neico Aviation Inc., Copyright Cl 19!12, Rodmond, OR 97756
EB. After the micro has cured, pop the left vert. stab. skin off and, with 40 grit, sand
the areas where the capstrip reinforcement Bills will be applied. Clean the
sanded areas with MC.

E9. Secure the capstrips to the ribs, webs, and sternpost with 2" wide BID tapes. Use
1 BID to secure the capstrips to the forward web and 3 BID for the aft web. The
rib capstrips are secured with 2 BID. The sternpost capstrip is secured with 3
BID. See Figure 14:E:4.

ElO. Trim the capstrips to an even 2" width.

Luncuir lnternaliorutl Inc., Represented by Nc!co Aviation Inc., Copyright e 1992, Redmond, OR 97756
 Securingcapstrips
Figure 14:E:4

This drawing shows the number

of BID required to secure the
capstrips to the various ribs,
webs, and sternpost

Rib (typ.)

Fwd web
@
IBID

Plastic~
Aft web NACA
scoop

J..ancuir Int.ernu.tionnl lnr., Represented by Neico Aviation Inc., CopyrighL e 1992, Redmond, OR 97756
F. ELEVATOR WELDMENT INSPECTION PANELS

Inspection panels are necessary for easy removal of the elevators. These panels
are located just behind the horizontal stabilizer.

Elevator weldment inspection panels

Figure 14:F:l

Elevator weldment
inspection panel
(one per side)

Fl. Two inspection panels are provided in your kit. For earlier "B" kits, the lower aft
comer of both inspection panels should be cut on an angle to provide clearance
from the stempost. The dimensions for this angle cut are shown in Figure 14:F:4,
on page 14-34. Cut these angles now, before you cut the inspection panel holes.

LnncairinLemationnl Inc., Repre&ent.cd by Neieo Aviation Inc., Copyright e 1993,Redmond, OR 9775G

F2. Position the inspection panels as shown in Figure 14:F:2. Mark an outline of the
panels on the outside surface of the vert. stab. and bottom fuselage shell. The
panels mount to 5/8" wide flanges, so cut the access holes in the fuselage
accordingly. Again, refer to Figure 14:F:2.

Location of inspection panels

Figure 14:F:2

Dashed line represents ouline of

the aluminum inspection panel.
Cutout area is 5/8' smaller than
518' panel to provide a mounting flange

~ - --1 I
l: (Jol.k::::;-------
1 '"'"c::::!.~~-.::-~~
\
\ .. __ _! Horiz. stab.

F3. The inner laminate and core of the vertical stabilizer and bottom fuselage shell
must be removed to form a flange which the panels will mount to. To figure out
where to cut the core, measure 1" back from the access holes you cut in Step F2.
Make an outline on the inside surfaces ofthe vert. stab. and bottom fuselage shell
where the core will be removed. Refer to Figure 14:F:3 for clarification.

Note: We realize that you have not yet installed the left skin of the vertical
stabilizer. However, since you have already formed your capstrips, you
should have a few deco holes that will accurately locate the left vert. stab.
skin. in it's final position. It is much easier to remove the core and add the
reinforcement BID for the panel flanges now, before the vert. stab. is closed
out. After the stab. is closed out, you can finish inst.alJing the left inspection
panel per instructions in this section.

La.nco.ir lnlernntion.lll Inc,, Repreoonted by Neico Aviation Inc., Copyright e 1993,Rcdmond, OR 97766
 Removing core for inspection panel flanges
Figure 14:F:3

@ r: - - -1
I _j.k:::;------
1

\ I Horiz. stab.
\---

@ Fuselage side~
Inspection ~I
\

\
Vert. stab. T.E.
\ ~ . _J
3BIDflange
reinforcement
Stern~t
---.....

Luncair lnt.cmntionnl Ine., Repreeent.cd by Neico Avinlion Inc., Copyright e 1993, Redmond, OR 97756
F4. Reinforce the flange area by applying 3 BID as shown in Figure 14:F:3. Overlap
the 3 BID onto the original inner surfaces by 1".

F5. Reposition the panels onto the outer surface ofthe vert. stab. and bottom fuselage
shell. Drill #28 holes through the panels and fuselage where the mounting screws
are located.

F6. Countersink the aluminum inspection panels for the MS24693-S28 mounting
screws.

F7. Use AN426A3-5 rivets to mount the MS21069-06 nutplates to the bottom
fuselage shell and vertical stabilizer.

Mounting inspection panels

Figure 14:F:4

3/g'

r-~-,~,.-1r-----r-2:-'-+...l 31g
3/g'
lo 0

#29hole
(typ)
6" All inspection
panel mounting holes
should be drilled 3/g
in from the edges.

Trim this corner

of the panel as shown
to provide extra clear-
7 0 0

ance from sternpost.

Lnm:nir International Inc., Represented by Neico Avintfon Inc., Copyright 0 1993, Rcdm11nd, OR 97756
FB. To make the inspection panels appear flush with the surrounding surface, you
must flair in the panels with micro. Apply release tape to the inspection panels.

F9. With40 grit, sand the outer surfaces ofthevert. stab. and bottom fuselage shell
in an area 4-6" larger than the inspection panels. Clean these areas with MC.

FlO. Screw the inspection panels in place. It's a good idea to cover the heads of the
screws with bits of release tape to prevent the slots from filling with micro.

Fairing in the inspection panels with micro

Figure 14:F:5

Fuselage side
Micro is used to fair the
inspection panel into the
fuselage sides
v3-S28 screw

MKl()00..4)6 nutplate
secured to the flange
with AN426A3-5 rivets
(not shown)

Fl 1. Apply a thick epoxy/micro mixture to the area surrounding the inspection panel
(the area you sanded in Step F8).

F12. After the micro has cured, sand it so there is a smooth transition from the
inspection panels to the fuselage surface.

F13. Remove the inspection panels and remove the release tape. A little final sanding
around the perimeter of the panels should complete the job. Try to get about a
.020" gap between the panels and the micro.

Lu.ncair Intemntionnl Inc., Repreaenl.ed by Neieo Aviation Inc., Copyrighl o 1993, RcdmoTid, OR 97756
G. JNSTALLING FRESH AIR VENT

You've probably been wondering how the cabin fresh air will move from the NACA
scoop into the overhead console. As air enters the NACA scoop it is pressurized
slightly in the plenum chamber formed by the foward and aft vert. stab. webs. The
air is then pushed forward to the overhead console through a 3" diameter flexible
Scat tube. A flange is needed so the Scat tube can be connected to the forward vert.
stab. web. This flange is what you'll be instaJling in this section.

Fresh air vent flange

Figure 14:G:l

Horiz. stab.

Rightvert.
stab. skin

As air is forced into the

chamber formed by the fwd
and aft vert. stab. webs, it
becomed pressurized and
is pushed forward into the
cabin through the fresh air
vent flange.
Bottom fuselage
shell

G 1. Did you know that the diameter a a 12 oz. soft drink can is approximately 2.6"?
Well now you do. Why this bit of trivia? You'll be using a soft drink can as a form
to lay up a 4 BID flange. So drink up and cut off the bottom of the can as shown
inFigure 14:G:2.

Lnncnir Intcmntionnl Inc., Represented by Ncieo Avialinn Inc., Copyrighl 0 1993, Redmond, OR 97756
 ''Modified'' soft drink. can
Figure 14:G:2

LANCAIR Cut off bottom

COLA

/mrink- Vlf' of soft drink

,. . . .,-:-, . .,~,.,--:-.-...., _J_

""(. m
---,
G2. Apply 4 layers of duct tape to the soft drink can to act as a release for the fiberglass
flange. The duct tape also gives the flange the slightly larger diameter needed for
the Scat tubing.

G3. Apply a layer of release tape to a flat surface (a piece of aluminum or a table top
work well).

G4. Use instant glue to tack the soft drink can to the flat release surface as shown in
Figure 14:G:3.

Finished flange mold

Figure 14:G:3

Soft drink can

4 layers of duct tape

act as a spacer and
a release for the BID

/(Duct I layer of release tape

or packing tape)

Flat aluminum plate or table top

~~1v~~~~'Al~~:...__:W~~---1[~~~~ li1-=c-=ha"'p" ~" ;'- '~: .:~=- -,. . ,s, _taL:V, . ~c ize,-r-As-,--s-=-
_ 0e'-~-':,-,::-;9=-=2=---+A!Hj
Lancuir lnternationnl Inc., Represen~ by Ncico Aviation Inc., Copyright e 1993, Redmond, OR 97756
G5. Lay up a flange with 4 BID. Don't try to wrap the 4 BID all the way around the
can in one step. It is easier to apply 1 BID at a time, covering half the perimeter
of the can at a time. Alternate the location of the BID tape junctions from layer
to layer.

Laying up flange
Figure 14:G:4

Alternate notch locations

between layups

G6. After the 4 BID flange has cured, slip the 3" diameter Scat tube over the flange
and check that it is a close fit. If the flange diameter is too small you will feel slop
in the Scat tube. You can add more BID layers to the flange to increase it's
diameter.

G7. Crush the aluminum can and remove the flange from the mold. Sand the edges
of the flange smooth.

Lam:nir lnl.enw.t.ionul Im:., Reprcuen!.ed by Ncico Aviation Inc., Copyrighl e 1993, Redmond, OR 97756
GB. Locate the flange on the forward vert. stab. web as shown in Figure 14:G:5. Mark
and grind out the vent hole in the web to match the I.D. (inside diameter) of the
flange.

Locating flange on forward vert. stab. web

Figure 14:G:5

Fresh air
vent~e

\ Note: Flange is
centered on BL 0

Horiz. stab.

G9. Remove 1/4" of core around the perimeter of the vent hole and fill the trough with
micro. When the micro has cured, you can sand it smooth to the original vent hole
diameter. The micro will protect the web core from the moisture that might enter
the stab through the NACA scoop.

G 10. Sand the bonding surfaces where the flange will be mated to the web. Clean these
surfaces with MC.

Luncnir lnlernntional Inc:., Represented by Neko Aviation Im:., Copyright 01993,Redmond, OR 9775G
G 11. Bond the flange to the web with flox. Reinforce this bond with 1 BID as shown in
Figure 14:G:6.

Bonding flange to web

Figure 14:G:6

Fresh air
vent fl.11ge

G 12. A drain tube must be added at the lowest point of the air plenum chamber (this
is the vert. stab. bay formed by the forward and aft vert. stab. webs) so water that
enters through the NACA scoop can flow out. A 6" long section of 1/4" dia.
aluminum tube is provided for this drain tube. Cut the tube in half, making two,
3" sections.

G 13. Grind a hole just forward of the horizontal stabilizer just large enough for the
1/4" dia. tube. Grind a similar hole in the bottom ofthe fuselage directly under the
horiz. stab. L.E .. Refer to Figure 14:G:7.

Lancair lntemntional Inc., Repreoont.od by Neieo Aviation Inc., Copyright e 1993, Redmond, OR 97756
 Drain tube installation
Figure 14:G:7

,,i

To prevent int.erference
with elevator pushrod, .&.---'II~
use a few blobs of silicon
t.o secure the drain tube
to the right fuselage side.

Fresh air
vent flange

\ Drain tube should be

located at lowest point Aluminum. drain tube
of the bay formed by the
fwd and aft vert. stab. webs.

Aluminum.
drain tube
.......

Lnncair Internutionnl Inc., Represented by Ncii:o AvinUon Inc,, Copyright 4!11993, Redmond, OR 97756
G14. Use 40 grit t.o rough up the bonding surface of the two tubes and pot them int.a
position with epoxy/flox.

G 15. When the flox has cured, bend the tubes as shown in Figure 14:G:7 so the clear
plastic drain tubing can be routed along the right side of the fuselage. Routing the
drain tube straight down would interfere with the elevat.or pushrod.

G 16. Secure the clear plastic tube t.o the aluminum tubes with a few tie wraps. Be sure
not to clog the drain tube with dust or adhesive during the rest of construction.

Lancairlnt.ernationnl Inc., Represented by Neico Aviation Inc., Copyrigh.t 0 1993,Redmond, OR 97756

H. OTHER ANTENNAS

One or two GPS antennas andanELTantennacan be mounted in the area at the

base of the vertical stabilizer (see Figure 14:H:l.
All of the antennas can be mounted on the flanges that are attached to the right
fuselage side, except the ELT, which can be mounted on the bulkhead near the left
side (see Fig.14:H:4). Use aflataluminumplatewithreleasetape on it to form the
flange. If a ground plane is needed (consult installation instructions), the
aluminum plate can be mounted between the antenna and the flange.

Antenna locations
Figure 14:H:l

Vert. stab.

~
flux gate, storm
scope, etc.
GPS
GPS

~
Horiz. stab.

Mounted near left side

of fuselage

Left side of fuselage not shown for clarity

L.!~=~=~,.:~:::~~~=~A=L<=~==A=l..=la=:_~JV~'.__ _JI 14_43

~ Tlllf'flll.r7/UIT.IT"li... .
1 1-C:::.h:::a:'.!:p::.te=:r_l:.:4:...__.L.Re__v_._ _ _P_B_l--9/_1._20_"_99_-J-f.:.-1-j

Lam:air lntern11tion11l Inc., Ropr11ucntcd by Neico Avintion Inc., CopyrighL :D 1!JOO, Hedmond, Olt 07756
Vertical Stabilizer Assembly
 Due to revisions, this page has been deleted

L!~=;"'::.'"I~=~~~=~.A=l.=~==A=l..=D=:__N~.!._
0 WT~.Jrlli..
___JI I _
14-44 !1....:::C::.'.h::'.:Japt'
Lancalr lntC!rnationuJ Inc., R!!presC!OlC!d by NekoAviation Inc., Copyright() 1999, Redmond, OR!l7756
Vertical Stabilizer Assembly
PB_1_9_;1_-2_s-_9_9--1+'>o<+1
..:t'.::er:._::14_:__ _J_l_.:_R_ev_._ _ _
)ZS(
 ._

Due to revisions, this page has been deleted

Chapter 14 I Rev. PB19/l-25-99 'K"/

Vertical Stabilizer Assembly ?
Lancair Internntionul lnc., IWprnsunted by Ncico Aviution Inc., Copyright Cl I !lD!J, Redmond, OR !J775G
H4. With 40 grit, sand the areas of the bottom fuselage shell where the flanges will be
located. Clean the areas with MC.

HS. Lay up the mounting flanges using 4 BID total.

4 BID antenna mounting flanges

Figure 14:H:4

2 BID

Alum. plate for

ground plane

Micro radius

Fuselage shell
Finish with a
2 BID on the bottom

H6. When the flanges have cured, drill holes through both the aluminum plate and the
fiberglass flanges as necessary.

H7. Pop the aluminum plate away from the fiberglass flanges and remove the release
tape. Mount the antenna to the flange using whatever hardware is necessary for
your brand of antenna (usually whip type antennas are mounted with flush head
screws and elastic locknuts). Mount the plate between the flange and the antenna
if you need a ground plane.

L
_i~~~~~=~~=~.A.==ill=lf""'===,,/JJ==,l.=~==~~JV~~~~~lll
c:>; Vflf'w-Bli?l'Vi..
4-46 li~C_h~ap~t_er~14~~~R_ev_.~~-P_B_l_9i_l_-2_5-_99~----irt-l\cti
Vertical Stabilizer Assembly
.
Lnncuir l11tcrn11tionnl Inc., Hcprcsentl!d by NL'ko Aviation Inc., Copyrii::ht 0 i!J9!l, lfodmond, OR 97756
 Due to revisions, this page has been deleted

L~~=~=.'!::.o;,:=:t~~~~~JllA~~,l,~~:'==fi=::l.ID'----'JV~!._--_Jll
c::>'; V'U-~l'IL
Lnncalr J11tern11tionnl lnc., Repre!lontcd by Nuicn Aviation Inc., Cupyrig:h~ iD
.
14 _47 [l__:::C.:::ha::i:P:_:te:::r_:l::_:4c____,l_R_ev_._ _ _P_B_1_9i_l-_2s_-e_e_-H'n<*l-J

Hl!l9, Ifodniond, OR 97755

Vertical Stabilizer Assembly 1-'X
L CWSING VERTICAL STABil.IZER

As usual with flying surfaces, closing out the vertical stabilizer should be an
anticlimax. Don't take this step lightly though. Be sure your capstrips are close
fitting so minimum adhesive is necessary. Also be sure the left vert. stab. skin is
straight along the sternpost.

Closing vertical stabilizer

Figure 14:1: 1

Left vert. stab. skin

'I

Lnncnir Internntionnl Inc., Represented by Neiro Aviation Inc., Copyright e 1993, Redmond, OR 97756
IL With 40 grit, sand all the surfaces where adhesive will be used to bond the left
vert. stab. skin in place. The bonding surfaces include the bottom fuselage joggles,
the vert. stab. L.E.joggle, all the capstrips, and the corresponding sections ofthe
left vert. stab. skin.

I2. Clean all bonding surfaces with MC.

I3. Do a trial run of the closeout and decide where you're going to use clecoes (or sheet
metal screws). Drill cleco holes now ifyou haven't already (from when you formed
the capstrips). Now is also the time to test your clamping fixture along the
sternpost. You need a straight length of angle aluminum or similar material
along the sternpost for even clamping pressure. It is also a good idea to recheck
that your stab. is still vertical by checking it to the fuselage centerline on the floor.
 Clamping left vert. stab. skin
Figure 14:1:2

Aluminum angle ~~~

works well for r.
clamping left Li:~~
'"' .&+~"C"
._ Clamps

. -..-""
vert. stab. skin

Use clecoes to secure the

joggles together when
bonding the left vert.

~-to\

.....

Lnncair Intemationnl Inc., Represented by Neico Aviation Inc., Copyright e 1993, Redmond, OR 97756
14. When you're satisfied that you clamps will hold the left stab. skin in position,
remove the skin and prepare for bonding. Have you left any tools laying on avert.
stab. rib? Is your communications coax cable secured to the com antenna? Good,
it's time to close.

Note: Notice that the inside surface of the left vert. stab. skin is not secured
to the horiz. stab. with 1 BID as was the right vert. stab. skin. The 1 BID is
not necessary, but we added it because it was accessible.

15. Mix up a batch ofHysol and apply a thin coat to all bonding surfaces. Now mix
a bit offloxinto the Hysol to give it some body and apply a thicker coat on the rib,
web, and sternpost capstrips, L.E. joggle, and bottom fuselage joggles. Mound up
the Hysol toward the center of each bonding surface to avoid trapping any air.

Applying adhesive to bonding areas

Figure 14:1:3

Notice how the Hysol adhesive

is mounded up toward the
centers of all bonding surfaces

Hysol

Right vert. Leftvert.

stab. skin /stab.skin

""
Lnncair Int.enw.tionnl Inc., Represent..ed by Nc.ieo Aviation Ine., Copyright e 1993, Redmond, OR 9775G
16. Carefully place the left vert. stab. skin in position and replace the clecoes and
clamps in the locations you have decided on. Is there good squeeze out ofHysol?
Look up through the elevator inspection holes and check for adequate Hysol
squeeze out in the bonding areas you can see.

17. When the Hysol has cured, remove the clamps and clecoes. Sand the L.E. of the
vert. stab., the junction of the vert. stab. and bottom fuselage shell, and the
junction ofthe vert. and horiz. stabs. Clean all sanded areas with MC. See Figure
14:1:4.

Applying 1 BID junction tapes

Figure 14:1:4

1 BID covers junctions

of all vert. stab. joggles.
...A0---"7 Use micro to flair in the
BID to the fuselage and
vert. stab. surfaces.

Leftvert.
stab. skin --t~\\

Bottom
fuselage
shell~
Vert.stab.

"'-..
IS. Apply 2" wide, 1 BID to the L.E. of the vert. stab. and where the vert. stab. joins
the bottom fuselage shell. When these laminates have cured, you must flair them
into the surrounding surfaces with micro. See Figure 14:1:4.

Not.e: If you held off on inst.aUing the left elevator weldment

inspection panel, now is a good time to finish it's installation. The
micro that is added to flair in the 1 BID tapes can also be used to fl.air
in the inspection panel

19. Apply 2 1/2" wide, 3 BID where the vert. stab. joins the top surface of the horiz.
stab. This is similar to the laminate you applied to join the bottom fuselage shell
to the bottom surface of the horiz. stab. back in Chapter 13, Step B9.

Applying 3 BID at vert./horiz. stabilizer junction

Figure 14:1:5

Notice that there

Leftvert. is no BID securing Rightvert.
stab. skin the inside of the st.ab. skin

~ left vert. stab. skin

to the horiz. stab.

21/2"wide
3BID
Micro
fillet

fOTfOl
[Q_il_QJ

Micro
fillet Micro
fillet

Lanea.ir Internntionnl Inc., Repnmented by Neico Avinlion Inc., Copyright e 199J, Redmond, OR 97766
IlO. A fillet made of a thick epoxy/micro mixture is applied around the horiz. stab.
where it joins the vert. stab. and bottom fuselage shell. The size of this fillet is
personal preference, but we find the smaller the better (and lighter!). When the
micro has dried, use a piece of PVC pipe of the appropriate diameter as a sanding
block. Takeit slow and easy when sanding, you don't want to fall into the time trap
of applying micro, sanding too much off, then having to apply more micro. See
Figure 14:!:5.

Ill. Sand the aft face of the sternpost and the vert. stab. skins where the 3 BID "U"
shaped laminate will be applied. Clean with MC.

112. Apply micro radii where the sternpost joins the vert. stab. skins and the bottom
fuselage shell.

113. Apply a 3 BID "U" shaped laminate to the aft face of the sternpost as shown in
Figure 14:!:6. Since the BID is cut on a 45 bias, two segments will be needed to
cover the total height of the sternpost. Simply overlap the junction of the 3 BID
segments by 1".

3 BID sternpost laminate

Figure 14:1:6

@
Sternpost
Leftvert.
stab. skin

You'll have to overlap

the 3 BID at some point
on the sternpost. Overlap
should be 1" wide.

Vt.:4/"A
~~~:::::::~~~~~:__
w _JL
r;~:;:1. Chap,t:rrtl~calStaREbil~
w . . ' e 1 izer
As0/mb7-l9-92
se y
Luneuir lnt.cnw.t.ionnl In~ Represented by Neico Aviation Ine., Copyright Ci 1993, Redmond, OR 97756
114. Try to cat.ch the 3 BID sternpost laminate in the green cure state and trim the
laminate flush with the vert. stab. and bottom fuselage shell trailing edges.
Otherwise, use a heat gun to soften the cured 3 BID along the edges and then trim
accordingly.

Lancnir Intemntionnl Inc., Represented by Neito Avinlion Inc., Copyright Cl 1993, Redmond, OR 97756
 CHAPTER 15
REVISION LIST
(Pressurized Version)
The following list of revisions will allow you to update the Lancair IV construction
manual chapter listed above.
Under tJ:ie "Action" column, "R&R" directs you to remove and replace the pages
affected by the revision. "Add" directs you to insert the pages shown and "R" to remove
the pages.

Current
Page(s) affected Rev.# Action Description
15-1 PBS R&R Revised
15-2 thru 15-6 0 None
15-7 thru 15-S PB3 R&R Corrected Step Al
Corrected Step A6
15-9 PB4 R&R Corrected Step A9
15-10 PB3 R&R Revised Figure 15:A:6.
15-11thru15-32 0 None
15-33 PB3 R&R Corrected Step E 14.
15-34 0 None
15-35 PBll R&R EditedFigure 15:E:7 andparagraphE19.
15-36 thru 15-41 0 None
15-42 PBS R&R RevisedFig.15:G:l.
15-43 thru 15-51 0 None
15-52 PBlS R&R Changed 1 part# & added 1 part#
15-53 PB13 R&R Changed part no. in Figure 15:I:5.
15-54 PBlS R&R Changed tubing in paragraph,
Added note for fast build to figure
15-55 0 None
15-56 thru 15-58 PB4 R&R CorrectedFigure 15:J:3.
Corrected Step J7.
Changed Figure 15:J:5.
15-59 PBU R&R Added parts to Fig. 15:J:6.
15-60 PB4 R&R AddedFigure 15:J:7.
15-61 thru 15-62 PB4 Add Renamed Figure 15:J:7, to 15:J:S
Changed Steps J14-16
Renamed Figure 15:J:S, to 15:J:9
15-63 thru 15-65 PB2 Add Added Section K.

Laneair International Inc., Represented by NeicoAviation Inc. Copyright 01998, Redmond, OR 97756
 CHAPTER15
RUDDER
REVISIONS
From time to time, revisions to this assembly manual may be deemed necessary. When such revisions are
made, you should immediately replace all outdated pages with the revised pages. Discard the out dated
pages. Note that on the lower right corner of each page is a "revision date". Initial printings will have the
number "O" printed and the printing date. All subsequent revisions will have the revision number followed
11
by the date of that revision. When such revisions are made) a "table ofrevisions page will also be issued.
This page (or pages) should be inserted in front of the opening page (this page) of each affected chapter. A
new "table of revisions" page will accompany any revision made to a chapter.

ARROWS
Most drawings will have arrows to show which direction the parts are facing, unless the drawingitselfmakes
that very obvious. ''A/CUP' refers to the direction that would be up ifthe part were installed in a plane sitting
in the uprightposition. In most cases the part shown will be oriented in the same position as the part itselfwill
be placed during that assembly step. However, time goes on and changes are made, so careful attention
should be paid to the orientation arrows.

CONTENTS
L INTRODUCTiON
2. SPECIAL PARTS, TOOLS, AND SUPPLIES LIST
A.PARTS
B.TOOLS
C.SUPPLIES
3. CONSTRUCTION PROCEDURE
A. HINGE MOUNTING
B. FITTING RIGHT RUDDER SKIN
C. RUDDER RIB INSTALLATION
D. FORMING RUDDER CAPSTRIPS
E. RUDDER TRIM TAB
F. TAIL LIGHT INSTALLATION
G. RUDDER CLOSEOUT
H. BALANCING RUDDER
I. RUDDER PEDAL INSTALLATION
J. RUDDER CABLE INSTALLATION
K.RUDDER STOPS
4. PHOTO PAGES

~~~:::=*==~=="'=-,,=~==,8==,l,=~=:a=:._~IV=-''!___ __Jlr~.~:~11-C=ha::!p<:.:t:::er=-1=5:___J_R_~_v_.D_ER
__P:_8::_/c_::_9--=8-=-9-=4--#*l-1
Lnncair International Inc., Rcpreacnted by NcieoAvlallon lro:., Copyright e 1994, Redmond, OR 97756
1. INTRODUCTION

Construction of the Lancair IV rudder is similar to the other flying surfaces ofthe
airplane. The rudder is hinged with spherical bearings, as were the ailerons,
which help the builder with proper hinge alignment.

Lancair IV rudder
Figure 15:i:l

Vertical
stabili~

Horizontal
stabilizer
\
The rudder is balanced with lead to prevent flutter. You may not think that a
vertical surface needs balancing but that's not the case. We dislike the thought
of adding lead to our airframes as much as you do, but when you're flying 300
knots, the peace of mind is worth the weight.

The rudder is made of fiberglass so as not to interfere with antennas mounted in

the vertical stabilizer.

~C2~ =*= fl= " =-, : :=~;: : :;: : :'A;: : :;: : :l'.: : " " : : "=- ~W~!:_ ___fli[~~.-~:]rc;__;_ha~p"-te-r_1s_--'-R-~-v_.0_E_R__o_1_1_-2_1_-9_2_-H*7i
Lancuir lnternntionol Inc., Repreoon\.ed by Neico Aviation Inc., Copyright 11:11993,Rcdmond, OR 97756
2. SPECIAL PARTS, TOOLS, AND SUPPLIES LIST

A. PARTS

1 Right rudder skin

1 Left rudder skin
1 2 ply per side fiberglass prepreg panel
3 Rudder bearing blocks
2 Rudder hinges (mid & upper)
1 Rudder control horn
1 Bottom rudder hinge bracket
1 Lead counterweight
1 MAC S-4 servo
1 Rudder pedal crossover (left)
1 Rudder pedal crossover (right)
2 Rudder cables (factory swaged ends)
2 Rudder crossover end mounts (plastic)
1 Rudder crossover center mount (plastic, 2 pcs.)

~~""':;~;;=~~::::fj~:::"\.:::"::::~~'A==l.=~=o:n~-W~~--_J'l~~-~]1-=c=h.::oap"'t==e=-r-=1=-5-_J_R_~_v_.D_E_R--=-o-'--1--'7--2_1---'-9_2_--H*li
Luneair Int.crnntional Inc,, Rcprcscnl.00. by Ncieo Aviation Inc., Copyright Cl 1993, Redmond, OR 97756
B. TOOLS

Dremel tool
Drill
Various clamps
Cleco pliers
Clecoes
Pop rivet tool
Rivet squeezer

Lancair Intem11tion11\ Inc., Represented by Neice Aviation Inc., Copyright ll!l 1993, Redmond, OR 97756
C. SUPPLIES
II
Microballoons
Flox
Epoxy
Hysol
Fiberglass
Bondo
Mixing cups
Mixing sticks
40 grit sandpaper
Paper towels
1" x 2" wood stock

~ ,;=;~" : : : f't~ie.:: : : .\,: : : ~~:'8: ~:~ _:!IV~~--J[:~~-~ :J Chapter15

Lnncnir lnt.crnntionnl Inc., Rcprei;entcd by Neko Aviation Ine., Copyright Cl 1993,Redmond, OR 9775G
I REV.
RUDDER
oI 7-21-92 lo<
yx
3. CONSTRUCTION PROCEDURE

A. HINGE MOUNTING

The hinges of the rudder are very similar to the aileron hinges. Spherical
bearings, pressed into bearing blocks, are mounted on phenolic supports in the
vertical stabilizer. The rudder hinges connect to these bearing blocks. The
phenolic supports do not have to be aligned perfectly because the spherical
bearings can compensate for errors.

Rudder binges
Figure 15:A:l

Vertical sta~

Rudder binge
bearing blocks

Each binge bearing block is mounted on a phenolic support.

Lancuir Inlcrnntiorml Im:., Represented by NeicoAviation Im:., Copyright 11993, Redmond, OR 97756
Al. Use the templates provided on Blueprint A-308 to cut the three, 1/4" thick
phenolic, bearing block supports that will be mounted to the aft face of the
sternpost.

A2. Fit the phenolic bearing block supports at the locations given in Figure 15:A:2.
The supports should be perpendicular to the sternpost and vert. stab. trailing
edge.

Phenolic bearing block support locations

Figure 15:A:2

Vertical
stablizer

~
l

A3. Sand both faces of each phenolic bearing block support with 40 grit. Also sand the
areas of the vertical stabilizer where the supports will be mounted. Clean these
areas with MC.

A4. Bond the phenolic bea1ing block supports into the vertical stabilizer with a thick
epoxy/flox mixture. Masking tape works well to hold the supports 1n position
while curing.

REV. 3/ 12-15-92
RUDDER
Lanc11ir lnlcrnallon11l Inc., Rc.pre&enled by ~eicoAvinlion Inc., Copyright !D 1992, Redmond, OR 97756
AS. After the supports have cured in position, reinforce them with 3 BID, overlapping
onto the sternpost and the vert. stab. skins by 11/2''. See Figure 15:A:3.

Securing phenolic bearing block supports

Figure 15:A:3

Left vert. Right vert.

stab. skin-----.... st b. skin
(cut away for clarity)

3 BID overlapping
1 1/2" onto the left
and right stab. skins
1....a---
and the sternpost

. . _Jl~~~~~~~t"'~~--.;Phenolic
support

A6. Place the bearing blocks in position on their supports and center the spherical
bearings between the vert. stab. skins (fuselage centerline). The bearings should
all be centered 3 1/4" aft ofthe sternpost (about 1/4" aft ofthe vert. stab. skin T.E.).
A stringline should be used to check that the centers of the three bearings are
aligned. Use a few drops of instant glue to temporarily secure the bearing blocks
to their supports.

A7. Use the predrilled holes in the hinge bearing blocks as guides to drill through the
phenolic supports. Use a #12 drill. An angled drill motor attachment is very
helpful in this step.

REV. 3 I 12-15-92
RUDDER
I.nntnir lnlcrnntlonnl Ine., !Wpreaenled by Ne\co Aviation Inc., Copyright C 1992,Rcdmond, OR 9775&
AB. Secure the hinge bearing blocks to their supports with AN3-10A bolts, AN960-10
washers and AN365-1032A locknuts.

Securing hinge bearing blocks to supports

Figure 15:A:4

Sternpost
. /... AN3-10Abolt
- 3BID~
Hinge bearing
I /block

/
.
~
"" support
' Phenolic

AN365-1032A AN960-10
locknut washer

A9. Bolt the rudder hinges to the hinge bearing blocks. The bottom hinge also acts as
the rudder actuator arm. Don't use the elastic locknuts at this point, you'll be
removing and installing these hinges a few times before you're done with the
rudder.No sense in wearing out the elastic before you're :finished, use a castle type
nut until final assembly later in construction. Drill out the two outboard holes in
the rudder control horn (where the rudder cables will connect), to a 1/4" dia. These
holes are predrilled to 3/16" dia.

Connecting rudder hinges

Figure 15:A:5

( Mid & Upper hinge) ( Bottom binge/control horn )

Rudder
hinge Rudder control horn '
AN4-11A bolt '-......_ .......

Hinge bearing block ~

.....
AN960416
, washer

AN960416 AN365-428A
wamer locknut
locknut Bottom rudder hinge

L::C2~~=*=~=..av=:_,,=~:::4=~=:a=-~W~!_____JI[~~~~ Jr-Ch~ap~t_er_15_~R-~-v_.D_E_R-,--4_/_1_-2_0-_9_3_-tt~
LanC11ir In!.ematfonal Inc., Repn11111nted by Nelco Avintion Inc,, Copyright C 1993, Redmond, OR 97756
AlO. Cut out the rudder spar from the 2 ply per side, fiberglass prepreg panel. Mark
a centerline on the rudder spar for easy alignment on the hinges.

Rudder spar
Figure 15:A:6

Hinge mounting areas,

core removed with 7 BID-------1~;-........_'0
'\.l't~
reinforcement .........._
Rudder --"~"""'~

\ ,, spar .........

~-<,-,. ~~

All. Cut and remove the aft laminate and core of the rudder spar as shown in Figure
15:A:6. Reinforce these areas with 7 BID, overlapping onto the original aft
laminate by l".

Al2. Place the rudder spar flat against the rudder hinges. The coreless areas of the
spar should be aligned with the hinges. The spar centerline should be centered
on all hinges. A 1/8" thick phenolic spacer is needed to space the the rudder control
horn and bottom hinge away from the spar. The aft face of the phenolic spacer
should be sanded and bonded to the rudder spar with Hysol. No BID is required
to secure the phenolic to the spar. Use a few drops of instant glue at each hinge
to hold the rudder spar in position. See Figure 15:A:8 for control horn/bottom
hinge details.

A13. Carefully remove the hinge bolts without breaking the bond between the hinges
and the rudder spar. Use the predrilled mounting holes in the hinges as guides
to drill #12 holes through the rudder spar.

L.:::c:::Ji~~::;?~~::::::::AvL.::::i~:::::i.81.~=:D:..~IV~~--J'[:~,~~~~]1-ch_a~p~t-er_l5_~R-~-v_.D_E_R__
P_31_2_-2_6_-9_4_-+t"'*71
Lnncair lntcrn11.tionnl Inc., Rcpnrnented by Ncico Aviation Inc., Copyright Cl 1994, Redmond, OR 97756
A14. Remove the rudder hinges from the spar and use AN426A3-5 rivets to secure
Kl000-3 nutplates to the aft face of the spar at each mounting hole location. See
Figure 15:A:7 & 8.

Securing rudder binges (mid & upper) tQ rudder spar

Figure 15:A:7

AN3-5Abolt
7BID
Rudder hinge
(mid and upper)~
AN4-10A bolt
. Hinge bearing block
~::!t.__ _t;!;;;!;;~I Kl000-3 nutplates
(secured to the spar
with AN426A3-5 rivets)

~~"":;~~~=i!!:=~~=1,.=~=~'=='Al==l..=--=D=--='W~~--_J'rl~-~~J1-C..:.h=a:;:!pC..:te:.c..::_r.::.l5=----'-R-~-v_.D_E_R__o_/ _7_-2_1_-9_2_-tf*H
Lam:air Inlemational Inc.,Repreacnt.ed. by Neic:o Aviation Inc., Copyright 01993, Redmond, OR 97756
 Securing rudder control horn & bottom hinge to spar
Figure 15:A:8

Rudder spar

1/8" thick phenolic

spacer block

AN960-41&
washer
A/Cup

Bottom rudder hinge Fwd_J

~"""c::;;t~="!!.=..::~~:=":==v="=~=='A==L.=,.,,...._=i:a=-~W~.!'.____Jl[~~~~~]i-=C-=-h-=-a-"-p-=-te:__r_1_::5_ _,_R"RE_~_v_.D_E_R__0_/_7_-2_1_-9_2_-t-'*7-I
Lancalr Jntenw.lional Inc., Represented by Ncico Aviation Inc., Copyright O 1993, Redmond, OR 97756
B. FITTING RIGHT RUDDER SKIN

The right rudder skin must be held flush to the vert. stab. with wood braces while
the the rudder spar is bonded to it.

Right rudder skin

Figure 15:B:l

Vertical sta~

Horizontal
stabilizer
I
B 1. Trim the vertical stabilizer so the rudder counterweight fits as shown in Figure
15:B:2. The top of the rudder should be level with the top of the vert. stab .. In this
condition, the bottom ofthe rudder should be even with the bottom ofthe fuselage.
Ifthere is a mismatch, it is easier to match the bottom ofthe rudder to the fuselage
and do a bit of filling later on the top of the rudder (or the top of the vert. stab.).
Don't worry about filling the mismatch until the rudder has been closed.

You'll also have to cut slots in the rudder skin to allow for the hinge bearing blocks.

~~"":;~;;;=~~::::::~~=""'="=r=..=~==l,,=~=D=:_~W~!!____Jlr~~~~~lr---=-C=ha:::!pc..:tec::.r=--=-15=----'-R-~-V_.D_E_R__
o_/_7_-2_1_-9_2_-H*ii
Lanenir Inlemntionnl Inc., Re.presented by Neico Aviation Inc., Copyrii;ht Cl 1993, Redmond, OR 97756
 Fitting right rudder skin
Figure 15:B:2

Because of the many possibilities 118' gap

for builder variances, the top of the----- J
rudder may be slightly higher or --........ II'
lower than the vertical stabilizer. _..-"--,,---------,
Errors of up to 318' can be fixed
with a micro buildup on the top
of the rudder or stab.

Vertical Rudder
stabilizer

>Wd_Jup /
I
/
I
'
Bottom
fuselage
shell
Bottom of rudder
should be even with
\ "'Rudder

bottom of fuselage.

B2. Cut four 1 x 2 x 5" wood blocks to use as skin positioning braces.

B3. Use instant glue to bond the wood blocks to the right side of the vertical stabilizer
and the fuselage. One block should keep the counterweight area of the rudder
flush with the vert. stab. surface. The other three blocks can be used to secure the
lower part of the rudder.

~~""';;~==*~!"~=1,.=e;=~==A==L<=,R=:=c......:W~~--_j'[~i:.~~1!-'-c_h~ap'"'te-'-r_15...___,_R_~_v_.D_E_R__ o_/_7_-2_1_-9_2_-n*ii
l~11m:nir lnternotionnl Inc., Rcprcoo.nled by Nnko Avi11tion Inc., Copyright e 1993,Rcdmond, OR 97756
B4. Rest the right rudder skin against the wood blocks. The blocks will hold the
rudder skin flush with the vertical stabilizer and bottom fuselage shell. Use
instant glue to temporarily secure the rudder skin to the wood blocks.

Securing right rudder skin in position

Figure 15:B:3

Rightvert. .050"gap~
stab.skin~
/ , Right 7der skin

Sternpost~
0

Rudder spar

Leftvert.
stab. skin Secure wood blocks to
vert. stab. and rudder
r--=--=--=-=--:----~with instant glue.
Wood block

B5. Bolt the rudder spar to the rudder hinges. The forward face of the rudder spar
should be parallel with the vertical stabilizer sternpost. Trim the right side of the
rudder spar (where it contacts the right rudder skin) if needed to achieve the
parallel condition.

~~""';;~iii=*~~~~="\.="'~~~'.8=.l.=""~='D~"'-W~~--_j'[~~:~~]i-=:c=h''ap"'t:.::e::..r-=15=--__J_R_~_v_.D_E_R_...:..o-'-1-'7--2-1-'-9-2_--H*+I
LanCllir lntcrnalionnl Im:., Re pre sen Led by Neico Aviation Inc., Copyrighl iCl 1993, Redmond, OR 97756
 Bonding rudder spar to right skin
Figure 15:B:4

Vertical
/stabilizer Right dd ki

Sternpost
~~~=:=::::::~~;;::::::.=:::;;~~c=:::::::~~~:::ru=::e:r:s:::::n=::f
"" Trim right side of rudder
spar (if necessary), then
bond spar to rudder skin
with micro;

Sternpost and rudder

spar should be parallel
when rudder is neutral.

B6. Remove the core along the right edge of the rudder spar to form a 1/8 - 1/4" deep
trough.

B 7. Sand the right rudder skin where the rudder spar will be bonded. Clean this area
with MC.

BB. Bond the rudder spar to the right rudder skin with a thick epoxy/micro mixture.

~~P:;~===~i!!!f='"~'::"\,:"::::'~::::''411t..._'::":..~W~!____[l[~~~~~]1-c_h_,ap,_te_r_1s_ __,_R_~_v_.D_E_R__o_1_1_-2_1_-9_2_-tt*ii
Lnncuir lnl.ernntional Inc., Rcprceent.ed by Neica Aviation Inc., Copyright e 1993, Redmond, OR 97756
B9. After the micro has cured, remove the rudder hinges. Sand both faces of the
rudder spar and the inside of the right rudder skin where the BID tapes will be
applied. See Figure 15:B:5. Clean these areas with MC.

BIO. Secure the rudder spar to the right rudder skin with 3BID on the aft face and 1
BID on the forward face as shown in Figure 15:B:5. Notice that the 3 BID only
covers the right half the of the spar and the 1 BID covers the entire forward face
of the spar.

Securing rudder spar to skin

Figure 15:B:5

3 BID (covers half

of rudder spar)

Rudder spar

1 BID (covers full

forward face of
rudder spar)

Luncnir Int.crnationu.1 Inc., Represented by NeicoAvintion Inc., Copyright Cl 1993,Rcdmond, OR 97756

C. RUDDER RIB INSTALLATION

Installation of the rudder ribs is similar to the installation of ribs in other control
surfaces. A simple brace for the rudder's trailing edge is needed to keep the rudder
twist-free during construction.

Rudder ribs
Figure 15:C:l

Counterbalance
rib

Note: The rudder ribs are

installed while the right
rudder skin is positioned on
the vertical stabilizer. The
vert. stab. and rudder
braces are not shown in this
drawing.

Rudder ribs

L-"<:2; ~.i=~ : : : :"~: : : "\,.: : : "': : : ~: : : : : : '4: : : : : : .l.: : : -_: : : i:e: : : _ ~W~ -_1![~ ~ ~]1-=C=h: .ap" 't=-=e=-r-=-15=- - '-R-~-v_.0_E_R__o-'--1_7_-2_1_-9_2_-1-1-..J.1
Luncuir Int.cmntfonnl Inc.,Reprc11enled by Neico Aviation Inc., Copyrighl e 1993,Redmond, OR 97756
Cl. Cutandfitastraightpiece of wood to the rudder's T.E. as shown in Figure 15:C:2.
The size of the wood can vary, but the surface that is placed against the rudder
T.E. must be straight. A notch must be cut into the wood to accomodate the
molded tailight fairing.

Rudder T.E. brace

Figure 15:C:2

Wood rudder T.E. brace

Rudder T.E. brace must

be notched for tail light
fairing Wood support

/
Horizontal stabilizer

Rudder T.E. should be

h~ m the verticalp~E' Wood support

~
'1
~
~

C2. Clamp the T.E. of the right rudder skin flat against the brace and secure it with
a few blobs ofBondo. Remove the clamps and the T .E. should still be attached to
the brace.

C3. To hold the rudder T.E. brace vertical, Cut two lengths of 1 x 2 wood that will
support the brace off the horizontal stabilizer. See Figure 15:C:3.

REV. 0 I 7-21-92
RUDDER
Luncuir Jnlcmu.tional Ine., Repre11entOO by Neieo Aviation Inc., Copyright Cl 1993, Uedmond, OR 9775U
C4. Use a plumb bob to align the T.E. of the rudder vertically. The T.E. should also
be plumbed directly over the fuselage centerline you have marked on your shop
floor. Two plumb bobs come in handy for this step, one for the bottom edge of the
rudder and one for the top. Look ahead to Figure 15:G:2 to see how plumb bobs
are used to align the rudder.

C5. Use blobs ofBondo to secure the 1x2 pieces to the T .E. brace and the horizontal
stabilizer. These supports will keep the rudderT.E. vertical during it's construc-
tion. See Figure 15:C:3.

Supporting rudder T.E. in vertical position

Figure 15:C:3

Vertical stabilizer

~Woodsuppart

DabsofBondosecure
wood supports in
position.

Wood T.E.
brace

C6. Use the templates on Blueprint A-360 to cut the rudder ribs from 2 ply per side,
fiberglass prepregpanel. As usual, cut the ribs a bit big so you can custom fit them
to your rudder.

~~r~=~=?.~~*~~"~===~="lll'lll'=_'=;l!f'=lll"-''=l.'::Jl~::_~W~!'____Jl1~.~~~~]1-=C=h::::oap"'-te=r-=1=5--'RL~-_v_.D_E_R_o.:...:_/
.c:.7_-2....:1_:-9_2_-+f*ii
Lancuir Intcrnnlional Inc., llilpremmted by Neico Aviation Inc., Copyright e 1993, Redmond, OR 97766
C7. Fit the rudder ribs at the locations shown in Figure 15:C:4.

Rudder rib locations

Figure 15:C:4

Counterbalance
rib L-...-....--\---Rib #4----t-

57''
Rib#3-

t
43''
Rib#2-

29''
Rib#l-

16 ll'Z'

CB. Form a 1/8 - 1/4" deep trough in the core of the rudder ribs where they will be
bonded to the right rudder skin and the rudder spar.

C9. Sand the areas of the right rudder skin and rudder spar where the ribs will be
bonded. Clean these areas with MC.

ClO. Bond the rudder ribs in position with a thick epoxy/micro mixture.

~C2"~;~~*~~~EA~v~'":~a::1..:~:::1a:."'~IV~!:____jl 1i=-~ 1 1i. . .: :c:.: h=a:<:p:.:te:.: r- =1=s__RLRE_un_v_.n_E_R_o.c..:_1...:.1-=-2:.:1c.:-9...:.2_-+f*li

Lancnir lnt.emational Inc., Rcpr-eaentcd by NeicoAvialion Inc., Copynithl c 1993, Redmond. OR 97756
C 11. Sand the areas of the rudder ribs, right rudder skin, and spar where BID tapes
will be applied to secure the ribs in position. Clean these areas with MC. See
Figure 15:C:5.

Securing rudder ribs in position

Figure 15:C:5

Rudder Spar---...._

c~'9
~ ~~ .

2BID/
C 12. Apply 2" wide, 2 BID laminates to secure the rudder ribs to the right rudder skin
and the rudder spar.

REV. 0 I 7-21-92
RUDDER
Lancair Interrmtionnl Inc., Represented by Neico Aviation Inc., Copyright e 1993,Rcdmnnd, OR 97756
D. FORMING RUDDER CAPSTRIPS

Capstrips are required on the rudder ribs and spar to provide extra bonding area
for closeout.

Rudder capstrips
Figure 15:D:l

Dl. Fit the left rudder skin to the right. Trim the rudder spar and ribs if necessary
until the left rudder skin is flush with the vertical stabilizer T.E .. You will have
to notch the L.E. ofthe left rudder skin to fit over the phenolic hinge supports. The
T.E. of the left rudder skin should fit flat against the right skin T.E. joggle.

D2. When satisfied with the position of the left rudder skin, transfer and mark the
locations of the ribs and spar to the inside surface of the skin. You will use these
marks as a reference for laying up the capstrips.

~"'C2;;~='#-*~~~~:::.a:;::W.:;::-t:;::~:;::-,....:;::,,.:;::J!dl'.i:;::~:;:::;::D:;:::__:W~~--_l''~~~~~]i--c_h~ap~t_e_r_1_5__R~RE-UD_v_.D_E_R
o_l_7_-2_1_-9_2_-tt7t71
__
Lancnir rntcrnntionnl Inc., Rcpresenl.ed by Ncii:Cl Aviation Inc., Copyrii:-ht e 1993, Redmond, OR 97756
 Ruddercapstriplocations
Figure 15:D:2

Note: All capstrips

are Z' wide and centered
on the spar and ribs . ~~~~, _ _ _ Rib #2

a~~~~1---Rib #1

Rudder
spar

D3. Form 1/8 - 1/4" deep troughs in the core of the rudder spars and ribs where the
capstrips will be located.

D4. Apply 3 layers of duct tape to the inside surface of the left rudder skin where the
capstrips will be located.

D5. Mound up a thick epoxy/micro mixture in the ribs and spar of the rudder. Place
the left rudder skin in position and let the micro cure. Treat this step as you would
treat closing out the rudder for good. The left rudder skin should be straight along
the rudder spar and flush with the vert. stab. T.E ..

REV. 0 I 7-21-92
RUDDER
Lancair Intcm11ti11na\ Ine., Rcprcscnl.cd by Neico Avia lion Inc., Copyrighl e 1993, Redmond, OR 97756
D6. When the micro has cured, remove the left rudder skin. Remove two of the three
duct tape layers from the inside surface of the left rudder skin. With 40 grit, sand
the edges of the ribs and spar where the capstrips will be bonded. Clean these
areas with MC.

Forming rudder capstrips

Figure 15:D:3

Left
rudder

1111 1/11111
( Step4H)

1 layer duct tape

1111 1111

(Step #2)

~~~:;~~~~:="~="\.="=~==JM=~=:i;a:::::::_~IV~!.____Jll ~~-~~Jl-C-'-h_a__,p'--t-=-er=--.::c15=--__,_RIIB_UD_v_.D_E_R_o_/_7-_2_1-_9_2_-++*11
Lnncuir lnlernnt.ionnl Inc., Re.prc11Cnled by Ndco Aviation Inc., Copyright !fl 1993, Rcdmnnd, OR 97756
D7. Apply 2 BID, 2" wide caps trips to the inside surface of the left rudder skin. Apply
a thin layer of epoxy/micro to the edges of the rudder ribs and spar where the
capstrips will be located. Place the left rudder skin in position and clamp as
necessary so the surface is straight along the rudder spar and flush with the
vertical stabilizer T.E.

DB. When the micro has cured, carefully remove the left rudder skin, leaving the
capstrips bonded to the ribs and spar.

D9. With 40 grit, sand the rudder ribs, spar, and capstrips where the BID tapes will
be applied to secure the capstrips. Clean these areas with MC.

DlO. Secure the capstrips to the rudder ribs with 2" wide, 2 BID laminates.

Securing capstrips to rudder ribs and spar

Figure 15:D:4

./Right vert. stab. skin

j;;: ~Right rudder skin

Butt the 3 BID capstrip reinforcement

Fwd--- against the other 3 BID laminate on the
aft face of the rudder spar.
~ / 11 ~.--3 BID capstrip
1 BID, 2" wide capstriV" ~al!!~;;; reinforcement
reinforcement.. Trim
around hinge locations

2 BID capstrip
Right
rudder
2 BID capstrip skin
AIC /
reinforcement
up

1 llf/11 11111111111

I
Rudder rib
(typical)

Lancuir lnlcmnlionul Inc., Represented by NcicnAviution Inc., Copyright e 1993,Rodmond, OR 9775G

Dll. Secure the capstrip to the aft face of the rudder spar with 3 BID. Notice that this
layup extends only to the centerline of the rudder spar and doesn't overlap onto
the 3 BID that secured the spar to the right rudder skin. The capstrip is secured
to the forward face of the rudder spar with 1 BID, 2" wide. Trim the 1 BID around

the hinge mounting areas to keep these areas flat.

Chapter15 [REV. O I 7-21-92 )a

RUDDER ?
J.ancuir Jntumulionul Inc., Represented by Ncico Avi11Lion Inc., Copyright e 1993, Redmond, OR 97756
E. OPTIONAL RUDDER TRIM TAB

There are scribe marks on the outer surface of the right rudder skin to be used
if you wish to add a rudder trim tab. One scribe mark shows the location of the
trim tab and the other shows the location of the servo inspection panel. The tab
would be actuated with a MAC S-4 electric servo.

NOTE: The hardware for installation of the rudder trim tab is not
included in your kit. If you wish to install the tab, this hardware is
available through Lancair or any of the large mail order parts
suppliers.

Rudder trim tab

Figure 15:E:l

Trim tab
inspection
panel
Rudder trim
tab 11111>

oY

~c;t~~';~~i!!!l'=-'r#'=-"~=.&'=-w'=-"~~"==~='=-l.'=-~=:D~"'~W'.l':_:!.____Jll[~~:~~]i--=C=h=ap"-t=e=r..:1:=5__RLRE_UD_v_.D_E_R__o_/_7_-2_1_-9_2_-+f*+l
Lnneair lnl.emnlional Inc., Rcprcaented by Ncico Avinlion Inc., Copyright 0 199.3, Redmond, OR 97756
EI. Drill six small (#50 drill) holes through the right rudder skin at the locations
shown in Figure 15:E:2. This is to transfer the scribe mark comer locations to the
inside of the skin.

E2. Use a marker to connect the hole locations on the inside surface ofthe rightrudder
skin. The outlines should duplicate the scribe marks on the outer surface. Also
transfer the trim tab location to the inner suface of the left rudder skin.

Transferring panel and tab locations

Figure 15:E:2

Use the small holes

to transfer the scribe
locations to the inside
of the right rudder skin.
Drill small (#50)
holes at the scribe
corners circled
..........

Right rudder Right rudder

skin skin
(outer surface) (inner surface)

E3. Remove the inner laminate and core of the right rudder skin as shown in Figure
15:E:3:a. This core removal area will accomodate the inspection panel flange.

E4. Remove the inner laminate and core of the left rudder skin as shown in Figure
15:E:3:b. This core removal area will accomodate the trim tab hinge.

Lanenir 1nlcrm1tfonnl Inc., Rc.pnmcnt.ed by Neico Avinlion Inc., Capyrighl e 1993, Redmond, OR 97756
E5. Do a segmented cut around the inspection panel area, leaving only the corners
intact to hold this section in place.

E6. Apply release tape where the inspection panel will be located.

Core removal for inspection panel

(Right rudder skin)
Figure 15:E:3:a

Trim tab outline

Remove right rudder
skin core in the shaded
area.
\r----- 1
I
I
I
I
I

I
I
I
G-----

3/4"-.! !.-.. 1.- Extend 4 BID flange

onto inspection panel
@
3/4" all around.

~ " ;'! .=~ ~?: : : ~! '#.: : : : : : : :w: : :~: : :~: : : : : 'A: : : : : l. : : :,Jl _: : : : : :__IV~_ ._!'._ __jl[~~-~~] 1_ .:'.c: : h: :ap!C. te=r_:l:.: 5_ __LRF.F._UD_v_.D_E_R_-=-o-'-/-'7-'-2'-'1'--9'-2--++*-H
l..ancair Intcrn11tion11l Inc., Represenl.cd by Ncico Avio.tion Inc., Copyrin-ht 1!!11993, Rl!dmond, OR 97756
 Core Removal for trim tab hinge
(left rudder skin)
Figure 15:E:3:b

~43/4"~
_____, I .. ---
Rudder
T.E.-.......,_ - , !-V./V/J

Trim I
tab ' Remove the left
scribe I 11" rudder skin core
line in the shaded area.
I
I
-+I
---1- 1.LL'..L..,J

I 4BID
""~ill III 1) I

E7. Apply 4 BID over the core removal areas, overlapping onto the inner laminate by
l". You don't have to cover the entire inspection panel area with 4 BID, just
overlap onto the panel by 3/4".

Lam:nir Intemntional Inc., Represented by Neico Aviation Inc., Copyrigh.t e 1993, Redmond, OR 9775G
EB. Cut two small trim tab support spars from 2 ply per side, 1/4" thick fiberglass
prepreg. Use a thick epoxy/micro mixture to bond the spars in the locations shown
in Figure 15:E:4. Remember to sand and clean the areas where the spars are
bonded.

Trim tab support spars

Figure 15:E:4

Right rodder skin

"'
Rudder Trim tab
support spars
'Left rudder skin

T.E.

NOTE: At this point, skip to the next two sections, ''RUDDER

CLOSEOUT' and 'TAIL LIGHT INSTALLATION". The instructions
in the remainder of th.is section will assume that the rodder has
been closed. This is done because the trim tab is much easier to
handle and hinge if it is cut from the already closed surface.

E9. Carefully cut out the trim tab from the rudder using the scribe lines on the right
rudder skin.

ElO. Finish the segmented cut around the trim servo inspection panel and remove the
panel from the rudder. Be careful when cutting not to slice into the 4 BID
mounting flange.

Ell. For an inspection panel you can use either the fiberglass piece that you cut out
of the right rudder skin or cut a similar sized piece of .050" aluminum. If you use
the fiberglass piece, it is best to beef it up a bit with 2 extra BID.

REV. 0 I 7-21-92
RUDDER
Lancnir lntcrnnl.ionnl Inc., Represented by Ncico Aviation Ine., Copyright e 1993,Redmond, OR 97756
 Trim tab inspection panel
Figure 15:E:5

MS24693-S28 screws

Inspection
=======..----- panel

MS2106906
4BID nutplate 4BID Right
(secured to flange rudder
with AN426A.35 rivets) skin

E 12. Place the inspection panel back in position and drill four #28 screw holes through
it and the mounting flange as shown in Figure 15:E:5. Countersink the holes for
MS24693-S28 screws.

E13. Use AN426A3-5 rivets to mount MS21069-06 nutplates to the 4 BID flange at the
screw locations.

E14. The trim tab is hinged with MS20001-5 extruded hinge material. The hinge is
mounted to the left rudder skin, on the coreless area you formed in Step E4. Cut
an 8" section of hinge. Cut the hinge pin slightly shorter than the hinge. Insert
the pin onto the hinge and peen the ends so the pin will not fall out. Use MSC-32
countersunk pop rivets to secure one side of the hinge to the rudder. Sanding a
bevel into the rudder where the hinge mounts helps to keep the hinge gap tighter.
See Figure 15:E:6.

~"""C2;;.,;~~i!St=fj1~=.t\,.=il<=~":====A==~=D'="-~W~!.____J1r:~~:~~]i---"C=h;:;,ap"-'t=e=-r-=-15=-----LR-~-V_.D_E_R__
P_3/_2_-2_6_-9_4_---H*+I
Lancnlr Intemnlionul Inc., Represented by Neko Avintion Inc.., Copyright e 1994,Redmond, OR 97756
 Hinging trim tab
Figure 15:E:6

Hingepiniscutslighily
shorter than hinge to allow
for peening of hinge ends.
Peening will secure the
hinge pin in place.

Extruded hinge material

MS21069-00 nutplates (4)

Trim tab hinge secured to hinge with
AN426A3-5 rivets

/ I
MSC32
~ MS24693-S28
A...,- screw (4)
Left rudder skin Pop rivet

E 15. Place the rudder trim tab in position. The T .E. of the trim tab should line up with
the T.E. of the rudder. Use a few drops ofinstant glue to hold the hinge to the trim
tab.

E16. Drill four #28 holes through both the trim tab and the hinge, as shown in Figure
15:E:6. Countersink the holes in the trim tab for MS24693-S28 screws.

REV. 0 I 7-21-92
RUDDER
Lnncair Int.ernationnl Inc., Repn:sent.ed by Neico Aviation Inc., Copyright e 199.'.I, Redmond, OR 97756
El 7. Use AN426A3-5 rivets to secure MS21069-06 nutplates to the inner surface ofthe
hinge. The trim tab can now be installed and removed using the MS24693-S28
screws.

E 18. Use a piece of Clark foam to form an aerodynamic gap seal. Bond the foam to the
trim tab with epoxy/micro and radius the foam so it maintains an even gap
throughout it's travel range. Secure the foam to the trim tab with 1 BID of
lightweight fiberglass. Smooth and sand the radius with epoxy/micro. See Figure
15:E:8.

E19. PARAGRAPH DELETED The trim tab actuator arm, TT-01, is now included in
the kit.

Trim tab actuator arm

Figure 15:E:7

Trim tab
actuator arm----.......

r-3/4'

7/8"

1/4" Ract

E20. Drill two #28 holes for mounting the trim tab actuator arm in the position shown
in Figure 15:E:8. Countersink the holes for MS24693-S28 screws. The trim tab
will have to be notched for the actuator arm.

~'ct~=;~~i!!J~=~~~=A=="'=~=~=l..=~=D~~W":_!:____Jlr~~:;;'l1-C_h_a,_pt_e;_r_lc:._5__R,_R_~_v_.D_E_R__PB_I_lf_I-_11_-9_5_-++*+i
Lancnir Internatfonnl Inc., Represented by Neico Aviation Inc., Copyright 0 1994, Redmond, OR 97756
E21. Secure the actuator arm to the trim tab withMS24693-S28 screws andMS21042-
06 locknuts.

Mounting actuator arm t.o trim tab

Figure 15:E:8

Clark foam Trim tab

trim tab L.E. actuat.or arm
withlBID
cover.
Trim tab

/
Left rudder skin MS24693-S28 screws (2)
MS21042-06 locknut.s (2)

E22. Mount the MAC S-4 trim servo into the rudder using the same method as you did
for the elevator trim servo. A 3" x 3" piece of 1/8" thick phenolic is drilled using
the mounting holes in the servo as guides. Use a #28 drill. Countersink: the holes
on the bottom side of the phenolic piece for MS24693-S28 screws.

E23. Grind flats on the heads of four MS24693-S28 screws and use epoxy/flax to pot
them into the phenolic as mounting studs for the servo.

Phenolic servo mounting plate

Figure 15:E:9

11!' x 3" x 3"

Phenolic servo
mounting plate

MS24693-S28 (4)
screw (heads are
ground flat for bonding)

~~"';;'~iil=~i!l:::"~=1...="=r~;l'8=..,=:1.=W'l(_="=--="'W~~--.Ji:1~~~i~]r-c.::.h=a=-p"-'te'-"r=--=-15=------'-R-~-v-.0-E_R__o_1 _7_-2_1-_9_2_-tt*ii
Luncair Int.ernntionnl Ini::., Rcpreaent.ed by Neieo Aviation Inc., Copyright e 1993, Redmond, OR 97756
E24. With 40 grit, sand the bottom face of the phenolic servo mount. Also sand the
inside of the left rudder skin where the servo will be located. Clean these areas
with MC.

E25. Use epoxy/flox to bond the phenolic servo mount to the inside of the left rudder
skin. Be sure that the servo is perpendicular to the trim tab hingeline and that
you can access the servo mounting nuts for removal and installation.

Connecting servo to trim tab

Figure 15:E:10

Right MAC S-4 electric servo

rudder

min~
~~~
Phenolic mounting plate is
bonded to the inside of the
left rudder skin

E26. Connect the servo to the trim tab with the pushrod included in the MAC servo kit.
You will have to slot the right rudder skin for the pushrod.

Luncuir Inlcrnatfonnl Inc., Rcprc11ent..ed by Ncico Avinlion Ine., Copyright e 1993, Redmond, OR 97756
F. TAIL LIGHT INSTALLATION

Now is a good time to install the tail light in your rudder. Because the wingtip
strobes are enclosed, they cannot be seen from aft of the aircraft. To be legal, the
tail light must be a flashing unit, not just a white position light. The Whelen A500
Tail position/Strobe light is a good choice for the rudder of your Lancair IV. Get
the vertical mount model.

Tail light mounted in rudder

Figure 15:F:l

Taillight/~

Fl. Scuff the surface of the precut, .090" aluminum mounting plate with 40 grit.
Clean the plate with MC.

~ " ; 5-; ;: : : ~"1.if: : :~ : : :1, : : :~: : :r~.: : :;4: : :l l ilr. i: : :l : : :Jf_: :=: : : : __ _:W~ - _jl[~ :~ ~]i-=c=h: oap"'te= -r.: :15=- '-R-~-v_.D___
E_R
o_1_7_-2_1_-9_2_-H*11
Lanmir lnt.ernntionu.l lnc., Represcnt.00. by Neico Avi11lion Inc., Copyright Cl 1993, Redmond, OR 97756
F2. Position the mounting plate against the inner face of the premolded light blister
in the rudder as shown in Figure 15:F:2. Use the predrilled mounting holes as
guides to drill #28 holes through the rudder flange.

Positioning tail light mount

Figure 15:F:2

A/Cup A/Cup

.....J \\\\\\ ~t
\\\\\ ---

Abi:minmn tail light

mounting plate ---il.-J

AJ.u:minmn tail light

mounting plate

F3. Remove the mounting plate and use AN426A3-5 rivets to secure an MS21069-06
nutplate to the forward face ofthe plate at each mounting screw location as shown
in Figure 15:F:3.

~ c: ; J!:;~; ; : : :?~ ~ =: A: : Ai: : : ~: : : : :;';tlfg: := :l.:~ D:. .~W!: :. . '1!__ __jjl~i~~~]1-c=ha=pcte::::r::....:::15=---_,_R_~_v_.D_E_R_.:..o.:_/..:.7..::._2:::1..::.-9.:..2_-tf*11

Lancair ln!.crnntionnl Inc., Rcpreoented by Ncico Avinlion Inc., CopYright. e 1993, Redmond, OR 97756
F4. The mounting holes in the Whelen A500 strobe are designed for 4-40 screws so
it is necessary to drill them out to a #28 size to accomodate the 6-32 screws you
will use. Be careful not to damage the unit when drilling.

Securing nutplates to mounting plate

Figure 15:F:3

RudderT.E.

F5. Place the tail light against the aft face of the rudder flange and check that all
mounting screw holes line up properly. You will have to do some trimming on the
flange so the tail light can rest on a flat surface.

~~,,.~=~=,~~~aljj=~=G~==='!=~==~=lllllll'.:=l.=~=D=:..~W~!:____J,r'~~~~]f-C-h_a.._pte-'-'-r-1_5_ _L.RRE_UD_v_.D_E_R
__ o_/_7_-2_1_-9_2_-t-**71
Lancair Intern.utionul Inc., Represented by NeicoAvinlion Inc., Copyrighl e 1993,Redmond, OR 97756
F6. Use a thick epoxy/flox mixture to bond the aluminum tail light mounting plate
into the rudder. Form a fillet behind the aluminum plate for added support. Be
sure not to get any flox in your nutplates.

Securing tail light mounting plate into rudder

Figure 15:F:4

WhelenA500 MS21069-06
light unit nutplates
MS24693-S30
screws
_/
Aluminum
mounting plate

/
[)=:J .

Rudder
/ AN426A.3-5
rivets
T.E.

F7. The aft face of the tail light mounting area can be finished to a flat, even surface
after the rudder is closed.

FB. The tail light wires can be run forward through the rudder spar (drill a small hole
only large enough for the wires), through the rudder L.E., and finally through the
sternpost. A quick disconnect plug between the rudder and sternpost is handy for
rudder removal and installation.

~"'C2; ~= ~f! : : G'i: : '\,.: :" : :!r: :r: :~=: :1.: :'l'l _: : D=-~IV~!.____JJ[~~:~~]1-=-ch=a"'pc.:te=r=-=15=--_,_RRE_un_v_.n_E_R_o_1_1-_2_1-_9_2_-1++1
Lnncair lnLernnliotutl Inc., Rcpreoonl.ed by Neico Aviation Inc., Copyright e 1993, Redmond, OR 97756
G. RUDDER CLOSEOUT

The main thing to watch out for in closing the rudder is keeping the rudder T .E.
vertical. The T.E. brace you have supported to the horizontal stabilizer should be
enough to hold the rudder straight but if you feel you need more support,
improvise as necessary.

Rudder closeout
Figure 15:G:l

RIGHT rudder
skin

LEFT rudder
skin~

v
G 1. With 40 grit, sand the surfaces where adhesive will be applied to bond the left
rudder skin in place. These surfaces include, the L.E. joggle, the capstrips, the
T.E. joggle, and the inner surface of the left rudder skin where it touches any
joggle or capstrip. Clean these surfaces with MC.

G2. Do a trial run ofpositioning the left rudder skin complete with clamps and clecoes.
Is the left rudder skin flush with the vertical stabilizer T.E.? Are the joggles
around the counterweight area fitting together properly? Is the rudder T.E.
straight and vertical? If the answer is yes to all of the above, it's time to bond.

~~"';;~~=?~~~~=="=~==~==l..=~=:o==--IV~..:!____JJr.~;-~;l~C=h'-'ap"-t'--=e-=-r=15:...___LR_~_Ev_.D_ER
__P_8_/_9_-B_-9_4_-H*+I
Lancair International Inc., Represented by Nch:o Avinlion Inc., Copyright e 1994., Redmond, OR 97756
 Trial fit of left rudder skin
Figure 15:G:2

Plumb bobs should both align

to the fuselage centerline marked
on your shop :floor. (See Chap. 11)

Wood block glued to vert. stab. and rudder in Section B

will keep these two surfaces flush to each other while
rudder is being closed. (Hinges will also help)

Woodblock

'Make sure the left rudder skin

is flush with the vert. stab.
REV. 0 I 7-21-92
RUDDER
Lancnir International Inc., Represented by Ncico AvinLion Inc., Copyright e 1993, Redmond, OR 97756
G3. Spread a thin coat ofHysol on all bonding surfaces. Mix a little fl.ox into the Hysol
to give it some body and apply a thicker coat to the bonding surfaces of the right
rudder skin and capstrips. Mound up the Hysol toward the center of all bonding
surfaces to avoid trapping air in the adhesive.

G4. Carefully place the left rudder skin in place and secure with clamps and clecoes.
Be sure all tools and knick knacks are removed from the rudder.

G5. When the Hysol has cured, remove the clamps and clecoes. Use 40 grit to sand the
joggles around the perimeter of the rudder. Clean all joggles with MC.

G6. Use a thick epoxy/micro mixture to fill the T.E. joggle of the rudder. Since the
rudder is closed, you can remove it from the vertical stabilizer. This will ease the
application of the micro. You can also remove the wood T.E. supports.

Lnm:uir Int.ernntion.nJ Inc., Represented by NeicoAviation Inc., Copyright Cl 1993,Redmond, OR 97756

G7. Apply 2 BID in the joggles at the bottom of the rudder, top of the the rudder, and
a.round the counterweight area.

GB. When the 2 BID has cured, apply a thick epoxy/micro mixture to the joggled areas.
When the micro cures, sand the micro to fair in the edges around the joggled areas.

Finishing joggled areas

Figure 15:G:3

Hysol
" , ,
Left rudder skin~
Some edges of the rudder have
double joggles and some are simply
butt joints. A recess is provided on
each type for a 2 BID closeout.

~2BID~

Double
joggle
t t
Butt
joint

Lanc:air lnl.ernnti.onnl Inc., Represented by Neico Aviation Im:., Copyright e 1993,Redmond, OR 97756
H. BALANCING RUDDER

The Lancair IV rudder is 100% counterbalanced with a premolded lead weight.

When balancing this and any other control surface, be sure you have installed all
the hardware into the rudder such as the trim servo, tail light, wires, etc.

Rudder counterweight
Figure 15:H:l

Counterweight
area ----111~

Rudder

Hl. Remove just enough of the bottom surface ofthe rudder counterweight arm so you
can slip the lead weight into position.

H2. With 40 grit, sand the inner surface of the rudder counterweight arm where the
lead will be bonded. Yes, it is hard to thoroughly sand this area because ofits size,
but do the best you can. Clean the sanded area with MC.

REV. 0 I 7-21-92
RUDDER
Lancalr Int.ernntionul Inc., ltepl'l!BCnt.cd by Neico Aviation Inc., Copyright Cl 1993, Redmond, OR 97756
H3. Use epoxy/flox to pot the lead weight into the counterweight arm. Be sure there
is flox built up behind the counterweight w prevent it from sliding aft.

Floxing counterweight into arm

Figure 15:H:2

Lead counterweight

Flox:

H4. Secure the lead counterweight in position with 2 BID as shown in Figure 15:H:3.
Fair the BID inro the surface of the counterweight arm with epoxy/micro.

Securing counterweight in position

Figure 15:H:3

Flox:

Counterweight
arm (rudder skin)
------...
2BID
counterweight ~--flli..JI IJ
closeout 1"

~===-:!:!tl_j_
REV. 0 I 7-21-92
RUDDER
Lancair lnl.ernu.tionnl Inc., Rcprcoont.ed by Ncico Aviation Im:., Copyright CO 1993, Redmond, OR 97756
H5. For balancing, rig up a test stand on the edge ofa bench so the rudder is suspended
by it's hinge points. Figure 15:H:4 can be used as a reference for making the test
stand.

Rudder balancing stand

Figure 15:H:4

Bolt or clamp upper

and lower hinge bearing
plates to bench for rudder Lower hinge
balancing. Middle hinge is bearing plate
not required Rudder

Balance rudder so the T.E. pperhinge

is 114" above level (slight
bearing plate
overbalance condition). Measure
the 1/4" at the top end of rudder.

NOTE: Before you balance the rudder, it's a good idea to apply the first coat
ofprimer to the rudder. Primer will add weight to the rudder to more closely
simulate the final counterweight requirements.

H6. The lead counterweight provided in the kit should overbalance the rudder, so
you'll have to drill out some of the lead. Do this now, drilling out enough lead so
the rudder T.E. (at the top end) is 1/4" above the level condition. This will slightly
overbalance the rudder to accomodate future paint. Fill your drill holes in the
counterweight arm with epoxy/micro and sand flush.

~C2~~=*="=..=--=""=~='A=1.='l'll_=n=c__W~_!'._____ lf ~~-~~] 1 chapter 15

1..nncuir Intcmntion.nl Inc., Represented by Ncim Aviation Inc., Cupyright e 1993, Redmond, OR 97756
REV.
RUDDER
0 I 7-21-92
I. RUDDER PEDAL INSTALLATION

The Lancair IV has dual rudder pedals so either pilot or co-pilot can actuate the
rudder. The rudder pedal assembly is mounted using the nose gear tunnel and
engine mount reinforcements as supports.

Familiarize yourself with the rudder pedal assembly before you begin installa-
tion. There are two rudder pedal crossover tubes, one forward and one aft. The
forward crossover tube is used for left rudder control and the aft crossover is used
for right rudder control. The crossovers are supported in three Delrin plastic
bearing mounts. The center bearing mount is sliced in two pieces and the left and
right mounts are single pieces.

Rudder pedal assembly

Figure 15:1:1

Rudder pedal crossovers

Right
bearing
mount (1 pc.)

Cable for "right"

rudder control

ift bearing
ount not shown
Cable for "left"
rudder control

~~#";;";:~~~::::fil~:::\,:::~:::~=:=::::A=:=~:::::D:::::::.__::l!IV~!_____JJ[~~~~~]i--=-ch._a'""p'--'te"'r::....::cl5=-----'-R-~-v_.D_E_R__o_;
_7_-2_1._9_2_-tt*l-I

Luncuir Int.enwl.ionaJ Inc., Represcnted by Ncico Aviotion Inc., Copyright 0 1993, Redmond, OR 97766
IL Insert the rudder pedal crossovers into the bearing mounts. The holes that the
crossovers slip into are off-centered. The wider part of the bearing mounts should
be up. Slide the assembly onto the nose gear tunnel. When the center bearing
mount is resting on the plywood hardpoint that you glassed onto the nose gear
tunnel, the left and right mounts should rest against the bottom of the engine
mount reinforcements. If it doesn't fit perfectly, and it probably won't, don't
worry, you'll be doing a release against the nose gear tunnel mounting area to
take up any slop. If the assembly doesn't want to slide into position because the
height between engine mount reinforcements and the nose gear tunnel is too
small, carefully sand the center bearing mount until the assembly fits.

Fitting crossover tubes

Figure 15:1:2

Bearing mounts

Rudder pedal\ I
crossover\ I

..r
'
J
J
J -''
Nose gear
tunnel ~
.r
.r
..r
.r
'-
''
-
./
r ''
,
.I
,-
~

-:;:
~II\~\~

Notice how the holes in the bearing mounts are offset.

Install the rudder pedal crossovers so they are on the
lower side of the mounts.

~~-=~=~=,'.'."_::~,~~~~::::1,.::::~::::~==='A!!l==~=::i;o~~IV~!_-~)[~~~~~]1-C-=-h=a"'p'--'te=r=-=15=--_J__RRE_UD_'v_.D_E_R_o.::...:_/-'-7-_2_1-..:..9_2_-+++1
Lnm:air lnlernnlfonnl Inc., Rcpreoonlcd by Ncko Aviation Inc., Copyright e 1993, Redmond, OR 97756
I2. Adjust the rudder pedal assembly so the forward holes of the bearing mounts are
centered 3" aft of the firewall.

Locating center bearing mount

Figure 15:1:3

Center bearing mount

/ Rudder mount

~---'---------'--..!:.ldpolnt (plyw~d)
Nose gear tunnel
'Firewall

NOTE: 3" dimension is measured

from aft face of the firewall.

I3. Center the rudder pedal assembly by attaining an equal distance between left
and right bearing mounts and the fuselage sides. Clamp the bearing mounts to
the engine mount reinforcements.

L:~r-~=~=;~~*~~f)l~:::::4\.-:::::":::::~::::::::::::::~~t....=D~'"'~IV~!____J[[ ~i-~~]1-=C=ha''p""'t~e::..r.::::15::___J_R_~_v_.D_E_R_.::..o.:_/..:.7..:.-2:.:1:..::-9:.::2_-+1+1
L11ncnir Intcrnuticmal Inc., Rcpm11entod by Neico Avia.lion Inc., Copyrighl !11993, Redmond, OR 97756
14. An angle drill is required to drill the #12 mounting holes up through the engine
mount reinforcements.Use the predrilled holes in the bearing mounts as guides.
The best way of drilling is to use an angle drill with a long#12 (or 3/16" dia.) bit.
Run the bit up through the bearing mounts and spot drill atthe four hole locations
in the engine mount reinforcements. Remove the pedal assembly and bearing
mounts, then drill all the way through the engine mount reinforcements. Don't
drill the two holes through the nose gear tunnel yet.

Mounting left and right bearing mounts

Figure 15:1:4

Upper engine mo'::'.:u'.:n:.'.'.t:__ _...,.b~~~~~~~~~~\

reinforcement -
AN3-31A bolt (2)
(AN3-26A bolt for Fast Builds
Lower engine mount with the pre-molded pocket)
reinforcement NOTE: Plywood is
AN970-3 area washer
not needed on the
Fast Build fuselage.
This is a pre-molded
pocket.

~ X" _ _. ,

To center the rudder pedal crossovers,

the X" dimension should be equal on
both left and right sides.

15. Reposition the rudder pedal assembly and secure the left and right bearing
mounts to the engine mount reinforcements with AN3-28A bolts, AN365-1032A
locknuts, andAN960-10washers.

L~~=~~":::.;;;,:::L~~"?-;:::A::::::"'=~=A=l.=D=:....~JV_!_
~_.rc;,-..nr1..,..._ ~
___JI. L...'.:.'.'..:. i--=-C-=-h'-"ap"-t:..:ec:.r-=l-=-5_
Lancalr International Inc., Represented by Neice Aviation Inc., Cop)Tight IQ 1998, Redmond, OR 97756
_,_R_E_v._ _ _P_B_1s_1_1._10_-9_s_-t1*+1
RUDDER
16. Is there any gap between the center bearing mount and the nose gear tunnel
hardpoint? If there is, apply one layer of release tape to the bottom face of the
center bearing mount and do a flox release between it and the nose gear tunnel.
Remember to sand and clean the surface of the nose gear tunnel where you apply
epoxy/flox.

Mounting center bearing mount

Figure 15:!:5

AN3-30A A flox pad may be

bolt required under the
bearing mount if it

\ sits too low. If the

mount is too high,
sand the bottom face
until the crossovers
can move freely.

Micro/flox pad
to level plywood
hardpoint. See
Chapter 12.

Nose
AN365-1032A gear
lock:nuts tunnel

17. Use the center bearing mount as a guide to drill two #12 holes through the nose
gear tunnel hardpoint.

IS. Secure the center bearing mount to the nose gear tunnel with AN3-28A and
AN3-30A bolts, AN365-1032A locknuts, and AN960-10 washers. Due to a
combination of builder variances, these bolt lengths can vary. Use more washers
or a longer bolt if required for your installation.

!9. Your rudder pedal crossover tubes should both move freely when they are bolted
into the bearing mounts. There can be friction in the system, but if the crossovers
bind excessively, one ofthe bearing mounts may be torqued off-center. In this case
you would have to do another flox release on the off-centered bearing mount.

REV. PB13/4-4-95
RUDDER
Lnni:air International Inc., Represented by Ncico Aviation Im:., Copyright 1994, Redmond, OR 97766
J. RUDDER CABLE INSTALLATION

There are two, 118" diameter cables connecting the rudder pedals to the rudder
control horn. The cables should slide freely through Nyloseal tubing that is
bonded to the fuselage sides. The Nylo Seal tubes are labeled" Nylo Seal Tubing
44-NSR.

Rudder cables
Figure 15:J: I

NOTE: This is a premolded

pocket on the Fast Build Kits

Rudder Pedal
Assembly

\
Right Rudder
Control Cable

Left Rudder "'-

I
Control Cable X

L5;;;;L=~a:!!=0-;:::lli:::G.:::'!l"D==A=l.=D=::..~JV___..!:___.JI.1
0?;-!f...Alll_.~.,n;.. 15 _ 54 1 1_c_h_a.o_p_te_r_1_5_~_R_EV_.
Lane air International Inc., Represented by Neice Aviation Inc., Copyright Q 1998, Redmond, OR 97750
RUDDER
___
P_B_1_a1_7._1_5._sa_--,H-i\:+1
Jl. Grind an oblong hole in both sides of the fuselage 8" forward of the rndder
actuator arm as shown in Figure 15:J:2. Grind the holes at angles so the nylaflow
cable housing can smoothly transition through the fuselage sides.

Grinding holes in fuselage sides

Figure 15:J:2

Inbd
4 Nylaflow cabl.e
Fw~ /housing
~~
~~ffi'Tii71'f1n1,~1"'11=,'":;:=;:;'~6,

Bottom fuse.
shell T .E. "'-..

Rudder
control
/horn
~ 1/8"

~
~

1~"~:;::1':::;,"'~r,.::;!l~-:::::,1,~:;::"~___:W~~--_J'[~~,-ii]i--c_h~ap,_te_r_15_----'-R-~-v_.D_E_R_o_1_1_-2_1_-9_2_--t1'*71
~~;::.;~".;;;::::',
Lunenir Inlcrnation.111 Inc., Rcprcoonted by Neico Avintion Inc., Copyright Cl 1993,Redmond, OR 97756
J2. Grind transit holes through the FS 244, 208, and 171 bulkheads on both sides of
the fuselage as shown in Figure 15:J:3.

Nylaflow transit holes in bulkheads

Figure 15 :J :3

Nylaflow
t
2 1/2"
transit
hole r Nylaflow---__,.,..,...-
transit
hole
Nylaflow
transit FS244
bulkhead FS208
hole bulkhead

6" FS 171
Engine mount

W~=m=e=n=ts===~\ 7all
~:::/; transit
Tss/4" ._o.....,_.
hole

Fwd end
Nylaflow
of/~ "_j 19

J3. Test fit the nylafow cable housings into the fuselage as shown in Figure 15:J:4.
Keep the curves smooth and larger to avoid cable binding. The nylaflow runs in
a straight line between FS 171 and the rudder pedal crossovers. The forward end
of the nylaflow should be level with the attachment hole in the crossover tube
arms. You can use a few drops of instant glue to temporarily secure the nylaflow
to the fuselage sides.

J4. Slip a rudder cable into each nylaflow housing and check that it slides freely. The
most common place for binding would be where the nylaflow exits the fuselage
sides in the tail area. If this bend is too severe, grind a little more of the fuselage
to lessen the angle.

REV. 4 I 1-20-93
RUDDER
Lnncair lnt.ernationnl Inc., Represented by Neko Avi.a ti on Ine., Copyright C 1993, Redmond, OR 97756
 Routing nylaflow and rudder cable
Figure 15:J:4

JS. When satisfied that the rudder cable is routed properly and will not bind, mark
the position of the nylaflow then remove it from the fuselage.

~C2~: ,:,: ;f ;:;: : ~: ;. &: ;1lil": ;.J1'.<:;: :~;:;: : : ;.8= :~:;: :~=. .~W~!_- _J'[~ ~ ~] Chapter 15
REV.
RUDDER
4 I 1-20-93

Lnm:nir International Inc,, Rcprn11ented by Neico Aviation Int., Copyright C t993,Red.mo11d, OR 97756
J6. Scuff up the surface of the nylaflow with 40 grit where it will be bonded to the
fuselage sides. Also scuff the fuselage where the nylaflow will be bonded. Clean
all bonding areas with MC.

J7. Slip the two nylaflow cable housings back into position and bond them to the
fuselage with a thick epoxy/micro mixture. Notice in Figure 15:J:5 that the
housing is not bonded to the fuselage side ahead ofthe forward securing laminate.

Securing nylaflow to fuselage

Figure 15:J:5

REV. 4 I 1-20-93
RUDDER
Lancnir Internatiorutl Ine,, &pre1M1.nt.lld by Neieo Aviation Inc., Copyright e 1993, Redmond, OR 9775G
JS. Secure the nylaflow cable housings to the fuselage sides with 1 BID as shown in
Figure 15:J:5. Notice that the 1 BID covers the whole cable housing in the area
of sharp curves, but is segmented in the straight areas to save weight. The
forwardmost securing laminate is a 2 BID piece that .ends 2" forward of the door
joggle. The cable is free floating from this point forward.

J9. Insert the rudder cables into the nylaflow housings. The factory swaged eye end
terminals are the aft ends of the cables.

JlO. Secure the eye end terminals ofthe rudder cables to the rudder actuator arm with
AN3-7 bolts, AN960-10 washers, AN310-3 castle nuts, and small cotter pins.
Don't tighten the castle nut so much that the eye end cable terminal will not
rotate. Snug up the castle nut just enough so there is no slop in the eye end, then
use the cotter pin to secure the nut.

Securing rudder cable to rudder actuator arm

Figure 15:J :6

Rudder control horn

Rudder cable
RDC-lS AN3-7 bolt"'lfl..
~ AN960-10L
(factory swaged end) -.......... Washer
"- I I

AN960-10
washer

Jll. Clamp the rudder in the neutral position. Use a "C" clamp and a couple pieces of
wood on both sides of the counterweight to avoid crushing the rudder skin.

~<:::2~~=*==fj==41=w=~=~==""==-"'=Jfl_~::..."~IVi::_:!____jlJ~~-~~]i-=c-=h-=a"'-pt::.:e:::r-=1=-s__RLR_~_v_.n_ER
__P_B_1_v_12_.2_2-_94_-+1*+1

Lnncuir Inlemntlonal Inc., Represented by Neieo Aviation Inc., Copyright e 1994, Redmond, OR 97756
J12. The rudder cables are connected to the crossover tubes using turnbuckles so you
can later adjust the rudder pedal position. Make two wood spacers that will brace
the left and right rudder pedals in the neutral position shown in Figure 15:J:7.
Use a few drops of instant glue to hold the spacers in place.

Neutral position of crossovers

Figure 15:J:7

Crossover mount FWD

Fwd rudder pedal

Aft rudder pedal crossover
crossover Ueft rudder control)
(right~~~

I
I Bottom of crossovers
I should be even (fore and aft)
when adjusting rudder cables
14----

Lnncair lnlcnw.tional Inc., Repre&entcd by Neieo Aviation Inc., Copyright 0 1993, Redmond, OR 97756
Jl3. Assemble the turnbuckle as shown in Figure 15:J:8. Don't insert the locking clips
yet as they are hard to remove without damaging them. Thread the rudder cables
through the Nicopress sleeves and around the cable thimbles. Do not crimp the
Nicopress sleeves yet!

Assembling turnbuckles
Figure 15:J:8

MS21255-3LS MS21255-3RS
cable eye end MS21251
barrel cable eye end

cdl II:~
\ To rudder

cm
t~
... To rudder ll~\~*c )EE
crossover arm
MS2l2.561'
clip

MS21255-3LS
cable eye end

ANl00-4 ANl00-4
cable thimble cable thimble

REV. 4/ 1-20-93
RUDDER
Lllnealr Internu.tiono.l Inc.,Repniaent.ed by N11iwAvi11Uon Inc., Copyright C 1993,Redmond, OR 97756
Jl4. Assemble the short flex loop as shown in Figure 15:J:9. This small length of cable
will relieve the twisting loads from the turnbuckle. You can go ahead and crimp
the two nicopress sleeves on the flex loop. Remember to insert the ANl00-4 cable
thimbles onto the MS21255-3LS cable eye ends BEFORE crimping the nicopress
sleeves. Many a builder has crimped these sleeves only to forget installing the
turnbuckle ends.

The flex loop

Figure 15:J:9

Rudder crossover arm

0 MS21255-3LS
cable eye end
Small
cotter

I~
(fwd end of turnbuckle)

r@
Rudder
crossover
0 arm--..._
AN3-6
0 bolt ...
AN310-3
castle nut

@ 1/8" cable, secured

aroundANlll-4
ANlll-4 Nico press
cable bushing cable bushing.
sleeve
NOTE: Flex loop should be about 5" in length.

J15. Secure the ANlll-4 cable bushings to the crossover arms with AN3-6 bolts,
AN310-3 castle nuts, and small cotter pins. Do not tighten the castle nuts so much
that you bind up the cable bushing. The bushing should be able to rotate.

J16. Connect the turnbuckle and pull the slack out ofthe rudder cables without pulling
the rudder pedal bars away from the wood spacer. Crimp the last two nicopress
sleeves (those at the aft end of the turnbuckle). Any additional cable adjustment
must be done with the turnbuckles. For now, do not insert the clips into the
turnbuckle barrels. The clips are hard to remove without bending.

~ " ;'! .='.; ; ;: ~i! ; =~ = ~: : :" : : :l:': : :~=:=B=:=~: : :ID=t. ~W~!'.____1II~i~~~]if-C-=-h=a::.p~t-=-er::...=cl5=--_J.R_~_v_.D_E_R__4_1_1_-2_0_-9_3_-+f*+l

Lnncair Int.c.mu.tional Jne., RepreDent.ed by NeiCl:I Aviation Inc:., Copyright e 1993, Rodmcnd, OR 9775S
K. RUDDER STOPS

As the rudder reaches it's maximum travel, the control horn will strike a phenolic
stop. Two stops must be secured to the fuselage and adjusted for the proper rudder
travel.

Kl. Cut two pieces of 1/4" thick phenolic to fit against the inside of the fuselage skin
as shown in Figure 15:K: 1. The phenolic pieces should he cut 11/2" tall (the length
will vary depending on the core position). The edges of the phenolic pieces will
have to be rounded because of the previous layups in this area.

Phenolic rudder stops

Figure 15:K:l

Note: Left fuselage skin 1 r r

removed for clarity I
\ I
I
I Phenolic rudder stop
(Butt the forward
edge of the phenolic
against the fuse. core)

~Notch fuselage side

as required for proper
rudder travel.

Bottom rudder
hinge bearing
block

~ , , ;~';'i i\i;: : *~ G~: : : : : : :m: : r~.:,.'Ail: : l l 'l.i~l.:~ D~-W~_ !__

"._ __1,r~~-~~l1-C_h--'ap'-Cte'-'--r_15_ __,_R_~_v_.D_E_R__
P_21_3_-2_5_-9_3_-tt*fl
Lam:a.ir In!.em.iition.n.1 Inc., Represented by Nd co Aviation Inc., Copyright e 1993, Redmond, OR 97756
K2. Sand the phenolic rudder stops on all sides with 40 grit. Also sand the areas ofthe
fuselage skin and bearing block mount where the stops will be bonded. Clean all
bonding areas with MC.

K3. Use Hysol to bond the rudder stops to the fuselage side and the bearing block
mount.

K4. To reinforce the rudder stop bonds, apply 3 BID over the phenolic stops,
overlapping onto the fuselage sides and the bearing mount by l". Do not apply
BID under where the aluminum hinge bearing block is located. This would
interfere with proper hinge alignment.

Reinforcing phenolic rudder stops

Figure 15:K:2

3 BID securing
phenolic stops to
fuselage side and
bearing block mount

Bottom hinge
bearing block
(Aluminum)

A/Cup

Phenolic hinge
bearing block mount Left Right

Lnncair lnLcrnatiofllll Inc., Represented by Ncico Aviation Inc., Copyright e 1993, Redmond, OR 97756
K5. Grind or file the phenolic rudder stops until you can swing the rudder 30 each
way before the control horn hits the stops. Grind the phenolic stops at an angle
so the horn does not hit on a sharp point. An easy way to check travel is measuring
the throw at the tail light fairing on the rudder trailing edge. At this location, the
T.E. should move about 9 1/8" left and right. A plumb bob held at the T.E.
centerline is an easy way to measure this distance if you still have a fuselage
centerline marked on your shop floor.

Measuring rudder travel

Figure 15:K:3

30 Full left
~der~

Taillight Tail light

fairing~ fairing
~

L1menir lnt.ernntionnl Ine., Represented by Ncia> Aviation Inc., Copyright e 199.'.l,Redmond, OR 97756
 CHAPTER 16
REVISION LIST
(Pressurized Version)
The following list ofrevisions will allow you to update the Lancair IV construction
manual chapter listed above.
Under the "Action" column, "R&R" directs you to remove and replace the pages
affected by the revision. "Add" directs you to insert the pages shown and "R" to remove
the pages.

Current
Page(s) affected Rev.# Action Description

16-1 Pl None
16-2 PB15 R&R Added part numbers.
16-3 thru 16-5 Pl None
16-6 PB19 R&R Edited text before and in step Al.
16-7 PB19 R&R Added <cradles> to step A2.
16-S thru 16-11 Pl None
16-12 & 16-13 PB19 R&R Edited Figure and step CS.
16-14 Pl None
16-15 PB19 None edited Figure and step C5.
16-16 PS
16-17 & 16-20 Pl None Revised
16-lS & 16-19 Pl None
16-21 PB13 R&R Edited Fig. 16:D:2.
16-22 PB13 R&R Added to paragraph D5.
16-23 thru 16-24 Pl None
16-25 PB15 R&R Added pre-drilled holes to Fig. 16:D:6.
16-26 Pl None
16-27 PB16 R&R Edited bracket in Fig. 16:D:8.
16-2S Pl None
16-29 thru 16-30 Pl None
16-31 PB16 R&R Revised Figure 16:D:l2.
16-32 Pl None
16-33 PB19 R&R Added text, added text in figure.
16-34 PB19 R&R Removed El, modified figure.
16-35 PB19 R&R Removed page due to improved part.
16-36 PB19 R&R Added text to NOTE, changed figure.
16-37 PB15 R&R Corrected Figure 16:F:l.
16-SS & 16-39 Pl None
16-40 PS R&R Revised Fig. 16:F:4
16-41 & 16-42 Pl None
16-43 PB15 R&R Cleaned up Fig. 16:F:7.

L~;;~=~~~'fl!F?.~.A==.IJ'.=~==~==l.=;ft==~-JV'=--.:!__~__J'~J~----o-C~ha~p~te~r_l~6=':-~RE--'--V_.
~V'W"lfl-". ~ .
~P=B~l9~/~l-~2_5-~99'--~-ft*71
Lancair Intematicmul Inc., Represented by Neico Aviation Inc. Copyright ID I!l!l!l, Redmond, OR !l775G
Mating Wing to Fuselage
 CHAPTER 16
REVISION LIST
(Pressurized Version)
The following list ofrevisions will allow you to update the Lancair IV construction
manual chapter listed above.
Under the "Action" column, "R&R" directs you to remove and replace the pages
affected by the revision. "Add" directs you to insert the pagP.s shown and "R" to remove
the pages.

Current
Page(s) affected Rev.# Action Description

16-44 Pl None

Lnm:;air Inicrnntionnl Inc., Represenlc1! by Ncir.tJ :hinllon In~. Cnjl)Tii;:ht D ! !l!J!J, lfodmand, OR !J/j5G
 CHAPTER16
MATING WING TO FUSELAGE
(Pressurized version)
REVISIONS
From time to time, revisions to this assembly manual may be deemed necessary. When such revisions are
made, you should immediately replace all outdated pages with the revised pages. Discard the out dated
pages. Note that on the lower right corner of each page is a "revision date". Initial printings will have the
number "O" printed and the printing date. All subsequent revisions will have the revision number followed
by the date of that revision. When such revisions are made, a "table ofrevisions' page will also be issued.
Tlris page (or pages) should be inserted in front of the opening page (thls page) of each affected chapter. A
new "table of revisions" page will accompany any revision made to a chapter.

ARROWS
Most drawings will have arrows to show whlch direction the parts are facing, unless the drawing itselfmakes
that very obvious. "A/CUP'refers to the direction that would be up ifthe part were installed in a plane sitting
in the upright position. fu most cases the part shown will be oriented in the same position as the partitselfwill
be placed during that assembly step. However, time goes on and changes are made, so careful attention
should be paid to the orientation arrows.

CONTENTS
1. INTRODUCTION
2. SPECIAL PARTS, TOOLS, AND SUPPLIBS LIST
A.PARTS
B. TOOLS
C. SUPPLIES
3. CONSTRUCTION PROCEDURE
A. INCIDENCE TEMPLATES
B. FUEL LINE TUNNEL
C. MATING WING TO FUSELAGE
D. SHEAR PANEL SUPPORTS
E. SHEAR BOX COVER
F. WING ROOT FAIRINGS
4. PHOTO PAGES

~C2"';;~=~i!!!?~:::::"~::w::~:~:'A:l.."'~:n:...~W~!____Jl[~~-~]ii-=~.::h.=a~"-'te=r:...G=.:16:...WIN
__GL:-v_~_8. : u:. .:1:.:1_ :~=-~.: 24.: .<~. : 9=-38-_8 _.>-++')H-I
Lnnenir International Im:., Represented by Neko Avinlion Inc., CopYright e 1993, Redmond, OR 97756
1. INTRODUCTION

When you complete this chapter, your Lancair IV will look like a true airplane and
you'll see light at the end of the tunnel. Mating the wings to the fuselage is
surprisingly easy, but you do need quite a bit of room. A 35' x 25' shop or hangar
gives you adequate room to insert both wings into the fuselage.

Joining Wing and Fuselage

Figure 16:i: 1

Left Botto~
\Vi0gFillct ~
(1032L) ~

Also, in this chapter you will be installing the premolded wing root fairings
between the wings and the fuselage.

Lnncnir Internntiannl Inc., Represenled by Neico Avlntion Inc., Copyright Cl 1996, Redmond, OR 97756
2. SPECIAL PARTS, TOOLS, AND SUPPLIES LIST

A. PARTS
Left wing assembly
Right wing assembly
Fore and aft spar shear panels
Bottom fuselage assembly
Left top wing fairing
Left bottom wing fairing
Left fairing T.E. cap
Right top wing fairing
Right bottom wing fairing
Right fairing T.E. cap
1/2" thick Clark foam
1" thick Clark foam

Lnncair lnLernnlional Im:., Reprcsent.ed by Ncko Aviation Inc., Copyright e 1993,Redmond, OR 97756
B. TOOLS
Saber saw
Dremel tool
Spring clamps
Cleco pliers
Clecoes
Transit
Water level
Carpenter's (bubble) level

Lam:nir Int.crnu.tfonal Inc., Represented by Ncieo Aviation Inc., Copyright. e 1993, Redmond, OR 97756
C. SUPPLIES
Bondo
5/8" thick plywood
Epoxy
Flox
Micro
Mixing cups
Paint brushes
Paper towels
Fiberglass

,11,. 1 ,..A.1.o IV
-==~:!!=~~ 1r~~~~wj chapter rn REv. Pl / 2-24-93
~<:::2~~;,:::;;:::::::::;w::::c;..,.~,,,..,,'::::::~~__::!~.!'._--_J{...... 0
J
MATING WING TO FUSELAGE (Press.)
Lnncnir InlemnUonnl Im:., Repralillnled by Neico Aviation Inc.., Copyright e 1993, Redmond, OR 97756
3. CONSTRUCTION PROCEDURE

A INCIDENCE TEMPLATES

To find the correct wing incidence a plywood template is temporarily bonded to

each wing as a level reference.

Wing Incidence Template

Figure 16:A: 1

Wing/

With some modification, your BL 25.5 wing cradle(s) can be used as a wing
incidence template. Use the template on blueprint# A-109 to mark a line on the
cradles indicating the proper incidence angle.

Al. Trim the top edge of the cradle to the incidence line, or glue some blocks on the line
to set a level on.

L!;;~;""'=~~~=~All==,l.=~===.416==,JT.=~==~_:'JV~~~~~l~l-=C~h~ap~t=e~r~l6=-~i__R_El_.~~P~B~l~9~/l~-=25~-=99::__~--++-li
~A1111111'"1111.l"lrl~ ~
Ln11cnir Intcrnntionnl Inc., Hep resented hr Ncirn Avintfon Inc .. Cop~ri!'ht
. MATING WING TO FUSELAGE (Press.)
D 19!19. RPdmond, OR !)'j75G
A2. Use Bondo to secure the cradles (incidence templates) to the top wing skins at BL
25.5. The templates should fit the contour of top wing skin fairly close but due to
builder differences, a small discrepancy (1/8" gap in an area) is acceptable.

Securing Incidence Templates in Position

Figure 16:A:2

Incidence template is vertical

(to the world) when wing is at
~ proper dihedral angle.

Wing/

Incidence
tern~

incidence template in
position on wing

Wing

L.::~=~=~
2~,ill/1',=~~5;?_~=41.=,1,=~===.Ll==.1.=~==~____:!JV~~~~Jl~l-"C~h~ap~t~e1~~l67::::-::-:-:='-=ll~El~'.::::-:~P=B~l~9~/l~-~25~-~99::_---,-+f*11
~.J'llll"~~ .~
Ln11r.air l111crnnt111nn! Inc.. Il!!prcscutcd hr !\cico rhintlun Inc .. Cupyri~hr
MATING WING TO FUSELAGE (Press.)
e I !J!J!J. Jfod1nand. Oil !J775G
B. FUEL LINE TUNNEL

The fuel lines from both wings must pass under the main wing spars at the center
of the fuselage. A fiberglass tunnel is formed in this area to provide better
protection for the lines.

Fuel line tunnel

Figure 16:B:l

Fuel line tunnel

-
Firewall

I
'
I
I
/

Lnneulr lntcrnnUonnl Inc., Repre111mled by Neico Avialion Inc., Copyright e 1993, Redmond, OR 97756
B 1. Cut a piece ofl" thick Clark foam as shown inFigure 16:B:2. Round the long edges
for easy glassing.

Mold for fuel line tunnel

Figure 16:B:2

Fuel line tunnel mold is

shaped from Clark foam.
Foam is covered with a
release tapea

Stick nails or wood sticks

into ends of foam mold so
you can grasp the mold while
applying the 4 BID

B2. Apply release tape to the tunnel mold. One layer of duct tape works well.

B3. Apply 4 BID to the fuel line tunnel mold.

B4. When the 4 BID has cured, remove the tunnel from the mold. The easiest way to
do this is to dig out the Clark foam with a screwdriver or narrow chisel, then
scrape and roll the duct tape off the inside of the tunnel. Trim the tunnel to 7" in
length.

Lnncair lnlernnlionnl Inc.,Rcprascnted by NeicoAvinlion Im:., Copyright Cl 1993,Redmond, OR 97756

BS. Position the fuel line tunnel in the fuselage, centered on BL 0, with its forward
edge at FS 89.7S. Mark the location of the tunnel on the bottom fuselage shell.

Positioning fuel line tunnel

Figure 16:B:3

FS 89.75
I / F u e l line tunnel
~~~~~~~~~~-="--.,

Bottom fuselage shell/

BS. With 40 grit, sand the bottom of the fuel line tunnel and the areas of the bottom
fuselage shell where the tunnel will be bonded. Clean these areas with MC.

Bonding in fuel line tunnel

Figure 16:B:4

Fuel line tunel~ Tunnel is bonded to fuse

with Hysol. Form a radius
Epoxy/flax along the longtunnel edges

~ /Affii'rn11,'IT,rn,R'rnrrr;"li

A/Cup
Bottom fuselage shell
/
LeftLRight

B6. Bond the fuel line tunnel to the bottom fuselage shell with Hysol. As usual, mix
a little flox in with the Hysol. Form a radius in the Hysol along the long edges of
the tunnel where it meets the fuselage shell. There is no need to reinforce the bond
with fiberglass yet. This will be done when you install the main spar shearbox.

Lnncnir International Inc., Represented by NeicoAvintlon Inc., Copyright Cl 1993,Rcdmond, OR 97756

C. MATING WING TO FUSELAGE

The Lancair IV wings are set to a positive 1.6 incidence. This means that the L.E.
ofthe wing is higher than the T.E. Don't confuse this condition with the horizontal
stabilizer which was mounted with negative incidence. Recheck your fuselage to
be sure is has not strayed from level.

Mating wing to fuselage

Figure 16:C:l

Right wing

Fuselage/

Lnneair 1ntemntiann1 Im:., Represented by Ncica Avinlion Im:., Copyright e 1993, Redmond, OR 97756
 Cl. Holes need to be cut through both sides of the fuselage so the main and rear wing
spars can slide into position. Mark the location of the spar holes on the fuselage
as shown in Figure 16:C:2.

Spar Holes in the Fuselage

Figure 16:C:2

WL 22
13 1/2" 6" 14 1/2"

rn-r '+
_L_D -o
l() +I
l() l()
"'!
+I
iti "'! +I
...... 0 ...... "'!
a>
a> ......
l()
en ...... M
en en
LL.
u. en ......
......
u. u. en
u.

C2. Cut out the four spar holes in the sides of the fuselage.

C3. Slide the two wings into the fuselage so the main spar bolt holes align with each
other. This step requires more than one person, so enlist a helper or two to handle
those big wings. The forward face of the right main spar should be located at FS
90 and the wings should be centered so that the inboard ends of the top wing skins
are approximately equa-distant from the fuselage sides at the rear spar. The ELD
location of the wing assembly will usually be a bit to the left of the centerline mark
on the floor. This is because the fuselage is not symetrical. Use two tables and some
blocks of foam to hold the wings in position. Slide the main spar bolts through the
bushings to hold the wings at the proper dihedral.

Ls;;;;;,;///l".=~~~=~~..iillll.==.Jll=~===4'==~=~==~_::"JV__!~~__J'I
~J'lll"CIJ".1714'.
16 _12 ll--:'-C~h~ap=t~e1~~1G'=:::-::-:::'-:::ll~El~'=-==P=B~l~9~/l~-=25~-=99=----.,.-1+*+1
MATING WING TO FUSELAGE (Press.)
.
Lancoir lnternntwnnl Inc., lfoprl'sentcd lw :-.'cito Avintian Inc .. CoJJ.l'lit;hC D I !l!l!l. Hl'd1110nd. OH !l775G
 Locating Wing Spars
Figure 16:C:3

Fuselage~

Table supports the wing during

the mating process. Another table
under the inboard wing area will
also help with support.

!.nncair huernational Inc., Represented br !\'c-ico Aviation Inc., Coprright I() I !l!l!l. Hedmonr!. OH !Jj/5G
C4. The wing tips should be level with each other. Use a water level or a transit to
adjust the height of the wings. See Figure 16:C:4.

Leveling wings
Figure 16:C:4

Water level is used to level

the tips of the wings. Be sure
that the fuselage is level.

Level-~===:=:=:=------L---J-------=======JIJ-

Level

Lnncnir Inlerno!.ional Inc., Represented by Ncico AvinUon Inc., Copyright e 1993, Redmond, OR 97755
CS. Now for the fine tuning of wing placement. Adjust the wing position so that both
tips are equal distance from the centerline dimple in the tail area. Measure from
the T.E. of the aileron where it meets the wingtip.

Setting wing sweep

Figure 16:0:5

Wing Wingtip
/
Bottom
measure
fuse.
shell Aileron
Aft fuselage
centerline
dimple

Tape
Measure from the aft fuselage centerline dimple measure
to the T.E. of the aileron where it meets the wingtip.
The X'' dimension should be equal left and right.

Lnncnir Inlernntionnl Inc., Rcprescnled by Neico Aviation Inc., Copyright O 1993, Redmond, OR 97756
C6. To set the wing incidence, place a Smart Level (a bubble level will also work) on
the top edge of the incidence template. When the Smart Level reads "0", then
the wing is set to the proper incidence. DON'T ADJUST THE WING SO
THE SMART LEVEL READS 1.6. THE POSITIVE INCIDENCE HAS
BEEN BUILT INTO THE INCIDENCE TEMPLATE. Check both wings to
make sure there is no discrepancy between the incidences, both should be equal.
Adjust the foam blocks under your wing to hold the proper incidence.

Setting wing incidence

Figure 16:C:6

Smart level (or bubble level) Wing incidence template

Wing

Table

Adjust foam blocks (or whatever

you are using for support) for
proper wing incidence.

C7. The two spar shear panels were provided in your "A" kit and are matchdrilled
with the main wing spars. To ease the job of trimming these panels to fit in the
fuselage, it is highly recommended that you cut a cardboard template to find the
final shape of these panels. Make this template accurate, taking into account the
spar bolt locations and the 8 3/8" panel height. Don't get in a hurry and trim the
shear panels way off the target. Take it slow and steady.

NOTE: Be sure the forward shear panel is forward of the main spar.
Otherwise, the spar bolt bushings will not line up. You can double
check the Forward (F) andAft (A) part numbers on the shear panels
by looking for the seatbelt reinforcement on the aft panel. This
reinforcement is a 12" wide, increased BID area running the full
height of the aft panel (in the center).

CS. Cut the shear panels to match the cardboard templates. The main spar bolt
bushings should all line up when the shear panels are properly trimmed. Slide the
AN12-7 5A through the bushings to assure yourself or proper alignment. A perfect
fit of the shear panels is hard to achieve and is not required. If you end up with
a few 1/8" gaps between the panels and the fuselage, this is acceptable.

~C2~ : : *= {t1= .a=r=, .=T:=r171 .=A= 1. =.;q_= : . .~IV": . .:!:____Jlf ~ :~ .1! :::~ WING ;~~s~~~~-~ress.)
Lnncair International Iru:., Repro11enled by Ncico Aviation Inc., C-OpyrightQ 1994,Redmond, OR 97756
6
 Fitting spar shear panels
Figure 16:C:7:a

Spar shear
panel
Fuse~
Bubble Wing
level

~..----=---1
0 0

Top of shear panels should be level.

Seats will mount to the shear panel
flanges later in construction.

Fitting spar shear panels

Figure 16:C:7:b

panel-----.... 1.--.......!~---v'---rr-..J of fuselage.

83/8"/
~
AN12-75A bolt
AN960-1216 washer
MS21044Nl2 locknut

Note: The wing spars need only to be high enough

to clear the fuel line tunnel. The 8 3/8" shear panel
height can vary up to 1/4".

Lnncair Int.emntionnl Inc., Represented by Ncico AvinLion Inc., Copyright !Cl 1993, R~mond, OR 07756
C9. When satisfied with the fit of the spar shear panels, use 40 grit to sand them
where BID tapes will be applied. Also sand the bottom fuselage shell where the
panels are located. Clean these bonding areas with MC.

ClO. Bond the shear panels to the bottom fuselage shell with a thick epoxy/flax
mixture. Form a 1/4" radius with the excess flax around the shear panel/fuselage
junction. Use the AN12-75A main spar bolts and their MS21044N12 locknuts to
hold the panels in proper alignment during bonding. The locknut should just be
snug for this step. Any more pressure would make wing removal and installation
difficult. Be sure not to get any flax on the main spars. This would also make
removal difficult.

Bonding shear panels in position

Figure 16:C:8

Spars

I~
Fwd shear panel Aft shear panel

Fuselage

4BID 4BID
3"wide 3"wide

Cll. When the shear panels have cured in position, sand the flax radius smooth and
clean with MC.

Cl2. Secure the shear panels to the bottom fuselage shell with 4 BID, 3" wide
laminates. Notice that the spar sides (the side that the spar rests against) of the
shear panel are not secured to the fuselage with BID. This would interfere with
the spar fit and is engineered into the design.

~C2~~=*=~=.A=w=;,=C=~=4=1.=~=1D==----=IV~.!'.____Jj[~ ~ ~]1- =~-=h"'a~" '~" er'-G"'rn'-w-1_N_G,_ ;_o_v_~_s. .: ~'" ~'-'-1- '~-~=-24-=-c~-=-9!-=-e-s-s.->*'*l-I

Lnncair Inlcrnnlional Inc,, Rcprcscnlcd by Ncicn Aviation Inc., Copyright e 1993, Redmond, OR 97766
Cl3. The rear spars will be bolted to the forward face of the gear box later in
construction. For now, wood temporary supports will hold the rear spars in
position at the proper wing incidence. This way, you can continue with the
construction of the wing fairings without waiting for the gear box. See Figure
16:C:9.

Supporting rear spars

Figure 16:C:9

''
-'
-
."~~:
., .~~.-n-;- -
- ... -

A/Cup

Wood rear spar

support block
(use dabs of Bondo
to hold in place) .

Lnncnir lnlcrna.tionnl Ini:., Il!!prcsenled by Neita Avlalion Inc., Copyright !l!l 1993, Redmond, OR 97756
D. SHEAR PANEL SUPPORTS

The shear panels must be reinforced with two brackets on each side of the
fuselage.

Shear panel supports

Figure 16:D:l

.,... ...... .,
(-..,. .,"' Shear panel
support
I i
II ~.... ... ...
, ,.
I ,'I
, ,""'

..... " " "

--....

I
Shear panel
support
Shear panel

Note: four shear panel supports are required.

Dl. Using the templates on Blueprint A109, cut the shear panel supports from 1/4"
thick, 2 ply per side prepreg. Notice that there are templates for the forward
supports and aft supports. Although the drawings in this section may show the
supports as being identical, there are slight differences in size.

111.ncnir Internntionnl Inc., Rcprcsentc.d by Neieo AvintiDn Inc., Copyright 019!13,Rc.dmond, OR 97756
D2. Fit the shear panel supports at the locations shown in Figure 16:D:2.

Support locations
Figure 16:D:2

Shear panel Shear panel

support support

~
Outer surface of
shear panel supports
should be flush with
the shear panels.

Shear panel
support"""''=":-il--~~-a...

U..----tt---ir-7Use the aluminum

side brace to align
the support panels
flush with the
shear panels.

D3. With 40 grit, sand both sides of the shear panel supports. Clean the supports with
MC.

D4. Sand the areas of the fuselage sides and shear panels where the shear panel
supports Will be mounted. Clean these areas with MC.

Lancair International Inc., Represented by Neico Aviation Inc., Copyright 1995, Redmond, OR 97756
D5. Use the aluminum side braces (SB 349-01), for aligning the supports to the
outside of the shear panels. Bond the supports to the shear panels and fuselage
with an epoxy/micro mixture. Form micro radii with the excess micro. Don't apply
the BID to the shear panel supports until you have installed the small fiberglass
section described in the next few steps. Trim the shear panel flanges even with
the inboard edges of the supports as shown in Figure 16:D:3.

D6. Apply release tape to a flat surface in a 8 11 by 12 11 section.

D7. Layup 5 BID on the flat release surface youjust made. When the BID has cured,
remove it from the flat surface.

DB. Cut two pieces from your 5 BID piece to fit between the shear panel supports on
the left and right ends of the shear panels. See Figure 16:D:3.

Bottom shear panel support

Figure 16:D:3

Shear panel
support

Shear panel
supp~

Shear panel

5BIDBottom
shear panel
support

Shear panel

Notice that shear panel flanges have been

trimmed even with the inbd edges of the
shear panel supports.

Lnncair Intemntionnl Int., Represented by Ncico Avintiou Im:., Copyright 1995, Redmond, OR 97755
D9. Sand the top surfaces of both the 5 BID pieces and clean with MC.

DlO. Bond the 5 BID pieces into position with an epoxy/fl.ox mixture. Be sure the
bottom supports are mounted about .060" below the level of the shear panel
flanges. The pieces will be reinforced with the same 6 BID that secures the shear
panel supports to the fuselage sides.

Height of bottom shear panel support

Figure 16:D:4

Shear panel .060" Shear panel

support---..._ support

Shear
panel
..--nange
~'i======2===~';::::::J
Shear panel

Fuselage
5 BID bottom shear
panel support ,..___
Shear panel

Mount bottom shear panel support .060" below

the level of the shear panel flanges.

Lnncair lntcmntionnl Inc., Rcprcoontcd by Ncko AvlnLion Int., Copyright lf'l 1993, Redmond, OR 97766
Dll. Secure the shear panel supports to the shear panels and fuselage with 6 BID as
shown in Figure 16:D:5. Notice that this BID also secures the bottom shear panel
supports.

Securing shear panel supports

Figure 16:D:5

6BID 6BID
,..
I ','
/
:,),
,

6BID

Lnncnir IntcrnaUonnl lnr::., Represented by Neico Aviution Inc.., Copyright O 1993, Redmond, OR 97766
 NOTE: There are four aluminum side braces and side brace flanges (one
for each shear panel.) In the following text, we will describe the
installation of only one side brace and it's flange. The other three are
installed in a similar manner.

Fuselage Side Brace and Flange

Figure 16:D:6

Side Brace
Flange
(SB 349-02)
LR&RF
(SB 349-03)
RR&LF

Aluminum
Side Brace
(SB 349-01)

Lancnir lntcmnllonnl Inc., Rcpresantl!d by Naico Aviation Inc., Cop)Tight ID 1996, Redmond, OR 97756
D12. Position the aluminum side brace so it's bottom edge is 6 112" below the shear
panel flanges.

Positioning side brace

Figure 16:D:7

Dashed line shows the approximate

location of the aileron and elevator
J~-----/pushrod cutout.

Shear panel support

\ ~Side brace
1
~ Shear panel

6 112"

Lnncair International Im:., Represented by Neico Avinlion Inc., Copyright iti 1993, Redmond, OR 97756
D13. Align the holes in the side brace flange with the two top holes in the side brace. Use
a couple drops ofinstant glue to hold the side brace and the flange together. Push
the side brace outboard until the flange rests against the fuselage. The outboard
edge of the side brace should be roughly even with the fuselage side. When
satisfied with the position of the side brace and flange, mark around the outlines
of both pieces so you can easily reposition them.

Positioning the Side Brace and Flange

Figure 16:D:8

Side Brace
Flange

Side Brace

D14. Since the surface that the side brace and flange rest against are uneven, a flox
release is required for a good fit. Apply release tape to the areas of the side brace
and flange which will contact the fuselage, shear panels, and shear panel
supports.

Lancalr Internntiomtl Inc., Represented by Noico Avintfon Inc., Copyright 0 1997, Redmond, OR 97756
D 15. Use 40 grit to sand the outlined areas of the fuselage, shear panels, and shear
panel supports. Clean these areas with MC.

D16. Apply a thick mixture of epoxy/flox to the areas you sanded and cleaned in Step
D15. Reposition and clamp the side brace and flange onto the fuselage, shear
panel, and shear panel support. You should have a flox squeezeout around the
side brace and flange.

Dl 7. After the floxhas cured, use the six holes in the side brace as guides to drill 3/16"
dia. holes through the shear panels and shear panel supports. An angle drill
makes this step a lot easier. Use the two holes in the side brace flange as guides
to drill 3/16" holes through the fuselage side.

Drilling side brace mounting holes

Figure 16:D:9

Shear

Drill motor
/ panel
support

Angle drill
attachment Shear panel
(eases the drilling ----~_/"'
process)

Fuselage
Side brace---..._
.... bottom

I
~(2,,.'":!="'!.=""~~~=-i#=-~:=-A=-w=-""=-f:=-~=-A=-=-.1.=-~=::o==--=IV~~---1'[~~:~~J1-~-h_,a~,_t-'-er_~---'~-1-N_G,_;-~-v-~-s-:-.~-'-~-~-24_<~-s e-s-s-.)-t+)ttl
r_3

Lnncair International lnc., Represented by Ncico Avio.lion Ine., Copyright Cl 1993, Redmond, OR 97756
Dl8. Remove the side brace and flange. Also remove the release tape from these two
pieces.

Dl9. Use a Dremel tool to clean up the inevitable fl.ox sqeezeout caused by the release.

D20. Remove the core from around the mounting holes in the shear panel, fuselage
side, and shear panel supports. Try to remove the core 114" all around each hole.
The core material in the shear panels is a 1/4" thick foam, not the typical
honeycomb. There are some Dremel tool bits that are suited for this task, or you
can make a simple bit from a piece ofpiano wire as shown in Figure 16:D:l0. This
core removal is required because hardpoints are needed for bolting the side braces
in place.

Creating hardpoints for side brace

Figure 16:D:10

.L Dremel bit for removing

I
core material

LC~::::::::=(M=ak=e=fr=o=m=p=i=a=n=o=w=ir::i~)
A
,,14-.-
V<f'

2" _ _ _ _......,.i-11

L ~
~
, Shear
l @ -~ -4--panel

A
1 h F l o xholes
around Laminates on
V4" - ; shear panel are
(typ) _ ~ much thicker than
.~ a normal prepreg
- Shear panel ; panels
support
or
fuselage side Notice that there is
a foam core in the
shear panels, unlike
the usual honeycomb.

Lnnenir lnternntion.nl Inc., Represcnlc.d by Ncko AviBlion Inc., Copyright e 1993, Redmond, OR 97756
D21. Fill the core removal areas around the side brace mounting holes with epoxy/flox.
Using a syringe to push the flox into the (hard to get at) mounting holes eases this
step. The flox will mess up your nice clean mounting holes, but this will be
remedied in the next step.

D22. When the flox around the mounting holes is cured, redrill the mounting holes to
clean out the excess flox.

D23. Countersink the mounting holes as shown in Figure 16:D: 11. Again, an angle drill
is very helpful (if not a requirement) for this step.

Countersinking side brace/flange mounting holes

Figure 16:D:ll

: . ~~:::i::::
Fuselage side

Countersink for 3/16"

3/16"
dia. MS24694 screws dia. MS24694 screws

,. ~ ~
Spar side
of shear panel

Note: Only the holes in

the fuselage side and
shear panel are counter-
sunk. The holes in the
shear panel support are
nl!i countersunk.

D24. Use 40 grit to sand the areas where the side brace and flange will be mounted.
"Why?" you ask. Well, not only will you secure the side brace and flange with
screws, you will also bond these parts in position with Hysol.

Lnncair International Inc., Represented by Neito Aviation Inc., Copyright e 1993, Redmond, OR 97756
D25. Use 40 grit to scuff up the surfaces of the side brace and flange that will be bonded
to the fuselage and shear panel. Clean all bonding areas with MC.

NOTE: Just to be sure that no future modifications to this area will interfere with
the side brace and flange, you may want to delay bonding these parts with the
screws will be sufficient. DON'T forget to eventually bond these parts in position
as described in the next step.

Securing Side Brace and Flange in Position

Figure 16:D: 12

Securing side brace

flange to fuselage
FloxPad

MS24694-S60 ~ __..- Side Brace

~ ~ Flange
screw
...---------------.
Securing side brace and
flange to shear panel support
Fuselage---.._ _
'AN365-1032A =~Shear Panel
locknut = Support
AN960-10

Securing side brace IK<lliJrl=l~:ll=I.._ AN3-13A bolt

flange
to shear panel AN960-10 washer
Shear Panel
Side brace~ ; I AN365-1032A
locknut
AN960-10
AN365-1032A washer
locknuts
AN960-10
washers

Fuselage Bottom'-:.,
--"'"-----"""""----

Lu.nca.ir Intcrnationnl Inc., Represented by Neito Avlo.ticm In~., Copyright Q 1997, Redmond, OR 97706
D26. Apply a thin layer ofHysol to the bonding surfaces of the side brace and flange.
Also apply Hysol to the to the mounting areas of the fuselage, shear panel, and
shear panel support. Secure the side brace and flange in position with counter-
sunk. screws and bolts CAN #'s shown in Figure 16:D: 12), AN960-10 washers, and
AN365-1032A locknuts. It might take some time for the excess Hysol to squeeze
out, so retighten the locknuts periodically during the curing process and remove
the excess adhesive.

Lnncnir InternnUonnl Ini:., Represented by Ne!coAviulion Inc., Copyright e 1993, Redmond, OR 97766
E. SHEAR BOX COVER

A prepreg shear box cover is used to isolate the cockpit from the elements. The
cover is bonded to the shear panel flanges to a void air leaks that would result from
making the cover removable. This is a pre molded part# 1037.

Shear Box Cover

Figure 16:E:l

Shear panel Pre-built

sui;iports Shear box cover
PIN 1037
I I

,
I

I
I I
I
I

Shear panel __..JfY

L
~~=;.f:::)'.~~O-~=A==,,._=~=.a=1.=:a=:......:JV'=-..:!._
~11FW"JUY8'. L.::.:J _c_h_a~p-=te_r_1_s_~_R_E_v.
___JI. 1i6:s3l
L;rnc;air Internntiannl !nc., Hepresented br N!!icu A1ialion Inc .. Copyri~ht
_ _P_B_1_e_11_.2_5_-e_e_ _
MATING WING TO FUSELAGE (Press.)
'D I!l!J!l. Rrdmund. Oil !J7i5fi
+-H<:-H
 Cutting the Shear Box Cover
Figure 16:E:2

Shear el supports

... X"

0 0

' Shear panel

Shear box cover

(2 BID prepreg)
P/N 1037

Note: No specific dimensions are

v
given because they can vary from
builder to builder. Measure X and Y
on your airplane.
Shear panels

L~~Alll'lll"'W'I4"8'.
; :;: : :L=; ~: : :~A: : : : : ": : :~: : : : : A: : : : : G.: : : a: : : : :_"__,lV~~-_JI. 1 ==PB~19c-:11'-=-2=-=5-:::=_gc=-9_--,.-1!+*+1
16 _34 1 1---:'cch=-'a-':':p=te:--::r-=1-:-s=='"""=RE-=v-=.

L:rncnir International Inc .. Represented hr Neirn A\iation Inc .. Copyni;ht D J !J!J!l. Redmonr!. OH !J775fi
MATING WING TO FUSELAGE (Press.)
 Due to revisions, this page has been removed.

Chapter 16 I H.E\'. PB19/l-25-99 W

MATING WING TO FUSELAGE (Press.) J-X.,
I.ancair [ntcrnntional Inc.. Hcprl'scntcd hr N!!icll .-\xin1ion Inc .. Ct1pyri!!hl D l!J!l!I. Ifodmond. OH !17i5G
 NOTE: The shear box cover is bonded in position with Hysol. Although
the process is described in the next few steps, DON'T bond the cover in
position at this time. Wait until you have installed the jack points and
seat belt bolts and you are ready to install the seats. The longer you have
access to the shear box area, the better.

El. The shear box cover is bonded in position with Hysol. Sand the bonding areas of
the cover, shear panel flanges, and bottom support with 40 grit. Clean these areas
with MC.

Bonding the Shear Box Cover in Position

Figure 16:E:4

Shear box cover ""'

P/N 1037 "1'.
/ // //0
/
/(
/

Shear p~el /(// Hysolbond

/(
/
/(
/
/(
/
/(
/
/(
/

E2. Bond the shear box cover in position with Hysol. As usual, mix a little flax in with
the Hysol to give it more body. To avoid air leaks, be sure there is Hysol squeeze
out all around the bonding area.

L~~=z==?==
...==,,..=~==A==l..=n==c...~JV_!___JI
~A_..~,._ li6-3611--=C.:::h:=!ap==t:=-:e1'--:l=-=6==-=--=LR=-E=-V-=.=P==B==l=-=9c..:/l'-=-2=-=5"-=-9=-=9'----,--ffi(-J1
. L..::...::.::_j MATING WING TO FUSELAGE (Press.)
Lnncnir lntern11tionnl Inc., R!!prn.s!!ntc<l br Neico :\\'intion Inc., Coprrit:hl D l!l!J!J. R~thnonil. OH !17756
F. WING ROOT FAIRINGS

Wing root fairings help smooth the airflow between the wings and fuselage.
Premolded fairings are provided in your Lancair IV kit. There are three
premolded pieces in each fairing, a bottom half, top half, and T.E. cap.

Wing Root Fairing

Figure 16:F: 1

Right Top-----ii..
Wing Fillet

Right Bottom-----~IP"
Wing Fillet ~""'-Left AFt
Extension Fairing
(1055L)

\.Left Top
Wing Fillet
(1031L)

/..,il----Foam Wing
Profile
(Left)

Left Bottom
Wing Fillet
(1032L)

NOTE: The aft fairing parts are installed in Chapter 19.

Ln.ncair Intem11tiomtl Inc., Represented by Neico AvinUon Inc., Copyright 0 1996, Redmond, OR 97756
Fl. Before fitting your wing fairings, you should check that the inboard edges of your
wing are flat and straight. It doesn't matter if your inboard edges are vertical to
the world or at any other angle, but for appearance sake, the inboard edges should
be straight. This is also a good time to trim the inboard ends of your flaps flush
with the wing skin.

Trimming inboard edge of the wings

Figure 16:F:2

O.K. - Inboard edge of wing trimmed

vertical (to the world)

~......------------(
O.K. - Inboard edge of wing trimmed

"".....-----__...:;...__..---(
perpendicular to top wing skin. Wing

.>----

Trim edge of
wing and flap
flush to each Wing
other.

Flap

Lnneairlnlernational Inc., Rcprcscnled by NcicoAvinUon Ini::., Copyright Cl 1993,Redmond, OR 97756

F2. Slide the wings into the shear box and insert the main spar bolts. When the rear
spar is resting on it's wooden support, the wings should be atthe proper incidence.
Recheck the incidence anyway with the incidence template just to be sure. You
wouldn't want to align the wing fairings with an improperly aligned wing.

Note: You may want to hold off on installing your wings until you have made
the foam wing profiles described in the next few steps. This way, you can slip
the profiles into position without cutting them in pieces to fit around the
main and rear spars.

F3. Cut two pieces of lJ2" thick Clark foam shaped lJ4" larger than the wing profiles
at BL 25.5. These foam profiles will be used to hold the wing fairings in the proper
shape when the wing is removed. Use your old plywood BL 25.5 wing cradle or
profile as a template to cut the foam (but remember to cut them ]}4" larger all
around. Apply 2 BID to the inboard surface of the left wing profile. This 2 BID will
reinforce the foamin the area where people may step on the fairing when entering
the aircraft.

F4. Cut smaller pieces of lJ2" thick Clark foam that will hold the wing shaped pieces
5/8" inboard of BL 25.5. If you have already installed the wings, you will have to
carefully cut the foam profiles in three pieces (each) to fit around the spars. Use
Bondo to bond the small braces to the fuselage and the foam wing profiles. Also
use a little Bondo to secure the profile pieces together again ifyou had to cut them.
The small foam braces will be removed after the fairings are built. See Figure
16:F:3.

Securing foam wing profiles

Figure 16:F:3

Clark foam
wing profile
Foam profile braces
(2 or more needed)

L"C2~~:=:*==~==4=v=~=!lfP!l =~=.D= l.=Jl_=:. ~IV~!. _____J1~::~:~~~~] ~=~~ING:~s~~~~~ess.)

Lnncnlr lnlemutionnl Inc,, Represented by Ncico Aviation lnc., Copyright e 1993, Redmond, OR 97756
F5. Trim the bottom half ofthe wing fairings to the scribe marks. As usual, it is a good
idea to trim the skins a bit larger than the scribe marks indicate so you have some
extra skin to "trim to fit" later.

F6. To position the bottom fairings, align the contours with the wing airfoil at BL
25.5. The leading edge of the bottom fairing must be flush with the wing L.E .. If
the trailing edge of the fairing does not line up with the wing T.E., this can be
easily corrected later. To help hold the fairing in the proper position, you can
temporarily bond pieces of tongue depressors to the bottom wing skin, forming a
cradle to support the fairing. Some sanding of the foam wing profiles will be
required for a good fairing fit. The T.E. of the fairings should be 19 112" below the
top of the WL 22 joggle.

Positioning bottom wing fairing

Figure 16:F:4

Clark foam
wing profile

Wing
Main spar

Bottom fairing
Wood blocks help keep fairing
aligned with wing skin

19 112"

Note: Be sure BOTH wing fairing T.E.'s

are equnl distances from the top of the
WL 22 joggle. The 191/2" dimension can
vary + - 1/2", but keep the left and right
fairings equal.

Lnncnir Internationa1 Inc.,Represented by Neico Aviation Iru:,, Copyright C 1994,Rcdmond, OR 97756

F7. Use a few clecoes to hold the bottom fairing against the fuselage. Drill the cleco
holes only through the fairing and the outer laminate of the fuselage skin. Don't
drill totally through the fuselage skin.

FB. Trim the top wing fairings to the scribe lines and fit them to the bottoms. Again,
the L.E. fit is most important. The T.E. can easily be modified later. The foam
wing profiles will have to be sanded for proper fit of the top fairings. When
satisfied with the fit of the fairings, use a few clecoes to hold the top fairings in
place, again only drilling through the outer laminate.

Positioning top wing fairing

Figure 16:F:5

Cleco (notice how the Cleco

is only penetrating the outer
Fuselage--...~ /fuselage laminate).

L Top fairing
lil.\:::=IP
/Wood block for
JI alignment help
r==-~--i
-:;;:---:::..

Wing

'Wood block for

Cleco/ alignment help
Bottom Foam wing
fairing profile

F9. Remove the top and bottom fairings and use 40 grit to sand the areas where they
will be bonded to the fuselage. Clean these areas with MC.

Lu.ncnir Intcmntionnl Inc., Reprcsenled by Ncieo Aviation lac., Copyright e 1993, Rndmond, OR 97756
FlO. Bond the bottom and top wing fairings to the fuselage with a thick epoxy/flox
mixture. The fairing L.E. joggle is also bonded together with epoxy/flox. The T .E.
of the fairings are also bonded together with epoxy/flox. Use an epoxy/micro
mixture to bond the fairings to the foam wing profiles. A few more clecoes may be
necessary to hold the fairings against the fuselage. Apply 2 BID to the L.E. joggle,
overlapping onto the fuselage by 1 ".

Bonding fairings in position

Figure 16:F:6

Flox

Micro

Wing

Flox Micro

2BID

L.E. of fairings
bonded together
with epoxy/flox

~
(double joggle does
not cover full L.E.)
~ IT.E. of fairings
bonded together
with epoxy/flox

Lnncair Intcrnntionnl Inc:., Represented by NekoAvialion Inc., Copyright e 1993, Redmond, OR 97756
Fll. If needed, trim the fairing T.E.'s so they are even with the wing T.E.'s.

F12. Sand and clean the fairing T.E. caps and the T.E. joggles of the fairings.

Fl3. Use epoxy/flox to bond the fairing T.E. caps to the fairings. If you don't like the
angle of the fairingT.E. compared to the wing T.E., now is your last chance to
change it. After the T.E. cap is installed, the fairing T.E. becomes very stiff.

Installing the Fairing T.E. Cap

Figure 16:F:7

Top Wing Fairing

_. tA/C Up

F~

Bottom Wing
Fairing

F14. The premolded T.E. cap does not cover the entire T.E .. Apply 2 BID to reinforce
the uncovered area of the T.E. as shown in Figure 16:F:7.

F15. The wing fairings should now be stiff enough so you can safely remove the wings
without losing proper alignment. Apply two BID to the outer surface of the foam

Lancnlr lnternntionnl Inc.., Represented by Ncico Aviation Iru:., Copyright 0 1996, Redmond, OR. 97756
F14. The premolded T.E. cap does not cover the entire T.E .. Apply 2 BID to reinforce
the uncovered area of the T.E. as shown in Figure 16:F:7.

F15. The wing fairings should now be stiff enough so you can safely remove the wings
without losing proper alignment. Apply two BID to the outer surface of the foam
wing profiles, wrapping onto the inner surface of the top and bottom fairings. The
fairings are now structurally complete.

Glassing the foam wing profile

Figure 16:F:8

Fuselage

2BID

~Bottom fairing
Notice that this shows the left
fairing with the 2 BID reinforcement
on the inboard side of the foam.

F16. To clean up the fairings cosmetically, grind down the fairing edges where they
join the fuselage. Add some micro to these areas and sand a smooth transition
between fairings and fuselage. The L.E. and T.E. of the fairings can also be
sanded, cleaned and smoothed out with micro.

Fl 7. From inside the fuselage, reach into the wing fairings and remove the foam braces
that you installed in Step F4.

Luncair Internnlfonal Inc., Rcpreoonted by Neko Aviation Inc., Copyright e 1993,Iledmnnd, OR 97756
 CHAPTER 17
REVISION LIST
(Pressurized Version)
The following list ofrevisions will allow you to up date the Lancair N construction
manual chapter listed above.
Under the "Action" column, "R&R" directs you to remove and replace the pages
affected by the revision. "Add" directs you to insert the pages shown and "R" to remove
the pages.

Current
Page(s) affected Rev.# Action Description
17-1 PS R&R Step Gadded.
17-2 Pl None
17-3 PB14 R&R Edited parts list.
17-4thru 17-7 Pl None
17-S PBlS R&R Redrew figure.
17-9 PS R&R Step AlO Revised.
17-10 & 17-11 PB15 R&R Addedinstructions.
17-12 & 17-13 PB15 R&R Redistributed text and figures.
l 7-14thru 17-17 Pl None
17-lS P3 R&R Added NOTE after Fig. 17:B:4
17-19thru 17-29 Pl None
17-30 thru 17-32 PB17 R Pages are deleted.
17-33 Pl None
l 7-34thru 17-37 P3 R&R Added Section G (Aileron stops).

L~~~~~2~~~'"'~.A~:"~~A:l..D:::.......:IV~~-_JI
~J..,~4'.. .I 17-i 11-~C.:.:h:::!ap:::te=r_l:.:7......L..:.RE='c:.V:_
Lancair Internn.tianal Inc., Represented byNeicoAviation Inc. Copyrii;ht 0 1998, Redmond, OR 97756
Aileron Controls
. ..:.P..:.B..:.18:::/.:..7..:.1:::.5.:.:98:::.__-++*+I
 CHAPTER 17
(PRESSURIZED VERSION)
AILERON CONTROLS
REVISIONS
From time to time, revisions to this assembly manual may be deemed necessary. When such revisions are
made, immediately replace all outdated pages with the revised pages. Discard the out dated pages. Note
that on the lower right corner of each page is a 11revision da te 11 Initial printings will have the number "O" printed
and the printing date. All subsequent revisions will have the revision number followed by the date of that
revision. When such revisions are made, a 11 table of revisions" page will also be issued. This page (or pages)
should be inserted in front of the opening page (this page) of each affected chapter. A new "table of revisions"
page will accompany any revision made to a chapter.

ARROWS
Most.drawings will have arrows to show which direction the parts are facing, unless the dra,ving itself makes
that very obvious. "A/CUP 11 refers to the direction that would be up if the part were installed in a plane sitting
in the upright position. Inmost cases the part shown will be oriented in the same position as the partitselfwill
be placed during that assembly step. However, time goes on and changes are made, so careful attention should
be paid to the orientation arrows.

CONTENTS
1. INTRODUCTION
2. SPECIAL PARTS, TOOLS, AND SUPPLIES LIST
A. PARTS
B.TOOLS
C. SUPPLIES
3- CONSTRUCTION PROCEDURE
A. INBOARD AILERON BELLCRANKS
B. AILERON TORQUE TUBES
C. AILERON PUSHROD COMPLETION
D. CONTROL STICK INSTALLATION
E. AILERON STOPS
4. PHOTO PAGES

L ~;~J!::=L~~~O~&=::::"":::~~B~l.""=D~:__:JV::_J~
~Allllll'~~ _ _JI.117-11
~ ....::::.Ch::::a:;:Pc::te::::.r-=.17'
AILERON CONTROLS
--_J.. v_._::..PB::::.l:::.::8::.:17_:-1:::.::5:....:-9::::8_-1+).dlf+I
1

Lancnir Intnrnntionnl Inc., Reprl!!lented by Neico Aviation Inc., Copyright ID l!J9B, Redmond, OR !li75G
IR_E_
Y.:.\.
1. INTRODUCTION

This chapter deals with the completion of the aileron control system. The
remaining aileron control hardware is installed inside the fuselage.

Aileron control system

(in fuselage)
Figure 17:i:1

1411 AIA07
AIA02.01R
Aft torque tube
".... mounting plate
(AL407)"

Aileron torque tube "'

(AlA02-01L) '

j
~AIA07 (CS401)

Torque tube ~
Torque tube/~r
lnbd bellcrank
crossover~ pushrod (7AL09) ~

/!'~
J
Fwd torque tube
mounting plate (AL407)
Inbd
aileron
bellcrank
(AL 40S)
.
Long aileron
pushrod
(in wing)

Lnm:air InternnUonnl Inc., Represented by Neko Avintion Ine., Copyright e 1993, Rcdmand, OR 97756
2. SPECIAL PARTS, TOOLS, AND SUPPLIBS LIST

A. PARTS

Left wing assembly

Right wing assembly
Fuselage
3 BID prepreg panel
1/4" thick phenolic
2 - Inboard aileron bellcranks
1 - Aileron torgue tube (left)
1 - Aileron torque tube (right)
2 - 5/16" dia. x 10" long pushrods
4 - Torque tube mounting plates
2 - Control sticks
2 - Control stick bushings (plastic)

Lamm.fr International Inc., Represented by Noico Aviation Inc., Copyright 01996, Redmond, OR 97756
B. TOOLS

Tube cutter
Drill motor
Drills
Deburring tool
Rivet squeezer (or rivet gun)
Dremel tool

Lancair Intcrnationnl Inc., Represented by NciC{) Aviation Inc., Copyright e 1993,Redmond, OR 97766
C. SUPPLIES

Paint brushes
MC
Fiberglass
Epoxy
Micro
Fl ox
Paper towels
40 grit sandpaper
Mixing sticks
Mixing cups

Lnnc11ir International Inc., Represented by Neico Aviation Inc., Copyright e 1993, Rl'drnond, OR 97756
3. CONSTRUCTION PROCEDURE

A. INBOARD AILERON BELLCRANK

As the long aileron pushrod enters the fuselage, it connects to the inboard aileron
bellcrank. The inboard bellcrank is a pre-assembled item, like the outboard
bellcrank (mounted to the BL 114 rib).

NOTE: For the pressurizedLancair IV, the bottoms of the bellcrank

supports are slightly modified. The modifications are shown in
Section F of this chapter. The drawings in this section all show the
unmodified supports, so keep this in mind. You'll probably want to
incorporate the modified support shape before bonding the sup-
ports into the fuselage. If you have already bonded unmodified
supports into the fuselage, it is easy to trim them in place.

NOTE: Depending on the date your fuselage was shipped, you may
or may not have to add a 6 BID carbon fiber laminate to the inside
of the fuselage under the cabin door area. Read Section E of this
chapter before continuing. If you have to add the carbon fiber
reinforcement, it is easier to apply the laminate BEFORE the
bellcrank supports are installed.

Inboard aileron bellcrank

Figure l 7:A:l

Lnneair lnlernnlionnl Inc., Re pre sen led by Neico Avinlion Inc:., Copyrighl e 1993, Redmond, OR 97756
Al. Insert the long aileron pushrods into the wings and connect them to the outboard
(BL 114) bellcranks. The ailerons should also be connected to the outboard
bellcranks so you can move both ailerons by pushing and pulling the long
pushrods.

A2. Slide the wings into the fuselage. To do this, you will have to grind out a hole in
both fuselage sides for the long aileron pushrods. The pushrod should be centered
in the 2" diameter BL 25.5 rib hole. Start with a small fuselage transit hole to see
that you are properly centered on the pushrod. Then slowly expand the hole to a
slightly oblong shape, 2 1/2" high by 2 1/4" wide. Complete the wing installation
by sliding the wing bolts through the bushings and resting the rear spar on the
wood locating block.

A3. Each inboard aileron bellcrankis mounted to two supports, one forward, one aft.
The forward bellcrank support is shorter the the aft. Use the templates on
Blueprint A-252 to cut the supports from the 3 ply per side prepreg panel.

A4. Position and fit the bellcrank supports as shown in Figure 17 :A:2.

Bellcrank support locations

Figure 17:A:2

2 1/2" rr=- I--------

14 1/4"-'I Fwd shear
/panel
Aft
bellcrank
Level
----I
Fwd
support--~~I
bellcrank
~-support

Fuselage bottom

L11ncoir Inlernalional Inc.,Ilepresenled by Neko Avlalion Inc., Copyrighl lfl1993,Redmond, OR 97756

A5. Remove the core from the bellcrank supports as shown in Figure l 7:A:3.

A6. Reinforce the careless areas of the bellcrank supports with 4 BID, overlapping l"
onto the original laminates.

Coreless Areas of Bellcrank Supports

Figure 17:A:3

Aft bellcrank
support

4 BID in careless
area, overlapping
1" onto original Fwd bellcrank
surface.

Remove FWD
laminate and

Remove AFT 4 BID in careless

4 BID in careless laminate and core area, overlapping
area, overlapping in th is area. 1" onto original
1" onto original surface.
surface. (Aft side
of support.)

L~;;~=,,i!!!;=6?~=4=,.=~=A=1.=n=:......:N~~-_JI
~AIV'~l"IL 117.81 . L.:::.__j
1-'-ch-'a"'p-'-'te=-r-=-17'----'--RE_v_._::.:PB=1s=-n"-'-1=-=5-=-9c::s_--1-+*-li

Lancair International Inc .. Represented by NeicoAviatlon Inc., Copyright Cl 1998, Redmond, OR 97756
AILERON CONTROLS
A7. Form a 118 -114" deep trough in the core of the bellcrank supports where they will
be bonded to the fuselage sides.

AB. With 40 grit, sand the areas of the fuselage sides where the bellcrank supports
will be located. Clean these areas with MC.

A9. Bond the bellcrank supports to the fuselage sides with a thick epoxy/micro
mixture.

AlO. Secure the bellcrank supports to the fuselage with 2 BID as shown in Figure
17:A:4. Cover the entire faces of the bellcrank supports with the 2 BID in the
coreless areas and overlap onto the fuselage sides 1 ".

Securing bellcrank supports to fuselage sides

Figure 17:A:4

2 BID wraps onto

fuselage sides by
1"

2BID

I
Mt
bellcrank
support
----.......

This coreles:::::
(aft side of support) Notice how 2 BID
is covered with 2 covers the entire
BID just like the supports in the
other coreless areas coreless areas.

L.: ~,;: .':!=;~ *~ ~ :4:: : 1: :~: : :~: : : : : '.8: : : : : 1.: : :,R_: : : : : : . ~W~!:_ __Jl[:~~:~::]ri--~-h_a_,_p~.:.:e.:_~-~'-7 C-O--'--N-~-~-L-S_(_Pr_P_!'-s:-~-12--~-:4-d-)
.. __ --ti*tl
Lnncalr lnlernational Inc., Represented by Ne kn Aviation Inc., Copyright 0 1993, Redmond, OR 97756
Al 1. Align the inboard aileron bell crank as shown in Figure 17 :A:5. Find the center of
the phenolic blocks and align by drilling 1/4" diameter holes through the blocks,
and the bellcrank supports for the bellcrank mounting bolts. The holes should be
drilled perpendicular to the bellcrank supports.

Installing the Inboard Aileron Bellcranks

Figure 17:.k5

Aft bellcrank A/Cup

support
Fwd bellcrank .. - -
&U port LE"'d

_Phenolic Block
- (PH-1.DOO::s:.l.lixl.6)
@ =Inboard aileron bellcrank

Bclloronk support
{Fwd and oft)
TapwthiA end to l' :ii::l" C25 :z:Mmm)

4- Z711!" ___.,..
A/Cup I 1
I_ Phenolic support block location.
Inbdj Center the phenolic block with
the dimensions given.

NOTE: If the bellcranks have already been installed, previous instructions are
acceptable. This is not a mandatory change.
~=;;;;;~'~~rr. 41,-.A1a IV 1r~;:~~I:'-ch_a_p-te_r_1_1-----,---RE-v-.--PB-1s-,1-1--2-9--9-s--x----,i
L::Q~~:::::=':::::::::===&.llrl"ll!6.::::=::::"'-:::::__~~--_JL.,,.,.,,.,.,.,.,.,,.,.,.,.,.,.,.,,.i AILERON CONTROLS
La.ncair Internn.tionn.l Inc.., Reprei;ented by Neico Aviation Inc., Copyright G Hl96, Redmond, OR 97756
 1. Prepare the phenolic block and the bell crank support for the bonding of the
block. Clean with MC.
2. Bond the aft support block to the aft bellcrank support with Hysol. Align
the support block using the 114" holes that were drilled. If the bolt is left in the
hole during cure, it must be covered with mold release (or petroleum jelly, etc.)
Clamp the support block in place.
3. Prepare the forward phenolic block and the forward bellcrank support.
4. Align the forward support block with the block already bonded on the bulk-
head i<upport. One easy method of aligning the block is to drill a 1/4" hole
through the center of the forward phenolic block and through the forward
bellcrank support. Slide the AN4-31A bolt through the phenolic blocks and
through the forward bellcrank support.
5. Bond the forward support block to the forward bellcrank support with Hysol.
Clamp the support in place during bonding.
6. Reinforce the support blocks with 2 BID.

A12. Mount the bellcranks using AN4-31A bolts, AN960-416 washers, and AN365-
428A nuts. Be sure the phenolic blocks are preventing the bolts from squeezing
the supports together.

A13. Now that the inboard bellcrankhas been located, determine the final length ofthe
long aileron pushrod. Rotate the bellcranks so the top two holes are horizontal as
shown in Figure 17 :A:6. The long aileron pushrod should be cut so its inboard end
is 2" from the center ofthe mounting hole. This will allow enough room forthe rod
end insert and bearing. Be sure that the aileron is in the neutral position and the
other rod end bearings in the wing are all threaded past their saftey inspection
holes.

NOTE: Cutting the long aileron pushrods to length will require removal of the
wings. We know this is alot ofwork for just two cuts, but finding the proper length
of the long aileron pushrod is an important step for proper aileron set up.

Lnncair lntarnationnl Inc., Represented by Ncico Avintian Inc., Copyright Cl 1996, Redmond, OR 97756
 Finding the Length of the Long Aileron Jl>ushrod
Figure l 7:A:6

2.25
Inboard
aileron
bellcrank

Fuselage

Level at
neutral aileron

i
2.65
Long end
dowd TollL114-
bellcrank

Long aileron
pushrod (in wing)

Cut long aileron pushrod 2" short of the inboard be!lcrnnk

bolt hole to provide enough clearance for rod end bearing.

A14. While the wing is removed for cutting the long aileron pushrod to length, this is
a good time to install the EL6b aluminum insert and AN490HT-11P rod end.
Refer back to Chapter 8 (section K) and "Rod End Hints" in Chapter 7 (Section K)
for more hints on drilling and installing the rod end and aluminum insert.

Laneair lnt.erno.tionnl Inc., Represented by Ncico Aviation Inc., CopyrightC l99G, Redmond, OR 97756
 Installing Rod End and Aluminum Insert
Figure 17:A:.7

AN470AD4-24
AN316-5 rivet (2 req.) ~
check n t
EL6b
F35-14 ins rt
AN490HT-11P

0 20 ~~
0

Long aileron pushrod

A15. Reinstall the wings to the fuselage.

A16. The long aileron pushrod is connected to the inboard bellcrank with an AN3-10A
bolt, AN365-1032A locknut, and AN960-10 washer.

Connecting Pushrod to the Inboard Bellcrank

Figure 17:A:.8

lnbd
~ aileron
bellcrank

AN960-10
washer
AN3-10A
AN365-1032A /bolt

F35-14 rod end bearing

{inbd end of long aileron pushrod)
B. AILERON TORQUE TUBES

The aileron torque tubes are mounted on each side of the fuselage under the
armrests. They transfer the control stick movement (left and right) to the inboard
aileron bellcrank.

NOTE: In this section, the instructions will describe installation of one aileron
torque tube. There are, of course, two torque tubes, and both left and right torque
tubes are installed in the same manner.

Aileron torque tube

Figure 17:B:l

Aft mounting plate

Spacer
/ dwashers

t@~ @@
Aileron torque tube
(right shown)

/
Spacer

Aft bellcrank support

(Fwd not shown for clarity)
Fwd mounting ]]]"
"-@~
plate------i1111--11o.(VY

Phenolicsupport~~~~~lil>

Lnncnir International htc., Represented by Neico Aviation Inc., Copyright 01993, Redmond, OR 97756
B 1. Position the aft torque tube mounting plate on the aft bell crank support as shown
in Figure 17:B:2.

B2. Use the holes in the aft torque tube mounting plate as guides to drill #12 holes
through the aft bellcrank support.

Aft torque tube mounting plate

Figure 17:B:2

Fuselage

Aft
bell crank
Aft support
bellcrank
support"-
Aft torque tube
mounting plate
~ter\il'.l-e
0 . gee..
"Be11ril'.l-

/
Notch in support
ls required for end
21/4"
Fwd
bellcrank
/support
of torque tube.

A/Cup

Fuselage Lwd
bottom

B3. The aft bellcrank support needs to be notched so the torque tube and aft mounting
plate can be slid into position from the inboard edge. It is best to grind a small
notch first, then enlarge it as required while you fit the torque tube.

Lnncair Intc.maUonal Inc., Represented by Neko Aviation Inc., Copyright e 1993,Redmond, OR 97756
 B4. Secure the aft torque tube mounting plate to the aft bellcrank support with AN3-
5A bolts, AN960-10 washers, and AN365-1032A locknuts. Notice that there are
three washers between the torque tube and the bearing.

Locating torque tube

Figure 17:B :3

Aileron Fwd
torque mounting
Aft plate
mounting tube
plate

0
Phenolic
mounting
block
Engine
mount
reinforcement
(plywood)

-~-

Fw dmounting
plate

~
0
GD 0

utbd
-- 2 3/8" -

F uselage side - pr--

' -

~c:;i !'!~ =*= fjl: :=. a: : ~: : ~: 4: :~:=;:,=: : -.l'l_: :=: . .-="IV~!_____Jll~:~~~~]~i-AILE-c_h_a~p~_e_~-~-c-o~N-:'-o-L_S_<Pr_P_~-~s-9~-2-~~-:-~->-+~ii

Lnncair International Inc., Represented by Neko Aviation Inc., Copyright !O 1993, Redmond, OR 97756
B5. Insert the aft end of the torque tube into the aft mounting; plate and secure with
an AN365-428A locknut. The forward end of the torque tube should be centered
2 3/8" inboard of the fuselage sides as shown in Figure l 7:B:3. The torque tube is
angled up 10 (higher forward). When you are satisfied with your torque tube
position, use instant glue and a couple wood blocks to temporarily brace it against
the fuselage.

B6. Bolt the forward torque tube mounting plate to the torque tube as shown in Figure
17:B:3.

B7. Apply four layers of duct tape to the forward side of the forward mounting plate
to simulate the thickness of3 BID. (This is the same spacing method used to locate
the elevator and aileron spars.)

BS. Use the templates on Blueprint A-252 to cut two 1/4" thick phenolic mounting
pads. These pads will support the forward end of the torque tubes.

B9. Fit the phenolic mounting pad to the fuselage side. The phenolic pad should rest
flat against the forward mounting plate and 90 to the torque tube. You may have
to trim the bottom engine mount plywood angle forward a bit to fit the phenolic
pad in position. Be sure to notch the bottom of the phenolic pad so the torque tube
and forward mounting plate can be removed. See Figure 17:B:4.

Lnncnir Intcrm1tional Inc., Rcprcsenlcd by Neieo Avinlion Inc., Copyright e 1993, Ri:dmond, OR 97756
 Locating phenolic mounting pad
Figure 17:B:4

Phenolic To fit the phenolic block,

mounting you'll probably have to
block trim away some of the

/-=-
4 layers of plywood engine mount
duct tape
(temporary spacer)

Fwd torque tube

mounting plate

10
f Remember to position
phenolic mounting block
:Aileron torque tube with the three spacer
washers (AN960-416) between
the torque tube and the
mounting plate.

NOTE: The first production run of AL407 aileron torque tube mounting
plates had a very tight tolerance around the three AN960-416 spacer
washers. To enable the torque tube to twist and for easier alignment, grind
down a special set of washers to about .470" diameter for use in these areas.
Save the washers by taping them to the torque tube when not installed.
Later AL407 mounting plates have a larger hole on the torque tube side of
the bearing, so modified washers will not be required.

BIO. Sand both sides of the phenolic mounting pad with 40 grit. Also sand the area of
the fuselage side where the mounting pad will be bonded. Clean these areas with
MC.

Ell. Bond the phenolic mounting pad to the fuselage side with a thick epoxy/flox
mixture.

B 12. After the fl ox has cured, remove the torque tube from the fuselage. Ifpossible, try
not to break your temporary wood locating block loose because you'll need to
reposition the torque tube for drilling the mounting plate. Remove the four layers
of duct tape from the mounting plate.

o?f)JCA/A IV !1[~:~ ~]1-AILE. : C~h: aP!:.:~ e~:_N=.17:_C_O_NL:;=.:.:~c_L_S_(. .:;:.:3:.:e~.:.: .:~:.:6:.:.-9:.:e4:.:d)-+l-'lAl

Lnncair International Inc., Represented by Neico Aviation Inc,, Copyright Cl 1993, Redmond, OR 97756
B 13. Secure the phenolic mounting pad to the fuselage with 3 BID covering both sides
of the pad and overlapping 11/2" onto the fuselage. Also overlap the 3 BID onto
the plywood reinforcement that butts against the forward face of the phenolic.

Securing phenolic pad to fuselage

Figure 17:B:5

Fuselage side
I

OuLtbd BID_,...,,,
3 ""'-3 BID
Engine mount
Fwd reinforcement
plywood (bottom
piece)

Phenolic mounting block

L:C2~..:::=*==~=::.A:::v:::"L:::~:::~:::'4=::L.:::.R_=::::._~W~~---J'i[~~:~~]'i-AILE--=c=h=a!i:..p~"'eo'--r-=-~'--c-o-N'--"':'=-c.:~'-L-S-<_Pr_P_:~-:-~-28-;~-:3-d-J-++*+I
Lnncair Intcrnalionnl Int., Represented by NcicoAvlalion Inc., Copyrighl ID 1993, Redmond, OR 97756
 B 14. Reposition the torque tube and its mounting plates in the fuselage. Secure the aft
mounting plate with the correct hardware. When the torque tube is positioned,
is there a gap between the forward mounting plate and the phenolic block? Ifthere
is, you must fill the gap with an epoxy/flox shim. Ifthe fit is too tight, try removing
one of the spacer washers between the torque tube and forward mounting plate.
You can also replace one of these washers with a thin one (AN960-416L)ifneeded.

B15. Use the holes in the forward mounting plate as guides to drill two #12 holes
through the phenolic mounting pad.

B16. Secure the forward mounting plate to the phenolic pad using AN3-7A bolts,
AN960-10 washers, and AN365-1032A locknuts.

Securing forward mounting plate

Figure 17 :B:6

Phenolic mounting
block
Engine mount
Fwd plywood
mounting pla\..-'->.--1

AN3-7A bolt
Aileron
torque I/
tube
AN 365-1032A
locknut

~ ~ ';~ i! ! -:='; -:=~e'=-:=A-:=v-:=.l'. -:=~=-:=AJl=-:=l.-:=,;e_:= =: ._~IV~!_____JJl::~;~~~]1-AIL-C_h_aE~P~_e_~-~-C-O-N~:v-~-L-S-CPr_P_~-~:-:,,,-2-~~-:-:-)-+.._,,_-H

Lancnir Internalionnl Inc., Represented by NclcoAvialion Inc., Copyright e 1993,Rcdmond, OR 97756
C. AILERON PUSHROD COMPLETION

Three more pushrods are needed to complete the aileron control system. Two of
these pushrods are identical and connect the torque tubes to the inboard aileron
bellcranks. These are premade, 5/16" diameter pushrods. The last pushrod is
assembled from aluminum tubing and rod ends. It connects the two aileron
torque tubes and allows both control sticks to work as one.

Aileron pushrods
(inside fuselage)
Figure 17:C:l

Aileron torque
tube (right) These pushrods are premade
,~ 5/16" dia. rods and connect the
~ torque tubes to the inboard
bellcranks.

crossover Aileron torque

tube (left)

Cl. Install the aileron torque tubes and connect the long aileron pushrods to the
inboard bellcranks. Be sure the ailerons and the inboard bellcranks are in the
neutral position.

Lnm:alr lnlernational Inc., Represented by Neico Aviation Inc., Copyright 0 1993, Redmond, OR 97756
C2. Brace the aileron torque tubes in the neutral position as shown in Figure l 7:C:2.

Aileron torque tubes in neutral position

Figure 17:C:2

Aileron torque tubes in neutral aileron position.

*Torque tube crossover connects the vertical

(fwd) forks of the two tubes at points "A".
*Horizontal forks (aft) connect to the inboard
bellcranks at points ''B".

Lnncuir International Inc., Reprei;enled by Neico Avi11tion Inc., Copyright o 1993,Redmond, OR 97756
C3. As shown in Figure 17:C:3, assemble the two pushrods that connect the torque
tubes to the inboard bellcranks.

C4. Bolt the pushrods to the torque tubes using AN3-11A bolts, AN365-1032A
locknuts, AN960-10 washers. Use AN3-10A bolts to secure the pushrods to the
inboard bellcranks.

Connecting torque tubes to bellcranks

Figure 17:C:3

F35-14 F35-14rod
rod end
bearing AN960-10 end Jear.::3-llA
washer
....... ; I bolt
JI
5/16" dia.
pushrod
,,
AN960-10
washer (3 req.)
:~ AN3651032A
locknut

Inboard
a
F35-14
rod end
F35-14rod
aileron
bell crank a a bearing AN365-1032A
locknut
~o
~
AN960-10 #
washer/"
To BL 114 AN3-10A
bolt
bell crank

Lancair Internnl.ionnl Inc., Represented by Ncko Aviation Inc., Copyright :i 1993,Redmond, OR 97756
C5. Measure the distance between the torque tube forks where the crossover tube will
be installed. Measure from hole center to hole center. Subtract 4" from this
distance and cut a 1" dia., .065" wall aluminum tube to that length. (For example,
ifthe distance between the hole centers is 42", then cut the aluminum tube to 38''.)

C6. Slide EL6 inserts and AN490HT-11P rod ends into both ends of the aluminum
crossover tube and rivet them in place with AN4 70AD4-20 rivets. Again, refer to
the previous sections dealing with pushrod construction for more info on riveting,
deburring, etc ..

Torque tube crossover

Figure 17:C:4

AN490HT-11P

c~:~~!t ________i!_~_e_6r_t::--,ro/dend
I
e:i o c!IJ o
1~
1<-------------------~1
4
X- " ~I -t
a ctF /
1" x .065" aluminum crossover tube 7 F35-14
rod end
bearing

X"

--u---:r'-!11!"4-~~~~~-Ailerontorquetubes~~~~~~-ti~;;;t::/!::
in neutral position

L11ncuir Internnlion11l Tue., Represented by Neko Avlnt!on Inc., Copyright e 1999, Redmond, OR 97756
C7. Bolt the crossover tube to the torque tubes with AN3-11A bolts, AN365-1032A
locknuts, and AN960-10 washers.

Securing crossover to torque tubes

Figure 17:C:5

AN960-10
washe\

'!! F3514
Ii"-.. rodend
bearing

NC up

FWD

~~n torque tube

Lnncnir Internntionnl Inc., Represenled by Neit::o Aviation Inc., Copyright e 1993,Rcdmond, OR 97756
D. CONTROL STICK INSTALLATION

Although the control sticks are not needed at this time, you can go ahead and
install them just to say your aileron control system is complete. Like the aileron
torque tubes and bell cranks, both control sticks are installed in the same manner.

Control sticks
Figure 17:D:l

Elevator
reinforcement
bracket
Control
stick ____,,....,... /
(Left)

'Aileron
torque
tube
{Left)

L'.C2~"'.::::~==~==.&=.,.="=l:=rl"7/!ll.=A=~=D===-~W~.!'.____JII~~~~~]1--~'-h'-'a"';-~-~-~-7-C_O_,N_::--'~-L-S_(_Pr_P_~-~s-9~_2_~-~:-:-)-tt7ttl
Lancair Inlernutional Inc:,, Represented by Neico Aviutlon Inc,, Copyright ce 1993, Redmond, OR 97756
Dl. Insert the plastic bushings into the large, bottom hole of the control sticks.

Nylon control stick bushing

Figure 17:D:2

Bottom of the
control stick

Insert plastic
bushings into
control stick
housing

Lnncair International Inc., Represented by Neko Aviation Inc,, Copyright e 1993,Redmond, OR 9775G
 D2. Place the control sticks into the aileron torque tube as shown in Figure 17:D:3.
The elevator reinforcement brackets should be on the outboard side of both
control sticks.

Installing control sticks

Figure 17:D :3

Small
cotter

pi'i AN4-16
/bolt

I.
AN310-4 /
castle nut

AN960-416
washers (2 req.) Control stick (with
plastic bushings installed)

NOTE: Tighten castle nut only until

there is no slop in the stick. Tightening
too much will prevent easy elevator movement.

D3. Secure the control sticks to the torque tubes with AN4-16 bolts, AN960-416
washers, AN310-4 castle nuts, and small cotter pins. Tighten the castle nuts until
there is no slop in the sticks, but they can be easily moved without binding. You
may want to hold off on inserting the cotter pins until later in construction
because you'll probably remove and install the sticks a few times. Remember
though, secure the castle nuts with the cotter pins before the first flight.

Okay, go ahead and move the control stick and watch as one aileron goes up and
the other goes down. It's amazing how this simple function can keep a builder
entertained for hours. Enjoy.

L.: :~" ~="!.:,~ *~ ~ : :. .a: :v: :li,. : :~: :~: :'4=: :1.: :,R=: :':. _:"IV~!_- _J'i[~ ~ ~:1i1-AILE-=c-'-h" a"'- p~_e_~_~_c_o_Ni-=. : -'__-~_L_S_<_Pr_P_~~-:-~-2s_i~-:3-d_l
v --1-rrti
Lnncnir lnlcrnnUonal Inc., Represented by Ncico Avialion Inc., Copyright e 1993, Redmond, OR 97756
E. FUSELAGE SIDE REINFORCEMENT

NOTE: The procedures in this section apply to earliermodelLancair

IV pressurized fuselages only. If the small section of core material
shown in Figure 17:E:l has already been removed at the factory, you
have a later model fuselage and do not need to add the 6 ply carbon
fiber reinforcement (as this has also been done for you at the
factory).

For the pressurized Lancair IV, a 6 BID carbon fiber reinforcement is required to
stabilize the fuselage side in the cabin door area. A small section of core material
must also be removed from the fuselage side to accomodate the gear box corner
bracket (see Chapter 19). As noted in Section A, this layup is easier if you do it
before installing the inboard aileron bellcrank mounts, but if you have already
installed these pieces, the inconvenience is minor. Simply slice the carbon fiber
laminates to fit around the bellcrank mounts as shown in Figure 17:E:2

Lancuir International Inc., Represented by N!!ico Aviation Inc., Copyright a.:i 1993, Redmond, OR 97756
 This page has been deleted!

L1uu:a!r Internc.tional Inc., Rcprl!llentod by Neice Avintion Inc., Copyright IC 1997, Redmond, OR 97756
This page has been deleted!
 This page has been deleted!

~::;;;~!!!lio!~!if..&",.,,,A"a w 1r~~:;;"I!
~(2~'.:::::=:::=:::'llil"'=:::~=:::=::::::lrllO..=:::~~_!'._---Ji.,"'''".)
Chapter17 REV. PB17/10-15-97
AILERON CONTROLS
Lancair lnterno.tionnl Ine., Rcprc11entcdby Nnfoo Aviation Inc., CopyrightO 1997,Redmond, OR 97756
F. BELLCRANK SUPPORT MODIFICATIONS

Because of expansion and contraction. of the fuselage during the pressurization

cycle, the bottoms of the AL406 bellcrank supports must be trimmed to prevent
delamination. This can be done quickly and requires no re-glassing.

AL406 bellcrank supports

Figure 17:F:l

Bellcrank support
(fwd or aft)~

11/2" fwd support~

3/4" aft support~ ___
....;:... __. .........
This point is just
below the apex of
Remove shaded portion of the fuselage curve.
bellcrank support. (Not a critical di-
mension)

Fl. Trim the forward and aft bell crank supports as shown in Figure 17:F:1. A Dremel
tool with a pointed carbide bit will make fast work of this.

F2. To provide a finished look to the trimmed supports, remove 1/4" of core from the
area you just cut out and fill the trough with micro.

Lancuir Inlemat!onal Inc., Represented by Ncico Aviation Inc., Copyright IC 1993, Redmond, OR 97756
G. AILERON STOPS

The aileron stops are bonded to both sides of the fuselage, fwd of the instrument
panel. The torque tube crossover strikes the stops, which are adjustable.

Aileron stops
Figure 17:G:l

Bottom fuselage .;f/ Aileron stop

shell fl' /assembly (left)

'Y ~
:;.--
~.
Aileron stop
assembly (right)

Aileron
torque tube
(Left)

Aileron
torque tube
(Right)

Lnncair Intenw.tional Inc., Represented by Neico Aviation Inc., Copyright e 1993, Redmond, OR 97756
Gl. There are two pieces of aluminum "C" channel, each 1" wide, provided in the kit.
Drill a 1/4" D. hole in each piece as shown in Figure 17:G:2.

G2. Use a file to round the outer corners of the "C" channel pieces as shown in Figure
17:G:2. This will allow fiberglass to be laid over the "C" channel.

G3. Scuff the outer surface of the "C" channel with 40 grit sandpaper.

"C" channel used for aileron stops

Figure 17:G:2

Round outside corners .... , , - - - - - - - - - - - - - - - - - , .

of ahnninum "C" channel................_.----..,.--,...------.tjf
with a file in preparation
for applying BID.

11/4" x 1 5/8" x 11/4"

Alum. "C" channel (6061-T6)

1/4" D. hole,---
centered on channel

G4. Install a 1/4-20 carriage bolt (93548A546) into the two 1/4" D. holes you drilled
in Step El. Lock the bolts in position with 1/4-20 stop nuts (91078A029), leaving
1/4" of thread exposed under the head of the bolt for later adjustment. See Figure
17:E:3.

~a~~=*="=.4:::::..:1: ~:::::~='AJl="'=l~::..~IV=-:!..___Jlr:~ :~ ']1- AILE- =Cc: hc: cap"-~- e~-17N- -c_o_N,_REV: .;TR_;c~- L-S_(_Pr_P_:~-:26-~-.~-:- 4-d-)-t-+*7i
Lnm:nir Jnternntionnl Inc., Represented by Nelc:o Aviation Inc., CoPYrlght 0 1993, Redmond, OR 97766
G5. Adjust the control sticks to a neutral position of20-21. The ailerons should be in
neutral in this condition. At full aileron throw, the control sticks will move 25
each side of neutral. Do not adjust the sticks to a more vertical position (less than
20) at neutral because your hand would hit the side of the fuselage before full
aileron travel is reached.

G6. With the control stick at full deflection measure the distance between the ends
of the torque tube crossover and the sides of the fuselage. These dimensions,
which may be slightly different left and right, will give you the overall length of
the aileron stop assemblies. Cut the "C" channel so the aileron stop assemblies
match the dimensions, as shown in Figure 17:G:3.

Trimming aileron stop assemblies to length

Figure 17:G:3

Rod end bearing

Crossover tube

Aileron torque tube

A/Cup

Loutbd

X" Fuselage /""'

side

. ---stop nut (91078A029)

~ One on each side of
Carriage bolt-+1 ' "C" channel.
(93548A546)

=:::J4114---Trim the "C" channel

1/4" to attain the X dimension

Lnncair InU:mntiorw.l Inc:., Represented by Nelco Aviation Inc:., Copyright e 1993, Redmond, OR 97756
G7. Double check the lengths of the aileron stop assemblies by temporarily bonding
them to the fuselage side with instant glue. The heads of the crossover tube rod
end bearings should strike the center of the carriage bolt head at full aileron
deflection (control stick 25 left and right).

GB. Use epoxy/micro to permanently bond the aileron stop assemblies to the sides of
the fuselage.

G9. Remove the carriage bolts and stop nuts from the aileron stop assemblies.

G 10. Apply 3 BID to the "C" channel pieces, overlapping onto the fuselage sides l". The
fiberglass adheres to the aluminum better if you spread a thin film ofHysol onto
the aluminum before applying the glass.

Securing aileron stop assemblies to fuselage

Figure 17:G:4

3 BID over "C"

channel
Crossover tube

Use carriage bolt to adjust

aileron travel. Lock carriag
bolt in place with stop nuts.

"C" channel is bonded

to fuselage side with micro

Fuselage side----"1

Gll. When the 3 BID has cured, redrill the holes for the carriage bolts.

G 12. Install the carriage bolts and stop nuts again, adjusting the bolt for proper control
stick and aileron deflection. Tighten the stop nuts to lock the stop bolts in position.

Lnncuir International Inc., Represented by Neieo Aviation Inc., Copyright e 1993, Redmond, OR 97756
 CHAPTER18
(Pressurized version)
REVISION LIST

The following list ofrevisions will allow you to update the Lancair IV construction
manual chapter listed above.
Under the "Action" column, "R&R" directs you to remove and replace the pages
affected by the revision. "Add" directs you to insert the pages shown and "R;' to remove
the pages.

Current
Page(s) affected Rev.# Action Description
18-1 0 None
18-2 P3 R&R Added NOTE after Figure 18:i:l
18-3 thru 18-17 0 None
18-2 PB9 R&R Revised

L.:::(2~:!:=*=~=1,.=""=~=A=l..="""-=D:=:_~IV~!!:____JII' ~~:~ J1-_ _: :C: :h:;: Jap: t: : er~l~'=!-in_:R.Ev:.:;:d:. :o:. .~-s:. . :P:.:B: 9:. .:./. . :1:.:1:. . :B:. .9:_;4:_ - H*l-I
Lnnc.nir Internntionnl Inc., Represented by Ncko Aviation Im:. CoPYrighl C 1994, Redmond, OR 97756
 CHAPTER IS
WINDOWS
(Pressurized version)
REVISIONS
From time to time, revisions to this assembly manual may be deemed necessary. When such revisions are
made, you should immediately replace all outdated pages with the revised pages. Discard the out dated
pages. Note that on the lower right comer of each page is a "revision date". Initial printings will have the
number "O" printed and the printing date. All subsequent revisions will have the revision number followed
by the date of that revision. When such revisions are made, a "table of revisions" page will also be issued.
This page (or pages) should be inserted in front of the opening page (this page) of each affected chapter. A
new "table of revisions" page will accompany any revision made to a chapter.

ARROWS
Most drawings will have arrows to show which direction the parts are facing, unless the drawingitselfmakes
that very obvious. ''A/CUP' refers to the direction that would be up ifthe part were installed in a plane sitting
in the uprightposition. In most cases the part shown will be oriented in the same position as the partitselfwill
be placed during that assembly step. However, time goes on and changes are made, so careful attention
should be paid to the orientation arrows.

CONTENTS
1. INTRODUCTION
2. SPECIAL PARTS, TOOLS & SUPPLIES LIST
A.PARTS
B.TOOLS
C.SUPPLIES
3. CONSTRUCTION PROCEDURE
A. PREPARING TOP FUSELAGE SHELL
B. PREPARING WINDOWS
C. WINDOW INSTALLATION
4. PHOTO PAGES

~C2"'; '!':.=:;:,:! !,S#0: :~gA~; ;:,~ ~ '.Al~l.~J'fl_~ _: !W~!'.__

_ _Jlll~-~Ji-__,C: .:h"'a"'p: : t~"-r-=l: .8_0_WLRE_8_;-~-es_s_uri..:.o.:....~-=5-~~'--"--93=-----ttB
J..ancnir International Ine., R.cpreoonted by Neico Avintion Inc., Copyright ll!l 1992,Rcdmond, OR 97756
 1. INTRODUCTION

There are five windows to be installed in the top fuselage shell (one windshield
and four side windows. This chapter deals with the installation ofthe windshield,
right side windows, and the left rear window. The left front window is installed
during the cockpit door construction in Chapter 28.

A protective film is applied to all windows at the manufacturer. This is a

wate:rbased protectant and should be left on the windows until you have
completed the airplane to avoid nicks and scratches.

Windows
Figure 18:i:l

Top fuselage shell~~,__----- Windshield

(3/8" thick)

Right rear
window
(1 /4" thick) Right front
window
(1 /4" thick)

NOTE: The pressurized Lancair IV has thicker side windows than

the unpressurized version. If you have a pressurized IV, please
double check that you have the 1/4" thick side windows
(the unpressurized side windows are 3/16" thick).
The windshield of both versions are the same thickness.

~c:::;;t~~~*:::~4~v::~!lf"'lllA11.,_;e:::.._~W_.!!__ __JJr~;:; ,. _
__::C:::h:.:::a!'..pt=e.::.r.::.1!rnn::_-'-:-~-s-<_P_r-es-:-;-9-'1_11_919_4_--+BH,
Lani::nir Inlernntional Int., Repreeenled by Neico Avi.ntian Inc., Copyright Cl 1992, Redmond, OR 97756
2. SPECIAL PARTS, TOOLS & SUPPLIES LIST

A. PARTS

1 Upper fuselage shell

1 Windshield (3/8" thick)
2 Forward side windows (1/4" thick)
2 Aft side windows (1/4" thick)
Lower fuselage assembly

~~""'::::_=~-=,"'.'.:~@::G;==="=~=,.=1.=,;e~':._~W~!____jlf ~~:~ ]1--=c:.:h=ap"'t=~:_:::1s=---o-wLRE_s_;Pre--s-sun_o.: . _:. . ~-=5d- -:- -9:.:3=- - -w.1A-1

Lnncair Intemnlionul lnc., Represented by NcicoAvialion Inc., Cnpyright ll'!l 1992, Redmond, OR 97756
B. TOOLS

High speed angle grinder

40 grit abrasive wheels for angle grinder
Drill
3/16" drill bit
Dremel tool
Drum sander

Lancuir Jnternnlinnnl Inc., Represent.eel by Nckn Avinlfon Inc., Cnpyright e 1992, Redmond, OR 97756
C. SUPPLIBS

Epoxy
Hysol
Micro
Flox
MC
40 grit sandpaper
Paper towels
Fiberglass
Electrical tape
Mixing cups
Tongue depressors

J..uncuir Inlernutionnl Jne., Represented by Ncico Aviation Tnc., Copyright e 1992, llcdmond, OR 97756
3. CONSTRUCTION PROCEDURE

A PREPARING UPPER FUSELAGE SHELL

The window outlines are scribed into the upper fuselage shell. The smaller
outlines are intended for the pressurized version.

Upper fuselage shell

Figure lB:A:l

Top fuselage shell

Trim fuselage to smftller

scribe lines.

Al. Trim the upper fuselage shell to the window scribe lines. Some earlier fuselages
have two sets os scribe lines. For the pressurized version, you must trim the top
shell to the smaller scribe lines. Be careful, the edges of the fuselage shell are
sharp! A drum or flapper wheel type sander works well for sanding the radius in
the window corners.

A2. Place the upper fuselage shell upside down on a low bench so you can easily reach
the inside surface around the window areas.

J,11nc11ir lnlemnlinnnl Inc., Represented by Neice Avinlion lnc., Copyrii:ht <!!11992,Redmnnd, OR 97756
 Trimming to window scribes
Figure 18:A:2

......- - - - Bevel window cutout

.4 on outer edges for a
smoother fit.

Outbd
11111>

i---Top fuselage shell

A3. Bevel the edges around the window cutouts about 45. Later, after the windows
are installed, you will have to some more careful trimming of these edges.

J,ancnir lnlem.11.lionnl Jnc.,Rcprcecnted by Ncico Aviation Inc., Copyright 4:>1992, Redmond, OR 97756
B. PREPARING WINDOWS

The windows provided in your kit are oversized and must be trimmed down before
bonding them to upper fuselage shell.

Here's some do's and don'ts for handling plexiglass that have been learned from
much ($$) experience.

DO: Leave the protective barrier on as much ofthe windows as possible for as long
as possible.

DO: Cut the plex:iglass with a band saw or an angle grinder. The band saw should
have a fine tooth blade an be set on low speed.

DO: Always keep the plexiglass held firmly against the working surface when
cutting or trimming. An old section of carpet on your work bench lessens the
danger of scratching the plexiglass.

DON'T: Cut plexiglass with a reciprocating blade, like a saber saw.

DON'T: Drill holes through plex:iglass. It's too easy to crack.

DON'T: Clean plex:iglass with acetone or MC. They may not seem to affect the
surface, but these chemicals dry out the plexiglass and cause later discoloration.
Cleaning should be done with isopropyl (rubbing) alcohol.

Bl. Set the windows into their respective locations. On pressurized versions, the
windows must be 2" larger than the cutouts. This will provide a 2" wide bond
between the windows and fuselage. For cutting large areas of plexiglass, a band
sawworkswell.Forthesmallertrimmingjobs,useananglegrinderwitha40grit
abrasive wheel. And be careful! The plexiglass is tough stuff, but ifyou try to cut
too fast, or drop a window on the floor, the plexiglass can break. It is also a good
idea to remove the protective barrier only in the areas that you are cutting or
grinding. This will prevent the protectant from contaminating later bonds.

Note: Take your time cutting and trimming the windows. If you are rushed, then
you are more likely to damage the windows. More than one builder has lost control
of a high speed grinder and permanently engraved the plexiglass with unwanted
graphics.

~~f":~~ll"::~~i!!=~=t1!l===~:r~r=A=-=1.=~=n~~IV~'!....___J/f ~;-~ ]1- =c:.: h=a"-pte=WJND: . r-=1s=-0_wLRE_8_;-~-s_s_un_o.-~-5d_-~_-_93_ _

-tt-lE+I
Lanc:nir lnlernulianal lnc., Rcpre11enlcd by Neico Avintion Tnt., Copyright !fl 1992,Redmond, OR 97756
 Fitting windows
Figure 18:B:l

Window----...

Outbd

Top fuselage shell

Wood blocks help locate/
the windows for installation

NOTE: The drawings in this chapter will all show one,

generic view of a typical window installation. All side
windows and the windshield ere installed similarly,
(bonded from the inside of the top fueelage shell).

B2. Carefully locate the windows in the upper fuselage shell.Use instant glue to bond
a few temporary wood locating blocks (1/2" x 112" x 1/2") to the fuselage. These
blocks will hold the windows in place and free up your hands for other work.

J,nneuir lnlemutional Int., Rcpreoonl..ed by Neico Avinlirm Inc., Copyrighl 10 1992,Rfldmnnd, OR 97756
B3. To clamp the window against the fuselage when bonding, use 3/16" diameter bolts
(hardware store variety is fine). Drill 3/16" diameter holes every 4" around the
perimeter of the windows. The holes should be centered about 1/4" away from the
edges of the plexiglass. Don't drill through the plexiglass!

Using bolts t.o clamp windows in place

Figure 18:B:2

Protective barrier
(applied at factory) - -.... Protective barrier
(applied at factory)
Window

Bolts are used as a clamp

t.o hold window in place 3/16'' nut and washer
for bonding. (Hardware st.ore variety)

Top fuselage shell

B4. Do a trial clamping run with no adhesive to figure out the proper lengths of the
bolts. Large area washers should be inserted on the bolts, then the bolts should
be slid through the holes you drilled around the windows. Insert the bolts from
the inside. Use small washers and nuts on the outside surface to tighten the bolts.
There will be gaps in some areas around the perimeters ofthe windows, especially
around the windshield, but these gaps will be filled with adhesive. Because of the
differences in ply thickness, it would be impractical to try to get a perfectly even
recess around all the windows. Do not grind away carbon fiber thickness to get
a flusher fitting window!

J,nncnir Tnlcnmlinnnl foe., Represented by Ndco Aviation Inc., Copyrighl ll!l 1992, Redmond, OR 97756
B5. While you have your windows located, draw a reference line on them showing the
edge of the cutouts. You will use this line to trim away the protective material.

B6. Remove the windows from the top fuselage shell.

B7. Peel away the protective material from the both inner and outer surfaces of the
windows in the bonding areas as shown in Figure 18:B:3. There should be a 1/2"
clear space between the protective material and the bonding areas. Use the
reference line you drew in Step B5 as a guide for removing the material.

Protecting windows from adhesive

Figure 18:B:3

Protective barrier
(applied at factory)
Protective barrier
(applied at factory) Tape protects window areas
where barier has been
removed. Electrical tape
works best.

Window .............
t
W'

Top fuselage shell

BB. Apply a layer of 1/2" wide electrical tape to the outer surface of the windows,
covering the narrow clear areas between the protective barrier and the edges of
the fuselage cutouts. The edge of the electrical tape should be held just short (1/
8") of the cutout edges. After the windows have been glued in, the tape will be
removed, leaving a sharp, clean edge around the windows. So treat the masking
tape application carefully and make the corners smooth and round.

~~""~='!!.=:.~~~!if:::fj~=A=w=~="'~='A/=l..=.R_=':..._.~W~!:____J11.:1i-~~]1--=C=h=aps:.:t:=~_:_r::::l8=--0-WLRE_S_;Pre--s-sun_o-'-_'- ~-5d_-~_-9 3'----+P.~

__
Luncair International Inc., Rcprei;ent.cd by Ncico Aviation Inc., Copyright C 1992, Redmond, OR 97756
B9. Clean the bonding areas of the windows with alcohol. Clean right up to the "B
electrical tape.

BIO. Use 40 grit to sand the bonding areas of the windows. Sand thoroughly so no
"glossy" areas remain. Be careful while sanding up to the electrical tape edges not
to damage the tape.

Bll. Reclean the bonding areas of the windows with alcohol. The windows are now
ready to be installed.

~<::;2~'.':::==*="=1,.:::::~:::::r:::::m:::::,...:::::~=~=m=-~IV~!'.____Jli 1~-~ ]1- =C-=h: .apo.:tWIND=er'-'1:.: s'- o. l.~-~-;-~-e-s_s_un.: . o_'-~-=-5d'- ~'- 9'-"3- 1-+~*l-l
J.11m:uir Jnlc.rnutionnl Inc., Reprellllnlcd by Nnico Avintion Inc., Copyright e 1992, Redmond, OR 97756
C. WINDOW INSTALLATION

The windows are bonded in position with Hysol structural adhesive. The bond is
reinforced with 4 BID from behind.

C 1. With 40 grit, sand the inner surface of the upper fuselage shell where the windows
will be bonded.

C2. Clean all bonding areas with MC. (Except the windows, of course. These are
cleaned with alcohol.)

Note: You don't have to bond all the windows in at the same time. If you're
alone, best not push your luck and stick to bonding one or two windows in
at a time.

l.ancnir lnlcrnnlionnl Jnc., Reprollllntcd by Ncim Aviation Inc., Copyright e 1992, Redmond, OR 97756
 C3. Bond the windows to the fuselage with Hysol. A little flox mixed in with the Hysol
helps with consistency. Snug up the clamping bolts just enough so you get a
squeezeout, but not so the outer surface of the fuselage is deformed. Ifthere is still
Hysol squeezeout but no skin deformation, tighten all the nuts just a bit more and
recheck.

Use a modified tongue depressor to scrape away the excess Hysol and form a small
radius around the perimeter of the fuselage cutout. Scrape away enough Hysol
so the edge of the electrical tape is visible. Don't let you any drips or yucky fingers
touch the unprotected plexiglass.

While the windows are curing in position, you should place the top fuselage shell
in position on the bottom fuselage and secure with a few clecoes. This will hold
the top shell at it's proper width and prevent undo stresses on the windows.

Bonding in windows
Figure 18:C:l

Protective barrier
... i.---Protective barrier

Window----... .,.:.ii~---Hysol forms a small

fillet around window edges

Try not to deform top

fuselage shell by tightening
bolts too much.- a..

~(d2~ : ;:*;: : : : :Jl=: : : ;: :v: :=: "':~: A:A'.~': D~- -=W~!'.__

_ _Jl/"1;-~~]1---"C-"h-=ap"-te'-'-WIND-r _s_s_un_o_-~-5d_-~_-9_3_ _*~
_18'--0-W._RE_S_;Pre-
Lnncair lnlcrnntionnl Inc., Reprcoonl.ed by Neico Avinlirm Tm:., Copyrighl e 1992,Rcdmond, OH 97756
C4. After the Hysol has cured, remove the top fuselage shell from the bottom and put g
it back on the low workbench.

C5. Remove the clamping bolts around the windows.

C6. With 40 grit, sand the inner surface of the windows and the top fuselage shell
where the 4 BID reinforcement will be applied. Remember, there should be no
glossy surface left in the plexiglass area that will receive the laminates. It is
highly suggested that you apply a layer of electrical tape to the inner surface of
the windows around the perimeter of the fuselage cutouts (just like you did on the
outer surface before bonding). This electrical tape will keep wayward epoxy or
fiberglass off the clear unprotected surface.

C7. With alcohol, clean the plexiglass where the BID tapes will be applied. Clean the
carbon fiber areas of the fuselage with MC.

Lnncu.ir Intenw.tlonnl Inc,, Reprei;cnted by Neico Aviation Inc:., Copyright 0 1992,Redmrmd, OR 97756
CB. Fill the area between the edges ofthe plexiglass and the fuselage core with a thick
epoxy/micro mixture as shown in Figure 18:C:2. If the distance from the outer
edge of the windows to the beginning of the fuselage core is greater than 3/4",
filling the entire depression is not necessary ,just apply a micro radius around the
window edge for a smooth BID transition. This micro will also fill the bolt holes
in the fuselage.

C9. Apply 4 BID, 4" wide strips to reinforce the bond between the windows and the
fuselage shell. It would be impossible to do these laminates in one piece for each
window, so segment the laminates and overlap them onto each other by 1". Use
the electrical tape as a reference. Carefully position the edges of the 4 BID
laminates in a straight line, about 1116 - 118" away from the edge of the masking
tape. Using a gentle touch on the fiberglass, it's fairly easy to get a good straight
edge and save yourself some tricky sanding later. Another time saving suggestion
is to use peel ply on these laminates for a smooth finish ifyou later want to simply
paint around the windows.

Reinforcing window/fuselage bond

Figure 18:C:2

i.I
Window - - - 1....

Protective tape - -............

Hold edge of 4 BID

~
1116 - 1fg away from -----~illl'-rl
protective tape

Fill bolt holes with micro.

4BID, Sand micro flush with
4"wide fuselage skin after it cures.

Micro is used to
fill the gap between
window and core Top fuselage shell

If the core is more than 3/4"

away from the window edge,
apply only enough micro for
a smooth transition of the 4 BID

~~,F'~=~=~~?~~~;::::::::v::::~::::~::::::::Alll::::::::l'.::'=~:::D~~IV~~---J'':~.~-~~]1--c_h_a"""pte_WIND_r_1s_0_w~RE_8_;-~-8_8_un_o.-~-5d_-~_-_93_ _-rr.Xii
Luncnir lnlcrna.lhmal Inc., Rcprcr.cnt.ed by Ncico Avialinn fnc., Copyrii;hl e 1992,Rcdmond, OR 97756
ClO. For a nice, finished look to the outer edges of the window cutouts, bevel the edges
with a folded piece of 80 grit sandpaper. Of course, you must be very careful not
to scratch the unprotected plexiglass. You can also apply a small amount ofepoxy/
micro around the edges of the windows. The micro is much easier to sand than
Hysol. Another round of applying protective electrical tape before sanding is
worth the effort. You could still sand through the electrical tape, but it's better
protection than nothing.

Lnneair lnlemntional Inc., RcprooonlOO by Ncieo Aviation Inc., Copyright ofl1992,Redmond, OR 9775G
 CHAPTER 19
REVISION LIST
(Pressurized Version)
The following list ofrevisions will allow you to update the Lancair IV constniction
manual chapter listed above.
Under the "Action" column, "R&R" directs you to remove and replace the pages
affected by the revision. "Add" directs you to insert the pages shown and "R" to remove
the pages.

Current
Page(s) affected Rev.# Action Description

19-1 PC17 R&R Deleted Section D.

19-2 PClO R&R Removed reference to Mateo
19-3 and 19-4 PCll R&R Revised for one piece gear door.
19-5 1 None
19-6 PClO R&R Corrected Fig. 19:A:l
19-7 PC14 R&R Edited parts in paragraph A2.
19-8 thru 19-11 1 None
19-12 PClO R&R Corrected Fig. 19:B:l
19-13 thru 19-16 1 None
19-17 & 19-18 PClO R&R Corrected Bolt Length in Figtires
19-19 PClO R&R Removed reference to Mateo.
19-20 thru 19-22 1 None
19-23 thru 19-24 PCS R&R Changed Step CS
Corrected Figure 19: C: 5
ADDED PAGE 19-23.1
Corrected Step C9
Added NOTE after Step C9
Corrected Figure 19:C:6
Corrected Step ClO
19-25 thru 19-28 1 None
19-29 PC14 R&R Edited part no. in Fig. 19:C: 10.
19-30 thru 19-32 PC17 R&R Deleted Section D.
19-33 PCll R&R Edited text.
19-34 PClO R&R Corrected Fig. 19:E: 1
19-35 1 None
19-36 PClO R&R Corrected Fig. 19:E:3
19-37 thru 19-44 1 None
19-45 PClO R&R Corrected Fig. 19:E:lO:a
19-46 1 None

Lmieair Intc;rnntional Inc., Reprnsented by Neil:o Avintion Inc. Copyright<D l!l!J!l, Redmond, OR !l775G
 CHAPTER 19
REVISION LIST
(Pressurized Version)
The following list of revisions will allow you to up cla te the Lane air IV construction
manual chapter listed above.
Under the "Action" column, "R&R" directs you to remove and replace the pages
affected by the revision. "Adel" directs you to insert the pages shown and "R" to remove
the pages.

Current
Page(s) affected Rev.# Action Description

19-47 PClO R&R Corrected Fig. 19:F:l

19-48 thru 19-56 1 None
19-57 PCS R&R Corrected Step F20 & Figure 19:F:8:a
19-58 PC16 R&R Modified Fig. 19:F:8:b and procedure.
19-59 PClO R&R Corrected Fig. 19:0: 1
19-60 thru 19-65 1 None
19-66 PClO R&R Information no longer applicable.
19-67 PC14 R&R Removed page.
19-68 thru 19-70 1 None
19-71 PClO R&R Aclclecl note to I4.
19- 72 thru 19-80 1 None
19-81 PC15 R&R Edited part no. in Fig. 19:I:ll.
19-82 PClO R&R Corrected Fig. 19:J:l
19-83 PClO R&R Changed seat belt bracket.
19-84 1 None
19-85 0 None
19-86 PC13 R&R Edited hole size in Fig. 19:K:2:a.
19-87 0 None
19-88 PC14 R&R Aclclecl hard point to Fig. 19:K:3.
19-89 0 None
19-90 thru 19-92 PClO R&R Removed Mateo reference.
19-93 PC13 R&R Edited paragraph L7.
19-94 PClO R&R Corrected Fig. 19:L:3
19-94.1 PC16 Adel Setting the Toe angle.
19-95 thru 19-97 PCO None
19-98 PC17 R&R Changed section heading, added line
19-99 PC17 R&R Updated section with extension fairings
19-99.1 thru 99.6 PC17 Adel Updated section with extension fairings
19-100 PC17 R&R Updated section
19-101 PC15 R&R Edited Fig. 19-01
19-102 PC13 R&R Edited one piece gear door.

L~~=;j;=::'P-=::..&::::::1.:::~=::A=::l'.:::'D=:::__-='JV_!_
~---4L....avv-.l"lfl~ _ __Jl.I ~;-ii li---==C:.::h ap"-'t=er,_"'19"---'LR::E=:.v'-'.-"'-Pc=1s"'-1"-1--=2:::.5-.::.9:::.9_ _ffiH-1
. Main Gear Installation
Lnncnir Inrnr1111tionul Inc., Hepresm1ted by Neicn Avint.ion Inc, Cu11yrii;:ht l!lil!I, Jfo1b11ond, OR !J775G
00
 CHAPTER 19
REVISION LIST
(Pressurized Version)
The following list ofrevisions will allow you to update the Lancair IV construction
manual chapter listed above.
Under the "Action" column, "R&R" directs you to remove and replace the pages
affected by the revision. "Add" directs you to insert the pages shown and "R" to remove
the pages.

Current
Page(s) affected Rev.# Action Description

19-103 PC18 R&R Changed Fig. 19:0:3.

19-104 & 19-105 PC14 R&R Edited Fig. 19:0:4 & Fig. 19:0:5.
19-106 PC13 R&R Edited one piece gear door.
19-107 - 19-111 PCll R&R
19-112 PC15 R&R Added bluprint no.
19-113 PC13 R&R Edited Fig. 19:Q:3.
19-114 PC13 R&R Edited Fig. 19:Q:4.
19-115 PC12 R&R Corrected part numbers.
19-116 PC14 R&R Edited Figure number referred to in Fig.
19-117 thru 118 PCll R&R One piece gear door assembly.
19-119 & 19-120 PC13 R&R Not necessary clue to revisions.
19-121 thru 123 PC13 Add Mistakenly removed, please add.
19-124 PC14 R&R Edited part no. in Fig. 19:8:2.

L~,:m;;~~=*==~==""=w="l="~-=~=.a==~=~=:_-'JV~!___ I
~-=== _,
Lmc:iir ]1Ht1nal ion al Im:., H(pns1nt<'d Ii;' :-.:11<:0 :\\"i a tum Inc. l'oprn~ht
_JI 19_iii
.
I 1_ _

D l!J!l!l, Ilednu)nL Oil !l7i:iG

c_11~a1~Jt_e1_1_9~1_1_m_,,\_T._P_c_.,1_s_11_-_25_-_99_ _
Main Gear Installation
-t-f>o<*+1
.>C><
 CHAPTER 19
(Pressurized Version)
REVISIONS MAIN GEAR INSTALLATION
From tin1e totin1e, revisions to this assembly manual may be deemed necessary. VVhen such revisions are
inade, you should immediately replace all outdated pages \Vith the revised pages. Discard the out dated
pages. Note that on the lo\Ver right corner of each page is a 0 revision date 11 . Initial printings \Vill have the
number "0" printed and the printing date. All subsequent revisions \vill have the revision number follo\ved
by the date of that revision. \Vhen such revisions are made, a "table of revisions 11 page \Vill also be issued.
This page (or pages) should be inserted in front of the opening page (this page) of each affected chapter. A
ne\V ntable ofrevisions 0 page \Vill accompany any revision made to a chapter.

ARROWS
Most dra\vings\vill have arro\VS to sho\V\vhich direction the parts are facing, unless the dra\vingitself111alres
that very obvious. "A/C UP" refers to the direction that \Vould be up if the part \Vere installed in a plane
sitting in the upright position. Inmost cases the partsho\vn \Vill be 01ientedin the san1e position as tho part
itself\Vill be placed during that asse1nbly step. I-Io\vever, time goes on and changes aro n1ade, so careful
attention should be paid to the orientation arro\VS.

CONTENTS
1. INTRODUCTION
2. SPECIAL PARTS, TOOLS, AND SUPPLIES LIST
A. PARTS
B. TOOLS
C. SUPPLIES
3. CONSTRUCTION PROCEDURE
A. ASSEMBLING GEAR BOX
B. ASSEMBLING DOWN STOPS
C. INSTALLING GEAR LEGS
E. INSTALLING GEAR BOX IN FUSELAGE
F. INSTALLING GM 461 CORNER BRACKETS
G. INSTALLING GM 462 CORNER BRACKETS
H. GEAR BOX ACCESS PANELS
L HYDRAULIC CYLINDER INSTALLATION
J. AFT SEAT BELT ATTACHMENTS
K. JACK POINT INSTALLATION
L. MAIN GEAR WHEELS AND TIRES
M. MAIN GEAR UP STOPS
N. GEAR WELLS AND FAIRING EXTENSIONS
0. HINGING MAIN GEAR DOORS
P. MAIN WHEEL COVER
Q. MAIN GEAR DOOR ACTUATION
R. SLIDER SUPPORT WEDGE
S. MAIN GEAR DOWN INDICATOR SWITCHES

4. PHOTO PAGES

L~;;:;=L~;=~!'#.=
..="'=~=A=l.=~==-....:N~~-__JI li9-ll
~A'llll"Cl'..rU'-". L..::....:..J 1_C_h_a_,_p_te_r_1_9___,_ PC"-1_7_17_1_5_9_8_--tt~1'-tl
IR_E_v_.__
Main Gear Installation
.
Lrmcair International Inc., Reptesented by Neico Aviation Inc., Copyright 11198, Redmond, OR 97750
~
1. INTRODUCTION

The all metal main landing gear box of the Lancair N was designed for strength,
simplicity, and ease ofinstallation. The gear box is largely prebuilt by the factory
to insure proper alignment of the main gear legs.

Main landing gear box

Figure 19:i:l

Main landing~
gear box (Aluminum
top cover not shown)

Main gear leg----.,,_/

(Down position)

GM455 axle mount

(factory installed)

?,....11t----- Axle
GM467 (Cleveland)

L
~~=~=;":;;.~:::t~~f).~:::Al::::::"::~~A=:=l.=:=IO=..~JV:..:!:_
c::;;i 1111'.....,....,l"I[.
J.umnir lnlcmntiannl Jn~ .
_ _JI 1i9-21
L:.::....:::_j 1
.
_:::c.:.:h""ap:.:tc:.er:...l:.:9:___LR_E_v_.__

Rcpre11cntcd by Neka Aviulian Inc., CapyMghl Cl 199'4., Redmond, OR 97756

Main Gear Installation
P_c_10_1_11_-2_3_-_94_--l-if*tj
2. SPECIAL PARTS, TOOLS, & SUPPLIE SLIST
~
A. PARTS

Bottom fuselage shell

1 Main landing gear box (GM459)
2 Main gear legs (Trunions and axle mounts pre-installed)
1 GM461-001 fwd corner bracket
1 GM461-002 fwd corner bracket
1 GM462-001 aft corner bracket
1 GM462-002 aft corner bracket
2 GM459-015 fwd corner brace
2 GM459-016 aft corner brace
1 GM459-028 lower tie
2 GM467 (or 485) axles
2 GM472-03 (3/8") axle spacer (GM 472 _01 r eplaces these two spacers)
2 GM472-02 (5/8") axle spacer
1 GM460-07-01 bumper mount
1 GM460-07-02 bumper mount
1 GM460-0l bumper casting
1 GM460-02 bumper casting
1 GM460-03 plastic cushion
4 GM456 pinion plates
2 GM469 pinion
4 GM468 pinion spacers
1 GM451-03 bearing block
1 GM451-01 bearing block
1 GM451-04 bearing block
1 GM451-02 bearing block
1 GM459-04 strap
1 GM459-014-01 (lower aft corner brace)
1 GM459-014-02 (lower aft corner brace)
1 GM459-021 flange do
1 Box of 91532A146 Screws

Chapter 19 I REV. PCll/3-24-95 K7

Main Gear Installation ?
Lnncnir International Inc., Re11resenlell by Neicu Aviation Inc,, Copyright 1994, Redmond, OR 97766
B. TOOLS
~
Drill
Plumb bob
Carpenter's level
Band or hack saw
Countersink

~C2"'"~=~:;;=-!}.?;=~~=..a=v=~:,,.~'=n:_~IV~!__ _Jil19-4.J Chapter 19 I REV. PCll/2-24-95

Main Gear Installation
Lancair Inlcrnntional Inc., Reprcm:ntcd by Neico Aviation Inc., Copyright HJ94, Retlmontl, OR 97756
~
)6(,
C. SUPPLIES

Epoxy
Fl ox
Mixing cups
Tongue depressors
2 x 4 wood stock
Paper towels
MC
Fiberglass
1 mil thick plastic
Release tape

Lnncnlr lnletnnl.ionnl lne., Rcprcecnted by Ncleo Avlnllon Inc., Copyright o 1993, Redmond, OR 97756
3. CONSTRUCTION PROCEDURE

A. ASSEMBLING GEAR BOX

Although the Lancair IV main gear box is largely preassembled at the factory to
assure proper trunion alignment, there are a few bolts the must be drilled for and
installed by the builder. Pilot holes are provided for most of these bolts to avoid
a lot of measuring.

The braces shown in Figure 19:A:l must be installed by the builder.

Main landing gear box

Figure 19:A:l

GM459-016
corner brace
GM459015
corner brace

\.. GM459-016
corner brace

GM459-015
corner brace

GM459028
Lower tie

L~;;r:;;_it.=.L,=l.f:::f).~=A=="'="'""==.8==1.=~==::.-~JV_!:
c::;;;f? VF&.U""1'16'.
___JI 119-61
. L..::_j
1_::c.::h:cap:..:tc=.er=::-1:..:9=--:--.LR_E_v_.__P..,c_10_1_1_1-_23_-_94_--+l*+I
L11ncoir International Inc., Represented by Neico Aviation Inc., Copyright 'ti 1991, Redmond, OR 97756
Main Gear Installation
 Al. There are reinforcement plates on the upper, forward corners of the gear box.
Three of the attachment holes on each plate are predrilled to the proper 1/4"
diameter. There are pilot holes through the reinforcement plates at each bolt
location for use as guides to drill through the gear box flanges. Drill out these
holes now to the proper 1/4" diameter.

A2. Secure the GM459-015 braces to the gear box. Because ofthe flange doubler, three
AN4-10Abolts are used for each GM459-015 (these bolts aremarked "B"inFigure
19:A:2). The rest of the securing bolts are AN4-6A's. AN960-416L washers are
used under both the head of the bolt and under the AN365-428A nuts.

GM459-015 upper, fwd corner braces

Figure 19:A:2

Factory drilled
to proper diameter Factory drilled
to proper diameter
w;<hboli.~ with bolts installed.
GM459-015

u.o Corner brace

0 A/Cup

* = Holes with asterisks by them

are only pilot drilled through the
GM459-015 brace and must be drilled
out to 1/4" diameter. Use these holes
as guides to drill through the gear box.

~c:::2";;~~~:~~:fj~A'::11P'l.<::::~'::'A~D::::::._~IV~~--_J'[~~:~ ]I--=C=h=ap"-t=~-=-r-=~~=-.n-G-ea-'r-~-~-v~-t-al-l=-~-io_l:_l_l_-2_9_-9_6_-l-f*+
Lnncait Internntionnl Inc., Represented by Ncico Aviation lnc., Copyright 0 HHIG, Redmcmcl, OR 97756
A3. There are also braces (GM450-016) at the upper aft corners of the gear box. Two
of the mounting holes in each brace are predrilled to 1/4" diameter, but the rest
must be drilled out using the pilot holes as guides.

A4. Secure the GM459-016 braces with AN4-6A bolts, AN960-416 washers, and
AN365-428Alocknuts. There areAN960-416 washers under both the heads ofthe
bolts and under the locknuts.

GM459016 upper, aft corner braces

Figure 19:A:3

Factory drilled to
proper diameter

GM459-016
corner brace

AJCup

* = Holes with asterisks by them

are only pilot drilled through the
GM459-015 brace and must be drilled
out to 1/4" diameter. Use these holes
as guides to drill through the gear box.

Lnncnlr lnt.ernnlional Inc., Represented by Ncico Avlnllon Inc., Copyright e 1993, Redmond, OR 97750
 B

LEFT BLANK INTENTIONALLY

Chapter 19 I REV. 11 9-15-93 X:x

Main Gear Installation 1)6<
Lnncuir lnlcrnalional Inc., Rcprcscmtod by Ncico Avin!.lon Inc., Copyright e 1993, Redmond, OR 97756
 LEFT BLANK INTENTIONALLY

L"(2~~~;;;;~?~~f;,~::.a~v::1..~C::i:rl'7ll..~41,::i:;,e_~~--=IV~~----'I ~~-~~ . l _: :C.: h.: a"-pt, ,~:.:r. : ~: :~n-G_e_ar,_RE_In_v_~_tal_Ia_t_i.: ~_:._~_:9:_-.: 15=- -=9-=3- +Bl'l1
Lnncnir Internnlionnl Inc., Represunlcd by Neico Aviation Inc., Copyright il!l 1993,Rcdmond, OR 97756
A5. Two more braces, GM459-014-01 (-02 right), are required atthe aft, lower corners
of the gear box. Position the GM459-014 braces as shown in Figure 19:A:5. Two
ofthe bolt holes in each brace are predrilled to the proper diameter, 1/4". The other
holes are only pilot drilled through the brace. Use these pilot holes as guides to
drill out both the GM459-014 braces and the gear box flanges to 1/4" diameter.

A6. Secure the GM459-014 braces to the gear box with AN4-6A bolts, AN960-416
washers, and AN365-428A loclmuts.

GM459-014 aft, lower corner braces

Figure 19:A:4

Gearbox
(aft bulkhead)
Gearbox
(left side)
/
~

l A/Cup
Outbd
GM459-014
Corner brace
(-01 left, -02 right)

Fwd

Luncuir Intcrnntional Inc., Rcprcscnlcd by Ncii:o Aviulion Inc,, Copyright Cl 1993, Redmond, OH 97756
B. ASSEMBLING GEAR DOWN STOPS

When the main gear legs are in the down position, they will rest against plastic
cushions that are mounted to cast aluminum pieces. These two assemblies are
called bumper blocks. The bumper blocks are bolted to the gear box sides and
absorb most of the shock forces of gear.

Main gear down stops

Figure 19:B:1

GM46007-01 (02 right)

Bumper mounting
A/Cup plate

Bumper block
(GM460 casting+
plastic cushion)

~Gearleg
(left)

GM455 axle mount

(factory installed)

,."

L~;;~:L::::~~==:A::::::.l.::':~==:A==:l.:::D=:..~JV_!_
~J111"~.l"ll __ _Jll l9-lZ
. l - "'C~ha"'p:. :t. :cMain
Luncair lntcrnntianul Im:., Ikprescnted by Ncico Aviation Inc., Copyright Cl 1994, Redmond, Olt 97756
er-'1:. :9_Gear
_._R_E_v_.__
PC_lO_l_ll_-_23_-_94_-+f*+I
Installation
Bl. A length of plastic tube is provided in the kit to form both plastic cushions. Cut
the plastic tube lengthwise so you have two halfround sections. A band saw is best
for this job but a hack saw will work fine also. This is only a rough cut. The plastic
cushions will be trimmed again later.

NOTE: Although we are refering to the down stop cushions as being simply
plastic, they are actually called IBtra High Molecular Weight (UHMW)
Polypropelene. This is a type of plastic with a very high density that will not
be squashed by years of supporting the Lancair IV weight. So for simplicity
and to save ink, we are calling the cushions "plastic".

Cutting plastic tube

Figure 19:B:2

,,---....~,.._-~Use a band saw

Plastic tube to cut tube in half
(2 9/16'' O.D.) ~ lengthwise.

B2. Place the half round plastic cushions against the curved area of the GM460-08
aluminum castings where they will be mounted. There should be plenty of excess
plastic around the edges of the GM460-08's. Mark the location of the cushion
mounting screw holes on the plastic cushions (See Figure 19:B:3). Drill a 1/4" hole
through the each plastic cushion at the mounting screw locations. Drill at
approximate right angles to the surface of the plastic (although this is not
critical). Use a #3 drill to drill the mounting holes in the castings.Use a 1/4-28 tap
to thread the casting holes for the mounting screws as shown in Figure 19:B:3.

Lnncnlr lnh:mnliannl Inc., Represented by Nclco Avlnllon Inc., Copyright e 1993, Redmond, OR 97766
 B3. Countersink the mounting screw holes in the plastic cushions to accept an
MS24694-S97 screw. Countersink the holes enough so the screw heads are
recessed into the surface of the plastic by about .030". If the screw heads where
flush with the plastic cushion surfaces, then the gear legs would be scratched by
resting on the screw heads.

Securing plastic cushions to down stops

Figure 19:B:3

Sand edges of
plastic bumper
to match bumper
block

GM460-08
(-01 left, -02 right)
Cast aluminum
bumper block Drill and tap GM460-08 castings
for 114 28 threads. The loca-
tion of this hole is not critical,
but should be placed where you
MS24694-S97 screw have enough depth to drill and
tap the aluminum. Taps are
Plastic cushion~ \
available at most hardware
stores and usually require a
# 3 drill bit.

GM46008- ~

L:~"';;?;:"'~:1='#-~:if~..a=:::::1..:::y:~:::4~':.D:::o._~IV~~--_J'[~~:~~]l-'-c_h--ap,_t__~_ra-1:-n-G-ear-'-:--v~_t_al_la_t_i_~n-/_9_-1_5_-9_3_--f+-*-H
Lanen.Ir IntcmnUonnl Inc., Rcprcllll.nlod by Neita Avintlon Inc., Copyright C 1993, Redmond, OR 97756
 B4. Position the plastic cushions on the GM460(-01 or -02) castings and mark on the
cushions the outline of the casting's edges.

B5. Trim the plastic cushion to the outline of the GM460(-01 or -02) edges.

B6. Secure the plastic cushions to the GM460(-0l or-02) castings with MS24694-S97
screws. Use Loctite #242 on the screw threads to prevent loosening.

B7. Place the GM460-07 (-01 or -02) bumper mounts againts the gear box sides as
shown in Figure 19:B:4:a & b. The important dimension here is having the fwd
edge of the bumper mounts 112" behind the fwd face of the gear box. The bottom
flange ofthe bumper mounts should rest against the bottom flange of the gear box
sides.

Locating and drilling GM460-07 bumper mounts

Figure 19:B:4:a

Note: Holes #1 and 2 are 3/8" diameter.

Holes #3, 4, 5, 6, 7, and 8 are 5/16" diameter.

0
Use fwd two
bearing block
mounting holes
as guides.

GM460-07 bumper
mount (-01 left, -02 right)

Procedure for drilling:

* Drill holes #1 and 2 through GM460-07
* Use the predrilled GM460-07 holes, #3,
4, 5, 6, 7, and 8 as guides to drill through
gear box sides.

..:==L..!!!!~6!~
.8A.1,.A1.a IV 1r~~:~~-I chapter 19 REV. 11 9-15-93
L~(2~~:::0?::!f,1::i:v"=c....~~~~lill"-=:"..__~__!'.---J ' Main Gear Installation
'::-::<-::-:::;::->::-:::-:::''-----------------"--~
Lnm:nlr lnternnUonol Inc., &prese.nlod by Neko Aviation Inc., Copyright 0 1993, Redmond, OR 97756
 Locating and drilling GM460-07's
Figure 19:B:4:b

Gear box side

A/Cup

Outbd..J

Notice that GM460-07 rests

flat against the bottom of the
~gearbox side.

GM460-07
bumper mount

BS. There are six predrilled holes in each GM460-07 bumper mount. Two more holes
need to be drilled in each GM460-07. These two holes are match drilled using the
two holes shown in Figure 19:B:4:a as guides. Use the following procedure to
match and drill the two holes through each GM460-07.

1. Use a transfer punch to mark the hole locations on the inboard face of the
GM460-07 bumper mounts.
2. Remove the GM460-07's from the gear box andcenterpunch where the holes
will be drilled. This is important because the transfer punch does not put a good
enough "dent" in the steel for proper drill alignment
3. Drill a lJS" diameter pilot hole at the four hole locations.
4. Expand the pilot holes with a 1J4" diameter drill.
5. Finish the holes with a 3/S" diameter drill.

B9. Relocate the GM460-07 bumper mounts on the sides of the gear box by inserting
two AN6 bolts through the holes you drilled in Step CS. If you drilled the holes
accurately, the bottom flanges of the GM460-07's should rest against the bottom
flanges of the gear box sides. If not, you can slightly enlarge the aft two holes in
the GM460-07 ONLY, until the bottom flange rests against the gear box side.

&1,,.41111 IV
11=:::::;;;1!!!i:i;!~ If ~;:~~-I chapter rn REV. 11 9-15-93
L~C2~~==7==!f,=1=..,.=g,.=~==~==--=~.!'.._ __ _J. Main Gear Installation
:,.,,_.;:::::::::::::::-:::=~--------------~~~

Lancair InternnUonal lne.,Rcprcsenl.cd by Nelca Aviation Inc., Copyright o 1993, Redmond, OR 97756
BlO. When satisfied with the GM460-07 locations, use the six predrilledholes in each
bumper mount as guides to drill 5/16" diameter holes through the gear box sides.

B 11. Secure the GM460-07 bumper mounts to the gear box sides with sixAN5-6A bolts
each. Use AN365-524A locknuts and AN960-516 washers. Do not install bolts in
the aft two holes of the GM460-07's.

Securing GM460-07 bumper mounts to gear box

Figure 19:B:5

Gear A A A B
box

0 0

A B
:Jup
A Fwd

GM460.0701 (02)
bumper mount

GM460-07-0l (02) GM460-07-0l (02)

~~:::;==== ~~=-
AN365-524A Gearbox
locknuts
~ AN960-516 ' side

AN5-6A
I washers

Gear box
AN365-624A
locknuts
AN6-11A
bolts
bolts AN960-616
-side

\ ~
A/Cup
washers

Linbd
(for both drawings)
GM451-0l (02)
Outbd bearing
block

L
_{'::!.==~=c~;;;,:O:L=l~:::Q~:::A::::::L.:~:::=A=:::l.=:::~=.._..::!JV~--_JI
~J..,.~,.._ . 19..17
1 Pc_10_1_11_.2_3_-9_4_-H~
1 _C:::.h:::a::!p:..:t:::er:..:1::.::9:........_LR_E_v_.__

l.anc111r lnternutionul inc., Represented by Neieo Aviution Inc., Copyright Cl 1994, Redmond, OR 97756
Main Gear Installation
Bl2. The gear bumper blocks (consisting of the cast aluminum saddles and the plastic
cushions) will be mounted to the bottom flanges of the GM460-07's. This will be
done in the next section because the bumpers are used to correctly position the
gear legs. Read on.

B13. Now is a good time to install the GM459-04 strap between the two GM460-07
bumper mounts. This strap prevents the sides of the gear box from spreading
during extremely high "G" landings (not that you would ever do one of course).
The GM459-04 strap has three, predrilled, mounting holes in each end. Position
the strap as shown in Figure 19:B:6.

B14. Use the predrilled holes in the GM459-04 strap as guides to drill 1/4" diameter
holes through the GM460-07 bumper mounts. The predrilled holes are under-
sized, so when you drill, you will be expanding them slightly.

B15. Secure the GM459-04 strap to the GM460-07 bumper mounts with AN4-5A bolts
and AN365-428A locknuts.

B16. Drill two more 1/4" diameter holes through both the GM459-04 strap and the
middle gear box formers as shown in Figure 19:B:6. Secure the GM459-04 strap
to these two formers with AN4-6A bolts, AN960-416 washers, and AN365-428A
locknuts.

Securing GM459-04 strap

Figure 19:B:6
GM46007-02 GM460-07-01
Bumper mount Bumper mount
A

GM459-04 Strap

GM460012
Bumper block

--
Gear box

AN4-6A
bolt
fnri\ AN46A
GM45B-04 'CJ /bolt
strop

GM460-07

AN365~428A
/
locknut
bumper mount
Gearbox
middle rib
/ \
AN365-428A locknut
AN960-416 washer AN960-416 washer

,,:==;;;~~i#~~Al_,..Alllil:fl IV 11 19 _18 I Chapter 19 REV. PCl0/11-23-94

L.::<:2~~=====1111'=~===,.,,...._==...-=~.!._--_J Main Gear Installation
Luncair Internauonal Inc., Represented by Neico Aviation Inc., Copyright 0 1994, Redmond, OR 97756
C. INSTALLING MAIN GEAR LEGS

The main gear legs come to you with the trunions, axle mounts, and internal
brake lines pre-installed. To prepare the gear legs to be installed into the gear box,
you must install the pinions and pinion plates. The bearing plates and axles are
also installed to complete the gear leg assembly.

Main gear leg

Figure 19:C:l

Inbd bearing block

(GM451-04 left,---.....
GM451-03 right)

GM456 Pinion plates Outbd bearing block

(on both sides of (GM451-02 left,
GM469 pin.ion gear) GM451-01 right)

A/Cup

Axle mount
(factory installed)

Axle
(GM467 for Clevelands)

Note: There is a left and right main gear leg. Most parts that are installed
onto the main gear legs in this section are all interchangeable from left or
right (if they're not interchangeable, we'll tell you). As always, it is a very
good idea to read through this chapter and get a good understanding of how
the gear works.

L {~=~=;"S:.~:::Li!!!l;(=f?~=..&=="'=~==A==l.=ID==--"~JV:....!
c::;;f?of,A..,..~6'. _ __JI, .19 _19 , _c=.ch:.:.:a::.cp:.::te:.:r..::1:.::g_~_n_E_v.__P_c_1_0_11_1_-2_3_-9_4_-++*'l-I
. Main Gear Installation
Lancnir lntr:mnliomal Inc., Ucpreacnt.cd by Ncico Avie.lion Inc., Copyright 0199-i, Redmond, OR 97756
 Cl. Slide one pinion plate (GM 456) onto the inboard end of each trunion as shown
in Figure 19:C:2. Lubricate the contacting surfaces of the pinion plates and the
trunions with a light coat of general purpose grease (white lithium type is good).

C2. Slide one pinion gear (GM469) onto the inboard end of each trunion. This is a tight
fit and will require lightly tapping the pinions onto the trunions. Tap all around
the pinions to avoid any misalignment and gouging of the aluminum trunion
surfaces. Be sure to align the pinion gears with the dowels that are pre-installed
in the trunions. Grease the contacting surfaces of the pinion gear and the pinion
plate. Secure the pinion gears to the trunions with six MS16977-62 screws each.
Put a couple drops of Loctite #242 onto the threads of each screw before installing
it.

Securing pinion gear to trunion

Figure 19:C:2

Pinion gear Pinion plate

GM469 GM456
MS16977-62
Allen head screws
( 6 Reqd.)

Trunionhaf~---1===1
(inbd side)

"".,,.-----! Trunion

[pmm---1===1

L.::~"';;::~~~:=~~=A=w="~=~=~=""'=="'=.R==::._~IV~!____JI ~ ~ ~]'l-"c" ha; .;,pc. .:t.: .:~c. l-':n-G_e_arL_RE_In_vs_t_all_a_t-io-

. n_/_g_-l_
1 5 93
--- --+1*li
Lnncair InlcrnnUonnl Inc., RcpreBCnlcd by Nolco Avfollon Inc., Copyright e 1993,Rcdmond, OR 97766
C3. Slide another pinion plate onto each trunion so the plates are are both sides of
each pinion gear. Grease the contacting surfaces of the pinion plate and pinion.
Use AN4-17A bolts, AN960-416 washers, and AN365-428A locknuts to secure the
pinion plates to each other with spacers (GM468) in between. Secure the pinion
plates with the nuts on the inboard side. Don't tighten the spacer bolts yet,
because the pinion plates would not be parallel.

Securing pinion plates together

Figure 19:C:3

Pinion gear (GM469)

Pinion plate Pinion plate

(GM456)---._._~ (GM456)

Trunion shaft
(lnbdend)

Trunion

AN365428A
locknut (2 reqd.)......._

AN960-416~
washer (2 reqd.)
i\N4-17A
bolt (2 reqd.)
GM468
spacer (2 reqd.)

Lencnir lnlernatlonnl Inc., Reprcaenl.cd by Nclco Aviation Inc., Copyrlgh~ e 1993, Redmond, OR 97766
C4. To install the bearing blocks on the trunions, you must check that the trunion
shafts are centered (equal shaft lengths protruding inboard and outboard of the
trunions). Notice that all four bearing blocks are unique. A good way to check the
difference between the bearing blocks (beside the factory labeling) is the taper of
the top and bottom edges. Each block tapers so it is shorter aft. Slide the outboard
bearing blocks (GM451-01 and GM451-02) onto each trunion shaft.

C5. Secure the outbd bearing blocks to the trunions with circlips. Tap the shaft inbd
until the circlip rests flat against the bearing block. Use a drift pin between the
hammer and the shaft to prevent dinging up the shaft. If this is the first time you
have used circlips, you will need a pair of circlip pliers for installing these
fasteners. With the pliers, expand the circlips just enough to fit over the trunion
shafts, then release the pressure and let the circlips contract into the shaft
grooves.

Securing bearing blocks to trunion shaft

Figure 19:C:4

Leftinbd
bearing block _ _,. .......- - - - Trunion shaft
(GM451-04) should be centered

.
so equal lengths
protrude out of
FWD
v t h e trunion.
,.._-"

Left main
gear leg ~ Leftoutbd
'-... bearing block
(GM451-02)

View
from NOTE: Bearing block
above installation on right
gear leg is a mirror
image of this drawing.

Lnncnir Inteme.Uonnl Inc., Represrml.ed by Ncko Avlntlon Inc., Copyright e 1993, Redmond, OR 97756
C6. Slip the inbd bearing blocks (GM451-03 and GM451-04) onto the trunion shafts
and secure them with circlips. If there is some play between the bearing and the
trunion when the circlip is installed, this is acceptable.

C7. Place the gear box upside down on a bench.

CB. The gear box is predrilled for the bearing blocks. Place the gear leg assemblies
into the gear box. Remember, the gear box is inverted so the gear legs should be
also. Insert the proper shims between the GM451-03 and -04 bearing blocks and
the middle gear box formers, as shown in Figure 19:C:5 and 19:C:6. Also, read the
NOTE after Step C9 for an explanation of the shims. You may use thicker or
thinner shims depending on your gear box. To get the bearing blocks into position,
carefully work them forward until the four bolt holes of each bearing block align
with the holes in the gear box walls. The bearing blocks are a close fit, so it might
take you some careful trial and error to find the best path for installing the gear
leg assemblies. See Figure 19:C:5.

Positioning gear leg assemblies

Figure 19:C:5:a

Right gear leg

assembly

i
GM451-06 shim
(.032" thick)--+---1..:'

GM451-05 shim
(.062" thick)

/
Four bolt holes in
bearing blocks should
Note: Gear box shown transparent align with holes drilled
so you can see the gear leg mounting areas. in gear box sides.

Lnncoir International Inc:., Reprell(lntcd by Ncico Aviation Inc., Copyright ll:l 1993, Redmond, OR 97756
CS.1 One important factor in gear leg installation is figuring out the exact width of the
trunion and bearing blocks. When this is determined, the proper number of shims
can be placed between the inbd bearing blocks and the gear box formers. There
are several factors to consider when figuring this width:

1. The bearings must be pressed down fully against the shoulder ofthe bearing
blocks. This is done at the factory, but it is a good idea to check anyway.

2. The trunion shaft must be tapped inbd until the outbd circlip rests against
the bearing. Continue tapping until the outbd bearing touches the trunion.

3. The bearing of the inbd bearing block should touch the inbd circlip. There
will then be a gap between the inbd bearing and the trunion, but this is okay.

When these conditions are met, you can accurately gauge the number and
thickness of shims needed to fill the gap between the inbd bearing block and the
gear box former. Read the next few steps for more information on these shims.

Proper positioning of bearing blocks and trunion shaft

Figure 19:C:5:b

1 - Outbd bearing block 6 - Pinion plate

2 - Inbd bearing block 7 - Pinion gear
3 - Trunion shaft 8 - Outbd bearing
4 - Circlip 9 - Inbd bearing
5-Trunion
1
5

~.....i---
4 - -....

No gap between circlip,

bearing, and trunion. 6
No gap between circlip
and bearing, but a gap
between bearing and
trunion is okay.

Lancnir International Inc., Rl!presenlcd by Neico Aviation Inc., Copyright IO 1993, Redmond, OR 97756
 C9. Secure the outbd bearing blocks to the gear box with AN6-11A & 12A bolts,
AN960-616 washers, and AN 365-624A locknuts. These bolts are oriented so the
nuts are on the outbd surface of the gear box.

NOTE: IMPORTANT! If you don't have enough shim thickness

between the inbd bearing blocks and the middle gear box formers,
it is easy to pop off the circlips when the bearing blocks are bolted
in place. We recommend a .032" AND .062" shim between the LEFT
inbd bearing block (GM451-04) and the gear box former. We recom
mend two, .062" shims between the RIGHT inbd bearing block
(GM451-03) and the gear box former. Your gaps may differ, so you
can vary the number and thickness of shims to attain a near zero
slop fit in these areas.
Securing bearing blocks to gear box
Figure 19:C:6
Main gear box outbd side Shim as necessary for net
fit between bearing block
Inbd bearing and middle gear box former.
block (GM451-04, left) (See note above.)
(GM451-03, right)
\c==
Pinion l(l}oolf---l B
Outbd bearing
block (GM451-02, left)
~ (GM451-0l, right)
t -Gearbox,
middle former

Trunion

@ AN6-11A bolt, AN960-616 washer, AN365-624A locknut

NOTE: Tbe fwd two bolts of the outbd bearing blocks are
AN6-12A, because they also secure the bumper mounts.

(Right side) AN6-12A bolt, AN960-616 washer, AN365-624A locknut

(Left side) AN6-11A bolt, AN960-616L washer, AN365-624A locknut

ClO. Now you can secure theinbd bearing blocks to the gear box withAN6-11Aor-12A
bolts, AN960-616 washers, and AN365-624A locknuts. These bolts are oriented
so the nuts are on the inbd side. Be sure the inbd bearing blocks seat flat against
the gear box wall before tightening the bolts.

~C2"'; ~= "'-~=~;\ ! ~=~&=. ,.=:., =(:= rl"1Uf',=. 8= ~=:0= : .__ _: :'IV~ - _J' 1 ~~ ~~ 1 ~_c_h_a-pt-~-r-~_:n_G_e_ar_RE_~_vs_t_al_l_:_t~_:_:_1_2-_1_3._9_3_~~
Lnncnir Internntiomll Inc., Represented by Neico Aviation Inc., Copyright <l!l 1993, Redmond, OR 97756
 Cll. Position the gear box, with gear leg assemblies installed, upside-down on a bench
as shown in Figure 19:C:7. Rest the gear box on two 2x4's. The forward row ofbolt
heads will rest on the forward 2x4.

Positioning main gear legs

Figure 19:C:7

- Measure from
.---l!~.I ..,.,..._--- center of axle NOTE: See Step C21
(at the outbd end for axle installation.
of the axle)

Shim as required
Main gear box to make fwd face
of gear box vertical
2x4 2x4 2x4

Workbench

96" ---------111>1

Measured from center

Straight 2x4 of axle. Exact dimension
Work is not critical, but both
bench gear legs should be the
same height+- 1/16".

L~~~=~="!_;;;,~=*~~"~=.A=w=""::'l:~:::.Al.~:::IO:__:W~_.!'____Jl[:~~-~~11-C_h_a_,_p_t~-'-~-~n-G_e_ar~~-:-~-t-all-a-ti-~-~-9_-_1_5-_9_3_-tttcTl
Lnncair Intcrnnt.ional lnc., Rcpruscnlcd by Ncico Aviation Inc,, Copyright e 1993,Rcdmond, OR 97756
C12. Put shims between the aft 2x4 and the gear box until the forward face of the gear
box is vertical.

C13. Position another 2x4 (it must be at least 96" long) on the bench so its edge is
6 1/2" forward of the forward face of the gear box, as shown in Figure 19:C:7. The
long edges of the 2x4 should be parallel with the forward face of the gear box.
When properly positioned, clamp the 2x4 to the bench.

C14. Place the bumper blocks (the cast aluminum pieces with the plastic cushion) onto
the bottom flange of the GM460-07 bumper mounts.

C15. Rest the gear legs against the plastic cushion ofthe bumper blocks. Because ofthe
shape of the gear legs, the bumper blocks will tend to self-align on the GM460-
07's. This is what you want, let the bumpers find their own position on the GM460-
07's to attain a snug fit between the gear leg and the plastic cushion.

Positioning gear saddles

Figure 19:C:8

Fwd~
A/Cup
Move GM460-02 (-01 left) casting
on GM460-07-02 (-01 left) welclment
to adjust height of axle. Gear leg
should rest snugly in plastic cushion.

GM460~ GM460-07 welclment

0 (-01 left, -02 right)

\0

Laneair In!.ernallonnl Inc., Repre1mntcd by Neleo Avialion Inc., Copyright Cl 1993, Redmond, OR 97766
 C16. Move the bumper blocks on the GM460-07 bottom flanges until the centers of the
axles are 32 1/2" above the long 2x4 as shown in Figure 19:C:7 (See Step C21 for
axle installation, we're a little out of sink here, so bear with us). The fore/aft
positions of the gear legs are not critical. Because of stack tolerances in the
production of the gear box, the FS location of the left and right axles may not
match exactly. Properly setting the height of the gear legs is more important to
the final setup of the gear box.

Cl 7. When the gear legs have been properly positioned and there is a snug fit between
the gear leg and the plastic cushion, use instant glue to hold the bumper blocks
in position on the GM460-07 bumper mounts. Rotate the gear legs out of the way
(into the "retracted" position).

~~~~';;;:=#-~=~;'!!fj1=~4=11P'=ill=Y:=""""=B=l.=,7l_=::..-=IV~~--_Jl[~~-~~J1---"C"'h""ap"-'t'-'-~'--ra.: .1~=-n-G-ear-'-n:-~-v~-t-al-la_t_i-!n_/_9_-1_5_-_9__
3 K-7<H1
Luncnir Intcrnnlionnl Inc., Represented by Neico Aviation Im:., Copyright e 1993, Redmond, OR 97756
 C18. Use the three pilot holes in each cast aluminum bumper block to drill 1/8" pilot
holes through the GM460-07's and gear box flanges. Be careful, there are helicoil
threads installed in the cast aluminum saddles and you don't want to damage
them.

Securing gear saddles

Flgure 19:C:9

Pilot hole GM460-07

GM460-01 (-02)

@ '-...... GM460-07 (-01 or -02)

1/8" D pilot holes in GM460-01 (02)
I casting are used ONLY to align
and drill through GM460-07
and gear box sides. DO NOT
AN5-5Abolt expand pilot holes or damage
MS35338-45 the helicoil threads in the castings
lock washer
Outbd~ @
/.t<llll-- GM460-01 (-02)
A/Cup

GM460-07

AN5-5Abolt AN5-7A bolt

AN960-516 washer MS35338-45
lock washer
Outbd1

A/Cup

~1,.A1L:11 IV
~cz~~====:::::==:c....:=.r111.==::::::~==t..~~:!.____JJ,,,,,,,.,,.,,,.,,,,,,,j
1r~;:;~I chapter 19 REV. 11 9-15-93
Main Gear Installation
L1mc11ir lnltrn11U11nol Ine., Represented by Nclco Avlntton Inc., Copyright e 1993, Redmond, OR 97756
C19. Remove the bumper blocks from the GM460-07's and enlarge the pilot holes you
just drilled to 5/16" diameter.

C20. Secure the bumper blocks to the gear boxwithAN5-5A or-7A bolts and MS35338-
45 lockwashers as shown in Figure 19:C:9.

C21. The last parts to bolt onto the gear legs are the wheel axles. Although you will not
install the wheels until later, the axles will help you align the gear box in the
fuselage. Two spacers (GM472-02 & -03) are placed between the axle mount and
the axle. In later kits, these two spacers have been replaced with a single one,
GM472-01. Check your packing list and hardware to see what spacers you have.
Secure the spacers and axles to the axle mounts as shown in Figure 19:C:IO.

Securing axle and axle spacer

Figure 19:C:l0

NOTE: The threads of NAS bolts

AN5-34A bolts
are very short, so be sure you are
(top two) e::=:::;> not bottoming out the locknut be-

~~
fore the axle is tight. Add more
thick or thin washers if necessary.
'
~ \ '

)~'~ GM472-01 spacer (early

kits will have two spacers,

/
GM472-02 &-03 instead of
only one GM472 -01)
AN6-26A bolts '
(bottom two)

Brake mount
(Cleveland shown)

AN364-524A
locknuts
Axle (GM467 for Cleveland AN960-516
wheels) washers (top two)

AN364-624A locknuts ~
AN960-616 washers
(bottom two)
0

Lnncnir Int.ernutinnal Inc., Represented by Neico Aviation Inc., CoJ)yright I!) 19fl6, Redmond, OR 97756
 ~

Due to revisions, this page h as been removed.

Reference Section N for Extension Fairings.

Chapter 19 I
REV. PC17/7-15-98 '>::?-'
Main Gear Installation ?
Lancair International Inc., Repf(!l!Untud byNeico Aviation Inc., CopyrightO l!JOB, flodmond, OR 97756
 ~

Due to revisions, this page h as been removed.

Reference Section N for Extension Fairings.

Chapter 19 I REV. PC17/7-l5-98 X7(

Main Gear Installation ?-
Lnncair International Inc., Tfopresentetl by Neico Aviation Inc., Copyl'ight 0 1998, Rodmond, OR 97750
 ~

Due to revisions, this page h as been removed.

Reference Section N for Extension Fairings.

Chapter 19 I REV. PC17/7-15-98 \.-,(

Main Gear Installation )0<

Lancafr International Jno., Roprl!.'mnted by Nnico Aviation Inc., Copyright 1998, J{edmond, OR 97756
E. INSTALLING GEAR BOX IN FUSELAGE

The Lancair IV main gear box is positioned in the fuselage using the rear wing
spars for reference. Make sure there is a longitudinal support near the centerline
of the aircraft for this section.

The rear spar bolt plates you installed in Chapter 5 should also be installed for
this section. And please notice that there are two spacer washers between each
rear spar bolt plate and GM461 corner bracket. These spacer washers will
provide the necessary clearance for the bolts that secure the GM461's to the gear
box (read ahead to Section F for GM461 installation).

NOTE: If you want to install the gear box into the fuselage with the
GM460 bumper blocks installed, you must cut a hole in the fuselage
for adequate clearance. Otherwise the bumper blocks will hit the
curved corners of the fuselage before the gear box is in position. DO
NOT cut or trim the bumper blocks to lower the gear box into
position. Trim the fuselage just enough so you can remove and
install the bumper blocks without removing the gear box. For
better access to the bumper block area, cut a hole in the wing fairing
rib.

El. Make a centerline mark on the forward and aft faces of the main gear box. These
marks will be used to align the gear box in the fuselage, so take care with the
measurements. Also mark a centerline reference on the inside surface of the
bottom fuselage shell.

E2. Place the two fwd corner brackets (GM461-001 and GM461-002) against the rear
spar bolt plates as shown in Figure 19:E:l. Two, AN970-6 washers should also be
placed between each corner bracket and rear spar bolt plate as shown in Figure
19:E: 1. You are not installing these pieces yet, just using them to properly locate
the gear box.

E3. Place the main gear box against the rear spar, so the GM461 corner brackets and
spacer washers are sandwiched in between

L'~l";;~'.:=#-~=~~~=~~A=..,="'=~:::=:~==:~~=:~~IV~~--_Jll.19-33.11--=C.::h=ap"'t"'~;:_ra.::.1:=-n-G-ear-1.l_Rln_Ev_~_ta_l_l:-~-io_1~_3-_2_4-_9_5_-1'+'~*11
Lancnir International Inc., Re11resented by Neko Avilltio11 Inc., Copyright 1!:194, Ifodmond, OR 97756
E3. Place the main gear box against the rear spar, so the GM461 corner brackets and
spacer washers are sandwiched in between.

Positioning gear box

Figure 19:E:l

Rear spar Rear spar

w/ bolt plates Gap w/ bolt plates

~~~~-6 \1i:===\==:w:'
(2) AN970-6
washers

Gearbox
GM461====~...~~~~~~~~~~
Gearbox

Fwd You may have a gap between

i ~- - . .
one rear spar plate and the gear
ho:.:: when the gear box is aligned
in the fuselage. The gap will be
filled Inter.

-~
~ ~
&
Gear Rear
spar box spar

Fuse
/ Fuse
side side

!~=;~iti:;::.L,,~:f:::~~=..A=="'=~==""==.1..==~=::__::!JV:__!~-_JI
L~ '1111'"""'1#8'. .
1

J.nncair lnlernational lnc., Hepreaenled by Neico Aviation Inc. Copyright Cl 1994, Redmond, OR 97756
Main Gear Installation
Pc_1_0_1_11_-2_3_-9_4_--1-1~
19 _34 I ,_c:::.h:::a::.cp:.:te::.:r...:1::.:9'--_LR_E_v_.__
E4. Position the gear box so it is centered in the fuselage.Use the reference marks you
made in Step E 1 and the fuselage centerline on the bottom shell. Be accurate (+-
1/16"), because your wheel tracking depends on this alignment.

In centering the gear box, one side may have to pull away from one of the rear
spars. This is almost gauranteed because you would have had to position the rear
wing spars exactly the same in both wings for the gear box to butt up to each spar
snugly. So at this time, your gear box will probably rest only against the aft-most
rear wing spar. You will later do a flox release on the other rear spar to remove
the gap.

E5. Use a carpenter's level ora Smart level to check the gear box across the fwd edge.
This surface should be level, but ifneeded, use a tongue depressor to adjust to gear
box.

Leveling gear box

Figure 19:E:2

Fuselage

Carpenter's
(bubble) level

~
0

Gearbox

Shim between gear box

and fuselage if necessary
to make gear box level.

Lnm:nir InternnUonnl Inc., ReprcBOnl.ed by Ncito Avlnllon Inc., Copyrlghl 01993, Redmond, OR 97766
E6. Now that your gear box is positioned correctly, use some scrap wood to make
locator blocks (two against the forward face and two against each side works
well). Use Bondo to temporarily secure the locator blocks to the fuselage. These
blocks will allow you to quickly reposition the gear box without going through the
alignment steps again.

Using locator blocks

Figure 19:E:3

GM461 corner
brackets are used
to help locate the
gear box. Do not
' install brackets yet.

Rear wing
spar

Wood locator blocks,

bonded to fuselage with
Bondo, help for easy re-
location of gear box.

L
~;;~;::~~::::f;e~==:A::::::"':ljf'lt==:A==:l.:::D==:c.._::!1JV....!.
0 ; """"'~"-
___JI 19 _36
.
1 I

I.uncnir lntcrm1tionul Inc:., llcprc11enuid by Neico Aviation Inc., Copyright 0 1994, Redmond, OR 97756
--,--P_c_10_1_11_-_23_-_94_~'*1j
i-=::Ch:::a:.!p:.:t::::er-'1:.::9'---LR_E_v_.
Main Gear Installation
 E7. Mark the locations of the four gear box mounting flanges (1 fwd, 3 aft) onto the
bottom fuselage shell. These outlines will be used to locate the multiple BID
reinforcements needed for the gear box.

EB. Remove the gear box from the fuselage, being careful not to break your wood
locators from the fuselage.Use 40 grit to sand the areas of the fuselage where the
BID reinforcements will be located under the gear box mounting flanges. Clean
these areas with MC.

Reinforcing gear box flange areas

Figure 19:E:4

20 BID under forward

--- __ g:a:~o::a\e_ - - - - - --
@ 'WW WW @l-"1--Forwardface
of gearbox
(" - - - - - - - - - -)
I I
--,
''I
I
\T/ I I
I
I
I
I
r-

___ JI
I
\..__ --- _ I
_.,,I LI __ _ Note: Dashed lines
designate the coreless
areas of the fuselage

--~~ ~~r-r I 16 BID under aft

I gear box flange(s)
/!-- I
I
shell.

I I I I
\ \._) I Fuselage
I

ri;:.
F~

Fuselage lBBID

~ ~

~~"';;~:,:~~=~~~=~=A=_.=l..=~=~=.B=l.=..R_=::.~W~~--_J''~~:~~]1-=C.::h.::ap._t:.=~.:..r_l~.:..n_G_ear--'-7-~-v~_t_all_a_t_i-~n_/_9_-1_5_-9_3_-l+*-J1
Lnn1:11lr lnt.crna.Uonnl Ine.,RcpreoonLod by Nelco Avlnlfon Ine., Copyrigh~ 0 1993, Redmond, OR 97766
E 9. When applying the reinforcement BID under the gear box mounting flange areas,
it is best to do all the laminates in one session and let them cure while the gear
box is sitting in position. 20 BID is required under the fwd gear box flange and
16 BID is required under the aft flanges. Use the plastic sandwich method of
wetting out the BID and apply only four layers at a time in the following order:

1. 4 BID on the fwd flange area

2. 4 BID on the aft flange areas
3. 4 BID on the fwd flange area
4. 4 BID on the aft flange areas
5. 4 BID on the fwd flange area
6. 4 BID on the aft flange areas
7. 4 BID on the fwd flange area
8. 4 BID on the aft flange areas
Ueave the plastic on these laminates)
9. 4 BID on the fwd flange area
Qeave the plastic on this laminate)

After you have applied the last of the BID, carefully reposition the gear box, using
the locator blocks as guides, and let it rest on the plastic covered laminates. This
will custom fit the laminates to the gear box flanges (although ifyou had to shim
the gear box level, you'll still have to do a flox release between the flanges and the
laminates).

Lnm:air lntemntlonnl lnc.,Rcprcmmtcd by Nelco Avlntlon Inc., Copyright e 1993, Redmond, OR 9776G
ElO. When the 20 BID and 16 BID laminates have cured, remove the gear box and peel
the last plastic layer off the BID. If you had to shim up the gear box to level it in
Step E5, now is a good time to relevel the box by doing a flox release between the
gear box flanges and the reinforcement BID. Sand the BID with 40 grit before
applying a thick flox mixture and cover the gear box flanges with release tape to
prevent the floxfrom sticking to them. Recheck that the top of the gear box is level
while the flox dries.

Flox release under flanges

Figure 19:E:5

Flox between flange Gearbox

and reinforcement BID flange (fwd)

Fuselage
Level
A

Gearbox

E 11. Remove the gear box once again, and clean up any fl ox squeezeout with a Dremel
tool.

Lnncnlr lnl.crnntionnl lne., Re pre sen led by Neico Avlnllon Ine., Copyright 0 1993,Rcdmond, OR 97756
El2. To secure the gear box to the fuselage, you must drill through the mounting
flanges, then transfer those holes for drilling the fuselage. A drilling jig is made
from the 11/4" wide, .040" thick, aluminum strips provided in the kit. Cut lengths
of this aluminum to match the mounting flanges.

E13. Use afewdropsofinstantglue to tack the .040" thick aluminum strips to thegear
box mounting flanges. It is important to only tack the aluminum in place because
you will have to break these pieces away from the flanges easily.

E14. Drill 1/8" diameter holes through both the .040" aluminum strips and thegear box
flanges as shown in Figure 19:E:6:a&b. Keep the drill at right angles to the
flanges for best alignment. These are only pilot holes and will be enlarged later.

Drilling flanges and aluminum strips

Figure 19:E:6:a
***IMPORTANT: Drill holes so the washers and nuts will not ride up
on the inner radius of the aluminum. See Figure 19:E:9.
Small drops of instant glue
hold the drilling strip to
the gear box mounting flanges.
~ '1,-f-'-~
~ ~'-"()-~"'
f.i' ~
'\)~
Gear box flange

.040" aluminum
drilling strip

A/Cup
Drill at right angles
to the flange surface. \
Gear box flange

A/Cup

Lancalr lnlamoUonal Inc.. Rcprosenlod. by Ne!co Aviation Inc., Copyright Cl 1993, ROOmond, OR 97756
 Flange hole locations
Figure 19:E:6:b

28 holes total in fwd flange. Space holes evenly

(about 1 1/4" apart, but this is not critical) and keep
them at least 1/2" away from the notches of the
flange and the outbd edges of the flange.

. .. . . ..
Fwd flange

Gear Box
(Bottom View)

12 holes total in aft flanges. Space holes evenly

(about 11/4" apart, but this is not critical) and keep
them at least 1/2" away from the flange edges.

***IMPORTANT: Drill holes so the washers and nuts will

not ride up on the inner radius of the aluminum. See
Figure 19:E:9.

L:::C2~~=*=='1=..a=11V=:.,,=r:=~=.D==l.=~=~~~IV~~-_Jl(f ~ :~ ]1-C=h: .:a: <pc: t~: :.r- =~=-~n-G=-e-ar_,_RE_I_:-~t-al=-l-at- :i~_ ;.;~_ ;.;_ ;.;9- =1. :. 5-. :. 93=- -+Bf i
Loncnir lnternnUonnl Inc., Rapreaanl.ed by Nclco Avlallon Inc., Copyright o 1993, Redmond, Oil 97756
 E15. Reposition the gear box into the fuselage, being careful not to break away the
.040" aluminum strips from the flanges. Use instant glue to temporarily secure
the .040" aluminum strips to the 20 and 16 BID reinforcements.

E16. Now comes the delicate part. Carefully break the .040" aluminum strips away
from the gear box flanges, leaving the thin strips glued to the fuselage. A small
wood chisel is a good tool to crack the dabs of instant glue that bond the .040"
aluminum to the gear box flanges. Remove the gear box from the fuselage. Now
you have transfered the flange hole locations to the fuselage.

E17. Use the holes in the .040" aluminum strips as guides to drill 1/8" diameter holes
through the 20 and 16 BID reinforcements. Be sure to keep the drill roughly
perpendicular to the surface (when the fuselage curves up, angle the drill
accordingly).

Transfering flange hole locations to fuselage

Figure 19:E:7

After tack gluing the drilling

strips to the 20 (or 16) BID rein-
forcements, break away the drilling
strips from the gear box. Remove
gear box from fuselage. 0
Rear
spar
hole
0

.040" aluminum
drilling strip now
glued to the 20 (or 16)
BID reinforcement.

20 BID fwd reinforcement

~1,,.A1a IV lf~~:~;J
L.:'.'.CZ~,..;:;:=:==v=g......,=rl"lll..==~=~~~~--_J},,,,,,"."''"''""')
chapter 19 REV. 11 9-15-93
Main Gear Installation
Luncalr InlcrnaUonal lnc.,RcprcscnlOO. by NolcoAviatlon Inc., Copyrigh~ 01DD3,Rcdmond, OR 97756
 E18. Remove the .040" aluminum strips from the fuselage.

E19. Reposition the gear box in the fuselage and align the 1/8" pilot holes. A few 118"
clecoes will both align the gear box and hold it there for drilling.

E20. From underneath the fuselage, enlarge the pilot holes through both the fuselage
and the gear box flanges to 1/4" diameter. Don't use a 1/4" drill immediately.
Instead, use a 3/16" drill first, then step up to 1/4". This gradual enlarging
produces cleaner, tighter tolerance holes. Be sure to keep the drill at right angles
to the bottom of the fuselage.

Drilling through bottom fuselage

Figure 19:E:B

Drill at right angles to

the fuselage bottom. ----i;:,..
0
0

.040" aluminum drilling

strip glued to 20 (or 16)
BID reinforcements.

Fuselage bottom Use 1/8" D drill for pilot holes

,.::,;~~i;;!~'!#.;& 1,,.41.a IV If ~;:~;,I

~C'.2~~======"'="""'::::=:.,.....,.:::=:::11""11>.'='==~~~l!._--_J_.,,.,,,,.,,.,,,,,,,.,.,..;
chapter rn REv. 11 9-15-93
Main Gear Installation
Lnncair InlernnUonal Jnc.,Repreacnted by Nelco Avlallon Inc,, Copyright e 1993, Redmond, OR 97766
E21. Countersink the 1/4" diameter holes you have just drilled to accomodate MS24693-
S103 flush head screws. Yes, the screw heads, although flush, will be visible from
the bottom of the fuselage.

E22. The gear box is secured to the fuselage with MS24694-Sl03 screws (except in the
doubler area), AN960-416 washers, and AN365-428A locknuts.

NOTE: Don't permanently install the gear box at this time. Because you'll be
removing and installing the box for the rest of this chapter, it is a good idea to
secure the box in place withjust a few (4 or 5) screws using castle nuts for easier
removal.

Securing gear box

Figure 19:E:9

Do not let loclmut and

AfCtup washer ride up on the
flange radius
F~
AN365-428A
loclmut
Gearbox
mounting flange AN960-416
washer
(fwd or aft)~

MS24694-S103 screw Fuselage

bottom

Lnncnlr Int.ernatlonal Inc., RcprcoonLcd by Neico Aviation Inc., Copyright Cl 1993, ROOrnond, OR 97756
E23. Position the aluminum flange doubler (GM459-021) over the forward flange as
shown in Figure 19:E:lO:a &b.

E24. Match drill the GM459-021 doubler using the 1/4" diameter holes you drilled
through the flange.

E25. Secure the GM459-021 doubler using the same screws that hold the gear box to
the fuselage, as shown in Figure 19:E:10:b. Of course, longer screws (MS24694-
Sl09) will be required.

Securing GM459-021 flange doubler

Figure 19:E:10:a

Flange
Fwd gear box bulkhead doubler
cut away to show doubler (GM459-021)

L
!~=~=,~;S=2~;~;=..a==H..=~==A==1..=~=-"---=JV:....!:__
~ 'flll"flJrl"JUTl"fL
_ __JI 1 19 _45 , 1_c..;..h_a""p:..:t.:..:erc..:1:..:9
.
_ __,_R_E_v.__P_c_1_0_1_11_-2_3__9_4_-f.f*1-I
Main Gear Installation
J,uncuir International Inc., lhlprc&ented by Neico Aviation inc., Copyright Cl 1994, Hedmond, OR 97756
 Securing GM459-021 flange doubler
Figure 19:E:10:b

Don't let GM459-014 doubler

ride up on flange radius

-----..
Gearbox fwd
bulkhead
AN364-428A locknut

A/Cup
Aluminum

F~
flange doubler
(GM459-021)

Fuselage bottom
MS24694-S109 screw

,:==::::;;~Z;;..~!!!'#;A.1,.41a W 1r~;:~~I. chapter19 REv. 11 9-15-93

~ vc,,11r1~
4
; Main Gear Installation
~~~============::_~~--_J'------------------"----"
Lancalr lnlcrnaUonal Inc., Represented by Nek(I Avlnllon Inc., CopyrlghL e 1993, Redmond, OR 0775G
F. INSTALLING GM461 CORNER BRACKETS

To secure the gear box to the fuselage sides, metal brackets are installed at all four
corners of the gear box. You have already used the fwd two brackets to space the
gear box back from the rear wing spars. Now you will install these fwd brackets.
GM461-001 is the left, fwd comer bracket, and GM461-002 is the right.

For this section, you should have the wings installed to properly position the fwd
corner braces. The gear box should also be installed withjust a few screws because
you will be removing it a few times in this section. Remove the gear legs, the
GM460-07 bumper mounts, and the bumper blocks from the gear box. This will
ease getting the gear box in and out.

GM461 gear box corner brackets

Figure 19:F:l

GM461-001
corner bracket~

GM461-002
corner bracket

~v/
t)/

L{~=~=;,.f='~~G~=A=="'=~=A=l.=D=:...~JV_!_
O ; v~-.
___JI. [ 19 _4. 7. [-C=-h::ca::.<p:.:t=.:erc...:1::.::9'---LR_E_v_.__
Main Gear Installation
Lnncair lntcrnnlionnl Inc., llcprc11ented by Ncico Aviation Inc., CopYrighl Cl 1994, Redmond, OH 97756
Pc_10_1_11_-2_3_-_94_--Hr-+1
Fl. The forward two corner brackets (GM461-003 and GM461-002) must be modified
slightly for ease of installation. Figure 19:F:2 shows the areas of these corner
brackets that must be trimmed away. Use a bench type grinder for trimming. If
you have a later kit, the forward corner brackets may not require modification.
Check the dimensions as shown in Figure 19:F:2 to see if you must modify the
brackets.

Fwd corner bracket modification

Figure 19 :F:2

This drawing shows the

right bracket (GM461-002).
The left bracket (GM461-003)
has been extended for the
~ pressurized version. The
.___.. bottoms of both versions are
CJ .....__ modified similarly.

..___.. GM461-002

Drill another
%\J -----
..__ Rear spar bolt
1/4" dia. hole at will be mounted
this location. ----- through this
doubler plate.
CJ ----
-..........
.........,
\J ..._.,.,
---
<
~ l\:J -----
..._..
Smooth
curve (exact

tt
shape not
important)

Grind away this

portion of the
GM461 brackets
to provide better
fuselage clearance.

L:(2~~~ii~~~=~~~=~A.=v="'=y;'~.,....,,=A=l.:Je::::.___:JIV~.'!.____JII~~-4~. l1-C_h--'ap'--t-:-a-l~'--n-G-e-a_,_1_RI_:_v~-t-al-la_t_i-~n-/_9_-1_5_-9_3_-l+'>l'-H
Lancnir International Inc., Rcprcmmtcd by Neico Aviation Inc., Copyright. 1993, Redmond, OR 97756
 F2. Position the GM461 fwd brackets against the fwd face of the gear box as shown ~
in Figure 19:F:3. Notice that there is a left and right corner bracket. Position the
brackets so the reinforced area is centered behind the rear spar bolt. The brackets
should be spaced about .250" away from the fuselage sides to allow for the BID
reinforcement that you will apply. When satisfied with the bracket positions,
mark on the inside of the fuselage where brackets will be mounted. The exact
position of these brackets is not critical, as long as they rest flush against the gear
box and roughly follow the contour of the fuselage sides.

F3. Use 40 grit to sand the areas of the fuselage where the reinforcement BID will be
applied for the two GM461 corner brackets. Clean these areas with MC.

F4. Apply 20 BID to the fuselage sides where GM461 corner brackets will be mounted.
Size the 20 BID about 1/4" larger than the outline you drew of the bracket's
mounting areas.

Locating GM461 brackets

Figure 19:F:3:a

0
This drawing shows the
GM461-003 bracket, which
has been extended for the
pressurized version. 0

GM461 corner
bracket
0

Gearbox 0

\
REMEMBER!
AN970-6 spacer \Vashers
0 (bet\veen bolt plate

~;~:1;;
0

/ ~ Rearspar

F'VD ...

Fuselage Rear spar bolt

bottom plate (1/8" thick)

\ \ /

~<:2"'; ~;~: : :~" ~: : :~.A: : :: : :.1. : : :y: : : : : :~: : :.B: : : : : L.: : :,R_: : : : : : _~IV~ - _J'l l~-~~ 1 - =C.:.:h: :ap.: t:.: .~:. ,ra.: .l~=-n-G-ear_j_l_RI_En_v~_ta___lla-t-io"-1n'/-"9--'-l=-=5---9::..:3=---tl-+'x--/M*li
Lancuir lnlernnlionnl Inc., Repre~enlcd by Neico Aviation Inc., Copyright IC 199:1,Redmond, OR 97756
 Locating GM461 braces
Figure 19:F:3:b

1/4" gap + ~

This drawing shows the

GM461-003 bracket, which
has been extended for the
c.14111-- Ruddercable
pressurized version.
will pass under
GM461-003
bracket.

Top of Fuselage
gearbox ,.,.-side

GM461
Rear spar
bolt location
(approx.)

63/4"

~~"":;?::='#-~=~~~=~4==.l..=~===4/==~=0:0==::._~W"':_~___J/l.l~-~OJ1-=C-=h-=ap"-t=-=~-=-r-=~,"-~n_G_e-'ar-RE_In-vs_.t-al-1-at-i-~-~-9_-_15_-_93_ _
+BH-I
Lnncuir Intcrnntionnl Inc., Represented by Ncico Avinlion Inc., Copyright r!!l 1993,Rcdmond, OR 97756
F5. Reposition the GM461 corner brackets and push them flat against both the fwd
face of the gear box and the 20 BID reinforcement laminates youjust applied .. Do
the brackets rest flush with the 20 BID? Probably not. If they don't, do a flox
release between the brackets and the 20 BID reinforcements. Apply release tape
to the brackets where they set into the flox. Also remember to sand and clean the
areas where flox is applied. When the flox is curing, be sure the brackets are held
flat against the fwd face of the gear box.

F6. When the flox has cured, remove the gear box from the fuselage. With the GM460-
07 bumper block mounts removed, you will be able to remove the gear box without
removing the corner brackets. Otherwise, the corner brackets will have to be
removed with the box. Reposition the corner brackets against the fl ox release you
just did, and secure the brackets with a few drops of instant glue.

Forming flox pad on 20 BID

Figure 19:F:4

Flox

If GM461 bracket does not fit

well against the 20 BID, do
a :flox release bet\veen them.

This drawing shows the

GM461-003 bracket, which
has been extended for the r ~
pressurized version. ''
''
.''
'
Gearbox
,/
~ /'
''
''
Fuselage
'
''
:; ..---side
'
;-----J)
~

Lnncnirlnlcrnn!.ianul Im:., Rcprcscnlcd by Neita Av!nlion Inc., Copyright e lDD:l,Rcdmond, OR 9775li

 F7. Use the predrilled holes in the GM461 corner brackets as guides to drill 1/4"
diameter mounting holes through the fuselage sides (six holes per side). On the
GM461-003 bracket, do not drill for the top three bolts, this will be done during
the cabin door installation. The bottom three holes of both brackets will be drilled
through the fuselage, but will not extend through the fairing. The bottom three
bolts will be accessible from inside the wing fairing (an access hole can be cut
through the Clark foam wing fairing rib in the flap area, after the wing has been
removed).

FS. Countersink the top three holes on each side of the fuselage. Countersink from
the outside for a MS24694-S103 screw.

F9. Secure the GM461 corner brackets in place with AN4-10A bolts through the
bottom three holes of each brace. The final bolt length may differ between planes,
so add washers if necessary. For proper gear box clearance, the heads of the bolts
must be on the inside of the fuselage. The nuts for these bolts must be tightened
through access holes in the wing fairing. If your wing is still installed, just wait
to tighten these bolts until it has been removed.

~~"';;?:~:~;c!!:~~A:=.,.l.:=Cl'-'~r1711,:=Al.~;:::~:_~IV~~--_J)[ ~~-~~]'1_C_h~ap,_t_~_r_l~'--n-G-ear__,__~_n_v~-t-al-l-at-i-~n_/ _9_-1_5_-9_3_-lrn<'--ti

Lnncair lntcrnnilonnl Inc., Rcprcoontcl by NcicoAvintion Inc., Copyright lf:l 1993,Ilcdmond, OR 9775G
 FlO. Use MS24694-S103 screws through the top three holes of each bracket to secure
them to the fuselage sides. The final screw size required may differ between
planes, so add washers if necessary.

Securing GM461 corner brackets

Figure 19:F:5

-+-----1 Don't drill through the

fuselage for the three bolts
in the GM461-003 extension
piece. These holes will be
drilled after the door frame
has been mounted

MS24694-S103

Notice that theseL.:__;~Jt'.f~~

holes are countersunk
through wing fairing.

GM461 bracket
AN4-10A bolts (Shown is the GM461-003
AN365-428A locknuts bracket, which has been
AN960-416 washers 1-1l\c:ll"1ll7fl:::I extended for the pressur-
ized fuselage.)
+

Fll. Reinstall the gear box into the fuselage with a few screws.

r==.;;;,'llt!!!!;;;<!f).fG,A.1,.410"' IV
~CZ~~;::::;:::;::::::::::::::::::::c,,..~~==='=~=~~~~--_J .................. /
If~~:~; [ chapter 19 REV. 11 9.15.93
Main Gear Installation
Lnncair IntcrnaUonnl Inc., Roprci;cnhid by Ncica Av!ullon Inc,, Copyright a!l 1993, Redmond, OR 9775G
 F12. To secure the rear wing spars to the gear box, the rear spar bolt plates should be
parallel with the forward face of the gear box. With all the different factors and
parts involved, your rear spar bolt plates most likely will not meet this condition.
To fix this, unscrew the bolt plates from the rear spars and cover the forward face
of the 1/4" thick bolt plates with release tape. Do a flox release between the 1/4"
thick bolt plates and the rear spar, keeping the 1/4" thick plates parallel with the
fwd face of the gear box as shown in Figure 19:F:6:a&b. Remember to insert the
AN970-6 spacer washers between the rear spar bolt plates and the GM461
brackets. The flox will tend to fill up the four bolt plate mounting holes in the rear
spar, but these are easily redrilled later.

Fl3. Now cover the aft face of the 1/8" thick rear spar bolt plates (the ones that are on
the fwd face of the spar) with release tape. Do a flox release between these bolt
plates and the rear spar to make the plates parallel with the 1/4" thick plates. See
Figure 19:F:6:a&b.

Aligning rear spar bolt plates

Figure 19:F:6:a

(BEFORE) o

0
GM461-003 (-002)
corner bracket

Gearbox
:r
0

Bolt plate
(l/4''thick)

Bolt plate
(1/ff' thick)

Notice that the rear wing

spar is not correctly aligned Rear wing
lvith the fwd face of the gear spar
box. In this condition, the rear
spar bolt would tlvist the spar
when tightened. AN970-6
/ spacer washers
~----between bolt plate
nnll GM461 bracket.
-:-==~~~.c:===

L(02~~==~==~==Al='llV="'=T:==""""'=A==l-=.,R==::.__.:'IV~_!'.____Jl[~~-~~ll-"C""h""apc.:t:.::.~c:_::_l:=-n-G-ear-'--:-v~-t-al-la_t_i-~n_/_9_-1_5_-_93_ ___,l-H<Hi
Luncolr Jntcrnutional Inc., Rcprci;cnlcd by Ncico Av!utlon Inc., Copyright l!.'l 1993, Redmond, OR 97756
 Aligning rear spar bolt plates
Figure 19:F:6:b

(AFTER) 0

o GM461-003 (-002)

v
fwd corner bracket

Gearbox
0 Bolt plate

\ 0
(1/4" thick)

Flox fill

Bolt plate
The rear spar bolt plates have (1/8 thick)
been aligned with the fwd face
of the gear box, using flox
releases.

Rear wing spar

Fuselage bottom\
===~~~~===

F14. After the flox has cured, redrill the four bolt plate mounting holes in each rear
spar. Secure the bolt plates to the rear spars with the same hardware. Longer
screws, MS24694-S106, are provided in the kit if necessary because of the flox
release.

~C2~~';;;;;:::#-~=~~~=~A=w=;,=c....=~=~=.B=l.=,;q=:::.._:IV~~--_J)[~~-~~J:1-=C-=h-=ap"-t=-=~-'-r-=~,-=-~n-G-e-'ar-RE_1~-vs_.t_allati-~-~-9--_15_-_93
__ _ _t-BH-I
Luncnir Inlcrnnlionnl Inc., Represented by Ncico Avinlion Inc., Copyrighl e 1993, Redmond, OR 97756
F15. Recheck the incidence on your wings to make sure they have not strayed from
+l.6. Use the alignment you made back when you joined the wings to the
fuselage.

F16. Use the 3/8" diameter holes in the rear spar bolt plates as guides to drill similar
sized holes through the GM461 corner brackets and the gear box. Simply running
a 3/8" drill through all that steel and aluminum would be difficult and not produce
clean holes. It is best to use a 3/8" drill to spot the hole locations in the GM461
brackets to a shallow depth (you're basically using the drill as a centerpunch),
then remove that drill and use a 1/8" diameter bit to drill a pilot hole all the way
through the GM461's and the gear box. Once you have two pilot holes, increase
their size with 1/16" larger bits until you have reached 3/8" diameter. An angle
drill is required for this step because of interference from the aileron bellcrank
mounts.

Securing rear wing spars

Figure 19:F:7

0
GM461

0
Gearbox
0

; Rear spar bolt

AN365-624A : ..,.-plate (1/8" thick)
locknut

--._ AN6-21A bolt

AN960-616

~Flox
washer

Lnncnir Inlill'nntionnl Inc., Rc.proscnlcd by N!!ko Aviullon Inc., Copyright e 1993,Rcdmond, OR 97756
Fl 7. The rear wing spars are secured to the gear box with AN6-21A bolts, AN960-616
washers, and AN365-624A locknuts. Don't bother to secure the rear spars right
now, but this is the hardware you will eventually use. Congratulations, your wing
mounting structure is now complete.

Fl8. Remove the wings from the fuselage so you can complete the GM461 corner
bracket installation.

Fl9. To help maintain good alignment, insert the AN6-21A rear spar bolts through the
GM461 brackets and the gear box. No need to tighten them.

F20. The GM461 corner brackets are secured to the gear box with three AN5- 7A bolts
each. The left-right alignment of these bolts is important so the nuts will be
located in the middle of the flanges formed by the gear box sides. Because these
flanges are inside the gear box (and hidden by the top cover of the gear box), small
pilot holes should be drilled before going to the 5/16" diameter drill. Use Figure
19:F:8:b to find the approximate hole locations. Again, an angle drill is required
for this step because of interference from the aileron bellcrank mounts.

Securing GM461 brackets to gear box

Figure 19:F:8:a

GM461
0
corner
bracket

0
Gearbox
0

Fuselage bottom

Lnncnir Internnl.ional Inc., Represented by Neico Aviation Inc., Copyright li.!l 1993, Redmond, OR 97756
 Securing GM461 brackets to gear box
Figure 19:F:8:b

(
Q = Factory installed screws in
I
fwd face of gearbox.
I
Step #1. Install the gear box and GM461 brackets )
in the fuselage. I
I
Step #2. Find the locations of A, B, & C. I
I
Step #3. Drill 1/8" pilot holes at A, B, & C, then I
enlarge holes to 5/16" diameter. I

~;-/-

I
I

I
- ,
Gearbox
I I
GM461 corner 'I /
bracket
+ ----r-+-+11----~

+ -f-'}-1-Hf----.-
I
I + --,--+-+t-..- 4"
1+ 3"
I
2"
I
I
- ------
0

-:::::::::::::::::::::::::::::::::::::::::::::::::::::S;;;~~*Dim.ensions
are approximate

Lnncllir Jnternutionnl Inc., Ifoprea1mted by Neica Avlatlan Inc., Copyright ID 1!.!!J7, Hedmond, OR !J775G
G. INSTALLING GM462 CORNER BRACKETS

The GM462 corner brackets secure the aft corners of the gear box to the fuselage
sides. They are installed very similar to the GM461 brackets.

GM462 gear box corner brackets

Figure 19:G:l

GM462-002
corner bracket
~
'GM462-001

(
corner bracket

~Gearbox

L
~;~~=L~;:::~~i::Al::::::,,,.:::~=:=A=:=l.:::D=:=':.-....:JV~~-__JI,
~ 111P'ILl"l'"J!l8'.
19_ 59 1 1-=c:..:cha"'p:.::t::.:er...:1:.::9-=_J_-:n~Ev_._~P-:c_1_01_1_1-_23_-9_4_-tf*11
. Main Gear Installation
L11nc11ir Jntern11oonnl Inc., Repre1ented by Ncico Avia lion Inc., Copyrighl C 1991, Redmond, OR 97756
G 1. Place the GM462 corner brackets against the aft side of the gear box, at each
corner. Position the GM462 brackets as shown in Figure 19:G:2. Mark on the
fuselage side where the brackets will be mounted.

Positioning GM462 corner brackets

Figure 19:G:2:a

Fuselage side

.200" gap (approx.)

GM462-001
aft corner bracket

GM459-016 Gearbox
corner brace (aft bulkhead)

/
3 1/4"

16BID

---

Lancalr Intemallona1 Inc., Repreoontcd by Nelco AvlaUon Inc., Copyright e 1993, Redmond, OR 117756
 Positioning GM462 corner brackets
Figure 19:G:2:b

Gearbox
(left side)

Fuselage
side Gearbox

~
(aft bulkhead)

Fwd

.200" gap
(approx.)
Ou~

Lnncnlr lnterno.Uonnl Inc., Ilepralll!nted by Ncko Aviation Inc., Copydght o J993, Rc:dmond, OR 97756
G2. Remove the brackets and use 40 grit to sand the fuselage sides where they will
be mounted. Clean these areas with MC.

G3. Apply 16 BID to the fuselage sides in the areas where the GM462 brackets will
be mounted. Make the 16 BID 1/4" larger than the flanges ofthe GM462 brackets.

Reinforcing GM462 mounting area

Figure 19:G:3

16 BID reinforcement
and flox release

Gearbox
(aft bulliliead)

GM421-001
Fuselage corner brace
side

G4. When the 16 BID reinforcements have cured, reposition the GM462 brackets
against the gear box and fuselage side. Like the fwd corner brackets, the GM462
brackets will probably not rest flush against the 16 BID reinforcements. A flox
release should now be done between the GM462 brackets and the 16 BID. Be sure
to cover the mounting flanges of the GM462's to prevent the flox from sticking.
Also sand and clean the 16 BID reinforcements where the flox is applied. The
GM462 brackets should be held firmly against the aft face of the gear box while
the flox is curing.

Lnneair lnlernntlonnl Inc., Rcpre11ented by Ncko AvinUon Inc., Copyright C 1993, Redmnnd, OR 97756
 G5. When the floxhas cured, use the predrilledholes in the GM462 brackets as guides
to drill through the fuselage sides for the mounting screws as shown in Figure
19:G:4. The screws are 1/4" diameter.

G6. Countersink the fuselage sides for the MS24694-S103 mounting screws as shown
in Figure 19:G:4.

Mounting GM462's to fuselage side

Figure 19:G:4

GM462-001 corner brace

{shown as bidden lines so A/Cup
you can see the nuts and

Ou~
washers)

---1
I
I
I
I
I
screws
____ / I
16BID

AN960-416
washers
AN364-428A
locknuts

G7. Secure the GM462 brackets to the fuselage sides with MS24694-S103 screws,
AN960-416 washers, andAN364-428A locknuts. The final screw length required
may differ between planes, so add washers if necessary.

c~"';;;:::~~=~~~=~=A==~=C=~=A=~=~~-----=W~~--__Jll[~~:~~]1-=c=h=a_pt:.:~::.r-=~,::;_~n-G_e__.ar_RE_1n_vs_.t_a_n_a-ti-~-'-~--'9_-_15_-_93__
1+l<H1
Lnncnlrlnlcrnnllonnl Inc., Represented by Neico Avinllon Inc., Copyright e 1993,Rcdrnond, OR 97756
 GS. With the gear box installed and the GM462 brackets secured to the fuselage sides,
drill for the bolts that will secure the brackets to the gear box. See Figure 19:G:5
for hole locations. Beware not to drill through the rivet that holds each gear box
side to the aft bulkhead. Use a 1/8" drill to make pilot holes for thefor bolts, then
increase the size of the drills until you have reached 1/4" diameter. This will
produce cleaner holes than drilling with 1/4" right away.

Securing GM462 brackets to gear box

Figure 19:G:5:a

GM462-001
+ = Drill 1/4" diameter holes
at these locations
corner bracket () =Factory installed rivet. Avoid
drilling too close to this rivet
GM459-016
corner brace Gearbox
(aft bulkhead)

\
+-\ 3/4" re- 1 1/8"
II + --1-"""v. . . 2 5/8"
I
I
r-..
\..J
I
l +---1---"'- 16BID

L.:::~r-;;~~~~:=~~=&=w=l~~~==A==-"'=,_R_~c._--='IV~!____Jl[~~:~~]1-C_ha~p~t-;-~-~n-G_e_ar~RE-~_vs_.t_a_ll_at-i-~n-/_9_-1_5_-9_3_--t1:-l\71
Lancair Inlernntlonal Im:., Represented by Nelco Aviation Inc., Copyright 0 1993, Redmond, OR 97756
 Securing GM462 brackets to gear box
Figure 19:G:5:b

GM462-001
corner bracket
------.. 0
Gearbox

AN4-10A bolts
AN960-416 washer 1---~l
AN365-428A locknut

Fuselage bottom\

G9. Secure the GM462 brackets to the gear box with AN4-10A bolts, AN960-416
washers, and AN365-428A locknuts.

La.nealr Intcrnnllonnl Inc., RcprcsenlOO. by Ni:ilco Avlntlan Inc., Copyrighl e 1993, Redmond, OR 97756
 ~

LEFT BLANK INTENTTONALLY

Chapter 19 I REV. PCl0/11-23-94 l.n<

Main Gear Installation A
Luncnir lntcrnntianal Inc., JU!prescntcd by Xcico Av in lion Inc., Copyright Cl 1994, Redmond, OR 97756
 LEFT BLANK INTENTIONALLY

Lnncair Int.urnntionul Inc., Reprnsonted by Neico Aviation Inc,, Copyright ID 1996, Redmond, OR 9775G
I. HYDRAULIC CYLJNDER INSTALLATION

The Lancair IV main gear legs are retracted using a rack and pinion system. You
have already installed the pinions on the gear legs. Now you will install the rest
of the retraction linkage in the gear box. The text and drawings in this section will
refer to the left hydraulic cylinder installation. The right cylinder installation is
just a mirror image.

Hydraulic cylinder
Figure 19:1:1

Mechanical downlock
release~

Main gear hydraulic cylinder

(GM471)

Lunc11ir Internntionnl Inc., Represented by Neko Avinlion Inc., Copyright If! 199"1, Redmond, OR 97756
 Il. Secure the support arms (GM4 73-01 & 02) to the rack housing (GM465) with
4-AM20 screws as shown in Figure 19:1:2. The GM4 73-01 support arms should
be secured to the outbd side of both GM465's. The GM473-02 arm should be se-
cured to the inbd side of the GM465. The mounting holes in the support arms are
countersunk on both sides for this reason. Use a drop of Loctite #242 on each
screw.

Rack housing/Support arm assembly

Figure 19:I:2

GM473-02
support arm

4-AM20
flush head allen screw
~

support arm

Larger (unthreaded) holes

in GM465 are located on
outbd side.
~"""'1!11-------- 4-AM20
\
flush head allen screw

L:~"'; ~ '#-?;:~;: :~ .A;: :v;: :L.;: :~;: :;: :;: :A;: :;: :~;: :~;: :;: :o_~IV~ - _J'l l9-69.. 1.1- =C.:.:h.: ap"-'t=~: . r.: l~=-n-G-ear-'-~-~-v~-tal-la-\-/io-2n_-l_-_9_4 _ _-++*+I
Lancnir International Inc,, &presented by Neico Aviation Inc., Copyrighl 0 1994, Redmond, OR 97756
 I2. Screw an AN315-6 check nut and the rack (GM4 70) onto the end of the cylinder
until they bottom out on the threads.

I3. Loosely bolt the support arms to the hydraulic cylinder housing as shown in
Figure 19:!:3. Do not tighten the bolts yet because adjustment may be required.
To save a little ink, let's call this collection of parts (cylinder, rack, support arms,
and rack housing) "Assembly A". You will be installing this assembly a few times
to get the proper alignment.

Assembly "~'
Figure 19:1:3

GM471 hydraulic cylinder

Shaft
GM470rack

GM471 hydraulic
cylinder~
114 x 3/4, NC GR8 C/S
bolt (4 places)
Z9270 washer (4 places) ~
~{f;l... (ffe......._
~'~
GM473-02

Assembly ''.A"

3
L~f'~=~=""c:=~{~~~~=1,.=.l.=c;..,=~=~=.A=l..=~='D=-~W~:!.____Jl . ~ -~ li-=C-=h=ap"- t'" ~.:. ra-=\.:n_G_e_ar-'-:-v~_ta_l_la-\-'io-
9
. 2 4
n_-l_-_g------tt*+I
Lancair Internntionnl Inc., Represented by Neieo Avilllion Inc., Copyright il!l 1994, Redmond, OR 97756
14. Bolt the cylinder attach bracket (GM459-019-01 left, GM459-019-02 right) to the
aft end of the hydraulic cylinder as shown in Figure 19:1:4. Install the cylinders
in the low position. If they are installed in the high position, they will protrude
through the seat.

Aft cylinder bracket

Figure 19:1:4

Outbd

r
AN960-416
washer
.'<'4--AN960-416
washer Fwd

GM471----~
Hydraulic cylinder

L~;;~=~l!l:=~~=.A=="=~==A==L.=~==::...~JV_!.
~ 1111"~8'.
___JI .
1 1.9 _7. 1 1 1_Ch_a~p_t_er_1_9
Lunc11ir lnlcmo.lion11l lnc., Hepresentcd by Neico Avinlion Inc., CopyrighlQ 1994, Redmond, OR 97756
_ _~R_E_v_. P_C_10_1_11_-_23_-_94_-+h"cti
__
Main Gear Installation
15. Lower Assembly "A" into the gear box. Bolt the rack housing (GM465) to the
pinion plates (GM456's) as shown in Figure 19:I:5. GM468 spacers (acting here
as bushings) are required in the rack housing. The GM459-019 cylinder bracket
should rest flush against the aft gear box bulkhead. The bottom edge of the
cylinder bracket-should be level with the bottom edge of-the GM459-019-03
bracket (GM459-019-03 is the bracket that secures the middle gear box formers
to the aft gear box bulkhead. This "T" shaped bracket is pre-installed at the
factory).

Installing Assembly "A''

Figure 19:1:5

GM473-02

NOTE: Gear leg, trunion, ~

and rack are not shown.

~t----GM473-0l

I(.,..._,
GM468 bushing

~@
~
~ @

,
The AN4H27A bolts will
be safety wired together
during final installation.
AN960-416
washer (3 Req.)
I AN4H27A bolts
Don't bother right now. , (drilled heads)

Lnncuir Inl~rw.tionnl lnc.,Rcprescnled by Neice Aviation Im:., Copyright (Q 1994,Rcdmond, OR 97756

I6. The final alignment of the GM459-019 cylinder bracket is done left and right.
With all the bolts of Assembly "A" snugged up, there should be very little left and
right play between the Assembly "A" and the main gear trunion. Shift the
cylinder bracket left or right slightly to get the best alignment between the
GM4 70 rack fil'.ld the GM469 pinion. When the alignment looks good, use instant
glue to hold the cylinder bracket to the aft gear box bulkhead. Unbolt the bracket
from the cylinder and remove the rest of Assembly "A" from the gear box.

Aligning rack and pinion

Figure 19:1:6

For proper alignment, Assembly "A" should

be square with the pinion gear and trunion.
When all the bolts of the system are snugged
up, the cylinder will pretty well self align.
GM459-019
bracket

Fwd~
Move GM459-019 bracket
Outbd left or right if necessary
to align Assembly "A".

17. Use the two predrilled inbd holes of the GM459-019 cylinder bracket as guides to
drill 1/4" diameter holes through the aft gear box bulkhead. An angle drill is
required for this step because of the middle gear box formers. Also, the drilling
is much easier ifthe gear box is removed from the fuselage. The instant glue bond
can easily be broken, so a clamp should also be used to maintain the bracket
alignment.

Lnm:uir Internutionnl Inc., Represented by Neico Aviation Inc., Copyright 10 1994.,Rcdmond, OR 9776G
IS. One more 1/4" diameter bolt hole needs to be drilled through the GM459-019
bracket and the aft gear box bulkhead. This remaining hole is best drilled from
behind the gear box. Place the template in Figure 19:1:7 against the aft face of the
gear box, using the two holes you drilled in Step 17 as references. (To avoid having
to cut up or copy this page, a duplicate template is provided on the next page.) The
template will show you where the remaining 1/4" diameter hole needs to be
drilled. Drill the hole at this time. Again, to prevent the GM459-019 bracket from
wandering during the drilling process, you should secure it to the gear box with
the proper bolts as shown in Figure 19:1:8.

Drilling template for GM459-019 bracket

Figure 19:1:7

Drilling
template 1 112"
1/2" ...__
Predrilled 1/4" D.
holes t+l
~

A/Cup -

0 ~tbd Drill remaining 1/4" D.

hole through both gear
box and GM459-019
at this location

Luncair Internntiono.l Inc., Represented by Ncico Aviation Inc., Copyright e 1994,Redmnnd, OR 97756
 Drilling template for GM459019 bracket (Duplicate)
Figure 19:I:7:a

Drilling
template 1 112"

1/2" ~

Predrilled 1/4" D.
holes ....
t.+J
A/Cup -

Gfu. Drill remaining 114" D.

hole through both gear
box and GM459-019
at this location

Luncnir International Inc:.,Rcpre!!l!nted by NcicoAvintlon Inc., Copyright Cl 1994,Rcdmond, OR 97756

I9. Secure the GM459-019 cylinder bracket to the aft gear box bulkhead with AN4-
6A bolts, AN960-416 washers, and AN365-428A locknuts as shown in Figure
19:1:8.

Securing GM459-019 bracket

Figure 19:1:8

Fwd GM459-019 cylinder

o.:J
attach bracket

AN4-6A
bolt
I AN4-6A
bolt

~==-"=:::>....

Aft gearbox
bulkhead
/ ~/
AN960-416 washers
AN365-428A locknuts

Lancuir lntl!1'nationnl Inc., Represented by Neica Aviation Inc., Copyright .0 1994, Redmond, OR 97756
IlO. Now we will adjust the rack to get the correct meshing of the rack and pinion ~
gears. Bolt the hydraulic cylinder to the GM459-019 bracket. Do not bolt the
GM465 rack housing to the GM468 pinion plates.

Ill. Push the GM470 rack aft until the hydraulic piston has bottomed out in the
cylinder. The mechanical downlock will have to be lifted for the piston to bottom
out. After the piston has bottomed, the mechanical downlock will lock the piston
in the proper position. The rack gears will probably not mesh perfectly with the
pinion gears. For now, just let the rack ride up on the pinion gears.

Il2. To make the rack and pinion gears mesh properly, you must slowly unscrew the
GM4 70 rack from the hydraulic cylinder. Grasp the rack with a wrench to prevent
it from turning. Grasp the shaft of the hydraulic cylinder with a wrench also.
There are flats ground into the shaft for this purpose. Make sure the check nut
behind the rack is loose. Now turn the shaft of the hydraulic cylinder, slowly
unthreading the rack until the gears of the GM4 70 rack and the GM469 pinion
mesh properly. You will be moving the rack forward in the gear box when you
unthreadit from the shaft. Secure the rack with the check nut when satisfied with
its position.

The important factors in this process are:

1). The piston must be bottomed out in the cylinder with the mechanical downlock
engaged.
2). The gear leg shoulcl be resting against the downstop cushion.
3). You should adjust the rack forward ONLY until it meshs with the first gear
of the pinion.

Lnncnir Intemntion.nl Inc., Represented by Neko Aviation Inc., Copyright lf:l 1994, Redmond, OR 97756
 Adjusting rack position #1
Figure 19:I:9:a

Pinion----1 Hydraulic piston is bottomed

gear out (aft) with mechanical
downlock engaged.

NOTE: Rack and pinion gears

do not mesh properly.

Adjusting rack position #2

Figure 19:I:9:b

Use a wrench to turn the

hydraulic shaft, unthreading
the rack until the rack and
Cre.'.'lir.ent wrench _..JI" pinion gears mesh properly.
GM470 rack (or any wrench) to
prevent the rack
from rotating.
(\
Shaft of hydraulic
GM470rack cylinder
GM469
pinion gear

Rack and pinion gears Wrench

are meshing evenly.

L:::~"";;~=::'#-~=~=;!!f).=if~A=,.,="=~~=.8=~=~=:.~W~~--_J''l~-;~ , 1-=C-=h=ap"'t:.:~.: . r.: :l~=-n-G-ear_J_:-v~-t-al_la_\_;i_:n- 1- ____

94-H*+I
Lancair International Inc,, Represented by Ncico Aviation Inc., Copyright l!:l 1994,Rcdmond, OR 9775G
 Adjusting rack position #3
Figure 19:I:9:c

Mechanical downlock
release tool

This shaft is the

mechanical downstop
release. Insert the
release tool in the
slot and pull up to
release the downstop
pin.

.090" aluminum

GM171
hydraulic cylinder

Shaft
0
Piston

NOTE: At this point in the hydraulic cylinder installation, we will

be describing the final installation. However, given that you have
a lot of work left to do around the gear box, it may be a good idea to
hold off final installation to avoid fouling the cylinder with fiber
glass dust, metal shavings, etc. Whatever you decide, just be sure to
keep the cylinder and rack clean of anything but lubricating
grease.

Lnncnir International Inc., Represented by NeicoAviat!on Inc., Copyright ID 1994,Redmond, OR 97756

113. Now that the gears of the rack and pinion are meshing properly, you can again
secure the GM465 rack housing to the GM456 pinion plates. This time, though,
slide the GM464 grease block between the rack and the rack housing as shown
in Figure 19:I:10. The threaded hole for the grease fitting should be biased
forward in the rack housing.

Installing rack housing and grease plate

Figure 19:1:10

GM465 rack housing s h o w n \ Rounded, bottom end of

in hidden lines so you can grease block is always on
see the GM464 grease block. the aft end.

GM470rack
,------------------,
r GM464 grease block
~

1
------------------

The grease channels are

on the bottom side of the
GM464 blocks.

NOTE: Don't be confused by

the orientation of this
drawing. We are showing
GM464 upside down to
show you the grease
channels on the bottom
side.

Lnncair Internntionnl Inc., Represented by Neico Aviation Inc,, Copyright Cl 1994,Redmond, OR 97756
 Il4. Screw a grease fitting (Part# 1095Kll) into the GM464 grease plate.

Il5. Install 90117A540 socket cap screws and MS35649-2252 check nuts into the
GM464greaseplateasshowninFigure19:I:ll.ThesescrewswillpresstheGM464
grease plate against the GM4 70 rack, keeping the rack and pinion gears meshing
properly. Adjust the height of the screw just until there is light pressure against
the rack. Tightening the screws too much will cause excessive wear in the system.
Lock the set screw in position by tightening the check nut against the rack
housing.

Installing set screws in GM465

Figure 19:I: 11

MS35649-2252 90117A540 MS35649-2252

**GM464 grease plate
socket cap screws check ut
checkn\ (hidden lines)

**

GM470 rack
The cap screws push the grease plate against
GM470. This ensures that the rack and pinion
gears do not separate. Only slight pressure
against GM470 is required.

L..::cz~;;;::;"#~=~;i!=~;A=v='-'=~==Afll=l..=R='-~JV~..!'...--_J'[~~:~~]1-c_h~ap,__t_:_a_1~_n_G_e_a_Lr_RIn_Ev_~_tal-1:-~-i~-:-'4_-_10_-9_7__
-H-*+I
Lnncnir lnternntionn.l lnc., Represented by Neko Avintion Inc., Copyright 0 Hl97, Redmond, OR !1775G
J. AFT SEAT BELT ATTACHMENTS

The aft seat belts attach in three places. The two inboard belts for the rear
passengers both attach to the factory installed center seat belt lug. The outbd seat
belts attach to lugs mounted to the sides of the gear box.

Aft seat belt attachment points

Figure 19:J:l

. / Left side seat

.Ji(' belt lug

L
~;;i=L~:=~~=
c:::;;;f? ..==Al=~==A==.l.=='6=:..~N_!_
'1111'~6'.
___JI 119-8211-=-Ccc:.ha::.!p:..:t.:.;erccl:..:9
__ Pc_10_1_11_-_23_-_94_-+f*+l
Main Gear Installation
.
Lancuir lmernulionnl lnc:.,Repre&enled by N'eico Avinlion Inc., Capyrighl 0 1994, Hcdmond, OR 97756
LR_E_v_._ _
 Locating aft seat belt lugs
Figure 19:J:2

Side Seat
Belt Lug
I GM459-027
11"----_-._-i /
3/4"

0 0
Gear Box Side

""'--- Gear Box Aft Bulkhead

J2. Use the predrilled holes in the side seat belt lugs as guides to drill the 1/4"
mounting holes through the gear box sides.

J3. Secure the side seat belt lugs to the gear box with AN4-6A bolts, AN960-416L
washers, and AN365-428A locknuts.

L s':::'.=~=.r::::.:::~:!!:=":=
c:::;illf; =="':~=:::A=:::1..~n:.-=JV'....!
4
11111"~6'.
___111 19_83 11_cc_h_a....:p_t_er'-1-'9_ _,_R_E_v_.__
Main Gear Installation
_
P_c_10_1_11_-_23_-_94_-+f--li
Lum:air lnlemnlio11.11.J lm:., H.eprescnLed by Neico Avinlion Inc . CGpyrighl Cl 1994, Redmond, OR 97756
J3. Secure the side seat belt lugs to the gear box with AN4-6A bolts, AN960-416L
washers, and AN365-428A locknuts.

Securing seat belt lugs

Figure 19:J :3

Gearbox top GM459-027

Side seat
belt lug

AN365-428A
locknut

~960-416L washer

A/Cup
Gear box side----11'1

Loutbd

Lnncair International Inc., Represented by NeicoAvintion Inc., Copyright IQ 1994., Redmond, OR 97756
K. JACK POINT IN"STALLATION .

To provide hardpoints for raising the Lani:air IV for gear retraction tests, two jack
point weldment are bolted to the forward face of the fwd shear panel. These two
weldments use the beefy spar carrythru to raise the aircraft. An engine hoist is
used to raise the nose of the aircraft for retracting the nose gear.

NOTE: Early jack point weld.ments had two 3/16" D. holes in their top flange.
If you have one of these early weld.ments, please drill out these top two holes
to 5/16" diameter.

Lancair IV jack points

Figure 19:K:l

r
Tail support --...i
Hydraulic jack
(two total, one under
each jack point)
Kl. The jack point weldments (JP 324's) are indexed off the fwd, outbd mounting
holes for the pilot and copilot seats. In fact, the weldments also use these two holes
for mounting. Check that these two holes are each 6 7/16" from the fuselage side
and 1 3/16" fwd of the shear panel's aft face.

K2. From the centers of the seat mounting holes decribed in Step Kl, measure inbd
11/16". This will be the center of the jack point weldment's vertical tube. Transfer
these two points to the inside of the fuselage floor. Drill a 5/8" hole through the
fuselage floor at the two reference points.

References for locating jack point weldments

Figure 19:K2:a

This seat mounting hole is also

used to mount the jack point weldment.
Left and right sides are similar..
Fuselage 7/16"
14f:--:..:....:..::...a.~

s~ / Fwd shear panel

/ o!A o
I==; ,
3/16" D.
3116"

Aft shear panel

hole

0 D

Note: Although the seat

mounting holes are all
shown, you probably have
not drilled them yet.

c)#CVCA.f'A IV l[~~~~~]!i-..::C:.::h:::a:J::.pt~e::.r..::~:::.9_a_in_G.J__:-:-v-~n_s_t_a_~-~-~-:-:--2_6_-_96_~*+1
Luncnir Internntionnl Inc., Represented by Neico Avintion Inc., Copyright 0 Ul96, Rndmond, OR 97756
 ..
References for locating jack point weldments
Figure 19:K:2:b

A/Cup

Loutbd

Fwd shear panel

5/8" D hole for j a c k /

point weldment
Fwd shear
panel
A/Cup
This hole will be
elongated for in-
stallation of the
LFwd weldment.

1:7/8"
======;:;:;:;:;:;:;::;::;::;::;; i 111111 11 I III 111 I I
K3. Insert the jack point into the holes in the fuselage floor. These holes will have to
be elongated so the jack point can be inserted, then tilted back until it rests
against the fwd shear panel.

K4. Temporarily secure the jack point weldment to the shear panel flange using the
fwd, outbd seat holes. Use a 5/16" D. bolt through these holes.

K5. Check that the vertical tube of the jack point weldment is truly vertical
(perpedicular to the top of the shear panel). Hold the jack point in position. Use
the two holes in each vertical jack point flange as guides to drill two, 1/4" D. holes
through the vertical shear panel. Slide a couple AN4 bolts through these holes
and drill the last mounting hole (5/16"D.) through the shear panel flange, using
the top weldment flange as a guide.

Mounting Jack point weldment

Figure 19:K:3

Shear box cover

Create a hard point~

out offlox.
~ AN365-524A
locknut
MS24694-S 103
screw 1.o1+----iAN365-428A locknut
AN960-416 washer

Jack point
Fwd shear weldment
IA<---- JP324
panel ------..-..
....1

J~~~~m~~~lJt11111111111111111111
Fuselage bottom /

Jack cup_ _ _
JP325
---t.,_~
LJ

Hydraulic jack shaft

~~"';;~==-~==;!!~=~.;ll=W'l.=:~=:'A:::=:~D:::::..-=IV~~--_Jli[~~~~~:]!1-C_h~ap~t_e_r-~-a_i_n_G~e-:-:-~-n-s-tal_P_l~-:-i:-~-11_-_29_-_96_-t+J\-+I
Lnncnir Internntionnl Inc., Represented by NeicoAviation Inc., Copyrii::ht ID Hl!!G, IWdmond, OR fl7756
, K6. ,To avoid interfering with the wing spars, ,coilnters~ the four jack point
mounting holes on the aft face of the shear panel. Use MS24694-Sl03 screws
(pointing fornard) to secure the jack point weldmeiit to the shear panel.Use and
AN5-10A bolt to secure the top, inbdholes of the weldments. The top, outbdholes,
of course, are secured with the seat bottom studs.

K7. To stabilize and support the tail ofthe aircraftwhenitisjacked up, a simple frame
is made out of 2x4's as shown in Figure 19:K:4. Clamp the 2x4's together with C
clamps so you can adjust the height and width. tape a cushion to the supports
where they contact the airframe to avoid scratching. The 2x4 frame supports the
tail at about FS244.

WARNING: When the airplane is lifted on the jacks, DO NOT work

inside the cockpit aft of the main spars without the tail support in
place. You could push the CG too far aft and the aircraft could fall
off the jacks. Also beware of jostling the aircraft when it is on the
jacks and stay out from under it at all times. Safety first!

Tail support
Figure 19:K:4

For easy adjustment of the

tail support, use C clampe to
hold the 2x4 1s together. Lancair IV tail section
at about FS244

Cushion ends of7Er'___... .._'::.'

6" piecee of 2lc4
pieces to avoid hurting are placed between

1;
ftnish o!the talL ~ i the 48" and 76"
"'

.-

v v
L. MAIN GEAR WHEELS AND TIRES

The main gear of the Lancair N uses 6.00 x 6 wheels and tires. In this section,
we will describe the assembly and installation of the wheels and tires. Installa-
tion of the brakes we will leave to a later chapter (Chapter 23). For proper fitting
of the main gear doors, the wheels and tires should be installed.

6.00 x 6 main wheel (Cleveland)

Figure 19:L:l:a

12
13 1 - Inner wheel half assy. 7-Nut
2 - Bearing cup 8 - Bearing cone
3 - Outer wheel half assy. 9 - Ring, grease seal
4 - Disc brake assy. 10 - Ring, grease seal
5 - Bolt 11 - Felt, grease seal
6-Washer 12 - Felt, grease seal
13 - Ring, snap

L~;~~:':=~e::A::::"rl"'::::.8.1.D:__JV~!_--_JI
(27 'Ill'~-". .
1 19 _90 I i...::::C.::h::!ap.::t:::er:...:1::9:___LR_E_v_._ _

Luncair lnlemutionnl Inc., Repre1ent.ed by Neico Aviation Inc., Copyright 0 199-<I, Redmond, OR 97766
Main Gear Installation
_11_1_-3_o_-9_4-+~
P_c_1_0
 y

Ll. Disassemble the 6.00 x 6 wheels, bearings and all.

Chapter 19 I REV. PClO /11-30-94 \d

Main Gear Installation P<.
Luncair lntcmalionnl Im:., fuprcaent.cd by Ncico Aviation Im:., Copyrigh~ Cl 1994, Redmond, OR 97756
12. Place the half of the rim without the valve stem on a bench with the outbd face
of the rim down.

13. Insert the 6.00 x 6 tube into the tire. Inflating the tube with a very small amount
of air (just enough to unfold it) helps ease assembly and prevents kinks.

14. Place the tire and tube onto the rim you have set on your bench. Push the tire down
onto the rim, always avoiding pinching the tube. You will not be able to push the
tire all the way onto the rim, the tire will be fully seated with air pressure.

Assembling tire and wheel

Figure 19:L:2

11!1
.... "'""""""t----- Locknuts
...
Washers

Wheel rim

.,.. 6.00 x 6 tire

... I I

~ -~-~-- Wheel bolts

(vary with manufacturer)

~=;;;;s~=!!!!i'!~~4' 1,,.4111,a IV 11 1. 9 _ 9 2. ' Chapterl9 REV. PCl0/11-30-94

t_.::C2~~~:==-="""':::"::='IUT.:::~:::'::_~~~--_J Main Gear Installation
Lam:nir intemntionnl Inc:., Repreaenled by Neico Aviallon Inc., Copyright 0 1994, Redmond, OR 97756
 L5. Place the other half of the rim onto the tire, aligning the valve stem hole to the
red dot on the tire and the three bolt holes. Pull the valve stem through the rim
as you work the rim down. Here is where most people damage the tube. If you're
not careful when pushing the rims together, you can easily pinch the tube or stem
between the rims. Instant leak! This problem can be avoided by just being careful
and aware of the danger.

L6. Before the two halves of a Cleveland rim can be secured together, the brake disc
assembly must be placed onto the inbd face of the wheel (the side opposite the
valve stem). The two rim halves and the bralrn disc are secured together with the
manufacturer supplied bolts and nuts.

The bralrn discs of the Mateo rims are not installed until the brake assemblies are
mounted in Chapter 23. You can secure the two rim halves together without the
bralrn disc.

L 7. If you have the Condor brand 6.00x6 tires inflate them to 40+/- psi. If you have
the McCreary brand 6.00x6 tires, inflate them to 60+/- psi. It is a good idea to
do this slowly and bounce the tires a few times before reaching full inflation. This
will help loosen any folds in the tube.

LS. Grease the two wheel bearings with a quality grease, making sure the grease
penetrates the entire bearing.

L9. Place the bearings into the races of the wheel. After the bearings are placed into
the race, a seal consisting of two thin steel washers and a felt washer is secured
with a retainer ring. The seals and rings retain the bearings in the wheel.

LlO. Now the wheels are ready to be mounted to the axles. Carefully slide the wheel
onto the axle until the inbd bearing is seated. Secure the wheel with an MS21025-
24 axle nut. Tighten the nut until there is no slop in the wheel bearings, then lock
the axle nut in position with an MS24665-362 cotter pin.

~"'C2;;?:='#~=~;!!~=~..a=_.=.ll'.=~=~==Jtl1/==1.=,yf==:...~IV~~---J\[~~~~~:]r--:.C=h"'ap"'t:.:.er=--=-::....a_i_n_G.Le_R:-:-~-n-s-tal_P_1~-t1_i:-~-s_-2_6_-9_6_-1+*--H
Lnncnir Internntionnl Inc., Repre1mnted by Neico Avintion Ille., Copyright ID 1996, !Uidmond, OH 97756
 Securing wheels to axles
Figure 19:L:3

Brake Mount
installs here

I
MS24665-362
oorpm

'O!'
I
MS21025-24
axle nut

~(2~~';~'-~=~!!~:~4='111'-,,:::~:::Bl.,_Tl::::..._.:!IV~!'.____J1119-~411-=C=h~apc.:t:.::e.:..r.::c::..a_i_n_G_J_e_:_Er_v~-n-s-ta-;-la-Ct_~o-o~-l-l_-3_0_-9_4-11-{~~
L1mmir lntcmulional Inc., IWprcaentcd by Ncico Avinlion Inc., Copyright 1994, Redmond, OR 97756
 TOE ANGLE
Figure 19:L:4

Note: Set camber as close

to 2 deg as possible, as 1st
flight will dete_rmine any
0 deg. Toe necessary adjustments.

--~i..--2 deg. positive camber

/
-. A

/
/ "-..

I "' \ I
'\
\
I \ I
14" Dia. Circle \
.122"illeg.
I \
I
\ 2:
,..: J \
" .......
- /
B

A or B (which ever is larger)

D
"- ....._ /
/

C or D (which ever is larger)

-B01A -Dore
+2= +.122*= +2= + .122*=
Toe in
Toe in
or
or
If B is larger, Toe out IfD is larger, Toe out
"Toe in" is present 'Toe in" is present

*Any Dia. circle may be used,

simply measure equal distance, perpendicular
to center of axle to obtain
Diameter x 3.1416 =Circumference
+ 360 = Distanceillegree

~~";;~:::-:.?::fl=~.4==1.<=~==A=~=D=""'=-~IVi:_~___Jl~E~:~.~:~I~t-"'C=h::!apc.:t:.:.er=--=~=-a-i_n_G-'-e-~-:-~-n-s-tal_P_l~-:-~-'~-o_-1_5_-9_7_-H-*ii
Lnncnlr Internntionnl Inc., Reproimntod by Noico Avi1ltion In~ . Copyright 0 1!197, Redmond, OR D775G
M. MAIN GEAR UP STOPS .

Two nylon bumpers are bolted to the aft bulkhead of the gear box to act as up
stops. As the main gear legs rise fully into the fuselage, they contact these up
stops. With the main gear legs blocked (and the nose gear too), the hydraulic
pressure in the system builds up. A pressure switch then turns off the hydraulic
pump.

Ml. Retract the main gear legs into the fuselage until the bottom edges of the legs are
roughly parallel with the bottom of the fuselage. In this condition the tires will
be fully enclosed in the wheel well (yet to be installed). You should have at least
JJB" clearance between the gear legs and the aft gear box bulkhead. If you don't,
grind or file the aluminum bulkhead to suit.

Main gear leg in retracted position

Figure 19:M:l

FS171 Bottom of gear leg is parallel with

bulkhead bottom of fuselage in the retracted
position.

~
 M2. With the mairi. gear legs in the retracted positions, place the plastic up stops on
top of the gear legs and against the aft gear box bulkhead, as shown in Figure
19:M:l. For the up stop to rest against the ahi.minum bulkhead, you will probably
have to radius the plastic to acco.modate the radius of the aluminum.

Fitting the plastic up stop

Figure 19:M:2:a

Top of
gearbox'x

GM459-025-
nylon up stop
0

/ /
0"
---- ......
\
0

Snugfitbetwe=~
Gear leg

up stop and gear

leg

Gearbox aft
bulkhead

Bottom fuselage
 Fitting the plastic up stop
Figure 19:M:2:b

Gear leg
~

Gear box aft ----11"1 Bottom

bulkhead /fuselage

rA\ Note: The plastic up stop may have to be

\el radiused for the aft gear box bulkhead.

M3. When the plastic up stops have been positioned, use the two, 1/4" D. predrilled
holes in each up stop as guides to drill similar size holes through the aft gear box
bulkhead. Do not use the center, elongated hole of the up stops.

M4. Secure the up stops withAN4-llA bolts, AN365-428Alocknuts, andAN960-416

washers. Place anAN970-4 area washer under the bolt head to protect the plastic.
 N. GEAR WELLS AND FAIRING EXTENSIONS

The gear legs retract into the fuselage through long holes (gear wells) in the
bottom of the fuselage shell. Since the geometry of the gear box and gear legs have
been set at the factory, the gear wells should all have the same shape and location.
The portion cut out of the fuselage becomes the gear door. The aft, outbom:d part
of the gear door is actually part of the fairing extenstion. The gear wells (gear
doors) are already cut out on the fast build.

Landing Gear Wells

Figure 19:N: 1

Fuselage
Right Left
Wing Wing

Main Gear
Wells\

View
From
Below

~~
r'::!!=~;~~34::.JF,~~~Al.-~~_..!._
1'-c:llldi"'; 111'c.rl"lll'l6'.
_
,,... JV 18
_ J 1998
.
Chapter 19 REV. PC17/7-1598
1__::::;=~---'----------++*l-
Main Gear Installation
Lancair Internotionnl Inc., Rep1escntrid liy NeicoAvintion Inc., Copyright Q 1998, Redmond, OR 9775G
NL Be sure that you have accurate reference marks on all the outside surface of the
bottom fuselage showing the fuselage centerline and the aft face of the rear spar
bolt plates.

N2. Use blueprint#A-335 as a guide to mark out the gear well locations on the outside
of the bottom fuselage shell. The blueprint is aligned using the rear spar bolt
plate and the fuselage centerline. By flipping the template left or right, the gear
wells will be symmet1ical. Adjust the gear well template fore or aft so it is aligned
with the aft face of the rear spar bolt plates.

NOTE: The A-335 gear well template is actually a tracing from the
bottom of the fuselage. It may be easier to work from the inside of
the fuselage. (In the area of the fairing extension, the cut must be
made from the outside.)

Aligning Gear Well Template

Figure 19:N:2

Aft face of the rear

spar bolt plate (the 1/4"
thick plate) is used
to align the A-335 gear
well tef plate.
!(, Rear spar

I!~
bolt plate
(1/8" thick)
Rear spar
bolt plate -............__ I
1
(1/4" thick) ----.......... 1
I
I

Rear spar

L~;~=;'::.:::~"!::::~!rl.==.&=="=~==A==l..=~=::::._JV=-!_
c::;lif 'llll'C,,.l'lrl'""'-
__ _JI J rn. 99
.
J i....::.Ch'-'-a"'p"'te"'r'-1_e_--'_R_E_v._ _P_c_1_7_!7_-_15_-9_s_-H*+I
Lanoair International Ine., Represented by Neico Aviation Inc., Copyright 1998, Redmond, OR 9775G
Main Gear Installation
 Aligning The Gear Well Template
Figure 19:N:3

PICT
Q) ~
Ol -
ca ;:
Qi
f/)
I ....
Q)
::J c:
LL. Q)
u

Right Left
Wing Right Rear Wing
Left Rear
Wing Spar Wing Spar

1--...,... _ _ _ _ _

'
\,Cl\
\~\
\0 \
\~\ Blue-
'~'
\ ti\ \
print
A-335
\-o \
\ ~\
Align blueprint A-335
with fuselage centerline
and rear wing spars.
Flip blue print over for
left and right gear well

--- cutouts.

L ~;;t='~~"~=="=~==A==L.==n=-~JV_.!_
c::;;ill"; 11111"~.1'7#8'.. ___JI Irn-ss. i Ii-cJ_rn_,_p_te_r_rnMain
_ _.LR_E_v_.__P_c_1_71_7-_15_-_ss_-t**1-I
Gear Installation
.
Laneair International Inc., Tfoprcsllnt!ld byNeico Aviation Inc., Copyright 191!8, Redmond, OR 97756
N3. Cut out the gear doors. Take cru:e to make your cuts clean and straight because
the cut out pieces will be used as your main gear doors. (So, don't throw them
away!) It is necessary to install extension fairings on each side of the Lancair IV,
so that the one piece gear doors will be able to close up the bottom of the aircraft.
(See Figure 19:N:5.) You should have both wings installed and the flaps up for this
section, unless the upper andlowerwingfairings are already installed and you can
accurately locate the position of the extension failings.

Gear Door Position

Figure 19:N:4

IFuselage Bottom Vjew

"I c:"
Cl
-ns ~

Right
" "c:
::i
LL
-
~

O>
u Left
Wing Wing

Fuselage
NOTICE:
The gear door
includes part of the
the extension fairing.

\
\

L
~;;~;l~~~~..a:~'"':::Al..:D::":::...."
c:>;!f,..a..,.c,,-.llfl'.I'-. ...:IV~~--Jl. 19_ _ _:::C::ha,,,r::te:..:r:..:1::::9Main
Luncuir International In~ .
99 2 1 __ I _:..:P:..:C:..:1:..:7:..:17...::-1::::5...::9::::8_-l-f*+I
1
Gear Installation
Represented by NeiaoAviat.ion Inc., Copyright IQ 1998, Redmond, OR 97756
LR_E_v_.
N4. Make sure the gear doors are closed and flush with the fuselage skin. Set them
temporarily in place. Push the fairing cap up against the T.E. of the upper and
lower fairings.
Extension Fairing Position
Figure 19:N:5

)
)
I' '
I ' '-... Ji',
/ '-... llsel
/ '-... <ig-e
'-...
1',"1-
~\ '-...
'-...
i'~"' .........

~,,,.\' e~<h"'"
......
' ' .....
'\, '-
"'v"''i,." ~.,_i'<h
'-""""
'-...
'-.
""' '
....... \
" ' \ \
'
'
' "-.... \_

Extension fairing
# 1055L (left)
# 1055R (right)

~;;:~:::L~!:::o-~:::A::::::#.:::~=:::A=:::l..:::D~:__:JV~~--_J''l9-SS.
L~.41111'11111'-.IU'6'. .
3 1 1-=-Ch: : a: cp:. :te:.:r-=l.Main
:. 9_ Gear Installation
L11ncair Intornntfonal Inc., ffopr(lsm1t.ed by Neico Avintfon Ino., Copyright 1llDB, Redmond, OR ll7756
--=P...:C:..:l.:.:7/..:.7--=l-=-5-.:::.9.:..8_--H*+I
___J_R_E_V_.
N5. Measure 16"forwardofthe aft gear well bulkheadandd.rop a plumb bob over the
side of the fuselage. Slide the faiJ:ing cap upor down until the outside edge just
touches the string and drill holes, approximately 2" apart, all the way around the
fairings for clecos.

Locating the Fairing Cap on the Fuselage

Figure 19:N:G

r------16" -----1

Fairing
cap

Note: 'Vaterleve] fuselage

before proceeding
Plumb bob

\\<---Fuselage side

l\.iovc cap up/do,vn until - . .

it just touches the string, /Existing gear door
then cleco in place and
repeat for the other side.

_J~
Fairing cap

Outbd ~1111 ...,.__ _ Plumb bob

L
~;;.t:=t~~~~==="~=A=L.::D~:_....:JV=---:!._
c::L 11'4Ll'.l"Bl'l'I!;.
___JI Irn-ss.4 I1_c_ha~p_t_er_1_sMainGearinstallation
_ _~R_E_v_.__r_c_1_11_1_-1_5-_s_s_-H*ii
.
Laneair Internatianal lnc., ffopra;rnnt.ed by Nuico Aviation Inc., Copyright. l!H:l8, Redmond, OR 977513
NG. Remove the fairings and sand the fuselage in preparation for bonding. Also, sand ~
1112"-2" of the inside edges of the fai.Tings.

N7. Attach the fairings using either hysol or fl ox, and (9 l 632Al 46) screws every 2 "-3".
Allow to cure before continuing.

NB. Remove the screws counter sink the holes, and fill the holes with flox/micro.

N9. Sand the edges of the fairings smooth to the fuselage. Sand the fuselage around
the edge of the fairings 2".

NlO. Apply 2" wide 2 BID and peel ply to the edges of the fairings.

Nl 1. Lay the gear well template over the gear doors on the bottom side and trace the
outline for the gear door on the fairing.

N12. Cut out the gear door extension from the fa:u:mg.

-=..;;;:L!l;!!O-!il':Alf,.Al..O IV I~ Chapter19 I REV. PC17/7-15-98 >o<

L~r>~'.::=z==!f,==1..,==~=~====~==:..__:~~--__J
-~ . 19-99.5 1---"'=~---'------'-'-'-'--"-'-"-"--+EvlD-ly
Lmtoair Intet1mtional Ina., Represented by Neico Aviation Inc., Copyri[;htO l!HlB, Rt'.!dmoml, OR 97756
Main Gear Installation ,~,
 Cutting the Gear Door Extension
Figure 19:N:7

!+---- fuselage side

_J~Outbd

existing gear
door

radi11s
starts
11c1c
fairing cap
door extension

2 BID on the
Note: Follow the existing gear door edges for gear door
the cut pattern in tbe fairing cap.

N13. Trim off the old gear door and smooth the new extension into the gear door.

L!~=~
O 9":S:.~::::~i!!!!f::~~::A:::'~"':':'~::::A::::Al::D:::..._~JV_.!'..
; 'llP"C,,.l'lf6'8'..
Lancair International Jn~ .
_ __JI
.
I 19_ 99_6 11
_c:::.h:::a::cp..::te::.:r..::1:::.9_

Represanted byNeicoAviatian Inc,, CapyrightO 1998, Redmond, OR !17750

__,_R_E_v_._..::P...::c:.::1:::11..::1...::-lc:::.5-..::9=8--+1'*-li
Main Gear Installation
Nl4. Apply a 2 BID to the fairing extension and to the gear door extension.

Cross Section of Fuselage and Fairing

Figure 19:N:8

~--- fuselage side

Sand smooth and

/ apply a 2 BID
__]:Outbd

Drill an 1/8" vent hole

on the aft section
New gear door
0/ Sand smooth and
applya2 BID

fuselage skin

Lanoair lnternatfonal Ino., Repnisnnted by NeicoAviation lno., Copyri~htO 1!J98, Redmond, OR 977511
 O. HINGING MAIN GEAR DOORS

There are two doors that enclose the main gear of the Lancair IVP. Simple slider
systems open and close the doors when the gear legs are up or fully extended.
Also, the gear doors are designed so that they can close when the gear is fully
extended.

It is assumed at the beginning of this section that there is a longitudinal support

near the centerline of the fuselage under the location of the Gear Box. And, that
you have two large gear doors that you have cut from the bottom fuselage shell
and fairing.

Preparing the Gear Doors

Figure 19:0:1

Hard Point Apply 4 layers of carbon

for Spring and stagger these edges.

Scrap Foam Tapered Foam

10"-12" long.
INOTE: Refer to blueprint #A-335 I

01. Lay blueprintA-335 over the gear door and mark where the prepreg, hard point,
and carbon are to go. The flox hard point should be approximately 2"x2" as shown
on blueprint A-335. Create the hard point by grinding out the core (if core exists
in that spot on the gear door) and filling with flox.

02. Taper a piece of 1/4" thick foam, 3/4"xl0"-12" long as shown in Figure 19:0:1.
Attach with micro and cover the area shown on the blueprint with 4 layers of
carbon.

03. It will be necessary to grind down the old (curved) piece of fuselage on the gear
door (refer to Figure 19:N:3:a.) The finished product should have little or no
curve. Reinforce the juncture on the inside of the door where the fuselage and
fairing meet with 4 BID as shown on blueprint A-335.

-==;;;;,1,~i\!~!i:'.~ -,,,,
... ~...,, ... - IV Ir''' , f
-~.......... ' 19-101,,1-===c=
~~~~:-:=::::::::111":::~::::!:1"111i..::::::_~~~--_j\,,. ,,,.,,,,,,.,.,,.,,,.J
chapter 19_ __J_
REV.
___ Pc1s14-10-97
_ _ _ _ _~Hi

Main Gear Installation

Lnncnir Jnternntionnl Inc., Represcntadby NekoAvinlion Inc., Copyright Cl 1997, Redmond, OR 97756
04. The two large gear door cutouts include part of the fiberglass wing fairing. These
wing fairing sections will be trimmed as required to provide clearance for the
main gear leg. Using blueprint #A-335 as a guide only. custom fit the fwd. piece
of your gear door around the gear leg. There should be at least 114" of clearance
all around the gear leg when it is in the "down and locked" position. The area
removed should leave enough clearance available so that the bumper blocks and
bolts are accessible. The gear door is trimmed to provide at least 3/16" clearance
between it and the main gear leg. Do this now, referring to Figure 19:0:2.

Shaping the Fwd. Section of Main Gear Doors

Figure 19:0:2

Main Gear Door

Remove

-- - - - -
- - - - - - -
- Approx. guideline
for cutting. Should
be custom fit to
the gear leg.

05. A 4 BID flange needs to be formed for the gear doors to close against. Apply
release tape to the inner surface of the gear doors. Reposition the gear doors on
the bottom fuselage shell and tack glue themin place from the outside. Use pieces
of tongue depressors and instant glue for this job, just enough to temporarily
secure the doors.

~""Q;~~:::~?~~~~=.A=v="'=~~=A=~=D='--~IV~.!____Jl.[~~~~~~]~1--=C.::h.:::ap<::.:t:::er;;_=c:=-a-i-n-G__1_e_Rar_EV_~_n_s_ta-;-l~-:-i:-~-8-_2_6-_9_6_--l+*+I
L11ncnir Intcrnntional Inc., Represented by Noico Aviation Inc., Copyright ID 19!16, Redmond, OR !l775G
06. Apply a 4 BID flange to the inside of the fuselage, overlapping onto the gear doors
1/2". Eventually these flanges will be trimmed to 5/16" width, but leave excess for
now. A flange is also needed in the wing fairing area, at the fwd encl of the gear
doors. Be sure to sand and clean all areas where the BID is applied.

Gear Door Flange Locations

Figure 19:0:3

i\'lnin Gear Door

Tapered Foam

-I 112"/+-
h,,.~
,
''
''
''
''
'\
''
''
''
'
'' i BID carbon

,/
'' applied over the fo11n1
'' lo strengthen the
' large portion

"'"""." "'" ""' ,,

nangc to the! fU!'ielnge.
.. of the door.

Install a hard point

using epoxy/flax.

Snn1etil11es it is;
necessary to
remove part of

-
the flnnge to fit
the tire through.
!"

07. 'vVhen the 4 BID flanges have cured, remove the gear doors. Sand the 4 BID flange
to 5/16" width. Cut two, 44" lengths oflVIS20001-5 extruded hinge.

08. Notch the fuselage bottom and the gear where the hinges will be mounted to
accommodate the curved portion of the hinge (see Figure 19:0:4.)

L 5;;~;~=~=~~=~~..A==l'.=~===.JJ!!ll==l'.=~==~--="JV_!:___~__Jll19.103l1-=C~h~ap~t~e1~~19'--~-'-R-E\_'~~P-C_'_1s_1_1-_2_5_-9_9~-++*+I
0; 'llll'fll.l.17111"15... Main Gear Installation
.
Lrncau Intt!nrn1ional [nc .. Hepn'Sl'Hled hr Ne1co Aviation Jnr. Cnpyrii.:ht {l i!Hl!J, H1d111nn1!, Olt !liifiG
 09. Apply 2 BID to the inside of the fuselage and the gear doors where the hinges will
attach.

010. Reposition the gear doors and locate the hinges. Use instant glue to tack the
hinges in place and check for smooth movement. This may take a few tries, but a
smooth operating hinge is important. Each hinge must be located on the flat part
of the fuselage bottom along its length.

011. When satisfied with the hinge placement, secure the hinges to the gear doors and
the hinges to the fuselage with MS24694-S5 screws and Kl000-08 nutplates (one
nutplate every 3"). Thenutplates are secured withAN426A3-5 rivets to the inside
surface of the fuselage.

Securing lnbd Hinge to Gear Door

Figure 19:0:4

Notch the fuselage and the gear door

to allow room for the hinge. (Not dra\vn
to scale in this figure.)

VIEW AA
1{1000-08 Nutplatcs
AN426A3-5 Rivets

le/, a e
2BID MS20001-5 Hinge

i2BID
1 1111

II Bottom Fuselage
! ....1/4'~ !
The 1/4" notch should be
\ !
MS24694-Sfi
split between the gear
door and the fuselage.
Screws

MS20001-5
Extruded Hinge

L.:'~"'...._=;.,,,_'"::~?~~~~=..a=w="=~=='A=~=D=::_____'.'IV~~--__Jl~[~~~i~~J!t-_C_h_a~p_te_r_~_9_a-in-G~e-:-V_~_n_s_t_a_~-~-:i-:-:-1_-2_9_-9_6_-tt-7'71
Lnncnir lnfornnt.ionnl Inc., Rcprosontcd by N!!ioo Avintian Inc., Copyright 0 1996, Red1nond, OR 97756
 012. Now you have two large, one piece gear doors hinged attheirinbd edges. Due to
the tight geometry of the gear system, it is necessary to hinge the aft edge of one
ofthe gear doors in order for the gear doors to fully open, as shown in Figure 19:0:5.
AB the gear doors approach the full open position, they will touch at the aft edge.
The doors further open while the spring loaded hinged portion gives way. This way
the large one piece gear doors can fully open. By referring once again to blueprint
# A-335, notice the cut mark across the end of the door. Transfer this mark +/-1/8"
to the right gear door.

013. Notice in Figure 19:0:5 that, because the door is curved, it will be necessary to
build up a flat surface of micro to mount a hinge. Keep the width of the micro to
about 13/4" and don'tmicro all the way to each edge of the door. Lay a board with
release tape on it, across the top to get a flat surface. Radius the edges with a
tongue depressor for a smooth curved edge and allow to cure.

Right Gear Door Hinge

Figure 19:0:5

TOP VIEW
..
"''\

SIDE VIEW
Radiused area
made with tongue
depressor along
edge.
\
I
I

L""'<:::J!;;~'."::~~\;!!f1'~..&=111"1.::=~:=-Al..i_::::._~IV~~--_Jl~l~~~~:~:~Jr-C_h_ap,_t_e_r_~_a_i_n_G~e-Ra_E:-~-n-s-ta-;-l~-:-i:-~-11--_29_-_96_+tkli
Lnncnir International Inc., Hl!Jlre1wnted by Neico Avlution Inc., Copyright ID l!l!IG, Redmond, OR 97756
 014. Cut approximately 6 1/2" of MS20001-5 extruded hinge (enough to cover the
length of the micro area). Lay the hinge on the micro surface and drill holes for
MS24694-SS counter sunk screws. Depending upon the depth of your micro, you
may need different lengths. On each end of the hinge, mark the center pivoting
point on the outside skin by drilling through the micro and outer skin. Use a #50
drill bit. Remove the hinge and cut the end of the door off along this mark.

015. Pull the pin out of the hinge and lay the hinge halves together. Cut 2 1/2 tabs
from the center of the hinge (see Figure 19:0:5). Install the hinge pin and fill the
gap with spring #557-05. Wind the spring up a couple of turns. Reattach the
hinge, to the gear door, using the _necessary counter sunk screws and lock nuts
(AN364-832A).

Hinge Tab Removal

Figure 19:0:6

L..- - - -'==::::!I

Cut away 2 1/2 tabs ~

Spring #557-05 --.............

---~~~~ r-1jjI[rIT1!!iii~11[1m1u:mmliL.~_J

""'-Hin\
~"" yoom

' Little or no gap!

This is what keeps the
door from opening too far.

i_,.::U"';;~::::~~=~;:!=~~..tll=_.=l..=~=~='A=,1,=J!'l.=o..~IV"':...~--_Jl[~~~~~~]r-C-h~ap,_t_e_r_~_a_i_n_G..ce_:-:-~-n-s-ta-;-l~-t1-i:-~-8--2-6--9-6--+tltii
Lnncnir lnlermi.t.ionnl Inc., IWprc1mntcd by Neko Aviation Inc., C[)pyrighL 619!JG, TuJdmond, OR !J775G
P. MAIN WHEEL COVER

The main wheels and tires of the Lancair IVP are enclosed in the retracted
position by a single, premolded fiberglass cover.

The elevator pushrod that passes through the wheel cover will also be enclosed
in a fiberglass tunnel for protection. Both the tunnel and the wheel cover must
be trimmed enough so the elevator pushrod can be installed and removed.

Main wheel cover

Figure 19:P:l

FS 172.25
bulkhead

L(2~~~=?=~=4:=v:::"'~~==A=~=~~o._~IV~~--_Jll. 19-1071f-C_h_a~pt_e_r_~_9_a_in-G~e-R:-v_~_n_s_t-all_P_~-t~-~-:---2_4-_9_5_-++*-+<
Lnncuir lnlernutiunal Inc., Represented by Neicu Aviation Inc., Copyright 199,1, Redmond, OR 97756
Pl. Locate the wheel cover using the dimensions in Figure 19:P:2. The wheel cover
should be oversized so trimming will be required to fit. A slot for the elevator
pushrod and slots for the main gear legs will have to be cut into the wheel cover.

P2. Use a thick epoxy/micro mixture to bond the wheel cover to the FSl 72.25
bulkhead and the fuselage. Sand and clean all bonding areas.

P3. Secure the wheel cover to the fuselage andFSl 72.25 bulkhead with 2" wide, 2 BID
strips. These 2 BID strips are applied to both the inside and outside of wheel
cover. Sand and clean all areas when applying BID.

Securing wheel cover

Figure 19:P:2:a

Bottom fuselage
11<111----- 14 114"------llo.11 shell (top edge)
/
Wheel
cover

~ s 172.25
bulkhead

Fwd surface
of wheel cover
is not vertical

Fuselage bottom

~Q~~;:?:::~..a:::"::'~:::~~::D::':_~W~~--__Jl:119-1osl 1-C_h~ap,_t_e_r_~;_a_i_n_GJ.e_Ra_E:-~-s-ta-:-~-t-:~-~-3--2_4_-9_5_-+1-*-H
L=cair Intemational Inc., Repres1mted by Neico Aviation Inc., Copyright 1994, Redmond, OR 977fi6
 Securing Wheel Cover
Figure 19:P:2:b

J
'., .., ...,. - .., 'l,,
Baggage Door Lower Edge
;.. !~~~
Wheel
cover

2BID, A/Cup

L ..
2"wide

_1i.---Fuselage shell
bd

Wheel ::
2BID, ::
cover 2"wide ---
-
-
... =
A/Cup FS 172.25--+-ll=ll

J
bulkhead :

---
Fwd
:::
-
::

~C2~~~~~*~~~~:A~lF:.~~::'A~'iD~~_:W~~---J1119-.1~9-l[i--=c-=h=a"-pt::.:e::.r--=~:::9_a_in_GL:-:-v_~-s-ta-~-~-t-:-~-n/3_-_24_-_9_5_-J-+)A.I
Lam:nir Jnt.ernntionnl Inc., Rnprcsunted by Neico Aviolion Inc., Copyright 1994, Rlldmontl, OH 97756
P4. A cover is recommended inside the wheel cover to protect the elevator pushrod
from mud. A simple mold is made from cardboard to form this tunnel. Cut and
tape together pieces of cardboard to make the box shape described in Figure
19:P:3. Cover the outside of the box with release tape.

P5. Apply 4 BID around the tunnel mold.

P6. When the 4 BID has cured, remove the mold from inside. Cutting a slit in the
tunnel can make this job a lot easier, just patch the slit with 2 BID.

Forming Elevator Pushrod Tunnel

Figure 19:P:3

4 BID fiberglass
tunnel. 3 112"

L.::Q~~'.::'?=~===="=Zh,,==A=~=~=::._-=W~.!'._____Jll19-11oj1--=C=h::oapc.:t:.::er::....::.~:_a_i_n_G_1.e_Rar_Ev_~-s-ta-;-l~-tl_i~-~-3--2_4_-9_5_-++*-l1
Laneair Inlematianal Inc., Ro11resented by Neko Aviation Inc., Copyright (i) 1994, Redmond, OR 977fi6
P7. Trim the 4 BID pushrod tunnel so it will fit inside the wheel cover. There should
be at least 1/8" clearance between the elevator pushrod and the tunnel sides. At
the maximum height of the pushrod during its travel range, there should be 1/4"
clearance between the top of the pushrod and the tunnel.

PS. Cut a support piece of 1/4" thick, 2 ply per side prepreg to fit between the pushrod
tunnel and the bottom fuselage. This support will be mounted on the fuselage
centerline, between the two long gear door hinges. Secure the prepreg support in
position with micro and 2" wide, 2 BID.

P9. Use instant glue to help position the tunnel in place. Then, bond the tunnel in
position with epoxy/micro. Secure the fwd edge of the tunnel to the wheel cover
and the aft edge to the FSl 72.25 bulkhead with 2" wide, 2 BID.

Securing pushrod tunnel

Figure 19:P:4

Wheel
cover
~
FS 172.25
bulkhead
~/
'
'

----- --- ---

---- ----

2 ply per side prepreg support between

pushrod tunnel and fuselage bottom. Secure Fuselage
support with 2 BID. bottom

~"'"Q;~ : :'#-?~ ~: : :.A: : 'l l ": : -,.: : ~: =: : 'A: : : : ~: : ~: : : : :_. . _: "IV~:!____Jl:119-lll[l-"C=h.::.ap"-'t'-=e=-r.::.~=-a-i_n_G-'-e-Rar_Ev_~-s-ta-:-l~-t-~~-~-3--2-4_-9_5_-H*11

Lancair InlernnLlonnl Inc., Repre1mntm] by Neko Avintion Inc., Copyright 1994, Redmond, OR 97756
Q. MAIN GEAR DOOR ACTUATION

The two main (inbd) gear doors of the Lancair IVP are spring loaded against the
gear legs. A plastic slider is attached to each door providing the necessary
clearance for the gear leg and wheel during retraction. At the last bit of travel
during gear retraction, the gear legs pull on a cable which is attached to the gear
doors. These cables hold the doors shut tight.
Before cutting out the plastic slider, make a template out of 1/8" masonite to
the dimensions shown in Figure 19:Q:l. Lay enough plastic clear tape on each
side of the masonite to make the template as thick as 1/8" plastic (which will be
used later to fill the slot between the glass lay ups). Position as shown in Figure
19:Q:2 and glass as in paragraph Q4 and Q5. Test gear doors using the masonite.
Change the masonite as needed.

QI. The sliders are cut from 1/8" thick High Density Polyethylene (HDPE or plastic
for short. The Lancair part number is POLY-125-6x36). Use the dimensions in
Figure 19:Q:l to cut two sliders from the plastic.

Plastic slider dimensions

Figure 19:Q: 1

Keep the bolts as close to the top of the

slide1 without interfering with the gear legs.

Evenly space 7 (AN525-832R10) screws

and 7 (AN364-832A) locknuts

0 0 0 0 0 0
0

1/8" thick, plastic slider 6'

max.

DIRECTIONS: The plastic slider is custom fit to each gear leg. Shape
the sliders such that the left and right gear doors close at the
same rate. The two sliders may have different shapes. If it is desired
that the doors shut when the gear legs are down, lllake sure that the
sliders run all the way to the front of the door. All curves should be
smooth and large. The exact radius of each curve can be changed to
suit when the gear legs and doors are tested. SEE BLUE PRINT
#2-114001!

It is possible to pull the gear doors open at the same time and
actuate one gear leg at a time.

~1,.,,.1.0 IV l~l~;~~~;I chapter 19 . REV. Pc~s/4-10-97

L."(2~~======~===~==-~~~----J.:L. . ".' ' ' ' ):
Lnneair Intcrnationnl Inc., Ropresnnted by Nt:iieo Aviation Inc., Copyright 0 UJD7, Ifodmond, OR !l7756
Mam Gear Installatmn
Q2. Position the plastic sliders on the inbd main gear doors as shown in Figure 19:Q:2.
Use a few dabs ofBondo to temporarily hold the sliders in place.

Q3. Slowly push the main gear into the retracted position while holding the gear door
against the leg. The gear leg should slide along the plastic edge without binding.
The wheels, brakes, and tires should all clear the door.

Locating plastic sliders

Figure 19:Q:2
Dashed line is referencing \
the aft gear box bulkhea~\

Hinge \
\

/------
' _,.,---

\\ I '
Gear door I
I
\\
\ ___ . ____ ! /
Plastic slider

Q4. When satisfied with the slider shape and position, apply 4 BID to secure the pas tic
pieces to the gear doors as shown in Figure 19:Q:3. The 4 BID should lap onto the
plastic within 1/8" of the edge which contacts the gear leg.

Q5. To further reinforce the bond between the plastic and the 4 BID, drill 3/16" holes
through both at the locations shown in Figure 19:Q:2. Sandwich the plastic and
BID material together with AN525-832RIO screws and AN364-832A loclmuts.
Use AN960-8 washers under the ioclmuts.

Securing plastic sliders

Figure 19:Q:3
Keep the bolts as Plastic
close to the top
of the slider without
interfering with the 1/8"
gear legs. ---=:;::==::;:n,
I slider

/ AN525-832R10
K screw
AN364-832A locknut
AN960-8 washer
Gear door 4810
.,._ 4810
Hinge
0

L"F'Q;;?~#-?;;f1'=~A==L.=~~='A=~=~=c._~IV~~---)l![~~,~~~~]l,.t-L__c=h=ap:t=e=r=:=a=i=n=G~=:ar=E=v~=n=s=tal=P=la=ct=~3=o~=s=-2=6=-9=6= =: :
Lnncnir lntornnlionnl Inc., Hepmsented by Noico Avinlion Inc., Copyright ii 19!Hi, Redmond, OR 97756
Q6. Two springs assist each inbd main gear door in closing. Both of the aft springs are
attached to a bracket that spans the top of the elevator pushrod tunnel. These aft
springs are then attached to the inbd gear doors as shown in Figure 19:Q:4:a&b.
Secure the attach bracket to the pushrod tunnel with BSL-42 rivets and secure
the two gear door mounted attach brackets with MS24694-S9 screws.

Q7. Install the aft main gear door springs (GD 332-02).

Inbd main gear door aft springs

Figure 19:Q:4

AIC Up

Aft Gear Door---....

Spring
(GD 332-02)

LLocknut
(AN364-832A)

:!111!!1\ jH I 9 !!111 [ j I I!

"Sctew
(MS24694-S9)

If the brackets don't

fall on the core, support
with a phenolic piece.

Lnil~itlr Jnternntiunal In~., Represenfod by Neico Aviution Inc., Copyright 0 HlllG, Redmond, OR !J7756
 QS. Another spring is required to hold tension on the forward sections of the main
gear doors. Install the two fwd spring attach brackets to the gear doors as shown
in Figure 19:Q:5. These fwd spring brackets do not require a flax hardpoint
because they are not located on the gear door core areas.

Q9. Drill and tap the GM468 rack housings for 10-32 thread as shown in Figure
19:Q:5. Use AN3-3A bolts to secure a 333-04 spring attach arm to each of the
tapped holes. Use Loctite on the bolt threads. Install the fwd gear door springs
(GD 332-0l's).

Gear door fwd springs

Figure 19:Q:5

AN3-3Abol
with Loctite
You'll have to drill and tap on threads
the GM465 rack housings
3/8" deep to accept a
10-32 thread.

333-03 fwd
spring attach
bracket

Gear do~ ~--u :~locknut

' r' GM465

A3135-017-24A:~~
Tinnerman washer
"\ack housing

GM47
~ support arms
MS24694-S5 \
"!>,, GD 332-01 fwd
~ gear door spring
9o

~C2";~~~':1~~:1.e:::v~~~~A~~~~__.::!W~~--_Jli19:11511-=C:::h~apt::t:'.:'.e::.r..::~'.'.-9_ain_G...i..::.:ar=Ev_~~s-tal_P_1~-t-~:-~-7--2_7_-9_5_--J+*1-I
Lancnir Intornntfonal Inc., Repre11ented by Neka Aviation Inc., Copyright 1995, Redmond, OR 97756
 QlO. To hold the inbd main gear doors up tight when the gear is fully retracted, a cable
is installed which the gear leg pulls on. Each cable is mounted to a gear door and
a pivot assembly. Assemble two cable pivot assemblies as shown in Figure 19:Q:6.

Qll. Secure the cable pivot asemblies to the GM459-014 corner braces as shown in
Figure 19:Q:6. To refresh your memory, the GM459-014 braces are located at the
lower, outbd, aft corners of the gear box.

Cable pivot assemblies

Figure 19:Q:6

Cable pivot assembly

.J- MS24665-151 Drill 3/16" hole to 1/4"
/ cotter pin

~~N960-416L
~ washer
WN-3 nylon washer

I
AN310-4
a r!J GD-331-10
Swivel top

castle nut

~ AN960-416L
@ washer

AN4-5bolt~
Swivel base

Gear box,
aft right corner
NOTE: Left gear cable assembly
is just a mirror image of the
right.

corner brace

L."(2~~~~:~:~&::=1111'1..~~~:41..,R::=~~IV~~--_Jl~[~~~~~~]l.-:: C: :h: : ap!: :t:.:e: ._r;:;_: _a_i_n_G. L-:a-:-~-n-s-tal_P_l~-:-i:-~-1 - _29_-_9_6-l-l-*-tl

Lnncnir International Inc., Reprnsenfod by Neico Aviation hie., Copyright 0 199G, Redmond, OR !J7756
Ql2. Locate the cable attach brackets on the gear doors as shown in Figure 19:Q:7.
Secure the brackets with MS24694-S52 screws and AN365-1032A locknuts. Use
NAS390BlOP Tinnerman washers under the screw heads, and AN960-10L
washers under the locknuts.

Q13. Connect the cable pivot assemblies to the gear door attach brackets with 1/16"
cable as shown in Figure 19:Q:7. To adjust the cable, retract the main gear legs
in the full up position, bracing them against the plastic upstops. From inside the
fuselage, pull the cables tight and tape them to hold that length. Remove the
cables and crimp the nicopress sleeves. Reinstall the cables and do any final cable
length adjustment with the threaded cable end. When the inbd gear door is "up
and tight", lock the threaded cable end with the twoAN316-4 stop nuts. Trim the
excess cable length.

Gear door cable assembly

Figure 19:Q:7 :a

NOTE: To secure the SAll0-2 ball swage to the cable,

use a Nicopress crimping tool. This tool will make the
ball oblong with flat surfaces but still gives good strength.
The actual tool for swaging balls cost upwards of $4000?
The Nicopress crimping tools can vary from $40-$150 and
are very handy to have around for other control cable applications.

CT 316-37 threaded Flexible plastic tube

(3814-6) protects gear leg ANI00-3 cable
from cable abrasion. thimble

\
Run excess cable all the
way hack through the plastic
tubing and cut off at this end.
18-1-C N i c o l
sleeve
tI
Cut prongs
This will make the flexible tube
fit tighter. Do not cut cable to off of thimble
length until you have adjusted and slide the
it to fit the door. nicopress up
as close as
possible.

~~,,:."!'.=~='!:.-:;;=~'~~~~==v="=~=='A=~=D=~-.:'.IV~~---J'' 19-117li--C_h_a~pt_e_r_~_9_a-in-G~:-:-v-~-n-s-ta-~-a-Ct-:-~-~2_-_27_-_9_5_-tt-lt71
Lancair Inten1ntion11l Ine., R!lpr!lsentlld by Neico Aviatian Inc., Copyright 1991, Redmond, OR 977511
 Adjusting cable lengths
Figure 19:Q:7:b

Dashed line references aft face

/ of the gearbox MS20001-5 inbd

~~

~t-" \ @ GD331-0l spring I 3/8"

attach bracket I
------\------) @ r,------- I
Springattach
Fwd \ I I C-;')\'}X0, hole

~
\\ '-- - ---- - -~ :::\< _._.'~-",_. -/\,,
~ ', ,:".-~
\ ><' ', -; -,(,'-
Right gear door'> ,, , _' -
[ \\ (Left simil~) ~ ?:).\'% Core material of gear
_ _ _ _ -::=-j- ______ _ door may have to be
-=======:::';:======:;::====
J(
removed locally for mounting
the GD331-0l bracket. Patch
\ Plastic slider coreless area with 4 BID.
\

Gearbox
side

CT316-37
adjuster
GD331-0l
Slider bracket washer
AN3-5A
AN960-10 washer
boltr:=====S==<2==Jk=:===,._~~~,~-~-~-~~,~-~===::=o=
AN365-1032A locknut

Outb
NC up Gear door
/

MS24694-S5~
.a '
NAS390BIOP
washer
screw (2 places)

L"(2~~;~='~=fA~::A::'w:"::'~::~=::~::D:::__'.'.IV~~--__J'\11~-llSl1--C_h_a"---pt_e_r-=~c:.9_a_in-G-'--:-:-v-~-s-tal-P_la-Ct_~-~-:---2_7-_9_5_--1-1-~
Lancair InWrnntionnl Inc., Represented \Jy Neico Avfotion Inc., Copyright. 1994, lledmonil, OR 97756
 Due to revisions, pages 119 & 120 have been removed.

Lnncn.ir Internntionnl Inc., Hepresontod by Neice Avfotion Inc., Copyright 1!.':l 1!H16, Redmond, OR D775G
 Due to revisions, pages 119 & 120 have been removed.

L'Q~~';ii:;::~~:~~f1':~..A=V~::'~:=:Al..Jl:::o____::!IV~~--_Jl[~~~~~~]1-=-Ccc:hc::cap"'t:.::er::....:::=-a-i-n-G...1.e_Ra_E:-~-n-s-ta-;-l~-t-~:-~-8--2-6_-9_6_+1-~
Lnncnir lnternntionnl Inc,, Represented by Neico Avlntion Ille., Copyright 0 l!JDG, Ifodmond, OR ll7756
R. SLIDER SUPPORT WEDGE

In some circumstances, the main gear legs can hit the plastic slider rather hard
when extending. The gear leg can also get hung up in the corner formed by the
slider and the gear door. To avoid the direct blow to the side of the slider, a foam
wedge is installed to deflect the door.

Location of foam wedge

Figure 19:R: 1

--1111>~1 5"

\
\
\

I
\
/ - - - ----F~am wedge

(
- --[[-\-\
,...
.....
/.- - --;====:!=s==:-=-====~======-~==-~== ',j

\ l
\ Geardoor I
\ ________ j Dashed line is referencing
the aft gear box bulkhead. Plastic slider

Rl. Cut and shape foam wedges from 1/2" thick Clark foam. Notice that two pieces of
the foam are bonded together to form the 1" thick wedge for each door.

NOTE: The exact radius of the wedge is not important. 2" - 2 112"
radius will be fine.

R2. Use micro to bond the foam wedges to the gear doors as shown in Figures 19:R:l
& 2. The 5" dimension off the aft gear box bulkhead may vary some from
aircraft to aircraft. The exact location is best determined by operating
the gear to check where the g~ar leg tends to ''bump into" the slider on
its way to the extended position. This is where the ramp (or support
wedge) will "help" the gear leg onto the plastic slider.

R3. Apply 2 BID over the foam wedges, overlapping onto the gear door and slider l".
Apply an additional 3 BID to the upper surface of the wedges, where the gear legs
will be striking them.

L'.r:-C2;;?:::="'~=~;\\!~=~4=1111"=.Jll'A=~====4=1..=,y/_=:...~IV~~---Jl~[~~~~,~~];1---"C=h::capc.:tc:.er::....::.~:;__a_i_n_G..J_e_Ra_E:-~-n-s-tal_P_l~-tl_i:-~-8_-2_6_-9_6_--l+JHI
Lnncnir International Inc., fiaprllsented by NeicoAvintion lnc,, Copyl'ight ID 199G, Redmond, OR 9775G
 Installing foam wedges
Figure 19:R:2

Plastic

Apply 3 additional
BID on top of w dge

Gear door
Hinge

Ck'CVCA/A IV l[i~~~~~] Chapter :ain G::rv~nst;~t~::-26-96

Lancnir lnternntiaunJ Inc., Rl!J)rc1mntod by Neico Avinlion Inc., Cupyrighl 0 Hl96, Redmond, OR 07756
S. MAIN GEAR DOWN INDICATOR SWITCHES

To signal that the main gear legs are down and locked, a micro switch is mounted
on each hydraulic cylider. An aluminum striker mounted on the rack contacts the
micro switch when the gear is fully down.

Sl. Attach a 2TM25-4 micro switch to each switch mount (474-01 or -02) using
MS35206-219 screws andAN365-440Alocknuts. Nate that there is a left (-02) and
a right (-01) switch mount.

Mounting micro switch

Figure 19:8: 1

AN365-440A locknut_--4,.._~te

washer--~...-..@ @
AN960-4
Contact Point.-------. @
The contact point must C)
strike the bracket first.

C)

Bend approx. as shown.1

_ _ _ _ _ _-Vllll"'P-"-
2TM25-4-
micro switch

e
I
I
I
474-02 striker (left)
474-01 (right)

MS35206-219~
screw

L'V~o:::=*=="==..dll=w=-'~:=:~==:'A==:l..:=:"71==:"...~IV~.!__--_JIE~~~:~~],1-Ch_a_,p'""t_er_~_9_a-in--"G'-:-:-v n-s-tal_P_l~-tl_i:-~-8-_2_6-_9_6_WH1
I-

Luncuir lnt!!rn11tiona.l Inc., &prc1mnted by Neico Aviation Inc., Copyright 0 l!J!J6, fudmond, OR D7756
S2. Secure the 474-01 and -02 switch mounts to the GM473-01 support arms.
Remember, these are the outbd arms of each "Assembly A". Use the fwd bolt
(]}4 x 3/4, NC GRB C!S) that attaches each support arm to the cylinder housings.

S3. The switch strikers (474-03) are mounted between the GM470 racks and the
AN316-6 check nuts. Back off the check nut enough so that you can slide the
striker down around the cylinder shaft. Retighten the check nut, sandwiching the
striker between it and the GM470 rack. Be careful not to turn the cylinder shaft,
which might change the gear meshing between the rack and pinion. See Figure
19:S:2.

S4. Adjust the switch mounting plate fore or aft so the switch striker hits the switch
arm when the gear is fully down and locked. The switch must "click" for the
contacts to properly work the gear lights. Wiring for the gear down switches will
be shown in a later chapter.

Gear down switch installation

Figure 19:8:2

GM471 Hydraulic
C.}lindet

;
, I
,--------<
0

AN316-6 Check N u t /

GM471 Hydraulic Cylinder~

1/4 x 3/4 NC GR8 C/S~

bolt (4 places) -\ ~
Z9270 \Vasher (4 places) ~

474-03 Switch Striker~~ VBJ,

~~

474-02 s"itch mounting

bracket (use for left side,
use-01 for right)
GM473-0I

-==;;;;:>!i;!?-;:.41 , .4 1.a IV 1r Ii chapter rn REV. Pc14111-29-96

~ ~..,,.~,,,._

~~~"".~=========---=~_!_
L11n~llir
___
Internationnl fuc., Itepre111mled by Neico Aviation In~.,
. 19-124 .1__:::=::::::.::..=c____Jc_
J\..,.,.,.,.,. .,.,.,".,.,.,.,. .,.,)
Copyright 0 J!J!}6, Redmond, OR 07756
___ _ _ _ _ _+BH-1
Main Gear Installation
 CHAPTER 20
REVISION LIST
(Pressurized Version)
The following list of revisions will allow you to up date the Lancair IV construction
manual chapter listed above.
Under the "Action" column, "R&R" directs you to remove and replace the pages
affected by the revision. "Add" directs you to insert the pages shown and "R" to remove
the pages.

Current
Page(s) affected Rev.# Action Description

20-1 thru 20-10 0 None

20-11 & 20-12 PClO R&R Removed reference to Mateo
20-13 PC4 R&R Revised Step C7
Added NOTE after Step C7
20-14 PClO R&R Removed reference to Mateo
20-15 PClO R&R Changed bolt size
20-16 0 None
20-17 PC4 R&R Corrected Step Cl4
Corrected Figure 20:C:6
20-18 thru 20-2 0 None
20-21 PC15 R&R Edited Fig. 20:D:4
20-22 0 None
20-23 PClO R&R Edited Fig. 20:D:6
20-24 thru 20-25 0 None
20-26 Cl R&R Changed Steps E2 & E3
Changed Figure 20:E:2
20-27 0 None
20-28 PC4 R&R Revised Steps Fl & F2
Revised Figure 20:F:2
20-29 PC12 R&R Edited Fig. 20:G: 1.
20-30 PC12 R&R Added to text and Fig. 20:G:2.
20-31 PC12 R&R Edited Fig. 20:G:3.
20-32 PC4 R&R Revised Step G4, &G5
Revised Figure 20:G:3 & 4
20-33 & 20-34 0 None
20-35 PC13 R&R Edited Fig. 20:G:7
20-37 PC12 R&R Edited Fig. 20:G:9
20-38 thru 20-39 PC5 R&R Revised Figures 20:G:l0 & 11
Revised Step G2 l
20-40 0 None

L ~;~~~L~~:?-~A:::::":~::A'l.:=D:::._....:IV~~-_JI
~..,CLF"~.I'- _
I 20 _i 11_ _Cl_rn_,_p_te_r_2_0_,__RE_,_V._P_C_l_7/_7_-1_5-_9_8_
Lane air Internatianal Inc., Represented by N(lico Avinlion Ino. Copyright 0 19!18, Ifodmond, OR !17756
Nose Gear Installation
__,+*+I
 CHAPTER 20
REVISION LIST
(Pressurized Version)
The following list of revisions will allow you to up date the Lancair IV construction
manual chapter listed above.
Under the "Action" column, "R&R" directs you to remove and replace the pages
affected by the revision. "Add" directs you to insert the pages shown and "R" to remove
the pages.

Current
Page(s) affected Rev.# Action Description

20-17 PC17 R&R Added Note for wheel strap

20-41 PC4 R&R Changed Step G23
Changed Figure 20:G:13
20-42 thru 20-44 0 None
20-45 PClG R&R Edited G27 (ten tabs is now eight tabs).
20-46 thru 20-48 PCG Add Added Sections H & I
20-49 thru 20-51 PC13 Add Added Section J

PC14 R&R Revised revision page only.

L
~;~=.t:=Li!!l::::if?~=A=="=~==A==l.=D==:_....:JV'=---.:!_
~...a111"W"l!l.l'I>. ___JI. I 20 _ii Ii--=C:.:;h-::apc.:t=er=---:;2:;-0-'-:. :RE:;.\.:. :T_ :P;oC:. :l: ,;7;- /7:_-: : 15: _-9: .:S: _ _ +B~
Nose Gear Insallation
Lano air Internutionul lno., Tfoprcsent.ed l1y Neico Aviation Inc. Copyright Q 19!!8, Redmond, OR 97750
 CHAPTER20
NOSE GEAR INSTALLATION

REVISIONS
From time to time, revisions to this assembly manual may be deemed necessary. When such revisions are
made, you should immediately replace all outdated pages with the revised pages. Discard the out dated
pages. Note that on the }o\ver right corner of each page is a "revision date". Initial printings will have the
number "O" printed and the printing date. All subsequent revisions will have the revision number followed
by the date of that revision. When such revisions are made, a "table of revisions" page will also be issued.
This page (or pages) should be inserted in front of the opening page (this page) of each affected chapter. A
new "table of revisions" page will ~ccompany any revision made to a chapter.

ARROWS
Most drawings will have arrows to show which direction the parts are facing, unless the drawingitselfmakes
that very obvious. ''.A/CUP' refers to the direction that would be up if the part were installed in a plane sitting
in the upright position. Inmost cases the part shown will be oriented in the same position as the partitselfwill
be placed during that assembly step. However, time goes on and changes are made, so careful attention
should be paid to the orientation arrows.

CONTENTS
1. INTRODUCTION
2. SPECIAL PARTS, TOOLS, & SUPPLIES LIST
A.PARTS
B.TOOLS
C.SUPPLIES
3. CONSTRUCTION PROCEDURE
A. INSTALLING ENGINE MOUNT
B. INS'rALLING FIREWALL BLANKET
C. ASSEMBLING NOSE WHEEL
D. INSTALLING NOSE GEAR STRUT
E. GAS STRUT ATTACHMENT
F. NOSE GEAR HYDRAULIC CYLINDER
G. NOSE GEAR DOORS
4. PHOTO PAGES

~Q~'.'.':=*=f;,==A=..,.=1:.=y:=~=A=~=IO=::..~W~~--_J'[~~:~::i:1--=C=h""'ap"'t:.::e.:..r=-~=-o-s_e_G..J.e_:__v~-st_a_ll_ao.:..ti:...'.o-':-'-6'---93'----l+)(-l.J
Loncair lnlcrMlional Inc., Rcprcscnled by Nch:o Aviation Inc., Copyright e 1993, Redmond, OR 9775G
1. INTRODUCTION

The nose gear of the Lancair N is mounted on the engine mount. Hence, the
engine mount must be installed first. The actual mounting of the nose gear is very
straight forward.

Many builders are curious how Lancair can use such a simple looking nose gear
strut and still have adequate shock absorption and shimmy dampening (notice
that there are no scissor linkages or external dampeners on your nose gear strut).
Internal oil dampening is the key to the strut's simplicity. Typical nitrogen
pressurization is used for shock absorption but an internal oil wiper system takes
care of the shimmy, unlike the usual (ugly) external shimmy prevention systems.

Emergency nose gear extension is accomplished with a gas strut that forces the
drag linkage over center. This system eliminates the need to plumb emergency
hydraulics all the way to the engine compartment.

When you complete this chapter, you will be able to set your Lancair N on the
landing gear.We recommend leaving the fuselage in the jig until it is finished, but
if need be, you can roll the fuselage shell around your shop.

Nose gear/ engine mount

Figure 20:i:l

Emergency
exton11lon
gas strut

Lnnc:nlr lntcrnnlionnl Inc:., Repreoonted by Ncko Avlntlon Inc., Copyright e 1993, Redmond, OR 97766
 2. SPECIAL PARTS, TOOLS, & SUPPLIES LIST

A PARTS
Fuselage assembly
Engine mount
Nose gear strut
Nose gear bearing blocks
Nose wheel strap
Nose wheel axle
Nose wheel
5.00 x 5 tire
5.00 x 5 tube
Upper drag link (on later kits this part is preinstalled bn engine mount)
Lower drag links
Gas strut
Nose gear hydraulic cylinder

~~"";;i:::~?::~=r~..A=v="=r=.,,....,.=A=~=~==-~IV~:!____Jl[~~~~::]1- -"C- 'h-"-ap"-t'"'e.:. r_~_o _s_e_G-'e-:-~--st_a_ll_a_~-:o-:--s--_93---H-*11

Loncnir lnten111Uonnl Inc., Rcprcscntcd by Neico Aviation Inc., Copyright Cl 1993, Redmond, OR 97756
B. TOOLS
Clamps
Drill
Rivet squeezer
Cleco pliers
Clecoes
Air pressure gauge
Files
Band saw (helpful)

Lnm:nir Intcrnnllonnl Inc., Rcpre110ntcd by Nclco Aviation Inc., Copyright e 1993, Redmond, OR 97756
 C. SUPPLIES
II
Epoxy
Fl ox
Mixing sticks
Mixing cups
Paper towels
MC
Sandpaper

~~""~~::;;:::-1!.~=~~~='1r=,,.=Y:.=~=A==~=D~~W~~-_Jl[.~~::~:J
Chapter 20 IREv. 0 I 7-6-93 '><-X
Nose Gear Installation 'P\
Lancair lnlcl'nililonnl Inc., Represented by Nclco Aviation Inc., Copyrlght O U193, Redmond, OR 97766
3. CONSTRUCTION PROCEDURE

A. INSTALLING ENGINE MOUNT

The engine mount included in your Lancair IV kit is designed for the Continental
550 series engines. The mount also supports the nose gear structure. A few
changes in the engine mount have been incorporated as we progressed with the
kit.

*Later engine mounts have the upper over-center linkage prematched for better
bolt alignment. Earlier mounts may have to be reamed slightly for better
alignment of the two mounting bolts.

*Later engine mounts also have predrilled mounting plates for the nose gear
bearing blocks. The mounting plate on earlier engine mounts will have to be
drilled by the builder.

We will describe the minor differences in the engine mounts at the appropriate
steps.

Engine mount
Figure 20:A:l

Firewall

Bottom fuselage
shell

Lnncnlr International Inc., Represented by Nelco Aviation Inc., Copyright e 1993, Redmond, OR 97756
Al. Your firewall was sent with predrawn reference points for the engine mount. You
probably eliminated these points when you installed the phenolic hardpoints, but
never fear, they were only for general reference anyway. Draw a reference mark
on the centerline of the firewall 8 3/4" from the bottom cowling flange, as shown
in Figure 20:A:2. You'll have to lay a straight piece of wood across the cowling
joggle to find the proper height because of the nose strut cutout.

Drilling for center engine mount bolt

Figure 20:A:2

/AN960-716
AN365-720A J' washer
locknut~

AN970-7
area washer
ssi~

- ~Firewall

Bottom fuselage
sh\

111111111111111111 [Th

A2. Drill a 7/16" diameter hole through the firewall at the point you determined in
Step Al. This hole will be for the center engine mount bolt. Be sure the hole is
drilled perpendicular to the firewall surface. A pilot hole helps maintain the
larger drill's alignment. Do not use the engine mount as a drilling jig. We don't
want to wallow out the bottom three engine mount holes because they are
important for alignment.

A3. Temporarily secure the engine mount to the firewall using just the center
AN7-25A bolt.

L:'C2~~==*=~==4=v=,1,,=y:=="'7ll..=A==~=:O=="'-~IV~:!____JI[,~~:~ ] Chapter
Luncnlr IntC!rnnUonnl Inc., Represc.nlcd by Neko Avlnllon Inc., Copyright o 1993, Redmond, OR 97756
~ose Ge:v~stalla~:o:6 -93
 Note: Now is a good time to double check that your fuselage is level
in the jig.

A4. Rotate the engine mount on the firewall until the bottom two bolt holes are level.
A carpenter's level held across the two lower engine mount tube, as shown in
Figure 20:A:3, is the easiest way to level these bolt holes. When level, draw a
circular outline of the bottom two engine mount pads onto the firewall.

Leveling bottom engine mount holes

Figure 20:A:3

Firewall
[J

Two bottom engine mount

bolts should be level with
each other

--+EJ+---
Io\
Firewall ----....._
AN7-13A
bolt
@ AN970-7
\
-~

~~"';;?:::#~=!!;=~t1=~=i:4:=1111"=1.<=~===A==~=i:.B==c._...=IV~.!'..____JI[~~~~ ]1-=C=h=a"-pt:. :ec:. r-=~-=-Oo_s_e_Gc"e-:--vln_-s-ta-:l-:la. :. ~-:o-: _ . :. 6-. :. 9. :. 3_ _+-BE+I

Lnncnir Inlcrnnllonal Inc., Rcprc5cnted by Ncico Aviation Inc., Copyright 1993,Rcdmond, OR 97756
 A5. Remove the engine mount from the firewall.

A6. Included in the kit is a round washer that has the same outer and inner diameter
as the bottom engine mount pads. Place the washer in outlines you made of the
lower engine mount pads. Use the washer as a guide to draw the two bottom
engine mount bolt locations.

A7. Drill the bottom engine mount bolt holes through the firewall. Again, use a pilot
hole and a 7/16" drill, and keep the drill perpendicular to the firewall surface. The
holes do not have to be perfectly centered in the phenolic hardpoint (but if they
are way off, you know something went wrong).

AB. Temporarily secure the engine mount to the firewall with the center and bottom
bolts.

A9. Use the top two mounting holes in the engine mount as guides to drill the
remaining two 7/16" diameter holes through the firewall. Be careful not to gouge
the metal of the engine mount. You may want to just start the holes using the
mount as a guide, then remove the mount and continue drilling through the
firewall. If the top two bolt holes in the firewall are not centered between the
plywood reinforcements, this is okay as long as you have room for the area
washers on the aft face of the firewall.

NOTE: Do not bolt the engine mount permanently in place until you have
installed the firewall blanket (Section B).

AlO. The firewall is bolted permanently to the firewall using these bolts.

Top two bolts: AN7-25A

Center bolt: AN7-25A
Bottom two bolts: AN7-13A

~~,:::.'!!'c="!.=~;;.~-:,~==~~~==~A===="'==r:::::::~=::A=L.==,R_=::._:'IV~~--_J'[~~:~1 1-=C-=h=-ap"-'t=e.:. .r=-~=-o-s_e_G-'-~-:--v~_st_a_ll_a_~-:o-:--G_-_93---ll-+?<~*l-I

Luncuir Interm1tiom1l Inc., RepreBented by Neico Aviulion Inc., Copyright a!l 1993, Redmond, OR 97756
 B. INSTALLING FIREWALL BLANKET

The protective barrier on the firewall of the Lancair IV is composed of a "silicon

matrix with a ceramic weave and an aluminized surface". From now on we'lljust
call it the firewall blanket. We use this material because of its light weight,
excellent fire resistance, simplicity and good looks. The blanket is premolded to
the firewall to protect the exhaust tunnels.

Firewall blanket
Figure 20:B:l

Beads of high temp

silicon caulk

Bottom
t
fuselage
shell

B 1. Hold the firewall blanket against the firewall. Does the blanket fit snugly into the
exhaust tunnels? Do the edges of the blanket come within 1/4" of the cowling
flanges? Good, then you're ready to bond the blanket to the firewall.

B2. Clean the forward face of the firewall with MC.

B3. Apply a bead of high temperature silicon caulk (available at most auto parts
stores) to the forward face of the firewall where the blanket will be bonded.
Carefully press the firewall blanket into position.
~=:;;;:~~i;!f1!f#,.A1,,.41LJI W II;~:;~ I chapter 20 REV. 01 7-6-93
~<:::2~~:::=::=:::=:11111"=::"'-'=~==~==:..~~~--_J-',,,.,,.,.,,.,,,,,.,,.,,,) Nose Gear Installation
Lnncnir lntnrnnUonnl lnc:., Represented by Neko Avinlion Inc:., Copyrighl e 1993, Redmond, OR 97756
C. ASSEMBLING NOSE WHEEL STRUT

The Lancair IV uses a 5" wide rim as a nose wheel with a 5.00 x 5, 6 ply tire. Do
not confuse the 5.00 x 5 tire and rim with the 6.00 x 6 main gear tires and rims.

Nose wheel strut

Figure 20:C:l

Nose wheel----.,._
fork

Axle bushing --7jd Jj

e Nose wheel
strap

L
~;;~=~~::::~~=A=L<=~=A=l..=ID=:.."~JV~--_JI
O ; ..,.....,.,.,,,"' . _ 1 1_c_h__,ap_t_er_2_0_-.,-~R_E_v_.
20 11 1 __Pc_1_0_11_1-_3_o-_94_-+\*11
Nose Gear Installation
Lanenir lntcmntionul Inc:., Rcpreaented by Neico Avi11tion Inc., Copyright C 1994, Redmond, OR 97756
Cl. Disassemble the 5" nose wheel rim, bearings and all.

C2. Place the half of the rim without the valve stem hole on a bench with the outbd
face of the rim down.

C3. Insert the 5.00 x 5 tube into the tire. Inflating the tube with a very small amount
of air (just enough to unfold it) helps ease assembly.

C4. Place the tire and tube onto the rim you have set on your bench. Push the tire down
onto the rim, always avoiding pinching the tube. You will not push the tire all the
way onto the rim, the tire will be seated with air pressure.

Assembling tire and wheel

Figure 20:C:2
l!!l""111-_ _ __
Locknuts

- ~Wh'"
I!!

""' - 5.00 x 5 tire

... I I

~ -~-~~- --(vary with

Wheel bolts
manufacturer)

IV
.,:=;;'#.tt~~~Al,,.Bl4JI
~cz~~:::====~===~==:..~~!.___ __J_
11 20 _12 ' Chapter20 REV. PCl0/11-30-94
Nose Gear Installation
Luncair International Inc., R.ep!'l!sented by Ncico Avialion Inc., Copyright 0 1994, Redmond, OR 97766
 C5. Place the other half of the rim onto the tire, aligning the valve stem hole and the ~
three bolt holes. Pull the valve stem through the rim as you work the rim down.
Here is where most people damage the tube. If you're not careful when pushing
the rims together, you can easily pinch the tube or stem between the rims. Instant
leald This problem can be avoided by just being careful and aware of the danger.

C6. Secure the rim halves together with the bolts and nuts provided with the wheel.
Again, be careful to avoid pinching the tube and/or valve stem.

C7. Inflate the tire to 28 - 30 psi. Do not inflate the tire over 32 psi.

NOTE: Early Lancair N kits used a Condor brand nose gear tire. Later kits
were shipped with a McCreary tire. Both tires are 5.00x5 size and are
interchangeable.

CS. Grease the two wheel bearings with a quality grease. Be sure the grease is pushed
all the way through the bearings.

~ "'; ?~ ~=~"'t1: : 1 ':i:4: : 1 P': : ~: : r: :: : : :r, tf17Jl : : A: : : : ~: : D: : : : : __:I V~.!'_._ __JII~~:~~]1--=C.:.:h=ap"-t:.:e.:...r=~"-Oo_s_e_G-'~-=--VIn_.-st-a" :-=~. : ~.:. :o-=!'- 9=- .: .9.: .4_-lf ~*+I
Loncair International Inc., Represented by Neko Aviation Inc., Copyright !fl 1994, Redmond, OR 97756
C9. Place the bearings into the races of the wheel. After the bearings are placed into
the race, a seal consisting of two thin steelwashers and a felt washer is secured
with a retainer ring. The seals and rings retain the bearings in the wheel.

Wheel/ bearing assembly

Figure 20:C:3

Wheel/bearing
assembly
CLEVELAND
wheels

Ring seal

Wheel bearing

Wheel

Ring seal
Retainer ring

L~l'>';~';;;:=~?~;'!!~=~A==L<=~=W"=A=l.=,R_=::._:JV~~--_J'
- -=== _
20 ..14.. i-=-C'-ha"'p:.:t.:.er'-__2 0=----'-R_Ev_._ _
1 I
Nose Gear Installation
Luncnir lntcrnalionul Inc., Represented by Ncico Aviation Inc., Copyright Cl 1994, Redmond, OR 97756
P_c_1_0_11_1_-3_0-_9_4_-!+)(..Ji
ClO. Slide the GM483-2 axle through the nose wheel bearings.

Cll. Slide the nose wheel and axle between the nose wheel fork. Grease the outer
diameter and push the axle bushings through the fork to secure the axle. Use
GM483-3A bushings for Cleveland.

Cl2. Slide anAN4-61A bolt through the entire nose wheel assembly and tighten with
an AN960-416 washer and AN365-428A locknut. Tighten the locknut only
enough so when the tire is spun by hand, it will only complete one revolution.
(This is easier when the fork is mounted to the nose gear strut).

NOTE: To aid the rotational positioning of the axle bushings, first position the guide bar on
the fork and draw a line, in pencil, on the sides of the fork. This provides a visual guide for
the flats on the side of the bushings.

Installing nose wheel on fork

Figure 20:C:4

Nose wheel fork (GM483-1)

Axle
bushing
Axle bushing
GM483-3A for Cleveland

0i

Washer Axle
Axle bolt
'
AN4-61A Cleveland

AN960-416 GM483-2A for Cleveland

Axle nut
AN365-428A \ Nose wheel/tire

L~;;~=~~:=~~=A==""'=ld"'B==A==1"=D==':..._N~!._
c:>; ,.,........,...,"- __ . _JI 120-1.5.11-"C-"-ha:;,p;c.:t.:;_er_2_:0
Luncnir Intemutional Inc., Repreaented by Neico Aviation Inc:., Copyright Cl 1994, Redmond, OR 97756
_ _c_R_E_v_._ _
Pc_1_0_11_1_-3_0-_94_-+1*-H
Nose Gear Installation
Cl3. Secure the nose wheel and fork to the nose gear strut withAN5-12A bolts, AN960-
516 washers, and AN365-524A locknuts. The bolts should be oriented so the
heads are on the tire side of the fork.

Securing fork to nose gear strut

Figure 20:C:5

AN365-524A
locknuts (4 reqd.)

6
wa:.". :~8 ~~
2 under each locknut) ~

AN5-12A bolts
(4 reqd.) ------!,~
\4--Nose wheel fork

Lnncnlr Interna.Uonnl Inc., llepreoonted by Ncico Aviation Inc., Copyright o 1993, Redmond, OR 97766
C14. Secure the wheel strap to the nosewheelfork withAN525-10R6 pan head screws.
The flat edges of the axle bushings must be up to accomodate the strap. This strap
will guide the nose wheel into the gear tunnel if the strut has cocked slightly one
way or another.

Securing wheel strap to fork

Figure 2D:C:G

Nose gear strut ~

Nose wheel fork

Nose wheel tire

Wheel strap
Note: The wheel
strap is only used
in earlier models
without the nose
strut centering
device.

Axle bushing must be

positionsed so its flat AN 525-lORG
edge is agianst the ...a--- Pan head screws
wheel strap (4 reqd.)

Ls;;?t""'=~~~=~~.&=="'=~:::==,,JJ/==A',=~==~~JV_!:.._
~Al1111"4'1".llfl.l"llo.. __ Jl~l_::C~h~ar~it~:er~~20::__..L_R_EV_-.
_L.:'.:.'....'.J
_ ___cP~C~l~7~/7--l~.5~-9~8---'--f~~
Nose Gear Installation
Lancair Internntlonal 1nc., Represented by Neko Aviation Jno,, Copyright 189!:!, Redmond, OR 97756
 D. INSTALLING NOSE GEAR STRUT

The nose gear strut pivots on two spherical bearings that are bolted to the engine
mount. A down link assembly is also secured to the engine mount and locks over
center when the gear is down.

Nose gear strut installation

Figure 20:D:l

Over-Center linkage
,.._-~-Nose gear
strut

L.::~~'.'.::=~==~==A=v=l..=Y:.==""'711..='A==~=D==:.~IV~.!'.____Jl [ ~ :~ ]l_; ;C.:. .h.:. .ap"-t:.:ce.:. .r"-~-o-s-e-G- '-e-:-v~_st_a_l _ao_h_:o-:- 6- _9__

3-l+)E-Ji

Lnncnir lnternnUonnl Inc., Repreoonted by Neico Avinlion Inc., Copyright e 1993, Redmond, OR 97766
 Dl. Secure the bearing blocks to the nose gear strut with retaining clips (circlips).
There is a left (GM477-0l) and right (GM477-02) bearing block. Refer to the
drawings to make sure your blocks are oriented correctly.

Securing nose gear bearing blocks to strut

Figure 20:D:2

Bearing block
(right, GM477-02)

Bearing block
(left, GM477-01)

No~-~

Retaining clip
(1 each side)

~~"";;~:,;:~?;:~;=A=w=""=T:~~=A~~=D=="'=--~IV~~--_]l[:~~:~:]i1-=C.::h.::ap"-'t=e-=--r.::~-=--o-s_e_G_,_e_:__v~-st_a_ll_ao_t_:o---:--6._,_-_93__
--l+*11
Lnncnlr Internntionnl Inc., Represented by Neko Avinllon Inc., CopyrlghL e 1993, Redmond, OR 97756
D2. Use a couple small "C" clamps to temporarily secure the nose gear bearing blocks
to the engine mount plates. The bearing blocks and plates have roughly the same
shape. The plate surface on the engine mount will probably be uneven. This is an
unavoidable consequence of the welding procedure. Do not forcibly clamp the
bearing blocks against the engine mount plate.Use light clamping pressure, just
enough to hold the bearing blocks in place.

Clamping bearing blocks to mount

Figure 20:D:3

Bearing block
Bearing
block (still
clamped in Nose gear strut
position,
clamps not
shown)

Limcnlr lnternnllonnl Inc., Rcprclll'.lntcd by Ncko Avlo.tlon Inc., Copyright e 1993, Iledmond, OR 97756
D3. Connect the lower over-center links (GM027-4's) with the upper link (GM027-3)
with AN4-7 bolts, AN960-416 washers, AN310-4 castle nuts, and small cotter
pins. The castle nuts should be tightened just enough so the links are not bound
up against each other.

D4. Connect the upper over-center link (GM027-3) to the engine mount with AN5-20
bolts, AN960-516 washers, AN310-5 castle nuts, and small cotter pins. On some
early mounts, you might have to ream the bushing holes in the engine mount with
a 5/16" reamer to get a smooth bolt fit and better alignment. Again, tighten the
castle nuts just enough so there is no bind between the upper link and engine
mount bushings.

Assembling nose gear linkage

Figure20:D:4

Nose gear
strut
2
The GM027-4 links are
mounted on the inbd side
7eGM027-3.

G) -Lower to upper pivot links. Use AN4-7 bolts,

1 *NOTE: The retract
AN960-416 washers, AN310-4 castle nuts, and
yoke for the nose gear
small cotter pins.
doors mounts using
(D -Upper pivot link to engine mounl Use ANS-20 the same ANS-20 bolts
bolts, AN960-516 washers, AN310-5 castle nuts, that secure GM027-3.
and small cotter pins.
0- Lower pivot link to nose gear strut. Use ANS-41
bolt, AN960-516 washer, AN310-5 castle nut, and
Do not secure cotter
pin until yoke is
\.installed.
small cotter pin.

L1mcair Intemntionnl Inc., Represented by Neico Aviation Inc., Copyright 1997, Redmond, OR 97756
 D5. Connect the lower over center links (GM027-4's) to the nose gear strut using an
AN5-36 bolt, AN960-516 washer, AN310-5 castle nut, and a small cotter pin.
Loosen the clamps and rotate the nose gear, ifnecessary, so the AN 5-36 bolt slides
easily through the strut bushing. You don't want any bind in the nose gear
linkage.

D6. Check the fore/aft angle ofthe nose gear strut. The strut should be angled forward
.5 -1. Loosen your "C" clamps and adjust the bearing blocks fore/aft, ifnecessary,
to change the strut angle.

Setting proper strut angle

Figure 20:D:5

You can adjust the

strut angle by moving
the pivot blocks fore/
aft slightly before drilling.

GM027-4

- - - - ... , .. -1'

Nose strut

Nose strut is angled

forward .5 - 1

~"'"c:::2;~~;::""*~~";=..&==1.~r:~~=A~~"'=o:o=::..~IV~!:____JrI~~:~~]1-c_h~ap,_t_er_~_o_s_e_G~e-:-v_~_st_a_n_:-t:-o-:--6--9-a__**ii
Lnncnir Intemnlionnl Inc., Rcprc1ented by Nelco Avlnlion Inc., Copyright e 1993, Redmond, OR 97756
D7. Retract the nose gear into the tunnel. The strut should be in the center of the
tunnel. One area to watch closely during the retraction is the joint between the
upper and lower over-center links. This joint comes very close to the strut during
retraction. !fit hits the strut, loosen the "C" clamps once again and shift the strut
downward slightly until there is a gap. You can even slide a tongue depressor
between the joint and the strut, retract the strut, and you'll end up with about a
.050" gap.

DB. The position of the nose gear bearing blocks should now be fixed. Later engine
mounts have predrilled pilot holes in the engine mount plates. Use these holes as
guides to drill two 114" diameter holes through the bottom of each bearing plate.
The top mounting hole is 3/16" diameter. If you have an early mount, you will
have to drill through both the engine mount plates and the bearing blocks. Use
the dimensions in Figure 20:D:6 to find the hole centers

Securing bearing blocks to engine mount

Figure 20:D:6

AN365-1032A locknut Nose gear

JI'~AN>OO-rn
J woh~
(top bolt)
pivot block
3/8"
@,. I@

-..::~r,;-,
~
Cl
3/8"
'
~@

,
AN365-428A locknut
...............
AN960-416 washer
(bottom bolts)

AN3-7Aboll
(top)
---~
~ ~ /
AN4-7A bolt / AN4-12A bolt (will
(b 0 tt om t WO ) also secure nose genr
door hinge mount. See
Figure 20:G:4)

L
!~=;~'ii~L~/=:O~=A==":lf'!l~A=l.~::::_~JV_.!'.
~Jv~l"ll. ___JI. 20 _23 e-C:::.h:::a::.!p:.:te:::r..:2:::0~-LR_E_v_.
1 I
Nose Gear Installation
Lnncuir Inlemalionai lnc.,Reprc11onled by Neice Avi11lion Inc., Copyrighl 0 1994, Redmond, OR 97756
-~PC.:.:1:.:0..:/l:.:1:.:3.:.:0.:.:94=---l-i'.+1
D9. Bolting the bearing blocks to the engine mount should be done with care because
of the uneven mounting surfaces previously mentioned. Look closely at the gaps
between the bearing blocks and the engine mount plates. You should be able to
slip a thin washer (AN960-10L or AN960-416L) between these parts at one or two
of the bolt locations. These washers will basically fill the gaps and prevent you
from bending the bearing blocks when tightening the bolts.

Lnnculr Intornntiomd Inc., Thlpreoontcd by Nol co Avlnllon Inc., Copyright Cl 1993,Rcdmond, OR 97756
 E. GAS STRUT ATTACHMENT

The Lancair N uses a pressurized gas strut for emergency extension of the nose
gear. The gas strut is connected to the over-center linkage to ensure the gear is
down and locked. This system has proven to be simple and reliable on all Lancair
models.

Emergency gas strut

Figure 20:E:l

Nose gear
strut

MS21042-1032 locknut
AN970-3 area washer

~ , : ': ! .="'!.=~OA;:'~: =:~ fJ1=~.A=v=L<=T:"'= <l"7Ul'. ='41= =~:~: :.~W~ - _JI ~E~ ]l-'-C_h.:. ap._t'" e-'-r,_ ~.:. o_s_e_G-'-e-:--v~-st-a-l -a-~-1:0-:- B- _g3
_ _-t+'*-11
Luncnir International Inc., Rcpreoonled by Ncico Aviation Inc., Copyright Cl 19113, Redmond, OR 9775G
El. Disconnect the lower over-center linkages (GM027-4's) from the nose strut.

E2. The GM028 gas strut has 5/16" diameter mounting holes in each end. Push a
GM028-01 bushing into each hole. Notice that the bushing is wider than the gas
strut ends. After pushing the bushing flush with one side ofthe hole, file the other
side of the bushing until it too is flush. These bushings will decrease the hole
diameters to 1/4".

E3. Connect the gas strut (GM028) to the over-center linkage and the engine mount
as shown in Figure 20:E:2. Do not connect the wrong end of the gas strut to the
linkage. The fixed end of the gas strut is connected to the engine mount.

Installing gas strut

Figure 20:E:2

Altup ~~
Gas strut

~4,

AN960-416 washer,...........
G@~area washer AN970-3

\ . : )JB...... MS21042-1032 loclmut

~

E4. Now the pressure in the gas strut is holding the over-center linkage below where
it should be. Push the over-center linkage back into position and reconnect the
lower linkages to the nose strut using the proper hardware. A helper on this step
is agoodidea because of the pressure against the linkage. Toretractthenosegear,
you now have to push in the over-center linkage up and forward to break the down
lock force. Once the over-center linkage begins to fold, it is fairly easy to retract
the nose strut.

Lnncair International Inc., Reprcscntl'd by Nuico Aviation Inc., Copyright ll!l 1993,Ilcdmond, OR 97756
 F. NOSE GEAR HYDRAULIC CYLINDER

A single hydraulic cylinder (HC-08) actuates the nose gear retraction. This
section will deal with the installation of the hydraulic cylinder, but the plumbing
of the hydraulic system will be described in a later chapter

Nose gear hydraulic cylinder

Figure 20:F:l

Hydraulic
cylinder
HC-08

~~"'~=~='!"c'ii;;~?~~~~="\..=""'="""~~;:::'A:;:::::L.J'!l.;:::~-=IV~~---J'[:~~:~~]!-'-C_h~ap,_t_e_r_~c:._o_s_e_G- '-e-:-v-~-st_a_l _:-ti-'o-:-

. 6_-_ga_ _
-H-*11
Lnnea.ir Intcrnnllonnl Ine., Rcprcllllnted by Nclco Aviation Inc., Copyright Cl 1993, Redmond, OR 97756
 Fl. Connect the fixed end of the nose gear hydraulic cylinder to the upper over-center
linkage (GM027-3) as shown in Figure 20:F:2. Use an AN5-7 bolt, AN960-516L
washers, AN310-5 castle nut, and a small cotter pin. Do not tighten the castle nut
so much that the cylinder can't move.

F2. Connect the piston end of the cylinder to the top of the nose gear strut as shown
in Figure 20:F:2. Again, do not tighten the castle nut so much that the cylinder
is bound up. An F45-19 rod end bearing and an AN316-5 stop nut should be
threaded onto the shaft end of the hydraulic cylinder. 1/2" of the shaft thread
should be inside the rod end.

Installing nose gear hydraulic cylinder

Figure 20:F:2

Nose gear
retract cylinder

(A\ -Aft cylinder attach. Use (1)

\!!:) AN5-7 bolt, (2) AN960-516L
washers (one under bolt head
and one under nut), (1) AN310-5
castle nut, (1) small cotter pin.
@ AN4-11A
-Fwd cylinder attach. Use (1)
bolt, (1) AN960-416 washer
(under loclmut), (1) AN365-428A
loclmut.

~~r-;;?:::'#-~=~~~=i:',;,.A=..,.=~=r:=~=,a=~=IO='=--~IV~~--_J'I~~-~~]1-C_h_ap~t_e_r_~_Oo_s_e_G~e-:-vln_.-s-ta-~-~-~-:o-!_-_9-_9_4__ tt7\-11

Lnncnir Intcrnntiomil Inc., Represented by Nelco Aviutlan Inc., Copyright il!l 1994, Redmond, OR 97756
G. NOSE GEAR DOORS
There are two aluminum doors that cover the nose gear in flight. The hinges and
linkages for these doors are completely separate from the cowling installation, so
the doors do not have to be removed when the cowling is removed. The nose gear
tunnel cover plate and the nose gear shield installation instructions are provided
in this section.

Nose Gear Doors

Figure 20:G:l

.... __ ..d:L

/Nose Gear Strut

Hose Clamp (5416K23)

~Nose Gear Tunnel

Cover Plate (#322-1)

Note: A nose gear shield (not shown) is installed on the firewall.

~,,.C2;~~:::~?:~~!':=.A=:v"::'~=:=:'A=~=~====:...~IV~:!____Jlt2~-29J1-=c-=h=ap"-t=-=e=-r-=~-=-o-s_e_G--'e-:,,-E-:.--st_a_n_P~-t~-.:-~-o_-1_9_-9_5_-+t*11
Lnncnir Intemationnl Inc., Represented by Neico Aviation Inc., Copyright@ 1995, Hedmimd, OR 97756
G 1. Trim the firewall and cowling flange as shown inFigure 20:G:2. This will provide
a flat mounting surface for the nose gear door hinges. Use the aluminum angle
to judge the trimming of the firewall. The opening slot in the firewall should be
kept to a minimum. Note that the nose gear tunnel will be completely sealed off
with the nose gear tunnel shield when the gear is retracted. Trim the firewall
joggle in the area where the anlge passes through.

Trimming firewall and cowl flange

Figure 20:G:2

Nose strut in
retracted position

Fuselage Centerline)<- - ....._

1/8" / ~
~ I I

/
/
/,
'

Custom trim the

firewall to
fit the angle

G2. The nose gear door hinges are mounted on 35 1/2" lengths of6061-T6 aluminum
"L" stock. The "L" stock is 3/4"x3/4"xl/8" thick, and is provided in two, 3' lengths.
Cut the "L" stock into two, 35 1/2" lengths.

G3. Position the aluminum hinge.mounts as shown in Figure 20:G:3. The "L" stock
should rest flat on the nose gear tunnel flange, recessed 1/8" from the inner walls
of the tunnel. The hinge mounts should be parallel with each other and the
fuselage centerline. When satisfied with the hinge mount positions, secure them
to the fuselage with MS24694-S5 flush head screws and Kl000-08 nutplates. Use
six screws per side, spaced about 3" (+/- 1/2") apart, to secure the hinge mounts.
Secure the nutplates to the hinge mounts with AN426A3-8 rivets.

L'.<::dlt~~~~==~==A:=llll":=L<:=~:::::=A=~=~=='="::._~W~~--_Jlt20-301 Chapter ~ose Ge=~st;~~:~0-19-95

Lnncair lnt.urnntionnl Inc., fulprcsuntcd by Ncico Aviation Inc., Copyright!D 1995, Redmond, OR 97756
 Aluminum Hinge Mounts
Figure 20:G:3

Aluminum hinge
mount - 118" thick
aluminum extrusion

~
Nose genr tunnel

Fuselage
Cut two pieces bottom
as shown
\
1~ IIB"
MS24694-S5 screw & Kl000-08 nutplate.
Use AN426A3-8 rivets to secure nutplntes
to aluminum extrusion.

Nose gear
tunnel ........... A/Cup

Aluminum
hinge mount
Fw0
_,..J 2'
-1 (+-1/2")
---"----;

Fuselage bottom 7

L:~,;;~=~='!!!:."ii'.::~'~=~~==v="'=~==A=~=D=~.....:'.IV~~--_J'il 20-31il1-=C.::h=a"-pt:.:e::.r-=~c::Oo_s_e_G-'-e:-v_~_s_t_al . cp:. ~: .:~: :. :.:~: 0:. :-1: 9. c-9:. :5:._-j-~-)1

Limcnir lntiirnntionnl Inc., Represented by Neico Avinticm Inc., COJ)yright (i) 1995, Redmond, OR 97756
 G4. The forward ends of the aluminum hinge mounts must be secured to the nose gear
pivot blocks with tabs. Use the dimensions in Figure 20:G:4, cut two mounting
tabs from the 6"x 6", 1/8" thick, 6061-T6 aluminum plate provided in the kit. The
height of these tabs is determined by the distance from the hinge mounts to the
lower, aft pivot bolt. Because of numerous areas where builder tolerance is
involved, the tab height will vary from plane to plane, or the tab may not even be
necessary. In this case, the hinge mount can be bolted directly to the pivot block.
See Figure 20:G:4.

Securing hinge mounts to pivot block

Figure 20:G:4

Tab may not be necessary

AN960-416 if your hinge mount is high
enough to bolt directly to
the pivot block.
v Nose strut
pivot block (rt.)
(GM477-02)
()

Hinge mount tab-V

V4"/ AN426AD4-7 rivets.

Countersunk for a flat
hinge mounting surface.
Hinge mount

5/8" 0 0 0 ll/16''
Make hinge mount tab from
1/8" thick, 6061 T6 aluminum .
.-!---~_i Exact dimensions will vary from
I f..-s14~ plane to plane, so cut yours to
suit.

G5. Secure the tabs to the hinge mounts with AN426AD4-7 rivets (3 for each tab).
Secwe the tabs to the pivot blocks withAN4-12A bolts, AN960-416 washers, and
AN365-428A locknuts. Remember that these bolts are also helping to secure the
pivot blocks to the engine mount. If a pivot block does not fit flush against the
engine mount, a thin (AN960-416L) spacer washer may be required to avoid
bending the pivot block when the bolt is tightened.

L~"'~=.,,,._=~=;;.==~?~~'1~=1,.=-"=...,=~="'711..=.A==L.=~=D=:..__::'IV~~--_JI[~~-~~] Chapter
J,nncnir Intcrnationul Inc.,Reprcscnlad by NckoAvintion Inc., Copyright !Cl 1994,Rcdmond, OR 97756
~ose Ge:v~st:U~~:o!-9-94
 G6. Use AN426A3-5 rivets to secure a 35" length of extruded hinge to each aluminum
nose gear door, as shown in Figure 20:G:5.

Securing hinge to nose gear door

Figure 20:G:5

V4' AN426A3-5 rivets

r' ' ,,/

Extruded h l n \ (16 req. per side, ,,,-
7
spaced about 2" apart) -:7"

Fwd lf2"ofhinge pin .......... . ~-- ,

is bent 90" for securing
to hinge mount.
.~-'.'.;,/','
.......... 7 / ...........

,~></
1/

Nose gear
door MS20001-5
hinge
Notice thnt the upper half
of the hinge is cut with 1/4"
of the extrusion remaining
on both fore and aft ends.

Fwd
MS20001-5 .,._...___
extruded hinge

Nose gear door (.060" aluminum)

1 4 - - - - - - - - - - 391/Z' ---------~~

G7. Cut two hinge pins for the nose gear doors. The pins should be approximately
1/2" longer than the hinges. Put a 90 bend in one end of each hinge pin. You'll
have to heat the bend area to avoid breaking the hardened hinge pin. A propane
torch works well for this job.

L'.~"';;?:::'#-?;:~=[f~A=w="=T:==~='A==~=D==:..~IV~:!____Jl[~~:~~]1-=C-=h=-ap"-'t=e:..r=-~=-o-s_e_G..le_:--~--st_a_l _a.:.~:. .:o-':- 6'- -'-93=- - +1-+1

Lnncnlr lnlemn.Uonal Im:., Rcprcoonted by Ncieo AvlnUon Inc., Copyright Cl 1993, Redmond, OR 97766
GS. Hold the upper halves of the gear door hinges against the aluminum hinge mount.
The hinges should extend just below the fuselage by about .020 - .050". This will
place the gear doors flush with the bottom of the fuselage. Clamp the hinges to
the hinge mounts. (This is easily done forward of the firewall, but in the tunnel
area, there isn't much room for the clamps. You can tack the hinges in place with
a couple drops of instant glue for initial alignment.)

Aligning hinges
Figure 20:G:6

Nose gear tunnel----...

Bottom of hinge
below fuselage for
proper door fit.
'
extends .020 - .050"
Make sure nose
gear door does
not hit fuselage
when open.
Fuselage
Door should be flush with
the bottom of the fuselage

G9. Use the hinge pins to install the nose gear doors. Slide the pins into the hinges
from the front. Let the doors hang. Both doors are purposefully cut wide, so they
will overlap each other when closed until trimmed to the proper size. We did this
to compensate for builder differences in nose gear tunnel width. Every tunnel can
be slightly wider or narrower.

GIO. Close one door at a time to check if they are flush with the bottom of the fuselage.
Of course, there are no door stops yet, but you can still check that the hinges work
smoothly and the doors will be able to close properly. Adjust the hinges on the
hinge mounts if necessary.

Gll. Remove the nose gear doors by pulling the hinge pins.

Lane air lnlernnUonnl Inc., Represented by Neko Avlnllon Inc:., Copyright Cl 1993,Redmond, OR 97756
Gl2. Now that you have determined the positions of the hinges, secure them to the
hinge mounts with AN525-10R8 screws and Kl000-3 nutplates. Secure the
nutplates to the outboard surfaces of the hinge mounts with AN426A3-5 rivets.

Securing hinges to hinge mounts

Figure 20:G:7

~ose gear tunnel

A/C

L AN525-10R8 screw
lnbd

_7A3-5 ,;. ,K1000-3 nutplate

Nose gear door

Bottom fuselage
I Nose gear door
Fuselage

Note: Both gear doors are equally

<t.
oversized. Cut both to get a .050"
gap between them at the fuselage
centerline.

G 13. Reinstall the nose gear doors and determine their final size. The doors should
have a .050" gap between them in the closed position. Both doors are equally
oversized, so trim an equal amount off each one's width. We realize that cutting
the entire door length with hand lreld shears will make an ugly edge. It would be
best if you have access to a metal shear or bring the doors to a metal shop to have
them quickly and cleanly cut to the proper width.

r==;a'#t;;!!"~..&1,,...a1a W l~.r, ;."0.-~.;5.]. chapter 20 REV. Pc~a1s-2s-ss

L.:'(2~"".~====='llll'==~"'======~~o.__~~~--_J'==-~~- I Nose Gear Installation
Lnncnir Internntionul Inc., Repreoented by Neico Aviation Inc., Copyright 1996, Redmond, OR 97756
 G 14. To provide a positive stop for the doors to shut against, a flange is formed along
the aft edges of the doors. Apply release tape to the aft 1" of the alwninum doors
to prevent the flange from sticking to them.

G 15. Mark on the aft face (inside surface) of the nose gear tunnel at the level where the
gear doors close. This is the height where you want the flange. Sand and clean the
area where the flange will be located.

G 16. Mix a thick batch of fl ox and apply it to the area 1/2" above the flange reference
mark. Let the flox extend 1/4" below the mark too. Now close the gear doors to
their final positions. Secure the doors in position using a few tongue depressors
and instant glue. The flox should hit the doors and conform against the release
tape, forming the flange.

G 17. When the fl ox has cured, reopen the nose gear doors. You now have a rough flange
on the inside of the tunnel. Clean up the flange with a Dremel tool until it is only
1/4" wide.Apply 1 BID to the flange to better secure it to the nose gear tunnel. See
Figure 20:G:S.

Forming the door stop flange

Figure 20:G:8

--Flox
y
114"

lBIO
-------------------~o~v~e~r:__-1-1----Nese-ge!H'-
Re le as e flox . /t rnme l
tape \
N.G.
door\

=======::~
\
Bottom fuselage
0
LCZ"~~~~~*~~~~::::A::::::::'"'='C~~=.8=~"':~:::~-=IV~_!____J11~~:~~1.__c_h_a_p_te_r_~_o_s_e_G_e_:E_~v_~_st_a_l _a_~_;o_:_-_-__
J~unenlr lnlrirnn.Uonnl Inc., Hnprcaontcd by Ncko Avlntlon Jne., CopyriRht 0 lll93,RC(lmond, Oil 97766
6 93
_ _"---"
G 18. A stiffener (GM320-36) is needed on each nose gear door. Provided in the kit is a
thin aluminum hat section that will be used as a stiffener. Cut the stiffener
material into two, 35" long segments.

G19. Secure the stiffeners to the nose gear doors withAN426AD3-5 rivets as shown in
Figure 20:G:9. Use 24 rivets per stiffener. Avoid using rivets in the areas where
the actuator arms will be mounted. (See Figure 20:G:ll for actuator arm
location).

N.G. door stiffeners

Figure 20:G:9

Hinge and stiffener

ends are flush at both
fore and aft ends of
the door.

Use rivets, spaces about

1.5" apart to secure each
side of the stiffener to
the door.

Nose Gear Stiffener

Door No more (GM320-36)
(GM318-0l)
?_ han .o50" gap.
/
./
/
Rivets (AN426AD3-5) secure
stiffener to nose gear door.

Hinge
(MS20001-5)
r "R i1
!Cross-Section\
it g

@:01'

\End View\ 4\: Screw (AN525-lOR6)

Washer (AN960-10L)
Nut (MS21042-3)

Lancair Inlernntional Inc., Represent.id by Neico Aviation Inc., Copyright 1995, Redmond, OR 97756
G20. Two actuator arms are needed to pull the nose gear doors shut. These arms are
made from 1" x 2" x 1/8" thick aluminum extrusion (L shaped). A 6" piece of this
extrusion is provided in the kit. From this piece, using the dimensions in Figure
20:G:10, cut two actuator arms. A band saw is a good tool to cut the extrusion with,
and a medium file will smooth out the edges.

N.G. door actuator arms

Figure 20:G:10

* Make from 1/8" thick, 6061

aluminum angle supplied
r--1 in kit.

I SeeNOTEI
I l_i
I I
3/8"
O+-~

#20 size
drillhole 0 O +----'"" 3/16"
(4 places) N.G. door
r--3-/1-6'~,, actuator arm
3/16"-.l

3/16" D.
7/16" R. 1/8"j r- NOTE: Make two arms
as mirror images,
so they can be

11/8"
yg alight
mounted on left
N.G, doo,,,

L - -:::::i
t~l"~--

Lnnenir IntcrnaUonal Inc., Represented by Ndco Aviulion Inc., Copyright ID 1991,Hedmond, OR 9775G
G21. Use four AN525-832R8 screws to secure each actuator arm to its gear door as
shown in Figure 20:G:ll.

Securing actuator arms to doors

Figure 20:G:ll

t
I'
AN525-832R8 screw
MS21042-08 nut
AN960-8L washer r-(1:1:i:J
(4 places) I..L--------"'

Actuator arm

Aluminum gear
door stiffener (GM320-36)

Nose gear door (GM318-01)

- - - 1 3 s1s"--.i
N.G. door
hinge~

Actuator arm Nose gear door

(right door shown)

Fwd

Lunculr lnlernationul Inc., Rcprcscnlcd by Ncico Aviulion Inc., CopyrighL 1994,Rcdmond, OH 97756
 G22. Assemble the retraction pushrods as shown in Figure 20:G:l2.

N.G. door retraction pushrods

Figure 20:G:12

Ball Joint 10-32 pushrod Ball Joint

(BJ-01) (GM321) AN315-3 (BJ-01)
AN315-3

\
check nut check nut

I \
lllll\ml@j;;;; J ijll\\l\l\\lll
~

tr= bl>""~ i;o='

,.. 4"--~-.1

~ 1,,,.ai.a IV 1.r;~~~ chapter 20 REv. o/ 1-6-93

L~c::>-!;~~;::7
:'=::!f,.,;::11V::::"'-''!:llll..'=:::~~::::__~~~--_J.... ,,.,,,,,,,,,,,,,.,._
1.

. ______________
Nose Gear Installation __.'--~

L11.m:nir lntema.Uonnl Inc,, Repreoonled by Nelco Aviation Inc., Copyright e 1993,Rcdmond, OR 97766
G23. Secure the 1" x 1" x 1/4" thicknylonpiece(GM319-04)to the retract yoke (GM319)
using AN470AD4-10 rivets, and the aluminum reinforcement (GM319-02). The
nylon should extend 1/4" below the GM319 edge. The nose gear strut will hit this
nylon piece and raise the yoke, thus closing the gear doors.

Secure nylon bumper to retract yoke

Figure 20:G:13

Drill 1/8" D holes through

reinforcement plate,
nylon bumper, and
GM319.

0 0
0
GM319 0 0
Nylon bump~ o ~
GM319.04 - ./""' ~~

Bumper / " /
reinforcement
, ~ GM31902 AN470AD4-10
rivets
Nylon bumper (GM319-04)
should extend 1/4" below
f
1/4"
GM319.

Loncnir International Inc., Rcpre~ented by Neico Aviation Inc., Copyright l!!l 1994,Redmond, OR 97756
 G 24. Another nylon bumper is required to stop the retract yoke from hitting the engine
mount when the doors are open. This bumper is the same size as the other, and
is installed using the same hardware as shown in Figure 20:G:14.

Installing GM319 down stop

Figure 20:G:14

Nylon bumper extends

1/411 above the GM319 yoke

\, -1
~--i
i_lh__J !/('

Nylon bumper /
GM319-0l /~~
~
\AN4~~!P.48
Aluminum /
reinforcement
GM319.02

Engine mount

Spring (GM319-03) holds GM319

yoke against engine mount tube,
so the nose gear doors are
spring loaded in the open
position.

GM319
retract yoke

L.:'CZ~~';;;;;;~~=~~~~A=.,...="'=q;..,.:~:::~=::A:::=L.:=~:::':B~_::W~_!'_--_J'I~~:~~]1-C_h_ap"--t_e_r_~_Oo_s_e_G--'e-:--~--st_a_ll_a_~-:o-:-6_-_93
_ _-tt:X-71
Lnncnlr lntcrno.Uonal Inc., Repreoonled by Nclco Avlollon Inc., Copyright e 1993, Redmond, OR 97756
 G25. The N.G. door retract yoke (GM319) installs using the same bolts as the GM027-
3. Secure the yoke to the engine mount with AN310-5 nuts and small cotter pins.

Installing GM319
Figure 20:G:15

Small cotter AN310-5

castle nut
AN960-516
AN310-5 washer
castle nut

AN5-20bolt

~.11"..11.1a IV
~(2~~:-=:==:==:=::V~"'-'::'!J'"716..~~::::___~_.!!!._
Jl;~:;I
_ __J'"'''""''''.'j
chapter20 REV. o: 7-6-93
Nose Gear lnstallat10n
Lnm:nir Jnlernntionnl Inc:., Ilepre sen led by Ncico Avinllon Inc., Copyrighl 01993, Redmond, OR 97756
G26. Connect the retract yoke to the N.G. doors with the two pushrods you assembled
in Step G22. Adjust the pushrods so that when the nose gear is retracted, the
doors are properly closed (flat with each other and the bottom of the fuselage).

Connecting the nose gear doors

Figure 20:G:l6

Secure ball joints

to GM319 and actuator
Retract yoke _ _..,..... arms withAN365-1032A
(GM319)- locknuts.

Nylon
bumper

'Retract
pushrods
0

~Actuator
arms

Nose gear
I~~~~~~ doors~~~~~~b>-11

Note: The angle of the gear doors in the "down" position

is not critical as long as the nose gear clears them. The
doors are adjusted with the pushrods so they are flush
with the fuselage in the "up" position.

~1,...a1a
~_.1111""'..r:irl~ ' '
IV
Nose Gear Installation
If;~:~~ I chapter 20 REv. o/ 7-6-93
~~============='O._~~----Jx'------------------"'----'
Lanen Ir lnlernnlionnl Inc., Represented by Neko Avlnllon lne., Copyright e 1993, Redmond, OR 97756
G27. To keep the doors in alignment in the "up" position, overlaping tabs (GM318-02)
are installed on the edges of the doors. Bend the eight tabs as shown in Figure
20:G:17.

G28. Locate the tabs on the nose gear doors as showninFigure20:G:l 7 (4 tabs per door).
It helps to use instant glue to hold the tabs in place while you check alignment. The
tabs are arranged in staggered pairs, so be sure you don't position them at the
same fore/aft location on both doors. Retract and extend the nose gear to make sure
the tabs do not interfere with each other and the doors. It may be necessary to bend
the tabs more than 45 to help engagement. When satisfied with the tab's
locations, use two AN426AD3-5 rivets to secure each tab to the doors.

Alignment tabs
Figure20:G:17

Actuator arm Door hinge

14--~/4"j _J ~Alignment GM31802

tab
\
Nose
gear
22 1/2" (4 req. per door) door

#40 holes Alignment tab

for rives G 318-02
Alignment tab

Gear door GM\8-02

G 318-01

J L,,.
NOTE: Round the AN426AD3-5 rivets
edges smooth. (2 req. per tab)

;===mf.!!ir'!!~i&.1,,.,a1a IV jf;;:~]1_
L'::Q~...:::::::=::==:111P'::=~"==:::==:-_=:::=..~~~--_Jb.~=~)
-=c-=h=ap"-t:.:e=-r-=2-=-o---'_RE__v._ _ _
Nose Gear Installation
Pc_16_11_0_-1_5__9_1_-++*+l

Lnncuir Internutional Inc., Represented by Neko Aviation Inc., Copyright 1997, Rctlmoncl, OR 97756
H. NOSE GEAR STOP

A bumper is mounted to the firewall to stop the retraction of the nose gear strut.
The center engine mount is used as a mounting hardpoint for tbe bumper
weldment. The GM482-03 bumper is made of a material called Orkot, which is a
bit more plastic-like than phenolic.

Hl. Center the GM482-03 bumper on the two, predrilled, 3/16" D. holes in the GM482-
01 weldment. Use these holes as guides to drill 3/16" D. holes through the bumper.
See NOTE below before drilling.

NOTE: Early nose gear forks were taller than later versions. This
has the effect of making the nose gear fork closer to the firewall in
the retracted position. For these early nose gear forks, you will
have to move the GM482-03 bumper fwd on the weldment to enable
it to hit the nose gear fork properly.

H2. Countersink the screw holes in the GM482-03 bumper deep enough so the screw
heads are below the surface. This will keep the heads from scratching the nose
gear fork when it bumps into the surface.

H3. Secure the GM482-03 bumper to the GM482-0l weldment with MS24694-S53
screws, AN960-10 washers, and AN365-1032A locknuts.

Securing bumper to weldment

Figure 20:H:l

0 GM48201
stop weldment

MS24694-S53 screw
AN365-1032A locknut
AN960-10 washer

~
~~~~~~:Z:::Z~Zi!1~,;s:;;:;r1--___ ~~;~~3

Countersink the bumper so the

MS24694-S53 screw heads are below
flush. This will prevent the screw
heads from scratching the nose
gear fork.

Lnnc:air Inlernationnl Inc:., Rcprcacnlcd by Neko Avia lion Inc:,, Copyright 1994, Redmond, OR 97756
 H4. Secure the GM482-01 weldment to the aft face of the firewall as shown in Figure
20:H:2. The center engine mount bolt is used to secure the weldment. The AN970-
7 area washer is really not needed because the weldment will do double duty, but
if you can install the weldment and the AN970-7 washer while still maintaining
the 2 thread minimum, keep the washer on.

Installing GM482-0l weldment

Figure 20:H:2

AN365-720A
locknut
Depending on the number
of threads showing through /AN960-716
the locknut (2 threads typ.), washer
you may or may not need the
AN970-7 area washer. The-...........
weldment will suffice as a " '
washer if not enough threads
are showing.
GM482-0l-
stop weldmen::t----__,,..

GM482-03 bumper
Nose gear
fork
Oleo (shiny)
Nose gear
strut

H5. Trim the firewall flush with the bottom of the GM482-01 weldment.

H6. When fully retracted, the nose gear fork should strike the GM482-03 bumper. In
this condition, the nose gear tire should be fully enclosed in the tunnel and the
nose gear doors should be able to fully shut. Adjust the nose gear door actuator
rods if necessary.

~~~;;?~:.~~~;:!!~~1:A.:::..,.-_,,:::~~~~=A~l.,;'l_:::~____:IV~~--_J'1;~-~7 1 1_C_h~ap,_t_e_r_~_o_s_e_G_,_e_:-:-:-n-st-;-~-a-~1-!o-!--l_-_94---+1-*11
Luncnir Intcrnntionnl Inc., Represented by NekoAvialion Inc., Copyright 1994, Redmond, OR 97756
I. NOSE GEAR DOWN SWITCH

A micro switch is mounted to the GM 027-3 over center linkage to indicate ifthe
nose gearis down and locked. The switch is activated by the GM 027-4 lower over
center linkage.

II. Use the hardware supplied in the JM-1 packet to secure the lXE 1-T micro switch
to the GM 027-3 upper over center linkage. Two switch mounting holes are pre-
drilled in the linkage for this purpose. The nuts and lock washers should be on the
bottom of the GM 027-4 linkage.Use a drop ofLoctite on these nuts just to be sure
of a good hold.

The right, GM 027-4 over center linkage should press the switch arm when the
nose gear is losked in the down position. You should be able to hear the "click" of
the switch as it contacts and releases.

Nose gear down switch

Figure 20:1:1

GM 027-3 upper

...----- over center linkage

JM-1 switch arm

Nose gear
micro switch
lXEl-T
I
.....- GM 027-4 lower
linkage
Micro switch and switch
arm are secured to the GM 027-3
over center linkage with the screws
provided in the JM-1 packet.

Lnncnir Internotionnl Inc., Rcpreeenlcd by Neico Aviation Inc., Copyright 1994, Redmond, OR 97756
J. INSTALLING NOSE GEAR SHIELD

Closing off the Nose Gear Tunnel

Figme 20:J:l

----AN3-7A bolt, AN970-3 area washer, AN363-1032 nut

/5416K23 Hose clamp

t' Nose gear strut

\ Nose gear shield

FWD

~ 1/8" gap between the nose gear shield

_ _ _ _.i\j~_ _ _ and the cover plate

Jl. Position the nose gear tunnel shield, open end down, on top of the firewall blanket
(You may end up installing the shield underneath the firewall blanket as
discussed under point J3).

L
!~=~=~.:.=!~=~;=.4==1..=~=A=L.=~=':...~JV_!
c::>7 V"""11'1-".
___JI
_
J 20_,19 11--=C.:::ha::ip:.:t::::erc..:2:.::0'--__Jlc_R_E_v____P_C-'l'---3-'18-'-2'-6-'-9-"6---Hl'>v'*l-l
Lancnll lnternational Inc., Represented by Neka Avh1tion Inc., Copyright ID ID!J8, Redmond, OR !J7751l
Nose Gear Installation P
 Installing the Nose Gear Tunnel Shield
Figure 20:J:2

0 0"

0 0

0 Nose Gear Tunnel Shield

0 (#322 long oleo)
(#323 short oleo)

Custom trim the shield to accept the

nose gear doors. Keep a tight fit- the
idea is to seal off the nose gear tunnel!

J2. Retract the nose gear fully and adjust the shield such that the opening is centered
on the strut and such that there is a 118" clearance between the top of the strut
and the shield. There must be clearance between the cover plate and the nose
gear shield through the entire travel range of the gear leg.

JS. There must be about a 1/8" clearance between the bottom of the strut and the
shield. Takeinto account the compression of the firewall blanket. If there is
interference, the shield can be positioned under the blanket. If the clearance is
greater than 1/4", the shield should be shimmed forward on top of the blanket as
required. Such a shim must be airtight and fireproof.

L~~~~~~~~~=~~
==~=~===:,/!//==,/l',=~==~~JV~'.__~___Jll 20-5ol1~C_h~ap~t~e_r_2~0~---L-R_E_V_.~~P_C_13_18__26_-_96~~1+7<H-1
C>;~Alllll'lllP'~~ ...
.
Lancnir Internntional Inc., Roprcsented by Neico Aviation Inc., Copyright 1998, Redmond, OR 97756
Nose Gear Installation
 Installing Nose Gear Tunnel Sheet
Figure 20:J:3

A/CUp

Nose Gear Tunnel

Cowling flange Cover Plate
is notched tor the

Aluminum Extrusion

Adjust shield helghtwise

to give a 1/8" gap between
the top of the nose gear
strut and the shield

AN3-7A Bolt
~~

J4. The flange around the shield is large enough to be trimmed as necessary to fit in
the space available. The shield is attached with bolts that go through and into
the nose gear tunnel- not into the cabin. Install a bolt at each of the four corners
and one at the top center and two more on each side as shown above.

J5. Install the nose gear tunnel cover plate with a Part #5416K23 hose clamp.
Position the plate such that there is a slight interference fit against the nose gear
tunnel shield when the gear is fully retracted. This cover plate must not be too
low because the fork bolts may hit the plate.

J6. With the gear retracted, trim the lower edges of the shield and cover
plate to provide as close fit as possible against the nose gear doors when
closed.

L~~~~==~==..&==jf',=~::::::==.Al~jf',~~==~~JV~~~~J'~i-=C=h~ap~t~e~r~20;:_~-'-R-E_V.~~P_C~1_3_/8~--26_-_96~---l-H(:-J-I
0;~...,,.~.l"'I[. _~
L1mcail fnte1nnt.ionnl Inc., Represented by Ncico Aviation Inc., Copyright l!J!JB, Redmond, OR !J771Hl
Nose Gear Installation
 CHAPTER 21
REVISION LIST
(Pressurized Version)
The following list of revisions will allow you to up date the Lancair N construction
manual chapter listed above.
Under the "Action" column, "R&R" directs you to remove and replace the pages
affected by the revision. "Add" directs you to insert the pages shown and "R" to remove
the pages.

Current
Page(s) affected Rev.# Action Description

21-1 PC17 R&R Added Note to page

21-2 thru 21-5 PC4 R&R Revised chapter
21-6 PClO R&R Revised21:A:2:b.
21-7 thru 21-11 PC4 R&R Revised chapter.
21-12 PC17 R&R Changed bolt dllectionin wing bellcrank
21-13 PC17 R&R Added note and spacer to Fig. 2l:C:1
21-14 PC17 R&R Flipped AN5-21 bolt, redrew figure
21-15 PC17 R&R In Fig. BB removed spacer, flipped bolt
21-16 PC17 R&R Flipped bolt in figure

Lancair Jnt.ernational Inc., Ropresent.ed by Neico Avintion Inc. Copyright 0 l!l98, Rodmond, OR 97756
 CHAPTER 21
FLAP CONTROLS
(PRESSURIZED VERSION)
REVISIONS
From time to time, revisions to this assembly manual may be deemed necessary.
When such revisions are made, you should immediately replace all outdated pages
with the revised pages. Discard the out dated pages. Note that on the lower right
corner of each page is a "revision date". Initial printings will have the number "O"
printed and the printing date. All subsequent revisions will have the revision number
followed by the date of that revision. When such revisions are made, a "table of
revisions" page will also he issued. This page (or pages) should he inserted in front
of the opening page (this page) of each affected chapter. A new "table of revisions"
page will accompany any revision made to a chapter.

ARROWS
Most drawings will have arrows to show which direction the parts are facing, unless
the drawing itself makes that very obvious. "AiC UP" refors to the direction that
would he up ifthe part were installed in a plane sitting in the upright position. In most
cases the part shown will he oriented in the same position as the part itselfwill be
placed during that assembly step. However, time goes on and changes are made, so
careful attention should be paid to the orientation arrows.

CONTENTS
1. INTRODUCTION
2. SPECIAL PARTS, TOOLS, AND SUPPLIES LIST
A. PARTS
B.TOOLS
C. SUPPLIES
3. CONSTRUCTION PROCEDURE
A. FORMING HORIZ. STAB. MOUNTING CRADLE
B. MOUNTING HORIZ. STAB.
4. PHOTO PAGES

NOTE: WHEN THE AIRCRAFT IS SITTING IN ITS UPRIGHT POSI-

TION, ALL BOLTS IN FLAP LINKAGE SHOULD BE POINTING DOWN-
WARD AND OR INBOARD. THIS IS STANDARD AIRCRAFT PROCE-
DURE. ITIS DONE THIS WAY SO THAT IN CASE A NUT FALLS OFF
A BOLT, THE BOLT WILL NOT FALL OUT.

L~~=~~~jj:::L~~e~=
...=="'~~==A==l..=D==c...~JV_!____Jl~1-=C.::h:::a"-pt:::e.::.r.::.2.::.l=_ILR_E_V_.
~A'lll"Col'".l"JfAl"6'. L.'......J .
Lanaair International Inc., Hepresent.ud hyNeico Aviation Inc., Copyright. 0 l!HIB, Redmond, OR 9775G
_P:_C'7-17...:./...:.7...:-1.::..5...:-9.::.8_-HX7'*11
Flap controls JO<
 1. INTRODUCTION

The flaps oftheLancair IV arehydraulicly actuated. Pressure is bled off the main
hydraulic system into a flap actuating cylinder, pushing the flaps down through
a series ofbellcranks and pushrods. The center flap bellcrank is mounted to the
fwd face of the gear box.

Lancair IV flap actuation system

Figure 21:i:l

HC-09
Flaphyd.
cylinder
...............
Pushrod Pushrod
Fuselage
Fuselage side
side
----.....

L. .:-:~"'; ?:;:'l-~: :;1:;! !~=:i:':;,Al=:.,.:=:l'.=:~=:A~':O~: . ~IV~!'__

_ _}l;[~~:~l 1-c_h_ap,_t_e_r_2_1_F: : :-'la-:-c: : :v_~n-tr,- - :-:-l:-4-/_3_-_9_-9_4
_ _1-H<Hi
Lnncuir International Inc:., Represented by Neico Aviation Inc., Copyright Ci:l 1994, Redmond, OR 97756
2. SPECIAL PARTS, TOOLS, AND SUPPLIES LIST

A. PARTS

1 FM161-01 center flap bellcrank

1 FM161-02 bellcrank bracket
1 HC-09 hydraulic cylinder
1 FM162-01 aft cylinder attach bracket
1 FM162-02 spacer
1/4" thick phenolic

Luncnir Inlcrnnl.ional Inc., Rvprcoontcd by Ncico Avialion Inc., Copyrighl itl 1994, Redmond, OR 97756
3. CONSTRUCTION PROCEDURE

A. CENTER FLAP BELLCRANK

The center flap bell crank FM161-01 is mounted in the landing gear box on the fwd
bulkhead. This bellcrank connects the hydraulic actuating cylinder to the two
flaps.

Center flap bellcrank

Figure 21:A:l

FM161-01 center
flap bellcrank

**Top view
with top cover
not shown.

Landing gear
box

" ' -FM161-01 center

flap bellcrank

REV. PC4 I 3-9-94

Flap Controls
Lllncnir Inlurnationnl Inc., Rv.presented by Neico Aviation Inc., Copyright Cl 1994, Redmond, OR 97756
Al. Since it is difficult to locate and secure the FM161-02 bell crank bracket from the inside of the gear
box fwd bulkhead, a template is supplied in Figure 2 l:A:2 so you can locate the bracket position ~
from outside the gear box. Cut out the template (there is a copy on the next page so you don't have
to chop up this one) and use the dimensions shown to locate it on the gear box fwd bulkhead.

A2. Use the template to mark the mounting bolt locati ans for the FM161-02 bellcrank bracket onto
the fwd face of the gear box. Place the bracket against the fwd face of the gear box, aligned the
bolt holes on these marks. Use the holes in the hr acket as guides to drill 3/16" diameter holes
through the fwd bulkhead of the gear box. Be sure t o have the holes oriented correctly. They are
biased to the bottom side of the bracket.

Drilling template for FM161-02 bracket

Figure 21:A:2

Align this edge with top

of gearbox
'it.

FM161-02
bracket, ~
drilling ~
.....
template s:
CIJ
to
Q..
~
~.
Note: See also 0 .....
l:l"
Figure 21:A:3.
a'
Drill 3/16" diam eter
holes at these fo ur
locations.
-
CIJ
to
I ll
~

/ ~0
(")
to
=
.....
to
'1

=
==
to

Cut out and locate this _.Right side Left side of..,.
template on the fwd face ofgear box gearbox
of the gear box.
Fuselage
ti
Chapter 21 IREv. PC4 I 3-9-94 ~
Flap Controls rx
Lnncnir Intllrn11tiannl Inc., Represented by Neico Aviation Inc., Copyright e 1994, Redmond, OR 97756
 Duplicate drilling template for FM161-02 bracket
Figure 21:A:2:b
~

Align this edge WI'th top

of gearbox.)&

FM16102
bracket, ~
~
drilling
template
...e:
"'
~
~
~
Note: See also
Figure 21:A:3.
o"' Drill 3/16" diam eter
holes at these four
0 ~.
5"
a'
-
"'
~
Ill
locations . ~

~
(')

/
~

=
S"
'1
s-
~

Cut out and locate this .. R ight side Left side of.,.
template on the fwd face of gearbox gear box
of the gear box.
Fuselage
'i

Chapter 21 I REV.
PClO /12-5-94 )'7'
Flap Controls YJ<
f..ancair International Inc., lkpresented by Neieo Avia lion Inc., Copyrighl C 1994, Roc:lmond, OR 97756
 A3. Depending on your final rear wing spar location, you may have to add as much
as a 1/2" spacer between the FM161-02 bracket and the gear box bulkhead. Ifyour
rear wing spars were farther forward than normal, thepusb.rods that will connect
to the FM161-01 bellcrank will tend to rub against the transit holes in the gear
box and the GM461 corner brackets. This situation is fixed by adding a phenolic
spacer to push the FM161-02 bracket aft. Try a 114" thick spacer first, then add
another spacer of equal thickness if the pushrods still rub. (You will not install
these pushrods until Section B of this chapter). The phenolic spacers should the
same size as the FM161-02 bracket.

A4. Secure the FM161-02 bracket to the aft side of the fwd gear box bulkhead as
shown in Figure 21:A:3. The length of the AN3 bolts will vary depending on the
number of phenolic spacers between the bracket and the gear box bulkhead.

Securing FM161-02 bracket to gear box

Figure 21:A:3

/ T o p of gear box

FM161-02
----.-t
bellcrank 2 114"
bracket

AN3-10A bolts ~-.._R

(Length may vary
,_l
with number of
spacers used)

114" thick phenolic spacers

as necessary for pushrod
clearance.
Fwd face of gear box

Fuselage bottom

______ \

L:~"';;'.::~~i!!l::::~:=Al==~=~=~=.B==l-=._lli==:c..~IV~!____ 1 ~~:~ 1 1-=-C=ha"'p'-'t-'-'er'- 2_1'- -: Fl: -aL:--=~-~n-tr-:=-l~-4_/_3_-9_-_94

Jf
Lnncnir Internntionul Inc.,Represcntcd by Neico Aviation Inc., Copyright 1994,Redmond, OR 97756
_ _+Bf+I
A5. Secure the FM161-01 center flap bellcrank to the FM161-02 bracket using an
AN4-30 bolt, AN960-416 washer, andAN310-4 castle nut. Do not over-tighten the
castle nut or the bellcrank may not move freely. If you want to do the standard
method of bolt positioning and have the bolt pointed down, you will have to
remove the bracket from the gear box, install the bellcrank, then reinstall the
bracket.

Installing FM161-01 center flap bellcrank

Figure 2l:A:4

Fwd face of
AN4-30 bolt' gearbox
FM161-02 bracke _ ~

FM161-0l------1~11
center flap LE--...;"'-F
bell crank

c-=
MS24665-14~- /
cotter pin /

AN310-4 castle nut Fuselage

AN960-416 washer bottom

L1mcnir Intern11tionnl Inc., Repre1mntcd by Neico Aviation Inc., Copyright e 1994, Redmond, OR 97756
 B. FLAP PUSHRODS

Two more pushrods are required to complete the flap actuation system. These
pushrods connect the wing mounted bellcranks to the center bellcrank in the gear
box.

Flap pushrods into fuselage

Figure 21:B:l

FM161-02
bellcrank Gearbox
bracket

FM161-01
bellcrank

Pushrod Pushrod
Fuselage
Fuselage side
side
---....

B 1. Disconnect all pushrods in the flap system.

~~"":;?;;-:-?~:"f'::.A::::'::.l.~~~='A/l~D::':...~IV~~--_Jl[~~:~]l--"C_h-'-ap""'t'"'"e_r_2_1---,FI='"a-:-c""v~_n_tr,--:-:-1~_4_/_3_-_9_-9_4_--IK-71Cti
Luncuir lnlernntionul Inc., Represented by Ncico Aviation Inc., Copyright IC 1994,Rcdmond, OR 97756
B2. Position the FM161-01 center flap bellcrank and the two inbd wing bellcranks so
their aft pointing bellcrank arms are all in the trail position (direction of flight)
as shown in Figure 21:B:2. This is just an eyeball alignment here, so+- 5 is fine.

B3. Measure the distance from the FM161-01 center flap bellcrank to the mounting
points of the inbd, wing mounted bellcranks as shown in Figure 21:B:2. Subtract
3 1/2" from these dimensions to find the lengths to cut the aluminum pushrod
tubes. Cut two pushrod tubes (one left, one right, their lengths will be different)
from .875" diameter, .058" wall, 6061-T6 aluminum tubing.

NOTE: Because of the small adjustment range of the MD36-14M rod end
bearings, it is a good idea to leave the .875" x .058" pushrods long by 1/2" for
now. Use instant glue to temporarily bond the FM057-03 rod ends into the
pushrods for initial alignment and adjustment. This way the rod ends can
be slid in and out of the tube as necessary for adjustment, instead of using
the precious few threads of the rod end bearings for adjustment. When
satisfied with adjustment, cut the tube to the proper length and rivet the rod
ends into place as described in Steps B4 and B5.

Finding pushrod length

Figure 21:B:2

NOTE: The two inbd flap pushrods are NOT equal

lengths because of the offset flap bellcrank.

.875" DX .058" wall,

6061-T6 aluminum tubing Rear wing~.,.,
spar -~.

/~. c;;:c=::===:':] ....._----1-r""'-'" "

Wing mounted
FM161-01 FM057-03 rod ends
bellcrank MD36-14M rod end bearings flap bellcrank
AN316-6 check nuts
~------- X''------~~
.875" D X .058" wall,
6061-T6 aluminum tubing\t,..

14-------- X-3112"----------~

*NOTE: Right pushrod is shown, Make left pushrod the same way.
Also notice that the FM161-01 bellcrank and the inbd wing bellcrank
are both in the "trail" position, parallel with the line of flight.
oM?vCA/A W l[~~:~~]-C-h-ap_t_e_r_2_1_FI_a_:_c_v_~n-t_r_!_~-4-;-3.-9-.9-4_ _.___,
Lancnir lnternnlionnl Inc., Represented by Ncico Aviation Inc., Copyright IC 1994, Redmond, OR 97756
1
B4. UseAN470AD4-20 rivets to secure FM057 -03 rod ends into the ends of the two ~
pushrods you have just cut.

B5. Onto each FM057-03 rod end, thread an AN316-6 check nut and an MD36-14M
rod end bearing. These rod end bearings do not have much excess thread for
adjustment. With the center of tbe bearing hole 1 3/4" from the edge of the
pushrod tube, you will probably only see a couple threads exposed behind the
check nut.

Chapter 21 !REV. PC4/ 3-9-94 K?<

Flap Controls P\
Lancnfr International Inc., Represented by Neieo Aviation Inc., Copyright IC 1994,Rcdmond, OR 97756
BG. Install the two pushrods that connect the flaps to the FLlGl-01 center flap
bellcrank. Use the hardwaie shown in Figure 212:B:3. Reinstall the other flap
pushrods in the wing. You may have to readjust these pushrods so the FLlG 1-01
bellcrank moves an equal amount left and right of center when the flaps are full
up and full down.

Installing flap pushrods

Figure 2 l:B: 3

Top wing skin .........

Rear wing
spar

Flap crossover
pushrod (between I A/Cup
two wing bellcranks)

As per Chapter 7:
AN3-15A bolt
AN365-1032A locknut
~
-.;:~::::::0:--:::
L:d
washers above
NOTE:AN96010
and below rod
Flap bellcrank
(wing mounted)
==""""'==~~=~======
end bearings, Bottom wing skin

Top of gear box

FM161-01
bellcrank

AN3-7A bolt~

Pushrods out
to wing mounted
bellcranks

AN365-1032A'.
locknut

Fuselage bottom

L
~~=Jf;==~=.A=="=~=::.4/l=::~~~~~~JV!:...J~~__Jl~l--=.C=ha~p~t~er~2~1'-=:--'-R-E_'v_.~~P~C~17~/~7~1~5-~9~8~-l+1'-J-I
C00lli''"?HA11.,c,,...rI1-""- .~ Flap controls
Lrmcair Jntornnlional Inc,, Repnisvnt.Cld by Neico Aviation Ino., Copyright l!l98, Redmond, OR 97756
 C. INSTALLING FLAP HYDRAULIC CYLINDER

The flap hydraulic cylinder is located when the flaps arnin the full up position_ The
flaps ;ue stopped in both full up and full down positions by bottoming the hydraulic
piston in both directions.

Flap hydraulic cylinder

Figure2l:C:l

NOTE: It may be necessary to shim

the GM161-02 bracket to keep the flap
bell crank from hitting the gear box
Wing mounted
FM161-02
bell crank Gearbox bellcrank~

~~~Jf~S~~~~~ r.e=.
FM161.()1
bell crank

Flap hyd.

Pushrod
---....
cylinder

Pushrod
Fuselage
side
Fuselage
side
---......
. ' " ." """'"'"

NOTE: Be sure you have the proper hydraulic cylinder (HC-09). The
stroke of this cylinder was shortened from the earlier version (HC-08) so a
secondary stop would not be necessary.

L~;;,f=L:!!l:=o~==
..::::"':~==:A.JT,D::::_....:JV!:.....:!.__
~""'\...,..l1fl"-". __ _Jl~l-=-C=h=ap"-'t=e=-r=-21=-==--"-R_E_v_.__:P:...C::,l:..:7_:_/_:_7-_.;:1.::.5..:::-9.:::8_-+t*+I
.L::.:.:J
Lane air International Inc., Reptesented by Noico Aviation Jno., Copyright Q 19D8, Ifodrrumd, OR 97756
Flap controls
Cl. Thread aF45-19 rod end bearing onto the shaft of the hydraulic cylinder (HC-09).
Also thread anAN316-5 check nut onto the shaft. Six threads of the shaft should
be visible behind the check nut for best adjustment range.

C2. Secure the FL162-01 aft cylinder bracket to the aft end of the hydraulic cylinder
as shown in Figure 2l:c:2. THE SPACER (FM162-02) is installed below the
cylinder to hold it toward the top of the bracket. the ports of the hydraulic cylinder
should be oriented inboard. Tighten the AN310-5 castle nut so the cylinder can
still be oriented inboard. Tighten the AN310-5 castle nut so the cylinder can still
rotate in the bracket. Secure the AN5-2 l bolt with an MS24665-140 cotter pin.

Assembling hydraulic cylinder

Figure21:C:2

FL162-0l
attach bracket
AN5-21 bolt
Fwd

Hydraulic Cylinder
0 (HC-09)
0

F45-19 rod AN316-5 FL162-02 Spacer

end bearing check nut
AN310-5 castle nut
AN960-516 washer
MS24665-140 cotter pin

FL162-0l
~Fwd attach bracket--->1

Hydraulic Cylinder
(HC-09) 0

Shorter flange of FL162-0l

attach bracket is on top.

Lmcuir Intl'.!rnatiunul Inc., Reprriimnted by Neico Aviation Inc., Copyright l!l98, Hedmond, OR 97756
C3. Secure the hydraulic cylinder's F45-19 rodendbea.Tingtothe single (thicker) arm
of the center bellcrank. Therodendbearingwillmounttothetop of this arm. Use
an AN4-16A bolt, AN970-4 area washer and AN365-428Alocknut as shown in
figure 2 l:C:3.

C4. Pull the shaft of the hydraulic cylinder out to its full extension. This is the
cylinder's full up position.

C5. Lay the cylinder attach bracket flat against the right middle geai box former, as
shown in Figure 21:C:3. the bottom of the bracket should be 1-5/8" above the
bottom flange of the geai box former, or at a height which makes the cylinder
roughly parallel with the bellcrank. The hydraulic cylinder shaft should be fully
extended to properly set the fore/aft location of this bracket.

Locating FM162-0l aft cylinder attach bracket

Figure2l:C:3

Fwd face of gear box

FM161-0l center
flap bellcrank

AN4-16A
,di<"' hoIt Shaft of hyd. cy1. is
fully extended in the
'lflaps up" position
x.. X1
~
F45-19 rod end Down Up
-::i..---..,,:;;._.11 bearing ~
Bellcrank should move

AN365-428A
locknut
an equal amount from
center for full flaps up
anddown. A
@ Gearbox
middle form,=r'-t..._l.---..
HC-09
hydraulic
cylinder
Hydraulic
cylinder attach
point -----,,...
FM162--01 aft
attach bracket
FM162-0l
bracket ....
A/Cup
... -
r
15/8"
La.-- Right L -~

L
~;;~=)i';~~'1f?_~:..4.::~:~=:~=:~:~=:~~JV=.._:~--~l~l~C_h_ap~t_e_r_2_1~--'-R-E_V_.--:-P_C...,.-17_/_7_1~5-9_8_-H'*7-I
c::dli"?;--4.Av~~
Lancair International Inc., ffopre~mnted
.L..'.::..'.:.:' Flap controls
by NeicoAviation Inc., Co11yright91998, R~dmond, OR 97750
CG. Use the two mounting holes in the at cylinder attach bracket as guides to drill 1/ ~
4" diameter holes through the gear box former.

C7. Secure the at cylinder attach bracket to the gear box former with AN4-GA bolts,
AN960-416 washers, andAN365-428Alocknuts, as shown in Figure 2 l:C:4. the
bolts will point inboard to avoid interfering with the gear retraction system.

Securing FM161-0l bracket

Figure2l:C:4

(2 places)
AN4-6Abolt
AN365-428A locknut
Hyd. Cyl. ._ I AN960-416 washer (under
attach point ..._,.,.--_,...... nut and head of bolt)

FM162-0l A/Cup
attach brllcket
----.~~~~
~t
NOTE: It may be necessary to remove FMI62-01 bracket in order to
install the bolt point down.

Ls;~=..t:z!:::~!G.:A~~"~~.e1..n:::...._N1::...:!....
c:>?t~Allv~l'llL ___jl .
La1mail' Intcrmitional Inc., Rep1mrnnted by Neko Aviation Inc., Copyright. Hl!IB, Redmond, OR !l7756
~-LIR_E_v_.
1 21 _16 I r-=c-=h=a"'-pt::e:.::r.::.2.::.1 _.:..r.::;c.:..11:.::1-'-1-'-1:.:::5_,.9:.::s'---1-'KXf*-l-I
Flap controls 'fa<.
 CHAPTER 22
REVISION LIST
(Pressurized Version)
The following list of revisions will allow you to up date the Lancair N construction
manual chapter listed above.
Under the "Action" column, "R&R" di.Teets you to remove and replace the pages
affected by the revision. "Add" dixects you to insert the pages shown and "R" to remove
the pages.

Cuxrent
Page(s) affected Rev.# Action Description

22-1 PC17 R&R Added Section E.

22-2 0 None
22-3 PC13 R&R Edited paxts list.
22-4 thxu 22-7 0 None
22-8 PC13 R&R Changed bulkhead 171 to 172.
22-9 thru 22-11 0 None
22-12 & 22-13 PC13 R&R Changed bulkhead 171 to 172.
22-14 PC14 R&R Added instructions.
22-15 PC13 R&R Edited Fig. 22:B:7:b
22-16 PC13 R&R Changed bullillead 171 to 172.
22-17 thxu 22-25 0 None
22-26 PClO R&R Changed bolt no. on 22:D:6
22-27 thxu 22-29 0 None
22-30 thxu 22-31 PC17 Add New Section

L
~~~~:;Z~:~9.&~:,,~~Al.D:::__:JV:.._J~
C0>"7'J'llll"..,.l"U'6'. _
Lmrnalr Intel'national Ine., Represented by NeicoAviation Ina.
_JI. 22_i
Copyri~ht
J J i---=C-=h""ap=t7er_2_2--1.......R.:. :E:;::-V--'._..P......C:.....1-:;7-'/7......

1998, Redmond, OR !17756

Elevator Controls
-1'-"5_..-9-=8--H-7\:tl
 CHAPTER 22
(Pressurized Version)
ELEVATOR CONTROLS
REVISIONS
From time to time, revisions to this assembly manual may be deemed necessary. \\Then such revisions are
made, you shouldin1n1ediatelyreplace all outdated pages\vith the revised pages. Discard the out dated pages.
Note that on the lo\ver right corner of each page is a 11 revision date". Initial printings \Vill have the number
"0 11 printed and the printing date. All subsequent revisions \Vill have the revision number follo\ved by the
elate ofthat revision. \\Then such revisions are 111ade, a "table of revisions" page \vill also be issued. This page
(or pages) should be inserted in front of the opening page (this page) of each affected chapter. Ane\v "table
of revisions" page \Vill accon1pany any revision inade to a chapter.

ARROWS
lvlost drawings\vill have arro\vs to sho\V \V hi ch direction the parts are facing, unless the dra\vingitself n1akes
that very obvious. "A/CUP" referstothe direction that \Vouldbe up if the part \Vere installed in a plane sitting
in the upright position. In most cases the part sho\vn 'i.vill be oriented in the san1e position as the part itself\vil]
be placedduringthatassemblystep. I-lo\vever, time goes on and changes are n1ade, so careful attention shou]d
he paid to the orientation arro\Vs.

CONTENTS
1. INTRODUCTION
2. SPECIAL PARTS, TOOLS, AND SUPPLIES LIST
A. PARTS
B.TOOLS
C. SUPPLIES
3. CONSTRUCTION PROCEDURE
A. ELEVATOR IDLER ARM ASSEMBLY
B. IDLER MOUNT INSTALLATION
C. ELEVATOR TORQUE TUBE MOUNTING
D. ELEVATOR PUSHROD INSTALLATION
E. ELEVATOR PRESSURE COMPENSATOR
4. PHOTO PAGES

L~;;r!:::~:!!J::::~~:==A::::::#.::;:~:==fi:==l..:::D~:..__JV~!_--_Jll22-lll_::C.c:.ha"'p:..:te::.:r..::2.::.2
c::)I'% 1111'1LP'~.I'- c..:....J
.
Lancair Jntl;ll'national Inc,, R(lpl'<is<int(ld by NC!icoAviation Inc., Copyright.G 1998, Redmond, OR 97756
_ _1LR_E_V_._..::Pc...:C:..:J:..::.7/c.:.7..::lc:.5..::9.::.8_-HxX'*+I
Elevator Controls )0(
 1. INTRODUCTION

Between the control stick and the center elevator weldment, there are two fixed
assemblies that must be completed; the elevator torque tube, and the elevator
idler arm. The elevator torque tube is mounted to the aft face of the gear box,
coupling the two side stick pushrods to one pushrod that goes back to the elevator.
The elevator idler is necessary to break up the long run from the torque tube to
the elevator weldment.

Elevator controls
Figure 22:i:l

Control stick I torque tube pushrods

(2 req., left and right)

Gearbox
0

Torque tube/Idler arm

pushrod

Elevator torque tube

(EL.40304)
Gearbox

Sternpost Idler/Center elev. weldment pushrod

Center elevator
weldment Elevator
FS FS idler arm
208
244 FS
I
I 171
I

~~"';;;:=:"~=~~~=;:=A=1111"=~=r:=~=A=l.=.R_=:::.__:W!'::__!____JII~~-~ ] 1-'-C_h-'-a"-pt:.:e-'-r-~-~e_v_a_t_,or_RE_c_:-n_tr_0_1_8 _0_/_1_1-_1_6-_9_3_-++-*+I

Lancair International Inc., Represented by Ncico Aviation Inc., Copyright e 1993, Redmond, OR 97766
2. SPECIAL PARTS, TOOLS, AND SUPPLIES LISTS

A. PARTS

Fuselage assembly
1 3/8" D., .083" wall, 6061-T6 aluminum tubing
1" D., .083" wall, 6061-T6 aluminum tubing
1 BC4W10 bearing
2 EL-056-02 elevator idler arm halves
2 ply per side, 1/4" thick prepreg panel
4 OR-1.0xl.5xl.5 Orkot Block
1 EL-403-04 elevator torque tube
2 EL-053-T hinges
4 FM057-02 rod end
4 MD4616M rod end bearing
4 FM057-01 rod end
4 MD35-14M rod end bearing

~~"'":;!~iil':=~~f:::~~:;.A::w:;~~:::~l..R:::"..__W~_.!:---Jl[~~~~~J1-Ch_a_.p_te_r--:~=:~:-ev-a---,t-'o-rR-=~:-:-n-,-tr-o-:--l~-C_l_3_/_8_-2_6_-_96_~'7i
Lnnc:air Jnternntional Inc., Reprnsentecl by Nllico Avintian Inc., Copyright 1996, Redmond, OR 97756
B. TOOLS ~
Drill press (not required but handy)
Drill bits
Rivet squeezer
Hack saw (or band saw)
Deburring tool
Protractor (angle gauge)

Chapter 22 IREv. 0/ 11-16-93 >o<

Elevator Controls >D\
Lancnir lnternnlional Inc., Represented by NeicoAviution Inc., Copyright !Cl 1993,Redmond, OR 97756
 C. SUPPLIES

Epoxy
Micro

Fiberglass
Mixing cups
Mixing sticks
Paper towels
MC
Paint brushes
Sandpaper (40 grit)

~ r=-:~: : ?~rlfl.~:: : : .o\. ~ .,,Ji::.~IV~:_

4
~;: _ _Jl ~~:~ I
Chapter 22 I REV. Of 11-16-93 '><">(

Elevator Controls >D<

Lancair International Inc,, Represented by Ncico Aviation Inc., Copyright IC 1993, Redmond, OR 97756
 3. ASSEMBLY PROCEDURES

A. ELEVATOR IDLER ARM ASSEMBLY

The elevator idler arm is assembled much like the aileron bellcranks, with a
bearing riveted between two aluminum plates. The idler is locatedjust behind the
FSl 71 bulkhead.

Elevator idler arm

Figure 22:A:l

BC4W10 bearing

0
()
EL-056-02
elevator idler (half) 0
AN470AD4-8
EL-056-02 rivets (only 6 req.)
elevator idler (half)

In early kits, these holes

~
were too close together...."10:::---Jl
Those early arms were re- -........g_@.
placed, but check this di- .9,,
<$11
mension to make sure you
have the later model arms.
'
Proper dimension

~C2"';;?;:"#-~::':\!~::':~~.A=11111';,~~~~=A~D~:..~IV~~---J'[~~:~ J 1_C_h_ap,_t_e_r=~2" "le-v-a" 't-'or_RE-;:c=- :-n"'"tr-o-ol-s_0_/ _1_1-_1_6-_9_3_-tt*11

Lancnir Intcrnationo.l lnc., Represented by Neico Avintion Inc., Copyright IC 1993, Redmond, OR 97756
 Al. Place a BC4W10 bearing onto one of the EL-056-02 idler arm halves. Notice that
the bearing holes in the idler arm halves are tapered to accomodate the small
radius in the bearing. Be sure you have the bearing on the correct side of the idler
arm halves.

A2. Use every other hole in the BC4W10 bearing as guides to drill 1/8" diameter
holes through the idler half. This will produce SIX, 1/8" D. holes through the idler
half.

A3. Remove the BC4W10 bearing from the idler half you just drilled. Place the other
idler half against the drilled one and match drill the six, 1/8" diameter holes
through the second idler half. Be sure the two idler halves are aligned with each
other before drilling.

A4. Deburr all the 1/8" D holes you have drilled.

A5. Place the BC4Wl0 bearing between the idler halves and secure it with six,
AN470AD4-8 rivets. This will also secure the two idler halves together.

Completed elevator idler

Figure 22:A:2

BC4W10 bearing---.,._! AN470AD4-8

rivets

Notice the orientation

of the bends in the
EL-056-02 idler halves.
~

EL-056-02---...._ 14----EL-056-02

L~f"~=~=~3'.::'#~=~i!!~=~A==""=~=~==.B==.l.=~=D=--=IV"'=-~--_J'[~,~-:~:it-=C=h=ap"'t:.::e-=-r=!2:::_le_v_a_t-'or_RE-=cc-:-n_tr_o""I_s__
o'-/_1_1-_1_6-_9_3_--+f*li
L11ncnir Internntiannl Inc., Reprci;entcd by Ncico Aviation Inc., Copyright e 1993, Redmond, OR 97766
B. IDLER MOUNTS

The elevator idler is mounted between two sections of prepreg, which are secured
to the FSl 72 bulkhead and the fuselage bottom.

Elevator idler arm mounts

Figure 22:B:l

NOTE: Left idler mount

cut away to show idler arm.

AICup

Fwd~
FS172 bulkhead

\\ ~ Elevator
~ idler arm

~ Right idler

/
Left idler mount
mount

22 _8 "1-C_h_a~p_te_r_2_2_~_RE_v_._ _P_C_1_3_/8_-_2_6_-9_6__,+*-H
Elevator Controls
Lancair Internutionnl Inc., RepreBenled by Neico Aviation Inc., Copyright 1996, Retlmontl, OR 97756
 B 1. Use the dimensions in Figure 22:B:2 to cut two idler mounts from 2 ply per side
prepreg panel.

Cutting elevator idler mounts

Figure 22:B:2

14111------- 6 112"------~...~,
--..-

II/8"R.~

Idler mount.
2 ply per side, 10 3/4"
1/4" thick prepreg.
81116''

_L
11116'' I
I~ 10"

~~F';;?~"-~=~;<!!~:::~:i:.A:::..,.:=li:::~:::::=:::A=:=~:::ID=:="...~IV~~--_JI[~,~,:~ JI1- =C.: h.: ap"'t:.: e: _r;: ~2: _le_v_a_t- '-or_RE-=c -:-n-tr-o-=1-s-'-O'- /-l_l-_l_6- -9- 3_-H*li
L11ncnir Internntionnl Inc,, Represented by Neko Aviation Inc., Copyrighl li!l 1993,Redmond, OR 97756
 B2. Remove the outer laminate and core of the idler mounts, as shown in Figure
22:B:3. Don't remove the core from the same side of both mounts. Make a left and
a right mount (mirror images).

B3. Use 40 grit to sand the careless areas of the idler mounts in preparation for a 5
BID laminate. Clean these areas with MC.

B4. Apply a 5 BID laminate to both idler mounts ONLY in the careless area.

Coreless areas of idler mounts w/ 5 BID

Figure 22 :B :3

Left idler
mo~ Add5BIDin
coreless area
2" only.

NOTE: Right idler mount

is a mirror image of the
left. (Core is removed from
outbd side also).

~~""~="!!.=~;;;:='lo~=~;:!!!~=~..&=11111"=1.<='C=~=A=l.=Jl=::...-=IV~~--_J'I~~~~~]l---'C_h-'-a"-pt'--'e_r-=~'="~e-v-a....,t_,o_r"RE-:c::-:-n"""'tr-o-:l:-s-O_l_l_l_-1_6_-9_3_-H:-*-H
Luncoir Inlcrnationul Inc., Repre~ented by Neico Avia lion Inc., Copyright (Cl 1993, Rcdmund, OR 97756
 B5. Use 40 grit to sand the areas (shown in Figure 22:B:4) where you will apply a 3
BID laminate to the idler mounts. Clean these areas with MC.

B6. Apply 3 BID to the areas of the idler mounts shown in Figure 22:B:4.

3 BID laminate on idler mount

Figure 22:B:4

Left
idler
mount

~CZ~~=;;;;~~~::::~~~::::~A::::::::"::::~~::::A::::::::~::::D::::::::o._~W~~--_J'[~~:~~]i-=C=h=ap"-t=e-=-r=~=-~e-v_a_t_jor_RE~~-:-n_tr_o~I-s-=0.:.../-=1.::.1--=1-=6--=9-=3--H*H
Lum:air International Inc., Represented by Neico Aviation Inc., Copyright 01993,Redmond, OR 97756
B7. Use 40 grit to sand the areas of the fuselage shell and the FSl 72 bulkhead where
the elevator idler mounts will be located. Clean this area with MC. The locations
of the idler mounts are shown in Figure 22:B:5

BS. Use a thick epoxy/micro mixture to bond the idler mounts to the FSl 72 bulkhead
and the fuselage shell.

Elevator idler mount locations

Figure 22:B:5

Q)
Q) c:
-
011=
ra ..
Q)
Q) 1-
~I
:ii
u. u

Right
idler
/ mount

Left/
idler
mount
FS172
bulkhead

Lancair Inll'rnntionnl Inc., Rnpre1u.mtnd by Neico Aviation Inc., Copyright!D 1996, Redmond, OR 97756
B9. Secure the idler mounts to the FSi72 bulkhead and fuselage shell with 3 BID, 2"
wide laminates as shown in Figure 22:B:6.

Securing idler mounts

Figure 22:B:6

A/Cup

~~N 3 BID secures idler

mounts to fuselage and
FS172 b khead

I
\
\...____

3 BID secures idler

mounts to fuselage and
FS172 bulkhead

J 22 _10l!l--=C:::h.::iaPc..:t:::er:..:2::.:2:___LRE_V_._ _:P::....C=l=.:3/_:8_:-2::.6=---=9-=6-+f*l.J
I_
Lnncnir Int.ernatinnal Inc., RcprcBcntetl by Neko Aviation Inc., Copyright@ 1996, Redmnnd, OR 97756
Elevator Controls
BIO. Shape the phenolic blocks as shown in Figure 22:B:7:b. Locate the center of the
blocks and drill a 1/4" diameter hole through the blocks and both idler mounts at
the location given in Figure 22:B:7:a.

l. Prepare the phenolic block and the idler mount for the bonding of the block.
Clean with MC.
2. Bond the block to the idler mount with Hysol. Align the support block using
the 1/4" holes that were drilled. If the bolt is left in the hole during cure, it must
be covered with mold release (or petroleumjelly, etc.). Clamp the support block in
place.
3. Reinforce the support blocks with 2 BID.

Ell. Secure the elevator idler arm between the idler mounts as shown in Figure
22:B:7 :b. Note that you will be using AN970-4 area washers instead of the normal
diameter washers. Tighten theAN365-428Alocknut until the phenolic blocks are
tight against the bearing and washers. Ifthe locknut bottoms out on the shoulder
of the AN4-34A bolt before the blocks are tight, use more washers under the
locknut so you can tighten it further.

Locating Idler Pivot Location

Figure 22:B:7 :a

Idler

FS172
bul ead
1/4" D hole through
both idler mounts.

7 1/4"

~ Fuselage bottom

Lancair lnternationnl Im:., Represented by Ncico Aviation Inc., Copyright 1996, Redmond, OR 97756
 r
I''
'
2~~:1'
_,-'-

'
11/2"
(40mmJ
Securing idler between mounts
Figure 22:B:7:b

f' '
(
1'-, !..;_
, f 11/2" (40 mm)

____,,~
1" -...."""1-'---,- ,

Taper this end to 1" x 1" (25 x 25mm) OR-1.0x1 .5x1 .5

AN970-4
07t81o\s
AN970-4
was~
....----washer

AN365-428/
locknut
' AN4-34A bolt

NOTE: Use another

washer under the
locknut if necessary
to tighten spacers
Id~ Right
against the mounts. idler
~mount

Left
idler
mount ----_.....

Fuselage

bo\
Chapter 22 REV. PC13/8-26-96
Elevator Controls
Lancnir lnlernutional Inc., Re11resenlcd by Ncico Aviation Inc., Copyright 0 1996, Rodmoml, OR 97756
B12. Cut an access hole in each elevator idler mount so you can get at the two bottom
bolt holes of the idler. Refer to Figure 22:B:8 for locations. Theexact locations and
sizes of the holes are not critical, just so you have enough room to tighten and
remove the pushrod bolts that will be in the idler. (Read ahead for a description
of these bolts).

Access holes in idler mounts

Figure 22:B:8

Idler

----------...J.~--- 1mount
FS172
bulk~
0

1 7/8" D. access hole

(inbo~

Fuselage bottom

Lancair Jntemntionnl Inc., fu:presentccl by Neico Aviation Inc., Copyright 1996, Redmond, OR 97756
 C. ELEVATOR TORQUE TUBE MOUNTING

The elevator torque tube mounts to the aft face ofthe landing gear box. The hinges
that the torque tube rotates on are of the same design as the horizontal stabilizer
hinges, with pre-installed bearings for easy operation. The torque tube translates
the pitch inputs of the two control sticks into one pushrod that goes back to the
elevator.

Elevator torque tube

Figure 22:C:l

Fuselage
EL-403-04 Ci, View looking fwd at
elev.toe to~ube gear box aft bulkhead.
I
I

Gearbox
{aft bulkhead)

GM462-01 GM462-02
corner corner
bracket bracket

~~"';;~:::~?::~:::~~A=::W=::L.=::~:::==::~:::=l.=::,_R:::=:::..~IV~~--_J'[~~-~~]l-=Cc:.:h=ap"-t::e::..rc;;~;;:-~e-v-a-:-t--'or_RE-;;~;-:-n-,-tr-o-ol-s-=-0'-/_l__l--=l-=-6--=9-=-3--tf*7-I
Loncnlr International Inc., Represented by Neko Avintion Inc., Copyright Cl 1993, Redmond, OR 97756
 Cl. Secure two, EL-053-T hinges to the bottom attachment points of the EL-403-04
elevator torque tube. To differentiate between the top and bottom of the torque
tube, look at the number of attachment points. The bottom has only two
attachment points (four welded tabs), and the top has three attachment points,
(six welded tabs).

Securing hinges to torque tube

Figure 22:C:2

EL-403-04
elevator torque tube EL-053-T
hinge

0 0
AN4-10A bolt
AN960-416 washerl--+---.P.~
(washer under
head of bolt) 0
AN960-416 washer
AN365-428A locknut

~C2~~::;?:;:::::'1::;:.a::=w::::;.#<;:::~~.8::=::::::L.::::;~=::D:._:IV~!'....---J'[~~~~~]1-C_ha~p~t_er...,~"'~;-e-va-t,-o'-rRE-;:Co--:-n.,.tr-o"'"ls_O_l_l_l_-_16_-9_3_-H'*7i
Luncuir International Inc., Represented by Ncico Avinlian Inc., Copyright IC 1993, Redmond, OR 97756
 C2. Position the EL-403-04 elevator torque tube so the EL-053-T hinges rest flat
against the aft face of the gear box. The center attachment point (on the top side)
of the torque tube should be aligned with the fuselage centerline. This will give
equal spacing (or close to equal) between the ends of the torque tube and the sides
of the fuselage. The top edges of the hinges should be 5/8" below the top edges of
the GM459-016 corner braces, as shown in Figure 22:C:3.

Positioning elevator torque tube

Figure 22:C:3

Fuselage
EL-403-04 Ci,
olevat~ to~tub
I
I

Gearbox
(aft bulkhead)

GM462-0l GM46202
corner corner
bracket bracket
Fuselage side

EL-403-04 EL-403-04
elevator torque tube elevator to\e tube

5/8" 1/8" minimum gap / ,

between torque tube
GM462-001 Q 0
0 fl and fuselage side.

'II 0
0

Gear
box
EL-053-T
hinge

L.: ~,;:.; ~: ="-~=~"'~=;.A==-"'=C'-l=~=, , . .,_=:8=:1.=~=:0~_.: 'W~ - _J' ~ :~ 'l- =C.: h.: ap"-t=e.:. r;: i27-le_v_a-to-'-r-RE-=~c-:-n-tr-o-,-ls- '-O'-/-"-l - _ .:l.: .6- "9.:.3_-+f*li
Lunc:nir Intc.rnnt.ionnl Inc., Represented by Neico Aviation Inc., Copyright IC 1993, Redmond, OR 97756
 C3. When you are satisfied with the location of the elevator torque tube, use instant
glue to temporarily secure the hinges to the aft face of the gear box. Remove the
elevator torque tube from the hinges.

C4. Use the four pilot holes in each hinge as guides to drill 3/16" diameter holes
through the hinges and aft gear box bulkhead. As usual, you should start with a
small drill, then increase the drill size until you reach 3/16".

C5. Secure the hinges to the the aft face of the gear box with AN3- 7A bolts, AN960-
10 washers, and AN365-1032A locknuts.

Securing hinges to gear box

Figure 22:C:4

Gearbox
(aft bulkhead)
AJCup EL-053-T

1-z.
hinge

\
AN365-1032A locknut
h-~...ri---iAN960-10 washer

AN3-7Abolt
AN960-10 washer
(washer under
bolt head)

16BID
~.----

Fuselage bottom/

C6. Remount the elevator torque tube to the hinges and verify that the torque tube
moves freely.

~~"';;?:::~?::~:=:i;;'::;;&:=;v:=:L.:=:~:=::=:'A~D:::_---=IV~~--_J'[~~:~~]l-C_h_ap~t-e_r::::!2:o-1e_v_a--:t-'or_RE-:::~:---:-~-:-tr-o""'l-s-0_/_1_1-_1_6_-9_3_-H*!i
Lnncnir International Inc., Rcpreaented by Ncico Avia lion Inc., Copyright IC 1993, Redmond, OR 97756
 D. ELEVATOR PUSHROD INSTALLATION

Four pushrods are required to connect the control sticks to the elevator. One
pushrod connects each control stick to the elevator torque tube. Another pushrod
connects the torque tube to the idler arm. The last pushrod connects the idler arm
to the center elevator weldment.

Elevator pushrods
Figure 22:D:l

Control stick I torque tube pushrods

{2 req., left and right) Control
stick

Elevatortor~q~u~e~t=u=b~e~=================::::~~~~~~~~
{EL-403-04)
""'-
Gearbox
0

Torque tube/Idler arm

pushrod

Elevator idler arm

Elevator torque tube

~
<EL-403-04)

Sternpost Idler/Center elev. weldment pushrod

/ Elevator
FS idler arm
208
FS
I 171
I

LC2~~;~~~=~~~~:=:'1,.:=:l<:=:~:::!:d"'ID=:=:'A=:=:l..:=:~:=:~~--=W~~--_J'['~~:~~]l-"C"'h~ap"-'t""er=--E=22::.1e_v_a_to..J_r_RE-=cc-:-~-tr-o-:-l-s--0_/_1_1-_1_6-_9_3_-H*l-I
Lancair IntcrnntionoJ Inc., Represented by Ncico Aviation Im:., Copyright e 1993,Rcdmond, OR 97766
 D 1. To find the length ofthe two, fwd pushrods (connecting control sticks to the torque
tube), place the control sticks in a vertical position (fore/aft). Position the elevator
torquetubeasshowninFigure22:D:2,angledforwardofvertica13/4"attheupper
bolt holes.

Elevator torque tube (neutral position)

Figure 22:D:2

1" dia., .083 wall thickness,

6061-T6 aluminum tube (2 REQ.)

,..1~11------- X-4 3/8" -------11~1

X dimension is measure between AL402-0IL (R)
the two points where the elevator aileron torque tube
pushrod will be mounted.

141-----X'----~
Elevator pushrod
(Control stick to El. torque tube) \

=~~
Gearbox
0

NOTE: 3/4n dimension is not critical.

Eyeball close is fine.

EL-403-04
elevator torque tube

A/Cup

1- ~/_-"\;!; 'T,;T= : :f= l_. = = ~=d=

Gear bo:1: ::----i!l~I
(aft bullthead)

~~"';;;:;:#~=~~~=~..A=.,.=1;=~===""'==1,=.R==::..--=W~.!...--_J'[~~~~~]l--"C"'h-'-a"-pt:..:e::.r-=~:::-~e-v-a--:t-'or_RE-::c::-:-n...,.tr-o-=1-s_O_/_l_l-_l_6_-9_3_-H*+I
Luncuir Intcmntionnl Inc., Represented by Ncico Avlalion Inc., Copyright 0 1993, Redmond, OR 97756
D2. Measure the distance between the pushrod mounting points on the control sticks
and the elevator torque tube. Subtract 4 3/8" from this overall dimension. The
resulting length is the length you should cutyourpushrods from 1.000" diameter,
.083" thick, 6061-T6 aluminum tubing. Cut two pushrods to length.

D3. Slide a FM057-02 rod end into both ends of the pushrods. Secure the rod ends to
the pushrods withAN4 70-20 rivets (two for each rod end). As usual, the rivets are
spaced .2" and .4" from the ends of the aluminum pushrod tube.

Securing rod ends and bearings

Figure 22:D:3

NOTE: See Chapter 7, page 7-85" 1" diameter, .083" wall thickness,
thru 7-86 for hints on building 6061-T6 aluminum pushrod

'\
pushrods (rivet locations, etc.).
'-
AN470AD4-20
rivet

FM057-02
rod end

MD4616M

~ \aring@"""~ AN470AD4-20
rivet

~AN316-6 check nut

D4. Thread anAN316-6 check nut onto each offour MD4616M rod end bearings. Then
thread the rod end bearings into the 057-02 rod ends until the center of the
bearing is 2 3/16" from the edge of the pushrod tube.

L11ncair Internnlionnl Inc., Represented by Neic:o Avinlion Inc., Copyright IO 1993, Redmond, OR 97756
 D5. Secure the MD4616M rod end bearings to the elevator torque tube and the control
sticks as shown in Figure 22:D:4.

Control stick/torque tube pushrod installation

Figure 22:D:4

CS401
Control stick
NC up

AN960-416
washer
L:bd
AN365-428A
locknut

AN4-25A
bolt MD4616M
rod end bearing.
\ -.
AN960-416 washers
on both sides of
AN365-428A
locknut
bearing.~

MD4616M
rod end bearing.
One AN960-416L
washer outbd of
bearing.
Two AN960-416 AN4-11A bolt/
washers inbd of
bearing.

EL-403-04
Elevator
torque
tube

~C2~"'=*=~=.A===""=::~=::::~=::::L.=::,R=::::o...~IV~~--_J'[~~~~~] 1_c_h_,ap~t-'- er. . ,~: : ~:- e-va_t,. .oLrRE-:c=-:-n. ,.tr-o-:-I-s

0_1_11_-_16_-_93_-hf-*tl
Luncuir International Inc., Rcprcsenled by Neieo Avilltion Inc., Copyright IC 1993,Rcdmond, OR 97756
 DB. Position the elevator idler arm 10 aft of vertical as shown in Figure 22:D:5. To
accomodate the torque tube/idler arm pushrod, a 2" diameter transit hole must
be ground out of the FSl 71 bulkhead. To center this hole, grind a small hole first,
and pull a string from the fwd pushrod mounting hole ofthe idler arm to the center
mounting hole of the torque tube. Enlarger the hole to 2" diameter with the string
centered in it.

D7. Measure the distance from the pushrod mounting holes in the torque tube and the
idler arm. Subtract 4 7/8" from this measurement and cut a section of 1 3/8"
diameter, .083" thick, 6061-T6 aluminum tubing to the resulting length.

Torque tube/idler arm pushrod

Figure 22:D:5

Elevator idler arm Torque tube/Idler arm

~--/-p/'...-shr-od-::::::~
X''-

L----::::== . .\ '

\...------- -X-47/8"-

Elevator torque tube

Gearbox
<EL-403-04)

14----Elevator idler arm

in neutral position
is 10 off vertical.

r
I '
~

0 l'~
10

l__:'.C2~~===*=~==..a==.Jf;=~=~=4=1..=~=D=-~W~.!!____J1 ~ :~ .1 -=C: : h: :aP.:.:t:.: er=-E=21~e_v_a_to..Lr_RE-=cv.-~_n_tr_o-=-ls_0'-/-11_-_16'---9.:.3_-l+*11

Lnncuir Internntlonol Inc., Represented by NeicoAvintion Inc., Copyright 01993,Redmond, OR 97756
DB. Slide an FM057-01 rod end into both ends of the pushrod tube you have just cut.
Secure the rod ends withAN4 70AD4-26 rivets (two rivets per rod end). Again, the
rivets are located .2" and .4" from the ends of the aluminum tubing.

D9. Thread anAN316-5 check nut onto the ends of two MD35-14M rod end bearings.
Thread the MD35-14M rod end bearings into the FM057-01 rod ends until the
bearing holes are 2 7/16" from the ends of the aluminum pushrod.

DlO. Connect the pushrod you have just made to the torque tube and idler arm as
shown in Figure 22:D:6. Be sure to secure the pushrod to the FWD mounting hole
in the idler arm.

Securing torque tube/idler arm pushrod

Figure 22:D:6

Elevator 057-01

0 idler arm
(EL-056-02) ----r--'--"lJ~ 0
Elevator
torque
tube
(EIA03-04)

0 AN316-
check nut
0

0 0
AN960-10
washers
AN3-IOA
Elevator AN365-1032A \ bolt
idler arm locknut -.~
(EL-056-02)

~
AN365-1032A AN3-12A
bolt Elevator
torque~
tube
CEIA03-04)
AN96010 MD35-14M
washer rod end bearing

MD35-14M
rod end bearing

Ls;;~=l'.~;:::i?~...-==1.~~~...s=1..::1a::::___:JV~~-_JI
~All~-- .
j 22 _2.. 6 I1-c_ha_,,p_te_r_2~2
Luncair lnlcmalional lnc., Repreacnl.od by NeicoAviution Inc., CopyrighLC 1993, Redmond, OR 97756
_ __,__RE--v_.---"PC..C"-1"'0""1"'-12""--=6--'-9""'4=-l+*-H
Elevator Controls
 Dll. The last pushrod you must build to complete the elevator system connects the
elevator idler arm to the center elevator weldment. Clamp the elevators in the
neutral position. Also put the control sticks, torque tube and idler arm all in the
neutral positions.

D 12. Measure the distance from the aft pushrod mounting point on the idler arm to the
pushrod mounting point on the center elevator weldment. Subtract 4 7/8" from
this measurement. The resulting length is the length you should cut your pushrod
from 1 3/8" diameter, .083" thick, 6061-T6 aluminum tubing.

Measuring idler arm/elevator weldment pushrod

Figure 22:D:7

NOTE: Grind transit hole in FS208

bulkhead for pushrod. 3" dia. hole
should be sufficient.

Idler/Center elev. weldment pushrod Center elevator Sternpost

(1 3/8" dia., .083" wall, 6061-T6 alum tube) weldment ~

Elevator F~
FS
171
idler arm
FS
208

I
2r ~
I

T
Fuselage
bottom

I... x - 4 7/8" -------illlit'~,

Idler/Center elev'. weldment pushrod/

(1 3/8" dia., .083" wall, 6061-T6 alum tube)

~C2"'~ =~:; ;: ="#-?f:~: : :if~. A: : :.,._, : ir.,. ., : : :J/l/~D: :: _~IV~ - _J'([~ ~ ~]1-=C-=h-=a"-pt=-=e-=-r: : ~: :-~e-v____at_,or_RE-=c=-:-~---tr-o-=1-s_o_/_1_1-_1_6_-9_3_-H-')(-J1
Lancair International Inc., Represented by Neico Aviation Inc., Copyright e 1993, Redmond, OR 97756
 D 13. Slide an FM057-01 rod end into both ends of the pushrod tube you have just cut. .~
Secure the rod ends with AN470AD4-26 rivets (two rivets per rod end).

D 14. Thread an AN316-5 check nut onto the ends of two MD35-14M rod end bearings.
Thread the MD35-14M rod end bearings into the FM057-01 rod ends until the
bearing holes are 2 7/16" from the ends of the aluminum pushrod.

Securing idler arm/elevator weldment pushrod

Figure 22:D:8

Center
1~-1----- elevator weldment

Elevator
idler arm
o AN3-7Abolt
ID'il--\--lAN960-10 washer
AN365-1032A locknut

~ 0

0 Qo
~up **1.375" D.,
0

0 .083" wall,
Fwd
alumi7m tu~no-=-----,
r-----
0

057-01 Rod end (

AN316-5 Check nut
MD35-14M Rod end bearing

AN3-11A bolt
AN365-1032A locknut
AN960-10 washers (3 REQ.)
**Washers are placed on both
sides of rod end bearing and
under locknut.

~~"";;~::;-:.::~=:::=',;,,A=v=""='~:::::=::.8=::~D::c...~W~~--_J'[~~:~~Jl-C_h~ap,_t_e_rE: :21~e_v_a-:-t- 'or-RE" c=-~-n-,-tr-o-:-ls_O_/ _l_l-_1_6-_9_3_-+t*fl

Lnnenir International Inc., Represent!. by NcieoAvinlion Inc., Copyright. e 1993, Redmond, OR 97756
D15. Secure the pushrod you just made to the elevator idler arm and the center ~
elevator weldment as shown in Figure 22:D:8.

Your elevator control system is now complete. You should be able to freely move
the elevator to its stops with both control sticks.

D16. The fWd elevator pushrods, that run along the side of the fuselage, may require
rod end bearing adjustment to accomodate the left/right movement of the control
sticks. Ifthe MD4616M rod end bearings twist to their limits before reaching full
left or right aileron travel, loosen the AN316-6 checknuts, twist the pushrods
slightly, then retighten the checknuts. Check the bearing twist again and adjust
if necessary. When the control stick is full left and full right, you should be able
to rotate the fWd elevator pushrods slightly, indicating that they are not bound
up.

Lnncnir International Im::., Represented by Ncico Avialion Inc., Copyright if!l 1993, Redmond, OR 97756
E. ELEVATOR PRESSURE COMPENSATOR

When the inside of the cabin pressurizes, the elevatorpushrod bellows both have
5 psi pushing them (and the pushrods) aft. Ifleft unchecked, this condition would
cause the the ai.J.craft to climb when it is pressurized. To eliminate any pitch trim
change with pressurization, a compensator is added to balance the pressure forces
on the elevator pushrod. This compensator is energized with cabin pressure and
has two bellows of the same size you have alTeady installed on the elevator
pushrods. When these bellows inflate, they want to push the elevator pushrod
forward, directly balancing the aft force ofthe other two bellows. Hence, the system
is balanced.

Elevator pressure compensator

Figure 29:E: 1

FS 171
bulkhead - - .
Pressure comP,ensator

Pressure

mooo<\
compensator

Elev.

~l'i"'--~
'7'0'
El. Blueprint FM-419-1 is a very complete drawing of the pressure compensator
assembly. In this section, we will concentrate on some important assembly steps
instead of a lot of part numbers, which are shown on the blueprint.

E2. Assemble the pressure compensator as shown onBlueprintFM-419-1. The rubber

boots should be installed with a thin coat of silicon on the mounting flange. The
screws that secure the boots should be snugged, then fully tightened after the
silicon has cfried. When you go to tighten the outer nut (AN365-428A) on the end
of each 419-08 rod, hold the rod between two aluminum pieces in a vise to prevent
it from turning. You will have to build the TMS60-154 bridge from the piece of
3/4" x 3/4", 6061-T6 aluminum "L" stock provided. When the bridge is mounted to
the 419-01 housings, you should be able to move the bridge in and out smoothly,
especially when the rubber boots have air pressure (5 psi cabin pressure) behind
them.

,==;;;"#2!$!~~,A,,..Al.O IV
~<:::2~~::-=::=="'::V::~::=="'~:::::.._~:._..:!~--_J
1122-30 I Chapter22 REV. PC17/7-15-98
Elevator Controls
Lnncair Intelnat.ional Inc., Represented by Neico Aviation Inc., CopyrightO 1988, ffo<lrnontl, OR 07750
 E3. BolttheEL056-02-02 tab to the elevator idler. SecuretheF34-14rodendbearing
to the EL056-02-02 tab.

E4. Make two compensator supports from 1/4" thick, 3 ply per sideprepreg. Remove the
core material and install phenolic hardpoints where the pressure compensator will
mount, as shown on Blueprint FM-419-1. If you are installing an autopilot, the
right compensator support is a good location for the elevator servo. Form a careless
area in this support as shown on Blueprint FM-419-1.

E5. With the pressure compensator and all elevator controls in the neutral positions,
bond the compensator supports to the fuselage with epoxy/flax, then secure with
3 BID, 2" wide laminates.

E6. A plastic hose (Part #5268K13) is required to route cabin air to the pressure
compensator. This hose runs from the AN842-4D fitting on the compensator,
through the left side of the FS 171 bulkhead Gust above the wheelcover), fwd to the
brake lines, then follows the bralce lines over the gear legs and into the gear box.
The hose connects to an AN838-4D bulkhead hose fitting on the bottom of the
outflow valve bucket (1043). The AN838-4D fitting can be mounted anywhere on
the bottom of the fiberglass bucket except cfu:ectly underneath the outflow valve.
Secure the hose to the fittings with hose clamps (Part #'s 5321K16).

Cabin pressure hose to compensator

Figure29:E:2

Rear seat bottom

Fiberglass bucket Outflow valve

===~~/43
s atic line

Outflow valve

5268K13
AN924-4D
nut~
L Fwd

AN838-4D fitting

\
\ Hose clamp, 5321K16

L~;;':::_.:.;2::::~.:::=A::::::"':::~:::=A=:::l.:::D=:::::.......=!JV....!.
Q;'fa....lllllw~.1"11'1~ __ _Jll. 22-3l ,,_C_ha~p_te_r_2_2_~~R_E_v_.
Lancair International Ino., Represented by Neico Aviation Inc., Copyright 1998, ffodmand, OR 97756
__P_C_l_71_7_-1_5-_9_8_--ti""11
Elevator Controls
 CHAPTER23
REVISION LIST
(Pressurized Version)
The following list of revisions will allow you to update the Lancair IV construction
manual chapter listed above.
Under the "Action" column, "R&R" directs you to remove and replace the pages
affected by the revision. "Add" directs you to insert the pages shown and "R" to remove
the pages.

Current
Page(s) affected Rev.# Action Description

23-1 thru 23-6 0 None

23-7 & 23-8 PClO R&R Edited Fig. 23:A:3 & text.
23-9 thru 23-12 0 None
23-13 PC6 R&R Revised Figure 23:C:l
23-14 & 23-15 0 None
23-16 PC14 R&R Mirrored drawing again.
23-17 PClO R&R Added part no. to 23:C:5.
23-18 thru 23-23 0 None
23-24 thru 23-27 PC4 R&R Revised Steps E6, 7, 9, & 10
Revised Figure 23:E:3:a & 23:E:4
23-28 0 None
23-29 PC4 R&R Revised Step E12 & 13
23-30 PC15 R&R Revised Figure 23:E:6:b
23-31 thru 23-34 0 None

Lancair Int(!mntianal Inc., !Wprcai:mtcd by Neico Aviation Inc. Copyright(!) 1997, Redmond, OR 97756
 CHAPTER23
BRAKE SYSTEM I RUDDER CONTROLS
REVISIONS
From time to time, revisions to this assembly manual may be deemed necessary. When such revisions are
made, you should immediately replace all outdated pages with the revised pages. Discard the out dated
pages. Note that on the lower right corner of each page is a "revision date". Initial printings will have the
number "O" printed and the printing date. All subsequent revisions will have the revision number followed
by the date of that revision. When such revisions are made, a "table of revisions" page will also be issued.
This page (or pages) should be inserted in front of the opening page (this page) of each affected chapter. A
new "table of revisions" page will accompany any revision made to a chapter.

ARROWS
Most drawings will have arrows to show which direction the parts are facing, unless the drawing itselfmakes
that very obvious. '~CUP'' refers to the direction that would be up ifthe part were installed in a plane sitting
in the upright position. Inmost cases the part shown will be oriented in the same position as the partitselfwill
be placed during that assembly step. However, time goes on and changes are made, so careful attention
should be paid to the orientation arrows.

CONTENTS
1. INTRODUCTION
2. SPECIAL PARTS, TOOLS, AND SUPPLIES LIST
A.PARTS
B.TOOLS
C.SUPPLIES
3. CONSTRUCTION PROCEDURE
A. RUDDER PEDAL INSTALLATION
B. INSTALLING BRAKE MASTER CYLINDERS
C. BRAKE RESERVOIR
D. INSTALLING BRAKE ASSEMBLIES
E. BRAKE LINES
4. PHOTOPAGES

Lnm:nir Inlcrnnlionnl Inc., Reprcoonted by Neico Avlolion Inc., Copyright e 1994,Rcdmond, OR 97756
1. INTRODUCTION

In this chapter, you will finish up your rudder control system by installing the
rudder pedals. The brake master cylinders attach to the rudder pedals and the
crossover bars.

Directional control on the ground is achieved by differential braking. The entire

braking system will be detailed in this chapter, from the firewall mounted
reservior to the brake assemblies on each wheel.

Lancair IV rudder pedals/brakes

Figure 23:i:l

Fwd rudder crossover tube

(Push for LEFT rudder)

Co-pilot
rudder pedals

Mt rudder crossover tube

(Push for RIGHT rudder)

Pilot
rudder pedals
Brake master cylinder
(Mateo or Cleveland, one
for each rudder pedal)

Lancair International Inc., Represented by Ncico Aviation Inc., Copyright Cl 1994, Redmond, OR 97756
 Lancair IV brake system schematic
Figure 23:i:2

GM487 brake reservoir

Firewall

Brake line

1 - Pilot's left master cylinder

2 - Pilot's right master cylinder
3 - Co-pilot's left master cylinder
4 - Co-pilot's right master cylinder
5 - Left gear leg
6 - Right gear leg
7 - Left brake assembly
8 - Right brake assembly

NOTE: This drawing is only a schematic, it

doesn't show the exact brake line routing.

Lunculr Intern11tion11l Inc., Rcprci;cntcd by Neico Aviation Inc., Copyright e 1994, Redmond, OR 97756
2. SPECIAL PARTS, TOOLS, AND SUPPLIES LIST

A PARTS

1 Fuselage assembly
4 Rudder pedals
4 Master cylinders
1 GM487 brake reservoir
1 Brake assembly (left, Mateo or Cleveland)
1 Brake assembly (right, Mateo or Cleveland)
Nylaflow tubing, 3/16" D.
1/4" D. x .035" wall, alum. tubing

B. TOOLS

Flaring tool
Deburring tool
Safety wire pliers (not required but handy)
Dremel tool
Drill motor
Drills
8-32 tap

C. SUPPLIES

Epoxy
Fl ox
Fiberglass
Paper towels
MC
Mixing cups
Mixing sticks

Lancnir Intcmntionnl Inc., Represented by Neico Aviation Inc., Copyright e 1994, Redmond, OR 97756
3. CONSTRUCTION PROCEDURE

A RUDDER PEDAL INSTALLATION

The four rudder pedals provided in your kit are all identical, no lefts and rights.

Rudder pedals
Figure 23:A:l

Fwd rudder crossover tube

(push for LEFT rudder)

~

A/Cup
~4>q"1

Co-pilot rudder
pedals

Aft rudder crossover tube

(push for RIGHT rudder)

Lam:nir Intcrnalionnl Ine., Represented by Ncico Aviation Inc., Copyright e 1994, Redmond, OR 97756
Al. Push two RDP-02 nylon bushings into each rudder pedal as shown in Figure
23:A:2. Notice that the shoulders of these bushings do not rest flush against the
castings because of the angled surfaces.

RDP-02 bushings
Figure 23:A:2

,
-,
,

Rudder pedal
,
,
,
'
-
'
~
-
,,
,
(fwd side) ~
--
~

~~;-
,
'

)v Should~rs of bushings are not

~th~ ~ting~rfaoe.

~l
,.,.,
, ,
,
,, /I
-
'

RDP-02
Nylon bushing

Lnncnir International Inc,, Represented by Neico Avinlion Inc., Copyright !fl 1994, Redmond, OR 97756
 A2. Cut four, 1 5/16" long pieces of .875" diameter x .058" wall, 6061-T6 aluminum
tubing. These pieces should fit between the RDP-02 bushings with a little slop
side to side.

A3. Onto each rudder pedal mounting tube, slide one rudder pedal and one section of
the tubing you cut in the last step. The aluminum tubing should be between the
RDP-02 bushings.

Locating rudder pedals

Figure 23:A:3

Rudder pedal
mounting tube-----.._ "=fl!

(Aft view) ! Top, aft surface

of rudder pedal
i is roughly centered
Rudder pedal
! on the tube.

\ '
I'I
F
'- '

. '
\ I~
Fwd

~\
~l',,..41'4'18 .,_......,.._
1 (side view)

I
I \
~~
I
~ ......,..t":
~

~
~
Position the pedal so
that it clears the tube.
(Up to a 1/4" gap.)

-
:::::
'-
~
.._
.:::: .

L"'cz~=;~:;':::~='~=~:=A==.ll'.=~==~=1.=-_=:a=::.........:W~....!:____J1 1;~- 7 .1 1-=C-=h=a-': ~: .: a=r.: :~=!. .,s=-y-s. .,te.Lm_RE_~,.,~=-u- od-=d-er_Pc-=~=-1:~-. .,-:-~. 5,1=-s---++*-+l
Lnnc:air Intcrnnlionnl Inc., Represented by Nelco Avintion Inc., Copyright 1994, Rndmond, OR 97756
A4. To find the proper position for the rudder pedals on the tube, align each pedal so
the top bulge clears the vertical steel tube as shown in Figure 23:A:3.

A5. Secure the 15/16" long aluminum tubes to the rudder pedal mounts with a single
1/8" diameter pop rivet. This will secure the rudder pedals to the crossovers.
Unless you drill out this rivet (easy to do), the rudder pedals are now permanently
secured to the crossover tubes.

Locating and securing rudder pedals

Figure 23:A:4

"' Rudder ,,"

~ pedal :;
:: (front view)~
-,. ....
~

,
-
J
,
1 5/16"

-,
I
I
I
_J 1"---'

, ~

,, "
,, ' ,.
...'
.875" D., .058" wall,
6061-T6 al. tube 1/8" D. pop rivet

Lancnir Internntionnl Inc., Rcpre6ented by Neico Avinlion Inc., Copyright 1994, Redmond, OR 97756
B. INSTALLING BRAKE MASTER CYLINDERS

The brake master cylinders are mounted to the rudder pedals and the crossover
tubes. When the tops of the rudder pedals are pushed forward for braking, the
master cylinders compress hydraulic fluid through the brakes lines and into the
wheel mounted brake assemblies. The pistons in the brake assemblies squeeze
the brake pads against the disks and, voila, you have brakes.

Both Cleveland and Mateo master cylinders install similarly, except for a few
different bolt sizes.

Brake master cylinders

Figure 23:B:l

Fwd rudder crossover tube

(Push for LEFT rudder)

'

Co-pilot
rudder pedals

' Mt rudder crossover tube

(Push for RIGHT rudder)

Pilot
rudder pedals
Brake master cylinder
(Mateo or Cleveland, one
for each rudder pedal)

L11ncair Intcrnntional Inc., Represented by Ncico Aviotlon Inc., Copyright 0 1994, Redmond, OR 97756
B 1. Secure the bottom of each master cylinder to the rudder pedal tab with an AN3-
11 (-13 for Cleveland) bolt and AN310-3 castle nut. Notice that there is an AN960-
10L thin washer between the Mateo master cylinder and the rudder pedal
casting. Do not tighten the castle nut so much that the master cylinder cannot
rotate. See Figure 23:B:2:a for Mateo and 23:B:2:b for Cleveland.

Securing (MATCO) master cylinder to rudder pedal

Figure 23:B:2:a

Do not add washers Rudder pedal crossover tube

between the clevis '===~I'-===========-\':""' .......
and the mounting 1--1~
tab. This will allow
the clevis to "float",
eliminating the chance AN3-7 bolt
of binding the master
cylinder.

AN310-3
castle nut,
AN960-10
washer,
MS24665-140
cotter pin

Matcobrake
__...
master cylinder

AN310-3
castle nut,
AN960-10
washer,
MS24665-140
cotter pin

AN960-10L AN3-11 bolt

thin washer

Lnnrnir International Inc., Represented by Neico Avialion Inc., Copyright e 1994, Redmond, OR 97756
 Securing (CLEVELAND) master cylinder to rudder pedal
Figure 23:B:2:b

.:
:
-~1=-----------.r
:
:
...i
AN3-7bolt

AN310-3 castle nut

AN960-10 washer
MS24665-140 cotter pin

Cleveland
master
cylinder

~
AN3-13bolt
AN310-3 castle nut
AN960-10 washer
MS24665-140 cotter pin

~ I

Jil"-----rl

Luncnir International Inc., Rcpresc.ntOO by Neico Aviation Inc., Copyright e 1994, Redmond, OR 97756
B2. Adjust the upper end of the master cylinder until you can bolt the clevis to the tab
on the crossover tube with the rudder pedal positioned as shown in Figure 23:B:3.
Secure the master cylinder clevis to the tab with an AN3-7 bolt and AN310-3
castler nut. Notice that there are no washers between the clevis and the tab. This
will leave some slop in the connection to avoid stressing the master cylinder from
misalignment.

B3. The final adjustment of the rudder pedal positions is done with the crossovers
installed in the fuselage. With the clevis check nut loosened, you can spin the
master cylinder shaft to change the angle of the rudder pedal when the rudder is
neutral, the pedals should be roughly vertical, but the exact angle is not critical
and can be changed a little to your preference.

Adjusting rudder pedal angle

Figure 23:B:3

0
Rudder pedal angle
is adjusted by turning
the clevis end of the
master cylinder.

Master cylinder
(Mateo shown,
Cleveland similar)

Lnncnir Intemntionnl Inc., Repruoontcd by Ncko Aviation Im:., Copyright e 1994, Redmond, OR 97756
 C. BRAKE RESERVOIR

To fill and replace fluid in the brake system, a reservoir (GM487) is mounted to
the fwd face of the firewall. The reservoir is positioned above all the rest of the
brake system so refilling will not induce air bubbles.

Brake reservoir
Figure 23:C:l

t
1112"
1 1/2" ri Edge of
firewall
__/
GM487Brake
reservoir

I
-0-

r( I f C ( ( ( 11(

GM487
Brake res_!'.,rvoir

Bulkhead
- 21/4"~
l) , 1 I ) I)\)

0
I 1''0:

Top, left engine

mount point

Cl. Position the GM487 brake reservoir on the fwd face of the firewall as shown in
Figure 23:C:l. The threaded holes in the reservoir are the same size, so there is
no specific up and down orientation of the can.Use the predrilled mounting holes
in the reservoir flanges as guides to drill 3/16" diameter holes through the
firewall.

~~"";;~:::'l-~=~"~=~==="'=~==',i/J/l=~=~=::._~IV"=-~--_J'J;;_~;.1 1-=C-=h-=ap=~=-=:a"'rk:2'-!-: :s-y-st:- 'e-:-E"'"'~R=-u- =d- =d-er_P-:;~,-~-7~t~-l~--=~-:--H*ii

Lnneoir Internutionnl Inc., Represented by Neko Aviation Inc., Copyright 1991, Redmond, OR 97756
C2. Remove 114" of core around the perimeter of the two holes you just drilled in the
firewall. Push a thick epoxy/flox mixture into these coreless areas to form a
hardpoint for the reservoir mounting bolts. After the flox is cured, you will
probably have to redrill the holes to clean them up.

C3. Secure the GM487 brake reservoir to the firewall with two AN3-7A (-lOA for
pressurized firewall) bolts, AN960-10 washers, and AN365-1032A locknuts.

Securing brake reservoir to firewall

Figure 23:C:2

Fuselage top----...

----..
AN3-7A bolt (use -lOA
bolt for pressurized firewall)

GM487
Brnke~ e/J))J))
AN365-1032A locknuts
AN960-10 washers

AN3-7A bolt (use -lOA~

bolt for pressurized firewall)

Flox filled hard NOTE: Firewall blanket

points for mounting not shown.
bolts

Lm1cnir Internationnl Inc.,Represenled by Neico Aviation Inc., Copyright 11!11994, Redmond, DR 97756
C4. . To form a "glass to glass" hardpointformountingthe "T" fitting in the brake line,
remove the aft laminate and core of the firewall as shown in Figure 23:C:3.
Reinforce the coreless area from behind with 4 BID overlapping 1" onto the
original aft surface of the firewall.

Coreless area of firewall

Figure 23:C:3

t l 2 .. _j Remove aft firewall laminate

and core in shaded area.

@ =Lower GM487 mounting point

Luncnir International Inc., Rcprcoonled by Ncico Avinlion Im:., Copyright e 1991, Redmond, OR 97756
C5. Install an AN834-4D "T" fitting in your coreless hardpoint as shown in Figure
23:C:4. The fitting is secured with an AN924-4D nut. The right-hand portion of
this hardpoint will be used for vacuum line fittings.

C6. Screw anAN822-4D, 90 fitting into the bottom hole ofthe reservoir canister.Use
a teflon sealant or teflon tape on the fitting for a complete seal. Point the bottom
of the fitting inbd and 45 fwd.

Reservoir - Firewall brake line

Figure 23:C:4

NOTE: Install
this fitting
before mo11nting
the reservoir.

AN924-4D~ Elbow
Nut ~ Fwd. Face
of Firewall
,,..,,,"""',..., \

AN834-4D Bulkhead
11
T' 1 Fitting
I Fuselage/
Side
*This view shows the bottom
of the GM487 reservoir.

C7. Connect the AN822-4D fitting on the reservoir can to the firewall "T" fitting using
1/4" diameter, .035" wall, 5052-0 aluminum tubing. Use AN819-4D nipples and
AN818-4D nuts at both ends of the tube. If you want to wait on this step, a better
description of cutting, flaring andjoining this type of aluminum line will be given
in a later chapter dealing with hydraulics.

Chapter 23 REV. C13/11-29-96

I' 3-16 Brake System I Rudder Controls
Lani:air International Inc., Reprellcmted by Neico Aviation Inc., Copyright 0 1996, Redmond, OR 97756
CB. Screw a 1069x6x2 hose elbow into the top of the reservoir can, as shown in Figure
23:C :5. No need to use teflon tape on this fitting as it will be removed and replaced
for maintenance. Connect a length of 1/4" I.D. Tygon tubing to the hose elbow to
direct any overflow or discharge to the bottom ofthe cowling in the exhaust tunnel
area. This tube will be discussed in the later firewall forward chapter.

Reservoir cap
Figure 23:C:5
Firewall
1069x6x2 hose elbow

114" D. Tygon tube.

AN842-4D
~
Locate bottom end near
exhaust tunnels to keep
firewall clean in case of
spillage.

) ) ) ) ) ) ) ) ) ) ) ) ) 11.---

GM487
reservoir

A/Cup

Fwd_J r-
( ( ( ( ( ( { ( {( (,......._

AN822-4D elbow _ _ _ _...,

C9.

r(2===:ii17:!~ -~-.
w
The brake system is now complete from the firewall forward.
~l,.Ala l123. -171~C-h-ap-t-er_2_3_ _-r-R-E-V-.---PC_l_0/-12-5--9-4--+---7'
. Brake System I Rudder Controls
L11ncair JnternuUonal Inc., Represented by Neic:oAvin.tion Inc., Copyright Cl 1994, Redmond, OR 97756
D. INSTALLING BRAKE ASSEMBLIES

The brake assemblies are mounted just inbd of both main wheels. The brake
assemblies should always "float" in their mounts to avoid excessive brake wear.
When the brakes are not being applied, you should be able to wiggle (for lack of
a technical term) the brake assembly on the brake disc.

A short, flexible brake line connects the brake assembly to the internally mounted
brake line inside the gear leg. Installation of this short line will be detailed in the
next section.

Brake assemblies (Cleveland)

Figure 23:D:l:a

Gear leg

Axle mount

-----...
Brake disc

Luncair htternutionul Inc., Represented by Ncico Aviation Inc., Copyright e 1994,Rcdmond, OR 97766
 Brake assemblies (Mateo)
Figure 23:D:l:b

Axle mount

~
Brake line
(pre-built)

0 0

Mateo brake
assembly

L11ncnir lnlernationnl Inc., llilpresenled by Neico Aviation Inc., Copyright e 1994, Redmond, OR 97756
Dl. An exploded view of the brake assembly is provided in Figure 23:D:2:a & b. Keep
in mind that you do not have to assemble all these pieces (i.e. The brake linings
are already riveted to the pressure plates, etc.). The drawing is good for future
maintainence.

(INSTALLING MATCO BRAKES)

D2. To install the Mateo brake assemblies, the wheels must be separated from the
brake discs. Three socket head screws secure the disc to the wheel.

D3. Secure the brake assembly to the mounting flange (the piece already mounted to
the axle) using the hardware provided with the brake system. There are two
bushings between the inbd and outbd bralce pads. Be sure the brake assembly can
slide inbd and outbd on these bushings.

D4. Use safety wire to secure the four socket head screws on the outbd side of each
brake assembly. Twist and tie the safety wire so it will prevent each screw from
loosening.Now would be a good time to get a safety wiring lesson from that A&P
friend of yours.

D5. Slide the wheel onto the axle and secure it with the axle nut. Then secure the
wheel to the brake disc with the three socket head screws. There is a small hole
drilled through the disc next to each screw location. Secure each screw with safety
wire using the hole for an anchor point. Be sure the safety wire does not interfere
with the brake assembly or the wheel.

Lnncnir Inlcrnulionnl Inc., Represented by Ncico Aviation Inc., Copyright O 1994, Redmond, OR 97756
 Brake assembly parts (Cleveland)
Figure 23:D:2

5 7

~
4
2 5

11 6 6
17

15

1. Cylinder assy. 10 Bolt, anchor

2. Piston 11-Nut
3-0ring 12 - Washer
4 - Pressure plate 13 - Bleeder, seat
5 - Lining 14 - Bleeder, screw
6 - Rivet 15 - Bleeder, cap
7 Black plate 16 Fitting, tube
8. Bolt 17 Torque plate assy.
9 Washer

(INSTALLING CLEVELAND BRAKES)

D6. To install the Cleveland brake assemblies, the brake discs must already be
secured to the wheels. The wheel should be mounted on the axle.

D7. Slide the inbd half of the bralrn assembly (the part with the fluid fittings) onto the
axle mount. This assembly just floats on the two mounting pins.

DB. Secure the outbd brake pressure plate to the inbd half of the brake assembly.
These bolts must be safety wired.

Lanc:air Internationnl Inc:., Represented by Nclco Aviation Inc:., Copyright e 1994, Redmond, OR 97756
E. INSTALLING BRAKE LINES

The brake system uses both aluminum tubing and flexible plastic line to connect
the master cylinders to the two brake assemblies. The brake line inside the gear
leg is pre-installed.

El. To connect the firewall bulkhead "T" fitting to the pilot's side master cylinders,
premade flexible hoses are provided in the kit. Connect the flexible hoses to the
AN834-4D bulkhead "T" fitting, then connect the hoses to the TOP ports of the
pilot's master cylinders with AN822-4D elbow fittings. Notice that the flexible
hoses are looped to prevent kinking. See Figure 23:E:l.

Connecting firewall 'T' to master cylinders

Figure 23:E:l

21" premade hose AN834-4D

bulkhead 'T' fitting

Left upper
engine mount
location

**NOTE: The AN822-4D elbow

fittings are located on the FWD
side of the master cylinders. We Pilot's right
have shown them differently in master cylinder
this drawing for clarity.

Pilot's left ----t1~1

master cylinder **AN822-4D
elbow fitting
/

Luncnir International Inc., Represented by Ncico Aviation Inc., Copyright !fl 1994,Redmond, OR 97756
E2. The BOTTOM ports of the pilot's master cylinders must be connected to the TOP
ports of the co-pilot's master cylinders. Screw 269P-03x02 elbow fittings into
these master cylinder ports.

E3. Cut lengths of 3/16" D. Nylaflow tubing to connect the pilot's master cylinders to
the co-pilot's master cylinders. Cut the tubing long enough so they won't prevent
the rudder pedals from reaching full travel. Ofcourse, the pilot's right side master
cylinder is connected to the co-pilot's right cylinder, and left to left.

E4. Connect the N ylaflow tubes to the appropriate ports of the master cylinders with
261UB-03 nuts. To do this, the nut is slid onto the end of the tube, then the tube
is butted up to the elbow fittings in the master cylinders. The nut is then slid down
and threaded onto the elbow fitting. When you tighten the nut, it will expand and
grab the end of the Nylaflow tube.

Connecting master cylinders

Figure 23:E:2

Pilot's master Copilot's master

cylinders cylinders
L

~ R L

3/16" D. Nylaflow
tubing

261 UB-03 nuts are used

to secure the Nylaflow
tubing to all 269P-03x02 elbows.
(Usually the 261UB-03 nuts
are included with the 269P-03x02

269P-03x02
t elbow fittings. Keep this in mind
when you're checking your in-
ventory list.)
269P-03x02
elbow fittings elbow fittings

Lancuir lnternut.ional Inc., RcpresentL>d by Neko Avinlion Inc., Copyright 4!l 1994, Redmond, OR 97756
E5. Screw 269P-03x02 elbow fittings into the bottom ports of the co-pilot's master
cylinders.

E6. From the co-pilot's master cylinders, the brake lines begin to head aft to the brake
assemblies. Cut two more lengths of Nylaflow tubing to connect the co-pilot's
master cylinders to 266P-03x02 fittings located on the fuselage side. Connect the
Nylaflow lengths to the co-pilot's master cylinders and 266P-03x02 fittings using
261UB-03 nuts. Secure the fittings to the fuselage side with MS21919-DG8
clamps as shown in Figure 23:E:3:b, or use a variation of this method.

Connecting co-pilot's master cylinders to unions

Figure 23:E:3:a

Right
fuselage
side

Nylaflow tubes are

Copilot's left connected to bottom
master cyl. ports of cylinders with
269P-03x02 elbow fittings

~
and 261UB-03 nuts.

?-- ,/ Copilot's right

master cyl.

/Enging mount gusset

JI{ t
00 3"
A/Cup

Fw~ ~~~
...To firewall'
14!' \

Firewall 266P-03x02 connector

261UB-03 nut

Rudder pedal
bearing mount

J,uncuir Intcrnutionnl Inc., Represented by Ncico Avialian Inc., Copyright e 1994, Redmond, OR 97756
 Securing hoses/fittings to fuselage
Figure 23:E:3:b

AN365-1032--- Alum. tube, fitting,

locknut ~ Nylaflow, or anything
that is to be secured
' ' to fuselage side.
'

I
MS21919-DG_ '',
clamp---...

Scrap 1/4" thick Bond (with Hysol) screw,

phenolic (3/4" x 3/4"). and phenolic piece to fuselage
Bevel the edges. side, then glass over phenolic.
The screw will be firmly set
~ in position so you can mount
the clamp to it.

MS24694-S54---!~.
countersunk head screw.
NOTE: This is only one method
of securing tubes and fittings
to the fuselage sides. CLICK-BOND
Grind flats in the screw fasteners also work well or just
head to prevent spinning. use your imagination.

E7. From the 266P-03x02 fittings aft to the rear seat flange, 1/4" diameter x .035"
wall, 5052-0 aluminum tubing is used for brake lines. Yes, we know you haven't
installed the rear seat flange yet, but we will explain the brake line installation
through this structural member for later reference. Cut two pieces of the 1/4"
aluminum tubing, 75" long. This will leave you plenty of extra to trim when you
finally do install the pressure seat flange.

EB. Install twoAN832-4D bulkhead unions through the seat back flange, centered 7"
and 8 1/2" above the gear box, as shown in Figure 23:E:4.

E9. Connect the AN816-4D nipples to the AN832-4D bulkhead unions with the 1/4"
D. aluminum tubing. You'll have to flare both ends of the tubing and use
AN818-4D nuts with AN819-4D sleeves.

Lnncnir lnlernntlonnl Inc., Represented by Neko Avintion Inc., Copyright e 1994,Redmond, OR 97756
 Aluminum brake line through cabin area
Figure 23:E:4

Aluminum tube
266P-03x02 AN818-4D nut to seat back flange
connector AN819-4D sleeve

AN81&4Dni~~
(Flared tube to
pipe thread)
Seat back flange
~

114" D., .035" wall, Alum. tubing

Shear panel__....
Ail<i
torque
support c'I---.> tube
mounts Gearbox
0

Seat back-----+! Fuselage side

flange

AN924-4D nut

F:-i Inbd

~C2~~;:~:::'=~::':4::::::"":::7:~::::4L.R_::::::::..~W~~--_Jl;[~~:~~1 1- =c.: :h.: :ap, _~:.:;a=-r23

-u" 'd"'d,. er_P-:o~:-!-~-,-t9~-0-:-~-:---t\-x:-t
ko:-e=--=s-y-st-'e-:-.,.;R=
Luncuir International Inc., Represented by Ncico Aviation Inc., Copyright IC 1994, Redmond, OR 97756
EID. Screw an AN816-4D union into a 266P-03x02 fittting and center this assembly
about 9" forward of the gear box aft bulkhead. Do this on both sides of the gear
box as shown inFigure 23:E:5. Secure the two fittings to the bottom flanges of the
gear box sides with anMS21919-DG9 clamp. (It's easier to leave the fittings loose
in the clamps for later mounting of brake lines.)

Ell. Cut and bend 1/4" diameter, .035" wall, 5052-0 aluminum tubes to connect the
bulkhead fittings in your seat back flange to the AN816-4D fittings you just
clamped in your gear box. This step will require a little freestyle tube bending, so
what out for kinks. You should route the left brake line along the aft, upper edge
of the gear box, then through the upper, outbd corner of the left gear leg cutout.
This routing will avoid any interference with later hydraulic lines. Secure the left
brake line to the upper flange of the aft gear box bulkhead with MS21919-DG4
clamps, as shown in Figure 23:E:5 Remember which tubes go to which rudder
pedal! Secure the aluminum tubes to the AN816-4D unions withAN818-4D nuts
and AN819-4D sleeves.

Lnncnirlntetm1tionnl Inc., Represented by NeicoAvlntion Inc., Copyright li!l 1994,Redmond, OR 97756

 Seat flange to gear box brake lines
Figure 23:E:5

Gear~ ]}411 D., .035" wall

aluminum tubing

19"
AN818-4D nut
AN819-4D sleeve

Use MS21919-DG4
clamps to secure
the tubing to the
aft gearbox
bulkhead
See above for :::::._, '
the location of the~"
alum. tube end.

Bend tubing to match

this general routing.

Lancuir International Inc., Represented by Ncko Aviation Inc., Copyright Cl 1994, Redmond, OR 97756
E 12. Cut off the Nylaflow tubing that is installed in the gear legs so only 12" hangs out
the back of each leg. This measurement can change ifneeded. The most important
thing here is to have a brake line that does not kink during the gear retraction
or extension. You may want to cut the line a bit long for now and test the length
by cycling the gear. The Nylaflow lines are secured to the trunion using a
MS21919-DG6 clamp. To secure the clamp to the trunion, you'll need to drill and
tap the trunion for an AN526-832-R6 screw (8-32 thread). Remember, the clamp
is AFT of the gear leg.

E13. Use 261UB-03 nuts to secure the gear leg Nylaflow tubes to the 266P-03x02
fittings that you mounted to the gear box sides. Rotate the gear legs up and down
to be sure the brake lines will not kink at the clamp.

Drilling and tapping trunion for clamp

Figure 23:E:6:a

Pinion plate I
Pinion gear
Pinion plate

~ t==::J1-------.. Trunion

1"--1
Drill hole for clamp

Trunion

t
Drill and tap trunion
3/8" deep for 8-32 thread.

/1 J::=;::::=i I Gear leg

Pinion plate \ \Pinion plate

Pinion gear

Lnncair Internut.ionnl Ine., Represented by Ncko Aviation Inc., Copyright e 1994, Redmond, OR 97756
 Gear box to gear leg brake lines
Figure 23:E:6:b

MS21919DG6 clamp
secures brake line
to the 'on

9''~----....i
Trunion
0
~Secure the fittings to
the bottom of the gear
""
1/4" ID Tygon plastic
tubing is slipped over
box side with a MS21919-DG9
clamp (not shown).

the Nylaflow brake

line from the 266P-0Sx02
fitting into the gear leg,
1 stopping at the trunion
shaft. The Tygon will
prevent kinking of 266P-0Sx02
the bi:ake line, Nylaflow brake
especially at the line to gear leg. 1/4" D., Aluin. tube
hose clamp. to seat back flange,
Pipe thread
Flare thread

Lnncair Internationnl Inc., Represented by Neico Aviation Inc., Co11yright 1997, Redmond, OR 97756
E14. Screw an AN822-4D, 90 elbow fitting into the axle mounts of both gear legs as
shown in Figure 23:E:7. The fitting should point up and back, but can be adjusted
for best fit of the brake line. Mateo and Cleveland brakes will require a different
angle. Also screw an AN823-4D, 45 elbow fitting into the top hole of each brake
assembly. Again, the fitting angle. will vary between Mateo and Cleveland
installations, but will generally point inbd and fwd.

E15. The last lengths ofbrake line that must be installed to complete the brake system
are factory made (flexible hose, 1/4" diameter, 10 1/2" long). They connect the gear
leg brake lines to the brake assemblies. Secure these lines as shown in Figure
23:E:7.

Connecting gear leg brake lines to brake assemblies

Figure 23:E:7

Axle mount 1/4'' D., 10 112" long

brake line
A/Cup (pre-built)

Fw~
Brake disc AN823-4D
45 fitting
(pointing inbd)

AN822-4D /
90 elbow fitting
(pointing up)
0

Bleeder screw

NOTE: The 10 1/2" long brake line and fittings are

similar for both Cleveland and Mateo brakes.
,,::=;;L,.~i;;!~~
:::iil.1,.410
~c::;,~~=='7==='11111'=~=.,...,_==~==:._-=~~--_J(w
IV 111 ;;~;~
, .)
I Chapter 23 REV. 0 I 12-9-93
Brake System I Rudder Controls
Lnrn:oir lnlcrnnlional Ine., Represented by Neko Aviation Ine., Copyright e 1994, Redmond, OR 97756
E16. Here's a maintenance tip on the brake lines. If the gear leg mounted brake line
fails for some reason, replacement will require removal of the axle mount. The
brake line is inset deep into the axle mount so removal with a normal socket or
wrench is impossible. A slotted socket tool is available from Lancair for removal
and installation of the brake line in.the axle mount.

Brake line to axle mount fitting

Figure 23:E:8:a

Brake line
replacement tool

1u..--Slot in tool is
to accomodate
brake line.

\
Nylaflow
brake line

Two bolts secure the

axle mount to the
gear leg.

Lnncuir Internntionnl Ine., Represented by NeicoAvinlion Inc., Copyright e 1994,Redmond, OR 97756

 Brake line to axle mount fitting
Figure 23:E:8:b

line~
Nylaflow
Brake brake line
replacement tool

Axle mount

low
AN822-4D
fitting

Luneair International Inc., Represented by Neico Aviation Inc., Copyright ie 1994,Redmond, OR 97756
El 7. To finish the brake system, you'll have to fill the system with brake fluid and bleed
the brakes. The standard fluid for both hydraulic and brake systems is MIL-H-
5606 type and is available from Aircraft Spruce and Specialty, or you local FBO.
Fill the reservoir with fluid and loosen the bleeder valves on the bottom of the
brake assemblies. Pump the PILOT'S brakes until the system begins to fill, then
close the bleeder valves. To get all the air out of the brake system, you'll have to
have a friend pump up and hold the brakes until the lines are pressurized, then
you will crack open the bleeder valve for a moment to release the air. Reclose the
valve quickly though, to avoid allowing air back into the system. Repeat the
"PUMP-HOLD-VALVEOPEN-VALVECLOSE"untilthereisnoairvisibleinthe
N ylaflow lines and the brakes feel normal. Remember to refill the reservoir as the
fluid fills the lines and master cylinders. It is hard to get every little air bubble
out of the lines, but this is normal and should not affect brake performance if kept
to a minimum.

Lancnir Internalional Inc., Rcpresantcd by Neico Avlnllon Inc., Copyright e 199'1, Redmond, OR 97756
 CHAPTER24
REVISION LIST

The following list ofrevisions will allow you to update the Lancair IV construction
manual chapter listed above.
Under the "Action" column, "R&R" directs you to remove and replace the pages
affected by the revision. "Add" directs you to insert the pages shown and "R" to remove
the pages.

Current
Page(s) affected Rev.# Action Description
24-3 PC12 R&R Changed part no. in list.
24-4 thru 24-6 PC13 R&R Corrected paragraph numbers.
24-5 PC15 R&R Edited dim. in Fig. 24:A:2.
24-7 PC13 R&R Changed Fig. 24:A:3.
24-8 PC13 R&R Corrected paragraph numbers.
24-10 PC13 R&R Corrected paragrpah numbers.
24-15 PClO R&R Revised Figure 24:C:l
24-16 thru 24-17 0 None

24-i Chapter 24 REV. PC15/4-10-97

111-~..:::::::'.:'.!'..'.~'.:'..:'.....L.:::::'...:.:.......'.:...::::::~'-".:.'.'....::.:.~~l-Ai:.+I
Instrument Panel
Luncair Jnt.ernntionul Inc., Represented by Neico Aviation Inc. CotJyright 1997, Redmond, OR 97756
 CHAPTER24
INSTRUMENT PANEL
REVISIONS
From time to time, revisions to this assembly manual may be deemed necessary. When such revisions are
made, you should immediately replace all outdated pages with the revised pages. Discard the out dated
pages. Note that on the lower right corner of each page is a "revision date". Initial printings will have the
number "O" printed and the printing date. All subsequent revisions will have the revision number followed
by the date of that revision. When such revisions are made, a "table of revisions" page wfll also be issued.
This page (or pages) should be inserted in front of the opening page (this page) of each affected chapter. A
new "table of revisions" page will accompany any revision made to a chapter.

ARROWS
Most drawings will have arrows to show which direction the parts are facing, unless the drawing itselfmakes
that very obvious. '~CUP' refers to the direction that would be up if the part were installed in a plane sitting
in the upright position. Inmost cases the part shown will be oriented in the same position as the partitselfwill
be placed during that assembly step. However, time goes on and changes are made, so careful attention
should be paid to the orientation arrows.

CONTENTS
1. INTRODUCTION
2. SPECIAL PARTS, TOOLS, AND SUPPLIES LIST
A.PARTS
B.TOOLS
C. SUPPLIES
3. CONSTRUCTION PROCEDURE
A. INSTRUMENT PANEL
B. DUST COVER I DEFROSTER DUCT
C. PANEL INSERTS
4. PHOTOPAGES

~~C2;;-:===:~i!!'i:=t1~=.A==l~=~==~==~=~==:__:IV~_.!'..____JJ[~~~~:]i---=-Ch=a"'p:..:t.:cer'---2_4_In_strum-LIRE_:-n-t-P-an-:l-/_1_2-_9_-9_3_-l-P.~>H1
Lnncnir Interna.tionnl Inc., Represented by Ncico Aviation Inc., Copyright IC 1993, Redmond, OR 97756
 1. Introduction
The instrument panel is a relatively simple installation. The placement ofitmust
align with the placement of the gear/flap control quadrant so a quick review of
that chapter is recommended.
The instrument panel consists of a fiberglass molded frame with seven
aluminum inserts. These inserts serve to mount specific groups of related
equipment in a manner that allows for bench assembly and wiring followed by the
insertion into the panel frame. This greatly eases the installation and wiring of
all components.
While there is some latitude available in the placement of the instrument
panel, the following is our recommendation. Factors that must be considered
when altering the instrument panel placement are:

Placement: Issues:

Fwd-aft placement: Knee room, clearance for the control quadrant.

Vertical placement: Visibility over the panel, control quadrant alignment
radio & instrument clearance over the aileron
connecting rod, fit of the dust cover.

~~l';;?;::'#-~=~i"'!~=~i::..rll:::=~=T:='==~=.8=~=D:::::._~W~~--_J'[~~~~:Ji--c_h_a~pt_e_r_2_4_1n_s_t~~-RE-m_:_n_t_P_an_~-~-1_2_-9_-_9_3_-H~r*ii
Lnncnir International Inc., Rcprc~cntcd by Ncico Aviation Inc., Copyright IC 1993, Redmond, OR 97756
 2. SPECIALP'.ARTS ~
A.PARTS
1. Instrument panel frame (fiberglass)
7. Aluminum panel inserts
1. Dust cover
1. Dust cover close out panel
60 Allen head 6-32 screws
4 MS24693-S28 screws
13 MS24694-S7 screws
4 AN525-10R10 screws
13 Kl000-08 anchor nuts
4 Kl000-3 anchor nuts
65 Kl000-06 anchor nuts
180 AN426A-3-5 rivets

B.TOOLS
100 counter sink
#12 drill
#19 drill
#29 drill
#40 drill
sabre saw or equiv.

C. SUPPLIES
Fiberglass cloth
resin
sandpaper
tape (release type)
tape (masking or duct type)

Chapter 24 I REV. PC12/7-12-95 Xi<

Instrument Panel (Pressurized) )D<
Lnm:nir lntumntional Inc., Reprmmntccl !Jy Neico Aviation Inc., Copyright 1995, Redmond, OR 97756
3. CONSTRUCTION

A. INSTRUMENT PANEL INSTALLATION

Fitting Instrument Panel

Figure 24:A:l

Trim- down to 3/4" fiange

Trim as required
for easy slip into fslg,
requires removal of all
fiange aterial.

Note: Gear I Flap

control quadrant. This
area requires approx.
2.5" behind panel.

Clearance cut
here for hydraulic
lines and fuel lines

'" \

Al. Trial fit the instrument panel into the approximate position. See Figure 24:A: 1.
It will be necessary to trim a little off each side of the panel so that it slides into
appoximate position about 2-5/8" behind the nose gear tunnel.

Do not get too involved with making a real tight fit, or it will later be regretted.
Besides, the upholstery, dust cover, etc. will cover the outer 1/4" anyway. Also,
remember that the panel will need to be put into the plane after all the other stuff
is installed. So, if hours are now spent making a nice tight, "net" fit, more time

[~-~-~J Chapter
REV.
Instrument Panel
PC13/8-26-96

Lnncoir Intemation11I Inc., Represented by N11ic0Aviation Inc., Copyright 1996, Redmond, OR 97756
 later will be spent grinding all of the careful work away! Also note that the bottom
of the vertical console should be made removeable for access to the gear/flap
control quadrant, directions for doing so are included.

Instrument Panel Location

Figure24:A:2

/ upper side attach

mid-support ~
re:f gear I fl ap Approx. 33.75 "
control quadrant
installation area

rolll----2.63" from
tunnel to
fwd face of
panel insert

ref: fuel valve

bottom console attach
installation area

The initial "do list" for the fitting of the instrument panel:
a.) Trim the top flange off the panel leaving only 3/4" remaining, the flange should
be totally removed on the lower outboard sides where the attachment screws will
be installed. (Do this before fitting the panel into the airplane.) In addition, the
sides will generally need a little trimming, and that flange will then be cut off in
the process.

REV. PC15/4-10-97
Instrument Panel
Loncair Intemationul Inc., Repn:mented by Nnico Aviation Inc., Copyright[) 19!l7, Redmand, OR 97756
 b.) Trim clearance notches for the left and right control stick torque tubes. See
a
Figure 24:A:3. (This will require fit-check in the airplane to locate.)
c.) Trim the center bottom of the vertical console area up 2" off of the floor. See
Figure 24:A:4. (Do this before you start fitting the panel into the plane.)

Doing these will allow the panel to be roughly fitted into the airplane. This is only
a rough fit, so don't get to concerned about its final position, ... that will be set next.

A2. Locate and mark the instrument panel for its final positioning. With the rough
fit completed, we recommend the following for final installation: See Figure
24:A:2.
Vertical position: 34. 75" up from the floor to the top ofthe panel. (Measure from
the area of the floor which contains the core material, ie: in front of the pilot side.)
Fwd/aft position: Panel is set vertical and allowed 2-5/8" from the aft face of the
nose gear tunnel to the fwd face of the gear/flap quadrant panel's aluminum
insert.
Left/right: Center panel's vertical column (console) on the nose gear
tunnel.

A3. Temnorarily hold the instrument nanel in place. Use quick set glue to hold the
panel in the desired position while performing the following steps.

A4. Install the instrument panel upper side and bottom BID flanges. These are 4 BID
flanges layed up on the fwd side of the panel sides and the inner sides of the
vertical console base. Use release tape on the instrument panel so that the BID
tapes will release from them.

Chapter REV. PC13/8-26-96

Instrument Panel
Lnncuir International Inc., Reprmmnted by Neico Aviation Inc., Copyright ID 1996, Redmond, OR 97756
 Instrument Panel Upper Side Attach
Figure 24:A:4

Leave about 3116" of space here

Instrument for easier fit, upholstery etc., will
Panel ---..,: easily cover It.

Instrument
Panel

P.'-\o'--'0 ' - - - - - - - - - l

2.5" I 0.63"

~Trim out for control torque
___ '\,_ tube each side.
Reference: Control stick

~r
torque tube, each side.

- ~
\
Instrument

&' \
A:;25-10R10
Panel

K1000-3

Slot and install with

dome or pan headed
screws. Do not over tighten
the screws. The panel must
be able to slide back and forth.
<!=::;:>
-.j5/8"~

0
./

Lanca.ir lnU!rnationnl Inc., Represimted by Ncico Aviati!ln Inc., Copyright 1996, Redmond, OR 97756
 Instrument Panel Lower Console Lower Attach
Figure 24:A:4

Lower portion of console

shown cut with 4 BID joggle
flange attached

Don't trim any

off this area of
flange
I

I MS24694-S7
I

t
I /K1000-08
I
I
This cut out area will fl
be covered by the fuel ,,r; ,
J

2" valve floor console

cover panel so don't
,, , ~
~I 4 BID
worry about the finish
Of ii.
__ _J, ' each side

Fsl floor

1/2"
each
side

A5. Install the mid-panel support. This is a support piece locatedjust adjacent to the
throttle position. It provides fwd/aft support during throttle control use. A
support may be installed on each side, but we've found that a single one on the
left side is sufficient.

Lancair International Inc., Reprrnn:nted by Noico Aviation Inc., Copyright <D 1996, Redmond, OR 97756
 Make the mid panel support piece from a cured piece of 6 BID. Cut it to shape
and place in position. Use instant glue to temporarily hold it against the nose gear
tunnel side. Lay 3 BID over it to secure.
When positioning the tab inside of the instrument panel/console side, be sure
to stay about 3/4" above the area where the gear/flap quadrant will be installed
since there is a split in this area which requires one additional attachment tab
thus side clearance for an attach screw will be required. See fig. 24.A.5.

Mid-panel attachment
fig. 24A.5

Support piece:
3BID Approx. 1.25" x 9"
~-vi
to secure on -4-- made from a
side of nose cured piece of 6 BID

~~L
gear tunnel

Upper screw attaches

the support piece (we Gear/Flap
only install one support - Control Quadrant
on pilot'throttle side). fits here
MS24694-S7

Lower screw attaches

the lower panel.
MS24694-S7

4 BID attach

L:~"';;?:::"#-?;:~=i'~..tilll=lllli'=l..=~==.8=~=D=="':...~W"=--~--_J'':~~~~::J1--=C=h=a"-pt: .: e:.:_r.=2.=14_n_s_trum---'-RE-:-n_t_P_an-~-:-1-2_-9_-_9_3_--+(*71
Lanenir Interna.lionul Inc., Represented by Neico Aviation Inc., Copyright !I 1993, Redmond, OR 97756
A6. Drill all attach screw holes. After the above BID tapes have cured in position and
before removing the instrument panel, drill for the attach screws. This will
provide the locations for the anchor nuts which install onto the BID tapes.
Side screws (4): Use #12 drill MS24694-S52 screw Kl000-3 anchor nut
Mid-panel support (1): Use #19 drill MS24694-S7 screw Kl000-08 anchor nut
Bottom console screws (2): Use #19 drill MS24694-S7 screw Kl000-08 anchor nut

A 7. Set the instrument panel attach screw anchor nuts. Remove the panel and install
the anchor nuts per Figures 24:A:3 & 24:A:4.

AS. Optional support. Depending upon the type of instrumentation one chooses, it is
likely that an additional support at the top of the panel will be needed. This
support can be a 1/2" dia. aluminum tube, flattened at both ends to provide area
for a #8 screw to be attached. Do not install such a support until the panel
components have been positioned, since clearance for instruments and avoinics
does require careful attention.
Typically, a support would attach using one MS24694-S7 screw through the 3/4"
flange on the panel top. Extend the tube fwd to the firewall and attach it there
with a similar stud attached to the firewall aft face. See Figure 24:A:6.

Instrument Panel Top Support Brace Option

Figure 24:A:6

approx. 1/2" aluminum tube

-8 machine screw~ V used as top brace (shown on
top of panel for clarity - place

- under flange.

,,..._ .........
-....
I

Chapter REV. PC13/8-26-96

Instrument Panel
Lnnc:nir Internntiannl Inc., R!!presented by Neico Avintion Inc., Copyright ID 1996, Rl!dmoml, OR 97756
 B. INSTRUMENT PANEL DUST COVER
The dust cover is shipped as a two piece unit:
1.) The cover itself with an integrated defroster area
2.) A close out panel which creates the defroster air duct.
In addition, it is recommended that the dust cover be separated from the defroster
with the defroster segment bonded into position just below the windshield. The
dust cover can then be laid on top of the T.E. of the defroster flange which makes
for easier installation I removal.
Dust cover I defroster
fig. 24.B.l

' Dust cover

I
\~ Keep this bond line short
\ approx., 1/2"

Epoxy/flax - no BID req.

slots: adpprox. 3/8" x 1-1/4" and

3/8" en to end spacing. ~
~..:..: ______) _ __ (
~
(position them slightly above
centerline of the area height.)

Bl. Make a trial fit of the cover I defroster. Slip it into approximate position.
Depending on how you trimmed your instrument panel, you'll likelywant or need
to also trim the sides down a bit on the dust cover as well. Remember, it will fit
much tighter with the typical 1/4" foam with leather covering.

r=-~~=i;;!!~~Afi,,,.A,,4:71 IV j/;~~~~I
~C2~~:::::====""":::..,...,_:::=:::=~::@~~~~--__Jf," "'""",)
chapter24 REV. 0112-9-93
Instrument Panel
Lnncuir International htc., Represented by NckoAvintion Inc., Copyright Cl 1993,Redmond, OR 97756
B2. Mark and cut the defroster air exit holes. These are approximately 0.38" high by
1.25" long. Leave about 0.38" spacing between slots. See fig. 24.B.1.

B3. Bond the defroster closeout panel into position. This panel bonds to the under
side and is simply attached with epoxy/fl ox - no BID tapes are required. See fig.
24.B.1 The aft bondjointline should not be more than 1/2" deep. (This is because
the cover will be split just aft of this flange joint and the split line should be kept
close to the duct itself.)

B4. Make and install the defroster duct flange. Generally, a 1.5" diameter duct line
is sufficient. Therefore, from a piece of wood dowel or equivalent, position the
duct former approximately in front of the pilot's position and cover it with plastic
release tape. Wrap 3 BID around the former then, after cure, remove the former
and cut the hole into the defroster chamber. Blow out cuttings with air. See fig.
24.B.2.
Defroster duct flange
fig. 24.B.2

To be trimmed
out after flange
is attached

\
!"If-_. 3 BID

\ . 1.5" dia. ~\
B5. Split the dust cover from the fWd defroster segment. Make a cut about 3/4" to 1"
aft of the defroster "step". Cut just aft of the joint line (where the defroster close
out attaches to the dust cover itself.) See fig. 24.B.3.
After splitting the dust cover away, simply lay it back on top of the defroster
segment and temporarily attach with a couple of dabs of instant glue or equiv.
(not too much, just hold it in place for the next step.) See fig. 24.B.4.

Luncuit Intcrnnlionnl Inc., Represented by Ncico Aviation Inc., Copyright ID 1993, Redmond, OR 97756
 Dust cover I defroster separation
fig. 24.B.3

--
Cut and separate
dustcover from fwd
defroster segment, cut
just aft of the bond overlap

B6. Paint the defroster segment flat black or similar. Before permanently installing
the defroster, you may want to consider painting it. It could also be painted later
but this is not a bad idea at this time. Since it will have the potential to reflect
in the windshield, paint it a flat black or similar.

B7. Bond the defroster segment in position on the fslg. Use epoxy/flax and perma-
nently bond the defroster segment into position on the fslg. Prop it up snug with
shims or use a few dabs of instant glue around the perimeter. (Long sticks
pushing from the floor area is probably the easiest way.)
Defroster Attachment
fig. 24.B.4

use epoxy/flax
to position against
flsg/windshjeJd

z,. ,"~
on top of attached
defroster segment

L.:'~,:;;;;:=-:.~=~~~=~~..&=.,.=.l,,=~==A=l.=~=::.__'.'IV~~--_J',[~~:~~]l-C_hccap,_t_e_r_24_In_s_tru_,_:-:-n-t-P_a_n-~-:-1-2_-9_-9_3_--l'B<'71
Lancair Intern11tionnl Inc., Repre&ented by Neico Aviation Inc., Copyright e 1993,Redmond, OR 97756
 BS. Concerning the final attachment of the dust cover: Generally there are two ~
methods of attaching the dust cover.
Use "velcro" type material to attach at the fwd (defroster flange) area and either:
a.) Attach the aft end (over the panel top) using two or three machine screws
with the flange of the panel top securing the anchor nuts. or:
b.) Attach the aft end using a similar strip ofvelcro.

The typical finish is to cover the dust cover with 1/4" soft foam rubber. Place a
bead (112" or so) around the T.E. and cover the entire top with leather or similar.
You'll undoubtedly have the dust cover on and off many many times so try to
get an nice, easy approach to the attachment.
Also, with the typical manner of entering the Lancair IV, one is often tempted
to grap the top of the dust cover and pull when adjusting the seats forward. So,
the piece should be well secured or it will be continually get pulled off.

C. INSTRUMENT PANEL INSERTS

The Lancair IV instrument panel comes with seven inserts. This is to allow for
easier wiring, etc. as the panels can be individually completed and installed (or
removed) with much greater ease. These inserts are aluminum and can be
attached with counter sunk screws or cap head screws. We have included cap
head screws with this kit. These seven inserts are:
1.) Flight Instrument Insert Panel (left side)
2.) Gear lights,Intercom Insert Panel (center top)
3.) Circuit Breaker Insert Panel (right side)
4.) Switch Insert Panel (lower left side)
5.) Trim Servo Panel (lower center)
6.) Switch, Misc. Insert Panel (lower right side)
7.) Gear I Flap Quadrant Insert Panel (on center console)
Of primary concern is the Gear I Flap Quadrant Insert Panel since it must align
with fixed position hardware behind.
C 1. Clearance cut the Gear I Flap Quadrant Insert Panel. The Gear I Flap Quadrant
is designed for the two handles to be 5.1" apart. The full vertical movement of
these control handles utilize most of the available space on this insert panel face.
Trim the insert panel to allow the gear and flap handles to operate without
restriction. See fig. 24.C.1.

~ p:~=;~ ~ /: : :fjl~: : :.A: : :w: : :.1.: =:r: : :~: : :~: : : : : "': : :~: : :D~~IV1 1: .__~ __jl[~~~~~]i-=C:.:ha''p:.:t=er:..:2:.:4:..1_n_stru_LIRE_m_:_n_t_P_an_::_:'-~-=1=2-=-9-=-9:...:3_-+~001
Luncnir International Inc., Represented by Ncico Aviation Im:., Copyright e 1993, Redmond, OR 97756
 Gear I Flap Insert Panel
fig. 24.C.1

,,,......,
,,,......, 0
0
~ MS24693-S28 attach screws
Kl000-06 anchor nuts, typ. 4 places

Gear handle slot

Flap handle slot ..
- 318"
~

0 0 j

'- .,..,. 0.1"

..
4.5" ~

C2. Set the Gear I Flap Quadrant Insert Panel screws. Position them as shown in
fig. 24.C.1.
Use: 6-32 cap head screws #29 drill
Kl000-06 anchor nuts
AN470A-3-5 rivets #40 drill

C3. Trim Servo Insert Panel. Lancair IV's use electric trim for aileron and elevator
and optionally for rudder. This panel provides a good location for the servo rocker
switches. See fig. 24.C.2 Two versions are shown in fig.24.C.2. One, is for the
standard rocker switches with LED indicators. The other, is for the optional
needle indicators. Also see the MAC servo installation sheet (packaged with the
MAC servos).

L1tnc11ir Inlernationnl Inc., Reprcscnlad by NeicoAviation Inc., Copyright 1994, Redmond, OR 97756
 Trim servo insert panel
fig 24 c 2

MS24693-S28
typ. 6 places Standard trim servo panel with LED indicators
,,.-~~~~~~~~~~~~~~~~~~~~~~

,........................................
I
I
~---

I
I
.... "'\
I
I
+ r----- --- -----;I
I
I
I
1
I
I
I r- - - - - - - - - - - -, l + LED indicator f l
+ +l i+ :~~~er +1 ~
I I I
I I I : I ~===-=-=======-=:-I=:=={
: pitch trim : LED :
\ servo , , : roll trim
I servo 1
I I I
I I I I I trim
I I I I I
I I I L- - - - - ___ .J
I I 1 I
1 I
L--------------~

See MAC servo I

installation sheet for
+
dimensions of holes Trim servo panel with needle indicators
, r.-----------;i
r------,r,:---~-;i -$- l I
1
I
I
-+- 11
1
l:
1
I
r-----------,Jl
1 needle
indicator
r
I
1 1
I IJ , , 11 I

~j ;!~~:trim fj ~:~~:tor IJ+ :~~~rim +1r . === = == ====~1

1
1
1I
-j-
11
11
11
11
11
., L
1
1
'1
11
-...1.1
1
+ rudder
trim
servo
+l1
1
1 11,_ I
1
L - - - - __.._ :.J --l'h___ t
.... ~ '-- ------- --J..

C4. See blueprint A-701 for patterns of the other insert panels. Blueprint A-702 has
one possible installation alignment for the pilot side, flight instruments for your
review.
C5. Throttle. Prop. Mixture control. A great method of installing these big cables is
to attach them to a "sub-plate" which is then screwed into position on the fwd side
of the instrument panel. This allows one to remove the instrument panel without
having to remove these cables from the engine. To make this work, the holes in
the instrument panel must be slightly larger than the diameter of the control
knobs. With a slight bevel on that set of holes, the appearance can be quite nice.
IMPORTANT: Mount these controls has high as possible in the area provided
on the instrument panel frame. See fig. 24.C.3.

~(2~~:;:*==:~:=::=:A:=.,.:=:L<::;T:==:"'71Jll:=:A==:~:=:IO==:"....~IV~~---J'[~~-~~]l-"C"'h;:ap<::to::e.:_r;:24.:._1n_s_t-'ru-:--:-n_t_P_a_n. : .:.:_:.:_1:=2.:_-9:_ -.: . 93=- -l-f~*+I

LI

Lnncuir Internntional Inc,, Represented by NcicoAvintion Inc., Copyright Cl 1993,Rcdmond, OR 97756

 Throttle, prop, mixture cable attach to panel
fig. 24.C.3

circular cutouts
in instrument panel
/ l a r g e enough to allow
/ control knobs to pass through

typ. throttle

111

MS24694-S7
or AN526-832-10
& Kl000-08 f<lll----Instrument panel
typ. 6 places

typ. aluminum attach

plate fwd of instrument panel ~

~:5-0-01

[:]

~~f"~=;~"==~*~~fJt=~A=11P'=~=~===A==l..=~=D==:.~W~~----J'[~~-~~1 1- =c.:c:h.:c:ap"-t:. :e: _.r_2.c.4_In_s_trum- '-RE-:-n_t_P_an-:-:-l-2_-9_-9_3_-l'B<O+I

Lnncair Internutionnl Ine., Repreaented by Ncico Aviation Inc., Copyright lf!l 1993, Redmond, OR 97756
 CHAPTER25
REVISION LIST

The following list of revisions will allow you to update the Lancair N construction
manual chapter listed above.
Under the "Action" column, "R&R" directs you to remove and replace the pages
affected by the revision. "Add" directs you to insert the pages shown and "R" to remove
the pages.

Current
Page(s) affected Rev.# Action Description
25-1 0 None
25-7 PCB R&R Fig.25:B:2 Revised
25-9 PC13 R&R Edited Fig. 25:B:4.
25-11 PC12 R&R Edited text.
25-12 PCll R&R Edited Fig. 25:C:2.
25-13 PC13 R&R Edited part numbers.

Lnm:nir Intcrnutionnl Inc., R!lprcscnt!ld by Ncico Aviation Inc. Copyright@ 1996, Redmond, OR 97756
 CHAPTER25
SEATS
REVISIONS
From time to time, revisions to this assembly manual may be deemed necessary. When such revisions are
made, you should immediately replace all outdated pages with the revjsed pages. Discard the out dated
pages. Note that on the lower right corner of each page is a "revjsion date". Initial printings will have the
number "O" printed and the printing date. All subsequent revjsions will have the revjsion number followed
by the date of that revision. When such revisions are made, a "table of revisions" page will also be issued.
This page (or pages) should be inserted in front of the opening page (this page) of each affected chapter. A
new "table of revisions" page will accompany any revision made to a chapter.

ARROWS
Most drawings will have arrows to show which direction the parts are facing, unless the drawingitselfmakes
that very obvjous. ''.A/CUP' refers to the direction that would be up ifthe part were installed in a plane sitting
in the upright position. In most cases the part shown will be oriented in the same position as the part itselfwill
be placed during that assembly step. However, time goes on and changes are made, so careful attention
should be paid to the orientation arrows.

CONTENTS
1. INTRODUCTION
2. SPECIAL PARTS, TOOLS, AND SUPPLIES LIST
A.PARTS
3. CONSTRUCTION PROCEDURE
A. SEAT PAN INSTALLATION
B. ASSEMBLING SEATS
C. MOUNTING SEATS
4. PHOTO PAGES

~"'"c: ;t~=;~ ~l!l='#=f).~=A=v=L.=1:=, ,. . , =. .tfl= l.=,71_= .: _~W~!'.____Jl[~~~~ll-'C_h--'ap'--t-er_2....:5'----'-RE_8_:-~t-s_0_/_1_1-_3_0-_9_3_-++-*+I

Lancuir Intcrnut.ionul Inc., Represented by Neico Avialion Inc., Copyright IC 1993, Redmond, OR 97756
 1. INTRODUCTION

The front two seats of the Lancair IV are of standard tubular steel design. They
incorporate slider mechanisms to make both short and long legged pilots happy.
The backs of these seats fold forward to ease entry and exit from the rear bench
seat.

This chapter will only deal with the two forward seats. The rear bench seat is
formed by the aft bulkhead and gear box, and will be described in a later chapter.

Pilot and co-pilot seats

Figure 25:i:1

Seat back frame

Bottom seat pan

(riveted to frame)

Seat back
pivot point
</
...,,....._Track release
handle

L-""<:2;;~~~~:::::~!'#.==....==.l~:=: ~: :~:;:A:;: ;:A'.:;:,71_:;: ;:c._~IV~!.____JI[~~-~ ]1- =C.: h: oapc. :t: :.er:. ;2: .:5:_ _.LRE_s_:-~t-s_O-'-'- -/_1_1---"3-'-0---"9-'-3---++*-H
Luncair International Inc., Represented by NeicoAvlation Inc., Copyright ll!l 1993,Redmond, OR 97756
2. PARTS ~
2 Seat bottoms (tube steel)
2 Seat backs (tube steel)
2 Seat pans (aluminum)
2 Slider mechanisms (right, with handle)
2 Slider mechanisms Geft, no handle)

Chapter 25 jREV. 0 I 11-30-93 ')Q<

Seats Y-'
Luncuir Internulionnl Inc., Represented by Neico Aviation Inc., Copyright 11!11993, Redmond, OR 97756
3. CONSTRUCTION PROCEDURE

A. SEAT PAN INSTALLATION

On each front seat, an aluminum seat pan is mounted to protect the slider
mechanism from interference. There is no aluminum support on the seat back.
Your upholstery shop will probably string webs around the seat back for support,
much like a lawn chair. This is lighter than an aluminum back.

Seat pan
Figure 25:A:l

Seat pan (aluminum)

f'
Make a 3/4" x 3/4"
notch in the seat
Bottom seat frame
panel flange for the
seat pivot bolt. I

AL Place the aluminum seat pan onto the bottom seat frame. Make a 3/4" wide, 3/4"
high notch in both sides of the aluminum pan, centered on the seat back pivot bolt
hole, as shown in Figure 25:A:l.

Lnncnir Inlernational Inc.,Reprei;unlcd by NeicoAvinlion Inc., Copyright e 1993,Rcdmond, OR 97756

 A2. Check that the aluminum seat pan fits tight to the steel frame on all four edges
(circular and square)

A3. Secure the seat pan to the bottom seat frame with BSPQ-44 pop rivets. Use 10-
12 rivets to secure each seat pan edge to the steel frame.

Riveting seat pan

Figure 25:A:2

Pop rivet locations

l
f, ,
Fwd
A A

1 Seat pan

NOTE: The exact number and location of

the pop rivets is not important. Spacing
between the rivets will vary.

0 0
I I l
Alum. seat pan

Bottom seat
@ frame (round
or square steel)

~c: ;2" ' :".=~ ~ ?~ ~: : : . &: : :v: : :L.: : :~: : : : : A: : : : : L.: : :~: : :D=:_-=IV~!'.____J1r~ :~ l!l- "-C_ha"'p'-'t.:cer'- 2-'5__ t_8 _0_l_ll_-_30_-_93_ _-l-BH-I
c_RE_e_va_.
8
Lnncnir Intc.rnntionnl Inc., Represented by Ncico Aviation Inc:., Copyright e 1993, Redmond, OR 97756
 B. ASSEMBLING SEAT

The seat back is foldable and pivots on two 1/4" bolts. The angle of the seat backs
can be adjusted with two stop bolts.

The entire seat is adjustable fore/aft on two slider tracks.

Seat assembly
Figure 25:B:l

Seat back frame

Seat back
/pivot bolt
~
<ii'
./

Seat bottom

,.-11
~

Seat back
/
r
pivot bolt

Right seat track~

Left seat track
(no handle)
(with locking handle)

~ " ; ,.; ~ :! !: : :fjt~=.4==.l~: : ~: : : : B: : =l.: : Jl_: : =: .__.:'lW~!'. _- _Jl l ~~:~ Il- -"-C-ha_ ,pc t-'-er'-2- '5- L8RE__:a-t_
8
_o_l_ll_-_30_-_93_ _+Bffi
Luncnir Intcrnntionnl Inc., Represented by Neico Aviation Inc., Copyright lfl 1993, Redmond, OR 97756
 Bl. Bolt the seat back to the bottom seat frame as shown in Figure 25:B:2. Do not
tighten the castle nut too tight or the seat back will not flip forward easily.

Seat back pivot bolt

Figure 25:B:2

ALU.Seat Pan

"'
\_ \_ AN4-15

\ ~AN960-416 Washer
(2}AN960-416 Washers
Lower Seat Frame
AN960-41 6 Washer

AN310-4 Castle Nut

' - - MS24665-140 Cotter Pin

~C2"";;~~f!*f=~~..~~~~~~~.81..,R:::::.......:!IV~!.__ __JIJ:~~~:~11-.::C~h::::ap!'.:t:::er:.:2:::5::.__LRE_s_:-~t-s--'P=-C.::.8:_/c.c:cl0:_-9_-_9_4_-tt)(j-
Lancair In~tiona.l Im., &prcacmt.ed by Neico Aviation Inc., CllpyrighL C 1993, Redmond, OR m56
B2. Thread a 7/16-18 check nut onto each of the 7/16-18 stop bolts. (The stop bolts and
check nuts may already be installed in your bottom seat frame).

B3. Screw the 7/16-18 stop bolts into the bottom seat frame as shown in Figure 25:B:3.
The seat back should strike the heads of the stop bolts evenly, then the check nuts
should be tightened to lock in that height. The height of the stop bolts will
determine the angle of the seat back. What seat back angle is most comfortable?
This is totally builder preference. We prefer a more laid back angle, and you could
even remove the check nuts to get more angle on the seat back. It's up to you.

Seat back stop bolts

Figure 25:B:3

Adjust seat back angle

with 7/16 - 18 bolt and
secure with 7/16 - 18 check nut.

Seat back pivot arm

7/16 - 18
bolt~~~~'""-

Bottom seat frame

Luncair !ntcrnutionnl Inc., Represented by Nclco Aviation Inc., Copyright il!l 1993, Redmond, OR 97756
B4. There are two bolts that secure each track to the seat frame. The tracks with the
release handle are mounted to the right side of each seat. Mount the tracks as
shown in Figure 25:B:4. Two, 1/2" spacers between the tracks and the seat frame
can be installed to give the seat bottom a steeper angle. These spacers reduce the
amount of foam necessary to support a person's legs, but they also create a slight
misalignment to the mounting bolts. The misalignment is not much though, and
should never harm the nut or bolt. The choice of installing the spacers is up to
the builder.

Mounting the Seat Tracks

Figure 25:B:4

Seat bottom
fra'

Left seat track

AN3-5Abolt (no handle)
AN365-1032A locknut
AN970-3 washer
(Bolt is pointed up and
washer is under head
ofbol Seat bottom
frame
0
Seat track
OPTIONAL: Remove the
Seat back stud and install a 1/2" high
frame spacer here, between the
Seat bottom seat track and frame, to
get a steeper seat bottom
angle. A longer bolt will

L.: ~r-; ?:=#-~=~=;! ...~=="=~==4/=~=D="....~IV~.!'.._

=~= ___jl[~~~~-J~=C=h~ap~t=er=2=5======~=:=~=t=s===P=C==l3=/=8=-=26=-=9=6~~=~
Lancnir Intemational Inc., Rupresentnd by Nnico Aviation Inc., Copyright 1996, &dmond, OR 97756
B5. The track release mechanisms can be connected together to release at the same
time with one handle. A short cable is made up and installed as shown in Figure
25:B:4. The length of this cable is determined by the distance between the two
mounting holes.

NOTE: Having two lockable tracks on each seat is not necessary. We have had
good luck by locking the seat in position with only the right track (the one with
the handle). Ifyou wish to do away with the interconnect cable and a little weight,
simply grind offthe locking mechanisms from the left tracks. There will be a slight
amount of twisting potential by locking only the right track, but this is negligible.

Interconnect cable
Figure 25:B:5

Release handle

Left seat Right seat

track track
0 0
Fwd

i
3/32" Dia.
cable

Nicopress
fittings
C182G)
AN1004 0
thimble

REV. 0 I 11-30-93
Seats
Luncair Intcrnntional Inc., Repreoontcd by Ncico Aviation Inc., Copyright e 1993, Redmond, OR 97756
C. MOUNTING SEATS

The pilot and co-pilot seats are mounted to the flanges of the shear panels (the
wing carry thru structure). Originally, we had intended to mount the seat tracks
on an angle, which is why early tracks have the longer front mounting stud. This
worked fine, but at full forward travel, we lost some headroom. Eventually we
decided to mount the tracks horizontal (even with the shear panel flanges) and
mount the seat bottom at an angle (using the spacers described in StepB4). Ifyou
have the earlier tracks with longer front mounting studs, cut down the long studs
to the same length as the rear studs. The new tracks are lighter and longer, and
make it necessary to extend the shear panel.
Cut four 1/4" core brackets to the dimensions shown in Figure 25:C:l. Attach
them with a 2 BID lay up, across the aft shear panel. Position them to fit under
the tracks. Using 1/4" phenolic, cut four rectangular pieces to the dimensions
given in Figure 25:C:l. Center the rectangular phenolic pieces over the core and
attach with a 3 BID lay up.
Seat mounting
Figure 25:C:l

Co-Pilot's Seat
Assembly
Shear Panel
Supports

2 BID Pattern

Fwd :>--...
Shear Panel ~

Bracket ,
21
~3~ ~

Aft
Shear Panel
T[7
1 . or
1 1/4" Core Phenolic
Bracket Extention

Lnni:air Inlernntional Inc., Represented by Neka Aviation Inc., Copyright Ii) 1995, Redmond, OR 97756
Cl. Position the seats with the mounting studs at the locations shown in Figure
25:C:2. Mark the stud locations on the shear panel cover.

C2. Drill 5/16" diameter holes through the forward shear panel flange and the aft
phenolic extention at each mounting stud location (8 holes total).

Seat frame locations

Figure 25:C:2

Fwd
To find the X'' dimension, measure
the distance between the mounting

1 Fwd shear panel flange

studs on your seat frames.

6 7/16" 6 7/16"

"-1 \ r--~'

Aft shear panel flange

NOTE: The outbd, fwd mounting holes (B} of each

seat will also be used to attach the jack point. These
two holes should be drilled 1 3/16" from the aft face
~"'""/
of the fwd shear panel. If you have already installed
the jack point weldments, these holes will, of course,
already have been drilled.

Lnncnir Intllmntionni Inc., Rllpreimnted by Neico Aviation Inc., Copyright 199:1, Redmond, OR 97756
C3. Secure the seat tracks to the shear panel flanges with AN3-10A bolts, AN970-10
washers and AN365-1032 nuts.

Securing the Seats to the Shear Panels

Figure 25:C:3

NOTE: The outbd, fwd mounting

studs of the seats will also be used
to secure the jackpoint weldment.
Seat ba

--------,
frame

Seat bottom frame

Seat track

Shear panel 'AN3-10A Bolt

AN960-10 Washer
(fwd)
AN365-1032 Nut
Shear panel
(aft)

REV. PC13 I 8-26-96

Seats
Lnncnir Intemntianal Im:., Represented by Neico Aviation Inc., Copyright ID 1996, Redmond, OR 97756
 CHAPTER 26
REVISION LIST
(Pressurized Version)
The following list of revisions will allow you to update the Lancair IV construction
manual chapter listed above.
Under the "Action" column, "R&R" directs you to remove and replace the pages
affected by the revision. "Add" directs you to insert the pages shown and "R" to remove
the pages.

Current
Page(s) affected Rev.# Action Description

26-1 & 26-2 0 None

26-3 PC5 R&R Updated schematic & parts list
26-4 PC15 R&R Edited parts list.
26-5 thru 26-12 0 None
26-13 PCS R&R Fig.26:B:l Revised
26-14 0 None
26-15 PC14 R&R Changed BL 171 to BL 172
26-16 thru 26-lS 0 None
26-19 PC4 R&R Revised Step D2
26-20 PC15 R&R Revised Figure 26:D:2
26-21 0 None
26-22 PC15 R&R Revised Figure 26:E:l
26-23 PCS R&R Step El
26-24 PCS R&R Fig.26:E:2 Revised
26-25 thru 26-27 0 None
26-2S PCS R&R Revised Figure 26:F:l
26-29 thru 26-30 PC4 R&R Revised Steps Fl, F4, F5
Revised Figures 26:F:l & 2a
26-31 PC15 R&R Edited part no. Fig. 26:F:3.
26-32 0 None
26-33 PC12 R&R Changed part no. in Fig. 26:F:5.
26-34 PC4 R&R Revised
26-35 0 None
26-36 PC5 R&R Revised Figure 26:F:ll
Revised Figures 26:F:l0 & 11
26-37 PCS R&R Fig.26:F:l2 Revised
26-3S PC12 R&R Corrected part number in Fig. 26:F:l4.
26-39 PC14 R&R Changed BL 171 to BL 172.
26-40 PC6 R&R Revised Step G 14
26-41 PCS R&R Revised Figure 26:G:4

Lancair Jntern11tionnl Inc., Re11resented by Neico Aviation Inc. Cu11yright 11) 1999, Redmond, OR 9775()
 CHAPTER 26 ~
REVISIONLIST
(Pressurized V ersion)
The following list of revisions will allow you to update the Lancair IV construction
manual chapter listed above.
Under the "Action" column, "R&R" directs you to remove and replace the pages
affected by the revision. "Add" directs you to insmt the pages shown and "R" to remove
the pages.

Current
Page(s) affected Rev.# Action Des cription

26-42 PC18 R&R Cha nged text in step G9.

26-43 PC18 R&R Mo dified text in Fig G7.
26-44 PC18 R&R Cha nged text in step G 11.
26-45 thru 26-46 PC5 R&R Revised Step G14
Revised Figure 26:G:ll
26-47 0 None
26-48 PCS R&R Revised
26-49 thru 26-51 PC5 R&R Revised fig's: 26:G:13, 14, 15, 16
26-52 0 None
26-53 thru 26-54 PC5 R&R Revised format
Revised Figure 26:G:19
26-55 PC5 Add New page & revised Figure 26:G:20

Chapter 26 I REV. PClS/1-25-99 'd

Hydraulic System ~
Lancair International Inc., Represented by Neico Al-i!ltion Inc. Copyrigl1t ID 1999, Redmond, OR 9775U
 2244 Airport Way, Redmond, Oregon 97756 Phone 541 923-2233 Fax 541 923-2255

SERVICE BULLETIN SB0420298

Subject: . Lancair IV and LancairES FuelYe11t.Lines

Date: l3 Feb. 98
Ref: Not1e.
Pages: NIA
Status: J\1andator)' lnspecti ()~. ari.d Re]Jla.cement (if. necessary}

Background:

We have noted a degradation over ti1ne of the hose that connects the NACA scoop to the aluminu1n vent
line of the fuel lank. After several years of use, the hose apparently is affected by the fumes from the fuel
tank and it tends to bccon1e "rubbery''. A coilapse or co1nplctc blockaQ:e of this hose could cause enQ:inc
failure.

Visually inspect the vent line. If there arc any signs of dan1agc or if in doubt, replace the hose with 193-4
hose available through Lancair. Use 5321K14 cla1nps to secure hose.

Fuel Vent Line Connection to NACA scoop

Fig. 1

Hose clamps fi321Kl4 CLAMPS

1/4" aluminum tubing, flared on one end

Hysol NACA scoop

AJC UP
1 BID

L~,
Wingtip

1/4" Aluminum
tubing

1/4" l.D. HoseclampL

(5:1:!11~1'1 CLAMPS)
AJC UP
l!J:J.11-HJSE

INBD

BL 171 rib
To NACA scoop
 1. INTRODUCTION

The landing gear and flap system of the Lancair N are both actuated by
hydraulics. The theory ofhydraulics is very simple. An electric pump pressurizes
the hydraulic fluid in the system. The pressurized fluid pushes the piston of a
hydraulic cylinder one way or the other. The action of the piston will raise or lower
the gear or flaps.
With the Lancair N, the hydraulic fluid is pressurized using an electric driven
pump. This unit is referred to as the "power pack" because it comprises the
electric motor, the small gear pump and the fluid reservoir into essentially one
unit. The pump runs in one direction only, pressurizes the line and an accumu-
lator which is added to assist the gear and flaps. When one operates the gear or
flaps, one is simply routing the high pressure fluid in the selected direction. The
gear handle and flap handle (on the instrument panel) are actually rotating
valves which in turn, route the fluid. A pressure switch is used to maintain
system pressure (approximately 1100 psi) at all times when the master switch is
turned on.
There is an electrically operated solenoid pin which locks the gear handle into
the down lock position. This switch must be electrically activated to allow the
gear handle to be moved out of the down locked position. We use an airspeed
sensor switch to activate this solenoid pin, thus the solenoid pin will not retract
and allow gear "up" until you reach approximately 65 kts of airspeed. While this
is intended to be a safety device to prohibit accidental gear ... up" while on the
ground, one should always be VERY careful with that gear handle since any
mechanical device (valve, solenoid switch, etc.) can stick or otherwise fail to
operate properly. So, the best advice is to always assume that if one lifts on the
gear handle, it will indeed move - as will the gear!
As a gear down back up, we have a hand operated pump. In the event of
electrical failure or a line leak, etc., the emergency system can take over. Briefly,
to use this system, place the gear handle in the down position. This will
automatically allow the nose gear to drop down and lock due to the high pressure
gas strut on the assembly. The main gear will fall to a vertical position which is
not fully down. At that time, simply pump the hand pump to move the main gear
into the full down position which then automatically sets the internal down-lock
pins in the maingear cylinders. The hand pump pressure will slowly bleed off due
to a controlled bleed down feature in the hand pump. This feature is used in
conjunction with periodic, in flight systems checks by allowing the standard gear
system to be re-energized and the gear then run back up into the fully retracted
position.
The flaps can actually be operated one or two cycles on the ground without any
electrical power, provided the hydraulic system is fully charged. The accumula-
tor has enough capacity to perform this task without being recharged. This, by
the way, creates a simple means of "bleeding the system pressure down" if so
desired - simply run the flaps up and down until they stop moving, the pressure
in the system is then reduced to only a small residual level.

~(2~~;:,~:::=~:=:=A:::"":::"':::~::::::;.6::::;~;1C:::__~W~~--_j'[~~~~]1---C-h~ap~t_e_r_26_H_y_dra~RE-;-~-c-S_y_s-te-~_/_2_-_5-_9_4_--t+*-tt
Lanenlr Int.crnational Inc., &pre11entcd by Neic.o Aviation Inc., Copyright e 1994,Rcdmond, OR 97756
 Lancair IV hydraulic system
Figure 25:A:O

nooe 11cnreylinder

:-: up wil.b m1lrid.or

llcl': fir<Miill

Llm: orfontnti<m in mnnifold

nutforn:r.,,..,ru:c

Gcarl'Flnp
'"
wnt.rul quniltllilt

Gcll!'Cllllt.rnl Flcp tanlrul

va]v., vnlvc

Ref: gear box

r- - - ---,
I
'I I
I
I I
I I
I I
I ""Flap eyL I
I
I I
I I
I I
I I
I I
I I
I
I I
L_ J
Flew cunt.rol fin pa

preaaun: l!W.

-----------
lief: fr11nt ofwhccl well houeing

- -ErnT ;.;7v';;;;',Tv"H;;;;- - - -
_._ _________ _
l!cl": FSl7l lmlkh1:11d

llctum!lnc

ll)'d. puwcr pack

v.1th r"'u:rvuir

~C2~~::;*==~~.A~w:'::.L.:::::;Y:~""711.:'::Al.~~=:_____::!IIV~!_____j/[~~-~ ]1_C_h_a_,_p_te--'r--=2=-=6H_y_clrc_:_ul_V c_S_y_s.:. .:~-=-m.:. .5.:.../ _:

1
4-'----=1-=-9--=-9-=-4-+P.?l-l
Lnncnir lnlernnlional Inc., Rcprcscnlcd by NdcoAvintion Inc., Copyright ll!l 1994,Rcdmond, OR 97756
2. SPECIAL PARTS, TOOLS, & SUPPLIES LIST
A PARTS
1 Power pack with enlarged reservoir#488, 638082-12V, (638083-24V)
1 Control quadrant assembly(gear and flaps)
1 Manifold (high pressure) #4 76
1 Accumulator#ACC-30
1 Emergency hand pump assembly #490
1 Check valve - hand pump (low seat press.) supply line #B-6C-1/3
1 Check valve -hand pump emergency down line #CMMlOBl (or B-2C2-1/3)
1 Shuttle valve (gear down), #LSV1-2P-N
1. Shuttle valve spring, Century#10877
1 Pressureswitch,#0169420041016
1 Flow control valve (flaps), #FMFlOB Deltrol
1 Gear down high temp. flex line (firewall forward) #570
1 Gear up high temp flex line (firewall forward) #571
36 ft. Line (1/4" dia. aluminum) rigid
12 ft. Line (3/8" dia. aluminum) rigid
12 ft. Line (flexible), #HR303
2 3/8-16 bolts (pump attach)
2 AN3-7A bolts (reservoir attach)
4 AN365-1032 locknuts
4 AN960-10 washers
6 AN970-3 area washers
2 10-24 x 3/8" cap screws (shuttle valve bracket attach)
2 MS24694-S70 machine screws (pressure manifold attach plate)
2 MS35206-263 (10-24) cap screws (control quadrant attach brktto control manifold)
4 MS35207-262 cap screws (control quad to tunnel)
4 Kl000-3 anchor nuts
8 AN426A-3-5 rivets for anchor nuts
lpc 1/4" phenolic 1" x 5" (manifold attach) & hand pump bumper block
12 Flex line ft gs.
2 AN804-4D bulkhead Tee, bulkhead on run
4 AN816-4D straight
2 AN816-4-4Dstraight
1 AN816-6-2D straight (em. supply line, at reservior with 1/8 pipe reservoir thread size)
44 AN818-4Dnut
12 AN818-6Dnut
44 AN819-4Dsleeve
12 AN819-6D sleeve
1 AN822-4D elbow
4 HK822-4D (elbowwithrestrictor)
1 AN822-6-2D
2 AN823-4D45
1 AN824-4DflairTee
4 AN832-4D bulkhead straight
3 AN832-6D bulkhead straight
5 AN837-4Dbulkhead45
1 AN837-6Dbulkhead45
3 AN913-1Dpipeplug
1 AN913-4Dpipeplug(reservoir)
1 AN914-1D 90 (outofhandpump)
18 AN924-4Dnut
4 AN924-6Dnut
1 C5255x4 straight (at hand pump)
1 6801-04-08 90 0-ringto 37 flair
1 C5605x4x4x4 Tee with pipe onside(to shuttle valve)
2 C5315x4 (tohydraulicpowerpack)

Chapter 26 I REV. PC15/4-10-97

Hydraulic System
Lancuir Inlernntianul Inc., Represented by Neica Aviation Inc., CnpyrightO 1997, Redmond, OR 97756
 B. TOOLS
Tube cutter
Tube bender (optional)
Flaring tool (37 JIC)
Deburring tool

~~""~=~=~T.==~*~~~;4:;:1111':;:1..:;:(:::'::;:"""":;:.8=.L.""'._R=:::___:IW~~--_J'[~~~~ ] 1_C_h~ap~t_er_26_H_y_dr~~-;-~-c-S_y_s_t~-m-/ _2_-5_-9_4_ _-++*H

Lnncnir lntcrna.tionu.l Inc., Repre11Cnted by Neico Avintion Inc., Copyright. e 1994, Redmond, OR 97758
 3. CONSTRUCTION PROCEDURE

A GENERAL HYDRAULIC HINTS

Installing the hydraulic system is much easier if you have a few specialized tools.
A flaring tool and a deburring tool are required for this chapter, and a tubing
bender is very handy.

In this section, we will not begin assembling the hydraulic system but will explain
how to flare the end of an aluminum tube, how to deburr tubes, and how to install
fittings. These are all basic skills necessary for hydraulics.

Tools for hydraulics

Figure 25:A:1

Tube cutter

\ /
Dcburring tool

~~"";;?::::-:.?;:~:::;;r:1::.A:::=L.=~~=~=l..Jl:::::__:!IV~~--_J'~[~~:,~]l-=C.:.:h:::ap"'t:.::e:...r:::26=-H-y-dr="-:-ul--:v~-c--:S--:y-s-t~-=-m:.../.c.:2--'-5'---=-94-=-----t+*7J
Lunc:nir Internntionnl Inc., Represented by Neice Avi11Uon Inc:., Copyright IO 1994,Rcdmond, OR 97755
 Al. Fitting a hydraulic line into the fuselage will require cutting and bending. Use a
tape measure to get a rough idea of the proper length for the aluminum tubing.
Cut the tubing to this length (plus a few inches for good luck).

A2. Carefully bend the tubing (usually 2024, 1/4" aluminum tubing) to the proper
shape. Avoid tight radius bends as this tends to flatten the tubing, possibly
reducing the flow capacity. A tubing bender, available through the large aircraft
parts retailers, is a good tool to make the tighter bends. Large bends, such as those
needed to follow the fuselage shape, can be done by hand (carefully!).

Bending aluminum tubing

Figure 25:A:2

With your thumbs close,

bend a little then slide the
tube fwd 1/8" and bend again,
then slide fwd 1/8" and bend
again, etc.

Do not concentrate bending

pressure at one point. A 2"
radius is the smallest bend
that should be attempted
by hand.

~(2";;~~?:~~,::;gA:::L<::;,:~~""'711.=.4~:0:::____'.!IV~~--_J'[~~-~]i.-..: C:.: h:=a:!:'. pt: :e: .r.=2. :.6_H_y_dr-'-~-ul-v1_:c-S_y_s_t_:_~m-'-/_2_-_5-_9_4_ _ JBE-J-i

Lancair International Inc., Rcprescnled by Neico Aviation Inc., Copyright e 1994,Redmond, OR 97756
A3. When the tube is bent to the proper shape, cut it to the exact length you need. ~
These final cuts should be done with a tubing cutter, again available through the
aircraft parts retailers. This tool makes clean cuts and helps reduce the possibli ty
of jagged ridges on the tube end. Jagged ends can cause cracking when the tube
is flared.

Using the tubing cutter

Figure 25:A:3

HINT: Don't try to cut

through the tubing in
one circle. Tighten knob
nd do one rotation around
the tubing, then tighten
ob again and do another
otation, etc., until you have
ut through the tubing wall.

"num
bing

Lancnir Intern11tion11l lnc.,Ruprcaentcd by Neico AviaUon Inc., Copyright IC 1994,Rcdmond, OR 97756

A4. . Use a fine file to smooth the end of the tube. Also use a deburring tool to clean up
the inner edges ofthe tube. Perfectly sharp edges do not flare as well as edges that
have been deburred and radiused slightly.

Deburring tube end

Figure 25:A:4

Deburring tool

/
Rotate tool clockwise
to clean up the inner
edge of the aluminum tube.

AS. Before you flare the end of a tube, be sure to slide your fittings onto the tube. This
is a classic mistake for builders, forgetting to slide the AN nut and sleeve onto the
tube before flaring.

Lancair Internntlcrnd Inc., Represented by Neico Avia lion Inc., Copyright e 1994, Redmond, OR 97756
 A6. Different flaring tools use different method. of holding .the tube, but they all
generally have a clamping fixture to securely hold the tube in place. Be sure the
clamping fixture is set to the proper size tube to avoid crimping the aluminum.

A7. Put a dab ofgrease onto the tapered flaring head. We find this reduces the gouging
in the flared tube surface.

AS. Now screw the flaring tool down onto the tube end until the end is flared. It is
better to screw a half turn, then back off, then screw another half tum, etc., until
the flare is done. This tends to reduce cracking in the flare.

Flaring a tube end

Figure 25:A:5

Cl======fl:::====::::o............__
This handle is tightened
to form the flared end
on the tube.

Put a dab of grease on

the flaring tip to avoid
gouging the aluminum

NOTE: This is only one

model of flaring tool. Other
models may clamp or flare
the tubing differently.

/
This handle clamps
the tubing into the tool

A9. Remove the flaring tool from the tube. Check the inside surface of the tube where
it has been flared. Check for cracking or severe gouging. If the tube looks good,
it is ready to be installed on the hydraulic cylinder, pump, etc..

~~"';;?:::"#-?;:~:::~:i::Al:::v:::"'=Y:==~=A==~=:.O=='--~IV~~--_Jlj:~,~~~~:1'---c-h_ap_t_e_r_2_s_H~y~dr_:_ul_v~-c_S...oy_s_te_om_1_2_-5_-_94___,,____,
Lnnenir Inlcrnnt.ionnl Inc,, Represented by NeicoAvintlon Inc., Copyright O 1994,Redmond, OR 97756
 AlO. Flexible hydraulic lines cannot be flared and require an end fitting (like the
Imperial Eastman BU03-04NJ). These fittings are easy to install as shown in
Figure 26:A:6. Here's a few tips we've found handy.
*When holding the hose in the vise, it is good to clamp it between two pieces of
wood that have a half round shape cut into them. This will protect the hose from
the metal jaws of the vise.
*Push a smooth nail of the appropriate diameter into the end of the hose before
threading on the socket (Step 1). The nail will prevent the hose from being shrunk
by the socket, and ease the threading of the nipple (Step 3). Be sure to remove the
nail.
*After threading the nipple onto the hose, check that you did not cut into the hose
side with the nipple. This can create a flapper door effect, blocking flow in one or
both directions. Check by looking into the those (ifit is short) or blowing through
it both ways. If there is a flap, you should be able to hear it when blowing.

Installing end fittings on flex hose

Figure 25:A:6

SOCKET - LEFT HAND THREADS

0 ~Oil

Cut flex hose to length allow

1-1/4" for each end assembly

Step I Step 2 Step 3

Place hose in vise with center Oil nipple threads and Inside of Thread nipple clockwise Into
mandril Inserted. Thread socket hose with Hozo-011 or heavy oil. soci<et until nipple hex shoulders
counterclockwise onto hose until Caution: Do not oil hosfil cov'ilr. against sock&t.
hose bottoms, back off 112 turn.

~C2"';~~~*~~~~~~A=...,.~:.,,~~~~A~~~@c._~IV~~---Jl[~~~~~]I-_::C:::h~a:!:'.pt~e::.r.::.2c::6_H_y_dr_,_:_ul_v1_:c-S_y_s_t. : :~m.:. _/. .:2: . -=-5-. : :9. : :4_ _

1-Af+
Lnncair Internationo.l Inc,, Represented by Neieo Aviation Inc., Copyright e 1994, Redmond, OR 97756
 More flex tubing hints
Figure 25:A:7

~ End fitth" (N''"l

End fitting (Socket)

Flex hose is held

between wood to protect
it from the vise jaws.

Flex hose

End fitting (2 pcs)

Flex line

Inner fitting can slice a bit of material

from the flex line, causing a blockage.

Those are the basic guidelines for assembling hydraulic tubing.Now we can begin
assembling the system in the airplane. Be sure to keep all hoses clean and never
kink a hose, either aluminum or flexible.

~~"';;~:::~~=~;\!!~=~~..A=w=1.=C=~=.6=~=D=::...-=IV~.!_____Jl[~~~~~]i-=c-=h"ap''t:.::e.:..r...:.26.:._H_y_dr_,_~_ul_vi_.c_S_y_s_te-om_1_2_-5_-_9_4_ _
1-BH-I
Lnncuir lnlernationul Inc,, Represented by Ncico AviuUon Inc., Copyright Cl 1991, Redmond, OR 97756
B. POWERPACK
The power pack bolts onto the aft side of the FS-171 bulkhead, on the left side.

Power pack
figure 26:B:l

3/8-24 screws
Hand Pump Supply

Filler Port

...
!'

~
'
AN3-7A -..:.....~~
Bolts

L...:::C2~~==~==~==4\.="'=~==.a=1.=~=:a=--=IV~~---_Jj[~~~~~rf--c_h_a"""pt_e_r_-2_~_y_dra__,_R_:-~-:c-s_y_s-:e-cm_a_1_1_0-_9__9_4_-+1:-*71
Lancair InWnational Inc., &pnsRnt.ed by Neieo Avis.Uon Inc., Copyright C 1994, Redmond, OR 97766
 Bl. Locate power pack position. The power pack has 2 bolts for attachment, the
reservoir also has two smaller attach bolts on side flanges.
Position the power pack such that it clears the fslg and also adequately clears
the elevator push rod I idler arm assemblies. The top of the power pack should
remain at least 1/2" below the top of the 171 bulkhead so that you'll have room to
fit a baggage closeout shelf across.
With a couple of reference marks, you can adequately estimate where these
bolts will align on the bulkhead.

Power pack location

figure 26:B:2

ref: future
negative(-) post
and electric relay
"II Left ref: future
hydraulic bulkhead
ftgs.

FS-171 blkhd
0 0 0

clearance

B2. Drill for the power pack attach bolts. Use a 3/8" drill bit and punch through the
bulkhead.

B3. Reposition powerpack and drill for the reservoir support bolts. Slip the two
powerpack bolts temporarily into position through the bulkhead and into the
powerpack. Then mark and drill for the two 3/16" reservoir attach bolts.

L.'::(2~~;:?;~~~.A=~1..~r~rl"7UT.=A~~~:=:__:!W~~--_J'[:~~:~~].I-..: C:.:h: :a:. :p.: te:.:r-=2:.: 6_H_y_dr. .L.:"-~-v-~c-S_y_s_t" ~-'-~- '2=-.:. 5-"9_4 _ _1-AH1
Lnncnir International Inc:., Represented by Neico Avialion Inc., Copyright e 1994, Redmond, OR 97756
 Power Pack Attachment
Figure 26.B:3

Power
Ref. FS 172 Blkhd.--.111>11 Pack

Attach Bolts, 2 required ---+~t~==~L

(B-3/8-16xl.25)

Be sure to safety wire the bolt

heads, or use lock washers.

Attach Bolts, 2 required ------~ 11"='--1-----' ...,

(AN3-7A) FWD

Fill with typ. 50/50 Lock nut

micro/flox mixture.

B4. Flox the bolt holes. Dig out the core around the six bolt holes in the bulkhead and
fill with epoxy/flox. Allow to cure then redrill for the bolt holes.

B5. Permanently attach the powerpack. Use the two 3/8-16 bolts and two AN3-7A
bolts with lock nuts. Run all bolts through from the fwd face of the FSl 72
bulkhead. Use AN365-1032 lock nuts at the two reservoir bolt locations.

Chapter 26 REV. PC14/ll-29-96

26-15 Fl--~---~----------J-t)tii
Hydraulic System
Lancair Intemationnl Inc., Reprrnmnted by Nllicn Aviation Inc., Copyright 1996, Redmond, OR 9771i6
 C. MANIFOLD I ACCUMULATOR
The manifold is simply a block that allows for several high pressure lines and
fittings to be easily connected together. The manifold locates behind the gear box,
its exact position is not particularly critical.
The accumulator helps to increase gear operating speeds as well as provide a
buffer for flap actuation as well as any minor leak downs that might occur without
requiring the pump to cycle on each time. The accumulator will also mount
behind the gear box along the right outbd side of the right gear leg door cut out.
It should be located as close to the bottom of the flsg as possible but you must be
sure to allow clearance room for the fitting which exits from the bottom of the
accumulator.

C 1. Make a mounting block for the manifold. Use a piece of 1/4" phenolic and embed
two MS24694-S70 machine screws. First grind a couple of flats on the sides of the
screws so that when embedded in flox, they will lock and resist spinning. See fig.
25:C:l
Manifold base mount
Figure 26:C:l

Manifold attach plate

1"
1/4" phenolic base

\ epoxy/flox screws
into bottom of phenolic plate
to form studs

C2. Locate the position for the manifold. See fig. 25:C:2. First clean and prep the fslg
and phenolic pad. With the mounting pad positioned on the manifold and an
epoxy/flax mixture applied to its bottom, position the manifold onto the fslg
bottom, apply a little weight and allow to cure. Note that the "studs" are longer
than what would appear to be necessary, that is because the manifold will be
supported above the phenolic mounting block slightly for future fitting clear-
ances.

~Q~~==~==~==..a==""=~~=.B=~~'~:_~W"'=-!'.____Jl[~~~~~:l1--c_h~ap~t_e_r_2s_H_y_dr~:'-uI-v~_c_s_y_s-te-~_1_2_-_5_-9_4_ _ H--l<H-i

Luncuir Intemntional Inc., Represented by Neko Aviation Inc., Copyright ICI 1994, Redmond, OR 97756
 Manifold position
Figure 26:C:2

ref: wheel well

4"

--,
- I
Manifold body

\ r I
MS24694-S70
screw (stud)
'vashers
to space above
phenolic plate

phenolic
0
~ E~~---------
0 0
attach plate

C3. Make a fiberglass bracket to attach the accumulator. This is a simple matter of
covering the accumulator with plastic "release" tape and laying up 3 BID around
the bottom half ofit. It is not necessary to cover the bottom area completely since
a clearance hole is required (about a 2" - 2.5" diameter) for the 90 fitting which
will attach to the bottom of the accumulator. Allow the BID to cure, then remove
and clean it up along with cutting the hole in the bottom. See fig. 25:C:3

~ "'; ?;:-:.~: : 1:;:! !~=....~==""=~::==:B=~:D=@:_~IV11:::_.!'.__

:i: ___JII,~~~~:J!r--C_h~ap~t_er_26-:::H::-y-dr--'-:-ul-=v~_c_S_y_s_te_~_/_2_-_5-_9_4_ __,BCH
Lancnir International Inc., Represented by Ncico Aviation Inc., Copyright e 1994,Rodmond, OR 97756
 Accumulator bracket
figure 25:C:3

urumulatar

"'""''
(:llllDwrapJ

C4. Attach the accumulator I bracket. Place the accumulator with bracket into
position on the lower right side of the fuselage in a near level orientation. Allow
1.25" below the bottom fitting port for the fitting itself.
Glass the 3 BID "cup like" bracket into position with 3 BID attaching onto the
fuselage side. See fig. 26:C:3
Accumulator bracket attach
figure 26:C:4

a.em111ttlntor holding
brw:lut

a BID 11ttaoh
with mii:rofillet

L'~"";;?;:;t-~:~;!!!~:~~..a==""=~~=A====~~=:::_~IV~.!:.-_ __Jr[~~~~~]i-=c.::h::ap"'t::::e,_,r=-26=---H-y_dr..L_:-;-~-c-,s_y_s_t~=-m=-1-=2-=-s'--s=-4=---**+I
Lancnir Intenui.tionnl Inc., Represented by Ncko Avia lion Inc., Copyright e 1994,Rcdmond, OR 97756
 D. HANDPUMP
The hand pump is only used in an emergency situation when the standard gear
down system is inoperative. The procedure is very simple. To use, simply place
the gear handle in the down position and pump away. The nose gear will simply
free fall down, the pump is only required to extend the main gear the final half
of their travel range from retracted to down and locked.

D 1. Locate the position for the hand pump on the main spar carry through. It centers
and installs on that aft edge and is "nested" slightly forward into the top flange
of the aft shear panel. See fig. 26:D:l

Hand pump location

figure 26:D:l

Hand pump will

mount on centerline
Note: future area cutout of
aft shear panel flange.

D2. Assemble the hand pump per fig. 26:D:2. This is a simple assembly and doing so
now may prove helpful in positioning and drilling for the attach bolts. Note that
a check valve is used in the hand pump line at the reservoir.

Essentially, the left (#7) line, is the pump inlet. The right (#6) line is the
outlet which feeds to the main gear shuttle valve.

L.:::~"";;;'=~?;:t1:::gr~A=11111'=1,,=~==A=~=~=::..~N~.!'._--_J''~~-l:1i--=C.::h''apc.:t:.::er=-2=-6=-H-y_dr.l_~-~-~-c-S_y_s-te-:_c_4_/3-'---'-9--9_4_-+t-*l1
L11nc11ir Internntionnl Inc,, lb!prcoonted by Ncico Aviation Inc., Copyright e 199<1., Redmond, OR 97756
 Hand pump assembly
figure 26:D:2

Knob
490~
Pump handle ""'
490-04 ~

~=---=~~~
AN960-10
.J:A"'"-' AN960-10 "' P'" I
98296A 181

~ Pump mounting bracket
-"-AN365-1032A 490-03
AN960-10

~AN310-3
@$
--~:
AN960-10
!!er pin

490-20 spacer
(1 on each side
' of pump body)
Pump body, #490

D3. Attach the hand pump assembly into position. The attach bolts are AN3-7A with
two per side. Use the assembly as a drill guide. The pump is "nested" into the
lip of the spar shear panel, this moves the assembly forward for a better fit in the
cabin. See fig. 26:D:3

Chapter 26 REV. PC15/4-10-97

-20
Hydraulic System
Lnncnir Intnmotillnal Inc., Represented byNeico Aviation Inc., CoJiyright 1997, Redmond, OR 97756
 Hand pump attach
figure 26:D:3

Cut out in aft '

flange of shear panel t.J c1 I
I
which allows the -....._ . I
pump shaft to be ....._
I
located further fwd. I

'
I

!
ref: pump shaft

hand pump
attach bracket--~..,..,

small b u m p e r /
block to fit

D4. Make and install a phenolic bumper block for the lower pump body. This will
simply provide a solid brace for the pump body when under operation.
With the bolt holes drilled for the upper attachment, position the pump
assembly and check the thickness required for the phenolic bumper block. Simply
sandapiece(approx. l"x 1") tofitandbondinpositionwithepoxy. See fig. 26:D:3.

D5. Bolt the hand pump into position. Place tape or plugs over the ports so dirt won't
get into the body. (Note: for ease of assembly, you may wish to install the
hydraulic fittings into the pump body first. See Section "F" - Fittings").

~(2="""'":";;=*~"==A=w=l~:::':~==:.8==:~:D~:__IV~~--_Jll~~~~~Ji--=-Ch=a"'p:.:t;;.:erc..:2::.::~'--Y-~'-:"-uli-v_:c-S-y-s-te-~-/-2_-5:_-_94__+~f*-H
Luncuir International Ine., Represenl.ed by Neka Avlallon Inc., Copyright e 1994, Redmond, OR 97756
E. CONTROL QUADRANT
The control quadrant includes:
a.) The central valve body
b.) The gear valve and handle assembly
c.) The flap valve and handle assembly
This quadrant installs just behind the nose gear tunnel and must be aligned
with the instrument panel since a removeable instrument panel section below the
throttle quadrant area is designed to cover this gear/flap control quadrant. The
gear and flap actuation handles will emerge through the instrument panel cover
plate which is attached to the lower instrument panel section, so alignment is
very important.
The central valve body will attach the whole assembly by means of a flat plate
screwed to the fwd face ofit. This flat plate then attaches to a fiberglass BID layup
you'll be putting on the back of the nose gear tunnel.

Control Quadrant Assembly

Fig. 26:E:l

GenrDrum
GI\I-475-4

Hydraulic System
Lnncnir International Inc., Represented by Neico Aviation Inc., Copyright@ 1997, Redmond, OR 977511
El. Assemble the control quadrant. To orientate the central valve body, note the two ~
attachment screw holes, they are on the fwd, vertical face of the valve body. Bolt
the landing gear valve onto the left side using the four supplied bolts. Bolt the
flap valve on the right side in a similar manner. Be sure the mating surfaces are
clean and that the 0-rings are in position around each of the four ports on each
side. Also note that the four bolt pattern is not symmetrical, so you'll only have
one possible way to assemble it onto the central valve body.Use LOCKTITE

E2. Attach the gear handle drum. This drum is simply set with one 10-24 screw in
the top of the drum. Position the drum such that when the drum is rotated into
a gear down position, the threaded hole on the drum side, is aligned 45's (down
and aft). This will leave another depression in the side of the drum which faces
straight down. (This hole is to accept the electric solenoid pin which locks the gear
down handle position.

E3. Attach the gear down lock bracket. This is the aluminum bracket which positions
the electric solenoid pin (plus a micro switch for pressurized models only). This
bracket is attached with two screws, per fig. 26:E:l.

E4. Attach the gear electric solenoid pin. Per fig. 26:E:l, screw and set the solenoid
body into the attach bracket. Slip the compression spring over the check nut.
Assemble the pin with the area washer and circular clip. This assembly will index
into the gear drum hole (the hole facing straight down when the gear handle is
down) and prevent the gear handle from moving out of that gear down position.
The pin is electrically retracted from the drum hole (using an airspeed sensing
micro switch) thus allowing the gear handle to be moved to the "retract" position,
'
E5. Attachthe flap handle drum & spring. This is similar to the gear drum except
it adds a coil spring to position the flap handle in the middle, "off' position. The
flap handle has a detent in the flaps "up" position and will rotate freely between
the center off position and the down position. Rotate the valve stem to learn
where the detents are, then position it in the middle "off' position.
- Drop the spring over the stem with one "tang" of the spring extending fwd. It
will lock into the valve body attach plate, through a small hole on the right side
of the plate.
The other "tang" of the spring is captured by the base of the flap handle drum.
This will actuate the "center off' feature of the handle.

E6. (Pressurized models only:) Attach the micro switch onto the gear solenoid attach
bracket. See fig. 26:E:l. This will be used in conjunction with the automatic cabin
pressurization dump system.

E7. Screw the central valve body attach plate onto the valve body itself.
Use two 10-24 screws. See fig. 26:E:2

Lcneair Int.errni.Uonal Ini:., Represented by Ncico Aviation Inc., Copyrighl Cl 1994, Redmond, OR 97766
 Central valve body
fig. 26:E:2

Valve Body
#475

4-810 ftange,trimmed
to fit nose-gear tunnel

ES. Locate the mounting position for the control quadrant. This location is on fslg
centerline and, just aft of the nose gear tunnel. See fig, 26:E:3. Make some
reference marks on the nose gear tunnel so you can quickly get back to the correct
position.

NOTE: It is very important that this quadiant assembly align with the
appropriate panel on the instrument: panel. The quadrant must be as close as
possible to the back face of the instrument panel and be centered both left/right
as well as vertically. If this alignment is off, then the gear and flap levers will not
fit through the panel face properly.

~~S';;~~?l~~:!l!:'\,.-,,~~:...a.1..R::~--=IV~~--_J'[~~~~~]1-__:Cbc;...;.a.._pt'-e_r_2_~~y~d-ra'-RE-uli_v_:c-s_y_s_~-~-!-'_1_0_-9_-9_4_-1-~
La.ncair International Inc., Represcnu.i by Neico A via lion IM., Copyright Cl 1994, Red.mend, OR 97756
 Central valve body position
figure 26:E:3

Instrument panel

.. Center control quadrant on

14 the instrument panel's access

----''---J.-->-_j_P""'l

E9. Make up some fiberglass angle stock. This will be used for attachment ofthe valve
body on the top and on the bottom sides. Simply release tape a piece of wood
(2"x4") or equivelant to attain a 90 angle. Lay up 4 BID over this such that you
have at least 3-1/2" on one leg and 1" on the other. You'll need about 18" of it but
it's always good to have a little of this laying around so make some extra.
Central valve body side view
figure 26:E:3b

Instrument panel~

nose gear tunnel

quadrant must be within
- - - 118" of aluminum panel
and centered vertically in
panel opening

Lilncair Intemn.tional Ine., Represented by Neico Avi11tion Inc., Copyright e 1994, Redmond, OR 97766
 Central valve body attach/ top view/ side view
Figure 26:E:4

nose geartunncl

4 BID flange
ade from
fiberglass angle
rer: instrument
panel, console

flnp
handle
drum

Aluminum cover panel, Flap handle

must be kept close to
valve body (within 0.10'')
for proper handle
positions as they emerge
through the panel itself.

fiberglass angle

ref: nose gear tunnel

MS35206-263
Kl000-3 typ

control
quadrant

FWD

Lani;nir Internntlonnl Inc., Represented by Ncico Aviation Inc., Copyright e 1994, Redmond, OR 97756
 ElO. Trim the fiberglass angle stock to fit between valve body (top) and nose gear ~
tunnel. Hold the v:alye body in position and mark a piece of the fiberglass angle
stock to fit between the attach plate and the nose gear tunnel. This piece will then
be glassed onto the tunnel and the valve attach plate will screw onto it. When it
fits well, mark and drill for the two K-1000-3 anchor nuts. (It's easier to install
them now.)

Ell. When the top angle piece is fitted, glass it in place. With the angle piece screwed
to the fwd face ofthe attach plate, use a dab of quick setgluetoholditin temporary
position on the nose gear tunnel and apply 3 BID over it to secure it to the tunnel.
Support the bottom of the valve body so it remains true vertical during this
cure.

El2. Trim and fit the two side fiberglass angle pieces between valve body attach plate
and nose gear tunnel. The top piece will pretty much hold the valve body in
position while you attach the side pieces. In a similar manner, mark, drill and
attach the anchor nuts. Screw the pieces into position on the valve attach plate
then set the 3 BID to attach the fiberglass angles onto the sides of the nose gear
tunnel.

El3. Temporarily attach the central valve body. You can now attach the valve body
however it is necessary to swing it aft when tightening up the fwd most lower
hydraulic fitting so there is no point in permanently attaching this quadrant until
the lines are connected.
You may install the complete control quadrant at this time as well. Do not
permanently attach the gear or flap handles at this time. They'll just get in the
way and the ends must be installed after the cover plate is installed on the
instrument panel anyway.
(Note: When you do finally install the gear and flap handle shafts, be sure to set
the check nut to hold the shafts into the drums which are attached to the valves.
The handle ends are then screwed onto the shafts after the instrument panel
cover panel is positioned. Use a dab of thread lock to secure them on their shafts.)
Valve body upper tunnel attach
Figure 26:E:5

~~"':;~~~:!!!::::~!!#.==A=lr=l~=!jfl'lll=~=..6==1.=Ji_==:.._::!!_IV~!._____Jl[,~~~~~]l-'C_h_,ap,__t_er_2_6_Hy_--,~,__~-ul--,v_~c-S-y-s-te-Om_/_2_-5_-9_4_ _+;:~
Lam:air lntcrnnt.ional Inc., &presented by Neico Aviation Inc., Copyright. e 1994, Redmond, OR 97756
 F. HYDRAULIC FITTINGS
Bulkhead ftgs: Used to transition through a bulkhead. For our typical-4 fitting
(ftg), use a 7/16" drill bit and for the -6 use a 9/16" bit.
Sealing pipe threads: To remind you again, seal all pipe threads carefully. We
do not recommend use of the teflon type sealing "tape". A plumber's pipe thread
sealer compound is preferred. Be very careful to NOT get any of the pipe sealer
compound on the first thread of the fitting. By keeping the sealer off that first
thread, you are assured that none will get deposited in front of the ftg. as it is.
screwed into its housing. Loose sealer in the system can cause problems.

We'll start by installing all the fittings first, working from the aft area fwd,
although that doesn't make much difference.

Fl. Install power pack ftgs; Attach the fittings to the power pack per fig. 26:F:l.

Power pack ftgs.

figure 26:F:.1

Hand Pump supply

ANB16-60 \ screw in tight,
(earlier versions require)
no longer: a vent or
(ANB16-6-20)
filler hole
Vent Line. ANB16-40 ~
dump over board "-:..... it
AN913-40
Pipe Plug~
& J

: .
C5315X4
Fittings

NOTE:The 0-Ring screw under the reservoir

must be tight. Failure to tighten this will
result in the loss of fluid, and subsequent
loss of gear operation.
(current version uses a stud,0-ring,washer,nut)

L.::~";;~:::~?::~;=A=1V=~=r="=.ft='l/l.==~=:a=--=IV~~--_J-jf~ ~ ~]1-c: :h:.: a"'p:.:t: .:er:. .:2:.:~'- ydra-.L.RE_uli_v_:c-s_y_sP:. : . !.:. .:. .'1:..0:..-9:..-.:...94:.......-+f.*+1
1..aru:nir International Inc., Rtipn11N1nled by Neiet.1 Aviation Inc.., ~opyrigh\ C 199-4, Redmond, OR 97766
F2. Mark location for the three FS 171 bulkhead ftgs. The glass to glass pad will be
just right of centerline (by about 3/4") and just above the idler arm bulkheads, for
best fit. With the location marked, make a "glass to glass" section measuring
approximately 1.5" x 3.5". Cut the aft plies away, remove the core and add 3 BID
over to create this pad.

FSl 71 bulkhead ftgs. pad

figure 26:F:.2

FS171 bulkhead ~

Glass to glass pad ~

for three bulkhead ftgs.

T 1.5"
#1

j_ '---+----!--___.,
1" ty

F3. Install bulkhead ftgs. for power pack forward routing. Three lines for the power
pack will be routed forward. These lines will route forward using bulkhead ftgs.
on the FS-171 bulkhead and further fwd through the wheel well. These lines are:
1.) Emergency hand pump supply
2.) Return
3.) Pressure

F4. Install the three F8171 bulkhead ftgs.

Use: 2- AN832-4D ftgs.
1- AN832-6D ftg. (for the emergency hand pump supply)

Run the AN832 ftgs. through from the fwd side with the AN924 check nut on the
aft face.

Lnncnir International Inc., Represented by Neka Aviation Inc., Copyright e 1994,Redmcmd, OR 97756
F5. Install the three wheel well bulkhead ftgs.
Use: . 2- AN832-4D bulkhead ftgs.
2- AN924-4D check nuts.
1- AN832-6D bulkhead ftg (emergency hand pump supply)
1- AN924-6D check nut
Run the AN832 ftgs. through fwd, from inside the wheel well with the AN924
check nuts on the fwd face of the wheel well.

Wheel well bulkhead ftgs.

Figure 26:F:2a

Wheel well

- - - - FS-171 bulkhead

The lhree lines on on

the same elevation

1
2
3

~"--/~.\
~~
/
~"----?.JJJ
t '- -.J,; .~, :
_,,,,
/
Wheel well
housing
;/. /

J
AN832-6D
bulkhead ftg. (#1),
AN924-6D
/hook nut

AN832-4D
~o1J
... ~
1
2
bulkhead figs. ~d 3
AN924-4D
check nuts
(#2 &3)

Lancnir Inlernational Inc., Reprcsentod by Neice Aviation Inc., Copyright e 1994,Rcdmond, OR 97756
 F6. Install all ftgs. into manifold body.
Use: 2 - AN816-4D ftgs. (straight)
1 -AN823-4D ftg. (45)
1 -AN913-1D plug (available for pressure gauge during testing if desired)
1 Check valve (CMMlOBl)

1 Flow control valve (flaps) (FMFlOB)

1 - AN823-4D 45 ftg.
1 C5255x4 Adaptor ftg.
1 Pressure switch
Note: The flow control valve should be installed first due to its size when rotating.
The Check Valve MUST be installed so that it flows into the manifold and
"checks" in the opposite direction. This means that the end with the ball
(it's visible in the end of the check valve ftg.) must be facing aft or
sticking out of the manifold when the check valve is screwed into the
manifold.
Manifold figs.
figure 26:F:3

AN8164D
(to accumulator)

AN816-4D
(pressure line out)
~,.

Pressure Switch ~ Pressure Manifold

(FL476)
0169420041016 "'

~
Check Valve
(CMMIOBI)
with ball visible

----.....
at this end

\Pressure Line In
(C5255x4)

i_:-~"; ?~-~=~;:! ~=ir~. A='l l "=.IT.=~: : : Ail8=: :~:~: ::_~IV":_:!____Jl[~~~~~]'I.-_C_h_ap~t_e_r_26_H_y_dr~:-:-v~_c_S_y_s-:e-Cm_l5_14-_10_-_9_7_-++-*"'

Lancnir Internntianal Inc., !Wpreaenled by Neico Avinlian Inc., Copyright ti) 1997, Redmond, OR 97756
 When all ftgs. are installed, cover them temporarily with tape or a cap to keep dirt
out.
F7. Bolt the manifold into permanent position. Use the two "studs" to secure the
manifold installing approximately 3 washers between manifold and base plate to
hold the manifold up off the floor for ftg. clearance. Use AN365-1032 lock nuts.

F8. Install the 90 0-ring type ftg. in the base of the accumulator. See fig. 26:F:4.
Use: 1- 6801-04-08 (90 3/4-16 to 1/4" flair tube ftg.)

Accumulator ftg.
Figure 26:F:4

valve stem
(accumulators are
.---?-
pre-charged and
should not normally
require charging)

accumulator

6801-04-08 ---~~

I
_J_

Lam:nir Int.crnatfonal Inc., Rcprosent.cd by Neico Aviation Inc., Copyright C 1994, Redmond, OR 97756
 F9. Install the shuttle valve. The shuttle valve is held in position using a "U" shaped
bracket. The ftgs. "on the run of this shuttle valve Tee,. serve to lock the valve
in place. Locate the bracket at the rear center of the gear box, onto the thick
1/4" bracket that serves as the center seat belt attach plate.
Drill and tap two 1/4-20 holes in this plate for attachment. See figure 26:F:6.

FlO. Install shuttle valve fgts. See fig. 26:F:5.

Use: 1- C5605x4x4x4 ftg. Tee
2- AN816-4-4D ftg. (on the run, right side - spring goes in first)
1- shuttle spring (10877 century)

NOTE: Since the attach bracket secures over the two end ftgs. on the shuttle
valve, you should first install the bracket to the gear box aft bulkhead before
finally installing the 816-4-4D ftgs.
Shuttle Valve ftg.
Figure 26:F:5

~CS60Sx4x4x4

/~

. .---91251A539 Cap Screw

,~

AN960-4 l 6 Washer

#495-01 Shuttle Bracket

'
FWD.

RIGHT

Note: The spring in the shuttle valve is critical. It must be inserted into the
RIGHT HAND side before the AN816-4-4D ftg. is installed. For future reference,
place a representative mark on the shuttle valve to indicate which side the spring
is on. The spring must be on the side which connects the normal main gear down
line. The purpose of the spring is for routine test operations of the hand pump.
When operating the hand pump, the supply line to the two main gear will fill with
oil. In order to relieve this oil, the hand pump check valves have been fitted with

~"C2;~~~~:\~~:!A:::..,."'::'~=::'Al~D::'::::c...~IV~~--_Jl1 26_33 1 -.: :C: :h: :ap!:'.:t: : e: .r: :26: .H_y_dr_l_ :-:-~-c-S_y_:sp=-t~: .~=2:.:/.:. 7-. .:1=2. .:-9:.: 5_- J+~
Lancair International Inc., !Wpresented by Neico Aviation Inc., Copyright 1995, Redmond, OR 97756
 a controlled leak down. The spring assures that the ball in the shuttle valve will
indeed move back to the "normal" side of the shuttle valve once the emergency
side line pressure has been relieved. Thus, which ever side the spring is inserted
from must be used as the normal supply line side and conversely, the side that the
shuttle valve ball is on (driven over by the internal spring) must serve as the
emergency supply line side.
Shuttle valve installation
Figure 26:F:6

Sbutt.l .. v11vl" Shuttle valvl!

mounting bnu:kct
#<195

Drill and t.ap

twc11t!.ai:hKl"I':..,.
!nt.<lRelll'h<lxnf't.
blllkhe..d/-t bdt brkl..
},

)1 ANB164-4D fli!L
tcure ril!ht lUld Id\
flid .....
J,,
)

Fll. Install the three gear box. aft bulkhead ftgs. See fig. 26:F:7
Use: 2 - AN832-4D
1 - AN832-6D (emergency hand pump supply)
Gear box aft bulkhead ftgs.
Figure 26:F:7

Note: Hand pump supply line

is 3/8" D. Use AN832-6D ftg LEFT
in this hole.

gear box aft bulkhead

Approx. 1.5"

7/16" dia, typ for

1.5" -4ftgs.

Lum:uir Inlemntionnl Inc., Re pre sen led by Nelco Avialion Inc., Copyright IO 1994, Redmond, OR 97756
 Fl2. Install main gear cvlinder ftgs. See fig. 26:F:8.
Use: 2- HK822-4D ftgs. (back of cylinder) These fitgs have a restrictor function
2- AN822-4D ftgs. (front of cylinder)
2- ANgl3-1D plugs (plug the inbd aft ports of each cylinder)
Set the fwd goo ftgs. such that they point aft and about 45's downward.
Set the outbd aft goo fts. such that they point slightly down and fwd.
Main gear cylinder ftgs.
Figure 26:F:8

AN913-4D
plug, typ 2 places

ANB221D !
typ 2 places .

~
HJ{8221D _...v
(with resl.riclar)
typ 2 places - in
an cylinder ports
only)

Fl3. Install the flap cylinder ftgs. See fig. 26:F:g.

Use: 1-AN822-4D ftg. (fwd. port, nearest shaft)
1- HK822-4D ftg. (restrictor type, aft port)
The fwd ftg. points on an approx. 45 line, (aft and down).
The aft ftg. points on an approx. 45 line, (fwd and down).
Flap cylinder ftgs.
Figure 26:F:9

~1,.41.a"' W l.r ;~~;; 1_-=c=h=a!:.Cpt==e"""r"'"2e=--_.LRE_v_._ _ _0_1_2_-5_--'-94_ _+{-;*"

1..

L~(2~~~~'11111'~~~~~~:_~~~--_J
- Hydraulic System
L------"-----=--------!L--->
Lnnculr International Inc., Repreoonted by Neieo Avintion Inc., Copyright e 1994, Redmond, OR 97756
 F14. Install the fWd gear box bulkhad ftgs. See fig.26:F:10 for locations.
Use 5 -AN837-4D bulkhd 45 ftgs.
1- AN804-4D bulkhd Tee ftg. (gear up line)
1 - AN837-6D Bulkhead 45 ftg (emergency supply line
The seven ftgs. are roughly centered along a line 2" up from the bottom of the gear
box fWd bulkhd. An optional speed brake motor location is just above these ftgs.
The ftgs. install from the fwd face with the check nuts on the aft side (except
for the single bulkhead Tee ftg. which must install from the aft side).
Fwd gear box bulkhead ftgs.
Figure 26:F:10

Optional speed brake Landing gear

molar locnlion fwd bulkhead
panel

Bulkhead "T" ftg (on the aft side

- - - - - - of the bulkhead, one end runs aft

~l.fi'Jt _+'- -- nndo~eendrnnjstotheleft)

; /
1 2 3 4 5 !
--%~ ~ -& #-K. 2"

t
Em. supply line is 3/8" D,
~GD ftg.
so this is a
Left

F15. Install the hand pump ftgs. See fig.26:F:ll

Use: 1- AN914-1D ftg
1- AN822-6-2D ftg (left side for supply)
They should be aligned to point straight down.

Hand pump ftgs.

Figure 26:F:11

Left eidc Rlght!iido

o!pump of pump

~C2~".:'.~?=t1::::::=:..a:::;1111"':::;,l,:::;l':~rl'7Ui'..:::;A::;:::::~~~::c_~W~~--_J'[~~-~~1 1 C_h-'ap~t_er_26_H_y_clr~:-;-~-c-S_y_5P_t~_m_5_/_4-_1_9-_9_4_-IT*7i
__

L11ncuir Inlcrnnt.lonal Inc.,Rcprcsenlcd by Ncico Aviation Ine., Copyright(!) 1994,Hcdmond, OR 97756

F16. Install the control quadrant ftgs. See fig. 26:F:l2.
Use: 1- AN822-4D (90 ftg., on top, single port.)
1- AN23-4D (45 ftg., on lower, aft port.)
3- AN814-4D (straight ftgs., on remaining lower three fwd ports.)
Aim the 45lowerftg. such thatit points slightly fwd and right when the manifold
is in position. This lower ftg. must be installed first.
Control quadrant ftgs.
Figure 26:F:12

AN822-4D ---__._.._ ~ " Di.

~ "('izJ
-~

Central
con tro 1valve

AN823-4D ---4~... ~ I AN816-4D

(3 places)

Fl 7. Install the firewall bulkhead ftg. pad. This is a "glass to glass" pad required for
the bulkhead ftgs. Cut the aft firewall plies away, remove the core material and
add 4 BID over the area extending at least 1.5" onto the existing firewall surfaces
all around the cut out area. See fig.26:F:13 for location.

Lancnir Int.emational Inc., Represented by Ncitt:1 Avinlion Inc., Copyright C 1994, Redmond, OR 9776&
 Firewall hydraulic bulkhead pad & ftgs.
Figure 26:F:13

1";1
~12.0

5.5 11

Glass to glruis pad

for two bulkhead figs. Upper ftg.:
Note: be sure to allow AN804-4D
sufficient room from
edge of pad, for the Lower ftg.;
upper, bulkhead Tee ANB32-4D
ftg.

F18. Install the firewall bulkhead ftgs. See fig. 26:F:13

Use: 1- AN804-4D bulkhead Tee (top ftg. hole, Tee facing up and slightly left)
1- AN832-4 bulkhead straight (lower hole)
F19. Install the nose gear cylinder ftgs. See fig. 26:F:14
Use: 1- AN822-4D ftg. facing aft on the cylinder.
1- HK822-4 ftg. restrictor type, facing aft on the cylinder.
These are high temperature lines and supplied pre-built. The high temperature
lines are used since turbo temperatures are quite high and the lines run relatively
close to the turbos.
Note: A rear port restrictor is being recommended and supplied which serves to
slow the nose gear extension speed.
Nose gear cylinder ftgs.
Figure 26:F:14

HK822-4
(restrictor type)~ / AN822-4D typ

);/
~I I
nose gear cylinder 0

L..:-"c::;;t;~~~?:~~=~~..A=w="=~=='A=~=~='----='IV~~--_Jll. 6'--H-y-dr-'--:-:-:-c-S-y-sp_t~-~-2-/_7_-7_-_95_---t-t?\cl1
26 _38 .11--=-C=h""apc:..:t--er_2__

Lancnir Internatianul Inc., Represented by NE!ico Aviation Inc., Copyright 1995, Redmond, OR 97756
G. HYDRAULIC LINES
There are two types of lines:
flexible: #HR303 which attaches to any moving part.
rigid: 1/4" or 3/8" diameter, .035" wall, 5052-0 aluminum line.
Gl. Install the three lines from the power pack to bulkhd FSl 72. All three lines are
rigid.
Line 1: Emergency supply to hand pump (3/8" diameter aluminum)
Line 2: Return to reservoir (1/4" diameter aluminum)
Line 3: High pressure line out (1/4" diameter aluminum)
Power pack - FSl 72 lines
Figure 26:G:l

~Hand Pump Supply

~ 3/8"dia.x.035"wall
5052-0 Alu. tube.

Reservoir

Return Line
l/4"dia.x.035"wall
5052-0 alu.

Pressure Line
l/4"dia.x.035"wall
5052-0 alu.

G2. Install the three lines from FSl 72 to the wheel well fwd face. See fig. 26:G:2. Keep
them close to centerline as they pass forward inside the wheel well to maintain
adequate tire clearances.

L"~"";;?~#-~=~~f1=~,;,,..4l=w="=~::::=:.8=:::~:D::::_~IV~.!____J[ 26_39 l!'l- C: . :h: . :a"'p"-te= r. .:2:. :6H'- - -y-drL~-uli-'v_:c-S_y_s~-~-~-41_1_1-_2_9-_9_6_-W.*" 14

Lnncnir Intemntionnl Inc., Rllprn11cntnd by Nnico Aviation Inc., Copyright@ 1996, R!!dmand, OR 97756
 Wheel well lines
Figure 26:G:2

Wheel well

4 - - - - FS-171 bulkhead

The ihree lines on on

the same elevation

1
2
3

G3. Install the three lines from the wheel well - forward.
Connect line 3 (bottom line on wheel well, 1/4" D alum.) to the manifold aft port.
Connect line 2 (middle line, 1/4" D alum.) to the right side bulkhead ftg. on the
gear box aft bulkhead.
Connect line 1 (top line, 3/8" D. Alum.) to the outbd bulkhead ftg. on the left side
of the gear box aft bulkhead.
Wheel well to manifold, high pressure line
Figure 26:G:3

fwd face
of lire well
enclosure~
Line113
FWD

AN832-4D
Aluminum line, lyp. bulkhead ftg.

Mnnirold

G4. Install the manifold. high pressure "out" line. This 1/4" D., .035" wall aluminum
line connects the fwd left port on the manifold to the inbd left bulkhead ftg. on
the back of the gear box. Fabricate anotherl/4" D., .035" wall aluminum line that
continues the high pressure line fwd through the gear box. This line will connect
to the #4 fitting on the fwd gear box bulkhead. See Figure 26:G:4.

L'C2"';~~=';#~=!i='#-~;="=v="'=~==.41=~=D="....-=1IV~.!.____JIJ 2.~-~~1 1_-=C_hccap"-t=-=e-r_2-'-~-y-d-'r-:-~-v-:c-S_y_s-~e-Cm_6_/_5_-1_-9_4

_ _1-Hi'"11
Lnncnir!nlernntiom1l Inc., Represented by NcicoAvinlion Inc., Copyright 1994,Redmond, OR 97756
 Manifold to aft gear box lines
Figure 26:G:4

pressure out line

connects to inbd ..A'
bulkhead ftg. on _..,,r manifold
gear box (aluminum
line}.

GS. Install the flap cylinder (up) line.

Flex line: 27.5" long
This line connects from the fwd, right ftg. on the manifold (which already has
the flow control device on it) to the fwd side of the flap cylinder. Routing is around
the right side of the gear's aft panel, under the main gear cylinder and fwd to the
flap cylinder (fwd port). See fig. 26:G:5.
Manifold to flap - cylinder line
Figure 26:G:5

........__ Flex line from flow control

valve to fwd port on flap cylinder
routes through inbd cutout on righl
aide of gear box af1; bulkhead

L'lm:air International lnc.,Repreumt.ed by N11ico AviaUon Inc., Copyria-ht C 1994, Redmond, OR 97756
GG. Install the accumulator line to the manifold. This line connects from the accumu-
lator bottom to the single port facing up on the manifold. The line routes up and
over the area the gearlegwill occupy when in the retract position. See fig. 26:G:6.

Manifold to accumulator line

Figure 2G:G:G

Right

Line routes over

gear leg (in retracted position)
and down onto manifold Accumulator
top port I fig. \

Manifold----...._
0
Ref: gear leg
in retracted pos.
~

G7. Install the pressure switch into the manifold. The pressure switch screws into the
right rear port on the manifold.

GS. Install the manifold plug.

Use: 1- AN913-1D ftg. This is simply an available accessory port which could
be used to check system pressure, etc.

G9. Install the main gear cylinder clown lines.

Aluminum lines: 15" long (two required)
These arn flex lines and route from the shuttle valve Tee ftg. to the cylinder (fwd)
ports. See fig. 26:G:7.

Lnncair lnternatin1wl In1:"' H1~presentet! hr Ncii:o Aviation lnc., CopJT1~l11 D 199!1, Hcdmnnd. Oil !Ji"75fi
 Main gear cylinder down lin'c'S
Figure 26:CT:7

lVIain gear cyl. do,vn

lines (each is 15"
alun1inum line)

Shuttle valve

G 10. Install the (normal) gear down line from the shuttle valve. This aluminum line
routes from the right side of the shuttle valve, fwd to the #1 fitting on the gear box
fwd bulkhead.
Gear down (normal) shuttle valve line
Figure 26:G:8. l

7 6 5 4
0
.)
i J

I
I
I
\
I

Shuttle vah e Aluminum line passes un

right side the right mainEear cylind
fwd to the # 1 ftg on gear

L!~C>;
=~=tf!.:; .';:.~='t ~ ~ :;:,A~:;:,.l'. ~. , ,.~=Al. ~Do:._,_N~~---1 I
WFl/lll.lllll.Jrfi.. .
26 _43 I1_...:C:.:h:.::":r:Pc;.te'-'r-'2"-'6'----1.-R_E_V_.
L:mcair lu1ema1iunal Inc. fitpn'S<'!l1Pil 11.v Neirn Aviation Im , Cop)Tig-h! D EJ!l!J, Htdmond, OH !l775G
Hydraulic System
_ _P_C_l..:.S/_l_-2_5_-f_J9_--l+7i:+
G 11. Irstall the gear up lines.
Aluminum lines: Approx. 31.25" right retract cylinder to straight on the run
Tee located on the gear box #5 ftg.
Approx. 39.5" left retract cylinder to 90 on the nm Tee
located on the gear box #5 ftg.
These lines connect from the bulkhead Tee ftg. on the gear box fwd panel to the aft
port ftgs. on the main gear retract cylinders.

Gear up line!'
Figure 26:G:8.2

This line rou1es slightly

gear up
upward, then down along
#5 ltg.
the floor
Nole:
both are flex lines.

reducer f!g_
in aft outbd por1s
of cylinders

G 12. Install the flap up line.

Flex line: 13.5" long
This line connects from the gear box #2 ftg. to the aft ftg. on the flap cylinder.
Flap up line
Figure 26:G:8.3

HK822-4D ftg.
nap line (up)
restrictor type
#2 ftg.
(flexible line)

L
!~=:.,..;;;~#-'~:~=~A=.lf.=~==.B=.l.='O=::.___:JV':_.!._
~ 'lllYl/lfJ'f"Il""1i...
___JI I 26-44 I1--C_h_a~p_t_e1_ Hydraulic
.
-~1_rn_1_.___ P_C_.1_s_11_-_25_-_9_9_-T-H\--t1
System
Laucair lnternatimrnl Inc., Hcpresented hy NeiCll Avia1irm Inc., Copyrig-ht D I !J!l!l. Redmond, OH !Jii5G
'_26_
G 13. Install the emergency gear down shuttle valve line. This 1/4" D. x .035" wall,
aluminum line routes from the left side of the shuttle valve, fwd to the #6 line on
the gear box fwd bulkhead. This line is only used in an emergency situation or
during routine backup tests.
Gear down emergency shuttle valve line
Figure 26:G:9

Emergency hand
pump supply
#7 ftg. .............__ _/Emergency down
.........._ ~ #6ftg.
I I
I I
I I
I I
IJ
I

318" D x .035 1/4" D x .035 Aluminum line

alum. line through routes to the AN816~4-4D fig.
gear box for hru1d on left side of shuttle valve
pump supply.

ROUTING HYD. LINES FWD FROM GEAR BOX:

There are seven lines routing fwd from the gear box. Two will route to the hand
pump and the remaining five route fwd, under the spar shear panels, to the
control quadrant and firewall.
1.) Gear down (normal) to quadrant bottom and on to firewall
2.) Flaps to quadrant bottom
3.)Return to quadrant bottom
4.) Pressure to quadrant bottom
5.) Gear up to firewall & back to quadrant top
6.) Gear down (emergency) to hand pump, right side
7.) Hand pump supply to hand pump, left side

G 14. Install the gear down line first. This line routes from the #1 gear box ftg. to the
bottoom #2 port on the control quadrant valve body (second ftg. from front).
At the base of the nose gear tunnel, a Tee ftg. must be installed which allows
for a line to continue fwd to the lower firewall bullchead ftg. (for the nose gear).
These lines should be kept close to the nose gear tunnel and the line fwd should
stay low to the floor so that the sub floor can easily fit over it. The large 1/2" fuel
line will pass just aft of the lines that route up to the quadrant, thus the
importance of keeping the quadrant lines well forward as you fit them in position.

Lnnenir Inlernntionnl Inc., Represented by NcicoAviulion Inc., Copyright ID 1!1!14,Hedmond, OH 97756

 Gear down line gear box to quadrant
Figure 26:G:ll

rwor--..

r~.~ :_/

~ ~ Connectto

I
R F D P lower firewall
bulkhead Jtg.
Tccltg.

Gear Do\vn Po1t

AN816-4D

L"Q~~;~~*~~t1~:=:1,..l:.:::~'~~'::.H~l..~=:~~--=IV~_!'.____J[ :~:~-~ :1 l- =C=h~apc. :t: :er:. . : _26=-Hy-dr_L_ :-: :-;-c-S-y_sP=-t~-=-!: . .:. ./4-=---=l-=-9--=9-=4---I+~
L1mcnirlntcrnntionnl Inc., Represented by NcicoAvintion Inc., Copyright e 1991,Rcdmond, OR 97756
 Fwd hydraulic lines .with fuel valve reference
Figure 26:G:12

\.
keep lines close to tunnel so
as to clear fuel line
fuel valve
with 1/2" line
routing to firewall

Laneair Inlcrnatlona.l Im:., Represented by Ncieo Aviation Inc., Copyright e 1994, Redmond, OR 97756
 G15. Install the return.line. See fig. 26:G:13. This line routes fwd from the #3 ftg on
the gear box to the most aftport on the bottom of the control quadrant. Once
again, keep this line close to the nose gear tunnel as it bends left and up so as to
provide clearance for the fuel valve.
Return line - gear box to quadrant
Figure 26:G:13

FWDe--

u
0
00

R F D P

Return line port /

AN823-4D ftg.

-l~cz~~:::?:::~~.4==1:~~~..s::1.~:::D:_:IV~:!....--_J1r-~~-~~-]'-_: C~h!:!ap~t:!: er:._:2: .:6:'. . H_y_clra.i.:RE=uli:.:v.:. c:. :. S_y_s.: ~. : ~m: : S:. 1.: 10: . -.: 9-. : 9.: 4-_+A@
Lanea.ir lnternalional Inc.. Repnia.i:inted by Neico Aviation Inc.. Copyright Cl 1994, Redmond, OR 97756
 G 16. Install the flap line. See fig. 26:G: 14. This line routes fwd from the #2 fig. on the
gear box to the third most aft port on the bottom of the control quadrant.
Flap line - gear box to quadrant
Figure 26:G:l4

FWDc=--..

u
0
00

R F 0 P

Flap line port

AN816-4D ftg.
I

~~r;;?~'#~=~;!~=~.A::::::::~::::C=::::::~::::A=l..=Jfl_=::._~IV~~--__J'I~~:~~I1--=C.::h::ap"'t:.=e:...r::26=-Hy-clr__j_:-:-v~_c_S_y_s_~e-'-cm_5-'--/-4_-1_9-'-9-4_-++-+1
Luncair InterIW.tion11J Inc., Rcprescmtcd by Ncko Aviulion lnc., Copyright il!l 1994,Ilcdmond, OR 9775G
G 17. Install the pressure line. This line routes fwd from the #4 ftg. on the gear box to
the most fwd port on the control quadrant.
Pressure line - gear box to quadrant
Figure 26:G:l5

FWD,.....,__

r u
0
00

RF y
Pressure line p o r t /
AN816-4D ftg.

Lnncair Intllrnationnl lnc.,Rcprcsl!nlcd by Ncico Avialion Inc., Copyrigl1l 1994,Rcdmond, OR 9775G

 G 18. Install the gear up line. See fig. 26:G:16. This line routes fwd from the #5 ftg. on
the gear box to the firewall top ftg. (attaching to the Tee portion which is "on the
run".) A second line is connected to the firewall ftg. which routes along the side
of the nose gear tunnel and connects to the top ftg. on the control quadrant.
Gear up line - gear box to firewall I quadrant
Figure 26:G:l6

Gear up line port

AN822-4D ftg.~
FWD,...._,

r u
0
00

R F D P

Gear up line runs

direct to upper firewall
bulkhead Tee ftg. and
back to top ftg. on
manifold.

~~"';;;:::~?;:t1:::ir,;,.A:;:.,.:::L..:::C=~=A=~=IO=:..~IV"=.....!____J[[~~:~~J1_ rccc2-'-6H_y_dr__,_:-~-v-;c-S-y-s-:-~m-5_/_4_-1_9_-9_4_-t1*11
--"C-"'h"'a"-ptc.:e__
Lnncnirlntcrnntional Inc., Represented by Ncko Aviation Inc., Copyright ID 1991,Ilcdmond, OR 97756
 Gl9. Install the gear down firewall fwd line. See fig. 26:G:l 7. This line connects from
the lower firewall ftg. to the fwd. ftg. on the nose gear retract cylinder. This must
be a high temperature flex line.
Gear down f"irewall fwd line
Figure 26:G:17

nose gear cyl.

IL..':C::::Z~~;;:t::::~..a::::.,.1.::::Y:~~::::AL..R_::::::._:!JV~.!'....--_Jl:[~~~~~]1--=C:.: h:=a:s:.Pt: :ec:.r.=2c:.6_H_y_dr- '- :-ul-v_~c-S_y_s_t-~m_1_2_-_5-_9_4_ _+BHi

Lancair International Inc.., Represented byNeicoAvioLion Inc., Copyright 11!11994,Redmond, OR 97756
G20. Install the gear up. firewall fwd line. This line connects the upper firewall ftg. to
the aft port on the nose gear retract cylinder. This line must be a high
temperature flex line.
Note: We have recommended and supplied a restrictor ftg. for the aft (nose gear
up) port.
Gear up firewall fwd line
Figure 26:G:18

Lllncair Inlurnationul Inc., Reprcsent.cd by Ncko Aviation Inc., Copyright e Hl94, Rtidmond, OR 97756
 G21. Install the hand pump, emergency down line. See fig. 26:G:19. This line connects
from the #6 ftg. on the gear box to the right side ftg. on the hand pump.
This is 1/4" aluminum line. Install the check valve and the C5255x4 fitting to
the AN914-1D fitting before figuring the length of the aluminum line.
Hand pump, emergency down line - gear box to pump
Figure 26:G:19

CMMlO-Bl check valve

(note check valve direction)

C5255x4 straight ftg.

1/4" Dia., .035" wall

aluminum line
(Connects pump body
to fitting #6 on gear box)

L1mcnir Intcrnnlional Inc:.,Rcprcsanlcd by Ncico Aviation Inc., Copyright e 199'1,Hcdmond, OR 97756

 G22. Install the hand pun1p supply line. See figure 26:G:20. This 3/8" D., .035" wall
al. line connects the #7 ftg. on the gear box to the left side of the hand pump.
Install the large check valve on the floor, as close as possible to the shear panel.
Hand pump supply line gear box to pump
Figure 26:G:20

AN8226-2D fig.

ANB!B-60 nut~
ANB19-6D sleeve

Hnndpumpsupplylinc,
3/8" D., .035" wall, 5052-0
N
(connecls lo gear box ftg. #7)

, \

(note direction of check

valve.) Mount as close
lo pump as possible. .,

Note that the check valve

fittings do not require flo.ri~
the tube C!nds. Just cut th~-~~ds "-
flat and the swagcd fittings will
lock and seal tho tubas in placo. ~

This completes the hydraulic line connections . . . whew!

FILLING THE SYSTEM:
Use: 5606 standard aircraft hydraulic fluid (red in color)
Oildyne recommends that the cylinders be individually drained to bleed out air.
That becomes quite messy unless you're well experienced in such matters. In
practice though, the system will eventually self bleed the air out. What is very
important however, is to never run the pump dry, this will quickly damage the
pump gears and housing. Note that it is recommended that the hand pump line
be blead by pumping from the reservoir with the line disconnected at the shuttle
valve - simply pump into a can until the hand pump lines are charged up.
Fill the reservoir with oil and run the pump in bursts of not more than 30
seconds at a time. Wait a minute or two between bursts to allow the motor to cool
down. This is a safe and conservative approach to mo tor maintenance. It will take
some time to fill the entire hydraulic system since the accun1ulator and all the
cylinders must be filled. Note that the dip stick in the pump housing is not used
as a fluid level gauge since we have a much enlarged reservoir. The reservoir
should be monitored closely as you begin charging up the system as it can not be
allowed to run so low that the pump gulps air. Keeping it at least half full at all
times is safe. When fully charged up (in the gear down position and flaps up
position), then refill the reservoir to a point about 1" down from the top.

L"'~"";;~~~~:::::~~=....==="':C::::~::::A="'="'"=:a==:...~IV~~----JIJ:.~-~~fi-_c::c.:::h_:::,ap"'t"'er'-'2=-'6=-H--y--tlr-'--:-ui-v_; 8_Y_s_:e-cm_5_1_4__1_e-_e_4_~*7i
0
_

Lnncnir InlcrnnUonnl Inc., Rcprl!Bcntcd by Nl.licoAviution Jnc., Cupyrlghl lD!H,Rcdmond, OR 97756

 CHAPTER27
REVISION LIST
(Pressurized Version)
The following list of revisions will allow you to update the Lancair IV construction
manual chapter listed above.
Under the "Action" column, "R&R" directs you to remove and replace the pages
affected by the revision. "Add" directs you to insert the pages shown and "R" to remove
the pages.

Current

27-1thru27-10 0 None
27-11 PC5 R&R Revised Figure 27:B:3
27-12 PC4 R&R Revised Figure 27:B:4
27-28 PCB R&R Fig.27:E:3 &Steps E5,E6 Revised
27-30 PC16 R&R Revised Figure 27:F:l

Lancnir Intemntionul Inc., !Wpreaented by Neico Aviation Inc. Copyright ID 1997, Redmond, OR 977[i6
 CHAPTER27
FUEL SYSTEM
REVISIONS
From time to time, revisions to this assembly manual may be deemed necessary. When such revisions are
made, you should immediately replace all outdated pages with the revised pages. Discard the out dated
pages. Note that on the lower right corner of each page is a "revision date". Initial printings will have the
number "O" printed and the printing date. All subsequent revisions will have the revision number followed
by the date of that revision. When such revisions are made, a "table of revisions" page will also be issued.
This page (or pages) should be inserted in front of the opening page (this page) of each affected chapter. A
ne\V "table of revisions" page will accompany any revision made to a chapter.

ARROWS
Most drawings will have aITO\VS to show which direction the parts are facing, unless the drawingitselfmakes
that very obvious. ''A/CUP'' refers to the direction that would be up if the part wereinstalledin a plane sitting
in the upright position. In most cases the part shown will be oriented in the same position as the partitself\vill
be placed during that assembly step. However1 ti.me goes on and changes are made, so careful attention
should be paid to the orientation arro\vs.

CONTENTS
1. INTRODUCTION
2- PARTS LIST
A.PARTS
3. CONSTRUCTION PROCEDURE
A. WING FAIRING ACCESS PANEL
B. WING TO FUSELAGE FUEL LINES
C, FUEL SELECTOR
D. ELECTRIC FUEL PUMP INSTALLATION
E. GASCOLATOR INSTALLATION
F. FUEL RETURN LINE TO FIREWALL
4_ PHOTO PAGES

~~"';;~~~:!!!f:::~"#.::::=A:::v=:~:~'=~:=:;.Bl..,R:::::..~IV~~--_J'[~~:~ J1_C_h-'ap~t_er_2_7__F_~~~-l-;-~-st_e_m_O_/_2_-2_-9_4_ _ti~*11

Lnneuir Inlernationnl Inc., Represented by Ncico Avinlion Inc., Copyright IC 1994, Redmond, OR 97756
 1.. INTRODUCTION

The fuel system of the Lancair IV is can be thought of as segmented. First the fuel
runs through flexible lines from the wing tanks to the fuselage shell. Then the fuel
is routed through aluminum tubes forward to the fuel selector, which is mounted
between the pilot and copilot on the floor. Fuel from the selcted tank then moves
to the electric fuel pump mounted aft of the firewall. From the electric pump, the
fuel is pushed into the gascolator, where any water will settle to the bottom and
not reach the engine. The engine driven fuel pump draws fuel out of the
gascolator, decides how much the engine needs, and supplies only that amount
to the intake manifold.Using the fuel injected Continental, the engine will return
unused fuel to the wing tanks through smaller tubes.

The fuel system described is for the Continental TSI0-550, which is the only
engine tested on the Lancair IV at this time. Other engines may require
modifications to this chapter, but the basic concept of fuel supply and return are
essentially the same.

Fuel system schematic

Figure 27:i:l

~ = Fuel direction

Engine driven
fuel pump

Firewall

A .____Electric

Fuselage
----...
Fuel selector

- T fuel pump

Fuselage

L. fuel tank R.fuel tank

~~"';;?:::~~=~;l!!~=~.A='llll"=L<=C=~=""=L.=;ll_=o:_""_:'IV~:!_____Jl[~~:~]t-=C.:.:h.:.:apcct""e'-r_27__F_._u_:-;-~-s-t_e_m_o_/_2_-2_-.:...94__
-!+*l1
L11nc11ir Intcrn11tion11.l Inc., Represented by Ncko Avintion Inc., Copyright !O 1994,Rcdmond, OR 97756
2. PARTS (*=optional parts for fuel pump and gascolator) .~

12 MS24693-S26 screw
12 MS21069-06 nutplate
24 AN426A3-5 rivet
3 AN924-4D nut
2 AN924-6D nut
2 AN960-916 washer
2 AN960-716 washer
2 AN833-6D
3 AN833-4D
2 AN822-6-6D
2 ft. RS3001 braided hose
4 RS1002 hose end fitting
2 ft. RS3000 braided hose
4 RS1001 hose end fitting
2 AN823-4D
1 pc. 1/4" x 3 1/2" x 3 1/2" phenolic
3 MS24694-S100 screw
3 AN365-428A locknut
1 Fuel selector valve
1 C5515-8 fitting, 90
3 AN816-4D
2 AN816-6-6D
1 AN913-3D plug
1 AN913-1D plug
18 ft. 114" D. x .035" wall, 5052-0 Al. tube (three , 6' sections)
12 ft. 3/8" D. x .035" wall, 5052-0 Al. tube (two, 6' sections)
4 ft. 1/2" D. x .035" wall, 5052-0 Al. tube
4 AN818-6D
4 AN819-6D
6 AN818-4D
6 AN819-4D
2 AN818-8D
2 AN819-8D
*1 Electric fuel pump
*1 Gascolator
*2 C5315x8x6 fitting
*1 3200x6 adapter
*1 AN816-8D
*1 ft. RS3002 braided hose
*2 RS1003 hose end fitting

Chapter 27 I REV. O I 2-2-94 'x7<

Fuel System )D<,
Lnncnir Intcrnntionnl Inc., Re presented by Ncko Avlntion Inc., Copyright e 1994, Redmond, OR 97756
 3. . . CONSTRUCTION PROCEDURE

A WING FAIRING ACCESS PANEL

In able to make the wing to fuselage lines, an access panel must be cut into each
wing fairing. These access panels are also necessary for wing installation and
future maintenance.

Al. Mark the access panel location on the bottom of each wing fairing. See Figure
27:A:l for dimensions.

Access panel location

Figure 27:A:l

Wing fairing (top)

~
fuo~P~c:::c:e=l==============~
/
~101/4"
Wing fairing (bottom)
... ,.. 15 1/2" ---.a.1

/ W i n g fairing (top)

Wing fairing rib

~C2"';;~1~?1~~~~~,,..~:,.:,;:"""~lf'D~~~.BL.lnt.~~~~IV~~--_J'[~~:~ 1l-...::C:.::h:::a:;:pt::e::.r.::2.:..7__F-'u-~-;-;-~-st_e_m__:.0.;_/_2_-_2--'9_4_ _
+f-ltt
Lnncnir lnlcrnnllonnl Inc., Represented by Ncico Avinlion Inc., Copyright e 1994, Redmond, OR 97756
 A2. The wing fairing access panels also include part of the wing fairing ribs. Figure
27:A:2 shows the areas of the ribs that should be removed and cut.

Wing fairing rib cutouts

Figure 27:A:2
Fuel vent transit hole
Main spar cutout Rear spar cutout

Cut out this area

of fairing rib to allow Cutout to access
for fuel drain tube and Wing fairing rib bumper block bolts
fuel probe.

A3. Cut out the access panels from the wing fairings.

~~"";;~;;:-:.?i;G;=A==l..~C~:::A~IO=::_~IV~~--_J'[~:~~J1-C_h_ap~t_e_r_2_1__F~u-:-1-;-~-st_e_m_o_1_2_-2_-_9_4__ rttH1
Luncnir Internntlonnl Inc., Represented by Neko Aviation Inc., Copyright e 1994, Redmond, OR 97756
A4. Forma 4 BID mounting flange above the access panels. Do this by applying
release tape to the panels, then tacking them in place with instant glue and
tongue depressors, and finally laying up the 4 BID flange on the inner surface of
the wing fairing.

Access panel flanges

Figure 27:A:3

Wing fairing
(bottom)
/
1/4"

h
~~~1---The access panel will
hold its shape better if
you leave a bit of the
wing fairing rib bonded
to it. (About 1/4" tall).

L11nrair lnlemnUonnl Inc., Represented by Neico Aviation Inc., Copyright e 1994, Redmond, OR 97756
A5. When the 4 BID flanges have cured, remove the access panels. Trim the flanges ~
to 5/16" width.

A6. Secure the access panels to the wing fairings with MS24693-S26 screws and
MS21069-06 nutplates. Use AN426A3-5 rivets to secure the nutplates to the
flanges.

Securing access panel

Figure 27:A:4

AN4ZGAS-S riv\ets /MS21069-06 nutplate

4 BID mounting flange

I i::::::i. _____~
20 P.~'~~~~~~~~~~....1)

MS24693-S25---"'1L
I \Wing fairing
bottom
screw

A7. You will probably want to clean up the edges around the access panels by doing
a micro release. This can be done anytime

Lnncnir Inlernationnl Inc., Represented by NeicoAvinlion Inc., Copyright 101994, Redmond, OR 97756
 B. WING TO FUSELAGE FUEL LINES

Stainless steel braided fuel hoses are used to connect the fuel tanks in the wing
to the fuselage. Bulkhead fittings are mounted through the fuselage. For wing
installation and removal, you will have to remove the wing fairing access panels,
then disconnect the flexible hoses from the bulkhead fittings (hopefully AFTER
draining the fuel!).

Bl. Before we get into the specific of the fuel system, we'll explain how to install
fittings onto the ends of stainless steel braided hose. First, the length of the hose
is determined by measuring from the very tips of the flared ends of the fittings.
Try to measure along a smooth arc between the fittings to avoid kinking the hose
from overbending. Subtract about 1/2" from the measurement to find the actual
hose length. In case you haven't guessed, there are no absolute rules in hose
measurement, just do your best to avoid kinking.

B2. To cut the braided hose, tightly wrap electrical tape a few times around the hose,
centered on the cut line. The best way to actually cut the hose depends on who you
talk to. We've had good luck using a large, sharp cold chisel. We place the hose
on a thick piece of aluminum and with one good "whack" with a ha=er, the cold
chisel produces a clean cut. A band saw also works decent, and a hack saw will
suffice in a pinch.

Cutting braided steel hose

Figure 27:B:l:a

Stainless steel
braided hose 1.....---Cold chisel
(Sharp!)

./
Aluminum plate

~"C2;;?::::~~=~~~:::~i:.4::::::1l:::C:::"'711.:::A=l.=Jl=='~~IV~~---J'[~~:~ ]1-=C=h=ap"'t:.:e-=-r-=2-'-7--F-'u-~-1 -;-~-st_e_m_0_/_2_-2_-..:..9_4_ _

1-Bf-+I
Lancnir lnlernntionnl Inc:., Reprcsenled by Ncico Avia lion Inc., Copyright IO 1994, Redmond, OR 97756
 Cutting braided steel hose
Figure 27:B:l:b

Note: Electrical tape Hack Saw (or band saw)

is wrapped tightly
around hose to pre- wiiifine tooth blade.
vent fraying.

Stainless steel
braided hose
Vise (light pressure)

~C2""~="'!.=~~~~~~~=A=111'=.1..=f:=~=A=~='..ft='--=IV~~-::---:-;-:-::-!II~~:~]1~C~h~ap!:'t~e::._r.:::_2_._7__F_Ju_::~=l:_;::._~-st-e-m-=.0..:../_:2::._-2=---=9-=4--t-Btl-
L11.nc:1ir Inlcrno.Uonal Inc., Reprcsenlcd by Ncico Avialion Im:., Copyrighl 0 1994, Redmond, OR 97756
 B3. Most fuel and hydraulic hose end fittings are installed similarly. Eastman hose
fittings are shown in Chapter 1, with some helpful tips and things to avoid.
Russell fittings are usually used on the braided steel hoses, such as those in this
chapter. The procedure for installing Russell fittings is as follows.
1. Unscrew the red socket of the hose end fitting from the nipple.
2. Hold the socket in a vise and thread the hose into it counter clockwise. The
hose will stop at the bottoming step of the socket.
3. Hold the nipple in a vise. Apply oil sparingly to the threads of the nipple and
the socket.
4. Start threading the socket and hose onto the nipple by hand to ensure
proper alignment. Finish tightening the socket with a wrench until it reaches the
nipple hex or when there is no more than 1/16" gap between the nipple and socket.

Installing hose end fittings

Figure 27:B:2

Twist the hose onto Clamp the nipple into Thread the hose and
the socket counter- a vise and, apply oil socket over the nipple
clockwise until the hose sparinglyto the until there is no more
bottoms out. nipple threads. than 1/16" gap between
the socket and nipple.

~~"';;?:::~?;:~=:~Al=v=.1.=y:"==.,.....,,=A==~:IO:_~IV~~--_J'l ~~:~~]i-=C=h=ap,,_t:.:ec:_r.;::2-'-7--F-'u-~-;-;-~-st_e_m_o_/_2_-2_-_9_4_ _
1-Bf-H
Lnncuir Internnt.ional Inc., Repre!lllnled by Neico Aviutlon Inc., Copyright 0 1994, Redmond, OR 97766
 B4. Now back to the actual fuel system. There are coreless areas in the inside corners
of the bottom fuselage shell, just behind the aft shear panel. In each of these
coreless areas, you will mount two bulkhead fittings, one for the fuel to the engine,
and one for fuel returning from the engine. Drill holes for the bulkhead fittings
as shown in Figure 27:B:3. Use a 7/16" drill for the AN833-4D fitting and a 9/16"
drill for the AN833-6D fitting.

Bulkhead fitting locations

Figure 27:B:3

_ _ _ _ _ _ _ _ _ _s_h_e_n.r_box cover""

51/411

6 318"
Shear panel
(aft)

@= Fuel return bulkhead fitting (AN833-4D)

@ = Fuel supply bulkhead fitting (AN833-6D)

Fuselage side---.. Wing fairing

(top)
Since you are tightening these AN924-4D
AN924 nuts against a curved
surface, it is a good idea to put A/Cup
a washer under the nut with
some flox between the washer
and the fuselage. This will form Loutbd
a flat, hardpoint to tighten the
nut against. Wing fairing
(bottom)
AN924-6D nut :----a.-"'&.i
AN960-916 washer

~c:::2"';;~~~::\~~~~.&~9~,,.~~~~.81..$l~~-=IV~.!'.__ __Jl[~~~~~J'i-=Cc:.:h=ap"-t:.:e.:.r-=2.:.7__Fu-'-:"-;-;-~-st_e_~_C.:.5'-'-/4_-_1_9-_9_4_-H*+
Lancalr lnlcmntionnl Inc., Represented by Neico Aviation Ine., Copyright e 1994,Rcdmond, OR 97756
 B5. Ineachcoreless area, installoneAN833-4D fittingand oneAN833-6D fitting. The
-4D fitting is for the fuel return and the -6D fitting is for the fuel supply. Use
AN924-4D and -6D nuts to secure the bulkhead fittings.

B6. If you haven't yet installed the finger strainers into the brass drain fittings in the
BL25.5 ribs, do so now. You should apply a coating ofteflon impregnated pipe
compound to the threads of the finger strainer before screwing it into the brass
fitting. This pipe sealing compound is available from most hardware stores.
Apply the compound only to the MALE pipe threads and wipe any excess away
from the first couple threads to avoid pushing the compound into the system.

B7. Into the finger strainers, thread AN822-6D elbow fittings. Again, apply teflon
pipe sealing compound to the threads of the fittings. The elbow fitting should
point aft and slightly up when tight.

BS. Connect the AN822-6D elbow fittings in the wing to the AN833-6D fittings you
installed in the fuselage in Step BS. Use RS3001 braided steel hose and RS1002
hose end fittings, installing the fittings as described earlier in this section. DO
NOT use pipe sealing compound on flared threads!

Wing/fuselage fuel supply line

. Figure 27:B:4

Fuel probe Fuel return

lmbl'~
mount

RS3001
3/8" Dia. stainless
steel braided hose.
Aft:.

BL25.5
rib

Fuel drain mount

AN822-6D (threaded brass)
90 elbow fitting Finger strainer

~~,;=':!'.=~=,~~?~~~~::..illl;:lV~A"~:>:f"!l~BA".,R_:::::__::IW~~--_JJ[:~:~:~~] Chapter 27
REV.
Fuel System
PC4/ 3-9-94

Lnm:nir Int.ernntiorud Inc., Repreacntcd by Neico Aviation Inc., Copyright C 1994,Redmond, OR 97756
 B9. Thread an AN823-4D elbow fitting (45) into the fuel return assembly of each
wing. The fitting should point aft and down when tight. Use teflon pipe sealing
compound on the fitting's threads.

BlO. Connect the AN823-4D elbow fittings to the AN833-4D fittings you installed in
the fuselage in Step B5. Use RS3000 hose and RSlOOl hose end fittings.

Wing/fuselage fuel return line

- Figure 27:B:5

Fuel probe
mount

RSlOOl hose ~ 3/8" Dia. stainless

end fit~ \ \ steel braided hose
~ RS3000

Ell. This completes the fuel fittings and hoses between the wing and fuselage. The
braided stainless steel hose are very resistant to kinking, but double check
anyway. As for installation and removal of the hoses when the wing is mounted
to the fuselage, it is a very tight squeeze, so you may want to put the hoses you
just made aside until the wing is installed for the last time.

~<:2"';;~;~=~-#~=!#=A=v=~=C==~=.8==1.=:fl==o:..-=IV~~--_J'I~~~~~]i-=C-=h=ap"'t:.:e.:...r=2.:...7__F-'-u-:'_1 _;~-s-t_e_m_o_1_2_-2_-_94__-++*l1
Luncuir Inlcrnntional Inc.,Represenled by NckoAvintian Inc., Copyright 01994,Rcdmond, OR 97756
C. FUEL SELECTOR

The fuel selector is mounted to the floor ofthe cabin, between the pilot and copilot.
Lancair has specifically designed the selector valve for smooth operation and easy
installation. The bottom plate of this fuel selector is attached with a Permatex
sealant at the factory. The bottom plate is structurally secured in place when the
fuel selector is mounted to the studs.

Fuel selector valve and connecting lines

Figure 27:C:l

NOTE: Fuel supply lines

are connected to the top
ports of the selector valve,
and fuel return lines are
connected to the bottom
ports.

L. fuel
supp~ly
~

\ \
::: \

return

Fuel lines bend

through tunnel, under
forward~
wing spars.

REV. 0 I 2-2-94
Fuel System
Lancnir Inlcrnationol lnc., &preoonted by Ne.ic:o Aviation Inc., Copyright IO 1994, Redmond, OR 97756
 C 1. Cut a piece of 1/4" thick phenolic, 3 1/2" x 3 1/2". This will be the mounting base
for the fuel selector.

C2. Mark the selector valve mounting hole locations onto the phenolic base. At these
locations, drill 1/4" diameter holes through the phenolic. Countersink these holes
to accept MS24694-S100 screws.

C3. Take threeMS24694-SlOO screws and grind flat sections on their heads. This will
prevent them from rotating when used as studs.

C4. Use epoxy/flox to bond the MS24694-S100 screws you have modified into the
phenolic mounting base. Make sure the threads of the screws are not fouled with
fl ox.

Selector valve mounting base

Figure 27:C:2

Use selector valve to locate

screw (stud) positions in
phenolic base. Bond studs
to phenolic with flox.

114" thick phenolic

selector valve mounting base

Flats are ground into ~

the screw heads to help
prevent rotating when the
valve is mounted.

~~"'";~~~?:~'1::..dlll.:::w:L<~(:~:::.6~~::::..~IV~~--_J'[:~::~~]I-..: :C'. '.:h~a:l:'.p~te: .r. :2:.:.7__F. .JuL~.1.:. .:;L~-st_e_m_: o. :./. .:2=- -=-2-. :9. :4_ _
l-A(.jj

Lnncoir Intcrnntlonnl Inc., Represented by Ncic:o AvinUon Inc., Copyrighl e 1994, Redmond, OR 97756
 C5. Locate the fuel selector valve and mounting base so the center of the handle is 2" ~
aft of the instrument panel and on the fuselage centerline.

C6. Sand the bottom of the phenolic mounting base and bond it to the fuselage with
epoxy/flax. Reinforce this bond with 2 BID, overlapping onto the fuselage 1"
around the phenolic. The BID will have cut to be fit over the mounting studs.
Remember to sand and clean the fuselage where you are bonding and glassing.

Locating and mounting selector valve

Figure 27:C:3

A/Cup Instrument
panel

selecto~
LFwd
Fwd shear panel

"' r-
Fuel
valve
2"2_...
1/4" thick phenolic ~"'-- BID
mounting base~

=~~~::~
Fuselage b o t t o m /

C7. Secure the selector valve to the phenolic mounting base with AN365-428A
locknuts.

L":~~~~~:::~:..A=:..L.~~=:.8~~~::.._:!IV~~--_Jt[~~:~~' l-=C=h=a-"-pt:.:e::..r;:;.2-'-7--F-'~-:-l-;-~-st-e-m-0_/_2_-_2--=-9-'-4--H~*l1'
Lnncnir International Inc., Represented by Ncico Aviation Inc., Copyright e 1994, Redmond, OR 97756
CS. Install the proper fittings to the selector valve, as shown in Figure 27:C:4. The fuel
supply fitting on the fwd side of the selector has an 0-ring and does not require
any pipe sealing compound on its threads. All other fittings in the selector should
have sealing compound applied to their threads as discussed earlier in this
chapter.

Selector valve fittings

Figure 27:C:4

Note: The C5515-8 fitting should be

threaded into the fuel selector until
A/Cup the 0-ring contacts the selector body. Weatherhead
C5515-8
v~~~ Then the locknut is tightened down
on the 0-ring to provide a good seal.
No thread sealer is used on this fitting.
Also, the C5515-8 fitting should be in-
stalled BEFORE the AN816-4D fitting
below it. @ ,
~\
Fuel selector valve / ~

AN81666D fittings
(fuel supply)
-----..

/
~
~
/ .,., .
-:
/_<:!!>_,
(CTI\' nrr-~-:;;"'"
v / ~"
,...
Locknut and
0-ring

AN816-4D
fitting

~~~ AN913-3D

~
'--~

//
~~
.. \./
:_----'AN816-4D fittings
(fuel return)

REV. 0 I 2-2-94
Fuel System
Lancnir International Inc., Represented by Ncico Aviallon Inc., Copyright IO 1994,Redmond, OR 97756
C9. Use 3/8" diameter, .035" wall, 5052-0 aluminum tubing to connect the fuel supply .
bulkhead fitting to the fuel selector. It will take some careful bending to get the
tubes to the proper shape, just take your time. Both the fuel supply and fuel
return tubes should run close to the aft shear panel, then turn forward through
the tunnel under the shear panels. At both ends of the 3/8" tubes, slip on AN818-
6D nuts and AN819-6D sleeves, then flare the tube ends with a flaring tool.

ClO. Use 1/4" diameter, 5052-0 aluminum tubing to connect the fuel return bulkhead
fitting to the fuel selector. At both ends of the 1/4" tubes, slip on AN818-4D nuts
and AN819-4D sleeves, then flare the tube ends with a flaring tool.

Fuel lines to the selector

Figure 27:C:5

NOTE: Fuel supply lines

are connected to the top
ports of the selector valve,
and fuel return lines are
connected to the bottom
ports.

Fuel selector valve

*L. fuel
supp~

~
\~f \
f1
\
\
**L. fuel
return

*Supply lines are 3/8" D.,

.035" wall, 5052-0 alumi-
num tube.
**Return lines are 114" D.,
.035" wall, 5052-0 alumi-
num tube.
Fuel lines bend forward
through tunnel, under
wing spars.

Lnncnir Internnllonnl Inc., Represented by Neico Aviation Inc., Copyright. e 1994, Redmond, OR 97756
 D. FUEL PUMP INSTALLATION

From this point on, your fuel system can vary to accomodate your particular
engine. However, we will continue to concentrate on a fuel system tailored to the
Continental TSI0-550 engine. The electric fuel pump in this installation is
located behind the firewall, saving valuable firewall space and protecting the
pump from heat.

The Dukes, model 5133-00-1 (5134-00-1for24 volt) , two stage electric fuel pump
is the reco=ended brand. This pump has a high boost for priming the engine
and a low boost for maintaining consistent pressure to the engine driven pump.
At high altitudes (12,000 ft.+), the electric fuel pump is run on low boost
constantly to pull the fuel from the wing tanks forward to the engine. An engine
"surging" can result from laboring the engine at altitude without the low boost
position.

Dukes, two stage, electric fuel pump

Figure 27:D:l

Dukes
Model 5134-00-1 (24Volt)
Model 5133-~J

DUKES
Inc.

Pump will be labeled

''IN' and "OUT" to show
fuel direction.

=~=:."".~:=~~~~=~&=="'=1:='!1"7UT,=4=~=~="....--=IV~~--_J'[~::~~]rC_h-'-ap"-t'"'e_r_2_7__F_,_u_~_1 _;-~-st_e_m_0_/_2_2_-_94__
L.:'.~P'~ --H*li
Lllncnir Intcrnntionnl Inc,, Represented by Neico Avintion Inc., Copyright e 1994, Redmond, OR 97766
 D 1. Apply release tape to the fuel pump in preparation for making a custom fiberglass
mounting bracket. Cut a piece of cardboard to act as a flange mold for the bracket.
Secure the cardboard (covered with release tape) to the fuel pump casing with a
few drops of instant glue as shown in Figure 27:D:2.

D2. Apply 6 BID to the fuel pump casing and cardboard flange to form a mounting
bracket. When the BID has cured, remove the bracket from the pump and trim
as shown in Figure 27:D:2.

Fuel pump mounting bracket

Figure 27:D:2

6 BID mounting flange Fuel pump

Cover fuel pump

housing and card
board with release
tape before applying
6 BID flange.

L"cz"';;;;;-4.~~~~~f;,!;!'.4:::'.1.:::y;-""""':::Al.~R~~_:!IV~:!____Jll~~~~~J+ F_uL:_1_;-~-s-te_m_:0_:_/_:_2:..-=2-=-9-=4--W.<'+
-=C:.:h:::a"'p"'te:.:r_:2:.:.7__
Loncair International Inc., Represented by Nclco Aviation Inc., Copyright il!I 1994, Redmond, OR 97756
 D3. . Position the fuel pump and mounting bracket on the right fuselage side, behind
the firewall as shown in Figure 27:D:3. Trim the bracket so the fuel pump is as
close as possible to the fuselage side, but the fittings are still accessible. You don't
want the pump too far inbd because it might interfere with the rudder pedals.
Secure the bracket to the fuselage with a thick epoxy/flox mixture along the
bottom edge. While the floxis drying, you can hold the bracket (without the pump)
to the fuselage with some instant glue.

D4. When the flox has cured, reinforce the bracket/fuselage joint with 3 BID.

Locating fuel pump bracket to fuselage

Figure 27:D:3:a

Firewall ,..______ 9"------11~1

~
Electric
fuel
pump
---..
A/Cup .. - I!"

Fwd~ Fuselage
!!!!" ,__"'1

bottom

L::c:::;;;;-<;~~'."::=!?~~f]~A::'v-"'~~=:A~IO::c_-=IV~~--_J''~~~~~]1-..::C:::h=ap;:.t::e::.r.=2.:..7__F-'u-:-;-;-~-st_e_m_0_/_2_-2_-_9_4_ _
1-BE+
Lancnir Inlernntlonal Inc., Represented by Neico Aviation Im:., Copyright IC 1994,Redmond, OR 97756
 Securing fuel pump bracket to fuselage
Figure 27:D:3:b

Rudder crossover

Copilot's right--..__
rudder pedal ~
tube

r
2"

Dukes elec.
fuel pump

1114!'-Z'
clearanc~
~/ '---E:;==;;T'

Right
6BIDpump
mountingf!ange 1 J'
l/S"minumumj/
gap
I
Right fuselage side -----.~/

DS. Thread a C5315x8x6 fitting into each end of the fuel pump. Coat the threads of
the fittings with teflon impregnated pipe compound for sealing.

~~"";;~;;=~:!!!;=~~=.A==~=r=~=-""=,,.=~=D=-~IV~!.____Jl[~:~~~]i chapter 21
Lancair Internalionnl Inc., Represented by NeicoAvio.tinn Inc., Copyright e 1994,Ri!dmond, OR 97756
REV.
Fuel System
0I 2-2-94
 D6. Secure the fuel pump to the mounting bracket with.a hose clamp.

Fuel pump secured to fuselage

Figure 27:D:4

Copilot's right
rudder pedal

Dukes elec.
fuel pump

1111

Hose c l a m p / 'l:;==r

A/Cup

L Right

D7. Thread an 229-4-1 hose elbow fittinginto the inbd vent hole of the fuel pump. Cap
off the outbd vent hole with an MS227769-1D plug. To vent the pump outside the
cabin, use epoxy/flox to pot a #22-4 Brass splice through the bottom fuselage shell,
located just outbd of the right exhaust tunnel. Connect the #22-4 splice to the
elbow 229-4-1 fitting with 1/8"dia.red Tygon plastic tubing. Secure the tubing at
each end with a tie wrap. Exact length and position of the plastic tube is not
critical; it's just a safety vent.
'
Fuel pump safety vent
Figure 27:D:5

1/B"RED tygon
tube.Secure with 2294-1 Elbow
tie wrap

f /#22-4 Brass splice

flexed to fuse.

NOTE;The Dukes fuel pump has two vent Fuseloge

holes.USE ONLY INBOARD. Plug the outbd. ~
vent hole with an MS227769-1 D plug

~~"';;"'i.;,~~{r;'=~~...~V.~""'~~~A:.1.~~'=:a~_..::!IV~~--_Jlf;~-~~lr...-=c=h=-ap"'t=er::.;2:::..7c__F_u.L:-;-;-~-ste_~_c_s_1_1_0-_1_7-_9_4_-I+-'~
Luncnir International Im:., Represented by Ncico Aviation Inc., Copyright C 1994, Redmond, OR 97756
. DB. Use 112" dia., .035" wall, 6061-T6aluminum tubing to connect the fuel selector to
the electric fuel pump. Bend the tubing to follow the general route shown in
Figure 27:D:6. Use AN818-8D nuts andAN819-8D sleeves at each flared end of
the 112" tube. C5315x8x6 fittings are used in both fwd and aft ends of the fuel
pump. No, the copilot will not be stepping on this tube because there will be a sub-
floor under the rudder pedals.

Fuel selector to fuel pump tube

Figure 27:D:6

Note: Exact routing of the

1/2" alum. tube is not critical,
but try to keep it close to
the nose gear tunnel to avoid
the copilot stepping on it.

Exhaust
tunnel

Electric
\ fuel pump

......
......
......

wall~O:;;.;
Use C5315x8x6
fittings in both
112" D., .035" ,,\ sides of fuel pump.
aluminum tubing
Fuel (Secured at both ends with
selector
AN818-8D nuts and AN819-8D Future subfloor
sleeves)

~{;;~~;,~~~~A:_..,,,.~Z:~~~Al..~=@::___:!W~:!__ _ _Jl~[~ :~ ]l-"C.: :h.: :ap"'t"'e: . r.: :2.:. 7__F_,u_~_1 _;-~-st_e_m_: .0.:. /_2c. -2: .. :9. :4_ _!-AE-J-I
Laneair Intcrna.tlonnl Inc., RepreSl!.ntcd by Neito Aviation Inc., Copyright ie 1994, Redmond, OR 97756
 E. GASCOLATOR INSTALLATION

The gascolator is the last chance for water to be separated from the fuel before
entering the engine. If you are using the two stage electric fuel pump necessary
for the Continental TSI0-550, your gascolator must be capable of handling the
high boost pressures ofthat pump. Unfortunately, newlymanufactured gascolators
in this category are not readily available from parts houses. We reco=end you
call aircraft salvage yards and buy a gascolator from a Cessna. These gascolators
were widely manufactured and are easy to find. The Cessna part number on our
gascolator is #0756005-1.

Gascolator
Figure 27:E:l

Drain cable is connected

to this shaft. Cable handle
must be accessible from outside
cowling. We located our handle
in the nose gear opening. Shaft is
pulled up to drain water from
gascolator. More on this subject
in the Firewall Forward chapter.

Fuel to engine ~ Fuel from elec.

driven fuel pump fuel pump
0 0

Gascolator

L"C2~~;.::~;:~:A:::'IF-"~C""1Uf'..~A~~~::.____:!W~.!'._--_J'I[~~~~~]+...::C::h:::a::p.::te::r..::2:.;.7__F....Ju'-~-l-;-~-st_e_m__co_l_2_-_2_-9_4_ _
+Btt
Laneair Intcrnatlonnl Inc., Represented by Ncico Aviation Int., Copyright 0 1994,Redmond, DR 97756
 El. Cut out a 2" diameter section of the firewall's aft laminate and core at the location ~
shown in Figure 27:E:2.

E2. Sand and clean the circular cutout area and the sunounding laminate in
preparation for BID.

E3. Form a radius around the exposed core of the circular cutout with a thick epoxy/
micro mixture. Reinforce the cutout area with 4 BID, overlapping onto the
original aft laminate l" around the cutout perimeter.

Gascolator mounting area

Figure 27:E:2:a

Top right
eng. mount
location
View
looking
aft

13 1/2"

3 1/2"

~\ _ ___,__

'-._/~~5/8" D. hole through firewall.

" D. core removal on AFT side
Firewall~ .--.,,.--- ffirewall ONLY.
Exhaust
tunnel (right)

~~"":;~~~~f;:::~~=A==~::i:::~::;..t!l::::L.:.R;:::::i:::c__W~~--_J'[~~:~~Jl_;:C.:::h.:oapc.:t:.::.er'-2=-7'---F-~,_~_1_;-~-st_e_m_o_/_2_-2_-9_4_ _-tH~oftl
L11nc:nir International Inc., Represented by Ncii:o Aviation Inc., Copyright 0 1994, Redmond, OR 97756
 Gascolator mounting area
Figure 27:E:2:b

Firewall

A/Cup

Fwd..J

~ 2" D. coreless area for

gascolator mounting

E4. Drill a 7/8" diameter hole through the firewall, centered on the coreless area you
just made.

L11nc11lr Internntionn! Inc., Represented by NckoAvilltion lnc., Copyright e 1994,Redmond, OR 97756

ES. To mount the gascolator to the firewall, hold it against the firewall's fwd face and
thread a 3200x6 adapter fitting into it from aft of the firewall. The firewall will
be sandwiched between the gascolator and the fitting.

Mounting gascolator to firewall

Figure 27:E:3

A/Cup

Fwd+-1
Weathehead adapter
Firewall-~_._.._
3200x6

0 ---~ 0 $
\AN816-8D
Nipple

Gascolator
'

E6. Thread an AN816-8D fitting into the 3200x6 adapter fitting. Use some teflon
impregnated pipe sealing compound to seal this joint. Now you are ready to
connect the gascolator to the fuel pump.

Lancair lntcrna.tion.o.l Inc., Represented by Neko Aviation Inc., Copyright C 1994, Redmond, OR 97756
E7. Fuel flows from the fuel pump to the gascolator through flexible, stainless steel.
braided hose. This is the same RS3001 hose you used in the wing fairing areas.
Make up a hose with RS1002 hose end fittings that when installed, has a slight
bend. This will allow some flexing in the system without damaging the hose. Do
not use sealing compound on these flared fittings.

Connecting fuel pump to gascolator

Figure 27:E:4

Gascolator .,.._Firewall

11
Elec.
RS1003 fuel
/ H o s e end pump

RS3002 stainless
steel braided hose RS1003
Hose end

REV. 0 I 2-2-94
Fuel System
Lnni:nir Intcmntionnl Inc., Represented by Ncic:D Avintion Inc., Copyright a:> 1994,Redmond, OR 97756
F. FUEL RETURN LINE TO FIREWALL

From the firewall to the fuel selector valve, unused fuel flows back toward the wing
tanks through a 1/4" diameter aluminum tube. This tube is connected to the lower,
fwd fitting of the selector valve and a bulkhead fitting on the firewall.

Fuel return line

(Firewall to selector)
Figure 27:F:l

r
2:a~\
\ . : _..J.-7/16" D. hole
,#.========"'"' through 2" careless
Nose Gear I area in firewall
Tunnel I \
View
I~'
looking \
.__,;..fw;.;_d;:::.;_. "" \
\
\ 15 1/2."
I \
I Exhaust
\ Tunnel
I \
I \
I \
I \
I \
Fuselage
Botto I
~
Fl. Cut out a 2" diameter section of the firewall's aft 12.minate and core. The location
of this cutout is shown in Figure 27:F:l.

Chapter 27 REV. C15/J.Q-i5-97

Fuel System
Lnncuir Intemnlionnl Inc., Represented by Neico Avintion Inc., Copyright 1997, Redmond, OR 97756
 F2. Sand and clean the circular cutout area and the surrounding laminate in
preparation for BID.

F3. Apply a 4 BID patch to the circular cutout area, overlapping onto the original aft
laminate 1" all around. Use a thick epoxy/micro mixture to radius the exposed
core areas underneath the BID.

Bulkhead fitting in firewall & tube routing

Figure 2 7:F:2

Nose gear
tunnel

~
....--::: 90 bulkhead
fitting in
firewall
(see belo\v)

1/4" Dia., .038" wall,

5052-0 aluminum tube
AN833~!D

iing
90 bulkhead

NC up

LFwd
reinforcement

~Q~~;;-:*~,;::A:;;:w~l..~r:~.,..,,,.:::A:~':.ft:::.._.:!IV~~--_J'[~~-~~/1-..::C:::h,_,,a"'pt::::e::.r.=2c:.7__F. .JuL~-,-;-~-st_e_m. . . : oc:./. .:2:. : :.2. :9. :4_ _ J..A('..-)j

Lanc:u.ir Intcrnntlonal Inc., Rcpre!i<!ntcd by Ncicn Aviallon Inc:., Copyright e 1994, Redmond, OR 97756
F4. When the 4 BID has cured, drill a 7/16" diameter hole in the center of the <ioreless
circle to accomodate an AN833-4D bulkhead fitting. Secure the fitting to the
firewall vvith an AN924-4D nut.
' ,' :, I~_'.,'; ''

F5. Bend a 1/4" D., .035" wall, 5052-0 aluminum tube to connect the .A.L'iT8.33-4D
bulkhe<id fittipg with the lower fwdAN816-4D fitting in the selector valve."From
the selector valve, route the tube fwd past the instrument panel, around the nose
gear tunnel;along the lower right corner of the ti.lfillel, then up close to the
firewall to the bulkhead fitting. Refer to Figure 27:F:2 to get an idea ofthe general
routing of this tube. Flare each end of the tube and use AN818-4D nuts and
AN819-4D sleeves to connect the tube to the selector valve and the bulkhead
fitting.

-' ,~

REV. 0I 2{l~9.4

Fuel System
Lnnenir Interna.tional Inc:., Represented by Neico Aviation Im:., Copyright IO 1994, Redmond, OR 97756
 CHAPTER 28
REVISION LIST
(Pressurized Version)
The following list of revisions will allow you to up date the Lancair N construction
manual chapter listed above.
Under the "Action" column, "R&R" directs you to remove and replace the pages
affected by the revision. "Add" directs you to insert the pages shown and "R" to remove
the pages.

Current
Page(s) affected Rev.# Action Description
28-1 PCll R&R Edited outline.
28-6 PCS R&R Step A5
2S-13 thru 2S-14 PC7 R&R Step C5 revised
Step C7 revised
2S-15 PC6 R&R Fig. 2S:C:3 revised
2S-17 PC6 R&R Fig 2S:D:l revised
2S-20 PC12 R&R Edited paragraph D 10.
2S-21 thru 2S-22 PCS R&R Fig.2S:E:l
2S-23 PCll R&R Added note.
2S-27 thru 2S-30 PC7 R&R Fig. 2S:F:2 revised
Step Fl revised
Step F2 revised
2S-34 PC6 R&R Step G7 corrected
2S-37 PC12 R&R Edited bolt size in part c.)
2S-3S & 2S-39 PCll R&R Revised Fig 2S:G:2:d and edited G 1.
2S-42 & 2S-43 PC12 R&R Revised notes and Fig. 2S:G:5 & 2S:G:6.
2S-44 PCll R&R Step G 13 revised and Fig. 2S:G:7 edited.
2S-46 PCll R&R Edited Fig. 2S:G:S.
2S-47 PC6 R&R Step G 19 revised
2S-4S PCll R&R Edited G20.
2S-49 PCS R&R Step G22
2S-51 PC17 R&R Revised Door Latch Mount Assembly
2S-51.1 PC17 Add Revised Door Latch Mount Assembly
2S-52 PC17 R&R Revised Door Latch Mount Assembly
2S-53 PC6 R&R Step numbers revised.
2S-54 PCll R&R Re-numbered text and revised G30.
2S-55 PCll R&R Step numbers revised.
2S-56 PC6 R&R
2S-57 PCll R&R Step numbers revised.
2S-5S PCll R&R Fig. 2S:H: 1 and text revised.
2S-59 PCll R&R Edited Fig. 2S:H:2.

L~;;~:j\;=0-~=4=,.=~=A=l..=ln=::...._N!::.......:!.._
~-1r~.l'lll>.. _ _JI. I 28 _i 1 1_ _ C_ha~p_te_r_2_s~_R_E_V._P_C_l_7_17_1_5_-9_8_
Door and Fuselage Closeout
Lant:ail' International Inc., Rep1csented by NcicoAvintian lll!J. COj)yright G 1998, Redmond, OR 97756
__,+*-...,
 ~
CHAPTER28 i-:
REVISION LIST
(Pressurized Version)
The followi.ng list vfrevisions will allow you to update the Lan3air IV construction
manual chapter listed a"ove.
Under the "Actio::i" column, "R&R" directs you to remove and replace the ;::>ages
affected by the revision. "Add" directs you to insert the pages shown and "R" to remove
the pages.

Current
Page(s) affected Rev.# A~~i;:in Desc;.ipl;ion

2B-60 PCll Rl'rR Edited Fig. 28:H:3 and paragraph H2.

2B-61 PCll R&.J Edited text and Fig. 2B:H:4.
2B-62 PC13 R&R Added text.
2B-63 PCll R&R Edited and added text.
28-64 thru 2B-71 PCll R&R Omitted due to modifications.
2B-72 PCB R&R Revised
28-73 PCll R&R Edited text.
2B-75 PCll R&:'.\. Edited Fig. -:J:I:4.
2B-76 PCll R.8,R Edited Fig. 2B:cT:l P.nd added text.
2B-77 PCll F&R Edited Fig. 2B:J:2 and added text.
2B-B2 &2B-B3 PCB R&R Revised
2B-B4 PC16 R&R Edited Fig. 2B:L:l.
2B-B6 PC15 R&R Edited Step L2.
2B-B7 thr u2B-90 PCB R&R Revised
2B-9l PCB R&R Revised Figure 2B:L:7.
2B-92 PCH1 R&R Edited Figure 2B:L:B.
2B-93 PCB R&R Redsed
i
2B-97 PCB R&:R Fig. 23:L:l2 revised.
2B-94 thr u 2B-97 PCB R&R Revie2J.
2B-9B & 2B-99 PCll R&R Removed repeat and added text.

!..;mcnir l! 1n111tionul Inc., Rcprrnmnted by Neico Aviation Inc. Copyright@ 1997, &dmond, OR 97756
 CHAPTER 28 ~
DOORAND FSLG C LOSE OUT
(Pressurized Version)
REVISIONS
From time to time, revisions to this assembly manual may be deemed necessary. When such revisions are
made, you should immediately replace all outdated page s with the revised pages. Discard the outdated
pages. Note that on the lower right corner ofeach page is a revision date Initial printings will have the
11 11

11 11
number 0 printed and the printing date. All subsequent revisions will have the revision number followed
by the date of that revision. When such revisions are made, a 11 table ofrevisions 11 page will also be issued.
This page (or pages) should be inserted in front of the openingpage (this page) of each affected chapter. A
new 11 table of revisions" page will accompany any revision made to a chapter.

Arrows
Most drawings will have arrows to show which direc tion the parts are facing, unless the drawing
itself makes that very obvious. "A/CUP" refers to the direction that would be up if the part were
installed in a plane sitting in the upright position. I n most cases the part shown will be oriented
in the same position as the part itself will be placed during that particular assembly step.
However, time goes on and changes are made, s o careful attention should be paid to the
orientation arrows. That old cartoon of the guy ago nizing over the plans for his canoe, built one
end up, one end down, should not happen in real Iie. Especially to you.

CONTENTS
1. INTRODUCTION
2. CONSTRUCTION PROCEDURE
A. LOWERDOORFRAME
B. DOOR SKIN
C. DOOR WINDOW
D. DOOR STIFFENER
E. DOOR HINGES
F. DOOR GAS STRUT
G. DOOR LATCHES AND INSTALLING THE FUSELAGE TOP
H. DOOR HANDLES
I. DOORLOCK
J. HANDLE COVER PANEL
K. DOORSEAL
L. AIR DUCT

3. PHOTO PAGES

Chapter28 I PCll I 3-17-95 l'>o<

DOOR AND FSLG CLOSEOUT ?<
Lnncuir Intumationnl Inc., Repmsiinted by Neico Aviation Inc., Copyright 1994, Redmond, OR 97756
1. INTRODUCTION
The door is comprised of 3 basic items:
1. The door frames: These are molded channels (upper and lower) that bond to
the inside of the fuselage and form the finished edge of the door openi.'"lg in the
fuselage.
2. The door skin: This skin is fitted into the joggle on the fuselage, accepts the
hinges, window and stiffener, along with the latches and handles.
3. The door stiffener: This is a strange looking molded part which bonds onto
the inside of the door skin after the window has been installed. The stiffener
extends to the edges of ths door skin and therefore also lays into the joggle on the
fuselage. The door latches are installed inside the channel formed by this
stiffener. The handles are install ju.st above the lower stiffener channel, toward
the rear section. A removable panel will later cover this mechanism.
Latches: The latching system is rather unique E<!ld very secure, it was designed
for the pressurized model. The difference between a standard Lancair IV latch
system vs. a pressurized model is essentially the number oflatches installed. The
standard Lancair IV utilizes two latches at the bottom of the door while the
pressurized model has eight along with a second actuation handle.
These latches offer the ability to reach out and draw down on the latch pin. The
final air seal for the door is via a pump-up door seal, this is common to both
models. The difference is in the method of pumping up the seal. The standard
IV uses a simple hand pump while the P model uses an automatic, electric air
pump. (The electric air pump is also available as an option on standard Lancair
IV's.)
Lancair IV door
Figure 28

Hinges

Gas strut

Luncuir Internnlicnal Inc,, Represented by Neico Aviation Inc., Copyright 11!11994, Redmond, OR 97756
2. CONSTRUCTION
A LOWERDOORFRAME

Al. Cleco the top half of the fuselage in place. It is necessary to have the top half of
the fuselage clecoed firmly in place for the door installation to ensure a good fit.
It may be a good idea to install another cleco on each side of the door if you have
not already done so.
Trimming Fuselage Joggle
Figure 28:A:l

Loncnir tr,till'nnUonul Inc., Rcprcsc.nled by Ncico Aviation Inc., Copyrighl e 1994, Redmond, OR 97756
A2. Trim the fuselage joggle in the door area to 11/4". Eventually the joggle will be
trimmed down to approximately l". Do not trim the upper part by the
hinges. The joggle on the upper part will end up being approximately 2" wide.

Alignment Holes
Figure 28:A:2

1.2"

6"
6" L
A3. Drill two 1/8" diameter reference holes in the joggle as shown in Figure 28:A:2.
These holes will be used for aligning the door frame.

Lunc:uirlnlt!rnnlionnl Inc,, Rcprcscnlcd by Ncic:o Avinlion Inc., Copyright li!l 1994, Redmond, OR 97756
 Aligning the Door Frame
Figure 28:A:3

Armrest

Alignment hole -

I I
I I Align the door frame to
I I
I I the alignment holes
I I
I I
I I
!, \:::_::_::::_-.:-=:"2~-=-=-:-.:_::_:-:_:-:_:-:_:-.:_:-:_:-.:_:-:_=-:--_-__:._:::_:::::_:::..._..,._=-_-_-____)_) I

_______ ,,,'
----------

Joggle shown in solid line

------ --------
Door frame shown in dashed line
J I

A4. Temporarily install the lower door frame. Align the lower edge of the door frame
to the two holes you drilled in step A3. Center the door frame (fore and aft) in
the door opening for now. In order for the door frame to fit flush against the inside
of the joggle, you will have to trim the door frame where it bumps against the core
in the fuselage.

Note that the frame has a beveled section along the bottom, where it mates up to
the lower fslg. The nearly level, inbd portion of this area will later serve as part
of the arm rest as well.

Lancnir Inlcrnntionul Inc., Ileprcscnlcd by Ncieo Aviation Inc., Copyright IC 1994, Redmond, OR 97756
 Alignment Blocks
Figure 28:A:4

Alignment Blocks at Lower Edge of Door

Armrest

Alignment Blocks Along Sides of Door

Trim this corner of the
block as necessary. The joggle will be
trimmed flush with
The idea is to get a 1/2" the door frame later

gap at the door seal loc=a:;ti=o;;:n=. ;r==;;:=;=::;="7;:~~~=J=o~g~g=le~T/:i

Door frame

1/Z' wood align-

ment block

A5. Supergl ue 1/2" wood blocks every 6-8 inches along the outside of the door frame.
The purpose of the blocks is to provide a 112" gap for the door seal. Along the sides
of the door, the door frame and door stiffener are very close to parallel. Note that
along the lower of the edge of the door, the door stiffener and the door frame come
together at different angles as shown above. Shape the wood blocks at the lower
edge of the door so that there is a 1/2" gap a the widest portion. Remember that
the gap must be at least 1/2" for the door seal to fit and that the door seal will
inflate up to 3/4". An easy way to check your gap is to stick play-dough in the gaps.
The door seal in the inflated condition will conform to the different angles of the
door stiffener the door frame. You may find it helpful to skim through the section
on the door seal. Note that your door stiffener may not fit into the joggles as shown
above. A later step will describe how to trim the door stiffener.

Lanmir Int.ern.ational Inc:., Rilpre111nLed by Neieo Aviation Inc:., Copyrigh~ C 1994, Redmond. OR 97766
 Aligning the Door Stiffener
Figure 28:A:5

Door stiffener
Wood alignment
block
Door frame

A6. Align the door stiffener. From step A5 you know how to align the lower section
of the door stiffener. Center the door stiffener fore and aft in the door opening.

A7. Push the fore and aft sides of door frame in until they touch the wood alignment
blocks on the door stiffener. Cleco the door frame in place when you are satisfied
with the alignment.

AB. Glue 1/2" wood alignment blocks on the outside of the upper door frame just as
you did on the lower door frame.

A9. Trial fit the upper door frame. The alignment should be obvious: the hinge
pockets should align with the hinge mounting pads in the fuselage and align to
the wood alignment blocks. The upper door frame will fit on top of the lower door
frame. Adjust the lower door frame if necessary.

AlO. Trim the door stiffener to fit into the joggle. The easiest method to do initial
trimming of the door stiffener is as follows:

1. Draw a line 1" outside of the joggle on the fuselage.

2. Position the stiffener into the fuselage in between the wood alignment blocks.
3. Measure back 1" from the line onto the stiffener and draw a line.
4. Trim the door stiffener to this line.

Lnncnir InlcrnnUonul Inc., Represcmtcd by Neico Avialion Inc., Copyright !l!l 1994, Redmond, OR 97756
All. Starting at the bottom. re-check the gap between the door frame and the door
stiffener. Drill holes for clecoes or equivalent to hold the door frame and the
stiffener in place. CYou can also use #6-32 screws with corresponding washers and
nuts). In some places you may find the clecoes to be too short. Use bolts at these
locations. As you near the top, keep checking the gap between the door frame and
or stiffener. Realign the stiffener and door frame if necessary. Note: The door
the stiffener will seem to "grow" as you near the top. Reposition the upper door
frame section to match the door stiffener as necessary.

Cleco Alignment Holes for Door Frame

Fig. 28:A:6

Al2. When you are satisfied with the alignment. remove the door stiffener. The door
stiffener does not need to be in place for gluing the door frame in place.

Lnncnir International Inc.,Rcprcsenlcd by Ncico Aviation Inc., Copyright ll!l 1994, Redmond, OH 97756
Al3. Remove the door frame (upper and lower) and the door stiffener.

A14. Using 40 grit sandpaper. thoroughly sand all bonding areas on the top half of the
fuselage and the door frame and clean with MC.

A15. Apply release tape to the bottom half of the fuselage where the door frame and
fuselage contact. (You will bond this portion permanently when the two fuselage
halves are glued together). You should deco or screw the lower part of the door
frame in place to assure that it makes contact with the fuselage bottom during the
bonding process.

Al6. Apply a thin coat of Hysol to the door frame and top half of fuselage in the
bonding areas.

Al 7. Add 10% fl ox to your Hysol. Using the Hysol /flox mixture. spread it evenly
onto the fuselage bonding area or the door frame. You should have a good idea
of how much Hysol/flox is required to fill any gaps. It is best to spread the Hysol/
Floxmixturein a "V" shape as you did on the capstrips to avoid bubbles. The upper
door frame is bonded on top of the lower door frame so make sure you have
adequate adhesive on the bonding surfaces.

Al8. Position the door frame in place using the alignment holes as shown in Figure
28:A:5.

Al9. Bond the lower door frame in place. Align using the alignment holes you pre-
viously drilled.

A20. Bond the upper door frame in place.

A21. Fill the "step" between the lower and upper door frame pieces with micro to allow
for a smooth transition. This is necessary to allow for a good seal.

A22. Now that you have bonded the door frame you can trim the door joggle flush with
the door frame.

Lnncuir Intcrnntional Inc., llilprcscntcd by Nc!co Aviation Inc., CopyrighL il!l 1994, Redmond, OR 97756
B. DOORSKIN

The door skin should be trimmed to size so as to fit into the fslgjoggle. You'll note
that the joggle appears too deep for the door skin, this is due to the fact that the
joggle must also accept the door stiffener. When these two are bonded together,
the joggle will be filled.
The hinges are set into the deep joggles on the fslg top. These two joggles must
be parallel to each other, if not, a bind will occur when the door is opened. The
hinges mount on the top, outside of the fslg and under the door skin and stiffener.

Door Skin
Fig.28:B:l

Trim door skin to fit

in the joggled area

Bl. Trim the door skin, sizing it to fit inside the door/fslg joggle using the same
method as you did with the door stiffener, This will surely be a back and forth fit,
typically requiring at least three sessions to get it just right.
You may use the door stiffener you already trimmed as an initial guide, but
make sure you do not take too much material offi Since the fslg joggle is deeper
than just the door skin, you must place some shims on the joggle to elevate the
skin. You must do this in order to achieve an accurate fit. An even 0.07" gap will
allow for paint and slight movements.

Lancair lnt.ernotlomtl Ine., Rciprellllnted by Nok11 Avial.ion Inc., Copyright C 1994, Redmond, OR 97756
B2. Trim the door stiffener to fit the core in the door skin. You will most likely have
to trim the lower side of the door stiffener to fit the door skin.

B3. Place the door stiffener back into the joggle. The wood alignment blocks should
still be superglued to the door frame so you can double check your alignment.

B4. Place the door skin back in place Con top of the door stiffener). Stick tongue de-
pressors in the gap along the perimeter to get an even gap.

Door Skin, Door Stiffener, and Joggle Alignment Holes

Fig. 28:B:2

- --
.

Using the pre-existing holes in the

door frame and joggle, drill through
the door skin from the inside.

B5. Drill #23 C0.154" dia.) holes every 3" through the door skin. door stiffener. and
joggle in the fuselage. You should use the pre-existing holes you drilled through
the door frame and the joggle. Start at the bottom and work your way up both
sides at the same time. The #23 holes are for #6-32 screws (and corresponding
washers and nuts) from the hardware store, but you can use whatever works. Use
more screws where required. Secure each bolt before proceeding to the next hole.

Lnncair lnlemnlionnl Inc., Rcprescnlcd by Ncico Avinlion Inc., Copyright e 1994, Redmond, OR 97756
C. DOOR WINDOW

The window hole size is determined by the latch pockets in the door stiffener. It
is aligned vertically using the windshield and the aft left window. Do not trim
to the scribe lines on the door skin (they are only used to determine the shape).
The initial part of this chapter is done with the door and stiffener still bolted to
the fuselage. You will initially draw the outline of the window hole on the outside
of the door skin. Then you will remove the door skin and fit the window. You will
then glue it in and bolt the door skin (with the window) to the fuselage to cure.
You should read through this whole section and plan the bonding process.

Door Window Location

Figure 28:C:l

,,,..-;;.-_-.::.:==-=---_-_-_-:_:-:-)

/
JI I

1
/,'
/
,'/~
,,,,. I
I
I ' I
1
I ;
Door wmdow I
.' I /
I/ / /
I1 I '
/ I 1 I
1
I \ I
I ~. I
I I
I { I I

,~----- ~::.:~~====---~-)

Door stiffener
outline

Cl. On the outside of the door skin. mark the location of the inside edges of the latch
pockets by the window as shown. The window hole is cut flush up against the
innermost latch pockets. You need to check for this on both the forward and aft
edge of the door hole.

C2. Starting at your marks from step Cl. draw a line parallel to the scribe line. The
line will most likely be on the inside on the scribe lines (so the window hole will
be a little smaller than shown by the scribe lines) .

Lllncnir lnlcrnoUannl Inc., Represented by Niiico Aviullon Im:., CopyrighL 1!!11994, Redmond, OR 97756
 Window Hole Location
Figure 28:C:2

The lower edge of the door window should

follow the lines of the aft window and the
windshield

C3. Draw a line that follows the lines of the lower edge of the aft window and the
windshield. The lower edge of the door window should follow the lines of the aft
window and the windshield. The scribe line should be of good help to determine
the shape even though it may not be at the correct location. Stand back and see
if your line looks right.

C4. Draw a line at the top scribe line. Stand back and see if this looks right: does the
line youjust marked look like it would intersect that of the top edge of the rear
window? Adjust accordingly. You will connected these four lines with a radii in
the corners later in this section.

C5. Remove door skin and stiffener. Transfer the lines from the outside of the door
skin to the inside. One method of accomplishing this is to drill a few 1/16" dia.
holes along the lines. Then simply redraw the lines on the inside of the door skin.
You will be using these lines in step C7 to ensure that you will have at least 2"
of bonding area between the door window and the door skin.

C6. On a table, place the door skin with the inside facing up. Find something soft
to lay the door skin and window on to prevent scratching the window.

C7. Lay the window into the door skin. Using the line you drew in step C5, position
the door skin so you have at least 2" of contact area between the door skin and the
window.

Warning: it is important that you have 2" of bonding area between

the window and the door skin.

Lnncnir Inlernnlional Inc., Reprencnled by Neico Avinlian Inc., Copyright 1994, Redmond, OR 97766
CS. Connect the four lines you marked in steps C2-C4 with radii like on the scribe line.

C9. Trim the door skin flush to this line. Double check that you have at least 2" of
bonding area between the door skin and the door window. If you have more than
2" of bonding area between the door skin and the door window, you may trim the
excess off the window.

ClO. Bevel the window cutout as you did with the other window cutouts in Chapter 18.

Cll. Drill 3/16" holes every 4" around the perimeter of the window (not through the
window). Leave a 1/8" gap between the edge of the window and the bolt.
This will allow the window to move to allow the door skin and window to conform
to the top fuselage half during bonding. Install washers and nuts on each of the
bolts.

C12. Turn the door skin and frame over and draw a reference line on the window
showing the edge of the cutout. Make another line 1/2" to the inside. This is the
line you will remove the protective barrier up to.

Cl3. Remove the window.

C14. Remove the protective material on the bonding side up to the line you just drew.

C15. Apply a layer of 3/4" wide electrical tape to the outer surface of the windows.
covering the narrow clear areas between the protective barrier and the edges of
the fuselage cutouts. The edge of the electrical tape should be held 118" short of
the cutout edges.

Cl6. Clean the bonding areas of the windows with isopropyl (rubbing) alcohol. When
cleaning the bonding areas, use a soft cloth such as a T-shirt. Do not clean the
edges. The edges may absorb the alcohol and cause crazing. Sand thoroughly so
no "glossy" areas remain. Be careful while sanding up to the electrical tape edges
not to damage the tape.

C17. Using 40 grit sandpaper. sand the bonding areas on the door skin. Do not touch
the sanded areas in order to keep them clean. Do not use alcohol or any other
solvent on the windows after they have been sanded. Itis sufficient to simply blow
them clean.

Cl8. Glue tongue depressors in the door joggle to simulate the thickness of the door
stiffener.

Cl9. Bond the window in with Hysol. As always, first apply a thin coat ofpure Hysol.
Then mix a little flox in with the Hysol and apply the mix to the door skin in the
bonding area. Snug up the clamping bolts just enough to hold the window in
place. The bolts will be retightened after the door is back in place on the fuselage.

Lnneair Intern1tlionnl Inc., Represented by Neico Avinlion Inc., Copyright 1994, Redmond, OR 97766
020. Bolt the door skin (with the window in it) to the fuselage. This is where you'll need
an extra hand to help you tighten the bolts. Make sure you can get out of the
fuselage after you are done! You can either exit through the baggage door or the
landing gear cutout.

021. Tighten the bolts enough to get a good sgueezeout from the Hysol. Do not
tighten them too much or the bonding surfaces will separate.

Checking Door Stiffener Fit

Fig. 28:0:3

Door stiffener__... ~---....

Door window

Protective barrier
Door skin-/ 4 BIDE glass
Electrical tape

022. Check door stiffener fit. You may need to shave a little of the window. Refer to
Figure 28:0:3.

023. Secure the window with 4" wide 4 BID. Note that the 4 BID reinforcement
extends all the way to the edge of the door.

Lnncnir Inlernntionnl Iru:.,Represenled by Neico Aviation Inc., Copyright 1994, Redmond, OR 97756
 6 BID Carbon Reinforcement on Door
Fig. 28:C:4

r----7~--Th==e~aft=.::side reinforcement extends

up to the upper part of
the core area in door.

6BID side
reinforcement
Extend the lower

The aft side rein-

forcement makes
a butt joint with
-~s~mliiil~-~~~~~)- lower edge of
reinforcement upthe
to core
the
area in the door.

the lower 6 BID

reinforcement.
The reinforcments must Lower6BID
not extend onto door skin reinforcement
and stiffener bonding area.

C24. Apply a 6 BID carbon stiffener as shown in Figure 28:C:4. A 6 BID reinforcement
at a 45 weave bias is required along the bottom edge of the door and along the
aft side. The BID is applied flush up against where the fuselage joggle and the
door make contact.

1. The lower reinforcement is approximately 4" wide and 31" long (measure the
exact dimensions on your door. The width is governed by the location of the core
(see the above figure).

2. The aft side reinforcement is approximately 34" long. The width is governed
by your window and joggle location.

Lnncnir lnhirnaliornLl Inc., Represented by Ncico Aviation Inc., Copyright 4' 1994, Redmond, OR 97756
D. DOOR STIFFENER

In this section you will cut out the 7 latch access panels. You will then make
flanges and install the nutplates. The door stiffener will then be bonded to the
door skin.
Latch Access Panels
Figure 28:D:l

4.75"

Dl. Cut the latch access panels in the door stiffener using the dimensions in Figure
28:D:l. You will note that some of the latch pockets do not have a dimension to
the center. The center is at the widest part of these latch pockets. The cut along
the sides should be 0.7" from the top of the radius. Use a rotary type cutter.

Lanrair lnlerrw.!lonul Inc., Rcpnrncmled by Nciro Aviution Inc., Copyright 1994, Redmond, OR 97756
 Access Panel Nutplate Locations
Figure 28:D:2

The 3 BID flange is 1/2" at nut- '-- '-

plate locations and 114" elsewhere '-....
-- --.....

The lower aft left access

panel requires a third nut-
plate in this corner so make sure to leave enough
flange. This nutplate is installed later.

D2. Make 3 BID flanges for the access panels in the door stiffener.
a). Cover the panels with release tape.
b.) Tape the panels back into position in the door stiffener.
c.) Lay a 3 BID flange onto the inside of the stiffener extending about 1/2" onto
the piece that was cut out. This forms the joggled flange to hold the access panels.
Note that you'll need a larger flange area for the lower aft access panel as shown
in Figure 28:D:2.
d.) After cure, remove the panels, trim the 3 BID flange down to about 1/4" except
where nut plates are to be installed. At the nutplate locations leave 112".

Lnncnir lntl!rnnUonul Inc., Rcprc!Hlnled by Ncico Aviation Inc., Copyright ofl 1994, Redmond, OR 97760
 Nutplate Installation
Figure 28:D:3

MS 24693-828 screw

D3. Install the MS24693-828/826 screws with Kl000-06 nutplates as shown in

Figure 28:D:3. You may also use the K2000-06- nutplates in tight places.

D4. Place release tape around door frame joggle area. When you bond the door skin
to its stiffener, excess adhesive will squeeze out around the door perimeter. You
must be sure that this adhesive does not bond the door permanently closed!
Simply lay some plastic release tape over the full fuselage door joggle. If you so
choose, you could fit the stiffener pieces first, remove them and then apply this
release tape.

D5. Using 40 grit sandpaper. sand the bonding areas between the door stiffener and
the door opening and clean with MC.
Bonding Door Skin to Stiffener
Figure 28:D:4

Door slcin

Align the door

skin to the door frame
using the alignment holes.

Door stiffener should already

be aligned in the door opening
using the wood alignment blocks.

Luncnir Intcrnntionnl Inc.,Rcprcscnlcd by NcicoAvinlion Inc., Copyright ICl 1994, Redmond, Oil 97756
D6. Check for a final time that you have the proper spacing between the door frame ~
and the door stiffener. Ifyou removed the 112" wood spacer blocks you previously
used to align the door frame, glue them back on. The most critical location is by
the latches so make sure you have proper spacing at the latch pockets. The
inflatable door seal and its mating piece require 0.4" minimum but it will inflate
up to 3/4" if necessary. Should your previous alignment be off (if the holes you
previously drilled don't line up) you should re-drill the holes. This is also a good
time to check the gap along the rest of the perimeter of the door stiffener. When
bonding the door stiffener to the door skin, remember to apply more adhesive to
the areas with gaps between the door stiffener and the door skin.

D7. Place the door stiffener back in the door openmg. Using the holes you already
drilled through the joggle, door stiffener, and the door skin. Stick a few bolts
through from the inside through the joggle and the door stiffener.

DS. Pre-install the door skin. This is a last check prior to bonding the skin to the
stiffener and the time to drill for more of the temporary clamping bolts. If
necessary, sand the mating surface of the stiffener to achieve a flat fit against the
door skin.

D9. Bond the door skin to the door stiffener with Hysol. As always, first apply a thin
coat of pure Hysol. Mix in 10% flox with the Hysol and apply a generous amount
to the bonding areas. Carefully lay the door skin onto the door stiffener. Secure
the door in place with all the bolts. Install more bolts if required. We prefer to
install the bolts from the inside so that after cure, you can remove the nuts (on
the outside) and knock the bolts through. Wipe off excess Hysol.

DlO. Mark the height of the door stiffener on the door frame. This is the height you
will trim the door frame to later (you can of course trim the door frame with the
door on if you think it is easier). Do not trim the arm rest or the top. The top will
be trimmed after the overhead console is installed.

Dll. Lift (or pry) the door loose from the release tape and sand to clean up excess
adhesive. etc. Your door should now be in pretty good shape and fitting the
fuselage joggle opening in the best possible manner.

Dl2. Trim the door frame as described in step DlO.

Lancuir Intllrnulional Inc., Reprrumnted by Nnico Aviation Inc., Copyright 1995, Redmond, OR 97756
E. HINGING THE DOOR

Door Hinges
Figure 28:E:l

Door Hinges
(Part# DH34B)

The deep binge joggles will be pretty close to parallel but you should establish this
for certain. (Note that from initial appearance, these two deep joggle bases will
look quite out of parallel, this is due to the curvature of the top fslg skin - the
joggles really are quite close to parallel.)
The easy method of establishing parallel door hinges is to make a simple fixture
that establishes two in-plane pads, then place that on the joggles using a micro
release to take up any discrepancies.

Door Hinge Joggle Fixture

Figure 28:E:2

27'
2" x 4" or equivalent

-~
Note that the fixture extends past the hinges.
This will help you align the hinges heightwise.

E 1. Cut a hinge fixture from a piece of 2 x 4 or equiv. Anything similar will work fine
provided the two bases (where the hinges locate) are parallel to each other. Note
that the fixture extends a little forward and aft of the forward and aft hinges as
shown in Figure 28:E:2. The purpose of this is so you can easily align the hinges
heightwise. Cover the hinge pieces and the fixture base with release tape. This
fixture is then used to set the pads. Using quick set glue, temporarily attach the
hinges to the bottom of the wood fixture in the proper position. The three simple
issues of alignment are:

Lanc:air Int.crnathmnl Inc., RepreMlnt.ed by Neieo Aviation Inc., Copyright C 1994, Redmond, OR 97756
 1. The hinges must be "in plane" with each other.
2. The hinges must be aligned (fwd/aft) such that their hinge pin axes are
concentric with each other.
3. The hinges must be spaced apart the correct distance to fit into the joggles.
The hinges should be 20.5" apart but check this dimension with your joggles.
4. The hinges must be as far forward as possible to avoid a collision with the
door stifner and the nuts will fit on the bolts.

Note: Check the hinge alignment by simply connecting the hinge

sections which attach to the door skin using a flat piece of wood.
Use superglue or bolts to secure the flat piece of wood. If the hinges
rotate freely up and down, then their alignment has been achieved
and you can continue with setting the micro pads in the fslg door
hinge joggles.
Door Hinge Leveling Pad
Figure 28:E:3

INBD

.,
-~ /
\/
I
~.P'.
Hinge pocket
' '- ""-, .~
' .'

E2. Set the fslg door hinge joggle pads. Release tape the hinges. Prep the joggles on
the fslg top and place an epoxy-flox pad on the joggle. Carefully lay the hinge
fixture assembly onto the pad and press it down until the door hinge fixture
makes contact with the fuselage. This will correspond to where the fwd edge of
the fwd hinge and aft edge of the aft hinge become flush to the surface of the top
fslg. (The other side of the hinge will be below the surface which is normal.)

Lom:air International Inc., Represented by Neko Aviation Inc., Copyright C 1994, Redmond, OR 977fi6
 The thicker portion of the hinge, that with the pivot pin in it, should be just
off the edge of the step on the fslg joggle.
Note: For cosmetic reasons, we typically fill the large lightening hole with micro.
And we do not recommend that you fill over this hinge piece with micro since the
hinge will be installed and removed several times. When it's all completed, that
contour disparity with the fuselage looks quite acceptable.

Bolting door hinges to fslg

Figure 28:E:4

MS24694-S54 screws

Door hinge
,------"------I 0 '.

Door frame

NOTE: THE HINGE PINS NEED TO BE INSPECTED AND POSSIBLY RE-

PLACED EVERY YEAR. PLEASE ALLOW FOR TIITS MAINTENANCE IN INSTALLATION.
E3. Bolt the hinge section (fuselage side) into position.
After the micro pad cures, use MS24694-S54 countersunk screws with AN365-
1032A lock nuts and a washer (AN960-8) from the under side. Once again, be
sure the hinge pins are aligned concentric with each other before you set the
attachment screws.
Elevating Door Hinges
Figure 28:E:5

Prop the hinge up with tongue

depressors or equivalent

Lancnir Internutional Inc., Represented by Neico Aviation Inc., Copyright ID 1994, Reclmontl, OR 97756
E4. Attach the door to the hinges. This is a multi step process and it's helpful to have
someone to briefly lend a hand.
a.) Prop up the door hinge section so that it is up to the surface of the fuselage
joggle. Use tongue depressors or equivalent. Note that one side of the hinge
section will be below the joggle.
b.) Add a micro pad on top of the hinge section to fill the area between hinge and
the upcoming door skin. Cover the hinge with plastic tape so that the micro will
stick to the door, not the hinge.
c.) Place the door into position on the fuselage and set the clamping bolts if
necessary to hold it in place while the micro cures.

Bolting Door Hinge to Door Skin

Figure 28:E:6

Door skin
I 11

Door frame

Micro pad

A/CFWD

000 000
0 0 0 0
~Cnld
; ooo
MS2469456 MS2469457 MS 2469456
MS24694-S57 --...o O

Lnncair lntcrnnlionnl Inc:., Represented by NcicoAvintion Inc., Copyright ID 1994, llodmond, OR 97756
E5. Drill the door hinge attach screw holes. With the micro cured on the door hinges,
carefully lift the door while the hinges are temporarily stuck in place. You must
be very careful to not break loose the micro from the hinge piece. (This is where
some help is required.) Using a #12 bit, drill through one hole on each hinge piece
and set the machine screw (or any bolt to hold it). With one screw or bolt
temporarily securing each hinge piece, one can relax a little as you drill the
remaining three holes in each hinge piece.
After the holes are drilled, the door surface side will have to be 100 counter-
sunk to accept the machine screws.
Use: MS24694-856 screws (long)
MS24694-855 screws (short) to attach the hinge
with AN365-1032 lock nuts.
(Note: screw lengths could vary depending on the thickness of your micro pad.
Ifyou need a different length screw(s), please contact one of our service represen-
tatives.) Also, do not yet permanently install the door, you'll need it off for
additional installations processes.)

Lnncnir lnlcrnntionnl Inc., Represenled by NeicoAvialion Inc., Copyrighl li!l 199'1, Redmond, OR 97756
F. GAS STRUT INSTALLATION

The gas strut installs at the upper rear portion of the door. Note that this strut
must be positioned with the shaft side facing down. In this position, it will self
dampen at the end of the opening stroke and prevent any "banging" as the door
reaches its full up and open position.

Door strut
28:F:l

' I
I
Door strut attach i \1 Door
bracket :ii I\
,I, I)
' I
.I
----------~--
- -.-- IJ

'
If
I
!/

Lancair lnlernationul Inc,, Rcprcimnted by Neico Avintion inc., Copyright lf!l 1994, Redmond, OR 97756
 Door Strut/ Door Attach Bracket
Figure 28 :F:2

.
'. I

./
/ /

~
Door stiffener

Door stiffener--"! ;
'I
,.-::.:.::==-=-~-
'
. ...' '
~'
I
+ i
,' , 'I r
I I

_____ ))''
-----
'I
\ -->:----I.----4.
----------
_j

118" phenolic ~ 1.5"

PH-125x3x3 ~ I
3BIDon
each side ~

1"

Door stiffener

Luncnir Inlcmntionnl Im:., Rcproetmled by Neico Avialfon Im:., CopYright 1994, Redmond, OR 97756
 Door Strut/ Fuselage Attach Bracket
Figure 28:F:3

.\
I

Gas strut
Max. extension (door open): 20"
Min. extension (door closed): 11.&:

- 7 1/2"

t
Slight scollop / " "
in frame
\
\

Fl. Make and install the door strut/fuselage attach bracket. You have been supplied
with a 1/8" x 3" x 3" piece of phenolic which will be fitted and attached with 3 BID
on each side. Cut the phenolic piece to fit against the inner door skin, butted
against the stiffener. The bracket will be located 1 1/2" forward of the door
stiffener as shown.
Install the bracket using epoxy/flax with a couple of dabs of quick set glue in
the corners to hold it firmly. Apply the 3 BID to each side, extending about 1" onto
the door surfaces and all across the bracket surfaces.
When cured, drill the 5/16" dia. hole to attach the gas strut. See Figure 28:F:2
for dimensions.

Lancnir International Im:., Rcpreacntcd by Ncieo Aviation Inc., Copyright 1994, Redmond, OR 97756
 Door strul/fslg bracket, position
Figure 28:F:4

Door strut/
fuslg. bracket
Approx.
11/4''

VERTICAL
Door frame ----1-

F2. Make and install the door strul/fslg attach bracket. This is also a simple, 1/8"
phenolic piece which is installed using 3 BID on each side.
Trim the phenolic bracket to size (adjust as necessary to fit well against your
fuselage. Note that the bracket is mounted vertically.
When installing, it is a good idea to use quick set glue to temporarily hold this
bTacket in place.

F3. DOOR GAS STRUT DIMENSIONS (lengths available):

Maximum 20"
Minimum 11.8"
The door will be fully open when the dimension reaches 20".
The minimum dimension available from the strut is 11.8", anything less will
bottom out the strut and create a jam thus not allowing the door to close.

Luncuir Intcrnationul Inc., Represented by Noko Avinlion Inc., Copyrighl 1994, Redmond, OR 97766
 From the open position, move your door slowly closed and verify that the
minimum dimension is not less than what is available from the gas strut. Adjust
the bracket on the fuselage if necessary.
NOTE: For best strut position (in the cabin) when the door is closed, the fslg
bracket should be located such that the strut does compress to within 1/8" of its
minimum dimension. This will raise the strut
Note that the door frame will require a mild "scallop" shape cut out of it for
clearance of the gas strut shaft when it transitions through its upper, near fully
extended positions.
Door gas strut installation
Figure 28:F:5

PC4802 Ball stud

Door
bracket \
PH-125~3

~,.sP
i
W/2300-90 Locknut

~UP
W/2300-90 Locknut

FWD
\/
_...11)

r:P' Fuselage
/ bracket

PC480-2 Ball stud

F4. Attaching the door gas sti11t. The gas strut should be attached as follows:
a.) The upper strut pivot fitting installed facing aft on the door.
b.) The lower strut pivot fitting installed facing fwd on the fslg bracket.
c.) The strut aligned with the shaft down and body up.
Note: that it is not necessary to permanently install the strut yet as the door will
be removed for latch installations, etc.
Note: You should always insert the "keepers" on the strut ends during any
operation since the strut could pop off otherwise.

L11ncnir Intemnlionnl Ini:., Reprcncntcd by N11ieo Avfolion Inc., Copyright 1994, Redmond, OR 97756
G. DOOR LATCHES

Before you install the door latches, the simple process of installing the fuselage
top must be completed. You should already have the top positioned and have a
good fit of the fuselage top.
Prior to installing the top we suggest that you complete the following steps:

1. Install the overhead duct as described in section L of this chapter.

2. Install the flange for the aft pressure bulkhead as described in a later Chapter.

(Both the overhead duct and the flange for the aft pressure bulkhead may be
installed with the top on should you want to wait).

Installing the Fuselage Top

Figure 28:G:a

Fuselage top

Fuselage bottom

Lancnir Inlcrm1tional Inc., Represented by NeiroAvintion Inc., Copyright. !fl 1991, Redmond, OR 97766
G 1. Prep all bonding areas. The bonding areas include: ~
1. The joggles between the fuselage bottom and top.
2. The joggles between the fuselage top and the vertical stabilizer.
3. The bonding areas between the lower part of the door frame and the
fuselage bottom.
4. The section on top of the firewall and where it makes contact with the
fuselage.

G2. It is a good idea to practice closing the fuselage before the real thing. If you
just drop the fuselage down in place, you may have a problem with the adhe-
sive being scraped off. Practice lowering the fuselage top in place by pulling
the sides out some so that the joggles will make direct contact. Make sure you
have enough help to accomplish this successfully. Inspect all bonding areas
for gaps. Install more screws or clecoes as required.

NOTE: Ifyou already installed the firewall blanket, pull it back and scrape
off the silicon for the 2 BID. (Refer to Figure 28:G:b)

G3. Apply a thin coat of pure Hysol to all bonding areas. Mix in flox with the
remainder of the Hysol and apply it to the bonding areas where you already
applied the pure Hysol. You will need to fill the core on top of the firewall.
Build up a 1/8" tall "V" shape with the Hysol.

G4. Lower the fuselage top onto the fuselage bottom and cleco or screw it in place.
Ideally you should pull the sides of the fuselage out to make direct contact
onto the adhesive. You can not just drop the fuselage in place as you normally
would as this tends to scrape off the adhesive. Make sure you have a good
squeezeout along the joggles.

Larn:air International Inc.,Rcprei;entcd by Ncico Aviation Inc., Copyright 01994, Redmond, OR 97756
 BID Reinforcements Securing Fuselage Top
Figure 28:G:b

u[
Flush2
BID here
Extend 11/211 ---llr.-/ I'-//
onto the firewall 4 11 wide4BID

... FWD Fuselage top

2"wide3BID

Fuselage top

~~ ~I
Forward section of vertical stab
I I
2 11 wide 3 BID

~t
~
FWD

G5. Apply BID reinforcements as shown in Figure 28:G:b. In summary:

1. Apply a 2" wide 3 BID to the joints between the fuselage top and bottom
and to the joint between the fuselage top and the vertical stabilizer.
2. Apply a 4" wide 4 BID to secure the fuselage top to the firewall. Extend
this reinforcement 2" onto the fuselage bottom. Also add a 2 BID onto the
forward side of the firewall as shown.

Lnncuir Intcrnntlonnl Inc,, Rcprci;cnted by Ncico Aviation Inc., Copyright 11!> 1994, Redmond, OR 97756
G6. On the outside of the fuselage. fill the gall between the fuselage bottom and
toll with micro.
~

6 BID Carbon Reinforc ement in Fuselage

Fig. 28:G:c

The reinforce-
ment extends
1 1/2"onto the
door frame and
the stiffener FWD

Armrest

10"

6BID carbon
J_
reinforcements

G7. Alllllv 6 BID reinforcements to the aft side of the do Qr Ollening and onto the door
frame and stiffener as shown in Figure 28 :G:c. Superglue a 10" x 11/2" 2 BID
E-glass stiffener as shown. The 6 BID win extend onto the E-glass stiffener
beneath the door frame. Also apply a 6 BID to the forward side of the stiffener.
After you prepare all bonding surfaces supe rglue the 2 BID E-glass stiffener in
place.

The aft 6 BID reinforcement itself is 4 1/2 " wide and 34" long. It extends 10"
beneath the door opening. The BID will extend 11/2" onto the door frame and
the stiffener. The forward 6 BID reinforcem ent is 10" long and extends 11/2" onto
the door stiffener and 3" forward of it.

GS. After cure. grind the flange for control llUS hrod clearance,
Chapter 28 I REV. PC6 I 5-1-94 '>o
DOOR AND FSLG CLOSEOUT
>'
Lnm:air Inlcrnntionnl Im:., Represented by Nciea Aviation In~., Copyright 1991, Redmond, OR 97756
 Typical Door Latch System
Figure 28:G:l

"'I
Phenolic guide

<!'>
I
<1 ,/,,-:::.~
/
" ....
!

a>
"'- ....
L@)/ '-....
....
-4--Hook (315-01)
.. i -411.. Roller and roller pin
I
1
~ Anchor (315-02)
iiI I
~ !A
Mounting srews [I, \ 1
I

I I

~--
1
Anchor acljustor plate (315-05)

nI a "' ..,-41111-- Anchor acljustor bolt CAN4-4A)

Mounting screws :,

The latches will surely be a lot of fun, they always are with any door! The latch
system developed for the Lancair IV's was designed, by the motion of the latch
its elf, to reach out and pull down thus helping to achieve a better fit. The standard
Lancair IV simply uses two of the latch body assemblies at the bottom of the door
frame actuated by one handle. The IV-Pmodel uses more latches and two handles
due to the rigorous demands of a pressurized cabin. There are three latches on
the lower edge operated by the same handle. There are three more latches on the
aft side and two on the forward side operated by the same handle.

Lancnir International Inc., Represented by Neico Avlnlion Ine., Copyright 0 1994, Redmond, OR 97756
 G9. Assemble the latches. These assemblies swing the hook through a 90 plane,
draw down and achieve an "over-center" selflocking condition. They should be
smooth operating with very little drag when properly assembled. Look for any
burrs etc. in the laser cut pieces. Hand file and smooth as necessary. Five of the
eight latches are identical while the three others are similar. The differences are
explained in the assembly instructions.
Attaching the Clevis to the Links
Figure 28G:2:a

@J)-+-cievis (31504)

~..__Clevis pin (315-08)

< ! > L i n k s (31503)

a.) Press the small pins into the ends of the clevis, they must be centered on the
clevis tab end. The vise is handy for this purpose. Insert a link on each side as
shown.
Insert the Assembly in the Hook
Figure 28G:2:b

r Insert the link/clevis into the hook

0 ~Latch housing
Insert the hook into the latch housing
~
[o::=~lll~1---c1evis, links
and hook
0 ----Clevis pin

.,.-Cir-clip washer (315-12)

Cir-clip {RR-03)
The holes through the
latch housing, hook, and
the clevis must align.
,.__ Cir-clip

L__<=-_>__i_~,._,.._.,~_~_,,,.....,._fi_~_'D__W_-"-______,J![~~-~~ ]1-c-=-h=a"'pn-=-t~:..~.,,.2=:"-AND~RE~;""'~"'~-,a~cL=-4-=~1-=so=~"'~4-=UT=----+fi'-li
__
Lancuir Intcrnallonal Inc., Represented by Ncico Aviation Inc., Copyright II:l 1994, Redmond, OR 97756
 b.) Insert link/clevis assembly into the hook. Then insert this assembly into the
latch housing. You will need to align the hole that goes through the hook and
clevis with the slot in the latch housing. We find the easiest way to accomplish
this is to lay the assembly on its side. Then take a wire and align all the holes.
Next insert the clevis pin. You will need a cir-clip washer on each side of the latch
housing. Notice that the bevelled edge of the washer faces the latch housing.
Attach a cir-clip on each side.

Drive Pin Installation (5)

Figure 28:G:2c

Drill for and install the

spiral pin (RP-01) here

Add washers (AN960-516L)

between the latch housing
and the hook as necessary Drive pin

c.) This is where the latches differ. Five of the eight latches are identical and use
drive pins while the other three use AN5-33A bolts. The purpose of the bolts is
for emergency door openings which will be fully explained in the emergency
procedures of the operating handbook. You will complete assembling the five
identical latches first.

Assemble 5 of the latches as follows:

1. If necessary, insert AN960-516L washers on each side in between the latch
housing and the hook on each side.
2. Center the drive pin through the hole in the latch housing.
3. Using the hole in the clevis as a guide, drill a# 41 size hole through the center
of the drive pin. Insert the RP-01 spiral pin.

Lancnir Inlemntional Inc., Retlrl!senled by Neko Avintion Inc., Copyright([} 1995, Redmond, OR 97756
 Drive Pin Installation
Figure 28:G:2d ~

1. - AN5-33A bolt

0
rrr-~~~:j.---Using #41 drill, drill
holes for sp iral pins
(RP-01)
Drill 1/811 hole through sprocket
for spiral pins (RP-02)
Leave enough room between bolt head and the chain
2. sprocket for the 1/411 thick phenolic/ orkot guide
AN5-33A bolt _.>q:;;Q:""_
ation of phenolic/orkot guide
ocket #25BllA

3.

1/32" gap

Note: Cut tbe threads of the bolts so you can install the flex shafts.
Extra long bolts have been provided.

d.) The remaining three latches all use AN5-33A bolts in place of the drive
pin but they are installed slightly different in each one. As with the other 5
latches, install the AN960-516L washer s as required.

1. Assemble 1 of the latches as follows: ins ert a chain sprocket on an AN5-33A

bolt. Insert the bolt/sprocket through the latch housing. Make sure you have
your latch assembly oriented correctly as shown in Figure 28:G:2d. You
will need roughly 1/32" (the thickness of an AN960-516L washer) gap between
the sprocket and the latch housing. Make sure there is room for the phenolic
Chapter28 I PCll I 3-22-95 )o
DOOR AND FSLG CLOSEOUT ~
Lancair Jnternntional Inc., Re11resented by Neic!l Avintion Inc., Copyright 1994, Redmond, OR 977!i6
 guide block on the bolt head and end of bolt. Check dimensions on blueprints #A-
316. Note that additional room is needed on the aft latch (#1), as the chain enters
~
at a slight angle. (All drive bolts have been supplied extra long so that they can
be cut to fit.) Do not drill and pin the sprockets at this time. Using the hole
in the clevis as a guide, drill a hole through the bolt and insert the spiral pin
through it.

2. Assemble 1 of the remaining 2 latches in the same way you assembled the first
EXCEPT that the bolt goes through fr om the OTHER side.

3. Assemble the final latch as follows: insert a bolt from the side shown. You will
need a 1/32" gap between the bolt head and the latch housing. Using the hole in
the clevis as a guide, drill a hole through t he bolt and insert the spiral pin.

Make sure all the latches operate smoothly and lock in place.

Chapter28 I PC 11 I 3-22-95 )(J(

DOOR AND FSLG CLOSEOUT )0\
Lnncnir lntcrnntianul Inc., R!!prmrnnted by Neico Avintion Inc., Capyright{i) l!Hl4, Redmond, OR 97756
 Anchor Assembly
Fig. 28:G:3

m'

~D
315-16 roller pin
315-02 0
anchor
315-09 roller
0
j_
I AN960-10L washer

+ 90631A011 roller pin nut

AN4-4A
(bolt)
-p~
{ 0 0

.
315-05 anchor adjustor plate

I a .a
AN960-416L
(washer)

Note: It is convention for bolts to point "down" when installed in the aircraft.
We recommend that you assemble three of the latches with the roller pin in-
stalled as shown. The remainder should be assembled with the pin going through
from the other side. That way all pins are pointed "down" when installed.

G 10. Assemble the anchor as shown in Figure 28:G:3. The purpose ofthe adjustorplate
is to allow for minor final adjustments. Install the adjustor bolt (the AN4-4A) bolt
so that you are in the middle of the adjustment range. In other words so that the
holes in the adjustor plate are centered in the oval shaped holes in the anchor.
Apply a dab of bearing grease in the roller prior to installing it.

Luncnir Inlcrnut!onul Inc.,Rcprescnltid by Ncko Aviutinn Inc., Copyright IC> 1994, Hcdmond, OR 97756
 Latch Mounting Pads
Fig. 28:G:4

Epoxy/flax
mounting pads

Epoxy/flax
_}
mounting pad in the FUSELAGE
(The anchors will mount to these)

In order for the latches to function smoothlyitis necessary to have level mounting
pads. The three lower latches must be mounted in the same plane as they are
connected with a solid chive shaft. The other latches are connected with flexible
shafts and do not require to be in the same plane. You will first build a simple
fixture for the three lower flox mounting pads. You will also need 5 smaller
fixtures, one for each of the latches along the side.

Lnncnir Inlernntiona.l lnc.,Reprcsentcd by NeicoAvinlion Inc., Copyright !Cl 1994, Redmond, OH 97756
 Latch Pad Fixtures
Figure 28:G:5

Cut three pieces of 3/4" x 5" x 5" plywood. These pieces

are used for the fixture for the lower three latches. Fit
these pieces at each of the hinge locations as shown in
1. Figure 28:G:7. (It is easier to cut the notch out before
adding the the bottom piece). Glue a 2 112" x 5" piece of
masonite or equivalent to each of the 5 11 x 5 11 pieces of
plywood. Due to the geometry of the latches, the latches
on the fuselage side and the latches on the door side
must be mounted at a height difference of 0.14". The
dashed line represents a 0.14" piece that will be added
later (use whatever you have that is 0.14" thick).

ofmasonite
2.
0.14" x 2.5" x 2 112" piece to be added later

Cut five pieces of 3/4" x 3" x 5" plywood. These

pieces are used for the latches on each side of
the door. Again you should fit them prior to gluing
the bottom piece on. Glue a 2 112" x 5" piece of
masonite, plexiglass or equivalent, to the each of the
plywood pieces. You can also glue the 0.14" x
2 1/2" x 2 112" piece to each of the five fixtures
at this time.

3. 3/4" x 11/2" x 29" piece of plywood

'JI 11 =;:;=iJI I
Cut a 3/4" x 1 112" x 29" piece
of plywood. Place the three
5 11 x 5 11 pieces on a flat surface.

Ll4" _.L _j 13"

as shown. Pastian them as shown
and secure the 29" plywood piece
using wood screws. (See note B
on page 28-43.)
11 11

Door side

,_______(ill ~~~
Fuselage side
Shims on this side

-:I Glue the 0.14" shims to each of

the 5 11 x 5 11 fixtures on the
DOOR SIDE. Refer to the
figure.

Gll. Make the latch pad fixtures. This is a simple fixture that will help you properly
make the epoxy/flox mounting pads. Follow the above figure for assembly.

Lnncnir lnternntionnl Inc., Rcprnsented by Noico Aviation Inc., Copyright@ 1995, Redmond, OR 97756
 Latch Pad Locations
Figure 28:G:6

Nate: A. The dimensions given are to the center of each of the latches. Three of
the latches are not given a dimensions. Simply center the latches in the widest
part of their pockets.
B. Measurements for the bottom latches are approximate. Forward and
aft latch positions are determined by the shear panel and gear box support flanges.

Gl2. Mark the location of the flax pads on the door stiffener where they can be seen
when the door is shut. You will use these marks for fitting the fixtures.

Luncair International Inc., Rupreauntcd by Ncico Aviation Inc., Copyright 1995, Redmond, OR 97756
 Fitting the Latch Pad Fixtures
Figure 28:G:7

Drywall Screws
Dimm-!llllll!JD

Make the pads

as close as possible
to the door stiffener A/CUp
and the door frame.

Door Frame Cut a notch as required

D"""'""""''"""" to clear the door frame
and the door stiffener.

G13. With the door closed. fit the fixtures as shown (the lower fixture is shown in
Figure 28:G:7) You will need to cut a notch in each of the fixtures in order to fit
over the armrest, door stiffener and the door frame. The flax pads on the door
side need to extend up to the door stiffener. And, they should be relatively slim
for latch clearance . The lower three will be 1/4" thick and tapered so that there
will be clearance for the torque tube actuator arm. (See blueprint #A-316.) The
pads on the fuselage side should extend up to the door frame. Note that the
anchor pads are installed on top of the core in the fuselage. This will require a
fairly thick flax buildup. While you are fitting the fixtures, note how much flax
you will need underneath the pads. You will need approximately a 3/8" thick flax
pad for the lower forward latch on the fuselage side. This pad is also slightly
thicker on the lower side than the upper side. The latch will therefore be installed
slightly tilted in order for the latch to clear the door frame in the open position.
This should make sense when you are fitting the door fixtures. The other pads
will be slightly slimmer. Once you are happy with the fit of the fixtures, drill
holes for the dry wall screws as shown. The screws will hold the fixtures in place
while curing.

Note: Make sure you have the fixtures oriented correctly with the
0.14" shim on the door side.

G14. Prep all the surfaces that will receive the mounting pads (8 in the door and 8 in
the fuselage).

Lnncair Inlernnlianal Inc., Repmaenled by Ncicu Avintion Inc., Copyright 1!194, Redmond, OR 97756
G 15. Cover the fixture bottoms with plastic release tape.

G 16. Make the latch mounting pads. You will need to plan this step as it requires the
door to be shut. We suggest the following procedure using a helper:

1. Bolt the door shut using the existing holes along the perimeter of the door skin.
It is important that the door is properly closed as the mounting pads will dictate
the final fit of your door.

2. Have your helper mix up a bunch of resin to hand to you inside the fuselage.
Apply a thin coat to the latch mounting pad areas.

3. Mix flox in with the remaining resin. Apply a generous mound at each of the
16 mounting pad locations. You should have a good idea ofhow much flox you will
need from the gap under the fixture bases. You will at some pads require up to
a 3/8" thick pad, normally around the sides.

4. Set the fixtures in place and have your helper install the screws from the
outside. Make sure all fixtures are installed with the 0.14" shim on the
door side. Wipe up all the excess squeezed out flox that can be reached. This
saves having to grind it later.
NOTE: It is important to keep the micro/flox pad relatively thin inside the door.
If the pad were allowed to get too thick, then the latch body might not fit inside
the stiffener. To see this, simply place the latch inside the stiffener in the
approximate position, trial fit the inspection cover over it, and observe how much
room you have available. Use this as a reference when setting the fixture with
micro/flox. If pressed firmly in place during cure, the pad height should be OK.

Gl 7. After the pad cures, remove the fixture and clean up the pad areas. You will not
need these fixtures again so don't worry about wrecking them. There will be
plenty of squeezed out flox so it's worth a little time cleaning this up with a rotary
tool.

Lnncuir Intcrnutionul Inc., Rcprnlillnlcd by Ncico Avintion Inc., Copyright tfl 1994, Redmond, OR 97756
 Door Latch Installation
Figure 28:G:8

11" flex shaft

0 0

Tubesbaft

For the installation of the latches the door needs to be tightly shut with the bolts
in place. Note in Figure 28:G:8 the location and type oflatches. If you find it
difficult entering and exiting through the wheel well, get some wing nuts. These
will make it considerably faster to bolt the door in place.

Lnncnir lnlernnUonul Inc., Represented by Neico Aviation Iuc., Copyright(!) 1991, Redmond, OR 97756
 Notches for the H ooks
Figure 28:G:9 ~

Bring the latch housing

as close as possible to the
door stiffener

Cut notches as required for adequate clearance

for the latches' full range of travel.

Door frame

GIB. Grind notches in the door stiffener for the h ook to fit through. The exact latch
location will be determined later, but for now , the marks you previouslymade(see
Figure 28:G:6) are good enough for the notch location. The notches must be large
enough to accommodate the hook through its full 90 arc.

G 19. Cut the tube shafts to length out of the 13 1/4" 11ieces of tube su1111lied (Part #315-
13). You should have approximately a 1/8' ' gap between the tube shaft and the
latch housing. You can temporarily position the latches on the centers of the flox
pads for this step.

Chapter 28 I REV. PC6 I 5-1-94 X7

DOOR AND FSLG CLOSEOUT )0<
Luneair lnlcrnntionul Inc., Repreoonlctl by Neico Avia lion Inc., Copyright !i:l 1994, Redmond, OR 97756
G20. Temporarily position thethree lower latches into the door stiffener using the tube
shafts as guides. The door must be bolted in place when installing the latches and
~
the actuator arm (316-51) should be installed but not drilled. (The door hinges
should already be bolted on). Figure 28:G: 8 shows the location of the different
types oflatches. The longer shaft tube is in front of the shorter tube as shown.
In summary the alignment criteria are:
1. There should be approximately a 118" gap between the latch housing and
the tube shaft.
2. The latches should be as close as possible to the lower side of the stiffener.
3. Approximately center the latches on the flox mounting pads. Make sure that
the aft latch anchor doesn't hit the gear box mounting bracket.
4. The latches must be in parallel alignm ent with each other, the fixture has
already assured that the pads are in plane with one another. The tubular
connecting shaft will assure this parallel latch alignment.
When satisfied with the alignment, sup erglue the latches in place.
Latchfanchor lnstallationX-section
Figure 28:G:l 0

Door skin

().;)\'llllfft~~Makesuret he hook is in full

contact with the roller!

Note: The latch must be over-center (I ocked)

when determining anchor locat1 on

Chapter28 I PCll I 3-22-95 l'>o<

DOOR AND FSLG CLOSEOUT /-"\
Lancair lnlernutianal Inc., Repre!!enUid by Neico Avinlion Inc., Copyright 1994, Redmond, OR 97756
G21. Position the three lower anchors. It is important that the anchor is positioned ~
correctly on the adjustor plate as described. When satisfied with the alignment,
superglue the anchors in place.

NOTE: The receiver is slightly wider than the hook. It is generally best to orient
the hook so it is slightly aft of center in the receiver. This is because, the gas strut
on the door will tend to drive the door forward and this hook I receiver orientation
will then best accommodate any variations due to the gas strut's influence.

G22. Drill the 3/16" dia. holes for the lower three door latches. Countersink the holes.
Find the correct screws for the latches. It would be wise to get some castle nuts
or equivalent for easy removal (you'll need to remove the latches a few times). You
have been supplied with a variety of MS24694 bolts. Later you will find the
correct bolts, but for now it is okay to use slightly long bolts. Nate: Screw lengths
vary depending on the thickness of your flax pad. If you need a different length
screw(s), please contact one of our service representatives. Notch screw heads
on ANCHORS only.(NOT ON DOOR LATCHES) This will keep the
heads from turning, should you have to undo the lock nuts securing the
anchors.Install screws with flox

G23. Drill the 3/16" dia. holes for the lower three anchors. Make sure that the anchor
is still positioned correctly on the adjustor plate.

L11nc:nir Int.ernntioiwl Inc., Repreaentcd by Neico Avia lion Inc., Copyright Cl 1994, Redmond, OR 97756
 Removing the Outboard Laminate and Core
Figure 28:G:ll

1.
OUTB~

R_ The initial 3/16" diameter hole

lu The outboard laminate

2.
lt:lr-- Outboard laminate

lr1
~
ml= We recommend using a 5/8" tungsten carbide bit.
Roughen up the inner laminate just enough to
provide for a good bonding surface. Blow the
lt:JI hole clean.

3.
Fill the hole full with an epoxy/flox mixture

4.
IRI
~
Re-drill the hole and countersink

rJ
1~1

G24. Most of the holes securing the anchors will be located at core locations. It is
necessary to remove the outboard laminate and core at these holes. Fill the
holes with flox and re-drill as shown in Figure 28:G:ll. Countersink the
holes, preferably so the head will sit just a little below the surface. Notch
the screw head. This will keep the head from turning, should you
ever have to undo the lock nuts securing the anchors. Lock the lower
three latches in place before proceeding to the other latches.
~CA/A IV II~~:~~ 1~c-h-ap-~-~-~-~-s-~~RE-;-~-~-G-c-:-~1-so-~9-04_u_T---k-:~--i
Ln11cair International Inc.,RcproS!lntcd by Neico Aviation Inc., Copyrlgbt @1994, Redmond, OR 97756
G25. Install the latches on the sides and the anchors one at a time. We suggest that
you first install one of the lower side latches then its anchor. Remove the core
where necessary and countersink. Leave the latch in the "locked" position
before installing the next latch .. Proceed with the latch above it. It is a good
idea to make a "dry run" with the flex cables installed to make sure the posi-
tions are correct.
NOTE: When installing the side and forward bottom latches, it's
necessary to drill through the window. Follow steps 1-6 for more
detailed instructions.

Installing the Tube Shafts and Flex Shafts

Figure 28:G: 12

Drilling the Pilot hole

Figure 28:G: 12:a

Outer Door Skin

~':::::, Window

.., , "\ (. ,"' .( J , ... '!.: )

- ........ . - ;,
.c..::--=::......;r:!-~~~~--J

4BID
Floxpad
3/16" pilot hole/

~~(__~..l'~~~~~~A.~-~~~lf'-~rl"Bl.~~~L.~,:.!,1~-"JV~~~~~_Jl~
L __, - ~ _L:::.'._j 1~C-"-=h~a~p~te_r_2_8-L~~~~P_C~l~7_/~7~-l~5~-9~8~-U~
DOORANDFSLG CLOSEOUT
Luucuir International Inc., Repl'esented by NeicoAvialion Inc., Copyright Cl 1098, Redmond, OR 9775G
 Drill a Hole
Figure 28:0: 12:b

Outer Door Skin

~Window

~ I '"" ,_., ' -. " L "" i C. ', ~,.., , I

--~----~--------~---~~-..::::----- 4BID
Floxpad
Step 1) Drill a 3/16" pilot hole all the way through the side of the fuselage skin, window,
4 BID, and flax pad.

Step 2) Follow the pilot hole from the inside with a counter bore (#08860108) bit. As you
approach the carbon with your bit, slow down and carefully watch for black
shavings. As soon as you see black, stop drilling. Inspect the bottom of the hole
carefully with a flashlight, you must drill completely through the window, remov-
ing as little of the carbon skin as possible.

Step 3) Countersink the hole (on the outboard side!) as necessary to accept the A3135-
0 l 7-24A tinnerman washer. Get everything ready to re-assemble. Wax the
MS24694 screws with candle wax.

Step 4) Fill the holes with Hysol/flox, re-assemble and let cure.

Assemble the Hardware

Figure 28:0: 12:c

MS24694 screw----....
A3135-017-24A Tinnerman washer"'-.... "'
Hysol/Flox 'a. Outer Door Skin

Window

' L :7 '- - . . ' -,

Flox pad

AN365-10 nut

0 Door latch

L _~CO.~,,,,~=~==~=..a.=,.,=s..=~=.,...,,=,.i!l==~=loft=-~IV~~---_Jll
.
28 _ 5 1. 1 1 1 ~c_h_a_p~t~e~r~2~s-:-"':":c:::c:::::c-::-c=-cp~c~1~7~;7~.=15_._8_S_-t-t-1'71
DOOR AND FSLG CLOSEOUT
Lancair Intnrm1tional Inc., R!!prn.sontod by NllicaAviatian Inc., Capy!'ightO l!l98, Redmond, OR \J775G
G26. Remove the bolts securing the door. The latches should now hold the door
tightly shut. You can make minor adjustments (if necessary) with the adjustor
bolt.

Typical Tube Installation

Figure28:G:l3

0 10 0
f Ir /1
; I.
;/

~
Spiral Pin~
(RP-02)

G27. With the lower three latches locked in place chill 1/8" holes through the tube shafts
and the drive pins as shown in Figure 28:G: 13. Operate the three latches andmake
sure they function smoothly. You can use a wrench on the bolt head of the lower
aft latch to operate all three latches.

Drilling the Tube Shafts

Figure28:G:l4

#41 drill

It is best to only drill

halfway through
Flex shaft

-Allen head set screw

The actuator arm may be left loose until the handle is installed.
(See blueprint #A-316 for the position.)

G28. D1ill halfway through the flex shafts as shown in Figure 28: G: 14. It is considerably
easier to drill a guide hole before you install the flex shafts. You will chill through
the rest of the flex shaft after it is installed and aligned.

L-~r::._~,,,,~~~~~=""=-=l.=:r.!'=-~=.6==-~=~=-~N~~---_Jl128-52
- -- -- - .
l1-C_h_a~p~t_e_r_2_8__._
Lancair lnternarlonal Inn., ReJH'C!sontod byNeicoAvintian Inc., Copyl'ii;htQ 1998, Rlldmond, OR 9775G
_ _ _ _P_C_l_7_i7_-_15_-_9_8_-l+*+I
DOOR AND FSLG CLOSEOUT
 Installing the Flex Shafts
Figure 28:G:15

Lower latches: x = O"

Middle latches: x = 1/16"
Upper latch: x = 118"

G29. Install the flex shafts. The flex shafts are not as torsionally rigid as the tube
shafts. If you were to just lock the latches and install the flex shafts, the latches
would open at different times. Ideally all latches will lock at the exact same time.
To accomplish this, you must install the latches at a slight offset. The above figure
shows how you can easily accomplish this. In summary:

1. Slide the flex shafts onto the drive pins. Refer to Figure 28:G:8 for the correct
flex shaft lengths. You should be able to install the flex shafts without removing
the latches.
2. Lock the lower three latches in place.
3. Start at the lower latch on each side. Open the lower latch on each side all the
way. It should hit the latch housing. With the latch in this position, drill a #41
size hole all the way through the hole you already drilled in the flex shaft and
insert the spiral pin.
4. Move up to the middle latches. With a 1/16" gap between the latch housing and
the hook, drill a hole for the spiral pins and install them.
5. With a 1/8" gap between the hook and the upper latch housing, drill a hole for
the spiral pin and install it.

Loncuir Internntionnl Im:., Rcpreoonted by Neico Aviation Inc., Copyright 01994, Redmond, OR 97756
G30. Latch receiver adiustment feature: The latch receiver can be adjusted toward or
away from the hook to effect the proper fit. The fit is correct when the latch closes
with a slight "snap" (but not hard) as the hook pulls up on the pin and internally
goes over center.
You'll note the four mounting holes in the aluminum receiver body are oval or
slotted, this represents the degree of adjustment available. The steel base plate
is located in a fixed position and the rear adjuster bolt screws the receiver in or
out as required. When the position is set, the four attachment screws are
tightened down.

Fitting the Anchor Covers

Figure 28:G:l6

. - - - - Velcro here

Anchor cover

G31. Fit the door anchor covers. All the side latches are covered with plastic covers.
The lower three do not require covers as they will be covered by a panel. Fit the
five covers at each of the anchors. We recommend to use velcro to secure each
cover to the the anchors as shown ..

Lnncnir Inlernaliannl Inc., R!!presented by Nnico Aviation Inc., Copyright 1991, Redmond, OR 97756
 Door Centering Guide Block
Figure 28:G:l 7

Door
Stiffener
_..r-Pin flange

_ Alignment pin
::s;\46":.-:;;::J,,...,- - - (344-02)
I \I
, ) \ \ ...11--- Nylon guideblock
\\
I\
\ \ ,/ -;.--:. -;. -
'- ....
.. v.:-- ' "

\ _ _ Pin oriented toward

(344-03)

,.,.,, -- inboard end of slot with

.sn .111 the door closed
\.

lnbd

G32. Install the door centering pin guide block. This is a simple alignment device for
the door when it closes. Locate the position for the nylon Guide Block and install
it into the lower door two inches aft of the center latch.
*Fwd/aft location: Not critical at all.
* Inbd/outbd location: It should be installed such that the inbd edge of the block
flange is approximately aligned with the inbd most surface of the door stiffener.

Luncnir International Inc., Represented by Neico Aviation Inc., Copyright ID 1994, Reclmontl, OR 97756
 Cut a square hole which makes a snug fit. Alight dab of epoxy or paste adhesive ~
can be used to secure the Guide Block in position but ifthe fit is snug enough, that
alone can be sufficient to hold it in place.

A few words on door movement/ pin alignment: The Centering Pin will engage
in a sliding motion, sweeping into the Guide Block slot as the door is closing. Thus
the pin will sweep from outboard side of the block and move inboard. And
typically, the pin will engage along the outbd, aft edge of the slot so as the door
closes, it will be shifted forward slightly into its proper closed position due to the
pin. This slight rearward door shift is typically due to the forces exerted onto the
door by the gas strut.
To install the Centering Pin:
a.) Close the door and note the distance between your nylon block and the door
stiffener. Place 5/16" washers over the pin to equal this distance (minus the
thickness of the pin bonding flange).
b.) Place the pin (with the 5/16" temporary spacing washers) into the Guide
Block, locating the pin toward the inboard end of the block's slot.
c.) Place a dab ofbondo or equiv. on the top of the bonding flange of the pin and
then close the door. Allow the bondo to set up against the door stiffener, then try
opening the door being careful to not break the bondo and pin off the door
stiffener. This will verify that you've located the pin in an acceptable manner. If
you can not open the door without breaking the pin off, then it was not properly
orientated in the nylon slot. This is all pretty simple, but adjust as necessary and
when finished, note the pin position (with the door closed) which works correctly.
d.) Clean off the bondo and set the pin back in the noted position in the Guide
Block. It is a good idea to cover the block and local area with some release tape
just in case some epoxy/flox were to drop off the pin's bonding flange.
e.) Apply a mound ofHysol to the top of the pin's bonding flange and simply close
the door onto it.
Secure the door in the closed position until the Hysol cures. Then open the door
and clean up the area as desired.
f.) We recommend applying a small 1 BID tape over the pin to assure that it
remains in place (and this can help dress up the installation as well).

Lu.ncair Internationul Inc., Rcprerenled by Neiro Avinlion Inc., Copyright 1994, Redmond, OR 97756
 Gusset Installation
Figure 28:G: 18

Nylon guideblock

2 PPS, 1/4 thick prepreg. 2" wide, 2 BID rein

forcements on each side

NOTE: You are looking at the underside of the arm rest.

G33. Install a gusset on each side of the door centering pin. Make the gusset as shown
in Figure 28:G:18. The gussets provide reinforcement at the door pin location and
strengthen the arm rest area.

G34. Install the third nutplate for the lower aft access panel.

NOTE: We recommend that you fit the door handle cover at this time (see
section J). You can wait with fitting the cover but it will be more difficult as
the door handles will be in your way.

G35. Fill all the alignment holes around the door with an epoxy-micro/flox mix.
You will not need these holes any more.

Lnncnir Infomntianul Ine., Ropresented by Neko Aviation Inc., Copyright 1991, Redmond, OR 97756
H. DOOR HANDLE

There are two door handles mounted in the aft section of the door. The latches
are activated by a push pull rod, sprocket and chain. When the door handles are
in the shut position, the over center spring helps lock the mechanism in place.
(See blueprint #A-316.)

Door Handles
Figure 2S:H:l

A/CupL
Fwd

.o111----- Forward door

handle

0.
-

Note: You may fit the handle cover as described in section "J" prior to
installing the door handle.

Lnncair International Inc., Represented by Neico Aviation Inc., Copyright([) 1994, Redmond, OR 97756
 Door Handle Exploded View
Figure 28:H:2

Clevis Pin
Aft (AN393-7)
Interior Handle Washer
(316-04A) (AN960-10L)

Washer (AN960-10L)
Cotter Pin (MS24665-132,
~ li,.
\
~
"<;)

Roll Pin
(92383A261) ~ I
Interior Knob

I et ~ (CR-20)

.,,
Spring
(316-07)
~ (316-01) \ Button Head Screw
(91255A539)
~~ ~\\ \ 'Q ~lf:.~i
~ ' di> Q Handle Drum Screw (91251A155)
~ \'. 0-rings Unbrako Socket Head
'-......) (2-014)

Exterior Door Handle

(316-05)

Note: The aft handle is shown above. The forward door handle has
two sprockets welded to the drum.

HI. To familiarize yourself with the door handle assembly we suggest that you fit
the pieces on the table.

The Basic door handle components are:

1. The exterior door handle (316-05)
2. The interior handles and drums, fore and aft (316-04F and 316-04A)
3. The collet (316-01)
4. The spindles (316-02)
5. The knob (CR-20)
6. The hoop (316-09)

The spring connecting the two door handles is not shown (CD 316-015).

Lnncnir Inlemnlional Inc., Represented by Neico Aviation Inc., Copyrigl1t 1994, Redmond, OR 97756
 Installing the Aft Collet
Figure 28:H:3

The door handle should be parallel

to the lower edge of the window.
(NOT to the lower edge of the door).

H2. Install the aft collet. To position the collet refer to blueprint #A-316.

1. Drill a 11/2" hole at this location. A circle saw works well.

2. The notch (that the exterior door handle drops into) in the collet must be
positioned such that the handle is pointed aft and parallel to the lower edge
of the window.

NOTE: DO NOT USE THE DOOR SKIN BOTTOM AS A LEVEL REFER-

ENCE SINCE THAT DOES NOT FORM A HORIZONTAL LINE.

Thoroughly sand the bonding area on the collet. The anodize should be
completely removed for a good bonding surface. When satisfied with the
alignment, pot the collet in place with HysoFM or flox.

Lancair Internalionnl Inc., R!lprnsented by Neko Aviation Inc., Copyright 1994, Redmond, OR 97756
 Door Handle Alignment
Figure 28:H:4

Lower door latch on Aft door handle

the aft side location

Forward door handle

location

FWD

Glue tongue
Aft door handle depressors together
location

The tongue depressor must

'------101----/
Y' Forward door handle
fit snugly into the slot in the ___/ location
collet.

H3. Install the forward collet. (See blueprint #A-316.)

The two door handles must be parallel. An easy way to assure alignment is to glue
tongue depressors together as shown and drop them into the notch. The tongue
depressors must be parallel for this to work!

1. Be certain to maintain the correct distance between collets so the overcenter

spring will work correctly.

Lancair Jnlernntional Inc., Represented liy Ncico Aviation Inc., Copyright@ 1994, Redmond, OR 97756
 2. The two door handles must be parallel. an easy way to assure alignment is to
glue tongue depressors together as shown and drop them into the notch. The
tongue depressors must be parallel for this to work!

3. Thoroughly sand the bonding area on the collet. The anodize should be
completely removed for a good bonding surface. When satisfied with the
alignment, pot the collet in place with Hysol or flox.

H4. Attach the handle (external) to the spindle. First install the spring and then
use the roll pin to lock them together. Refer to the exploded view Figure 28:H:2.

Install the screw into the spindle until it bottoms out. Cut off the exposed threads
and remove the screw. Grind off some more so that the screw will bottom out on
it's shank when installed.

H5. Install the two 0-rings on the spindle. Put a light lubrication film over the pieces
before assembly (bearing grease works well).

H6. Slide the spindle into the collet mounted in the door. Insert the screw through
the door handle drum, collet, andspindle. You may as well wait with installing
the door knobs as it will give you a little more room to install the push/pull rod
and chains with them off. This is also a good time to test fit the overcenter hoops
and spring. Use caution as the spring is a very snug fit. See blueprint #A-316.

H7. Assemble the push/pull rod (316-50) and install as shown on blueprint #A-316.
Extra threads have been provided so that it can be shortened. Cut or grind a slot
in the stiffener for the push/pull rod to get past.
Other helpful hints:
1. Install the clevis pins for the over center hoops and tape in place. These are
difficult to install after the push/pull rod and chains are in place.

2. Latch "open" stop is achieved by clevis #6D-330-12 and actuator arm #316-51
hittingthe inner surface of the door stiffener. Make sure that the end of the clevis
is round to prevent damage to the stiffener and allow maximun travel of the latch.

3. Use sufficient washers to shim the rod end (HFC-3) away from the door handle
tab to prevent it from rubbing in the closed position.

4. Adjustment Wait until the door is installed to drill the hole through the
torque tube, for the spiral roll pin (RP-02) in the actuator arm. With the door
installed, open the bottom latches until the door can just barely be opened. Allow
+!- 1/4" clearance between the latch and door frame. Move the actuator arm to
it's open stop position (see hint #2). Drill the hole and install the spiral roll pin
in the actuator arm. Re-adjust the push/pull rod untill the interior handle is in
the correct position when the door is closed. See Figure 28:H:l. The exterior
handle should be in a neutral position with no force on the handle drum screw

~Vl'llll'-
w
(91251A155). It should rest freely and not be bound to the collet.
~IP.BIO Chapter 28 PC13 I B-26-96
DOOR AND FSLG CLOSEOUT
Lancnir Intemutianal Inc., Reprusenled by Neko Aviation Inc., Copyright. 1!196, Redmond, OR 97756
HS. Install the chains and the guide blocks for the side latches. Remove the bottom
two side latches and insert a piece of 15" chain. Reinstall, using the shortest
possible screw and shear nut, under the chain and sprocket. It may be possible
to "snake" the chain around the sprocket but the screw and nut must be replaced.
If there is not enough room for the chain between the sprocket and the door
stiffener, it may be necessary to make a small bulge or pocket for the chain.
Cut away the inside of the door stiffener for the chain to pass through. Install the
chain guide block (316-46) for the aft latch chain. See blueprint #A-316 for the
correct position. If the chain rubs on the push/pull rod, the guide block may need
shimmed up. Attach with flax and 2 BID.

Install the turn buckles with master links onto the chain. Cut and install the
chain onto the top sprocket of the handle to complete the "loop." Position the turn
buckles so that they will not cross over the guide block and not hit the sprocket
when the handle is operated. Be sure to install ajam nut on the right hand thread
of turn buckle.

WARNING: DO NOT OVER TIGHTEN THE CHAIN UNTIL

THE PHENOLIC GUIDE BLOCK IS IN POSITION!

With the latches and the handle in the locked position and the exterior handle in
a nuetral position, drill the sprocket and the pin with a spiral roll pin. (It may be
necessary to hold the side latches closed with a wrench because of the pre-load on
the flex shafts.)

Install the front latch chain guide (316-45) with flax and 2 BID. Round the top
corners of the block so the BID will be easier to wrap over it. Exact location of the
chain guide is not critical. It should position the chain straight onto the latch
sprocket and be far enough away to allow room for the turn buckles. Install the
chain and turn buckles on the bottom sprocket. Make a "dry run" before attaching
the guide block to malrn certain that the turn buckles won't hit anything when the
handle is moved. Drill the sprocket as described previously.

H9. Install phenolic guides by the chain sprocket and the push/pull rod. Refer to
blueprint #A-316 for the location. The exact shape is not critical. The purpose
of the guide is to prevent the tube shaft from bending when a force is exerted on
the actuator arm. The tube shaft must be fully supported with a phenolic guide
and a phenolic hoop. (Refer to blueprint #A-316.) The drive bolts on the lower side
latches also get phenolic guides but no phenolic hoops are needed. Secure with
flax and 2 BID on each side.

HlO. Reinstall the over center hoops and spring,

Laneair lnternntionul Ine., Represented by Neico Aviation Inc., Copyright(!) 1!194, Redmimd, OR 97756
 ~

THE FOLLOWING PAGES HAVE BEEN OMITTED DUE TO

MODIFICATIONS
28-64 THRU 28 -71

Chapter28 I PCll / 3-7-95 '>o<

DOOR AND FSLG CLOSEOUT ?\
Lnneair Internutionnl Inc., RepreS!mled by Neico Aviation Inc., Copyright 1994, Redmond, OR 97756
I. DOOR LOCK
~
To keep all the crooks out of your Lancair we supply a lock that locks the aft
door handle in place. (This locks the three lower latches). To install the door
lock we reco=end that you remove the d oor from the aircraft (it is easier to
install the door handle cover with the door off too).

Door Lock
Figure 28:1:1

~ Nut
Star washer

~ ""'"''.'"
Brass bushing (IF REQUIRED)

Ring nut

Door lock (Part# DL-0 1)

Chapter 28 I REV. PCB I 10-13-94 )a<

DOOR AND FSLG CLOSEOUT ?\
Lancnir International Inc.,Rcpn:sent.ed by Neir:t1 Aviation Inc:., Copyright 0 1994, Red mend, OR 97756
 Door Lock Location
Figure 28:1:2

Location of tab with door

handle in the closed
position
rhandle
location
I
I
I
I

I
I ..
\ I

Drill a 1/4" diameter

pilot hole at this A/CFWD
location

11. Using the dimensions in blueprint #A-316. mark the door lock location. Most
likely your hole will be at the edge of the door stiffener flange. Drill a 114"
diameter pilot hole at this location.

Lnncair lnlernutionnl Inc., Repreaenled by Neko Avintion Inc., Copyright 1994, Redmond, OR 97756
I2. Drill a 7/8" diameter hole from the outside as shown in Figure 28:I:3. It is
ideal if you can make it 3/8" deep, but you must not drill all the way through
the door! Every door will vary in thickness at this location so check you door.
You can simply check the depth of your 1/4" hole that you drilled. You should
leave at least 3/16" of material beyond the 7/8" diameter hole. It is OK if the
face of your lock sticks out a little.

I3. Drill through the remainder of the hole using a 5/8" diameter drill.

I4. Enlarge the hole so the rest of the lock will fit. First place the aft door handle
in the locked position. It is somewhat difficult to determine exactly on which
sides to enlarge the hole. Ideally the lock will drop into its hole with a snug fit
on all sides to prevent it from rotating.
Here is our suggested method:

1. Turn the lock over so you are looking at the front of it. With the key, turn
the lock all the way clockwise. This is the locked position.
2. Put the lock tab on the assembly.
3. Point the lock tab directly at the tab on the door handle drum. Grind the
hole so the door lock will fit snugly in this orientation. Should you remove
too much material you can fill with epoxy/flox.

Recessing the Door Lock

Figure 28:I:3

I
_l

L
t
7/8" 5/8" .
OUTED
f
3/8"

Luncnfr Inlernnlionnl Inc., Roprosonled by Neico Aviation Inc., Copyright !fl 1994, Redmond, OR 97756
 Door Lock Tab
Figure 28:1:4

Shape and bend the

lock tab so that it
hits the tab on
the door
handle
drum
Bend first, then shape
because the bending
shortens the tab.

15. Shape and bend the door lock tab. Slide the door lock through and tighten
down the lock with the ring nut. Bend and shape the lock tab so that it hits
the tab on the door handle drum as shown. Operate the door lock. It is pos-
sible you'll need to make a notch in the door stiffener for the lock tab to fit
through in the open position.

Luncair Jntenmtionnl Inc., Rcpreimnted by Ncico Aviation Inc., Copyright 19!H, Redmond, OR 97756
J. HANDLE COVER

In this section you'll cover up the work you've spent so much time on with the
handle cover. The handle cover can be removed with the handles in the open
position.
Handle Cover
Figure 28:J:l

You can slide the cover on and off

with the handles in the open position.

8~~~-;s;:-:;:-:;:-::;:-::;:-::;:-::;:-::;:-::;~-::;;~:_;;::;;.::;_~::~~:~-~~::;;.::;;.::;~::~~::;;.::;~::;;.::;~-::;~::;~-::;:~-;'1
.o

' - - The door cover fits into the

flange in the door stiffener.

Jl. Fit the handle cover. You may find it easiest to remove the door handles for
this step. The cover fits into the flange on the door stiffener and covers the
latch mechanism. When trimming the handle cover, you may choose to cover
the nutplate locations or trim enough away to expose those areas. The choice
IS yours.

J2. Drill two 11/4" diameter holes for the door handle drums. This will allow
room for upholstery. Make sure you are able to install and remove the handle
cover with door handle in place.

J3. The handle cover may be installed with nutplates, or J-nuts. J-nuts are easy to
install, and nutplates are more difficult but solid.

NUTPLATES: (K10008 and K3000-8) Installed in the latch access covers.

Apply as many as are necessary to hold the cover down.
J-NUTS: (94809Alll) Cut a slot next to the hole and slide it into position.
See Figure 28:J:2.

Luncair Inl!!rnntional Inc., Rcprnscnled by Neico Aviation Inc., CupyrightO 1994, llcdmond, OR 97756
 Nutplate Mounts
Figure 28:J:2

Cover\y; Screw

==t'1

J-nut' V Stiffen~.Jf'
_d....
~
Make a 4 BID angle for
these nutplate locations. 'Nutplate

Avoid the door latch when installing the nutplates.

Two 4 BID angles are necessary for the installation of the upper nutplates.
Perhaps the easiest method of making these angles are to shape small pieces of
blue foam and apply release tape on them. Then lay 4 BID onto the foam. Note
that the angle is not exactly 90 but more like 70.

One method of determining the location of the 4 BID angle is to loosely tape it
on to the cover at the correct location. Apply a dab of superglue to the angle
and lower the handle cover into place. Remove the cover and the angle
should be temporarily bonded at the correct location. Remove the angle and
permanently bond in place. Secure the nutplates with AN426AD3-8 rivets.
Secure the cover panel with AN526-832-R8 pan head screws.

J4. Install the door knobs. Chances are that you will take them on and off many
more times but at least you'll know where they are.

L.....__c_>__&_~
__. _
.._"C--
__A_l._Jl.__W
_ _c__ _ _ _ _,li2s-77Jr-C_h_a~p':::;::-:~=-ro;::'.~:;:::8-:AND:':--;:;;:-;:F::::S;;-L-;:G:-C=L:-po=-cs=lE=:o""/"'~=;:-7_-_95_-l-+*+I
Lancair lnternntionnl hie., Reprn~entccl by Neicn Aviation Inc., Copyright ID 1994, Redmond, OR 97756
K. DOORSEAL

The door seal consists of the seal on the door frame and the inflatable seal on
the door side. Powered by an electric pump, the inflatable door seal will ex-
pand up to 3/4". The door seal is attached with silicon.

Door Seal Installation

Figure 28:K: 1

(
,/

I
I
I
//
- Door seal on
Door seal on door side
fuselage side - (SF14-1651)
(SF14-1704)

NOTE: INSTALL THE DOOR SEAL AFTER PAINTING!

Lnncnir lnlcrnntlonnl Inc., Represented by Ncico Aviolion Inc., Copyrighl IC 1994, Redmond, OR 97756
 Door Seal Modification
Figure 28:K:2

111/8"
I~ 1

Cut off the excess material

Kl. Cut the door seal for the fuselage side as shown. 1/8" flange is all that is
required to provide a good seal.

Installing Door Seal on the Fuselage Side

Flgure 28:K3

Fit the door sen]

around the hinge pockets

Lnncnir Inlernntionnl Inc., Represented by NcicoAviuUon Inc., Copyright C 1994, Redmond, OR 97756
K2. Install the door seal on the fuselage side. Try to get the door seal as close to the
edge as possible. The 1/8" wide ridge must be on the outboard side or closest to
the door opening (shown in Figure 28:K: 1). You will have to avoid the door hinge
latch pockets on the top. You have been supplied with SWS-951 silicone for
gluing the door seals in place. Use duct tape to hold the silicone in place as you
follow the perimeter of the door. Wipe off excess silicone with lacquer thinner.

K3. Bolt the door back on ifit still off. Do not close the dooruntilthe silicone has dried.

Installing Door Seal on the Door Side

Figure 28:K:4

I
f
Door stiffener If
I
I
l/8 11

K4. Install the door seal on the door side. The door seal on the door side should be in
full contact with the door seal on the fuselage side. This will correspond to
approximately 1/8" from the door skin except on the top where you'll need to
transfer mark onto the door stiffener so that the door seals will malrn contact.
Orient the door seal (on the door side) so that the outlet stem is located
approximately halfway in between the two door hinges. Drill a 1/4" hole through
the door stiffener at this location and pull the 4" long outlet stem through. Also
refer to Figure 28:K:5.

L11ncair lnlernational Inc., Represcnled by Neico Aviulion Inc., Copyright il:l 1994, Redmond, OR 97756
 Door Seal Installation
Figure 28:K:5

~- Door seal /~--=--\).

i1 ' II~~\ n~ll\_

Door seal bridge tube 1\
-,,
(317) 1I '

Piece of E-glass

' - - - Bridge tube grommet

(M535489-4)

K5. Connect the air line to the stem with the union (Part # 22-4).

HINT: If you are having a difficult time fitting the air line onto the
bridge tube and unions, heat the air line up first.

K6. Route the air line back to the outside of the door stiffener. Drill the 1/4" di-
ameter holes so that the air line will fit between the air seal and the door skin.

K7. Make a 11/2" x 1 3/8" piece of 3 ply E-glass. When dry, drill a 1/4" diameter
hole in the center of it. The grommet will later fit into this hole.

Lancair Intcrnnlionnl Inc., Represented by NcicoAviation Inc., Copyright 4' 199'1, Redmond, OR 97756
 Door Bridge Tube Installation
Figure 28:K:6

:L OUTBD

Door seal
bridge tube

/Grommet cover .

/ , / Piece ofE.gln.se

KS. Temporarily install the door bridge tube. Remove the two forward bolts from
the forward door hinge that the door bridge tube will install to. Drill a hole in
the hinge pocket where you think the door bridge tube will enter. Most likely
you'll find that your hole is off. Keep opening the hole in the direction that
will make the door bridge tube fit. Install the door bridge tube. You will
notice that the holes for mounting the door bridge tube are a slightly larger
diameter. This will allow for minor adjustments.

Lllneoir !nLemational Inc., Repre9Cnted by Neieo Aviation Inc., Copyright 0 1994, Redmond, OR 97756
K9. Install the 3 ply piece you made. We find that the easiest method of doing ~
this is to first slide the grommet in the hole in the 3 ply piece. Use silicone to
secure the grommet. Cover each side with release tape,and lay over 2 BID to
capture the grommet.Drill through these cover plates. Bolt the bridge tube in
place. When you have established the proper orientation for the grommet
plate,secure with self tapping screws# 91632A146(6-3/8"). You will need to
drill a hole in the overhead console for the air line to run through.

KIO. Route the air line down along the forward side of the door. Run 'the line along
the door frame and on the outside of the anchor covers. Electric pump hook-up
will be explained in a subsequent chapter.

Lan~ir Int.ernational Ine.,Repnuie.nl.ed by Neic:u Aviation Ine., Copyright C 19S4, Redmond, OR 97756
L. OVERHEAD AIR DUCT

This overhead duct is a molded piece forming a passageway for air from the
plenum formed in the vertical fin. A variety of vent and accessory arrangements
can be installed into this duct based on personal preference. One item that is
supplied is a rotary knob which will actuate a slide valve at the pressure bulkhead.
The valve must be closed during pressurized operations.

NOTE: You'll see a shallow joggle in the air duct at approximately 43" fwd of the
aft end. Generally, the duct will be split into two pieces for shipping purposes at
this point. In some cases, the duct may arrive in one piece, if so, you will need to
split it for installations required just in front of the pressure bulkhead.

Air duct layouts

Figure28:L:l

....- -----,.
1
1 Q Q ,.'_ _,___ Ref; suggested, possible
.~ :. locations for air vents
I I
Molded air duct -+ I I
I I
.1 1
I
I I
I I
1
I
Panel areas trimmed to
leave a 1/2" lip, ..... _ - ; __,,.
I
This area butts to door
aluminum inserts used frame and recieves 2
to close .,-----) BID to attach & seal
I 0 OJ
I
I
I
I I
I I
I I
I 1
I
.1.._ ___ _ _ ).

Lnncair Intcmalicmnl Inc., R(!prcscntcd by N!lico Aviation Inc., Copyright 1997, Redmond, OR 97756
 Fitting the Air Duct in Position
Figure 28:L:2

'

Ll. Trim and trial fit the fwd portion of the airduct into the top fuselage. This is
performed with the top fuselage resting upside down on a table and the air duct
is laid in position.
Trim the edges of the premolded piece so that about 3/4"-1" remains for bonding
onto the inner side of the top fuselage, there should only be about 1/2" along the
front where it gets close to the windshield. Note that the duct must bump (and
seal) against the fslg I door frame. The duct will essentially center on the top fslg.
If your duct is in two pieces, simply butt them together for alignment purposes.
Grind or sand as required to attain a good fit onto the top fslg and a snug fit
against the door frame.
This piece should be trimmed so that it is about 5" short of reaching the aft
pressure bulkhead.

Lanmir lnlcrnntionul Inc., Represented by Nc!co Aviation Inc., Copyright a:i 1994, Redmond, OR 97756
L2. Fit removable panels into duct. It is a good idea to fit the aluminum panels and
any desired items into the duct prior to bonding. It's not essential, just an easier
that way.
The two flat areas measuring approx. 5-7/8" x 13-7/8" will need removable
aluminum panels fitted. These panels simply screw into place and provide access
to the door hinges, the pump up door seal air line and the rotary assembly for the
rear bulkhead slide valve.
The panels (approx .. 060" aluminum) are rough cut to size for you. Use a belt
type sander to quickly sand a radius around the corners as desired.

Screw the panels in place using 8-32 Allen head screws. Space the screws
approximately three inches apart. The air pressure is often sufficient to blow air
by if spacing is greater than that.

Trim away the fiberglass in the panel areas leaving about 1/2" around the
perimeter. Attach the Kl000-08 nut plates and set the screws.
(Note: It generally looks good if these panels are covered with interior trim
material for an accent, such as leather, vinyl, etc.)

Additional items of possible interest to mount into the aluminum panels, etc.,
might be per the following:

a.) Type of air vents (we've used one eyeball vent for each seat position) and this
approach seems to work to everyone's satisfaction. There are several types of
vents that can be installed. Neico Aviation carries two possible choices, a panel
mount type and a screw mount type. Other types are also available from a variety
of sources.
b.) Overhead light: A cabin light could be a useful addition in this area.
c.) Overhead control switching location: The areamight be suitable for low profile
rocker type switches.
cl.) Overhead oxygen system.

L3. Bond the fwd portion of the airduct into position.

Rough up the surfaces and bond the airduct in position using epoxy/flax. You
can either weight the flanges down to achieve a compression bond or set clecoes
to pull it down against the top fuselage.

L4. Adel 2 BID to connect duct to door frame. Make a small micro fillet and apply 2
BID to seal this area.

~
c __ _ _ _ _. . _"'_l1_.,..,,_
4
_~_:a___
IV c __ _ _
1'6 Chapter28 PC15/4-10-97 )o
__,(~8,-~~,,''1_.::..:c:_~D'"'o'"'o'"'R,-AND-,L~F'""'s'"'L-,G-C-CLC-OC--S=E=-o=uc__::_T::_:__:._-1i+?*-H
J

Lnncnir lntomntinnnl Inc., Represented by Ncico Avinlion Inc., CoJ1yrlght0 19!17, Ikdmond, OR97766
 For the following steps, you'll need to have the aft pressure bulkhead flange
installed, which will provide you with the exact position of the bulkhead.

L5. Install the aluminum panel in the cabin air plenum box. This aluminum panel
measures 6" x 8-3/4". Again, sand the edges to achieve a pleasing radius. This
panel too, looks good with finished with accent upholstery.
Install 4 screws down each side and 1 in the middle of each end.
Use: 8-32 x 5/8"L, Allen head screws (#91251A-196)
Kl000-08 anchor nuts
AN426-3-5 rivets
Cabin Air Plenum Box
Figure 28:L:3

APPROXIMATE
DIMENSIONS

8.5" across bottom.\

11 " across top

LG. Fit the cabin air plenum in position. This is a vacuum formed piece that is rather
box shaped. It will house the blower as well as the slide valve. The slide valve
allows for outside air ventilation when not operating under pressurization.
During pressurization, this slide valve must be closed and cabin air circulation
can be achieved using the blower motor located in this plenum box.
The plenum box should measure about 11" wide, measured across the back
upper corner (where it meets the pressure bulkhead and top fslg.) This will create
a taper with the box being wider at the top bulkhead point compared to the bottom
(about 8.5" wide at the bottom). This becomes important when you get the trap

L_:::L:'."~"'.:d::~=~==~=~=:,.=;=g=~=~=--=IV~_!'______JII~~:~~~]1--c~_h_a~p'-~-~-~-~-s_AND,__RE_;-~-L-G-c-i-i-:'-~-~-~---13_-_94_-H~
Lanw.ir lnlernailonnl Inc., Represented by Ncico Aviation Inc., Copyright 0 1994, Redmond, OR 97756
 L 7. Secure plenum in place. (temporarily). Cover its edges first, with a layer of duct
tape (inside and outside, extending up the sides about 1.5"). This plenum must
be removable. To secure it in place and allow for removal, first secure it with a
few dabs of fast set glue, or equiv.

Securing Plenum Box

Figure 28:L:4

3 BID flanges:
Exterior flanges, --__ ...,...____ Leave exterior flange larger
approx. 3/8" high --........... here to accept the anchor nut.
Install one on each fwd side.
Interior flanges, Use: MS24694-S5 screw
approx. l" high Kl000-08 anchor nut

Ref: fabricated
brackets to attach
cable and fan s ----- ...

Ref: flapper door

LS. Add BID to form a flange for the plenum to register into. This is accomplished
through the following procedure.
a.) Lay a narrow 3 BID layup around the outside of the plenum, this BID attaches
to the pressure bulkhead, and the plenum releases free of it.
b.) Lay a slightly wider 3 BID layup around the inside of the plenum, this BID
attaches to the pressure bulkhead as well.
c.) Lay a narrow 3 BID layup along the sides of the plenum on the outside. This
BID will attach to the top fslg. It should stop short of the fwd end of the plenum
by about an inch or so. This is not critical however.

L_:::U"';~::r:;S!::~~::-'\.'.'::"'~~~,a~~'.:~~...:IV~~----_Jl[~~:~~]1--c.c.h:::a:cp.:,~::..:~o--~,,.:!==s~AND-'=RE,..,;=-~=-G=-=CL=-P-=;'=!=1'=;"="~=-'""'13'--_"-94_-+i-*+I
Lancair !ntemation.ul Inc., Represented by Ncico Aviation Iru:., Copyright e 1994, Redmond, OR 97756
 d.) Lay a wider 3 BID layup along the sides of the plenum on the inside and across
the front. This BID will attach to the top fslg and over the air duct in the front.
Make this BID wide enough at the front side corners so that an anchor nut can
later be installed there to secure the plenum.

L9. Remove plenum and trim the BID flanges. Pull the plenum out and trim the
flanges. The outside flanges should be kept quite short (about 3/8" high), that way
upholstery, etc. will easily cover it and you won't have to paint it.
With the flanges trimmed, it will hold itself in pretty good position at the back
and bottom but the top, front will need a couple of screws to secure it.

LlO. Add two screws in the plenum top front. On the front side corners, set a screw
(MS24694-S5). Install the Kl000-08 anchor nuts into the inner flange. Refer
back to figure 28:L:3.
Plenum Trap Door Cut Out
Figure 28:L:5

4" 1.7"
..... FWD

1.7"

Hole
for door 2.5"

Aluminum trap door

with piano hinge
Note: flip hinge halves\
as shown

' Ref: plastic

plenum side AN426A-3-5 rivets
six per hinge side

Lam:air Internutiono.l Inc., Reprceented by Neico Aviation Ine., Copyright C 1994., Redmond, OR 97756
Lll. Cut the plenum door hole and mount the door. This door allows for air to get into
the fan when operating it while the bulkhead flapper door is closed(during
prressurization).
This plenum door is a simple aluminum panel which is secured to the inside of
the plenum. Note that there is a small doubler under the portion of the hinge
which attaches to the plenum, this is to align the flapper door properly. The door
should swing freely to the inside and lay flush against the side of the plenum. As
the fan sucks air, this door will swing open.

L12. Cut the flapper door hole in the bulkhead and make the flapper door.
See figure 28:L:ll for flapper door dimensions.

Flapper door hole position

Figure 28:L:6

ia __
"--~~~~~~---r-'7--
3"

'
I I 1' s"
REF:
EJ.ICLOSiJRE.

1 I
1
1.s'

a.) Cut the through hole in the upper pressure bulkhead.

b.) From the back side of the panel, cut back the skin and core 1.25" around the
hole. Close this out with 5 BID all around.

Lancuir International Inc:., &presented by Ncito Aviation Inc:., Copyright e 1994, Redmond, OR 97756
 L13. Mount the bulkhead flapper door assembly. Simply bond the 6 BID doubler in
place. See Figure 28:L:ll.

Fabricating the Fan Attach Bracket

Figure 28:L:7

FWD

8 BID fabricated Typ hose clamp

bracket, attaches
with 3 BID each side

Use cardboard
former and, using
release tape, lay up
the 8 BID against Ref: keep motor approx. 1/4" off
former and fan bulkhead and fslg top.
motor.

Former Used to Make the Fan Attach Bracket

L~c:'.--".:'.:{~t1=.,=""=C=orvr.=-"=~=:a=:__:IV~_..!'._____J1r~~~~~:1;1--=C=h=a!:.~.: t~: ~_:!:.:s:_ANDJ_ _RE_;_~:_L_G_CL_:p:_;: .: : .:~-c;: .:!r:, -: .:13:_-: .:94=- , -H*1

L11nc11ir International Inc &pre11enled by Neii:o Aviation Inc., Copyright e 1994, Redmond, OR 97756
 Former Used to Make the Fan Attach Bracket
Figure 28 :L :8

Approx. 3.1" diameter. Half circle

shape is cut to fit around the fan
_ motor diameter, allowing about 1/8"
extra radius (to account for the
release tape and the 8 BID
thickness).

\Simple wood formers

with release tape applied

With this approach to making the fan attach

bracket, you can bond this flange down to the
pressure bulkhead and simply add a 3 BID
tape to the back side to complete the
attachment onto the pressure bulkhead.

L14. Make a mounting bracket for the fan. This is an 8 BID flange which will mount
the fan motor onto the top bulkhead. There are two easy ways to make this custom
bracket.

Lancair International Inc., Represented by Ncico Aviation Inc., Copyright 1994, Redmond, OR 97756
 bracket.
1.) Place a piece of cardboard on the motor to create a former. Apply release tape
on both the cardboard as well as the motor.
Lay 8 BID, 3/4" onto the motor and extending down the cardboard former.
Allow to cure, pop off and trim to size. -OR-
2.) Make a simple wood former, cover with release tape and lay the 8 BID over
it to form the basic attach bracket. See figure 28:L:8.
The motor will be clamped to this custom bracket.
Bonding Fan Attach Bracket
Figure 28:L:9

Plastic fairing: Bond onto

air duct to fair fan outlet
into duct. Use 2BID.

L15. Mount the fan attach bracket. Position the fan in the plenum comfortably. It will
have a small, plastic cupped piece added to transition the fan output end into the
air duct. For now, allow enough clearance it so that its attach bracket can be
permanently installed onto the top bulkhead.
With the position ofthe fan looking good, position the attach bracket on the fan,
and use a few dabs of quick set glue to set the bracket in place.
Then gently remove the fan and add a 3 BID attach tape to both sides of the

Lnncnir Intcmntional Inc,. Rcpree11nted by Ncico Aviation Ine., Copyright e 1994, Redmond, OR 97756
 Fan Outlet Fairing
Figure 28 :L: 10

f,jrduct

Plastic fairing: Bond onto

air duct to fair fan outlet
into duct. Use 2 BID.
FWD

L16. Install the fan outlet fairing. This is a small plastic formed piece that helps
transition the fan output into the fwd air duct. Simply position this piece over the
fan outlet and fit it to the top of the air duct. Attach with 2 BID.

LI 7. Install the bulkhead flapper door. This door allows cabin airin from the aftNACA
duct when the aircraft cabin is not pressurized. When pressurizing, this flapper
door will automatically close thus allowing the cabin to build pressure.

Lancuir International Inc., Represented by Neico Aviation Inc., Copyright 1994, Redmond, OR 97756
 Flapper door assembly I installation
Figure 28:L:ll

3" REF'

43__
ENCLOSIJRE

: I 1,5"
~~~~~~~.....;.-<,--

''1.s10'

3 '1! ,,
.. [68ii)l
3L.:..:_j
GBID
SPACER

G M5200DJ HJNG~
0

.3 AN4Z.6A3-IO RIVETS
.3 AN4-2';A.3-IO RJV
. .

Lancnir International Inc,, Rcpre11ented by Ncic0Avi11tion Inc., Copyright 1994, Redmond, OR 97756
REAR AIR DUCT INSTALLATIONS
~
L18. Install the aft portion of the air duct. This piece bonds to the top fslg similarly
to that ofthe fwd portion. Its fwd end should terminate about 5" aft ofthe pressure
bulkhead flange. Trim the air duct accordin gly. Bond it in position with epoxy/
fl ox.
Aft Air Duct Connection at P ressure Bulkhead
Figure 28:L:12

3" dia. , 3 BID end to accept hose.

Refer to Chapter 14:G for method
of construction.
2BID around

Air duct
.. ~
'
I
I

L19. Fabricate a fairing to blend from air duct to aft side ofbulkhead. This shape can
be made with either cardboard or thin piec es of foam.
With a suitable form in place, cover all a reas with release tape.
a.) Lay 3BID overonlythelowerhalfofthe form, running over onto the pressure
bulkhead by about 1". Allow to cure
b.) Now cover the upper part of this layup with plastic release tape.
c.) Next lay a 3 BID over the upper area. Overlap the lower piece by about 1".
Cover the entire upper area extending about 1" onto all surfaces. Allow to cure.
d.) After cure, pull both pieces off and remov e the forming materials. The plastic
tape will allow the two pieces to separate.
e.) Bond the upper piece permanently in po sition onto the top fslg, air duct and
bulkhead flange.
f.) Position the lower piece, it willlayinside the upper and overlap about 1". This
piece should then be bonded to the back of the pressure bulkhead.

Chapter 28 I REV. PC9 I 11-8-94 )(?(

DOOR AND FSLGCLOSEOUT )(-\
Lancnir Internnlional Inc., Reprcecnted by Ncico Aviation Inc., Copyright 1994, Redmond, OR 97756
 ln this manner, you11 oe ao1e to remove the OU!Kheact anct the art ran"lllg will
automatically nest into each other when the bulkhead is placed in position. It
may sound complicated, but it's relatively simple. The idea is to get a nice tight
fit so that air doesn'tleak out when you've opened the slide valve and are allowing
outside fresh air in for ventilation.
Attaching the Aft Duct Hose Pickup
Figure 28:L:l3

3" dia. flex hose

(cat or scat type typ.)
secured with hose clamps

L20. Make and install a hose pickup at the aft end of the aft air duct. A 3" diameter
hose is used to connect the aft plenum (in the vertical fin) to this air duct. This
is nearly identical in process to that performed in Chapter 14, section G (vertical
fin plenum), refer to this section for making the air duct pickup using a pop can
wrapped with 4 layers of duct tape.
Attaching Hose to Air Duct Pickups
Figure28:L:l4

3" dia. flex hose

(cat or scat type typ.)
secured w:ith hose clamps

L21. Connect the air duct to the plenum chamber in the vertical fin using a piece of
either scat or cat ducting. Use a hose clamp at each end to secure the hose in place.

L[lncuir Internulionnl Inc., Represented by Neico Aviulion Inc., Copyright 1994, Redmond, OR 97756
L22. Build and install the forward portion of the aft air duct. This portion will bridge
the area between the bulkhead and bulkhead support flange. Make a foam plug
from the 1/2" thick foam which is supplied. It will take two or three layers of foam
to make the plug.

Foam Plug Location

Figure 28:L:l5

Existing Aft
The foam filler blocks Air Duct
lay between the bulkhead
and bulkhead support.

Existing
Hole

Aft Face of the Pressure Bulkhead

Existing Aft Air Duct

" " Foam layers may be

placed as needed to
form the foam plug.
(

,,,
I

Aft Pressure \
Bulkhead\

Lancair lnturnnlionnl 1nc., Repretienled byNcico Aviation Inc., Copyright@ 1994, Redmond, OR 97756
L23. Shape the foam by sanding. Permanently install the two filler blocks with micro,
to the aft bulkhead. The filler blocks should rest flush with the core of the
bulkhead. See Figure 28:L:15.

L24. Cover the entire foam plug with clear tape, overlapping the tape onto the
bulkhead and duct at least 3". Lay the tape as neatly as possible for this surface
will be a mold. The following steps will explain how the lower half of the duct is
constructed so that the bulkhead may be removed with the duct still attached to
it.

L25. Lay 3 BID onto the mold, overlapping 11/2" onto the bottom half of the mold only.
Place some peel ply or plastic tape over the area where the upper portion of the
duct will overlap l".
Peel Ply Location
Figure 28:L:l6

1" overlap area of top and

bottom duct. Apply clear
tape or peel ply here to keep
the next layup of BID from
sticking.

3BIDMold

L26. Apply a 3 BID layup to the upper piece of the duct which will remain attached to
the bulkhead support. The lower half will be attached to the pressure bulkhead
later.

L27. Once cured, remove the 2 halves, clear tape and prepare the surfaces for bonding.

L28. Bond the two parts of the duct into position with hysol and epoxy.

Luncnir Intemationnl Inc., Represented by Neico Aviation Inc., Copyright ID 1994, llildmond, OR 97756
 CHAPTER 29
REVISION LIST
(Pressurized Version)
The following list ofrevisions will allow you to update the Lancair IV construction
manual chapter listed above.
Under the "Action" column, "R&R" directs you to remove and replace the pages
affected by the revision. "Adel" directs you to insert the pages shown and "R" to remove
the pages.

Current
Page(s) affected Rev.# Action Description

29-1 PC17 R&R Removed Section M.

29-2 0 None
29-3 PC18 R&R Added two parts.
29-4 0 None
29-5 PC14 R&R Edited Fig. 29:A:l.
29-6 PClO R&R Edited dimensions in Fig. 29:A:2.
29-7 thru 29-14 0 None
29-15 PC14 R&R Edited Fig. 29:B:l.
29-16 thru 44 0 None
29-45 PC14 R&R Edited Fig. 29:I:l.
29-46 thru 29-49 0 None
29-50 PC18 R&R Added text to Fig. 29:J: 1.
29-51 & 29-52 PClO R&R Changed Fig. 29:2 & Fig. 29:J:3.
29-53 PC14 R&R Edited Fig. 29:J:4.
29-54 PC14 R&R Edited Fig. 29:J:5.
29-55 thru 29-57 PC13 R&R Revised pressurization system.
29-58 PC14 R&R Cleaned up Fig. 29:K:5.
29-59 thru 29-63 0 None
29-64 thru 29-65 PC17 R&R Deleted Section M.
29-66 thru 29-69 0 None
29-70 PC18 R&R Added text to 1st paragraph.
29-71 0 None
29-72 PC13 R&R Changed Fig. 29:P:l.
29-73 PC13 R&R Edited Fig. 29:P:2 and paragraph P4.
29-7 4 thru 29-81 0 None
29-82 PC12 R&R Edited page.

---=
-==;;L~i;;.'!~!!'#;l..1,,.A.la'~
L~r>~~=7
==q,=='1=w=g..,==..r718.====~===--~_!,___J
Lancrtir lnwnHitiunal Jue .. Hi~pl'('H!'ll(t'd
IV .
I~
29-i
Chapter 29
1-=-1 nterior
hr Neico Aviulinn Inc. Copyright D l!l!J!J, Hedmond, OH. !l775G
I REV. PClS/1-25-99 )v(
ane 1=s---:=:-----,,--t-<y_yc7\:-tl
-~--=r=--'--: (Pressurized) / ,
 CHAPTER 29
INTERIOR PANELS
(PRESSURIZED VERSION)
REVISIONS
From tin1e to time, revisions to this assen1bly n1anual n1ay be dee1ned necessary. \Vhen such revisions are
n1ade, you should immediately replace all outdated pages \Vi th the revised pages. Discard the out dated
pages. Note that on the lo\Ver right corner of each page is a nrevision date". Initial printings \Vill have the
nu111ber 11 0 11 printed and the printing date. All subsequent revisions\vill have the revision nun1ber follo\ved
by the date of that revision. VVhen such revisions are made, a "table of revisions" page \Vill also be issued.
r.rhis page (or pages) should be inserted in front of the opening page (this page) of each affected chapter. A
ne\V 11 table ofrevisionsn page \Vill accompany any revision n1ade to a chapter.

ARROWS
Most dra\vings\vilJ have arro\vsto sho\v\vhich direction the parts arof'acing, unlessthe dra\vingitselfmakes
that very obvious. ''A/CUP" refers tot he direction that \Vouldbe up if the part \Vere installed in a plane sitting
in the upright position. In n1ost casesthepart sho\Vll \Vill be oriented in the same position as the part itseli\vill
be placed during that assen1bly step. Ho\vever, time goes on and changes are inado, so careful attention
should be paid to the orientation arro\vs.

CONTENTS
1. INTRODUCTION
2. PARTS LIST
3. CONSTRUCTION PROCEDURE
A. REAR SEAT BACK I PRESSURE BULKHEAD
B. BAGGAGE FLOOR
C. REAR BAGGAGE BULKHEAD
D.ARMRESTS
E. REAR PASSENGER FOOT REST
F. FWD FLOORBOARDS
G. FUEL I HYDRAULIC LINE TUNNELS
H. SIDE PANELS
I. SEAT BELTS
J. REAR SEAT BOTTOM
K. OUTFLOW VALVE INSTALLATION
L. ELEVATOR PUSHROD SEALS
N. AILERON PUSHROD SEALS
0. FIREWALL REINFORCEMENT
P. REAR SPAR COVERS
Q. REINFORCEMENT PLATES

L
~;;t:::~!!!i::::~~:::.A::::::#.:::'lf'lt:::=A=:::l.:::D:::=:__:JV::_:!_
c:;f 1111'~8'.
___Jl~l-Ch_a_,p-'t.:__er_2_9_
. c.:___j
P_c_1_11_0~_1-_15_-9_s_-H~*ii
__,i'---R-E_V_._ _
Interior Panels (Pressurized)
Luncuir International Inc., Represented by Neico Aviation Inc., Copyright ID!JS, Hedmond, Oft !J7756
~
1. INTRODUCTION

This chapter will not only deal with the cosmetic interior panels, such as foot
rests, side panels, and arm rests, it will also get into many of the pressurization
essentials, such as the pressure bulkhead, outflow valve, pressure compensator,
and control pushrod seals. These are important steps to safely pressurize the
Lancair IV.

While you can customize and modify the foot rest positions, side panel shapes, and
other non structural panels, we ask that you please do not modify the pressuriza-
tion structure. These pieces are a result of much testing here at Lancair.
Modifying the pressure bulkhead location, for instance, may cause increased
stresses in other parts of the pressurized cabin, resulting in failure.

Lnncuir Inlerm1tianal Im:., Repre~enled by Neico A via lion Inc., Copyright 1994, Redmond, OR 97756
2. PARTS
~
Top seat back (#103G-1P) Seat Bottom (PIN 1051P)
Bottom seat back (#103G-2P) Firewall Rib (PIN 1052P)
Clark foam, 112" thick, 24" x 9G"
118" thick, Divinycel, 1 ply per side
8 Kl000-3 nutplate
294 AN42GA3-5 rivet
lG AN3-4A bolts
95 AN3-5A bolts
280 AN9G0-10 washers
2G AN525-832-Rl0 screws
70 Kl000-08 nutplates
1 Gear leg cover (1038-1)
G lVISC-32 pop rivets
1 Fwd tunnel, white plastic (1042)
1 Aft tunnel, fiberglass or white plastic (104 5)
24 AN525-832-R7 screws
2 707-01 seat belt wlshoulder harness
2 707-01 seat belt, no shoulder harness
5 ANG-GA bolts
1 AN3G4-G24A loclrnuts
4 AN5-5A bolts
2 AN3G4-524A locknuts
4 AN3G5-G24A loclmuts
8 AN9GO-GlG washers
2 AN3G5-524A loclmuts
2 AN9G0-51G washers
2 AN5-GA bolts
2 AN970-5 washers
1 Outflow valve, Dukes (lVIodel#5022-00-l)
1 Outflow valve bucket, fiberglass (1043)
G AN525-10Rl0 screws
12" 1/4" D. x .035" wall, 5052-0 alum. tube
2 AN819-4D fitting
2 AN818-4D fitting
1 AN924-4D nut
1 AN832-4D bulkhead fitting
12" 2 112" D. x .049" wall, GOGl-TG alum. tube
4 PR409 rubber boot seal
12 Tie wraps
24" RC1023 rubber grommet material
4 417-02 flanged sleeve
10 91251A-19G Allen head screws
2 Rear spar covers (104G)

Chapter 29 I HEV. PCJS/01-25-99 X7<

Interior Panels (Pressurized) ~
Lancair lnternati1mal Inc., Hcprcscntetl hy 0.'Pico A vi at.inn Im:., Cnpyrir:ht <D l!l99, Redmond. OH 9 775G
114 RS313 reinforcement plates ~
10 MS24694-S56 screws
60 MS24694-S54 screws
10 MS24694-S53 screws
55 MS24694-S52 screws
120 AN365-1032A locknuts

Parts for pressure compensator:

4 AN316-4 check nut
2 AN4-4A bolt
16 AN960-416 washers
1 AL206-01 connecting rod
1 F34-14 rod end bearing
4 AN365-428A locknuts
2 AN310-4 castle nut
2 MS24665-140 cotter pin
2 AN4-10 bolt
1 419-04 housing
2 419-01 piston
2 419-08 guide rod
4 TS4 linear bearing
2 419-03 bushing
2 PR409 rubber boot
2 417-02 retaining sleeve
16 91255A146 screws
16 AN960-6 washers
16 MS21042-06 nut
6" .75" x .75" x 1/8", 6061-T6 alum. angle for T MS60-154 bridge
2 Tie wraps
2 98409A151 circlips
1 EL-056-02-02 tab
1 AN4-11A bolt
1 PH250x2x2 phenolic
10 ft. 5268K13 plastic hose
1 AN838-4D bulkhead fitting
1 AN924-4D nut
1 AN842-4D fitting
2 5321K16 hose clamps

Chapter29 IREV. 01 7-11-94 ~

Interior Panels (Pressurized) ?<
Luncuir Intcrnutlonul Inc., Represented by Ncico Aviation Inc., Copyright 1994, Redmond, OR 97756
3. CONSTRUCTIONPROCEDURE

A. REAR SEAT BACK (PRESSURE BULKHEAD)

The rear seat back of the Lancair N also doubles as the pressure bulkhead. This
bulkhead consists of a top and bottom section, both of which are removeable.

Do not alter the design of the pressure bulkhead in any way. This is an integral
part of the pressurization structure and a result of much testing here at Lancair.

To complete the rear seat back, the top shell of the fuselage must be attached to
the bottom, but it does make forming the mounting flange easier ifthe top and
bottom fuselage shells are separated. Whether you have joined the top and
bottom shells or not, we will note in this section at what point you must join those
two pieces.

Lancair IV rear seat back/pressure bulkhead

Figure29:A:l

Top of fuselage

Rear side window

Top seat back

#1036-1P

Bottom seat back

#1036-2P

Gear box

Bottom of fuselage

Chapter 29 REV. PC14/11-29-96

29-5
Interior Panels (Pressurized)
Lancair International Im:., Represented by Neico Aviation Inc., Copyright 1996, Redmond, OR 977!i6
Al. Trim the bottom edge of the bottom seat back to the premolded scribe line. This
scribe line should be about 3" from the bottom edge of the core.

NOTE: When trimming the top and bottom sections of the seat back, do not
trim any closer than 2" from the start of the core material. This will provide
plenty of room for the large flange which the seat back mounts to.

A2. Position the bottom seat back in the fuselage, resting against the aft face of the
angled gear box flange. The bottom seat back will rest on the center seat belt
attachment plate. Angle the seat back 25 aft of vertical. The top edge should be
level, left and right. Try to trim the seat back to within 1/4" of the fuselage sides.

A3. Temporarily secure the bottom seat back to the fuselage with instant glue and a
few wood blocks. Do this from the FWD side of the seat back because you will be
forming a mounting flange against the aft side.

A4. Position and fit the top section of the seat back. It has the same 25 aft angle as
the bottom section. Top seat back rests against the fwd face of the bottom seat
back so the top section can be removed separately. See Figure 29:A:2. Place wood
blocks against the fwd face of the top seat back section, and glue those blocks to
the fuselage. Do not glue the blocks to the top seat back as it will be removed.

Positioning bottom and top seat back

Figure 29:A:2
NOTE: The 3"
nieasurernents are
Top of fuselage very important
when installing
the seat back
pressure bulkhead.
Thereshould not be
Top seat back
any bolts passing
Rear side window through the
plexiglass windows/

Up

Fwd~ Bottom seat back

Gearbox

L11ncnir Intemalional Inc., Re.presented by Neico Aviation Inc., Copyright 1994, Redmond, OR 97756
A5. Remove the top seat back section.

A6. The mounting flange for the seat back/pressure bulkhead consists of 6 BID
wrapped over a foam core. Starting with the bottom section of the seat back, cut
and fit lengths of 1/2" thick Clark foam as shown if Figure 29:A:3. Notice that
these foam pieces are NOT resting flat against the top and bottom seat backs, but
are spaced about .060" behind seat backs. This gap is to accomodate the 6 BID that
will be laid onto the foam. Use tongue depressors, duct tape, or what have you,
as spacers between the seat backs and the foam. There are four layers of Clark
foam in the flange to give a 2" thick final depth. The flange should be at least 2"
wide (where the seat backs rest against it).

NOTE: This is one area where it is obviously a little easier to complete ifthe
top and bottom fuselage shells are not attached. You can fit, sand, and glass
the foam cores without the top and bottom shells together, then go ahead
and do the final fuselage closeout. The flanges can be spliced together with
the proper number of BID when the fuselage is closed.

A7. Bond the foam pieces to the fuselage and each other with a thin epoxy/micro
mixture.

Forming seat back flanges

Figure 29:A:3

1<111---- Z' --111'"1

Rear seat back Temporary wood

locating block

\
~: ........ . i:: _- .. = .:. Fuselage side

.060" spacer
(tongue depressor,
tape, etc.)

1/2" thick, Clark foam

sections. 2" total thickness.

Luncuir Intcrnnliono.1 Inc.,RcprcscntOO by NclcoAviotion Inc., Copyright 1994, Redmond, OR 97756

AS. Sand and shape the foam pieces to form the core of the flange. Try to keep a
11/2" flat area on the fwd surface of the foam core for the seat backs to mount
against.

A9. Sand and clean the laminating areas of the fuselage shells 3" fwd and aft of the
foam core.

AlO. Apply a generous micro radius in the corners where the foam core meets the
fuselage shells. Again, try to keep the 11/2" flat mounting surface for the seat
back.

All. Apply 2 BID to the foam core of the mounting flange, extending 3" onto the
fuselage shells both fwd and aft of the foam. While this laminate is still wet, apply
another 2 BID, overlapping only 2 1/2" onto the fuselage shells. And last but not
least, apply another 2 BID, overlapping 2" onto the shells, giving 6 BID total on
the flange. See Figure 29:A:4.

Applying 6 BID to foam core of flange

Figure 29:A:4

Fuselage
side

Fwd

Radius is not critical.

Try 5/16" - 3/4" radius.
L Outbd
2BID__..

2BID Iii>"
2BID_.,.

J,uncnir lnlernntlono.1 Inc.,Repreaenlcd by Ncko Avinllon Inc., Copyright Cl 1994,Iledmond, OR 97766

 NOTE: If you have not already done so, now is the time to join the top and
bottom fuselage shells, before continuing with this section. You will be
drilling for the seat back mounting screws and you would not want any
misalignment caused by bonding the shells together.

A12. Slide the bottom seat back into position. It should rest against the aft face of the
gear box flange and the fwd face of the 6 BID, foam core flange (no need for the
.060" spacer anymore). Drill 3/16" Dia. holes through the bottom seat back and
mounting flange.Use a long drill so you can extend the holes all the way through
the foam core flange and out the aft face. (These are hole numbers 44- 57 inFigure
29:A:5).

A13. Place the top seat back in position and drill 3/16" dia. holes through it and the
foam core flange as you did on the bottom seat back (hole numbers 1- 27 in Figure
29:A:5). Also drill 3/16" dia. holes along the edge where the top and bottom seat
backs join (hole numbers 28 - 43 in Figure 29:A:5).

Mounting screw locations for seat back

Figure 29:A:5

t :: o
0
o o o o o l
o .o o o o o o o ~: i
1 00
!:Eo~
0

l ~~9
ll" Bottom seat back : 0

I
1 There will be three more
55 0
i """'--'!here will be four more
mounting screws in this
: 1mounting screws in this
: area, but do not drill yet. 1 area, but do not drill yet, 57 0
t ..... _
1
Do so after installing the I Do so after installing the
elevator pushrod seals. elevator pushrod seals. .-----
1
: See Section L. See Section L. - - i..
.__ ..... :
,- ' 1 -,
'' 0 0 0 0 0 0 0 0 I o 0 0 0 0 0 0 0,

65 - - - - - - 6 0 ~ 58
73 .....11---70 - - - - -

Lnncnir lnlernntionnl lnc.,Repreeenled by Ncico Avinlion Inc,, Copyright 1994, Redmond, OR 97756
A14. To secure the seat back sections to the foam core flange, nutplates must be ~
secured to the fwd 6 BID laminate. Of course, this will require removal of the foam
core locally around each mounting bolt hole. Use a 1.25 - 1.5" diameter hole saw
and drill from behind the flange, removing the aft 6 BID and the foam core ONLY.
Do not drill through the fwd 6 BID laminate. Do this at each hole location. See
Figure 29:A:6.

A15. On a flat table with release tape on it, lay up a 4 BID laminate, enough to cut up
into fifty, 1 1/4" x 3/4" pieces.

A16. When the 4 BID has cured and you have cut it into the fifty pieces, drill a 3/16"
dia. hole through the center of each piece. Install a Kl000-3 nutplate to each of
these 4 BID pieces, centered on the hole. Use AN426A3-5 rivets to secure the
nutplate. Trim the corners of the 4 BID pieces so that they can be fit into the
circular holes in the flange.

Al 7. Use Hysol to bond the 4 BID nutplate tabs into the seat back flange, aligning the
3/16" D. holes in the flange to the nutplates. Hold the 4 BID nutplate tabs in
position with an AN3 bolt. The pressure bulkhead/seat back is installed using
AN3-5A bolts with AN960-10 washers under the bolt heads. A number of AN3-
4A and AN3-6A bolts are also provided because builder variances could dictate
a slightly shorter or longer bolt length.

A18. Cover the circular holes in the aft face of the seat back flange by potting a piece
of Clark foam into each hole, then applying a 1 BID patch. This is obviously not
a structural necessity,just a cosmetic patch. You could even do without the Clark
foam plug if you feel inclined.

Lnncnir International Inc., Reprcacnted by Ncico Aviation Inc., Copyright 1994, IU!dmond, OR 97756
 Nutplate holes in mounting flange
Figure 29:A:6

11/2" D. hole
through AFT face
@
of flange and foam. Fuselage?r
A side

. ..
o II

......

.....
&

Nutplate tab,
bonded to flange
withHysol
:: o
' ...

Kl000-3 nutplate secured

to 4 BID piece with AN426A35
rivets.

1 1/4"
~ Clark foam
& 1 BID patch

L~,;;~=~=~=-~=*~=~~~.4::'tF~L;::'~~Al..,;;;~~D:___:W~_!'.___~I ;~-~<1f-: '.C.: :h.: :ap"-t: : ~: .r: .:e: : :-io_r_PLaR-:=-:=-;s-(_P_r_e_sO: _s:_u/. .:~-~:_~l:_~.: ~_4:__-l-Af-li
Lnncolr Inlcrnational Inc., Rcprcscnled by Ncico Avinl.ion Inc., Copyright 1994, Redmond, OR 97756
A18. Secure the bottom and top seat backs together along their adjoining edge with
AN3-4A bolts and Kl000-3 nutplates, as shown in Figure 29:A:7.

Bottom and top seat back junction

Figure 29:A:7

A/Cup Topseatb~

Fwd-4---__J

Kl000-3 nutplate secured

to bottom seat back flange
with AN426A3-5 rivets.

Luncair International Inc., Represented by Neico Aviation Inc., Copyright 1994, Redmond, OR 97756
 A19. Remove the aft laminate and foam core of the RIGHT side seat back flange 9"
above the top of the gear box. Leave the flat surface of the fwd laminate intact.
This careless area will be the mounting area for the elevator pushrod seal tube
and the two brake line bulkhead fittings. Remove the core similarly on the LEFT
side seat back flange, but only to 6" above the gear box.

A20. Cut a 10" x 5" (7" x 5" for left side) piece ofmasonite and apply release tape to one
surface. With the release surface facing aft, tack glue the masonite to the fwd face
of the seat back flange, just above the gear box. This will act as a mold for the 5
BID extension in the next step.

A21. Enlarge the right seat back flange to 4 112" wide, 9" up from the gear box (6" on
the left side), with a 5 BID laminate. The 5 BID covers the entire aft face of the
flange (no core) and extends 2" onto the fuselage side. The 5 BID also extends onto
the release surface of the masonite enough to get the required flange width.

Extending the flanges with 5 BID

Figure 29:A:8

Original flange
Fuselage (6BID)
side

Future
cutout

rlnbd for elev.

pushrod

I
I 9" right side
6'' left side
Fwd
\
5 BID extension
and reinforcement

~IX~~'.J____j __ Gear box

:."... .:.:; :. . 0 0
flange
I----+-'-----"----' --Top of
Masonite form gearbox
w/ release tape, A/Cup
tack glued to original

Original
6BIDflange
Outb~
6BID flange

L_::t'7~~=*==~==
_..-==
4""'="'=~===A==~='LJl=:..~JV....!:.___Jl.1....2..9. .-.l. 3 ..1i--=-Ch:..:.a::..:p:..:.te:..:r:..:.2:..:.9_ __.__R_Ev_.___O_l_7_-1_1_-9_4_--H*t-I
.
Luncuir Inlermtlionul lnc., Repreaenlcd by NcicoAviation Inc., CopyrighlC 1994, Redmond, OH 97756
Interior Panels (Pressurized)
A22. A few more mounting bolts are needed to complete the pressure bulkhead ~
installation. The location of these bolts will be given in the "Elevator pushrod
seals" section of this chapter.

A23. You may now (at long last) complete the brake system by installing the two
AN832-4D bulkhead fittings through the seat back flange. Refer back to Chapter
23, pages 23-25 and 23-26 for installation of these fittings. Just a reminder,
though, the fittings should be centered 7" and 8 1/2" above the gear box and 1" inbd
of the fuselage shell. The bottom seat back will require trimming around both the
brake fittings and the elevator pushrod seals, but this can wait until the seal
tubes are installed.

Luncnir lnlemnlionul Inc., Represented by Neico Aviation Inc., Copyright 1994, Redmond, OR 97756
B. BAGGAGE FLOOR

The floor of the baggage compartment both covers the landing gear and supports
the baggage. The two piece floor is removeable for landing gear maintenance.

Baggage floor
Figure29:B:l

Seat back bulkh~

Gear box
fl\
Baggage

\..

Chapter 29 REV. PC14/ll-29-96

Interior Panels (Pressurized)
Lnncuir International Inc., Represented lly Ncico Aviation Inc., Copyright 1996, Redmond, OR 97756
B 1. A flange is needed around the perimeter ofthe baggage floor to support its weight.
The flange is most easily formed by tack gluing straight pieces ofmasonite to the
fuselage, seat back, and wheel wells under the flange areas. Apply release tape
to these masonite pieces.

B2. Apply 3" wide, 2 BID, overlapping 11/2" onto both the masonite and the fuselage
sides, wheel wells, and seat back. When the 2 BID has cured, remove the
masonite.

Laying 2 BID onto masonite

Figure 29:B:2

Fuselage
side---_.....

2BID

"' 2BID

1/S"thick
Masonite
w/release tape

Bottom
fuselage
shell

1/S"thick ~
Masonit~ I
w/release tape

Elevator torque tube

Lnncnir lnlarnationnl Inc:., Reprcaentcd by Nclco Aviation Inc., Copyright &'11994, Redmond, OR 97756
 B3. Apply 4 BID, 3" wide to the bottom of the 2 BID flange formed in Step B2. Overlap
the 4 BID 11/2" onto the fuselage sides, seat back, and the wheel well. Be sure
to sand and clean all areas where BID is applied.

Applying 4 BID to baggage floor flange

Figure 29:B:3

Reinforce flange similarly

on the fuselage sides, wheel
cover, and seat back. Fuselage
14---side

2B\

Baggage floor ---Jill>".. E::::=;;:=j

mounting flange

Seat back
bulkhead
~

Baggage floor
mounting flange

t_::~"';;;='#~=~~~:::~:i::..&:::..,=:L.=:T:=~=A=~=:B='=--~IV~.!____Ji1.;;_l 7 1l_C_h_ap,_t_:n_rte-2-9r-io_r_P_,a_:_Ee-~-s-(P-re-s-:-~-~-.~-l:-~-~4--tt7<<-Ji
L11ncnir International Inc., Repreuented by Ncic:o Aviation Inc., Copyright li:l 1994, Redmond, OR 97756
B4. Trim the baggage floor flange to 11/4" wide.

B5. From 3 ply per side, 1/4" thick prepreg, cut out a baggage floor panel. A good
cardboard template, prefit to fit nicely on the flange is a valuable tool for this step.
Figure 29:B:4 references some of the key areas ofthe baggage floor, but the overall
size will be a custom fit to yow plane. You will have to form a blister from 3 or 4
BID to cover the very top of the flap accumulator.

Baggage floor
Figure 29:B:4

Seat back bulkhead

Form a blister in
this area to accomodate Notch for brake
Baggage floor the flap accumulator.
(3 ply prepreg) lines. Exact location

~
may vary.
Fuselage
side
---........
E? Fuselage

l
,._ 7' side
6'

Conform to wheel Notches for gear legs will

cover shape later be enclosed with
fiberglass covers.

Lnncnir lnlernaUonal Inc., Represented by Ncico Avinlion Inc., Copyright 1994, Redmond, OR 97756
B6. To make the baggage floor easier to install and remove, cut it into two pieces 8"
behind the front edge.

B 7. Form a flange from 6 BID, as shown in Figure 29:B:5, which will support the fwd
portion of the baggage floor.

BB. Secure the two baggage floor sections together with three AN525-832-R10 screws
and Kl000-08 nutplates, which are riveted to the 6 BID flange. Secure the entire
baggage floor to the perimeter flange with the same screws and nutplates. Use
only a couple nutplates per side. Remove the core around the screw holes and fill
the troughs with a micro/flox mixture to form hardpoints. Otherwise the screws
will crush the core material when tightened

Securing baggage floor

Figure 29:B:5

.,, Baggage floor

~ (fwd section)

t i_ 0
~ 9 112"---loof
-------.
_i
=t--1
8"

4"
0 0 0
Cut line 0

5" Baggage floor

(aft section)
0
L 0 0

o =Screw location

Baggage floor Replace core with micro/flox

(fwd section) to fbrm a hard point for the screw.

\ AN525-832-RlO

'
Kl000-08 nutplates _ _.,_,,,.
secured to flange with
AN426A:J.5 rivets. Baggage floor
(aft section)

AN525-832-R10
screw

Bagg age ... 'Ffi"FFffii'F.'Fffi

floor

=
Kl000-08 nutplates /
secured to flange with
AN426A:J.5 rivets.

Lnncnir Internntionul Im:., Rcprcacntcd by Ncko Aviation Inc., Copyright 1991, Redmond, OR 97756
 B9. A support is needed under the baggage floor to prevent it from flexing under load
and touching the elevator pushrod. Cut the support from 3 ply prepreg as shown
in Figure 29:B:6. Secure the support with 2 BID, 2" wide to the bottom of the
baggage floor, 1" behind where the floor is split.

BlO. Trim the baggage floor support so it rests flat against the fuselage bottom when
the baggage floor is mounted. Do a micro release against the floor so the bottom
of the support is hard.

Baggage floor support

Figure 29:B:6

Note: Exact size and shape of baggage

floor support is not critical as long as it
clears all other sytems (gear legs, hyd., etc.)
Baggage floor
1"

Baggage floor
~o~
<EL Baggage floor
support pushrod support

Hyd.
pressure Fuselage shell
mainfold

Elevator pushrod 7 Baggage

floor
support

Release ta~ _ Remove core and

_ / f i l l with micro

I \ I II I I I I f I\ I

L'"'C2~=;,,,._2~~*~~~~=..&=~=1.=r=~=A=1.=R=::.-=W~_:!.___J1.r;;_;o . l. 1-=C.: h=ap;:.t:.:~c:.r-=~-=:-i-o_r_P.1. aRE_n_:-;s-<P_r_e_s_~-~-~- ~-1~~-~-

- 4--+~-H
L11ni:11ir lnlernnlionnl Inc., Rcprcacnled by Ncico Avinlion Inc., Copyrlghl 1991, Redmond, OR 97766
Ell. To cover the gear legs where they stick out of the baggage floor, a premolded
fiberglass "U" channel (#1038-1) is provided. Inside this "U" channel, you will see
scribe marks to cut out two gear legs covers. Cut out the covers, as always, leaving
excess material around the scribe marks for later costom fitting.

B12. Trim the gear leg covers to fit your baggage floor and wheel cover.

B13. Secure the gear leg covers to the baggage floor with 2 BID, 2" wide strips. Apply
similar BID strips to the gear leg covers, overlapping onto the wheel covers, but
be sure to have a layer of release tape between the the two covers. This will give
a tight tolerance seal between the gear leg and wheel covers.

Gear leg covers

Figure 29:B:7

FS 171
bulkhead

Gear leg covers. Trim

to fit and secure to baggage
floor with 2 BID.

Bottom fuselage
shell --=-----ti'-.....

Luncuir Intcrnntional Inc., Represented by Ncko Aviation Inc., Copyright !ti 1994., Redmond, OR 97766
C. REAR BAGGAGE BULKHEAD

To close off the tail section from the baggage compartment, a bulkhead is added
behind the FS 171 bulkhead. Do not change the location of this baggage bulkhead.
By moving it aft, you would add more baggage capacity, but you could also be
loading the airplane out the aft C.G. limit. Because of the baggage door location,
a 9" long horizontal section, the "hat rack", is required to move the baggage
bulkhead farther aft.

Rear baggage bulkhead

Figure 29:C:l

Rear baggage
bulkhead Baggage door
/opening

Baggage
floor

Loncoir Inlernotionul Inc.,Raprcailllled by Neico Aviation Inc., Copyrighl 1994, Redmond, OR 97756
. Cl. Trim the FS 171 bulkhead as shown in Figure 29:C:l. Notice that the bulkhead
is flush with the top of the wheel cover except on the far right side, where it does
not follow the angle of the cover.

C2. Temporarily glue a form to the aft face ofthe FS 171 bulkhead to be used as a mold
to lay up a 3 BID flange. Make this form from scrap 1/4" prepreg or plywood, with
release tape on the bottom surface. Glue similar size form blocks to the sides of
the fuselage from the FS 171 bulkhead aft 10". These flanges will be used to mount
the "hat rack" section.

C3. Apply 3 BID to the underside of the flange forms, overlapping onto the FS 171
bulkhead and fuselage sides 1". Be sure to sand and clean the areas where BID
is applied.

Forming the "hat rack" mounting flanges

Figure 29:C:2

Wheel cover
\t..

--.......
Fuselage
si'1!_

Bon do for 114" thick flange mold, made from

temporarily holding Masonite, scrapprepreg, plywood, etc. Top surface of 114" thick
flange mold wheel cover flange mold

Fuselage
side
........... Up

Fwd._J
Up
FS171_..- 3BID
L.lnbd bulkhead flange
3 BID flange

L.:::~"";;~=~?::~=it'~.A=,...=L<=C==~=.A==~=~==c..~IV!":_.!".____JII29-~3 J 1-"C=h: iapc.:t:.: : _:'-:=-r-io_r_P-'-a-:-E:-;-s-(P_r_e_so_s~-n-~-:-e~- ~4---+BE-tl

Luncuir lnlcrnutionul lnc.,Rllpn:acntcd by Ncico Aviution Inc., Copyright 1994, Redmond, OR 97756
C4. When the 3 BID flange has cured, remove the forms and sand the flanges in
preparation for BID.

C5. Apply 1 BID to the top surface of the flanges, overlapping onto the fuselage and
FS 171 bulkhead as shown in Figure 29:C:3.

Reinforcing ''hat rack" flanges

Figure 29:C:3

Top edge of Wheel 1 BID flange

FS 171 bulkhead cover reinforcement

3 BID flange
FS 171----11""
bulkhead =
Fuselage side

Lancair Inlcrn11tionnl Inc., Rcprcscnh:d by Ncico Aviation Inc., Copyright 1994, Redmond, OR 97756
C6. . Cut out the "hat rack" from 2 ply per side, 1/4" thick prepreg, as shown in Figure
29:C:4. You will have to slice the "hat rack" and bend it to follow the top edge of
the FS 171 bulkhead (only on the left side). Reinforce this cut area with 2 BID,
2" wide sections on the top and bottom of the "hat rack".

Fitting ''hat rack"

Figure 29:C:4

''Hat rack" made from

2 ply per side prepreg

~
Apply 2 BID to both
sides of the cut for the
angled section.

Baggage
floor

Luncuir Internnllonnl Inc., Represented by Neico Aviulion Inc., Copyright 1994,Rcdmond, OR 97766
C7. Cut out and fit the vertical portion of the rear baggage bulkhead from 2 ply per
side, 1/4" thick prepreg. A cardboard template is helpful here to find the correct
shape of the bulkhead.

CS. A 3 BID flange needs to be formed behind the rear baggage bulkhead, just like you
did under the hat rack. If you have already joined the top and bottom fuselage
shells, forming this flange is rather awkward but it must be done. You can use the
bulkhead as a form with release tape on the back ifthe top and bottom shells are
still separated. If they are already joined, use a method similar to the "hat rack"
in Steps C2 - C5.

C9. Reinforce the bulkhead flange with 1 BID from the forward side as shown in
Figure 29:C:5.

Rear baggage bulkhead flange

Figure 29:C:5

/Fuselage
- / topshell
I fl I I

I I
1 BID flange
reinforcement
3 BID flange

A/Cup

Fwd.J

Lancnir lnlcrnaliomtl Inc., Re pre sen led by Ncico Aviation Inc., Copyright 1994, Redmond, OR 97756
C10. The last flange to be formed is secured to the rear baggage bulkhead and supports
the "hat rack". Trim the bottom edge of the rear baggage bulkhead even with the
"hat rack".

Cll. With both the vertical bulkhead and the hat rack in position, temporarily bond
the two pieces together with wood gussets and Bondo. Remove both pieces from
the fuselage together.

Cl2. Apply a layer of release tape to the bottom of the "hat rack", along the aft edge.

C13. Apply a 3 BID flange to the aft face of the baggage bulkhead, overlapping 1" onto
the bottom of the "hat rack".

C14. When the 3 BID has cured, remove the "hat rack" from the baggage bulkhead.
Reinforce the 3 BID flange with 1 BID, applied to the fwd side of the bulkhead.

Securing baggage bulkhead to "hat rack"

Figure 29:C:6

**NOTE: This combination of screw,

nutplate, and rivets, is typical for
securing both the "hat rack" and the Rear baggage
rear baggage bulkhead to their flanges. i . - - bulkhead

1 BID flange ---

--
A!Cup
reinforcement

**AN525-832-R10 screw
Kl000-08 nutplate Fwd._J
AN426A3-5 rivets

"Hat rack"
3 BID flange

""'
Fill bottom of bulkhead
with micro and round off
for 3 BID.

Lnnenir Internntionnl Ini:.,Reprcscntcd by Ncico Aviation Inc., Copyright 1994, Redmond, OR 97756
C15. Secure the baggage bulkhead and the "hat rack" to their mounting flanges with
AN525-832-R10 screws and Kl000-08 nutplates, locating the screws as shown in
Figure 29:C:7. Just like you did on the baggage floor, form hardpoints around
each screw location by replacing the core material with a micro/flox mixture.
Secure the Kl000-08 nutplates to the flanges with AN426A3-5 rivets.

Securing bulkhead and ''hat rack" in position

Figure 29:C:7

NOTE: All screw locations are

not critical, so feel free to place
the screws how you like. This is
not a structural bulkhead, just
a close out of the baggage area.
4-51 1: 0 0

-( Rear baggage o =Screw location

0
Z' bulkhead

L
r
14" r-
I

I
0 0 0

1 0
Hat rack
0 0

All screws are AN525-832-R10. Use AN426A3-5

rivets to secure Kl000-08 nutplates to the flanges
at each screw location.

Lnncnir Inlcrnalionul Inc., Represented by Noko Aviation Im:., Copyright !I:> 1994, Redmond, OR 97756
D. ARMRESTS

The Lancair IV arm rests extend from the instrument panel aft to the rear seat
back. On the right side of the cockpit, the arm rest is one long piece. On the left
side, the arm rest is divided by the door frame, which also serves as an arm rest.

Armrests
Figure 29:D:l

r I
Tht ,;de of ro7tL----- Rear

~~~~~~~;~~~Arm~~r~es~t~3=,=~ _, Y/4---back
seat
~11---Eiev.
pushrod
Gearbox

Left side of cockpit

Rear
seat~
back ~ Door frame

Armrest
'6.
~
Elev.
pushrod ~r
f j_=="--"------.,
Gear box

Lnncoir Inlernntionnl Inc., RepreRenlcd by Neico Aviation Inc., Copyright 1994, Redmond, OR 97756
 D 1. Cut the arm rests from a 2 BID prepreg panel. There will be three individual arm
rest; one long arm rest on the right side of the cockpit and two shorter arm rests
on the left side, separated by the door frame. The length ofthe arm rests can vary,
so measure the individual pieces on your airplane.

D2. Fit the arm rests at the locations shown inFigure 29:D:l. The arm rests will have
to be notched to accomodate the full range of control stick travel. Notice that the
arm rests do not extend all the way to the rear seat back. This would interfere with
installation and removal of the seat back. The arm rests also do not extend
forward to the instrument panel in case the instrument panel needs to be
removed.

D3. Remove the normal 1/8 - 1/4" deep trough of core material from the edges of the
arm rests in preparation for bonding. Sand and clean the fuselage sides where the
arm rests will be located.

Securing arm rests

Figure 29:D:2

Inbd
Rear seat back Armrest
L_..Fwd

;/ Armrest Notch arm rest as

necessary for control
stick clearance. \
Instrwnent
panel
............

s,.. ,'\'-. ,i,:;,

, . ~-
2 5"
~----~~;....
\
C/
/~~-~>:.<.". . . ~-x
-..~'
....._...

~~ .
~-
~:>i
.:...wi\:;~~~
'.'};.-
...........

Fuselage side

Fuselage
side
i - c - - - - - 3.5"----..il= ...-------

2BID
11
2 wide
Armrest
~
~L
Outbd
2BID
2 11 wide

L.:~C2~=~='!':."'2:::~?~~~~=4==L.=C=~=A=l.=R==:.__:IV~~---_J''29-30.1.1-=C.::h=apst:::n:.:.r-=:e=gr_i_o_r_P.J..an_RE_:-;s-(P_r_e_s..:.:.:..~-~.:...~..:.~1::.~..:.~-=4--+~-l1
Lnncair lnlernntionnl Inc., Rc.prosenlcd by Ncico Avio.tion Inc., Copyright a:> 1991, Redmond, OR 97756
 D4. Use a thick epoxy/micro mixture to bond the arm rests to the sides of the fuselage. ~
The left side arm rests will also be bonded to the door frame.

D5. Secure the arm rests to the fuselage sides with 2" wide, 2 BID laminates on top
and bottom.

D6. Remove the bottom laminate and core of the arm rests along the inbd 1 1/2".

D7. Reinforce the inbd edges of the arm rests with 2 BID, overlapping onto the
original bottom surface 1", as shown in Figure 29:D:2. This will provide a coreless
edge on the arm rests for later mounting of the side panels.

L ~c"";;
-
..-:=:;;;:::~~;=~!fl.=.A==""=~==A==l..=~=D=--JV~~-__J'.1.
- -= .
2 9. . :; ~. . 1 l_::C:::ha"'p:::te::.:r_:2:.::.9
Lnncuir lnlernuliannl Inc., Represented by Neko Avlul.ion Inc., Copyright 1994, Redmond, OR 97756
_ __,_l_RE_v_.__.:._O:.. ./-"-7- =1:.: .1-. :.9. :.4_-ft~*l-I
Interior Panels (Pressurized) /-'
E. REAR PASSENGER FOOT REST

For both comfort and to cover the fuel lines, an angled cover is installed behind
the spar box. This is not a structural member, but it should be sturdy enough to
support the passengers tapping toes.

Rear passenger foot rest

Figure 29:E:l

Main spar,
aft shear panel Gearbox
~.....----

Rear passenger
/trest Cockpit
floor

Oo I

Lnncair International Inc., Repre~entcd by Ncico Aviation Inc., Copyright e 1994, Redmond, OR 97756
El. Cut out a 36" x 6 1/2" foot rest from 2 ply per side prepreg as shown in Figure
29:E:2.

E2. Trim the foot rest to fit against the aft main spar can-ythru and the cockpit floor
as shown in Figure 29:E:2. You'll have to notch the foot rest for the main spar
locknuts and the hydraulic lines.

Fitting foot rest

Figure 29:E:2

A!Cup

~4><1'1

Notch foot rest

for main spar bolt Rear passenger
and locknut. foot rest

E3. To get a very tight fit between the foot rest and the surfaces which it rests against,
do a micro release. Apply release tape to the aft spar shear panel and the cockpit
floor where the foot rest is located. Trough out 1/8 - 1/4" of core from the edges of
the foot rest and fill the trough with a thick epoxy/micro mixture. Position the foot
rest against the shear panel and the floor and let cure. Remove the foot rest and
sand away the excess micro. Now you should have a tight fitting foot rest.

Lnncnir International Inc., Reprcscnlnd by Ncico Aviation Inc., Copyright lf:l 1994, Rodmond, OR 97756
 E4. To mount the foot rest, two flanges need to be formed. Apply release tape to the
bottom surface of the foot rest along the forward edge. Also apply release tape to
the top surface of the foot rest along the aft edge.

E5. Wet out a 3" wide, 4 BID laminate and apply it to the release tape along the fwd,
bottom surface of the foot rest. Leave half the width of the laminate hanging off
the fWd edge. Reposition the foot rest in the fuselage and secure the 4 BID
laminate to the shear panel. The 4 BID will adhere to the shear panel but not the
foot rest, so sand and clean the shear panel where the BID is located. When cured
this laminate will form a mounting flange for the foot rest.

E6. The aft edge of the foot rest is secured to cockpit floor by sliding under a simple
4 BID flange. Form the flange by applying a 2" wide, 4 BID laminate to the top
of the foot rest, along the aft edge, overlapping onto the cockpit floor 1". Remember
that you have release tape on the foot rest, but the 4 BID will stick to the cockpit
floor. Sand and clean the floor accordingly where the BID will secure.

Securing foot rest

Figure 29:E:3

Aft shear AN525-832-R10 screw

Kl000-08 nutplate
panel
- ..... MSC-32 rivets

Rear passenger
footrest

\4BID
flange

,0
Fuel
Cockpit lines 4BID flange
floor
~
\ I I ,, l l I l l
I I I II

L:':C2~;~~:?::~=~~4=tr=L<=C==~=.A==~=D==o:.._.=IV~.!____J1 ; _;~ 1r-=C.: h.:oap"'t"';n:. 'te-29'-r-io_r_P-'-a-:-Ee-~-s-(P_r_e_so_s_~-~-:-:-~9-J

4
--IB(-J1
Lnm:nir lntcrnnt!onnl Inc., Represented by Neico Aviation Inc., Copyright ltl 1994, Redmond, OR 97756
E7. Secure the foot rest to the shear panel flange with two AN525-832-R10 screws and ~
Kl000-08 nutplates. The nutplates are secure to the flange with MSC-32
countersunk pop rivets.

ES. To prevent the foot rest from being pushed forward, form a small, 1/4" high, dam
out of a thick epoxy/micro mixture. Be sure you have release tape on the foot rest
when forming the dam. Now the foot rest should have three separate supports;
the two flanges and the micro dam. This should keep it stable and strong enough
for the most fidgety passenger.

To install the foot rest, slide it down and aft in between the bottom flange and the
micro dam, then rest it flat on the upper flange and secure with the two screws.

Loncoir lntcrnntionnl lnc.,Rnprcffcnlcd by Ncko Aviation Inc., Copyright 1994, Redmond, OR 97756
 F. FWD FLOORBOARDS

The pilot and copilot's feet rest on raised floorboards. These floorboards also cover
the exhaust tunnels and fuel lines which would otherwise be stepped on. The
pilot's floorboard is secured permanently to the fuselage, but the copilot's
floorboard must be removable for access to the fuel lines.

Floorboard
(Pilot and copilot side similar except as noted)
Figure 29:F:l

Exhaust tunnel

Instrument
panel _.

-
_.
_.

Notch floorboard Copilot's floorboard

for the fuel lines (Pilot's floorboard is similar)

L_:.._.-===
:'"';~__,~~~~t:::~!'#.==:.4.=::..:::l~~~=:.81"..-R_:::c__JV~!_
=. __ _Jl..1.. .2
.
9. .- 3 ~. .1 1_c_ha~p~t_er_2_9
Lnncnir lnlernntionnl Inc., Represented by Ncico Aviation Inc., Copyright Cl 1994,Redmond, DR 97756
_ _~R_E_v_._ _ _
O_l_7_-1_1_-9_4_-+H<rli
Interior Panels (Pressurized)
Fl. The pilot and copilot floorboards are not stuctural members and can be fitted ~
higher, lower, or more aft than shown in this section. Hence, the dimensions given
can be altered accordingly. With this freedom in mind, cut and fit two floorboards
from 2 ply per side prepreg as shown in Figure 29:F:l & 2. Secure the angled aft
section of the floorboards to the fwd sections with 2 BID, 2" wide laminates on top
and bottom.

F2. A vertical support is desirable under both floorboards for added strength. Cut out
and fit these supports from 2 ply per side prepreg.

F3. Bond the floorboard supports to the exhaust tunnel and the fuselage bottom with
a thick epoxy micro mixture. Reinforce this bond with 1 BID, 2" laminates on both
sides of the supports.

Lnncnirinll!rnnUonal Inc., Rcprcecnled by NukoAvinlion Inc., Copyright 199~, Redmond, OR 97756

 Floorboard supports
Figure 29:F:2

AN525-832-R10 Pilot/Copilot floorboard

mounting screw............ \
Firewall (2 req.) 'jj' , 'jj' 2 BID

:: ~' """"""' ""'" "'' ;~;~~;:1'._

Fwd...J Capstrip (on
copilot's side only)

Floorboard
support

Exhaust
tunnel
--------
Fwd 11 I Copilot's
I floorboard
L Outbd
Capstrip on--. 11
floorboard
support
11 ~
11
11
~
I
I
I 19"
11 ,/ /
Change to
11 I
'...... suit
Mounting---tir-o 11
screw ---111 I
location 11 I
I
- - - - - - - _'=l-t:='__ - - - ""f
I I
I I
Nose gear
tunnel
----.. /
L--------------------'-
NOTE: Mounting screw
locations are not critical.

Lnncnir Inlcrnutlonnl Inc.,Rcpre1mnlcd by Ncico Aviation Inc., Copyright 1994, Redmond, OR 97756
F4. On the copilot's side only, a capstrip needs to be fitted to the floorboard support. ~
Onto this capstrip, you will secure a nutplate which will mount the removable
copilot's floorboard. Apply release tape to the underside of the copilot's floorboard
and lay up a typical 2" wide, 2 BID capstrip centered on the vertical support.
Mound up thick micro in the top edge of the floorboard support and place the
floorboard in position.

F5. When the capstrip has cured, pop the floorboard loose. Secure the capstrip to the
floorboard support with 1 BID, 2" wide laminates on both sides of the support.

F6. Drill two #20 holes through the copilot's floorboard and the capstrip for AN525-
832-R10 screws.

F7. Secure two Kl000-08 nutplates to the bottom side of the capstrip at the locations
you just drilled. Use AN426A3-5 rivets.

FB. Form hardpoints for the AN525-832-R10 mounting screws by removing the core
around the holes and replacing it with epoxy/micro. After the micro has cured,
redrill the holes.

F9. Since it is hard to achieve a perfect fit along the curvy edges of the floorboards,
it is desirable to do a micro release between the copilot's floorboard and the
surrounding surfaces. This is not required on the pilot's floorboard because it gets
microed in permanently. Apply release tape to the surfaces where the copilot's
floorboard contacts, then fill the edges of the floorboard with a thick micro
mixture. Reposition the floorboard and let the micro cure.

FlO. Clean up the excess micro from the copilot's floorboard and secure it in position
with the AN525-832-R10 screws.

NOTE: Before bonding in the pilot's floorboard, you should fit and
install any sound proofing material that you are planning.

Fll. The pilot's side floorboard does not require mounting screws or a capstrip. When
satisfied with the fit of this floorboard, bond it in position with a thick micro
mixture. Reinforce this bond with 2 BID, 2" wide laminates.

Luncair Intcrnationnl Im:., Rcprceented by Ncico Avintion Inc., Copyright 1994, Redmond, OR 97766
 G. FUEL/HYDRAULIC LINE TUNNELS

To cover the fuel and hydraulic lines which run along the center of the floor,
tunnels are fit. The forward tunnel is premolded plastic and also covers the fuel
selector valve. The aft tunnel is either premolded fiberglass or plastic, depending
on your serial number, and covers the seven hydraulic fittings in the fwd face of
the gearbox.

G1. Trim the white plastic fwd tunnel (Part #1042) to fit between the fwd shear panel
and the instrument panel. Be careful! when trimming the tunnel around the fuel
selector valve.

G2. The fwd tunnel is secured to a 4 BID flange on the cockpit floor. Form this flange
against an aluminum angle with release tape. The distance between the two
flanges is the same as the inside width of the tunnel.

G3. Secure the fwd tunnel withAN525-832-R7 screws. Secure the Kl000-08 nutplates
to the flange with AN426A3-5 rivets.

Fwd fuel/hydraulic line tunnel

Figure 29:G:l

Instrument panel

Fwd fuellhydraulic line tunnel

(Molded white plastic)

11~
(can vary to suit)
Fwd shear panel
1
A

Fuel and hydraulic lines A

Fuel selector

Fwd fuel/hydraulic line tunnel ~AA

(Molded white plastic} 'J
\
4 BID Fuc1/Hydrau1ic KlOOO..OB nutplatc

ri'=.
flange lines secured with
AN525832-R7
Cockpit screw
floor \ AN426A35

\ J(l) QQ>OOl
' ' '"

Lancnir InlcrnnUonnl Inc., Represented by Neko Aviulion Inc., Copyright 1994, Redmond, OR 97756
 G4. The aft tunnel (Part #1045) is premolded from fiberglass or white plastic if you
have a later kit. Installation of this tunnel is similar to fwd tunnel, with two 4 BID
flanges secured to the cockpit floor. This aft tunnel will cover all the hydraulic
fittings on the fwd face of the gear box. Again, use four, AN525-832-R7 screws to
secure the tunnel, two per side.

Aft hydraulic line tunnel

Figure 29:G:2

Aft shear panel

Fwd face of
gear box-----..
Footrest

/ Aft hydraulic
line tunnel

\ A

Hydraulic lines A

Aft hydraulic
line tunnel
Cockpit
floor

( l I! I ' ' i ! f I I III I ! II t ( I I LI l [ I , , ' I I I I I I I I I \ , I l l I I Ii \ I ' I I I I I I I I I I ( j I " II \

i_::~r-~=~=~;;;::::~?~~"~=.4.==1.=y:=~=A=~=D=::._:IV~..!'..___J11;~-~ 1 1 1-=C-=h=a.sp: .:t;=:. :~:.:gr_i_o_r_P.La-u:-:-~-s-(P-re-s-~-~-~-.~-le_l~-~4---IB(:--J1

..
Lnncuir Intcrnnlionul Inc., Rcprcs1mlcd by Ncko Aviation Inc., Copyright 1994, Redmond, OR 97756
 H. SIDE PANELS

Side panels are made from 1/8" thick Divinycel with 1 ply per side. This is not a
honeycomb core, but a high temperature foam core. The side panels are secured
to the arm rests and are not structural, just cosmetic. Feel free to change the
shape, size, and mounting of the side panels to suit your preferences.

Hl. With so many dimesions and custom shapes, we will not give you a specific size
for each panel. Instead, in Figure 29:H: 1, you will see the general shape of each
panel with reference lines where each panel begins and ends. Using these
references as general guidelines, cut templates for your side panels from card-
board, then transfer those templates to the Divinycel panel and cut them out.

Side panel locations

Figure 29:H:l

End of Control stick

Instrument J arm rest area
panel ------1,..i.JJ ..
_ _J
I--''----,
I Top of arm rest

5112"
.,....
s
s-
~--12"--l !.- 6 1/2"_.j ~

~--------'
i
i~I
*Fwd side panel*

141--Main spar
shear box J

Floorboard I
shape Cockpit floor

Top of arm rest

*Aft side panel*

1,o,.
..... ~
~
"'"' ' - - - - - - - - - - - - - - ' Notch for
Cockpit floor rear spar

L.::~,.~='!!!.='!::.=-"=~{~~"~=..a=1l,.=1.=~==A=~=1a=::.___::IV~~---J1r;~-~2 l 1-"c_h" a" p"'"'t;'-:-:e9-r_i_o_r_P_,_a_:-:-;-s-<P_r_e_s_~-~-~--~-1e-1~-~-4----++*-H

Lam:nir International Inc., Rcprcacnlcd by Ncko Aviation Inc., Copyright 1994, Redmond, OR 97756
H2. Trim the side panels to fit. Notice that the fwd side panels butt up against the
instrument panel, but the arm rests do not. This is because the side panels can
be removed in case the instrument panel must be removed, but the arm rests are
fixed. The square hole behind the instrument panel and fwd of the arm rest will
be covered with a removable upholstered cushion.

H3. Apply release tape to the tops of the arm rests along the inbd two inches. Use
instant glue to tack glue the side panels in position. Apply a 2 BID, 2" wide
laminate to the top edge of each side panel, overlapping onto the arm rests 1". Be
sure to sand and clean the areas where the BID is applied to the side panels.

Arm rest flanges

Figure 29:H:2

Remember to apply
release tape to arm
rest before laying up Armrest
2 BID flange.~

2 BID flange-............. ~/
~~

Fuselage
side

~':
~ ....
Side panel made
from 1/8" Divinycel,
1 ply per side :

Lnm:nir Inlernulionnl Im:., Represented by Ncico Avinlion Inc., Copyright 1994, Redmond, OR 97756
 H4. When the flanges have cured, remove the arm rests and trim the flange edges
straight. There are numerous other places where the side panels can be secured.
Here are some suggestions:
- Bond a fiberglass mounting flange to the fwd or aft shear panel as an attach for
the fwd side panel.
- Bond a flange to the outbd surface of the fwd side, sticking out 1" behind the aft
edge. Use this flange to secure the aft side panel.
- Bond a fiberglass flange to the inbd aileron bellcrank support as a mounting
surface for the aft side panel.

Side panel attach points

Figure 29:H:3
--------Mounting screws

lnS;ntmcnt
punol _ _.,
] ~
"!J"
.. /
1j"
~"!J" ~--.............
------

1~---, Tupofnrmrcst LI' 'lbpofnrmrest 1j>

Attach
Aft; sido panel

ti Attach
11 point
*Fwd side panel*
II/ 'Ii, Top of g=r box

/l.o'b 11-1 .\
........: Notch for
l\11dn spur
slwnrbox
I '~,.~----~--~
rca.r epar
Floorboard Cockpit floor
shape Cockpit floor

H5. Secure the side panels to the arm rests and one or two other attach points with
AN525-832-R7 screws. Secure Kl000-08 nutplates to the bottom surface of the
arm rests with AN426A3-5 rivets. On the left side of the cockpit, you can secure
the arm rest directly to the door frame (where the door frame doubles as an arm
rest).

L'C2";;~'2~~*~~~~==tv=l'A='~"=~=A=~=~=='':.._::!IV~~--_Jl1;~_::.11-C_h_ap~t-~_r_~-:-i-o_r_P~a-~-:-;s-(P_r_e_s_~-~-~--~-~-l~-~-4---t-Hlct1
Lancair Internnlionnl Inc., Reprenenlcd by Neko Aviation Inc., Copyright 1994, Redmond, OR 97766
I. SEAT BELT INSTALLATION

Included in your kit are seat belts for all four occupants. The pilot and copilot both
have a shoulder belts, but the rear seat passengers just have the lap belts.

Il. You have already (Chapter 19) installed the attach lugs for the rear passenger
seat belts. The center attach lug, GM459-017, is factory installed and the side seat
belt lugs, GM459-027's, are bolted to the oubd side of the gear box. Attach the
center seat belts of both rear passengers to the GM459-017 lug with an AN6-6A
bolt and AN364-624A locknut.

NOTE: Using an elastic locknut on parts that can swivel is not exactly standard,
but in the case of all the seat belts, we feel it is cleaner to have the elastic locknut
than a castle nut and cotter pin. The exposed cotter pins could snag on clothing,
fingers, or other body parts. Tighten all the seat belt locknuts until the seat belts
are snug, but can still swivel to accomodate different passengers.

Securing center seat belts for rear passengers

Figure 29:!:1

LapBelt
(707-02)

/
Bolt Center Seat Belt Attachment Bracket

I
(AN6-6A) -installed at factory

I (GM459-017)

Locknut - - -
(AN364-624A)

~Up 0
Fwd

Lani:nir JnlllmnUonal Inc., Rllproaented hy Neico Aviation Inc., Copyright 1996, Redmond, OR 97756
I2. The oubd seat belts for the rear passengers are secured with AN5-5A bolts as
shown in Figure 29:I:2. Notice that the seat belt is drilled for a 3/8" D. bolt and
the seat belt lug for a 5/16" bolt. Use the 5/16" D (AN5) bolt as shown or you can
drill out the GM459-027 lugs for 3/8" (AN6) bolts. Either method is okay.

Securing outbd, rear passenger seat belts

Figure 29:1:2

707-02 lap belt

AN364-524A
---------.J AN5-5A
bolt
locknut

Gear box top~

GM459-027
side seat
belt lug

~----Gear box
side

Lnncnir Internnlionnl Inc., Represented by Neko Aviation Im:., Copyright 1994, Redmond, OR 97756
 !3. The inbd seat belts for the pilot and copilot are secured to the aft main spar shear
panel. Drill two, 3/8" D. holes through the shear panel at the locations shown in
Figure 29:I:3.

I4. Use a Dremel tool with an angle attachment to enlarge the 3/8" D. holes in the
FWD laminate and core of the aft shear panel. DO NOT enlarge the hole diameter
in the aft laminate of the shear panel. There are a larger number of BID
preinstalled in the aft face of the shear panel for seat belt reinforcement. The furd
laminate is only a few BID and should grind away easily. Grind a large enough
hole for the head of a 3/8" D, bolt (AN6). See Figure 29:I:3

I5. Use a thick epoxy/flox mixture to pot an AN6-6A bolt into each 3/8" D. hole you
drilled in the aft shear panel. Do not apply any BID to the furd face of this shear
panel because it would interfere with the main spars.

I6. When the flox has cwed, secure the inbd seat belts to the AN6-6A bolts (studs)
with AN365-624A locknuts.

Securing inbd, pilot/copilot lap belts

Figure 29:1:3

potted into shear

panel with ilox.

I Top of aft shear panel

t
S'
~ ~
11~ 3/8" D. hole
Lo ~lj /
j i.. 2...!. . 2' ....i
(2places)

Outbd
I
I

L~""~=~="':c:;;.:::~?~~~~=.4==,Jlj=~==A=~=:;a=::._:IV~~---J'' ;9-4711-C_h_a~pt_;-:-:e-:-i-o_r_P~aR-:-:-;s-(P_r_e_s-~-~-~--~-~-~-~-4--rt-7\:ii
Lancnir lnlurnnHonal Im:., Rcpreerntcd by Ncico A via lion Inc., Copyright 199'1, Redmond, OR 9775G
I7. The outbd, pilot/copilot seat belts use the main wing spar bolts as anchor points,
which means, of course, that you must have the wings installed to secure the
belts. Secure a GM-711 seat belt anchor between each main spar locknut (AN364-
1216A) and the factory installed bushing in the aft shear panel.

IS. Secure an outbd seat belt to each GM-711 seat belt anchor using AN5-5A bolts.
Notice again that the seat belt is drilled for a 3/8" D. bolt and the seat belt attach
plate for a 5/16" bolt. Use the 5/16" D (AN5) bolt as shown or you can drill out the
GM711 attach plates for 3/8" (AN6) bolts.

Securing outbd, pilot/copilot lap belts

Figure 29:1:4

~ AN5-5A bolt

GM-711 seat belt

attach plate

AN960-516
washer

AN364-1216A locknut Shear panel

bushing
(or AN365-1216A) " (factory
,f----j
installed)
Main spar bolt ----I

AN960-1216 washer ---~"'1

NOTE: We are providing both AN364 (thin)

and AN365 (thick) locknuts in the kit for use Aft shear
on the spar bolts. This is because some spar/ panel
shear panel combinations are thicker or thinner
than others. If you have enough room to install
the thick locknut, go ahead. But if there are less
than three threads showing behind a thick lock
nut when tightened, use a thin (AN364) locknut.
You may even have to add additional washers in
some instances to avoid bottoming the locknuts
on the shoulder of the bolt.

Lo.ncuir Interm1Uonal Inc., Reprcncnled by Neico Aviution Inc., Copyrighl 1994, Redmond, OR 977iG
 19. The pilot/copilot shoulder belts are secured to the fuselage shell by potting studs
into the fuselage, much like you did in the aft shear panel. Locate and drill 3/8"
D. hole through the fuselage shell at the locations shown in Figure 29:1:5. The
studs are 3" fwd of the rear side windows and 16-17" above the arm rests. Enlarge
the hole in the outer laminate and core to accept the head of anAN6 bolt. DO NOT
enlarge the hole in the inner laminate. Notice that the inner laminate is thicker
than the outer laminate due to a premolded roll over structure. This additional
structure comes in handy for the shoulder belt attach points.

IlO. Use a thick epoxy/flox mixture to pot AN6-6A bolts into the fuselage as anchor
studs for the shoulder belts.

Il 1. When the flox has cured, secure a shoulder belt to each AN6-6A bolt (now a stud)
with an AN365-624A locknut.

Securing pilot/copilot shoulder belts

Figure 29:1:5

/Fuselage side

707-01
shoulder
belt~
AN365-624A
locknut-..

Fuselage side AN6-6A

bolt (stud) .......-'I
16 -17''

AN960-616 washer
(both sides of
shoulder belt)

Arm
rest
~C:::::::J
NOTE: Body work the fuselage shell
smooth with micro around the
stud area.
1,,,-=-=-_;;;.;;;f!_:ttiillfAe'..a;;;~;,-~-A-l'..-D--::--=IV=:-::-----ilf ;~~~~ 1~-C-h-ap-t-er-2_9_ _ _R_Ev-.---0-/-7--1-1--9-4_ _._~
~c;2~~::::;:=11111"~t/lJ/'17UT,~="'~~:_~~~--_J..... ............... Interior Panels (Pressurized)
Luncuir Inturnutionnl Inc., Rcpreecmted by NcicoAviulionlnc., Copyright 1994, Redmond, OR 97756
J. REAR SEAT BOTTOM

The rear seat bottom is mounted flat on top of the gear box. The seat bottom is a
very rigid, 4 ply per side, 3/8" thick prepregpanel. Another duty of the seat bottom
is to reinforce the thin aluminum gear box top from the forces of pressurization.

Rear seat bottom

Figure 29:J:l

Seat back
Up
(bottom section)

~
Fwd
~

Seat
bottom
1051P

\
11111 I 111111

Jl. To seal the gap between the sides of the gear box and the fuselage shell, fiberglass
closeouts are custom formed in these areas. Cut a Clark foam or cardboard dam
to fit between the gear box sides and the fuselage sides. Tack glue these dams in
position and cover the areas where the 4 BID will be applied with release tape.
See Figure 29:J:2.

r==:;;-:.~~fJt~
A/1.1.lf"DAIO IV
LC2~~::'~=:'111"~g...,"'=~=="'-~=":__:~_.!!.____J
11 29 _50 I Chapter 29 rrnv. PC!S/01-25-99
Interior Pan els (Pressurized)
Lanc11i1 lntenrntional inc .. Rup1esentld by Neko A nation Inc., Copyrii;ht 1) !!l!JD, ll.edmont!, OH [)jj;'if)
Jl. To seal the gap between the sides of the gear box and the fuselage shell, fiberglass
closeouts are custom formed in these areas. Cut a Clark foam or cardboard dam
to fit between the gear box sides and the fuselage sides. Tack glue these dams in
position and cover the areas where the 4 BID will be applied with release tape.
See Figure 29:J:2.

J2. Apply a 4 BID laminate to the dams, overlapping onto the gear box top and the
fuselage sides 2-3". Also overlap the 4 BID onto the rear seat back where it meets
the gear box top and the fuselage sides.

J3. When the 4 BID gap seals have cured, remove the dams and trim the edges of the
seals. Install the seals using RTV silicon sealant.

NOTE: You might want to wait on installing the gear box side seals with
RTV until the airplane is ready for final assembly and flight.

4 BID gear box side seals

Figure 29:J:2

Corner
bracket

Lnncair IntemoUonnl Inc., Represented by Neico Aviation Inc., Copyright ID 1994, Redmond, OR 97756
 J4. Cut out the rear seat bottom from 4 ply per side, 3/8" thick prepreg material.

J5. Since you do not want the rear seat bottom sitting on top of the bolt heads,
additional support is gained by doing a micro release between the seat bottom and
the gear box top. Apply release tape to the top of the gear box in the areas shown
inFigure 29:J:3. Mound up a thick epoxy/micro mixture in these areas, then place
the rear seat bottom in position, weighting it down uniformly. The micro will
adhere to the rear seat bottom and form a custom support in the release areas.

J6. After the micro has cured, remove the rear seat bottom. Check that the micro has
contacted the gear box and the rear seat bottom in all release areas. Do additional
releases if necessary.

Release areas between gear box and seat bottom

Figure 29:J:3
Shaded areas represent the areas
where a micro release should be done
on the rear seat bottom. Apply release
tape to the gear box top in these areas,
apply a thick epoxy/micro buildup, then
push the seat bottom down into position.

Gearbox~

L.:~.,'::!'.=;~'5i'='~*~~"~=A=vv="'=~=='A=l.=Je=::._:IV~~---J'1;~.-~~.1 l-=C=h=a" p"'t:n=r-=!:. :~-i-o_r_P-'-a-:-E:-;-s-(P-r-:-~-:-~-~-.-6z-~- ~5-)---tf*li

Lnncnir Inlemalionnl Im:.,Repre11enled by Neico Aviation Inc., Copyright Cl 1994,Rcdmond, OR 97756
J7. A 4 BID flange is needed to seal between the rear seat bottom and the rear seat
back. Place the rear seat bottom in position and apply release tape to the rear seat
back along the bottom 4". Sand and clean the aft edge of the seat bottom where the
4 BID flange will be applied. Remove the bolts that secure the seat back to the gear
box flange.

JS. Apply a 4 BID flange to the rear seat bottom, overlapping onto the rear seat back
apporx. 2" as shown in Figure 29:J:4. When the flange has cured, redrill the 3/16"
D. holes for the bolts that secure the seat back to the gear box flange.

Seat bottom flange

Figure 29:J:4

Seat back
Up
(bottom section)

._t ~
Fwd

Seat

Lnncnir Internationnl Inc., Reprnmmtud by Nnico Aviation Inc., Copyright 1!196, Redmond, OR 97758
J9. To secure the seat bottom to the gear box, remove the two 1/4" bolts shown in
Figure 29:J:5. Drillouttheholesin the gear box and corner brace to .2720" D. (drill
size "I"), then tap the holes to a 5/16- 24 thread. Drilltwo 5/16" D. holes in the seat
bottom corresponding to your newly threaded gear box holes. Secure the seat
bottom with AN5-6A bolts with AN970-5 washers. Use a little Loctite on the
threads of the bolts.

Securing seat bottom to gear box

Figure 29:J:5

VIEW AA
AN5-6A bolt AN970-5 washer

~l"r".......,..,
Micro hardpoint
/ /
Seat bottom

GM459-015

/
Drill and tap corner brace
and gear box former for Middle gear
Corner brace

a 5/16-24 thread. box former

GM459-015
brace ~ Drill out and tap

~' this hole in each

GM459-015 brace
and the gear box.
0

Gear box

0
Chapter 29 REV. PC14/11-29-96
9-54
Interior Panels (Pressurized)
Lancnir Internntionnl Inc., Re11resented by Ncico Aviation Inc., Copyright 1996, Redmond, OR 97756
K. OUTFLOW VALVE INSTALLATION
The outflow valve is basically a regulator for the pressurized air in the cockpit.
When open, it allows air to escape the cabin while still maintaining the 5 psi
differential. This process keeps fresh, pressurized air flowing into the cabin.
The outflow valve is mounted inside a fiberglass bucket (Part# 104 7) recessed into
the center bay of the gear box.
This section will describe only the installation of the outflow valve itself (See
drawing #339), not the wiring associated with it. Wiring will be described in a
later chapter.
Outflow Valve and Bucket
Figure 29:K:l

Outflow valve
(Dukes model #5022-001)

6
Outflow valve bucket
(premolded fiberglass,
Part #1047) ~
l lntall with micro
and1 BID

To nlluw easier access

to tho flop cylinder, instnll
with: AN970-3 wn11hars,
AN3-7A bolts,
Kl000-3 nutplntes, nnd
AN426A3-4 rivets,
'l\'<>910
~,..e~\\~.'a
.-r}i!l~~

Rear seat
bottom

Note: Tue gasket that installs between the outflow valve and the bucket Is not shown.

Kl. There is a circular scribe mark on the bottom of the 1047 fiberglass bucket. This is the
outline of the air outlet hole. Grind out the hole to the scribe lines.
K2. Place the outflow valve into the fiberg}ass bucket as shown in Figure 29:K:2 with the 341
gasket sandwhiched between. The electrical connection should be pointing as shown.
Use the mounting holes in the outflow valve as guides to drill 3/16" diameter holes
through the fiberglass bucket. Center the outflow valve over the air outlet hole in the
bucket.
K3. Secure the valve to the bucket with 4AM87 hex screws and Kl000-3 nutplates. The
nutplates are secured to the bottom surface of the bucket with AN426A3-4 rivets.
K4. Lower the fiberglass bucket into the center access panel. You can trim the flange of the
fiberglass bucket to 1" in width. Secure the bucket to the seat bottom with micro and
reinforce the bond with 1 BID. The alternate method is to install the bucket with bolts,
washers, and nutplates. This will allow easier access to the gear compartment.

L~;:.~=~=~'Jj'.'.::~?~~~~=A=v="-'=~~=4/=~=D=::.~IV~~---Jll[~~~~~~ Chapt:::rior P::s

Lancair Internntiannl Inc., Represented by Neico Aviation Inc., Copyright (i) 1996, Redmond, OR 97756
(Pr:~;:;:::)
6
 Positioning Outflow Valve in Bucket
Figure 29:K:2

Air outlet hole

inbottomofbu~t
0 ,,,,...,.--.........,

I \
I \
0 \ J
\ I
'- / ) ...1-/---- Outflow
~-
valve

0 Drill a 718" dia.

I hole and install
Electrical plug should Nut ~ a pop valve from
be pointed as shown.
bucket.
Vacuum hook up Part# 780RPA60
from DG or Artificial Horizon. Plastic /Y.
Inner wall of Washer <'? ~
outflow valv:.:e,__ _.~, Rubber / ~ Outflow valve
bucket Seal should be centered
over the air outlet
hole.

Installing outflow valve bucket

Figure 29:K:3

l
IBID Rear Sent
2"Widc Bottom
/

Up

Bucket is bonded
into sent bottom
I Vnc.
Outflow
Valve 'IBID
2"Wide

~
with micro, then the
bond is reinforced
\vitlt 1 BID.

Outflow Valve/
bucket
(I047)
I
I
4Al\f87 Hex Hcnd Sct"C\VS
Rl000-3 Nutplnte
AN426A3-4 Rivet

L11ncnir Intemntional Inc., Reprrnrnntctl by Neko Aviation Inc., Copyright Q) 1996, Redmond, OR 97756
K3. Secure the valve to the bucket with 4AM87 hex screws and Kl000-3 nutplates.
The nutplates are secured to the bottom surface of the bucket with AN426A3-4
rivets.

K4. Lower the fiberglass bucket into the center access panel. You can trim the flange
of the fiberglass bucket to 1" in width. Secure the bucket to the seat bottom with
micro and reinforce the bond with 1 BID.

K5. The outflow valve must be vented to a static (outside) air source to work properly.
There is already a fitting installed in the side of the outflow valve for the static
tube. Install an AN832-4D fitting through theside of the fiberglass bucket at the
location shown in Figure 29:K:4. Connect the fitting in the outflow valve to the
AN832-4D fitting with 1/4" D., .035" wall aluminum tubing.

Outflow valve static line

Figure 29:K:4

Fiberglass outflow
valve bucket
(#1047)

121/2"1._
""
Outflow
Outflow
valve

- Fwd

Outflow
AN819-4D
AN818-4D

'~"' .m "" '"" ,,,

static
a II I ,I

AN832-4D
" lin~
bulkhead
"' "
Outflow

-----
0-.. valve

I '
fitting

AN819-4D
AN818-4D Fiberglass
AN 924-40
nut
I
. - -
outflow
valve bucket
(#1047)

Fuselage bottom

Lnncair lnternntiannl Inc., Repnisentlld by Neico Avintfon Inc., Copyright 1996, Rcclmontl, OR 97756
K6. Install the vacuum hose to the outflow valve. Run the 193-4 stratoflex hose from
the outflow valve to one of the extra ports in the altitude or the heading indicator.
An AN840-4D fitting is provided for this purpose. Secure the hose with 5321K14
clamps at each end.

Installing the Vacuum Source to the Outflow Valve

Figure 29:K:5

Run the 193-4 hose through the

breather cover at this location.

{ ) 0 ( ) C::J

5321K14
Clamp
To
Vacuum \
Source Outflow Valve

AN840-4D fitting
in the outflow valve.

K7. Install the cabin controller in the instrument panel. The cabin pressurization rate
selector needs to be removed for the installation ofthe unit. The dump valve switch
should be installed where it can not be inadvertently activated.

Turn to the wiring chapter to complete the outflow valve installation.

,::==;;;:-2~~~,,a,,....,a IV
~Q~~=====~===~==-____::~~--_jl,,,,,,,,,,,,,,,,,,,,,,,,J
1r;~;r chapter 29 REV. PC14/11-29-96
Interior Panels (Pressurized)
Lancair IntCJmatianal Inc., Rupmsent!ld by Neico Aviation Inc., Copyright@ 1996, Redmond, OR 97756
L. ELEVATOR PUSHROD SEALS

As the elevator pushrods pass through the pressure bulkhead (seat back) flange,
they must be sealed for pressurization. Aluminum tubes are installed in the
flanges, just above the gear box, with rubber boots that seal the elevator
pushrods. The boots produce very little friction in the elevator control system.

Elevator pushrod seal assembly

Figure 29:L: 1

( Pressurized cabin)

Elevator
pushrod Rubber
boot seal
Unpressurized
(PR409)~
baggage area

Gearbox
Elev.
torque
tube

Lnncuir International Inc., Represented by Ncico Aviation Jnc., Copyright 1994, Redmond, OR 97756
Ll. There is a 12" long section of2 1/2" diameter, 6061-T6 aluminum tube provided
in the kit. Cut the tube into two, 6" long segments. Flatten each of these tubes into
an oval shape of2" - 2 1/4" width and 2 3/4" - 3" height. Use a vise to squeeze the
tube (carefully!). Scuff the outer surface of the aluminum tubes with 40 grit
sandpaper.

Aluminum.seal tube shape

Figure 29:L:2

2-21/4"1

2 3/4" - 3"

-----+-----r--

Outside
tube after squeezing
shap~
in a vise.

Luncnir Internulionul Inc:.,Ili!prcscnted by NeicoAvintion Inc., Copyright 1994, Redmond, OR 97756

L2. Grind an oval shaped hole in the seat back bulkhead large enough for the elevator
seal tube. The tube should be positioned so the elevator pushrod does not touch
the inside walls (minimum 1/8" clearance). Check to ensure clearance in all
control extremes because the pushrod does have a slight left-right and up-down
movement.

L3. Bond the aluminum seal tubes into the seat back flanges with an epoxy/micro
mixture. Reinforce this bond with 2 BID, overlapping onto both the tubes and the
flanges 1".

Installing aluminum seal tubes

Figure 29:L:3

Seat back
flange

~
2BID
(the oval shape
Aluminum sealis ver-
tically oriented)
tube~-~-__,.~ / 2 BID

Gearbox top
~

Lancuir Internnlionnl Inc., Repreuenlcd by NcicoAvinlion Inc., Copyright 1994, Redmond, OH 97756
L4. To prevent chaffing of the rubber boots, a rubber grommet is bonded to the fwd
edges of the aluminum pushrod seal tubes. This rubber grommet material
(Part #RC1023) is provided in a 2' length and must be sized and cut to the proper
length for each tube. Slide the rubber grommet onto the fwd edge of the tubes,
then bond the rubber to the aluminum with instant glue.

L5. Fold the rubber boots (Part #PR409)in on themselves as shown in Figure 29:L:4.
Secure the boots to the elevator pushrods and the aluminum seal tubes with tie
wraps. Both elevator pushrods should be able to move to all control extremes
without interference from the boots or the tie wraps.

Installing rubber elevator boots

Figure 29:L:4

Pushrodiboot seal Aluminum

in ''Full down" position.
/ s e a l tube

Tie wraps Rubber boot

t\ seal-----....,:)) Elevator
/pushrod

~.7"
In the full down position,
the boot should still be folded
inside the aluminum seal tube
by a minimum .7 11

Pushrodiboot seal Aluminum

in ''Full up" position. /seal tube

'Elevator
pushrod

J~
Tie wraps
The basic idea here is to
not allow the tie wraps inside
the boot seal in the full up po-
sition. This would risk tearing 1/4"min.
the boot and causing a leak.

Luncuir Iniern11liomd Inc., Repreaenlcd by Ncico Aviation In~ . Copyright 1994, Rodmond, OR 97756
L6. You may now drill and install the seven remaining pressure bulkhead mounting
bolts, labeled AAA in Figure 29:L:5.

0
0 0 p 0 0
0
0 0
0 0
0 I 0
0 I 0

I~
0 0

0
Top seat back 0
1~

I~
0 0

0 0
I

J
0 0

0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 o a

'~
0 0

0 0

0 I; 0

0
a Bottom seat back
I~
l':J
0

Clearance for
0
I
I
0

brake line< 0
fittings
I
Clearance for
right elevator
pushrod seal.
<::!: o?
::::--AAA

o
I

I AAA~ ~Clearance for

left elevator
0
0
0

pushrod seal
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

AAA= Bolt locations around elevator seal

tubes and the brake line bulkhead fittings.
Use AN3-5A bolts and Kl000-3 nutplates as
you did for the other seat back mounting points.

Loneuir Jnlcrnnlfonnl Im:., Represented by Ncico Aviation Inc., Copyright 1994, Redmond, OR 97756
 ~

Due to revisions, this page has been left blank.

Chapter 29 I REV. PCl 7/07-15-98 )d'

)O<
Interior Panels (Pressurized)
Lane air International lnc., Represented by Nefoo Aviation Inc., Copyright 1998, Redmond, OR 97756
 ~

Due to revisions, this page ha s been left blank.

Chapter 29 !REV. PC17/07-15-98 >d.

.)0(
Interior Panels (Pressurized)
Lm1cnir International Inc., Represented by Noico Aviation Inc., Co1iyright 1008, Hedmond, OR 97756
N. AILERON PUSHROD SEALS

The aileron pushrods are sealed for pressurization as they enter the fuselage. The
seals are rubber boots of the same type used to seal the elevator pushrods.

The aileron control system does not need a pressure compensator like the elevator
system does. When the cabin is pressurized, each rubber boot wants to push its
aileron pushrod outbd, thereby balancing the system automatically with no trim
change.

It is possible to fit and install the aileron pushrod seals with the wings off by
simulating the pushrod with a short length of 1 1/4" D. tube. The tube should
angle up about 3.5 from the inbd aileron bellcrank. This should simulate the
actual position close enough to fit the seal.

Aileron pushrod seal

Figure 29:N:l

-----..
Fuselage BL25.5
shell rib

PR409
rubber
boot
Inbd aileron seal
bellcrank
----.. 0 0

0
Long aileron pushrod

Wing fairing Inbdsleeve Outbd sleeve

(flanged alum.) (flanged alum.)

Lnncair International Inc., Represented by Ncico Aviation Im:., Copyright <Cl 1994, Redmond, OR 97766
-- Nl. Trim two, flanged sleeves (Part #417-02) to 11/2" in length. These will be the 'Z__
outbd sections of both aileron seals.

N2. Place an outbd (1 1/2" long) sleeve section onto an inbd sleeve and drill the five
#20 holes through both flanges as shown on Blueprint A-420. Make two of these
assemblies.

N3. You should already have oval shaped holes in your fuselage side for the long
aileron pushrod to enter. Grind out these holes so you can slip in a flanged sleeve
(remember, the long sleeve are the inbd ones which will be secured to the
fuselage). The pushrod must clear the inside surface of the flanged sleeve by at
least 1/4" throughout its' travel range. See Blueprint A-420 to get an idea of how
far outbd of the fuselage the flanged sleeve should extend. (about 1.4" at
midpoint). When satisfied with the sleeve's position, use 40 grit to scuff up the
exterior of each sleeve where it will be glassed to the fuselage.

N4. Before bonding the sleeves to the fuselage, trim the inbd sleeves flush with the
inner surface of the fuselage shell. Be sure the five holes in each sleeve are
oriented as shown in Blueprint A-420 for easiest screw access.

N5. Secure the inbd sleeves to the fuselage with a thick epoxy/flax mixture. Reinforce
the bond with 4 BID, overlapping onto the sleeve as much as possible for
maximum bond strength.

Luncuir Intcrnntionnl Inc., Represented by Neico Aviation Inc., Copyright (Cl 1994, Redmond, OR 97756
 NB. Secure a rubber boot seal between the inbd and outbd sleeves as shown in Figure
29:N:2. Coat the flange of the rubber boot with silicon, then snug up the five Allen
head screws. Do not tighten the screws fully until the silicon has cured. You are
now ready to install the wings and long aileron pushrod.

N7. Cut the small diameter end off of each rubber boot as shown in Figure 29:N:2.
There is a stepped section of the boot that is the proper diameter for the long
aileron pushrod.

Installing rubber boot seal

Figure 29:N:2

lnbd sleeve
Fuselage ----'.,.._l Rubber
Outbd sleeve boot seal

Boot orientation when

first installed. J /WR<OO'
1=====~
Fold boot ..ii
inside-out
~

Cut boot
here to fit
the 2.5" D. tube

Outbd sleeve prevents

Fuselage _ _ __,...,. the boot from ballooning
outside the inbd sleeve when
Boot orientation when it is pressurized.
pushrod is installed.
/
Cabin pressure keeps Pressure
boots pushed outbd.

Long aileron pushrod

~~,;;~=,,,._="':."'i2:~?~~~~=.A=w=,1,=~==A=l.=~=D::::.~W~__!:-__..J11;9-68.. ,.l--'C_h-"a""pt.:.:;c:.~-~-':-i-o_r_P_,_a_:-:-;s-(P_r_e_s-~-~-~-.~-~-1~-~-4--+B<;-Ji
Lunenir International Inc,, Represented by Ncico Aviation Inc., Copyright 1994, Redmond, OR 97756
 NB. When mounting the wings to the fuselage, be very careful! to insert the long ~
aileron pushrods through the rubber boots cleanly, without nicking or tearingthe
boots. The boots are secured to the aileron pushrods with a couple tie wraps each.
Do not secure the boots over the rivets on the inbd end of the pushrod. This may
cause tearing later on. The boots should be secured just outbd of these rivets.

N9. Check to make sure that the aileron pushrod seals do not interfere with control
movement. When the cabin is pressurized, the boots will expand into the outbd
sleeve sections.

~~"";;~=-1-?;:~=~~A=.,.=""'=~==A=L.=~=::..-=W~~---J''~;_~; . ,,_C_h~ap,_t_;n-rt-2e9_n_o_r_P_._la_:_Ee_~-s-(P_r_e_so_su_/n-'.-~1-e~--~-4---1+~*"1'
L11ncuir Intcrnutionnl Inc., Represented by Ncico Avinlion Inc., Copyright Cl 1994, Redmond, OR 97756
0. FIREWALL REINFORCEMENT RIBS

The firewall must be reinforced with three ribs to prevent bulging during
pressurization. The horizontal rib is also handy for mounting instrument acces-
sories, radio stack braces, etc ..

Firewall reinforce111ent ribs

Figure 29:0: 1

Plywood Firewall rib

Plywood
/gusset (up\ gusset"'-
/ (top) (top) ~

\
Plywood
See Note

I \ Plywood
gusset
gusset (bottom)
(bottom)
Firewall rib Firewall rib
(lower left) (lower right)

Nose gear
tunnel

Note: The lower left and right firewall ribs contact

the nose gear tunnel at about the centers of the round
corners. This is an "eyeball" placement and is not critical.

01. Cut out and fit the three reinforcement ribs shown in Figure 29:0:1. They are
made from 4 ply per side, 3/8" thick prepreg.

Laurnir lntenrntionnl ha::_, H1>presenl1d lJy Neic.l :\virition [nc., Coprri;d1t 0 1999, !fodmontl, OR 9775()
 02. Remove 1/8 - 1/4" of core from the edges of the firewall reinforcement ribs where
they will be bonded to the firewall, nose gear tunnel, and engine mount brackets.

03. Bond the firewall reinforcement ribs in place with a thick epoxy/micro mixture.
Reinforce the bond with 4 BID, 3" wide strips, overlapping 1 1/2" onto the
reinforcement ribs and the adjoining surfaces. Be sure to sand and clean all areas
where the 4 BID is applied.

Securing reinforcement ribs

Figure 29:0:2

Firewall
~

A/Cup

LFwd

L ~r;~;~~~:l\\!!~~~~A=w"'=.l.~~~..8~.l'.Jl::::.__:JV~~-_J''
'-"-==

2. 9. . -. 7
.. 1.. i_::C::.:h:::!ap::.::t:::::er:...:2:.::9_
.
1
Lllnc11ir Inlernutionul Inc., Ruprnnenlcd by NuicoAviaU11n Inc., Copyrighl Cl 1994, Rodmond, OR 97766
_::0_:_/_:7....:-l:.::l:..:-9:..:4_:__-l-i*11
__1_R__...Ev_._ _
Interior Panels (Pressurized)
P. REARSPARCOVERS

Fiberglass covers (Part no. 1046) are secured over the rear spar areas inside the
fuselage for pressurization sealing. The covers seal against the fuselage shell and
the gear box.

Rear spar covers

Figure 29:P:l

GM461-003 (-002)
Llllr--___,c_ er bracket

Custom flange to
seal rear spar cover
against gear box and
fuselage

Fiberglass
rear spar cover

Pl. The fiberglass rear spar covers are molded to be used as either left or right,
depending on how they are trimmed. Trim the covers to fit over the rear spars
while conforming closely to the fuselage sides, bottom, and gear box. Don't try to
get a hairline fit with the covers initially, because you will be apply a 4 BID flange
that will custom fit each cover. There is no set height and width of each cover,just
so it clears the rear spar ends.

~IP..61..0 w lf
. ;~.-. 7.;=,.~.:.
L..'::(2~~::=:::::::::::::::::::::~:::::::=:::~::::~~~~--_JL,.=""'";.
Chapter29. REV. PC13/~-26-96
Interior Panels (Pressurized)
Loncuir Intemntionn1 Inc., Rf!prcsented by Neico Aviotfon Inc., Copyright 1996, Redmond, OR 97756
P2. Apply release tape to the inner surface of the fuselage and the gear box where the
4 BID flange will be applied. Sand and clean the edges ofthe rear spar covers wher
the 4 BID will be located.

P3. Use a few drops ofinstant glue to temporarily tack the rear spar covers in place
on the release tape.

P4. Apply a 2" wide, 4 BID laminate to form a custom flange around the rear spar
covers. The 4BID should overlap I" onto the fuselage and gear box. Nate that part
of the 4 BID is installed on the rear spar cover and part of the 4 BID is installed
on the fuselage.

Custom fit, 4 BID flange on rear spar cover

Figure 29:P:2

i . . . - - Corner
0 bracket

4 BID flange

Rear spar
Gearbox--------___,~
.... cover

4 BID flange bonded to the

Fuselage fuselage floor. The rear
spar cover must be release taped.
bott\.

P5. When the 4 BID has cured, trim the edges and remove the release tape.You now
have two, custom fit rear spar covers. When you are ready (probably not quite
yet), bond the rear spar covers in place with a silicon RTV caulking.

NOTE: Keep in mind that you will need to drill a hole in the rear spar covers
for the spped brake cable if you are installing that option. It is best to avoid
securing the rear spar covers until you are sure the aircraft is ready to fly.

~CZ~~';;;;~~~=~;!!!fjt=~..A=J.=~~::::='Afll=L.="'.Jfl_~o..~W~~--_Jl!I:~:~~~] Chapt;:::rior Pa~:s CPr:~;:;:::)6

Lnnc:nir Intvmational Inc., Reprmmnted by Neic.o Aviation Inc., Copyrigl1t 1996, Redmond, OR 97756
Q. REINFORCEMENT PLATES

Aluminum reinforcement plates CRS313's) are required to protect the bond

between some of the BID layups and the fuselage. The cabin wants to blow up
(oops, bad word, let's say "expand") into a circular shape when pressurized to a
5 psi differential. The stiff carbon fiber structure is ideal for these expansion
stresses, but there are a few very rigid structures inside the cabin, such as the
main spar box and pressure bulkhead, that do not want to expand along with the
fuselage shell. The fiberglass BID tapes holding these rigid structures in place
must endure considerable stresses. The RS313 plates are placed over the high
stress laminates and secured through the fuselage skin with bolts or flush head
screws, effectively preventing the BID from delaminating.

Ql. Installation of a typical RS313 reinforcement plate begins with locating the plate
on the inside of the fuselage. Bond the plate to the fuselage surface with a thick
epoxy/flox mixture. The flox will also provide an even, supportive surface when
the plate is secured.

Q2. Use the hole in each RS313 plate as a guide to drill a 3/16" D. hole through the
fuselage shell (or nose gear tunnel).

NOTE: You 'II notice in this section that we do not usually specify the
lengths of the MS24694 screws. This is because the lengths can
easily vary due to builder tolerances. We have provided a quantity
ofMS24694-S54 screws for use on the reinforcement plates that rest
on core areas, MS24694-S52 screws for use on the plates that do not
rest on core, and an assortment of different length screws (MS24694
S56and-S53) incasetheyareneeded. Youcanalsovarythenumber
of washers under the nuts or the depth of countersinking to
compensate for an oddball screw size.

Luncuir Inlcmutional Inc., Represented by NcicoAvlntion Inc., Copyright 1994, Redmond, OR 97756
Q3. . Ifan RS313 plate is resting on top of core (as in Figure 29:Q:l), a hardpointmust
be formed before the bolt or screw is tightened. Enlarge the hole in the outer
laminate of the fuselage shell to 1!2" diameter. Remove another 1/4 - 318" of core
material around the perimeter of the hole. Fill the entire cavity with a thick
epoxy/flox mixture and let cure. Redrill the 3/16" D. hole through the flox, then
countersink for the MS24694-S_ screw. (See previous NOTE). Countersink so
the screw head is below flush, because you will be filling over the screw for a
smooth finish. Use a grinder to flatten the sides of the screw to prevent turning
when potted into the hole.

Q4. Bond the screws into the fuselage shell with epoxy/flox. Tighten the AN365-
1032A locknuts against the RS313 plates. Fill over the screw heads with the flox
so you can later sand the outer surface smooth.

RS313 plate installation

(Through core material, typ.)
Figure 29:Q:l

To form hardpoint for screw,

RS313 plate mounted first grind 1/2" D. hole through
on top of core. the outer skin and core, then remove
1/4 - 3/8" additional core around
the hole. Fill the hole with flox
and drill/countersink for the screw.

\ . 19''
~?.
~;.~. "\.l't'
.......
:;.~;..
...... ~
.....
AN365-1032A ...
locknut -~-_......
....
.......
.......
:~~?, MS24694-S_screw
~,,. (length can vary,
note that edges of
if necessary because of wide screw are ground
screw length range. flat to avoid turning
when locknut is
tightened)
RS313
reinforcement
plate ....,- Fuselage
shell

L1mcnir lnlcrnationnl Inc., Rcprcscnlcd by NcicoAvinlion Inc., Copyrighl 1994, Redmond, OR 97755
Q5. When a RS313 plate is installed in an area with no core material, no hard point
is required. There should be enough BID in the mounting area to countersink for
the MS24694-S_ screw. You should still install the plate on a bed of thick epoxy/
flox to get a uniform surface to tighten against.

RS313 plate installation

(Coreless area, typ.)
Figure 29:Q:2

BID securing
bulkhead

~
AN365-1032A
locknut

RS313 pLa\ \H=h .......

Fuselage .....
......
core ..,. II I I I N :-":

MS24694-S_ screw
Screw is potted into (edges flattened)
fuselage with epoxy/flox

Lnnc11ir lnlllrnutionnl Inc., Represented by Ncico Aviation Inc., Copyright 1994, Redmond, OR 97766
Q6. Figure 29:Q:3 shows the typical plate installation around the firewall. Depending
on the core location in your fuselage, the RS313 plates may either be on or off the
core when butted up against the aft face of the firewall.

RS313 plate installation

(Firewall area, typ.)
Figure 29:Q:3

MountingRS313 plate behind

firewall when core is further aft.

4 BID securing
firewall

~
AN365-1032A
loclrnut ----
RS313 plate \

Fuselage
core .,.llllN
~
MS24694-S_ screw
(edges flattened)

Mounting RS313 plate behind

firewall when core is further fwd.

Fill under RS313 plate

--~/8wall
with flox before drilling
for the screw.
-----
Fuselage
core
--
'ie..;;=;=;=~~112=2

Luncair Intcrnnllonal Inc., Re pres en led by Ncico Avlnt.ion Inc., Copyright 1994, Redmond, OR 97756
Q7. Figure 29:Q:4 shows the locations of the RS313 reinforcement plates on the
firewall, engine mount gussets, and nose gear tunnel. When you have to install
rows ofRS313 plates, space the plates 0 - 1/4" apart from each other. The RS313
plates may or may not be on top of core, so use the examples shown in Figures
29:Q:l,2,&3 for installation reference.
For the RS313 plates on the nose gear tunnel, AN3-5A bolts are used instead of
screws. The bolts do not have to be potted into the structure with flox, just
tightened normally.

RS313 plate locations in nose area

Figure 29:Q:4

4 plntce nhovc nnd

below aft edges or
plywood guf;Ucte

RS3I3
reinforcement

'"\ 3 plates on top

/tunnel
ofnosogcnr

---

NOTE1 The Jocation.11 of the

US313 plates ore eymchical
on left and right sidee of the
fusclllb'll, oo the pin tea shown
in this drawing ahCJUJd have
otwin on the other side.

R8313 plntcsarcsctinto
o thick, cpoxylflox: mixture,
then thcnutand bolt arc
tightened. Thlsgivns a
unifbrm surfu.cofor the
plate to rest against. AN000-10
washer

RS313----
rclnfurcemcnt
plate
1 Iluddormounthnrdpoint

Nose gear
tunnel
/
NOTE: The number of washers
under the locknut can vary so
only I-3 threads show through
locknut.

Luocoir International Inc., Rcpre11cnlcd by Ncico Aviation Inc., Copyrighl Cl 1994, Redmond, OR 97756
 QS. Reinforcement plates are also required where the top fuselage shell and firewall
meet. There are 21, RS313 plates to install in this area as shown inFigure 29:Q:5.
The plates must be installed AFTER the top shell has been secured with 4 BID.
Bond the RS313 plates in position with epoxy/flox. Drill through the top fuselage
shell and secure the plates withMS24694-S_ screws andAN365-1032Alocknuts
as you did in the other areas of the firewall.

RS313 plates along top fuselage shell/firewall

Figure 29:Q:5

IMPORTANT: Although this drawing just shows

the top fuselage shell, you must wait until the top
and bottom fuselage shells are joined before installing
the RS 313 plates! The plates must sandwich the top
shell and the 4 BID securing laminates together.

Windshield out~

Fwd edge of top

fuselage shell

There are 21 RS313 plates along the top edge

of the top fuselage shell. They are spaced 0 - 1/4"
apart.

L.:<0:2r;~=~"A=~*~~~;=A==A=T:=~=
4=""=~=D=::~IV~__!:____J1 29: 7~jt-=C: :h: :a"'p"'t;: :. : !: ~c. i_o_r_P-'-a-:-:-~-s-(P-re_s.c.~. c~-~-.~- '1~--'~-4''---!B('-l-I
Lilncnir Intcrnnllonal Im:., Rcprcacnled by Ncico Avint.ion Inc., Copyright tl:l 1994, Redmond, OR 97756
Q9. RS313 reinforcement plates are also required on both sides of the fuel line tunnel,
fwd and aft of the spar box. Locate the plates as shown in Figure 29:Q:6. The outbd
plates will be on top of core and the inbd plates will be in the coreless area, right
next to the tunnel. Bond the RS313 plates in position with epoxy/flox.

QlO. Drill through the fuselage bottom and secure the RS313 plates as you did for the
firewall and nose gear plates. Again, you will have to form hardpoints for the
plates that are on top of the core.

RS313 plates around the fuel line tunnel

Figure 29:Q:6

NOTE: The two outbd plates are located on

top of core and the two inbd plates are in the
coreless area.

ALSO NOTE: There are similarly placed

RS313 plates on the fwd and aft sides of
the shear box, making eight total plates
reinforcing the fuel line tunnel area.

reinforcement
plates reinforcement
Core cutout
plate

Lancair lnlcrnntionnl Inc., Repreacnlcd by Neico Aviation Inc., Copyright 1994, Redmond, OR 97751.i
Qll. The foam core, pressure bulkhead flange is nearly surrounded with RS313
reinforcement plates. Figure 29:Q:7 shows the locations of the RS313 plates
around the flange. Bond, di-ill and secure the plates to the fuselage shell as
descdbed for the other plates. There should only be a few plates, around the joggle
area, that are not on core. The rest of the plates will require hardpoints formed
in the core for the screws.
Note that the uppermost RS313 plates do not extend to the fuselage centerline.
This is to avoid interference with the overhead console.

RS313 plates around pressure bulkhead flange

Figure 29:Q:7

Aft side
window

\
2 plates on horizontal
section of flange

10 plates on lower Foam core pressure

portion of flange bulkhead flange

Oe;q.b
o~

Lnncnir htlernnlional Inc., Rcpreaenlcd by Ncico Aviation Inc., Copyright Cl 1994, Redmond, OR 97756
Q 12. BEFORE FINAL ASSEMBLY -Install the 93625K13 (approx. 18ft req.) rubber
strip tape to the aft bulkhead top and bottom. And, approx. 20 ft. ofGSIOO sealant
tape to the seat bottom. Make sure the ends just meet or overlap for these tapes
will press very thin.

Placement of Tape along Bulkhead and Seat Bottom

. Figure 29:Q:S

Up

Gearaox

93625KB Rubber Strip

Lnncair Inlernntional Inc., Repremmted by Neica Avintian Inc., Copyright ID 19115, Redmond, OR 97756
 CHAPTER30
REVISION LIST
(Pressurized)
The following list of revisions will allow you to update the Lancair IV construction
manual chapter listed above.
Under the "Action" column, "R&R" directs you to remove and replace the pages
affected by the revision. "Add" directs you to insert the pages shown and "R" to remove
the pages.

Current
Page(s) affected Rev.# Action Description
30-2 PC12 R&R Edited Fig. 30:i:l.
30-3 PC13 R&R Added part no.
30-4 thru 30-6 0 None
30-8 thru 30-13 PClO R&R Added part numbers and changed text.
30-13 0 None
30-14 PC13 R&R Added part no. to Fig. 30:C:l.

Lnncnir International Inc., Rcprosentcd by Ncico Aviation Inc. Copyright ID 199G, Redmonll, OR 97756
 CHAPTER30
BAGGAGE DOOR
REVISIONS
From time to time, revisions to this assembly manual may be deemed necessary. When such revisions are
made, you should immediately replace all outdated pages with the revised pages. Discard the out dated
pages. Note that on the lower right corner of each page is a "revision date". Initial printings will have the
number "O" printed and the printing date. All subsequent revisions will have the revision number followed
by the date of that revision. When such revisions are made, a "table of revisions" page will also be issued.
This page (or pages) should be inserted in front of the opening page (this page) of each affected chapter. A
new "table of revisions" page will accompany any revision made to a chapter.

ARROWS
Most drawings will have arrows to show which direction the parts are facing, unless the drawingitselfmakes
that very obvious. 11A/CUP11 refers to the direction that would be up if the part were installed in a plane sitting
in the upright position. In most cases the part shown will be oriented in the same position as the part itselfwill
be placed during that assembly step. However, time goes on and changes are made, so careful attention
should be paid to the orientation arrows.

CONTENTS
L INTRODUCTION
2. PARTS LIST
3. CONSTRUCTION PROCEDURE
A. FITTING AND HINGING BAGGAGE DOOR
B. BAGGAGE DOOR LOCKS
C. WEATHER SEAL INSTALLATION

L:~"':;~~~~:=t1~=.A=="'~=r.f'!ll=>l7UT.=A=.l..=R=::...~IV~!.____J11 .~ -.~ 1 - "C: .ha: !p:. :t.: .:er:_:3: _:0c_B_a_~,_;-~-;-~-D-o_o_r_:_Oc_/_5_-2_7_-9_4_-+H:Gj

Luncnir lnlcrnuthmnl lnc.,Rcpresenlcd by Ncico Aviutlon Im:,, Copyright 1994, Redmond, OR 97756
I. INTRODUCTION

The baggage door is hinged by two aluminum brackets with friction created
through the use of cupped spring washers within the pivot mechanism. At the
bottom of the door, two locks are installed which both secure and lock the door
closed.

Baggage door
Figure 30:i:l

Fuselage

----(
--
Baggage door
opening

~-

~~C2;~~:::i#?~:G~..A::w"'~~::::~~~:D~:...~W~!:____Jlfao-2.... Ji-c:.C=h""apc...t_er_3_0_B_a-'-gg-Ra_E:-~-D-o-:r-c_12_1_5_-5_-9_5_ _-t+~

Lnncuir lnternutionnl Inc., Rcprmmntcd by Neico Aviation Inc., Copyright([) 1995, Redmond, OR 97756
2. PARTS LIST

2 FM34 7-Rev. A hinge brackets

4 AN470AD4-8 rivet
4 AN960-4 washer
2 AN3-5 bolt
8 9713K58 washer, Bellville
2 AN310-3 castle nut
2 MS24665-132 cotter pin
4 MS24694-S7 screw
4 AN365-832A locknuts
1 346-03 Orkot (for strikers)
2 346-02 aluminum pieces (for capture plates)
2 346-01 Orkot (for lock mounts)
2 DLT-01 lock arm
1 DL-01 lock assembly
1 DL-02 lock assembly
1 PH-125-3x3 phenolic (for hinge mounts)
2 Phenolic blocks

L"Q"'~~~~~~!:::~!!'l.==.4==1,,::~~A==l..=Jl=c...~IV~~--_:jlli.~~~~ ]t-=-C=ha"'p'--'t"'er'---B-agL:-:-:-e_D__:-:-13_iB_-2_6_-9_6_ _tBH1

0
Lancuir Internntional Inc., Represented by Neico Aviation Ine., Copyright G) 1996, Redmond, OR 97756
 3. CONSTRUCTION PROCEDURE

A. FITTING AND HINGING BAGGAGE DOOR

NOTE: The fuselage top should be permanently installed prior to fitting the
baggage door.

Al. Fit the premolded baggage door to the fuselage opening. Lay the door in the
appropriate location and sand the door edges down until it fits within the joggle
on the fuselage. Notice that there are two joggles around the baggage door area.
The baggage door should fit into the shallow, larger circumference joggle. The
deeper joggle will be used for a weather seal (see Section C).

A2. Install the two hinge pivot locations on the fuselage top. These are 118" phenolic
pieces with 3 BID layed up on each side then drilled (#12 drill) for the two pivot
holes. These two phenolic pieces must be aligned parallel with each other. A
simple means of insuring the alignment is to use a piece of wood, 10" long with
square ends. Clamp or temporarily glue the two phenolic pieces to the ends of the
wood alignment tool then set the assemblym position. Use quick set glue to hold
the phenolic pieces in place and add the 3 BID to the exterior surfaces. When
cured, pop the wood alignment tool off and add the 3 BID to the inner sides of the
phenolic. Then drill the #12 holes as shown in Figure 30:A:l, their location is
important for proper movement of the hinge/door assembly.

Note: Since core placements can vary slightly, it is sometimes necessary to

make a small core cut to clearance area for the phenolic pivot pieces. If so,
trim the core back and reseal the area with 2 BID, then install the phenolic
pieces.

~{2~~~~*~~"~==="'==~=="81==1..=~=D~~IV~~--_J/1 ..~ 0_4. . .. , 1_C: .h: :a:; P: :te: :.:r. .: 3:.: :0_B_a_J~L;L:Lgve_.D_0_0r_0:.:/-=-5--=2L7--=9-=4---l-I~~
Lnncnir International Inc., Represented by Nc!co Avlution Inc., Copyright 1994, Redmond, OR 97756
 Baggage door pivot points on fuselage
Figure 30:A:l

Top fuselage
shell
Top fuselage

l shell
...I 1.25"

0.5"
1/8" thick
phenolic

3/8" radius 2.0" 3BID

3BID 1/8" thick
Drill with a
phenolic
# 12 bit
r J o g g l e "~'

=----
~ outer
. '\.3 BID
10.0" applied to
phenolic
while
wood
alignment
Piece of wood used to form is in
align the two hinge place
points

Lancnir Intcrnnli1mnl Inc., Represented by Ncko Aviation Inc., Copyright 1994, Redmond, OR 97756
A3. Install the hinge pieces (FM347-Rev A) onto the phenolic mounts. They can be
installed on either side of the phenolic pivot points. Tension on the pivot bolts,
~
which then compresses the cupped springwashers (9713K58), will easily provide
friction to hold the door open. But for now , set a little tension so the the hinge
pieces will stay wherever you rotate them to.

Hinge bracket, pivot assembly

Figure 30:A:2

<;1.--- MS24665-132
II cotter pins 9713K58
washers AN3-5 bolt

I\ \
I !:>I I I

AN310-3 castle nut

9713K58
washers ' 118" phenolic bracket
mount

FM347-RevA
hinge bracke t

Chapter 30 I REV. 0 I 5-27-94 X7<

Baggage Door ?
Luncairintcrnntionul Inc., Represented by Ncico Aviollon Inc., Copyright ID 199'1, Redmond, OR 97756
 A4. Use duct tape to temporarily hold the baggage door in position on the fuselage.

A5. Align the hinge brackets to the baggage door. From the inside of the aircraft,
rotate the aluminum hinge brackets outward until they contact the inner surface
of the baggage door.

A6. Attach the hinge brackets to the baggage door. With their position set, lay 3 BID
onto each side of the bracket. Extend the 3 BID about 1" onto the door and up
about 3/4" onto the aluminum hinge brackets. Allow to cure then remove the pivot
bolts and take the baggage door off, leaving the hinge brackets attached to the
door.

A7. Set two AN470AD4-8 rivets into the hinge brackets to secure to the door. This
is a backup and will secure the hinge brackets onto the door.

Securing hinge brackets to baggage door

Figure 30:A:3

Door in open
position

Hinge arm~

NOTE: The door should

not be allowed to bump
against the top fuselage
3 BID each side and 2 rivets (AN470AD4-8). when fully opened.
Place an AN960-4 washer under the rivet Bond a spacer under the
end before squeezing, just like ycu wou1d use lip on the fslg if
a washer under a nut. nccossary.

AB. Sand and smooth the BID as required. This will complete the hinge assembly.
When installing the door, tighten the pivot bolts (against the cupped spring
washers) to achieve a movement of the door which is smooth and provides
adequate friction to hold the door open.

~C2";~;~?~~~="'!!;!~..A=~,1,::'c'1'l"'Ul'.:=A~~D::':...-=W~~--_J'l. 30~; 1 l- =C: :h:=a:<:.pt''e: .r-=3-=-0-B_a_JgL~-~-;-~-D-o-o-r-"OL/-'5'- =-27'- -'-9-'-4- +1'*+

Lnnrnir Jnternntional Inc., Rcpre11cnlcd by Neico Aviation Inc., Copyright 0 1994, Redmond, OR 97756
B. BAGGAGE DOOR LOCKS

The baggage door locks double as the latches. They both pull the door down tight
against the seal and lock it at the same time. Notice that there are two types of
lock, DL-01 and DL-02. Use the DL-02 as the fwd lock.

Bl. Prepare the baggage door skin for the locks. Locate the proper position for the
locks and clear the core away to accept the 1/4" phenolic blocks which will mount
the lock barrels.

Baggage door lock assembly

Figure 30:B:l

1/4"xl.5"x2" phenolic
(BD346-0l) with "studs"
(MS2494-S7) ~

~ ----~~,~~~
Lock barrel (DL-01 or DL-02) !'-..., :.:'J{.ljl ~ .
Captureplate
.063 aluminum
~~.pi~
('~ ' ,
'11! I 1 11

cBD346-02)~~<-? -, - I
111
1
@ , . f
I~@

_, \'Nm,
I
Nut
(part oflock assembly) AN3"'-83"'
~ ~-
jfj_(' Barrel nut
(part oflock assembly)
\
Lock arm (DLT-01)

Washer
(part oflock
assembly)

Lancuir lntcrnalionul Inc., Represented by Ncko Aviation Inc., Copyright Cl 1994, Redmond, OR 97756
 B2. Fabricate the mounting blocks for the lock barrels from the 346-01 phenolic
pieces provided. These 1/4" phenolic blocks will serve as the primary attachment
for the locks. Into each mounting block, two "studs" are set using the standard
method of potting machine screws in place with epoxy/flox. With this approach,
the locks can be nearly flush fitted and can be removed from the inside as well.
A "capture plate" (aluminum) will secure the locks into these phenolic blocks.

Baggage door lock, phenolic mounting block

Figure 30:B:2

Phenolic mounting
block for door locks

2.00
1.00
1.50 7\ (Make two from BD346-01
pieces provided)

v
100

0.875

0.172
(2)PLACE

~CZ"';;~:;::"#~:1:;:!~:~::::1,.::::~'!61'!D'A~.l.~::::D:.____'.'.W~~---J'' 30_ 9 1 l-.: :C: :.h:oap"'t:.: e:. .r: :.30=-B-a-'g-;-~g-v~-D-o-o-rP::._c_C_l0::_/~1-_9-_9_5_-++*-11

Lancnir lnlernatiorml Inc.,Reprcscnled by NeicoAviotion Inc., Copyright 1994, Redmond, OR 97756
 B3. Make two capture plates for the locks from the 346-02 aluminum pieces provided. ~
These are simple aluminum plates with three holes. The center hole is made to
incorporate two flats which will prevent the lock barrel from rotating. To make
this hole, first drill a 5/8" hole and open the two ends as shown. Use the barrel
to trial fit the hole as you enlarge it. Then drill the two small holes to align with
the "studs" which were inserted into the phenolic block.

Note hole "flats" orientation:

*If you want the locks to both "open" in a counterclockwise rotation, then the
"flats" should be orientated vertically.
**Orientatingthe "flats" horizontally will cause the locks to open witha clockwise
rotation of the key.

Lock aluminum capture plate

Figure 30:B:3

1.00
lr .063

Make two capture plates

from the BD346-02 aluminum
pieces provided.

2.00 1.50

R.375
Make hole by first drilling a
5/8" dia. hole and open up with
.172 a rotary tool to fit the lock
(2)PLACE barrel being sure to keep the
..317 flat sides which serve to
prevent the barrel from
rotating.

~c:::z"""""~::::*:::::=fl=v=="':~Al..~=:D:...~IV~!____J/.13~-;~ ..,,__C_ha_,p~t_er_3_0_B_a_~,_;-:-;-~-D-o_o_rP_C_l_O_ll_-9_-_95_-H~'7'<-Ji
Lancnir Inlern11tionnl Inc., Represented by Neko Aviation Inc,, Copyright 1994, Redmond, OR 97756
 B4. Locate and drill for the lock points in the baggage door skin. Refer to Figure
30:B:4. Clean the core away so that the mounting block fits into position against
the outer skin of the baggage door.

B5. Install the phenolic mounting blocks into the door skin. Center the hole in the
phenolic with the hole in the door skin. Use epoxy/flox to set the phenolic pieces.

Door lock locations

Figure 30:B:4

A/Cup

Fwd~
.------------
Key lock locations Baggage door
(center phenolic mounting
blocks at these locations)

L"C:::Z"';;~=="~=~"'f1'=~=1,.==~=~=A=l..=~=D~__::IV~::!____Jlr 3~:;1 ji- "c_h.:. ap"-t=-e_r.:. 3.:. o_B_a-'g-~-~g-ve__0 __ _r_P_c_10_1_1-_9_-9_s_-+t*+I

00
Luncuir Intern11tionnl Inc., Represented by Ncico Aviation Inc., Copyright 1994, Redmond, OR 97756
 B6. Using micro, set the lock barrel (DL-01 or DL-02)inposition. Either cover the lock
barrel end with release tape or wax it. Then pack some micro around the
perimeter of the hole and press the lock barrel into the mounting block and in final
position in the door. This will create a micro wedge around the perimeter of the
phenolic block and create a custom fit for the tapered portion of the lock barrel.

NOTE: You'll notice that one lock (DL-01) allows you to remove the key in
both positions while the other lock (DL-02) only allows for key removal when
locked shut. The DL-02 lock should be placed in the fwd position. In this
way, you will be less likely to take off with the baggage door fully unlocked
since the key would be stuck in the fwd lock (unless it is locked).

B7. Install the aluminum capture plate. This holds the lock barrel in position.

BS. Attach the DLT-01 lock arm. Some models oflocks require a small bushing be
pressed into the arm, if required, press this square type bushing into position in
the arm and then attach the arm to the lock barrel.

B9. Fabricate and position the lock striker. This is a wedge ofOrkot that is positioned
along the side of the fuselage joggle and made to align with the lock arm. The
ramped side of it allows for the lock and lock arm to snug up when closed. This
is a bit of a trial fit.

With the baggage door closed, rotate the lock to the closed position and measure
the distance (or thickness) required for the striker. It should be about 5/8"-3/4"
but will vary based on your installation.

Make your striker pieces approximately like that illustrated, so that the ramp
provides a smooth engagement of the lock arm and enables it to snug the baggage
door up against the fuselage. Use the BD346-03 Orkot pieces to fabricate the
strikers.

With the striker sized and located properly, epoxy it in position and add a 3 BID
tape along the side (away from the door) lapping about 1" onto the fuselage. Be
sure to scuff the Orkot up with coarse 40 grit sandpaper prior to bonding & taping.

If adjustments are required, you can always sand the Orkot strikers down a little
to relax the fit (be sure to finish off with a fine 360 grit to keep it smooth) and/or
bend the lock arm to tighten or relax the fit.

~CZ~~=*==~==...&=w='~=~==A==l..=._l!l=:..__W~_.!_____J,.,. 30_~~ . . , 1_-=.C=ha"'p:..:t:;;.er:...:3:..:0'---B-a-~'--;-:-;-~-D-o-:-~-1_0_11_-1_2_-9_5_-+~f*tl

Lnm:nir International Inc., Represented by Ncito Avi11thm Inc., Copyright 1994, Redmond, OR 97756
 Plastic baggage door strikers
Figure 30:B:5

~
p.
-----21/4" .. /

LFwd. Micro "wedge" to fit to

shape of lock barrel
~Flax or micro at edge

Baggage Door

~ .063" alum. capture plate

MS24694-S7
Screws as "studs"
with AN365-B32A
lock nuts

Barrel nut
Lock arm
(DLT-01)
Striker
(Orkot)
0.5" wide
BD346-03 Orkot
striker dimensions
are approx. only,
you should fit to
your installation

~~,,,":".=""!.=~=-~~'~~~~:=1,.:=:=~lll"ll:c.411.~::D~~IV~.!'._--_J'';~:~3.1 1__C_h--'ap'--'t-'-e_r.;:..30"-B-a.. 1.g-;-:g-ve__D_0_:-~-l_O_ll_-1_2_-_95_ _~~

Lnncuir Internutionnl Inc., Repre&l!nted by Neico Aviation Inc., Copyright 1994, R1.'dmond, OR 97756
C. WEATHER SEAL INSTALLATION

As a final seal, the deeper portion of the joggle at the door can be utilized for
installation of any number of typical sponge type seals. The seal material should
be approx. 1/4" thick and quite soft. If it were too firm it would make it difficult
to close the door fully. We've used 1/4" wide, soft foam which is available in your
local hardware store. NOTE: By adding a piece of phenolic block under each
hinge arm, the door will stop short of chipping the paint.

Weather Seal
Figure 30:C:l

~
--
'f
Fuselage
Add a phenolic block
(PH-250-1 "x3/4") to stop door
in "open" position.
Foam rubber weather
strip, with an adhesive
backing on one side

1r;;~7~1r1-C=h::::Jap~t=e~r~~B~agk:-:-:-e_D~oP_c_r_1a_1_s-_2_s-_9_e~~+Bfi-I
Lnncair International Inc., Represented by N!lkO Aviation Inc., Copyright 0 1996, Redmoml, OR 97756
0
 CHAPTER 31
REVISION LIST
(Pressurized Version)
The following list of revisions will allow you to up date the Lancair IV construction
manual chapter listed above.
Under the "Action" column, "R&R" directs you to remove and replace the pages
affected by the revision. "Add" directs you to insert the pages shown and "R" to remove
the pages.

Current
Page(s) affected Rev.# Action Description

31-1 thru 31-12 0 None

31-13 PC12 R&R Changed baffle no. in Fig. 3l:C:l.
31-14 PC12 R&R Edited baffle numbers in Fig. 3l:C:2.
31-15 PC12 R&R Edited baffle numbers.
31-16 PC12 R&R Edited baffle number in paragraph C4.
31-17 0 None
31-18 thru 31-20 PClO R&R Edited figures.
31-21 0 None
31-22 PClO R&R Edited Fig. 3 l:C:8.
31-23 0 None
31-24 PC17 R&R Changed Turbine Inlet Note in Fig.
31-25 PC15 R&R Added to Fig. 3l:D:2
31-26 thru 31-27 0 None
31-28 PC12 R&R Edited Fig. 3l:D:5.
31-29 0 None
31-30 PC13 R&R Edited Fig. 3l:D:8.
31-31 0 None
31-32 PC13 R&R Edited Fig. 3l:E:l.
31-33 PC14 R&R Deleted info. on Cessna gascolator.
31-34 PC14 R&R Deleted info. on Cessna gascolator.
31-35 PClO R&R Re-numbered paragraphs.
31-36 & 31-37 PCll R&R Changed part numbers.
31-38 PClO R&R Re-numbered paragraphs.
31-39 0 None
31-40 PC13 R&R Edited part numbers.
31-41 & 31-42 0 None
31-43 PC14 R&R Added note to Fig. 3l:F:4.
31-44 PC13 R&R Crowded part of next page.
31-45 thru 46.4 PC17 R&R Updated Turbine inlet system.
31-46.5 PC17 Add Newpage.

L~~=z==0-=4==-"=""==A==l..=D==:...._JV=---..:!...._
~Avc,,.l1fl"~ _ _11 .
I 31 _i 1 1_ _

Lancair International Inc., Represented by NeicoAvintion Inc. Copyright G 1998, Redmond, OR 97756
Ch_a~p-=te=-r_s_1 IR,..,EV=._P_c_11_1-=1-_1_5-_ss_ _,.~-t7<;"TI
--'--:;:
Firewall Forward M
 CHAPTER31
REVISION LIST
(Pressurized Version)
The following list of revisions will allow you to update the Lancair IV construction
manual chapter listed above.
Under the "Action" column, "R&R" directs you to remove and replace the pages
affected by the revision. "Add" directs you to insert the pages shown and "R" to remove
the pages.

Current
Page(s) affected Rev.# Action Description

31-46.1 thru46.4 PC13 Add New pages.

31-47 PC13 R&R Edited paragraph G3.
31-48 0 None
31-49 PC13 R&R Cleaned up so section H really starts on
next page.
31-50 thru 31-54 PC12 Add Hartzell Installation.

Chapter 31 REV. PC15 /4-10-97

1-ii
Firewall Forward
Lnncuir Intern11tional Inc., Represented by Neico Avintion Inc. Copyright 1997, Redmond, OR 97756
 Cl1apter 3 1 y_
(Pressurized Viersion)
REVISIONS
Firewall Forward
From time to time, revisions to this assembly manual ma y be deemed necessary. When such revisions are
made, you should immediately replace all outdated page s with the revised pages. Discard the outdated
pnges. Note that on the lo\ver right corner of each page is a "revision date". Initial printings will have the
number "O" printed and the printing date. All subsequent revisions will have the revision number follov.:ed
by the date of that revision. \\Then such revisions are ma de, a "table of revisions" page will also be issued.
This page (or pages) should be inserted in f'ront of the ope ning pnge (this page) of each affected chapter. A
new "table of' revisions" page v:ill nccompnny any revision made to a chapter.

Arrows
Most drawings will have arrows to show which direc ti on the parts are facing, unless the drawing
itself makes that very obvious. "A/CUP' refers to th e direction that would be up if the part were
installed in a plane sitting in the upright position. I n most cases the part shown will be oriented
in the same position as the part itself will be pla ced during that particular assembly step.
Ho\vever, tin1e goes on and cl1anges are made, s o careful attention should be paid to the
orientation arrows. That old cartoon of the guy ago nizing over the plans for his canoe, built one
end up, one end down, should not happen in real !if;e. Especially to you.

CONTENTS
A. Mounting Engine (TSI0-550)
B. Cowling
C. Baffling
D. Engine Control Systems
E. Fuel Systems
F. Oil Systems
G. Induction Air Systems
H. Propeller I Spinner

Chaptcr31 I HEV. PC0/11-10-94 >v<

FIREWALL FORWARD A
Lancair Intcrnulianul Inc., lfoprci;cntcd Ly ,:\'cico Avinlion Inc., Cnpyright ID 1991, Hcdmand, 011 !17756
A. Mounting the Engine
Note 1. The engine requires several modifications to properly fit the Lancair N.
These include:
Turbo intercoolers
Lower intercooler induction tubes
Oil separator cans (mount to bottom of turbos)
Left side exhaust tail pipe
These parts can be modified by Neico Aviation. When returning, please call
inventory to get a Return Material Authorization CRMA) number for proper
internal tracking.

Note 2: Review pages 31-43 for engine installations most easily performed
prior to mounting the engine. Most important are the turbo oil return
ftgs. which mount into the engine driven oil scavenge pump (pg. 43).

Note 3. To install the engine over the mount, the turbo chargers and the back
waste gate/crossover tubes should be removed. During this process, use a band
saw to cut the clearances on the left and right turbo support brackets per Figure
31:A:2. Be sure to break edges with wire wheel or sand paper.

1. Position the vibration isolators on the mount, The high temp. ones must be to the
aft. The thinner half of the isolator is used between mount and engine.
(fwd) Std isoloators: #94011-20
(aft) High temp. isolators: #94001-01
Bolts: AN7-33A
Washers: (in isolator box)

2. Set the engine on the isolators find bolt up. Gently ease the engine down using
a suitable hoist. As you make contact, holding some of the weight off, begin by
setting the front two pad bolts. Be careful to not cross thread the "feet" on the
engine. After that, set the aft two bolts, this process will take a little wiggling.
DON'T FORGET THE INSERTS IN THESE ISOLATOR ASSEMBLIES.
NOTE: Torque the AN7-33A bolts to 400 in/lbs.
Reinstall the turbos with the clearanced turbo support brackets.
Reinstall aft waste gate tube.

L_~;:;=i~~~="'="'=.,..=.ifl=l.='n=--~--=N~~--_JI
CZ" '""'"'f"IUT"- .~ c__j l_C_h_a_p_te-=r=3=1=::-:-:IHE-=-
FIREWALL FORWARD
J,anc11ir Intcrnntionnl lnc.,Hcprcsentcd by !l.'cicoAvintion inc., Copyright 0 1994, Redmond, OR 9775G
v-=-.-=::=:P::-:C..,.0=/-=1_1-_1_0_-9_4_1-t'K)0.(
/,ftt1
 Engine Mount Pads
Figure 31:A:l

Thicker piece
here

_ _ _. . . . . @
AN970-7-

AN7-33A ---~\

L-~~~=i~~~=,4=1.=""=.B=l.=n=-"-=JV~~---JI ~ _C_h_a.!..p_te-=r=3=cl~I,-,-m-=-v-=-.-=co~P.,.;C::.:Oe:_l,=-1.::_l--=1-"0_,-9"-'4'-t+*-li
CdJ':'. > u"r..,F'Zl8'. . L:.'.__j
Lancuir International lnc., lkprescntcd by !\t!ico Avinlian inc., Copyright 0 1991, Hedmond, OR 97756
FIREWALL FORWARD
 Turbo support bracket trim patterns
Figure 31:A:2
(Shown full size)
Note: Be sure to remove all grinding & handsaw marks. All edges must be smooth.

0 0

0 0

_ _::c::_:'.'.'.;::'.:'~:'~::::..111.""::.1.:'c:'..ru:'.l'l::::~::n::__:w~~---_J'.c::_j
~ 1_C_h_ap,_t_,e=r::::3::::1='7:-:RE:-::
FIREWALL FORWARD
vc-:.:--===:-OP':-:C'7-0':"/c:'l'-'l'--l"'-0"---"9'-'4'--IBE-J1
L
Lancnir Iritcrnntionn! Inc., lh:prescnled by Neico A\iation Inc., CopyrighL 0 1994, Redmond, OR 97756
A3. Install the intercoolers. Note that these require modification. You should only
temporarily install them since when the baffling is installed, it becomes advan-
tageous to remove them for better access. Butit's good to temporarily ins tall them
now to assure a proper cowl fit.

WARNING: It is critical that all induction lines and related hose

connectors, be secured properly. Allinductionhose connectors must be
centered over the joint where two tubes meet and tightly secured with
the double ring clamps supplied. Failure to secure these properly could
result in them being blown off. That could cause engine failure,
particularly true at higher altitudes.
Intercooler assembly
Figure 31:A:3

hose coupling

turbochnrgcr

__
<______ ~_fJ._..._"'_C_'FTl._Ll_~_n_~_N
_____~I L.:...::._j
~ l-C_h_a--'p'--t-:e=r=3:c=l::'=lcclE-=v-=.-="O"""C"'P="'C""O"c/c"l-"1'---1=.;0e..-"9'-'4'-f-t-'*-tj
FIREWALL FORWARD
-
Lancnir Jnturr111tionul Inc., Hcpresented by l\'llii:o Aviation Inc., Copyright Cl 1994, R1dmond, OR 97756
A4. Mount the pop off valve. This is the small, round canister which attaches to the
left, fwd. induction tube. A flat mounting plate is attached to this induction tube
for this mounting. This valve is merely a safety device which opens and releases
pressure if manifold pressure were to exceed limits.

AS. Mounttheoil collector cans onto thetubochargers, These cans require modification.
They should be orientated such that the ftgs. face aft and the entire can locates
slightly inward and down from the turbocharger.
Turbochargers
Figure 3 l:A:4

/
.&----- collector cans
oil supply line to turbo,
this fitting must be rotated
clockwise approx. 80's.

A6. Realign the left turbo. oil intake ftg. This go 0 ftg. is located on the top of the
turbocharger housing. It needs to be rotated clockwise about go 0 's so that the
connecting line can route toward aircraft centerline, between the turbo housing
and the air impeller housing. It is typically necessary to remove the ftg. plate,
place the assembly in a vise and carefully rotate as needed. Be sure to leave the
inbd bolt in place dming this rotation since the rotating process prevents the bolt
from being fully removed from its flange.

L~~C>..~..1~=~=~==..,.=1,={:="1l.ll'.=A==~='Lll=-~JV~'.__~~~J1~l~C=h=a=p~t~e~r~3~l~H7E~V~.-;:;:::0::::p~C70~/~l~l~-1~0~-~g~4-+f*71
-~
J,ancair Jntcrnauannl Inc., ltuprcsenrnd by Neico Aviation Inc., Copyright Q 1994, Redmond, OR 97756
FIREWALL FORWARD
B. Cowling
Temporarily bolt the propeller and back plate to the engine. This will locate the
correct cowling position. If you don't have your prop & spinner, you can mount
up a 16" diameter piece of plywood, 4" fwd of the crankshaft flange. That will
represent the position of the cowl. (This must obviously be centered on the crank.)
Cowling I screw patterns
Figure 31:B:l

15screws~
across top
MS24694-S5

11 screws
along each side II>
MS24694-S5
typ. 2" wide

5scre\vS /.
down /
each side
MS24694-S5 2 scre\vs
each side
in front
6 SCfC\\'S MS24694-S5
each side
MS24694-S5

B 1. Measure Rnd cut the lower cowl, geRr door clearance hole. You'll need a little help
to hold the cowl during early fitting stages. The gear door hole should measure
about 7-3/8" wide by 21" long. At the front, leave the cowl cutout such that the
nose gear doors overlap onto the cowl by about 1/4". Your installation may vary
slightly so use your own dimensions. Note that there are two little notches cut
in the front corners of the otherwise rectangular opening. See Fig31:B:2 This is
to provide room for the nose gear door to clear as the cowl is slid up into position
on the plane.

~-"'_=_=-_~,:~_~_.4_"_""_fi_"_n_"
_ C::Z" urw"'~"'
_N
_____~I ~ .L_j l_C_l_rn_,p_t-c;e:;:r3::::1=!":-:-H-;-E:;-V:;-.=::=OP:-;C=;--O:::/':':l:'Ol-'-1'--'0'--=-94-'--tt-1'"71
FIREWALL FORWARD
Lanc11ir lntcrnulionul Inc., l!cpreoontcd by Ncico Aviation Inc., Copyright 'oO l!J9'1, Redmond, OR 97756
 Lower cowl I gear door clearance
Figure 3l:B:2

Ref: good landing

light position
NACA duct for

0 induction air

approx. 3/8"

17 _318" I
B2. Place reference lines <wound firewall joggle which will located screw positions.
This reference will also locate the TE of the cowling. The easiest way to locate the
screw positions is to simply mark, on the fslg., a horizontal line which intersects
the screw location in the joggle. Extend such a line through each individual
location center and about 8" back on the fslg. Then place a crossing line exactly
4" aft from where the hole should locate, based on the fslg joggle. Make another
cross line 4" aft of the joggle, this will tell you where to trim the cowling.
The long line will give you an alignment reference later and the cross marks
will tell you exactly how far forward to locate both the screws and the trim line
for the cowling. See Fig.31:B:3

I
~ 1 _C_h_a_:p_t_,,,er:::::3::::1-:::=:::::--i!:--:Ev:--:.;--c:::=::7PO-:C7'00:-/C:::l-=-l--'1""0--9"-4"--~'71
-~ FIREWALL FORWARD
~----------------~
Lancnir lnlcrnntional Inc., Hcpref;(!ntcd hy Xeico Aviation Inc., Copyricht 199'1, Redmond, OR 97756
 Cowl aft joggle & fwd position
Figure 3l:B:3

s Refer.,,ce Una

1- --- FWD
Trim off this portion of the

- -~,0
lower cowl joggle where it - - - - 1/B"-3/16")
1 would overlap the fuselage joggle.
;'1----i

I
I
I

~--L
\
I \"-creco

\ ......- 8 ,.....~ Future trim line

Transferred 3/16"-1 /4"

LOWER COWL (RT. side shown)

B2. Slip the lower cowl into relative position on the plane. Use spring clamps or
similar to grip the cowl to the firewall joggles and align with the spinner back
plate. There should be about 3/16" - 1/4" space between back plate and front of
cowling. You can also use clamps with wood spacers between spinner back plate
and cowl to hold position. The goal is to establish a relatively uniform spacing
between cowl LE and spinner back plate TE and you'll want to get the air inlets
level. If achieving a perfect spinner alignment becomes difficult, just do the best
possible and adjust with either micro or scarf a thin piece of foam on the cowl, sand
to establish a uniform gap from spinner back plate and cover with 1 BID. Note
that the vertical flange on the cowl LE (material running directly behind the
spinner) should be tlimmed to about 2" max. in width.
When the cowl is up snug along the firewall joggles, centered as best a possible
left to right and fitted to the spinner back plate, mark all the TE trim lines. To
do this, lay your ruler along the straight lines made on the fslg. Transfer the line
onto the cowl. Then measure fwd from the aft most cross mark and transfer a
reference line for the TE trim line onto the cowl. Also transfer the fwd cross mark
which will represent the location for the screws, being roughly centered on the fslg
joggle.
With all the marks made, remove the cowl for tlimming. With a flexible
straight edge, use the tick marks to create a smooth line around the TE and trim
the cowl using a sabre saw or equiv. Sand it lightly to get a smooth edge.
Remove the joggle at the top, rear of the cowl to allow the cowl to set down into
the fslg. joggle. (fig. 3l:B:3)

B3. Drill for the attnch screws. Replace the cowl and drill for all the attach screws.
Use l\1S24694-S5 screws with Kl000-08 anchor nuts. We typically drill for a cleco
first and start at the gear door (bottom of cowl) and work our way up the sides.
In this way, you're sure to get the cowl snug against the fslgjoggle and not be left

L_.'::L:'.~~::~::::~::::....::1,:'.C::,,...,,,::.11::::~::n:::_"...:N~~---_J1~
.c_j _c_h_a-'p'-t-e_r_3_1_,_rr_E_v_.
1 FIREWALL FORWARD
Lancair lnlcrnntionnl Inc., Jlcpre"lntcd by :\cico Aviation Inc., CopyrighlO 1994, Hcdmrmd, OR 97756
_ _.=.P--'C""0=-/-=1-=1-'-l=-0=---=9...:4'--l+*-H
 with a bulge between screws. This, by the way is also important to remember ~
when setting the spinner screws as well!

B4. Install the top cowl in a similar maner as used for the bottom cowl, Note that the
fwd air inlets may tend to "bacldock" on themselves. If this is a problem, grind
a little off the lower cowl joggle, at the inlets, to eliminate the back lock. With the
cowl fitted over the lower cowl, set the remaining screws. Again, start at the
center top of the cowl and set each screw position progressively as you work your
way across and down the top toward the side where top cowl meets bottom cowl.

B5. Micro finishing the seam between fslg and cowl, With the cowl installed, prep
and spread a layer of micro (thickness as required but thin as possible) along the
joint between cowl and fslg. Don't bother laying release tape or anything else, just
spread the micro right over the seam.
When the micro is slightly firm, but not set up, take a knife blade (twisted
sideways just a little) and run it around the joint. It is easy to stay in the joggle,
just keep the knife blade against the cowl edge which has a good edge and keep
the knife twisted just a little to set the size of the gap. The micro will mound up
just a bit - that's o.k. Make this quick, simple circling maneuver and then let the
micro cure. Sand smooth, remove the cowl, give it a little final prep and you've
got a great seam!

BB. I nsta 11 the oil access door. Cut the door following the scribe lines (faint but they're
there) and assemble the door per Figure 31:B:4. You'll note we add a 4 BID ply
schedule over both the door itself(once the core is trimmed down to shape) and
the perimeter of the opening on the top cowl. This is to stiffen the area. (The force
from the plenum chamber formed under neath is quite high.)
1. Trim the door out using a fine bladed sabre saw or equiv.
2. Trim the core area to shape.
3. Cover the door with the 4 BID (cover from edge to edge.
4. Trim the cowl core back around the opemng.
5. With the door held in temporary position and having release tape on it, lay the
4 BID ply schedule around the hole perimeter on the top cowl. Extend this 4 BID
about 1-1/2 inches all around the door hole and extend at least 1/2" onto the door
to form the joggle.See Fig.31:B:4:a
6. Install the hinge. (the joggle will have to be trimmed away to fit the hinge and
you'll need to notch the door to accept the center portion of the hinge.)
7. A typical Hartwell latch installation is shown. This latch can be either riveted
or bonded into position. If bonding, f1ox in position and add 3 BID over it to secure
the edges

L_.::c-:'.'.-"':::~=fl=./'=C=~=A=~=n=-"-=JV~~---_JI~.
.L:J '--c-h_a_p_t_e_r_31_1_H_E_v.
Lancuir lntcrn11tion11l lnc., Jl!!prcscntcd by !\cico Aviation Inc., Copyri!jhl 0 1994, Hcdmond, OR 97756
FIREWALL ___ P_c_o_1_1_1_-1_0_-_94--'-'')lX
FORWARD K.J.---'
 Oil access door
Figure 3l:B:4a

0 0 0 0 0

=....:i:=r-::-1 ___i_r :=====L

--,
0 0 0

,-- -
lllNGE.
I
I
,--- ! _J
I

I .
I! (_v___\:
: :
!I ~
I

' - - ) :... _ - ; 1\-

'--------''---~'--CORE: AREA
WI l'>AC.~ /0
/HIS APPi20'i.
51lAPE.

. ;:.

1-1 /2"

L-~(~::'.'.'...;::==~=~==""="=f:=crur.=A==~='.l:ll:::'.._"JV~~---_Jl~l-C-l_1a~p~t~e=r~3~1=0:-~HE~v~.=-=-:::--::~p=C~O=/~l~l~-1~0~-~9~4'--l+*+I
Luncair lntcrnnlional Inc .. llcpmsenu.'<i by :\dco Avia lion In~ .
.L.'...'.:_j
Copyright 10 1991, Rudmond, OR 97756
FIREWALL FORWARD
 Typical Hartwell latch
Figure 31:B:4b

r---1.88

1.02=1-~-
.031 R
(TYP.)
r------Je
1.062 I
t I
.22
.4t4 t - - - - - -+-..:::: 33 f
I --'---!..._-I
J
.97 R t .6t

l,'.'.25
1
f- .106 DIA. (4 HOLES)

SUGGESTED CUTOUT

C. BAFFLING
The baffling is at first glance, a lot of odd looking pieces of alumiunum. Iftaken
systematically, it's not too tough to install. The factory new Continental 550
engines all come with the center, lower cylinder baffies already in place. If you
don't have a factory new engine, be sure to install these baffles as they are critical.

L-~~~=i~!!;:~=.111=1.=,,..=A=l.='L'Jl=-~_;w~~---JI.
~>,,,,.,.Cl_,..,,,"'- 131-12 I1-C_h_a...:..p_te-::r::::3=:l::O::R:-:-E-::-V-::-.
Lancnir lntcrnntianul Inc., llcprc11Cntcd by Ncico Aviation inc., Copyrighl e 1991, Hcdmond, OR 97756
FIREWALL-==P:::C::-O=/=l-=-1 FORWARD ..c:l"'0-'-9'-'4'-t+*f1
C. BAFFLING
The baffling is at first glance, a lot of odd looking pieces of alumiunum. If taken
systematically, it's not too tough to install. The factory new Continental 550
engines all come with the center, lower cylinder baffles already in place. If you
don't have a factory new engine, be sure to install these baffles as they are critical.

Baffling Exploded View

Figure 31:C:l

L~c_'.'.",.,,,'.:'::{::~::::1,.::"'::~::::A::~::D:::_...'.'.W~.!'._____Jl1~1-~3J1-C_h_a.-'_p_te=:IRE=3""'1='w=~-c-=-;j=-,=F'""o-=R"'~''~'-"l"'2""'/7,_-"'2_,_7-_,,9""5'-++*-li
Lnncair Internutiannl Inc., IW11re:ienled by Nuico Aviation Inc., Copyright 1995, Redmond, OR 97756
 Baffling alternate view
Figure 31:C:2

oz4 023/028 010

~
~
~011(nST~rER. case Brkt
~
v
1
Ill IL~ J { 0 5
'
Rfr:
OIL. COOL.ER.

t:=S'o13 ~=~~~-~;;;;;;;;;;;;;;; ~
OIB
037 3
-
.Z
"x
COOLER.
~ O~

/.llNC.E.-

._ I 008

036

023/028
003
Prop. Gov.
Brkt. --r-.....-[::J
,... 044
- - -,
... - - -
fool i OZ!.

NOTE: Install oil cooler now. It is too difficult to reach later. (See page 18.)

Cl. Install 6. (-021) brackets. one to each cylinder head.

Use: six -021 steel brackets
AN500-A416-6 screws and lock washers.
Note: These screw into the threaded hole located between the cylinder head
valve covers. The hole in the head is shallow, do not use longer screws or bolts.
Local grinding may be necessary as the castings can vary slightly. Grind only
enough to allow the -021 brackets to set flat and relatively level across their tops,
ie: in alignment with each other.

Laneuir International Inc., Represented by Neico Aviation Inc., Copyright@ 1995, Redmond, OR 97756
C2. Install the horizontal side plates outboard of the cylinder heads.
Use: Left side: 004, 006, 008
~
Right side: 005, 007, 009
Note that these horizontal pieces are conne cted with what becomes aslipjoint(to
allow the engine cylinders to move without cracking the baffling plates). This slip
joint is made by riveting the small pieces (0 31's) onto one horizontal baffle plate
to form a "sandwich" for the adjacent plate t o slide into. Note that these small 031
pieces are supplied all one length, you'll have to trim to length as required.
The horizontal side plates should be orientated outbd as much as practical and
down close overtop the flat areas of each rocker arm boss. The 021 brackets
should adequately establish this vertical orientation. Notethateach021 bracket
is secured to the horizontal plate with one screw (front two plates use AN526-
1032-RS's and the rear plate uses a flat h ead MS24964-S48 so as to clear the
intercoolers).

Note: the following table lists the parts and associated attach hardware needed. This
type of listing should be more helpful that sp reading the parts throughout all this
text!)
Panel# Connects with Hardw are required
001 L. Front 022 2)AN526-1 032-R8, 2) Kl000-03, AN426-A3-5, AN970-3

040 L. Front 043/044 corner brkt 7) AN470AD 4-6

001 5) AN526-8 32-R8, 5) Kl000-08
023 gov. brkt 1) AN526-8 32-R8, 1) Kl000-08, 2) AN426A3-5
041 & 042 cyl. #6 Baffle 2) AN526-8 32-R8, 2) Kl000-08, 4) AN426A3-5

003 R. Front 026/027 RF corner brkt 6)AN470AD 4-6

001 5)AN526-8 32-R8, 5) Kl000-08, 10) AN426A3-5
033 cyl #5 baffle 4)AN426AD 4-5
036 aft corner brace 2)ANANAD 4-6, 1) AN526-832-R8, 1) Kl000-08
004 L.F. baffle 002 L. Front 2)AN526-8 32-R8, 2) Kl000-08, 4) AN426A3-5
021 cyl support l)AN526-8 32-R8, 1) Kl000-08, 2) AN426A3-5

005 R.F. baffle 003 2)AN526-8 32-R8, 2) Kl000-08, 4) AN426A3-5

021 cyl support 1) AN526-8 32-R8, 2) Kl000-08, 4) AN426A3-5

006 L. baffle 031 sandwich plates 5)AN470AD 4-6

021 cyl support l)AN526-8 32-R8, 1) Kl000-08, 2) AN426A3-5

007 R. baffle 031 sandwich plates 5)AN526-8 32-R8

021 cyl support l)AN526-8 32-R8, 1) KlOOOC08, 2) AN426A3-5

008 L. R. baffle 031 sandwich plates 5)AN470AD 4-6

021 cyl support l)M824694 -848, 1) Kl000-3, 2) AN426A3-5

009 R. R. baffle 031 sandwich plates 5)AN470AD 4-6

021 cyl support l)M824694-848, 1) Kl000-3, 2) AN426A3-5

010 L. rear 008 baffle 3)AN3-4A, 4) AN960-10L, 1) AN365-1032A,

2) Kl000-3, 8) AN426A3-5, 2) AN526-832-R8,

~-1_=-_,_b_~_1.._"_~_,6_~_:c__IV
_____~il3~-151
Chapter31 I REV. PC12/7-27-95
FIREWALL FORWARD
>d.
R
Lane.air lnlernntionnl Inc., Represented by Neico Avint.ion Inc., Copyright 1995, Redmond, OR 97756
 2) Kl000-08
012 oil cooler box 2) AN3-3A, 2) AN960-08, 2) Kl000-3, 4) AN426A3-5
018 L. R. inbd 2) AN526-832-R8, 2)K1000-08, 4) AN426A3-5

012 oil cooler box 014 Door/ cooler box 9inches) MS20001-5 hinge, 13) AN470AD4-6
035 baffle #2 cyl 2) AN3-4A, 2) AN960-10L, 2) Kl000-3, 4) AN426A3-5
oil cooler 3) AN3-4A, 3) AN960-10L, 3) Kl000-3, 6) AN426A3-5

018 L.R. inbd oil cooler 3) AN3-4A, 6) AN960-10L, 3) AN365-1032

015 center rear 2) AN526-832-R8, 2) AN365-832A
037 close out 2) AN526-832-R8, 2) AN365-832A
015 ctr rear 013 R. R. inbd 2) An526-832-R8, 2) AN365-832A

013 R.R. inbd 028 case brkt 2) AN526-832-R8, 2) AN365-832A

029 starter brkt 2) AN526-832-R8, 2) AN365-832A
011 R. rear 4) AN526-832-R8, 4) Kl000-08, 8) AN426A3-5
009 baffle 7) AN526-832-R8, 7) Kl000-08, 14) An426A3-5

C3. Install the 001 front center plate. Remove the two special 3/16" bolts on the
engine, above the crankshaft that retain the oil seal cover plate. Align the 001
front plate with the crankshaft, centered in the top of the cut out. A small level
on the bottom edges will help keep this part level. Mark and drill for the two 3/
16" engine bolts. Install the plate and reinstall the original bolts with AN970-3
area washers and a spot of thread locking compound (Locktite or equiv.).

C4. Assemble the front side plate assemblies to the center plate. Using clamps I
cleco's and quick set glue, temporarily assembly 040 and 003 to 001 and to the
side baffles. Use the four small angle pieces to secure the left and right panels
to the front panel.
The 023 prop gov. bracket (which supports the 003 right front panel) may be
installed and pilot drilled at this time. Install 036 using the existing nut plate
below and aft of the alternator base. Pilot drill and cleco to 003.

Lnncuir Inlem11tion11l Inc., Represented by Neku Aviutiun Inc., Copyright 1995, Hedmond, OR 97756
 .L>i.:ll.l.J..l.llb .lJ.U.I:.lZU.llLi::ll. IJI.i::l.L~~

Figure 3l:C:3

Lo\ver spark p1ug \vire

routing through grommet
AN931-10-20 (MS35489-18)
drill 1-114" hole for grommet

.,,_'\.,

Baffling - right front

Figure 3l:C:4

AN931-10-20 (MS35489-18)
drill 1-1/4" hole in aluminum

C5. Install the aft hulkhead panels. These are 011, 013, 015, 018 & 010. The right
rear baffle (013) is supported by the starter bracket (029) located under the lower
forward starter case bolt (1/4" bolt on the outbd end). This rear baffie (013) is also

Lancair lntcrnntianal lnc., Ruprcsc.ntcd by !\eico i\vintinn Inc., Copyright IO I!l91, Ifodmond, OR 97750
 supported by the case bracket (028). These small brackets will establish the fwd
I aft position of the 013 baffle panel.
NOTE: The starter should be removed and rotated 180's in its mounting flange.
This is for starter cable clearance from the battery box (pressurized IV's will all
have the battery box on the firewall, just behind the starter and it is possible that
some standard IV's may too).
The 013 panel has three holes in it for various system cabling passage. It is
easier to punch these holes prior to final assembly.
013 baffle through holes
Figure 3l:C:5

8"

PANE: L

5" 013
RT: REAR

Gli/.rJMMr
AN'f31-7-11
( fl/1tv.IJO{.E.)
deck reference
line
Af1q3J-{,-}O
(%D.Hol.t')
electrical
lines

Dimensions for the holes are suggestions only. The actual

size will depend upon how much wiring is installed.

C6. Install the oil cool box assembly. The oil cooler box, (012) has the cylinder fin
plate (035) bolted to it which should be fitted tightly against the cylinder fins. (It
is difficult to install this box if the fin plate is riveted in place.) The bottom of the
oil box connects with one bolt through the engine bracket as shown. The hinged
oil door (014) is fitted to the top fwd edge of this oil cooler box and attached with
rivets.

L....:-:<-~--...:=J=~=Al=.J'=~=A=~::D:::___'.'.W~_!'.______J[i[.31_.18 . J 1_C_h_a.op_t-=;=~=1='=w=-~=-=Ev=-=~:-cF=o=R=~~~"l="n='/1""2=---"9---'-9"--4"-IBC11
Lnncnir lntnmulionnl Inc., Repmsenlcd by Neica Avintion Inc., Copyright 1994, Redmonil, Oll 97756
C6. Fabricate the oil door control arm. Use the l" x 3" aluminum angle and install
onto the top edge of the oil door using two AN4 70AD-4-6 rivets. Route the control
cable as shown.
Oil door assembly
Figure 3l:C:6

5/llCONE S&l./
1AT7JcH W1171Sld~'?.Ctll6J
engine line to manifold press. controller
~-,,_,.~ divider head overboard line

air/oil separator tube

AN93 l -12-20
MS 35489-135

\
I 5'
.
AN931-4-7 ~
MS 35489-6
7/16" hole in al.
Button lock cable for oil cooler door
A-700 (#05-12100)

C7. Assemble the oil cooler box and oil cooler door. Align this assembly to the oil cooler
and temporarily attach all parts from the aft bulkhead, left to right

CS. Install the front cylinder fin plates. #'s 033 and 034. These plates should be
riveted to the front panels such that they fit tightly against the cylinder fins,
wrapping under the cylinders.

L....:::C~---'.'.:::?::~::::..a::J'::~::::A::::~::ID::~W~.!'._____Jl.1.a1-19 .. . l1-c_h_a_,p_t-,;;:::~=1=w=-:i.,..,Ev:cc~=-=F::::Oc=R="~o0~7:l:=0:::/=-12=---=9'-_=-94=--wt-Ji
Lnncuir Intemntional Inc., Represented by Neico Aviation Inc., Copyright 1991, Redmond, OR 97756
[~

J ..~ 031 Conn. Plate/(R EA .sooE}

E ~~...
~

l ~i S- ,41.J4"10f; 1>4-C. 13 .AN47DA1>4-Gs ( '21~ir1:l=ic:uz '} B:::tc.

.a Tb -o~ _ j Ta Ui1-1c.E

i <
,". I
s-ro Be;<
1 11.........--
V
r l-------~

-o3S cyL BAFFEL-1

~~~ ko14 oit.. c=u;::.. D=lz. I s

~
O"

I
,du41c.1.D<t.<..
;-
I !I ! '!"I ~0
p

" rnj
4
I I I 1,1:
I I
0 \.. Jf}iNGE.
~2-AN3-4AJ 1-AllJ'i(,o-JOL.J z-1(1oaJ-3 4-AH4a,A3...S
B
,....
t" ~
~
lLL- I
~------===- (r1,.lfz1J'&~ ~ ~iJJ&I!. Ta .ATTAC.f.j
p-O<Z ooL<=L=. I. INGoA/2.0
o.!S" B~FFEL') - -
J 013 R~ iu,,,,.121>
>I
"1 1::1
~-~

l111.I.
~ LE!
~ ~
&x 018

I J. I I . . -~ ,;;.~~i....,,
~-I :I ""' SC..S-03 "' rn
"" rn
;_:::..:g".[!]""
:::..
3 >
,.
l'V
0
t

3-A~3-4A
-s
!-:'
0_,
~
13
0
"'
~ ~-AN9l.,o-10L
3-AN~/O;J'Z..
1. I 1'KT,
O"
q'
~I I~ (veeT""'-)
:Z.-AN:S2f:r83i-J?B ~
. ~-,v.l'lt;o:..10L
.... 1-~.s. cewree.I ~

-
~ -AN..au;,-P2JJ.
L
,....
~I~
ReAl2 ~
- OJt R.R'Eb.,.
z - ,AN:Sl(,..f33Z -010 ~.REAg
-;!- ,,/-

~[l':J:<:
I:""
2-J</a:J0-8
-4:.. ,dJ.14:U.A3-S
~ 4
z
::t.
ji}J'Szc.-632
J( iooa a
,1.1-14U:.A"'1-S
"1
~

~~.... Nl
'
<:O
'
<:O
>!>-
 important that the "pressure cowl" be tightly sealed. Failure to do so will cause
overheating of the engine.
~

ClO. Add the flexible ha filing seals. This is a soft, silicone based material that should
be pop riveted (using the wide head pop r ivets) to the entire perimeter of the
pressure cowl area. The material should b e installed from the inbd side of the
aluminum baffie panels and it must lay inw ard against the cowling top to form
a good seal that tightens when pressurized with ram air. Ifa flexible baffie were
to get blown back, a massive air leak woul d result and the engine could easily
overheat.
You'll find that once you've installed all the flexible seals, the top cowl will seem
particularly difficult to get installed into pro per position. The aft seals (across the
back of the engine) will be challenging at fir st. Have patience, as the engine heat
works on these seals, the "fit" will improve a nd after a few hours of running time,
the cowl will not be a problem to install.

Chapter31 I HEV. PC0/11-10-94 '/'(j

FIREWALL FORWARD ~

Luncair lntcrm1tional Inc., Hcprc!K!ntcd by :\'uico Aviation Inc., Copynght !Cl 1994, Hcdmond, OR 97756
 Oil cooler I baffling assembly detail
Figure 31:C:8

F=========l-J

0
CJ
.....
O"J
0
'

L-..:::C:",,,,,"'.:::*::::~::.&1.::w::~::::A::::~::D:::__,W~.!'_____Jll 3~-22 i e-:C:.:h:.:a~p:.:t=;:..:~:.:1:_j_w_::::i.=-Ev=~-F-o-R=-~~~o=lo-=O~/l=-e2~-~9_::,-9~4=----~'-\-I

Lancnir International Inc., Rcpnrnented by Ncico Aviation Inc., Copyright@ 1994, Rcd1nond, OR 97756
 Flexible baffle seals
Figure 3l:C:9

FLEX EJAFFLt: SEALS

~MUST ROLL /NW1'Jl.O ~

SIDE 5EAL5
LAll ovr .;. up
TO SEAL J'64/NST
TIJP CbWL. 51 DES

Cll. Install a fuel pump blast tube. We recommend a 1.5" diameter SCAT blast tube.
The source is located along the inbd side ofbaffie panel 010 (at the rear of the left
intercooler). From there a hose is run to the top of the fuel pump. A shroud should
be made around the pump for optimum cooling.

Cl2. I nsta 11 a gascolator bbst tube. This line is 1" in diameter SCAT tube, originating
at the right rear intercooler baffle panel.

L~~c:._:,,,,~==~=~==.,.="=l:=~=.a==~='L'JJ=:_~~JV::__:'!!:_~~~_Jllsl- 23 1l~C_h_a~p~t~e=r=3~1="'~1lE~V~.c-=-=c~p~C~O=/~l~l~-1~0~-~9~4'-!+x-tj
.
L1incuir lntcrnntirmul Inc., Hcprl!semcd Uy ;\'cica Aviation Inc., Copylii;ht iC 1994, Hcdmand, OH 977ri6
FIREWALLFORWAHD
D. ENGINE PRIMARY CONTROL SYSTEMS
The following three view drawings of the TSI0-550 engine will acquaint you with
the significant control system locations. Several items will be standaid, such as
throttle, prop and mixture but others will vary based on your chosen equipment,
ie: type of fuel pressure gauge, manifold pressure gauge, oil temp & pressure.

TSI0-550 side view

Figure31:D:l

Intercooler nmved uft npprox. 1" ,,

LIFTING Ei"E
MANIFOLD
MANIFOLD PRESSUilE REF.
-=
CONTROLLEU

.7511!

OIL PRESSUilE '

PICKUP

UEATSHIELD

OIL
TEMP. P!Ch."UP

l~=~"'""'~~::~WASTEOATE
:;: ACTUATOR

WASTEOATE

FROM AIR I on. SEPARATOR

Affi DlSOl!AnGE

~~filfA~~ {Til') _ __,

7/JR-!!O

Overbonrd tube 1uoved up,

__c_~--*-"_.i111._.,_~_lf'l'_A_l._Jli___JV
________,[ r;:;tl l-C.::..h=a=pc:.t:...:e_r_:_3_l_LR_E_v_._ __.=P_,C,,_l"-7-'-'/_,7_-=.15"--_,9'-'8'--'IBCJ-I
'- .L'...::=J FIREWALL FORWARD
Lane air Intet'national Inc., Represented by Nnico Aviation Inc., Copyl'i[!ht 0 1098, Rodmond, OR 97750
 TSI0-550 top view
Figure 3l:D:2

ELECTRIC SOLENOID
<PIUMER cmcrnn

r.IETERil'IG
lJNIT

DMDER
BEAD

overbd line . ,
MSHA 2G-13G
Gales Hose #GL04181
19"
1" dia. x 36"L

L__C_,,,
__ ?_'1_..a_""_'C_rrvr,_""_~_:o_..::IV=--=------'l!l~=-:::_Jjf-c_h_a_,,p_te-=;=~=1='=wc:-::--:v:--:~=-=F-=o=R""~-"~""1"'5n""/4=---=1'-"0-'-9"--7'--t-8'+l
Lnncnir Intcmnlionnl Inc:., Rcprnacntcd by Ncico AvinUon Inc., Copyright 1997, Redmond, OR 97750
 TSI0-550 rear view
Figure 3l:D:3

MIXTURE COtn"ROL
Clt.lll.E DRAL'KET
CREQr.ttru:S A llRACEl

AIH/OlL
SEPARATOR
OllAu-1' FTC.
TURBO ' 1009 TO no'n'OM'
OF AIR I OIL SEPARATOR
OIL SUPPLY I (1'4 HOSE)

llU lfl.l-/
~"""
(.1.!.i-llWlj TURBO
L Oii. "'01' P'UEL FROM
OIL RETI.'RN'
INCtNE DruvF..N PUMP
iO !ra:T'il.ING UNIT
(Ji11"1.I}."EJ

Throttle Cable
Dl. Install the throttle cahle
a) From the full size blueprint, #586, sheets 1 & 2, locate and drill for the firewall
hole.
b) Install the throttle cable attach bracket by disassemblying the two bolts that
support the divider head bracket. Insert the throttle bracket and reassemble.

L_.::<-::'.Ar'.'.:=*=~='"'=l,=c=~=.a=~=n~~-=JV~~---_J' . 131-26 I1-C.:...h_a_p,_t_c=r=3::-1:='

Lancuir International Inc., Hcpresentcd by :\'cico Aviation Inc., Copyright 0 1991, Hcdm1md, OU 97756
FIREWALL :::-::-H:-:EV:-:.:-===-=P-,eC"-0'
FORWARD =/-=1"'1'--l"'-0"---"9:.C4'--jB(-tj
 Throttle cable attach bracket
Figure 3l:D:4

-4i1 Ref: engine divider head

Ref: engine spacers must be
positioned as shown between
brackets

Throttle bracket
/ #TB653
Throttle nrm \

Safety \Vire

1'f{)._ AN3-4A

AN363-1032 f~, HFC3 rod end ~

@@ bearing -~
AN960-10 ~

AN960-1~0
#31509 cable clamp

AN970-3 ~ Throttle cnble, llABOO-BL-5

e.i ......_AN3-11A with AN3153 check nut

c) D1;11 the bailing for an access hole for the throttle cable. Use 7/16" dirll.
Simply pick a straight alignment and drill it. Use a grommet AN93 l-4- 7.
d) Set the throttle arm on the engine and connect the throttle cable as shown.

L
~_c_~_4'~~~~~""-1,_:f'!_'F'I.l_Ll~l..,.-';:,~~-JV~~~~~~-1131.27
- - .
l,__C_h_a~p_t_er_3_1~_I_lE_'V_.~~~P~C~O~/l~l~-~1~0~-~9~4~.;...,._,,
FIREWALLFORWARD
l.ancuir lntcrmuiomil Inc . Hcprn1;.1mtcd by :-.-cico Avi<1tian Inc., Copyrii:;hl l!HM., Redmond, OH 977!>G
 Typical grommet installation
Figure 31:D:5

t?=;:=:;:=~r.Typ. grommet
Use razor blade to
trim one side off
J=====,{;--,-..,.---..1 silicone into hole

_j _./e I I 5-, {
'.............. Typical core removal and
closeout on aft side with 3 BID
patch.

Throttle body on engine

Figure 31:D:6

THROTI'LE BODY
FORWARD
ADJUSTING SCREW

MANIFOLD
PRESSURE
PICKUP
(46 -FLAmFTG.
TO 11'4 HOSE}

FUEL SUPPLY
FROM ENGINE
DRIVEN PUMP
{(318" HOSE)

DECK REF.TO
FUELFUMP ~- REF: THROTTLE LEVER
(118 NPT) ' (SAME FOR MIXTURE)

FUELMETEBING
UNIT

L_'.::c=-'.'."--~'::{::::~::A::J'::~::::..t1::::~::11P::__.'.'.W~~---_Jlll.s1-2s1:f-c_h_a_,p~t-=';=~=1='w=:i.-:-:Ev::c~=--=F:::o-=R:::~o::~7;1:=2:=/""'6_,-8"--""'9""5-+Htti
Lancnir lntCJrnntional Jue., Represented by N!!ico Aviation Inc., Copyright 1995, Redmond, OR 97756
 Prop Governor
D2. Install the prop governor.
Use Governor# D-20309-39

Carefully, bolt the governor in position on the pad as shown on the engine side
view. Do not overtighten, the mounting pad could break.

D3. Attach the prop governor cable bracket to the enITTne. Use the firewall blueprint
to locate the firewall hole. Drill with a 7/16" bit. Use grommet# AN931-4-7.
Remove the two nuts from the left, fwd engine mount "foot", slip the bracket on
and replace the nuts.
Route the cable through and attach per figure 31:D:7.
Prop governor cable attach
Figure 3l:D:7

AN3-4A
Prop cable brncket
_ / AN960-10
#PG564 ~ /_ AN363-1032

~ jf/
'
HFC-3
#31509 cable clamp

~Prop Cable, #A750-BU-.5

with check nut (AN315-3)

~~ Prop governor arm

~gov. #D20309-39

AN3-12A

l\'lixture cable
D4. TnstRll the mixture cnble. Use firewall blueprint to locate firewall hole and drill
with a 7/16" bit. Use the grommet# AN931-4-7.

D5. TnstR 11 the mixture support hn1ce. This is a tubular support brace which provided
the necessary support the the bracket installed on the factory new engine. This
brace attaches to the side of the engine baffling at the aft, inbd section below the
left intercooler.

L~~c:__~,,,~=~==~==""="=t:=~=.Ll==~='L'JJ~~~N~~~~~_Jl~1~C~h_a~p_te~r~3~l~~'l~EV~.~;:o:-:;~P~C~0/~1~1~-~1~0~-9~4=---J-H(-J-J
Lunrnir lntcrm:1tion11l Inc., Hcprcscntl!d by ~cico
c:.:::.J
Aviation Inc., Copyright 0 1994, Hcdmond, OH 97756
FIREWALL FORWARD
 Install the mixture arm onto the engine in a manner similar to that used for
the throttle arm.
Mixture cable
Figure 3l:D:8

NOTE: Washer
array is important!

\~ ;f""~"
Baffling'\..
Intercooler .125" spacer

AN"-rn 1 ..
~@
/AN970-3

!. /tf/lHF~~',
AN3-4ABolt l
~Jl/'G
./ L Mixture cable

\
(A750-RD-5)
Check nut
@ (AN315-3)
---'-"" "@ comes with cable
Support tube
(562)
L 9 6 0 - washer (Typ. all locations)
AN363-1032 nut (Typ. all locations)

D4. Adiust all cables. The cable is adjusted properly when full open throttle, full
mixture and flat prop pitch result in the handle being about 3/16" out from the
bezel of the handle (on the instrument panel). This is the "cushion" and is a visual
check that you've really got full travel and haven't simply bottomed the handle
out on the panel face. Adjust the rod end bearings so that you achieve this
"cushion" at the instrument panel.

Tachometer
D5. The Continental engine does not provide for a mechanical tach drive cable
attachment. Therefore, one must use an electronic type tach drive. There are a
couple of more common approaches.
1.) Use of a mag sensor which sends a signal based on the revolving magnets in
the magnito. Typically the mag sensor is a small metalic clip which attaches to
the outside of the magnito case, using one of the existing case screws.
2.) Another method is to use the wires emerging from the right mag. These were
originally designed for a "RD Co. tach unit" and can be adapted for other
applications.
Continental Magnito Drive Ratio lo Crankshaft: CCW, 1.5 : 1
~1''9.810
~Vl"D""'-
IV 31-30 l.
Chapter 31 REV. PC13/8-26-96
FIREWALL FORWARD
Lnncair International Ine., Represented by Neico Aviation Inc., Copyright@ 1996, Redmond, OR 97756
D6.
Manifold Pressure Gauge
The manifold pressure is picked up at the f,vd, left side of the induction pipes, by
~
the throttle body. See figure 31:D:6. Once again, the final installation will depend
on the type of MP gauge you select. Typically, a 1/4" flex line with flair ftgs. will
be attached to this ftg. on the engine. Fro m this point, the line is routed aft to
either an electronic sender which could be a ttached to the engine in the pressure
cowl area (over the cylinders) with an Ad el clamp or the line could be routed
through the aft baffling and either to a sen der behind the pressure cowl area or
completely through the firewall to the gau ge. (If this approach is selected, you
should use a firewall bulkhead ftg., AN832- 4D. Fire shield is generally not used
on this line.

D7. Connect breather hoses and oil return line . Use 19" long MSHA 2G-13G hose
from the oil filler to the air/oil separotor. U se 1" dia. x 36" (Gates GL04181) hose
from the air/oil separator to the left exhau st pipe.
(Note that this exhaust pipe requires modifi cation. The hose ftg. on the pipe must
be relocated upward on the exhaust pipe.)
Connect the oil return line which exits tile bottom of the air/oil separator and
returns to the engine. See fig. 31:D:3 for lo cation of ftg. on back of engine. The
line (-4 size) is supplied with the engine. Ins tall a 90 ftg. in the bottom of the air/
oil separator (AN822-4D).

~-c_=-_;_~_fl_._"_c_:rLIT._.A_~_'LJl_"_IV
_____~[ 8
Chapter31 I HEV. PC0/11-10-94 K:><
. FIREWALL FORWARD ~
J,ancuir !ntcrnulionul Inc., Hcprcscntcd by i\eico Aviation Inc., Copyright ri:1 1994, Hcdmond, Oil 977fiG
E. FUEL SYSTEMS
Your fuel system has already been developed up to and through the firewall with
the adaptor ftg. A gascolator is attached fWd of this being used as a last catch
for large particulates and water.
FIRESHIELD:
Yes, all fuel supply lines should be wrapped in fireshield. This not only protects
against fire, it also helps insulate. and keep fuel temperatures lower.

Primary Fuel System, General Layout

Figure 3l:E:l

line #3 - 3/8" supply to metertng unit

(Continental Motors
part # 635218-S6S-27.00)
AN931-12-23 line #4 - 114" deck reference
(requires enlarging l.D.)
~ (prebuilt opt. tine #509)

typ. fuel flow transducer

,,,,,,_...- ref: aft baffiing position

- ----1
,- ---
I
~ AN931-7-11 grommet

~-7"~--line #5 - 114" return

(prebuilt opt. line #510A)
ref: engine driven
fuel pump on back of engine

line #1 - 112" supply

(prebuilt opt. line #506)
line #2 - 318" supply
(Prebuilt opt. line #507)

line #7 - 114" l.D., push on

divider head overboard -------~\l ...t - - - - - - _ l l i n e #6 - 114" l.D .. push on
193-4 line. 48" long eng. pump overboard
1934 line 24" long

El. Install your gascolator. A cooling schroud should be added around it and fed
cooling blast air from a 1" dia. duct. A90 ftgis used to exit the gascolator. While
we've had no problems with an aluminum AN822-SD ftg., it is common practice
to use steel ftgs which connect between stationary items and moving items
(engine). This would then be anAN822-8 ftg. Set this ftg. at approx. a 45 angle,
(inward and up).

Lancnir Internntionul Inc., Re11rcscntctl by Ncii:o Aviation Inc., Copyright ID 1996, Rcclmoml, Oft 97756
 Typical gascolator installation
Figure3l:E:2

5 FWD
t----I
C5205XBX6 fitting

The C5205XBXB fitting

installs in the aft port.

/
(3) AN3-3A bolt
(3) AN960-10 washers
~ I

Gascolator
Assembly
;;gz (3) K1000-3 nutplates
1 n (6) AN426A3-5 rivets
6

. ,....c - - - 1 " dia SCAT-4 tubing

Connects to Inlet flange
' in baffling.

5416K14 Clamp secures

the SCATtubing at
each end. ~
Gascolator shroud
(#504-07) ....-::

Inlet flange (Part# 561-1)

Note: Also refer to blueprint A-504 supplied with the gascolator.

E2. Lancair type gascolator: The fuel drains by pushing the valve underneath the
gascolator up. It does not require a cable, just an access from underneath the
gascolator to drain the fuel. Refer to the Gascolator supplement.

Lnn!!llir Inlernntional Inc., RepreBl!nted by Neico Aviation lne., Copyright(!) 1996, Redmond, OR 977511
 Engine Driven Fuel Pump
Figure3l:E:3

FUEL VAPOR RETURN LINE

TO FUEL TANK

IDLE FUEL PRESSURE

FUEL INLET
ADJUSTMENT
FROMAIRF~R~AME~'.__~~~;;:B~=f~~.
(112" LINE) _
DECK PRESSURE
FULL POWER MIXTURE ADJ. REFERENCE

MIXTURE
CONTROL 2.0"
ARM
IFULLRICH

.251
.243
0-

Fuel Outlet
pump to metering unit
(3/8" line)

FUEL OVERBOARD
DRAIN (114" HOSE)

E3. Install the #1 fuel line - supply line from gascolator to engine driven pump.
Use: 1/2" flex line, 32" long.
(prebuilt optional line #506)

Lnncair Internntionnl Inc., Represented by Neico Aviation Inc., Copyright Ii) 1996, Redmond, OR 97756
E4. Install the #2 fuel line - engine pump to fu el flow transducer .
Use: 3/8" flex line,30" long. ~
(prebuilt optional line #507)
It is highly recommended that you use a fue 1flow meter to monitor and set engine
parameters.
E5. Install the #3 fuel line - fuel flow transduc er to metering unit.
Use: 1/4" flex line, 27" long.
(prebuilt optional line #508)
Note that this is a Continental supplied part (#635218-868-27.00).
The engine driven fuel pump establishes correct working fuel pressures to the
metering unit. The metering unit determin es the amount of fuel allowed into the
eng:me.

E6. Install the #4 fuel line - deck reference between manifold and engine pump.
Use: 1/4" flex line, 46" long.
(prebuilt optional line #509)
The Deck Reference line is required to p rovide the engine driven fuel pump
necessary pressure information within the engine manifold system.

E7. Install the #5 fuel line - return line from en gine pump to firewall ftg.
Use: 1/4" flex line, 12" long.
(prebuilt optional line #510A)

ES. Install the #6 fuel line - engine pump. overboard line.

Use: 1/4" hose, push on type, 24" long.
(prebuilt optional line #512)
This line is simply an emergency overboard line, should the engine driven pump
fail internally and somehow begin to spew fuel.
This line should be routed to the fslg bott om joggle where it routes overboard.

E9. Install the #7 fuel line - divider head overb oard line.
Use: 1/4" hose, push on type, 48" long.
(prebuilt optional line #513)
This is merely a precautionary line, used in the unlikely event that the diaphram
in the divider head were to rupture.

SNIFFLE VALVES AND LINES

These "sniffle" lines simply provide an esc ape of excess fuel that accumulates
during both priming and after shut down. T he fuel is allowed to drain out of the
cylinders through these lines and drip out of the "sniffle" valve which will be
located adjacent to the right side nose gear door. This valve allows fuel to drain
out but during engine operation, the valve will seal closed as a result of the
application of either vacuum or pressure, sinee with a turbo charged engine, the
net effect vs. ambient pressure could be either one of these conditions.

Chapter31 I REV. PCl0/12-9-94 '>o<

FIREWALL FORWARD ?-
Lancnir lntcmalional Inc., Rcpre11enlecl by Neico Aviution Inc., Copyright ID 1994, Redmond, OR 977fi6
 Sniffle valve and line assembly
Figure 3l:E:4

engine lines
right side

line #10
(prebuilt #515) ~

engine lines

~AN822-4D elbow
left side
'
Cl!~ AN912-1D reducer
' ~ sniffle valve
line #11 """(comes with engine)
(prebuilt #516)
AN924-6D nut

Note: The sniffle valve should be positioned

such that the beveled end is facing forward.

ElO. Install the #9 fuel line - left cylinders sniffle valve line, (L cyl's to Teel.
Use: 1/4" flex line 34" long.
(prebuil t optional line #514)
Adel clamp #DG-10
This line connects to the factory installed line coming off the engine just below
the cylinders. The three cylinders (#2,4,6) on the left side are all Tee'd together
with a single #4 flair ftg. under cylinder #4, middle cylinder).
Route the line along the top of the oil sump, supporting the line with an Adel
clamp off one of the sump attach bolts. (We use the 9th bolt back from the front
corner area.)

Ell. Install the #10 fuel line - right cylinders sniffle valve line, CR. cyl's to Tee).
Use: 1/4" flex line, 8.5" long.
(prebuilt optional line #515)
Adel clamp #DG-10
AN824-4D flair Tee ftg.
This line connects between the three cylinder (factory mounted) Tee ftg. to the
flair Tee ftg. Route the line along the oil sump and connect to the AN824-4D Tee
ftg. which is secured to the sump bolt with the Adel clamp.

L_:::C:'.",,,~::*::::~::::.,.,::~::::B::::~::~=-....:W~.!'.______J11a1-361,_c_h_a_,p~t-=';==~=1='=w::c~.,.,E"'v~=-=F-=o-=R~~=~7:1:=1=/"'3-'_l""'4,_-o:.9:oo.5-t-f*+i
Lancnir lntcrnutionnl lnc., Hepresnnted by Neico Avfotion Inc., Copyright 1994, Retlmond, OR 97756
E12. Install the #11 fuel line - lower cylinders to sniffle valve line (Tee to valve).
Use: 1/4" flex line, 22" long.
(prebuilt optional line #516)
AN822-4D 90 ftg.
AN912-1D reducer
AN924-6D bulkhead nut
(Sniffle valve supplied with factory new engine)
Aluminum mounting bracket (fabricate)
This line connects from the above Tee ftg. under the #3 cylinder, down to the
sniffle valve.
There are two methods of mounting the sniffle valve.
1) Drill a 7/16" hole in the lower, right firewalljoggle flange (on the far, outbd side)
and secure the sniffle valve to the flange with the AN924-6D bulkhead nut. This
will require making a clearance hole in the lower cowl for the bulkhead nut.
2.) Another method is to fabricate a small aluminum angle bracket and rivet it
to the side of the aluminum angle which supports the right nose gear door. The
sniffle valve will only be able to dump overboard when the nose gear is open, but
start up and shut down are the only times that this valve will be allowing fuel to
escape, so all will be well.

E 13. Fabricate and install the overboard line cowl attachments. These overboard lines
must do just that, be routed overboard. A relatively easy means is illustrated in
figure 31:E:5. This assembly is bonded to the fuselage joggle just left of the nose
gear.
Overboard line terminations on firewall joggle
Figure 31:E:5

)Jl!ftJ-1D
REc
ENGINE
MOU,\/T-
LDWER LEFT REF:
SIOE. F/2EWALL
J0"'1.

Vt" PRENDLIC -
FTGS. t:PNDED !Nro PHftlJ!.,
TAP HOLES- '12 NPf

Ltmcair Intemalionnl Inc., Rllpnmentetl by Neko Aviation Inc., Covyright ID 1994, Redmond, OR 97756
E14. Fuel pressure tranducer installations: ~
Use: 1/4" flex line
(prebuilt optional line #517)
While this is not a standard item and installations will vary based on type of
gauge selected, it should be noted that the recommended method of sender
installation is to "remote" locate the sender. Typically, an electronic sender will
have a pipe port on the sender and from the sender, one runs #18 or #20 wire to
the instrument panel. As an example, Vision Micro Systems uses a male 1/8 NPT
port their senders, others we've seen use a male 1/4 NPT. Since vibrations can
cause failures in these senders (the worst being a cracked housing which then
begins to spew raw fuel over your hot engine!), one should mount the sender at
a convenient location on the engine using an Adel clamp or similar means, then
run a 1/4" flex line to the pickup port on the engine. (See figures 31:D:2 and
31:D:6.)

F. ENGINE OIL SYSTEM

The oil system address several areas, the turbo systems, oil cooler, air/oil
separator and gauge line installations. Note that your turbo oil collector cans
must be modified to fit within the cowling of the Lancair IV. Three of the turbo
oil lines supplied with your factory new Continental 550 engine will be used, the
remaining two lines are of differing length requirements and must be fabricated
or purchased.

Note: All oil lines must have fire shield covering.

c___c_,,,,,,
__ ,_~_.._.,,._~_A_~_~__IV_-"-_ ___,1131-381 c__C_h_a_p_t_;_~_1_~_:i._E_v~_F_O_R_~_~_1_0_1_1_2-_9___94--""~--'
Lnncuir lnternnlional Inc., Represented by Neico Aviation Inc., Copyright(i) Hl94, Redmond, OR 97756
 Engine oil lines
Figure 3l:F:l

turbo oil return to oil pump

Typ. line for
oil pressure sensor

#5 - return

#4 - return
turbo oil
collector cans

Fl. Tnstnll the #1 oil line - turho supply, from back of oil cooler to check valve.
Use: 3/8" flex line, 5" long. (not a Continental stock part)
(prebuilt optional line #520)
Check valve (Cont. #TCM-14)
Tee ftg. (Cont. #TCM-13)
You'll see a combined set offtgs. emerging from the back of the oil cooler. connect
this line to the bottom flair ftg. At the end of this line, connect the check valve
(Continental part #TCM-14) The check valve allows oil OUT only.
On the other end of the check valve install the Tee ftg. for left and right routing
of supply oil to the turbos.

A64 ..,.. - -"IV I~

::-="=~==~::..__:~:!!_____J. 31-39 1--"---:==0:::-:-:-:0-:=~~==--==--"-"-+f*TI
L_:S~~::c!!!';;::~
Chapter31 REV. PC0/11-10-94
( 2 ,,.,,..,F'll,,..,_
7 FIREWALL FORWARD
Loncuir Jnltlrnlltinnul Inc., Hcprc1;.entL>d by !\'cico A11mtion Inc., Copynghl 0 19!11, Rlldmand, OH 977tiG
F2. Install the #2 oil line - turbo supply. from check valve Tee to left turbo (top).
Use: Continental line #641047R6Y-18.50 18.5" long line.
From the oil supply Tee ftg. attach this line and route it to the top port on the
left turbo.

F3. Install the #3 oil line - turbo supply. from check valve Tee to right turbo (top).
Use: Continental line #64104786Y26.50) 26.5" long line.
In a similar manner, connect this line from the right side of the Tee to the right
turbo top ftg. Follow line routing illustrated in the drawing.

F4. Install the oil pump scavenge ftgs into the bottom of the engine pump. This is a
collection of 3 ftgs.
Use: 3359x8 (1/2" pipe street 45~) screws into pump body.
9100x8x8 (1/2" pipe to 112" hose) screws into above ftg.
C5707x8 (1/2" flair Tee, female with males on the run) (sounds good, eh!)

F5. Install the turbo oil collector cans, left and right. Note that these cans must be
modified to fit into the cowl.

F6. Install the #4 oil line - turbo return. left side.

Use: 1/2" flex line, 25.5" long. (not a Continental stock part)
(prebuilt optional line #523)
Connects from the left turbo oil collector can to the Tee ftg. at the oil pump.

F7. Install the #5 oil line - turbo return, right side.

Use: Continental line #64664488819.00) 19" long line.

Oil Pressure Sensor

F8. The Tee ftg. at that back of the oil cooler has a restrictor in the end of it (reduces
the size of the through-hole in the ftg.). This ftg. is sized to accept a 3/8" line (dash
6 flair nut). This is the oil pressure gauge source. The connection will vary
depending on the type of oil pressure gauge selected. Typically, an electronic
pressure sender is used. These senders usually have either a 1/8 NPT male end
or a 1/4 NPT male end although we've seen them with female ends too.
The best method is to attach your sender usine an Adel clamp to a convenient
location on the engine (the mixture support tube is a good place that we use) and
route the 3/8" line from the Tee ftg. to the sender.

Oil Temperature Sensor

F9. The oil temp. pickup is located under the fwd. lower end of the oil cooler. It is a
large ftg. which is designed to accept a common brass typ, screw in thermocouple.
Refer back to the engine side drawing, figure 31:D:l.

Lnm:nir Internntionnl Inc., Represented by Neko Aviation Inc., Copyright ID 1996, Redmond, OR 97756
 Air I Oil Separator
FIO. The air I oil separator does just that, it separates out any oil that may be escaping
through the crankcase breather line. The separator allows the oil to collect in the
bottom and drain back into the engine (at the rear) and the overboard air hose is
connected into the left exhaust pipe. This is to burn any oil that may tend to find
its way out the breather line. (Note that the tube on the left exhaust line must
be relocated up the exhaust pipe and that a modification for the air I oil separator
can is available that provides a nice mounting flange for it.)
Air/oil separator location
Figure 31:F:2

L
_ _:O~='=~==J=C=.,,,,,=.n=h=n~"-=JV~"-------_JI ~-
~, _c_h_a_p_t_e_r3_1_1_n_i~_v._ _ _P_c_o_1_1_1-_1_0_-_94-""-'x7~
FIREWALLFORWARD )Ll<
Lanrnir International Inc., lfoprcscntcd by :\cico Aviution Inc., Copyri!ihl il:l 1994, Redmond, OR 9775G
Fll. Install the modified air/oil separator can on to the baffling. The modified can has
a welded mounting flange on it. This flange is designed to attach the the inbd side ~
of the baffling by the aft edge of the left int ercooler. Use two AN3-5A bolts with
metal AN363-1032 nuts.
Screw the AN822-4D ftg. into the bottom of the separator and align it to face
inbd toward the oil pump.
Air I oil separator can installation
Figure 31 :F:3

L IN6P

.,.
~

Chaptcr31 I HEV. PC0/11-10-94 /Q(

FIREWALL FORWARD y.:x,
/,antuir !ntllrnatiunul Inc., Huprcrn<mkd by Xcko Aviation Inc., Copyrighl 1991, Hcdmond, OR 977ri6
 Turbo oil return ftgs in engine
Figure 3l:F:4

screws into engine

scavenge pwnp

t
3359x8
4--- 45 street clbaw
{Install bcCoro
inserting into
engine.) #9IO!W!L9
37 mvivcl
,...._- to mnle pipc throed

C5705x8 .,_ ~
union"'-~

~return lines from

turbochargers

NOTE: When installing the 3359x8 part into the

scavenge sump, be careful not to over tighten it.
Over tightening may cause a crack or damage to
the pump housing. It might be necessary to
reduce the thread diameter by using a 112 NPT
pipe thread die. On the C3359x8 fitting, you should
be able to tighten the part until it becomes snug
\vithout pipe dope to the 3:00 clock position or 90 degrees
to the final position. Remove the part and install with
teflon pipe dope.

Fl2. Install the #6 oil line - air I oil separator return to engine.
Use: 1/4" flex line, 21" long.
(prebuilt optional line #526)
This oil return line attaches from the bottom of the separator to the top ftg. on
the oil pump.

Wastegate Overboard Line

F13. Install the wastegate controller overboard line.
Use: 1/4" aluminum line
AN816-4D ftg.
This line is an aluminum line coming off the bottom of the wastegate controller.
You'll see the female 1/8 NPT hole.
W astegate controller overboard line
Figure 3l:F:5

[
Chapter 31 REV. PC14/11-29-96
FIREWALL FORWARD
Lnncuir Intumntionnl Inc., Re11reaented by N!lko Aviation Inc., Copyright 1996, Redmond, OR 97756
 Oil Cooler Control
We have included within the baftling kit, a controlable door which can close off
the cooling air supply to the oil cooler since during winter operations, we've seen
the oil running a bit too cool. Recommended minimum operating oil temperature
is 180F. (We'll also note here, just for the heck of it, that minimum take off oil
temperature is 100 F.)
A control cable mounted to the side of the baffling will serve as a control for this
oil cooler door.
F14. Install the oil cooler door control cable. This is a simple button lock type cable.
Note that a button lock cable is required since the air pressures can close the oil
door if you were to use a simple slide type push pull cable. Since this cable has
a wire end (vs. a hard, threaded shaft end as used on the throttle cable), a different
means of securing the cable housing must be used. DO NOT USE an Adel or
MS21919type clamp (with arubberizedcoatingoverit), those will slip when used
in an environment of heat, oil and vibration. Also, the plain AN742 type clamp
will also slide.
Below is a sketch of a very easy method of converting the AN7 42 plain clamp into
one that will indeed "grip" the cable housing and not slip.

F15. To make such a clamp, start by making a "die" to slip into the AN742-D4 clamp.
This die can be made from any 1/4" metal shaft. Make the groove about .05" deep.
Slip the shaft into the clamp until the grooved portion is in the middle of the
clamp.
With the end of any plain screwdriver, align and give it a wack with a hammer.
You'll have a nice groove thumped into the clamp that will allow you to "thread"
the clamp onto the cable housing and when you set the attach bolt, the cable will
be firmly held in place. Simple, cheap, and effective, as it works great every time!

Modifying an AN742 Plain Clamp

Figure 3l:F:6

~l,...81.0 w
L___'.'.::~~===,.,=,,,,,,..,.==~=~~~---_J.L ~=J~___F_IRE __
...
1.1.1;~-~11. Chapter31 REV. PC13/8-26-96
_ _ _ _"--~
w_AL_L_F_o_R_w_AR_n
Lanenir Intcmntionnl Inc., Rcpnmllnted by Neico Aviation Inc., Copyright 1996, Redmond, OR 97756
G. INDUCTION AIR SYSTEM
The engine induction air comes from a plenum built into the lower front cowl area
and is "fed" by a NACA duct also built into this area. You '11 have two molded parts
for this, 1) the plenum which is a strange looking piece and 2) the NACA duct. Also
in this section, an air filter bypass door will be installed. This allows air to flow to
the engine should the filter clog.
Induction air plenum
Figure31:G:O

Cut a hole in the

plenum to allo\V f'or
alt. air door travel

o...._~,..-- o
0

~ App1oximate box locatio11,

cl1eck for engine clearance

G 1. Assemble the airbox before bonding it to the plenum.

a). Temporarily fit the hinge to the door with superglue and, using a spacer made
from aluminum scrap, fit the assembly inside the airbox (see figure 31:G:O:a).

Cross Section of Airbox

Figure31:G:O:a

Spacer

Air doaT ---- Hinge

5u7-2 I ---

_J~
i~
Bracket
557-22 AIC FWlJ

L~~c:_~,,,,:=~==~=A=~=r:=~=,,a==~=~=-JV~'..._~~~~11 31_45 .
li~C_h_a~p_t_er_3_1-'-_R_Ev_~~=P~C~1~7~/~7-~1~5~-9~8=-tt7E:-J1
Lancnir Int.etnational loo., Rcprnscntcd byN<!icoAviation Ine., Copyright l:Hl8, Redmond, OR 97750
FIREWALL FORWARD
 Draw a line arnund the door on the inside of the airbox. Remove the door and draw
another line inset 3/16" from the first line. Cut out the opening for the air door on
the smaller line (see figure 3 l:G:O:b).

Assen1bling the Airbox

Figure31:G:O:b

____ ,
AN525-832-R7.:
SCl'e\VS (4)

~ .
. -.~::..~::::--:---........
Airbox .2"minimum
all the \Vay around

557-22
bracket
AN470AD4-6
rivets (4)

b). Install the assembly using AN-525-832-R7 screws, Kl000-08 nutplates, and
AN426A3-5 rivets. Use AN470AD4-6 rivets to attach the door to the hinge.

c). Mount the 557-22 bracket on the door as close to the bottom as possible using
AN 4 70AD3-4 rivets.

d). Secure the hinge pin (see figure 31:G:O:c).

e). Make sure that the door seats well against the air box and moves freely on the
hinges. A micro release may be necesssary for a good seal.

NOTE: It is recommended that you silicone a 1/8" or 114" mesh screen over
the door opening with a small slot cut for the 557-22 bracket to pass through.

L
-~c:_~,,,~='=~==="'=t:=,,..,_,,=..S==~=~=:_:IJV~'.___ _ _Jl.l 31_46 1 1~C_h_a~p~t_e_r_31~_R_E_v._ _~P~C~l~7~/~7~-1=5~-~9~8-1-1*-t
FIREWALL FORWARD
Lanoair International Inc., Ifoprosented by NeicoAviutian Inc., Copyright 1998, Rlldmond, OR 9775!1
 Secure the Pin
Figure 31:G:O:c

"

crimp the ends making/

sure not to introdnce
any cracks

G2. Complete the bellcrank assembly.

Exploded View of Bellcrank Assembly

Figure 31:G:O:d

MMCARR S-S565A37 Century C-81 spring AN470AD3-5

1-114" x l" x 3/8" magnet 7/1611 x 1-7/8" J:. .030"

91251A15fi 557-20 :;10A

bellcrnnk

iJ
AN960-416, or
AN960-116L
vnsher

I
1-1/8" x 7/Bix 114" phenolic

AN426A3-6 I
I

'

~
' 1/8" phenolic

Kl000-6
nutplutc
~ KI000-4
nutplnte

IV
y==;;;ltti!;;!!tcti'.41'7>AIL!I
LC2~~=:::~111"~C'-l~::~:::_~~~--_J
11 31 _46 _ 1
1 Chapter 31 REV. PC17/7-15-98
Firewall Forward
Lnu~ir Int.ernatlo1ml Inc., Represented by Ncico Aviation Ina., Copyright, il'l 1998, Redmond, OR 97756
 a). Use the template to cut the 1/8" phenolic mounting plate. Cut a 1-1/8 x 7/8 x
1/4" phenolic spacer. Drill the two #40 holes in the 333-04 bracket (see Figure
31:G:O:d).

Phenolic Template
Figure 3l:G:O:e

Mounting
Plate

b). Set the magnet, bellcrank and bracket on the plate (see Figure 31:G:O:d &
f). Mark the position of the mounting holes and mount the components. If
you plan to install an optional alternate air door light, you should also install
a micro switch on the plate. First mount the magnet on the bottom left corner
and position the othe rcompnents according to the figure.

l~t>~'.::::::?=:::~=:::1..-:::"':::f::::~:::A=:::l.:::~:::D=:.._JV~!_
. _.-===
_ __Jl1. 31_46211_Cl_ia_...p_te_r_3_1_Firewall
L1mcuir Internntional Inc., Reprl.'Sl'.lllt.od by Neica Aviation Inc., Copyrighl 1998, Redmond, OR 97756
_,__RE_v_._P_C_l_7/_7_-1_5_-_9_8_-t-t:ITT1
Forward
 Assembling the Bellcrank & Plate
Figure3l:G:O:f

11+-- Pull cable

1/8" phenolic

Flexible cable

Century C-81 spring

557-20 bellcrank

@ 00
11+-- .045 stainless wire
Micro s'vitch
(optional)
IXEI-T
MMCARR 8-3565A37 JM-I 557-22 bracket
magnet
557-21 cloor

Airbox AN470AD3-4 rivets

Note: The magnet pole plates must be perfectly aligned with the bellcrank.
While the mounting screw is slightly loose, put some superglue between the
magnet, spacer, and plate while everything is aligned properly and let the
glue set up. Then tighten the screw and check again to make sure the magnet
is still aligned.

c). Put lock tight on the Kl000-4 nutplate and tighten the bolt so the bellcrank
swings freely with no wobble or binding (see Figure 31:G:O:d).

d). Make up a length of flexible cable if you intend to install an optional manual
pull cable. Runing flexible cable through Nylo Seal tubing up the side of the
cowling and up to the firewall makes it easy to disconnect.

REV. PCl 7/7-15-98

Lulll'jlir lnternntionnl Inc., Represented by Ncico Avintion fnc., Copyrir,ht 1998, Redmond, OR 97756
 Note: If you have already mounted the plenum, continue with step G3. If the I.,,
plenum is not yet mounted in the cowling, go to step G4 and install the plenum,
then return to step G3.

G2A. Prefit the alternate airbox assembly and the bellcrank assembly in the cowling.
Bond them in place.

a). Cut the stainless wire to length allowing for a loop at each end (see Figure
3l:G:O:f).

b). When you are satisfied with the final fit, establish the position of the box
on the plenum (see Fig. 31:G:O). Cut an opening in the plenum large enough to
allow for air door travel. Set the box on the plenum bottom flange and push it as
far to the right as possible. Make sure the left side of the airbox is as far down
and forward as possible to clear the motor mount. With the box temporarily in
place, trial fit the bottom cowling and check for clearance between the box and
engine mount. Trim as necessary. Bond the airbox in place. Make sure not to
twist it in a way that would throw the door out of alignment.

c). Protect the nut plates and bolt threads on the bottom of the bellcrank
mounting plate with a foam dome or tape and bond the assembly to the bot-
tom of the cowl with flox or Hysol/flox. Bond shims under the mounting plate to
help fit the box over the uneven smface.

d). Fit the stainless wire so that the door is shut tight and the loops are bent
back over the wire.

e). Check the complete assembly for proper operation and freedom of move-
ment.

Note: If you have the large exhaust openings on the bottom cowl, you will
need to modify them to fit the bellcrank assembly. A support shelf bridging
the deeper bottom cowl would work.

WARNING: Verify that all mechanical fasteners are properly secured. Apply
locktite to the nutplates inside the plenum. Sand off excess epoxy/micro that may
break off. Any loose parts inside the plenum will more than likely find their way
into the engine.

.IL~r>~::::~::::::~==:A:::v:::~==::::A=:::~:::D=:__..:JV~~-_jl
---=== _I __,i_R_Ev_._P_C_I_7:...../7_-1_5_-_98_-l-~f*+I
31_46 _4, 1_c__;1::...1a...p::...te_r_a--'1_

L1mcuir Internntionnl Inc., Represented by Neico Aviation Inc., Copyright HJ08, Hedmond, Oil 07756
Firewall Forward 1-\
 Induction Air Plenum
Figure 31:G:O:g

AN562-832-R8 screws
K1000-08 anchor nuts
AN426A3-6 rivets

3"dia.x2.5"1ong alu.tube
bonded to plenum with
3Bid. forming a flange
for scat tube attachment
typ. each side.

Induction air plenum

G2B. Make a trial fit of the plenum. Always a good first step. The plenum should fit
into the lower fslg, in an approximately centered position, see drawing for align-
ment dimensions. While this is not critical, too much aft placement could cause
problems with interference between the plenum and engine mount. Also, lay
the large NACA duct in a relative position to check that fit as well.

L ~;;~:::~i!!!;:::~~.&::::::":::~=:::A=l..=D=:__;JV~~-_Jliai-
O ; 111VGl.l'.lfl'.I'- .
46 _ 5 , 1--=.cl::ciaccp-=-te::.r_3::..:l=----'-i-RE_v_._P_C_1_7:.._/7_-_15_-_9_8_-+f-)V'*+I
Firewall Forward
Luncuir Internationnl Inc., Ileprc..qc.nted by Ncica Aviuticin Inc., Copyrip,ht 1908, Hedmond, OR 97750
?
 Induction air plenum I NACA duct position
Figure 3l:G:l

NJ.CA mer
car oor 111
toWL

t--------zo'' --------
APPRO)I.
INDUCTION AIR
PLENUM

Cleco the plenum in place. Use a few clecos and set the position, then place the
cowl in position on the plane and check for any possible interferences. Adjust as
necessary.

G3. Install the aluminum plenum flanges. These are 3" dia. x approx. 2.5" long. The
plenum will require the ends trimed out to accept the round aluminum tubing.
With the plenum clecoed in position, place the alum. tubes and note their required
elevation above the surface of the lower cowl that is required to allow the scat
tubing to install. Mark the relative position of the alum. tubing onto the plenum.
Note that the aluminum tubing must be kept close to the cowl so as to adequately
clear the engine exhaust pipes. (See figure 31:G:O:f.)
Remove the plenum and install the alum. tubes using 3 BID to attach. Make
the cutout hole a smooth transition from plenum to tubing pieces.

31-47
Chapter 31 REV. PC13/8-26-96
FIREWALL FORWARD
Lnncnir Intemationnl lne., Represented by Neico Aviation Inc., Copyright 1996, Redmund, OR 97756
G4. Fit the NACA duct in place. Use the molded NACA duct to trace off the size
opening to be cut in the cowl. Note that the opening is shorter in length than the
duct itself - typical of a NACA duct and similar in concept to the installation
performed way back when on you vertical stabilizer fin.
Trace the NACA duct outline onto the cowl and cut with a sabre saw. Cleco the
NACA duct in place for another trial fit.
When all is fitting well, prep the surfaces and bond the parts in position using
epoxy/flax. Clecos spaced every couple of inches will usually suffice to create the
clamping pressures. It is generally a good idea to apply 1 BID (can be the light
weight 3/4 oz. variety) over the external edge between cowl cut out and NACA
part. This is to merely prevent any tendenancy to crack later in life along this
seam.

G5. Tnst11ll the air filter h11se. The air filter must sit essentially flush with the top of
the plenum so that the aluminum lid seals against the aircleaner. To accomplish
this, you'll need to build up the base by creating a circular pad under the air filter
which is attached to the cowl. This is done with foam and 1 BID over top.
Cut the supplied 1/2" foam into roughly 4"x12" sections. These sections are
then pieced around the base of the filter to form a ring onto which the filter will
ultimately rest. Using micro, glue these sections down to the cowling.
Approximately three pieces are required to the aft and one to two fwd.
After cure, sand flat such that when the air cleaner is placed on top, it will sit
flat against the foam and also flush to the level of the aluminum lid. This will
create a "wedge" shaped circle of foam ring being thicker at the aft end. As a
means for a final custom fit, lay a thin layer of micro onto foam and press the air
filter clown into position (with release tape on it). This will take up any
inconsistencies and lock the air filter in position as well. Then cover with 1 BID
to seal.
Air cleaner base
Figure 3l:G:2

Foam buildup to get air filter

flush with top of plenum
(use thin micro pad over foam to
establish a custom fit of filter
onto foam, then cover foam with
1 BID)

L~~(--~A"~=~==~=="'="=l:=.,-J/l.=Ll==~='L:Jl=-~w~~~~~_Jll31-48 l1~C~h_a~pt_e~r=3~1--L_H_Ev_.~~~P~C~O~/~l~l~-~10~-~9~4'--l-Hic-i-I
.
Lrrncair lntcrnutionnl Inc., Hcpmscntcd by !\uico Aviation Inc., Copyright IC 1994, Rudmond, OH 97756
FIREWALL FORWARD
G6. Make an air ramp aft of the NACA duct. Inside the plenum, make a ramp for the
air into the plenum chamber just aft of the end of the NACA duct. This ramp is
merely a large micro fillet, sanded to a smooth contour and covered with 1 BID.
NACA duct micro ramp - X/C
Figure 31:G:3

MIC!<O
FILLET RAMP
COVER. WJTll 15/D

G7. Install the plenum lid. (Part# 557) This lid is aluminum and screws down over
the aircleaner into the plenum. This lid also has an alternate air opening built
into it with a spring loaded door. Should the main air inlet, through the NACA
duct, become clogged (due most likely to icing), the alternate door will be sucked
open and the engine will continue to receive induction air from within the
cowling. During normal operations, there is a slight pressure rise in the plenum
and consequently the alternate air door is not only spring loaded to close but the
pressure air holds it closed as w.ell. Thus the alternate air system is fully
automatic.
Assemble the lid per the blueprint drawings. This involves riveting the
stiffeners and alternate air door in position. The drawing indicates using small
fiberglass tabs to hold the anchor nuts around the edge of the lid. While this
approach is not required, it may be easier to do it this way.
A micro switch installation is also provided. This is merely a safety device to
inform the pilot when the alternate air door is activated open. This micro switch
should be connected through a (-) negative circuit to a warning light on the
instrument panel.

31-49
Chapter 31 REV. PC13/8-26-96
FIREWALL FORWARD
Lnncair International Inc., R(!pre.~ented by N!lico Aviation Inc., Copyright 0 1996, Rndmond, OR 97756
H. PROPELLER/SPINNER

As of October, 1994, only the MTV9 and Hartzell propellers have been approved
on the Lancair IV powered by the TCM TSI0-550-B engine. This will address
the installation of these propellers.
In section A of this chapter, you temporarily mounted the prop and spinner
backplate to achieve proper alignment of the cowling. Now, the prop must be
permanently mounted. (With allMTV9props, due to their methods ofmanufature
and balance, spinners are matched to the prop.)

Hl. Clean and prep the propeller flange. The prop receives oil from the crankshaft
and thus a good seal is essential. Be sure to clean the prop flange with a clean
cloth. Check to malrn sure the propeller mating surfaces are also clean.

H2. Attach the propeller to engine. You'll need someone to help with this, carefully
lub the 0-ring on the prop hub and slip the prop onto the prop flange of the engine.
There are two alignment pins on the prop which will mate to the prop flange. A
very slight wiggling motion will allow the prop to slip into position with the studs
extending through the prop flange.

H3. Set the prop bolts. Use one washer and the locknut. Draw up the six bolts equally
using an open end wrench and rotating the crankshaft counter clockwise to access
the bolts. When snug, use a torque wrench to set the final torque of these nuts.
Use 45 - 50 ft.I lbs torque. Generally, an open end, crows foot wrench adaptor
works best to access these nuts.
(Note: It is typical for a new prop to sling what appears to be oil out from the hub
area for the first few hours. This can often be misinterpreted as an 0-ring leak
when in fact it is simply some of the packing grease and is normal. This will
actually be a bit thicker If it were to persist then further inspection would be
required.)

Hartzell Installation

H4. Using blueprint #594 as a template, drill the holes in the back plate and fit it to
the hub. It may be necessary to grind a portion of the back plate in the center cut
out for a good fit. Attach the back plate to the prop. hub using the six bolts
provided with the propeller.

H5. Cut out the center portion of blueprint #595. Bend the tabs at the specified
locations and slip the template over the spinner. Trace the shapes of the tabs onto
the spinner. Carefully cut out the tab shapes with a hacksaw being careful to keep
the cutouts in one piece. These will be used later.

L~c_~,,,~~*=fl~-'\.="'::~::::'.A::~::D~_.::IV~~---_Jlil.a 1_50 ~c-h_a_p-te_;_~_i_.~-~-v-~_F_o_R_~-~-1_2_1s_-_1_6-_9_5~~~~

.. . . 1
Lancnir Intemntianul Inc., Represented by Nnieo Aviation Inc., Copyright 1995, Redmond, OR 97756
 Hartzell Propeller
Figure 31:H:l

Blade

Bolts attaching
back plate and Back Plate
spacer.

Bulkhead\

::r--~-....-<i.,--..ih ..
f-----1 Prop. Hub !~

Dome

I
I
Spacer Blocks
I
"

L1mcnir International Inc., Rcpre11ented by Neko Aviation Inc., Copyright([) 1995, Redmond, OR 97756
H6. Fit the spinner over the hub and clamp it to the back plate. Check for run out.
~
Run out is how much wobble there may or may not be when the
propeller is turned with the back plate and spinner template mounted.

a.) If the run out is acceptable, align the re ar of the spinner with the rear surface
of the back plate and move onto c.).
b.) To correct run out, support the air fr ame from the two jack points on the
fuselage. Support the engine mount so th at the nose gear is off of the ground.
Remove half of the spark plugs. Set up a stationary marker at the tip of the
spinner and turn the prop. slowly. Try not to disturb the rest of the air frame.
Success depends upon how stationary the air frame is kept. Adjust the
spinner to the least amount of run out.
c.) When satisfied with the run out, drill thr ee, 1/8" holes through the spinner and
back plate. Space these between the prop blades. (See blueprint #595.) Check
for run out again and if satisfactory, enl arge the holes to 3/16." Remove the
clamps and install three, 3/16" bolts and n uts to hold the spinner in place. Drill
four more 3/16" holes. (See blueprint #595 for placement.) Drill three holes, one
centered behind the prop. blade through th e back plate. (Used for mounting the
cut out pieces.)

H7. Remove the spinner and install 18 (KlOOO -3) nutplates on the inside of the back
plate.

HS. Mount three, temporary spacer blocks of equal size, to the prop. hub. The spacer
blocks should end somewhere near the middle of the hub dome. Measure from the
back edge of the back plate to the forward end of the spacers to make sure that
the distance is equal. Measure the diamete r of the dome at the location where the
spacers end. Also, measure the diameter ofthe spinner, where the spacers end.

Chapter31 I REV. PC12/8-16-95 ~

FIREWALL FORWARD P<.
Lnncair Intcrnntionnl Inc., Rcprctienled by Neico Aviolfon Inc., Copyright 1995, Ri:idmond, OR 97756
H9. Out of2 core 2 prepreg, cut a circle with a diameter the same size of the dome and
remove. See Figure 31:H:2. Then, cut the diameter of the spinner out around the
first circle.
Spinner Bulkhead
Figure 31:H:2

Dome Diameter (remove)

Prepreg

Inside Spinner Diameter

HlO. Remove the core from the outside diameter of the bulkhead and fill with micro.
Sand and clean the inside of the spinner where the bulkhead will mount and 2"
towards the rear. Put the bulkhead over the dome against the spacers. If
necessary, flex the prop. blades and carefully replace the spinner over the dome.
Attach the spinner to the back plate with three bolts at 120. Allow the micro to
cure.

Flexing the Prop. Blades

Figure 3l:H:3

Spinner

Blade

Luncair Intmnntionnl Inc., Reprniiented by Neico Avintian Inc., Copyright (i) 1995, Redmond, OR 97756
 Hll. Remove the spinner and sand off the excess micro. Put a 1 BID layup, 1" onto the
bulkhead and l" onto the spinner, all the way around. Remove the temporary
spacers from the prop. hub.

Hl2. Match the three cutout pieces to the area they were removed from. Tape in place
from the outside. On the inside of the spinner, apply release tape to each side of
the cut pieces. Apply 3 BID over the release tape making sure that the BID is far
enough forward to be between the cut outs and the back plate.

H13. After curing, pop the pieces out and trim to the shape that is shown on blueprint
#595. Replace the pieces in the correct positions. Drill holes for No. 6 screws
through the BID tape "ears" and spinner. (See blueprint #595 for location.)
Install Kl000-6 nutplates for the No. 6 screws.

H14. Replace the spinner over the prop. hub and attach with the No. 6 screws. Drill
through the remaining three holes left in the back plate and through the filler
pieces. Enlarge for No. 10 screws.

H15. Flex the prop. blades for an 1/8" clearance between the blades and spinner or filler
plates.

L-.:::<-~_,,,,,,~='=~::A::::"f:..-=A=~::D=:.....:IV~~---_J''a1-.5~. ..11-c_h_a_,p=-t-:~:::r~=1='w=-::-:E1:c:v~=-.-=F:::O:::R:::~::0~7'l::=2:::/"'8-_,1'"'6'--""95"--+BHi
Lancuir Internutionul Inc., Re1iresentcd by Neko Aviation Inc., Copyright 1995, Redmond, OR 97756
 CHAPTER 32
REVISION LIST
(Pressurized Version)
The following list ofrevisions will allow you to up date the Lancair IV construction
manual chapter listed above.
Under the "Action" column, "R&R" directs you to remove and replace the pages
affected by the revision. "Add" directs you to insert the pages shown and "R" to remove
the pages.

Current
Page(s) affected Rev.# Action Description

32-1 thru 32-7 0 None

32-8 PC15 R&R Edited schematic.
32-9 PClO R&R Edited 32:C: 1.
32-10 0 None
32-11 PC17 R&R Removed Fig. 32:C:3. (ref. Fig. 32:H:7)
32-12 thru 32-21 0 None
32-22 PClO R&R Edited 32:G:4.
32-23 & 32-24 0 None
32-25 PC13 R&R Revised pressurization system.
32-26 PC17 R&R Removed Fig. 32:H:l. (ref. Fig. 32:H:7)
32-27 PC17 R&R Removed Fig. 32:H:2. (ref. Fig. 32:H:7)
32-28 PC16 R&R Changed Blue wire destination in figure.
32-29 thru 32-31 PC13 R&R Revised pressurization system.
32-32 PC14 R&R Re-printed complete page.
32-34 PC15 Add New page
32-35 PC17 Add New page (Fig. 32:H:7)

L
~;;:~=L..~f:::O-~=,.="'=~~A==1.==n=:..__..:!!JV_!_
~...-V"C,,..l"Jl'I'-"'. ___JI_ 32_i I 11_ _

Lm1cnir lnturnntional lne., R(lprcs!mted by NekoA;.iation Inc. Copyright 1991:!, Redmond, OR 97756
c_ha~p_te_r_s_2~_BE_,_v.__Pc_17_!7_-_15_-e_s_
General Wiring (Pressurized)
__,+-l<-....
 CHAPTER32
GENERAL WIRING
REVISIONS
From time to time, revisions to this assembly manual may be deemed necessary. When such revisions are
made, you should immediately replace all outdated pages with the revised pages. Discard the out dated
pages. Note that on the lo\ver right corner of each page is a "revision date". Initial printings will have the
number "O" printed and the printing date. All subsequent revisions will have the revision number followed
by the date of that revision. When such revisions are made, a "table of revisions" page will also be issued.
This page (or pages) should be inserted in front of the opening page (this page) of each affected chapter. A
new "table of revisions" page will accompany any revision made to a chapter.

ARROWS
Most drawings will have arrows to show which direction the parts are facing, unless the drawingitselfmakes
that very obvious. 11A/C DP'' refers tot he direction that would be up if the part were installed in a plane sitting
in the upright position. In most cases the part shown will be oriented in the same position as the partitselfwill
be placed during that assembly step. However, time goes on and changes are made, so careful attention
should be paid to the orientation arrows.

CONTENTS
1. INTRODUCTION
2. CONSTRUCTION PROCEDURE
A. BATTERY BOX OPTIONS
B. BASIC WIRING
C. LANDING GEAR WIRING
D.LIGHTS
E. FUEL PUMP & PRIMER WIRING
F. TRIM SYSTEM WIRING
G. ANTENNA PLACEMENT
H. AUTOMATIC DOOR SEAL PUMP WIRING

~~"":;~~~:!!:=~~=&==li,,,='='~=~=4=1,=.R=:..~IV~!.____Jll ;~-~ 1 1_C_h~ap~t_er_3_2 G_e~lnRE_er-:-l_W_in_.n_Og_l_l_l-_9_-9_4_-t[~'*71

__
Luncuir Interml!.ionul Inc., Repres.enled by Neico Avia lion Inc., Copyright ll!l 1994,Redmond, OR 97756
 1. INTRODUCTION

This chapter will deal with the wiring necessary to get your Lancair IV functional.
We will show you how to get power to the engine starter, then after the engine is
fired up, how to get the power from the alternator into the cockpit. From this point
various systems, such as lights, trim systems, hydraulic system, fuel pump, etc.,
will be shown in wiring diagrams from the cockpit.

Don't think that we can show how to wire all the different types of radios, GPS's,
VOR's, HSI's, NDB's, and all those other various systems that can fill up a panel
so expensively. These items must be wired by the builder or a local radio shop
using their own expertise. The basic goal of this chapter is to aquaint you with
important parts of the electrical system, such as the alternator, starter and
master solenoid, mag switch, and the primary and avionics power sources
(buses).

Wiring can be one of the most intimidating of all the different skills you learn
when constructing a homebuilt aircraft. What makes matters even worse is that
when you ask three different wiring "experts" about the best way to wire an
alternator system, you will most likely receive three different answers. Ifyou plan
on wiring your own Lancair IV, start reading! Tony Bingelis is the guru of
homebuilding "how to". His Sportplane Builder column in Sport Aviation maga-
zine, and his books are a wealth of information on all aspect of homebuilding,
including wiring. If you have kept your back issues of Sport Aviation, Mr.
Bingelis' column in the April, May, and June 1990 issues are excellent for gaining
a good understanding of electrical systems

Robert Nuckolls is also an excellent reference for wiring. He publishes a newslet-

ter, The AeroElectric Connection, and also contracts his services to individual
builders to design custom electrical schematics. He can be reached at:
Medicine River Press
6936 Bainbridge Road
Wichita, Kansas 67226-1008
(316) 685-8617

Another popular option is to have a local electrical pro do your electric system for
you. This is generally a good idea at least for the radio stack wiring, but for the
basic electrical system in your Lancair IV, you might be surprised how simple it
is to wire.

Wire sizes are not given on any of the wiring diagrams in this chapter. There can
be different sizes used in either 12 or 24 volt systems. As a general guide we have
reprinted the official FAA wire sizing chart for continuos circuit voltage. To find
the proper wire size, first you should know the amperes required for that circuit.
The circuit breaker size shown in this chapter's schematics can be used for this

~ " ; ;:;: ~ : : :~ ~: : :!#: : :4: : :,.,.: : :l. : : :~: : : : : : : :.6: : : : : 1.: : :. R_: : : : : : __: IV~ - _J'. 1 3~-~ll-=Cc::h=a..pt::.::ec:_r-=3.:::2_G__Je~-7-r-:-l_W_i_n-.n-Og_l_l_l_-9_-_9_4_-H,~r*H
Lancair Internatfonnl Inc., &presented by Nclco Avinlion Inc., Copyright IO 1994, Redmond, OR 97756
 figure. Second, you'll need to figure out a rough estimate of the wire length from
the master bus to the device being powered (landing light, boost pump, etc.). With
these two numbers, you can find the minimum wire size required by looking at
the chart. Here's an example: If you mount the landing light (10 amp breaker) in
the cowling (about 10' wire length), the chart will tell you to use 16 gauge wire
(rounding to the larger size) for a 12114 volt system.

Wire sizing chart

Figure 32:i:l

CONTINUOUS
CIRCUIT
VOLTAGE AMPERES
200 115 28 11.1
aoo :zoo 100

600 150 75

280

, ,a
160

120
" I "isl-'t"
30
"I 12 /
./L!,/---7/~,/'-'.'---*'"'"V""9'~'---7,.""!-;:/----'.':'&/
, ,V-,L/-4'.v:_/_.-*c_____,.
/ ,.,. I /'
/ L-~/
_,:; /
t / / --~
/ c.u~"~
i.
---
/
I --
- ?-:.--
+ -- -f---
175 100

8!! 118
1

12
~~ ~
/

L /
1/
:~~,~! ;~I~~1 ~~!~:\ 1g1~~~/~~,~~~f~-~-~v;-~-~--~~~~~~~~~-~--r:=~E-
/ :~~~-
/

- - .. /

/j-,.L,',;"""'-::.--+---H--f---j CURVES:
61.-j.-;L'.;:_.J-,L-
- -
-- ::t==t==t====
- __
- - -
f---+--t--

r---
63
70
56
J5I
401
321
9
10
a
S~t~/~~/~t/~~~~~~~~~~~~~~~~
1.1 "
-1----+----++---r----;
"" -- 1.
2.
WIRE IN CONDUIT
CONTINUOUS AND- BUNOl.ES
RATING AMPERES
CONTINUOUS RATINCi - AMPERES
r--
1---
149 28 7 -'--4---+----++---t----1 SINGLE WIRE IN FREE - AIR r---
1
1r2 zii 6 3,..+---1---1---,-c-r-----+----+...,..-+--+---1----11 , ,
1
JS 20 5 2~2~0--~,~,-~1~6 --'-~14,---~1~z---,1 ~0 ~--~.~--l-6 -----i;,--,,f--,;--,,T,,,.,,,~0~3/~0-..,/~0~-
I--+--!-+-- LEG~NO
7 ti 1 .5

VOLTAGE DROP
WIRE SIZE
Figur'e 11-7 Conductor' Char't. Conlinuous Flow
- - EMen1ple 1
1 ' " , EMampl 12

Reprinted from AC 43.13-1A/2A 8 Na. 111 Wlr'e at 17 Amprt

ACCEPTABLE METHODS, TECHNIQUES, 0 Na. 12 Wir'e al 20 Am~r't!S
AND PRACTICES AIRCRAFT INSPECTION
REPAIR AND ALTERATIONS.

~""ct;;~:?~:~::::".a:=_.-.,,::'C~:=A~:O:=::._~IV~.!____JI[~~-~ ].1-_C_h_a.,._pt_e_r_3_2_G__,en-~-r-:-l_W_m_-.n-og_1_1_1_-9_-_94_ _ +-HH1

Lancuir International Inc., Reprei;cntcd by Neico Aviation Inc., Copyright Q 1994, Redmond, OR 97756
2. CONSTRUCTION PROCEDURE

A. BATTERY BOX LOCATIONS

The battery location for a pressurized Lancair IV is on the firewall. The location
for the non-pressurized (prototype) IV was established to be behind the FS 171
bulkhead. However, since building techniques and equipment lists can vary
greatly from one plane to another, subsequent weight distributions will also vary.
It is therefore recommended that for a non-pressurized IV, you first make a
"trial" weight and balance prior to fixing the battery location in your aircraft.
With this trail weigh-in performed, you can then more accurately assess the best
location for the 26 lb. battery installation As an example, several customer
completed non-pressurized IV's have seen a prefered battery location being on the
firewall which has some obvious advantages.
The goal is to locate the empty CG of the aircraft at a fwd position such that the
fwd flight ranges of the CG can be utilized. (Virtually all usefull load added to the
plane will move the CG aft so you do want to start at the very front of the allowable
range.)
As a last resort, one can add lead to balance the overall aircraft but that is
obviously not a desirable method.

The right side of the baggage bulkhead (FSl 71) should be free of obstructions and
is a suitable location for the battery, but if you have already mounted something
in this area, you can mount the battery to the right side of the fuselage.

Whatever method you decide to use, be sure you build a sturdy box with a strong
battery retainer. Remember, that 25 lb. battery must be held in place and capable
of withstanding G loads during flight.

The following drawings show only two possible battery mounting methods.
Snowline Welding produces a nice battery box that will mount quickly to the
bulkhead or firewall. You can also easily build up a battery box for bulkhead
mounting using the prepreg method.

Lancttir International Inc., Represented by Ncico Aviation Inc., Copyright IJ!l 1994, Redmond, OR 97756
 Prefab aluminum battery box on FSl 71 bulkhead
Figure 32:A:l

Form hardpoints on the

FS 171 bulkhead for mounting
the battery box.

FS 171 bulkhead

Prebuilt aluminum
battery box from
Snowline Welding.
(Sizes vary)

Elevator idler
mounts

~ p~=~=~'i = '#-~=~ ~ : : :1,.: : :~: : :" ":=:~: : :.,. , ,.: : :A: : : : : l.: : :~: : :la: : : :__ _ '.'.IV~_.!'._ _Jl.l ~;-.~ 1 1-=c : h=ap, _t:.:e.:_r-=3=-2-G_e_in_7-~-:-l_W_ir_in.: . Og.:_/_1;,:.1_:-9:_-.: . 94"- -W;f-H
__
L11nc11ir International Inc., Represented by Neico Aviation Inc., Copyright .fl 1994,Rcdmond, OR 97755
 Custom built prepreg battery box
Figure 32:A:2

FS171 Hose clamps

bulkhead run together
around
battery
Battery box is
1/4" core with
4BID tray 2 BID per side
made over typ. Use 2 BID
2 BID battery as attach.
typ attern
attach /~"""'gg,~~==.,J,~1

1/4" core
+ 2 BID typ.

FSLG bottom shell

B. BASIC WIRING

This section will concentrate on the wiring necessary for starting the engine and
getting power into the cockpit. Battery power must be channeled directly into the
engine starter while the magnetos are "hot". After the engine has started, the
alternator can both recharge the battery and provide a constant source of power
to the cockpit mounted "Buses", which are nothing more than strips of copper
providing a positive(+) connection to a row of circuit breakers. You will usually
have a bus for a row of avionics circuit breakers, and a separate bus (or buses) for
the rest of the circuit breakers. In the rest of the sections in this chapter, we will

~~"';;~'='#-?;:t1=ir~Al.=_..=~=C=<i1"711.=4=~=D=c.._:'IV~~--_J'J. 3~ ~ 1 1- =c : h=a.pt:.:e:.:.r. : 3=-2-G- - -'en-7-r-:-1_W_in_'n_og_i_1_1_-9_--'--94

_ _H-'Jf+I
Lnncuir Internutionul Inc., Represented by Neko Aviation Inc., Copyright 01994, Redmond, OR 97766
 show wiring of different systems from the bus (+) to the ground (-), thus
completing each circuit.
~
Since this is a composite airframe, you don 't have the luxury of grounding to a
convenient aluminum surface. You must bring a few ground posts into the
cockpit, then terminate all your circuits to one of these posts. Although only one
cockpit ground post is shown in the followin g schematic, it is a good idea to have
several, even a couple in the gear box are a for the systems behind the wings.
Ahead of the firewall, circuits are usually grounded to one of the engine bolts,
which is in turn grounded to the battery.

Note that in the basic wiring schematic, the battery is shown ahead of the
firewall, which is correct for the pressurized version. For non-pressurized
Lancair N's, the battery should be mount ed behind the FS 171 bulkhead, as
shown in Section A. This location requires t hat large cable (2 gauge) be routed all
the way to the engine, which is heavy but unfortunately necessary.

It seems that more and more breakers are being incorporated into the modern
electrical system. You'll notice in most of the wiring diagrams, a breaker symbol
is shown adjacent to the master bus bar. The number in the symbol is the breaker
size. Here is a complete list ofbreaker sizes t hat we have used in our well equi pted
Lancair N-P.

Cabin lights - 5 amp Instr. lights -5 Landing light - 10

Nav lights - 10 Strobe light s - 10 Pitot heat - 10
Intercom - 1 Headphones - 1 Speaker - 3
Com 1- 10 Com 2 - 10 GPS-3
DME-3 Transponde r/Enc. - 5 Stormscope - 5
Autopilot - 5 HSI - 5 T&B-1
Cabin fan - 2 Gear motor -50 Gear relay - 5
Fuel pump - 7.5 Press. contr ol - 5 Fuel Qty. - 3
EGT/CHT/Fuel flow - 2 Starter - 5 Alt. field - 5
Trim systems - 5 Tach - 5 Oil temp/press - 5
Door seal pump - 5

!>-=5amp circuit breaker symbol

Chapter 32 I REV. O I 11-9-94 '><-,(

General Wiring ><-
J,11nc11ir Internutional Inc., Represented by NelcoAvinticm Inc., Copyright IC 1994,Redmond, OR 97756
 Basic wiring schematic
Figure32:B:l

Voltage
regulator

F1
_ _.-,.___
F2 ositive
'----1ilF IGN
Engine Alternator

Optional:
Over
Noise
supressor voltage
relay

I I

I!;;
I~
I-~ ~-------< '~
"
.c
I
+ "'
I~ I1:C:~ Fuses

IE " Battery

I"' I"'
I
Tenninal
_!>lock _
J_
- ,- - - Ref.: Firewall
I :cu

II -~Ew =- '~
I
c Avionics
I
I I I-
::J
e M'tor
Cockpit c.9
II I
1
ground
post

I
I
I
I

I
I
I
I

I
I
I
I

I
I
I B
R S
I Ignition
switch
------- L
Master
Switch

L11ncnlr Jnternntionnl Inc., Ifopreeent.cd by Neicu Avinllan Inc., Copyright ti) l!J97, Redmond, OR 97756
 C. LANDING GEAR WIRING

The landing gear wiring consists of three main systems, hydraulic pump, gear
indicator lights, and the safety lock on the control quadrant.

The hydraulic pump (or power pack) keeps the hydraulic system pressurized
between 1100 and 900 lbs. When the pressure in the system falls below 900 lbs.,
a pressure switch on the manifold activates the pump, then shuts it off again at
1100 lbs. The system can lose pressure by running the gear up and down, or
extending the flaps. Both gear and flap systems are routed through the manifold
so the switch can sense their pressure.

Because the hydraulic pump draws a lot of current when running, it is activated
by a relay. You wouldn't want to run too much current through the pressure
switch, so the pressure switch's only task is to activate the relay. The high current
then passes through the relay, not the pressure switch.

Hydraulic Pump Wiring

Figure 32:C:l
+
Master bus

Panel light
~(Amber) Circuit breakers
5 (You'll see these
symbols often in
this chapter)

Pressure switch ,,,1'

on manifold
(061942001016)

Hydraulic Blue
power pack~---.J
Black Master Relay
5485for12v
or
5488-001 for 24v

~~";;?:::#~=~;\!~=~="\,.==~=~=--=A=~=l..=~=D~_:IV~~---Jl.1.~;:~ . . ,.l-=C.::h.::ap"-'t=~.:..re::::~=-e-ral_W_._:-~-:-g-(P-re-:-sc_~-:-:-:-:-:---l-f.X-li
Lancalr lntcrnntionnl Inc., Represented by Neko Aviation Inc., Copyright e 1994, Redmond, OR 97756
 The landing gear indicator lights work through the micro switches you have
already installed on the main gear and nose gear. This circuit is as simple as it
gets. When the micro switch at each gear location is grounded out, the indicator
light on the instrument panel illuminates.

Mount the indicator lights on the top of the instrument panel to take advantage
of the shade provided by the glare shield. As with any light, it is hard to see if it
is lit or not if the sun is shining on it. The indicator lights are usually mounted
in a triangular pattern, with the nose gear indicator above the two mains.

Next to the gear position indicators, mount the hydraulic pump indicator, which
is amber in color. This light will show illuminate when the hydraulic pump is
running, like when the gear is cycling, or when hydraulic system pressure falls
off.

Landing gear indicator lights

Figure 32:C:2

+
Master bus
5

N.G.
L.Main light R.Main
light light

N.G.
light
switch
R.main
Lmain---i light
light switch
switch

L".~"';;?~~~=~;!!~=i:',;:;4=1111"=:.,,=Y:~~=.tllfl==A'.=R_~::.___::JIV~~---J'I 3 =-=~.1 - =C=h.: ap"'t"'e"-r"-32=--G-e--'-n-7-rv_~_W_ir:t-.-:-g-' _1_1_-9_-9_4_--IBCJ1

L11nc11ir Internation11l Inc., Represented by Ncico Aviation Inc., Copyright IC 1994, Redmond, OR 97756
 To avoid accidental retraction of the landing gear on the ground, a solenoid on the ~
control quadrant locks the gear lever in the "down" position. An air pressure switch
is mounted in the pitotline, and when the airspeed is gauged to be over 65 knots,
the pressure switch disengages the gear safety, allowing the gear handle to be
moved into the "up" positon. This three wiJ:e "squat" switch is also used to activate
the cabin control valve. See Figure 32:H:7 at the end of the chapter.

L~~~~:'t~~!!!';!~.A~~#.~~~A~l..:D~:__:JV~r__
0 'lll"Wifl8'..
_ _Jli s2_11 1 1_C_ha-"p_te_r_3_2_~1_R_E\_'._P_C_1_7_17_-l_.5_-9_8
.
La1ioail' International Inc., R!!pres(lnt.etl by Neico Aviut.ion Inc., Copyright 1!198, lfodmond, OR !l7750
GeneralWiring(Pressurized)
_ _1-t)a<*TI
?
 D. LIGHTS

Exterior lighting on the Lancair IV consists of wingtip position/strobe light, a tail

position/strobe light, and a landing light. There are variations, of course, but this
section will stick to the basics.

Inside the cockpit, instrument lights, or post lights, illuminate the panel fornight
flying. A cabin light is also sometimes installed. A schematic is given for the
simple instrument wiring, but not for the cabin light.

The following schematic shows the wiring of the position/stobe lights. A more
complete explanation of this system is provided in the HD-60 installation kit
commonly purchased along with the lights and power pack. Basically the are two
wires coming out of each light unit for the red/green/white position lights. The
other three wires out of each unit are used for the strobes.

Position/strobe light schematic

Figure 32:D:l

+
Master bus

10

Strobe light__,. 14----Nnv light

rocker switch rocker switch
ACS pnrt # 14-100 ACS part# 14-100

Nov/position Nav/position
light <Red) light (Green)

Whelen Strobe
Whelen A-413,HDA,CF
A-650-PR Powcrpnck Whelen
L. nnv/strobc A-850-PG
R. nav/strobe

Whelen
A-500
tail light

LC2.,;;;::;"~=~;!!t1=~Al=v=L.=f:=~=.8=-"="71_=::..__::IV~~--_J'I:~-~.~Ji-=C.:.:h=ap"-t:.:e.:.r-=3=-2-G_e-'n-7-r-:-l_W_in_"n-'-Ogc../_1_1_-9:.._-.:_94.::__J-0f-H
Lancuir International Inc., Represented by Ncico Aviation Inc., Copyright e 1994,Redmond, OR 97756
 The typical landing light installation on the Lancair IV uses a G.E. 4509 bulb.
This is an excellent light and is produced by a number ofmanufacturers. They can
even be found in many auto parts stores.

The cowling is an excellent location for the landing light, although this is likely
to be argued mong builders who want the light in their wings. We're not saying
the wing location is not good, but you can avoid cutting into the wing structure,
simplify the plastic lens, and shorten the wire length by mounting it in the
cowling.

Landing light wiring

Figure 32:D:2

+
Master bus

Landing light switch

(ACS Par~

GE4509 landing light

(numerous other manufacturers
produce an equivalent light.
Check your auto parts store.)

~ " ; ~:-:'#f;:~: : :~:i:. a.: : :,. .: : :1. : : :y: : : : : :~: : :A: : : : : 1.: : :.;q_: : : : : : ._~IV~ - -1'r;~ 1 ;Jl-'c_h-'-a,_pt_e_r.;:.3"""2_G__,en-~-r-~-_w_in-.n-og_1_1_1_-9_-_94_ _rttrn
Lancnir International Inc., Represented by Neko Avial.ion Inc., Copyright e 1994, Redmond, OR 97756
 There are an increasing number of instrument lighting methods. The old
standby, postlights mounted adjacent to every instrument are giving way to
internally lit instruments and lighted instrument covers. Whichever method you
choose, most likely they will be wired similarly to the schematic below.

Instrument light schematic

Figure 32:D:3

+
Master bus

LA-- Instrument light switch

(ACS Part #14-100)

Dimming rheostat
(ACS Part #0144)

Instrument lights
(Post lights)

~5

~~~;;~::;';#~=~~f1=~...&=.,.=L.=c...=~=~=4==,1,=~=IO==-___.::IV~~--_J'l.=~-l:1 1_: c:.: h=a!i:. pt: ec r.: .3=-2-G- -'en-:-:-:-l-W-in-.n-'-Og-'-/-1_1-'-9- 9.:. 4_:_ _f -'l<Hi
Larm1ir International Inc., Represented by Ncico Avilltion Inc., Copyright 01991,Rcdmond, DR 97756
 E. FUEL PUMP/PRIMER WIRING

The electric fuel pump mounted next to the copilot's leg does double duty as the
engine primer. When the primmer button is pushed, it both activates the high
pressure circuit of the electric fuel pump and opens a primer solenoid on the
engine manifold. The primer solenoid allows the high pressure fuel to shoot into
the manifold unobstructed.

The electric fuel pump can be run in the high or low position. Above 10-12,000 feet,
the fuel pump should be left on in the low position to provide a constant fuel
pressure to the engine. High pressure is only for starting or emergency use (such
as a failed engine driven pump).

Fuel pump/primer schematic

Figure 32:E:l

Master bus I
7.5

_. ___ Primer
solenoid
on engine

Elec.
boost
pump
(Dukes)

I I
I
@- Primer switch, SPDT, MOM On, Push button
@ -Boost pump rocker switch, SPDT,
Center Off, Hi!Off/Low
1C2---::~;;;;0i~ii11C:A;;;,.,.-l'<---lf"'llt-.,,...,,.-A-l.-,Jll--:;;--::IV==--:::=--1113~-=~1~C-h-a-pt_e_r_3_2_G_en-~-r-:-l-W-ir-in-Og_/_l_l_-9_--94__.._'~----J
Lancuir Inlernntional Inc., Represented by Neko Aviation Inc., Copyright e 1994, Redmond, OR 97756
F. TRIM SYSTEM WIRING

Wiring instructions are included with your trim systems. The following diagrams
suggest wire routing and plug locations so you can remove the servo alone by
simply unplugging it, or you can remove the entire control surface by unplugging
the servo outside the surface.

For wiring the five wire servos (4A or 6A), an excellent 5 pin connector plug is
available from MAC Inc. (actually the plug has six pins, just don't use one). For
wiring the 89 aileron servo (two wires), you can use an AMP connector, available
at electronic supply stores or from us.

Elevator trim servo wire routing

Figure 32:F:l

'5 I;)
-~~
"'0.
...,"'" C/l"" =
~

~~
Fwd o~ e
-...,=""
=~~

o~
~"'
~"'-~
~;g

~"'
lt
I
- - - - - Elev. L.E-:- - - - - - - - -11
...
\
Note: By running the servo wires
close to the hinge line, the wires
Elev. spar
--11.,
ii~
11 re,
11~
will not have to bend so much when
the elevator is deflected, saving wear
11 ;
and tear. 11""
/I
MAC S6A elevator I I
trim servo I
I
@ = 5 pin connector, available
from MAC Inc.

Note: MAC Inc. also sells a color coordinated

5 wire harness, which is easier to install than
stringing five individual wires.

REV. 0 I 11-9-94
General Wiring
Luncair International Inc., Represented by NeicoAvintion Inc., Copyright ie 1994,Redmond, OR 97756
 Aileron trim servo wire routing
Figure 32:F:2

Note: Both wires out of the servo are

white. Don't worry which one is connected
Fwd to +or - because the servo direction is re-

o~
versed by switching polarity. When the system
is completely wired, check that the trim tab
switch moves the servo the conect direction.
If it doesn't, simply rotate the switch tsoa
or switch the wires at one of the plugs.

I~ ~I
I~ l'il
1ol ol1
_ _ _ _ Aile~nL.lh_ _ _ _ _ _ _

l.!::/==========:;i __ Aile~n BP'.!!_

Note: By running the servo wires MAC S-9 aileron

close to the hinge line, the wires trbn servo
will not have to bend so much when
the aileron is deflected, saving wear
and tear.

Rudder trim servo wire routing

Figure 32:F:3

Elevator weldment 1;t I

inspection panel :MAC S4A aileron
8.1 trim servo

l'
I
I
I
I

6 11 nrln.
I

To panel mounted switch and

I
~ To enable the rudder servo
indicator. See MAC instructions. /
to he unpluggled easily during
rudder installation and removal,
I maintain this 6 11 wire length ahead
of the rudder L.E ..
@ = 5 pin connector plug available
from MAC Inc.

NOTE: MAC Inc. also sells a color coordinated five

wire harness which is easier than stringing five
individual wires.

~,,cz;;?:~:=:~;!!!~:::::il',;,,&:::::~:::::r~:::::A::::::::::l..R:::::~~IV~~---1'1 ;;_~;] 1_: :c:.: h=a-"-pt=e"-r-"3.: .2_G_ !en-7-~-:-1_W_iri_"n-"-og.:. .1-=1:. :1:. .c-9:_-.:_94.: _ fBE-l1
Lnncnir International Inc., Represented by Neico Aviation Inc,, Copyright Cl 1994,Redmond, OR 97756
 G. ANTENNA PLACEMENT

In the constantly changing world of avionics, what you read in this section may
be outdated in a year. A perfect example is the Loran antenna installation
described in the vertical stabilizer chapter. Loran was still the "IN" form of
navigation at that time, but since then, GPS had arrived in a BIG way! Now a
much better choice of antenna for installation in the base of the vertical stab is
the GPS antenna.

The most common GPS antenna is shaped like a disc. Make a shelf inside the
vertical stabilizer to position the GPS antenna as high as possible, usually just
above the fresh air hose flange on the f\vd stab bulkhead. Make the shelf from
prepreg or aluminum and be sure you can access the antenna and cable from the
aft fuselage access panel (no this isn't much fun, but some access is better than
none).

GPS antenna installation

Figure 32:G:l

Locate GPS antenna as high up

in the vertical stab as possible.
Mount antenna on a prepreg or
aluminum tray.

Vertical
stabilizer~

~C2"';;~:?~:~='l~..&=1111'=1..=(:='!1'71i/T,=.411=1.=.R_=--~IV~~--_J'l~~-~B.1 1_c_h~ap~t_e_r_32 G_e~n-7-r-:_1 _W_ir_1_.:_g_/_l_l_-9_-9_4

__ _ _,+1<:-Ji
Lancair lnlernntion11l Inc., Represented by Ncico Avintion Inc., Copyright e 1994, Redmond, OR 97766
 Although we hate putting external antennas onto our clean Lancairs, the ~
transponder and DME antennas are best located on the bottom of the fuselage.
Using the mini-blade antennas (AD-35), they really don't look that bad and
certainly cause little or no speed loss.

The transponder blade antenna is located underneath the gear box as shown in
Figure 32:G:2. This keeps it away from the passenger's feet and out of the
pressurized cabin (on pressurized versions, of course). You can change the
location of the antenna to avoid interference with other assemblies. Radio
specialists all agree that a ground plain is required for both DME and transpon-
der, but they also all disagree on the exact size and shape of the ground planes.
From the information we have gathered, it seems that the bigger the ground
plane, the better, and if you must have a squarish ground plane shape, it is best
to at least round the corners. Ask you local expert about this subject (if you dare).

Where the DME and transponder antennas are mounted, form hardpoints by
removing the honeycomb core material and replacing it with epoxy/flox. Mount
the antennas with screws and nutplates or locknuts.

Lancair Inlernntionul Inc., Reprcsenied by Neita Aviation Inc., Copyright il!l 1994,Redmond, OR 97756
 Transpoder antenna installation
Figure 32:G:2

12" D. aluminum
ground plain
\, ____~

~Gearbox
Placement of
antenna can vary
to avoid interference

.' \ ' .
with other parts.

'
..
Mounting screws must
make good contact with
ground plain.

Transponder
antenna
AD-35

~ ~ ';:; ; ;~:f=~ ~ ~A=~='c, .;~., ,. .,.': :Al.,;l _: :: .__ _:JIV~.!'__

._ _J,.,. ~.;_;0 1 1-=c.: h.: :ap"'t=e:. .r.: :.32=- -G-e-'-n-7-r-:-l_W_in_.n.: .Og.:_/. .: 1: 1:. .:-9:_-: . 94.:_ l-0Ai
Lancnir Intcrnntion11l Inc., Represented by Ncico Avintion Inc., Copyright IC 1994,Redmond, OR 97756
 The DME antenna must be spaced at least 24" away from the transponder
antenna. On of the better locations we have found is under the copilot's legs, close
to the main spar. Although the DME antenna probably won't be centered under
your ground plain, performance should still be adequate.

Like the transponder antenna, form a flox hardpoint for mounting the DME
antenna. This is especially important with pressurized models, as is keeping all
the necessary holes(like for the antenna cable connection) as small as possible.

DME antenna installation

Figure 32:G:3

Locate DME nntenna

12" x: 12" aluminum close to spnr, but still on
ground plain {with the ground plain, to
rounded corners for avoid the copilot's
best results) feet.

Muinspnr
box

Mounting screws must

make good contact with
/ground plain.

DME
antenna
AD-35

L.: "C'.2; ?; :"#-~: : ~ ~: : ~A: : : : ": : Y:=: :., , ,.: : A: : : : l.':'._R~: __. : 'IV~ - _J' 3~-~ 1 ' 1_c_h_ap~t_e_r_3_2_G~en-~-r-:- _W_in-.n-og_1_1_1_-9_-_94_ _1BH1
L1mcuir Internntionnl lnc:., Representi,>d by Nc.ico Aviation Inc., Copyright IO 1994, Redmond, OR 97756
 The marker beacon antenna needs to look downward. The fiberglass wing
fairings are excellent for this application. Install the copper strip marker beacon
antenna inside the right wing fairing as shown in Figure 32:G:4. Few dabs of
silicon or epoxy/flox will secure the copper strip to the fiberglass. Don't install the
marker beacon antenna in the left wing fairing, especially if you want to install
the retractable step.

Marker beacon antenna

Figure 32:G:4

antenna
(40" Copper strip)
Connect center conductor
to end of strip.
Right wing
fairing

L!r>;;~.:;;~~:1:;;'!~:~::4\,.::~!::::41.1.~::n:."_:JV~~--_JI
-~ .
I.a. 2. . . -. .22 .I1-C_b_ap,_t_e_r_32_ __,_RE_v_._ _P_c_1_01_12_._13_-9_4_-H*tl
Lnnca.ir International Inc., Represented by Neico Aviation Inc:., Copyright Cl 1994, Redmond, OR 97756
General Wiring (Pressurized)
 Because we use one communication antenna in the vertical stab for two com
radios, a splitter is needed in the antenna cable. While there can be some signal
loss, this arrangement has performed adequately in our prototypes. The only
other location for a com antenna would be external.

Com antenna sharing

Figure 32:G:5

Com#l

RG-58U coax cable

~Transmitter receive switch

AD5-lcom
antenna
Sportcraft SA-010
Com#2 or
Comant CI 601

L.:~""~=~=~=;;.:,,;~*~~~~=A=v=""~=~='A=L.=~=D=.__:W~_!'.____Jlt~~-~~.]i-=C=h"'ap'-'t"-er:__.:c32=----G-e-'-n-7-~v-~-W-irt-.-:-g-/ _1_1---'9-'-9'--4'---fB<-H
Lancnir Internntional Inc., ReprcsentL<d by Ncico Aviation Inc., Copyright e 1994,Redmond, OR 97756
 The latest and greatest theory for optimum VOR antenna performance is to use
only one antenna per radio. We have set up our wingtip VOR antennas so the left
antenna drives the #1 VOR with a glideslope. A splitter is needed in this line to
separate the VOR and glideslope signal to the radio. The right antenna drives the
#2 VOR with no glideslope.

VOR antenna routing

Figure 32:G:6

VOR/GS#l VOR#2

Splitter

RG-58U coax RG-58U coax

cable cable

AD-NAV-IV-L
Wingtip AD-NAV-IV-R
antenna Wingtip
(Left) antenna
(Right)

~ "'; ~;: "#~; !~: : ;~Al: : ;1 F: : ;.8': : ;" ~:~: : ;.8: : ;1.~: : ;~~IV~ - _J'l ~ -~ l _: Cc:.:hc: a"-pt: : e: . r: .3=-2-G_e. ln_7-r-:-_W_i_r-in.: .Og.c./_l. : l_:-9c. -.: .94:_ -1~81
Lnncnir Inlernatiomd Ini:.,IUipre&l!ntL>d by Neico Aviation Jne., Copyright 01994,Rcdmond, OR 97756
H. PRESSURIZATION SYSTEM WIRING and INSTALLATION

It is recommended that the testing as described in this section be performed at

a pressurization testing facility. Prior to pressurizing the aircraft in flight, the
aircraft must be pressurized using a pressure test apparatus available at a
pressurization testing facility.

WARNING
PROPER INSTALLATION AND TESTING OF THE PRESSURIZATION IS
ESSENTIAL FOR THE SAFE OPERATION OF THE PRESSURIZED LANCAIR
IV. LANCAIR CONSIDERS IT MANDATORY THAT THE AIRCRAFT BE
TESTED AT A PRESSURIZATION TESTING FACILITY. FAILURE OF THE
PRESSURIZED CABIN ENVIRONMENT MAY INCAPACITATE THE PILOT
AND/OR CAUSE THE LOSS OF AIRCRAFT CONTROL.

Refer to Chapter 29, Section K for the installation of the outflow valve. Wiring
and the basics of testing are included in this section. At the end of this is a
"Technical Symposium for the Lancair IV-P Cabin Pressurization Control Sys-
tem" by Dukes Inc. This provides all the operating procedures and details of the
system.

There are four main components of the pressurization system that require
wiring; the cabin pressure controller mounted on the instrument panel, the
outflow valve mounted in the gear box, squat switch, and the cabin door seal
pump.

The cabin pressure controller basically tells the outflow valve what to do in order
to maintain proper cabin pressure. This instrument is internally lighted (Bezel
light). The light can be wired and controlled through the dimming rheostat shown
in Figure 32:D:3.

Note: The only difference between the 12 and 24V systems is the outflow valve
and the bulbs in the controller. The part numberfor the 12V system is 5024-10
and part #5024-11 for the 24V system.

Hl. Before getting started on the pressurization, re-check the cabin door. The cabin
door must close correctly for the safe operation of the pressurization. Check the
cabin door handles for smooth operation.
Check that all the latches go all the way over center. The required
strength of the latches is only achieved in an over-center condition.
Adjust the latches as necessary.

IV
=::::;;;~1!!~"..A,,,.A,.o 1r.;;;.-;-1/,,1--=-c_h_,ap'"""'t_er_s___
~c::l'-!~".::=:====~===~=:._~~--_J.L. . ~ = .......
2'---_,_R_E_v_._ _P_c_1_a1_s-_26_-9_6_--+f*11
General Wiring (Pressurized)
Lancair Intemntiunnl Ine., Re11rl!llented by Neko Aviation Inc., Copyright <D 1996, Redmond, OR 97756
 __

Due to revisons, this page h as been removed.

Chapter32 IREV. PC! 717-15-98 ~

General Wiring (Pressurized) ~
Lancair Internationnl luc., Represented byNeico Aviation Inc., CoJlYright l!HJS, Redmond, OR 97750
H2. Wire the system as shown in Figure 32:H:7 at the end of the section.
~
Optional Wiring Harness Part Numbe rs (Strongly recommended!!)

12V system: PIN 725

24V system: PIN 725-28V

If you choose to make your own wiring harn ess, these are the connectors and tools
you will need:
(2) MS27473ElOA35S Connector Bodies
(1) MS27506Al0-2 back shell, straight
(1) M85049/47Nl0, 90 Backshell
(1) M22520/2-01 c1imp tool w/ insert M2252 0/2-0l "K41"
(1) MTL 106D Cabin dump switch

Chapter32 I REV. PC17/7-15-98 'id

General Wiring (Pressurized) ~
Lancnir International Inc., fteJJrescnt.ed by Neico Aviation Inc., Copyright 0 1998, Redmond, OR 97750
 greater than outside. There is double redundancy built into this pressure dump
system. When the airspeed falls below 65 knots, AND the gear handle is placed in
the down position, the outflow valve will open, dumping cabin pressure (Perform-
ing stalls in the landing configuration at 20,000 feet is not recommended because
the cabin pressure will dump. More on operational limits later). There is also a
manual dump switch for use in case the airspeed switch ices up in the "above 65
knot".

Pressure Dump Systems

Figure 32:H:3

When the gear handle is in

the down position, the dump Gear handle barrel (#475-SC)
At airspeeds lower than
"""' booom" m~ on hyd. con rol quadrant
65 kts., the airspeed switch
allows the dump circuit to
ground out.

.~~ -
::l
en
en
>:
-
o
"' ..J

Pilot line c.

White
Red
Dump switch on hyd. -
control quadrant.
lue
(Gear handle operated) (to gear lock
solenoid)

Manual dump Airspeed pressure

switch switch (710)
(Included with wiring harness) shown in landed
4 ("O" airspeed)
configuration
13 Outflow valve
in gear box

Lancnir Jntemnlional Inc., Ra presented Ly Neico Aviation Inc., Copyright ID 1997, Rlldmond, OR 97756
 The inflatable door seal is kept at 20 psi by a remotely mounted air pump. In this
system, a pressure switch activates the pump when the seal pressure falls below
20 psi. When the pump is turned off, the pressure in the door seal will vent out
through the panel mounted on/off switch.

Door Seal Pump Wiring

Figure 32:H:4

+
Inflatable cabin
door seal Master bus

' - - Pull type circuit

breaker or install
a switch in the
power line.

20 psi pressure switch

(When pressure
reaches 20 psi, pump is

~Airlines
shut down until pressure
falls again, etc., etc.)
(0166408041032)

Pump
'----1'~---'

Pneumatic Door seal switch

on inst panel in o..___ Check valve prevents
the "ON" position.
pressure from bleeding
Pressure is connected
off through the pump.
to the door seal.
~-.U....--'{4_L~D-061-DOO)
{MJTV-3) ~----

.. Elec. door
"'"' seal pump
(317-01-12)
or
(317-01-24)

Door seal switch ls shown here

in the "OFF" position. Pressure
line is blocked off and the door
seal is vented to the cabin.

Lnncuir Jnturnntional Inc., Rcpru11ent11d by Neico Aviation Inc., Copyright ID 19!16, Redmond, OR 97756
PRESSURE TESTING THE AIRCRAFT CABIN ON THE GROUND
Hooking up the Pressure Test Apparatus
Figure 32:H:5

Heat valve/ Mixer box

Cold side ---.,._ _ . - (Part# 583)

A/Cup

FWD

If you pump the pressurized air through the "hot side", pull the cable to
shut off the "cold" side, and vice versa if you pump through the "cold" side.

Rear sent bottom

Fiberglass bucket Outflow Bleed Line
1047 Static Line

Outflow velve

5268Kl3
hose
L Fwd

\ AN838-4D fitting

\Hose clamp, 5321K16

Disconnect the hose from the elevator compensator. Connect to pressure test
apparatus.

H3. Connect your source of pressurized air to the heat valve/mixer box. You can hook
up to either the "cold" side or the "hot" side. If you use the "hot side", you must
close off the "cold side" by pushing the lever. The reverse applies if you hook up
to the "cold side". The O.D. of the nipple of the heat valve/mixer box is 11/4".

r==s;"#i~~ir..JIA1,.,,.1a W If~_ ;_~ chapter a2 REV. pcrn1s-26-96

L_'C2~~'====1F="6l'"lLlll'===~~=::::::_~~~---JL,,=,,=J General Wiring (Pressurized)
Lnncnir Jntemntionnl Inc., Represented by Neico Aviation Inc., Copyright 6? 1996, Redmond, OR 97756
H4. A source of cabin air pressure must be provided to the pressurization testing
equipment in order to read the cabin pressure. The easiest is perhaps to
disconnect the pressurized air going to the elevator compensator. Hook this line
up to the pressurization test apparatus to read cabin pressure.

H5. Prior to pressurizing the aircraft on the ground, study the notes from Dukes in
the following pages to learn how the equipment functions.

Attempt to detect leaks prior to taking the aircraft to the pressurization test
facility. It may be inconvenient to spend a lot of time (and money) working on
sealing leaks in the pressurization testing facility. Most leaks can be detected by
using a common shop com press or or a larger blower. Even the blower of a large
shop vacuum (clean the filter) works. Use a respirator!

Methods of Operating the Door Seal while pressurizing the aircraft on the ground:

Perhaps the easiest method is to enlist a helper to sit inside the aircraft and
operate the switch. It is recommended that your helper wear safety goggles and
ear muffs just in case ...

Another method is simply to run a set of wires outside (through the door seal) to
a power source. Or if you happen to have a remote control (for RIC), you could
simply use this to operate the switch from the outside!

Note: As you achieve higher cabin pressures during the leak detection and seal
program by getting rid of all the s~all lealrn you will hear a lot of small crackels
and pops. Do not be alarmed as this is quite normal. Remember to breathe
normally during this process! The fuselage will expand to its final shape and all
the snapping and popping will subside.

WARNING: It is recommended that you install a safety net around the door in
case it blows. Ifsomebody is inside the aircraft, the net must be easily removable!

Hints on Detecting Leaks:

Remove the springs of the main gear doors. This makes inspecting for leaks in
this area easier!

The most common sources ofleaks are through the firewall, pressure bulkhead,
and around the aileron boots. If your cabin will not retain any air, these areas
should be your first suspicion.

Leaks can often be heard. Simply wallr around the aircraft and listen for leaks!
A leak can also be felt by placing your hand over the suspected source of a leak
Another method is to emit some sart of visible smoke inside the cabin and watch

,:==;;;-'!j;!\!!"if..A.IP.4.14' IV !~.~;;.-.~.-~ ~ . f1_C=h::a::;p::t=er:...:3::.:2:___.L__RE.::_v_._ _ _P_c_1B_1s_-_26_-9_6_--+-f-+I

LQ~~::::::::''lllll'~~~=:~::~~~!___ ___JL~~~=1 General Wiring (Pressurized)
Lnncair Intumationnl Inc., Repreaent11d by Neic11 Avinlinn Inc:., Copyright 0 lfl!l6, Redmond, OR 97756
 where the smoke drifts and gets sucked through. We have had good luck with
talcum powder. Or light up a big fat cigar, sit back, and watch where the smoke
drifts (if you try this method, be sure you cleaned up all spills of flammable
liquids!). It is easiest to see the smoke movement if you are inside the cabin.

Another method is to brush soapy water on the area where a leak is suspected.
The soapy water will "bubble" where there is a leak.
H6. Once the cabin has been sealed satisfactorily, the following procedure for testing
the structure is recommended:

Pressure testing the aircraft should be done in two phases: First pressure test
with the outflow valve closed. This can be achieved by simply disconnecting the
overboard bleed line. The system should not be energized. Be aware that in this
configuration the outflow valve will not regulate the cabin pressure; the cabin
pressure will only be controlled by the input or the pressure test apparatus.

The second phase is the testing using the aircraft pressurization system. This
should first be done on the ground using the pressure test apparatus, then in
flight.

On the ground:
You must overide the airspeed switch to pressurize the aircraft (see page 32-28).
Connect a hose to the pitot tube and very gently blow into the hose (about 112 psi
will give you 100 kts to simulate flight).

Set the pressure controller as low as possible (turn the knob counter clockwise)

Note: You will not be able to test the aircraft to high pressure differentials but
it will allow you to check the general operation of the system. If you put your air
on the outflow valve you will hear the motor run as you change the controller
settings.

PRESSURE TESTING
1) Pressurize the cabin slowly up to 6.5 psi differential. During the pressuriza-
tion process watch the cabin area carefully. Don't be alarmed by "popping" noises
the first time. You will also see a bulge around the pressure bulkhead. This is
normal. Keep at 6.5 psi for a few minutes the first cycle. Release the pressure
and look over the structure. Inspect the firewall, pressure bulkhead, engine, and
the upper/lower fuselage seam. The safety valve will open between 5.5 to 6.5 psi.
If the safety valve hinders the cabin pressurization to 6.5 psi, simply cap it off for
the ground testing. If any of the popping noises cause a rapid depressur-
ization, inspect carefully for damage as separation of laminates may
have occured.

2) Pressurize the cabin 4 more times to a 6.5 psi differential. Each time hold the
pressure for ten minutes. After each cycle, inspect the aircraft

,;==;;'#-t~G~Ali'9AI~ IV 111;~;;=1:l-c_h~ap,_t_er_32__...L_RE_v._ _ _P_c_1_41_11_-2_9_-9_6_-H*7i

L'Q~~======~===~::==:___:::"~~--_J.! "'~J General Wiring (Pressurized)
Lnncnir Inl.crnntional Im:., &presented by Nnico Aviation Inc., Copyright 1996, Redmond, OR 97756
 Pressurization Testing Log

Cycle No. Press. Diff. Time Held Observations:

.

10

Lnncnir Inlcrnntional Im:., Rc11rcaented by Neico Avintion Inc., Copyright ID 1994, Redmond, OR 97756
 Cabin Pressure Control System Schematic
Figure 32:H:6

H:J.UAIS
J.vntis

"'"'"
tlNla1'Y1 --..._

11:>.LIA\5
.nuna ' ---.,_

~::~ ~I
"'l'L\\ ~,,::~~nri p;;
'"~Al ' -'.'.\:""~---j <
l'"D+---~

Specify 12 or 24 Volt when ordering wiring harness option. Yellow wire lighting
(voltage determined at time of cable fabrication.)

PC15/4-10-97

Lnncair Intllmrttionnl Inc., Repnisented by Neico Aviation Inc., Copyright 1997, Rndmond, OR 97756
a
I
E.
g PITOfPRESSl !
STATIC AIR _,...-~

i~~NDING GEARHANDLE
~!28
PART#
PRESSURIZJT:DN HARNESS
1zs

0
REVISED Z4 FEB 9&
"
~ PARTl/l1DAIP.SPEED5TAFETY
SWrTCHORGM-1 COMBINED I
- 1
I
I Mx
11_/\j GEAR LOCKOUT SOLENOID
~ REQUIRED WIRE LENGTHS FOP. HARNESS;
SAFETY SWITCH AND LANDlt'G I I !
~
~
GEAR WARNING/ADVISORY
SYSTEM
I
: 1
l
INO
I
I
!5/ WHITE. 11.5' ON 5.6.7,8.9
!2) WHITE. 17..5' ON 4.13
~ 1/4-28 28 VOLT RELAY BRKR
/1)P.ED,7.5'0N4
'Vo.t,c-, :
f _rlACK ! _____ INC 0~0. (2) RED, 17' ON 12.3
(2) BLACK, 7.5' ON l.3
/2) YELLOW, 7.5' ON 11-10 I-'

~~
C, N.C.:

"
~~~~;~~~-IT-C-11-~
AIRC~ INTERFACE "'"
!::a
00
i" --------1" -----------<>_ '"C
~ - I ' ~~11:: ~:i 90 DEGREE ANGLE CONNECIOR ' ~
A/C ElC.---O/~ ~
P."' FOR PRESS. OUTFLOW VAL VE
~
12 '"rj

----------=1==2=====~!f\~,-~-~==;~
P. J
rJtl=
00 fI

YF!!OW ,. WH 5(,
"co~~"
-~"a
KUSS WHI'" "'1 1-1

I'I I'I'f
14 VOLT DIMMER LT. I YE! I ow WHJIF. N
24 VOLT DIMMER LT. BLAC" / WI-ii'" 87
_ "',
t_-.:i
F" AC!' i! "'fg c WH([J; ==;;:j' H ~.
~
0 "'
01 GP.OUN+ ,. ID' ~o
,, -l l:l
fl _,,_,
=
----------~

Q
~

~
. ~ JflTl-[r\1Jf-1'""'A"" [u- l ""g
Cl
s I
131110-I 567B9
/ . ('t>

~~-I
rn
"
"'~ I"'
i STRAIT CONNECTOR FOP. CON!. rn
""
[
;1
"s
[fq
"'<
i:'J
CAOIN PRESSURE COtffROLLER
PART It 5024-00-1
(
AIRPORT ELEV
[-. ==i

/~~FU LEVEL

((o ))
I I -. '~!'.'/
. [ :-]
OUTFLOW PRl:SS. VAL VE
PART N5022-00-1
]
-;a H @<=:/
'"' u
"'
"' 0~

=
"'

'"' ~
~
-l

~
'
" en
"'
p..
~
'
CD
00
 CHAPTER33
REVISION LIST
(Pressurized Version)
The following list of revisions will allow you to update the Lancair N construction
manual chapter listed above.
Under the "Action" column, "R&R" directs you to remove and replace the pages
affected by the revision. "Add" directs you to insert the pages shown and "R" to remove
the pages.

Current
Page(s) affected Rev.# Action Description

33-1 PC16 R&R Added Note.

33-2 thru 33-8 0 None
33-9 & 33-10 PC15 R&R Added new Figure and moved text.
33-11 thru 33-32 0 None

Chapter 33 REV. PClB/10-15-97

33-i
ODDS &ENDS
Lnncair Internationn1 Inc., Rcprcmmted by Neico Aviation Inc. CopyrighL 19!J7, Redmond, OR 97756
 CHAPTER33
(Pressurized Version)
REVISIONS ODDS&ENDS
From time to time, revisions to this assembly manual may be deemed necessary. When such revisions are
made, you should immediately replace all outdated pages with the revised pages. Discard the out dated
pages. Note that on the lower right corner of each page is a 11revision date 11 Initial printings will have the
number "0 11 printed and the printing date. All subsequent revisions will have the revision number followed
by the date of that revision. When such revisions are made, a 11table ofrevisionstt page will also be issued.
This page (or pages) should be inserted in front of the opening page (this page) of each affected chapter. A
new 11 table ofrevisions 11 page will accompany any revision made to a chapter.

ARROWS
Most drawings will have arrows to show which direction the parts are facing, unless the drawing itselfmak:es
that very obvious. "AIC UP11 refers to the direction that would be up if the part were installed in a plane
sitting in the upright position. In most cases the part shown will be oriented in the same position as the part
itselfwill be placed during that assembly step. However, time goes on and changes are made, so careful
attention should be paid to the orientation arrows.

CONTENTS
1. INTRODUCTION
2. CONSTRUCTION PROCEDURE
A. WING ELECTRICAL HOLES
B. PITOT/STATIC COMPLETION
C. DOOR SEAL PUMP
3. PAINTING & INTERIORS
A. BID TAPES
B. MIXING MICRO
C. GENERAL SURFACE PREPARATIONS
D. PRIMING MATERIALS
E. PAINTING
F. PAINT PREPARATION
G. BASE COLORS
H. TRIM COLORS
I. INTERIORS
J. UPHOLSTERY

4. WEIGHT AND BALANCE

NOTE: PRESSURIZATION TESTING, END OF CHAPTER 32.

REV. PC16/10-15-97
ODDS&ENDS
Lancuir Int.ernntionnl Inc., Rc11re11enled by Neico Aviation lni:., Copyright@ 1997, Redmond, OR 97756
1. INTRODUCTION

This chapter will cover the construction of those parts which just didn't fit
into other chapters, such as sound proofing, pitot/static lines,etc.

Luncair lnturnnilonnl Inc., Represented by Ncko Avinlion Inc., Copyright 1994, Redmond, OR 97756
2. CONSTRUCTION PROCEDURE

A. WING ELECTRICAL HOLES

The rear spar holes are sealed with a fiberglass cover. For this reason, the
wires from the wings will enter the fuselage ahead of the rear spar holes.

Wing electrical hole

Figure 33:A:l

Corner 0
bracket

~!.
\\
\I
I
\\
II
II
\I
\\
I\
Gearbox
II
lI
/./,
Aileron bellcrank
support (aft)
Rear spar cover
(pressurized only) Wing wiring
#1046 transit hole
(1" D.)

Luncair International Inc., Represented by Nd co Avio.lion Inc., Copyright 1994, Redmond, OR 97756
Al. Grind a l" diameter hole in the fuselage as shown in Figure 33:A:l.

A2. To prevent chaffing of wires, install pieces of l" D. PVC tube into the holes
you have just ground. Scuff the tube with 40 grit and bond it in place with
epoxy/flox, reinforcing the bond with 1 BID. To seal your wires for pressuriza-
tion, the wires are pushed through the tube, then a silicon RTV compound is
used on the wires for an air seal. See Figure 33:A:2.

Anti-chaff methods
Figure 32:A:2

--
Fuselage
shell

SiliconRTV
seals wires and Wing electrical
tubes as they enter
fuselage.

l" D. PVC
pipe, floxed
into fuselage
\
Pitot tube
(See Section B)
shell.

l II

Loncuir Intcrnntional Inc.,Represenled by Neico Aviation Inc., Copyright 1994, Redmond, OR 97756
 B. PITOT I STATIC COMPLETION

You have already installed the pitot tube in the right wing (or left wing, it
doesn't matter) of your Lancair IV. To complete the system, you need to con-
nect the pitot tube to the appropriate instruments and install a static outlet.

Pitot static system

Figure 33:B:l

PitotLine

PitotTube

;:;. = =-:: =.::: =.:: ===,J V***Two sided static source with 'T."***
,,,1
,1
-
Static Port,...... ...--
. ___.-Fuselage

***Ifyou wish to install a two sided static source, nwunt the static ports on opposite sides of the fuselage and run
one static line behind the rear seat. "T" into the other static line. ***

Lnni:11ir Inlernational Inc., Rcpre!K!nlcd by Neico Avinlion Inc,, Copyright 1994, Redmond, OR 97756
Bl. To get the pitot line into the fuselage, the aluminum pitot line in the wing
should be transformed into a flexible line. Cut off the 1/4" aluminum pitot line
6" inbd of the BL 25.5 rib. Bend the aluminum tube so it's pointed aft (avoid-
ing the aileron pushrod). Slip an AN818-4D nut and an AN819-4D sleeve onto
the tube and flare the end.

To transform the pitot into a flexible, 44-NSR line, use an AN816-4-4D and a
266N 04x04 fitting as shown in Figure 33:B:2. Route the 44-NSR tubing
through the fuselage transit hole you made in Section A of this chapter (for
the wing wires). From this point, the pitot line can be run fwd to the necessary
instruments. Routing is not critical, just avoid conflicts with other systems.

Pitot line to instrument panel

Figure 33:B:2

AN819-4D sleeve
AN818-4D nut
1/4" D. alum. pitot
line in wing
\
:;
I May be routed through
the leading edge conduit.

Fwd
~~~ -
- AN816-4-4D -~

L Outbd
fitting
~lr

266N-04~
plastic
A BL25.5wing
rib

fitting =

Fuselage

Nyloseal
44-NSR

Must be filled
Wingwire t r a n s i t / with silicone.
hole in fuselage

~rwingspar
~-----

Lam:nir Intcrnutionnl Im::., llilprcsentcd by Ncico Aviation Inc., Copyright 1994, Redmond, OR 97756
B2. The static line exits the fuselage just below the baggage door. From outside
the fuselage, drill a .070" hole through the fuselage shell at the location shown
in Figure 33:B:3. From inside the fuselage, open up the hole to 1/4" diameter,
ONLY through the inner laminate and core. In the outer laminate leave the
hole .070" D ..

B3. Cut a 3" long piece of 1/4" D. x .035" wall aluminum tubing. Put a small flare
in one end and bend a tight radius in the tube as shown in Figure 33:B:3.

B4. Bond the aluminum tube in position with epoxy/flox. As the flox cures, push
the .070" D. drill bit through the air passage to keep it clear. When the flox
has dried, blow through the tube to assure no blockage. Note that the tube is
pointed upward as it enters the cabin area to prevent water from pooling
inside the tube. Lets call the aluminum tube bonded into the fuselage a "static
port".

B5. Fill the area between the tube and fuselage with scraps of pre-peg or foam,
and wrap with 1 BID for support.

Static port installation

Figure 33:B:3

Cockpit
door opening \_I __ Aft side window )

Baggage
door
Up

Fwd~ WL22~
: ~ (+-!")
.070" D. static
- - - - - - - - - - 381/211 - - - - - - - - - - t D > I hole
(+1") (#50 drill)

Fwd

Outbd.J ....._Wrap with 1 BID

for support .
.........____ 1/4" D. x .035" wall
aluminum tubing

NOTE: Make sure tube is pointed Epo,,,.-y/flox

upward as it enters fuselage to
avoid \vater accumulation.

Lnncnir Inlcrnntionnl Inc.,Rcprcscnted by Ncico Aviation Inc., Copyright 1994, Redmond, OR 97756
B6. An aluminum tube must be potted into the pressure bulkhead flange for the
static line. Use a 6" length of 1/4" D. x .035" wall aluminum tube. Drill a 1/4"
D hole through the left side of the pressure bulkhead flange, 2" above the
elevator pushrod seal tube. Use epoxy flox to bond the tube into the bulkhead
flange.

B7. Connect the static port to the appropriate instruments using Tygon flexible
tubing (114" I.D. x 3/8" O.D.) and route it through the pressure bulkhead tube
you just installed. When routing the tubing, avoid any conflicts with other
systems. Secure the Tygon tube with tie-wraps or hose clamps.

Routing static line

Figure 33:B:4

1t
b
9"' 114" I.D. x 3/8" O.D.
I 1----~ Tygon flexible tube
...,
(B44-3)
used for static line.

tr'-'11'~:r----- Hose clamp

(or tie wrap)

Fuselage
side
~

" ' Pressure bulkhead

(seat back) flange

Fwd

~
[ " - - - - - - 1/4" D. x .035" wall
alum tube, potted into
flange with epoxy/flox
Outbd

Loncair International Inc., Represented by Ncico Aviation Inc., Copyright 1994, Redmond, OH 97756
 LIV-PT-SYS
Figure 33:B:5

STANDARD IV & PRESSURIZED

PITOT STATIC SYSTEM WITH
PITOT STATIC SYSTEM OPTION

44-P 1/4" FLEXIBLE \ 268-N-04 x 02

271-N-04 X 02 POLY-FLO ....\ \ /

I~ , c:---,-\
I e:-::a "-
, e:tJm !ENCODER'
---------~_;/tABIN
,.../NEEDED-FOR-N-=P~--- ... ,
AL T./DIFFERENTIAL'

~
\ ~ f268-N-04 X O~--- PRESSURE GAUG~//
'--, ~ cm ICABIN ALT. I,, . . .2~~;0~~-~~-------
272-N-04 X O~
264-N-0
--------------=/
/ / FU1
ALT ~=~TICPORT

~
SQUAT n -............_TRIM OFF IF NECESSARY
SWITCH LI TO MAKE IT FLUSH
271-N-04 X 02 ~ (710\~

271-N-04 X 02
~
7~
266-N-04 X 02

RED - COMMON
BLUE - N.O.
WHITE - N.C.

NOTE: USE 259N-04

SLEEVES AT ALL
TUBE TO FITTING
JUNCTIONS.

~~"':;-~.:=*~~~~Al=..,=.1.=~'==A==L.=..R==o:.__W~~--_Jlil[~.~~~~]'.l~--"--c_=h_a:p~te~r~3~3~~o~n~n-RE_s~:~~E~ND~P~~~l~5_1_4~-1~0__9~7~~~~:~
Lnncair International Inc., Represented by Neico Avintiim Inc., Copyright 1997, Redmond, OR 97756
..
C. DOOR SEAL PUMP

The Lancair N has an inflatable door seal. The seal can be pumped up with a
rubber bulb (looks like a blood pressure tool) which is standard for the non-
pressurized. Or, it can be automatically inflated with an electric pump, which is
standard for the pressurized and optional for the non-pressurized.

NOTE: The electrical door seal pump comes in a 12 or 24 volts version.

Read the pump label to determine if you have the proper voltage.

Cl. Use the 317-02 nutplate to mount the pump to the 317-04 plate. The 317-04plate
is countersunk to accommodate MS24694-S48 screws. See Figure 33:D:l.

C2. The 317-04 pump mounting plate is secured to the left side of the fuselage behind
the shear panel supports. A phenolic block with studs is bonded to the side of
fuselage as a mounting base for the 317-04 plate. Grind flats on the heads of three
MS24694-S54 screws, then pot them into the phenolic base with Hysol. At the
same time, use the Hysol to bond the phenolic base to the fuselage side.

C3. When the studded phenolic base hase cured, secure the 317-04 plate to the base
with AN365-1032A loclmuts. Notice that the fwd, upper stud is also used to
secure the pressure switch with a MS21919-DG16 clamp.

Mounting the Pump to the Left Fuselage Side

Figure 33:D:l
1/4" Phenolic Base
(3/511 x 3.5'')

MS24694-S54 Screws
with flats gound into
~MS21919-DG16
Clamp
head. Potted into Phenolic
withHysol. Open hole to 3/16" dia.
in the pump body.

Mounting Plate
(317-04)
MS24694-S48
Screws (2 req.)

Nutplate
Place with the short arm do\vn.
(317-02)

~CZ"'~=~~~~~:=~~=..==~=~==:A==~=D==:__.:IV~~--_JL~~:"~~.J1-C_ha_,p~t_er_33_0_D---'--:-:-:-_E_ND_P_~_1_5_14_-l_0_-9_7_-t-'*7i
Lancair Intemationul Inc., Reprcllcnted by Neico Aviation Inc., Copyright 1997, Rodmond, OR 97756
D4. Mount the MJTV-3 control valve switch to the instrument panel in a location
of your choice.

D5. Use 3814-6 flexible plastic hose to connect the electric inflation system as
shown in Figure 33:D:2. The simple pump wiring is described in Chapter 32,
Section H. Note that there is a check valve installed between the pump and
the pressure switch to prevent air from leaking back through the pump when
it is not running.

Door seal hookup (electric)

Figure 33:D:2

224
connector ~Door seal bridge tube
... Jr==-
I '
317-03

\\_ ,
""=-'

- door seal
I
Inflatable .~

J 28-4-2 Male
connectors

Pressure switch
0166-408-041-032

i \
3814-6 plastic
tubing

4LD-061-DOO
Check valve

NOTE: Use 3814-6 tubing to

connect all fittings .

...,________Elec. door seal pump

317-01-12 (12 volt system)
317-01-24 (24 volt system

Lnnenir htternntionnl Inc., Represented by Nclco Avlntion Inc., Copyright <Cl 1994, Redmond, OR 97756
E. SOUND PROOFING

The use of sound proofing material is desirable on the aft face of the firewall,
nose gear tunnel, and certain areas of the fuselage. Sound proofing material
is heavy, so don't even consider lining your entire cabin with it. Lancair sells
a package of sound proofing material that will cover the firewall, nose gear
tunnel, and key portions of the fuselage sides and floor.

El. Figure 33:E:l shows suggested locations for the sound proofing material. The
material has an adhesive backing so all that's required is to clean the surface,
then apply the sound proof material. By now you probably have quite a few
cables, tubes, and wires going through the firewall. Don't try to cover the
entire firewall with one piece of sound proof material. Instead, concentrate on
covering one quarter of the firewall at a time, slicing and notching the sound
proof material as required. The sound proof material for the firewall is 1"
thick in the optional kit from Lancair. If the fuselage top is not installed,
leave the protective cover on the top 6" (to prevent bonding) to allow glassing
of firewall to top.

Cover the floor of the cabin from the firewall back to the spar with sound proof
material (11/4" thick in the optional kit). This is the highest noise transmis-
sion area because of the exhaust stacks. The sound proof material does not go
under the hydraulic and fuel lines, so just butt the material up to the white
plastic tunnel. The material can be pushed down to get at the tunnel screws.
The pilot and copilot floor boards should be above the sound proof material.
This doesn't mean you have to cut back the edges of the floorboards, just notch
the sound proof material where the floorboards meet the floor.

The sides of the fuselage in the cabin are covered up to about the engine
mounts with a less dense material (l" thick in the optional kit). These sec-
tions also extend from the firewall aft to the spar area.

The nose gear tunnel is covered with 1/2" thick sound proof material. Again,
you'll have to notch, cut and piece in the material around the accessories
already attached to the tunnel.

a.) FIREWALL (cut 1 piece)

Soundcoat 1" thick soundmat PB Plain with adhesive on the 314" foam side.

b.) NOSE GEAR TUNNEL (cut 2 opposite pieces and a strip for the center)
Soundcoat 112" thick soundmat PB Plain with adhesive.

c.) SIDES (cut 2 opposite pieces)

Soundcoat 1" thick 1.) Soundfoam embossed with adhesive. 2.) Soundfoam ML Plain with
adhesive. 3.) Soundfoam ML white matte with adhesive.

d.) FLOOR (cut 2 opposite pieces)

Soundcoat 1114" thick Soundmat PB Plain with adhesive on 314" side.

Lnncair Internntionnl Inc., Represented by Ncko Aviation Inc., Copyright 1994,Rcdrnond, OR 97756
 Sound proof material locations
Figure 33:E: 1

SIDES
OF FUSELAGE IN
FRONT OF MAIN SPAR

3.

NOSE GEAR
TUNNEL i
20"

FLOOR AREA IN FRONT OF

MAIN SPAR

Lancoir Inlcmationnl Inc., Represented by Neko Aviation Inc., Copyrighl 1994, Redmond, OR 97756
3. PAINTING & INTERIORS
The final look of your airplane is obviously an important aspect. It will affect
performance but its primary effect is on ones ego. Luckily, it is not difficult to
achieve an attractive finish on your Lancair, after all, you're starting with the
best looking airframe in the air! Some very simple hints and techniques are
all it will take.

Lam:uir lnlernulional Inc., Represented by Neico Aviation Inc., Copyright 1994, Redmond, OR 97756
A. BID Tapes

Al. The BID tapes that are applied to the exterior joggles will naturally require
the most finishing and a little blending.

One simple trick in starting the process off is to apply an epoxy/micro blend
(heavy on the micro here) to the tapes within just a few hours of application.
When the tapes are still tacky, mix up a small batch of micro and apply it to
the joint area. Be sure that the tapes are set up enough that you won't dis-
turb them with the application of micro. Of course, you can always wait until
they are fully cured, that's perfectly acceptable.

You'll probably find that it is a good idea to perform the basic finish on the
BID tapes as you progress through the assembly of the airframe as opposed to
waiting until all the glass work is completed and then starting on the finish.
If you break it up a little, the task will seem much easier and in fact it will
lilrnly be easier.

A2. As you are progressing through the assembly processes, you will usually have
some excess epoxy mixed up from time to time and it should not be wasted.
Simply mix it with generous amounts ofrmcro and find a BID tape somewhere
that can use it.

L11nc11ir lnlcrnnlion11l lnc.,Rcpreaenlcd by Neico Avinlion Inc., Copyright 1994, Redmond, OR 97756
B. Mixing the Micro

Bl. When you are applying the initial micro to an area, you should mix it quite
thick. Thick means LIGHT and inversely thin and runny means HEAVY.
The thick micro should have the consistency of bread dough (or perhaps just a
little bit less thick. Next, you might experience a bit of difficulty in the appli-
cation of this thick micro. It may want to roll up behind your squeegee. If
that proves to be an unsolvable problem, then perhaps it is just a little too
thick, thin it back down with a little more epoxy. (But, always premix the
epoxy thoroughly before adding it to an existing batch of epoxy/micro.)

One final method of evaluating the micro blend is by its sheen. Ifit smooths
out, sags or runs on vertical sw1"aces and/or achieves a nice smooth shiny look
to it as it sets up, then it definitely is too thin. You can usually determine this
quickly after an application since it will quickly smooth out and get shiny on
the surface. If you see that, then you will still have time to remove it and add
some more micro to the mix and reapply. Generally, one or two applications
will be all that is required to "get the hang of it." And, that's why it is best to
start with small areas first so if you didn't quite get the blend figured out, you
won't be stuck with large areas to deal with.

B2. In general, the first applications of micro will be the thickest mixture. As you
apply a second coating for "fine adjustments", the mixture should be some-
what thinner since you don't need much "build" and you don't want to trap
any air bubbles in the mixture. Any trapped air bubbles, if they are too large
or too close to the surface can result in popping the paint loose in that small
area as the air in the bubble heats up, expands and loosens the grip of the
finished paint. That's obviously of no structural concern but you sure don't
want any shiny bumps in your otherwise smooth paint job.

B3. When you're ready to first sand the micro, use a 50 grit paper on a long board.
These "long boards" area available in any auto body repair shop and use the
standard 3"x14" sanding sheets. It's a good idea to buy a pack of 50 grit and
80 grit.

Loncnir Internntionn} Inc., RcprcBenlcd by Ncko Aviation Im:., Copyright 1994, lkdmond, OR 97756
B4. You should always sand on a 45 degree angle to the contour and run the
sanding board in a bit of a diagonal direction. Also, change directions of
stroke regularly so that you achieve a nice smooth transition across the BID
tapes thus not generating any grooves or waves.

B5. If you start with a 50 grit sandpaper, you should only use that to get the
lumps and bumps off of the micro, then switch to an 80 grit to get down to a
nice smooth blend. Any second applications of micro will usually be best
treated with 80 & 120 grit.

B6. A small 3" x 6" sanding block is also quite helpful as is a "half round" sanding
board. The half round is used along sharply rolled surfaces like the wing to
fuselage joggles, etc. The half-round sanding boards will use 1/4 of a standard
sheet.

B7. The pressurized fuselages need to have a 1 BID layup of fiberglass applied
over the thick micro areas, around the door area. We have noticed our micro
around the door and fairing area is experiencing some cracking. The carbon
can take the loads but unfortunately the micro alone can not take the stretch-
ing. Again the micro areas that are over 1/8" thick should have one layer of
glass applied over it.

BS. With micro well dressed over the BID tapes, etc., you're ready for primer.

Lnncnir Internnt.ionnl Im:., Represented by Neico Avinlion Inc., Copyright 1994, Redmond, OR 97756
C. General Surface Preparations

Cl. As mentioned above, the general means to attaining good smooth transitions
is with micro. Small spot touch-ups can be made easiest with the light weight
body fillers available in auto supply stores. Use only the light weight types
(typically about 5-7 lbs. per gallon), these will have micro balloons mixed into
them already - but to a much lesser degree than with our epoxy/micro. This
type of filler should NOT be used in large amounts, but only for small touch
up areas. It dries very quickly and thus allows for final prep on a fast basis.

C2. To achieve the best possible adherence of paint, all surfaces should be cleaned
with a suitable cleaner to remove dirt and oils. After cleaning, sand the sur-
faces with 80-120 grit prior to applying any primers.

Lnncair International Inc., Represented by Ncico Aviation fuc., Copyright 1994, Redmond, OR 97756
D. Priming Materials

The best filling primers are of an epoxy basis. Lacquers should generally be
avoided. Polyesters are acceptable, however, they will shrink and the shrink-
age will eventually allow imperfections to show through the finished paint job.
Again, epoxies are highly recommended.

We have tested a wide variety of filling pnmers. Sure, there are many excel-
lent types available that we have not had the opportunity to test out, however,
we have found one that does work very well. It is our WLS system and is
generally stocked by Neico, consult our options catalog.

The WLS system is a two part epoxy system and can be reduced by up to 10%
for thin applications. When applying the last coat of primer, it is generally
best to thin it. Thinner I reducer is supplied with each WLS set.

Dl. The first application of primer is primarily to fill the small depressions in the
weave. These are very shallow and are very small. It is generally effective to
first squeegee or brush a filling primer onto the surfaces. This helps get the
material down into the tiny depressions.

If you were to begin by sprayinga heavy application of filling primer onto the
surfaces, it would tend to bridge the small depressions but, when sanded back
down, the bridging would be sanded away and the depressions would reap-
pear. A spray technique that does work satisfactorily is to spray a Yfil:Y light
coat and allow it to set up a bit. Follow with another very light coat. These
coats should be so light that it requires about four passes to get a solid color
change. Then allow that to cure. This process helps allow the filling primer
to get into the depressions and exclude the air that must be displaced without
causing any bubbling on the surface. If you see any bubbles occurring, it is
because the primer is displacing small amounts of trapped air which causes a
bubble in the too thick application of primer.

D2. After the primer cures, use either a machine sander or sand by hand. Start
with 120 grit and progress up to 150 grit for this sanding. (If you are careful,
you can speed the process by starting with 80 grit, but don't sand with that
course of a paper too long or you'll not have anything left to sand with the
finer grits.) This sanding will go quite quickly since you are not doing any
contour work, just knocking down the primer. We generally will sand an
entire wing surface down in about 30-40 minutes. An air driven 8" dual action
sander (DA), and the air file (long board 3"x14"), will work the best. The 6"
orbital sanders will take much more time and leave hard to fill sanding
marks. The 8" DA will require a 2 hp compressor, which it will work pretty
hard, and it usually can just keep up with the air demand. Keep the sander
moving and use a similar diagonal motion so that no grooves or waves result.

~JCA/A IV If~ 3 - 19 I ch;;~;~ & E~~ c;~::~~rized)

Luncuir Inlllrnutionul lnc., Represcmtad by Nuieo Aviation Inc., Copyright 1994, Redmond, OR 97756
 D3. You should sand this application down until you just begin to see the prepreg
starting to show through.

NOTE: It is very important to keep the primer applications THIN.

Excess amounts of primer could easily increase the weight of your air-
craft by as much as 30 lbs. Also, remember that the goal should be to
achieve a finish on the bottom surfaces that is conducive for good aerody-
namics only.

D4. With that first application ofpri.mer sanded down, go over the surfaces and
look for imperfections. Use a spot light at a low angle to the surfaces in a
dark room to quickly point out any imperfections. You should use compressed
air to blow off the sm-faces first. Wiping them will leave sanding material
down in any imperfections that may exist, and you'll miss seeing them.

D5. Spray a second coat of primer. This coat can be a thinner application. After
curing, sand it down with 220 grit. You can either wet or dry sand. If you wet
sand, the sandpaper will not tend to clog up (use 3M wet I dry - black sandpa-
per). However, with wet sanding, you should allow at least one to two weeks
for the sm-faces to fully dry before painting. If you dry sand, use the alumi-
num oxide sandpaper (light grayish color).

DG. If you are intending to use a urethane type of paint, then generally a 220 grit
finish is acceptable as a paint base. If you choose an acrylic I enamel type of
paint, you should go to a 360 grit finish since it will show the scratches more
readily than a urethane.

D7. The second coating of primer should also be sanded down quite thoroughly. If
the prepreg begins to show through, touch-up with a spray of primer and
lightly resand. This will assure the thinnest possible primer coat, yet allow
full coverage.

DS. If you have some (few) imperfections located after everything else is readied
for paint, limited use of a lacquer spotting putty is acceptable. This should be
used sparingly. It is packaged in a tube and will set up in about 20 minutes.
Use a small squeegee to apply it, then spot sand with 220 grit. Make sure
that it is feathered out nicely or else an edge will result and show through in
the paint. The two part spot putties, or glazing compounds, are much better
though and will set up equally fast.

~C2""~=~='.;iiiil:;:::~~;="~...a.:::1l,.':::.1..:;:::e-.,,;:Al.:,;fl_::::___:IV~~--_Jll33_;; l1--'--Ch_~-"~-te'-~-~-3-&_E__,_~_nE_~--(P_o1_~~-1s_s~-:-sr_i_ze_d_)--1+;;*+l
Lnn~nir lnternnlionnl Inc., IWprcsenled by Neico Aviation Inc., Copyright 1994, Redmond, OR 97756
E. Painting

This is not intended to be a painting instruction, we will only touch on a

couple of basics. You should consult local sources or available technique books
for tips on painting.

El. Generally, the urethane paints are preferred. That is because they will allow
the greatest amount of flex without cracking or chipping. You will generally
use less spraying volume with these, but they are heavier with less evapora-
tive solvents. So, the weights come out about the same in the end. Imron is
the most readily identified name brand but there are several excellent brands
available such as, Sterling and Ditzler.

Another acceptable type is the acrylic I enamels. These, when used with the
catalyzed hardeners, produce an excellent finish. One such paint type is
DuPont's Centari. Often, the acrylic I enamels are easier to touch up and
blend in with the existing paint finish. The urethanes often do not blend very
well together when making any spot repairs. On aluminum (rivet-bucket)
aircraft, that problem is more easily dealt with since you can mask off indi-
vidual panels. But, with our composite airframes, there are no "panels" since
all parts are blended into one another. Thus, there is simply no convenient
place to stop a spot repair short of an entire wing surface or fuselage.

E2. A word of caution, when preparing to paint, be sure to read the safety instruc-
tions and follow them carefully. The fumes from these paints can cause seri-
ous harm or death.

Lunrnir Internnlionnl Inc., Represented by Nd co Aviulion Inc., Copyright 1994, Ill!dmond, OH 97756
F. Paint Preparation

Fl. It is recommended that the airframe be disassembled as much as possible for

painting. This will make for more pieces but a better paint job when it's all
put back together.

F2. Remove the control surfaces, gear doors, wings, door and cowling. Mask off all
appropriate areas. Tape off the gear wells and wrap plastic bags around the
wheels. If you roll the plane up onto some stands, the lower surfaces of the
fuselage will be easier to spray but be sure that you can still reach the top or
have a stool available.

F3. Blow off everything with compressed air and be extra careful to blow off areas
that are near any possible spray gun blast. Even if some areas are not des-
tined for paint, such as, the gear wells, back by the flap attach locations along
the aft spar webs, etc. Sometimes these areas can have big cakes of dried
sanding residue that is just waiting to be launched into the air when your
spray gun hits it. And that can make a huge mess on a nice clean, wet paint
surface. Also, check the hose, near the area of the spray gun, since it will
likely be suspended over some wet paint as you make your spray passes.

F4. Wings, control surfaces, etc. can be hung on wires or clamped up to malrn-shift
fixtures. Again, be sure these fixtures are also dirt free. Use recommended
surface cleaner (prep-sol, etc.) and tack rags to remove any contaminants.

F5. It's not easy to paint all surfaces at the same time but it is recommended to at
least mix all the paint cans so that the color is guaranteed to be identical from
one gallon can to another.

Generally, three gallons of top coat paint (plus its recommended thinner and
catalyst, etc.) is sufficient. So, mix the two gallon cans together by pouring
them into a bucket, mix them and then pour them back into their own gallon
cans again. Even though the colors are supposed to be the same, they often
have slightly different hues from one can to another. Whites are particularly
susceptible to this problem.

Lancair International Inc., Rcprei;entcd by NekoAvialion Inc., Copyright 1994, Redmond, OR 97756
G. Base Colors

G 1. Keep your color choices to LIGHT pastels ONLY. Yes, you've seen other
darker colors on aircraft and one of our company planes has had a darker
color but that was for a testing program and IS ABSOLUTELY NOT REC-
OMMENDED. In fact by policy, we prohibit dark base colors on all
Lancairs.

Yes, our Lancair materials are better suited to higher thermal tolerances but
as with all composites with any type of resin system, strength will drop as
temperature rises.

The biggest difference with Lancair materials involves the core materials.
Our high temperature cores will not sustain any permanent damages from
elevated temperatures, but the co=on low temp cores would. Our materials
will tolerate elevated temperatures without any permanent damages, but, as
with all resin systems, a temporary strength drop will result as temperatures
rise. This temporary drop reduces the effective safety margins until the com-
posite cools.

When it cools, all strength will return. But, due to this temporary, potentially
in-flight drop in margins, we only recoIIlIIlend light pastels for a base color.
We cannot stress the importance of this enough. Keep your colors LIGHT and
let us do the testing.

However, with your Lancair, you can enjoy a much wider color choice than
any other kit plane on the market, since all the vinylester I low temp foam
kits should ONLY be painted white. Any other color choices (even light pas-
tels) could run their expected surface temperatures too high, thus causing
permanent structural damages. This will never happen with your Lancair
and it is just one of the many reasons why we have chosen these superior,
high temperature advanced composites for the Lancair. That is also one of the
key reasons why virtually all of the coIIlIIlercial composite industry uses
ONLY high temperature epoxy based composites for airframe applications.

Lancair lnlernntionul Inc., Rcprc~enlcd by Ncico Aviation Inc., Copyrighl 1994, Redmond, OR 97756
H. Trim Colors

Hl. There really is no problem with any of the trim colors provided you keep them
down in size. It is recommended that you not paint any trim on the fwd 50%
of chord along the wing. This is because the resultant paint edge, even
though it might only be .010" thick, could trip the laminar flow and cause
added drag. Fwd I aft orientated wing tip striping is however acceptable.

H2. Generally, the trim is painted onto the airframe after the base coat has been
applied. Usually, the more simple the trim design, the better it looks. De-
signs that have a lot of vertical direction changes within them generally tend
to break up the smooth flowing lines of the Lancair and detract from it in the
process.

H3. It is highly recommended that you use the 3M type "fine line tape" for mask-
ing the paint areas. This should be used for the base coat colors as well, such
as around the canopy and windows, etc.

This fine line tape is usually found to be slightly greenish I gray in color and of
a mylar type material. It is much thinner than the masking tapes and pro-
duces a very nice, crisp line.

WARNING: When you are finished with the painting, etc., be sure to
check your pitot and static ports, especially the static. Verify that it is
still clear and functioning, as primer and paint could plug it up. Also,
check the balance of the rudder and aeilerons to make sure they are
perfectly balanced.

Lnncnir International Inc., llilpreijenled by NcicoAvinlion Inc., Copyright 19!14,Redmond, OR 97756

I. Interiors

Il. The interiors of the aircraft are generally painted and upholstered. The point
here is to stress the importance of covering ALL exposed surfaces of fiberglass
with either paint, upholstery or both. The fiberglass must be shielded from
ultra violet rays to insure longevity of the structure.

12. In the baggage compartment, the side walls can be either upholstered or
painted. Paint is cheaper and lighter but will allow for more noise to bounce
around in the cabin during flight, upholstery looks better but it's heavier, and
more costly.

13. Once again, it is recommended that these interior colors be kept to light pas-
tels as well. Also, on a hot day, you will definitely appreciate a light colored
interior. However, the instrument panel should be painted with a dark, flat
color. The windsheild will have the ability to reflect the instrument panel and
a glossy finish panel will really distract from good visibility.

Luncair Inlernationul Im:., Represented by Neko Aviation Inc., Copyright 1994, Redmond, OR 97756
J. Upholstery

Jl. A nice upholstery need not be elaborate to look good. What is most important
is that you use materials that are suitable for an aircraft interior. The impor-
tant issues are fire resistance, how much toxic smoke is given off, and weight.
Interiors can become very heavy if you are not careful in your upholstery
selections. Carpeting can be particularly heavy but luckily, there is not much
in the way of square feet of carpeting reqmred. Seat cushions can range from
1 lb. to over 5 lbs. depending on type of foam cushioning and type of fabric
chosen so think "weight" when selecting upholstery.

J2. Rear seat cushions and seat back should be removable. The seat back panels
can simply lay against the seat back bulkhead and attach with velcro. If you
run the side panels fwd under the instrument panel, the look will be better.
Also a small side close out panel on each side of the nose gear tunnel that
extends back and attaches to the sides of the instrument panel make for a
nice finished look.

Lantnir lnlurn11lionnl Inc., Represented by Neica Avinlion Inc., Copyright 1991\, Redmond, OR 97756
4. WEIGHT AND BALANCE
~
THE FAA REGULATIONS REQUIRE THAT A CURRENT AIRCRAFT WEIGHT
AND BALANCE SHEET BE CARRIED INT HE AIRCRAFT AT ALLTIMESl

Chapter 33 I REV. 0/1-18-95 'la<

ODDS & ENDS (Pressurized) )U<.
Laneair International Inc., ReprcliCnled by Neico Aviation Inc., Copyright 1994, RL'<imond, OR 97766
 WEIGHTANDBALANCE ~
WORK SHEET

''N'' Number- - - - - - - - CG Range: (8 Inches)

Builder FS 86.5 to FS 94.5

A B C D E Sta.
Wt. (lbs.) Tare Wt. Net Wt. Mom.Arm Mom. Wt.
Nose Gear - - - -
Rt.Main
Lt. Main
EMPTY CG
(with oil) EiC =A/C Station
C D E Sta.
Net Wt. Mom. Arm Mo m. Wt.
Aircraft
Pilot Only
Max. Fwd. CG
Condition - - - -
EiC =A/C Station
Aircraft
Copilot
Pass. 3
Wing Tanks
Full
Luggage
Max aft CG
Condition
EiC =A/C Station
Aircraft
Copilot
Pass. 3
Fuel (Wings) _ __
Luggage
Sample
Condition
EiC =A/C Station
Chapter 33 I REV. 0/1-18-95 >n<
ODDS & ENDS (Pressurized) )0(
Lanenir Intcrnulionul Inc., Represented by Ncic11 Aviution Inc., Copyright 1994, Redmond, OR 97756
 9
L-c:::::::::=:~=======i.ti~ a1c=:==:::::::=:::r==:::::::==:==::::i--'
Left and right wing panels are removeable.
Fuelage remains completely on the gear.

c . .~
i
7611 diameter
propeller
26'' prop. clearance

_ _ __,,,..-,
'f
Lnncai::.' Internnlfonal Inc,, Represented by Ncico Aviation Inc., Copyright 1994, Redmond, OR 97756
 ~

WEIGHTANDBALANCE
LANCAIR IV SAMPLE LOADING
LE @BL 25.5 = FS B2.25
MAC = 40", LE @ FS 83.5

WEIGHT STATION MIW FSLOCATION %MAC

Mains 1456 107.25 156156

Nose Gear 620 33.75 20925

Main gear
up position (@69 lb.) 16" shift aft 0 1088 Gear up ref.

Empty Wt. 2076 177780 85.6 5.340

SAMPLE LOADING WEIGHT STATION MIW FSLOCATION %MAC

.
.. ... I

Pilot 170 98 16660 86.6 7.679

Copilot 170 98 16660 87.4 9.690

Fuel (70 gallons) 411 94.8 38962.8 88.5 12.388

Pass. 3 170 129 21930 90.8 18.138

Pass.4 170 129 21930 92.8 23.270

Baggage 70 140 9800 93.8 25.821

TOTAL WT. 3237

NOTE: This example shows the over gross ta keoff by 37 lba. Fuel or baggage
could be reduced to eliminate the problem

Chapter33 IREv. 0/1-18-95 xX

ODDS & ENDS (Pressurized) )0(
Lnneair Internnt.ionnl Inc., Represented by Neico Avinlion Inc., Copyright 199'1, Redmond, OR 97756
 WEIGHT AND BALANCE SHEET
LancairIV
,
I

CG: FS 86.5-94.5
8.0% - 27.5% MAC

NNumber:

Owned By:

Weight Mom. Arm Mom. Wt. Station

(lbs.)
Nose Gear
Main Gear
Empty CG
I
Aircraft .

Pilot
Min. Fuel
(10 gallons)
+
Copilot
Full Fuel
(75 gallons)
+
Pass. 3
Pass. 4
+
Baggage

Chapter 33 R3'1- 0/1-18-95

ODDS & ENDS (iPT:e:isurbed)
Lnn.~'lir L:larn11.t.::~ ...;il :nc., Rcprusenti!d by Ncko Aviation Inc., Copyright 1994,Rcdmond, OR 97756