First run in 1995, the Lange EA 42 is an electrical aero engine designed for self launching gliders. It is produced in Germany by Lange Aviation for their Antares 20E glider. Contents
The EA 42 combines an EM 42 brushless 42 kW electric external rotor motor with a related engine control system and power electronics. The motor drives a two-bladed composite fixed pitch propeller with a diameter of 2 m (7 ft). It is powered by a battery pack.
Applications: Lange Antares 20E Lange Antares 23E Schempp-Hirth Arcus E
Specifications: Power 38.5 kW
EM42 electrical engine Diameter 25 cm (10 in) Length 27.2 cm (11 in) Mass 29.12 kg (64 lb)
LE 42 power electronics Length 42.2 cm (17 in) Width 16.9 cm (7 in) Height 20.8 cm (8 in) Mass 9.58 kg (21 lb)
The Skylark lightweight ultralight was deve¬loped by Ron Lang of Skylark engine fame. The double surface wings have leading and trailing edge spars made of aluminium tube which have compression struts diagonally braced with cables and formed tube ribs are riveted to the spars.
Engine: Skylark 28 hp. Prop: 121 cm x 66 cm pitch. Wing span: 8.5 m. Econ cruise speed: 35-40 kts. Stall: 22 kts. Construction time: 30 hrs.
The Micro Trike 250/ Medium Striker and Micro Trike 330/ Medium Striker are single seat single engined flex wing aircraft with weight shift control. Rogallo wing with keel pocket. Pilot suspended below wing in trike unit, using bar to control pitch and yaw/roll by altering relative positions of trike unit and wing. Wing braced from above by kingpost and cables, from below by cables; bowsprit construction with >70% double-¬surface; pre formed ribs. Undercarriage has three wheels in tricycle formation; no suspen¬sion on any wheels. Push right go left nose¬wheel steering independent from yaw control. No brakes. Aluminium tube trike unit, with optional pod. Engine mounted below wing driving pusher propeller. Aluminium tubing to British HT3OTF specification, drawn seamless, bright anodized. Plates and brackets black anodized. Wheels run on needle roller bearings. The Micro Trike 250 is a conventional design, combining mono pole construction, a col¬lapsible seat frame for easy stowage and Robin EC25PS engine. As is usual with the 250 cc Robin, a recoil start is fitted, arranged in this case so that the pilot can restart in flight. The throttle is foot operated and there is also a hand set cruise control. The white rubbers on the pedals are a recognition point on all Lancashire Micro¬lights machines. Although the company can supply a wing from virtually any British manufacturer, it recommends the Flexiform Sky Sails Medium Striker for its single seat machines; the Medium Striker is a fast wing and is well liked because the absence of a cross tube makes is very quick to rig. Options on the Micro Trike 250 include a glass fibre pod with instrument panel, and a full range of instruments. The aircraft is available in kit form or ready to fly. The Micro Trike 330 is identical in all respects to the 250 model, except that its power plant uses a Robin EC34PM engine. Lancashire Microlight finds that most buyers now prefer the twin cylinder machine, and is concentrating future single¬seat development work on this model. By far the most important development in the pipeline is a suspension system. To special order the 330 cc machine can be supplied as a tandem two seater (only the seat is changed), but the company. normally recommends the Micro Trike 440 for customers wanting two seats, feeling that the extra power gives a useful safety margin. Options and standard wing fitment are as for the Micro Trike 250. The Micro Trike 250/Medium Striker differs in being a tandem two seat; wing 65% double-¬surface; nosewheel brake. Although it can be sup¬plied to special order as a single seat trike unit, the Micro Trike 440 is really intended as a two scat trainer or tourer, in which form it is normally mated to the Flexiform Sky Sails Dual Striker wing. Apart from the obvious change to the seating arrangements, the Micro Trike 440 follows closely the design of the smaller¬engined machines and offers the same op¬tions. The suspension system being de¬veloped for the 330 will also be fitted to this aircraft. Unlike the single seaters, however, a nosewheel brake is fitted.
Micro Trike 250/ Medium Striker Engine: Robin EC25PS, 22 hp at 6500 rpm. Propeller diameter and pitch 54 x 27 inch, 1.37 x 0.69 m. V belt reduction, ratio 2.5/1. Max static thrust 140 lb, 64 kg. Power per unit area 0.11 hp/sq.ft, 1.2 hp/sq.m. Fuel capacity 2.4 US gal, 2.0 Imp gal, 9.1 litre. Length overall 13.8 ft, 4.19 m. Height overall 9.8ft, 3.00m. Wing span 33.0ft, 10.06m. Mean chord 6.1ft, 1.85m. Dihedral 0.5 deg. Sweepback 15 deg Keel pocket depth 1.2ft, 0.37 m. Total wing area 200 sq.ft, 18.6 sq.m. Keel pocket area 3.5 sq.ft 0.33sq.m. Wing aspect ratio 5.4/1. Nosewheel diameter overall 14 inch, 36 cm. Main wheels diameter overall 14 inch, 36 cm. Empty weight 175 lb, 79kg. Max take off weight 359 lb, 163kg. Payload 184 lb, 83kg. Max wing loading 1.80 lb/sq.ft, 8.8 kg/sq.m. Max pow¬er loading 16.3 lb/hp, 7.4 kg/hp. Load factors +4.5, 2.0 design. Max level speed 40 mph, 64 kph. Never exceed speed 55 mph, 88kph. Max cruising speed 35mph, 56kph. Economic cruising speed 35 mph, 56 kph. Stalling speed 22 mph, 35 kph. Max climb rate at sea level 500 ft/min, 2.5 m/s. Min sink rate 350 ft/min at 27 mph, 1.8 m/s at 43 kph. Best glide ratio with power off 8/1 at 27 mph, 43 kph. Take off distance 85 ft, 25 m. Landing distance 120ft, 35 m. Service ceiling 6000ft, 1830 m. Range at average cruising speed 90 mile, 145 km.
Micro Trike 330 / Medium Striker Engine: Robin EC34PM, 32 hp at 6500 rpm. Propeller diameter and pitch 54 x 30 inch, 1.37 x 0.76 m. Toothed belt reduction, ratio 2.5/1. Max static thrust 210 lb, 95kg. Power per unit area 0.16hp/sq.ft, 1.7 hp/sq.m. Fuel capacity 4.8 US gal, 4.0 Imp gal, 18.2 litre. Length overall 13.8 ft, 4.19 m. Height overall 9.8ft, 3.00m. Wing span 33.0ft, 10.06m. Mean chord 6.1ft, 1.85m. Dihedral 0.5deg. Sweepback 15deg. Keel pocket depth 1.2ft, 0.37 m. Total wing area 200 sq.ft, 18.6 sq.m. Keel pocket area 3.5 sq.ft 0.33sq.m. Wing aspect ratio 5.4/1. Nosewheel diameter overall 14 inch, 36 cm. Main wheels diameter overall 14 inch, 36 cm. Empty weight 195 lb, 88 kg. Max take off weight 437 lb, 198kg. Payload 242 lb, 110kg. Max wing loading 2.19 lb/sq.ft, 10.6 kg/sq.m. Max power loading 13.7 lb/hp, 6.2kg/hp. Load factors +4.5, 2.0 design. Max level speed 45 mph, 72 kph. Never exceed speed 55 mph, 88kph. Max cruising speed 45mph, 72kph. Economic cruising speed 45mph, 72kph. Stalling speed 25 mph, 40 kph. Max climb rate at sea level 1000 ft/min, 5.1 m/s. Min sink rate 350 ft/min at 27 mph, 1.8 m/s at 43 kph. Best glide ratio with power off 8/1 at 27 mph, 43 kph. Take off distance 70 ft, 20 m. Landing distance 120 ft, 35 m. Range at average cruising speed 54 mile, 87 km.
Micro Trike 440/Dual Striker Engine: Robin EC44, 50 hp at 7000 rpm. Propeller diameter and pitch 62 x 27 inch, 1.57 x 0.69 m. Toothed belt reduction, ratio 2.5/1. Max static thrust 300 lb, 136 kg. Power per unit area 0.20hp/sq.ft, 2.2hp/sq.m. Fuel capacity 4.8 US gal, 4.0 Imp gal, 18.2 litre. Length overall 14.0 ft, 4.27 m. Height overall 10.1ft, 3.08m. Wing span 38.0ft, 11.58m. Chord at root 9.0ft, 2.74m. Chord at tip 3.5ft, 1.07m. Dihedral 2deg. Sweepback 15 deg. Keel pocket depth 1.2ft, 0.37m. Total wing area 250 sq.ft / 23.2sq.m. Keel pocket area 3.5 sq.ft, 0.33 sq.m. Wing aspect ratio 6.0/1. Nosewheel diameter overall 16 inch, 40 cm. Main wheels diameter overall 16 inch, 40cm. Empty weight 243 lb, 110kg. Max take off weight 639 lb, 290kg. Payload 396 lb, 180kg. Max wing loading 2.56 lb/sq.ft, 12.5 kg/sq.m. Max power loading 12.8 lb/hp, 5.6kg/hp. Load factors +4.5, 2.0 design. Max level speed 45 mph, 72 kph. Never exceed speed 55 mph, 88 kph. Max cruising speed 45 mph, 72 kph. Economic cruising speed 40mph, 64kph. Stalling speed 25 mph, 40 kph. Max climb rate at sea level 650 ft/min, 3.3 m/s. Min sink rate 350 ft/min at 27 mph, 1.8 m/s at 43 kph. Best glide ratio with power off 8/1 at 27 mph, 43 kph. Take off distance 130 ft, 40 m. Land¬ing distance 200 ft, 60 m (without brakes). Range at average cruising speed 90 mile, 145 km.
Only the top segment of the Lancair IV fuselage was modified for the Sentry, as well as portions of the vertical tail. Not only does this Lancair kit yield higher speeds similar to the IV-P Propjet model, it also offers increased yaw stability and excellent visibility out of a newly designed rear hinge canopy.
The Lancair Sentry kit was priced at $119,900, and included the converted fuselage top half, the modified turbine firewall, turbine engine mount, fuel tank extension, and carbon fiber cowling.
The concept plane, the Lancair Sentry is an adaptation of the highly successful Lancair IV aircraft. The Lancair IV was developed in 1990 and thus has sold over 500 kits.
The design of the Lancair Sentry was to provide a two-place tandem configuration for centerline seating; revised control systems to accommodate the tandem configuration; improved pilot / co-pilot visibility from military style, full bubble canopy; all graphite carbon fiber airframe; engineered for a 400 lb increase in gross weight; andengineered for turbine power and air conditioning.
Engine: Walter 601D, 708 hp @ sea level Propeller: 3 Blade, Constant Speed Length: 26 Ft. Wingspan: 30.2 Ft. Wing Area: 98 Sq Ft. Wing Loading: 36 Lbs/sq Ft. Aspect Ratio: 9:1 G Loading: +4.4 -2.2 Gs normal Empty Weight: 2200 Lbs. Gross Weight: 3550 Lbs Fuel Capacity: 125 USGal. Useful Load: 1350 Lbs. Baggage Capacity: 150 Lbs. Cabin Width: 46 in (front), 43 in (rear) Cabin Height: 48 in. Seats: 2 (tandem) Cruise: (typical) 380 Mph @ 26,000′ Stall Speed: (dirty) 74 Mph Takeoff Distance: 1500 Ft. Landing Roll: 1700 Ft. Fuel Consumption: 33 USGph (.67 Sfc) Maximum Range: 1150 Sm (with Reserves) Rate Of Climb: 4000 Fpm
Lance Neibauer called Martin Hollman one day and said, lets design an all fiberglass airplane with fixed gears. We will use the Stallion size wing and tail and the LIV fuselage and we will have it flying by Oshkosh this year. High Tech went on overtime building molds and Martin designed the new aircraft called the Lancair ES. It was designed, built and test flown in 63 days. Lance had the help of 38 people who came to bend, or to build it at their expense. They wanted to learn how to build fiberglass airplanes. This aircraft has the same body shape as the Lancair IV, but with a longer wingspan and a fixed, tricycle undercarriage. These all-composite, four-seat, fixed gear models offer roomy interiors. The ES and Super ES four-place aircraft have high climb rate, long endurance, slow landing speed, and can haul a load at 200-225 mph. Based on analysis and testing, the custom airfoil sections used in the Lancair IV was suited to the ES models. This wing structure features a high laminar flow design which enhances cruise speed, control and lift. With preferred cruising of 7,000 to 12,000 feet, an aspect ratio of 8.4:1 was selected. Large, easy-to-operate, full slotted electrical flaps make the transition from high cruise speed to low pattern speed easy. The nearly 19 feet of effective flap span, combined with the high-lift, slotted flap design gives a low stall speed of 65mph. Detachable wing panels remove the wings while the aircraft remains on its landing gear. The ES interior is 46 inches across and 48 inches in height, with large windows and the wrap-around windshield. An inflatable door seal keeps the cabin shielded from whistling wind and engine noise. Also, a custom sound-proofing package, developed exclusively for Lancairs, is available to make the cabin even quieter. The ES can cruise at 225 mph in the Super ES which features a 310-hp Continental IO-550 engine. The ES can easily reach 200 mph with its 210-hp Continental IO-360 engine. Our climb rate is up to 2000 fpm and takeoff distance 600 ft. The Fastbuild door option offers a completely finished door with all hinges, latches, gas strut, pneumatic door seal, lock and window installed. This option saves our builders over 200 hours. With the Super ES at 55% power, fuel consumption is approximately 11 gph, which equates to 6 hours of flight with an hour reserve at 170 mph, and in excess of 1,000 miles – with a maximum range of 1,450. Fuel is carried in tanks, on the left and right, integrated within the wing bays. A standard supply of 95 gallons is offered. As a safety feature, each tank incorporates a “slosh bay” to prevent unporting of the fuel pickup during uncoordinated maneuvers. The fuel valve also returns vapor to the same fuel tank that is in use.
The main gear legs are tubular 4340 steel, gun-drilled, honed, tapered, heat-treated and plated for rust protection. The Cleveland 600 x 6 wheels come standard with heavy-duty breaks. The nose gear features a custom-built premium air/oleo strut for maximum dampening. The differential braking system allows for tight turns and the rudder provides ground steering at speeds as low as 20 mph.
The airframe components are cured under vacuum pressure at 270&Mac176;F. A full flutter test program is conducted on all aircraft components. A complete static load testing program is conducted for the wing and other specific load bearing areas.
Lancair airframe system components are pre-built, ready for assembly. There’s no welding, no machining, no contour forming. The Fastbuild kits include premolded surfaces using high-temperature epoxy-based prepregs. Most of the major assemblies come complete, including the wing with ribs, spar and hardpoints for control surfaces installed. The main gear is attached to the fuselage and the firewall and engine mount are installed with the nose gear attached. Plus, the tail surfaces come with equal amounts of completion, even the rudder hardware is installed.
With the Fastbuild “A” kit option, virtually all of the inner wing and horizontal tail structure is installed. With the Fastbuild “B” kit option, major fuselage subassemblies are preinstalled, including firewall, engine mount supports, bulkheads, landing gear and tail alignment saddles.
The aircraft is developed around an engine of choice. For the Lancair Super ES that engine is the Continental IO-550. This normally aspirated engine develops 310 hp at sea level. As an option, Lancair also support Continental IO-360ES installations. This is a 210 hp engine that will burn an average of 9.5 gph, giving you a range well over 1800 sm with the additional fuel option.
Lancair will fastbuild the engine by installing an engine to the mount and adding all baffling, fittings, lines, etc. to completely plumb the engine. They can also install all the firewall-mounted items needed onto the firewall before the fuselage kit leaves the facility. With these two options, the engine can installed in less than a day.
Lancair created a whole new company that is dedicated solely to the avionic systems of Lancair. Customers receive very competitive prices on virtually all avionics and cockpit systems. The modular Lancair instrument panel is custom painted to your specifications, complete with professional labeling, and each panel is bench tested and “burned in” for a minimum of thirty hours to ensure a fast, trouble-free installation.
In 1991 in the Philippines, Pacific Aeronautical, the new name of ACT relocated to Cebu City and started producing airframes for Lancair 320 and Lancair IV, the new higher-powered, four-seat version. Also in 1991, the PADC started assembling Lancair IVs and Lancair ESs ordered by the Philippine National Police (PNP).
The Lancair ES-P four-place fixed gear aircraft can cruise at speeds of up to 293 miles per hour at 24,000 feet with its all-carbon fiber pressurized cabin.
The 1998 Columbia 300 (ATC LC40-550FG) is a factory-built ship based on Super ES design; fixed tri-gear, four place and 300hp Continental IO-550N engine. Eleven had been built by early 2001. One to NASA in Jan 2001 for use as a testbed in evaluating technologies developed in Advanced General Aviation Transport Experiments (AGATE) and Small Aircraft Transportation System (SATS) programs.
The ES was later certified and called the Columbia and then Cessna 400. The ES kit price was $33,900 (1991), and $39,900-42,900 (1998). The Cessna 400 was derived from the normally aspirated Columbia 300, which in turn was derived from the Lancair ES kit aircraft. The Cessna 400 was originally built by Columbia Aircraft as the Columbia 400.
Cessna 350
The 400 is powered by a turbocharged Continental TSIO-550-C engine producing 310 horsepower (230 kW) at 2600 rpm. The 400 features a Garmin G1000 glass cockpit that was later incorporated into the 300 to create the Cessna 350.
Columbia 400’s Continental TSIO-550-C engine installation
The 400’s Continental TSIO-550-C engine is capable of being operated lean of peak. Measured in flight at 11,000 feet (3355 m), 50 F° (28 C°) rich of peak turbine inlet temperature, maximum cruise yielded 199 knots (369 km/h) true air speed and 24.7 US gallons (93 L) per hour fuel flow. At the same operating parameters and 50–75 °F lean of peak the 400 was measured at 189 knots (350 km/h) TAS and 17.8 US gal (67 L)/hr (106.8 lb/hr, 67.6 l/hr).
The Columbia 400 was marketed with an optional ice protection system, known as E-Vade that was not certified for flight into known icing. The system consists of heat-conducting graphite foil panels on the wing and tail leading edges. These panel areas are heated by 70 volt 100 amp electrical power delivered from a dedicated alternator. The system is controlled by a single switch.
The 400 features optional speedbrakes mounted on the wing’s top surfaces.
The 400 nosewheel is not directly steerable; directional control while taxiing is accomplished using differential braking on the mainwheels.
Initially sold simply as the Cessna 400, the aircraft was given the marketing name Corvalis TT for twin turbocharged by Cessna on 14 January 2009. The name is a derivation of the town of Corvallis, Oregon which is west of the Bend, Oregon location of the Cessna plant that built the aircraft, prior to closing the plant and relocating production to Independence, Kansas in 2009.
In 2008 Cessna’s new low wing, high performance, composite aircraft sold for around US$620,000. The 1991 ES (TC LC20) was available as the Super ES with IO-550G engine.
In April 2009 Cessna announced that it would close the Bend, Oregon factory where the Cessna 400 was produced and move production to Independence, Kansas, with the composite construction moved to Mexico. The production line was restarted in October, 2009 in the Cessna Independence paint facility, at a rate of one aircraft per six months initially. This was to allow the new workers, plus the 30 employees transferred from Bend, to gain experience and also allow Cessna the opportunity to retail its unsold inventory of Cessna 350s and 400s. At that time the company anticipated moving the 350/400 production to a permanent facility by the end of 2009.
Cessna 400
In December 2010 a Cessna 400 that was being test flown by an FAA test pilot at the factory developed a fuel leak, the cause of which was determined to be that the aircraft had “suffered a significant structural failure in the wing during a production acceptance flight test. The wing skin disbonded from the upper forward wing spar. The length of the disbond was approximately 7 feet.” As a result, the FAA issued an Emergency Airworthiness Directive affecting seven Cessna 400s and one 350, all on the production line. The AD did not affect any customer aircraft in service, but did delay deliveries. In September 2011 the Federal Aviation Administration proposed a US$2.4M fine against the company for its failure to follow quality assurance requirements while producing fiberglass components at its plant in Chihuahua, Mexico. Excess humidity meant that the parts did not cure correctly and quality assurance did not detect the problems. The FAA also discovered 82 other aircraft parts that had been incorrectly made and not detected by the company’s quality assurance.
The aircraft was originally certified by the Federal Aviation Administration under FAR 23, on April 8, 2004 as the Model LC41-550FG (for Lancair Certified, Model 41, Continental 550 engine, Fixed Gear) and marketed under the designation Columbia 400. EASA certification was added in February 2009.
The Cessna 400 is certified in the Utility Category, with a positive limit maneuvering load factor of 4.4, whereas most comparable aircraft (such as the Cessna 182 and Cirrus SR22) were certified in the Normal Category with a load factor of 3.8.
The 400 has a certified airframe maximum life of 25,200 flight hours.
The 2009 Cessna 400 Corvalis TT new price was US$635,000. From 2013, the aircraft was built as the Cessna TTx Model T240.
Cessna TTx
On 29 March 2011 Cessna unveiled several improvements to the Cessna 400 at Sun ‘n Fun, designating the new variant the TTx. The aircraft has not been selling well since the late-2000s recession started, with 110 delivered in 2008, the first year Cessna produced the model, 41 in 2009 and just seven sold in 2010. The improved aircraft features a new glass cockpit panel, designed by Cessna and based on the Garmin G2000. Called Intrinzic, it features two 14 in (36 cm) wide high definition displays and a touchscreen controller that uses an infra-red grid to accept touch commands. The updated model also has dual Attitude and Heading Reference Systems, a GFC 700 autopilot, a Garmin GTS800 traffic avoidance system, Garmin GTX 33ES transponder with ADS-B and the Garmin Electronic Stability Protection System, which protects the aircraft from operations outside the approved flight envelope. The new TTx model has no traditional instruments and instead employs the L-3 Trilogy as a back-up. The TTx also features a built-in pulse oximeter, a new paint scheme and a new interior. By the end of Sun ‘n Fun 2011 the company indicated it had sold 16 of the new TTx model.
The design’s production came to an end in February 2018. Sales of the model had been poor, with only 23 examples sold in 2017, compared to its main competitor, the Cirrus SR22, which sold 309 models that same year. Cessna produced only 12 of the model in the fourth quarter of 2017 after selling 31 in total the year before.
Cessna 400 Corvallis TT
The 2009 Cessna 400 Corvalis TT new price was US$635,000.
Lancair ES Engine: Cont. IO-550-N, 310 hp @ 2700 rpm Propeller: 3 blade, constant speed Length: 25 ft. Wingspan: 35.5 ft. Wing Area: 140 sq. ft. Aspect Ratio: 9:1 Wing Loading: 21.4 lbs./sq. ft. G Loading: +4.4, -2.2 G’s (utility) Empty Weight: 2,000 lb Gross Weight: 3,200 lb Fuel Capacity: 95 USgal. Useful Load: 1,200 lb Baggage Capacity: 175 lb Seats: 4 Cabin Width: 46 in. (front) / 43 in. (rear) Cabin Height: 48 in. Cruise (typical): 225 mph @ 8,000 ft. Rate of Climb: 2000 fpm (solo) / 1550 fpm (gross) Stall Speed: 65 mph (dirty) Service Ceiling: 18,000 ft. Takeoff Distance: 600 ft. (gross @ sea level) Landing Roll: 800 ft. Cross Wind Landing: 21 mph component Fuel Consumption: 13.5-15 gph (typical) Maximum Range: 1350 sm (with reserves.)
Lancair ES-P Engine: Cont. TSIO-550-C, 350 hp @ 2600 rpm Propeller: 3 blade, constant speed Length: 25 ft. Wingspan: 35.5 ft. Wing Area: 140 sq. ft. Wing Loading: 25.7 lbs./sq. ft. Aspect Ratio: 9:1 G Loading: +4.4, -2.2 G’s (utility) Empty Weight: 2200 lbs. Gross Weight: 3550 lbs. Fuel Capacity: 105 gal. Useful Load: 1350 lbs. Seats: 4 Cabin Width: 46 in. (front) / 43 in. (rear) Cabin Height: 48 in. Baggage Capacity: 175 lbs. Cruise: 270 mph @ 17500; 293 mph @ 24,000 (typical) Fuel Consumption: 17.5-19 gph (typical) Maximum Range: 1350 sm (with reserves) Endurance: 6 hours Rate of Climb: 2000 fpm (solo); 1550 fpm (gross) Takeoff Distance: 600 ft. (gross @ sea level) Landing Roll: 900 ft. Cross Wind Landing: 21 mph component Stall Speed: 70 mph (dirty) Service Ceiling: 28,000 ft.
Lancair Super ES Cruise: 225 mph Stall: 65 mph Range: 1550 sm Rate of climb: 2000 fpm Takeoff dist: 600 ft Landing dist: 800 ft Engine: Continental IO-550, 310 hp HP range: 210-310 Fuel capacity: 95 USG Empty weight: 2000 lb Gross weight: 3200 lb Length: 25 ft Wing span: 35.5 ft Wing area: 140 sq.ft Seats: 4 Cockpit width: 46 in Landing gear: nose wheel
Lancair Super ES Top speed: 234 mph Cruise: 225 mph Stall: 57 mph Range: 1200 sm Rate of climb: 2000 fpm Takeoff dist: 600 ft Landing dist: 800 ft Service ceiling: 18,000 ft Engine: Continental IO-550-G, 300 hp Fuel capacity: 75 USG Empty weight: 1800 lb Gross weight: 3000 lb Height: 8 ft Length: 25 ft Wing span: 35.5 ft Wing area: 140 sq.ft Seats: 4 Landing gear: nose wheel
Lancair 1998 Columbia 300 Engine: Cont. IO-550-N1B, 310 hp TBO: 2000 hrs Propeller: Const. spd. Wingspan: 36 ft. 1 in. Overall length: 25 ft. 2 in. Height: 9 ft. Wing area: 142 sq. ft Landing gear type: Tri/Fixed Gross weight: 3400 lb Empty weight, std: 2045 lb Useful load, std: 1355 lb Fuel: 100 USgal Seating capacity: 4 Cabin width: 49 in Cabin height: 51 in Baggage capacity: 120lb Cruise speed 75% power: 191kt Cruise speed 65% power: 185 kt Max range (w/ reserve) 75% power: 915 nm Max range (w/ reserve) 65% power: 1000 nm Fuel consumption 75% power: 17 USgph Fuel consumption 65% power: 15 USgph
Columbia 350 Engine: Continental IO-550N, 310 hp@SL TBO: 2000 hr Fuel type: 100/100LL Propeller type/diameter: Hartzell 78 in. Landing gear type: Tri./Fixed Max ramp weight: 3400 lb Gross weight: 3400 lb Landing weight: 3400 lb Empty weight, std: 2300 lb Useful load, std: 100 lb Payload, full std. fuel: 512 lb Usable fuel: 98 USgals Wingspan: 35 ft. 8 in. Overall length: 25 ft. 2 in. Height: 9 ft. Wing area: 141.2 sq. ft Wing loading: 24.1 lbs./sq. ft Power loading: 11 lbs./hp Wheel size: 6.00 x 6 in Seating capacity: 4 Cabin doors: 2 Cabin width: 46 in Cabin height: 48 in Cruise speed 85% power: 191kt Max range 45%: 1300 nm Best rate of climb (SL): 1340 fpm Max operating altitude: 18,000 ft Vso: 57 kt Takeoff ground roll: 700 ft Takeoff over 50-ft. obstacle: 1250 ft Landing ground roll: 1150 ft Landing over 50-ft. obstacle: 2350 ft Stall speed (gear, flaps down): 60 kt Best rate of climb: 1340 fpm Service ceiling: 18,000 ft Takeoff ground roll: 700 ft Landing ground roll: 1500 ft New price: $378,900
Cessna 400 Corvalis TT Engine: Teledyne Continental TSIO-550-C, 310 hp@SL TBO: 2,000 hr Fuel type: 100LL Propeller type: CS Hartzell Landing gear type: Tri./Fixed Height: 9 ft (2.74 m) Length: 25 ft 4 in (7.72 m) Wingspan: 35 ft 10 in (10.91 m) Wing area: 141 sq. ft Wing loading: 25.5 lbs./sq. ft Power loading: 12.3 lbs./hp Cabin Height: 49 in (1.24 m) Cabin Width: 49 in (1.24 m) Cabin Length: 11 ft 8 in (3.54 m) Seating: 4 Cabin doors: 2 Baggage Capacity: 25 cu.ft (0.7 cu.m) Ramp Weight: 3,600 lb (1,633 kg) Takeoff Weight: 3,600 lb (1,633 kg) Landing Weight: 3,420 lb (1,551 kg) Zero Fuel Weight: 3,300 lb (1,497 kg) Usable Fuel Capacity: 612 lb (278 kg / 102 USgal) Typically-Equipped Empty Weight: 2,550 lb (1,157 kg) Useful Load: 1,050 lb (476 kg) Maximum Payload: 750 lb (340 kg) Full-Fuel Payload: 438 lb (199 kg) Vso: 59 kts Maximum Cruise Speed (75% pwr): 235 ktas (435 km/h) Fuel consumption, 75% power: 19.5 USgph Certified Ceiling: 25,000 ft (7,620 m) Takeoff Distance 50ft: 1,900 ft (579 m) Landing Distance 50 ft: 2,600 ft (792 m) Rate of Climb at Sea Level: 1,400 fpm (427 mpm) Range 45 min Res, 55% Pwr @ 25,000 ft: 1,250 nm (2,315 km) Single Pilot Certified: Yes
Columbia 400 Engine: Continental TSIO-550-N1B, 310 hp@2600@SL to 25,000 ft. TBO: 2000 hrs Fuel type: 100/100LL Propeller type/diameter: Hartzell CS / 76 Landing gear type: Tri/Fixed Max ramp weight: 3400 lb Gross weight: 3400 lb Landing weight: 3400 lb Empty weight, std: 2100 lb Useful load, std: 1300 lb Payload, full std. fuel: 700 lb Usable fuel, std: 100 USgal Oil capacity: 12 qt Wingspan: 36 ft. 1 in. Overall length: 25 ft. 2 in. Height: 9 ft. Wing area: 142 sq. ft Wing loading: 24 lbs./sq. ft Power loading: 11 lb/hp Wheel track: 9 ft. 6 in. Wheel size: 6.00 x 6 in Seating capacity: 4 Cabin doors: 2 Cabin width: 49 in Cabin height: 51 in Baggage capacity: 120 lb Cruise speed 75% power @ 18,000 ft: 230 kt Cruise speed 75% power @ 25,000 ft.: 245 kt Max range (w/ res) 75% power: 1000 nm Fuel consumption 75% power: 18 USgph Fuel consumption 65% power: 16 USgph Fuel consumption 55% power: 14 USgph Best rate of climb: 1340 fpm Service ceiling: 25,000 ft
Columbia 400 Engine: Continental TSIO-550, 310 hp@SL Fuel type: 100LL Landing gear type: Fixed/Tri. Max ramp weight: 3612 lb Gross weight: 3600 lb Landing weight: 3420 lb Empty weight, std: 2500 lb Baggage weight: 120 lb Useful load, std: 1100 lb Usable fuel: 98 USgal Wing loading: 25.5 lbs./sq. ft Cabin width: 49 in Cabin height: 49 in Cabin length: 131 in Seating capacity: 4 Max cruise speed: 235 kt Max operating maneuvering speed, 3600 lbs. gross weight: 158 kt Max flap extended speed, full flaps: 117 kt Max takeoff flap extended speed, takeoff flaps: 126 kt Max structural cruising speed: 181 kt Max range: 1300 nm Vs : 69 kt Vso : 59kt Vne : 230kt Best rate of climb (SL): 1340 fpm Takeoff ground roll: 1300 ft Takeoff over 50-ft. obstacle: 1900 ft Landing ground roll: 1250 ft Landing over 50-ft. obstacle: 2600 ft
Lancair Columbia 400 N143LC Engine: Continental TSIO-550-N, 310 hp@2600@SL to 25,000 ft. TBO: 2000 hr Fuel type: 100/100LL Propeller type/diameter: Hartzell CS/76 Landing gear type: Tri/Fixed Max ramp weight: 3612 lb Gross weight: 3600 lb Landing weight: 3400 lb Empty weight, std: 2350 lb Payload, full std. fuel: 674lb Usable fuel, std: 98 USgal Oil capacity: 8 qts Wingspan: 36 ft. Overall length: 25 ft. 6 in. Height: 9 ft. Wing area: 141.2 sq. ft Wing loading: 25.5 lbs./sq. ft Power loading: 11.6 lbs./hp Wheel base: 7 ft Wheel size: 6.00 x 6 in Seating capacity: 4 Cabin doors: 2 Cabin width: 49 in Cabin height: 51 in Baggage capacity: 120lb Cruise speed 75% power @ 18,000 ft: 230 kt Max range w/ res 75% power: 1000 nm Fuel consumption 75% power: 19 USgph Fuel consumption 65% power: 16 USgph Fuel consumption 55% power: 14 USgph Estimated endurance (65%): 5.0 hr Vso: 57 kt Best rate of climb: 1300 fpm
2009 Cessna 350 New price: $535,000 Engine: Continental IO-550N, 310 hp@SL TBO (hrs.): 2000 Fuel type: 100LL Propeller: 78-in., CS McCauley Landing gear type: Tri./Fixed Ramp Weight: 3,400 lb (1,542 kg) Takeoff Weight: 3,400 lb (1,542 kg) Landing Weight: 3,230 lb (1,465 kg) Zero Fuel Weight: 3,228 lb (1,464 kg) Typically-Equipped Empty Weight: 2,450 lb (1,111 kg) Useful Load: 950 lb (431 kg) Maximum Payload: 778 lb (353 kg) Full-Fuel Payload: 338 lb (153 kg) Useable fuel (gals.): 98 / 612 lb (278 kg) Wingspan: 35 ft. 8 in. (10.91 m) Overall length: 25 ft. 2 in. (7.67 m) Height: 9 ft (2.74 m) Wing area (sq. ft.): 141.2 Wing aspect ratio: 9.2:1 Wing loading (lbs./sq. ft.): 24 Power loading (lbs./hp.): 11 Wheel size (in.): 6.00 x 6 Seating capacity: 4 Cabin doors: 2 Cabin Height: 49 in (1.24 m) Cabin Width: 49 in (1.24 m) Cabin Length: 11 ft 8 in (3.54 m) Baggage capacity (lbs.): 120 Baggage Capacity: 25 cubic ft (0.7 cubic m) Cruise speed 81% power: 191 kts Cruise speed 55% power: 158 kts Range (nm) 81% power: 1130 Range (nm) 55% power: 1395 Best rate of climb, SL (fpm): 1225 Service ceiling (ft.): 18,000 / 5,486 m Takeoff distance (ft.): 1300 Takeoff over 50 ft. obstacle (ft.): 2300 (701 m) Landing distance (ft.): 1450 Landing over 50 ft. obstacle (ft.): 2150
Cessna TTx Engine: Continental TSIO-550-C, 310 hp Propeller: McCauley: 3-blade metal, constant speed Length: 25 ft 2 in (7.68 m) Height: 9 ft (2.74 m) Wingspan: 36 ft (10.97 m) Wing Area: 141 sq ft (13 sq m) Cabin Interior Height: 49 in (1.24 m) Cabin Interior Width: 48 in (1.22 m) Cabin Interior Length: 11 ft 8 in (3.55 m) Seating Capacity: 4 Baggage Capacity Weight: 120 lb (54 kg) Baggage Capacity Volume: 25 cu ft (0.71 cu m) Height: 9 ft (2.74 m) Maximum Ramp Weight: 3,600 lb (1,633 kg) Maximum Takeoff Weight: 3,600 lb (1,633 kg) Maximum Landing Weight: 3,420 lb (1,551 kg) Maximum Zero Fuel Weight: 3,300 lb (1,497 kg) Usable Fuel Capacity: 612 lb (278 kg) / 102 gal (386 lt) Basic Operating Weight: 2,600 lb (1,179 kg) Useful Load: 1,000 lb (454 kg) Maximum Payload: 700 lb (318 kg) Full Fuel Payload: 388 lb (176 kg) Maximum Cruise Speed: 235 ktas (435 km/h) Range: 1,250 nm (2,315 km) Takeoff Takeoff Distance: 1,900 ft (579 m) Takeoff Ground Roll: 1,280 ft (390 m) Landing Distance: 2,640 ft (805 m) Landing Ground Roll: 1,260 ft (384 m) Maximum Operating Altitude: 25,000 ft (7,620 m) Maximum Climb Rate: 1,400 fpm (427 mpm) Maximum Limit Speed: 230 kias (426 km/h) Stall Speed: 60 kcas (111 km/h)
Cessna TTx Model T240 Engine: Continental TSIO-550-C, 310 hp (231 kW) Price 2017: US$715,000
In 1988, Lance contacted Martin Hollman to help design a four place aircraft around a Contintental TSIO-550A engine which had 350 hp at 2,700 rpm. The goal was to design and produce a 345 mph, four seat, pressurized aircraft that could be easily built in one’s home shop and fly at 24,000 ft.. The Lancair IV-P maintains a 5.0 psi cabin differential. From the outset the aircraft was designed to be presssurised Aerodynamicist, Rick McWilliams designed the wing. In addition to computer analysis and static load testing, a full flutter test program was conducted. The airframe was analyzed through ground vibration testing (GVT) that determines stiffness and natural frequencies of all major components. Test pilot Dave Morss conducted all in-flight tests to again verify safe operations throughout the entire flight envelope. A complete stress/strain survey was conducted by Hartzell and MT-Propeller to ensure a perfect match to the Continental engine and airframe. In these tests, sophisticated radio transmitting equipment was attached to the engine and propeller so that actual real-time, in-flight data could be received and analyzed. With the Lancair IV and IV-P requirements for reduced weight and extreme high speeds, a small, strong and stiff wing was essential. Carbon fiber was chosen because of its strength to weight ratio, which is generally 25% lighter than E-glass as well as 2 times stiffer. Typical ply schedules for the airframe will range from three to as many as seventy plies of carbon fiber, depending on the load requirements. These carbon fibers are typically woven materials; however, spar caps, longerons, and roll over structures are fabricated with uni-directional carbon. To complete the sandwich structure, only Nomex honeycomb core materials are used. The resultant structure is comprised of several layers of woven carbon fiber, a film adhesive layer on each side of the Nomex core, and followed by closeout layers of woven carbon fiber. The wing compromises a unique blend of an inboard custom airfoil section with a NACA tip section. Also unique for such a high-speed aircraft is the high laminar flow airflow root section, which has a 17% chord thickness. This offers the added benefits of greater strength, greater stiffness and increased fuel volume.
The Lancair IV, IV-P and Propjet were designed for high altitude operations and they are in their element when cruising up in the flight levels. To achieve this high altitude performance, the wing has relatively high aspect ratio that can be further enhanced with addition of the extended winglets. The wing offers a higher wing loading but has full slotted Fowler flaps to reduce stall speed and improve slow speed handling. The Fowler flaps operate in roller tracks that are completely hidden when the flaps are retracted. When the flaps are extended, they add considerable wing area to enhance slow speed handling. Take off flaps (full aft extension and 10 degrees down) can be deployed at speeds as high as 200 mph (174 kts). This Fowler flap system is fully electro/hydraulic and is completely installed in every Fastbuild kit. A winglet option increases span and adds to roll coupling for greater stability up in the thinner air of the flight levels. Winglets are interchangeable in a matter of minutes with the standard wing tip. In addition, a speed brake option to enable quick descents without reducing power is offered. The ailerons are 15% of chord-long and thin. Fuel is carried in the “wet wings” which are integral with the structure. Typical fuel is 90 US gallons with options for adding more fuel bays in the wing and increasing volume up to approximately 110 US gallons for the reciprocating engine and 125 or 150 US gallons for the turboprop, Propjet. The Propjet wings will hold 115 US gallons and the kit includes a header tank that holds an additional 10 US gallons. There is an optional header tank that will hold 35 US gallons available. Fuel tanks are selected from the single valve that offers left, right, and off. The “IV” has a very roomy cabin area measuring 46 inches across the front seats and 43 inches in the back. Cabin height is 48 inches. Front seats have ground adjustable seat backs and large side arm rests that add to the overall comfort. The cabin door offers an inflatable seal.
On approach the one-piece, 3/8″ thick windshield provides excellent visibility. The large side windows are 3/16″ thick on standard IV’s and 1/4″ thick on the pressurized IV-P. Dual side sticks are standard.
The gear system is electro/hydraulic and includes an accumulator thereby providing a constant pressure of 1100 psi. In addition, the Fowler flap system uses the same electro/hydraulic pressure for operation. As a gear down backup, a hand pump is supplied which draws hydraulic fluid from a dedicated portion of the reservoir. All airframe kits contain this complete gear and actuation system. The main gear is made of tubular 4340 steel. The main gearbox is pre-aligned truss assembly that is already installed for you. These gear legs retract using a rack and pinion system. Large 600×6 wheels and heavy-duty brakes are standard. The nose gear is a premium air/oleo strut designed with an internal shimmy dampener and alignment system. Steering is via differential braking. The Lancair IV and IV-P, are designed around the Continental TSIO-550. With the “IV’s” performance optimized for the flight levels, this twin turbocharged, twin intercooled engine delivers 75% power up to 25,000 ft. with true airspeeds of 330 to 345 mph. An option is the IO-550 engine.
The Lancair IV was built in 1.5 years and introduced at Oshkosh in 1990. The first prototype and kits were not pressurized. On a Friday in July, 1990, Lance and Dave Morss took off for Oshkosh, flying at 19,000 feet and using oxygen, the cruise speed was 300 kts. About 25 Lancair IVs were sold that year at Oshkosh. The Lancair IV was fast and Dave Morss went on to set many records with it such as flying from Los Angeles, CA to Florida in 6 hours and 2 minutes at 24,000 ft. averaging 385 mph.
In 1998 a 350 hp Lancair IV held the San Francisco-Denver record at an average speed of 62 kph. At that time, of the 400 sold, 70 were flyng. The IV (TC LC30) kit price in 1989 was $52,400 for a non-pressurized standard-build kit, $100,800 for a pressurized fast-build kit and the IV-P pressurized version was $38,500 (1989), $76,500-80,200 (1998).
The “IV” is qualified to race in the unlimited category at the Reno National Air Races, and at Reno, the “IV” has again set lap speed records in the new Sport Class. Test pilot Dave Morss has piloted the IV at all Reno races, setting course records on more than one occasion and has set many internationally recognized world speed records.
Walter, in the Czech Republic has worked with Lancair to complete the installation of the Walter 601E engine into the Lancair IV-P airframe. Hartzell as well as Avia propeller have designed propellers for this engine installation.
For a little more power and speed, Lancair introduced the Propjet in 2000. This aircraft is designed for the Walter 601E, 750hp turboprop engine. This engine features two basic parts: the gas generator and power section. The gas generator consists of two stage axial and one stage centrifugal compressor, annular combustor and one stage axial turbine. An accessory gearbox with instruments necessary for engine operation and power control is situated on the rear part of the compressor air intake casing. An oil tank is an integral part of the accessory gearbox. The power section is mounted on the front part of the gas generator. This section consists of one stage axial turbine, exhaust system (exhaust is optional) and two stage reduction gearbox with a torquemeter and propeller shaft. The propeller governor is situated on the reduction gearbox and controls the hydraulic actuated propeller including the reverse thrust angle adjustment. The engine is equipped with a system of electronic limiters, which protects the engine against overload. The pressurization comes from a low pressure bleed air port that has been installed on the engine. This allows air into the cabin through the mixer box installed on the firewall. The pilot operated valve and mixer box control the quantity and temperature of air into the cockpit. Typical cruise with the turboprop Walter engine at 26,000 feet is 370 mph.
There are 4 approved propellers for the IV, IV-P and Propjet – the composite three or four-blade by MT-Propeller, the Avia propeller and the aluminum three blade by Hartzell. These propellers have been fully stress/strain tested in flight by the manufacturer on IV’s and are fully approved. They are all 76″ in diameter, which provides ground clearance of approximately 10 inches.
The IV-P is structurally quite different and is designed to operate with 5.0 psi cabin differential pressure. The structure again has been fully FEA analyzed and tested; ground tested to over 10 psi with no problems encountered. The pressurization system is custom developed by Dukes Inc., and it is fully automatic.
Hollmann designed a Lancair IV with a PT6A-27 gas turbine engine for Ty Ross. Ty flew his aircraft to Oshkosh but he had to make 5 landings to refuel. The LIV was designed to carry 90 gallons in the wing and with a fuel burn of over 35 gph the range is not long. Ty states that it has a climb rate of over 4,500 fpm.
In 1991 in the Philippines, Pacific Aeronautical, the new name of ACT relocated to Cebu City and started producing airframes for Lancair 320 and Lancair IV, the new higher-powered, four-seat version. Also in 1991, the PADC started assembling Lancair IVs and Lancair ESs ordered by the Philippine National Police (PNP).
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