First flown in July 2009 from Hamburg airpost, the Antares DLR-H2 is the first manned aircraft to be powered exclusively with a hydrogen fuel system. The fuel cell system (in under-wing pods) generates electricity for the onboard electronics and electric motor.
Range: 750 km
Endurance: 5 hr
Lange Flugzeugbau GmbH changed its name to Lange Aviation GmbH on 25 Jan. 2016.
Experimental aircraft builder
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.
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.
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.
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.
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.
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
The successor to Lancair’s two-place line, the Legacy represents the culmination of more than a decade of research, testing and invaluable input from Lancair builders and fliers. Redesigned from the tail forward, it’s bigger, faster and easier to build.
Lancair designed a new wing planform, and to keep area to a minimum, the wing has a double taper to maximize the lift distribution from root to tip. This eliminates all “washout” and creates extensive laminar flow across more than 50% of the surface. The low-drag laminar “bucket” is also wider than before, further increasing overall performance. The result is very carefully “tuned” wing design, which enhances overall aircraft performance.
A relatively thick chord was employed which aids strength while providing room for adequate fuel (up to 66 gallons). This wing also had to swallow the new larger 5.00 x 5 main gear ties without gear door modifications.
The addition of simplified Fowler flaps further increases the wing’s maximum lift coefficient to enhance this low speed handling.
Lancair engineers completely redesigned the the cabin. A wider and taller cabin now offers more shoulder and headroom. Plus, the larger canopy affords unobstructed visibility and outstanding views in all directions. The roomier baggage area makes it possible to stow everything including golf bags and fishing rods.
The Lancair Legacy offers a 43.5-inch cabin width and 44.5-inch height. The pilot and passenger sit in a normal upright position.
The Legacy’s new fuselage is now able to accommodate a 310 h.p. Continental 1O-550. The Legacy will cruise at 280 mph at 10,000 ft. The Legacy’s climb rate is +2200 fpm.
To trailer the aircraft, the wings can be removed while the aircraft remains fully on its landing gear. Lancair also works closely with the engineers at Teledyne Continental Motors and Textron Lycoming, Hartzell and MT-Propellers to refine the power plant installation and to perfect the union of engine and propeller to the airframe. Many engine options – from 160 hp to 310 hp – can be accommodated including the Lycoming 1O-360 and the Continental 1O-550.
Fuel is carried in the wings – the fuel tanks are integral within the wing bays. Standard fuel tanks have a 66 US gallon capacity. The fuel selector is per FAA standards, allowing for either left, right or off. (The “both” position is not recommended for low-wing aircraft.) As a safety feature, each wing tank incorporates a “slosh bay” to prevent unporting of the fuel pickup in the event of uncoordinated maneuvers such as during slips. The fuel valve (for Continental engines) also returns “vapor,” or return fuel, back to the fuel tank in use. Custom fuel quantity monitoring systems are available as options.
Sitting three inches taller than the 320/360 for more ground and prop clearance, the Legacy’s main landing gear incorporates air/oleo struts with 5.00 x 5 main gear tires. The nose gear is also the premium air/oleo strut with internal viscous shimmy dampening. Protected from the environment, the internalized dampening system provides longer service life, and there are no scissor links to wear out. Steering is accomplished by differential braking, and the rudder becomes effective at taxi speeds as low as 20 m.p.h. A tire guide strap assures proper retraction of the nose wheel into the gear. The retraction method is Lancair’s electro/hydraulic system.
The Legacy’s major airframe is constructed of composite materials. Cured at 270 degrees Fahrenheit under vacuum pressure, these composites are NASA tested.
The high-temperature, pre-impregnated carbon fiber and/or fiberglass systems combined with Nomex/honeycomb core materials allows the Legacy’s sculptured fuselage and double-taper wing to have no drag-producing rivets or lap joints. Corrosion resistant, a nearly infinite fatigue life and virtually non-flammable, composite materials also extend the life of the airframe.
Lancair’s fastbuild kit, accessory catalog service, avionics shop, free technical assistance and builder assist program make the assembly process quick and efficient enjoyable. To make wing assembly simpler, the main spars and the ribs are “pre-installed” into the wing skins. Then, wing attachments bushings that accurately establish the wing dihedral are pre-installed. Flaps and ailerons are completed and most of the control systems are installed.
Darryl Greenamyer raced a Legacy in the Sport Class at the 40th Annual Reno Races. Greenamyer achieved 350mph during qualifying laps and won the Gold race.
Legacy’s achieved 1st, 2nd, and 3rd in the Gold Class and 1st in the Silver Class that year.
LEGACY FG
The Legacy Fixed Gear kitplane is a simple, economical version of the retractable gear Legacy. Other than the permanent down and locked wheels, the fixed gear Legacy is very similar to its retractable gear counterpart. Sharing the fuselage, wing and tail with the retractable gear Legacy, the Legacy FG is designed to accept a four cylinder Lycoming engine with a conventional instrument panel to lower costs and reduce build time. Fitted with a 210 hp Lycoming IO or TNIO-390X powerplant, the Legacy FG has a typical cruise of over 225 mph and a range of more than 1,300 statute miles. The FG was available in a carbon version that will accept the TCM IO550N.
The fixed gear Lancair Legacy FG introduced at Sun’n Fun 2003. The overall configuration of the airframe is basically the same for both aircraft, but the fixed gear version is constructed primarily of fiberglass rather than carbon fiber. Additionally, Lancair designed the kit to accept four-cylinder Lycoming engines as well as simplified panels and interior appointments to lower costs and speed up building times.
To make wing assembly simpler and more manageable, the main spars and the ribs are “pre-installed” into the wing skins. Then, wing attachments bushings that accurately establish the wing dihedral are pre-installed. Flaps and ailerons are completed and most of the control systems are installed for you. The remaining installations and assemblies are simple and very straightforward.
Legacy FG
Engine: Lycoming IO-390, 200 h.p. @ 2700 rpm
Propeller: 2 blade, constant speed
Length: 22 ft.
Wingspan: 25.5 ft.
Wing Area: 82.5 sq. ft.
Wing Loading: 23 lbs./sq. ft.
Aspect Ratio: 7.95:1
G Loading: +4.4, -2.2 G’s (utility); +3.8, -2.0 G’s (normal)
Empty Weight: 1,450 lbs.
Gross Weight: 2,200 lbs.
Fuel Capacity: 65 USgal.
Useful Load: 750 lbs.
Baggage Capacity: 90 lbs.
Seats: 2
Cockpit Length: 63″
Cockpit Width: 43.5″
Cockpit Height: 44.5 in.
Cruise: 215 mph @ 8,000 ft.
Stall Speed: 65 mph (dirty)
Takeoff Distance: 1,500 ft. (gross @ sea level)
Landing Roll: 900 ft.
Cross Wind Landing: 21 mph component
Fuel Consumption: 11.5 gph
Maximum Range: 1,450 sm
Rate of Climb: 1,700 fpm (solo), 1,200 fpm (gross)
Legacy FG
Engine: Lycoming TNIO-390, 210 h.p. @ 2700 rpm
Propeller: 2 blade, constant speed
Length: 22 ft.
Wingspan: 25.5 ft.
Wing Area: 82.5 sq. ft.
Wing Loading: 23 lbs./sq. ft.
Aspect Ratio: 7.95:1
G Loading: +4.4, -2.2 G’s (utility); +3.8, -2.0 G’s (normal)
Empty Weight: 1,450 lbs.
Gross Weight: 2,200 lbs.
Fuel Capacity: 65 USgal.
Useful Load: 750 lbs.
Baggage Capacity: 90 lbs.
Seats: 2
Cockpit Length: 63″
Cockpit Width: 43.5″
Cockpit Height: 44.5 in.
Cruise: 225 mph @ 8,000 ft
Stall Speed: 65 mph (dirty)
Takeoff Distance: 1,500 ft. (gross @ sea level)
Landing Roll: 900 ft.
Cross Wind Landing: 21 mph component
Fuel Consumption: 12.5 gph
Maximum Range: 1,550 sm
Rate of Climb: 1,700 fpm (solo), 1,200 fpm (gross)
Legacy
Engine: Cont. IO-550-N, 310 hp @
2700 rpm
Propeller: 3 blade, constant speed
Length: 22 ft.
Wingspan: 25.5 ft.
Wing Area: 82.5 sq. ft.
Wing Loading: 23 lbs./sq. ft.
Aspect Ratio: 7.95:1
G Loading: +4.4, -2.2 G’s (utility); +3.8, -2.0 G’s (normal)
Empty Weight: 1,500 lbs.
Gross Weight: 2,200 lbs.
Fuel Capacity: 65 USgal.
Useful Load: 700 lbs.
Baggage Capacity: 90 lbs.
Cabin Width: 43.5 in.
Seats: 2
Cockpit Length: 63″
Cockpit Width: 43.5″
Cockpit Height: 44.5 in.
Cruise: 276 mph @ 8,000 ft. (typical)
Stall Speed: 65 mph (dirty)
Service Ceiling: 18,000 ft.
Takeoff Distance: 850 ft. (gross @ sea level)
Landing Roll: 900 ft.
Cross Wind Landing: 21 mph component
Fuel Consumption: 13.5-15 gph (typical)
Maximum Range: 1,150 sm (with reserves @ 8,000 ft.)
Rate of Climb: 2,700 fpm (solo, IO-550); 2000 fpm (gross)
Legacy
Engine: Lycoming IO-540, 260 h.p. @ 2700 rpm
Propeller: 3 blade, constant speed
Length: 22 ft.
Wingspan: 25.5 ft.
Wing Area: 82.5 sq. ft.
Wing Loading: 23 lbs./sq. ft.
Aspect Ratio: 7.95:1
G Loading: +4.4, -2.2 G’s (utility); +3.8, -2.0 G’s (normal)
Empty Weight: 1,500 lbs.
Gross Weight: 2,200 lbs.
Fuel Capacity: 65 USgal.
Useful Load: 700 lbs.
Baggage Capacity: 90 lbs.
Cabin Width: 43.5 in.
Seats: 2
Cockpit Length: 63″
Cockpit Width: 43.5″
Cockpit Height: 44.5 in.
Cruise: 276 mph @ 8,000 ft. (typical)
Stall Speed: 65 mph (dirty)
Service Ceiling: 18,000 ft.
Takeoff Distance: 850 ft. (gross @ sea level)
Landing Roll: 900 ft.
Cross Wind Landing: 21 mph component
Fuel Consumption: 13.5-15 gph (typical)
Maximum Range: 1,150 sm (with reserves @ 8,000 ft.)
Rate of Climb: 2000 fpm (gross)
The 1995 Topless, for advanced pilots, is easy to fly and land with no surprises or bad habits. Some of the carbon fiber battens have broken but they’re easy to repair with kite tubing.
The alignment of the VG pulleys during setup can easily get twisted around – but it’s fairly simple to keep the assembly straight.
The 1998 Topless 2 was for advanced pilots.
The Topless 2 was very easy to fly. A bit tricky for landings, because not much flare authority. A few steps help. Latest versions of the topless are easier to land.
In the owner manual, there is nothing about the m² wing. Gerard Thevenot says he sold many of them in Japan. They fly well with 60 kg pilots.
The Topless IV was made only in 2003 and stopped production the same year. The difference with the Topless III is only fixation washout tips on the leading edge.
Topless 11
Wing area: 11 m²
Wing span: 9.84 m
Aspect ratio: 8.8
Hang glider weight: 27 kg
Minimum pilot weight: 40 kg
Maximum pilot weight: 60 kg
Maximum speed: 100 km/h
Packed length: 3.9 m
Number of battens: 20
Nose angle: 127°
Toplesss 12.8
Wing area: 12.8 sq.m
Pilot weight: 55-75 kg
Wing span: 10.12 m
Nose Angle: 127°
Aspect ratio: 8
Hang glider weight: 31 kg
Minimum speed: 33 km/h
Maximum speed: 100 km/h
Packed length: 4.15 m
Number of battens: 24
Price (1998) £ 3650
Toplesss 13.5
Wing area: 13.5 sq.m
Certification: DHV 3
Pilot weight: 65-95 kg
Wing span: 10.12 m
Nose Angle: 127°
Aspect ratio: 7.6
Hang glider weight: 32 kg
Minimum speed: 33 km/h
Maximum speed: 100 km/h
Packed length: 4.15 m
Number of battens: 24
Price (1998) £ 3650
Topless 2 11
Wing area: 11 m²
Topless 2 12.8
Wing area: 12.8 m²
Wing span: 10.2 m
Aspect ratio: 8
Hang glider weight: 32 kg
Minimum pilot weight: 50 kg
Maximum pilot weight: 75 kg
Minimum speed: 27 km/h
Maximum speed: 95 km/h
Packed length: 5.05 m
Packed length short: 4.15 m
Nose angle: 127°
Topless 2 13.5
Wing area: 13.5 m²
Wing span: 10.2 m
Aspect ratio: 7.6
Hang glider weight: 33 kg
Minimum pilot weight: 60 kg
Maximum pilot weight: 95 kg
Minimum speed: 27 km/h
Maximum speed: 95 km/h
Packed length: 5.05 m
Packed length short: 4.15 m
Nose angle: 127°
Topless 3 12.8
Wing area: 12.8 m²
Wing span: 10.2 m
Aspect ratio: 8
Hang glider weight: 32 kg
Minimum pilot weight: 50 kg
Maximum pilot weight: 75 kg
Minimum speed: 27 km/h
Maximum speed: 95 km/h
Packed length: 5.05 m
Packed length short: 4.15 m
Nose angle: 127°
Topless 3 13.5
Wing area: 13.5 m²
Wing span: 10.2 m
Aspect ratio: 7.6
Hang glider weight: 33 kg
Minimum pilot weight: 60 kg
Maximum pilot weight: 95 kg
Minimum speed: 27 km/h
Maximum speed: 95 km/h
Packed length: 5.05 m
Packed length short: 4.15 m
Nose angle: 127°
The Mission M212 is a single engine light aircraft of conventional configuration. It has an unswept straight-tapered low wing. The fuselage provides side-by-side seating and has sufficient room to accommodate four adults. In the initial design stages, significant attention was paid to visibility, comfort and ergonomics. The single piece forward hinging canopy provides excellent visibility in level flight as well as in turns. In addition, the clean arrangement ensures a good and water proof seal and keeps aerodynamic noise low. Both the seats and rudder pedals are adjustable. Elevator and aileron control is by sticks. The aircraft is standard equipped with full dual controls.
Control surfaces are conventional with single slotted flaps and an all-moving horizontal tail. The main landing gear consists of a cantilever leaf spring and the steerable nosewheel is of the telescopic oleo-pneumatic type. The airframe is all composite. Construction is mainly of glass fibre and epoxy. Carbon reinforcements are used in spars and longerons where additional stiffness is required.
The development of the Mission M212 started in mid 1992 with a thorough study, which investigated the impact of a light aircraft’s engine on the efficiency of the aircraft as a whole, and which evaluated the potential use of several engines as alternative to the traditional engines.
The project moved to the Cranfield Institute of Technology (now Cranfield University) in October 1992 where the design was started after an extensive market analysis. The specification of the M212-series are mainly based on the results of this market research.
In April 1993 the conceptual design of the Mission was started. A full scale mock-up of the fuselage was built in July 1993 to check for cockpit size, accessibility, visibility and ergonomics. In September 1993 a 1/14 wind tunnel model was built and extensive wind tunnel testing was done during the following months. The conceptual design was completed in January 1994 and the preliminary design in May 1994. Although the Mission was initially not intended for the competition, in the same month, the conceptual design was declared a joint winner in the first stage of the Light Aircraft Design Competition organised by the Royal Aeronautical Society.
The structural design of the Mission was completed by July 1995, after which final drawings were produced. The complete design file of the M212-100, (at that time) the two-seater version, was submitted for the second stage of the Design Competition, and reached a first place.
The construction of tooling was started in January 1996. Fuselage, wing and tailplane plugs were built, of which a set of female moulds were taken. Next, development was concentrated on the wings. All tooling to produce and assemble the components for the wing structure was built.
Concurrently a structural testing programme was set up. Composite materials testing was started early in 1997. Initially work focused on the development and testing of time-saving, reliable and durable manufacturing and assembly methods. Alongside the test work, manufacturing parameters, processes, component lay-up and assembly procedures, quality standards and a quality control system were worked out. In contrast to most proof-of-concept prototypes, the Mission prototype is not a ‘hand carved’ example. Instead all components are produced from production tooling and assembled in the jigs that will be used for series production. In December 1998 a milestone in the development of the Mission was achieved when an assembled wing structure was loaded to the design ultimate load (8.55 g) at 900 kg (2 000 lb), the MAUW (max. all up weight) of the M212-100.
With the prototype wings and control surfaces completed by mid 1999, the work on the fuselage structure was tackled. Again, for all composite parts, moulds were made and an assembly jig for the fuselage was built. The jig ensures correct alignment of the components during assembly. As of July 2001, all structural subassemblies (i.e. wings, fuselage, empennage and control surfaces) were ready for rigging. A jig for matching the wings to the fuselage with the proper incidence and dihedral was built.
While the work on the structure was taking place, the development of the aircraft systems steadily progressed and detail drawings were produced. Subsequently, components for controls and fuel system were manufactured and the subassemblies were ready for installation.
In January 2002, the structural work was finished. With the fuselage standing on the main landing gear, the wings and control surfaces had been rigged and the control systems had been installed. This milestone was celebrated with a roll-out of the Mission M212 prototype on February 8th.
In late February 2002, the firewall forward section was tackled. The engine mount was built. A plug for the cowlings was built, of which female moulds were taken which in turn allowed the cowlings to be made. The prototype was moved to another facility by the end of May for painting. The aircraft was displayed for the first time at the PFA Rally at Cranfield on 21-23 June 2002.
In September and October 2002, structural testing was carried out on the prototype fuselage. Testing was in accordance with FAR-23/JAR-23 airworthiness standards. Stiffness of the structure proved to be very high. Behaviour was entirely to the expectations with no sign of cracks, buckling or wrinkling.
Subsequently the engine was bolted to the engine mount and all accessories onthe engine were installed and connected. Nosewheel steering was also installed. Various improvements were worked out such a redesigned control system for the elevator trim, which meets FAR-23/JAR-23 requirements.
Between December 2002 and June 2003, significant progress was made with installation and completion of various systems and equipment such as cabin heating/ventilation, electrical system, instruments, adjustable front seats and interior. The main landing gear was redesigned to increase its stiffness and raise the maximum landing weight.
Prototype G-XFLY was on display all day on the Grote Markt (Grand Place) in Kortrijk on 25 June, where it attracted lots of attention of public and press. After returning from the PFA Rally 2003, the aircraft moved to Hangar 63 at Kortrijk-Wevelgem airfield for ground testing and preparations for flight testing. With the aircraft now permanantly assembled, further testing was carried out on control systems. Full ground vibration tests were run in February 2004. The aircraft was inspected several times and subsequent improvements or modifications were designed and integrated. The final version of the design work, the test reports and the JAR-23 compliance list was submitted to PFA Engineering, where a massive effort was undertaken to review drawings and double check all the stressing.
On 23 June, the Mission M212 prototype G-XFLY was given a final inspection. That evening, the inspector, Finbar Colson, signed off all paperwork and declared the aircraft fit for flight. All documents were sent to the PFA headquarters, together with the application for a Permit to Test.
The aircraft was trailered to Cranfield where it was prepared for its maiden flight. The Permit to Test came on 7 July, but bad weather prevented us to fly the aircraft before the PFA Rally two days later.
The first flight was made on Tuesday 13 July 2004 with Roger Bailey, test pilot at Cranfield University, at the controls. The flight lasted 40 minutes and the aircraft behaved very much as expected.
During the following months, the Mission M212 prototype was flown from Cranfield for flight testing. Flight testing was concluded in april 2005 with PFA type approval.
Aircraft performance varies with type of propeller fitted. Engines may be limited to 2500 rpm for optimum noise reduction.
Mission M212
Engine: DeltaHawk DH200A4 XP-360, 147 kW (200 HP) at 2700 rpm
Fuel type: Jet Fuel, Diesel
Wing span: 9.80 m (32 ft 2 in)
Wing area: 12.00 sq.m (129 sq.ft)
Aspect ratio: 7.7
Length: 7.40 m (24 ft 3 in)
Height: 2.90 m (9 ft 6 in)
Tailplane span: 3.20 m (10 ft 6 in)
Wheeltrack: 2.80 m (9 ft 2 in)
Baggage capacity: 200 lt (7 cu ft) approx.
Cabin width: 1.12 m (44 in)
Cabin height: 1.25 m (49 in)
Fuel capacity (std): 160 lt (42 us gal)
Fuel capacity (opt): up to 280 lt (72 us gal)
Never exceed speed: 183 kt (338km/h)
Limit load factors: 3.8/-1.9
Empty weight: 735 kg (1620 lb)
Max. all up weight: 1150 kg (2535 lb)
Max. level speed at S/L: 144 kt (268 km/h)
Max. S/L rate of climb: 1020 ft/min (5.1 m/s)
75% cruise at 8000 ft: 141 kt (261 km/h)
60% cruise at 8000 ft: 130 kt (241 km/h)
Range at 75% (std fuel): 655 nm (1215 km)
Range at 60% (std fuel): 760 nm (1410 km)
Range at 60% (opt. fuel): 1360 nm (2520 km)
Fuel flow at 75%: 32 l/h (8.5 us gal/h)
Fuel flow at 60%: 26 l/h (6.8 us gal/h)
Stall speed, full flaps: 53 kts (98 km/h)
T-O ground roll: 250 m (820 ft)
Mission M212
Engine: Lycoming O-360, 133 kW (180 HP) at 2700 rpm
Fuel type: Avgas 100LL, Unleaded mogas
Wing span: 9.80 m (32 ft 2 in)
Wing area: 12.00 sq.m (129 sq.ft)
Aspect ratio: 7.7
Length: 7.40 m (24 ft 3 in)
Height: 2.90 m (9 ft 6 in)
Tailplane span: 3.20 m (10 ft 6 in)
Wheeltrack: 2.80 m (9 ft 2 in)
Baggage capacity: 200 lt (7 cu ft) approx.
Cabin width: 1.12 m (44 in)
Cabin height: 1.25 m (49 in)
Fuel capacity (std): 160 lt (42 us gal)
Fuel capacity (opt): up to 280 lt (72 us gal)
Never exceed speed: 183 kt (338km/h)
Limit load factors: 3.8/-1.9
Empty weight: 722 kg (1590 lb)
Max. all up weight: 1150 kg (2535 lb)
Max. level speed at S/L: 140 kt (260 km/h)
Max. S/L rate of climb: 900 ft/min (4.5 m/s)
75% cruise at 8000 ft: 137 kt (254 km/h)
60% cruise at 8000 ft: 126 kt (232 km/h)
Range at 75% (std fuel): 480 nm (890 km)
Range at 60% (std fuel): 550 nm (1020 km)
Range at 60% (opt. fuel): 1000 nm (1850 km)
Fuel flow at 75%: 42 l/h (11.0 us gal/h)
Fuel flow at 60%: 34 l/h (8.9 us gal/h)
Stall speed, full flaps: 53 kts (98 km/h)
T-O ground roll: 280 m (920 ft)
The Mission M108 Light Sport Aircraft is a two seater single engine light sport aircraft. It has an unswept untapered high wing. The fuselage provides comfortable side-by-side seating. Two upwards hinging doors provide access to the cabin. The large transparent areas of the cabin provide excellent visibility in level flight as well as in turns. Both seats are individually adjustable. Elevator and aileron control is by sticks. The aircraft is standard equipped with full dual controls.
The fuselage is a welded space frame, which is fabric covered. High strength steel tubing is used throughout. The wings are of aluminium construction and also fabric covered.
Control surfaces are conventional with single slotted flaps, pushrod operated elevator and cable operated rudder and ailerons. The main landing gear consists of composite cantilever leaf springs. The Mission M108 is available as either a tailwheel or a nosewheel version.
The front mounted ULPower UL260i engine produces 85 HP at 2850 rpm and drives a three blade ground adjustable propeller. The four stroke four cylinder engine is air cooled and features FADEC (Full Authority Digital Engine Control).
With a large choice of options, instruments and avionics, your Mission M108 can be customised to meet your personal preferences.
Depending on the applicable national regulations, the Mission M108 is available as a kit built aircraft or as a ready to fly factory built aircraft.
Mission M108
Engine: ULPower UL260I, 62 kW (85 HP) at 2850 rpm
Wing span: 9.32 m (30 ft 6 in)
Wing area: 11.8 sq.m (127 sq.ft)
Aspect ratio: 7.4
Length: 6.10 m (20 ft)
Height TD: 2.15 m (7 ft 1 in)
Height NW: 1.95 m (6 ft 6 in)
Width wings folded: 2.60 m (8 ft 7 in)
Wheeltrack: 1.75 m (5 ft 10 in)
Max. all up weight: 1320 lbs (600 kg))
Empty weight: 680-700 lbs (310-320 kg)
Fuel capacity: 78 lt standard
Fuel capacity: 110 lt long range
Baggage capacity: 40 kg (90 lbs)
Never exceed speed: 112 kt (210 km/h )
Max. level speed at S/L: 100 kt (185 km/h)
Max. S/L rate of climb: 850 ft/min (4.25 m/s)
Cruise speed: 80-85 kt (150-160 km/h)
Fuel consumption: 12-15 litres/h
Range (20 min res.): 460 nm (850 km)
Stall speed, full flaps: 39 kts (72 km/h)
T-O ground roll: 80-110 m
Max. crosswind TD: 12 kt
Max. crosswind NW: 16 kt
Limit load factors: +3.8/-1.9
Tailplane span: 2.40 m (8 ft 0 in)
Cabin width: 1.08 m (43 in)
The Mission M106 is a single engine aircraft conventional configuration certified in ULM category in Belgium and France. It has an unswept untapered high wing. The fuselage provides comfortable side-by-side seating. Two upwards hinging doors provide access to the cabin. The large transparent areas of the cabin provide excellent visibility in level flight as well as in turns. Both the seats and rudder pedals are adjustable. Elevator and aileron control is by sticks. The aircraft is standard equipped with full dual controls.
The Mission M106 is available as a factory built Microlight (ULM/UL) category aircraft with tailwheel or nosewheel. It is standard fitted with a UL260i engine and glass cockpit. 2009 Price: 36900 EURO
The fuselage is a welded space frame, which is fabric covered. High strength steel tubing is used throughout. The wings are of aluminium construction and also fabric covered.
Control surfaces are conventional with single slotted flaps, pushrod operated elevator and cable operated rudder and ailerons. The main landing gear consists of composite cantilever leaf springs. The Mission M106 is available as either a tailwheel or a nosewheel version.
The front mounted ULPower UL260i engine produces 82 HP at 2800 rpm and drives a three blade ground adjustable propeller. The four stroke four cylinder engine is air cooled and features FADEC (Full Authority Digital Engine Control).
A ‘glass cockpit’ is standard in the Mission M106. All flight instruments are integrated in the EFIS. Engine instruments are displayed on the EMS. We offer a choice of two instrument panel layouts with displays of different sizes. Optionally, these avionics can be complemented with navigation and communication equipment, such as a GPS with moving map, VHF radio and ATC transponder.
Engine: UL260I, 60 kW (82 hp) at 2800 rpm
Wing span: 9.32 m (30 ft 6 in)
Wing area: 11.8 sq.m (127 sq.ft)
Aspect ratio: 7.4
Length: 6.10 m (20 ft)
Height TD: 2.15 m (7 ft 1 in)
Height NW: 1.95 m (6 ft 6 in)
Width wings folded: 2.60 m (8 ft 7 in)
Empty weight: 260 kg / 573 lb approx.
Max. all up weight: 450 kg / 472.5 kg
Fuel capacity: 78 litres
Baggage capacity: 40 kg (90 lbs)
Max. level speed at S/L: 100 kt (185 km/h)
Never exceed speed: 112 kt (210 km/h )
Cruise speed: 80-85 kt (150-160 km/h)
Fuel consumption: 11-14 litres/h
Range (20 min res.): 380 nm (700 km)
Stall speed, full flaps: 35 kts (65 km/h / 40 mph)
Max. crosswind TD: 12 kt
Max. crosswind NW: 16 kt
Max. S/L rate of climb: 1000 ft/min (5 m/s)
Glide Ratio: 9
T-O ground roll: 80-110 m
Take-off distance (50ft obstacle): 920 ft / 280 m
Landing distance (50ft obstacle): 980 ft / 300 m
Cabin width: 1.08 m (43 in)
Tailplane span: 2.40 m (8 ft 0in)
Wheeltrack: 1.75 m (5 ft 10 in)
Limit load factors: +4.0/-2.0
Lambert Aircraft Engineering manufactures a range of light aircraft, marketed under the name Mission. Mission aircraft are developed to modern standards and intended for general aviation. The aircraft are primarily intended for flight training and recreational flying.
2011: Lambert Aircraft Engineering bvba
Hangar 59, Wevelgem Airfield
B-8560 Wevelgem
BELGIUM
Lake Aircraft Corp marketed the Colonial Skimmer as the Lake Skimmer, and developed the aircraft into the LA4. The initial Lake prototype, the “LA-4P”, very similar to the C-2 Skimmer, performed its initial flight in November 1959; it was followed by two “LA-4A” prototypes in 1960, N1001L c/n 244 and N1002L c/n 245, which featured a 1.22 meter (4 foot) wingspan stretch and structural reinforcement. Power was a 180hp Lycoming O-360A1A pusher.
The LA-4A in turn led to the production “LA-4”, which featured a bow stretched by 43 centimeters (17 inches), with the nose gear now fully retracting. Powerplant remained the O-390-A1A. The first production model of this version flew in 1960, N261B c/n 121. Total production of the initial model of the LA-4P appears to have been about 70 aircraft, including a one-off pure seaplane with no landing gear. In 1970 Lake removed the retractable gear from some LA-4s and offered them as seaplanes with detachable beaching gear.
In 1968, work began on a new model with a Lycoming IO-360-A1B engine featuring 150 kW (200 HP), with an LA-4 converted as a testbed. The “LA-4-200” went into production in 1969 and did much to raise the profile of the LA-4, with sales picking up. It featured other modest improvements, notably fuel storage in the floats, plus an optional combustion heater in a fairing above the cockpit, and also acquired the name of “Buccaneer”. Performance increased substantially, as did the price tag. Both the 180 hp and 200 hp Buccaneer versions are similar in appearance and differ only in instrument layout apart from the engine power.
It then generated a modestly refined version, designated the “LA-4-200EP”, the “EP” indicating “Enhanced Performance”, other interpretations being “Extended Propeller”, that being one of the features. It also had a new IO-360-A1B6 engine, same horsepower but smoother operation, a revised engine nacelle, batwings, cargo door, and fuel floats as standard equipment. An “LA-4-200EPR” was also introduced that was much the same, but with a reversible propeller. Some LA-4-180, -200, and -200EP had after-market Rajay turbochargers.
In 1984 Lake then produced the LA-250 Renegade, which featured a stretch of 1.05 meters (41 inches), permitting accommodations for four or six, with additional pop-up doors on each side of the rear cockpit; a revised and more rakish tailfin with a forward fillet of greater area; and a Lycoming IO-540-C4B5 flat-six air-cooled engine providing 185 kW (250 HP). A militarized version of the LA-250 was introduced in 1985 as the “Seawolf”, featuring four underwing pylons and radar, the radome being mounted on the front of the engine nacelle. The pylons could carry munitions including bombs and rockets, reconnaissance pods, or parachutable survival pods kitted for different environments.
Lake discontinued the LA-4 and the Seaplane and concentrated on production of the Buccaneer and the Renegade. Standard fuel tanks in the Lake were 40 gallons until someone decided that the pontoons could also be used as fuel links. The new auxiliary tanks took 7-1/2 gallons on each side, and the total capacity increased to 55 gallons. The extra 20 hp in the 200-hp Buccaneer has increased cruising speed by 12 mph and top speed by 14 mph. Allowable gross weight also increased an additional 200 pounds.
The LA-250 led in turn to the LA-270 Turbo Renegade, which was much the same but had a turbocharged TIO-540-AA1AD engine providing 200 kW (270 HP). The major visible difference was a turbocharger inlet extension at the base of the engine pylon. A militarized Seawolf version was offered as well. Sources mention a “Sea Fury”, which was an LA-250/270 with salt-water corrosion protection.
The Renegade T270 is longer in the fuselage and is fitted with six seats. The model offered four to six passenger seating, improved useful load and 90 gallons of fuel on board. In 1987 turbo charging was added via the Lycoming TIO-540-AA1AB, resulting in 20 more horses to the Renegade and a ceiling of up to 23,800 ft. The Turbo 270 Renegade, which differs from previous versions in having a lengthened cabin, a turbocharged 250 shp (186 kW) Lycoming IO-540-C4B5 flat-six engine. The Seawolf is a maritime patrol version with underwing stores pylons.
Lake Aircraft’s 270 hp turbocharged Renegade has set four new world records in the light seaplane class, including an altitude record of 27,300 feet.
In 1987 the Buccaneer model was put into retirement. Latest models of the 250 and 270 hp Lakes are all marketed under the name Seafury, and incorporate improvements in corrosion protection for operation in salt water.
The LA-4 1960 base price was $26,580 and the 1968 LA-4-200 Buccaneer $31,000, rising to $53,000 in 1980. The LA-4-200EP Buccaneer $96,600 in 1983, and by 2004, $110,000-125,000. The Renegade sold for $146,000 in 1982, and $220,000 by 1986. About 135 had been built to 2005.
Twenty-four were built to 1961 and about 916 to 2005, excluding Renegade. More than 1,200 of the Lake series single-engined amphibians had sold to 1990. The LA-270T / Turbo Seafury sold for $348,000 in 1991, and $745,500 by 2001.
The four seat Lake LA 4 200EP am¬phibian, first built in 1983, has been revived by LanShe Aerospace in Florida and in 2004 was selling for US$299,000. The EP version has an IO 360 engine and a payload of around 900 lbs. It has Keelson boosters on the hull and “bat wing” wing root fillets to increase performance. The LA-270T / Turbo Seafury was priced at $348,000 in 1991, and $745,500 in 2001. The sole 1969 gearless Lake was for sale at $23,562.
The 1985 Seawolf was a military version of the LA-4-250, 2 of which reportedly were boosted to 290hp. One prototype, N1401G, was built.
The final Lake amphibian was produced in 2007. At last notice, the Lake firm was still in business, but it had been reduced to a small shop providing parts and service to the customer base.
LA-4
1960 TC 1A13
Engine: Lycoming O-360A1A 180hp
Wing span: 38’0″
Length: 24’11”
Height: 9 ft 4 in
Wing area: 170 sq.ft
Gross wt. 2,400 lb
Empty wt. 1,600 lb
Useful load: 850 lb
Fuel capacity 40 USG
Max speed: 140 mph
Cruise 75%: 131 mph
Econ cruise: 125 mph
Stall: 50 mph
Initial climb rate: 800 fpm
Service ceiling: 14,000 ft
Range: 627 mi
Takeoff run (land): 650 ft
Takeoff run (water): 1,125 ft
Landing roll (land): 475 ft
Landing run (water): 600 ft
Seats: 4
LA-4A
1960
Engine: Lycoming O-360A1A 180hp
Seats: 4
LA-4P
1960
Engine: Lycoming O-360A1A 180hp
Length: 24’11”
Seats: 4
No built: 1
Aerofab LA-4-180
1961-69
Engine: Lycoming O-360A1A 180hp
Seats: 4
LA-4/200 Buccaneer
1968
Engine: Lycoming IO-360-A1B, 200 hp.
TBO: 1600 hrs.
Prop: Hartzell 2-blade, 74-in.
Seats: 4.
Length: 25 ft.
Height: 9.3 ft.
Wingspan: 38 ft.
Wing area: 170 sq.ft.
Wing aspect ratio: 8.6.
Maximum ramp weight: 2690 lbs.
Maximum takeoff weight: 2690 lbs.
Standard empty weight: 1555 lbs.
Maximum useful load: 1135 lbs.
Maximum landing weight: 2690 lbs.
Wing loading: 15.2 lbs/sq.ft.
Power loading: 13.5 lbs/hp.
Maximum usable fuel: 324 lbs.
Best rate of climb: 1200 @ 69 kts.
Climb gradient: 1043 ft/nm.
Service ceiling: 14,000 ft.
Maximum speed: 134 kts.
Normal cruise @ 65% pwr @ 8000 ft: 130 kts.
Fuel flow @ normal cruise: 56 pph.
Endurance at normal cruise: 5.6hrs:
Stalling speed clean: 45 kts.
Stalling speed gear/flaps down: 39 kts.
Turbulent-air penetration speed: 106 kts.
Amphibious retractable nose wheel undercarriage.
Takeoff run (water) 1,100 ft
Takeoff run (land) 600 ft
Landing run (water) 600 ft
Landing roll (land) 475 ft
Fuel capacity 54 USG
Rivard LA-4-200EP Buccaneer
1982-86
Engine: Lyoming IO-360-A1B6
Useful load: 1135 lb
Lake 250 Renegade
Engine: Textron Lycoming TIO 540 AA2AD, 266 hp
Length : 29.659 ft / 9.04 m
Height: 10.007 ft / 3.05 m
Wingspan: 38.320 ft / 11.68 m
Aspect ratio: 8.96
Wing area: 164.043 sq.ft. / 15.24 sq.m
Max take off weight: 3139.9 lb / 1424.0 kg
Weight empty: 2074.9 lb / 941.0 kg
Max. payload weight: 1065.0 lb / 483.0 kg
Landing speed: 49 kt / 91 km/h
Cruising speed: 155 kt / 287 km/h
Take off distance: 879 ft / 268 m
Landing distance: 607 ft / 185 m
Initial climb rate: 905.51 ft/min / 4.6 m/s
Service ceiling: 20013 ft / 6100 m
Wing load: 19.07 lb/sq.ft / 93.0 kg/sq.m
Range: 1120 nm / 2074 km
Crew: 1+3
Rivard LA-4-250 Renegade / Sun Lake LA-4-250 Renegade / Sun Lake Renegade 2
1982
Engine: Lycoming IO-540-C4B5, 250hp
Prop: 3 blade metal
Wing span: 38’0″
Length: 28’4″
Gross wt. 3,140 lb
Useful load: 1200 lb
Empty wt. 1,850 lb
Fuel capacity 90 USG
Cruise speed: 140 mph / 122 kt
Stall: 56 mph
Initial climb rate: 900 fpm
Ceiling: 12,500′
Takeoff run (land) 650 ft.
Takeoff run (water) 1,125 ft.
Landing roll (land) 475 ft.
Landing run (water) 600 ft.
Seats: 4-6
Sun Lake Renegade 2T
Engine: Lycoming TIO-540-AA1AD
Prop: 3 blade metal
Wing span: 38’0″
Length: 28’4″
Fuel capacity: 90 USG
Seats: 4-6
LA-270T / Turbo Seafury
1987
Engine: Lycoming TIO-540-AA1AD, 270hp
Seats: 4
Renegade T270
Engine: Lycoming TIO-540- AA1AB, 270 hp.
Gross wt. 3,140 lb.
Empty wt. 1,850 lb
Fuel capacity 90 USG
ROC: 1000 fpm @ 75 kts.
Payload: 1200 lb.
Seats 4-6.
Cruise 128 kts.
Stall 53 mph.
Initial climb rate 900 fpm
Ceiling 23,800 ft ft.
Takeoff run (land) 650 ft.
Takeoff run (water) 1,125 ft
Landing roll (land) 475 ft
Landing run (water) 600 ft
Seaplane
1969
Engine: Lycoming O-360, 180hp
No built: 1, N7637L c/n 411
Undercarriage: boat
Seats: 4
Price: $23,562
Seawolf 1
1985
Engine: 290hp
No built: / N1401G
All Aero 