interesting comments John:
let me point out a few differences:
I have seen many IV-P's in my career, I pay attention to all of them
I even watched a guy in the dallas area hire a bunch of roofers build 4 IV-P's in succesion until the FAA got him out of the business.
Every one is a bit different and depending in who built it the quality changes.
I spent 6 years with a mechanical engineer with expertise on aircraft adhesives as my main builder assist with whom I spent the entire 6 years doing my IV.
In contrast all Evo's are factory matched, built with factory assistance, no chance of leaving the plastic protective layer in prior to hysol (like one unfortunate mexican
builder who did not know about that layer and the airplane had to be trashed)
all evos flying have been built (with one or 2 exceptions) with major factory supervision
power plant is usually a well know PW with years of experience and no shock cooling or cylinder unexpected failures (or crankshaft separation) or worries about who used LOP or ROP etc etc etc.
the airplane is not demanding in landing (I land mine at 70 kts with no trouble) so you wont see the deadly stall in turn to downwind scenarios.
I wont hesitate to purchase an used Evo any time
I will certainly hesitate a lot about buying an used IV-P for the above reason
but I have been wrong in my life so many times that I would not dare put a cent in aviation. Flying is fun to me so far
and I have not been paid by the factory to say all this.
ak
From: John Barrett <jbarrett@carbinge.com>
To: lml@lancaironline.net
Sent: Tuesday, May 8, 2012 11:30 AM
Subject: [LML] Re: Necessity of A/C in IV-P? IV-P still beats EA50
Are we getting into a IVP vs Evolution war here? Not much future in that, but I do recall when I started building my IVP two lifetimes ago, that one of the major incentives was investment resale value. I was going to be adding to my net worth by building this thing.
Now it’s worth a lot less than I have in it.
No reason to expect time and circumstances to be so unkind to Evo owners but it is true that things rarely turn out just the way we think they will when we get down the road.
Regards,
John Barrett
From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of bu131@swbell.net
Sent: Monday, May 07, 2012 9:46 AM
To: lml@lancaironline.net
Subject: [LML] Re: Necessity of A/C in IV-P? IV-P still beats EA50
You are so kind with your comments
The original question was using an early eclipse vintage, certainly we are not talking about gulfstreams here
Keep in mind I have no idea of the cost of a
vintage eclipse but I can assure you that the resale value of an evo will beat the hell of whatever investment you put on the initial choice
And I hope you have a good day too
Sent via BlackBerry by AT&T
Date: Mon, 07 May 2012 07:51:20 -0400
Subject: [LML] Re: Necessity of A/C in IV-P? IV-P still beats EA50
Well, perhaps because the Evo costs 3X what my IVP costs.
Why don’t you try a Citation, or a Gulfstream?
John Hafen
IVP 413AJ 400 Hours
i get 300+ to 310 at 28k usually run 28 gph and goes 1500 miles
check flightaware for mine redmond dallas non stop with 15 kts tailwind
the final a/c after the guys at lancair diddled with it and placed an additional air cooler in front of the cowling works perfectly i even have a fresh air modulator now
beats the hell of the eclipse and the new garmin a/p works as magic instead of the
I tried flying without AC in the summer in Houston. You can dump the door seal and get some relief above say 6000 feet, but I wouldn't do it with passengers, ears etc. I also tried hot wx army vests with cooling. Weird feeling too cold over your chest and your head's too hot.... The desert cooler worked pretty good but iced up the windows... cool but
IMC
After about 3 years of this, we installed AC.
We just made a deal on an early "vintage" Eclipse. We are using it in an Aero Engineering course at Rice U. RVSM pending and Engine AD restrict us to FL280 and I get 203 KEAS at 530 pph ~80gph
IV-P 205 KIAS at FL240 and 75% 25 gph, So far Eclipse Air Conditioning is not very good- same problem as Lancair with heat loading of cabin with bleed air.
We're considering a West coast trip next week from Houston via Colorado/Wyoming to COE, Idaho, then SEA, RDM Oregon, SJC/MRY CA, and back to TX. If you are headed along such a route and want to share a VLJ, collect some Performance data, and stick time, for some gas money, give me a holler.
Bill Miller,
USN-TPS IP CFI ATP
IV-P 440 hrs, IV-p 55 hrs, EA50 20 hrs (+100hrs pre-Ch 11) |