Hi Gary,
You’re doing the correct thing seeking help here
on the LML and/or with LOBO. Here are a few points to consider:
There is NO airframe difference between a Lancair
320 (LNC2) and a Lancair 360 (also LNC2). There may be many differences between
individual airframes such as MKII tail, outback gear, forward hinge canopy,
header tank, no header tank, extended wingtips, etc, etc. None of these
individual differences have anything to do with the 320/360 difference. The only
difference is which engine you hang on the airframe. Technically, the
manufacturer (builder) can call his airplane a “Zippo ten thousand” or anything
else he cares to but most stick to the Lancair 320 or 360 designations depending
on engine.
At 6’ 5” it’ll be tight. My brother is 6’ 7” and
fits only if he removes the seat bottom and seat back cushions. You’ll
definitely want to sit in the one you’re considering (with the canopy closed)
and make your determination. You can make your own seat cushions as thin as you
like.
Only 180 hp? These are pretty light
airframes. 180 hp is plenty, even out of BJC (although I’d stick to the 11-29
runways until you’ve got a fair bit of experience with this plane). Obviously,
it’ll do better at sea level but given a common sense approach to runway
selection you should be fine.
Excellent question on commercial maneuvers and
you are quite correct that you’ll want to approach minimum control speeds with a
large helping of caution. A little too aggressive chandelle could get you your
flight instructor requirement for spin training (only half kidding here). The
stall characteristics of the 320/360 are not benign. It differs from airframe to
airframe of course, but in general expect very little or no warning before the
stall and be prepared for a hard break. Recovery is traditional but if not
performed correctly and with alacrity, a spin can (will) develop. Spin
characteristics of these airframes should be given a huge amount of respect and
a whole lot of AGL altitude. Full power usually required for spin
recovery.
Good call on the AOA indicator.
After flying our 320 all over the world for the
past 2,100 hours we’ve just sold it to our good friend and neighbor, Glenn.
Glenn is a pilot for United and flew F14s off the boat. Even considering his
extremely high qualifications, we’re in about our 10th hour of checkout training
(at his insistence and mine). GET QUALIFIED TRAINING!!! These
airplanes are not difficult to fly...but they are different. Different enough
that they demand type specific training from a Lancair qualified instructor or
checkout pilot. Please visit the LOBO web site: http://www.lancairowners.com/
I’ll be surprised if you don’t get an offer to at
least sit in one somewhere near you.
Best of luck in your search for a Lancair. Let us
know how it’s progressing.
Bill Harrelson
N5ZQ 320 2,150 hrs
N6ZQ IV 450 hrs
Fredericksburg, VA
Sent: Wednesday, January 22, 2014 2:09 PM
Subject: [LML] looking for demo flight/instruction
I’m current considering the purchase of a 1993 Lancair 360
(apparently a 320 built as a 360) and have questions and concerns over flight
characteristic and physical fit. I’m 6’5” with a longer torso than legs,
so headroom is a concern. I understand each 360 may be built differently
so will need to try on the one I’m interested in, unless there’s simply “no way”
regardless of build.
I’m based out of KBJC, so concerned about overall performance
on high DA days when fully loaded. The 360 I’m looking at as a IO-360-B1E,
so putting out only 180 HP.
For flight characteristics, is this something safe enough to
use for commercial pilot training? I already have my commercial license
and know some of the maneuvers get close to minimum control and I hear the 360’s
don’t like that very much. This one, however, does have the big tail, so
perhaps that helps? First on my list of upgrades to the plane is a AoA
indicator.
Anyone out there in CO that has one I can touch, feel and
perhaps fly in??
If I do buy this, I’d be looking for insurance checkout,
anyone around that can do that?
thx