lml@lancaironline.net Mailing List Archive

<<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> At last, someone interested in the "experimental" nature of the beast. Since I am going to try to respond to all of your queries, some replies should be ash-canned! 1. Gross weight affect - Don't know, don't care. Once I load my earthly incarnation and fuel aboard, I can't do anything but exhale, keeep the flys aloft and burn fuel to get greater speed. I have flown at about 1960 lbs and it took about an hour before the autopilot would hold altitude without a gentle sinesoidal vertical deviation. It dives faster if it's heavier. 2. Gaps - Huh? Seal'm if you must, the Reno racers do. 3. Cooling issues - This is the best area for speed payback if you built the airplane right. Plenums provide great possibilites if you slow the air down (diffusers?) and seal well so as to keep the pressure differential betwixt the upper chamber and the lower cowl sufficiently great. Cooling drag can be significant. Remember that OIL provides a great part of the engine cooling - pay attention to the oil cooler and its relevant air-flow. 4. Nice going on keeping the belly clean. Perhaps you might want to investigate "augmenter" tubes for cooling efficiency. 5. After you built it right and can cool the power, the three most important factors are power, power and power if you can carry the fuel. 6. Flap reflex - Take them out of reflex and it will use more power and slow you down. This is a good thing as you approach the target airport since C152 drivers don't understand another itsy bitsy plane screaming by at 170 kts. 7. Yes. 8. Turbos give you power and heat - good if you want to fly high enough to use the power and low enough to cool the engine. Superchargers take HP but give it back in spades at reasonable altitudes - you still have to cool the engine. Consider a balanced engine, properly flowed, maximizing ram air boost, maybe with hi compression pistons and an intelligent electronic ignition that provides better timing advances - just short of pre-ignition or detonation. Where are you based? The best comparison is head to head flight (Greaser take note) then compare the equipment. To hell with claims! I generally see 192 KTAS at 8500 pressure altitude, std temp at 2480 RPM, 1700 lbs with an injected simple 320 and the recently installed LASAR ignition. Lance knows his airplanes fly like they are spec'ed. Mess with'm and suffer (or enjoy) the consequences. Scott Krueger N92EX (I Dive for Vne) LML website: http://members.olsusa.com/mkaye/maillist.html LML Builders' Bookstore: http://www.buildersbooks.com/lancair Please remember that purchases from the Builders' Bookstore assist with the management of the LML. Please send your photos and drawings to marvkaye@olsusa.com.