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For Mark Lally, in particular:

   Sorry, that's 63 KIAS, not mph.  Just checked the factory spec sheet
again, and it gives 57 mph as the stall - Wow!  I don't know why mine is
(was - more on that below) so much higher, but simple instrument error would
be the first thing to check if it were critical to know.  It would be
interesting to know what other ES builders are actually getting for stall --
any input from out there?

   As far as operating from a 1700' grass strip, I'd say that's really
marginal after you've got some time in the airplane, and 'way below marginal
until then.  Charlie Kohler looked long and hard at our 3500' paved strip
when he did first flight testing for me here (2R8, Mustang Beach, TX).  On
my high-speed taxi tests, the end of that 3500' came up very quickly.  Also,
what do the factory engineers have to say about how the ES gear might hold
up to grass strip operations?

   On fuel capacity, it seems like one of those questions with no answer,
like high-wing vs. low-wing, pitch vs. power.  The only point I was trying
to make in the beginning of this discussion is that the standard 78 gal is
really quite a bit when you can lean the IO-550-G2B to around 12 gph in
cruise.  As far as weight in the wings and stress analysis goes, I don't
think it's the steady-state situation in smooth flight that matters, but the
bending stresses in turbulence.  Additional weight far outboard on the wings
will change the dynamic characteristics of the wing/spar system.

   You asked me  why I am planning to build another ES.  (I am scheduled to
pick up my next kit in late February.)  The short answer is I've never had
so much fun.  Well, except for taking off peel-ply.  I flew my last one
about 80 hours, so I had my fun, including two trips from here in Texas to
Florida, one to Wisconsin, and the last trip to California, where I sold it
early last month.  I really don't have that much reason to fly, and although
I enjoy it thoroughly, I really get my kick building things.  I'm retiring
from my scientific equipment business at the end of the year, and am looking
forward to airplane building as a sort of hobby business for my next career
phase (I don't like the word "retirement").  I figure I can turn out an
airplane every couple of years, fly 'em for a while, then sell 'em and start
on another.  When I want to go away, for an afternoon or a month, I just
turn out the lights and lock the door.  Anyone who's ever had his (or her)
own small business will know how appealing that sounds.  I've already got a
bunch of ideas for little improvements here and there (re-designed door
latch, roll-out panel sections, etc.).  As for why the ES, I looked hard at
the IV's, but I guess I was put off by the much larger investment (I don't
build for anybody, and I finance the projects out-of-pocket) and the
problems of PIC time and insurance, which I think will increasingly limit
the market.  The ES is really a great airplane -- fast, roomy, and very
well-behaved.  Pilot transition is easy, and the insurance is pretty
reasonable (especially if you just go with not-in-flight coverage).  Other
makes didn't tempt me that much, as I was looking for a 4-seater, and
Lancair is just the class of the field.
   All the frustration and headscratching that comes out in this forum
doesn't hide the fact that we all seem to have a ball building these things.

Jim Cameron (once & future ES)

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