This is a turbo charged Lancair 360 with 250 available horse power. This Lancair has a TO360C1A6D Modified Lycoming factory TC engine rated at 210 horse power continuous operation. (207 continuous above 10,000 feet).
Only 24 hours since total overhaul performed by Performance Aero Engines. This airplane is one of the fastest Lancair 360s at altitude and is also one of the slowest. In fact it is probably the slowest landing 360 built for the weight. AND it really climbs.
The aircraft has about 24 hours on the engine and airframe and still requires another 16 hours of flight test.
Over $115,000 invested in airplane.
In 12th year with well over 7000 hours in building this airplane. Mostly in engine and slotted flap installation.
Why sell it? Many personal reasons I will not go into.
|Fuel (L/R wing 40) (Header 10)||50 Gals.|
|Empty Weight||1280 lbs.|
|Gross Weight||2080 lbs.|
Demonstrated (1600 lbs.)
- Touch down at 60 KIAS with 32 degrees of flaps (Slotted)
- Stall below 60 KIAS with 32 degrees of flaps (Slotted)
- Touch down at 70 KIAS with no flaps
- Stall about 67 KIAS with no flaps
- 180 KIAS at 8000 ft. with approximately 75 percent power.
→ 260 Knots True at 25,000 ft.
A redesigned cowl was made to fit the large, updraft engine. This cowl has been sacrificed to give the maximum air and oil cooling. It is currently configured for 65 percent power. Cowl flaps must be added as required for long time full power operation. Oil cooling is dedicated external ram air inlet with dedicated external outlet. The new cowl will contain provisions for oil cooling and fire wall bleed air to be taken from inside the pressure chamber. This will increase speed at lower altitudes.
After oil cooling problems on the first flights the complete oil cooling system was redesigned with maximum efficiency in mind and then make it smaller for speed. The max temperature so far is 210 degrees F after take off then it drops to 190 degrees or less for cruise.
The engine is heavy with the TC so we went with light prop, starter, alternator, removed dual magneto and installed much lighter Lightspeed dual ignition system. Total weight of prop and engine is around 400 pounds. That is only slightly above a stock Lycoming IO360 with standard parts and McCauley prop.
- Outback Gear
- Large Tail
- Forward hinged canopy with torsion bar locking mechanism
- Fuselage stiffened per Martin Holman
- (while not necessary it was suggested because of high altitude and speed)
- Park Brake
- Heated pitot tube
- Aileron and horizontal trim tabs
- Capacity fuel sensors
- Oxygen bottle
- Grove Brakes (Cleveland like)
- Hydraulic Shocks (from Lancair)
- 24 inch Wing Extensions (detachable)
- Long Engine Mount (13")
- (Lord heavy duty engine isolators)
- Remote Hydraulic Reservoir
- Comet Flash Strobe Lights
- Whelen Navigation Lights