BeechTalk - BT - Pre-Buy in the Tucson Area on a Lancair Legacy

Username Protected · **Posted:** 06 Jul 2017, 09:58

I had a customer use Mike Custard of Advanced Aviation in Bend Oregon a few years back. http://www.advancedaviationinc.com/

At the time, he had built over 40 Lancairs and knew them like the back of his hand. He flew out and looked at the ES we had for sale. Very, very knowledgable about all of the Lancair models.

Jason

Username Protected · **Posted:** 06 Jul 2017, 12:30

Username Protected wrote:

I had a customer use Mike Custard of Advanced Aviation in Bend Oregon a few years back. http://www.advancedaviationinc.com/

At the time, he had built over 40 Lancairs and knew them like the back of his hand. He flew out and looked at the ES we had for sale. Very, very knowledgable about all of the Lancair models.

Advanced Aviation is now Aaron Brook's, he bought out his partner Mike some years ago. When I was there last week he had in the shop a Legacy racer, a IVP, and a IVPT, all brought in to finish/correct builds by others, and 4 Evolutions, one in for annual and 3 under construction, including mine. The owner of one of the other Evo builds built an ES with Aaron a dozen years ago and came back for the Evo, although there are other shops much closer to him. I investigated several shops before choosing AA.

Username Protected · **Posted:** 11 Jul 2017, 19:46

If they other guys dont work out performance one does a lot of composite experimentals including the lancairs. Let me know if you get into Phx, would like to see that thing/ could fly you down if the dates and times work.

Username Protected · **Posted:** 03 Sep 2017, 17:26

Did you get it?

Username Protected · **Posted:** 03 Sep 2017, 17:40

Flightaware tracks look likes it's been on a couple exercise/shakedown flights but registration is still the same.

Username Protected · **Posted:** 03 Sep 2017, 21:11

Username Protected wrote:

Did you get it?

I have it under contract, and have the flight & inspection scheduled for the last week of September.

I was delayed with a family emergency when I had to put my father who is 89 in the hospital. Luckily, he didn't sell it during that time. My father is back home and doing well but was in the hospital and after care for 5 weeks.

Username Protected · **Posted:** 04 Sep 2017, 00:20

Username Protected wrote:

I have it under contract, and have the flight & inspection scheduled for the last week of September.

I'll be in town that week, maybe we can meet up.

Username Protected · **Posted:** 04 Sep 2017, 14:58

Username Protected wrote:

I have it under contract, and have the flight & inspection scheduled for the last week of September.

I'll be in town that week, maybe we can meet up.

Username Protected · **Posted:** 06 Sep 2017, 21:44

Username Protected wrote:

Did you get it?

I have it under contract, and have the flight & inspection scheduled for the last week of September.

I was delayed with a family emergency when I had to put my father who is 89 in the hospital. Luckily, he didn't sell it during that time. My father is back home and doing well but was in the hospital and after care for 5 weeks.

Username Protected · **Posted:** 07 Sep 2017, 02:23

Username Protected wrote:

My only experience is getting a ride in the factory demonstrator... I was slightly surprise that the demo pilot a) didn't let me take it below 1000' when landing (on the one hand it was a sales flight and I had a commercial asmel, on the other I was a 22yr old) and b) flew final at 120kias.

There's a big thread on Lancair Talk on landing a Legacy. While stall is about 60 KIAS, many advocate a 1,500' AGL pattern and final at well over 100 KIAS. Apparently, they don't like how mushy the tuned-for-high-speed controls get at normal approach speeds for a 60 knot stall. Of course this limits their runway choices.

Username Protected · **Posted:** 07 Sep 2017, 05:09

I recently trained and got checked out in a 720ci RG Legacy. Pattern was 1500 agl and 130kt pattern speed with a 120kt short final. It was not a 60kt stall plane, more like 75-80 depending on conditions and config. Did all sorts of stalls and never got anywhere near 60kts.

It was a adjustment to get dialed in but once I got it down it was easy. Just fly a consistent pattern and get consistent landings. Found that at 120kt patten speed that the nose was too high to see traffic so had to keep the speed up a bit. But I am
sure the extra weight of the 720ci made that worse.

Overall after 7 hours of training in the Legacy RG I felt as safe as I did in my Saratoga. In fact I felt safer as I felt totally in control in the Legacy. It's an amazing aircraft and just like women you need to know how to handle them. Haha

Mike

Username Protected · **Posted:** 07 Sep 2017, 10:15

Username Protected wrote:

I recently trained and got checked out in a 720ci RG Legacy. Pattern was 1500 agl and 130kt pattern speed with a 120kt short final. It was not a 60kt stall plane, more like 75-80 depending on conditions and config. Did all sorts of stalls and never got anywhere near 60kts.

It was a adjustment to get dialed in but once I got it down it was easy. Just fly a consistent pattern and get consistent landings. Found that at 120kt patten speed that the nose was too high to see traffic so had to keep the speed up a bit. But I am
sure the extra weight of the 720ci made that worse.

Overall after 7 hours of training in the Legacy RG I felt as safe as I did in my Saratoga. In fact I felt safer as I felt totally in control in the Legacy. It's an amazing aircraft and just like women you need to know how to handle them. Haha

Mike

And just like women, some costs considerably more to divorce than others. 120knots is insane in a piston single with no ejection seat. Second of all, if the aircraft stalls at 75knots, why 120knots, why not 97knots? Just wondering.

What happens when the engine shits on you? I'm not judging, I'm just trying to understand the thinking process? I know many fly warbirds with similar landing speeds. The risk just seems too high for the reward.

Username Protected · **Posted:** 07 Sep 2017, 15:00

This is a 2015 legacy that has the cuffs. The current owner told me that he flies final at 85-90k IIRC.

The cuffs & the Lycoming are the 2 best features of why I was highly interested in this plane. Actually it is the only one I have ever seen for sale that had them. Ditto with the IO 540. He had built an ES before this and had the conti and was highly disappointed with it for the issues well known to all here. Starter ring, cylinders etc..

If the stall is at say 65k, then I would like the 85k final which is right at 1.3 vso.

Username Protected · **Posted:** 07 Sep 2017, 15:13

Username Protected wrote:

I'm VERY curious to hear how the 540 does on the FG. I'm surprised you said 190ktas at 12.5gph, I'd expect another 10 or 20kts out of it at the fuel flow LOP. Is it the "small" 540 (260hp) or the "big" one (not that it matters for speed/gph)?

He has it listed as 280hp. Maybe a little higher compression pistons?

How do you measure real HP on a plane engine? You can't just put it on a dyno like a car.

I wonder if Lyc & Conti play with the numbers like running 120 octane or some such non-sense for their tests.

Username Protected · **Posted:** 07 Sep 2017, 15:17

Username Protected wrote:

How do you measure real HP on a plane engine? You can't just put it on a dyno

Sure you can, and they do.
http://www.nevadaaircraftengines.com/dynometer.html