It's obvious from the various comments regarding elevator control authority that the oft made statement that every 235/320 Lancair is different is a truism that must be taken to heart. I've been flying my early 235 for over 1000 hours now (with a 235 engine in it) and have never had a problem with elevator effectiveness in the landing phase. This is true even though my original weight/balance was done with a fixed pitch wooden prop (comparatively light) and subsequently with a measurably heavier MT prop (electric constant speed unit) that moved the average cg forward some. (Which I welcomed as I wanted the advantage of more rudder arm/effectiveness should I ever inadvertently get into a spin).

One of the test cards I imposed on my airplane included landing with the flaps in normal cruise reflex - to prove that the airplane was controllable should the flap system fail in that configuration in flight - which has happened twice. After testing at altitude, I found that I had to add about 10 MPH  during the flare and did need almost full up elevator at touchdown - but did not run out of elevator and put it on the mains. The only change I found necessary in the elevator system was installation of a stronger pitch trim spring, though that was mainly to get the trim system to keep from running out of range in all flight regimes - not specifically to provide more elevator control authority.

Bottom line: My comment is related only to N235SP - your experience may/will vary. The only way to know for sure is to diligently test for any and all anomalous configurations you can think of and then set your limits.

Be safe out there.

Dan Schaefer
Early 235  N235SP going strong since 1993.