X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 19 Nov 2013 08:25:25 -0500 Message-ID: X-Original-Return-Path: Received: from mail-pb0-f43.google.com ([209.85.160.43] verified) by logan.com (CommuniGate Pro SMTP 6.0.7) with ESMTPS id 6605170 for lml@lancaironline.net; Tue, 19 Nov 2013 06:38:25 -0500 Received-SPF: pass receiver=logan.com; client-ip=209.85.160.43; envelope-from=indigoaviation@gmail.com Received: by mail-pb0-f43.google.com with SMTP id rq2so6117682pbb.30 for ; Tue, 19 Nov 2013 03:37:50 -0800 (PST) MIME-Version: 1.0 X-Received: by 10.66.140.40 with SMTP id rd8mr26184638pab.119.1384861070007; Tue, 19 Nov 2013 03:37:50 -0800 (PST) Received: by 10.68.252.7 with HTTP; Tue, 19 Nov 2013 03:37:49 -0800 (PST) In-Reply-To: References: X-Original-Date: Tue, 19 Nov 2013 06:37:49 -0500 X-Original-Message-ID: Subject: Re: [LML] Difference between 235 & 320 airframes From: swaid rahn X-Original-To: Lancair Mailing List Content-Type: multipart/alternative; boundary=001a11331cb22424cc04eb861878 --001a11331cb22424cc04eb861878 Content-Type: text/plain; charset=ISO-8859-1 Thanks Gary, Bob and Bill for responding to my question. I have flown a 360 and thought it flew very similar to the 4PT I was flying at the time. ( I love the way they both fly). Once you get used to flying with high wing loading and speed the other airplanes out there just don't measure up to a Lancair. I was thinking of buying something that was fast and efficient to fly (a Lancair) at a reasonable cost while I finish the 4PT. I saw a 235 with a IO-240 Cont. and thought that might be a good combination. I have worked on a lot of diamond DA-20's with that engine and like it. You could also set it up for LOP operations. The only issue I might have is a grass runway I live on. I wonder what the real take off performance of the 2 place Lancair's are? Swaid On Mon, Nov 18, 2013 at 7:56 PM, Gary Edwards wrote: > To expand on Bill's description, other major items the 320/360 airframe > is: > > 1 inch wider > 9 inches longer > Larger rudder (also shaped differently > Larger canopy frame & glass (more head room) > Longer gear legs > Flap motor mounted behind the seat > Longer depth baggage area (baggage bulkhead farther rear) > Smaller header tank > Larger wing tanks > Beefier horiz. stab spar > Additional tail cone bulkhead > Screw in tie down rings (235's have release pin rings) > Removable wing tips > Larger instrument panel > Different shaped instrument panel > Different shaped nose gear tunnel (smaller) > Gear hydraulics plumbed different > Rudder cable routing different > Gear wells wider > Higher empty weight > Higher gross weight > > A large percentage of 235 airframes have been upgraded with 320/360 > features, ie: > > Engine > Gear legs > Flap motor mounting > Flap hinging > Beefier horiz stab spar > Tail cone bulkhead > Nose gear oleo strut > Nose gear tunnel > Gear hydraulics plumbing > Rudder cable routing > Gear wells wider > Removable wing tips > Larger rudder > > When looking at images of LNC2's look at the cowl inlets and the shape of > the rudder counter weight for the most obvious indicators of which > airframe it may be. Keep in mind that there are some 235 cowls with round > air inlets holes. Don Goetz made a batch of them in the early '90's. > > Gary Edwards > LNC 2 > > ----- Original Message ----- > *From:* Bill Harrelson > *To:* lml@lancaironline.net > *Sent:* Monday, November 18, 2013 12:43 PM > *Subject:* [LML] Re: Difference between 235 & 320 airframes > > Swaid, > > There is NO difference between a 360 and a 320 airframe. Just depends on > which engine you use. The 235 airframe, however, is considerably different > from the 320/360. It is smaller, the flaps are hinged on the upper trailing > edge vs lower skin on the 320/360. The stock 235 has a rubber doughnut type > nose gear dampening, the 320/360 have nose gear oleo struts. The 235 has > rectangular engine inlets, the 320/360 have round. I believe that these are > the major differences. There are probably several more minor differences. > There are examples of 235 airframes with 320 engines but this does NOT make > it a 320. Considerable cowling and engine mount work are required to fit a > 320 or 360 engine in a 235 airframe. > > Bill Harrelson > N5ZQ 320 2,150 hrs > N6ZQ IV 400 hrs > > > > > *From:* swaid rahn > *Sent:* Monday, November 18, 2013 8:44 AM > *To:* lml@lancaironline.net > *Subject:* [LML] Difference between 235 & 320 airframes > > Hello everyone, > What is the difference between the Lancair 235 kit and the 320 kit besides > the obvious engine size. I was told the 320 and 360 are the same kit, is > the 235 kit much smaller? There is a flying 235 with a 320 lyc. in it for > sale on Barnstormers for the low 30's and I am curious if that is a good > deal. > I am familiar with the LNC4PT. Have flown & maintained one for 7 years and > involved in a build of another one. > Thanks, > Swaid > --001a11331cb22424cc04eb861878 Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: quoted-printable
Thanks Gary, Bob and Bill for responding to my questi= on. I have flown a 360 and thought it flew very similar to the 4PT I was fl= ying at the time. ( I love the way they both fly). Once you get used to fly= ing with high wing loading and speed the other airplanes out there just don= 't measure up to a Lancair. I was thinking of buying something that was= fast and efficient to fly=A0(a Lancair) at a reasonable cost while I finis= h the 4PT.
=A0I saw a 235 with a IO-240 Cont. and thought that might be a good co= mbination. I have worked on a lot of diamond DA-20's with that engine a= nd like it. You could also set it up for LOP operations. The only issue I m= ight have is a grass runway I live on.
I wonder what the real take off performance of the 2 place Lancair'= ;s are?
Swaid


On Mon, Nov 18, 2013 at 7:56 PM, Gary Edwards <ga= ry21sn@hotmail.com> wrote:
=20 =20 =20
To expand on Bill's description, other major items the 320/360 air= frame=20 is:
=A0
1 inch wider
9=A0inches longer
Larger rudder (also shaped differently
Larger canopy frame &=A0glass (more head room)
Longer gear legs
Flap motor=A0mounted behind the seat
Longer depth baggage area (baggage bulkhead farther rear)
Smaller header tank
Larger wing tanks
Beefier horiz. stab spar
Additional tail cone bulkhead
Screw in tie down rings (235's have release pin rings)
Removable wing tips
Larger instrument panel
Different shaped instrument panel
Different shaped=A0nose gear tunnel (smaller)
Gear=A0hydraulics plumbed different
Rudder cable routing different
Gear wells wider
Higher empty weight
Higher gross weight
=A0
A large percentage of 235 airframes have been upgraded with 320/360=20 features, ie:
=A0
Engine
Gear legs
Flap motor mounting
Flap hinging
Beefier horiz stab spar
Tail cone bulkhead
Nose gear oleo strut
Nose gear tunnel
Gear hydraulics plumbing
Rudder cable routing
Gear wells wider
Removable wing tips
Larger rudder
=A0
When looking at images of LNC2's look at the cowl inlets and the= =A0shape=20 of the rudder counter weight for the most obvious indicators of which=20 airframe=A0it may be.=A0 Keep in mind that there are some 235 cowls with=20 round air inlets holes.=A0 Don Goetz made a batch of them in the early=20 '90's.
=A0
Gary Edwards
LNC 2=A0=A0
=A0
-----=20 Original Message ----- =20
Sent: Monday, November 18, 2013 12:43 PM
Subject: [LML] Re: Difference between 235 & 320=20 airframes

Swaid,
=A0
There is NO difference between a 360 and a= 320=20 airframe. Just depends on which engine you use. The 235 airframe, however, = is=20 considerably different from the 320/360. It is smaller, the flaps are hinge= d on=20 the upper trailing edge vs lower skin on the 320/360. The stock 235 has a r= ubber=20 doughnut type nose gear dampening, the 320/360 have nose gear oleo struts. = The=20 235 has rectangular engine inlets, the 320/360 have round. I believe that t= hese=20 are the major differences. There are probably several more minor difference= s.=20 There are examples of 235 airframes with 320 engines but this does NOT make= it a=20 320. Considerable cowling and engine mount work are required to fit a 320 o= r 360=20 engine in a 235 airframe.=A0
=A0
Bill Harrelson
N5ZQ 320 2,150 hrs
N6ZQ=A0 IV=A0 400 hrs
=A0
=A0
=A0
=A0
From: swaid rahn
Sent: Monday, November 18, 2013 8:44 AM
Subject: [LML] Difference between 235 & 320=20 airframes
=A0
=20
Hello everyone,
What is the difference between the Lancair 235 kit and the 320 kit bes= ides=20 the obvious engine size. I was told the 320 and 360 are the same kit, is th= e 235=20 kit much smaller? There is a flying 235 with a 320 lyc. in it for sale on= =20 Barnstormers for the low 30's and I am curious if that is a good deal.<= /div>
I am familiar with the LNC4PT. Have flown & maintained one for 7 y= ears=20 and involved in a build of another one.
Thanks,
Swaid

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