lml@lancaironline.net Mailing List Archive

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 <gary21sn@hotmail.com> 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