AOPA Pilot Magazine - August 2012 - 54

SPEC SHEET

Lancair Evolution
PRICE AS TESTED: $1.3 MILLION
SPECIFICATIONS

Powerplant | Pratt & Whitney Canada PT6A-135A Recommended TBO | 3,600 hr Propeller | Hartzell four-blade, constant speed Length | 30 ft Height | 10 ft Wingspan | 37 ft Wing area | 133 sq ft Wing loading | 32.3 lb/sq ft Power loading | 5.73 lb/hp Seats | 4 Cabin length | 126 in Cabin width | 46 in Cabin height | 48 in Empty weight | 2,350 lb Empty weight, as tested | 2,550 lb Max ramp weight | 4,300 lb Max gross weight | 4,300 lb Useful load | 1,950 lb Useful load, as tested | 1,750 lb Payload w/full fuel | 808 lb Payload w/full fuel, as tested | 608 lb Max takeoff weight | 4,300 lb Max landing weight | 4,300 lb Fuel capacity, std | 168 gal, 1,142 lb Oil capacity | 12 qt Baggage capacity | 225 lb, 39 cu ft
PERFORMANCE

@ 75% power, best economy | 280 kt/hr 28,000 ft | (33 gph) @ 65% power, best economy | 250 kt/ hr 28,000 ft | (24 gph) @ 55% power, best economy | 230 kt/ hr 28,000 ft | (20 gph) Max operating altitude (RVSM limit) | 28,000 ft Absolute ceiling | 33,000 ft Landing distance over 50-ft obstacle | 1,200 ft Landing distance, ground roll | 800 ft
LIMITING AND RECOMMENDED AIRSPEEDS

VX (best angle of climb) | 85 KIAS VY (best rate of climb) | 105 KIAS VA (design maneuvering) | 190 KIAS VFE (max flap extended) | 140 KIAS VLE (max gear extended) | 165 KIAS VLO (max gear operating) Extend | 165 KIAS Retract | 165 KIAS VNE (never exceed) | 256 KIAS VS1 (stall, clean) | 76 KIAS VSO (stall, in landing configuration) | 61 KIAS
FOR MORE INFORMATION

Lancair International, Inc., 250 SE Timber Avenue Redmond, Oregon 97756 call 541-923-2244 or visit the website (www.lancair.com).
All specifications are based on manufacturer’s calculations. All performance figures are bassd on standard day, standard atmosphere, sea level, gross weight conditions unless otherwise noted.

Takeoff distance, ground roll | 1,000 ft Takeoff distance over 50-ft obstacle | 1,200 ft Max demonstrated crosswind component | 25 kt Rate of climb, sea level | 4,000 fpm Max level speed, 25,000 ft | 300 kt Cruise speed/endurance w/45-min rsv, std fuel (fuel consumption)

EXTRA

“I’m usually still climbing 2,000 feet a minute at 28,000 feet,” Doug Walker says. “But that’s where I’ve got to stop.”

“In many ways, the Evolution is much simpler than a high-performance piston airplane,” he said. “Once you move the condition lever out of idle cutoff, you never have to adjust it during flight. And once you push the prop forward, you don’t have to touch it again, either. You have to learn some new terms for engine management,
54 | AOPA PILOT August 2012

but you don’t have to worry about manifold pressure, prop controls, mixture, CHTs, or any of that stuff.”
OBEDIENCE AND STABILITY. Seeing the Evolution up close, it’s impressive for the extraordinary quality of its fit and finish. The carbon-fiber pieces are built to

extremely close tolerances and the baggage and passenger entry doors—and control surfaces—fit with precision. Smooth, complex curves and rounded windows give the airplane a slightly alien, Rutanesque appearance (the famed designer had nothing to do with it). The elliptical wing is smooth with no rivets, screws, or metal whatsoever. A step allows access to the top of the left wing, and cabin entry is through a single, top-hinged door on the left side. Stepping down into the left seat requires some gymnastics to avoid stepping on the two-tone leather seats. The seating position is upright and visibility over the thin, down-sloping nose is tremendous. The view out the side bubble windows is very good, too, but a thick post and surrounding support structure create a blind spot between the two. Closing the door is a simple matter of pulling it down and pushing a single lever that locks the frame in place. Engine start is standard for a PT6, and air conditioning makes the cabin comfortable. Taxi is normal with toe brakes, and programming the EFC 900X is familiar to pilots accustomed to ubiquitous Garmin equipment. With two people aboard, 120 gallons of fuel, and no baggage, the airplane is about 800 pounds under its maximum gross weight of 4,300 pounds. Acceleration on the takeoff roll is brisk and silky smooth, and we’re airborne at 80 knots and climbing. Short-field takeoff techniques can reduce the takeoff roll to 1,000 feet at standard, sea-level conditions, but Lancair limits takeoff power to 550 shp so that the powerful left-turning tendency doesn’t overpower the rudder. As soon as the airplane is off the ground and the yaw damper engaged, pilots are free to use full engine power. Walker raises the landing gear and flaps and begins a normal climb. Full power and a best-rate speed of 110 KIAS typically results in a VLJ-like climb rate of 4,000 fpm, but a more sedate 170knot cruise climb still results in a healthy 2,500 fpm climb. Walker says it typically
http://www.lancair.com
AOPA Pilot Magazine - August 2012

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