AOPA Pilot Magazine - August 2012 - 55

takes about 11 minutes to climb to 24,000 feet in the real-world ATC system. The airplane is limited to 28,000 feet (with a 6.5 psi pressurization system resulting in a 7,000-foot cabin altitude) because its avionics aren’t RVSM certified. But the airplane is capable of reaching far higher altitudes. Electrically heated Therm-X deicing strips on the leading edges of the wings and horizontal tail provide ice protection for the airframe, and a spray bar sends TKS fluid to the windshield. Walker typically flies at 28,000 feet and 285 KTAS while burning 35 gph, and that gives a no-wind range of 1,300 nm with IFR reserves. His top speed at that altitude is 300 KTAS at 39 gph, and low cruise is 250 KTAS at 25 gph. There’s virtually no adverse yaw in 45-degree turns, and the airplane conveys a feeling of both obedience and stability. Heading downhill, the ailerons become noticeably heavier as airspeed increases beyond 200 KIAS. There are no speed brakes—and no need for them—as the fourblade Hartzell prop flattens out and slows the airplane like an anchor.

Walker delights in demonstrating simulated emergency descents in which he puts the prop in flat pitch, points the nose steeply down, and lets the airspeed settle at 110 KIAS with a descent rate of more than 3,000 fpm. I target 85 KIAS on final approach with the flaps down and power near idle. Touchdown is smooth on the tall, trailinglink gear, and light braking allows for an easy runway exit at midfield. Flattening out the prop or moving to reverse thrust dramatically shortens landing rolls and Walker says he has no hesitation operating from runways as short as 2,000 feet. But he cautions pilots to be prepared to use differential braking for directional control since flat or reverse prop pitch effectively blanks airflow over the rudder during rollout.
COMPETITIVE LANDSCAPE. Although single-engine turboprops such as the Socata TBM 700 and 850, Piper Meridian, and Pilatus PC–12 have gained wide market acceptance in the last decade, and more competition is coming from Kestrel (and perhaps Cessna), the Experimental nature

of the Evolution makes it different. It’s a rare pilot/owner with the skill, desire, time, and resources to build his or her airplane—and manage its construction. With the precipitous drop in used aircraft values during the past four years, the Evolution finds itself competing against multiengine turboprops or even multiengine jets in the same price bracket. And, even though the Evolution’s operating costs may be far lower, it also has to compete against the convenience of existing airplanes that are available right away. But with 26 Evolutions flying and 17 more under construction, Lancair has shown that there are buyers out there who are seeking performance as well as the deep and intimate knowledge of an aircraft that comes from the experience of putting it together. It’s a major commitment and it’s definitely not cheap. But for the pilot who is looking for exceptional performance and an airplane that he or she will know inside and out, building, owning, and flying an Evolution could be just the right fit. AOPA
EMAIL dave.hirschman@aopa.org
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AOPA Pilot Magazine - August 2012

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