According to a media release from the Winnebago County Sheriff’s Office, one occupant was identified as Sean Tommervik, 37, formerly of El Paso, Texas, but having recently moved to Philadelphia. The other occupant was identified as James Sullivan, 32, formerly of Nashville, Tennessee, but having  recently relocated to Brooklyn, New York.

• READ MORE: EAA AirVenture Reports Attendance Boost

“Official medical examiner confirmation will take additional time, however, after the initial investigation, there is no reason to believe the occupants were anyone other than Mr. Tommervik and Mr. Sullivan,” the sheriff’s office statement said.

The pair were flying a Lancair Super ES registered to Tommervik, according to the sheriff’s office.

• READ MORE: 2 Killed in Plane Crash Near EAA AirVenture

They were on approach to KOSH when the aircraft went down around 12:15 p.m. CDT in a farm field near the airfield. The aircraft was engulfed in flames when first responders arrived.

The National Transportation Safety Board is investigating the accident.

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Today’s Top Pick is a 2004 Lancair Columbia 400.

The Columbia 400 marked a move by Lancair, a longtime airplane kit manufacturer, to certified, factory-built aircraft. The sleek composite craft was so aerodynamically clean that, like the Cirrus SR series, it did not need to retract its landing gear in order to go fast. At the time of its introduction the Columbia 400 was the fastest production piston single on the market.

In 2007, Cessna acquired the Columbia operation and continued to develop the aircraft as the Cessna TTx. The deal was part of a plan to compete directly with the fast-selling Cirrus SR 22, though Cessna eventually halted TTx production. Fans of the aircraft continue to tout the model’s impressive speed, handling, and efficiency.

This 2004 Columbia 400 has 1,560 hours on the airframe, 34 hours on its 310 hp Continental IO-550 engine, and 34 hours on the propeller since overhaul. The airplane’s engine comes with a factory-tuned induction and exhaust system, tuned fuel injectors, engine oil preheater, and air/oil separator. 

The panel includes an Avidyne Entegra FlightMax PFD with flight director and Avidyne FlightMax EX5000 MFD, dual Garmin GNS 430 Nav/Com/GPS, GTX 335 ADS-B transponder, S-Tec 55X autopilot with autotrim, GPSS, and altitude preselect.

Additional equipment includes a Kelly Aerospace ThermaWing deice system, factory installed four-place oxygen system, and speedbrakes.

Pilots interested in an innovative, unusually fast piston single that is ideal for long cross-country trips should look into this 2004 Lancair Columbia 400, which is available for $305,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: We Fly: The Lancair Turbo Mako
• FLYING Magazine: Columbia 400
• FLYING Magazine: Cessna TTx Gains Icing Approval
• Plane & Pilot: From Lancair 200 To Columbia 400
• Plane & Pilot: Columbia 400 Gets Certified
• The Aviation Consumer: Used Columbia/Cessna 300/400 Series

The post This 2004 Lancair Columbia 400 Is an Innovative ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 2004 Lancair ES.

Lancair’s products have long been examples of kit-built aircraft done right, especially for customers looking for the same basic qualities and capabilities found in certified models. From the first Lancair 200 that debuted at Oshkosh in 1985 to this ES, founder Lance Neibauer had a good feel for what builders wanted in an airplane kit project, and delivered.

If the ES looks familiar, it probably is because the aircraft evolved into the certified Columbia 300 and 350 and later, following Cessna’s acquisition, the TTX. The ES, its successors, and competition reflect the state of general aviation during the 1990s, when NASA rolled out its  Advanced General Aviation Transport Experiments (AGATE) program to spur interest and advancement in GA transportation. The same program helped drive development of rival and eventual winner Cirrus. Still, the ES and its later certified relatives have a devoted following, especially among pilots who value cross-country speed.

This 2004 Lancair ES has 380 hours on the airframe, Lycoming IO-540-EXP engine, and Hartzell Scimitar propeller. The panel includes a Garmin G3X Touch display with SiriusXM receiver, GEA 24 engine indication system, GMC 307 3-axis autopilot, heated pitot and AOA probe, GMA 245 audio panel, GTN 750 GPS nav/com, and GTX 45 transponder.

Pilots looking for the practicality of four seats in a kit-built aircraft that typically will outperform similar certified designs, should consider this 2004 Lancair ES, which is available for $349,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: JetEXE Buys Lancair, Plans Sustainable Designs
• FLYING Magazine: Lancair IV Pilot Completes Westbound Circumnavigation
• Plane & Pilot: Lancair ES/Super ES/ES-P
• Kitplanes: Meet the New Lancair
• Kitplanes: Lancair To Sell Legacy Assets In Favor Of Evolution Series

The post This 2004 Lancair ES Is an ‘AircraftForSale’ Top Pick for Kit-Built Enthusiasts appeared first on FLYING Magazine.

Lancair was a pioneer in composite construction and led the mainstreaming of the homebuilt movement through the latter part of the last century. It developed 14 designs and thousands of the speedy singles are flying all over the world. Founder Lance Niebauer sold the kit business in 2003 to build the certified Columbia line of aircraft, which was eventually bought by Cessna and ultimately dropped. Lancair become Evolution Aircraft in 2016 to concentrate on the pressurized turboprop model. It sold off older kit designs, and that business was purchased by JetEXE from Mark and Conrad Huffstatter, of Uvalde, Texas, who had hoped to revive the kit production but were concentrating on fleet support in recent years.

Editor’s Note: This article first appeared on AVweb.com.

The post JetEXE Buys Lancair, Plans Sustainable Designs appeared first on FLYING Magazine.

The demystification of the building process and the advent of quick-build kits and builder support mean there’s a wider variety of models to choose from for pilots wanting to take advantage of the technology access and added value offered by kit built aircraft. 

But the blurred line has resulted in unintended consequences.

There’s now a significant market for already-built aircraft changing hands to what the kit built industry has termed NBOs—non-builder owners. When a person buys the fruits of another builder’s efforts, they take on that project without the same knowledge as the original builder. With many NBOs coming from backgrounds of only flying, operating, and perhaps owning Part 23-certificated aircraft, the gap in understanding can lead to frustration, wasted money and time—or an accident during the first 10 hours of flight following the purchase.

I interviewed leaders from several experimental OEMs to gather insight into the scope of the market for NBOs, the impact NBOs have had on their business, and what particular concerns they have for those who would approach the purchase of this unique slice of “used” aircraft.

RVs That Started a Movement

Van’s Aircraft, based in Aurora, Oregon, has built a business over the last 50 years on plans-built and kitbuilt aircraft that have become progressively more sophisticated—and at the same time more approachable to build. The dynamic has made it easier for new builders to join the experimental world, and increased sales to the point where there’s now a significant pre-owned market of Van’s RVs for those pilots who want to “skip” the effort involved in crafting an airplane themselves. It’s created a challenge for Van’s: “The used market is our biggest competitor,” says Greg Hughes, director of sales and marketing for Van’s Aircraft. Hughes acknowledges that a pilot who doesn’t want to invest the time it takes to build one can find a wide range of RVs “out there” ready for a new home.

However—caveat emptor. Any homebuilt aircraft will vary widely between instances, depending on the relative skill of the builder, and/or the divergence from the original kit or plan that the builder made during the construction process. Newer models, like the RV-12 and RV-14, come in novice-builder-friendly kits with matched holes and expanded instructions—and the option for some “quick build” kits. Older models evolved from plan-built airplanes, and those like the popular RV-4, where the kit was not as advanced, may offer even more opportunity for variance.

Sonex’s Schaible Weighs In

The smaller network of Sonex owners makes the approach to buying one used a very individualized experience—and because the fleet on the whole is more obviously “one of one.” However, it’s instructive to look at, because it illuminates how varied most homebuilts are—even those from producers like Van’s who have standardized the building experience as much as possible. 

Sonex president and owner Mark Schaible outlines the overarching issue facing NBOs. “Too many people are jumping into experimental aircraft and expecting them to be like certified aircraft,” Schaible says. “You’re trusting yourself to what some other amateur pilot built.” 

Schaible echoes Hughes’s comment on the NBO market: “Our biggest competition isn’t Van’s, it’s used Sonexes.” He compares the RV-4 kit as an example of how kits have evolved, as well—noting that the RV-4 kit was not as advanced at the time of its debut as the current Sonex kits. And, even with the current state of advanced kits, a pilot can’t “shake a box and have an airplane fall out.” 

Another note: While as a buyer, you may be looking at a certificated engine in some homebuilts, a Sonex is likely flying behind an experimental powerplant too, like the AeroConversions’ AeroVee, the most popular choice for Sonex builders. An A&P off the street with only Lycoming or Continental experience won’t be able to assess many homebuilts well for this reason, he says, leaving them open to the potential for error or gaps. 

Schaible’s been with Sonex since 2004, and he stays deeply engaged with leadership in the experimental/ amateur-built (E/AB) industry, serving with the Aircraft Kit Industry Association and on the Experimental Aircraft Association Board Safety Committee—which is a working group of the General Aviation Joint Steering Committee. EAA—founded in 1953—has led the homebuilt community with resources and safety programs that should be required for those wishing to enter into the E/AB space, regardless of whether the pilot builds or buys their way in. 

“You’ve got to engage the builder network,” he says, in order to help mitigate a devastating accident trend that has blossomed in the past five years among NBOs. The accident rate for E/AB aircraft overall is highest in the first 10 hours of flight—for what should be the obvious reason of testing a new build and engine in concert. 

However, the NTSB and EAA have identified that the accident rate for NBOs in the first 10 hours of ownership rivals that for the initial Phase I testing—and may even surpass it. A new owner not intimately familiar with the airplane may make assumptions about the quality of its manufacture, sometimes with catastrophic results. 

EAA’s vice president of advocacy and safety, Sean Elliott, weighs in. “We encourage people to do a thorough and thoughtful analysis of the aircraft they are interested in buying, including getting subject matter experts to look at the overall build quality and how well the airplane has been maintained—those who have a maintenance background and can do a proper pre-buy. 

“EAA stresses the importance of proper transition training in any new type…[you] can hire a qualified instructor who has flown that type before and could help you perform the actual test cards. We intend to release checklists and programs, including flight test cards, aimed at the second-owner community so as a person acquires a ‘new-to-them’ amateur-built aircraft, they can go out and perform those tests and develop their own operating handbook and learn the aircraft correctly before they start operating it.”

Composite Concerns 

Buying a Lancair, Glasair, or other primarily composite airplane on the pre-owned market involves a bit more rolling of the dice than for other types—because these hot rods require both special care during the building process and can be nearly impossible to properly inspect without partially destroying the airframe. There just aren’t inspection panels in the same sense on a composite aircraft as you would find on one crafted from aluminum. Mike Schrader, director of sales and marketing for Epic Aircraft, held a similar role with Lancair International from 1992 to 2007, primarily within the kit side of the company but also in the certified Columbia Aircraft division. He’s been with Epic since 2012, during the development of the owner-assist-build Epic LT into the Part 23-certificated E1000 GX. 

“I have been entirely in sales but witnessed the construction of the airframes,” says Schrader. “The Epic process was entirely built here in our factory so all the bonding and assembly was done under our direct supervision or by our technicians.”

According to Schrader, it’s crucial to know the builder and their documented build process—especially when dealing with composites. A robust builder-assist program exists for many high-performance experimentals. “Many of the manufacturers have or had a fast build program where much of the crucial bonding was done at the factory.” The manufacturer will have ways to help the builder during the layup process—both in construction and quality assurance—so that a future owner can have more confidence in the quality of the construction.

A CubCrafters’ Take

Vice president of sales and marketing Brad Damm has been with CubCrafters—the company founded in 1980 to make Piper Super Cubs better—since July 2013. In 2004, CubCrafters introduced a Part 23-certificated version, the Top Cub. However, CubCrafters’ greater success has been with the Sport Cub (introduced in 2006) and the Carbon Cub SS (introduced in 2007). Both are offered in subsequent versions in an array of builder-assist and kit aircraft, as well as factory-built SLSAs. Damm has looked at a lot of pre-owned Carbon Cubs and Sport Cubs in his role, especially since the company has a robust trade-in business with its owner-builder base. There’s even a page dedicated to pre-owned aircraft on the CubCrafters website. He shares what he’s learned about buying an already-built, amateur-built aircraft with FLYING.

“CubCrafters is one of the few aircraft manufacturers that offers similar aircraft in both certified and experimental categories, and the experimental category aircraft we offer include both kitbuilt and factory builder-assist airplanes,” Damm says. “We also take experimental aircraft in on trade, or directly purchase experimental aircraft for resale. I’ve probably bought and sold a couple hundred different E/AB category aircraft.” Damm also focuses on the builder responsible for the airplane’s construction. 

“It is key to learn as much about the builder as possible. Builders have varying levels of experience, along with a lot of freedom in how their experimental aircraft are constructed. Generally, first builds are rougher than second, third, or later projects from the same builder. First builds are also where we often see the more radical design choices. Later, when an amateur builder gets more experience, he or she tends to learn what works and doesn’t, makes fewer mistakes, and does better fit and finish work. 

“I am a little more cautious [with a first-time builder], and spend a little more time on the pre-buy,” Damm says. “We look more closely at the aircraft before we make an offer. If an aircraft is from a well-known, experienced builder, or an established factory builder-assist program,” it involves less risk and brings a higher price.

Focus on the Pre-Buy

Damm continues, “Once as much of the aircraft’s history has been learned as possible…it really helps if the pre-buy is done by someone experienced in the type of aircraft being purchased.” In fact, he favors a person experienced in the type over an everyday A&P. “Because there is so much builder and owner judgment involved in the construction, modification, and maintenance of E/AB aircraft, I would rather have an experienced owner/builder do the pre-buy than a general A&P that doesn’t have specific knowledge of the type. Unlike with certified aircraft, it can be less about referencing an aircraft maintenance manual from the OEM, and more about knowing the peculiarities of a specific model of experimental Carbon Cub, Van’s RV, or Glasair.” 

However, Damm still sees a lot of opportunity for those pilots who approach the market carefully. “Keep an open mind,” he says. “A huge benefit of experimental-category aircraft is the freedom you have as the new owner to modify the aircraft to your own tastes and preferences. It’s way easier and a lot cheaper to update avionics, refresh interiors, and add features to experimental airplanes than it is with certified aircraft. 

“Therefore, even if the airplane isn’t perfect to start with—maybe it’s a little dated but was well put together, has good structure, and comes with good builder logs and other documentation—it might be a great starting point for a new owner. I look at the potential the aircraft has at least as much as I look for problems or defects. A new prop, maybe some different landing gear or tires, perhaps updated avionics or new upholstery, and you might just have the perfect aircraft for your preferences and mission, and a lot more affordably than you think.” 

Damm sums it up: “The best advice is to go slow, learn as much as you can, and keep an open mind.” 

The post Buying Experimental Aircraft, Demystified appeared first on FLYING Magazine.

Kent Holsinger learned to fly to fulfill a dream—and he intends to use that skill to illustrate the marvelous landscapes of Colorado, New Mexico, Arizona, and California—and the resources they hold—through an attempt at the speed record between the highest airport in the continental United States (Leadville, Colorado) and the lowest (Furnace Creek Airport at Death Valley, California). Holsinger made good on his mission on Saturday, June 2.

The existing record of 147.54 mph (average speed) was set on June 27, 1995, and it took approximately four hours and 13 minutes. Holsinger beat the record in a Lancair Super ES airplane powered by a 310-hp piston engine—at an average speed of 164 mph. The record attempt had been sanctioned by the National Aeronautic Association (NAA), which focuses on the art, sport, and science of aviation, and is a member of the Fédération Aéronautique Internationale (FAI).

Holsinger waited for nearly perfect weather conditions to prevail along the route, which crosses some of the highest mountain passes in the continental United States, and stretches of desert terrain where water runs scarce, and populated areas—and airports for diversions—are few. Still, snow showers over Leadville nearly threw a wrench in the works. The 528-nm course took him 3 hours, 13 minutes to accomplish. “It was a bit of a cliff hangar at times,” says Holsinger, noting a gap in radar coverage that come down to the wire over Death Valley. “They finally picked me up again at 17,500 [feet] two miles before Furnace Creek. At that point, I was traveling at 3 miles per minute, so literally [I] had seconds to spare before they got me on radar over the airport.”

His video from the return trip highlights the beauty of the land over which he flew, and the resources featured along the way. “These natural resources are vital for jobs, communities, the economy and our nation,” says Holsinger. He uses the airplane frequently in his private law practice, a firm specializing in lands, water, and wildlife law.

The post Flight From Leadville To Death Valley Sets Record appeared first on FLYING Magazine.

The recipients of this year’s Flying Editors’ Choice Awards, for the first time, comprise four airplanes — two from the piston world, and two jets that quickly are assuming spots at the top of their respective markets. That should come as no surprise since new airplanes are likely to attract extra attention from the judges, who know they’ll have the chance to fly the contenders — which honestly is the best part of our jobs.

In flying these four remarkable airplanes, we came away impressed by various attributes of each. They are unique; to say they serve vastly different audiences and markets is an understatement.

There is also an innovative avionics product that made the list, surprising perhaps only because avionics is the hottest area of the industry right now and so we might have expected more cockpit products to take home trophies. Alas, we cap our Editors’ Choice winners at five awards, and this year the airplanes ruled.

Each of these five winners now vie as nominees for our overall prize, the 2019 Flying Innovation Award, which we’ll crown at Oshkosh this summer.

Garmin TXi Flight Displays

Garmin’s TXi line of touchscreen flight displays brings flexibility to the cockpit by allowing aircraft owners to make upgrades, mixing and matching a variety of screen sizes that can transform older steam-gauge-equipped airplanes with panels that truly look as though they belong in this century.

We chose Garmin’s TXi 500 and TXi 600 systems for this year’s Editors’ Choice Award for several reasons. For starters, the touchscreen interface works great. These products also represent a leap forward from the G500 and G600 retrofit cockpits Garmin introduced a few years ago. The TXi touchscreens incorporate fast dual-core processors and provide extra features we like a lot, such as optional animated Nexrad weather graphics and integrated engine information.

The TXi line is offered with an exceptionally bright 10.6-inch touch display, a 7-inch portrait display or a 7-inch landscape display, or any combination of the three. For engine indication, an integrated EIS strip on a split screen can be integrated with the 10.6-inch PFD, or buyers can choose to add a dedicated 7-inch horizontal or vertical engine display.

The TXi 500 system is certified for Class 1 and 2 Part 23 airplanes weighing less than 6,000 pounds, while TXi 600 is for larger piston and turbine airplanes. Both are compatible with Garmin’s GTN navigators and retrofit autopilots, and offer an optional built-in backup battery, the ability to save pilot profiles, HSI map on the PFD, standard synthetic vision, VNAV with vertical profile guidance, and the ability to send your flight-plan data from an iPhone or iPad using Garmin Connext wireless gateway technology.

Pilatus PC-24

A business jet that incorporates a huge rear cargo door and is approved to land on dirt strips? It’s practically a shoe-in for an Editors’ Choice Award, but then they don’t call the Pilatus PC-24 the “Super Versatile Jet” for nothing. When Pilatus considered a successor to the highly successful PC-12 single-engine turboprop, a twin turboprop was briefly considered. Instead, the Swiss company settled on the idea of a twinjet, but one quite unlike anything the market had seen before. The PC-24 combines the operational flexibility of a turboprop with many of the performance attributes of a light jet in a cabin that belongs firmly in the midsize category.

With room for 10, plus plenty of gear in a 90-square-foot baggage compartment, this is a jet that was tailor-made for buyers moving up from the PC-12. Single-pilot capability means it will fast become a favorite of the owner-flown crowd where Pilatus has made its name, as well as with corporate flight departments and air-taxi operators. But to truly appreciate the PC-24, you have to fly it. Once you do, you’ll be hooked.

Gulfstream G500

Gulfstream has long held a reputation as one of the world’s finest purveyors of business jets, and the G500 is certain to cement its spot at the top of that list for a long time to come.

This airplane, to put it plainly, is a technological and engineering marvel. The cockpit features cutting-edge fly-by-wire technology that commands the autopilot, autothrottle and auto-braking system for unprecedented levels of control. At the flight crew’s fingertips are 10 touchscreens arrayed throughout the flight deck. The space is a welcoming blend of fine leather and brushed nickel reminiscent of a luxury car.

The cabin is whisper-quiet, with the ability to hear conversations among any of the up to 19 passenger seats. Performance of the G500 is exceptional. It boasts a max cruise speed a few knots below the speed of sound, a max altitude of FL 510 and range of 5,200 nm.

Remarkably, cabin altitude at FL 510 is just 4,850 feet, making for a decidedly relaxing environment for passengers to work, play or rest. Summed up, the G500 is the ultimate private jet.

Vashon Ranger

Vashon Aircraft surprised everybody last spring by introducing the Ranger R7 LSA as a fully type-approved model that was ready for handover to buyers. Just as startling was the company associated with the venture, avionics maker Dynon, which has made quite a name for itself in the Experimental market. With its tried-and-true Continental O-200 engine, beefy landing gear and base price of less than $100,000, the Ranger is an airplane that fulfills the promises made when the light-sport aircraft rules emerged well over a decade ago. Even the base model comes with a full Dynon panel (no surprise there), two-axis autopilot and full ADS-B rule compliance. It’s a perfect Cessna 150 replacement for a busy flight school, or a fun two-seater for a sport pilot to take on adventures of a lifetime.

Lancair Mako

Kitplane maker Lancair bills the Mako as a four-place alternative to the Cirrus SR22 that sells for a fraction of the price. When you dig down into the specs, it’s hard to quibble with that assertion. The Mako offers a BRS full-airframe parachute, icing protection, air conditioning and a Garmin cockpit with all the latest technology, such as synthetic vision, integrated three-axis autopilot, active traffic, ADS-B In and Out and FlightStream wireless flight-plan transfer technology, all for about half the price of a new Cirrus. The Mako is a kit, so you have to build it or pay Lancair to help you do that job. Even with most of the cost of building the kit included, the turbo Mako has a base price of $385,000. That’s a deal for an airplane that can cruise at 225 knots, fly 1,100 nm and take off from 2,000-foot runways. For buyers who can get past the fact that it’s a kit, the Mako is an airplane that delivers a lot for the money (including its automatically retracted nosewheel), which is why we picked it as an Editor’s Choice Award winner.

The post Flying’s 2019 Editors’ Choice Awards appeared first on FLYING Magazine.

Lancair International, which recently relocated to Uvalde, Texas, under new ownership, announced a two-seat airplane kit at EAA AirVenture in Oshkosh, Wisconsin. Keeping with the ocean theme of nomenclature, Lancair named the airplane Barracuda. Lancair also produces the four-seat Mako.

“The Barracuda is a 2/2/2 proposition – two seats and 200 knot cruise for only $200,000,” said Lancair’s president Conrad Huffstutler. “We’ve taken the best features of the Mako and created an entry-level Lancair for the pilot who wants maximum performance with a minimum investment of build time and budget. We’re expecting to take a big bite of the two-seat performance market.”

The Barracuda builds on the Legacy airframe with a longer one-piece wing, which Lancair says makes the build time quicker and the flight characteristics of the speedy airplane more docile. The Barracuda also features the same auto-retractable nose gear installed on the Mako.

The latest in avionics technology is provided with Garmin’s G3X Touch screen and GTN 750 navigator. Power comes from Lycoming’s four-cylinder, 210 hp O-390-X engine. At the top cruise speed of 200 knots, the Barracuda is expected to sip 11 to 13 gph.

Options include carbon composite, air conditioning, ice protection and more. Lancair’s builder assist program will help customers in the manufacturing process. Lancair is taking preliminary deposits for the Barracuda at AirVenture for $1,000.

The post Lancair Announces Two-Seat Barracuda appeared first on FLYING Magazine.

Since Cirrus first certified the SR20 nearly two decades ago, the company has grown to become by far the most productive single-engine piston manufacturer in the world, with its sleek composite airplanes known for good speed, comfort, advanced avionics and the BRS full-airframe parachute. Many manufacturers have tried and failed in the hunt for a piece of Cirrus’ market share. The latest contender, Lancair, with its new Mako, hopes to take not just a little nibble — but a shark bite — at Cirrus. Like the Cirrus and Columbia/Cessna TTx, which was recently taken out of production, the Mako is a four-seat composite low wing with large windows and a stellar glass avionics suite. But, being in the Experimental category, the Mako is a completely different animal. Unlike its certified competitors, the Mako provides nearly limitless options, allowing customers to truly customize their airplanes. And this airplane has some terrific features that I had never experienced before. Lancair’s airplanes have become known as the Ferraris of the Experimental market. The company’s founder, Lance Neibauer, had the philosophy that airplanes weren’t just about performance. They also had to be beautiful. And most pilots agree that Neibauer designed high-performance works of art. It all began with a company called Neico Aviation in the early 1980s in Gardena, California, where Neibauer introduced the Lancair 200. He soon moved the company to Santa Paula, where it remained for nearly a decade and started offering an accelerated kit-manufacturing process through a fast-build option, a program that several companies have adopted to minimize the work for the customer while complying with the 51 percent rule for Experimental aircraft. In 1991, the company began producing parts in Cebu in the Philippines and moved its headquarters to Redmond, Oregon, where Lancair International was founded. Neibauer sold the company in 2003, but Lancair continued to thrive, and so far, more than 2,100 of its airplane kits have been sold. In 2010, Lancair launched the Evolution turboprop. The smaller airplanes took a back seat, and eventually the company split into two entities. Lancair International was put up for sale in 2016. A few months later, a father and son from Uvalde, Texas, Mark and Conrad Huffstutler, bought the company.

An entire book could be written about the history of the Huffstutler business empire, but here is the short version. After purchasing a flight school in 1980 called Uvalde Flight Center, Mark made a success out of developing and acquiring a variety of supplemental type certificates to modify anything from light backcountry airplanes to large business jets under a company called Sierra Industries. Mark and his extended family have kept diversifying the business scope and are now involved with aircraft maintenance, aircraft management, FBO services, engineering services, charters, fractional ownership, aircraft sales, aircraft financing, real estate and warbird restorations, under a parent company known as SkyWay Group. The family even owns and operates the airport restaurant in Uvalde.

Mark sold Sierra Industries in 2016 and was considering his next stage in life. He had recently bought a Lancair IV-P, and when he saw that the assets of Lancair International became available, he jumped at it. It was also an opportunity that he could share with his son Conrad, an accomplished pilot and businessman in his own right.

Since the Lancair product line had been put on the back burner in the years before the Huffstutlers took over, the parts inventory was sparse. And moving a company more than 1,300 nautical miles away from a location where it had been headquartered for the past 25 years, along with assets from the Philippines, was not a small undertaking.

Jeff Edwards, president of the Lancair Owners and Builders Organization, says the members have felt some growing pains during the transition. But Edwards says he appreciates the wealth of knowledge that the Huffstutlers have in producing certified parts, something he believes should translate to more consistency in production and improved processes compared with the previous ownership. “They’re making progress,” Edwards says. “And overall, I think the owners are happy that they took over the business.”

The Huffstutlers already had sufficient space for the Lancair business at the Garner Municipal Airport (UVA) in Uvalde, with the availability of 88,000 square feet of manufacturing space, including a machine shop that contains modern parts- manufacturing equipment.

Aside from supporting the existing Lancair fleet, the company announced last summer that it would begin producing the Mako. The airplane is based on the Lancair IV fuselage, which also gave rise to the ES model, but the interior space in the Mako is greater. A normally aspirated Mako prototype was built and flown first, but to satisfy customer requests it was modified with a turbocharged Lycoming up front.

To maximize the speed to match its namesake (the Mako is the fastest shark in the world), the Mako’s fuselage is very clean. Protrusions of any kind are minimized. There isn’t even a button to open the oil door; instead, it is opened through a lever inside the cowl. There is also no handle on the fuselage, so getting into the Mako requires a bit of flexibility.

I stepped up on the wing while reaching for the door frame. A handle can easily be added for those who don’t mind losing a minimal amount of speed for the added convenience.

From the wing, I slid into the cockpit and immediately felt comfortable in the plush seat. I much prefer a cockpit without the traditional yoke in front of the body, but when I scanned around I was baffled to find the control stick between the seats with the throttle on the left side panel. For me, with my hundreds of hours of flight time in the Columbia and Cirrus models, the configuration felt reversed.

There was, however, a logical reason for the layout. Having grown up in Piper Cubs and warbirds, Conrad was used to having the throttle in the left hand and the stick in the right. And it took no time to get used to since I also have a fair number of hours in Cub-like airplanes. I would still prefer to have the stick on the left side and the power lever in the center because it makes it easier to interact with the avionics while hand-flying, though the avionics can be manipulated with a button on the stick. Say what? More on that in a bit. Regardless, the stick and power lever can be placed on either side depending on customer preference.

There is neither mixture nor propeller levers, but the propeller can be adjusted with a button on the side of the throttle. The switch is somewhat similar to an electric trim switch. It moves forward and aft to change the angle of the prop blade to increase or decrease the rpm. Push the button and the rpm will slowly increase to full. The mixture self-adjusts, but can be tweaked with a rotating knob to the left of the PFD.

It was a nice cool day in Uvalde, so air conditioning was not needed. That was a good thing because the AC system in the prototype can’t be operated on the ground. Conrad said a different compressor would allow it. For those who fly in cold conditions, the ThermaWing is the preferred option, but the TKS weeping wing is also available. And if you feel that heated seats are a must in your car, you can get them in your Mako too.

With just me and Conrad in the spacious cockpit and 56 gallons of fuel in the wings, the airplane was pretty light, and we used only about half of the approximate 1,300 pounds of useful load. Total fuel capacity is 75 gallons, so with our load we would have had 200 extra pounds to play with if we had full tanks on takeoff. Up to 175 pounds can be stored in the luggage compartment, a weight limit that would be tough to exceed unless you’re transporting bricks, I thought. The luggage door allows for loading standard roller bags but not a larger suitcase. There are plans for the door to be expanded.

The standard tanks give about three and a half hours of flight time with the turbo at higher power settings, and at least another hour with a normally aspirated engine. Even longer endurance can be achieved at lower power settings, and for those who desire extremely long legs, extended 109-gallon tanks are available.

Rolling down Runway 15 behind the 350 hp Lycoming TIO-540 engine, I could feel the power push me back in the seat. We got off the ground right around the 1,000-foot markers. Once the flaps came up and we were above 1,000 feet agl, the gear came up. Retractable gear? Not quite. The Mako is a hybrid between fixed and complex, with a nose gear that retracts and extends automatically (see sidebar).

Climbing out over the agricultural fields surrounding Uvalde at 110 knots, we saw a climb rate of 1,400 fpm. At 130 knots, we were still climbing steadily at around 1,100 to 1,200 fpm.

Level at 10,500 feet, an altitude that gives good performance but doesn’t require oxygen, we saw a top speed of 208 ktas at 2,500 rpm and the top of the green on the MP gauge — 33 inches of mercury — burning 25.7 gph. At a more reasonable 28 inches, we saw right around 200 ktas and 23 gph. Had we taken off with full fuel, we could have easily gone to Phoenix that day, a distance of 680 nm, in three hours and 30 minutes with at least 45 minutes reserve, according to the hypothetical range ring on the Garmin G3X avionics system’s multifunction display. The range ring was pretty much round due to light winds in the area.

Using the built-in oxygen system, you can climb higher and get even better performance with the Turbo Mako. Conrad says you can expect 330 ktas at 80 percent power at 25,000 feet based on his experience in the airplane, significantly faster than a Cirrus SR22T with a comparable carrying capacity, cabin and avionics package.

Future plans include a pressurized version of the airplane, which would truly put it into a class of its own, allowing for flight at the optimal altitudes for speed without the need to wear a mask or cannula. The Mako fuselage has already been pressurized with the Lancair IV-P, so the transition should not be too difficult, the Huffstutlers say.

Flying the Mako is simply a joy. While the control feel could be a bit lighter (something Conrad is working on), it is a solid platform that will help the pilot stay out of trouble. I tried to get the airplane to stall but couldn’t get it to break. With Conrad’s help, we brought it to 56 knots, 6 knots below the red line on the airspeed indicator. An AOA gauge popped up automatically on the G3X, and it was well in the red. There was no tendency for the nose or a wing to drop as we floated downward at about 1,000 fpm.

Being an Experimental, there are multiple engine options, and the Mako’s panel can be configured with any avionics the builder wants. The panel in the demonstrator is exceptionally clean, with a minimal number of buttons and switches and three touchscreens: two Garmin G3X screens and a GTN 750 navigator. The package includes synthetic vision, WAAS and ADS-B capabilities.

One Mako feature I knew would come to GA but had never had a chance to try out is voice control for the avionics. Commands such as “tune” (a frequency), “show” (a certain page) and “say” (e.g., speed) will produce responses. For example, if I commanded: “say groundspeed,” a pleasant voice would respond “groundspeed 203 knots.” A dedicated button on the stick activates this feature, so there is no need to release the stick for avionics functions.

The G3X is highly intuitive.

I simply touched the screen on whatever parameter I wanted to change. For example, a screen with numbers enables the selection of a target altitude when touching the top of the altitude bar, and autopilot functions pop up when touching the status bar at the top of the PFD. Most operations, whether VFR or IFR, require a minimal number of finger taps.

While I am used to having to manage speed with my Mooney, it was nice to be able to deploy the speedbrakes on the descent. Once in the pattern for UVA, the green gear light was suddenly on. I didn’t even notice the change in configuration. With the airplane being so similar to the Cirrus and Columbia, I was fooled into thinking I was flying a fixed-gear airplane. Currently there is no audible gear warning if the gear doesn’t automatically extend, another feature that is coming. Conrad has had no failures in more than 100 hours of flight, but no system is completely fail proof. Manual gear extension can be actuated with a button below 165 knots. The emergency extension releases the hydraulic pressure to drop the nose gear in place.

If you’re handy and have time to build your own Mako, you can buy a kit for as little as $127,500, not including the engine, avionics, paint and interior. Certain critical processes must be completed at the Lancair factory in Uvalde and are included in the price.

The expected build time is about six to eight months, but actual time depends on the builder. Lancair is expanding the builder-assist program that the company offered in Redmond. A builder-completion program is now available, including paint, avionics and interior installation. The first four customer Makos are already in various build stages.

Lancair estimates that a completed Mako will cost $350,000 up to as much as $550,000 for a turbocharged Mako with most options, including a BRS parachute. As mentioned, the options are pretty much limited only by your imagination. You can’t get a Mako off the shelf, as you can the Cirrus. But you can truly make it your own, and at a price tag about half that of an SR22.

Retractable Nose Gear

Lancair split the difference between the speed benefit of complex landing gear and the insurance benefits of fixed wheels by designing an automatic nose gear retraction system. Lancair claims the system adds a significant amount of speed since the nose gear is right in line with the turbulent prop wash. This unusual configuration makes the Mako look more like a bird of prey than an underwater predator. Insurance companies have responded favorably, and the rates are only slightly greater than those of a Cirrus of similar value, says Lancair International owner Mark Huffstutler.

There are three single lights that show the status of the nose gear: Green means gear down and locked; red means unsafe or in transit; and yellow means pump in operation. All lights are extinguished when the gear is up and the power to the system is completely disabled with weight on wheels.

Five conditions must be met for the gear to retract: weight off wheels, a minimum of 1,000 feet of altitude agl, power set at or above 30 percent, flaps retracted and airspeed above 100 knots. There is no way to manually retract the gear.

Gear extension happens when two of the following three things occur: power below 30 percent, altitude below 1,000 feet agl or flaps deployed to any degree. The gear can also be extended with a button below 165 knots.

The post We Fly: The Lancair Turbo Mako appeared first on FLYING Magazine.

Following in the contrails of Cessna 172 and 182 models, Lancair International announced this week that the latest option to be offered for the newly-designed Mako four-seater is the BRS Aerospace whole aircraft parachute system. The single-engine piston-powered aircraft’s design features will “easily accommodate” the BRS parachute, BRS announced in a release.

“We are very pleased that Lancair is offering the BRS Aerospace whole aircraft parachute recovery system as a Mako option because of its positive experience with BRS on other models and because the ultimate safety system gives the spouses and families of pilots an added measure of safety and reassurance,” said BRS President Enrique Dillon.

“BRS Aerospace helps take the Lancair Mako to a higher level of safety, especially important to the spouses, families and friends of pilot owners. The Lancair has a similar whole aircraft parachute system to that used successfully in other aircraft lines, which give many families additional piece of mind.”

After announcing the return of the Mako in June, Lancair International owners Mark and Conrad Huffstutler unveiled the composite experimental alternative to the Cirrus SR22 or Cessna TTx at AirVenture 2017. Depending on the options, the new Mako is expected to cost between $250,000 and $500,000.

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