233 Kts, FL230, 26 Minutes From Brake Release...
Wow! Part Three
The real estate along
the ledge that borders the bottom side of the length of the panel
is used well. Starting at the left hand side, a series of
rocker switches (starting with Master/mags and so forth) extends
nearly all the way to the center stack… where a VERY nicely
designed trim indicator gives you position data for each trim
configuration… just the thing to have when having to quickly
reconfigure a bird in expectation of changing conditions. On the
right side of the center stack lies the flap control, heating and
ventilation systems and the oxygen master panel. Additional efforts
to maximize every inch of the panel puts two small control panels
in a small well just above each leg well, at the bottom of the
section in front of each forward seat. On the left, the system
offers alternate static, panel lighting and induction air. On the
right, this panel controls the ELT remote switch, a power adapter
and the Hobbs.
A compact but rakishly sloped center console carries a gamut of
radios, as well as power controls (underneath the primary Nav/com)
in a manner that leaves them very close at hand and quite
convenient to get to. Behind that, a raised armrest also provides a
mounting point for the fuel selector (which has to be lifted up
before one can turn to either tank-smart, that ).
The Columbia series is controlled via two very tall control
sticks…so tall that one has the immediate urge to grab both
of them and start rowing. A bit ungainly, the clumsy appearance
belies a smooth mechanical operation profile that sports little
(mechanical) breakaway force and a wide range of control throw that
spreads out the control chores over quite a bit of real estate. On
the left hand side, the stick also sports an autopilot disconnect,
trim control and the mike switch. OK… it’s not
bad… but it could be a heck of a lot better. Lancair missed
an opportunity to take advantage of using a more aggressive HOTAS
(Hands On Throttle And Stick) system that these large sticks could
easily have offered. By adding a number of additional functions to
the stick, the flying chores could have been more aggressively
organized and added convenient functionality to the aircraft. Mind
you, few GA manufacturers have tried to take full advantage of the
stick’s potential (the late, great Roy Lopresti’s
lovely Swiftfury project was one of the few to get it right), but
with the many chores to be faced by solo IFR C400 pilots, this was
an opportunity that should not have been missed.
Saddle Up!
Lancair’s Mark Cahill was kind enough to meet us at Winter
Haven’s Gilbert Field, in order to give us a shot at some
high-altitude speed runs in the Lancair 400. With an easy 500
pounds of people and gadgets, and 240 pounds of fuel, we still had
a ways to flirt with the gross weight of the aircraft… but
the 90-93 degrees of OAT were not going to be much help at all.
Unfortunately, Winter Haven is not exactly the cultural center
of the known universe and after saddling up; we had to make a quick
run to nearby Kissimmee, FL, to load up on enough oxygen to keep us
from turning blue during our high altitude test work. Since
it’s not my best color, we headed over for the quick 10
minute jaunt.
An uncomplicated engine start and power-up got us running in a
hurry, with the extra electrical system the only addition to an
otherwise normal start-up scenario.
The first thing you notice on initial taxi is that everything is
in clear focus. You sit quite high and have a lofty enough perch
that someone is going to have to be tap dancing right in front of
your nose wheel for them to be invisible enough to be a
hazard—and that tap dancer will also have to be pretty short.
The C-400 has GREAT ground viz... hit anything from that perch,
while taxiing, and you will need to go shopping for a seeing eye
dog.
The second thing you notice is the lack of a blur... the
Teledyne-Continental six-banger is one smoooooth motor scooter and
the usual rumble, clang, shake and rattle are missing (and the 300
and 350 are almost as smooth). The refined combo of the TCM 550 and
that lovely Hartzell three-blade makes for a really comfortable
experience. Better yet, as I was soon to find out, the smoothness
betrayed the power of the combo...
Taxiing is easily motivated with just a “leetel” bit
of throttle while braking action is very good. Differential braking
steers the free-castering nose, offering the kind of ground
maneuvering and tight turning radius normally associated with
taildraggers. It’s agile, easy, and takes only a little time
to get used to (if you haven’t played with such steering on a
Yankee, Tiger or other similarly-equipped schnozzle-dragger). This
has become my preferred setup over the years and I’m pleased
to see it so widely adopted and refined.
Lancair Columbia 400
Engine, Propeller and Airframe Data
|
Engine |
TCM
TSIO-550, |
HP |
310 hp |
Propeller |
Hartzell 3 Blade |
Length |
25.5 ft |
Height |
9 ft |
Wingspan |
36 ft |
Wing Area |
141.2 sq ft |
Wing Aspect Ratio |
92 |
Wing Loading |
24 lbs/sq ft |
Power Loading |
11.61 lbs/hp |
Maximum Fuel (US Gallons) |
98 Usable |
|
Lancair Columbia 400
Weight Data
|
Takeoff Weight (Maximum) |
3600 lbs |
Ramp Weight (Maximum) |
3612 lbs |
Empty Weight (Approximate) |
2500 lbs |
Useful Load (Approximate) |
1100 lbs
|
Landing Weight (Maximum) lbs |
3420 |
Baggage Weight (Maximum) |
120 lbs |
|
Lancair Columbia 400
Speed Data
|
VO Maximum Operating Maneuvering Speed
(3600 lbs gw) |
158 KIAS |
VFE Maximum Flap Extended Speed (Full Flaps) |
119 KIAS |
VFE1 Maximum Takeoff Flap Extended Speed
(Takeoff Flaps) |
129 KIAS |
VNO Maximum Structural Cruising Speed |
181 KIAS |
VNE Never Exceed
Speed |
235 KIAS |
VSO Stall Speed in the Landing
Configuration |
60 KIAS |
VS1 Stall Speed (Takeoff Flaps) |
65 KIAS |
VSN Stall Speed (No Flaps) |
71 KIAS |
|
|
Lancair Columbia 400
Cruise Data
|
Maximum Power Speed (FL180) |
230 KTAS (265 mph) |
Maximum Recommended Cruise Power Speed (FL250) |
235 KTAS (270 mph) |
Maximum Range (65 %Power,
FL180, 200 KTAS) |
908 Nautical Miles* |
Maximum Endurance
|
6.4 Hours* |
|
Lancair Columbia 400
Performance Data
|
Takeoff Distance (Sea Level – Standard Temp)
Ground Run (No wind at 3600 lbs gw) |
1200 ft |
Over 50 ft Obstacle (No wind at 3600 lbs
gw) |
1800 ft |
Landing Distance (Sea Level – Standard Temp) Ground Run
(No wind at 3400 lbs gw) |
1900 ft |
Over 50 ft Obstacle (No wind at 3400 lbs
gw) |
2350 ft |
Maximum Rate of Climb |
1300 fpm |
|
*Includes climb, descent and 45 minute
reserves
|
To Be Continued...