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.

To Be Continued...

FMI: www.lancair.com/certified