Arlen, I don't want to make this topic whooly about spin testing. If you love Cirrus that it fine for you, even without the spin testing.

For me and especially for a new pilot in a high performance plane, it would be an advantage to have the spin qualities a proven factor, rater that just advertising blather. Maybe you never do acro, but the Lancair can and spin character is part of advanced acro.

I have never spun a plane near the ground, but I have a number of times up high and recovered.

Anyway, I wasn't asking about your opinion of spin testing, I am trying to help a friend with Lancair info.

Does anyone have direct pilot experience with a Lancair ES or Columbia 400?
I have a friend interested in one.
He's a smart guy, but low time.
I have flown several of the 320 and 360 powered ones, but never one of these.
This has a TSIO 550 engine so is going to have lots of power and be fast as heck.
I wonder about stall behavior, stall and spin recovery and approach speeds and overall control sensitivity, among other things,esp for a new pilot.
He says that unlike Cirrus, Lancair did go through spin testing for this plane and the VSO stall speed is 62 knots, not great, but not bad.
Also is it really a 4 place plane or is the back seat fit only for small kids.
One thing that worries me is only one door so not good if you had a forced landing and had to get out.

Thanks, Scott, my friend seems to think that the Col 400 is much the same aerodynamically as the ES. Reading between the lines, it seems you are saying the ES is much better. I'll pass this along.

We are looking to get into an ES-P. You raised a few questions in your description.

1. since the nose is heavy, doesn't stall result in a nose down pitch movement? Will a wing drop suddenly Or is that manageable?

The wing won't just drop unless you are in a stall. As Isaac said, just don't go there. Why would you? When I train in any aircraft, I don't do stalls because there's no benefit. Learning to fly at near stall is very important however, and learn to use the AOA system.

2. pressurization is more complex but way more comfortable and the ES-P has a 28k ceiling, correct?...

That's correct, but that's not where you will normally fly the airplane. I have flown my COL4 (and ESP) at 3500' or lower on many trips due to headwinds. Pressurization is more comfortable yes. WAY more comfortable....no. If you have pressurization, a good A/C is a must unless you always fly in the Northern lattitudes

3. isn't there extended baggage area in the rear with the rear sets down? about how big is the baggage area? Golf clubs are the biggest item we need to carry.

Yes, you can extend the baggage floor in the baggage compartment, and yes golf clubs will fit, however you have to be very careful with W&B doing this. Solo or with two people you can probably get away with two small golf bags and minimal luggage. The baggage door is rather small, however you can build it to be larger. Since the pressure bulkhead is right behind the rear seats, no you can't fold them down.

4. i am 6 feet tall...how is headroom?

It depends on the interior and thickness of the seat cushions. You can lower the seat pans and use minimal cushion and it's fine. With a headset on, it's a tight fit to the edge of the door frame. I'd suggest cutting the door frame down as much as possible, and rounding off the corners to help. You'll also need to extend the seat rails, or use 3rd party seat rails to get more rear travel.

5. we will be running the TSIO-550-E with a four blade prop and one side electronic ignition. do you have experience with that engine? does it behave?

That is a very good engine as long as you operate it correctly. Get instruction from someone who knows this engine inside and out. I would not recommend electronic ignition on even one side. In a non turbo airplane I see the benefit, but on a turbo there is no benefit, and more reasons not do have it.


6. did you fly an ES-P at FL25 or higher? what was KTAS at that altitude? Ground speed? 75% power LOP? GPH?

In a Turbo airplane, it doesn't know what altitude it's at. It runs at the same power setting no matter what the altitude. Normally, 30"mp, 2400-2500rpm, 16-17gph LOP. Ground speed is strictly a function of upper winds. You'll usually have headwinds no matter which way you go. :-) TAS at FL250 will be around 220-225KTAS. If you want to run ROP at around 23-25gph, then you can go faster but if you are in that big of a hurry, you have the wrong airplane.

7. would you equip with RDD Therm-x deicing?

Depends on where you normally fly, but keep in mind it's not a FIKI installation. Your TAS will breduced.

8. how is the ES-P in a cross wind?

I've had a 25kt nearly direct crosswind a few times and could have probably handled more than that.

Thanks...

That is a very good engine as long as you operate it correctly. Get instruction from someone who knows this engine inside and out. I would not recommend electronic ignition on even one side. In a non turbo airplane I see the benefit, but on a turbo there is no benefit, and more reasons not do have it.

Can you explain why one electronic ignition is a bad idea?