BeechTalk - BT

Username Protected · **Posted:** 06 Apr 2014, 09:58

Username Protected wrote:

As we were getting ready for church my wife just asked me if I was getting the 'Highway to Hell plane." Something is up. She either actually likes this plane or she is getting ready to call Tom Drew to file the papers! :beechslap:

Or she knows a life insurance broker at church....

Username Protected · **Posted:** 06 Apr 2014, 10:55

Username Protected wrote:

As we were getting ready for church my wife just asked me if I was getting the 'Highway to Hell plane." Something is up. She either actually likes this plane or she is getting ready to call Tom Drew to file the papers! :beechslap:

Or she knows a life insurance broker at church....

Username Protected · **Posted:** 06 Apr 2014, 11:41

Those would be divorce papers, Luc (or maybe committal papers for me

)

Username Protected · **Posted:** 06 Apr 2014, 12:46

I flew the Glasair, and the Lancair Legacy, prior to buying my SX. I've put about 800 hrs on the SX in the past 3.5 years. It is fast (245 kts), and has been very reliable (once I took off the electronic ignition and went back to tractor magnetos).

I have really enjoyed the speed/efficiency and the ability to do things outside the certification envelope.

stan

Username Protected · **Posted:** 06 Apr 2014, 12:51

Stan,

That SX is a screaming beast! Interesting thought on the electronic ignition. Many of the planes I see have the dual electronic Plasma III ignition. The "sensor" for the timing is located out front by the prop. It just looks like something to fail, especially if you fly into extreme rain or ice. While I love what electronics have done for cars if the engine in the car quits you pull off to the side of the road. We also have millions of them to get feedback from for a better design. With one engine I think I like the idea of mags.

Username Protected · **Posted:** 06 Apr 2014, 13:15

My friend who owns an RV-4 has had countless ignition issues and some split CHTs he's been diagnosing. Turns out, if he turns off his Lasar ignition and just runs her on mags he better balanced on CHTs. He's carbureted and also just had the Lasar checked and adjusted.

Nothing against elec ignitions, but he uses his for start only.

Username Protected · **Posted:** 06 Apr 2014, 18:26

Username Protected wrote:

Stan,

That SX is a screaming beast! Interesting thought on the electronic ignition. Many of the planes I see have the dual electronic Plasma III ignition. The "sensor" for the timing is located out front by the prop. It just looks like something to fail, especially if you fly into extreme rain or ice. While I love what electronics have done for cars if the engine in the car quits you pull off to the side of the road. We also have millions of them to get feedback from for a better design. With one engine I think I like the idea of mags.

I had mag on one set of plugs, the electronic ignition on the other. Rain, in fact, was the problem. I have this bad habit of flying in clouds with water in them....

Since going to mags, on both sets of plugs, no problems.

I do like my SX...

Username Protected · **Posted:** 06 Apr 2014, 18:34

Stan - Thanks for that reply. I figured rain would be a problem, but like all things sacred in aviation you never hear the bad about an "innovative" product - only the good. Heck, the Helicycle community flat out hid the fact that 7 of us experienced a violent shake in the machines. This shake nearly killed me and many of the owners (even the ones that experienced the shake) were upset that I made it public what I experienced. They were worried about me "devaluing" their investment, lol.

The plane I am looking at is making 380HP on mags. I think that is sufficient. If the engine runs smooth, stays cool, and runs in the rain then I can sacrifice 3 knots and 1 GPH of fuel savings by not having the electronic ignition.

Username Protected · **Posted:** 06 Apr 2014, 18:36

Username Protected wrote:

Very interesting. It appears very few people fly the Glassair III IFR or even VFR with flight following. Most of them I see say "landed over xxx years ago." The Legacys seem to have a little better track record.

When I had my Velocity I flew it IFR and will do the same in whatever I buy; albeit, it will be more carefully thought through than with the Duke.

Having a hard time deciding between a 220-230 knot on 16-17 GPH beautiful red Lancair Legacy or a pretty 250-260 knot Turbine Legend on 37-40 GPH. Both of them are screamers. The Legend is a much bigger plane and love the idea of the turbine. Not sure I want to tie up that much money and the turbine parts are expensive. A fuel filter alone is $2400.

Don't know if any SXs are for sale right now, but take a ride in one before you commit to anything. (I know I'm biased...but I believe they fly much better/faster than the Legacys...I've beat Ernie Sutter racing before....)

I really like the control harmony, the fact that several of us fly IFR (look up 89EE) pretty consistently, and they are all metal construction. Ed Swearingen knew what he was doing when he designed it. Land pretty slow as well (touchdown about 60 kts.)

stan

Username Protected · **Posted:** 06 Apr 2014, 18:40

I would consider one if the price is right. I have seen some asking $300K for them. It may be a wonderful plane, but for that kind of money I can have a Turbine Legend and $50k+ in my pocket. I would love to have a ride in one, though!

I did some research on them. Can you get gear parts? I think I read that only 47 sets of gear were made? The rest of the parts could probably be fabricated, but gear parts would be tough to build from what I have seen of the design.

Username Protected · **Posted:** 06 Apr 2014, 18:47

Username Protected wrote:

I do like my SX...

Yes, indeed. Look at that smile!

(North Texas Air Race from about 4 years ago....)

.

Attachment:

SX.jpg

Username Protected · **Posted:** 06 Apr 2014, 18:49

I like the way that plane looks! Like a 'skeeter!

Username Protected · **Posted:** 06 Apr 2014, 18:57

Username Protected wrote:

I would consider one if the price is right. I have seen some asking $300K for them. It may be a wonderful plane, but for that kind of money I can have a Turbine Legend and $50k+ in my pocket. I would love to have a ride in one, though!

I did some research on them. Can you get gear parts? I think I read that only 47 sets of gear were made? The rest of the parts could probably be fabricated, but gear parts would be tough to build from what I have seen of the design.

The parts that routinely need to be replaced (bushings, etc) are cheap. If you needed main gear legs, you'd have to find a set of used ones (they are out there).

As to prices...one of my friends just bought one for $150K. Needs new avionics, but a good build. If you and I can end up in the same space/time continuum, we'll get you a ride. Most of the ones that sell are never advertised.

stan

Username Protected · **Posted:** 06 Apr 2014, 19:11

At $150k I would be interested. The avionics do not matter as I would install a G3X touch and autopilot in whatever I bought. Love a ride sometime. Come to Max's :rock:

Username Protected · **Posted:** 06 Apr 2014, 20:50

Username Protected wrote:

I really like the control harmony, the fact that several of us fly IFR (look up 89EE) pretty consistently, and they are all metal construction. Ed Swearingen knew what he was doing when he designed it. Land pretty slow as well (touchdown about 60 kts.)

stan

Stan, checked out Flightaware. You pretty much always file 240kts (238)?

Talk me out of buying a Glasair III