We flew the VFR procedures 2013 when we moved our ES from San Diego to NC. Still memorable
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Lancairs are Magic Carpets
Moderators: George Wehrung, Admin
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Dan O'Brien
- Posts: 16
- Joined: Thu Feb 16, 2023 6:03 am
Two and half years ago, I finished my ES, with superb assistance at the end from Steve Lorentzen on the hull, and from Matt Brannon and his guys Thomas and Manuel at Flight Metrics on the panel and prep for fist flight. Can’t say enough good things about all of you! In 2 1/2 years, I’ve flown my magic carpet coast to coast multiple times, with stops to visit friends and family along the way. I’ve got over 400 hours on the airframe in that short time. Amazing! I put the passenger warning in the pic of the Hobbs, because it’s comical for such an amazing platform. The other pic is at Bryce Canyon National Park, where I’m listening to country music as I type this. What a country. What a great platform. What a great community!
Happy and safe flying,
Dan
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Happy and safe flying,
Dan
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George Wehrung
- Posts: 213
- Joined: Tue Nov 22, 2022 3:56 pm
- Location: KMRH
Well said Dan!
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Ryan Riley
- Posts: 131
- Joined: Tue Nov 22, 2022 4:59 am
- Location: Phoenix
Dan, that is very impressive you've flown that many hours! I'm happy if I hit 150/yr. Keep flying and making memories. I also love my ES. Made two trips from AZ-MT in 4.5 hrs non-stop...They are great XC machines.
-Ryan
Lancair ES Instructor
LOBO Webmaster
2007 Lancair ES
Lancair ES Instructor
LOBO Webmaster
2007 Lancair ES
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Rock Barchfeld
- Posts: 23
- Joined: Fri Nov 03, 2023 11:49 am
Just wanted to put my two cents in, not because of a wonderful flight, but because my IV-PT continues to get the job done in style. Yesterday's flight was to get from Eagle River, Wisconsin to Put In Bay, Ohio.
As an aside, during my last visit to Turbine Power Tech Quenton discovered and corrected a miscalibrated torque sensor resulting in a LOT more power especially down low.
I'd been waiting for a nice, cool day to accomplish a max effort takeoff with the corrected torque meter. At 3800 lb gross weight, a density altitude of 650' and nice VMC weather, I wound her up. 99% N1, resulted 96% torque at 630 ITT. Initial climb rate was right at 3800 fpm, 140 kt climb to 10,000 AGL took 3 +23 min, transitioning to MCT and a 160 kt cruise climb had me level at FL 230 in 11 +12 min. I'll never get tired of that, (and could undoubtably do better with a little practice, and she had a little bit left in her).
About 15 min later I was crossing the western shore of Lake Michigan, in solid IMC, continuous light to moderate turbulence lasting all the way to my destination, deviations for weather, into a 65 kt headwind. Just not fun. Moderate ice in the descent from 11-8,000' was "one more thing", thankfully that TKS works quite well and the temps lower were above freezing. No instrument approach at PIB had me divert to Port Clinton OH, (7 miles away), with AWOS reporting 200' and 1/4 mile vis in rain & fog, after an approach to mins, all was right in my world. One hour later, a brief break in the weather, allowed me to make the 7-mile hop over to PIB under VFR rules and arrive in time for happy hour.
As a means of personal transportation, these things are hard to beat for what they cost. It would cost mega dollars to get as capable an aircraft in the certified world.
Now if someone could figure out how to keep that ice-cold water from dripping around the door when the door seal deflates, I'd be forever grateful.
Oh ya, tomorrow it's Chicago Executive to LaBelle FL, (for fuel before going to Marathon). ForeFlight is predicting 975 nm in 2+58 hrs on 100 gals of fuel. Magic carpet indeed.
As an aside, during my last visit to Turbine Power Tech Quenton discovered and corrected a miscalibrated torque sensor resulting in a LOT more power especially down low.
I'd been waiting for a nice, cool day to accomplish a max effort takeoff with the corrected torque meter. At 3800 lb gross weight, a density altitude of 650' and nice VMC weather, I wound her up. 99% N1, resulted 96% torque at 630 ITT. Initial climb rate was right at 3800 fpm, 140 kt climb to 10,000 AGL took 3 +23 min, transitioning to MCT and a 160 kt cruise climb had me level at FL 230 in 11 +12 min. I'll never get tired of that, (and could undoubtably do better with a little practice, and she had a little bit left in her).
About 15 min later I was crossing the western shore of Lake Michigan, in solid IMC, continuous light to moderate turbulence lasting all the way to my destination, deviations for weather, into a 65 kt headwind. Just not fun. Moderate ice in the descent from 11-8,000' was "one more thing", thankfully that TKS works quite well and the temps lower were above freezing. No instrument approach at PIB had me divert to Port Clinton OH, (7 miles away), with AWOS reporting 200' and 1/4 mile vis in rain & fog, after an approach to mins, all was right in my world. One hour later, a brief break in the weather, allowed me to make the 7-mile hop over to PIB under VFR rules and arrive in time for happy hour.
As a means of personal transportation, these things are hard to beat for what they cost. It would cost mega dollars to get as capable an aircraft in the certified world.
Now if someone could figure out how to keep that ice-cold water from dripping around the door when the door seal deflates, I'd be forever grateful.
Oh ya, tomorrow it's Chicago Executive to LaBelle FL, (for fuel before going to Marathon). ForeFlight is predicting 975 nm in 2+58 hrs on 100 gals of fuel. Magic carpet indeed.