2011 Lancair Evolution Turbine 300 KTS TAS, Full Fuel Payload of 800 lbs, 6.5 PSI cabin, 4K FPM Climb, 1300 NM range
96 TT, Dealer new and eligible for 100% expensing election for 2011
Factory New Pratt& Whitney 135A 750 SHP
Garmin G900X panel
SVT, Terrain, XM Wx
Avidyne TAS 610 Traffic Warning system
24000 BTU A/C
Build by RDD Enterprises, Interior by Jim Griffin, Paint by Williams Aircraft
Exclusive sales territory for all states east of the Mississippi, plus Iowa and Minnesota
Lancair Eastern US Sales
Beautiful little hot-rod. How do you deal with ice, is this FIKI certified? What is the price?
2011 Piper Malibu Mirage G1000, N2365S. Former 2009 TN22 FIKI Perspective.
Thank you Charles. Not so little actually, the space inside is greater than the SR22. It lacks the 6 seats of your Mirage but is a lot roomier up front and easier access.
Mine is pre-wired for the Kelly Aerospace Thermax system and is 2 positions back in the install queue. BE boots are also available. You can install a FIKI performance system but cannot use the label as that is a certification on a certification.
The price is $1,500,000 plus the dealership to be discussed separately. It is eligible for the 100% expensing election for 2011.
Thanks. That's a lot of performance for the price. Good luck with your dealership.
It is a unique plane, range, payload, and performance of much more expensive aircraft. Nothing can touch the efficiency- 300 TAS on 39 gph, 250 on 25. 1000 feet take off and landing distance. 6.5 PSI (versus 5.5 in your Mirage) pressurized baggage area for those owners who like to bring their pets.
Wow, that looks pretty awesome.
It is. Here is a trip from Cincinnati to Heavens Landing last Saturday http://flightaware.com/live/flight/N925DW/history/20111001/1200Z/I69/GE99/tracklog
14 minutes, step climbed, to Fl280. 304 kts over the ground in the climb, 374 level, with 70 kt tailwind, burning 37 gph.
Unfortunately however, I think the price will have to be a lot closer to 1M to make this viable, since at 1.5M you can get into a dual engine eclipse with more payload/carry space etc.
Hi Jay, obviously we are talking about 2 completely different classes of airplane when we are comparing a twin fanjet to a single engine turboprop. A more appropriate comparison would be the Piper Meridian or the TBM 850.
That said, according to the Eclipse website the base price is $2,115,000:http://www.eclipseaerospace.net/files/pdf/Eclipse_Comparison_Chart.pdf The full fuel payload is 700 lbs vs 800 lbs, range is 1100 vs 1300, climb rate is 3500 fpm vs 5000 fpm, required runway is 2400 feet vs 1000, fuel consumption on their chart for a 600 mile trip is 126 gallons vs 75; not mentioned is qualifying to fly it, bigger hangar (wing span of the Evolution is 37'), higher maintenance, higher insurance, etc
It would cost $1.3 million to duplicate my plane and 9-12 months. The $1.5 asking price reflects it is immediately available, can be expensed in 2011, has my name on the build plate, and offers the correlative dealership opportunity. The plane can be built for $850K with a piston engine or $1 million with a used turbine.
What we are traditionally competing with is the Meridian at $2.3 million and the TBM at $3.3 million. We are 50 kts faster on 10% less fuel, climb more quickly, carry more weight, have greater range, better pressurization, lower ownership cost in every area than the Meridian for $1 million less or comparable performance to the 850 on 2/3 the fuel and 1/3 the ownership cost for $2 million less.
All three planes mentioned do have 6 seats and more total room inside, not necessarily more room up front. For those who need six seats, the Evo is not an option. It is however, a legitimate fill the tanks, fill the seats 4 place plane that will take 4 adults and bags a 1000 miles at 300 kts.
In the class of new single engine turboprops, it is, to the best of my knowledge, the value and quality leader.
Doug Walker:In the class of new single engine turboprops, it is, to the best of my knowledge, the value and quality leader.
To be fair, all of the aircraft you've compared the Evolution to are certified planes. Now I don't have anything against amateur-buit planes; on the contrary, I am excited about the innovation that occurs in that space. However, there can be significant drawbacks to an experimental and I didn't see anywhere in this thread the fact that the Evolution is not a factory-built plane (and some possible confusion that it might be - see the FIKI question, for example).
Steve Lin - SR22 S/N 0438
If I in any way implied the Evolution was a certified aircraft, I apologize. I did say in my last post that my name was on the data plate, but for those unfamiliar, I do want to be clear, all Lancair products fall under the category of Experimental aircraft.
Lancair has been in continuous production for 27 years and continues to provide factory support for every model it has ever produced. With all due respect to Eclipse, there are a lot more Lancair aircraft flying than there are Eclipse and none of the Lancair owners have endured a bankruptcy and the ambiguity that goes along with that. Under Sikorsky the Eclipse should thrive because it will ultimately be priced at a point consistent with its cost of production.
There are drawbacks to both experimental and to certified aircraft. Certification brings the comfort of an FAA tested and approved design and manufacture at the cost of stifled innovation and staggeringly high certification and production costs. Eclipse spent over $1 billion and never made it through the complete process.
Experimental aircraft may be badly designed and poorly constructed and unsafe to fly. Professional manufacturers of kits like Lancair and Vans design and build for long term production of safe, fun to fly, high value aircraft. Lancair would not have survived for 27 years while multiple certified aircraft manufacturers like Eclipse, Columbia, Mooney, Adams, to name a few have gone bankrupt. Even Cirrus, one of, if not, the most successful manufacturer of certified aircraft in history came to the brink in the downturn that has overwhelmed GA in the past few years.
Experimental aircraft are not for everybody and should be scrutinized closely by anyone considering that path. The Evolution has been looked at closely by a number of Cirrus owners at M8 and M9 as well as the major shows and has been well received. One of our Cirrus Evolution owner/builders has chosen to install a BRS (an available option) in his which is a further reflection in the flexibility of custom built aircraft.
I post this in the Marketplace in hope that the Evolution will be on the considered list. I appreciate the opportunity to have this dialogue about some of the pros and cons of the plane and the category
What kind of insurance is available for the aircraft and how does the cost of insuring it compare to, say, a Meridian?
Mike SR-22GTS SN 1943 N828ME
Hi Mike, mine is through Chartis. I will confess I am not clear on whether Chartis, AIG, US AIG and US Specialty are different carriers for this purpose but they are who I understand handle the plane. I pay 1.8% of hull for sales demo policy, which is comparable to other turbine aircraft. They are looking for 1000 TT, instrument and 250 of retract but I have gotten 1 buyer insured whose total time was 300 in an SR20. His rate was over 4% for the first year but insurable. It is very important to deal with an agent who knows which person at the underwriter is familiar with the plane or the rates will vary wildly. I will send you a couple of names if you like.
An interesting plane, I remain very curious. I'm currently in IA, if you happen to be in the area, I would like a closer look please.
I'm not interested in the dealership, just the plane, at this time.
Hi Jay, if you will send me an offline message to email@example.com or firstname.lastname@example.org, with your contact info, I will call to schedule a demo. BTW, did you use to live in the Dayton/Centerville, OH area? If so, I think we met many years ago at Dayton-Wright Bros when you were first learning to fly.