“paint is fair and the interior is Ok. this is a used airplane. not a hanger queen. Engine very.
Item specifics
| Used |
| “paint is fair and the interior is Ok. this is a used airplane. not a hanger queen. Engine very good” |
| Make: | Lancair | Model Year: | 2001 |
I HAVE TRIED TO SET A REALISTIC PRICE FOR THIS AIRPLANE, RATHER THAN A "wish I Could" price
N462WW
BUILT 2001
SERIAL # 462
TOTAL TIME ON ENGINE 2138 hours
TIME SINCE TOP OVERHAUL 510 hours
TIME SINCE THREE NEW OH CYLINDERS 5 HOURS
TOTAL TIME AIRFRAME 2128 hours
PROPELLER 452 hours smoh
TIME SINCE TOP OVERHAUL 510 hours
IFR cert August 2014
WINGLETS
ANNUAL CONDITION REPORT AUGUST 2015
empty weight 2138 pounds
fuel 95 gallons
gross weight 3,200 pounds
RADIOS
MX20 Apollo moving map
GX 60 GPS-com
SL10M audio panel
SL70 Transponder
S-TEC 55X autopilot
KCS 55A HSI
VM 1000 engine instruments
AIR CONDITIONER (engine driven type)
INTERIOR 7.5
PAINT 6
OVERHAULED OR REPLACED IN LAST 40 HOURS
NEW EXHAUST SYSTEM
REBUILT TURBOS
REBUILT WASTGATES
2 NEW MAGNITOS
NEW VACUUM PUMP
NEW ACCUMULATOR
REPLACED 3 ECI CYLANDERS
NEW FUEL GAUGE SENDER
this is a good build airplane. It has a good running TSIO 550. It is a well proven reliable airplane.
at 6500 feet 16.5 gph gives 235 knots
at 17,500 17.5 gph gives 260 knots
ENGINE CONDITION
The engine is in excellent condition. A top overhaul was performed about six years ago. This past annual we replaced three ECI Cylinders.. At that time we inspected the camshaft and lifters. LOW TIME BIG CONTINENTAL ENGINES.
the problem area of these engines is almost never the bottom end. It is cylinders and cam shafts. Usually, if you fly 100 hours a year, you should expect to begin to replace one or more cylinders startIng at about six hundred to nine hundred hours. If flown less, expect problems to come in six to nine years since new. BUT CAMSHAFTS ARE THE WORSE
Camshafts hate being idle; They do not do well. these engines do not have roller cam followers and the Continental tappets have a bad habit of rusting/spalling which then wipes out the camshaft. Replacing a camshaft means an overhaul. TRUE TBO
Twelve years or sixteen hundred hours, WHICHEVER COMES FIRST. You can extend this time by servicing the cylinders. There is a caveat, it is vital to check the condition of the camshaft; if the cam is damaged, it is overhaul time.
EXAMPLES
424DK had about 430 hours and 12 years when it was sold recently; it now has a major overhaul. (TSIO550) 8V had about 670 hours and 16 years when the camshaft was found damaged. (TSIO550)
ASK CONTINENTAL, ASK RAM ENGINES
they will confirm the TBO issues. It is worth a call.
BUT
if you could fly every day you could get many hours between overhauls. CAPE AIR is FAA approved for 2,700 hours Between overhauls on their IO550 engines (they run more than 150 IO520 engines) the bottom end holds up or they could not get those kind of hours on their Big Continentals.
THE POINT IS THAT LOW HOURS ONLY ASSURES THAT THERE WILL BE DETERIORATION DUE TO RUST AND ATROPHY OF SOFT PARTS
WHAT TO DO
1. Assume that any engine that has no cylinder service in 12 year or more is at TBO
2. When buying a Lancair
A. Start with a compression test
B. Then do a boroscope inspection
C. Then, if all of the rest of the plane checks out, spend the money to pull a cylinder to check the cam condition LANCAIR 4/4P FOR SALE
there are 20 for sale at the moment; I am excluding foreign aircraft and the Lancair IV with the chevy engine and 10 hours total time OTHER LANCAIR FOR SALE 1. N40CH... $179,000
8 years on the engine, TSIO 550
better paint
230 SPOH (my guess, prop strike)
THIS IS THE CLOSEST VALUE TO MY AIRPLANE
2. N13XS $235,000
8 years SMOH
3. 2007 IV (N number not known) $165,000 IF YOU WANT LOW TIME ENGINE
4. N424DK $350,000
2 years on engine 5. N7SZ $340,000 (IO550 300 hp)
one year on engine 6. N304R $160,000 (IO550 280hp)
unfinished. No paint, no interior, limited electronics
Note: I had 346RS boroscoped. it has 67 hours in the last sixteen years.
We found cylinders damaged. And it is a lycoming 540 engine. THE OWNER WOULD NOT LET ME EXAMINE THE CAM
BUT
IF YOU WANT TO GO FAST, YOU NEED A TSIO550
I purchased this Lancair as a backup to the Lancair 4P that I fly. I repaired it and replaced parts because I fly HARD IFR and I expect the plane to bring me home. This plane will bring you home.
I had expected to sell the Cessna 340A that I have owned for some years; that has changed and I am selling this Lancair 4.
If this was a pressurized Lancair, I would be selling the other Lancair as this is an better/excellent build.
The bottom half of the plane is one of those paints that changes color as you move around it. The wings and upper paint is a opalescent off white paint. When I got the plane there were several areas of paint failure and surface cracks. We repaired, sanded and painted. The original paint was not available and we used what was available.
I have not used or checked the air conditioner. I did not like the location of the air intake, which is on the belly, one could use as previously or the NACA duct on the tail could feed the intake.
The plane handles nicely and tracks straight on the ground, AND IS FAST.
INSURANCE
this is where a non-pressurized Lancair has a great advantage. Last year I paid $586.00 per year for the coverage on this Lancair. For the same time period, I paid $3.132 per year for exactly the same liability coverage on a Lancair 4P! Yes, the insurance industry does not like the pressurized Lancair.
THERE YOU HAVE IT
if the other airplanes listed, appeal to you, buy them
i have a spreadsheet of the Lancairs for sale; i will be glad to share it with you
ONE LAST THOUGHT
A Lancair 4/4P is different than anything you have flown; it is a HOT and fast airplane that doesn"t care for slow flight
Current date: 2015-06-01