Speed is an addiction. For the homebuilt aviation community, that addiction usually starts and ends with a sleek, composite bird that looks like it’s doing 200 knots while sitting on the ramp. We're talking about the Lancair 360 MK II. It’s not just another experimental airplane. It’s a statement of aerodynamic efficiency that honestly hasn't been topped by many modern designs, even decades after Lance Neibauer first shook up the industry with his composite molds.
You’ve probably seen them at Oshkosh. They sit low. The gear looks spindly but purposeful. The canopy is a tight squeeze. It's a "pilot's airplane," which is often code for "don't fall asleep on the job." But if you want to cross three states before your coffee gets cold, this is the machine.
The Evolution from the 320 to the MK II
The jump to the Lancair 360 MK II wasn't just a marketing gimmick. It was a necessary evolution. The original Lancair 235 was tiny, basically a cockpit with wings attached as an afterthought. Then came the 320, which was better, but the 360 is where things got serious. The "360" designation comes from the Lycoming IO-360 engine, a 180-horsepower beast that, when shoved into an airframe this slippery, produces numbers that make Cessna pilots weep.
The MK II iteration specifically addressed the tail. Pilots realized pretty early on that having a lot of power in a small, short-coupled airframe could lead to some... let's call them "exciting" handling characteristics. The MK II featured a larger horizontal stabilizer and elevator. This wasn't just for show; it was about longitudinal stability. It made the plane less twitchy in the pitch axis, which is a godsend when you're hand-flying an IFR approach in literal soup.
Why the composite airframe matters
Most planes from the 70s and 80s were aluminum. Rivets create drag. Over thousands of rivets, that drag adds up. The Lancair 360 MK II uses a vacuum-molded epoxy resin and fiberglass (and sometimes carbon fiber) construction. It’s smooth. Almost unsettlingly smooth. Because the exterior is a seamless shell, the laminar flow stays attached to the wing longer.
That’s the secret sauce.
But there’s a trade-off. Composite doesn't dent; it cracks or delaminates. You can't just look at a wing and know it’s structurally sound like you can with a bent aluminum spar. You need to know what you’re looking for during a pre-buy. High-heat environments can also be a bit of a pain for older composite resins, though Lancair’s use of high-temp systems mitigated much of the "bubbling" issues seen in lesser kits.
Performance: Reality vs. The Brochure
Let's talk numbers because that’s why anyone buys a Lancair. Most owners will tell you they see a cruise speed of around 200 to 210 knots. That’s roughly 235-240 mph. In a single-engine piston. With two people and some light bags.
It’s fast.
- Fuel Burn: You’re looking at about 8 to 10 gallons per hour at those speeds.
- Range: With standard 40-to-44-gallon tanks, you have a 1,000-mile range if you're smart with the mixture.
- Rate of Climb: Expect 1,500 fpm easily. If you’re solo and light, 2,000 fpm isn't out of the question.
However, don't believe every hangar story you hear. Some guys claim 230 knots. Sure, maybe with a massive tailwind or a very optimistic airspeed indicator. The Lancair 360 MK II is fast, but physics still applies. The wing loading is high. This means it handles turbulence like a sports car—you feel every bump. It also means your landing speeds are higher than a typical Piper or Beechcraft. You aren't going to be plopping this down on a 1,500-foot grass strip unless you have balls of steel and a very expensive insurance policy.
The "Lancair Reputation" and Safety Nuance
You’ve heard the rumors. People call them "widowmakers." It’s a harsh term, and honestly, it’s mostly unfair. The 360 MK II is a high-performance aircraft. If you treat it like a Cessna 172, it will bite you.
The NTSB reports for Lancairs often point to the same thing: loss of control on landing or stall/spin accidents. Because the wing is designed for speed, it has a "sharp" stall. It doesn't give you the gentle buffet and mushy controls of a trainer. It flies until it doesn't.
But here is the nuance: The MK II's larger tail surfaces were designed specifically to give the pilot more authority and better stall recovery characteristics. Most of the safety issues stem from "builder error" or "pilot error," not "design error." Some builders might have messed up the incidence of the wing, or they didn't properly weight the control surfaces, leading to flutter. If you buy a used Lancair 360 MK II, you aren't just buying a model; you're buying the specific craftsmanship of the person who spent 2,500 hours in their garage building it.
Training is the non-negotiable part
You cannot just jump into one of these. You need a transition training program. Organizations like the Lancair Owners and Builders Organization (LOBO) provide resources for this. Insurance companies basically won't touch you anyway unless you have 25 or 50 hours of make-and-model time. It’s for your own good. The plane is sensitive. A small input at 200 knots creates a big reaction.
Living With the 360 MK II: The Ownership Experience
It’s tight in there. If you’re over 6’2”, you’re going to be wearing the airplane rather than sitting in it. The seats are reclined to keep the frontal area small. It’s a bit like a Ferrari cockpit.
Maintenance-wise, it’s actually not bad. The Lycoming engine is a tractor engine—reliable, parts are everywhere, and any A&P knows how to wrench on it. The retractable gear is where things get spicy. It’s a hydraulic system. It needs to be rigged perfectly. If a seal leaks, you might find yourself doing a belly landing, which is an expensive way to ruin a weekend.
- Check the Gear: High-pressure lines and the power pack need regular inspection.
- Cooling: Because the engine is tightly cowled, cooling can be an issue. Many MK II owners install custom baffles or plenums to keep CHTs (Cylinder Head Temperatures) in check during long climbs.
- Weight and Balance: This is critical. It’s easy to get the CG (Center of Gravity) too far aft if you overstuff the baggage compartment. An aft CG in a 360 MK II makes the plane incredibly unstable.
Buying a Lancair 360 MK II Today
The market is weird right now. You can find "project" planes for $50k, but a well-built, flying Lancair 360 MK II with a glass cockpit and a mid-time engine will run you anywhere from $100,000 to $160,000.
That sounds like a lot for a two-seater. But compare it to a new Cirrus or a Mooney. You're getting similar or better speeds for a third of the price. The catch? You are the manufacturer of record if you built it, or you're flying an "Experimental-Amateur Built" (E-AB) aircraft. This means you can do your own maintenance if you have the repairman certificate for that specific tail number, or you can hire an A&P who is comfortable with experimentals.
What to look for in a logbook:
Look for consistent flight hours. A Lancair that has sat for five years is a red flag. The seals dry out, and the engine internals rust. Look for the "MK II" upgrades specifically—verify the larger tail surfaces. If the builder added a bunch of heavy "luxury" interior items, the useful load might be garbage. You want a light Lancair. Light flies better.
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Actionable Steps for Potential Pilots
If you're serious about getting into a Lancair 360 MK II, don't just browse Trade-A-Plane and dream. Start by joining LOBO. Talk to actual owners who have dealt with the quirks of the hydraulic gear and the tight engine cooling.
Next, find a CFI who specializes in high-performance experimentals. Even if you don't own the plane yet, getting a few hours in a similar type (like an RV-8 or a Glasair) will tell you if you actually enjoy the "heavy" feel and high speeds of a composite performance wing.
Finally, get a pre-buy inspection from someone who knows Lancairs. Not just any mechanic. You need someone who knows where the stress cracks hide in the spar carry-through and how the gear geometry is supposed to look. This isn't a plane where you cut corners. If you respect the machine, it’ll give you the fastest, most exhilarating cross-country flights of your life. If you don't, it’s a very expensive piece of garage art.