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Bo Thisted asked about the differences between the 235 and 320 airframes.



First, there are so many 235's that have had bigger engines installed, we ought

to recognize that there are more models out there flying than just "235's or

320's". Almost every one I know (except me) has either started with a 320

engine, even though they originally purchased a 235 kit, or have retrofitted

their planes with the larger engine - some with 360's.



There are some differences in the airframes though they are subtle. The best

source of such information is Lancair. Also, as I understand it, some

specific changes were made at the transition from the 235 to the 320/360 but

there may have been some evolutionary changes during the production runs of the

320/360's that one should know about. (Don't know if this is true, but being in

the airplane business for some time, I can attest that it's almost inevitable).



Some obvious changes in the 320/360 is the flap attachment and actuating

mechanism. In my opinion, probably a good thing. Also, I read somewhere

that the fuselage was widened a bit - also a good thing. I believe the

landing gear is longer to accomodate longer props- on the 235 with

standard gear, you are pretty much constrained to 62 inch diameter props

- which is just a mite short for good efficiency. Further, though I

haven't checked it out, I believe the flap to fuselage fairing is

designed to be lined up (minimum drag, I guess) when the flaps are

reflexed - where they always are in cruise. On my 235, they are lined

up when the flaps are at neutral, producing a fairly large, unfaired gap

when in reflex. A little thing but on this airplane, minimum drag in

cruise configuration is a very good thing.



There probably more things different in the various airframes -

check with the factory. I can tell you though, that an early 235, built

straight and correctly, is still a terrific plane!



Cheers,



Dan Schaefer

N235SP