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Frequently Asked Questions
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Year of Manufacture?
The year of manufacture of a Lake aircraft has very little relevance to it’s true value and usefulness. Lake never made model year changes and to refer to a Lake as a 19xx model can be very misleading. Basically there are seven models of the Lake if one includes the Colonial Aircraft products: C-1, C-2, LA-4-180, LA-4-200, LA4-200EP, LA-250, LA-270T. All except the C-1, of which there are only a very few remaining, have very similar, and in fact quite often interchangeable components. Some of the earlier aircraft have been updated to be far better aircraft than the latest factory versions. Serial numbers were sequential, with certain gaps, through S/N 1119 which was the last of the small hulled airplanes built. Lake 250's, called Renegades, restarted the serial number sequence with S/N 1 through 131, and then an unexplained gap to S/N 232. When evaluating an aircraft, one needs to look at the original serial number and then at what upgrades and modifications have been accomplished to the aircraft. Renegades with S/N 36 and up are considered to be superior to earlier models, and have 24 Vdc electrical systems along with several other improvements Damage history ? While damage history usually decreases the value and usefulness of an aircraft, this is far less important on the Lake than others. A rough estimate is that approximately 80% of the total Lake fleet has at sometime in it’s history had damage serious enough to require a major repair. Many times this can actually result in a superior aircraft, since, if the damage was repaired by a reputable shop, many of the newer production techniques and upgrades will have been incorporated in the repair. When evaluating an aircraft, it is only important to physically inspect where the damage occurred, and ascertain that it was done properly by a reputable shop with approved techniques. Should I have a pre-buy inspection? Absolutely! Yes! It will be the best investment you will ever make while you own the aircraft. Those of us who are totally familiar with the Lake can spot trouble spots in seconds that would be overlooked by the average buyer or FBO. A tired Lake can be a money pit, and should be avoided, unless you know about the problems and the true cost to repair them. And while even a really good pre-buy might not turn up all the hidden problems, it can certainly save you tons of money and trouble in the first year or two of ownership. It goes almost without saying that all airplanes for sale will have some deficiencies, or they wouldn’t be for sale, but the knowledge of what you are getting into is critical. Can I operate this aircraft in salt water? Absolutely! Many Lake aircraft have been successfully operated in salt water ONLY for over 15 years and 4000 hours of operation. The later model aircraft are somewhat better protected against salt water corrosion, but even the early models are reasonably well protected. Of course it will be required to do frequent fresh water washing, and frequent chemical protective treatment (ACF-50, Corrosion-X or equiv), and certainly more frequent repainting, but with proper maintenance the aircraft can operate regularly in salt water without problems. What should be my yearly maintenance costs? Of course this depends on how much and what type of use. Typically, a well maintained LA-4-200 aircraft can be operated for between $50 and $75 per hour for ALL maintenance expenses including engine overhaul reserve. The more one flies the less cost per hour. At 300 hours per year you can expect to operate at the lower end of this estimate. There is only a moderate differential (30% +/-) between the normally aspirated LA-4-200 and the Turbo 270, the majority of the difference being the engine overhaul reserve. What is included in an annual inspection? If at all possible, the annual inspection should be done by a qualified Lake shop, the premier of which is Aircraft Innovation. The typical FBO has no knowledge whatsoever of what to look for in an inspection of the aircraft. There is little guidance from the factory/builder, and the knowledge and experience of those who specialize in Lakes is far too valuable to ignore. A good inspection of the Lake takes a minimum of 24 man hours by an experienced Lake facility. To get some idea of what is covered by a typical inspection, see the inspection section under maintenance in this site. Insurance - How do I save? There is no doubt about the fact that insurance for an amphibious aircraft that is operated outside of the airport system is expensive, especially for the inexperienced pilot. But good initial training by a qualified and experienced (insurance approved) instructor is a start. The first year and 100 hours of pilot time in type has been proven to be the highest risk. Costs can be lowered somewhat by selecting the highest deductible hull coverage available. An Instrument rating, Commercial license, Flight Instructor rating, and experience in complex piston aircraft will all reduce cost. Once you have 300 hours in type without incidents insurance becomes relatively affordable. Many people take the option of partially or fully self insuring the hull. NEVER try to save money by insuring an aircraft for less than it is worth! How fast does it go? The Lake is NOT known for speed. However, when compared with other similarly capable aircraft, meaning amphibious single engine aircraft, it is quite comparable. Typical level cruising speed, notwithstanding the rather optimistic advertising of the manufacturer, for the 200 HP Buccaneer, is about 105 Knots, or just over 120 MPH. 200 HP EP models typically average about 5 knots faster. The 250 Renegade will true out at about 120 Knots at optimum conditions, while the Turbo 270 Renegade will comfortably thunder through the thin air at 13,000 ft at about 130 Kts, and will go a bit faster if you go higher. Load carrying ability is excellent for all models and will usually exceed all other aircraft in its class (Amphibian Single engine). The LA-4-200 and the Renegade 250 both will normally carry over 1000 lbs useful load if not too heavily equipped. Is this aircraft really that different and difficult to fly? Absolutely NOT! Although the aircraft has a few unique characteristics because of its pylon mounted pusher configuration, in a few hours, the typical pilot adapts very comfortably and doesn’t even notice the difference from a conventional tractor aircraft. The aircraft DOES have a very solid and somewhat heavy feel, with control pressures more like a medium twin than a light aircraft. This tends to be an advantage in turbulence or gusty air with excellent controllability in crosswinds. Pitch stability, in particular is superb, with a powerful trim surface. What about parts availability and factory support? Parts availability is generally excellent, even for older models. One reason is that many parts are interchangeable over the entire fleet and with the help a knowledgeable shop almost all parts are immediately available. The factory (Aerofab, Inc.) still supplies parts for even the oldest models, and those components that are out of production can usually be easily replaced by later versions. However, since there were so many versions of the aircraft built (Some say that there were never two built alike), it is critical that the owner seek the advice of a Lake facility such as AIRS BEFORE ordering parts. The knowledge acquired by AIRS over the years about the interchangeability of parts will save the owner thousands. Most NON vendor (Aerofab Manufacture) parts will need to be custom fit to the individual aircraft before they can be used. |
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