I normally agree with what you say Todd, but having about 50 hours in the IV-P now I can tell you that if an engine out scenario doesn't scare you, then you don't know the airplane. Losing an engine in cruise? No big deal, the descent rate is similar to an autorotation in the R44 or a flameout in my L39. It's manageable. The real concern is losing an engine on takeoff. If that happens at the airport I fly it out of before reaching 500 feet, there's a good chance I am going to die. In a Bonanza or any other low performance airplane, I wouldn't be too worried. Not only because they glide much better, but the big thing is that you can slow it to half the speed of the IV and when you do hit whatever you end up hitting, the airframe is far more robust. BWTHDIK

We hear the sentiment that a good pilot can handle these when ever the topic comes up. I'm sure they can in the right circumstances, but the right circumstances are not always available. In the video we have a race pilot that probably flies that aircraft everyday right at the edge of the envelope. He knows exactly were the runway is and that it isn't crowded because he's practicing. So perfect conditions and perfect piloting bring a perfect result.

However, night, or IFR, or having to land off field, or a super cub cutting you off at 50 knots, or a gusting tailwind, or ???? and then what? Plenty of very experienced pilots with strong backgrounds have not been able to handle real emergency conditions in that bird. Just saying.

Alex and Theodore - I agree with both of you. That is why I will not be flying my Glasair out of short strips and most likely not in IMC over rugged terrain. I will limit my exposure to engine out scenarios. Until the gear is up and you have 130 knots indicated the Glasair is in no man's land. Very similar to a helicopter flying in the H/V curve - you don't want to be there.

My old Iskra Jet has the same performance as your L39. Engine out on takeoff = probably going to die. Engine loss at altitude = bail out unless you know you can make the runway.

As for the build of a Glasair (not sure about a IV) they are nearly indestructible as long as you don't spin it into the ground. Recently one crashed on landing where the pilot tried to go around and lost control of the airplane. He went off the runway at 100 knots smacking a 8" post concreted into the ground with the right main gear and another post with the right wing. The gear departed from the plane and the right wing had some cosmetic damage. The wing itself had no structural damage including the sections that held the gear on. The wing was repaired cosmetically, new landing gear on the right side with no rebuild needed, new prop, and engine teardown and the plane was flying again. Any other plane would have been totaled as the gear would have taken the wing with it.

Can't agree more.
In 2002, an instructor crashed one about 3 miles from my house, at a private airfield, and he was again, an instructor, on that airplane, (2) fatalities.
I built an Express RG2000 as a result of flying in a IVP, I just didn't like how fast I had to fly the (IV) plane on final; and I couldn't imagine what it'd be like w/o an engine running.
To each his own, I guess, but I never ever want to have to hit anything in any airplane doing more than 90 MPH, and even that is fast, to me. The Lancair is again, a superb airplane, but my own need to go fast is tempered heavily with what it takes to slow down.

If I was single the IV-P would be right up my alley. I'll take calculated risks alone but with the wife or (eventually) kids on board? Nah.

Maybe trading a share of my Bonanza for an interest in a Lancair 360 or Glasair III RG is the way to go.

I would not want a IV-p just because I think the engine is doing more than it should, the plane is complicated, and the airframe is not built like my Glasair III. The Glasair III is simple and is built stupid strong. They cannot be broken in flight. You will break before the plane will and the 300 KNOT redline is a testament to that.

Also, I could save money initially by buying a Bo, but to get a Bo to the standards of my Glasair would be about $500k and it still would be 20-50 knots slower burning the same fuel. The Glasair takes more thought to fly though. Not as forgiving.