There is an option for a lighter rudder. Moves CG fwd about .75" because it is about 20# lighter than a fast build rudder. All for the low price of 20amu. Yikes.
Oh also remember your CG moves aft with the wheels up. But the CG limits take that into account.

Todd, I was attempting to urge consideration or thought to the aircraft handling (stalls) differently when the cg is further aft- however there is a focus on "within limits"

Thanks for sharing the data, it is interesting to see the numbers, some of the IVPT run fuel tanks aft and belly tanks and I've even seen wing drop tanks! Id venture that most of the fatal IVPT loadings were aft cg

It does get pitchy when aft. But not terrible. I plan on redoing my panel and interior. When I do I plan to take the opportunity to move anything I can forward. I'd like to lighten the rudder. But the 20k coming out of my wallet up front would offset any gains. So that's not happening.
Been considering adding tks to it. But that's a lot of work. Brad and I were talking about rebuilding the leading edge so the panels would closely resemble the original airfoil. But that would involve slicing the front off. Sounds worse than it really is. Not to go fly all over in ice. But as an oh sh$! Card. Live in MN so limits the winter flying. Usually icing here in winter is only a few hundred feet thick though. On the other days total no go.

How does your ES load up?

Brad is great to work with, bring your checkbook though!

The ES is Like a station wagon frankly, it will haul pretty much any configuration i've thrown at it so far, 50% more wing area will do that though- for my mission, the ideal plane would be a turbine ES-P, i've talked about doing one with brad, if an unfinished kit or opportunity comes along, i think we'll give it a go, i want the reliability/stability of the ES wing/gear, and the climb rate/smoothness of the turbine, my flights are 250nm or less, so 90-104gal of fuel is plenty of reserves at 35gph cruise burns

i LOVE the evolution but for 1.5m to go 250nm, it doesn't make sense-

I'm drinking the kool-aid again

Greg, there's an ES-P for sale that would give you 220kts, pressurization, cheap insurance

Have you ruled them out?

The one in Springbranch? Really dont know much about them. What is the diff between that and IV-P

ES-P has same fuselage but fixed gear, 40% larger wing/tail area, excellent safety record, cheap ~(300k hull around 3500/year) insurance

http://www.controller.com/listings/airc ... ncair-es-p

I think this guy would be good in the mid 200's, he just put it on eBay and it didn't sell, highest bid was 180k didn't hit the reserve, when i see people listing airplanes on multiple different sites, changing prices weekly, and then resorting to eBay, i assume they really are motivated to find a buyer

thank you. 6'3" 240 any problem you think?

well, it's an experimental- you can adjust the seats as you like, some sit comfortable, some sit cramped- easy fix of adjusting seat attach points and rudder pedals, mine is like a cadillac- seats out of a sports car, european leather, seat heaters....inflatable lumbar...

i'm 3" shorter than you and have plenty of headroom, i imagine it would be similar to a cirrus- thing is, you'll have the same fit in a IVP that you would in an ES or ESP

Thank you

If I had to choose I would go ES. Bigger baggage compartment, simple fixed gear, big ole wing, still doing 185-190kts NA and well over 200kts with some forced induction.

Nothing personal, but there are two blatantly false statements here.

First off, a T-6 breaks cleanly, but there is no scenario where it requires 8000 feet to recover. I do lots of T-6 training and I full stall them, including falling leaf manuvers all the time. A base to final cross controlled stall will tuck under and roll. Even that will lose less than 1000 feet.

Secondly, I have stalled a Cirri, and it is recoverable from stalls normally. It is not spin certified, but I have personally talked to Cirri test pilots who have spun and recovered in Cirri. The Cirri was going to have a parachute from the outset, so they saved money and gained performance by foregoing the spin certification in favor of the chute.

Nothing personal, but there are two blatantly false statements here.

First off, a T-6 breaks cleanly, but there is no scenario where it requires 8000 feet to recover. I do lots of T-6 training and I full stall them, including falling leaf manuvers all the time. A base to final cross controlled stall will tuck under and roll. Even that will lose less than 1000 feet.

Secondly, I have stalled a Cirri, and it is recoverable from stalls normally. It is not spin certified, but I have personally talked to Cirri test pilots who have spun and recovered in Cirri. The Cirri was going to have a parachute from the outset, so they saved money and gained performance by foregoing the spin certification in favor of the chute.

I have flown this ES-P listed on controller. Consider my experience is limited on giving a Pirep as I have only about 1300 hours in my Columbia 350 and about 30 hours in an Aeronca champ. I purchased Columbia with only 120 hours and very green.

In my test flight of the ES-P I stalled it multiple times at 66 knots. 400 pounds of me and owner and 40 gallons fuel. Air was not super smooth.
I have flown my Columbia 350 level at 53 knots (very light)
Handling seemed the same as my Columbia 350 which is much lighter on controls than Cirri.
With the 350hp turbo IO-550-WOW, she climbed like a homesick angel!
Im sure Michael's IV-P will do more than 2,000 fpm

As to the Cirri, I flew a 20 and a 22 last Friday. Both stalled like a kitten at 57 knots (not heavy) Maybe I am partial to Columbia after 9 years but both were significantly heavier on controls.

ES-P is a bit tighter in the cabin than Columbia/Cessna 350/400 and Cirri.

I did not pursue because of promise to my wife that my next plane would be as safe as Columbia so I would need to add a chute to the ES-P.

Pressurized airplanes NEED air conditioner. This ES-P did not have one.