Boy that thing looks squirrelly on the ground being so short coupled, but the SX was too and Todd is still here to talk about it.

Boy that thing looks squirrelly on the ground being so short coupled, but the SX was too and Todd is still here to talk about it.

I agree Brian. The thing about the Turbine legend that scared me was the engine. Many of the Walters were simply run-out commuter airplane engines that were IRAN'd and somewhat marketed as "rebuilt." There is a lot going on in a turbine engine and systems are key when installed in a particular airplane. With the piston engines the install and systems are pretty straight forward.

I'm looking pretty hard at the IV-P, IV, ES-P, Super ES, and Maybe even a Super Legacy. From a financial standpoint if a IV-P is bought correctly you simply have to self-insure the hull and buy liability insurance. I am comfortable in the highly loaded wing, but I won't risk $400k un-insured. Just have to find the right one. Less and less people every year can fly a plane like the IV-P and the prices reflect it, especially since insurance is all but unavailable.

Ignoring the poor insurability of these planes can be a short sighted approach- the plane will be worth what someone is willing to pay for it, at the time you buy it- that person is you, but after that, it becomes your problem. With the IV-P, this is the biggest drawback to focus on, insurability plays hand in hand with that, the insurance options to cover that sort of asset are limited and in some cases financially deplorable- paying 5-7% of the hull each year, it doesn't take long before that airplane of yours has become quite pricey. The market recognizes this and has responded accordingly, many sit for sale with very few buyers available.

If you know the risks and associated costs and are willing to jump into it for the end result (performance, economy, etc) then go ahead- but when you need that money back for any reason, you may be SOL.

The Lancair Super ES was the perfect compromise for me, the extra speed of the IV-P doesn't benefit me on my 245nm route, and the ES-P, while great, was over priced at the time I was in the market to buy (they were listing for $399k+ and my ES was listed for $250k (this was in 2013) the IVP's were 150k-300k, and 90% of them were cheltons or steam gauges with seldom used (possibly corroded) engines.

If one could buy a 'flying' ES-P for under $200k, I would do that and dump 50-100k into it with panel, paint, and interior to make it the perfect airplane for me....I often tempt myself with the thought of buying a project ES-P or a flying one and transforming it into a clone of my ES- but, back to my previous point, I don't know that someone can pay me what it's worth to me in the condition it's in- it just wants gas and oil right now and is extremely reliable and fast for my needs- so, i'm not selling anytime soon.

You have to wonder, for those out there that are for sale- why are they for sale? Caveat Emptor

$9K for full insurance, $1,500 for liability for a $250K hull ( I paid much less than that). I think the number of people that want to buy IVs or Barons is decreasing by the day.

It's a solid 300kt bird up high Biggest issue is keeping CHTs under 400 ROP. I will solve that problem so 300kts at 22 GPH is definitely doable. I guess FL230 will achieve those speeds. I need to fix the pressurization leaks first.

I think the main issue with this type is creating a risk profile and sticking to it. I'm doing VFR day with this species. I don't think I'm comfortable flying any single engine airplane at night or in serious instrument conditions. The most serious issue with this or any single is staying out of ice. All manageable problems.

i think you will be 100% safer than those who've perished before you when you go G3X touch and get the ESP abilities of the autopilot setup and enabled

distraction in the pattern or any encroachment of the "normal" flight envelope while slow (troubleshooting an issue, looking for traffic, weather related, etc) will give one extra autopilot "nudge" before you run out of time/options

reading all the NTSB reports of the fatal IVP incidents, it seems like an extra layer of protection to maintain normal flight envelopes would have really benefitted the fleet

4 people, windy day. 105 knot VREF at this weight/wind. 2 retired Air Force Colonels (ex F-15 guy) and wives.

https://www.youtube.com/watch?v=S_0qlar_fqU

In the Works! 2 screen GTX touch, ADSB in/out and Garmin AP. I 100% agree.

were you holding nose off? looks like it was squarely on the ground for the majority of that rollout, i'd try a little extra speed and flare a bit later so you can roll the mains (do a wheelie) while the energy bleeds, then drop the nose at the end

or maybe you did in that video and it's just the 240p resolution killing it

the IV has a very small elevator you hold it off as best you can. the ES has a much bigger elevator same with Columbia still too small

I installed dual G3X touch screens in my Glasair III with the Garmin autopilot. It made the Glasair easier to fly than a C152.

Looking at a IV-P right now with G3X touch. It is the only system to have IMO.

Here is one that I am looking at. The owner says the 4 blade prop gives better takeoff and approach, but costs 10-15 knots in speed:

http://www.ebay.com/itm/Lancair-IV-P-/1 ... zP&vxp=mtr

That's a nice one! Throw a bid in! At 200K you stole it.