Lancair IV kit no. 65, mostly complete, with winglets, Cont. TSIO 550 (0 SMOH), Hartzell HC-H3YF-1RF 3 blade (0 SMOH). Needs instruments and interior.

$175,000

Have you tried listing this on www.lancairtalk.net? The sysop there is also a broker and might be able to help sell your kit.

Is this a IV, or a IVP?

When was the engine OH'd?

I'm not with the log books right now, but about 2-2.5 years ago as I recall.

It is a straight IV, not P.

I've been on the Lancair owners forum, but never looked at this one. I will take a look at it. Thanks for the tip.

How fast will it go?

Good luck on your sale. Agree that lancairtalk.net is a good place to list.

I follow the market and recently bought a IV-P with glass panel for $100K more than your ask price. From that data point, your price is high. However if someone wants a IV only and wants to customize interior & panel, then who knows?

It’s a small market — most planes are on controller.com — Sub $300K IV-P’s pop up from time to time.

Best,

Tom

The Lancair listed 275 knot cruise at 17,500. It should top 300 knots in the low flight levels. This is our second Lancair IV and I would say those numbers are about right. ROC should be 3500-4000 fpm at SL, but 2500 fpm should give more comfortable deck angle with an IAS during climb above that of most piston twins in cruise at the same altitude.

Empty weight should be around 2150 with max gross weight of 3500. Usable fuel should be around 90 gals. Full fuel payload should be around 800 lbs. The IV-P tend to be about 200 lbs. heavier on their empty weight.

I would be very comfortable challenging an EPIC or a TBM to a 1000 nm point-to-point race. They might win by a hair depending on winds aloft, but the fuel and operating costs for the Lancair IV would be a fraction of the turboprops for essentially the same speed.

I have nothing against the IV-P and we thought about going that way for the second Lancair IV. The concern was that the Lancair IV was designed initially without pressurization. Pressurization was added to the fuselage because of customer requests. The Evolution was designed from the start for pressurization. I spoke with a IV-P builder who had two pressurization related structural failures and he now flies his IV-P strictly with the pressurization off to avoid the structural fatigue.

The first Lancair IV was flown mostly in the teens, with the option to go into the flight levels for specific missions. Climbs were fast, cruises were comfortable with supplemental O2 and descents were easy without shock cooling the engine.

Forgive my curiosity but what is theIV’s stalling speed?

Jg

Depends on the build as the wing and tail are critical. Anywhere from 67 knots to 75 knots. With that said, 70 knots with gear and flaps down power off is 4k per minute descent. You do not fly these planes slow. You fly them just like a jet. Spin one and it will be the last plane you spin.

Depends on the build as the wing and tail are critical. Anywhere from 67 knots to 75 knots. With that said, 70 knots with gear and flaps down power off is 4k per minute descent. You do not fly these planes slow. You fly them just like a jet. Spin one and it will be the last plane you spin.

I had a friend that owned the IVP for a short time. It was blazingly fast. He asked me to go up with him a couple of times, but I told him I wouldn't get out of a coffin to get in one. His retort was that I needed to get me some "big girl panties".

I'm not judging those who chose to own one, but the risks are real according to accident reports.

Jg

Depends on the build as the wing and tail are critical. Anywhere from 67 knots to 75 knots. With that said, 70 knots with gear and flaps down power off is 4k per minute descent. You do not fly these planes slow. You fly them just like a jet. Spin one and it will be the last plane you spin.

The Glasair III, Legacy, IVP all have a very critical wing and wing loading in the 25 to 34 lb/sq ft. This wing loading makes for a very good ride in bumps and they are incredibly strong with flutter being a non issue at any speed. The G3 green arc goes all the way to 265 knots indicated.

With that said, you lift off at 70 knots and until you get the gear up and 120 knots the plane is a flying manhole cover. If the engine quits you leave the gear up unless you are 100 percent sure you can make the landing spot and it is hard surfaced.

You do not stall these planes. When you get to a proficiency level that you can handle a plane line this, there should never be a time where slow speeds are encountered. If you cannot fly by the numbers stick to a Bonanza. The Bonanza flies like a Piper Cub compared to the Lancair.

I flew a IVP for about a year in the early 2000s. It had some issues with the build quality. The door was not perfect resulting in about 3/16th of a inch separation which I think cost it some speed. Used to see 275 knots at FL250 burning 20ish ROP. Very few people were flying LOP back then. I really enjoyed flying it. Side stick was awesome. It landed nicely. I flew it by the numbers and never had an issues with the airplane. It had some issues keeping the cylinders cool during the hot summer days but had the early cowling design which I believe was fixed in later models.

There is a high fatal accident rate with the airplane comparatively but I think there may be a factor related to training and experience. Hard to know for sure. Data below on this link are sort of interesting with the IVP turbine being the riskiest. Interesting that a Cessna 172 has a fatal accident rate of 0.56 per 100,000 hours flown. Of course if you factor in the time required to travel somewhere in the 172 vs the IVP it changes the perspective. Stall speed definitely correlated to safety.

https://www.lancairowners.com/files/wp- ... -Paper.pdf

If the mission is speed. Its a great airplane. Flew it back from Oakland to PDX where we kept it in 1.3 hours at FL 280 with a ridiculous 150 knot tailwind. That was a lot of fun. I believe the LX7 addresses some of the safety conerns with IVPs. I also heard that the non pressurized IVs were a tad bit faster than the IVPs.