Is that both the IV's and the IVP's? I heard the P's were widow makers but that the non-pressurized planes had fairly conventional flying characteristics.

Is that both the IV's and the IVP's? I heard the P's were widow makers but that the non-pressurized planes had fairly conventional flying characteristics.

It actually was certified. The Columbia 300/Cessna 400 is a Lancair ES. The ES has the same body tail and wing as the IV, but fixed gear instead of retract.

You need to get the gear up on quickly on takeoff, but not because of flight characteristics. You need to get it retracted because you can quickly accelerate above the gear retraction speed unless you maintain a very high nose angle/ROC. Since the gear retracts into the body, the gear doesn’t have much (any?) affect on airflow under the wing. Other than adding some drag, gear up or down has almost no affect on flying characteristics. It isn’t like a Bonanza or Baron where lowering the gear causes major changes in the airflow under the wing. If for example, you are staying in the pattern practicing landing, there is no reason to retract it. You pull power back quickly either way.

Every airplane design is a bundle of compromises. The Lancer compromises lots of things in the interest of speed. The factory built versions are good airplanes. I have flown them several times, but then, build quality is not the critical issue.

Jg

It actually was certified. The Columbia 300/Cessna 400 is a Lancair ES. The ES has the same body tail and wing as the IV, but fixed gear instead of retract.

It actually was certified. The Columbia 300/Cessna 400 is a Lancair ES. The ES has the same body tail and wing as the IV, but fixed gear instead of retract.

You need to get the gear up on quickly on takeoff, but not because of flight characteristics. You need to get it retracted because you can quickly accelerate above the gear retraction speed unless you maintain a very high nose angle/ROC. Since the gear retracts into the body, the gear doesn’t have much (any?) affect on airflow under the wing. Other than adding some drag, gear up or down has almost no affect on flying characteristics. It isn’t like a Bonanza or Baron where lowering the gear causes major changes in the airflow under the wing. If for example, you are staying in the pattern practicing landing, there is no reason to retract it. You pull power back quickly either way.

Is that both the IV's and the IVP's? I heard the P's were widow makers but that the non-pressurized planes had fairly conventional flying characteristics.

Same fuselage shape, but tail and wing are approximately 40% larger

When I parked my ES next to a IV, this size difference was VERY obvious

Unfortunately I will be selling my beautiful Mustang II.
Very meticulously built show winner. 0-320 150hp
Flies great.
All documentation, build photos and logs, 2015, I believe started in 2009.
Only 130 hours on airframe and engine smoh.
Always hangered.
Asking $56k

Located at KCFE
Contact me buy email or text 952-200-5353

I think that the Lancair safety record has improved substantially after the LOBO “Lancair Owners & Builders Organization” established a training program and really started concentrating on pilot training.

I believe that Dr. Jeff Edwards who was a long time Bonanza owner - pilot and a long term BPPP instructor was very involved with establishing the current Lancair training program.

Jeff currently owns and flys a Lancair Evolution and prior to that he owned and flew a IV-P.

As with any experimental, or certified aircraft for that matter, the quality of build and maintenance is second only to PROPER training.

I personally have about 40 hours in a Lancair 360 and it was a very fun fast airplane to fly. I had a minimal check out in it, certainly not what I should have received, but I kept my approach speed high “always” and never had any issues. Things did happen a little faster than they do in an A36, F33A or a Mooney M20, or even in a Baron, but I see absolutely ZERO reason why any competent pilot with a couple hundred hours or more can’t safely operate a Lancair with PROPER training. The training is readily available through several instructors that are associated with LOBO.

Thanks, Frank

What is your normal abeam tower, base, and final approach speeds

What would it take to finish out panel and interior? 80K?

130, 120, 110 KIAS

That’s a real beauty

He did say exactly that! They are great airplanes that tolerate no lack of attention to care or operation. It's just a complicated high performance airplane that does not tolerate low performance pilots .