Materials
We utilize advanced composites for one single reason; they are clearly the best overall airframe materials for a general aviation aircraft. These materials permit complex aerodynamic shapes that would be impossible in aluminum and they can maintain exact airfoil contours and surface finishes that provide the high levels of laminar flow available on our advanced airfoils. These composites also do not rot, rust or corrode. They can be tailored, ply-by-ply, to perfect the load bearing structure. Opposite of aluminum, composites have a near infinite fatigue life and the carbon fiber we use is, pound for pound, nearly three times stronger than steel.

With the Lancair IV and IV-P requirements for reduced weight and extreme high speeds, a small, strong and stiff wing was essential. Carbon fiber was chosen because of its incredible strength to weight ratio, which is generally 25% lighter than E-glass as well as 2 times stiffer. These materials are becoming very common for general aviation aircraft today.

Wing
Our consulting aerodynamicist created a very specialized wing planform using proprietary programs. The wing compromises a unique blend of an inboard custom airfoil section with a NACA tip section. Also unique for such a high-speed aircraft is the high laminar flow airflow root section, which has a robust 17% chord thickness. This offers the added benefits of greater strength, greater stiffness and increased fuel volume.

The Lancair IV, IV-P and Propjet were designed for high altitude operations and they are in their element when cruising up in the flight levels. To achieve this high altitude performance, the wing has relatively high aspect ratio that can be further enhanced with addition of the extended winglets. The wing offers a higher wing loading than typical four seat aircraft that greatly improves the ride making it smooth and solid.

Prior to our developments, such high wing loading would typically result in poor performance "around the pattern." To solve this, we again departed from the normal and designed full slotted Fowler flaps to reduce stall speed and improve slow speed handling; and they function exceptionally well. The Fowler flaps operate in roller tracks that are completely hidden when the flaps are retracted. When the flaps are extended, they add considerable wing area to enhance slow speed handling. Take off flaps (full aft extension and 10 degrees down) can be deployed at speeds as high as 200 mph (174 kts). This Fowler flap system is fully electro/hydraulic and is now completely installed for you in every Fastbuild kit.

To further increase high altitude operations, we developed a winglet option that increases span and adds to roll coupling for greater stability up in the thinner air of the flight levels. Winglets are interchangeable in a matter of minutes with the standard wing tip. In addition, we offer a speed brake option to enable quick descents without reducing power, thereby maintaining a warm engine and a fully pressurized cabin during descents.

High Aspect Ratio Ailerons
To insure that control stick forces were firm but comfortable for this high-speed cruiser, we created another unique feature with the high aspect ratio ailerons. These ailerons are just 15% of chord-long and thin. They provide excellent roll authority and are very responsive even at the slowest pattern speeds. In fact, slow speed roll control is nothing short of remarkable. Yet, during high-speed cruise where indicated speeds can exceed 235 mph (205 kts), control forces are firm and comfortable. And, at those indicated speeds at 24,000 ft., you’ll be truing out close to 345 mph (300 kts)!

Visability
Nothing is more important to a pilot than good visibility. The view in all directions is outstanding. Side windows are high and the windshield is large affording excellent visibility even in those steep bank turns. On approach the one-piece, 3/8" thick windshield provides excellent visibility of the runway ahead. The thickness of the windshield offers not only security but also aids in quieting the cabin. The large side windows are 3/16" thick on standard IV’s and 1/4" thick on the pressurized IV-P.

Dual Side Stick Controls
The unique dual side sticks are far more than just innovative – they are practical, natural, and very comfortable. NASA has invested considerable ergonomic research in this area and has selected this approach as the optimum for a general aviation cockpit. These side sticks effectively eliminate visual obstruction, such as a yoke, between the pilot and the instrument panel. Everything on the panel is easy to see without having to look around a clumsy yoke. The sense of spatial freedom in the pilot’s area of the cabin must be experienced to be fully appreciated.

Landing Gear
The gear system is electro/hydraulic and includes an accumulator thereby providing a constant pressure of 1100 psi. In addition, the Fowler flap system uses the same electro/hydraulic pressure for operation. As a gear down backup, a hand pump is supplied which draws hydraulic fluid from a dedicated portion of the reservoir. All airframe kits contain this complete gear and actuation system. The gear leg assemblies are installed for you. All you need to do when your kit arrives is open your shipping crate, lift the fuselage up, lower the gear, and roll your IV, IV-P or Propjet into the garage or shop. For protection from the environment, all landing gear and metal components for the airframe are either painted or plated for corrosion protection.

Main Gear
The main gear is made of tubular 4340 steel. It is gun-drilled, honed, taper cut and polished, bent in our custom-tapered dies, aligned, drilled, and heat-treated. The main gearbox is pre-aligned truss assembly that is already installed for you. These gear legs retract using a rack and pinion system. Large 600x6 wheels and heavy-duty brakes are standard. This gear system can accommodate unimproved strips.

Nose Gear
The nose gear is a premium air/oleo strut designed with a unique internal shimmy dampener and alignment system. There are no scissor links to wear out and the wheel always aligns itself straight when the weight is lifted off, insuring smooth retraction. Steering is via differential braking that permits tight radius turns and the rudder becomes effective

Source: www.lancair.com
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