Lancair IV / IV-P

Lance Neibauer founded Lancair International in 1984 in Redmond, Oregon. The original Lancair 200 and Lancair 320 were two-seat composite kits that prioritized speed and beauty over ease of construction. By the late 1980s the Lancair IV had emerged as the company's flagship: a four-seat composite retractable with a Continental TSIO-550, intended to be the fastest piston single in any category. The IV-P added pressurization in the mid-1990s, which transformed the airplane into a serious cross-country cruiser at flight levels typical of light turbines.

Lancair sold complete kits through the 1990s and into the 2000s. The company eventually sold its certified airframe program (which became the Cessna 400 / Cessna TTx) and reorganized around builder support and kit production for the IV, IV-P, and ES models. Lancair Avionics in Uvalde, Texas continues to support the legacy fleet as of 2026. New IV-P kits are still available but at low volume.

The accident history shaped the type more than any other factor. By the early 2000s, the Lancair IV had accumulated a fatal accident rate meaningfully above typical kit airplanes. The combination of high wing loading, high stall speed, high approach speed, and demanding low-speed handling created an airplane that punished pilots who didn't have proper transition training. LOBO formed in 2010 as a response, building a structured training program that the insurance market now effectively requires before quoting on Lancair IV airplanes. The fleet's safety statistics have improved meaningfully since LOBO became active. As of mid-2026, fewer than 350 Lancair IV and IV-P airplanes are estimated to be flying in the United States.

The Lancair IV-P is the fastest piston single in general aviation. At FL220 with the 350 hp TSIO-550 turbocharged engine, the airplane cruises at 250 to 270 KTAS on 16 to 18 gph. That's faster than most light turboprops and equal to or exceeding the cruise speeds of some entry-level jets. Pressurization makes that performance usable. The IV-P typically operates between 18,000 and 25,000 feet, and the pressure differential of 5.5 psi keeps the cabin at 8,000 to 10,000 feet through most of the flight envelope.

Useful load is modest for a four-seater. A typical Lancair IV-P has 1,000 to 1,150 pounds of useful load. Full fuel is 96 to 120 gallons (576 to 720 pounds), leaving 380 to 570 pounds for occupants and bags depending on tank configuration. That works for two adults and bags, or four adults on shorter legs with reduced fuel. Range with reserves is impressive: 1,200 to 1,500 nm at long-range cruise.

Handling is where the airplane earns its reputation. Stall speed is 70 to 75 knots in landing configuration. Pattern speeds run 110 to 130 knots. Approach over the threshold is 90 to 95 knots. The airplane has very little extra energy below 90 knots and reacts quickly to power changes. Slow, deliberate handling kills you. Most stall-spin accidents have happened in the pattern with experienced pilots who underestimated how quickly the airplane could get behind them.

The Continental TSIO-550-E (350 hp, twin-turbocharged, fuel injected) is the standard engine on the Lancair IV-P. Some earlier Lancair IV (non-pressurized) airplanes run the IO-550 or various TSIO-520 variants. The TSIO-550-E delivers 350 hp at takeoff and maintains rated power to 25,000 feet thanks to the turbocharger setup. Continental's published TBO for the TSIO-550 family is 2,000 hours per Continental Service Information Letter SIL 98-9E, advisory in experimental service.

Field overhaul of a TSIO-550 runs $60,000 to $90,000 in 2026 at a name-brand shop (Western Skyways, RAM Aircraft, or Air Power are typical choices). Factory rebuild is closer to $120,000 at current Continental pricing. The turbochargers add specific maintenance items not present on normally-aspirated engines: wastegate condition, oil cooler scrutiny, and exhaust system fatigue inspection. Cylinder work between 1,000 and 1,500 hours is common because the TSIO-550 in the Lancair IV-P installation runs warm under turbocharged climb power.

The Hartzell HC-I3YR three-blade aluminum prop is most common. MT four-blade composite props are popular alternatives that reduce noise and look the part. Both run on a 2,400-hour or six-year overhaul cycle per Hartzell Service Letter HC-SL-61-61Y Rev 12. Hartzell overhaul runs $4,500 to $7,500 in 2026.

The Lancair IV-P is the most expensive experimental piston single to operate in general aviation. The combination of turbocharged engine, pressurization system, retractable gear, composite airframe, and demanding insurance market all add to the cost. Owners who try to operate the airplane on Van's-like budgets typically discover the math doesn't work.

If you built it: fuel runs $95 to $130 per hour at $5.50 to $7 per gallon and 16 to 18 gph. Engine reserve is $30 to $45 per hour ($60,000 to $90,000 overhaul amortized across 2,000 hours). Prop reserve is $2 to $3 per hour. Airframe maintenance reserve is $20 to $35 per hour, the highest in the experimental category because of pressurization, retractable gear, and composite-specific inspection requirements. All-in at 100 hours a year runs $190 to $270 per hour, plus $7,000 to $14,000 in annual fixed costs.

If you bought it used: realistic all-in at 100 hours a year is $230 to $320 per hour. Insurance is the wild card. A new buyer with limited Lancair IV-P time will struggle to find insurance at all without LOBO training. Even with LOBO completion, first-year premiums run $8,000 to $15,000 for a non-builder buyer. Established owners with hundreds of hours in type often get premiums in the $5,000 to $8,000 range.

Acquisition cost in mid-2026 runs $250,000 to $375,000 for a clean Lancair IV-P with current avionics, $375,000 to $550,000 for a low-time example with recent engines and updated panels. The market is thin and prices vary widely based on engine time, avionics, and documented build quality.