Craig,

Ref your request below, my IV-P will do 280 KTAS at FL 240, but it takes wide open throttle and 32+ GPH to do this. Engine well above 75% power so I don't lean. Sounds and feels like when you used to take your car out on the back country roads to see how fast it would go...

In three years and 600+ hours in my IV-P, I've pretty much settled on 170-180 KIAS for most flying. Engine settings of 2400 RPM, 28" MP and 100 degrees LOP.  This yields 240-245 KTAS at FL 230-240. With a TSIO-550 engine, you can do this on less than 14 GPH. I made a run from Plainview, TX to Manassas, VA this past Sunday in 4+17 and landed with 2+ hours of fuel remaining. Should do your OKC to Phoenix commute with gas for a side trip to LA... :-)

Lots of folks run at a higher power setting, but my engine (and overall airplane) are very quiet and comfortable at this reduced power, and it's held up very well.

Hope this helps.

Bob

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The Lancair site says a piston IV-P will do 330 mph (~286 KTAS) at FL240.
I'd be interested in what speed and fuel-flow you guys see at sustainable
power settings at various altitudes.

Most of you flying LOP?  I'm going to the APS class this Friday in Ada.

How much speed do you lose equipping with the thermal or TKS icing products?

Although probably beyond my budget, I'd also be interested in similar data
for turbine-powered IVPs.

My typical flight is 720 nm Oklahoma City to Phoenix, MEA 13000',
prevailing westerlies, 1-2 people and 50 lb stuff.  The Mooney M20J does
great on non-stop range and economy, but I'm evaluating options for going
a lot faster, and preferably with at least inadvertent ice equipment.
Currently thinking Mooney Rocket, P-Baron, IV, IVP...?  Thoughts on
appropriate planes would be welcomed.

Craig