Posted for Robert R Pastusek <rpastusek@htii.com>:

 Dan,
 
 Some very good questions, and I'll offer one man's opinion. For reference, I
built an IV-P over an 9-year period from a kit purchased in 1999. It's been
flying since May 2008 and has about 675 flight hours now.  I have dual 24v
electrical systems, winglets, speed brakes, high-energy brakes, locking fuel
caps and a 4-blade MT prop driven by a TSIO-550E.
 
 I use my speed brakes very rarely, but very nice to have when needed. Most
significant use is starting down from the flight levels. You have to leave the
power up to maintain cabin pressurization during descent.  This is generally
not a problem if you can plan the descent, but if ATC holds you high and then
dumps you, the speed brakes really help in the initial descent. You might seek
info from others about the Maddox brakes. I have the Precise Flight units, and
after fixing a really dumb mistake during installation (too long mounting
screws) that caused multiple problems, they have worked flawlessly.
 
 The winglets look sexy (picture attached), but slow the airplane down.
Charlie Kohler did some testing to confirm this, but mine were already
completed and when I asked my Judy about deleting them, she said, "they look
sexy; let's leave them on." What option did I have with that data point-which
I considered both valid and important!!  So with that decision behind me, I
put a number of things in the winglets, including a retractable landing light.
In my case, they had to be removable to service these items.  Removable tips
were a requirement for me, was easily done, and work well.
 
 The high energy brakes are GREAT. I am on my second set of pads at 600+
landings; they have given great service and were a snap to change,. I am very
conservative in brake use, but did some max braking tests during the test
period. No fading, good stopping power, and good directional control at all
times. I changed out the nylaflow brake lines in the MLG struts and elsewhere
with stainless flex hose, and helped two others install the hard  line kit
Lancair sells. Both are better options than the nylaflow delivered in the kit.
 
 I have a nicely equipped panel and air conditioner (recommended if you're
normally operating on the ground south of Alaska in the summer, or below
10,000' or so) and had hoped to use one of the new electrically powered A/C
compressors, and possibly the electro-expulsive anti-ice system, so went with
a 100A 28 volt primary alternator, B&C 20 Amp secondary, and 4 Odessy 680
batteries (2 sets of two each in series to give 24 volts). I modified Bob
Nuckols' two alternator system design (which I recommend) very slightly. It's
worked flawlessly for three years so far. This was significant overkill on
power requirements; my normal in-flight load is around 8 amps. The newer
digital avionics use almost no power; the a/c fan and similar use most of the
"normal ops" power.  Pitot heat and landing/taxi lights are significant
additional loads, but even so a 12 volt/60 amp system would have been more
than enough.  (The electro repulsive anti-ice and 28V a/c compressors were
just not ready to go when I was building...and seem to still be "out there.")
Look ahead to your intended avionics stuff for a decision on 12 vs 28 volts.
I'm happy with my 28 volt system, but would probably not change if I already
had 12 V components.
 
 I have locking gas caps, but have never used the locks...I had heard rumors
that some folks might put things in the tanks at airshows, etc, but in 40+
years of going to these events, I've never seen or heard of this happening to
anyone I know, so I tend to discount it. Still, it would help make sure that
no one services your aircraft without your being present...which I do insist
upon...
 
 I have 96 gallons of useable fuel...I think the 1997 kits didn't have fuel
out to the wingtips...which I'd definitely add, but I didn't add fuel in the
aft, inner parts of the wing where the aileron pushrods are located. 96
gallons gives me 6+ hours of flight time in my normal cruise
configuration...well more than my willingness to sit still, even with a piddle
pack. I'd recommend you build in as much fuel as you can easily do...without
going overboard. Easy to take a partial load of fuel when you need the weight
for cargo.
 
 I built and installed an airconditioner, based on automotive components, and
with an engine-driven compressor. Some of the components are in the tail,
behind the gear well, so I knew I needed to offset this added weight in the
tail. I therefore moved my engine forward 1" on machined aluminum "spools"
that fit between the engine mount and the fuselage, and recommend this mod
whether you add an A/C or not. You must make this change before you fit the
nose gear and cowlings. The IV-P tends to be tail heavy--probably because I
built it "heavy," but that seems to be the trend. I certified my airplane at
3600# GW, but with normal loading and distribution of people and luggage, I
run out of CG before I get to 3600#--even with the engine 1" forward. It's
very easy to fix a forward CG problem; almost impossible to significantly
adjust an aft CG airplane.
 
 Lots of other thoughts, but this is getting a bit long. Give me a call some
evening and we can discuss...
 Bob Pastusek
 757-286-4802 cell
 
 
 Lancair IV-P Builders,
 
 After finishing my 320 MKII 7 ½ years ago, I am becoming a "repeat offender"
and have just begun construction on a IV-P kit that I purchased from Bill
George.  This is a fast-build kit from approximately 1997 with a number of
options, including Maddox speed brakes, winglets, high-energy brakes, locking
fuel caps.  I will be using a piston engine.  Also, it is a 12V kit.
 
 As I begin this journey, I would really like to hear from you who have been
down this path with the IV-P about things you choose to do differently or
those things that you did and would strongly advise me to do again.  I'm
interested in simple things like whether or not the winglets or tips should be
made removable or fixed as well as more major things like extended fuel.
 
 Thank you all in advance for your input - it is greatly appreciated.
 
 Dan Olsen
Fort Collins, CO
 N320DK - 550hrs