Design is king when flying heavy, tho excess horsepower is nice.  IVP's
aren't designed for it.  Drooping ailerons sould be a great compliment to
the very effective slotted Fowler flaps on the IVP and help out with SAFETY
for these overweight Lancairs.

Walter,

 

Yes, design is king.

 

We must never forget that we fly "experimental high performance" airplanes.  Stress on the "high performance".  They were meant to be sport cars (a 500 SL has more room in the back than a IVP), not station wagons (there are plenty of those available from the STC aircraft market).  They weren't designed to the same low speed idiot proof standards as that used for most other aircraft.  And, we know they operate quite nicely at high speeds.

 

Some of us have flown over the recommended gross weight under carefully thought out conditions.  If that resulted in a rearward CG, it wasn't fun.  Fixing the wing for more weight isn't enough if the tail is too small. 

 

The AK 10% over GWT rule is interesting.  For a 320, the original GWT of 1680 would make that 1848.  I set my GWT at 1800 (I think that was a later Lancair recommendation also) and believe me, there is not another 10% available above that for safe flight unless everybody's shoes are very heavy. If IVP's GWT was originally 3200, setting it at 3500 is not out of the realm of reason except that another 10%, to 3850, seems to be way beyond the design limitations.

 

Pretty much, it is best to "stay between the lines."