Recently I was asked by a client why we are having such a rash of accidents. I wrote this and I offer it "for what it's worth".

I too am troubled by this recent spate of accidents.

The largest category of accidents seems to be tangling with weather. I believe that the Lancair IV has enough performance to climb into the altitudes that can really get you into trouble quickly. To be IMC in the high teens or low 20s without active radar (not XM) and to depend upon controllers to keep you out of trouble is a bad mistake. I have XM on my MX 20 and 430 but I find it runs up to five minutes late most of the time. But it really is valuable for determining the direction of storm travel. Staying upwind will help you stay out of the hail and lightning in the overhang. When traveling between storms I've also discovered that distance between cells needs to be doubled/ increased due to the delay.

My advice is to stay in VMC. In daylight. Whatever diversion that may take. If you can stay VMC at 3000 feet-- circumnavigate the rain shafts by 20 miles and be constantly vigilant for lightning. Do not depend upon the controller (without confirming visually his report) to give you help unless it's a last resort.

The other aspect of these accidents seems to be failure to fly the airplane after mechanical problems. Numerous engine failures seemed to be a factor of poor maintenance/modifications. Things like fuel /ignition system modifications/ bad overhauls etc etc are not being pointed out to the owners because they are getting local mechanics who are either unfamiliar or unable to give advice to the owners.

Fly the airplane first!! Aggressive nose down elevator is required. It may need to be followed immediately by nose up just before ground contact. That will be pretty hard on the spine and therefore I recommend the new Lancair seats or temper foam seats. Put the nose between the trees/cars-- but do it with the fuselage level. This should give you the best chance. Crack the door. Practice these moves. At night in a dark hangar.

When the engine quits below 1000 feet-- there needs to be a plan in place that can be performed in two seconds or less. No checklist here!

You will not get a second chance when it's for real.

(Assuming TSIO 550 powered IV.) The drill;

During this time you should've lowered the nose 10 to 20°. Flying straightahead. Rudder only to avoid obstacles.

Dropping a wing is a mistake.

Naturally there are variations on this procedure-- but think it out.