I have a Lancair Legacy with a Barrett 10:1 compression engine.  My plane is fairly heavy with built in O2, an aux fuel tank, 4 x  12V Odyssey batteries (dual bus 24V system), and an installed de-ice system, etc.  Empty weight over 1700 lbs.  Before de-ice install my plane did 247 KTAS measured by using averaged ground speed in 4 different directions, after de-ice it did 241 KTAS.

Here are my anwers (opinions):

1)      My understanding of service ceiling is that it is the altitude at which the plane can no longer maintain at least 100 fpm climb.  Hence it is not a legally binding limit or even a limit at all.  Obviously at or above 18,000 you will need to be on an IFR flight plan.

2)      I don’t try to climb at Vx or even Vy. Normally I do a cruise climb at about 160 KIAS.  At my gross (2,500 lbs) I get a good 1,500 fpm or more below 5’000, about 1,000 fpm to 7 or 8,000, about 400 fpm in the low teens and only about 100 to 200 fpm in the high teens.

3)      The 263 KTAS is awfully good -  I would tend to doubt it.  Have you run a ground speed test?   What I did was to take my plane to 8,000 and run it full out on 4 headings; 360, 090, 180 and 270.  I then averaged the ground speed to come up with my true air speed.  Otherwise you might be seeing faulty numbers based on air speed calibration errors.  The GPS ground speed is pretty accurate and not subject to calibration errors.

4)      My plane reliably turns in true air speeds of around 225 ktas at 8 and 9,000 (where I usually fly).  This is at 2400 RPM, Ram Air On and 50 deg LOP.  Fuel flows are in the 13+ GPH range.  I have had it up to 17 and 18,000 and was getting about 215 KTAS on 10 gph.  You will find that you have an impressive range at that speed and fuel flow.  (I have an 11 gal aux fuel tank and can make it across the country on one fuel stop.)

5)      With respect to increasing engine life (and assuming appropriate oil changes and other maintenance) there appear to be two main issues; keeping your engine cool and controlling peak intracylinder pressures.  I suggest that you take the APS Seminar given by the GAMI boys in Oklahoma.  I think you will find it very informative.

6)      My plane is at 500 hours so I can’t tell you about cylinder replacement.  I suspect it will vary depending on how often you use your plane and how you treat the engine.  In theory, LOP operation should result in longer cylinder life than ROP operation.

7)      I would recommend the RDD “boys” in Redmond OR: Mark Mahnke and Dave McRae.  Brad Simmons in western Tennessee is also very knowledgeable.  (email me at  legacyflyer@gmail.com for contact info.)

8)      Issues with Performance Engines have been covered in great detail in this forum.  I have nothing to add to what has already been said.  Lycon has a very good reputation.  My engine is from Barrett who also makes a good engine.

D. Brunner

N241DB – 500 hours