Posted for "John Wright" <johnwright@wrighteye.com>:

Would anyone besides me like to see more opinions and/experiences about  flying  our Lancairs?  For those of us with our airplanes flying it will add interest to the site and for those building it will be motivating. I fly a iv-p with 700hrs on it.  Some topics of interest to me include:  How do you plan a cross country flight when there is icing in the forecast enroute (the tops are at FL 250), the ceiling at your destination is 500ft. the forecast is for moderate rime.  Do you go or postpone?  I will postpone.  First of all I don't like to fly much higher than fl250.  Why not?  I think you are then operating nearer the airplane's safety margins for maintaining cabin pressure, engine overheating and if there is a loss of cabin pressure there is less time of useful consciousness.   I have accumulated rime icing 2/3rds of the way back my windscreen, but I'm always looking for a way out of icing if I encounter it.  Anyone else comfortable flying above fl 250?  I'd love to hear your opinions.   Should you fly your patterns at an uncontrolled airports TPA (usually 1000ft.agl) or fly it at 1500 ft agl as Lancair recommends for traffic separation and extra altitude to glide to runway if you lose an engine. I fly mine at 1500 agl mostly for traffic separation and a little bit for better glide.  What manifold and RPM settingsand air speed do you like to use on final? ( I like about 12 inches and 2300RPM with 110 kts on long final).  In cruise I fly with MP of 30" 2200RPM 18gph whether I am at 10,000' or FL 250.  But John you can't fly with less than 2500 RPMs in the flight levels or your engine will unspool!  It works for me and helps to prolong my engine life!  Why should a continental TSIO 550 be flown any differently in a iv-p than in a turbo Bonanza?  (this comment ought to stir up some controversy).  Ok the floor is open for discussion......any takers?