Yooper Rocketman

I have Oxygen saving canula's I bought back around 2001. I think what you are talking about is a much better system. Can you point me out to the exact link on Mountain High's website that you recommend for the Mooney Rocket built in O2 system? I can't make a trip to Florida and back on one tank of O2. Maybe I could with the system you are using. Tom

I found it tough going from 300 knots pressurized, 3.5 hours from the U.P of Michigan to Spruce Creek in Florida (1100 NM with routing) to 5.5 in the Rocket. So, when buying my Rocket if I find tail winds on the way down I like flying high. We do that trip every month from November until April for two weeks, then back to my dealership to work double time for the next hiatus. I have had two hypoxic events since I bought my Rocket back a year ago, both detected by symptoms before the pulse Oximeter. On the way to Ashville in October, at FL230, I felt minor symptoms, checked the pulse ox and I was low. I checked the flow unit on my tubing, found it was normal gut I still dialed it up. After a few minutes I still didn't feel right so I checked again, flow meter was really high so I'm thinking WTH? As I am grabbing the adjustable flow unit on the O2 tubing I finally realize the o-ring was leaking out the shaft of the adjustable knob, badly. I took the mask off and shoved the leaking flow unit up to my nose, I could feel instant improvement and called Chicago Center (I was over Lake Michigan). No answer after 3 tries and they were not that busy. WTH? I looked at my wife, who was trying to give up her mask to me knowing how serious this was, and said, OK, enough of this. I called Guard and got a response immediately, explained I NEEDED TO GET DOWN TO A BREATHABLE ALTITUDE IMMEDIATLY due to an oxygen issue. This guy asked a bunch of questions and then went off line for probably 2 minutes to approve my descent. To be clear, my sats were back in the 90's, I had plenty of O2, so it wasn't an emergency, but it was very challenging holding the O2 leak to my nose, hitting the push to talk button and communicating all at the same time with my left hand (oh, and I had bumped the trim switch reaching for the PTT so was hand flying with my right hand). If I had not gotten my O2 sats in the 90's I would have squawked 7700 und just gone down!! Once down to 11,000 and back with ATC (instead of Guard) I was asked to call a number and they clearly said it was just to check on me (this would be several hours later). After landing in Ashville, after dark, I called the number and the Supervisor's only concern was how his crew handled it. I told him I was thankful but thought the urgency of his controller handling Guard was not very timely, considering the situation. I suggested he have a conversation about hypoxia dangers with him. He was appreciative of the feedback and I suspect he had already reviewed the tapes and knew this had been handled poorly. I will share the other challenge for everyone's benefit later. It was an equally interesting event a couple of months ago. Tom

I routinely fly above that with O2; not doing so pretty much negates the advantages of a turbo. Absent a turbo, the speed loss based on reduced engine performance doesn't make much sense unless crossing mountains, the Great lakes, or topping weather. I have done FL230 and FL24 when the winds present some real benefit and flying over Lake Michigan in the winter. I own a Pulse Oximeter and check Oxygen Sat's pretty regularly on everyone in the cabin. Lately on my Upper Michigan to Florida trips, I have been using FL180/FL190 to conserve O2 for the round trip without refilling (my refills are free at home and $75-$100 off field). Most times, especially going SE, the winds are better on the trip down rather than the trip back. If you have never done it, I would suggest you get a system and get comfortable with it lower, then experiment with it higher over time. Over my 30 years of flying I have encountered a few hypoxic events, so I know the symptoms, which is a great safety enhancement to the Pulse Oximeter. Your CFI has a valid concern because becoming Oxygen deprived above 20k has much more serious consequences. Tom

A recent trip to our Florida home with some weather on the Garmin GNS-530. Turns out altitude is your friend sometimes. (Hoping @carusoam can do his trick on the orientation of the radar picture). Tom

Some formation Flying over the Daytona Beach area

I am just getting a little time to catch up on Mooney Space. Couldn't resist the temptation to reply to this post I like tail winds too, in both the Lancair (burning 30 gallons an hour) AND my Mooney Rocket. Tom

I guess it is a bit obvious I don't get on this forum much anymore (my late response). Thanks @carusoam I have done hundreds of Med Flights, starting with a ton of them in my F Model. I had one guy I flew out of the U.P. to Chicago, landing at Migs (yes, it was quite a while ago). His mobility was pretty marginal so I brought a blanket and step along. I had him back up to the LE of the wing on the step, sit on the wing, and I pulled the blanket and him to the door opening. I was able to assist him boarding from my seat and pretty much reversed the process to de-board. In my Rocket one time I flew into Newberry, MI in January, temps well below zero, for a transport to Rochester, MN (Mayo Clinic). When the patient arrived in an ambulance I was thinking WTH? I called my dispatcher and asked and he said he knew she was borderline and, if I couldn't fly her it was fine, they would just place her in Hospice (ARGH). This was her last chance to possibly survive with proper medical care. The ambulance crew said she could stand and board, with major assistance. So..... I pulled the co-pilot seat out, asked the FBO to store it for me until I could return and pick it up. She boarded fairly well and I was able to get her to Mayo. These two stories are just a few of the more challenging ones, in the life of a mercy med pilot over the last 30 years, mostly in a Mooney. I could write a book. Bottom line; Probably 90% of my flights have been for very mobile people allowing very easy and rewarding flights. Just make sure your dispatcher knows what your capabilities are (pilot, weather wise and equipment). My last flight in my Lancair turboprop in December of 2021 (and we lost that little 6 year old seven months later , I was told his favorite plane to fly in over his several years of trips was mine!!), and a more recent one with my "second time owned" Mooney Rocket. Tom

I just spotted this thread. I don't make it on this forum much anymore (way too busy). Anyway, I was sitting in my lanai and saw the take-off. He lifted (IMHO) way too soon for the weight and type aircraft on our runway at Spruce Creek. I did not detect any issue with the sound of the engine (and it's the same engine I have in my Rocket). I knew there was a problem at lift off. His nose pitch up was probably 40 degrees. Then he dropped the right wingtip almost to the ground, and then the left wingtip dropped and scraped the runway (I heard and saw it). I later reconfirmed my memory with the video. I think a more experienced pilot would have aborted the take-off at that point. He never was airborne more than 50" the entire take-off. I must have just missed Jim, as I was there within 2 minutes (I heard a guy yelling to someone to RUN that was near the runway, and then heard the crash). I immediately told my wife get I in the golf cart, there's been an airplane crash. I was the one that called security. So glad to see everyone alive with no real serious injuries. I think the most plausible cause was he didn't readjust his trim after landing (or his seat slid back on take-off). The pitch was not normal at all! Either that or he just got impatient to get airborne. Tom

A little formation flying last weekend after Breakfast at Dunn Airport south of Spruce Creek.

I loved this one a lot more. It will be a few years before that one flies again. One less blade but 724HP on the same size airplane makes for a real Rocket. Tom

The only time I ever needed to prime more than 6 seconds on a cold engine or turn on a boost pump after starting (in 1700 hours of Rocket time and hundreds of hours on big bores in Bonanza’s ) was when there was a leak in the fuel delivery system allowing air in the fuel lines. Just my experience! Tom

Now that my Rocket engine is broken in I’ve been able to fly some mercy flights again. I flew two within 5 days and both were young men with serious medical challenges. The first was to Timmerman in Milwaukee and his mom took a picture of us when we landed back home. I’m the older gent on the right, LOL. The second one has only flown in ANY AIRPLANE twice, both times with me. He really didn’t pay much attention the first trip a year ago (probably overwhelmed with his first ride in a plane). He wondered why we had to put oxygen on to cross Lake Michigan at a safe altitude on our way to Oakland Troy. I had to explain to him our last trip was in my turboprop and it was pressurized (and 100 knots faster). Sunset pictures where on our way home from that flight. It’s great to be back in the saddle! Tom

I saw that exact same issue after my engine tear down and reinstallation this fall. Having flown the plane for 17 years my first go around I knew this was unusual. I suspected it was because there might have been air in my fuel lines from the R&R of the engine. After enough starts this issue should have gone away I started looking over my fuel lines and found the line going through the rear baffling to my fuel spider was just finger tight. It wasn't leaking fuel but on shut down it apparently was allowing air into the fuel system and the fuel was running back the supply lines. My starts are completely back to "normal". I would look for something allowing your fuel to run back from the engine. Tom

Learned yesterday that our FSDO WILL approve the Garmin A/P, originally approved for an “unmodified 231”, in my Rocket, in spite of it NOT BEING APPROVED for this substantially upgraded HP of a Rocket in the original Garmin certification. It WAS DISCOVERED this will be the first legally approved installation of this A/P in a Rocket. Thanks to the Due Diligence of my FBO for “dotting the I’s” and crossing the “T’s” on this installation!!! It was abundantly clear the original Garmin Approval did NOT include the Rocket STC. Thanks to those supporting my efforts to ensure this installation was “APPROVED”! After experiencing an NTSB Investigation in regards to my FCU Failure on my Prop Jet this past Xmas, I’m trying to take the “high road” on modifications so I (and future owners) are not subject to unauthorized upgrades that needed a simple review and approval by a local FSDO. The road has been “plowed” for others now to get this install done within the FAA Regs! Tom

It's up to the installer and the STC Holder of any equipment to ensure THEIR STC is not compromising a prior STC, or would be outside of the approval of their own product BECAUSE of a previously installed STC. I ran into this trying to install a "Certified" (FIKI) TKS System on a 1986 Bonanza. We were planning on getting the Tornado Alley Turbo Normalized system installed and CAV would NOT install a FIKI system on a plane with ANY prior mods (and they seemed to imply ANYTHING, even a thicker windshield). We called Tornado Alley and they said install the TKS first, and they had no problem certifying their install of the Turbo System AFTER that. My shop is protecting ME. If I did this without the proper approvals, at the time of a future sale this could be called out as an illegal installation; being submitted as an STC (on an unapproved Rocket) rather than through a Field Approved 337. My shop has submitted to the FAA for the records of the Field Approval (337, not STC) of the Garmin A/P in a previous Rocket (identified earlier in this thread). With that in hand, the 337 will be a really easy submission to our local FSDO. Admittedly, they could have sent in a 337 on the "proposed installation", but every FSDO handles these differently. Ours seems to be one of the more challenging ones. Bottom line, as a result of this post and feedback, I can now proceed forward with my panel upgrade quote. Thanks everyone!! Tom

Now that looks like a Garmin A/P in a Rocket!! I will try to find the thread on that installation @PJClark (if there is one). Tom

My FBO says Garmin is specific in knowing ANY STC’s on an aircraft that is going to have their A/P installed in. The Rocket is very specifically excluded from the approval list. My buddy, the FBO Owner, is of the opinion there’s not enough airframes in the fleet for Garmin to spend the resources and money to get an approval, not actually a valid reason they’re excluded. And apparently the “Field Approval” is not normally submitted until the installation is completed. That leaves him AND me in a pretty precarious situation, “Hoping it’s approved” after the $60k to $80k upgrade is completed. Knowing of a previously approved “Field Approval” drops the risk down significantly from being the FIRST to submit for it Tom

I hit a 5” hardwood tree at 8’ AGL on the way in. It sheared of 40% of my right wing. Being carbon fiber, it simply sheared off. Had it been an aluminum wing it would likely have not sheared off and my flight path would have been altered significantly to the right into large hardwoods, resulting in a much different outcome. Just a matter of unique circumstances Tom

And, hoping to get back “on topic”, looking for ANYONE that’s been able to get a field approval on a Garmin Auto Pilot for a Rocket??

Yes, an FCU failure, none the less, ultimately, an engine failure at 500’ with no option for a turn back with the most ugly options with, literally, seconds to make the right decision to actually survive the situation. Tom

And to add to that, the same challenge handed to me in my MOONEY would have likely been fatal (comments by several experts that knew my complete final flight parameters). I explain later to those wondering why later! Tom

Yep, my thoughts too. Bottom line, no matter what you fly, don’t get complacent. The worst scenario can happen to ANY OF US!! Tom

Alex, Engine failure at 500’ on takeoff, Xmas morning, with NO REALISTIC landing options. Committed Annual Training provided us a “walk away” option under the worst conditions and landing options. Life goes on! Fortunately I was able to buy my Rocket back for a flying option from the U.P. Of Michigan to our home on Spruce Creek (10 miles south of Daytona Beach FL) for the next several winters during the rebuild. Tom

Since I moved back to Rocket ownership from an amazingly capable turbo prop, which will be “years” from flying again, moving from tremendously capable glass back to “steam gauges” has been extremely painful. I was quoting a full Garmin Glass panel and found out the BIG HURDLE is that Garmin has NO FAA APPROVAL to install a Garmin A/P in a Mooney Rocket “because it has too much power”. Seriously, it handled a 724 HP Turboprop just fine! So, has ANY ROCKET OWNER gotten a Field Approval for a Garmin A/P on a Rocket STC?’ed Mooney K Model??? My local FBO will consider applying for a Field Approval for a Garmin A/P with my new quoted flat screen GLASS Avionics Upgrade if someone prior to them has received a field approval, but is working with a “marginally cooperative FSDO approving FIRST TIME Field Approvals. Please advise if anyone has gotten a FIELD APPROVAL for the Garmin AUTO PILOT IN A ROCKET!! Thanks Tom

It’s says “negligible” on the paperwork from Mooney