Yooper Rocketman

Thanks Hank. I’m past the emotional pain. It’s under investigation by the NTSB and I’m being careful what I discuss publicly right now.

Oops. 2019

So here our two ownership change pictures. One in Milwaukee at Mitchell Field, in January 2019 Obviously we are in winter clothes as I hand Steve the keys to my favorite airplane over the last 17 years. The other picture was yesterday in Texas, as Steve hands the keys back to me. His mission has changed since his current employment situation won’t allow use of the plane for the next several years. His exact words “it would have been restricted to pancake breakfast’s and occasional hamburger runs”. He graciously offered my plane back to my custody until my Lancair is airworthy again, clearly a two year project for the most optimistic (and motivated) amongst us. As I crawled home at 11k yesterday with 30-40 Knot headwinds I realized how another 100 Knots TAS makes those kind of winds on the nose less painful. But then I also came to realize I covered a lot of ground from southern Texas to the U.P. I brought back parts from Lancair I couldn’t afford a shipping company to damage (they’re not made anymore) and I had done the driving time to pick them up. My 7 hour flight with serious headwinds would have been 23 hours one way (46 hours round trip). Fitting those composite parts in the plane as stow aways worked pretty great! Tom

I was blown away the massive change in landing the Rocket with 30 pounds taken off the nose on a plane with all that extra weight firewall forward related to 95 more HP. IMPRESSIVE!!

Today, as the proud and excited new owner (AGAIN) of N1017L, an awesome Mooney Rocket I owned for 1700 hours and 17 years, I conducted my first flights since Xmas morning 3 1/2 months ago. I did them alone, in Lago Vista TX, conducting 3 separate takeoff’s and landing’s, at an airport with incredibly unforgiving options should your engine fail at 500’ after takeoff (not that that would be on my mind ). I did fine and will be returning to the U.P. of Michigan tomorrow. An additional plus is I picked up some Lancair parts (vertical tail section) for my ongoing “new project” to be flown back with me. I will share WHY with my favorite aviation forum soon ( I know, I’ll do it soon! It’s been painful.). Sorry for not sharing more but extenuating circumstances preclude me posting more on a public forum. I definitely think I want to hook up with @mike_elliott now as committed “high quality training” CLEARLY has an effect on outcomes when handed terrible flying challenges. And Erik @aviatoreb you hold no advantage any more on 4 blade MT props on Rockets Tom

Looks like Guy and Jill Foreman. Haven’t formally met him but he’s a very respected builder of Lancair Aircraft, specifically the IV, IVP, and IVPT. Tom

Thanks everyone but let’s not railroad @201er ‘s thread. I will open a new one soon. I should have used more discretion in my reply. Tom

This will be my first post in a long time. I will be shortly rejoining the ranks of Mooney Owners for a few years. Reasons to be discussed at a later date. I felt EXACTLY like @201er and took that feeling seriously. Your self assessment and realistic attitude spells “professional pilot” in my book!! I have done 8-10 hours of recurrent training ANNUALLY, for the last five years, and can testify having been handed the UGLIEST possible flying scenario recently, a serious attitude, acceptance of the risks and dedicated QUALITY training could save your life someday. And @cliffy, your last paragraph in your quoted text above EXACTLY describes the difference between a crash and an EMERGENCY LANDING. The damage to the plane is NOT the deciding factor. Flying it to the ground (and walking away) determines the difference!! Stay safe everyone. Tom

I don’t post here much anymore. But I don’t disagree with @eyes_skyward AT ALL; actually thought the same thing myself. But having known @ilovecornfields for many years I knew that would never be the way he would handle this situation. I fully expected he would humbly accept the issue (not be happy but would never imply his importance overrode the situation) and move one to plan B. The airport I have a home on in Florida ALWAYS advises EVERY aircraft owner on ANY planned upcoming maintenance or taxiway closures. Clearly not a very professionally handled situation! Tom

Where are you at in Michigan? I fly down to lower Michigan regularly and have all the stuff to fix that properly. I also have a few hours working on composite planes. Tom

I flew my Rocket for 1800 hours, after buying it with 300 hours since new (the conversion and the engine). I agree with @aviatoreb. I stopped doing the "cool down" shortly after buying my plane, after reviewing several articles written by knowledgeable turbo engine aircraft people. I found the same thing as Erik; idling for cool down did the opposite of the desired result. It brought the oil and exhaust temps back up. I never had any coking. I have to wonder what oil you are using? I used Aeroshell 100 (50 WT) the entire time, even in the winter (but flying out of a heated hangar and blocked off half the oil cooler for the winter). I replaced one turbo at 1,100 hours, the second another 1,000 hours later (had over 2100 hours on the 1600 TBO engine when I overhauled it and sold it). There IS a check valve and scavenge pump in the turbo oil system. With the turbo at the very bottom of the engine, it would probably be a good idea to inspect those two components for proper operation. I would check your oil return line for any restriction as well. I do believe if the scavenge pump fails you would pump the excess oil overboard into the exhaust fairly quickly. so not likely the problem. I know of at least one pretty new Continental that did that on a Lancair IVP and resulted in an off airport landing in Colorado. Tom

I've never seen that product. I used standard Simple Green years ago and it caused corrosion on aluminum. This must be a kinder product but not something I see on local store shelves. Tom

Well, "return pictures to follow" took a little longer than it should have. We flew the return non-stop, 4 hours, 1600 statue miles. Same winds as the 5.5 hour trip out (with fuel stop in Fort Morgan) ..... 30-50 KMPH out of the west. Those big rocks in Colorado don't look quite as scary from FL270 - FL280. First picture shows a pretty interesting cloud. Looks like a flying saucer. Last picture at the far eastern edge of the Rockies, just before hitting the front range, you can see the wind blowing the snow off the top of the mountain peak. Tom

Shane, I'm pretty sure Steve is looking down and doing a fist pump ....... thinking, yes Tom, you found a new owner that will carry on the legacy of ownership on my prized Mooney! It's evident you clearly will. Melancholy about seeing it it go? Yes, that would be a light description of my feelings. But I know Patti (his wife) and Chris and Nick (his sons) will be very happy to hear your story and how the plane will be taken care of. When I emailed the boys to inform them the transaction was complete and it had flown off to Texas, both of them reminisced flights they had done many years ago with dad. I'm hoping you will compile the same kind of memories over your time with N1258X. Enjoy your new ride! And from a sellers prospective, it's hard to find a more quality buyer. Oh, and sorry for not getting a picture of you in my Lancair. I guess Paul still has "one up" on you in that department (the picture, not your flying abilities!!) Tom

I had a nice Cross Country flight last week, flying from the U.P. to Las Vegas / Henderson Field for the LOBO (Lancair Owners & Builders Organization) for their Annual Convention. We saw some pretty serious headwinds on the way out, so needed to stop in Fort Morgan, CO for fuel. Those mountains look a tad bit less intimidating from FL280 (compared to previous flights with less capable airplanes). It took us 5.5 hours to fly out, but thankfully the winds were nearly the same (just a bit less) for the return flight. We were able to complete the trip home non-stop in 4 hours, covering 1600 statue miles with deviations (yes, averaged 400 MPH). Even my wife said she is starting to really like the Lancair more than airliners now. Note, the mountain picture with the airport in it is Aspen. Return pictures to follow. Tom

Well, N1258X departed KIMT (Iron Mountain, MI) this afternoon on the way to a stop over in Arkansas. "Chocks" / Shane is the new proud owner. Watching him on Flight Aware and seeing in excess of 200 MPH at times, priceless. https://flightaware.com/live/flight/N1258X/history/20210430/1814Z/tracklog Hope he has tailwinds every flight with Steve looking down and blessing him as the new caretaker of that plane. I found Shane to be an amazing man. Happy to see someone like him get Steve's plane. Seeing it leave was a bit challenging, but then all things must pass. Now back to getting another friends Lancair Turbine ready for first flight. Tom

Looks like “Chocks” is the owner of a very special M20E! Congrats and treat it like you’re caring for my amazing best friend’s special airplane. STEVE would be happy to see such an awesome new owner!!! Tom

I doubt in the occasional usage world of GA we will see much issue but there is a Fed Ex maintenance facitlity on my field (until just recently my next door neighbor) with a fleet of 20-25 Caravans they maintain. Since I was such an advocate of the system the DM dragged me over while I was building my Lancair IVPT to view the corrosion they were experiencing since the conversion from boots to TKS. The most concerning was the damage to the FCU (Fuel Control Unit). They started a more agressive rinsing program in the engine area during the winter. They still loved the capabilities of the system over boots, but they saw some areas of concern as well. Needless to say, I installed TKS on my wings and HS, but went hot prop on my propellor. An FCU for my Walters runs $30k. I'm sure they are a LOT MORE for a Pratt. Tom

Sure. It appears Chocks has bought airline tickets and will arrive next Thursday (I’m in Vegas until Sunday for the Lancair Annual Type Group Convention). If all goes as planned he will be flying it to Texas next Friday. Tom

Nice evening flight last night in the U.P.

I hope you're dropping someone off in KIMT on your way ?! Tom

Ah, that was just a whole lot of work for a little insequential noise. Tom

See Page 9, Posted August 27, 2019

I’m not a CFII, but have nearly 2000 hours of Rocket time. I get to lower Michigan regularly so might be able to hook up if interested. I’m pretty sure you’ll find few people out there with the combination of flight time and maintenance experience I have specific to the Rocket. Let me know. Tom

The “E” model IS 750 HP, but is an underperforming engine to the “D” in the Flight Levels. If you desire maximum performance in the Flight Levels, the D would be your choice. I have the “D”. It’s rated to 724HP, not “de-rated”. The “E” just doesn’t handle bleed air losses for pressurization as well as the “D”. I’m ITT limited, but at 310 knots, I’m not particularly disappointed in its performance. And the “E” has a higher ITT limitation. But it doesn’t help it’s performance up high. Most pressurized airplanes perform MUCH BETTER with the “D” model of the Walters. Tom