triple8s

Was curious about this. I thought a Rocket was a 231 with the TSIO 360 removed and a 520 instead. I see for sale on Barnstormers what is described as a 252 TSE Rocket, says very rare, very fast.......is there a difference in Rockets? I know of the Liquid Rocket, it is rare......... 1987 MOONEY 252 TSE ROCKET 1987 MOONEY 252 TSE ROCKET • $167,900 • OFFERED FOR SALE • 1956 TT 1120 SINCE CONVERSION, VERY FAST. VERY RARE, COLO BASED EXCEL AVIONCS PKG, CALL FOR PIC • Contact Dennis Rommel - DPR AVIATION, Broker - located Littleton, CO USA • Telephone: 303-946-6632 . 720-346-6204 . • Posted February 6, 2014 • Show all Ads posted by this Advertiser • Recommend This Ad to a Friend • Email Advertiser • Save to Watchlist • Report This Ad

The right jack will poke a hole in a wing just as well as a homemade jack.

I have "a little" twin time and have pondered on getting a twin like many. I dont have a twin because I am "cheap", not broke, but I pinch a penny. I love Mooneys because I get the most speed and efficiency for the dollar. I like the Bo's however if you will look, put the same engine in a Mooney and you will go faster and /or farther. I believe the best thing a pilot can do to increase survivability chances are to be informed on the weather, stay out of it when possible, stay out of ice, dont push my limits nor the airplanes limits. I may one day own a twin, if i do, I will own a cheap twin, A CR twinco would be high on my list and if possible a twinco with the lyc 360 instead of the 320 because of the increased SE ceiling. I fly over mountains in my mooney I fly some IFR, I fly at night, but I am understand the increased risk and make my decisions accordingly. A parachute sells airplanes but they have to be repacked and they arent cheap, look at the statistics, making better decisions on weather and other things saves many more lives than a BRS. I cant help but think about pulling the oh sh_t button in a Cirrus and coming down in a transmission line, or tree tops the chute collapses and then fall from 150 ft to the rocky ground. What good is a chute then?

556 TT 230 M20

15 yr ago I was in the middle of a messy divorce, broke, and had half of a C150 that I hadn't yet sold. I was damn lucky to have that! Now I have a 30 minute drive.

Oh

Yeah what he said......pics pics wanna see bodies! Long bodies, short bodies and in between bodies!

Moving the cooler would probably raise the cost by almost a grand by the time you buy new hoses and mounting material, build/ modify the baffling to provide for air to the scat hose or mount to the rear of t he engine baffling. One thing to think about though, when the oil cooler is mounted on the lower cowling this means ever time the cowling is removed the oil cooler/ hoss are disturbed, which increases chance for damage, also if the cooler remains on the cowling then there is another place for air to be disturbed hence more drag. With all the talk about how much pressure is built up in the cowl and how much too large the openings are I'd think it would be much more efficient to have the cooler relocated, although it will add more cost.

Doesn't help any that the royal family travels/campaigns continuously.

Wonder if a person get get a FA for a IO-520 or IO-470?

You'd think the govt would make an stc holder register it every so many years and if not registered ten it could be picked up by another company or entity so as to not cod lock things up so, he'll they'd even get a little revenue the govt so badly needs ( yeah right)

So, if I understand .....it would be easier to apply for a " new " STC to put on a different kind of power plant ? Or the 550 route is "impossible "? Unless of course one could be bought from the Mod Works people who are out of business. Right?

Just thinking about it........they can go to the ice cap on Greenland, dig through more than 250 ft of ice, dismantle a crushed 60 year old P-38, winch it through a small hole piece by piece to the ice surface, haul it miles and miles across a glacier. Load it piece by piece on a truck, ship, then truck again. Haul everything to a hangar in Middlesboro Ky. Reconstruct/rebuild it, fly it across the US then fly it to England, and 20 years later with all our technology and increased computers and machining processes we can't even put a 550 TCM on an airframe that later came out with one at the factory. ( yes I know the gear is beefed up on the O,s and Bravo and acclaim I got that) this ain't nuclear physics, oh wait......it's dealing with the government.

IO-550g on barnstormers forsale removed from an "R" model that was next to a hangar that burned. Also there is an o2 prop on BS forsale 15 for the motor and 2500 for prop. Hmmmmmmm wife would murder me!

I think there is a fella on here that uses exotic birds in place of the traditional CO detector.

"Maybe it's just my plane but I get almost no air out of the overhead vents. So it seems like you'd have to solve that issue before you'd want to restrict it down even more with eyeball vents. I had the crappy rotary style and "those @&$) lights" which I hated, so I removed the inferior and replaced the rotary vents and the lights I replaced with adjustable LEDs . The LEDs worked great although I did make I dimmer circuit they were adjustable from nil to full bright and I had 6 so there was no place on the panel left in the dark. The vents I replaced with the eyeball style and unfortunately they didn't work out the flow or pressure just wasn't right for them. I even removed the headliner ra second time to seal up every tiny leak I could find but no joy. I think when the went to the dorsal air inlet it was for a reason.

I'm not sure if there was ever an STC to put the real 201 cowl on a B,C,D or G plane and if so, what was involved. The original 201 cowling was installed on the C, and would probably would fit on the G or B. (Carbureted/updraft) O 360 engine, but not sure if the STC was actually for the B,D or G. I also know the oil cooler on the C I had was mounted on the right side foot well and the air supply was via a scat hose from the rear engine baffling. The air filter was relocated to in front of the front cylinder on the left side. The air from it went down via scat to a carb heat valve, if I'm not mistaken it was one for a C-177. The biggest problem I had was the scat hose from the air filter would rub the cowl close to where it connected on t the carb heat valve which rubbed a hole in the hose in about 30 or 40 hours. I was always tending to that at every oil change. I usually slid a 3 or 4 inch piece of scrap scat (minus the wire)over top of the actual hose as a protector of the actual hose. I always longed for a front facing or horizontal intake like the cold air unit superior sells with fuel injection on my parallel valve engine. This would eliminate the clearance issues I had. On an E or an F I'd say the OEM 201 would be perfect, although nothing is ever as easy as it oughta be when it comes to an airplane.

Is it just me or when your bird is out of service or not in its hangar you have this feeling that a piece of you is missing?

One failure was a Teflon hose the others were not. The Teflon hoses went to a waste gate controller and dumped all but 2 qts on a TSIO 520. Won't be cheap I bet. I may get pics this weekend, I have been hauling a plump aircraft mechanic to the stricken bird.

I can't emphasize the importance of replacing hoses atleast every five years. At the first annual my mechanic said mine looked old and felt hard and should be replaced, I thought awwww they'll last a bit longer but didn't say it and went with what I was told. Now today six years later I have seen three instances where folks have had oil hoses fail and it's an expensive proposition that involves a non simulated engine failure. Replace the hoses it is cheap insurance, they will break!