David Mazer

Antoni is correct. Oxygen isn't all the same and the humidity content is the difference. Aviation oxygen is more expensive unless the FAA catches you. I have been told, but fortunately don't know from first hand experience, that the fine for using non-aviation oxygen is about $10,000 per occurrence. Sounds steep but since everyone in the plane is dependent on staying alive on the stuff and you won't know it until you are already in danger, maybe they have a point.

I recently heard of an insurance company refusing to pay out the claim because the pilot logs were in the plane when it crashed and the family couldn't prove the pilot was current. I keep my old log at home and use Zulu log on the net. Plane's logs are in a fire resistant box in the hangar and only out when someone needs to review them. I never leave them with a shop as they can and will hold them hostage if you have a dispute. A sticker is what I request when work is done.

Although both spellings are accepted by Wikipedia I would try gray.

I had a problem with my Rocket's speed brakes from icing. Wouldn't go down for a while. At the next annual (or maybe the one after that) we found that all the cables on both sides had stretched and needed to be replaced. Basically the entire rigging we re-done. No problems since and the IA didn't think the icing was the cause especially since it was on both sides. My speed brakes won't work unless the engine is on or the master and the backup vacuum is running when the engine is off. I have been told but don't really know that they are electric and vacuum operated.

Vaporware? The IFD540 isn't out yet? They just announced the IFD440 to replace the GNS430 WAAS but the price is about $15,000. Is there going to be an OSH discount this year like there was for the 540 last year?

Rudy, I've been flying my Rocket since 06, not as many hours as I would like but about 80-100/yr. The Rocket is a great plane and performs well. Landing isn't really tough, just make sure your speed over the fence is under 80 kts with no gusts and trim up a bit and wait for it and it will be fine. The landing roll is longer than I experience in an F I fly by 500 ft. It just is and I can't seem to get it much shorter without coming in too slow, below 72 kts, and the nose comes down too hard for me. So longer it is. A big caution is touch and goes or go arounds require you to trim down or you will be pushing down as if your life depends on it because it may. The additional trim up on landing turns into too much on go around. Fuel flow in cruise runs from 13 - 20 gph depending on power and altitude. Lots of options there. There are a number of Rocketeers on this site and if you have questions we will gladly share our experience for whatever it may be worth. I used to fly a T-210. They aren't even close. You're going to love the differences. Enjoy your Rocket.

Quote: Bennett I think that all the Mooney specialist shops I have had dealings with over the twenty years plus that I've owned Mooneys have been honest, at least with me, and that includes the "shop in Florida". If you did have an honest experience with Coy, you would be the first I have ever met and I have been approached by many customers and vendors alike that feel very different about him and his company.

Having dealt with Coy, once and never again, and having given him multiple opportunities to make things right, I have no problem telling other pilots to stay away from him at every opportunity. Coy has threatened me with a slander lawsuit and I told him to bring it on because the counter suit was pretty significant and he went away quickly enough. The damage to my plane could have been life-threatening and he knew he was responsible. For those out there that take offense at outing a dishonest GA service that creates life-threatening problems, I think your priorities are wrong. These charlatans need to be prevented from damaging others. Period. On the flip side, when asked about other services I have offered positive and neutral reviews where I felt warranted. More positive than neutral I'm happy to have experienced. I believe that these reviews are one of the main benefits of this forum and I am glad to be able to find the reviews when I need them.

Quote: aviatoreb Where can I get a pouch for my pilot side? Or designs for a pouch?

After 60 seconds, I turned off the low boost pump and used my prime pump for 3 sec., Aviatoreb uses 7 sec, and started up per my usual cold start technique. Worked like a charm.

The article that was referenced was specifically discussing turbocharged, piston engines. I don't know if the information would cross over.

Without sounding too naive, isn't it easiest to report it even if it doesn't need to be vs not reporting it if it does?

Thanks for the information. I certainly will.

Quote: jetdriven explores the envelope 3 times beyond the maximum demonstrated crosswind component, flaps up, in unstable weather.

Simply leave the mixture in full lean ("idle cutoff"), and run the electric boost for one full minute. Sixty seconds. Time it, by the clock. More won't hurt a bit, but less may well not be enough. A full 60 seconds, not a second less. The first few times you do it, it will seem interminable, but there's no reason you have to just sit there. When you know you're going to use this procedure, flip the pump on early, hit the stopwatch, and go ahead and do your cockpit setup, or study the instrument departure, or brief your passengers (you DO brief passengers, don't you?) This little trick uses the ELECTRIC pump to pressurize the lines to the engine pump and the chamber inside the pump case itself. Since that fuel can't go beyond the fuel control with the mixture shut off, the only way out is through the rather small "vapor vent return" line. This is the exact purpose for which this line is provided. Once this "cooling" step is done, the start is identical to the cold start, and just as easy. At the end of the sixty seconds, let the electric pump continue to run while you push the mixture in until the fuel flow stabilizes (as for the cold start), flip the boost off, and hit the starter. Instant gratification. Well, sixty-second gratification, anyway. In effect, this procedure converts a hot start into a cold start. (Actually, it may be better than a cold start, because the engine is warm, and the fuel will vaporize better.)

I have the Parmetheus LEDs also. While I agree they are not as bright when both bulbs are burning, I have had too many instances where the GEs have burned out and I have nothing on final. One slightly dimmer light is much better than one slightly brighter burned out light. I also leave them on start to shutdown.

Thanks for the information. Sounds like an excellent traveling machine.

A Rocket at altitude will do closer to 220 at 20 GPH and 205-210 at 18 GPH, but you need to be in the low 20s, and get you there without a fuel stop eastbound in about 4-4.5 hr depending on tailwind. You may need to stop westbound. Rockets are going for the price range, and less, in which you speak but you will probably need to put some money into it. Everybody I know that has bought a Rocket for a low price has but still ended up at a reasonable investment. Rockets cannot be FIKI but they can and do have TKS. I know not from first hand experience but most reports are that the 252 is superior to a 231 in significant ways but I don't think the price difference is as significant so I would go with the 252. A Bravo has the longer body and that is nice but I don't particularly like the higher instrument panel and the decreased veiw. An Acclaim would be nice but well out of the price range. I think I would go with a Rocket first if FIKI wasn't a requirement and then a toss up between a Bravo and a 252 depending on which one showed up that was the best value. Considering where you are flying, I would want a turbo for an extra safety margin. Just my opinion.

Quote: JimR

When I purchased my plane I had the leading edge painted to buy a couple years before I painted the plane. There was a distinct line top and bottom but it looked a lot nicer. Then I had the plane stripped and repainted. That is when I found out that I had lost about 5 knots due to the effect on the wing from that very long edge causing disturbace in the laminar flow. I can't imagine that the tape would cause less problem than the paint and I would argue against it.

Quote: aviatoreb

Quote: Chessieretriever I have a 351 Rocket and had the same problem until I adopted the following proceedure:

Very cool indeed. What did the total process set you back?

I will have to try this. Thanks for the useful and complete reference. Without trying to start an argument on this forum, I think us Rocket flyers try to use the scientific method a little more than some of our brethren. Well, maybe a better way to say that is a higher percentage of us. Clearly a lot of the others on this forum are very well educated and trained on the subject but there are a fair share of rather loose opinions thrown around. Or so it seems to me the casual, and biased, Rocketeer.

Erik, This may be a silly question but if you run the low boost for 60 sec, why doesn't that flood the engine? This - mixture forward, prop forward, mixture cracked - is a flood start procedure. I have had very little luck using it for hot starts.