David Mazer

Thank you for developing and posting this.

Great job. I knew you would pass with flying (pun intended) colors.

I'm actually in the market for a 430W. They are going for about $7,000 from dealers and closer to $6,000 from individuals and I'm looking for better than that. I don't think ~$5,000 makes a lot of sense to me. Sorry. I hope you find someone interested in a non-W unit.

Sure you could. I flew 1,050 miles non-stop in a Rocket in 4:21 with 20+ gal on landing last August.

If your landing light doesn't work when you first install it, like mine didn't, flip the wires. The LED is polarity specific while the GE isn't. + whatever on Prometheus.

As an ex-Rocketeer, flying at gross, in the CG, is not even worth the thought process. Landing at gross requires knowing you shouldn't land heavy (we've all been trained for soft field landings anyway). Take the fuel that makes you comfortable and keeps you in the limits. Much more important than +/- a couple pounds either way. I've flown at gross and it is hardly noticeable on takeoff and climb. Relax and enjoy the flight.

My flying seems to be very variable. I'm on about 150 hrs/yr rate right now. It has been as high as 250 and as low as 50 depending on life and airplane stuff.

I bought 100LL at KLEE today for $3.87! Yippee!

I used a guy at my field for my last three annuals. Always professional and reasonably priced. Each year the cost went down as there was less to deal with. His name is Chris Reilly - 407-288-3215, ksfbamc.com.

First, I had the same problem at KLEE a year or so ago. I went up to practice some night landings and couldn't get the lights on no matter how many times I clicked the mike. Second, maybe I shouldn't admit this, I didn't know the lights could be turned off by keying the mike. I understand the ability to change the intensity but I would think the possibility to turn off the lights on short final (I always reset the timer on final to be sure they don't go off before I'm ready) would make that option goofy. Third, Garytex, sorry you are missing out on flying at night. I love it. I'm very careful not to get too close to anything imbedded with anything and I prefer to fly into airports with which I'm familiar but I really enjoy night flying at least as much as day. Just my opinion and preference I suppose.

Have you contacted Rocket. Dar is usually very helpful. As to oil, I usually ran with 9 qt and wouldn't go below 8 before the engine was rebuilt. After it was rebuilt it didn't matter because it never burned any oil! Never. I never added a single quart between oil changes after it was rebuilt. It was a little weird.

My limited experience is that Vref is usually higher than the actual value at sale.

Thank you.

I looked there but couldn't find it. I'd appreciate the scan, thank you. Maybe you could scan all the models and we could have it somewhere on the site for future reference?

I'm sure this is somewhere on the site but my searches haven't found it. I have a list of power settings for various portions of flight for the M20K called IFR by the numbers. I'm certain there is also one for other models. I'm looking for an M20F. Any one got one to share? Thanks.

I thought the same as Hank here until my IA dissuaded me of the idea. His logic is that the "normal" oil runs out swiftly when warm but any sludge takes longer and that is probably more important than the "normal" oil to remove. His advice was to wait overnight, and now I do.

I presume we are talking about different flaps here. I was talking about cowl flaps.

The 252 cowl flaps are supposed to be infinitely adjustable and it requires the motor to do all the work. The motor itself is very small and fails frequently. On a Rocket the motor is prone to getting oil drips which also causes it to fail. I converted mine to a manual system after being unable to get a motor. I can tell you the forces are significant and required a manual locking system to hold the flaps closed despite using a very heavy push rod. My guess would be your motor is failing.

I just checked and KLEE is 4.35.

Dave, I can't imagine you had them on correctly if they fell off under any circumstances. I've never had an issue with them coming off or even moving. On the other hand, I've had my headset knocked off my head when I hit the headliner during turbulence and that wasn't any fun at all. Not only couldn't I speak to ATC but my head hurt. As far as the silicone plugs not working as well, they don't. I've learned, though, that they work much better if I get them in far enough. Farther than I thought I needed them but not so far that they hurt. What I do is insert them with the bend of the tube up (not down as it looks like it should) and then push them in the rest of the way by pushing on my tragus (the cartilage part of your ear right in front of the ear canal) to "set" it. When it is quiet, it is enough.

What was the question? I forget. Oh, I strongly urge looking at the Quiet Technology Halos. Despite them being the cheapest, I think they are also the best. The opposite of you get what you pay for.

I had repeated problems with the avionics master. I eventually tried to buy a replacement and found that impossible. My AI removed the switch, cleaned and lubricated it, and re-installed it and I haven't had a problem since. I'm not really sure how you lubricate an electric switch but that is what he said he did.

Atypical but another example from a 86 K Rocket

Hank must never of had the pleasure of dealing with the FAA before. I had a drop in oil pressure on downwind and asked to cut in front of a student on a typical student pattern (looong legs). Despite not declaring an emergency, they rolled the trucks. When they spoke to me at my hangar they asked a single question - how much fuel was on board. Really? That is the important question? Turns out the FAA believes if you claim an oil pressure issue you really are out of fuel and don't want to admit it. Fortunately, I had a full tank but the idea of declaring an emergency or telling ATC something that might be construed as an emergency is something I strongly avoid. Terrible advise, I know, and contrary to everything the FAA should be doing but the stupid government gets confused on what is right from what is bureaucratic. So, Hank, it matters because of the pain we go through for declaring an emergency.

When I came back to flying, one of the instruction flights was a night cross country trip. Of course. One of the takeoffs was from a small airport in FL towards the middle of the state. The night was absolutely clear and absolutely black! No visual reference at all as soon as we rotated and got to 50 ft. I was shocked and grateful for my instrument training since it was essentially zero/zero. I'd say it was an eye opener but opening my eyes was useless.