David Mazer

Coy is a danger to the flying community and other pilots need to and deserved to be warned of people, a term used loosely in this case, like Coy. I strongly urge pilots not to call or seek out information from Coy as you are putting your life and the lives of your passengers into jeopardy. I'll take the karma risk to save another pilot and/or passengers.

Erik is very correct. Vno and Vne are definitely on my mind during descents. I try to keep my IAS below 175 kts even in clear air just in case I need to slow down quickly and that is why I believe the speed brakes aren't an option but a requirement on the Rocket. I've also had problems with ATC when I request deviations around even small cumulous to avoid the need for dramatic speed reductions (once they asked if I was really IFR as I tried to weave around clouds during a descent). The Rocket isn't a plane you sit in for a ride. You need to really fly it since you are operating near limitations on a regular basis and you need to be aware and prepared.

How did the French get to be the supplier of all words for disaster?

OMG! Jose, you have no idea of the debate on this question. If you would like to read all about the pros and cons, I suggest reviewing the following thread. Set aside some time. http://mooneyspace.com/topic/10988-aoa-installation/page-14?hl=installation#entry140960

In FL, I typically see 185-190 kts TAS with 18 gph and 155 kts with ~14+ gph around 7-8,000 in my Rocket. Not really E speeds but certainly higher fuel burns.

Ward, very cool. I use Zululog.com but no one else seems to. Works on PC, Mac, iPhone and Android. It is convenient and fast.

Email sent with Rocket POH insert.

Completely off thread, sorry. Being from FL, I can tell you that UF is an under-recognized exceptional school. The state's scholarship program encourages the very best Floridians to stay here and go to UF. I truly believe non of the Ivy league schools have anything on UF students. I personally know of a kid with a 4.3 GPA in the gifted program with 98th percentile on the SATs that was rejected from UF. I'm not sure what it takes to get in if that is rejected.

Flyboy0681, This is going to come across harsh, but, fraud is illegal. What does your comment have to do with anything related to this topic? Doctors that commit fraud, pilots that break the law, lawyers, politicians, teachers, etc., that break the law are breaking the law. By definition, there is already a law dealing with it. I don't think anyone on this thread said it is okay to break the law. What is being said is that the article misrepresents the state of GA in a biased and unfair manner that is detrimental to GA and, by extension, all of us. IMO, a very different discussion.

Bumper, I don't want to drag this thread off topic so I will keep most of my responses, and most of them are just my opinion, to your comments related to GA. Removing bad doctors and pilots, shouldn't be the tort systems responsibility. I believe the tort system is better at being the sword of Damocles than the actual executioner. "Defensive" medicine is really more evidence based than defensive. The legal system has reenforced that a given procedure or medicine or test is useful for diagnosing or treating a disease and us doctors really need to take care of our patients or plan on facing the consequences. I think the same should be true for GA, pilots and manufacturers. I don't know any doctors that have left the field or fled to hospitals because of malpractice insurance costs. I know many that have quit because of ridiculous government rules and regulations that don't help patients in any way and often hurt them. A study in 2010 showed there were over 800,000 MDs in the US. Another study, done by different people and probably with different methods, in 2012 showed there were 550,000 MDs in the US. Even accepting the lack of head to head compatibility, this is alarming. I'm certain the same forces are at work on the pilot population. Medical costs are much higher in the US for many reasons. I don't believe defensive medicine is a large portion of it. I do believe our cost is higher because of government interference with the market and less interference would create a better value to the consumer. I also believe we have higher costs because we fund all the research on new drugs and procedures. Something I favor. So, I accept we will have a higher cost of medical care and that some of that cost is useless, some of the government portion, and some of it is very useful, the research part. The comparisons I've seen with other countries "quality" of care parameters are always poorly done. For example, comparing the US infant mortality to the infant mortality of Sweden isn't appropriate. What we should compare is US Swedes with Sweden. And then we do very well but you'll never hear that because the powers that be can't or won't create a valid comparison. It doesn't suit their purpose. The experimental market in aviation has a much higher fatality and accident rate but that is hugely skewed by the first 5 hours. After that, the experimental market is about a s safe as the certified world, just a lot less expensive and more modern. Both worthy goals. Completely off thread, and for those of you that don't know this, the government, in its infinite wisdom, pays the hospital about 3 times more for hospital employed cardiologists than independent cardiologists for the exact same service. If you, or your insurance company, pay $100 for a private cardiologist visit, you'll pay about $300 if the cardiologist works for the hospital. I am totally at a loss how the government feels this will reduce health care costs.

I am certain there are areas in which manufacturers can and should improve. I’m equally certain there are times when manufacturers deserve the losses they incur in lawsuits. The threat of lawsuits and loss is an appropriate counterweight to the pressures of profitability when the legal system is balanced and fair. As a physician, I have never felt the malpractice lawyers were the enemy and firmly believe that the threat of lawsuits is beneficial to most patients. Our malpractice system isn’t quite balanced yet but it is better then nothing. At the same time, this article is pure crap. It reminds me of the articles and commentaries that compare smoking cigarettes to smoking pot just because the same modality is used to ingest the active drugs. That is like comparing intravenous saline to intravenous heroin. It's just not a fair or accurate comparison. Even that comparison stupidity wasn’t enough for the author so he had to limit his comparison to domestic airlines. GA and commercial airlines aren’t the same and shouldn’t be directly compared. GA should be compared with motorcycles, boating, and maybe cars but not commercial airlines. And, in opposition to Erik’s comments, even a per hour basis isn’t fair. GA goes roughly two or three times as fast as autos and 15 times faster than boats. Okay, maybe some motorcycles in my area go as fast as GA (I’ve seen them flying by at well over 100 mph in crowded traffic, crazy!) Maybe they should be compared on a per mile traveled basis. Under those circumstances, GA isn’t all that bad even if it could be better. Finally, from a libertarian perspective, most accidents involve the pilot and way fewer passengers. This is a risk we take on for ourselves. The airlines take on the risk for others. Not at all the same. And, airline travel is the safest form of travel in the history of man. EVER. I’m glad of it but it doesn’t make a good comparator. In summary, this article blows and isn’t in the publics best interest IMHO.

When I was looking for a headset I tried both on. I preferred the Halo. I've shown both to many other pilots at SNF over the last few years and everyone preferred the Halo except one. So, while not unanimous, almost everyone preferred the Halo. As far as music input, if it comes through your audio panel it also comes through the Halo. If it is blue tooth, there is a $200 Blulink I use that bluetooth connects to my phone. The Blulink makes the combination cost more than the Clarity aloft if the price difference is $166 but you can use the Blulink on any headsets. As a side note, Phil, the owner of Quiet Technologies and member of this forum, is very responsive to questions and issues. I also believe he knows his stuff and what he is doing. Ultimately, it comes down to personal preference.

Glad your okay and well done!

I thought that was what I was saying. There is a 100 degree difference between cylinders EGT values. Too much for me to be comfortable with LOP. I'm sure with a small amount of effort, the injectors could be tuned.

First, there is a Continental SB advising not to run at 2200 RPM. I think it actually recommends 2300 as a minimum. Second, I would never run TIT of 1620. My TIT gauge shows 70 degrees low so 1620 for my airplane is 1690. Unless you are absolutely certain of your TIT gauge and checked it that flight, you are running on the very ragged edge. I usually lean to 1480 and that gives me a true TIT of 1550. That is the value Dar Conrad recommended. Third, I always run ROP. I have GAMI injectors but they aren't tuned right and my EGTs vary by about 100 degrees hottest to coolest. Fourth, and finally, my numbers were for low altitudes. Really low. Say, 1500 to 4500 ft. With altitude those TAS numbers go up significantly. Surprisingly to me, the fuel requirments also rise slightly with altitude. So if the fuel flow at low altitudes is 18.2, it will be 18.5 in the teens.

I'm based in Orlando at SFB. If we can work out a time good for both of us I'd be happy to let you sit in mine. Maybe we can go for a flight if time permits.

Sorry for the delay in responding. The Rocket is very flexible but I've never seen 12.8 gph. I have run about 13.5 gph and 150s TAS and 18.2 and 180-190s at low altitudes. As for maintenance costs, annuals have been rediculously low in recent years (I think my last annual was $1,500) and insurance has been about $2,000/yr. The Rocket, and I assume the other turbo Mooneys, allow you to fly slow and cheap or high and fast (very fast). It has been a great airplane but it doesn't suit my current flying and it just doesn't make sense to keep her and not fly her the way she is meant to be flown.

It is such a pleasure to see the way our community is so willing to offer such opportunities. It isn't just Mooneys either. I think essentially every time I've wanted to explore a plane, the pilot has gone out of his way to show it to me, spend time discussing the pluses and minuses, and even flying me around for the sheer pleasure of it. Pilots are a special group.

Have you considerd a Rocket? Mine is up for sale. Search this site for: FS: 1986 252 M20K Rocket

Wouldn't that be nice but, alas, work interferes with life again.

This is the Rocket addition to the M20K POH. I don't think it changed from year to year. Do you have a Rocket specific checklist? Here is one I developed a while ago that you could modify, as I have, over time. Also, I found these settings helpful as a starting point. Rocket POH insert.pdf 305H Checklist.doc IFR by the Numbers.doc

The Honda engine is not an aviation engine. It is a conversion but I've heard it is a marine rather than automotive engine.

I have a 914 and, to me, its cost seems diproportional to its power compared to other engines. A new Lycoming with 125 hp costs a lot less than the $32,000 starting price for a 914. The new Honda variant (the Viking engine) is 110 hp for about $20,000. I've been forced into an overhaul right now and would have changed engines if I was confident in the retro fit for an engine mount in the plane (a SeaRey). The TBO is now 2000 hrs so that isn't a factor anymore.

Clarence, really, ever heard of sarcasm or hyperbole?

Nice of Zep to use my airplane (prior paint scheme) as the example.