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 Post subject: Re: Rockets
PostPosted: 11 Nov 2018, 10:11 
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In my experience, the Auster is difficult, if not impossible, to “wheel” on.

I have a Taylorcraft L-2 and have flown numerous BC-12s (US version of an Auster for the Colonist) and I have land all of them 2 pt and 3 pt regularly.


Well there you go! The ex-WWII fighter pilot/instructor who did my glider towing rating in the Auster Autocar J5B below apparently didn’t know what he was talking about! :eek:

Image

With all due respect Doug, I think you are drawing a long bow from your Taylorcraft L-2 or the BC12 to a genuine 130 hp Gipsy Major powered Auster! I have time in the J5B, the J5F and the J1B.

I think the Auster is the only aircraft that I truely disliked flying. It was a happy day when the gliding club traded CDS for a 235 hp Piper Pawnee! :thumbup:

While I have never flown a Taylorcraft L-2, I suspect it handles more like a Pipercub, which as I am sure you know is perfectly happy doing both 2 pt and 3 pt landings.
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Last edited on 11 Nov 2018, 21:10, edited 4 times in total.

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 Post subject: Re: Rockets
PostPosted: 11 Nov 2018, 13:33 
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That was hard to watch. I don't know why they lost control, unless the left brake failed, or someone's foot got caught in the pedals... or the left main was sliding in the dirt, while the right was braking...?

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soloed in a land of Superhomers/1959 Cessna 150, retired with Proline 21/ CJ4.


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 Post subject: Re: Rockets
PostPosted: 12 Nov 2018, 13:49 
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With all due respect Doug, I think you are drawing a long bow from your Taylorcraft L-2 or the BC12 to a genuine 130 hp Gipsy Major powered Auster! I have time in the J5B, the J5F and the J1B.

I think the Auster is the only aircraft that I truely disliked flying. It was a happy day when the gliding club traded CDS for a 235 hp Piper Pawnee! :thumbup:

While I have never flown a Taylorcraft L-2, I suspect it handles more like a Pipercub, which as I am sure you know is perfectly happy doing both 2 pt and 3 pt landings.


WOW! I will have to make it a point to find an Auster. All the Taylorcrafts are much more elegant flyers than the Cub, of any variant. The Cubs will fly slower, land and T/O shorter, but they are no match for the Tcraft in handling. The 65 hp L-2 is a bit of a ground lover on a hot day, but once in the air, even though underpowered, flies wonderfully. The 23012 airfoil is common to the Beechcraft from the Bonanza to the King-Air, The early Citations, the RV's and the Corsair. All of those are widely known as delightful flying airplanes.

What exactly is so unpleasant about flying the Auster?

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 Post subject: Re: Rockets
PostPosted: 12 Nov 2018, 15:32 
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Back to Rockets,

How are people running big Lycomings. I haven't run one of these in a long time. I'm at 15ish GPH with EGTs in the mid 1300s; definitely ROP.


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 Post subject: Re: Rockets
PostPosted: 12 Nov 2018, 16:02 
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Back to Rockets,

How are people running big Lycomings. I haven't run one of these in a long time. I'm at 15ish GPH with EGTs in the mid 1300s; definitely ROP.


First off, at what power setting? But really, the EGT numbers are meaningless. What matters is the number of degrees, Rich, or Lean, of Peak.

I run WOT at 2500 and pulling the mixture back to maintain T/O EGTs. In my plane that is around 1250-1300. I climb until the MP is at 23" or below, and then I lean to 12.5-13 gph. That is on the lean side, but not too much. If I need range, I just pull the mixture back until the specific range gets high enough that I can land with > 8.0 gallons. If I get down in the low 11 gph range, it gets a little unhappy, but I just let it be unhappy. If range is not a concern, as I climb higher, the MP comes down, but I leave the fuel flow at 12.5 and the mixture gets richer. But at that power setting, I don't care if I am ROP, LOP, or just at Peak, because the cylinder pressures are low enough that I can't hurt the engine with the mixture lever.

I fly from MCW to RBD (Dallas Exec) regularly and if the winds too strong I have to pinch the mixture pretty hard. I can usually land between 8.0 and 8.5 gallons reliably by working the specific range problems.

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 Post subject: Re: Rockets
PostPosted: 12 Nov 2018, 16:05 
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https://flightaware.com/live/flight/N84 ... D/tracklog

Here is a day when I was fighting a headwind. This is one of those land with EXACTLY 8 gallons.

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 Post subject: Re: Rockets
PostPosted: 12 Nov 2018, 18:57 
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Doug,
Landing with 8 gallons makes me smile. Been a while since I flew anything I felt comfortable getting her down to 8. Certainly not something that could do 200+ktas. A tail wheel to boot! Yowser!!! :D :clap:

Currently don't have the accuracy with the D17 fuel gauges to take her that low. Do you have a fuel flow and/or totalizer in the Rocket? Anyone? What kind and is it certified?

How does the Rocket handle X wind landings?

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 Post subject: Re: Rockets
PostPosted: 12 Nov 2018, 19:05 
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I've got a totalizer in mine and its spot on (not certified but not that it matters) I've landing in some nasty crosswinds (on the mains) and it does great with a large rudder.


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 Post subject: Re: Rockets
PostPosted: 12 Nov 2018, 20:29 
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There’s a Harmon Rocket II for sale at Spruce Creek at this time if anyone’s interested.

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 Post subject: Re: Rockets
PostPosted: 12 Nov 2018, 20:44 
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Doug,
Landing with 8 gallons makes me smile. Been a while since I flew anything I felt comfortable getting her down to 8. Certainly not something that could do 200+ktas. A tail wheel to boot! Yowser!!! :D :clap:

Currently don't have the accuracy with the D17 fuel gauges to take her that low. Do you have a fuel flow and/or totalizer in the Rocket? Anyone? What kind and is it certified?

How does the Rocket handle X wind landings?



I fly it in any wind that I would fly my Baron. It's a non issue.

As for 8 gallons, that 45 min at normal criuse, or I can pull the power back and stay in the air for over 2 hours. My fuel gauges only measure the bottom 2/3s of the tank so 8 gallons shows as 1/4 on both or 1/2 if it's all on one side. My totalizer is accurate to within a quart. It's really not an issue at all. I don't feel like I'm pushing anything at that number. I could easily cut it closer, but 8 gallons is my limit. I am going to land somewhere with more than 8 gallons.

Edit, and I have run both tanks dry, and I know the both hold slightly more than the placard, but that's not in the calculation.

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Doug Rozendaal
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 Post subject: Re: Rockets
PostPosted: 25 Nov 2018, 10:11 
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 Post subject: Re: Rockets
PostPosted: 25 Nov 2018, 10:25 
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Are most of the Rockets powered by angle valve, or the lighter and much cheaper parallel valve engines?

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 Post subject: Re: Rockets
PostPosted: 25 Nov 2018, 11:23 
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Hopped up parallel valve engines.

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 Post subject: Re: Rockets
PostPosted: 25 Nov 2018, 11:27 
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Hopped up parallel valve engines.


Sounds like the perfect combo. What are the major mods, higher compression pistons, heavy wrist pins, etc.? Are there any issues across the board with high CHTs, or oil temps? I appreciate the time that all of you guys have put into educating the rest of us on what is, by all accounts, one of the all time great sport aircraft.

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 Post subject: Re: Rockets
PostPosted: 25 Nov 2018, 11:36 
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High compression pistons, electronic ignition, and cold air induction, are the biggest payoff.

My airplane will run 2" over ambient M.P.

That's good for 4% of indicated airspeed. 173*4%=7 knots. That's huge.

The higher compression pistons can turn that into more power, and electronic ignition allows for timing advance at high altitudes. All of these help cruise speed.

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