Ken Armstrong Articles 2006

Basically anyone looking for a no-nonsense go-fast cross-country plane which is capable of aerobatics, advanced flight training and operations from rudimentary airstrips.

In a nutshell, expect cruising speeds of more than 200 knots, excellent short field capabilities, crisp and easily flown aerobatics and solo rates of climb exceeding 5,000 fpm!

Considering this plane’s genesis was the Van Grunsven RV series aircraft which I described as Champagne on a Beer Budget in my book, one should expect an exceptional “bottom line” in all respects from this aircraft.

While there are many go-fast Kit planes in the overhead, they don’t all have the well rounded capabilities and strengths of the Rocket.

Mind you, this all comes at a price (about $160 U.S.), but if you want the best, you must pass the price test.

The kit/support company, Team Rocket Aircraft, is based in Texas; however, the kits are created in the Czech Republic – a country well known for its quality of aircraft construction.

Years ago I had the pleasure of flying the two aerobatic Zlin models and was extremely impressed with their engineering and construction.

My chariot was likely Canada’s most capable Rocket, and the owner, Mark Esterhuizen, a senior captain with Cathay Pacific, possesses and in-depth background in general aviation. He also owns a Harvard, but he still expressed an interest in my motorglider – an awareness that tells me much about his broad based aviation passion.

Although he is South African born he loves Canada passionately and flew for Wardair in its heyday and Canada 3000 before seeing the writing on the wall and joining the SE Asian carrier.

Mark’s Rocket bares the name Dizzy Miss Lizzy stenciled on the cowling and is reflective of his daughter Elizabeth whose third birthday fell on the first flight date.

This fast-build version of the Team Rocket Aircraft (TRA) kit was largely built by RV guru and avionics expert, Norman Younie. He also lives in Victoria where he built and flies his own RV-7.

His fine builder’s touch and knowledge of electronics is evident in this exemplary machine.

Mark’s Rocket has a bigger booster. Its Lycoming IO-540 was assembled by renowned engine builder Bart Lalonde of Kelowna, B.C. for his own Rocket. However, Mark pried this prize from Lalonde’s grasp by paying him his weight in platinum - well, that’s a small bit of hyperbole.

Everything was done to maximize the power output while ensuring durability - the result is approximately 305 hp of smooth, throaty thrust.

Like a military HOTAS designed jet, this Rocket has all the pertinent control switches installed so the pilot can remain hands on throttle and stick.

The top of the stick contains: intercom, transmit, A/P disconnect, fore and aft longitudinal trim, frequency flip-flop, transponder GPS/Nav connect/disconnect, and an activate button for the smoke system (which is easily installed or removed from the baggage area).

Mark chose the metal Hartzell Scimitar prop over the MT version to avoid the ablation issues relating to the latter in rain. I can respect his foresight.

The aircraft has a dual battery system with a 25 a/h main and 17 a/h backup. These are located under the central portion of the aft baggage area. The smaller battery can run the EFIS, com radio and ignition for five hours and the GPS continues as well with its own internal battery.

The storage compartment is accessed by tilting the aft seatback forward exposing a lengthy area that goes well into the aft regions of the fuselage. I was greatly surprised to see this large volumetric area in the narrow fuselage but it certainly lends credence to the point this is a capable cross country aircraft.

Soft bags up to the 100 pound capacity would be the order of the day to conform to the semi monocoque storage shape and heavier items should be stowed at the forward end to respect the balance considerations.

To facilitate aerobatics Norm and Mark installed inverted oil and fuel systems and dual Hooker five point suspension harnesses. An electrical fuel pump provides back-up to the engine’s mechanical system to ensure positive flow in all extreme attitudes.

Norm tells me it is common for Rockets to run rather warm – near redline, but it’s a tribute to his building skills that this engine’s cowling installation results in temperatures that run well into the green. The only time a parameter approached redline was during our “hovering” (Read on).

Although Mark knows my background, he starts the flight with an intensive pre-flight safety briefing to cover all possible exigencies – I’m already impressed. This includes a detailed walk around inspection where amongst other checks he drains the 26 U.S. gallon left and right wing tank sumps and the collector tank (with flop tube for inverted flight).

He points out the pencil camera in front of the left cylinder which can record the flight and also provides video to a cockpit mounted pop-up screen to enhance forward vision for taxiing in the partially blind tail-down attitude.

Although he has kept weight down for maximum performance by utilizing a Dynon D10A EFIS, the panel includes a full suite of engine instruments and back up airspeed and T/B indicators.

Avionics include a True Track autopilot with altitude hold, heading hold and GPS capture on the Apollo 2001 NMS. Two ICOM ICA 200 comms and a XPDR round out the radios.

Even with all of this equipment the Rocket’s basic weight came out at the supplier’s published 1,200 pounds.

For our flight we add 450 pounds of massive manhood and, 280 pounds of fuel and the required publications to make the plane fly. This leaves us 70 pounds below gross weight at the runway threshold.

Unlike most of my flight test/evaluation flights, I did not have my normal check list along for copying flight notes, nor a camera as the aerobatic nature of this flight precluded same. However, Mark has provided excellent digitals which appear with this evaluation.

Engine run-up checks are standard, but one only sees a drop of 25 rpm when checking the dual solid state Light Speed ignitions. Although this balanced, ported and blue-printed engine runs very smoothly, the Rocket dances around somewhat on the power checks, a premonition of full throttle application.

Airport personnel stop their activities and watch as this sleek speedster lines up and full throttle is applied. Acceleration is strong. The tail is up before the throttle reaches the firewall and a couple of seconds later the tail starts rotating towards the ground as the nose points upwards at an unlikely angle.

Climbing at 70 knots and a 45 degree angle, we are at 1000 feet half way down the runway and pirouetting into the downwind departure. By the way, a lightly loaded CF-18 Hornet couldn’t have beat us to this perigee from brake release.

One has to be thinking ahead of this plane – just like flying jets – because things happen quickly and one needs to cycle through three frequencies at Victoria in order to take off and climb through 2,500 feet. Although this plane is quite easy to fly and has forgiving characteristics, one needs to be on the ball as things happen quickly – rocket like.

On Mark’s cross country flights he has passed airliners in the low level environment and was recently asked to slow down approaching Victoria as he was closing too quickly on a Westjet 737 – also on final approach.

We quickly dash out to the aerobatics area at 22 square, a conservative cruise power setting of 65% that flows fuel at 10.3 U.S. gph and request a block of airspace for cavorting.

After cockpit checks, Mark launches into some smooth loops and rolls and then hands over control – with all the proper verbal responses in this professionally run cockpit. I decline immediate aerobating as I haven’t flown anything in nearly seven months and opt for some cranking and banking to get the plane’s feel and feedback.

Then it’s time for loops and rolls. Even though I can’t see any instruments from the rear seat, Mark provides readouts and I have a great time cavorting with loops, rolls and clover leafs.

Mark asks this kid in the candy shop what I’d like to do next. This jars me back to the reality of conducting an evaluation. Knowing the Rocket’s top end capabilities, I reckon it time to look at her bottom end. Surprisingly, with power at idle, these clipped-looking wings will carry this bird down to 62 KIAS clean and 58 KIAS with 40 degrees of flap dangling. There is a mild pre-stall buffet and a slight nose drop with both stalls and the landing configuration simulation provides a little left wing rotation.

Next, I simulate un-intentional stalls by horsing the plane around somewhat in turns at low speed with full flaps and the airplane responds reasonably gently by levelling the wings in a right turning stall and dropping a little more wing in a left turning stall. Any beginning autorotation to spin is easily and quickly terminated with a touch of rudder.

Mark takes back control and demonstrates flight behind the power curve. The presentation is most impressive as the aircraft is at full power with the Rocket’s nose pointed 60 degrees UP!

Because Mark has installed an angle of attack (AOA) indicator system, the indicated airspeed accurately shows 45 knots. Most aircraft in this configuration, such as the many Cessnas I have flown, show no airspeed at all due to pitot/static errors.

Mark conducts all of his ops on the AOA gauge as it is a more accurate indication of wing airflow dynamics than an ASI. After a minute of this demonstration, the oil temperature approaches the red line and we convert to cruising flight. This is the only time any parameter approaches limits.

Next, Mark transfers command to my gaugeless cockpit and we go cruising and sightseeing over downtown Victoria. Except to initiate fast rolls, the rudders are basically a decoration in cruising flight – Mark hasn’t even installed a rudder trim tab – and doesn’t need one!

We have electronic noise cancelling headsets providing quiet flight. The perfectly balanced engine takes vibration levels below human bun monitoring levels.

The back seat occupant’s rudder pedals are mounted at the end of a depression that ends beside the front pilot seat and this results in some contact between portions of the two cockpit residents; however, since rudder inputs are rare, this is of little issue.

Cruise flight ventilation via NACA ducts proves adequate on this early summer day. In-flight visibility via the slide-back canopy is excellent. Incidentally, the canopy must be closed in flight and dual latches ensure it remains that way.

Similar to the RV series, the control harmony is delightful. Minor control pressures get results right now! Moreover the aircraft provides adequate dynamic stability to eliminate the chore normally associated with cross country trips (Mind you, the autopilot helps here too).

Fuel flow at 75% is 12 U.S. gph with 2,350 rpm and 24” MAP providing 205 knots TAS.

In a rush? Open the tap fully to set 2,500 rpm and 28-30” MAP and the TAS jumps to 235 knots - along with the fuel consumption to 16 gph.

With this fully balanced engine, selecting this higher power setting isn’t significantly detrimental for reliability – although it may affect your month end VISA bill. Truth to tell, if speed is your optimum criteria, you’d be hard pressed to find an aircraft that can produce this tempo and cruising capability for so little in initial purchase and operating costs.

She goes fast, but can you slow her down? Many high performance aircraft are so slick, it can be a challenge to slow down without supercooling the engine.

Mark’s F-1 QB avoids foibles here because that big swinging disk provides lots of solidarity ratio with its three blades and lots of drag when the throttle is eased back. With about 70 knots over the threshold and a three point attitude the Rocket squats onto the ground readily without a lot of floating and is wrested to a stop quickly with big brakes.

Mark, who has flown a fair number of types says this is the easiest taildragger he has ever flown.

We slide the canopy back a bit to taxi back to the Victoria Flying Club on a 22 degree C day at sea level and welcome the extra ventilation under the cloudless skies.

The tailwheel spring steering is very precise and the system breaks lock with a sharp brake jab allowing the tailwheel to fully castor for parking and handling in tight areas.

Shutting down the big powerplant demands the airframe sighs and shudders and then the rocket ride is over.

The F-1 Rocket takes the exceptional RV series concept of efficiency, strength and safety provided by intelligent design and by maximizing the muscle power provides added performance punch.

The tandem configuration optimizes aerobatic enjoyment, the conventional gear permits operations on un-improved airstrips – well, quite frankly, it’s a “manly” configuration.

Attention to drag reduction when combined with high horsepower permits high cruising speed on reasonable fuel flows and the high useful load provides a truly useful cross country capability. Pilot/builders looking for an aircraft that significantly reduces times between destinations should consider the Rocket.

As of June Ken will be a COPA director once again after winning the latest COPA election. He lives in Victoria, B.C. and provides services internationally in advanced training, expert witness, flight test and aircraft sales. He has logged more than 15,000 hours on 375 types of fixed wing and rotary aircraft. Soaring his Diamond Xtreme is what he does for pleasure.

NOTE: The following performance claims are those of the factory for a standard F-1 Rocked. Readers are advised to look to the pilot report for confirmed parameters in the case of the Esterhuisen Rocket with its additional power. For further kit details contact TRA at:

Top Speed	250 m.p.h.
Cruise Speed	230 m.p.h
( TAS @ 10,000MSL @ 60% power)
Stall Speed	54 m.p.h.
Range @55%pwr	1000 sm
Rate of climb sea level	3500 fpm
Take off Distance	300ft
Landing Distance	700ft
Engine used	Lycoming IO-540
HP Range	250-300+
Fuel Capacity	52 gal
Empty Weight	1200lbs
Gross Weight	2000 lbs
Length	21 ft.
Wing Span	21' 10"
Wing Area	104 sq. ft.
No. of Seats	2
Landing Gear	tail wheel
Building Material	Metal
Building Time.....(Quick build)	800-1200 man-hrs
Depending on experience
G. Limit	+6 -3 g
STDW QB kit (w empennage kit)......$39750 STDW QB kit (w/o empennage kit)....$37999 Evo kit (w/empennage)..............$45200 Evo kit (w/o empenage).............$43450 Emp Kit............................$1850 All prices effective ..........30 April 2006

Who needs an F-1 QB Rocket?