GeorgePerry

Starter was pulled today and checked ok...that's the good news. Starter adapter is the problem. ARRRGGGG! a starter adaptor is way more expensive than a starter.

I'll put them both on a scale to get an exact number. This was an estimate based on my discussions with product support. It seemed a bit optimistic.

AOPA supports what Women in Aviation stand for but this TM complaint seems a bit over the top.

Yep...a skytec shed's 7 pounds from the nose which is really good since long bodies tend to be nose heavy. There's light at the end of the tunnel, I know it! I just hope its not a train

Bob My plane came out of maint today for an unrelated issue. I went to do a test run and I had the same problem. Starter would start to turn over but the prop didn't spin and the starter was making the really sad sounding buzzing noise. Both batteries are new showing a full 24 volt charge. I suspect the maint shop overheated the starter and burned it up, but of course there's no way to prove that. So I'm stuck with getting it fixed. Luckily the plane is at my home field. Ordered a Skytec C24ST3. I spoke with Skytec and thats the starter they recommend for big bore continentals (IO550) on both the eagle and ovation.

filling out an extensive form is part of the process but I have yet to see why b/c the software they send back doesn't reflect the information provided. Its frustrating...

My shop isn't sure what's going on b/c they've send the wrong software load 4 times now. Each time they load it there's confusion about what's accurate and what isn't based on the programmed information that EI sends in it's data packet. Eagle is a low volume airplane with a de-rated IO550. IE doesn't seem to understand how to get the correct software settings to match with the limitations in the POH or the preset K-factor to make the fuel flow work. When my shop asks for technical support, they tell me all the support guys are not very knowledgeable and don't seem all that interested in resolving the problem. I try to be fair, open minded and give vendors the benefit of the doubt, but these issues have been going on for months now. I'm glad to hear that some Mooney drivers are happy with the product. There's always two sides to a story. For me, after going through this I would not buy from them again. Hope that fills in the blanks.

Fuel flow, Oil Temp and MP indications are out to lunch. Shop isn't sure what's going on...

back in the shop again with more CGR-30P issues. I'm regretting buying this and the customer service at EI is horrific. Lessoned learned. Next time I'll stick with JPI products.

25 Scholarships are awarded...Unsure how many applicants.

I own an Eagle. Happy to talk with you about its virtues and vices. Send a PM if you'd like to chat

Richard Simile is one of the Mooney reps at Premiere and a really good guy. Yep they have some maintenance but if its not "local" then I'm sure Richard would be happy to make a recommendation as he knows just about everyone in the business.

Do you know anyone deserving of a flight training scholarship, a young person with big dreams and a desire to take to the skies? In an effort to support outstanding student pilots, the AOPA Foundation will be awarding 25 scholarships, ranging from $2,500 to $12,000, in 2015. Scholarship applications are due on Sunday, August 9, 2015 and winners will be announced on Friday, October 2, 2015. Click on the links to learn more and apply. http://flighttraining.aopa.org/ftscholarship.html http://www.aopa.org/Pilot-Resources/Learn-to-Fly/aviation-scholarships.aspx

I've serviced my Mooney's at both. There's no simple answer because it's shop dependent. Find a good shop that knows Mooney's, you trust, and are fair. If they also happen to be a MSC all the better.

Type-o corrected! It's been one of those weeks!

Looks like the Weather is poised to cooperate for Saturday's fly in at Frederick MD (KFDK). AOPA is looking forward to hosting our members and enjoying a great day of pilots, planes, and pancakes! If you're flying in from the North East please pay special attention to the presidential TFR over Wilmington DE. Important AOPA Fly-In Update: As someone who is registered to attend our AOPA Fly-In at FDK this Saturday, June 6th, we wanted to make sure you were aware of the TFR below. Should you have any questions regarding this alert, please contact our Pilot Information Center at 1-800-USA-AOPA (872-2672). We look forward to seeing you on Saturday! Thank you and safe travels. WILMINGTON, DE ON SATURDAY, JUNE 6, 2015 NOTAMs have been published (FDC 5/2208 and FDC 5/2280) that will affect flight in the area during President Obama's planned visit. 30 NM RADIUS TFR Location On the DUPONT VORTAC (DQO) 026 degree radial at 2.5 nautical miles. From the surface up to but not including 18,000 feet MSL. Times 9:15 AM local until 2:30 PM local Saturday, June 6, 2015 12 NM RADIUS NO-FLY ZONE Location On the DUPONT VORTAC (DQO) 026 degree radial at 2.5 nautical miles. From the surface up to but not including 18,000 feet MSL. Times 9:15 AM local until 2:30 PM local Saturday, June 6, 2015 Affected Public Use Airports KILG New Castle 7N7 Spitfire Aerodrome N57 New Garden KEVY Summit 58M Claremont 9N2 Philadelphia KOQN Brandywine KPHL Philadelphia Intl KMQS Chester County G O Carlson 00N Bucks P72 Penn's Landing M06 Havre De Grace 38N Smyrna 17N Cross Keys C01 Southern Cross MD1 Massey Aerodrome 29N Kroelinger KLOM Wings Field O03 Morgantown 0W3 Harford County 19N Camden County 33N Delaware Airpark N10 Perkiomen Valley Additional Notes: No pilots may operate an aircraft in the areas covered by this NOTAM (except as described). Except as specified below and/or unless authorized by ATC in consultation with the air traffic security coordinator via the domestic events network (DEN): A. All aircraft operations within the 12 NMR area(s) listed above, known as the inner core(s), are prohibited except for: Approved law enforcement, military aircraft directly supporting the United States Secret Service (USSS) and the office of the President of the United States, approved air ambulance flights, and regularly scheduled commercial passenger and all-cargo carriers operating under one of the following TSA-Approved standard security programs/procedures: aircraft operator standard security program (AOSSP), full all-cargo aircraft operator standard security program (FACAOSSP), model security program (MSP), twelve five standard security program (TFSSP) all cargo, or all-cargo international security procedure (ACISP) and are arriving into and/or departing from 14 cfr part 139 airports. All emergency/life saving flight (medical/law enforcement/firefighting) operations must coordinate with ATC prior to their departure at 215-492-4123 to avoid potential delays. B. For operations within the airspace between the 12 nmr and 30 nmr area(s) listed above, known as the outer ring(s): All aircraft operating within the outer ring(s) listed above are limited to aircraft arriving or departing local airfields, and workload permitting, ATC may authorize transit operations. Aircraft may not loiter. All aircraft must be on an active IFR or VFR flight plan with a discrete code assigned by an air traffic control (ATC) facility. Aircraft must be squawking the discrete code prior to departure and at all times while in the TFR and must remain in two-way radio communications with ATC. C. The following operations are not authorized within this TFR: flight training, practice instrument approaches, aerobatic flight, glider operations, seaplane operations, parachute operations, ultralight, hang gliding, balloon operations, agriculture/crop dusting, animal population control flight operations, banner towing operations, sightseeing operations, maintenance test flights, model aircraft operations, model rocketry, unmanned aircraft systems (UAS), and utility and pipeline survey operations. D. FAA recommends that all aircraft operators check notams frequently for possible changes to this TFR prior to operations within this region. Follow Us: Share with other Pilots: Because TFR airspace frequently changes, AOPA strongly encourages pilots to obtain a briefing before every flight. Click here to view NOTAM 5/2280 Wilmington, DE on 6/6/15 Click here to view NOTAM 5/2208 Wilmington, DE on 6/6/15 Airspace Online Course - Take Course - Intercept Procedures Card - Download Here - Get the protection you need to safeguard both your pilot and medical certificates all for one great price. For more information, visit www.AOPA.org/pps or call 1-800-USA-AOPA (872-2672). You are receiving this TFR notice because you are a member of AOPA. To continue to receive this important member benefit, please keep your membership current and your contact information updated. Have Questions? Please contact the Pilot Information Center at 1-800-USA-AOPA (872-2672) Click here to unsubscribe

Rick I think its everyone's fight and AOPA is helping lead the charge but we can only do it with the support of our members. If you've received an email asking for Political Action Committee support and feel like making a contribution isn't money well spent, then I'd suggest that support can be in many forms, not just financial. Lend your voice, write letters, ask for an appointment to meet with your congressman/senator. If everyone were as fed up as you obviously are and we could channel that energy towards the policy makers in DC things would almost certainly move faster. Earlier in the thread I listed 10 things that AOPA has done and continues to do for the betterment of GA. When you consider all of those things (and more) are part of $59 annual dues, I think is a pretty good value. Believe me when I tell you the folks at AOPA are well meaning, passionate, dedicated pilots. We want the same things as you. If your unconvinced send me a PM and I'll be happy to discuss with you personally over the phone or in person at a fly in. Safe Fights George

Sure, when can I stop in and pick'em up?

This is correct. As an owner of a 2 bladed 244hp "unmodified" Eagle, these remarks are spot on. Initial take off is similar to a M20J and climb performance is where you'd expect it to be. Right between a 201 and an Ovation. Typical take off roll is between 1200 and 2500 feet depending on conditions, weight, and DA. Initial climb is typically between 1100-1400 FPM at 120 knots, a little better if flown at Vy. Cruise is where the Eagle really comes into it's own. 170 knots 50 deg LOP on 11.5-12.5 Gal/Hr depending on altitude power settings etc. 180 knots+ with 75deg ROP set which yields about 15-15.5 Gal/hr. My observations match the MAPA log evaluation pretty closely. Performance numbers aside, what I've found is the Eagle is kinda like a train. Its not fast out of the hole, but once it ticks past 100 knots on the climb and has built up a head of steam it climbs well and in cruise will stay within a knot or two of an ovation. Factor in 1000lb useful load, the lower fuel burn, a derated engine that makes TBO b/c it isn't working as hard, and the lower acquisition costs and it's a bargain. What it's not good at is getting off the ground in under 1000 feet. - BUT- if your mission doesn't require going in and out of short strips (less than 2500 ft runways) that's not a big deal. As for the Screaming Eagle Mod, it certainly fixes the takeoff roll and initial climb shortcomings and when I purchased my Eagle I was "hot" to get it done. My broker, Richard Simile of Premier Aircraft cautioned me to be patient. He recommended I fly the plane for a while before deciding. I'm glad I took his advice. After having 100 hours in it, I really like my Eagle in its stock configuration. It does what a Mooney is supposed to do - cruise fast and not burn much gas. The 310 HP mod is cool but for $25K to have it done, the additional operating costs that come after the fact, and a cruise speed that's essentially the same I don't mind rolling a few hundred feet farther on the runway to get airborne. For me, short field ops are not a necessity so the 310 HP mod isn't worth the cost. Others mileage might vary.

Rick I too share many of your frustrations esp with the pace of change when the FAA/DOT and Congress are involved. However I am not familiar with any solicitations for funds to support the effort, only a call for action asking our members to contact their elected federal officials in support of 3rd Class Medical Reform. Member dues fund the vast majority of AOPA's advocacy efforts. While the effort to reform the 3rd class medical is taking a very long time, there are no exorbitant expenses associated with the effort. So I would caution you to not assume just because the pace of change is slow it is somehow linked proportionately with cost...That is just not the case. AOPA has been able to build the largest Caucus in congress to support 3rd class medical reform and while slow we are making progress (see Congressman Rokita's video). Also I'll take issue with your characterization that AOPA is a "wealthy" non profit. As someone who sits in the budget meetings I can assure you every dollar is spent wisely in a way designed to do the most overall good for the GA community. To your last point, AOPA does many things for the benefit of the community. I'm happy to list a few 1. Over 300 Free safety and education products provided by the Air Safety Institute which has had a positive impact on GA safety for 39 years and counting. Last year was the safest year on record for general aviation 2. No user fee's in the federal budget. AOPA has fought and won every year since the current administration took office to keep user fees at bay. 3. A pilot's information center that fields over 300,000 calls annually from pilots with questions that cover the gamut. Providing members accurate information, helping pilots understand the complexities of various FARs and guiding them to solutions when no one else can help. 4. Provides a variety of free planning tools including WX, Airport directory, online flight planning and TFR alert emails to warn pilots of pop up TFR's in their area. 5. Responding to members with a more grass roots, customer service oriented approach as seen in our regional fly in campaign 6. Put an end to the illegal stops and searches by CBP 7. Award winning publications including AOPA Pilot, Flight Training Magazine, AOPA Live, AOPA ePilot, and CFI to CFI Newsletter 8. Leading the effort to push through Part 23 reform 9. The AOPA foundation provides grants to numerous aviation organizations so they can do their work. Additionally the AOPA's foundation funds a host of scholarships to help young aviation enthusiasts achieve their dreams. 10. Established the Flying Club initiative to help pilots connect and share the love (and costs) of flying. Rick, while it's easy to focus on areas of frustration I think it's important to also acknowledge areas of success. Is AOPA perfect, no. Has it made some blunders over the years...YES! Are the people there committed to achieving the very same things you are...ABSOLUTELY. If you'd like to lend your voice (and channel your frustration) to the fight for 3rd Class Medical Reform, please do engage with your elected officials, call the pilot information center, speak directly with a team member in Government Affairs department and ask what you can do to help. Thanks for voicing your concerns and I hope the information I've provided makes a compelling case that AOPA is committed to serving our members and making some much needed improvements within the GA community. George

Rick I can assure you AOPA is all over this and working hard on 3rd Class medical reform every day. AOPA's Government Affairs office has the lead on this effort and would be happy to answer your questions. Feel free to call anytime to speak with them. 1800-USA-AOPA

Not Sure about what ADSB is, how is works or what equipment might be right for you? Try AOPA's new ADSB selector tool. ADSB Selector Tool Link

If you have a GTN or GNS in your panel, the GDL-88 with a flight stream 210 is probably your best, most integrated solution. You get compliant along with TIS-B and FIS-B with the benefit of being able to display traffic and weather on both the GPS and an iPad. If your looking for general information, here's a good course to take from the Air Safety Institute. It uses flash so take it on a desktop not a portable device. http://flash.aopa.org/asf/ads-b/index.cfm Also if you need to determine what equipment works best for your application try the ADSB Selector Tool http://www.aopa.org/Pilot-Resources/Aircraft-Ownership/Technology/ADS-B

27 May Update on the first Post....This should be the last update

Jack, You read it correctly, although there are some caveats. When you file, the proposed ATC route gets sent back to you via the pilot app in a pop up message window. With about 20-30 IFR flights using flightstream, I've seen the proposed routing match the "Actual" clearance on all but 2 flights. If the proposed clearance matches what clearance delivery gives you over the radio, then its as simple as hitting accept in Garmin Pilot and sending to the GTN/GNS unit. With that, its not a 100% solution. There will be times (as Marauder pointed out) that the proposed route that pops up on Garmin Pilot might not match the clearance ATC actually gives you over the radio. So it's important to pay close attention, but in my experience, thus far, the vast majority of the time they have been the same. This might vary by location and local ATC procedures. If the proposed route isn't the same as what you get over the radio and you have to manually enter in a lengthy clearance, building the route on the iPad and then sending to the GTS/GTN is made easy with the flight stream. The biggest benefit is for 430/530 users. These older NAV/COMS make you enter in every VOR and Intersection that makes up a Victor Airway. The easiest way to avoid this is to build the route in Garmin Pilot and then send via bluetooth. Garmin Pilot App is smart enough to insert enroute fixes even though the GNS boxes aren't. GTN users have it a bit easier as their boxes are smart enough to fill in the enroute waypoints. Bottom line is: (1) If they match great - Activate and send. (2) If they don't - Enter the route on the iPad and send. Either way is pretty easy. If anyone wants to see a Demo of this functionality and is planning on attending the FDK AOPA fly in next month, let me know and I'll pull my Mooney out of the hanger and demonstrate how this works. Hope this helps...