MV Aviation

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About MV Aviation

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    Munich, GERMANY
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  1. The price for the install is mentioned above. I don't have the final bill yet, but the 50h is a fix price. Only paint comes on top. The 64Gal kit is 8875$, the 54Gal kit would be 6950$ + shipping from the US (300$) and import tax if applicable, no customs duties if you have a form 8130-3 (150$). Thanks. I guess that gap helps to drain water if there is any inside the wing for whatever reason. It's the Lowes point of the wing.
  2. I was researching for people and shops in Europe who had experience installing the Griggs bladder STC for a while. I had no luck finding anyone here. Also, the WEEP NO MORE people from the Netherlands did not respond to two emails, as alternative. So I asked Griggs for the installation manuals and forwarded them to my maintenance shop. They offered me to install the tanks for 50h (50*63*1,19 = 3748,50€) flat + paint. The size did not matter, so I went straight for the 64Gal. I ordered the kit from Griggs directly and dropped it off with the plane for the annual. EASA STC is available. Since it was the first time for them, it took a little longer. However, now they know how it works and they did some extra things like tapping more edges and rivets inside the wing than demanded by the manual. Overall I'm really pleased with their work. If you're thinking about getting bladders and have any questions, feel free to contact me or my shop. It's ARDEX Aviation Maintenance in Kyritz, Germany (EDBK). PS: it was my decision to not have the screws painted. Otherwise they would have done that as well.
  3. The request was to contribute measurement data in order to compare it to my data and maybe to include more models. I don't see any. You? The info about the dipstick is only to provide you context. I know about the fact that every tank is a little different, as probably many here do. Therefore, it would be interesting to compare measurements of multiple aircraft, in order to estimate a mean error. And, I wasn't asking for opinions on the matter, nor am I trying to convince anyone to buy the sticks. As I stated in the original post, it's neither my business, nor is there any benefit for me. I'm just trying to gather data and help out a friend.
  4. 28 replies and not a single one in regard to the actual question/request. Well done, gentlemen!
  5. Hi Folks, a friend of mine is about to launch an online shop for fuel tank dip sticks. It is just a hobby-side-endeavor for him, so I'm trying to support him with data. The shop is not yet online, but production will start soon. And he will ship worldwide ;-). The dipsticks will be in the 15-20$ range. He has collected Data for some PA28, C172, and Aquila models. I sent him the data of my 65E's fuel tanks. In order to offer more models and confirm the existing data, I'd like to ask you to send me your measurements if you have some. Text files, Excel sheets, ... doesn't matter, as long as you're confident with the data :-) Your support is much appreciated! Thanks a lot! Marco
  6. Quick Update: "Pilotenservice Rieger" have let us down. After we completed the annual and about one week before the ARC expired, they suddenly were not willing to cooperate in doing the airworthiness review without even seeing the aircraft or any documentation. Very unprofessional behavior from the secretary to the certifying staff to the owner. Anyway. We cooperated with ARDEX Aviation Maintenance GmbH in Kyritz (EDKB) and they were a great partner to work with. A relatively young and professional team. So, in case anyone is looking to do their ARC for a foreign (in my case "F") reg., I highly recommend them.
  7. Hi folks, while inspecting the fuel system on my 65E for the installation of a JPI FF sensor, I noticed that the main fuel line from the throttle body goes up in-between cylinders 1&3 into the distributor. From there all four cylinders are fed. So technically, the best location for the FF sensor would be in the hose from the throttle body to the distributor. Googling for pictures of other installations brought up similar solutions. Now to the part I don't quite understand. Another (6th) line comes out of (or goes into??) the distributor. This hose goes through the firewall and, as far as I can see, into the analog FF/MP gauge. But, (again) as far as I can see, there is no return line. So, my question is: how does the analog FF gauge work (physically)? Is it correct that only one fuel line goes into it. I'd expect that, in order to measure a FLOW, there would be one IN and one OUT line necessary. Anyway, the point why I'm investigating this is that if the FF from the throttle body to the distributor is NOT the net FF to the cylinders (since some fraction of the flow goes somewhere else), the JPI FF reading would not be correct. Any thoughts? Thanks, Marco EDIT: further research on the web brought to light that the old FF gauges are correlating FF from fuel pressure. In that case, only one line into the gauge would make sense. AND this would mean that no actual flow is leaving the spider through that line. Hence the JPI would indeed read the net flow to the cylinders. Can anyone confirm this?
  8. Well, the landing and parking fee at Athens was in the area of 230€=250$. Including handling, we were at a little over 400€. The other Greek airports were ranging between 70 and 200€. In general in Europe you pay about 5 to 50€ at a very small airports and 50 to 100€ at regional/small international airports. In Frankfurt for example, landing for a light aircraft is 800-1000€, because they don't want you here. I once landed at KMIA with a PA28. After getting 10 Gal of fuel, I didn't have to pay anything else (what a dream). Enroute services for aircraft below 2T (I think) are fee.
  9. Hi fellow Mooneyacs, about a month ago a did an island hopping trip from Germany to Greece with my 65E. The first owner half a century ago used to fly a lot in this region (Greece, Lebanon, ...), so it was fun to take her back here. This is a video of leg number three from Thessaloniki to Athens International. It was an awesome (and expensive) experience, to be part of the ATC system in such a busy environment and the views were great. The two previous legs are already online and I'm working on the rest (Milos, Heraklion/Crete, Corfu, Dubrovnik, Zadar). I hope you enjoy the video. Best, Marco
  10. Thanks for the Link. In the meantime we were in contact with "Pilotenservice Rieger" at Straubing. They are doing the ARC for another F-reg and are willing to work with us. So, problem solved for now.
  11. I'm not exactly sure what I can contribute to this discussion. When I started reading this thread, I quickly realized that some are lacking seriousness. This discouraged me to read all comments conscientiously. What I can say (as an aerospace engineer) is that lift is the sum of a variety of phenomena. The shape of the airfoil (flat plate, symmetrically and non-symmetrically curved) plays a roll as well as the angle of attack. Going to supersonic speeds, wave drag, Prandtl Meyer expansions and so on come into play. Three-dimensional effects further complicate the matter. There is absolutely no doubt that the "equal time argument" is incorrect. AND Bernoulli is only applicable ALONG a STREAMLINE, which is correctly stated in the video. For those of you who are seriously interested in learning more about that topic, have a look into "Fundamentals of Aerodynamics" by Anderson (The pope of aerodynamics). Best, Marco
  12. Hello, My M20E under F-reg is based in EDMA (Southern Germany) and I do owner management, since it's an ELA1 aircraft. Locally I do have a (German) mechanic, who performed a 50h inspection and a EDM installation lately. However, I have a hard time finding a CAMO to do the ARC. Some local CAMOs we (my mechanic and I) talked to, refuse to do F-regs, since they are not into French national law. Preferably, my mechanic and I would do the annual and all associated work and the CAMO would only do the ARC. Do you guys have any recommendations for CAMOs in Southern Germany or experiences with similar cases? Option 2 would be to fly the aircraft to France, somewhere close to the border (Strasbourg and Colmar area) and do it there. Does anyone have a recommendation for a CAMO in this area? Thanks! Marco
  13. I'm not concerned about cool CHTs in general. I'm concerned that the indicators may show considerably lower temperatures than actual, which might make me believe that the cylinders are running cool, although they aren't. As I described, I didn't trust the factory analog CHT from the beginning with its cool reading. But now that the EDM confirms the temps., they cannot all be false. And I was curious where this comes from.
  14. Interesting that you mention this. Now if I think about it, my engine is completely encapsulated in a metal box and not "only" sealed with baffles. See attached Foto (it's an old one, before the EDM installation). It didn't occur to me that others might have another type of "under the hood" airflow management. However, this might explain the temperatures. By the way, the EDM is set to °F, so no conversion error here. I do have 3x the screw-in bayonet type probes and 1x the gasket ring probe, NOT for the spark plug, but for the factory CHT. All four CHTs read roughly the same temps at all time within +/-5°F, I'd say. The FF transducer will be installed after my current holiday trip. We didn't wanna mess with the fuel system shortly before departure. I'll measure the gami spread after installation of course. Before the EDM installation I flew ROP only. Now, for the last 10h I flew mostly LOP in cruise. For now I'm using the lean find mode and lean until the richest cylinder shows about 20°F LOP. The other cylinders then typically show up to 45°F LOP, as I mentioned before. With this setting I lose about about 8KIAS, safe 20%FF and am not "too far away" from engine roughness. I suspect that swopping around the injectors after a qualified gami-analysis might enhance the performance a bit. Thanks for your input, guys! Best, Marco