MV Aviation

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About MV Aviation

  • Rank
    Advanced Member

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  • Website URL
    https://www.youtube.com/channel/UCjoqi-BqiN7LYFMxFdtjTJA/featured

Profile Information

  • Gender
    Male
  • Location
    Munich, GERMANY
  • Reg #
    F-B.R.H.A
  • Model
    M20E
  1. ARC for a F-reg M20E

    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.
  2. 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?
  3. Flying in Greece

    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.
  4. Flying in Greece

    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
  5. ARC for a F-reg M20E

    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.
  6. Anyone wish to defend bernoulli?

    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
  7. ARC for a F-reg M20E

    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
  8. Confusion about low CHTs

    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.
  9. Confusion about low CHTs

    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
  10. Confusion about low CHTs

    In my case it doesn't seem to be very dependent on altitude and temps. No matter if I'm cruising at 5k or 10k, temps are usually between 270°F and 280°F, persistently. I haven't measured the GAMI-spread yet, since the FF transducer is not yet installed. However, if I use the "lean find mode" of the EDM, EGT deltas from peak are typically 20-30°F apart. Meaning the first cylinder to peak shows e.g. 45°F LOP while the last cylinder to peak shows 15-20°F LOP, if that makes sense. Thanks.
  11. Confusion about low CHTs

    Hello, I recently installed an EDM-830 in my E65. Before that I had the single factory CHT (cyl. no. 3), which almost never reached the green arc from below. Only on hot days and during climb the needle struggled into the green. I deemed the analog gauge to be fairly inaccurate. Now that I have digital readings of all four cylinders, I thought the picture might change. However, the EDM confirms the reading of cyl. no. 3 and the other cylinders show similar values. In cruise, on a normal day with cowl flaps closed I get in the area of 270-280°F. Isn't that way too low? When I read articles about LOP-flying, people are concerned to not get above 380-400°F?!? Three days ago I took off from Athens, Greece at about 27°C and during climb-out CHTs barely climbed above 320°F. What am I mistaking here? By the way, the ac does have no cowl enclosure mod or anything. Thanks Marco
  12. Oil leak on the back of an IO-360

    SOLVED Last week I did a 50h inspection and my mechanic found one of the right magneto screws to be loose. He checked the timing and fastened the screw. The leak is gone. Thanks for all your input! MV
  13. AERO expo 2017 Friedrichshafen

    We went to the AERO expo last Saturday. This year the exhibition was parallel to Sun'n'Fun. It's the biggest GA / Fly-in event in Europe, I believe.
  14. Gami Injectors?

    @all: Has anyone ever sent back their GAMIs because they needed more fine tuning? GAMI offers re-calibration, if the results are not satisfying. And, did you buy your GAMIs just according to your engine model or did you provide the company with detailed leaning data of your setup beforehand? Currently I'm wondering whether it makes more sense to go for GAMIs or an EDM-830 first. I do have an analog 4xEGT, 1xCHT, and FF on board already. GAMIs first might make the EDM unnecessary, if they are perfectly calibrated from the factory already. EDM first might make the GAMIs unnecessary, if I find out that my current setup works well as is. With the analog 4xEGT I did make two independent GAMI spread test (with .5 Gph increments), which is rather imprecise. The data suggests that the spread is in the area of 1-1.5 Gph. Yesterday I flew about half an hour LOP with my setup. My (unexperienced) feeling is that I'm better off getting GAMI's first and postpone the EDM. Any suggestions and opinions?
  15. Digital engine analyzers under EASA-reg

    UPDATE Apparently there is an EASA STC for the EDM-730/830 series. The generic EGT-701 STC ... https://www.jpinstruments.com/wp-content/uploads/2015/01/10052044_CERT_REV_0_20150212.pdf ... links back to the FAA STC SA2586NM, thus applies to 730/830.