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About NicoN

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  • Location
    Wiesbaden, Germany
  • Model
    M20K from 1980, EDM830, GNS430W; Century 21

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  1. On ground opening and closing the cowl flap seems for me as easy as ever. Thank you for your ideas.
  2. Our 1980 M20K cowl flap was always hard to control. It needed a good portion of muscle power to close them. Recently, we fine-tuned the baffles. As a result oil temperature decreased and also #2 CHT decreased a little. But, as a side-effect handling the cowl-flap is now even harder than before. Moving from open to the first position is more or less the same, but closing to the second position needs a lot of power. One of my co-owners tends to kick it to the close-position with his right foot! Definitevely not the right way! NOw, one of my colleagues is suggesting to install the electrical cowl flap (drive?). Is that possible? Is there a mod available? Or is simply a fine-tuning on the cowl flap possible to reduce the force needed?
  3. Okay, the EDM830 seems fine. The OAT is/was indcated as 6°C, and all CHTs and EGTs were in the low fourties Fahrenheit, which should be close to the 6° OAT. Indeed, the factory OAT seems to be far out of calibration.
  4. We have 2 OAT-indicators in our M20k: 1 is the factory OAT lin the left panel. The sensor seems to be in the wing. 2 is from the EDM830. The seinsor seems to be mounted in the left air inlet. Nr. 2 shows today 6°C which is pretty close to the real temperature. The aircraft is in the hangar. Nr. 1 shows a temperature clearly below 0°C ° !!! Of course, I know that there mhight be differences in temperature due to high or low pressure effects, but inside the hangar there should not be a difference! Can the OAT-Indicator be adjusted?
  5. Thank you! Next step will be to do the GAMI-test as Savvy recommend again and get some good data out of the EDM830
  6. My M20K has GAMI-injectors. After cylinder exchange I am not sure, if there is need to do something with them. I have not payed much attention on the GAMI things, so let me ask maybe stupid questions. - AFAIK GAMI-injectors means that you buy a set of matched injetor nozzles which tend to have all the exact same fuel flow. - Friends are of the opinion that they are not "matched" for the same FF, but calibrated to a special cylinder therefore: you cannot change them between cylinders (?) after cylinder change/repair the calibration effect is gone Indeed, after the cylinder change, we see quite bigger differences in EGT and CHTs. Especially #2 Cyl is about 50°F hotter than the others. Flying LOP about 70° nearly wipes the differences out.
  7. Wooow! What is the max. Altitde for a M20K? My personal record is only FL140 Do you need to pay special attention to the engine at that altitude? Of course oxygen is needed
  8. Thank you for all your postings. The question came up on a flight in really low altitude (4000ft) with varying power settings and experimenting with the different ways to achieve the same %power. And indeed, the difference with a lowRPM/HighMAP vs HighRPM/lowMAP was having lower CHT (about 15°) and nearly no speed penalty with the lowRPM variant. The engine felt a little quieter,. Of course, I do not expect good climb rates with this setting. And also, i should try the same in much higher altitudes
  9. My question may sound a little funny: When doing the LOP-procedure , I set my engine to 65% ROP and wait for 1 or 2 minutes. Then, I start leaning under control of the EDM830. Doing this, I can see FF decreasing and MAP also decreasing. Completing LOP, I end up with -2.5 gals or more, reduced temperatures and reduced MAP. Engine monitor says now 56-58% instead of 65% as before. Also I get a speed penalty of 6-8 knots. Of course I can lean more, Power is even more decreasing as the engine power is now mainly dependant on FF. I never pushed the throttle in to raise my engine power back to 65%. But why ? I found a continental document which also prohibits giving more MAP - but no explanation.
  10. Okay, thank you. Of course I know not much about the previous owners. But it seems, that at least one or 2 are known as hot cowboys and may be they flew very fast with high power. Hope with engine monitor and 3 disciplined pilots we can extend the life of the cylinders. We typically fly 65% LOP or less
  11. ACcording to the POH there are many combinations of RPM and MAP for the same engine power. Recently, I tried using different power settings, all in low altiftudes and flying ROP. Using a combination of low RPM/higher MAP caused nearly no difference in IAS, but the CHT was significantly lower than the same power setting with higher RPM. Also FF was slightly lower. When CHT is the most important parameter, then low RPM should be better for the engine. But I also learned, that lower RPM tends to move the point where the maximum cylinder pressure occurs moves closer to TDC compared with high RPMs. The reason behind should be, that the process of bruning the fuel stays constant in time. So, the crankshaft simply moves less way in that time. (Not my idea). What to do ?
  12. Recently 4 cylinders of our TSIo360GB were changed. One year before 2 cylinders were changed.All due to defective exhaust valves. Now, at about 1000h all cylinders are exchanged. 2015 the compression test was perfect. I did not see newer compression tests. Only something from 2016 were 2 cylinders had no compression and 4 were close to limits. In 2014 an EDM was installed, thereafter the owners started flying LOP. I have no EDM-data. ONly since end of 2017 and 2018. Knwonig this history, LOP must be very harmful to the engine. What went wrong ?
  13. @gsxrpilot: Right, that is also my opinion! Don't trust - proove it! I also do not want to extend my flight plannings beyound the legal settings! But it makes me feel safe to have several items to check whether I am running short of fuel or not: - the fuel gauges. The seem to work more or less precise. - the analog fuel gauges on the wing. Perfect! - the Low fuel warnings and hopefully a good idea of how much fuel is then left usable! - my EDM830 which tends to count the fuel consumption higher than in real. So, I will do the procedure to find out for my aircraft.
  14. Thank ýou. We have brand-new spark-plugs. I had the engine running with 1000RPM when slowly killing it with the mixture. I am not sure that I have seen a real increase in RPM before the engine stopped. Should this happen in complete Idle? Or with 1000-1100RPM?
  15. I recently tested both low fuel warnings in flight - they are working. But I have no idea how much fuel is left when the low fuel light goes on. On ground the wing-side analog gauge shows roughly 5 gal left. Another question: I have 72gal tanks (2x36), but it seems that I can fill them more than 36gals. I guess 38 is possible. What are your experiences?