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    M20R Ovation 2 GX

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  1. Thank you for your response! I bore-scope the valves at every oil change = every 30hrs. For the time being nice concentrical pizzas. Maybe the scaling/zoom-level of the upper chart is a little bit misleading - the EGT signal fluctuation/amplitude is in the range +/-2°F which is around +/-0.15% at 1450°F. I'm not an expert but would consider this as signal noise rather than the periodic pattern mentioned by Mike Busch et al. Maybe the MS-brain can share typical EGT pattern amplitudes caused by bad EGT valves or valve seats? Best, Matthias
  2. Same here on cylinder #4 (flight at FL140): stable EGT, oscillating CHT with amplitude 5 - 10°F, period time 1-2mins. change of pattern in CHT#4 (higher amplitude and period time) correlates with changes in TAS at 01:48 onwards (not depicted) TAS changed due to very small mountain waves while crossing the main rims of the Alps (Gotthard route), Alt & power setting constant Obviously caused by air flow and thus pressure changes in the upper/lower part of the cowling impacting the baffles as described @kortopates and @M20Doc above. Reseating the upper cowling did not help, inner baffles looking good. Maybe have to replace the elastic baffling at the upper cowling some day in the future. Best, Matthias
  3. This! Great observation Clarence - visible in the video at 8seconds. You might also refer to the thread Best, Matthias
  4. This - visible at 8seconds Great observation Clarence! Best, Matthias
  5. Hi Fix, My 2 cents with some bias due to the fact that I'm a proud O2 GX2 owner. I had exactly 200hours (including) the PPL-A/VFR training when I purchased my O2 (app 30hours in M20J). Transitioning training with a Mooney experienced FI is a must Before purchasing the O2 I flew PA28, DA20, DA40, C172, M20J in a kind of round robin scheme The idea was to get a good understanding of the different characters and characteristics of the planes (guess which plane was most fascinating to me..) An experienced aviator friend helped to shape my mission profile My mission profile is similar to yours Some 1 - 2 hour flights around Germany/Netherlands/Belgium Several flights from Germany over the Alps to (northern) Italy per year (app. 5 forth and back during the last 9 months) Currently I'm in "famous" LOWI / Innsbruck - hitting back to EDKA tomorrow. I made my IR rating on my O2 last year - to me it feels like a perfect IR platform (much more stable than e.g., a C172 (which I had to utilize for the last 10+hours of IR training in the ATO due to German/EASA laws)) Don (of course) is right - climb performance goes down to 250fpm or so at 12k+ However, one of my last trips (EDKA to LIPV) was at F150 (the DA was 16k+) The typical crossing altitude via the Gotthard route is F140 If the wind is blowing perpendicular over the main ridges at 40Kts+ (typical Föhn conditions), mountain waves including downdrafts can be a factor. Of course you have to monitor your IAS and probably disengage the A/P plus ask ATC for a block altitude. The max headwind during my App crossing flights yet was app. 50Kts. If your heading towards Cote d'Azur you always have the possibility to void the Alps and go along the Rhone valley (unless the Mistral is blowing hard) Per my (limited) experience, the IR flight plans which are accepted by Eurocontrol always allow for more than sufficient distance to climb to the required altitude. On days with nice weather you can crosse the Alps at 8000ft or lower (Gotthard route, Brenner route, ..) - in VFR conditions, of course. I never did this, but e.g. @Graf_Aviator has a track record on VFR Alp crossing with O2 and other aircraft. During my last northbound flight over the Alps FIKI was a great option (although I the freezing happened over German terrain and I could go lower to non freezing levels at any time) To keep a long story short Turbo powered birds provide more options (as laid out by Don) My O2 (with FIKI and built in oxygen) works for me (to be more precise - its a great machine!) For your mission you have options (like cruising along the Rhone valley) - and you should always have options.. Considering European AVGAS prices (which are even higher than in the US ) and Mooney efficiency: Typical fuel consumption on my trips is around 11.5gals/h One time I made it forth and back to northern Italy with still 1.5hours reserve left If you have further questions don't hesitate to PM (or put them into this thread). Best, Matthias Eastern Monday 2022 abeam Luzern/Vierwaldstädter See approaching Gotthard in F140
  6. At least for my Ovation 2, I have to readjust the air-gap between the magnet and the alternate air door from time to time .. (very seldom) Symptom: With WOT/high RPM operation close to sea level (e.g. during take-off run) the alternate air door opens automatically due to "suction" in the manifold (although the air filter is in good condition). The door closes automatically (through gravity) once power and thus suction is reduced. Root cause: Magnetic flux and thus holding force reduced, mainly through a (widening) small air gap between magnet and door Solution: The magnet is attached with two Philips screws. Loosening the screws allows for moving the magnet. At least for my installation loosening the screws, sliding the magnet all the way to the door in its closed position (air gap close to zero) and re-tightening the screws fixes the problem. The service manual states a reference value for the holding force. Best regards, Matthias
  7. Yep - the Austros, the Thielerts (now TCM), the upcoming (maybe) RED A3 and my Audi A6 Quattro with 3.0 TDI .
  8. I feel your pain... Maybe you will get some relief when you learn that we have to pay close to 12USD/USGal for AVGAS100LL in good old Europe.. Anyway, we keep on flying (LOP most of the time ). Best from Germany, Matthias
  9. Many thanks to the expert @Pmaxwell for shedding some light on this issue: The A/P (GFC700, S-TEC 55X) can be selected in the 0401.37 configuration just like in previous versions e.g., 0401.34 Mooneyspace is great! Best, Matthias
  10. Quick question regarding 0401.37 & STEC 55X: Does 0401.37 still support STEC 55X (with WAAS enabled G1000 of course)? If yes (considering the German saying "paper is patient"), has anyone done a successful real-world upgrade to the configuration 0401.37 / STEC55X? Best, Matthias
  11. M20R IFR go-arounds the way I practice them: In General: As stated in some of the posts above FLAPS-GEAR-FLAPS and most important stabilize (= AVIATE). In Detail: gently apply WOT, check prop & mixture full forward and prepare for high elevator control forces check heading, wings level, nose 8° over horizon (= attitude) check speed, flaps from down to T/O (this releases control forces) check positive rate of climb, gear-up, trim nose down & check/adjust attitude check speed, flaps from T/O to up, adjust trim check/adjust attitude, set heading bug & activate A/P activate & follow missed approach procedure on FMS/HSI communicate with responsible ATC read & do after take off checklist Basically its the sequence WOT-FLAPS-GEAR-FLAPS with applied priorities AVIATE-NAVIGATE-COMMUNICATE: The workload in this situation is very high so AVIATE has absolute highest priority. Just recently the German aviation authorities published the final report for a fatal accident of an M20K with experienced pilot in heavy IMC (RVR app 250m, VV000). He stopped descent at DA but unfortunately lost control during the go-around - very sad. You can download the full report here - its written in German though. If you want to translate some of the German text to a language of your convenience I would recommend using DeepL. BTW: for my O2 : when I apply the correct attitude (WOT, 8° nose up, wings level, cleaning up step by step) the aircraft will automatically stabilize at Vy (= 105KIAS) - just like magic.. Best, Matthias
  12. It is still possible to upgrade O2 GX with STEC-55X if you find a pair of GIA63W with correct revision (see post above). I did the update on my N913KS at ACG in 2020 (see my PIREP on MS). Graf Aviator did the update on N66YY last year at ACG. Just recently Justus at ACG upgraded N60TY and N192JM. All stated aircraft are 2004/2005/2006 O2 GX with G1000 & STEC-55X. To put a long story short: If you are able and willing to find the units and a capable MSC you can do the upgrade - still in 2022, even in good old Europe.. Best, Matthias
  13. Flap control When I purchased my 2006 O2 GX in summer 2020 (with registry N913KS, not N913ND ;-) it had problems with the flaps control logic (low-time hangar queen symptoms due to oxidized contacts: flaps did not retract, CB triggered, ..). Contact cleaner applied to microswitches and potentiometer, lots of microswitch actuations (by hand) and regular flying completely solved the problem. Electrical trim could be a similar problem.. Enclosed some pics which could help detecting the flap control electrical components. Flap end position microswitches: Flaps "intermediate" position microswitches serving the takeoff position control logic (and two relays on the PCB below): Flap position potentiometer giving feedback to G1000 (below the PCB with the relays, a little bit blurred): Best, Matthias
  14. My 2 cents (or even less) to the wealth of valuable information provided above. Mooney pattern work When my FI introduced me to Mooney flying (M20J initially) we not just flew standard patterns but "enlarged" patterns including a very short climb/cruise/descent section: Short description (standard left hand pattern, airport altitude 620ft, pattern altitude 1500ft) takeoff, left turn into crosswind, left turn into downwind on downwind proceed straight ahead climb to a simulated cruise altitude (in my case just 500ft above pattern altitude = 2000ft) (items: accelerate, close cowling, set cruise power, lean, ..) when at cruise altitude 170-180degrees standard rate turn to the right (e.g. runway heading) approach briefing and items, descent to pattern altitude turn right to enter center of downwind at 45degrees angle ... The whole procedure takes around 9mins instead of 4mins (short pattern at my home base). When you look at this pattern from top it resembles somewhat an "eight". I like this approach for several reasons: It better resembles/simulates real-world flying including after take off, cruise, approach and final procedures, including checklists. The standard rate turn to the right during the cruise section gives you 1min to take a breath and prepare next steps. The pattern at my home base is smaller than standard (e.g. just 0.65NM final instead of 1NM) which would impose additional stress on the workload when flying just the pattern Entering and leaving a Mooney in a "stylish" way Maybe you are all aware of this procedure: While standing on the RHS wing grab the center tube above the glare shield (next to the whiskey compass) with your left hand and the handle at the upper inner side of the door-frame with your right hand. Position your left foot in front of the co-pilot's seat In a sweeping motion enter the aircraft. if you are "dynamic" and positioned the arm rest in the up position you might make it all the way to the pilot's seat in one single motion. Leave the aircraft in the opposite way (maybe move to the co-pilot's seat before) Its a good idea to position items like kneeboard, keys, .. on the glare shield (without touching the windshield) prior entering. Ask me how I know. Best, Matthias P.S: I started flying Mooney's at the age of 52 (M20J), 55 (M20R), 56 (IR rating) - it's doable at advanced age - no worries.
  15. Mooniacs, Thank you for the valuable input on "one man removal of the lower cowling for J models". Let's push the challenge to the next level and share our knowledge on one-man removing and reinstalling the lower cowling for LB models with three blade props! To be honest - I personally cannot provide much input to this discussion besides the fact that when doing it solo there is a high likelihood to produce scratches on the spinner (caused by the sharp reinforcement sheet metal at the cowling's front), the rear side of prop blades (same), on the fuselage near the firewall, .. The initial removal process is pretty similar to J models: remove the upper cowling (easy) disconnect the input hose/tube for the cabin heat remove the covers of the two exhaust pipes (LHS optional) disconnect the air filters input duct unlock all fasteners except the LHS & RHS top fasteners at the firewall Three blade prop: position prop with the top blade showing vertically upwards and now the fun part starts .. how to support the cowling? how to tilt the cowling? how to move the cowling? .. And this is just the removal, not the reinstall .. (I know theoretically: same steps the opposite way). I'm curious to hear about your learnings. Best, Matthias
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