Lionudakis
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Everything posted by Lionudakis
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What kind of fuel pressure are you C drivers seeing in flight , mainly around 8-10k.
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A cough on acceleration is usually the accelerator pump. Mine used to do it until I had carb overhauled. Mine coughed at the same rpm on acceleration regardless of how slow you increased throttle
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Low Engine RPM after Propellor Overhaul
Lionudakis replied to jonhop's topic in Modern Mooney Discussion
I did notice on the lower left side of the AMM page uploaded, It states max rpm is 2700, and the static rpm may be 50 rpm less, that confirms the same info my hartzell book says. You stated in a shallow dive it is limiting to 2680. It sounds like in flight the governor is doing its job. Is the adjusting screw backed out or have you just verified that the control arm is touching the limit screw? -
Low Engine RPM after Propellor Overhaul
Lionudakis replied to jonhop's topic in Modern Mooney Discussion
I also learned a while back that the slightly lower static rpm as Cody mentioned is normal, but also your only real indication that your engine is making full power. Unlike a fixed pitch, the controllable prop can hide reduced performance if it was able to make 100% or more rpm while sitting static and the governor was governing the max rpm. I believe my Hartzell book says the low pitch stops are set to around 50 rpm UNDER max rpm for this reason. If static rpm is low, its because the engine power is low, and not covered up by the prop unloading and letting it make rated rpm. Once moving the last little bit of rpm increases and the governor will start its job and keep it at max rpm. -
Airboss cylinders from A.E.R.O anyone ??
Lionudakis posted a topic in Vintage Mooneys (pre-J models)
Anyone on here running these airboss cylinders on their bird? My engine is torn down for OH from a jug partial separation off the case, so I'm shopping parts and came across these. Nothing but horror stories about cylinders; new, overhauled, brand x.. I'm torn between overhauling what I have and starting new -
Sorry folks, been busy and haven't checked this in a while. Gauge cluster, nulites, volt/amp gauge, fuel probe and manifold/fuel pressure SOLD
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Lights are gone. Volts/Amps I still have. I'll check my pm
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It has the terminal strip. The plug would be nice. You could cut the plug off and put terminal ends on still, it's 2 fuel wires, oil temp, CHL temp, amperage and a ground. 6 total if i remember right
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Cleaning up here. No reasonable offer refused. I have an overhauled fuel probe p/n 7740-118, original 6 pack cluster out of a 62C(oil leaked internally, other than that looks great, repairable or parts), oil temp sensor and plug, 2)12v NULITE light bezels (circle w/ no cutouts), NIB voltage regulator (electro delta VR300-14-50), and original MP/FP and Tachometer from a 62C, both in excellent shape,
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Still have it?
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Selling Intercomp AC II scales, P/N 100407, 2500 lbs capacity each, complete set with digital wired indicator, built in battery with charger. asking 2200,
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I have about 20 hrs in plane with the unit now. It works great. Its nice to have a visual and audio warning of AOA. Only thing I want to add is a switch to cancel the audio temporarily, The vane will flop around with winds on taxi and sound the warning, I end up pulling the breaker, and push it back in on initial take off roll. Absolutely worth the money
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Also have factory fuel pressure / MAP gauge, in great shape, rpm gauge, 6 pack cluster, an EI digital amp/volt gauge looks new.
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Swapped in a Garmin 327 transponder and JPI900 engine monitor -
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From the album: Panel makeover
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From the album: Panel makeover
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From the album: Panel makeover
JPI 900 install. I love it !! Nothing but room behind the panel after removing all the factory tubes and hoses -
I can recommend Phil in KDTO Denton http://www.pedronaircraft.com/ Ive known since 91 (I was a kid). Long time mech/IA of many makes, including mooneys. He inspired me to become a mechanic
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Congrats !!
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P/N 7740-118 fuel sender in bag overhauled 02/18/2008 VR300-14-50 voltage regulator (BNIB) SAF-AIR oil drain valve (has O&IO360 on approval list) new in bag make reasonable offer
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To TBO or not to TBO?
Lionudakis replied to Wildhorsesracing's topic in Vintage Mooneys (pre-J models)
100% agree. Unfortuntely I believe a lawyer can convince a jury a mechanic is a reckless criminal for signing off an engine thats over tbo, and you have nothing to back yourself up. Nothing says you have to overhaul, but the manufacture says you should, they built it right? Who knows more than they?? I have often wondered about an STC for recips similar to the 'MORE' program for PT6's, that allows tbo up to 8k hrs vs 4k legally, for Part 135 etc operators that are held to the book. It goes off trend monitoring, oil analysis, vibration analysis, hot section inspections, if no issues ; keep going as it should be. Just like the airlines do.. -
Throttle micro switch vernier throttle
Lionudakis replied to flyer7324's topic in Vintage Mooneys (pre-J models)
There's a good chance the micro switch is rigged to far aft, and not sounding where it's supposed to in the low power department. The cable is crimped into a larger diameter rigid tube, this transition is what trips the microswitch. Further back the larger diameter tapers down some, this is where your microswitch is riding at t/o power. -
Mooney down near Boulder, Colorado
Lionudakis replied to Joe Zuffoletto's topic in General Mooney Talk
A close friend of mine died in a cessna in 05. It had an experimental (superior) engine of larger size and many other undocumented mods. It was his business not mine. Surprisingly nothing ever came out of it, probably because it was a classic stall/spin scenario and they drew conclusion pretty quick, but the ntsb report mentioned the lack of data placard and suspicion of engines origin or something to that effect. Insurance paid out on everything, business as usual. I wouldn't bank on it, but.. -
I'm not actually flying it (I wish I was instead of current tasks) I'm supervisor of maintenance, we had list of checks and engineering tasks to verify, and further parts to check/change. It now seems it was multiple component. There is a stand alone altimetric switch that deploys the masks over cabin altitude of 14000. It is completely separate from the pressurization. The plane has had a previous write up for pressurization fluctuations, hence the test flights and engineering support, especially after an emerg landing. Rapid depressurizations are rare, This might be the second one I recall in my 15yrs.
