sticky valve or

Dick,

The hesitation at 1100-1200 rpms in a C-85 is normal. I have it on mine (275
smh with 0-200 conversion stc) as do most of my Luscombe brethren with the
C-85.

I recently had an exhaust valve to stick in flight. It was interesting to
say the least, and in reaction to that experience I would like to pursue a
glider rating ;-).

My valve in my 275 hour ECI cylinder was stuck but good. My engine guy
reamed it out a little as he thought the clearance was a little tight. MMO
is now part of my regular maintenance routine.


Deb

--
1946 Luscombe 8A (His)
1948 Luscombe 8E (Hers)
1954 Cessna 195B, restoring (Ours)
Jasper, Ga. (JZP)

"Dick" wrote in message
...
Old WW2 mechanic says he hears a sticky valve on my C-85 when I fire up
for first time in morning but can't describe the sound and says it lasts
only as long as a finger snap.

Wants me to add Marvel Mystery oil. I use Aeroshell 100 (50 weight) and
change it every 25 hours.

I can't detect any roughness upon initial start around 900-1000 rpm in
front of my hanger nor during the taxi a couple of minutes to a runup
spot. On throttling up to 1500 for the mag check, I notice a slight
hesitation around 11-1200 rpm that goes away quickly and thought was just
from the low speed taxi.

Since I had to put a rental down about 7 years ago for a valve problem
(per the FBO), there is a little "pucker" factor regarding this
conversation G.

Light Plane Maintenance book references "hand proping before first start
of day to find 'flat' cylinder". Not sure I can identify a rapid falloff
in turning resistance (books definition).

Concern doesn't seem to get to the point where the "cold cylinder" test is
applicable as doesn't last long (his finger snap).

Am I chasing nothing or what is a valid approach?

Thanks, Dick

Deborah McFarland wrote:
Dick,

The hesitation at 1100-1200 rpms in a C-85 is normal. I have it on
mine (275
smh with 0-200 conversion stc) as do most of my Luscombe brethren
with the
C-85.

This is fairly common on a lot of carbureted engines. It usually
occurs at the point where the carb is shifting from the idle circuit to
the main jet.

John Galban=====N4BQ (PA28-180)

"Deborah McFarland" wrote:

Dick,

The hesitation at 1100-1200 rpms in a C-85 is normal. I have it on mine (275
smh with 0-200 conversion stc) as do most of my Luscombe brethren with the
C-85.

I recently had an exhaust valve to stick in flight. It was interesting to
say the least, and in reaction to that experience I would like to pursue a
glider rating ;-).

My valve in my 275 hour ECI cylinder was stuck but good. My engine guy
reamed it out a little as he thought the clearance was a little tight. MMO
is now part of my regular maintenance routine.


Deb


Hey Debby, it's been far too long. Does the gang still get together
Saturday afternoons at JZP? Gotta catch up.

David O

Dick wrote:
snip
Light Plane Maintenance book references "hand proping before first
start of
day to find 'flat' cylinder". Not sure I can identify a rapid falloff
in
turning resistance (books definition).

I think you can. It should be pretty straight forward. As you
rotate the prop you can feel the resistance from each cylinder on the
compression stroke. If you hit a cyl. with a stuck valve, you'll
notice the difference in resistance right away. If it's quiet, you
should also hear hissing at the exhaust pipe if it's an exhaust valve.


John Galban=====N4BQ (PA28-180)

Two of us tried the "armstrong method" (rotating by hand) yesterday and both
thought we got very slightly lower resistance, but on different cylinders on
opposite sides of the engine. Him #1 and me #2 &#4..

Decided to do a "differential test" with the engine cold, rather than warmed
up. Our thought being that any matter between seat and valve would
indicate a lower reading.

Observed 78/80 on three and 77/80 on the fourth. For last 5 years the
readings have been in the 76-78 over 80 psi range.

Don't know if it matters in my case, but realize now that I've never
listened for any leaks.

My helper did mention that he thought the leakdown period should be about 5
minutes instead of just holding 80 psi long enough to observe where
indicator stops...

Thanks, Dick

ps Glad to hear that 11-1200 rpm hesitation is normal.

They call that the "Continental cough"...My A-65 doesn't do it, my dad's
C-85 doesn't do it, but my old C-85 on my Chief did. Don't think that
is worth worrying about...

Scott
http://corbenflyer.tripod.com


Dick wrote:

Two of us tried the "armstrong method" (rotating by hand) yesterday and both
thought we got very slightly lower resistance, but on different cylinders on
opposite sides of the engine. Him #1 and me #2 &#4..

Decided to do a "differential test" with the engine cold, rather than warmed
up. Our thought being that any matter between seat and valve would
indicate a lower reading.

Observed 78/80 on three and 77/80 on the fourth. For last 5 years the
readings have been in the 76-78 over 80 psi range.

Don't know if it matters in my case, but realize now that I've never
listened for any leaks.

My helper did mention that he thought the leakdown period should be about 5
minutes instead of just holding 80 psi long enough to observe where
indicator stops...

Thanks, Dick

ps Glad to hear that 11-1200 rpm hesitation is normal.

Here are some interesting pictures of what can happen when the engine
is unhappy...

http://carneyaviation.com/enginefire/


-Robert

"Robert M. Gary" wrote in message
oups.com...
Here are some interesting pictures of what can happen when the engine
is unhappy...

http://carneyaviation.com/enginefire/

Ahh, that's not so bad! Find all the pieces, and weld them back together.
Try to get to that TBO, that you got cheated from! ;-)
--
Jim in NC

Wow - what mayhem! I hope you'll post the prognostication on what
failed first. Congrats on a safe landing.

From your pix it could look like the con rod failed, but were either of
the the rod bolts found? There were some bogus bolts some years back
now removed by an AD and a lot of bogus bolt publicity. I understand
the normal spec for Lycoming rod bolts does not involve tightening only
to a torque, but rather ends with a turn-of-the-wrench method. If the
bolt strength happens to be low, the usual torque-only procedure won't
detect it unless the mechanic is very experienced and suspicious.

Be careful that failed parts don't mysteriously get lost by those that
might have some resposnibility for this mechanical carnage.