Don't know if anyone else suggested this but with regard to running
100LL in both my 1949 Ercoupe with a Continental 85hp engine, and my
1940 Porterfield with a 65 hp Lycoming engine, I add TCP and Marvel
Mystery Oil and clean the plugs every 5-10 hours. What seems to have
helped the most though is less taxiing and at shut down running the
engine at 1800 rpm for 15 seconds then pulling back to 1200 rpm
before shutting down. That seems to clear minor deposits pretty well.
Perry Chappano
N94896 - 1949 Ercoupe 415-G
NC32372 - 1940 Porterfield LC-65
On Aug 11, 2008, at 11:43 AM, <[EMAIL PROTECTED]> <[EMAIL PROTECTED]> wrote:
1. We need to create the "Perseverance Facing Adversity" award.
Frank sure has earned it. Hang on there!
2. At the end of my run up, I do a static RPM check. Obviously,
spec static RPM may or may not be achieved, depending on wind
direction, density altitude, etc. However, it lets me know if
something is wrong, before I initiate the take off roll.
Eliacim
--- [EMAIL PROTECTED] wrote:
From: "fnelson913" <[EMAIL PROTECTED]>
To: [email protected]
Subject: [ercoupe-tech] Re: Problems with the Flying Gods - Update
and Stuck Valves
Date: Mon, 11 Aug 2008 14:45:37 -0000
Saturday looked like the day to get my Coupe back in the air. We
finally got the new regulator in and installed. As my mechanic was
installing the new voltage regulator, he informed be that the failed
regulator was actually a Ford automotive part. I looked at the part
and sure enough, it was. He also said that the plugs were in bad
shape (fouled - they had less than 30 hours on them since new at the
annual).
I fired her up and turned on the alternator. There it was, an
immediate indication of a charge on the amp meter. The engine was
running smoother, but it seemed that there still was vibration.
Hopeful that things were good, I saddled up and went out to do some
touch and go practice. At 1,500 rpm the mag check and the carb heat
were as expected. Holding short on 29R waiting for inbound traffic to
land, I was thinking about how wonderful it would be to finish my
checkride. The tower cleared me for take off and remain in the
pattern.
I rolled out and eased the ball forward. But it was not to be. The
rpm's climbed past 1,500 and then stopped at about 1,800. There was
never any question that this was an aborted takeoff.
It seems that others are also having problems with stuck valves. My
A&P will do the compression checks today and assess the problem. My
hope is that it is a different cylinder than last time. It does not
seem right that I should have so much trouble with cylinders that
were rebuilt just 200 hours ago. I use Avblend at every oil change
and have been religiously using TCP in the "100 Lots 'o Lead" Avgas.
Maybe I need to switch to Mogas and deal with the alchohol problem.
Tomorrow is another day and I am still looking for my Olympic Gold.
Frank Nelson
N51DV - 415C
TOA
p.s. - I saw Linda depart on Saturday for the brunch gathering in
Santa Barbara (I think). At least one Coupe from Torrance is flying,
but I am very envious.
