I have two inherited tins of valve grinding paste, both have a lid either end, one is coarse and one fine for finishing. I think of my grandfather every time I use it. Simplicity will always triumph complexity, what a wonderful machine, nothing beats working on and fixing a vehicle and then it transporting you around the world. I don’t have a plane but I have a classic car and motorcycles and I derive huge satisfaction from them all.
I couldn't do maintenance on a brand new Mamod engine (neither can anyone else now after the sad news of their recent closure), let alone on a vintage machine with which I would be trusting my continued existence, but there's something very meditative about watching Nick approach these problems in such a calm, logical and competent manor. Thanks Nick!
I thoroughly enjoyed your tongue in cheek humour as you cleaned the valves as if this were an everyday thing. While I no longer fly, I have owned two Aeroncas over the years, a Chief and a Chanp. Both 1946 models. While I'm not sure which one I loved more, the Champ was the only one on floats, a must if you fly in Newfoundland as we are mostly lakes and bogs. Thanks again for sharing your flying adventures in your beatiful Aeronca.
Thank you for your comments. My first aeroplane was an A75 powered 7AC Champ, I sold it 26 years ago and have regretted it ever since. One of the finest aircraft in the history of the world. The Aeronca Jap engine needs frequent attention so evening fettling isn't as unusual as you might think. It's a generation prior to the small Continental engines. One forgets how old but brilliant the A65 is, with a decent lubrication system and hydraulic lifters, it's a pioneering design and first of the modern aero engines.
What a historical old tin of carborundum!! (And I have one of Dad's old valve grinding sticks like that.) (Dad would have been 101 years old this month.)
I own a little Jodel D9 with a 1385 VW engine--similar size and power parameters to your C3, so I can empathize with your travels [and travails]. Love watching your submissions, most of them all repeated several times, and anticipating many more tales of endeavour - or just just gentle indulgences in your workshop. David Llewellyn's saga was simply amazing! What fortitude! My very best wishes to you.
Thank you for your kind comments. The Jodel D9 is a fine machine. A very distant relative of mine built a D11 but it hasn’t flown for nearly 40 years. I am trying to obtain it as a rebuild project for a future series on this channel. In spite of being in storage for decades, it’s in remarkably good condition.
A Gentleman I work with here on the coast has been turning wrenches on Beavers for over thirty years, anyway he swears by Marvel Mystery Oil. He told me a few stories where an engine would come in with a sticky valve, they would free it up, dump in some M.M.O. and it would never happen again. Not sure myself but I always dump in half a quart every 25 hour oil change. So far so good. 65 Continental in a Vegabond. P.S. I wrote this too soon as I forgot you have greased Valves. Anyway food for thought/;
Yes, I'm a little ashamed. However, she's had an overhauled carb and mags in the past two years. The last top overhaul was in 2019, I shall do it more frequently from now on.
I noticed Part 2 on UA-cam very late at night, but just had to stay up to watch it. Thanks again, very enjoyable to watch an expert doing his thing. Why not make a video of the contents of your Llewellyn pack and why you chose the items in it.
Hi I also have a double ended tin of carborundum, fine one end and corse on the other, it was my dads and he had it as long as I can remember and I’m nearly 70.
Thank you for posting, very interesting video, and yes glide approaches are good fun, and no two days are the same. It helps to have a very quiet airfield, or a farmers field. They seem to get annoyed at a large commercial airfields.
When you were struggling to get the spring off the head at 2:27 something flew off to the right side of the bench. Usually when the keepers and spring retainer is removed the valve should full out. The circlip had to be holding it.
@@robertklein1316 No circlip fitted, so it wasn’t that. I think what you saw fly up was sticky grease and the top of the valve stem had quite a build up of carbon, stopping it dropping out.
Excellent well done. Love the big brown triangular shaped leather pad above your instrument panel - 1930's airbag in case of sudden head to panel contact.....!?
@@FlyingForFunTrecanair that’s bizarre! What a coincidence! I had a lot of information and drawings from a guy who worked in the Aerospace Institute in Bangalore whilst we were doing the restoration of ‘VPO. He learned to fly on Pushpaks.
@@arimington-is7gv I go to Bangalore reasonably regularly. Like all of India, it is quite splendid, in a delightfully colourful, noisy, bonkers sort of way.
Great all-arounder video - some wrenching, some conversation, and some flying! If this happens to your valves under normal use, with resulting conversion of airplane to glider, is there a way to avoid it? Different fuel (do you run avgas or mogas?), different jetting, etc.? Or is it just a timed maintenance item, and if so, how many hours of running does it take to get the stems and guides gunked up enough to warrant teardown? In any event, thanks for posting - thoroughly enjoyable to watch other people work! ;) ETA: I see from the video description that you're now planning to clean valves every 25 hours. Certainly keeps you communing with your mechanicals! 👍
Yes, all tolerances are by eyeball; there's very little factory technical data available. Old fashioned engineering practice is enough. I like the C172, it's a very versatile aircraft although a bit staid as a training aircraft. Doesn't bite enough.
No, engine failures don't have to be reported unless there is damage in the ensuring forced landing. It was probably more useful to make a couple of films disseminating the information than it ending up in a dust gathering report.
@@FlyingForFunTrecanair Thank you very much. Interesting to see what are in others kits for planes and cars. Appreciate you keeping this historical plane flying and sharing the journey with us.
I have two inherited tins of valve grinding paste, both have a lid either end, one is coarse and one fine for finishing. I think of my grandfather every time I use it.
Simplicity will always triumph complexity, what a wonderful machine, nothing beats working on and fixing a vehicle and then it transporting you around the world. I don’t have a plane but I have a classic car and motorcycles and I derive huge satisfaction from them all.
It's funny what memories these little tins of grinding paste evoke. Quite the most useful family heirloom.
I couldn't do maintenance on a brand new Mamod engine (neither can anyone else now after the sad news of their recent closure), let alone on a vintage machine with which I would be trusting my continued existence, but there's something very meditative about watching Nick approach these problems in such a calm, logical and competent manor. Thanks Nick!
I thoroughly enjoyed your tongue in cheek humour as you cleaned the valves as if this were an everyday thing. While I no longer fly, I have owned two Aeroncas over the years, a Chief and a Chanp. Both 1946 models. While I'm not sure which one I loved more, the Champ was the only one on floats, a must if you fly in Newfoundland as we are mostly lakes and bogs.
Thanks again for sharing your flying adventures in your beatiful Aeronca.
Thank you for your comments. My first aeroplane was an A75 powered 7AC Champ, I sold it 26 years ago and have regretted it ever since. One of the finest aircraft in the history of the world. The Aeronca Jap engine needs frequent attention so evening fettling isn't as unusual as you might think. It's a generation prior to the small Continental engines. One forgets how old but brilliant the A65 is, with a decent lubrication system and hydraulic lifters, it's a pioneering design and first of the modern aero engines.
What a historical old tin of carborundum!! (And I have one of Dad's old valve grinding sticks like that.) (Dad would have been 101 years old this month.)
Isn't it a great tin. Just the right grade carborundum too, fine but not too fine. It will survive the apocalypse, along with the cockroaches!
cereal boxes and the back from a lined pad of paper make the best gaskets!
I own a little Jodel D9 with a 1385 VW engine--similar size and power parameters to your C3, so I can empathize with your travels [and travails]. Love watching your submissions, most of them all repeated several times, and anticipating many more tales of endeavour - or just just gentle indulgences in your workshop. David Llewellyn's saga was simply amazing! What fortitude!
My very best wishes to you.
Thank you for your kind comments. The Jodel D9 is a fine machine. A very distant relative of mine built a D11 but it hasn’t flown for nearly 40 years. I am trying to obtain it as a rebuild project for a future series on this channel. In spite of being in storage for decades, it’s in remarkably good condition.
A Gentleman I work with here on the coast has been turning wrenches on Beavers for over thirty years, anyway he swears by Marvel Mystery Oil. He told me a few stories where an engine would come in with a sticky valve, they would free it up, dump in some M.M.O. and it would never happen again. Not sure myself but I always dump in half a quart every 25 hour oil change.
So far so good.
65 Continental in a Vegabond.
P.S.
I wrote this too soon as I forgot you have greased Valves.
Anyway food for thought/;
I've never used M.M.O. definitely worth looking at.
That little twin has never sounded so sweet. All she wanted was a little TLC. I thoroughly enjoyed the ride back home!
Yes, I'm a little ashamed. However, she's had an overhauled carb and mags in the past two years. The last top overhaul was in 2019, I shall do it more frequently from now on.
@@FlyingForFunTrecanair I think the Grand Lady has been treated just fine! 👍👍
I heard you go over when you were "just in case". I was fixing an outside tap Just East of the field!
Great!! Part 2 is here! Watching intently!
Excellent update, thanks, very enjoyable to watch!
A happy ending! Engine sounds great. 👍🇦🇺
ROFL! Thanks for the shoutout at 15:15! 🤣👍👍
🤣🤣
I noticed Part 2 on UA-cam very late at night, but just had to stay up to watch it. Thanks again, very enjoyable to watch an expert doing his thing. Why not make a video of the contents of your Llewellyn pack and why you chose the items in it.
Great idea Ken, will make a film about the Llewellyn bag soon.
Hi I also have a double ended tin of carborundum, fine one end and corse on the other, it was my dads and he had it as long as I can remember and I’m nearly 70.
I have one of those too, it is further to the back of the shelf. Wonderful stuff!
Thank you for posting, very interesting video, and yes glide approaches are good fun, and no two days are the same. It helps to have a very quiet airfield, or a farmers field. They seem to get annoyed at a large commercial airfields.
Farm strip and grass airfield flying is definitely best. Tarmac is for jets 🤣
When you were struggling to get the spring off the head at 2:27 something flew off to the right side of the bench. Usually when the keepers and spring retainer is removed the valve should full out. The circlip had to be holding it.
@@robertklein1316 No circlip fitted, so it wasn’t that. I think what you saw fly up was sticky grease and the top of the valve stem had quite a build up of carbon, stopping it dropping out.
Excellent well done. Love the big brown triangular shaped leather pad above your instrument panel - 1930's airbag in case of sudden head to panel contact.....!?
Exactly that!
Great video, takes me back to my Pushpak days , my father and I flying the ‘Indian Aeronca Chief’ from our farm strip in North Wales 👍
I was next to the HAL factory in Bangalore earlier today 🙂
@@FlyingForFunTrecanair that’s bizarre! What a coincidence! I had a lot of information and drawings from a guy who worked in the Aerospace Institute in Bangalore whilst we were doing the restoration of ‘VPO. He learned to fly on Pushpaks.
@@arimington-is7gv I go to Bangalore reasonably regularly. Like all of India, it is quite splendid, in a delightfully colourful, noisy, bonkers sort of way.
Great all-arounder video - some wrenching, some conversation, and some flying! If this happens to your valves under normal use, with resulting conversion of airplane to glider, is there a way to avoid it? Different fuel (do you run avgas or mogas?), different jetting, etc.? Or is it just a timed maintenance item, and if so, how many hours of running does it take to get the stems and guides gunked up enough to warrant teardown? In any event, thanks for posting - thoroughly enjoyable to watch other people work! ;)
ETA: I see from the video description that you're now planning to clean valves every 25 hours. Certainly keeps you communing with your mechanicals! 👍
Less enthusiastic greasing from me! I shall publish a film about cylinder heads and valves shortly as there are a few permutations.
It’s a c-3 not a space ship, right.
Can one eye ball tolerances? I think so.
I’ll be in the 172 in 10 hrs time.
Dreamy projects.
Thank you Sir.
Yes, all tolerances are by eyeball; there's very little factory technical data available. Old fashioned engineering practice is enough.
I like the C172, it's a very versatile aircraft although a bit staid as a training aircraft. Doesn't bite enough.
Places like Penn Yan can probably point you to a good repair.
Nice slip
Side-slips are the sport of gentlemen!
Do you have inform the CAA?
No, engine failures don't have to be reported unless there is damage in the ensuring forced landing. It was probably more useful to make a couple of films disseminating the information than it ending up in a dust gathering report.
Please let us know what is in your kit!
I will in a while!
@@FlyingForFunTrecanair Thank you very much. Interesting to see what are in others kits for planes and cars. Appreciate you keeping this historical plane flying and sharing the journey with us.