very easy

Does anyone know how to deflate the valve lifters to check the valve clearance on a Continental 0-200? I havn't been lazy and have a manual as previously recommended. It does not tell you how to deflate the lifters.

In Douglas there were some cannard flyers. Past tense because I bought one of their plane and shipped it to Australia. A big aircraft hanger with runway has been built and I think the turbine club and some other groups are using it. It's so big I thought they would lease some of the space to Boeing, when I saw it. Was in Gillette to pick up the truck to drive the a/c to LA.

There were suposed to be 5000 varieze's built around the world. I think I know where most of them are.

I like your pins-bits of garden hose shoved in?

The grade of steel is 4130. I copied the angle of an old pin with a dial guage. You could measure the top and bottom flange and the distance between them to get an angle. Remember you will be measuring the bottom of the taper on the top flange and the top of the taper on the bottom flange. Then you will need to check the contact with engineers blue dye. You must make full contact with both flanges at the same time with the pin. Recut and/or lap in to get it right. A wing has come off a varieze which didn't have accurate fitting pins and didn't use aviation grade bolts to hold them. Make the pins solid except for the one quarter inch hole for the bolt and the pins need to sit about one eighth inch above the flange. The bottom one is threaded for the bolt of course. A lock nut is also fitted there. The origional pin is cup shaped and hardened. The above one has never been tested but according to my research should be satisfactory if made solid. No liability is accepted.

If you are talking about the wing pins, you can't get them new. you can make solid ones out of the correct steel and lap them in to fit. Only need a lathe.

Unbolted the two pots and they are already in the cylinder head reconditioning shop. Valve guides for both exhaust valves extremely worn-about one sixteenth inch wobble of the valve. Should be around 4 thou. Suspect the valve stems are not getting lubricated from the rocker. Push rods and rocker holes clear. Might be blockage toward the valve lifters. Intake valves like new, but they can go on less lubrication. Surprised they dont have valve stem seals.

Fibreglass can't be "revived", only replaced. A trained experienced person closely examining your a/c can decide if it's worth fixing-not examining pictures on the internet.

I was looking for a comparitive test of compression. The leakage was as ovious as dog b---- It went into the exhaust pipe and all done under the guidance of a LAME who confirmed my inital test.

Found the source of my rpm drop-two exhaust valves leaking. Can't believe the engine idled so smoothly in that condition and so left the compression test for the last. Does anyone have cyl head torques for the Continental 0-200 engine and bolt tightening sequence. Also, what should the compression be by the book? Two other cyl. are 90 psi hand propping. Bought an overhaul video but they don't list any specs.

Ok Mick, all is forgiven [this thread is starting to go like a romantic novel] I just found service bulletin MSB94-8C which supersedes 8A and B, on the Teledyne site. It should be the latest.Thanks for alerting me to the 28 degree option which it lists. The pin I made out of high tensile steel and sits ok was a prototype. Future pins will be made as described. Saying the origonal pin was poorly designed was a casual analysis to promote discussion. MacGyver wrote a whole post showing it was light and strong enough as is. Ok, the c of a bit was ambigious. Legally I can fly the plane, but decided to ground it to check out all systems etc. in addition to the c of a inspection. Remember that on the c of a cerificate there are words to the effect that the plane may not be airworthy even though it has been examined by a qualified person. A big problem is failed rubber seals some of which may have been on the a/c since 1982. The varieze also can legally fly on smaller engines. The reduced power I get now would be more than the smallest engine, based on take off distance. I hope you can sleep well now Norm

Gee, Mick, your emotional state is getting in way of clear thinking. I don't mind endless debate, but it has to based true facts, or I don't debate.I have seen no service bulletin that allows me to use 28 degrees with designated cyls.The repacement pins I made were discussed and approved with Macgyver. I suggested a more solid pin and he indicated it required lapping in and tested for fit with blue engineers dye. Very good info. How can you conclude I 'am flying a plane without a certificate of airworthyness-no mention was ever made of that. It has been registered with the RAA with an "airworthy certificate". In fact I am still in contact with the inspecter in sorting out this and other minor problems you find and correct by just flying the a/c in the circuit area. I'll take back my irritating "piece of cake" comment and say that my continental engine has similar design as an old carby aspirated automobile. That's not saying it is built to the same standard. I'am flying in the ultralight catgory which means I am allowed to do all work on my a/c and possibly major modifications. In order to evaluate the a/c you also become a test pilot. Everything I do is well researched and applied to my highest possible standard. For your peace of mind, I will be consulting a LAME for ignition timing, the same as repairing more complex things in the past. If "my type" were more common, there would be less accidents. I've casually inspected other flying ultralights including from a flying school and have found faults that I would not fly with. One had cracks in the tail section running the whole height of the rudder, and the join to fuselage, and was flown unlic. Please, in future posts elsewhere, make sensible comments.

I have a feeling that is going to be a trick question with lots of debate. Here I go! As with all mechnical work I do my research. The Teledyne mandatory service bulletin I have lists the timing at 24 degrees for A and B 0-200 Continental engine. As with a car engine, this figure will not give accurate tuning if the points are not set correctly. Also, I read somewhere, that the timing light can give an inaccurate reading because of some fault in mounting the magnitos.The procedure is detailed in the bulletin and I havn't read it closely yet or performed the task, so I'am not even a semi-expert. However, if you have done it before, I welcome your input. Yes, your life can depend on doing it right. My risk is my inexperiece. A mechanic's risk is commercial pressure to do it fast and get to the next job for the boss.

:D Thanks Patrick. A bit concerned about "get it cracked soon" but I know you mean well.

You should be getting about 145kt IAS but that would be with the perfect a/c in perfect tune. I'll be happy when I get your performance. Your confidence in mechanics suggest a certain inexperience. If I do it myself, I know it's done right. If I use an unknown mechanic, I can only guess.

There must be a GA register on the internet. I think there are two at Jandakot.

Hi Patrick, I'am located in Perth. Upper right of each post lists posters admitted location.Tell us about your survey. Norm

Hi Mick, Thanks for your advice. The previous owner in the USA had intermittant problem of the rpm dropping from 2800. When I looked at the plane, no problem. Since it has been in Australia, 2400 rpm is the most I can get in cruise.[might have something to do with water going down a sink in opposite direction] Got a further number of tests to do. The Varieze is at Narrogin and will stay grounded till I go through the whole a/c in greater detail than requred to get the c of a. I heard of that lame at Jandakot, but he is far away. Thanks for the offer of the prop, but the engine ran well before with the one I have. Do you have a varieze at Serpentine? I live close to there. Norm

No loose ducting that I can see, WT. Wish I could see something wrong somewhere. Fixed a car once that was smoking badly. After doing up the rings and head, still smoked. It had a mechanical fuel pump under the rocker cover which had a broken seal and was sucking oil into the fuel. Replaced the pump, but engine was still blowing smoke. At this stage going semi-nutso. After some research, found out the automatic transmission had a pipe leading to the intrake manifold. The vacume helped shift the gears. There was a valve that prevented transmission fluid from being sucked up into the manifold. Repaced that and solved the smoke problem. This aircraft engine might go the same route.

At 185 pounds, the back seat of my varieze is snug-240 pounds would make a can of sardines look like wide open spaces. Losing weight to move the c of g back a bit and get fit. For those sitting on the edge of their seat, checked all fuel flows, vents etc and all ok. Will buy an aviation timing light and check timing. How can you check if the mags are giving full spark? Pulled out a plug and it was black and slightly sooty.

MacGyver, Thanks for the info, esp with the pins. This info is not readily available. The plane did not come with any notation of min or max pilot weights. The figures I gave were those finalized in the c of a inspection for lic. in Australia. A 132 lb pilot with full fuel was plaquared as min. pilot wt. and put the c of g close but not at the rear limit. Max. pilot weight is 220 lbs at 0 fuel and moves the c of g forward to the limit. These calculations are based on information contained in the 1977 handbook and so do not take into consideration "building variances" or updated information. However, I'll look at the newsletters you provided and see what that is all about. PS Are you still out there jhicks (origional poster sept.) or did you give up getting a reply?

My varieze with a 0-200 engine, two people on board, full fuel would be over weight. Empty A/c 628 lbs Full fuel 159 Pilot 187 Pax 187 Total 1161 Add extra weight of bigger engine My 1977 varieze handbook has gross wight 1050 lbs. Havn't done the calculations, but the plane could be out of c of g. So ad some more ballast in the front which increases the weight further. Anybody see anything wrong with the calculations?

"a single- seat crotch rocket that climbs like hell" Macgyver Guess it depends on your point of view.

What is the new max. take off and landing weight Bert recommends, MacGyver? How does flying with increased figures go when making an insurance claim? The Jabiru engine you are mentioning, is that the one made in Australia? That engine is plagued with valve problems. Two Jabiru engines in out club had to have valves done up three times in the last year.