Time To Grease The Rockers

I grease the rockers on my Warner 145 every 10 to 12 hours.  Started yesterday morning and got all the messy work done. Here is the procedure:

Raise tail of aircraft, makes it easier to work on the motor, especially those top cylinders.

Remove Aeromatic propeller.

Remove cowling and clean all grease and oil on the inside.

Remove all 7 front plugs, clean, inspect and gap while they are out.

Remove all 14 rocker covers, clean them and clean the REAL gaskets.

Clean excess old grease out of the rocker boxes.

Using the procedure shown below begin adjusting the valve tappets.  Grease the rockers on each cylinder as you go.  With the cylinder at TDC and the valves unloaded, the grease goes in easier.  I add grease until I see fresh grease coming out adjacent to the rocker arms.

Clean the engine.

Reinstall the rocker covers.

Install the front plugs with fresh gaskets and torque.

Install the cowl.

Install the propeller.

Check brake fluid.

Check air in tires and add if needed, usually just once a year.

The job takes anywhere from 4 to 6 hours.

Monosport 8989 Article by Al Stix

Albert Stix wrote an excellent article about the history and restoration of a Monosport 2, Kinner powered, now on displace at The Historic Aircraft Restoration Museum.

Article also linked in Resources for Monocoupe Restorers.

Monocoupe on Display at HARM

Monocoupes on display at The Historic Aircraft Restoration Museum (HARM), located at the Creve Couer airport in St. Louis, MO.

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Monocoupes on Display at WAAAM

The Western Antique Airplane and Automobile Museum (WAAAM) located in Hood River, Oregon owns four Monocoupes.  Three are on display and one is in storage for future restoration.

The three on display are:

N2064 a clipwing with a Warner 165 motor

NC11872 the only existing Monocoach powered by a 235 hp Wright R-760, here is an AOPA article about the Monocoach

NC6753 a Model 70 with a Velie motor

In storage and waiting restoration is:

NC18166 a Model 90A with a Warner 145

Golden Age Air Museum and NC6731

The Golden Age Air Museum, located in Bethel, PA, has Monocoupe NC6731 which is flown regularly in their weekend airshows.  This winter they have removed the wing for recover.

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Golden Age Air Museum Monocoupe NC6731

Some Notes About NX-211

Bob Coolbaugh wrote some comments about Charles Lindbergh's Monocoupe D-145 NS-211 SN D-125:

CAL’s D-145 was donated to the STL museum on condition that in be preserved in non-flying status, basically forever. CAL wrote the terms of the donation in a letter to the museum, stating that modifications to the aircraft made it unsafe for flight. He had flown roughly 400 hours in it, so he had a good basis for this opinion. 

The D-145 had a couple of control issues built into the design. The tailwheel was a vertical swivel post placed ahead of the rudder hinge line, making ground control challenging. Steering dynamics with rudder steering aft of the tailwheel swivel point are difficult. Add in the shortened triangulation with the main gear, making for more squirrelly steering and control. 

The main gear were not too different from bungee gear in the Models 90/110 except in the way the gear were sprung. The D used a one-off cantilevered shock piston system instead of bungees. As described, landings were more unpredictable because each gear leg would move differently on touchdown, especially challenging in a crosswind. This is as described as I’ve never spoken to a 1930’s D pilot. 

I have been briefed by Johnny McCulloch about his time flying Big Butch. He had a leaf spring tail wheel extending aft of the rudder hinge line. He had juice brakes. He also had unmatched skill as a Monocoupe pilot. Well, perhaps Woody Edmondson was better. Maybe Johnny Livingston. “Chainsaw” said it flew fine, was not unusually tricky to land. 

The main reason CAL wanted his D grounded, though, was because of his modified ailerons. He worked with the factory to create ailerons that drooped with flap extension. This turned out to be a headache for the guys, caused several long delivery delays and never really functioned effectively. It was a case of improving the airplane to the point of unsatisfactory performance. I believe that is the main reason he permanently grounded NR211.

Last Flight Before Winter Storm

Very nice weather on 1/30/24, temps in the mid 50's at wheels up and nice smooth air, clear as can be.  Got a flight in before the weather turns wintery again (see below).  Time once again to grease the rockers, and started on the project post flight.

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