C-85-8

[joelharris]

I have this 85-8 engine removed from a Luscombe, don't know why it was removed.
Been saving it in case I need it for the J-3 or the Taylorcraft but all this banter about projects makes me think I am never going to use this.
Anybody have any idea what I should ask for it?
Missing logs but is complete as removed from the Luscombe.
Stored inside in the California desert till I hauled it to my hanger 3 years ago.

Joel

[VictorBravo]

Re: C-85-8

This is NORMALLY a bunch of nice folks, but I have a feeling they are all going to be fighting each other in a bloody brawl to get in the front of the line for a genuine 85-8

If I had any extra money and a plausible lie to tell my wife, I'd be coming out to see you real fast.

Value depends on condition, hours, wear, etc obviously.

If it were mine I wouldn't take less than a couple of thousand, even with no logs, as long as the crankshaft is not bent.

IF it turns out that you truly know it to be a mid time engine and it runs well, I'd think it would be worth four or five thousand in this day and age.

I know there are STC's to put an O-200 or even an O-235 in a Luscombe with full electric. If that is the reason why a good running dash 8 was removed, you have a very valuable piece of metal on your hands.

The 85-8 with the new O-200 crankshaft STC on a light pre-war airplane like mine.... oooh my blood boils just thinking about it!!!!!

[joelharris]

Re: C-85-8

thanks for the feedback.
It might be worth taking this baby apart and looking closely at it.

Joel

[matsuthunder200]

Re: C-85-8

joel I was just wondering if you know or anyone else knows what you haft to do to get a motor leagle again if there is no logs? Do you haft to just have it tore down and checked out or do you haft to do a major overhaul? I passed up a 100hp for the lack of logs now i wish i had it.. Your C- 85-8 would make a great motor for the 0-200 conv, if it hast to be rebuilt. If it dosnt it would be worth more money. How much i would hate to say.

[crispy critter]

Re: C-85-8

To make it legal on a certified aircraft the engine must be instpected by an IA and I think he has the authority to say if it has to be a tear down inspection or not.I may be wrong but I think this is correct.

[lktiller]

Re: C-85-8

long & complicated enough that the cost may exceed the value.

Get agreement & instructions from local FAA, IA, & A&P before starting anything.
Make educated guess as to time since last OH (check the wear & tear), time in service (compare to one with logs) and declare those numbers to the IA. IA can start a new log with FAA permission.
No one except the factory can zero-time an engine.
You'll have more problems from the insurance company.

Complete teardown and inspection. Magnaflux all moving parts. Crank certified & yellow-tagged.

When all this is done, part out the engine, sell the re-certified parts. Put the money toward an engine with logs or use the parts to rebuild a certified engine.

[TimHicks]

Re: C-85-8

The A-65 that I have on My BC-12D had no logs when I bought it. The process to make it legal was surprisingly simple. The main thing we did was notarize an affadavit from the A&P that said some thing like, to the best of his knowledge the engine had so many hours since new and so many hours since overhaul (in my case he had just overhauled it so it was 0 since major).

I believe the affadavit is in the new log book. The engine does have a dataplate.

I had contacted the FAA to find out what the procedure was. They sent me some copies of regs showing the procedure. We did the paperwork. No problems. Negligible cost. Even the A&P was surprised. He was thinking that the engine would sell only to an experiemental builder.

That was about 10 years ago. I've never had a mention of it since.