Continental 0-200

Continental 0-200

<HTML>I bought a C-150 this past June with an engine that now has less than 400 hours on it.  I ran into a problem right before the annual where during the engine run-up, the right mag would drop around 2-300 rpm.  The annual revealed that there was too much oil in the cylinders.  One was re-done recently, so I pulled the other three and had them re-hoaned and new rings installed, because my mechanic said the cylinders were never broken in properly.

Well, this past Saturday, I flew it for about 5 hours at 25-2600 RPM as instructed running mineral oil in the case.  All went well, but I noticed the breather spits a little oil every time after shutting down.  Is this normal?  Or is it normal until it is fully broken in?  I noticed it before the annual too, but I think it was more constant, even during flight because before the new rings were installed, I was getting a little oil on the belly.  Now, there is nothing on the belly; just a bit on the ground after shut down (maybe 8-10 drops).  The oil level is reading 5.5 quarts.

Ed Rudhman</HTML>

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Re: Continental 0-200

<HTML>Ed,
I suspect that this is normal,and once the rings are broken in,it should subside somewhat.The honing process must be done properly however,or seating(ring) may take some time.
I had the same thing on my 0-200A,and had to replace one cylinder shortly after its rescue,the other three have had good compression,and caused no problems.Im about 40 hours over TBO,and plan to have a Major OHC done this winter.
In the mean time,I had an M-20 Air/Oil seperator installed,and the only thing coming out the breather now is condensation which is normal.
Id fly the mineral oil for the recommended time,and then switch to your normal oil,check compressions often.Also,IF you have the spin on oil filter modification,be sure to cut it open whan changing the oil,and if you just have the screen,pay close attention to what you find in it.


Tailwinds</HTML>

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Re: Continental 0-200

<HTML>Our C150H has a Cessna oil seperator on it.  If we fill to 6 qrts, it will blow out a considerable amount (onto the belly of the plane).  When it gets to 5 qrts, it almost stops.  It also doesn't seem to use much if any oil once at 5 (we seem to loose the 6th qrt quickly)

So, we typically leave it at 5 (4 being the minimum amout to fly with)</HTML>

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Re: Continental 0-200

<HTML>What you describe is normal condensate.  One of the reasons the O-200 crankcase breather tube drops condensate a bit more than many other engines is the fitting at the crankcase above cylinder #3.  That simple elbow fitting is directly inline with the crankshaft throw and considerable oil is "slung" off the crank at that elbow.  Additonally, oil draining from the top of the case runs down the side and enters the elbow.  From there it's a path aft inside the tube until it drains onto the ground.
  An altered fitting is available from TCM which protrudes slightly into the case and avoids a lot of this oil that drains down the inside of the case, as well as avoiding more of the oil-sling.  It's not difficult to silver-solder a short extension inside the fitting to achieve the same thing.   (Careful to not make it so long it contacts the crank!)  Contact your TCM supplier or have your mechanic do it if you want to simply buy the modified fitting.  It's an easy install.
  Meanwhile, some operators have simply put an upward bend into the vent tube where it travels aft over the #3 and #1 cylinders.  This will make it an up-hill journey for the oil, which tends to drain back into the engine, while allowing the air-pressure in the crankcase to continue to escape.</HTML>

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Re: Continental 0-200

<HTML>Great information, thank you.  I have a spin-on oil filter which was added during the last overhaul a few years ago.  The filter has been clean inside, so far, so good!

Ed</HTML>

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Re: Continental 0-200

<HTML>Great info, thank you!</HTML>

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Re: Continental 0-200

<HTML>This is great!  You sound like a wealth of knowledge on the O-200.  I was sure to print your message so that I can refer back to it later.

Thanks again, Ed</HTML>

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Re: Continental 0-200

The extended elbo is the same fix cessna did for the 150 aerobat. if you do not want to have one made... one can be purchased from the parts book for the aerobat.

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Re: Continental 0-200

Re Continental 0200
Any suggestions on a sticky exhaust valve additives available. Icurrently use avlube with ShellSAE 80 People tell me to use a little Rislone oil additive but I am afraid to use something different that may not be recommended by manufacturer  Thanx Norm

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Re: Continental 0-200

Hi all,
I have a 0-200 Continental with 200 hrs SMOH. When I bought the plane 40 flying hrs ago it used one quart oil  first 17 hrs, now it uses about 1 quart every 3 hrs. No 3 cyl bottom plug  fouls up in 10 min flying and is very wet with oil. Had a weak compression spring which I replaced, but no improvement. Visually rings look ok and valve guides are within tolerence. Compression is 79 over 80. The other cyls have same compression with nice dry tanned colored plugs. Can the oil ring deteriorate so badly in 30 hrs flying? My experience many years working on cars says no. But air cooled engines behave a lot differently. Use 50 weight Shell aero oil. Any info greatly appreciated

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Re: Continental 0-200

Try a different grade of oil.....maybe A/S 15-50 and see if that helps.  Are you sure the plug is working correctly.  Why not swap it with another and see if the problem follows.  Other suggestion is to check the ignition wires to that plug and all associated ignition system.

Tom
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Re: Continental 0-200

Serviced mags, swapped them over, replaced all leads ( which was required anyways) and still fouling same plug with mounds of carbon on piston. Getting new rings even though these are only 200 hrs old. If that doen't work, it will be the biggest engine mystery I've ever had as I fork out for a new pot.

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Re: Continental 0-200

Bummer

Tom
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Re: Continental 0-200

The new rings did the job. The old rings looked weird. One piston groove had two rings in it and the oil ring had no expander.

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Re: Continental 0-200

Makes you wonder how the other pistons were ringed....

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Re: Continental 0-200

They were probably installed by an " expert " that knew this is old

techology & "he" could make it "better".

Of course there would be no log entry because "he" is not an A & P but

"he" really KNOWS more than FAA, TCM, A & P's , etc.

Let's be glad it was found before someone was hurt.

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Re: Continental 0-200

I just bought one myself.  1970 cessna 150.  I have the same issue.  I believe its coming down the breather.  It seems like it happens during shutdown.  I will have to take the cowling off to make sure.  With that, I think I am putting a quart in every 5 hours.  I was told to keep 5 quarts in, because if you put 6 it will blow the first quart quickly.  Do you recommend changing the oil at 25 hours or continue to 50?

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