O-300 questions

O-300 questions

I recenty bought a 1965 F model Skyhawk with the O-300 Continental. Although it's been running flawlessly, I'm hearing owners of other Continentals, both O-200 and O-300's saying they run a few ounces of Marvel Mystery oil in their fuel. Do any of you guys do this? What's the benefit? Also, I've been running 40 wt Aeroshell summer and 30 wt Aeroshell winter per the owner's manual with Avblend additive. Any pros/con with multi-grades? Finally, does anyone know of a winterization kit for this plane to help get the oil temp up?
Thanks everyone.

Mike Sprow
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Re: O-300 questions

I have a 0-300D in my '67 C172 H.  It has been said that our 0-300 engines tend to stick valves.  It has been said that MMO added to the fuel helps in preventing sticky valves.  I stuck one on the ground once ( long taxi after arriving at Sun and Fun) and after doing the rope trick to unstick it, I added MMO to the engine oil and fuel.  Have not had any trouble since. (100 hrs)
I add some to each tank of fuel.  Can not say if it works but I feel better doing it, none stuck yet.  Some owners have their valve guides reamed every year or so which would surly cure the problem (carbon build up).
I haven't yet, but will one of these days.  Most say   leaning the engine at all times other than full power, will also help.  My 2 cents..Hope you enjoy your airplane.

Brod Veillon
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Re: O-300 questions

Thanks, Brod- I'm gonna give it a try, can't hurt.
Mike

Mike Sprow
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Re: O-300 questions

Hey Mike,

I bought a 64 172E with the conny.  The previous owner was putting Marvel in the fuel and I keep doing that as well and don't seem to have any problems.  Another thing that I do is lean the fuel all the time, on the ground, in the air, after takeoff when I get to a safe altitude, pull the power back a little and lean it.  I try and use small and easy throttle changes and lean after every change.  My last trip, I climbed from sea level to 7500, then decended into an airport at 3000 feet, total flight 1.5 hours, running the engine at 2350 to 2400 rpms, and got 7.5 gph fuel burn, 100 mph indicated with a cruise climb prop.  As for the oil, I am using multi grade phillips X/C 20/50, with the gauge indicating about 150-175 in cruise, up to 200 when I am working her over pretty good.  I am seriously considering running mogas in my plane, I am STC'd for it and fly all the time, at least 4 times a month so having the fuel sit isn't a problem.  From what I have read, this can be a safe and cost effective method for some pilots who fit the bill,   My 1 1/2 cents

Randy Reinhofer
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Re: O-300 questions

When 80/87 fuel became hard to find, I had to use 100LL with my 0-300-D. 100LL contains a whopping 4 times the lead of 80/87 octane! That's when the trouble began. Lead fouled spark plugs and a stuck valve.

Then, Alcor TCP was recomened to me and I have never had a problem since. Spark plugs are nice and clean at annual. The TCP is a lead scavanger that helps to blow out the lead during the exhaust stroke. And, it is FAA approved. Can't live without it.

Rich Schneider
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Re: O-300 questions

Thanks all for the good replies. No doubt the Cnnie is underappreciated. I'm one who was sceptical and have been converted.
     Randy, let me know how your Mogas plan works out. I'd like to run it, but the answers I get are anywhere from "don't" to "mix it 50-50." Thanks.
     Rich, how does the TCP stack up price-wise against MMO?
Thanks so much for your replies, guys- safe flying to you all.
     

Mike Sprow
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Re: O-300 questions

"Rich, how does the TCP stack up price-wise against MMO?"

Mike, one quart of Alcor TCP from Chief Aircraft is $22.50. The catch is the hazardous materials charge of $20.00 plus shipping.

One quart will treat 300 gallons of 100LL. That's about 35 hours in a C172 at 8.5 GPH and .08 cents per gallon. I pay about $25.00 including tax from a local FBO. If you can drive to a close by FBO or aircraft parts store, you can save a lot of $.

Two drawbacks. It's not recomended to carry the container aboard your aircraft. It is highly flamable and vapors are explosive if ignited. As I recall, there was an explosion of a C172 when a can of the stuff leaked into the cabin. Unable to carry on board is a bit of a problem if you fly XC and need to fuel-up away from home base.

The other issue is, TCP is something you only want to handle with proper eye protection and protective gloves. You can view these warnings and precautions in the MSDS on their web site.

For me it has been worth every penny as long as the MSDS is followed.

Rich






Rich Schneider
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Re: O-300 questions

I own a C-172G with the O-300D using 100LL all the time.  Never had any issues with stuck valve or spark plugs.  Based on my experience of over 700 hours of operation with an O-300D in less than 2 years, I would suggest the following:

Lean on the ground as soon as your get the engine running and as soon as you land.  I typically lean to an EGT of 1000 or so.  In other words, do not be scared to touch the red knob.

I also use AV-BLEND.  I only use one can for this O-300D.  I think two cans make the oil too thin in my personal opinion.  Oil used is Phillips X/C 20W50.  I do not use MMO.

Do not baby the engine.  I fly at 2500 - 2550 rpm.  The engine is designed to operate efficiently at this RPM.  Too low of a RPM with RICH mixture settings is the worst thing you can do.  Some where around 35 -50 degrees of peak (RICH) is the worst for your cylinders.  25F ROP is okay; however, be careful and stay on top of EGT, in others, words keep your eye on it.  If you fly around 100 ROP, you will be fine.

I get 7GPH at 7,000 feet @ 2550 RPM = 110 knots.  I have the K&N air filter. 

Lean the engine.  You can lean at any altitude.  Realize, you cannot lean above 75% power.  So do not fly around at 2000 MSL full mixture rich with a 2400 power setting.  If you are going to do this as in fly low with full rich mixture, at least bring the RPM up to 2500 - 2550.  If you are for whatever reasons flying low with less than 2500 RPM, which will be less than 75% power, then LEAN the engine. 

If you disagree, call any big overhaul / repair shop and/or Engine manufacturer asking which engine method is worst to operate ... an engine that is pampered (baby) and never hardly leaned or one that is ran that is leaned during ground operations and ran at 2500-2550 and leaned at 75% power when and as much as applicable.

This is my 5 cents worth.

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Re: O-300 questions

I forgot to mention, if you are curious about oil consumption, I burn 1 quart every 10 hours.

If you have any questions, please ask away.  I am not claiming to being an expert; however, I did have my share of what the !@#%$ is going on with this engine before taming it.

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Re: O-300 questions

Hy Wife's 172A has gone past TBO on the 0-300C engine. What hoops have to be jumped through to install an 0-300D engine?

Mike

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Re: O-300 questions

Mike,
you said your wife has a 172A. according to the TCD's the 172A used the o-300C & D so all you have is a log book entry and update the equipment list.

Louis

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Re: O-300 questions

I have qwned 4 different airplanes with 0-300 engines and I always leanwhen I am flying. My problem is I have never been able to get a peak on my EGT gage. I can only peak to rough run and then back off without ever seeing a peak. Does anyone have any idea as to what is happening?

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Re: O-300 questions

Hello,
           I have a 1959 cessna 172 with the 0-300, my oil pressure runs low, I connected a oil pressure guage with numerical readouts and it reads 30lbs. on idle and 35lbs. with increased RPM, which shows on the low side, the spring in the plunger shows some wear, I ordered a replacement spring and the one I was told to order came in 1 inch shorter than the original one, would anyone have the correct part # for the correct spring for this engine? would really appreciate anyone who could give me the correct # for this part, Thank You.  Normie

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Re: O-300 questions

My book shows that part number to be 637083. You may want to inspect the plunger that the spring is housed in for a good seal.

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Re: O-300 questions

I just purchased a 172B with a o-300 D1D. fresh annual and the motor has 450 hrs on it. My question is, Do all the O-300 engines have a vibration in them above idle to around 2400 rpm ?
It just feels rough to me, maybe I just need to get used to it/

Please send comments

Thanks

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Re: O-300 questions

Is an oil burn of 1 Quart every 3.5 hours excessive with O-300 in 1966 C-172.   Is the A/C in need of Top OH .. Engine has 625 SMOH and 4221 TTAF.  Thanks..

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Re: O-300 questions

I flew a 1966 G MDL last week and the A/C had a definite vibration below 2500 RPM.  No.# 5 cyc. is very weak and may be the culprit.  Don't know if weak cyl. is cause of vibration...or not.  Dean.

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Re: O-300 questions

Normand Dupuis Wrote:
-------------------------------------------------------
> Hello,
>            I have a 1959 cessna 172 with the
> 0-300, my oil pressure runs low, I connected a oil
> pressure guage with numerical readouts and it
> reads 30lbs. on idle and 35lbs. with increased
> RPM, which shows on the low side, the spring in
> the plunger shows some wear, I ordered a
> replacement spring and the one I was told to order
> came in 1 inch shorter than the original one,
> would anyone have the correct part # for the
> correct spring for this engine? would really
> appreciate anyone who could give me the correct #
> for this part, Thank You.  Normie

That part number 637083 is the same one I ordered a few years ago.  When I first bought my bird I didn't feel right about the oil pressure.  I ordered another spring & plunger (my old plunger was worn pretty good).  The plunger seat was in good shape.  When I received the spring I noticed it was much shorter than what was in the plane.  The wire diameter of the new spring was .041 and the old was .038.  The new spring is shorter but stiffer.  After I installed the new spring & plunger oil pressure went back to normal.  Make sure the plunger seat is clean and in good shape.

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Re: O-300 questions

How much MMO are you adding to the fuel and do you add it to each fueling?

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Re: O-300 questions

I am a firm beliver in MMO. I use 4 ounces per 10 gal and I use auto fuel about 80% of the time. used to use Alcor tcp now lead free auto fuel or 100 low lead with MMO works for me.

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Re: O-300 questions

I have a 0-300 eng with a little over 250 hrs on o=haul and I kept blowing oil from 8 qts down to 5 1/2 qts.  now it goes down to 4 1/2 qts in 1 1/2 hrs of operation.  How low is to low and what do I need to do?  just fly some more and see what happens or where it stops or do I need a new top o=haul?

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Re: O-300 questions

I finally got in to the forum. I have a '66 172G with O300D 80SMO with new ECI steel cylinders, runs great, burns aprox. 1qt oil in 12 hrs. I fly it at 2300-2350 in cruise & lean it just to the point of roughness then back off ajust enough to restore smoothness. I use Phillips XC20W50. Question 1. Several (not all) intake valves are building up a fair ammount of black carbon on the induction side. #3 is 70/80 due to intake leakage. Can see the carbon buildup with intake valve open thuough the top sparkplug hole--Why all this corbon? Question 2. Oil anlysis indicates 50PPM iron with 16 hrs on last sample. Does this engine have squit holes on the rod caps? If so, is it possible to install the con rods incorrectly?

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Re: O-300 questions

Hi Guys...I have a 172E, 900 hours since major, and recently installed two jugs due to exhaust valve guide wear..(indicated by a hard miss if the engine hadn't run for 2-3 weeks)...the lower plugs were oil-fouled on both cylinders.  I've started using TCP with 100LL and so far no problems.  I do run one can of AVBlend with Aeroshell 15-50.  I was interested in the question about a vibration.  Mine developed a weird vibration when throttling back from cruise to 1500 or so...seemed to peak at 1800.  Two A&Ps thought I was crazy....one suggested that the engine needed a rebuild.  I finally insisted on a dynamic prop balance test and we found that the composite spinner was WAY out...and it happened literally over a one week period.  I don't know how...it was weird.  So I had the prop majored and put on a new aluminum spinner and she's a new airplane!  You gotta love the sound of the o-300!!

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Re: O-300 questions

Hi Guys, I purchased a 1964 172 a couple of yrs. ago that had less than 150 hrs since engine overhaul. The overhaul was done in 1992 and had been stored twice since then, one time for about 7 yrs and the next for about 5 yrs. It has excellent compression and runs good seemingly with good power. The only problem is that during these hot Florida days the temperature gauge gets up to 225 degrees after roughly 25-30 minutes of flying. I understand that there is a service letter that raises the allowable temp to 240 using 50wt oil. Does anyone know where to find this service letter?

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