O-300 questions

Re: O-300 questions

Mike Sprow Wrote:
-------------------------------------------------------
> 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 _ I have used Marvel Mystery Oil for years and am a firm believer. I use it primarily as a preventive measure to prevent or minimize the occurence of stuck valves in my 0-200 powered Cessna 150 and my 0-300 powered 172. I have had no problems with this issue since starting use of Marvel Mystery Oil.  Terry Brant

Guest
Guest
useravatar
Offline
Posts
User info in posts
Only registered users or members can reply or post

Re: O-300 questions

You will find the allowable limits for oil temperature when using 50wt oil in the Type Certificate Data Sheet for the O-300.  Available on www.faa.gov

I am unaware of a service bulletin discussing oil temps, but it might exist. 

My '65 172 will run near redline (gauge is 225 degrees) on a hot day.

Good Luck!

Guest
Guest
useravatar
Offline
Posts
User info in posts
Only registered users or members can reply or post

Re: O-300 questions

I keep hearing rumors about a supposed SB for Continental engines in C172s that allows a change to a 245º oil temp gauge from a 225º unit.  Is this SB just some kind of aviation urban myth, or does someone actually have proof of the existence of such a bulletin?

Any further info would be appreciated.

Thanks,

Denny

Guest
Guest
useravatar
Offline
Posts
User info in posts
Only registered users or members can reply or post

Re: O-300 questions

Tom McFadden

Do you remember writing the way below.  You threw me for a big loop.  One sentence you said one thing and the next seems to contradict it.   You seemed to have some good experience and I would like to learn from it. I have my personal 1956 172 with an O-300-A and it seemed to run rough when pulling it back after T.O. and I am guily of papmering engines and am now working on taking that out of my habits. Well I mean when setting RPM not from stopping myself from engines warming up and cooling down and leaning on ground and smooth increase and decrease and shock cooling and running rich for cooling on T.O. and climb.

But can you re read and think out your writing below.  i would like to learn from what you said.

I am now in the process of working on my engine which I have only had this airplane 20 hours. I am changing the engine mounts, the intake gaskets and tubes, disassembled and checked the carb and one piece venturi, the fuel lines and screens, the propeller balance, tracking, blade to blade angle, and am replacing all the valve springs with new and checkng the valve guides are not sticky and going to ream the ones that are.  I have already replaced the plug wires and plugs and checked the mags and compressions after running are good.  It just seemed to run rougher pulled back to 2250 to 2300 then at higher power settings and I thought it must be a prop problem or and that it would have been not so rough pulled back.  I am now going to run it a little harder because 2500 in alot less than what it is capable and rated at .......... right?   Is still though it should be smoother though when I pulled it back.  But I am a turbine pilot using it to get back and forth to work at night.  Maybe I am feeling more turbulence than I expected out of a O-300.  I thought it should have run as smooth as a O-470 or O-520 or O-550 that I fly once in a while.
______________________________________
Re: RE: O-300 questions
From Tom McFadden

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.
----------------------------------------------------------------
My public view calendar at http://www.calendar.yahoo.com/pilot_mike.robinson

Mike Robinson 912-547-5477

8353 TT 3174 Turb pic 7305 Multi ATP with A&P and IA


PIC Typed via United on Boeing 737 -300 & -500

and via NW Airlink on Challenger 850 : CRJ -200 & -900

Operated Baron 743 hours, also King Air 200 & 90, Aztec, Navajo, C-414, C-441 and C-310

ATP 8353TT, 6630 Jet, 3174 PIC Jet Captain, PIC 4873, 7305 Multi,704 SEL
A&P I.A. Licensed Maintenance Technician with (Inspection Authorization)
27yrs Experience on all types of maintenance, sheetmetal, piston engine & jet.
Available for day work as pilot and can commute to your aircraft on free airline passes.

Commute from:
Jacksonville International Airport ( JAX )
Brunswick - Glynco Jetport Airport ( BQK )

Have 5000 sq ft Hangar 23 miles northwest of Jacksonville on paved lighted county airport - Davis Field 3J6 where I can store cheaply, maintain and operate your aircraft to pick you up at location of your choosing.

From my hangar on Davis Field identifier 3J6 by air in either my aircraft or yours I am 15 minutes away from JAX, Craig CRG, Cecil VQQ, Fernandina Beach/Amelia Island 55J, Herlong HEG, Brunswick BQK, Saint Simons SSI, Jekyll Island 09J or Waycross AYS

Guest
Guest
useravatar
Offline
Posts
User info in posts
Only registered users or members can reply or post

Re: O-300 questions

Dennis

I understand that Electronics International has a STC'd primary replacement oil temp/pressure gauge for the 172.  I plan to change mine whenever the old one gives up.  I'm sure there are others out there as well.  I don't work for EI, and am not endorsing their product.  I haven't heard of a SB for the oil temp gauge, but it might be out there.

Josh

Guest
Guest
useravatar
Offline
Posts
User info in posts
Only registered users or members can reply or post

Re: O-300 questions

o300 left mag fires bottom and right mag top  plugs. Recent annual found moderate/heavy deposits on bottom plugs,,approx 85 hrs.cause/concern  john

Guest
Guest
useravatar
Offline
Posts
User info in posts
Only registered users or members can reply or post

Re: O-300 questions

Where can I buy cylinders for Continental O-300-D? tks

Guest
Guest
useravatar
Offline
Posts
User info in posts
Only registered users or members can reply or post

Re: O-300 questions

I am a new pilot and cessna 172e owner.  Being a newbee in both areas of flying what advice would you give me as far as taking good care of my aircraft engine?  3700TTAF and 500SMOH. There is an AP mechanic who lives on the airstrip where I keep the plane.  He is also a pilot.  Thinking of asking him to take my plane up and give me some of his insights.

Guest
Guest
useravatar
Offline
Posts
User info in posts
Only registered users or members can reply or post

Re: O-300 questions

com

Guest
Guest
useravatar
Offline
Posts
User info in posts
Only registered users or members can reply or post

Re: O-300 questions

Hello all, I own a 1963 cessna 172. my mechanic accidentally broke oil temperature  tube which runs to the gauge in the the instrument panel. Please advise from where I can buy the same type of oil temperature guage or if there is some technical bulletin which allows replacement of mechanical type of oil temp guage with electrical guage.

thanks,

Azhar

Guest
Guest
useravatar
Offline
Posts
User info in posts
Only registered users or members can reply or post

Re: O-300 questions

I know Electronics International has an electronic oil temp/pressure gauge that is STC'd as a primary replacement.  I have their volt/amp gauge and it is excellent - I plan to change my temp/pressure gauge to the electronic one when the old one dies. 

I would try air parts of lockhaven for a rebuild - they specialize in old instruments and senders. 

Good luck

Josh

Guest
Guest
useravatar
Offline
Posts
User info in posts
Only registered users or members can reply or post

Re: O-300 questions

where is the best place to buy a nice crankshaft for a 0-300c or d and case?..and 0-300 pARTS FOR OVERHAULS..

Guest
Guest
useravatar
Offline
Posts
User info in posts
Only registered users or members can reply or post

Re: O-300 questions

I have a 1963 172D with O-300 Continental... Maybe 150 hours on full top cylinder replacements... This spring I cannot get full RPM and she had a slight occasional miss at 1000 RPM...  I had the spark plugs cleaned and gapped, replaced two for defects...  Improved RPM a little but on take-off roll I am only getting 2,200... Still have the slight occasional miss at 1,000 RPM...  What is the gap range???  The exhausts both look identical in color...  Ideas???  Patrick

Guest
Guest
useravatar
Offline
Posts
User info in posts
Only registered users or members can reply or post

Re: O-300 questions

Can you do go to skyhaven airport in Northeast PA, do a trimmed down pre-buy inspection on a 1962 C-172M, O-300. It has 2900TT, 900SMOH, 10 since new ECI cylinders.  Destination would be KTKI-Collin County Regional in Mckinney, TX.  I would need it done approx. April 15-may5, if so, how much?  This e-mail address is being protected from spambots. You need JavaScript enabled to view it

Guest
Guest
useravatar
Offline
Posts
User info in posts
Only registered users or members can reply or post

Re: O-300 questions

Patrick
Failure to achieve rated power is a grounding issue - I'd get this checked out before flight.  First thing I'd check is the tach - beg or borrow an optical tach checker from your mechanic - especially after sitting for a while the things can read a couple hundred rpm off.  Second, if you lean out the engine, does RPM increase dramatically, if so look at your fuel system.  Third, have the mags been serviced in the last 500 hours, or are they affected by the Slick service bulletin - setting the internal timing dramatically improves the spark and only takes a few shop hours.  Fourth, check the ignition timing - also check the ignition leads with a high-tension lead tester.  If all else fails, might be a stuck valve or weak cylinder.  These are all relatively inexpensive items that might keep you out of a bean field.

Guest
Guest
useravatar
Offline
Posts
User info in posts
Only registered users or members can reply or post

Re: O-300 questions

How do you lean the engine at 75% power?

mike11003
useravatar
Offline
34 Posts
User info in posts
Only registered users or members can reply or post

Re: O-300 questions

I have a 172 D with O-300 D Engine. What is 75% power? I have asked a couple of people and they could not tell me for sure.

mike11003
useravatar
Offline
34 Posts
User info in posts
Only registered users or members can reply or post

Re: O-300 questions

mike11003 Wrote:
-------------------------------------------------------
> Does anyone make an electronic ignition system for an O300D

Guest
Guest
useravatar
Offline
Posts
User info in posts
Only registered users or members can reply or post

Re: O-300 questions

Does anyone make an electronic ignition system for a 0300D

Guest
Guest
useravatar
Offline
Posts
User info in posts
Only registered users or members can reply or post

Re: O-300 questions

I am sorry this is not about the 300.  I am needing some input about someone's flying.  They fly a c 182 for skydivers and the descent goes as follows:
throttle  1500 rpm
mp     22
90 deg bank
full right rudder
full right rudder trim
spiral from 10000 to 2500 pulling 2 to 2.5g 
I told him I had concerns about this and now I no longer am flying for him. 
There is also noticeable fatigue on top of the wing on one of the spars with a couple of rivets popping out.
any input or thoughts would be appreciated.

Guest
Guest
useravatar
Offline
Posts
User info in posts
Only registered users or members can reply or post

Re: O-300 questions

The Owners Manual ( not really a POH) has charts with this info.

75% varies with AlT & Temp.

Guest
Guest
useravatar
Offline
Posts
User info in posts
Only registered users or members can reply or post

Re: O-300 questions

David Wrote:
-------------------------------------------------------
> mike11003 Wrote:
> --------------------------------------------------
> -----
> > Does anyone make an electronic ignition system
> for an O300D


I've never heard of a Certified one.

Slick  has LASAR but I think it was for Lycoming 172's.

Guest
Guest
useravatar
Offline
Posts
User info in posts
Only registered users or members can reply or post

Re: O-300 questions

randall Wrote:
-------------------------------------------------------
> I am sorry this is not about the 300.  I am
> needing some input about someone's flying.  They
> fly a c 182 for skydivers and the descent goes as
> follows:
> throttle  1500 rpm
> mp     22
> 90 deg bank
> full right rudder
> full right rudder trim
> spiral from 10000 to 2500 pulling 2 to 2.5g 
> I told him I had concerns about this and now I no
> longer am flying for him. 
> There is also noticeable fatigue on top of the
> wing on one of the spars with a couple of rivets
> popping out.
> any input or thoughts would be appreciated.


I'm familiar with this technique & there are SOME merits.

HOWEVER; if rivets are popping then someone is doing something wrong.

No $$$ is made on the trip DOWN so getting the "elevator" there quickly is

important.

Carrying power & bank is to avoid over-cooling the engine.

If it is only 2g's there should be no problem from this.

90 degrees is considered AEROBATIC though.


You may have made the right decision.

BTW- The way "Jump Pilots" are initiated might involve a key.

Guest
Guest
useravatar
Offline
Posts
User info in posts
Only registered users or members can reply or post

Board Info

Board Stats:
 
Total Topics:
6026
Total Polls:
1
Total Posts:
16345
Dormant:
User Info:
 
Total Users:
2397
Newest User:
hferic
Members Online:
0
Guests Online:
1694

Online: 
There are no members online

Forum Legend:

 Topic
 New
 Locked
 Sticky
 Active
 New/Active
 New/Locked
 New Sticky
 Locked/Active
 Active/Sticky
 Sticky/Locked
 Sticky/Active/Locked

ankara escort ankara rus escort ankara escort bayan ankara bayan partner ankara escort kizlar escort ankara ankara escort ankara eskort ankara escort bayan ankara bayan partner ankara escort kizlar escort ankara