Continental 0-200 past TBO?

Continental 0-200 past TBO?

Hi Guys, I am looking at a  1966 Cessna 150F with a Contintal 0-200 motor.  The price is right in my ballpark, and it is located nearby.  The concern I have is over the motor.  See specs below.

TT 2255.75   /    TSTOH  296.25  (top overhaul)

Engine: O-200-A 

TSTOH  296.25 
Compressions:  72/80, 72/80, 75/80, 75/80
Brackett air filter
Auto fuel STC
Does NOT burn oil.
Strong Oil Pressure

As you can see it has been only 296 hours since the last top end, but it looks to be 400 hours over the last major.  He says the engine runs strong, and he does not feel it to be a problem.  Thoughts?

Andrew

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

Re: Continental 0-200 past TBO?

I just helped sell a 66  150F and have two more I maintain on the field.
people always talk about the hours for TBO their is also a year limit also but non of that matters for part 91 operations. most aircraft are 1800 hours or 12 years. for part 91 it is on condition. as long as you are not getting any metal and good compressions you can legaly keep operating. I would take a aircraft that had 5 years on the engine and 3000 smoh before I would trust a 300 hr and 30 year since overhaul. its what you cant see in the engine like the cam and crank. rust and corossion is what you need to worry about.
also TBO is a time limit by the manufacturer. basically they say if you tear down the engine at TBO under normal wear and tare, that you should be able to reuse most of the parts cam,crank,case,and etc.
anything over TBO theirs no telling how long the parts will stay within tolerances for overhaul.
if your going to buy this plane just add $10K to the asking price and if its higher than a 150 is worth dont take the chance cause at some point you are either going to have to overhaul the engine or sell the plane and take a bigger loss.
not sure if this helps.. we had a 172 trainer that had over 3000 hrs smoh. it was still running great when I left the company. but it had less than 10 years on the engine also.

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

Re: Continental 0-200 past TBO?

Lou Wrote:
-------------------------------------------------------
> I just helped sell a 66  150F and have two more I
> maintain on the field.
> people always talk about the hours for TBO their
> is also a year limit also but non of that matters
> for part 91 operations. most aircraft are 1800
> hours or 12 years. for part 91 it is on condition.
> as long as you are not getting any metal and good
> compressions you can legaly keep operating. I
> would take a aircraft that had 5 years on the
> engine and 3000 smoh before I would trust a 300 hr
> and 30 year since overhaul. its what you cant see
> in the engine like the cam and crank. rust and
> corossion is what you need to worry about.
> also TBO is a time limit by the manufacturer.
> basically they say if you tear down the engine at
> TBO under normal wear and tare, that you should be
> able to reuse most of the parts cam,crank,case,and
> etc.
> anything over TBO theirs no telling how long the
> parts will stay within tolerances for overhaul.
> if your going to buy this plane just add $10K to
> the asking price and if its higher than a 150 is
> worth dont take the chance cause at some point you
> are either going to have to overhaul the engine or
> sell the plane and take a bigger loss.
> not sure if this helps.. we had a 172 trainer that
> had over 3000 hrs smoh. it was still running great
> when I left the company. but it had less than 10
> years on the engine also.

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

Re: Continental 0-200 past TBO?

my engine in my 150 is a 1959. It had 2600 hrs on it and just came out of an annual inspection and compressions were all around 77 ( abnout 800 stoh). I wanted to do some rewiring and radio upgrades so I took the wings off and brought her home. The high time engine made me nevious but never had a bit of problem with it. I decided to tear the engine down for my own peace of mind. This is what I found. Crank miced out with in specs as did the cam. cylinders were also with in specs but the caps on the pins were wore and pistons need replaced. rod were also in great shape. All the gears look awsome. oil pump housing has scratches and nothing serious ,so it gets rebuilt anyway. The center cam journal has starting to show sighs of the stress over the last few thousand hours so Divco brought my block back to factory tollorances. All steel parts passed magnaflux inspections for cracks and lifters look like new.. I have seen engines with less time on them that were just wore out all the way around.  When in doubt year it down and put it back together then you will know for sure what you have.

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

Re: Continental 0-200 past TBO?

is stuck. I am thinking it might have O rings etc inside. any photographs or diagrams online i could view?

tia

Philip

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

Re: Continental 0-200 past TBO?

Andrew,
I bought a 1967 Cessna 150G last year with the intention of overhauling the engine even though it only had 1440 hours since overhaul on it. The last overhaul shown in the log books was 27 years ago. The engine ran strong with good compressions.

When I tore it down, the crank had to be ground undersize, the cam and cam gear both had to be replaced and the accessory case housing was reamed and rebushed for the oil pump impeller. I installed four new cylinder assemblies.

The point is you never know what is inside unless you look. The bottom end on the O-200 is fairly bulletproof and may go well past TBO or it may not make TBO, depending on the internal parts. I personally feel that the time in years since overhaul is more indicitave of wear than time running in the air.

By all means have the plane inspected by a reputable IA before you buy it. I failed to do so and this year's annual was over $7,000.00 to fix items that had not been maintained in years.

Good luck with the plane.
Reece

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

Re: Continental 0-200 past TBO?

I am looking at purchasing a 1976 150M with 0-200. Here are the advertised specs. I do not know the age of the engine.

Air Frame TT5340, Engine 1734 SMOH, 290 STOH with new cylinders, rings, pins, etc. Oil analysis is well within normal limits. High compression ratios, All AD's, complete and Detailed Logbooks.

I talked to a local AP and he said he would charge 16k for a major. He indicated even though the TOH had been done there was a requirement to replace all these new parts due to "matching" issues? A previous posting said he took the engine apart himself, I thought an AP had to do the work?

I own a glider and engines are a non issue for me. He wants to trade for my glider, a 23k value and he wants 18k. Looks like in 66 hrs I will need a need to spend a lot of money.

I welcome your thoughts.

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

Re: Continental 0-200 past TBO?

Thom,
If you are referring to me, I have had my A&P for over twenty years but only work on my airplane with the help of a lot of folks on this forum and an after maintenance check with my IA buddy. My profession is law enforcement but I like doing as much of my own maintainence as I can.

By the way, you can overhaul your own engine under the supervision of an A&P.

Reece

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

Re: Continental 0-200 past TBO?

Thom Wrote:
-------------------------------------------------------
> I am looking at purchasing a 1976 150M with 0-200.
> Here are the advertised specs. I do not know the
> age of the engine.
>
> Air Frame TT5340, Engine 1734 SMOH, 290 STOH with
> new cylinders, rings, pins, etc. Oil analysis is
> well within normal limits. High compression
> ratios, All AD's, complete and Detailed Logbooks.
>
> I talked to a local AP and he said he would charge
> 16k for a major. He indicated even though the TOH
> had been done there was a requirement to replace
> all these new parts due to "matching" issues? A
> previous posting said he took the engine apart
> himself, I thought an AP had to do the work?
>
> I own a glider and engines are a non issue for me.
> He wants to trade for my glider, a 23k value and
> he wants 18k. Looks like in 66 hrs I will need a
> need to spend a lot of money.
>
> I welcome your thoughts.



+IMHO your A&P is wrong about the need to replace the cylinders, pistons, etc. If the parts are in spec they can be reinstalled. Of course, if they are within a thousandth of rejection they should be replaced, just because they will not last another TBO. The 0 200's have a rather bulletproof bottom end but you never know what is lurking due to corrosion and poor care. $16k sounds high for an overhaul. I would check around. When you get a quote be sure that the details of the overhaul are clearly stated. Which accessories will be replaced/ overhauled,who is going to do the inspections of the steel parts and the case, if the cylinders are being replace, who is the manufacturer....I don't know where you are located, if you are on the East coast, I'd suggest Mile Peters at KTM Midatlantic at Frederick Md. He a great mechanic and as straight as an arrow...He will take the time to discuss your needs and will not BS you....It would be worth calling him even if he isn't going to do the work...Phone and other info is on his website.

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

Re: Continental 0-200 past TBO?

Just helped a student pilot arrange for overhaul of his o-200.  We used Magnum Engines in Ft Wayne - it was around 16k or so - the thing runs beautifully!  He was past TBO by calendar date (1600hrs T.T. and about 25 years or so since overhaul) We put it into a bean field with partial power failure (thankfully no bent metal)  By the way, compressions were all around 70/80 at last annual about 30 hours prior to the failure.

As with anything, you cringe at the price, but I'd have paid the 16k myself when I was in the air setting up for that off airport landing.  Thank goodness there weren't any trees.

For my money, I'd pay a little more to have an overhaul facility who does engines every day than my local A&P who does one or two a year.  I've overhauled a few aircraft engines in the field in the past, and saved little if any money when all was said and done.

I'm not saying whether or not I'd overhaul at TBO - that's your choice.    Just wanted to share my experiences.

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

Re: Continental 0-200 past TBO?

Wat are the proper procedures to start a cold 0200 Continetal engine.  Also when should you lean the engine and should it ever be leaned in a climb before you get to 5,000 feet? A was taught to prime th eengine with three primes, push the mixture all the way in, hit the starter and bring the engine to 1,000 RPM.  When in a climb do not lean before you get to 5,000 feet and when you lean do it gradually.  Someone that I know was taught to pull the mixture, prime three times and when the engine fires push the mixture back in.  He was also taught to lean as he climbs above three thousand and keep it leaned in the climb because he gets more RPM out of the engine.  Proper procedures for starting and leaning would be most appreciated.

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

Re: Continental 0-200 past TBO?

I AM THE NEW OWNER OF A 1968 150F. I HAVE ALSO RECEIVED MIXED ADVICE ON LEANING. DOES ANYONE HAVE SOME GOOD ADVICE.

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

Re: Continental 0-200 past TBO?

Hi all,
I have a Continental 0-200 engine. How do you deflate the  valve lifters to check the valve clearance?

Thanks,
Norm

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

Re: Continental 0-200 past TBO?

Is it correct to adjust clearance by grinding the end of the valve after deflating the lifter?

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

Re: Continental 0-200 past TBO?

hi i have a cessna 150A straight tail fitted with a 0200 it is at the moment on its annual inspection the compression was good on 3 cylinders but low on the fourth one so the head had to be removed and the valves re groung and lapped back in. on completion of this job the stud that goes through the engine casing pulled out of its thread before reaching its desired torque. im informed by my maintanance organisation that the engine casing has to be split and the defective thread helli-coiled. because the engine has to be split im told that i have to replace the shells and the big end bearings and that the whole job will be in the region of $7000 has anyone else had this problem and what is the easiest way around it the engine has 330 hours since total overhaul and that was 7 years ago.

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

Re: Continental 0-200 past TBO?

I have a 1967 Cessna 150g and am trying to find out what the air pressure should be on the front landing gear strut....Thanks..John

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

Re: Continental 0-200 past TBO?

The front strut pressure is more of a trial and error.  Lift the nose wheel off of the ground and inflate to about 25 psi.  Lower the nosewheel and pull the front of the aircraft up and down and let it come to rest.  Is should settle with about 2.75 to 3.5 inches of the shaft above the lower stop.  If it is too high let a very small amount of air out.  You will see what I mean by trial an error until you get the hang of it.  One spurt too much and the strut will go flat.  All of this said the strut must be serviced and full of hydraulic fluid to work properly.

Ref valve adjustment:  Dont grind the valve!  Lifter drained tolerance is .030 - .110.  Pushrods are made of different lengths to adjust.  Not being mean but if you are even thinking about grinding the face of the valve stem get some assistance!

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

Re: Continental 0-200 past TBO?

I have a 1967 150G and the strut has gone down.  Can it be air'd back up with a standard air compressor? It does not leak oil.

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

Re: Continental 0-200 past TBO?

I have a 1967 150G and the strut has gone down. Can it be air'd back up with a standard air compressor? It does not leak oil.

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

Re: Continental 0-200 past TBO?

a regular compressor will work fine on a cessna 150..however its not the proper way to service the strut.. Shop air is compressible and not as solid as nitrogen,you will get a little more bounce from air. also nitrogen is free of water which is also better on the struts..

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

Re: Continental 0-200 past TBO?

  -- moved topic --

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

Re: Continental 0-200 past TBO?

Continental recommend taking off .015 max from valve stem. There is a free download of the 0-200 manual. Do a google search.

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

Re: Continental 0-200 past TBO?

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

Re: Continental 0-200 past TBO?

Hi,
I want to know if you have herd of a 0-200 that has 625 SMOH and recentely I notis the oil pressure to be out of the green just a tad above the red mark but no ware nere the green, the spring and valve have bene remove and clean.
can you help?

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

Board Info

Board Stats:
 
Total Topics:
6043
Total Polls:
1
Total Posts:
16350
Dormant:
User Info:
 
Total Users:
2528
Newest User:
jmlinke@aol.com
Members Online:
0
Guests Online:
3036

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