O-300D Problems?
Moderators: sky's the limit, sepia, Sulako, North Shore
O-300D Problems?
I am looking a 172 with a continental 0-300d 700smoh can you guys (or gals) tell me if these engine have any major problems. I noticed in the log that they have resealed the through bolts is this going to be a potential problem?
-
Bullet Remington
- Rank 4
- Posts: 214
- Joined: Thu Dec 01, 2005 8:28 pm
- Location: Alberta
- Contact:
Cowboy:
It will depend on how they resealed the thu bolts.
Continentals have a couple of cylinder hold down bolts that run right through the crankcase, from one side to the other. Just inside the crankcase, on both ends of the bolt are "O" Rings. If they replaced those when they resealed, it shouldn't be a proplem.
If they just run some gasket sealer on them, they MAY be a problem, in that they may leak again. They usually start leaking when a cylinder is changed on one side of the crankcase, and the tech doesn't put a wrench on the opposite side. You may also want to check to see if the nut on the opposite side of each thru bolt was retorqued.
Most engineers know about this problem and look after it when they change out the "O" ring/s and re-torque the cylinder hold down bolts on each side. Some however do not. This is NOT a minor problem if the hold-down bolts/nuts were NOT retorqued.
Over a period of time the cylinder MAY proceed to separte from the engine and go its own way.
I strongly recommend you get hold of the work sheet for that specific task and see what else they did, or didn't do!!
It will depend on how they resealed the thu bolts.
Continentals have a couple of cylinder hold down bolts that run right through the crankcase, from one side to the other. Just inside the crankcase, on both ends of the bolt are "O" Rings. If they replaced those when they resealed, it shouldn't be a proplem.
If they just run some gasket sealer on them, they MAY be a problem, in that they may leak again. They usually start leaking when a cylinder is changed on one side of the crankcase, and the tech doesn't put a wrench on the opposite side. You may also want to check to see if the nut on the opposite side of each thru bolt was retorqued.
Most engineers know about this problem and look after it when they change out the "O" ring/s and re-torque the cylinder hold down bolts on each side. Some however do not. This is NOT a minor problem if the hold-down bolts/nuts were NOT retorqued.
Over a period of time the cylinder MAY proceed to separte from the engine and go its own way.
I strongly recommend you get hold of the work sheet for that specific task and see what else they did, or didn't do!!
-
Bullet Remington
- Rank 4
- Posts: 214
- Joined: Thu Dec 01, 2005 8:28 pm
- Location: Alberta
- Contact:
Nothing major that comes to mind. cawboy. When I fly the Contenentals, I run them about 1/2 quart low from max oil . They have a tendency to puke the oil out the breather if you fly them hard. Then again, I'm referring to a 180 with the 470 engine, flying jumpers.
If you do operate fairly hard, check the oil frequently until you get a good understanding of the engine and where the optimum oil level should be.
Also, I don't recall if the 0-300 has a oil vapour can on them or not.(Check the oil breather line coming out of the top of the engine and running back to the aft side of the engine. If there's one there it'll look a little like a baby food can.) Some of those have a tendency to freeze up in winter.
When they do, the pushrod housing seals will puke out oil as well.
I do like the Contennetals though. If ya check the engine book for those suckers, oil pressure anywhere from 20 psi to 60 is fine!
Had a young fella pop a jug on an old 0-200 (same cylinders as the 0-300) drove the connecting rod for # 1 cylinder right out through the top of the crankcase, He flew the thing another 26 minutes before he could make the airport (CW3). When he landed he shut down immediately, on the runway.
I went out and looked at the engine, and pulled the dipstick. It still had three qts of oil in it!
So I started it up and taxi'd it back to the hanger.
Turned out he flew the thing from YVR to YHZ and he had 3.900 hours on the engine S.M.O.
Tough engines. Then again, there ain't nothing wrong with Lycoming either. Just if you get an oil leak, you're landing very close to now!!
For the Lycomings, I think the 0-360 is probably the ideal O engine every built.
Hope this helps, if not feel free!
If you do operate fairly hard, check the oil frequently until you get a good understanding of the engine and where the optimum oil level should be.
Also, I don't recall if the 0-300 has a oil vapour can on them or not.(Check the oil breather line coming out of the top of the engine and running back to the aft side of the engine. If there's one there it'll look a little like a baby food can.) Some of those have a tendency to freeze up in winter.
When they do, the pushrod housing seals will puke out oil as well.
I do like the Contennetals though. If ya check the engine book for those suckers, oil pressure anywhere from 20 psi to 60 is fine!
Had a young fella pop a jug on an old 0-200 (same cylinders as the 0-300) drove the connecting rod for # 1 cylinder right out through the top of the crankcase, He flew the thing another 26 minutes before he could make the airport (CW3). When he landed he shut down immediately, on the runway.
I went out and looked at the engine, and pulled the dipstick. It still had three qts of oil in it!
So I started it up and taxi'd it back to the hanger.
Turned out he flew the thing from YVR to YHZ and he had 3.900 hours on the engine S.M.O.
Tough engines. Then again, there ain't nothing wrong with Lycoming either. Just if you get an oil leak, you're landing very close to now!!
For the Lycomings, I think the 0-360 is probably the ideal O engine every built.
Hope this helps, if not feel free!
-
Bullet Remington
- Rank 4
- Posts: 214
- Joined: Thu Dec 01, 2005 8:28 pm
- Location: Alberta
- Contact:
Nothing major that comes to mind. cawboy. When I fly the Contenentals, I run them about 1/2 quart low from max oil . They have a tendency to puke the oil out the breather if you fly them hard. Then again, I'm referring to a 180 with the 470 engine, flying jumpers.
If you do operate fairly hard, check the oil frequently until you get a good understanding of the engine and where the optimum oil level should be.
Also, I don't recall if the 0-300 has a oil vapour can on them or not.(Check the oil breather line coming out of the top of the engine and running back to the aft side of the engine. If there's one there it'll look a little like a baby food can.) Some of those have a tendency to freeze up in winter.
When they do, the pushrod housing seals will puke out oil as well.
I do like the Contennetals though. If ya check the engine book for those suckers, oil pressure anywhere from 20 psi to 60 is fine!
Had a young fella pop a jug on an old 0-200 (same cylinders as the 0-300) drove the connecting rod for # 1 cylinder right out through the top of the crankcase, He flew the thing another 26 minutes before he could make the airport (CW3). When he landed he shut down immediately, on the runway.
I went out and looked at the engine, and pulled the dipstick. It still had three qts of oil in it!
So I started it up and taxi'd it back to the hanger.
Turned out he flew the thing from YVR to YHZ and he had 3.900 hours on the engine S.M.O.
Tough engines. Then again, there ain't nothing wrong with Lycoming either. Just if you get an oil leak, you're landing very close to now!!
For the Lycomings, I think the 0-360 is probably the ideal O engine every built.
Hope this helps, if not feel free!
If you do operate fairly hard, check the oil frequently until you get a good understanding of the engine and where the optimum oil level should be.
Also, I don't recall if the 0-300 has a oil vapour can on them or not.(Check the oil breather line coming out of the top of the engine and running back to the aft side of the engine. If there's one there it'll look a little like a baby food can.) Some of those have a tendency to freeze up in winter.
When they do, the pushrod housing seals will puke out oil as well.
I do like the Contennetals though. If ya check the engine book for those suckers, oil pressure anywhere from 20 psi to 60 is fine!
Had a young fella pop a jug on an old 0-200 (same cylinders as the 0-300) drove the connecting rod for # 1 cylinder right out through the top of the crankcase, He flew the thing another 26 minutes before he could make the airport (CW3). When he landed he shut down immediately, on the runway.
I went out and looked at the engine, and pulled the dipstick. It still had three qts of oil in it!
So I started it up and taxi'd it back to the hanger.
Turned out he flew the thing from YVR to YHZ and he had 3.900 hours on the engine S.M.O.
Tough engines. Then again, there ain't nothing wrong with Lycoming either. Just if you get an oil leak, you're landing very close to now!!
For the Lycomings, I think the 0-360 is probably the ideal O engine every built.
Hope this helps, if not feel free!
-
aero-singidunum
- Rank 4
- Posts: 264
- Joined: Sun Apr 25, 2004 10:03 am
I think that i had replay on one topic last year, that engine runs like Benz 300D, lower RPM then Lycoming O-360, my customer run on-codition for over 10 years, other did O/H last year, that engine last O/H was in 1968...all original stuff, 2 cyilinders replaced since last O/H, and on 2 piston rings replaced and cylinder honed.
I like that engine, like C172 D models...almost no maintenance required.
I like that engine, like C172 D models...almost no maintenance required.
