C-145-2H Engine Overhaul

[nippaero]

The case, oil pan and accessory housing were shipped out to Divco today. The crank and cam were shipped to Aircraft Specialties. The rest of the steel parts are going out to Western Skyways for MPI inspection. All the new and replacement parts and hardware will be coming from Western Skyways as well. Now I'll have a couple weeks of downtime to clean up the remainder of the parts.

[gfeher]

How'd the bottom inside of the oil pan look, corrosion-wise? And are you planning to do anything to the inside of it to minimize the effects of corrosion in the future? I'm trying to get an idea of what others are doing on this at overhaul.

[nippaero]

The inside looked ok. I washed it out good with solvent before I shipped it. I'm not planning on doing anything to it. If there is a problem somewhere then Divco can repair/certify it. At least that's what I'm planning on.

[n2582d]

How'd the bottom inside of the oil pan look, corrosion-wise? And are you planning to do anything to the inside of it to minimize the effects of corrosion in the future? I'm trying to get an idea of what others are doing on this at overhaul.

See page three of this discussion for some ideas.

[hilltop170]

Many folks are using the epoxy repair from Kelowna, BC, Canada. History has shown the repair lasts several overhauls and can be re-applied if it ever wears out, which I have never heard of happening. That repair eliminates further corrosion as long as the epoxy integrity is maintained.

Two things that will disqualify the sump from having the epoxy repair; if the sump has ever been welded on, or the sump corrosion has penetrated the bottom, they will not epoxy coat it. I had the epoxy repair done in 2006 on my sump which had the normal corrosion and 10 years later it is holding oil with no leaks. If the sump is rejected by Kelowna, then I would get it welded.

[bsdunek]

That "copper" safety wire is probably brass. I still have my Dad's spool in my hanger toolbox. I use the stainless steel stuff now, but nothing wrong with the brass.

[nippaero]

Update: Got some good news today. AS called and my crank and cam are on their way back to me. Everything checked out A-OK, the crank is still within original limits.

[nippaero]

Well. Today I got some bad news. Divco called and they rejected my case. They found an unrepairable crack near the oil galley of cylinder #4. So now I guess I need to find another case that will fit all my parts. I have some calls into a couple places and DivCo is checking their inventory. If anyone has a lead on one let me know!

[Bruce Fenstermacher]

You need a C-145-2H right? I have one. And believe it or not it is currently at Crankcase Specialties waiting to find out if I need it.

I have a 0-300A case, a C-145 case and a C-145-2H case. I have a 0-300A crank, a C-145-2H crank and a 0-300D crank. I only need one good combo. The cranks are getting checked first. I will likely use and build the -0300A first unless the crank or case is bad and that would have to be two cases because the 0-300A crank can be used to build the C-145.

BTW Divco has on their web a long list of cases they have in stock. Don't recall if any are the case you need. If not we are likely to be able to work something out.

[nippaero]

Hi Bruce. Yes, It is the C-145-2H. I have access to an O-300-A here locally but I would need to send it out for inspection. DivCo is checking their inventory and I hope to hear from them soon. Has your C-145 case already been inspected/serviced? I'll send you a PM. Thanks!

[Bruce Fenstermacher]

The problem is, and this is the same problem I faced when I disassembled my 0-300a to find the C-145-2H/0-300B crank in it. The C-145-2H/0-300B crank is technically not the correct crank for a 0-300A or C-145. It is a different part number. Will it work, I suppose but who knows for sure. Mine only operated flawlessly for 40 years. It may not have made 41 years.

[Bruce Fenstermacher]

And since everyone is in suspense, none of my cases have been inspected. They are at the shop waiting to find which one I need pending crank inspections. Crankcase Services is in the next town as Divco. Seems all the shops in Tulsa work together so should you need my case and I don't, it is at least in the right spot for Crankcase or Divco to quickly inspect it.

[nippaero]

Bruce, I know you have done a lot of research on this. For my own education, where would you find this information about what parts go with what case? Is there a TCM bulliten or something? I already have all the parts to put back together my C-145-2H so I guess my preferance would be to keep everything as is unless there is some advantage to going with an O-300 series case and then could all my parts be transferred over?

I do appreciate all the responses on a case. It looks like I may have several options.

[Bruce Fenstermacher]

The engine IPC X300014.

In the front page 4 lists the code for each engine ie A B C D E F G

Page 5, item #1-1 list 3 crank case assemblies and to the right in the usable on code is the engines these are eligible for. You will note your -2H is a C and uses assembly 539378, different than for a -2 or -A. Take note, these are assemblies. That means several parts. I believe the -2, 2H and -A use the same casting but the assembly is different because the -2H has more machining and extra prop control arm parts. I'm sure a 539378 assembly could be made out of a 539379 by adding the additional machining. But using a cover to cover the machining and going the other way is less clear specially since Continental never did that. The by far the easiest for ALL to understand is legal is to use the correct Continental assembly.

Page 11, item 4-1list 4 crank and damper assemblies and it is actually missing 2. The two missing are the undampen versions of the C-125 and 145 crank which might actually be A50303A1 in which case it is miss described and should indicate it usable on the 145.

But this time we don't care about this. You can see that the -2H and -B take crank assembly 531113 and the -2 and -A take 530860. Again the -2H and -B crank has extra machining for the piston and retaining clip. I believe one could make a a 531113 from a 530860 but definitely not in reverse as the welch plug would no longer be usable in the nose of the crank modified to 531113.

It is not going to make a hill of beans in actual operation if you mix and match so long a you use the parts you require ie a cover over the control arm and a piston and retainer click rather than a welch plug. Were the problem arises is legality when some really nit picky FAA, IA or future owner (like me) knows what their looking at and knows it is not correct.

You may be able to get Continental to issue an engineering order saying mixing and matching is OK. If you do, please share it. Otherwise using the correct parts and assemblies for a complete engine assembly is the only way to go.

I'm in the same boat your are. Difference is I happen to have enough spare parts of all part numbers that I will hopefully be able to make a correct combination.

BTW ALL the other parts you might have bought will be usable on any combination so long as you don't start mixing 3 hole sumps and accessory cases (they must be used in a matching par) which requires a different gasket than came in your gasket set.

[Bruce Fenstermacher]

And BTW, you already have a log for your -2H. You would have to start a new log with some unknown times if you build any other engine. Not the end of the world in by eyes. I'm faced doing the same which is why I'm leaning toward using the 0-300A I have logs for with a correct crank and leaving the -2 and -2H case and 2H crank for someone else. The -2 actually has a very nice data tag and would be a correct engine for my plane, not the 0-300.

If you were to find another -2H/-B case, you would use your original data tag with original logs and log the case as replacement parts. If you use the tag that is on the case you get then new logs and engine assembled from replacement parts for that engine.