0-300A Overhaul Recomendation

Iceman07 · Post by **Iceman07** » Thu May 17, 2007 1:22 pm

5740C is sick, she needs an overhaul. Anybody got a recomendation for a shop in the NorthEast?

TIA
Rich

Post by **Bruce Fenstermacher** » Thu May 17, 2007 2:23 pm

(Rich emailed me privately and I've copied my response here so others can comment on it as well as give their recommendations)

Rich

I overhauled my own engine. In our area I can only recommend Mattituck but not sure they will do an 0-300 anymore. You might contact Vic the fellow from NJ who nearly lost his '48 to a fire. He's friend supports our kind (older) of aircraft and might have ideas or be interested in doing it for you. The friend is located in CT.

Another local shop with an excellent local reputation is Columbia Aircraft Service located at Bloomsburg Airport in PA. Their number is 570-784-3070 and ask for Scotty.They've been doing rebuilds for the better part of 40 years or more.

New cranks might be available from Continental but to be honest I haven't paid much attention for several reasons.

I probably couldn't afford one and would not buy one unless it was the last resort meaning I couldn't find a good old one to include cranks cut 010 under. Mine is cut. I'd probably by another engine first as well.

New cranks won't have the 8 bolt pattern because they are for the 0300D. So in order to use it you need a bases of approval which Continental may provide. Once that is done you will need a different prop and of course some bases of approval to hang the whole thing on your airplane. This could be as easy as Continental providing an upgrade path so that you essentially have an 0300D then buying the STC from the association to put it all on your plane.

So here is what I would do. Determine who is going to rebuild your engine. Have them disassemble it a send the crank only out for certification. If you find your crank is usable continue the rebuild. If the crank is not usable then I'd look for another crank that is OR another serviceable engine. If you find a crank then continue the rebuild. If you find an engine then go that route.

The benefit of the finding and going with an 0-300D is you can use a vacuum pump on it. The disadvantage in my opinion is you will have to use an angle starter which has their own problems and your aircraft electrical system will have to be modified for it. And of course you need a 6 bolt prop.

If the crank is not good finding a C-145-2 or 2H or an 0300A (and perhaps a B) might be the best option economically.

Decisions decisions.

And no you can't put a vacuum pump on a 0-300A in the traditional sense of bolting it to a pad because there is no pad and never will be on a stock 0-300A. There is or was STC'd aftermarket pumps that bolt to the from of the engine driven by a belt. I believe the pumps are no longer available and they require you to change your cowl to an early 172 cowl.

Post by **GAHorn** » Thu May 17, 2007 5:35 pm

N9149A wrote:...New cranks won't have the 8 bolt pattern because they are for the 0300D. So in order to use it you need a bases of approval which Continental may provide. Once that is done you will need a different prop and of course some bases of approval to hang the whole thing on your airplane. This could be as easy as Continental providing an upgrade path so that you essentially have an 0300D then buying the STC from the association to put it all on your plane. ...

Ahh... it must be either very early or very late in PA, eh, Bruce?

For approval of the O-300-C/D engine and/or associated 6-bolt EM series McCauley prop in our 170s...all one needs to do is obtain the STC from TIC170A.

(This is the one past-prez Ron Massicot donated to TIC170A.)

Mattituck quotes an O-300-D at : Complete Engine Overhaul Package: $24,500.00 includes: ignition kit, carburetor, starter & clutch assembly, alternator and vacuum pump. Price can probably be negotiated, especially if considering generator/alternator/starter issues.

Post by **Bruce Fenstermacher** » Thu May 17, 2007 8:20 pm

Ah is it early or late in Texas George?:D I think I did mention the association STC for the 300C/D and prop to be hung on the plane.

I was thinking more in line of what approvals are necessary to modify the 0300A to a C/D with the new crank. I know Continental has a SB on it and think it involves perhaps a data tag stamp at the very least beside log entries. I just don't have that committed to memory and didn't think at this point I needed to look it up again at this point for the discussion.

Besides........YYYaaawwwnnn. No time to look it up. Boy this EMS (Earn Money Sleeping) job is tough. Better take another nap.

mrpibb · Post by **mrpibb** » Fri May 18, 2007 1:53 am

My Buddy's shop's is located at Hampton airfield NH, I'll be up there for the fly mart they are having this weekend, usually lots of stuff for old airplanes. If you are in the area, stop in, he will be happy to answer any questions you may have about overhauls, or you can call. He is currently replacing gear attach brackets on a 170 ( started out as a p ponk and gear mod) that he overhauled the engine on if you want to look at the finished product.

Here is the link to the web site, there is a link to Hampton airfield if anyone is interested about the fly mart ( any 170 parts I get first dibs!!!

)
http://www.sandhillaviation.com/

PS you will see old smoky sans wings in the corner, I'm gonna push her out to watch the fly in, maby get her spirits up

blueldr · Post by **blueldr** » Fri May 18, 2007 2:13 am

It is my understanding that a new crankshaft for an O-300 from Continental is really a crankshaft made for the IO-360 with the propeller control oil passage plugged off. There was an extensive thread on the forum concerning an almost serious incident that took place when the oil passage plug came loose.
My question is, in view of the AD that requires replacement of the older
"air melt" crankshaft with the newer "VAR" crank in the Continental IO-360
in any event when the case is split, could a "Good" air melt crank be reused in an O-300? Of course, I'm sure Continental would not approve of it. I've seen a number of air melt cranks replaced for no other reason than the AD.

Post by **Bruce Fenstermacher** » Fri May 18, 2007 1:29 pm

Thanks for reminding me BL. I forgot to mention I doubt at this point there would be an AD against the old original crank. Not so with the new cranks. They'll need to be seasoned for about 30 years first.

Just because of the fear of future ADs against production runs or batches on all the new stuff. I made sure to keep evidence of the production date or batch number from every new part I installed at my engine overhaul.

That might protect me from an AD by proving I don't have an effected part.

56d · Post by **56d** » Wed May 23, 2007 8:08 pm

I had very good experience with Aerotec in Halifax. Reasonable (as compared with, say, Mattituck), friendly, accomodating and well-recommended. Depending on where you are, they will pick up and deliver your engine, too.
http://aerotecengines.ca/home.htm

djbaker · Post by **djbaker** » Wed May 23, 2007 8:23 pm

Hey Vic, Isn't that your plane on the website? Looks OK to me. I've had the best service work from Sandhill and will be using him in the future. The Fly-market was fun I sold $500 of extra 172 junk in the first 30 minutes.

mrpibb · Post by **mrpibb** » Thu May 24, 2007 1:07 am

Yeah, I didn't get to finish what I wanted to do on my 170, had to pass the batton to Lauren so I could help Eric shoot the gear box back together on George's 170. But I did get a almost new

12v grimes retactable landing light motor for 50$

Dward · Post by **Dward** » Thu May 24, 2007 2:34 pm

I feel like Western Skyways did a good job for me. I know it's not in the NE (sorry) but if you are going to have to ship your engine it's not that much more money. What sold me was that they traded my O300A core for an O300D first run core at no additional charge.

Iceman07 · Post by **Iceman07** » Thu Jun 28, 2007 9:43 pm

OK, the news just keeps getting worse and worse. My crank is toast. It has a crack at the prop hub and the mounts are broken.

I have found a 0-300D for a reasonable price.

I did a search, and I see that TIC170A owns the STC for the conversion from an A to a D.

So, I can get a copy of the STC for $2.00, but is this the "Real" STC? The one that my mechanic can use for the conversion? If not, how much is the "real" STC?

Thanks
Rich

N2255D · Post by **N2255D** » Thu Jun 28, 2007 10:59 pm

gahorn wrote:
N9149A wrote:...New cranks won't have the 8 bolt pattern because they are for the 0300D. So in order to use it you need a bases of approval which Continental may provide. Once that is done you will need a different prop and of course some bases of approval to hang the whole thing on your airplane. This could be as easy as Continental providing an upgrade path so that you essentially have an 0300D then buying the STC from the association to put it all on your plane. ...

Ahh... it must be either very early or very late in PA, eh, Bruce?

For approval of the O-300-C/D engine and/or associated 6-bolt EM series McCauley prop in our 170s...all one needs to do is obtain the STC from TIC170A.

(This is the one past-prez Ron Massicot donated to TIC170A.)

Post by **Bruce Fenstermacher** » Sun Jul 01, 2007 2:19 pm

Rich

No you can't buy a $2 copy of any of our STC paper work and legally use it alone for making a modification of any sort to your aircraft. The 337s and STC paperwork library is for reference only or to support your own attempt to obtain an approved 337.

How ever the engine STC which we are talking about Ron Massicot donated to the TIC170A. Our associations owns it.

I should but don't have the exact price but believe it currently to be $75 for members and $150 for non-members. It is extremely reasonably priced considering other STCs that do the same type of thing like the one I bought for my Cub for $400. The prop and spinner you will need for the engine swap is also part of the STC.

When you buy this STC you get a full copy of the paperwork AND the approval to use it on a single named aircraft.

Call Jan at TIC170A HQ for the STC.

Iceman07 · Post by **Iceman07** » Sun Jul 01, 2007 6:15 pm

Thanks, Bruce, that's kind of what I figured.

Also, two other questions about the A to D conversion:

1) Do both the A and the D use the same engine mount?

2) Can I use the same exhaust on the A and the D?

Thanks, once again for all your help.

Rich