Continental O-200

[Norm1]

I am curious if not flying regularly what parts like to go U/S on the O-200? I know lycoming O-235's & O-320's like to destroy there own camshafts. But I haven't heard much about the O-200. Could some one fill me on on what to watch for on these engines?

Thanks

[Hedley]

Main thing I found about living with an O-200 (in a 150) is that
it made more carb ice than a frigidaire.

Next thing I found was that if you exclusively run it on 100LL
the exhaust valves tend to stick after a while, from lead deposits.

IMHO a mixture of 20% 100LL and 80% mogas would give you
a far more reasonable amount of lead.

[HS-748 2A]

Oil Pumps. The oil pumps often get worn to the point that if they sit for a couple weeks without flying, they lose their prime and can't pick it up again unless they are pre-oiled. I think this problem is exacerbated with taildraggers.

'48

[mag check]

Oil Pumps. The oil pumps often get worn to the point that if they sit for a couple weeks without flying, they lose their prime and can't pick it up again unless they are pre-oiled. I think this problem is exacerbated with taildraggers.

'48

Very true,even worse in the 65, 75 and 85. You can usually counter this by picking up the tail, as high as possible(try to put the spinner on the ground) for a minute or two, before you start one of these old engines. The oil that has run off the pump will then run forward and seal the pump against the housing and allow it to pump on startup.

[HS-748 2A]

I spliced a T into the pressure line to the gauge on a C-90, in order to make it easier to pre-oil. Works well if you use an old converted blow pot to get the oil in. I know this only deals with the symptom, not the cause but the engine otherwise had good oil pressure and was running fine. Fixing the problem may actually have required a new accessory case, depending on the wear in the housing.

'48