Continental 0-300B

[dlords]

Recently I purchased a engine from a wrecked 1948 170 to be used on our 1952 170B. The engine a proped substained no damage. The Type Certificate Data sheet says that the engine should be a 0-300A. The only difference between the 0-300A and the 0-300B is that the 0-300B is setup for provisions so that you can use a manually controlled hydraulic prop. I have no other paper work to see if a 337 was done for a field approval on the orginal airplane. Has anyone put a 0-300B on there airplane and had to go the route of getting the 337 filed? By the way the engine was originally installed on the 170 back in 1958.

[GAHorn]

.... The engine a proped substained no damage. ....

What does this mean?

[N4281V]

Bought my ragwing 170 in 1996 with the B engine, which was installed in the 1970s. Had to get a 337 field approved by the FAA, which will probably be hard to get now days. However, I believe the association does have copies of previous field-approved installations, but you will need to discuss this process with your mechanic.

As for seeing what paperwork would have been done on the previous airplane - if you know the tail number I think you should be able to order the aircraft record from the FAA. You might find a 337 filed there, but doubt it would help you any more than getting a copy from the association.

[alaskan99669]

.... The engine a proped substained no damage. ....

What does this mean?

It says "The engine and prop sustained no damage". Probably using the same spell checker as Bruce. Sorry Bruce, but I couldn't resist.

[Bruce Fenstermacher]

dlords we have discussed this before to some length with arguments over the meaning of the words used to describe each engine.

As you have discovered there is no legal way under the TCDS to install the 0-300B on a 170. Even though it is a C-145-2H which is approved. Even though it is approved on the '56 and later 172s. The 0-300B was never added to the TCDS for a 170 and to this date there is no STC that allows it.

Now as you are finding out there are several 170s of all models with the 0-300-B installed, some with a field approval many without. In the early years it would seem folks used more common sense than today and decided if it looks like a duck and quacks like a duck, it must be a duck.

If ever there was an instance were I would feel great about arguing my case for a field approval, this would be it. Bottom line, part for part** the 0-300-B is a C-145-2H and the -2H is approved on the 170A and B.

** Before George chimes in I will point out that the pipe plugs found in the front of the case plugging the oil galleys on a 0-300-B may be a larger size than that found on a C-145-2H and these plugs would then have a different part number but I've yet to substantiate that.

BTW the differences in parts between the C-145-2H/0-300-B and the C-145-2/0-300-A are the crank, the blank out plate or plug for the front of the crank, the prop control lever/valve and gaskets associated with these parts. The crank is hollowed out in the front and drilled to allow oil pressure to the adjustable prop. The lever/valve controls how much pressure. The blank out plate or plug is used to plug the crank on those installations were a controllable pitch prop in not used.

[dlords]

Thanks guys. The info has been a lot of help. I called the FAA today and had them look up the old tail number that this engine came off of, and would you be suprised, no 337 had been done back when this was installed in 1958. This engine was removed from the airplane back in 1992. As an A&P I find it had to believe that no one in all that time caught onto this and filled one. Oh well, I guess I better start on the paperwork and get a 337 filled out and get the old bird approved.

Thanks Again
P.S Sorry for the spell check issue (Ha Ha)

[dlords]

Here is another great question. I put on a McCauley DM 7653 standard prop, it bolted up just fine, and had the proper thread engagement. Does anyone see a problem with this?

Doug

[Bruce Fenstermacher]

There is no problem running a standard prop on a C-145-2H or 0-300-B engine.

[170C]

That is the engine & prop combination on my C-172 (TD). The McCauley prop that is intended for use on the "B" engine is a 2 position prop. C170 member Dave Bengtson in Van Alstyne, TX has the only one I have personally seen. (Sure wish I had one!) His is on a '56 C-170B. Being a two position prop that is controlled from the cabin via a cable, I am curious if one could push or pull the lever half way in or out and have a prop pitch somewhere between climb and cruise? Short of a real constant speed hydralic prop or an electric constant speed prop, the McCauley two position would really be nice, expecially for take off & climb.

[Kyle Wolfe]

Frank, glad to see you've got a picture of your bird in flight as your avatar (finally!)

Made me think of another GREEN airplane from TX. That little change of yours made my day!

[dlords]

Does anyone have copies of previous field approvals for installing the 0-300B engine? This would really help my case with the FAA for getting this approved. The more proof I have the easier it will be. If so please send them to.

Doug Lords
607 S. Belle Arbor Dr
Idaho Falls, Id 83401

or e-mail them to me at dalords@cableone.net

Thanks so much

[170C]

Thanks Kyle. Hope you and Becky are surviving the winter and you the insurance business. The photo is there thanks to the efforts of director Bruce. I am envious of these guys that know how to do all this neat stuff