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You can't get a new crank from Continetial for an O-200 at present so you have no chance for an O-300. If it was me I'd get flying the thing and keep a lookout for a suitable O-360 core.

How old is the generator? Just get to overhauled and once that's done think about troubleshooting

I've worked at a couple of schools that worked on the principle of overhauling the engine twice and then replacing with a factory new engine. I always thought this worked well and I can never remember any cracked crankcases. Another school near to us used to overhaul indefinitely but after a...

Isn't UL94 just 100LL with out the lead? So the question is why aren't the valves seats hard enough. If there not then that must be down to Lycoming.

Even if MOSAIC brings a weight increase. The O-200 is a far inferior engine to the 912

The problem to me is the engine. Having operated plenty of O-200 powerred aircraft and a few Rotax 912's the Rotax is without doubt the better engine. Its lighter runs on mogas with 10% ethanol and will last for ever. Like the Cessna and the Skycatcher they put the wrong engine in it.

In my experience the C152 is cheaper to run. Largely because the engine is more robust.

How come the C150 is 15 dollars cheaper than the C152?

It's all about how much an hour you can make and if your a start up my vote goes to the PA28-140 and ideally with a 150HP The O-200 in the C150 isn't robust enough. The exhaust valves stick and it's not possible to lean like a ***** in a training environment. When fitted with a metal prop the...

The type of engine has the biggest impact on its longevity. An 912 Rotax will run for ever an A65 won't. Even if you ran both 5 hours a day every day.

My 80HP Rotax did 5500 hours with the basic engine never missing a beat or sticking a valve. When stripped had some wear on the camshaft but basically fine.

What you need is a pa28-140 with the Rotax 915 STC

The O-235 is a better engine. O-200'S center main bearing doesn't last with metal props and the top end is weaker. The weakness of the O-235 camshaft is vastly improved with diamond coated cam followers. The flap lever system on the C150 has less microswitches and is therefore more reliable.

The students are to blame allways want the cheapest per hour.

Anyone has any experience of adding a litre of Mobile 1 5 hours before the oil change to clean the rings?

Replace the instruments with G5/AV-30 and remove the whole vacuum system. 8lbs saved there

For an O-200 it's 46K for a factory new and 44K for a factory overhauled engine.

80hp Rotax 912. Went 4300 hours over TBO.

Exhausts valves. I’ve had then stick on brand new cylinders within 50 hours. The Centre Main Bearing you know the one that’s the same size as that on the A65 is also a perennial problem and that's expensive. And this problem is worse with a metal prop. I know people lament about the O-200 but...

The inability to buy jugs for O-200D's is an indicator of the mess continetial are in at the moment. And the prices they are charging for O-200A parts is unbelievble.