Oh, and I hastily bought a trailer which I have to pick up in OR on the way down- did that before I thought about fixing it and flying it home. Hoo boy, engine in AB, 175 in Napa, trailer in OR- simple huh?
L-19 wrote:I agree with these guys, fix it there & get an annual... Fly it home. Then if there's major issues you don't go thru the hassle of importing an aircraft you decide you don't want. Re sell quick
EZFlap wrote:Contact Al Ball, Antique Aero Engines in Santa Paula, California. He is one of the few real experts on the GO-300 engine. He has significant experience with the GO-300's gearbox, and may have information on how to maximize the life of your gears.
In short, the GO-300 is a perfectly good engine with a bad reputation it didn't really deserve. Problem is, you just cannot operate the GO-300 the same way as any chimpanzee can operate the O-300. You have to fly it differently. Same as you have to learn how to properly operate an Italian sportscar versus an American muscle car, or one type of firearm versus another.
Once you learn how to do this, you will have a very good airframe-engine combination that will get you out of places a regular 172 cannot.
Geared engines operate at substantially higher crankshaft RPM. Professional pilots operating high power engines in Aero Commanders and others understand this and read the POH. Frequently, Cessna 175 pilots try to run their GO-300 engines just like they run the 0-300 in the neighborhood 172. The G0-300 don't like that.58Skylane wrote:
Curious..... How do you operate the GO-300 properly or differently than any other normal engine?
Thanks Mr Bill.
mtv wrote:Most radial engines aren't gear driven. Most warbirds weren't expected to last long and were expendable. Engines were changed out frequently in any case.
Over the years with better materials and procedures we've extended the tbo on most engines.
The big issue with the 175 is to run engine rpm where Cessna said to run it, not where other engines run.
These engines run well over 3000 rpm regularly. An old friend who ran several of these things to tbo regularly said Cessna should have put the tach drive on the prop end of the gearbox instead of the crankshaft end. Pilots would then see prop rpm, and not force the engine to run very low rpm in flight.
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