Jim, I understand your concern. But, I agree with most posts the Continental engine is a very reliable powerplant, tho it is a very old engine....from about 1937. The current Continental 0-200 is a variation of the early Continentals. The only thing I did not see mentioned is the potential of the Continental engines (Carburetted versions) to be suseptable to Carburetter Icing. As a Pilot, one should be aware of the possibility of Carb icing, and quickly respond to decreasing RPM, by the application of Carb heat. Carb icing is caused by the decrease in temperature of the incoming air thru the venturi, and the evaporation of the gasoline. As air passes thru the venture creating a low pressure area, this allowss the gasoline to escape the main jet into the air stream. As both cause a decrease in temperature, ice can form. (Fred Weick learned this back in 1937/38 - from his bio, page 187, etc.) The temperature loss is aproximately 30 deg F...... So, if the humidity is high , and the ambient temperature is about 60 deg F, one is exposed to the very likely formation of ice in the carburetter, from the water vapor in the air stream. A very likely situation in Spring and early Summer weather - or anytime the temperature is low enough to allow the temperature fall to be in or under the freezing point of water. In winter, it the air is already be below freezing, no ice is formed. (In injected engines, icing from the lowering pressure is not a problem, tho ice can form in the intake system from rain when at or near the freezing point. That is why Injected engines have an alternate air intake system). So, one should learn this in training.... Be aware of the potential of Carburetter Icing, and apply heat when necessary. Lycoming engines are somewaht less suseptable to icing, due to running the intake pipes thru the oil pan,,,keeping the intake air warmer by absorbing heat from the warm oil. In my many years of flying, I have only experienced Carb ice twice... ( at least aware of it), and both times were in my Coupe, cruising just below the clouds..... Luckly, I had learned to be aware of icing, and when I noticed the RPM slowly decreasing, I thought Ice, and applied CArb heat. Initially you loose more rpm, from the richer mixture and the melting ice; then after a minute of so, close the carb heat, and see the engine restore the original RPM setting. Fly Safe - Have Fun Harry
--- On Fri, 7/17/09, jh <[email protected]> wrote: From: jh <[email protected]> Subject: [ercoupe-tech] ercoupe crashes To: "Ercoupers Tech Talk" <[email protected]> Date: Friday, July 17, 2009, 10:24 PM While searching for an Ercoupe to buy, I've become concerned about the level of engine maintenance and repair, and about what seems like a "rash" of accidents in the last few months. So, I studied the NTSB database to try to get a handle on the real situation. Here's what I found. There have been 39 investigated Ercoupe crashes in the last 5 years. I picked that time span because it matches, roughly, the time that the Light Sport rules have been in effect. Of the 39 crashes, 5 had fatalities, totaling 8 people. Of the 39, 38 were in 415 models. 15 were the result of engine failures, 3 of which had to do with items that the NTSB blamed on AP error. Anyone have thoughts about how to make sure one's engine doesn't quit? Jim H.
