has any one found that the c0300 creates carb ice more than other types ?

I have no experience with the O 300 but isn't it about the same engine as a O 200 with two more cylinders? I think then it should be like the
O-200 arrangement. The oil pan does not surround and heat the intake air like the Lycoming and is more susceptible to carb ice. But who hasn't flown a C150. Pull carb heat, then throttle back.

Every engine installation will have slightly different characteristics when it comes to carb icing. As dirtstrip said, the Lycomings tend to produce ice a little less than these Continental engines. That said, if it has a carburetor, it can and at some point will make carb ice.

When i flew in Kodiak, carburetor icing was an "every flight" kind of experience, even flying a Lycoming.

Develop your own procedures for dealing with it, and follow them without fail. And, sometimes when you least expect it, carb ice will show its ugly head. It tends to appear in VERY subtle fashion as well, so be on guard

MTV

dirtstrip wrote:I have no experience with the O 300 but isn't it about the same engine as a O 200 with two more cylinders? I think then it should be like the O-200 arrangement. The oil pan does not surround and heat the intake air like the Lycoming and is more susceptible to carb ice. ...

Incorrect. The induction is configured about the same on an O-300/ C-145 as it is on a Lycoming O-320 -- the carb bolts to the oil sump, induction goes up through the pan.I don't know why it should be more inclined to icing than the Lyc, but it seems to be. The O-200 induction spider is a stand-alone arrangement & bolts on below the engine-- in front of the oil tank if I recall correctly.

Have had clear air icing with Cont O-300D. Flights in cold weather, with clouds, watch carb temp. I will pull on carb heat (full) every once in a while and watch map and rpm when carb heat is pushed off. Any difference is possible carb ice. The O-300D seems to ice more than my Lyc O-360. Under 70F I use carb heat to land. Just push off when I am over the numbers, so I have some power to go around. Living in wet cold Oregon, I try to keep icing to a min.

I've got about 600 hrs in a C170 with an O-300A and can only remember 1 maybe 2 instances of carb ice enough to make the engine choke and cough with the application of carb heat. Put a carb temp gauge in it and keep it in the green.

Glidergeek wrote:I've got about 600 hrs in a C170 with an O-300A and can only remember 1 maybe 2 instances of carb ice enough to make the engine choke and cough with the application of carb heat. Put a carb temp gauge in it and keep it in the green.

Yeah, but you been flying in sunny warm SoCal

I owned a 170B for a while and I did experience carb icing on that airplane more than once. It is something to watch for when it is humid out. I've experienced it on my C150 and on a 55 C180 as well.

It's Sunday afternoon and no one else is on the forum. I guess everyone is watching the Bears get their butts kicked.

I can only think of a time or two that I may have had carb ice in my O-300 powered 172. I've had it for 24 years and flown in quite a few different climates. Maybe I have been lucky but it hasn't been much of an issue but like MTV states....every engine is different.
WW

I get carb ice maybe once or twice a year in my 172's O-300A. I vividly remember the first time it happened, there was no warning, the engine didn't sound rough (to me), and then an instant later, the engine just quit! It was clear blue skies, I was at 9500 ft. crossing the Cascade mtn range heading east, looking down at the Alpine Lakes Wilderness Area, thinking "wow, that's pretty, but it sure would be a horrible place to lose an engine" and bam it went out. I had a major adrenaline surge, then I applied carb heat, and the engine instantly roared back to life.

Since then, I've become more sensitive to the sound of the engine, and now I will occasionally just reach for the mixture to enrich it a little to make it sound just a little sweeter, and once in awhile it won't respond to the mixture change. I then apply carb heat, and it clears it up.

Now that I've seen firsthand the power of negative thinking, I try to fill my mind with thoughts like "This sure would be a horrible place to have the Swedish bikini team parachute in." Eventually it will happen.

Dear Friend,

I was flying home from Pocatello, Idaho to Sun Valley, Idaho last week and when I reached 10K+ MSL my engine started to run rough. My outside temp was approximately -10 degrees F. I couldn't believe it could be carb ice, but I messed with my carb heat, checked my mags, and dinked with what I could. I found half carb heat and more throttle made my 0-300A run smoother but not perfect. I was 1/2 way over the "desert" which is a good 50 + miles of Lava. When I desended to 7,000 ft on my let down it cleared up and was gone.

Next day I spoke with a friend and A/P who told me it was probably a faulty/old wiring harness. (spark escaping somewhere due to lack of air pressure) He stated on the C-402 it happens a lot but had a hard time thinking it could happen on a non-turbo'ed engine. But it was the best explanation I could reach.