The Continental C90 and O-200 are a family of air-cooled, horizontally opposed, four-cylinder, direct-drive aircraft engines of 201 in3 (3.29 L) displacement, producing between 90 and 100 horsepower (67 and 75 kW).[1]
Though the C90 was superseded by the O-200, and many of the designs utilizing the O-200 had gone out of production by 1980, with the 2004 publication of the United States Federal Aviation Administration light-sport aircraft regulations[6] came a resurgence in demand for the O-200.
The C90 was introduced in 1947 as a follow-on to the A65, which had been in production since 1939.[7][8]
Many of the designs powered by the C90 are upgraded variants of earlier A65 powered designs, such as the Piper J-3 Cub and PA-11 Cub Special,[9]Aeronca 7AC,[3] and Luscombe 8A.[10] The engine was developed from the earlier O-190 by increasing the stroke 1⁄4 inch.
This engine family is considered to be dependable, according to both industry publications and the FAA.[11][12]
In a cooperative venture, Rolls-Royce produced these same designs in England, under separate certification, with model designations beginning RR, e.g. the Rolls-Royce RR C90-12FH is the equivalent of the Continental C90-12FH; the Rolls-Royce versions are "directly interchangeable with the equivalent models manufactured by Continental."[13] The Rolls-Royce O-200-A powers the Beagle Pup Series 1,[14] the Rollason Condor, the Bölkow Bo 208 C Junior,[15] the Avions Robin DR 220,[15] the Morane-Saulnier MS-880,[15] plus the Victa Airtourer 100[15] and the Reims F150 (a version of the Cessna 150 license-built in France by Reims Aviation).
While the C90 is approved for takeoff power of 95 horsepower (71 kW) for five minutes, the designation is derived from its continuous power rating of 90 hp (67 kW). As noted above, certain models of the C90 replace the usual carburetor with a fuel injection system. In addition, there are models which provide for the installation of a controllable-pitch propeller and one, the C90-12FP, designed for a pusher configuration installation.[1] While having slightly less horsepower than the O-200, many floatplane operators prefer the performance of the C90 over the O-200, due to its higher torque at lower rpm. This is primarily due to the C90's camshaft design. The C90 is also known by its military designation of O-205.[18]
The O-200 is an updated and upgraded version of the engine, achieving increased power of 100 hp (75 kW) as a result of higher maximum rpm. The standard and most common model of the engine is the O-200-A; the -B model is designed for a pusher installation, the -C model provides for the installation of a controllable-pitch propeller, and the -D model is a lower-weight version designed for light-sport aircraft.[1]
An engine designated the IOL-200, an O-200 variant modified with fuel injection and liquid cooling, powered the 1986 nonstop, non-refueled global circumnavigation flight of the Rutan Voyager. The 110-horsepower (82 kW) IOL-200, also referred to as the Voyager 200, was the rear engine and—unlike the forward engine, another modified engine, a Continental O-240 —ran throughout the entire nine-day flight save for a four-minute shutdown due to a fuel problem.[19]
Formula One racer Sharp Nemesis, designed and flown by Jon Sharp, was powered by a 'stock' O-200. Between 1991 and 1999, the aircraft won 45 of the 48 events in which it was entered, as well as winning three Louis Blèriot medals, four Pulitzer Trophies, and setting 16 speed records in its class. In one of those records, Nemesis was clocked at more than 290 mph (467 km/h).[20] By contrast, the O-200 powered Legend Cub cruises at 95 mph (152.9 km/h).[21]
^Aircraft specification no. 1A2. Revision 37. (Sep. 4, 1996.) Department of Transportation. Federal Aviation Administration.
^ abAircraft specification no. A-759. Revision 67. (Jun. 3, 2005.) Department of Transportation. Federal Aviation Administration.
^Type certificate date sheet no. A-787. Revision 33. (Jul. 14, 2005.) Department of Transportation. Federal Aviation Administration.
^Type certificate data sheet no. 3A19. Revision 44. (Mar. 31, 2003) Department of Transportation. Federal Aviation Administration.
^Federal Register. Vol. 69, No. 143 (Jul. 27, 2004), pp. 44772-44882. Federal Aviation Administration, 14 CFR Parts 1, 21, et al., "Certification of aircraft and airmen for the operation of light-sport aircraft;" Final rule.
^"Motors". Aerofiles: A Century of American Aviation. Retrieved 2006-10-07.
^"Company Background". Teledyne Continental Motors: Company Information. Archived from the original on 2006-11-24. Retrieved 2006-10-07.
^Aircraft specification no. A-691. Revision 32. (Oct. 1, 1997.) Department of Transportation. Federal Aviation Administration.
^Aircraft specification no. A-694. Revision 23. (Jul. 8, 1993.) Department of Transportation. Federal Aviation Administration.
^Special airworthiness information bulletin no. NE-03-45. (Jun. 27, 2003.) Department of Transportation. Federal Aviation Administration. Aircraft Certification Service.
^Type certificate data sheet no. E3IN. Revision 3. (Jan. 16, 1968) Department of Transportation. Federal Aviation Administration.
^Type certificate data sheet no. A22EU. Revision 3. (Jun. 19, 1979) Department of Transportation. Federal Aviation Administration.
^ abcdList 4: Propeller-driven aeroplanes not exceeding 8618 kg MTOM (including self-launching powered sailplanes. (Jun. 15, 2006) Luftfahrt-Bundesamt (Federal Office of Civil Aviation). Federal Minister of Transport, Building and Urban Affairs. Germany.
^Teledyne Continental Motors (2003-03-28). Service Information Letter SIL98-9A.
^Department of Transportation. Federal Aviation Administration. "STC number SE2031CE". Archived from the original on 2018-05-01. Retrieved 2006-10-07.
