Thielert already has a 2400 hour TBR in hand for this engine. And they
have an STC for the 172 N and P series airplanes, as well as some
Piper models, but last I heard they were having some troubles with a
shortage of vendor-supplied items. They didn't specify what those
items were, but I imagine it has to do with engine mounts or radiators
or something. I hope it isn't the engine manufacturer being stubborn.
The 1.7 is a 135 HP engine. It produces more static thrust than
the original Lycoming it replaces, although that's through a CS prop.
The HP is rated at 2300 RPM, which is why the airplane's performance
isn't affected by the lower HP. At the 2700 RPM of the Lyc so much
power is lost to the much higher propeller drag that the 135 at 2300
is able to match it.
It burns a bit over 4 GPH of diesel or Jet A, and fuel savings
over the life of the engine we have figured at about $40,000 CDN. The
engine's cost is about the same as a factory reman Lyc O-320, but I
imagine the initial installation would add considerably to that.
Go to http://www.centurion-engines.com/

Dan


"Cy Galley" wrote in message news:UA0Rb.22152$U%5.168426@attbi_s03...

Hans Conser wrote:

Page 18 Feb issue of Flying:

"FAA Certifies Auto Engine Conversion

In November the FAA granted type certification to the Thielert
Aircraft
Engines (TAE) TAE 125-01 four cylinder aviation diesel engine. The
model is a diesel automotive engine, made by DaimlerChrysler, which
TAE
converts for airplane use by adding a gearbox and other aviation
specific parts.
The certification for the engine, known as the Centurion 1.7, is the
first of its kind for the FAA. The approval surprised many industry
observers because it entailed producing an engine with parts that the
manufacturer (DaimlerChrysler) would not verify. But the FAA was
surprisingly willing to work within this restriction and allowed
Thielert to verify, through a combination of component testing, parts
validation, test stand runs, and ongoing testing that the engine, and
the parts that make it up, meet an acceptable level of safety.
To our knowledge, the certification of the engine also entails
another
first, the approval of a powerplant with a timer before before
replacement (TBR) limit--1000 hours or 12 years, whichever is
first--with no overhaul allowed. When the engine reaches one of
those
milestones the owner must replace it with a new engine. The company
is
working toward a 2,400 hour TBR, and will pro-rate replacement
engines
from the beginning at the 2400 hour figure.
Thielert plans to offer an STC for retrofit installations of the
engine
in Cessna Skyhawks. Diamond is developing its Twin-Star light twin
around the Centurion 1.7 engine, and OMF is working on a diesel
version
of its two-place Symphony."

Perhaps it is time to certify the 13B.

Hans

Al Gietzen wrote:

Hum-m-m; kind of puts Lycoming and Continental on notice, doesn't it?