Experimenter is a magazine created by EAA for people who build airplanes. We will report on amateur-built aircraft as well as ultralights and other light aircraft.
Issue link: http://experimenter.epubxp.com/i/194874
Un d e r t h e C o w l the engine without a propeller rotation. This seemingly "easy"-looking task turned out later in practice to be a major engine problem. When the gearbox started creating problems, the inspection interval was lowered from 300 to 150 hours and the PSRU change was due at 300 hours. This increased the maintenance costs of first Centurions drastically. Meanwhile the engine TBO was 1,200 hours, gearbox inspection rose to 300 hours, and its exchange to 600 hours. With the recently announced bi-mass flywheel, the PSRU problems should disappear completely, and the TBO of the gearbox probably will rise. With the latest acquisition by Continental, the maintenance and spare parts supply should drastically improve worldwide. The Birth of the Centurion 2.0 The first 1.7 engines suffered thermally, because with their 135 hp, they were at least 20 hp weaker than the gasoline engines that they replaced in Cessnas and Pipers. These engines were regularly used at almost full power with the consequence of more frequent heat-related problems with cylinder heads and gaskets. These issues were resolved after switching production from the 1.7- to 2.0-liter engine in 2006. As Mercedes introduced the next A-class generation of cars powered by diesel engines, the engine displacement of the OM640 increased from 1.7 to 2.0 liters. Lesson learned. In the automotive industry, the product lifetime is much shorter than in aviation. The new Mercedes engine was more powerful but heavier because the engine was cast iron instead of cast aluminum. To keep weight down, Thielert designed and manufactured its own aluminum 2.0 engine block in 2006 that is still in use. Dimensions of the Centurion 2.0 and 1.7 are nearly identical and the install kits are compatible; so the 1.7 at the end of its life can be replaced with a 2.0. The Centurion 2.0 is rated to 101 kW or 135 hp/101 kW but is EASA/FAA certified for 155 hp/116 kW. Thielert Bankruptcy and Restart In 2006 Thielert announced the purchase of Superior Air Parts, an important strategic decision for conquering the U.S. market and building a servicing network. That liaison lasted only until the Thielert bankruptcy in 2008. In 2008 TAE went into bankruptcy, and Thielert CEO Frank Thielert lost control of the company he founded. Since then, the company has been administered by a court-appointed asset manager, Bruno Kubler, who managed to bring some new order to the company, and 32 Vol.2 N o.10 / October 2013 Photography by Marino Boric