What is strange here is that the Continental CDs aren’t much better considering all the “development” that has been done on them, and considering they are originally MB car engines. Commercial trucks runs for 1M km without anything happening, and the engines used are much more complex, and endure much more abuse.
Maybe, but they are allowed to be much heavier and are installed in a completely different vibration regime than in an aircraft.
Continental extends TBR on CD-135 and CD-155 to 2100hrs, and doubles gearbox TBR to 1200hrs.
That’s a big jump for the CD155. I guess used previously owned DA42s just experienced a price hike
Yes, it does change the numbers for the CD-155 significantly, and in a good way. BUT the new TBR applies only to new / replacement engines, so maybe not so much a price hike for older planes. But the trend is promising, and their comments about the bigger engine materializing next year just might be true. We’ll see next year ;)
Gosh that is a jump. Would it not be better to have 2400 hours tbr with 1200 on the gearbox. I wonder if that is where they are heading next.
Give it a couple years and another TBO / R hike of 1000 or more hours and we will hopefully finally get past the “unlike aero engines, car engines cannot run at high power settings for long periods of time” mantra.
I had forgotten about that mantra… I am convinced making airplane piston engines from mass-produced automotive engines is the future and I really look forward to the certification of the CD-300. It is sorely missing. And maybe then Diamond will finally have a viable powerplant for the DA50?
What was the tbo previously?
1500 hours for the CD135
1200 hours for the CD155
Old gearbox still 300h if dual mass 600h
Now 1200h
dublinpilot wrote:
What was the tbo previously?
Actually it wasn’t TBO – it was TBR:
- CD135 1500
- CD155 1200
