Why The Vision 350?

Many have asked why is the EPS Vision 350 engine so

different than any diesel airplane engine in recent times? The answer is very simple. All of todays modern aircraft engines are currently reproductions, modifications or replications of 1930s aircraft or automotive engines. Many of these engines use leaded fuel that was banned in cars in the 1970s. The Vision 350 brings clean and efficient, green power to the forefront of aviation engines. Its use of Jet A, JP-8 or diesel fuel eliminates the need for the outdated, expensive and environmentally un-safe leaded airplane fuel currently in use. The EPS engine affords pilots the opportunity to shift to a more advanced technology engine with a patented purpose-built design tailored for the aircraft application. EPS offers aircraft OEMs access to developing aviation markets in Asia, South America, Africa and other markets because of its fuel availability. With an emphasis on eliminating leaded airplane fuel the current fleet of more than 200,000 airplanes is at risk of having a forced retirement. The EPS Vision 350 is the answer to the future of where lightweight airplane engines should be. It is a twenty first century airplane engine. The EPS Vision 350 advantage is as large as the present mature marketplace in North America and is sure to expand as the development and production of the engine moves forward. The following describe the key points that make Vision 350 unique and extremely marketable.

Vision 350 Engine Technical Description

1. 2. 3. 4. 5. 6. 7. 8. Configuration: Displacement: Max. Power: Fuel Cons: Fuel: Cooling: Engine Control: Target Weight: Flat-Vee 8-cyl. 4-stroke Diesel 4.42 liters 350 bhp @ 3800 rpm 12.3 gph @ 250 hp setting Jet A, Jp-8, or diesel Integrated liquid-cooling Electronic engine management 298 kg, (wet running weight)

Load More... Fly Further... Fly Cleaner... Fly Faster

Copyright 2012 EPS All Rights Reserved

Diesel Engine Test Program Progresses

By Pia Bergqvist / Published: Feb 20, 2013

Engineered Propulsion Systems (EPS) Vision 350 diesel engine, currently in development for general aviation airplanes, recently achieved a milestone in its initial test program. Engineers parked the EPS mobile testing lab at Hartzell Propellers headquarters in Piqua, Ohio, where the engine proved capable of spinning Hartzells traditional aluminum, ASC-II composite and Bantam composite graphite propellers without the need for engine vibration dampers. According to EPS, the testing showed that the engines design features make it a smoother running engine than many traditional general aviation engines and any other diesel engine. We were very encouraged to see that the stresses on the propellers were acceptable and lower than most engines we have surveyed, said Hartzell Propellers vice president of engineering, Bruce Hanke. The Vision 350 testing program began in November 2011, and, thanks to the mobile lab, the engine has been tested in various temperatures and elevations. The eight-cylinder, liquid cooled engine is equipped with a full authority digital engine control (FADEC) system and will be capable of producing up to 350 horsepower while burning less than 20 gallons per hour, according to Steve Weinzierl, EPS chief technical officer.

Cessna 207 Skywagon Performance Data

Horsepower: Fuel Capacity: Range: Cruise: Stall: Climb: Ceiling: Takeoff Distance: Landing Distance: Gross Weight: Empty Weight: Useful Load: Wingspan: Length: Height: 300 hp 80 gal 390 nm 143 kts 58 kts 810 ft/min 13,300 ft 1,100 ft 765 ft 3,800 lbs 1,996 lbs 1,804 lbs 36 ft 31.75 ft 9.54 ft 303 L 722 km 265 kmh 107 kmh 4.1 m/sec 4,054 m 335 m 233 m 1,724 kg 905 kg 818 kg 10.97 m 9.68 m 2.91 m 449 mi 165 mph 67 mph

Cessna 207 The Model 207 was a seven and later eight seat development of the 206, achieved by stretching the design further to allow space for more seats. The nose section was extended 18" by adding a constant-section nose baggage compartment between the passenger compartment and the engine firewall; the aft section was extended by 44" by inserting a constant-area section in the fuselage area just aft of the aft wing attach point. Thus the propeller's ground clearance was unaffected by the change (the nosewheel had moved forward the same distance as the propeller), but the tail moved aft relative to the mainwheel position, which made landing (without striking the tailskid on the runway) a greater challenge. The move gave that airplane a larger turning radius, since the distance between mainwheels and nosewheel increased by 18 inches (460 mm) but the nosewheel's maximum allowed deflection was not increased. The 207 was introduced as a 1969 model featuring a Continental IO-520-F engine of 300 hp (220 kW). A turbocharged version was equipped with a TSIO-520-G of the same output. At the beginning of production the model was called a Cessna 207 Skywagon, but in 1977 the name was changed to Stationair 7. 1977 also saw a change in engine on the turbocharged version to a Continental TSIO-520-M producing 310 hp (230 kW) the same engine used in the TU206 of the same vintage. The 207 added a seat in 1980 and was then known as the Stationair 8. Production of the 207 was completed in 1984, just two years before U206 production halted. A total of 626 Cessna 207s were manufactured.

The Cessna Model 207 has been popular with air taxi companies, particularly on short runs where its full seating capacity could be used. Very few of these aircraft have seen private use. Modifications In April 2007 Thielert announced that the European Aviation Safety Agency had granted a Supplemental Type Certificate (STC) for conversion of Cessna 206s to the Thielert V-8 diesel powerplant. The STC allows conversion of the following models: U206F and TU206F with the 300 hp (220 kW) powerplant, and the U206G, TU206G, 206H and T206H with the 310 hp (230 kW) version. This modification does not require any changes to the engine cowling. In May 2008, Thielert entered insolvency proceedings, so the future availability of this diesel conversion is uncertain. Soloy Aviation Solutions offers a turboprop conversion for all 205/206/207 models based on the 418 shp (312 kW) Allison C20S engine. However, extensive engine cowl modifications are required. Atlantic Aero offers an FAA STC conversion to the Continental IO-550 powerplant. No cowl modifications are required. Both Kenmore Air (Edo floats) and Wipaire (Wipline floats) offer seaplane conversions.

MODEL C208 ENGINE WEIGHTS Take-off weight Empty weight

DIMENSIONS

Cessna Turbo-Stationair 8 Type Continental TSIO-520-M flat-six piston engine, 231kW 1724 kg 990 kg 10.92 m 9.8 m 2.92 m 16.16 m
2

3801 lb 2183 lb 36 ft 10 in 32 ft 2 in 10 ft 7 in 173.94 sq ft 196 mph 185 mph 26000 ft 702 miles

Wingspan Length Height Wing area PERFORMANCE Max. speed Cruise speed Ceiling Range

315 km/h 298 km/h 7925 m 1130 km

With additional tankage, longer wing, vortex generators and the larger tires, it's truly a Suburban of the Air.