THE TECHNICAL UNIVERSITY OF KENYA

Faculty of Engineering Sciences and Technology

School of Mechanical and Process Engineering

EEAQ/5126 AERO-ENGINE MAINTENANCE AND REPAIR

Bachelor of Engineering
in
Aeronautical Engineering

Department of Aerospace and Aviation Engineering

TERM PAPER

RETURN OF THE AERODIESEL - THE AUSTRO E4 ENGINE –

112/00513

STEPHEN KARIUKI
30TH MAY 2016

©The Technical University of Kenya Exam Office 2016

 Table of Contents
Table of Contents .........................................................................................................................................................1
Literature Review .........................................................................................................................................................3
Chapter 1 .......................................................................................................................................................................5
Introduction ..................................................................................................................................................................5
1.0 Origin ...................................................................................................................................................................5
1.1 Design and Development ....................................................................................................................................5
1.3 Specification and Performance ............................................................................................................................5
1.4 Uses and Certification..........................................................................................................................................7
Chapter 2 .......................................................................................................................................................................8
Performance Analysis .................................................................................................................................................8
2.1 Performance Characteristics of engine components ...........................................................................................8
2.1.1 Mechanical Operation Principle of a Four Stroke Diesel Engine: .................................................................8
2.1.2 Thermodynamic analysis of an ideal diesel engine ......................................................................................9
2.1.3 Assumptions ...............................................................................................................................................12
2.1.4 At ISA-SLS Conditions ...............................................................................................................................12
2.2 Discussions of component characteristics .........................................................................................................15
2.2.1 Off –Design: 10,000m (32,808.4 ft) ...........................................................................................................16
2.2.2 Discussion ..................................................................................................................................................18
Chapter 3 .....................................................................................................................................................................20
Engine installation and aircraft systems integration ..............................................................................................20
2.0 Engine Installation .............................................................................................................................................20
2.0.1 Engine ........................................................................................................................................................20
2.0.2 Engine Compartment Integration................................................................................................................20
2.0.3 Concept Features .......................................................................................................................................21
2.0.4 Crankcase ..................................................................................................................................................21
2.0.5 Gas Exchange ............................................................................................................................................21
2.0.6 Cylinder head and cylinder head gasket ....................................................................................................21
2.0.7 Valve Train .................................................................................................................................................22
2.1 Aircraft systems Integration ...............................................................................................................................22
2.1.1 Engine Electronic Control Unit....................................................................................................................23
2.1.2 Fuel and Fuel System ................................................................................................................................23

Page 1 of 32
 2.1.3 Accessory Parts .........................................................................................................................................24
2.1.4 Propeller and its Integration........................................................................................................................25
2.3 Turbo charging...................................................................................................................................................25
Chapter 4 .....................................................................................................................................................................27
Airworthiness Directives and Service Bulletins ......................................................................................................27
4.1 Service Bulletins ................................................................................................................................................27
Service Information No. SI-E4-002 ......................................................................................................................27
Service Information No. SI 40NG-051 .................................................................................................................27
Service bulleting (Mandatory) No. MSB-E4-020..................................................................................................27
Mandatory Service Bulletin MSB-E4-004 ............................................................................................................28
Mandatory Service Bulleting MSB-E4-008 ..........................................................................................................28
Service information no. SI-E4-002.......................................................................................................................28
4.2 Airworthiness Directives ....................................................................................................................................28
4.2.1 Airworthiness Directive AD No. 2011-0039 ................................................................................................28
4.2.2 Airworthiness Directive AD No.: 2013-0213R1...........................................................................................29
4.2.3 Airworthiness Directive AD No. 2011-0039 ................................................................................................29
4.2.4 Airworthiness Directive AD No.: 2013-0213R1...........................................................................................29
Chapter 5 .....................................................................................................................................................................30
Engine Maintenance and Future Trends ..................................................................................................................30
5.1 Maintenance ......................................................................................................................................................30
5.1.1 Time Before Overhaul (TBO)......................................................................................................................30
5.1.2 High Pressure Fuel Pump (HPP)................................................................................................................30
5.1.3 Torsional Vibration Damper (TVD) .............................................................................................................30
5.1.4 Alternator ....................................................................................................................................................30
5.1.5 V-Ribbed Belt .............................................................................................................................................30
5.1.6 Parts kits.....................................................................................................................................................30
5.2 Future Trends ....................................................................................................................................................30
References..................................................................................................................................................................32

Page 2 of 32
 Literature Review

Diesels (compression-ignition piston engines) have a long history in aviation, but their numbers have never been
impressive.

By 1913, aero-diesels had already been successfully made and by 1916, these oil-injected (for fuel) beasts were
making 500 hp. They powered Lufthansa airliners by 1935, and by WWII, they were making one horse for every 1.4
pounds of weight – better than most modern private-aviation gasoline engines. BMW made a water-cooled radial
(with radiators between the cylinders); Daimler-Benz’s diesels powered the Hindenburg. The first USA-built Packard
diesel-powered airplane flew in 1929. A Ford Tri-motor so equipped famously flew for a fuel cost of three cents a
mile. Guiberson took up the mantle in the U.S., equipping prototype Navy airplanes (and then battle tanks).

In Britain, the Bristol Phoenix, the unsuccessful and heavy Beardmore Tornado, and the Jumo-designed Napier
Culverin also flew, some with better-than-gas-engine performance. Even Rolls-Royce tried converting a Condor to
diesel power. The Czech ZOD, Italian Fiat, Russian Charomski, and French diesels (Clerget, Salmson, Jalbert-Loire,
and Jumo-licensed C.L.M.) also flew in the pre-war period, with varying degrees of success.

Recent history recalls the Thielert 1.7-liter unit, originally (2002) used in the Diamond DA42. This breakthrough
powerplant, based on the Mercedes OM640 car engine but with an aluminium block, became notorious for its
maintenance requirements: its 600-hour (later 1,000 hour) TBR (time before replacement) was interrupted every 300
hours by a mandatory clutch and gearbox rebuild. However, local mechanics could do nothing but the swap-outs;
only the factory was authorized to perform the overhauls and repairs.

(Adapted from an article on www.avaitionpros.com - ‘What about Those Diesels?’ By Tim Kern on July 13 2012 )

Page 3 of 32
 Index
UAV – unmanned aerial vehicle

OEM – Original Equipment manufacturer

GAV – General Aviation Vehicle

MbTech – Mercedes Benz Technologies. A subsidiary company of the auto company Mercedes Benz

NG – New Generation

EECU – Electronic Engine Control Unit

EASA - European Aviation Safety Agency

VVTL-i (Variable Valve Timing and Lift intelligent system)

VVT-iE (Variable Valve Timing - intelligent by Electric motor)

AAI - air-to-air intercooler

HFS – Hot-film air flow sensor

CAD – Computer-Aided-design

Btu – British Thermal Units (Energy units)

F – Fahrenheit (Temperature units)

K – Kelvins (Temperature units)

Page 4 of 32
 Chapter 1
Introduction
1.0 Origin
The DA42 Twin star (Diamond) is a light twin-engine diesel aircraft that had the Thielert Centurion 1.7 and 2.0
engines as its power-plant options; however, Thielert ceased production of the 1.7 liter and instead only producing
the 2.0 Centurion. Diamond Aircraft Industries used the 2.0 Centurion engines as from 2007, however later in the
year Diamond Aircraft announced plans to start using its own diesel engines. This was despite increased
displacement of the 2.0-liter Centurion. Together in partnership with partners like Mercedes Benz Technologies
Diamond Aircraft Industries through its subsidiary Austro Engine GmbH designed The Austro e4 Engine. And once
Thielert filed for insolvency the Austro Engines came in to production and fully replaced the Centurion Engines for the
diesel powered Diamond airplanes.

1.1 Design and Development

Both the Centurion and Austro E4 are derived from the same Mercedes A-class engine, with the Austro delivering
168hp compared to 135hp by the Centurion, and both have the same footprint. However, the Austro engine has no
clutch and instead uses a dynamic damper to insulate the propeller and gear train from the fuel’s sharp pulses of
power. It also delivers more power than the Centurion while consuming lesser fuel.

The Austro Engine E4 (Fig 1) commonly referred to as the AE300 is a modern piston engine that is diesel powered.
This is a four stroke engine that is liquid –cooled and is inline in nature. An Austrian company Austro Engine is the
manufacturer. However, Austro Engine is a subsidiary of the larger Diamond Aircraft, which manufactures engines
aircrafts and then uses the Austro engines in the planes. Austro Engine is a consortium of companies including
MBtech and Diamond Aircraft industries. Austro Engine GmbH is a manufacturer of Jet A1 and rotary piston engines
for various OEM General Aviation aircraft (GAV) and unmanned aerial vehicles {UAVs) that is located in Weiner
Neustadt, Austria.

1.3 Specification and Performance

This engine is installed with a gearbox pf reduction ratio of 1:1.69 a turbocharger and has a high pressure direct
injection. It uses an Electronic Engine Control Unit (EECU), which controls all the engine components. The engine
uses kerosene or diesel as its jet fuel. This means that for the same performance it uses 42.5% less fuel than
conventional aircrafts. It also has much lower noise and lesser exhaust emissions. The engine’s maximum operating
altitude is 5940 meters (1800 ft.).

Table 1: Power ratings

Rating
Take-off 123.5 Kw at 3880 rpm
Max. Continuous
Power Max. recommended 114 Kw at 3550 rpm
cruising

Page 5 of 32
 (ref: htttps://en.wikipedia.org/wiki/Austro_Engine_E4.html)

Table 2: Key performance characteristics of the Austro E4 Engine.

SPECIFICATIONS

Type 4 Stroke - Diesel

Cooling Liquid cooled

Cylinders 4 Cylinder

Bore 83mm [3.3 inches]

Stroke 92mm[ 3.6 inches]

Displacement 1991 cm3 [121.5 cu in]

Length (Figure 1) 738mm [29 inch]

Width 855 mm [34 inch]

Height (Figure !) 574 mm [23 inch]

Wet Weight 185kg [408 lb.]
Power output 125 kW (168 hp) @ 3880 RPM
Compression Ratio 17.5 : 1
Fuel Jet A-1, Jet A and TC-1 to PT
(ref: htttps://en.wikipedia.org/wiki/Austro_Engine_E4.html)

It should be noted that these values (Table 2) relate to the minimum as defined under ICAO or ARDC standard
conditions.

Page 6 of 32
 Figure 1: Engine Dimensions (ref: www.austroengine.at)

1.4 Uses and Certification

Figure 2: The Austro E4 Engine (ref: www.austroengine.at)

This engine is used in the DA42 NG (new generation)(Figure 2), DA42MPP Guardian, DA40 NG, and the DA42-VI.
And just like other engines that are made from the auto-aero-concept by the same manufacturer, this engine is fully
aviation certified. The DA42 aircraft is mostly operated by flight training schools, mapping operators and aerial
surveillance institutions. As for the DA40, it is popular with private individuals, companies and flying schools. Most of
these planes run by these engines are either single engine aircraft or twin-engine planes with a capacity of 3 to 7
across the various aircraft variants.

EASA [European Aviation Safety Agency] Type certification for this engine took 42 months and it cost about 62
million US dollars and was achieved in March 2009.

Figure 3: Diamond DA42 aircraft using the Austro E4 engine.

(ref: htttps://en.wikipedia.org/wiki/Diamond_DA42_TwinStar.html)

Page 7 of 32
 Chapter 2
Performance Analysis

2.1 Performance Characteristics of engine components

Engine operation is categorized into two major parts mechanical operation and thermodynamics used to produce
power and do work. Thermodynamic cycles are categorized into two: power cycles (those that produce a net power
output) and refrigeration cycles (those where a net refrigeration effect is achieved). Engines undergo power cycles;
these power cycles can be categorized into either vapour cycles (working fluid remains either as vapour and as
liquid form depending on the phase of the cycle) or gas cycles (where the working fluid remains in gaseous form
over the entire cycle). There are two major combustion categories for heat engines, that is internal combustion
(fuel is burned within a bounded system) and external combustion (an external source supplies heat to the working
fluid).

The Four-stroke engine is an internal combustion engine in which the piston completes four separate strokes or
in two revolutions of crankshaft which constitute a single thermodynamic cycle. A stroke refers to the full travel of
the piston along the cylinder, in either direction. This engine works on diesel cycle.

2.1.1 Mechanical Operation Principle of a Four Stroke Diesel Engine:

2.1.1 .1. Suction Stroke[intake]: The engine is started either manually or using a motor. In both cases
the energy is supplied to the engine. To start with, the piston is at or very near T.D.C and the inlet valve is
open while exhaust valve is closed. In this stroke the inlet valve opens and the outlet valve remains closed.
The piston moves from Top Dead Center (T.D.C.) to Bottom Dead Center (B.D.C.) and in this way a vacuum
is created in the cylinder. This vacuum is filled by air alone and piston reaches to B.D.C.
2.1.1.2. Compression Stroke: Both valves are closed. This time piston moves from B.D.C. to T.D.C. Air
is compressed in this stroke up to a compression ratio of 15:1 to 22:1 and a very high temperature is produced
due to high pressure. The high temperature is the only cause of combustion of the fuel. The piston takes the
power in this stroke from the flywheel. During this stroke the pressure and temperature attain a high value of
40 to 60 bar and 600º C to 700º C

Page 8 of 32
 2.1.1.3. Working Stroke: At the end of compression stroke, or when the piston reaches the T.D.C. position,
a fine spray of diesel is injected in the cylinder through a fuel injector. The fuel burns by the heat of compressed
air and due to its burning the power is produced. This power pushes the piston downward i.e. from T.D.C. to
B.D.C. The excess energy of the piston is stored in the flywheel of the engine, which is further used for the
remaining three strokes of the engine. The reciprocating motion of the piston is converted into the rotary
motion of the crankshaft by connecting rod and crank. During expansion the pressure drops due to increase
in volume of gases and absorption of heat by cylinder walls.
2.1.1.4. Exhaust Stroke: Theoretically, exhaust valve opens at the end of working stroke when the piston
is at B.D.C. position. Actually, the exhaust valve begins to open when about 85% of the working stroke is
completed. The force of piston coming from B.D.C. to T.D.C. forces the burnt gases into the exhaust manifold.
Some of the gases are forced out due to higher pressure in the cylinder and the remaining gases are forced
out by the piston. Some of the burnt gases are however left inside the clearance space. The exhaust valve
closes shortly after T.D.C. The inlet valve opens slightly before the end of exhaust and in this way the cycle
repeats.

2.1.2 Thermodynamic analysis of an ideal diesel engine

The piston’s diameter is referred to as the bore, while the clearance volume is that which remains when the piston
is at the Top Dead Center. The volume between the TDC and BDC is the displacement volume and the ratio of
maximum volume to the minimum volume is the compression ratio.

Thermal efficiency is the ratio of net work produced to the total heat input

η th = W net / Q in or η th = W net / q in

Pressure versus volume graphs (p-v), Temperature versus Entropy (T-s) graphs helps us analyze each cycle
and this helps us determine the expected performance. The areas enclosed under these graphs represent the
net work produced or net heat transferred during that cycle.

For an ideal four stroke diesel engine, the assumptions made are

 no heat enters leaves or enters the gas during the compression and power strokes.
 There are no losses through frictional forces

Since air has constant specific heats determined at 25 degrees Celsius and 77 degrees Fahrenheit, some air-standard
assumptions are made and they include

Page 9 of 32
 All processes involved are internally reversible
 Combustion process is replaced by a hear-addition process from an external source
 Air circulates continuously in a closed loop and also behaves like an ideal gas
 A heat rejection process that restores the working fluid to its initial state replaces the exhaust process.

The Intake stroke occurs at constant pressure and no power is generated in this one.

During the compression stroke work is done by the piston on the gas (air) that is taken in. diesel engines achieve
very high compression ratios because compression occurs to air alone and not to an air-fuel mixture as in petrol
engine cycle (Otto cycle). An assumption is made isentropic conditions (i.e. no heat is added) during this stroke
we effectively get the compression ratio which is the total intake volume (displacement volume, Vd) divided by the
volume after compression (clearance volume, Vc). CR. At isentropic conditions Compression ratio r is

r= Vd / Vc

While the pressure ratio is

P3/P2 = CR γ

And the temperature ratio

T3/ T2 = CR γ-1

Where γ is the specific heat ratio, P denotes pressure and T temperature.

Finally, during the exhaust stage, heat is released out of the piston

Power is calculated as the work times the rate of the cycle (number of cycles per second) [Cps]

P = W*Cps

Mean Effective Pressure is at the pressure that is imagined to act on the piston over an entire power stroke and
to produce similar amount of net-work as could be produced by the actual cycle. It is used to compare reciprocating
engines of the same size.

Net work
MEP =
Max volume−Min volume

Page 10 of 32
Heat transferred to the working fluid at constant pressure is

qin – wb out = u3 – u2

= P2 (V3 –V2) + (u3 –u2)

=cp (T3 – T2)

And the heat released at a constant volume from the working fluid

-qout = u1 – u4

= u4 – u 1

= cv (T4 – T1)

Assuming cold- air standard conditions

Thermal efficiency of the ideal diesel engine cycle is

𝑊 𝑛𝑒𝑡 𝑞 𝑜𝑢𝑡
ηth = 𝑞 𝑖𝑛
=1– 𝑞 𝑖𝑛

𝑇4−𝑇1
=1-
𝑘(𝑇3−𝑇2)

𝑇4
𝑇1(−1)
=1- 𝑇1
𝑇3
𝑘𝑇2( −1)
𝑇2

Considering the cut off ratio, i.e. cylinder volume before combustion against cylinder volume after combustion.
𝑉3 𝑉3
rc = −
𝑉2 𝑉2

Using it we reduce the thermal efficiency to

γ
1 𝑟𝑐 −1
ηth = 1 - 𝑟 ^γ−1 ⌊ 𝑘(𝑟 𝑐−1 ) ⌋

Where r is the compression ratio.

Page 11 of 32
 Figure 3: Ideal Diesel Engine thermodynamic curves (Thermodynamics: An Engineering Approach)

We seek to determine the temperature and pressures at each process, hence we use ideal-gas isentropic relations
for steps 1-2 and 3-4.
𝑉1 117 𝑖𝑛𝑐ℎ𝑒𝑠 𝑐𝑢𝑏𝑒𝑑
V2 = 𝑟
= 17.5
= 6.686 inches3

V3 = rc*V2

Assume a cut off ratio, rc of 2,

Then V3 = rc *V2 = 2 * 6.686 = 13.371 inches3

Therefore, for isentropic compression i.e. process 1-2

𝑉1
T2 = T1 (𝑉2)γ−1

Where γ is the specific heat ratio of air equal to 1.4

2.1.3 Assumptions

The following assumptions are made:

 The combustion process is replaced by heat addition from an external source

 All the processes within the cycle are internally reversible
 Air is considered to be the working fluid circulating in a closed loop and it behaves like an ideal gas
 The exhaust process is replaced by a heat rejection process that restores the working fluid to its initial state.
 The ambient conditions at ISA-SLS are 101325 Pascal’s of pressure and 288 Kelvin’s of pressure.

2.1.4 At ISA-SLS Conditions

We now consider an ideal diesel engine cycle with air as the working fluid and having a cut off ratio of 2.

Therefore, solving for temperature and pressures of air at the end of each cycle

Page 12 of 32
 𝑉1
𝑉2
=r

Where r is the compression ratio and taking V1 as the total volume of the cylinder.

NOTE: Units are given in both metric an imperial where possible.

Stroke volume = π x 4.352 x 9.2cm = 497.776 cm3 (30.375 in3)

Displacement volume = 1991 cm3

𝑑𝑖𝑠𝑝𝑙𝑎𝑐𝑒𝑚𝑒𝑛𝑡 𝑣𝑜𝑙𝑢𝑚𝑒
Since we don’t have the clearance volume given, V1 = 𝑛𝑜.𝑜𝑓 𝑐𝑦𝑙𝑖𝑛𝑑𝑒𝑟𝑠
=

1991 𝑐𝑚³ 121.5 𝑖𝑛³

= = 497.75 cm3 =( = 30.375 in3)
4 4

8.3
Alternatively, 𝑽1 = 𝜋𝑟 3 = 𝜋 𝑥 ( 2 )²𝑥 9.2 = 497.775 𝑐𝑚³ = 4.978 x 10-4 m3

3.3 2
= 𝜋 𝑥 ( ) 𝑥 3.6 = (30.7907496 in3)
2

4.978 x 10−4 m³
𝑽2 = = 2.8446 𝑥10−5 𝑚³
17.5

= (7.03789 in3)

V3 = r c x V2 = 2 x 2.8446 x 10-5 = 5.689 x 10-5 m3

= 2 x 7.03789 = 14.07577124 in3

For process 1 – 2 this is isentropic compression of an ideal gas at constant specific heats. k= 1.4
V1 4.978 x 10−4
T2 = T1 (V2)γ−1 = 288(2.8448 x 10−5 )1.4−1 = 904.91 K

V1 4.978 x 10−4
P2 = P1(V2)γ = 101325(2.8448 x 10−5 )1.4 = 5571392.736 Pa = 5.57MPa

= 808.062 Psi

Process, 2-3 is a constant pressure heat addition to an ideal gas

P3 = P2 = 5.57 MPa = (808.062 Psi)

And ,
P2.V2 P3.V3 V3
T2
= T3 T3 = , T2 V2

5.689 x 10−5
= 904.91 2.8446 x10−5 = 1809.76 K (2798.17 F)

Page 13 of 32
Process 3 -4 is isentropic expansion of an ideal gas
V3 5.689 x 10−5
T4 = T3(V4)γ−1 = 1809.76(4.978 x 10−4 )1.4−1 = 759.99 = 760 K = (908.6 F)

Noting that V4 = V1 = 4.978 x 10-4 m3 (30.7907496 in3)

V3 5.689 x 10−5
P4 = P3(V4)γ = 5571392.736 (4.978 x 10−4 )1.4 =267385 Pa = 267.385 kPa

= (38.7809 Psi.)

Therefore to find the mass of the air m, where R is the universal Gas constant = 287 J/Kg.K
𝑃1.𝑉1 101325 𝑥 4.978 𝑥 10^−4
m= = = 6.102 x 10-4 kg
𝑅.𝑇1 287 𝑥 288

= (1.34534 x 10-3 lb)

Process 2 -3. This is a constant pressure (Cp) heat addition process

Qin = m (h3 – h2) = m Cp (T3 – T2) = m Cp (T3 –T2)

Cp = 1.0045 KJ/Kg-K

Qin = 6.102 x 10-4 kg x 1004.5 J/KgK (1890.76 – 904.91)

= 604.27 kJ (572.7374 Btu)

Process 4 -1 is a constant volume heat rejection

Therefore, the heat rejected, Qout = m (u4 –u1) = m Cv (T4 –T1)

Cv = 717.15 KJ/KgK

Qout = 6.102 x 10-4 kg x 717.15 J/KgK (760 – 288)

= 206.5495 kJ (195.77 Btu)

Thus net work can be found by

Wnet =Qin -Qout = 604.27 – 206.55 = 397.72 kJ (376.97 Btu )

And therefore the thermal efficiency, ηth,

𝑊𝑛𝑒𝑡 397.72
ηth = 𝑄 𝑖𝑛
= 604.27 = 0.658 = 65.8%

so, to find the Mean Effective Pressure,

𝑊𝑛𝑒𝑡 397.72
MEP = 𝑉𝑚𝑎𝑥−𝑉𝑚𝑖𝑛 = (4.978 𝑥10−4)−(2.8446 𝑥 10−5) = 84737746 Pa = 8.47 MPa (1,229 Psi)

A constant pressure of 456.879 kPa in one stroke should produce the net work output as the whole diesel cycle

Page 14 of 32
Total work output for the engine at the conditions are:

Power output = Work output x Fuel consumption rate

= 2.75093 kJ x 28.1502 kg/hr

= 77.439 kW (103.85 hp)

2.2 Discussions of component characteristics

The analysis below is when the plane is when the plane is at a hundred percent fuel consumption.

Heat added, Qin per cycle = mass of fuel burnt per cycle x fuel calorific value

At a 100 percent power output fuel consumption = 35.1 liters/hour

Therefore, 𝑚𝑎𝑠𝑠 𝑜𝑓 𝑓𝑢𝑒𝑙 𝑐𝑜𝑛𝑠𝑢𝑚𝑒𝑑 = 𝑣𝑜𝑙𝑢𝑚𝑒 𝑓𝑙𝑜𝑤 𝑟𝑎𝑡𝑒 𝑥 𝑓𝑢𝑒𝑙 𝑑𝑒𝑛𝑠𝑖𝑡𝑦

𝑙𝑖𝑡𝑟𝑒𝑠
= 35.1 ℎ𝑟
𝑥 0.802 𝑘𝑔/𝑙𝑖𝑡𝑒𝑟

= 28.1502 kg/hr
28.1502 𝑘𝑔
Mass of fuel burnt per second = 3600𝑠
= 7.8195 x 10-3 kg/s (17.24 lb/s)

There are four cylinders, therefore, mass of fuel burnt per second in each cylinder

7.8195 x 10 −3
4
= 1.954875 x 10-3 kg/s (4.31 X10-3 pounds per second)

The engine has a maximum rotation per minute of 3880rpm and it makes 2 revolutions per cycle since it is a 4 stroke
engine.
3880
The number of cycles per second = = 32.333 cycles/sec
2 𝑥 60

1.954875 x 10^−3 kg/s

Hence, the mass of fuel burnt at each cycle = 32.333
= 6.046 x 10-5 kg/cycle (13.33 x 10-5 lb/cycle)

Heat added per cycle, Qin = 6.046 x 10 − 5 kg/cycle x 45.5MJ/kg = 2750.93 kJ (2607.38 Btu)

Table 3: Performance in terms of Fuel consumption and Power

Power Fuel Consumption

Kilo watts 123.5 MTOP (100% - 123.5 kW) 35.1 I/h
Horse power 168 MCP (92% - 114 kW) 31.54 I/h
1/minute 3880 Best Economy (73% -90 kW) 21 I/h
(ref: Technical Data Sheet: www.austroengine.at)

Page 15 of 32
Qin at Maximum Cruise Power

At 92% the engine produces 114kW of power.

Mass of fuel consumed = volume flow rate x density

= 31.54 liters x 0.802 kg/liter

= 25.29508 kg/hr (55.77 lb/hr)

Mass of fuel burnt per second = 25.29508/ 3600 s = 7.026 x 10-3 kg/s (15.49 lb/s)

There are four cylinders:

1.7566 x 10−3
Mass of fuel burnt per second in each = = 1.7566 x 10-3 kg/s (1.67 lb/s)
4

It makes 32.33 cycles per second

1.7566 x 10−3
Thus, the mass of fuel burnt in each cycle = = 5.4328 x 10-5 kg/s (11.98 lb/s)
32.33

Therefore, heat added at 92% Qin is

Qin = 5.4328 𝑥 10-5 x 45.5 MJ/kg= 2.47194588 x 10-3

= 2,471.945 kJ (2342.95 Btu)

Hence, from Table 3 above of performance, the above are values of Qin to produce the said power. However, these
engines are turbocharged and thus the values here may not be reflective values of the actual engine, as the
considerations done here take for ideal conditions and cycle.

2.2.1 Off –Design: 10,000m (32,808.4 ft)

We consider the same ideal diesel engine cycle with air as the working fluid and having a cut off ratio of 2. The
engine is not turbocharged.

According to the Standard Atmosphere tables, at the height pf 10,000m (32,808.4 ft) the conditions here are

 Temperature, T1 = 223.26K
 Pressure, P1 = 26500N/m2 (3.84 Psi)
 Air density ρ = 0.41351 kg/m3

Using the values of volume already worked out:

Page 16 of 32
 Table 4: Volumes at the different stages

Volume (x 10-5 m3) Square inches (in3)

V1 49.78 30.791
V2 2.8446 7.038
V3 5.689 14.076
V4 49.78 30.791

process 1 – 2: Isentropic compression of an ideal gas at γ = 1.4

V1 4.978 x 10−4
T2 = T1 (V2)γ−1 = 223.26(2.8448 x 10−5 )1.4−1 = 701.4975 K = 701.5K

V1 4.978 x 10−4
P2 = P1(V2)γ = 26500(2.8448 x 10−5 )1.4 = 1,457,132.826 Pa = 1.457 MPa (211.32 Psi)

process 2-3: Constant pressure heat addition to an ideal gas

P3 = P2 = 1.457 MPa (211.32 Psi)

V3 5.689 x 10−5
And, T3 = , T2 V2 = 701.5 2.8446 x10−5 = 1402.995K = 1403 K

Process 3 -4 is isentropic expansion of an ideal gas

V3 5.689 x 10−5
T4 = T3(V4)γ−1 = 1402.995(4.978 x 10−4 )1.4−1 = 589.1807317 K = 589.18 K

Note that V4 = V1 = 49.78 x 10-5 m3

V3 5.689 x 10−5
Therefore, P4 = P3(V4)γ = 1,457,132.826 (4.978 x 10−4 )1.4 = 69,931.46076 Pa =69.931 kPa (10.14 Psi)

Taking the universal Gas Constant, R to be 287 J/Kg.K, we can calculate the mass of the air m to be:
𝑃1.𝑉1 26500𝑥 4.978 𝑥 10^−4
m= 𝑅.𝑇1
= 287 𝑥 223.26
= 2.05877 x 10-4 kg (4.54 10-4 lb )

MEP Calculations

Process 2-3: Constant pressure heat addition

Qin = m Cp (T3 –T2)

= 2.0584 X 10-4 x 1.0045 (1402.995 – 701.5)

= 145.049 kJ (137.52 Btu)

Process 4-1 : Constant volume Heat Rejection (V1 =V4)

Heat rejected, Qout = mCv (T4 – T1)

Where Cv = 717.15 J/kg-K

Page 17 of 32
Qout= 2.05845278 x 10-4 kg x 717.15 J/kg-K x (589.18 -223.26)

= 54.015 kJ (51.2 Btu)

Therefore, the work net, Qin -Qout = 145.049 - 54.015 kJ

Wnet = 91.031 kJ. ( 86.28 Btu)

Therefore, the Thermal efficiency, ηth = Wnet / Qin x 100 = 62.76%

𝐖𝐧𝐞𝐭 91.031
Therefore, MEP = = (4.978 = 193,949.5562 Pa = 193.95 kPa (28.13 Psi)
𝑉𝑚𝑎𝑥−𝑉𝑚𝑖𝑛 x 10−4)−(2.8446 𝑥 10−5)

2.2.2 Discussion

The tabulated data clearly shows that at different altitudes, the temperature variations are not as great, however,
pressure variances are quite significant and we can clearly see that the very low pressures at 10,000m are limiting for
flight to take place using this engine. Hence from the DA42 Technical Data Sheet, the maximum flight altitude is
5,000 m.

Another reason for the plane not to be operable at these high altitudes is due to depressurization effects in the cabin,
as pressurization systems and bleed air systems are not included.

Table 5: Temperature comparisons at two altitudes

Temp T1 (K) T1 (F) T2 (K) T2 (F) T3 (K) T3(F) T4 (K) T4 (F)

(at
altitude)
0m 288 59 904.91 1169.17 1809.77 2797.9 760 908.33
10,000m 223.26 260.91 701.5 819.8 1403 1639.6 589.18 688.54

Table 6: Pressure comparisons at two altitudes

Pressure P1 (KPa) P1 (Psi) P2 (KPa) P2 P3 (KPa) P3(Psi) P4 P4 (Psi)

(at (KPa) (KPa)
altitude)
0m 101.325 26.5 5571.39 1457.13 5571.39 1457.13 267.39 69.93
10,000m 14.70 0.299 808.06 16.483 808.06 16.483 38.78 0.79

It should be noted that considerations done here take for ideal conditions and cycles.

The differences in the power produced as can be seen arise due to the fact that the analysis done involve an ideal
diesel cycle, however the reality is different with temperature and pressure losses along the lines and engine
components and the use of a turbocharger mechanism. A turbocharger is a turbine-driven forced induction device
that increases an internal combustion engine's efficiency and power output by forcing extra air into the combustion
chamber. This improvement over a naturally aspirated engine's power output is because the compressor can force
more air—and proportionately more fuel—into the combustion chamber than atmospheric pressure alone.

Page 18 of 32
This is a highly efficient engine and as the makers had envisioned a powerplant that could produce 200hp using the
same Mercedes engine, enhancements have been made to near these. Therefore, turbochargers are used to
achieve highly pressurized air average flight altitudes.

Turbochargers compress the induction air to a point where the air temperature is raised significantly upto even by a
factor of five. However, for reciprocating engines, allowable ar throttle inlet temperature range from 230 F (393K) to
300 F (421.9 K). Exceeding these maximum could place the combustion chamber closer to the detonation.

Usually an after-cooler is added to help cool the compresses air hence reducing chances of detonation as well as the
change in density. This effect of the after-cooler, improves the performance of the engine.

Figure 4: Altitude performance of the E4 Engine as compared to TAE 125 and the Lycoming IO360
(ref: www.austro.ta)

From figure 4 above, it can be seen that the Austro engines performance in terms of power output remains
approximately constant over a range of an altitude of 0 – 10,000 ft. this is good as it shows the engine’s reliability
over a varied range of altitude.

It effectively outshines the Centurion 2.0 and the Lycoming io-360 in terms of power reliability. Note that the
Centurion 2.0 is designed around the same engine as the Austro AE300 is.

Page 19 of 32
 Chapter 3
Engine installation and aircraft systems integration

This engine uses the auto to aero concept, where Austro Engine Industry take a Mercedes engine and replace some
components like the alternator and turbocharger et al. despite the unavailability of the engine’s operating manual, the
following is a part description of the engine.

2.0 Engine Installation

This engine is derived from the Mercedes A class engine (OM 640) by Mercedes Technologies, and minimal
modifications are done. Below is the parts description and their working mechanisms.

2.0.1 Engine

It has an 83mm bore and 92mm stroke at low deck height implemented by a crankshaft with eight counterweights. The
bearing shell on the casing side is a two-layer bearing, while the main bearing shells on the cap side are designed as
spluttered bearings.

The trapezoidal connecting rods have spluttered bearings on the rod side and two-layer bearings on the cap-side, the
small connecting rod eye designed with oil grooves in the bearing bushing. The axial connecting rod guiding takes
place in the piston.

The cast pistons have a crown-type cooing duct. At rated output, the material temperatures in the edge of the
combustion chamber cavity are limited to 360 degrees Celsius as a result of the piston injection nozzles.

The optimized piston ring package produces good running in and operating properties:

 2 mm plain compression ring with inside chamfer at the top, asymmetrically crowned.
 2 mm taper-faced ring with inside chamfer at the bottom
 2 mm chamfered oil ring with garter spring, conical mini-webs of the belt drive.

On the secondary side, the five grooved pulley is arranged on the torsional vibrational damper of the frontal
crankshaft end, where the elastomer layer is fixed radially. This reduces the vibrational excitement

2.0.2 Engine Compartment Integration

This four-cylinder engine is installed transversely between the longitudinal members and has a 460mm length.

The crankshaft has eight counterweights installed and the camshaft bearing cap function is integrated into the
cylinder head cover.

The slide-off characteristics of the engine/transmission assembly on the firewall in the event of a frontal crash are
ensured by a multi-piece boost air distribution line with open screw connection eyes.

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In some variants, the high-pressure pump is mounted higher using an extra idler gear on the cylinder head cover.

2.0.3 Concept Features

The following concept features resulted in adherence to the technical requirement specifications:

 Displacement of 1991 cc in the closed-deck crankcase with a highly compact package in Q1/2 layout.
 Four-valve design with assembled camshafts as well as rocker arms.
 Swirl generation by means of tangential and spiral intake port with port shutoff.
 Common rail injection system with 1600 bar and solenoid valve injectors
 Engine control unit with SilverOak processor

The weight target is achieved by means of die-cast aluminium design and by using plastics for the air-guiding
components, and air-cooled alternator and state of the art CAE/CAD (computer-aided design) tools.

2.0.4 Crankcase

The closed-deck cast iron crankcase has two cooling holes in each of the narrow webs in order to even out the wall
temperatures. The crankcase has large oil return lines and lateral windows to reduce the churning action. It
incorporates the piston injection nozzles, water pump housing and oil/water heat exchanger. The EGR duct is cast-in
at the front.

2.0.5 Gas Exchange

The raw air flows through the intake pipe to the elastically mounted air cleaner with a flat removable insert, and is
measured at the outlet by a hot-film air flow sensor (HFS). The waste gate and exhaust-gas turbochargers compress
the air to a maximum of 1.05 and 1.30 bar respectively. The air-to-air intercooler (AAI) increases the air density up to
21%. The throttle valve and exhaust gas recirculation valve adjust the necessary air mass in the partial load. the
intake air/fuel mixture leaves the boost air distribution line with an integrated continuously variable intake port shutoff
into the tangential and spiral swirl ports of the respective combustion chambers.

The exhaust manifold unites both combined exhaust gas ducts of the cylinder head and supports the exhaust-gas
turbocharger. In the junction of the individual ducts in the manifold, the return gas is branched off in an integrated
manifold duct and guided via a short route to the stainless steel exhaust gas heat exchanger through the cylinder
head and transversely through the crankcase. The flow optimized exhaust gas route ends after the exhaust
recirculation valve in the mixing chamber and manifold collecting section of the boost air distribution line, in which a
good cylinder-selective uniform distribution of the exhaust gas recirculation (EGR) is produced.

2.0.6 Cylinder head and cylinder head gasket

The cylinder head integrates the function of the camshaft-bearing cap in the cylinder head cover.

The swirl characteristics are produced by the cast duct geometry and the seat chamfer (mechanical machining). The
injectors are mounted with individual fasteners and covered with a die-cast aluminium hood in order to reduce sound
emission. This enables to reduce the critical component6 temperature in the exhaust valve web.

Page 21 of 32
The cylinder head gasket has four functional layers.

2.0.7 Valve Train

A single chain drives the intake camshaft, which drives the exhaust camshaft, which drives the exhaust camshaft via
spur gears. Both shafts are designers as assembled crankshafts, and are manufactured by hydro-forming. In the
case, the exhaust camshaft powers the vacuum pump, while the intake camshaft drives the common rail high-
pressure pump at 5/3 ratio in the case.

Valve actuation is carried out via roller rocker arms with standing, hydraulic valve clearance compensation. In some
variations of the engine, the exhaust camshaft drives the high-pressure pump via a brace drive wheel and an idler
gear.

(adapted from : ‘The new four-cylinder OM 640 diesel engine for the Mercedes-Benz A-class’)

However when this engine reaches Austro Engine factory, it is stripped bare and rebuilt with new components such
as the electric controls, alternator and starter, sump, torsional damper, a proprietary turbocharger, wastegate, and
many other parts and components

2.1 Aircraft systems Integration

It is a wing-mounted engine that is used in pairs in most aircrafts that it is installed in, i.e. twin engine aircrafts.
However, some aircrafts use it and are a single engine aircraft with the engine mounted on the nose and with a
propeller to its front. It however does not use the bleed air configuration in the aircrafts it is installed in.

Figure 5: Overhead camshaft operated by roller levers

This is an inline engine that has a DOHC (Double Overhead Camshaft) as in Figure 5. It is water and oil cooled and
each cylinder has got four valves that are actuated by the cam follower.

Page 22 of 32
2.1.1 Engine Electronic Control Unit

The engine control from the cockpit has been highly automated such that to start the engine while on the plane, just
flip on the master, and if the engine is cold wait for a glow plug indication once it is on start the ignition with a key just
like as in automobile. The shutdown is just as easy, after ensuring all the avionics masters are off, turn off the master.

An integrated turbo charger provides power to the engine. A governor actuates the propeller pitch change; this
governor is controlled using an EECU (Engine Electronic Control Unit) which is integrated to a single power lever
design. Engine operation comfort greatly increases due to this single power lever system so does reduction in
vibration. The pair of EECU is backed up by a battery. This backup power source must be independent and isolated
from the primary power supply when being installed in an aircraft. The software of the EECU is verified to level C
according to RTCA Document DO-1788.

The installation of the EECU must not be in a dedicated fire zone, however installation is to be done as per the
manual. It is usually tested for lightning protection and magnetic interference.

2.1.2 Fuel and Fuel System

This engine is approved for operation with a jet fuel of a minimum cetane number of 30 [jet A and Jet A1 with cetane
37 or above] (according to EN ISO 5165/ASTM D613)

It has a fuel system designed by Bosch General Aviation, which uses direct fuel injection (as in Figure 6) which is
delivered by common rail technology that runs at about 23000 psi. This higher makes it to be more economical
because the higher the rail pressure the better able the FADEC is to shape the fuel pulse and get the most efficiency
out of each fuel charge (Figure 7)

Figure 6: Fuel injection system (ref: Technical Data Sheet)

Page 23 of 32
 Figure 7: Left: uncontrolled fuel pulse. Right: controlled fuel pulse

2.1.3 Accessory Parts

This engine has an electrical starter, an oil pump, a water pump, an integrated oil to coolant heat exchanger, and an
alternator. An integral torsional vibration damper is fitted to the propeller with which an integrated gearbox is used to
drive the propeller.

The engine is integrated with a FADEC that makes flying easy for the pilot, such that one picks the fuel consumption,
and speeds one wants and it does the less.

Figure 8: Flight control by FADEC (www.austro.com)

In March, 2009 the Austro E4 engine received EASA [European Aviation Safety Agency] and Diamond Aircraft
Company used it for the Diamond DA42 aircraft which now became the DA42 NG, a twin piston engine aircraft. Later
on in April 2010 it was certified by the FAA [Federal Aviation Administration]. Below is a list of some of the engines
Type Certificates:

 EASA Type Certificate EASA E-200 as according to EASA CS-E given in January 2009
 FAA Type Certificate E00081EN according to FAA part 21.29 given in January 2010
 IAC Type Certificate CT301AM in March 2010 et al.

Page 24 of 32
The engine is made of cast iron blocks as opposed to Aluminum blocks that were used by Thielert 1.7 and 2.0
engines. These cast iron blocks are durable so that they can be overhauled. Some changes made from the
Mercedes engine for aircraft use include moving the turbo charger from the lower parts of the engine to the top and
thus oil drains from the turbo charger and into the sump hence no need for a scavenge pump.

2.1.4 Propeller and its Integration

This engine uses an electric starter, it has an alternator, coolant system, oil pump, oil cooler and water pump. A
directly integrated gearbox that has an integral torsional vibration damper (which is FAA approved) that drives its
propeller.

The direction of rotation is observed facing the drive. The propeller control is counter clockwise and has a speed of
2680 rpm but indicated for a reference engine speed of 3880 rpm.

In the DA42 MPP aircraft, the propeller used is an MT 3-blade constant speed propellers on each engine and which
are hydraulic actuated.

A reduction gear (as shown in the figure below) has been used by Austro to get to 2400 rpm by the propeller up from
the 4000-rpm range that suitable for automobiles that use the engine. These run in a constant oil bath to reduce
abrasion of the teeth.

Figure 10: Reduction Gear connection to the propeller

2.3 Turbo charging

With turbocharging, the combustion air is already pre-compressed before being supplied to the engine. The engine
aspirates the same volume of air as naturally aspirated engines, but due to the higher pressure, more air mass is
supplied into the combustion chamber. Consequently, more fuel can be burnt, so that the engine's power output
increases related to the same speed and swept volume.

A distinction is there between mechanically supercharged and exhaust gas turbocharged engines.

Page 25 of 32
 With mechanical supercharging, the combustion air is compressed by a compressor driven directly by the
engine. However, the power output increase is partly lost due to the parasitic losses from driving the
compressor. The power to drive a mechanical turbocharger is up to 15 % of the engine output. Therefore,
fuel consumption is higher when compared with a naturally aspirated engine with the same power output.
 In exhaust gas turbocharging, some of the exhaust gas energy, which would normally be wasted, is used to
drive a turbine. Mounted on the same shaft as the turbine is a compressor, which draws in the combustion
air, compresses it, and then supplies it to the engine. There is no mechanical coupling to the engine.

(Adapted from ‘Principles of Turbo charging’ –BorgWarner turbo systems)

Page 26 of 32
 Chapter 4
Airworthiness Directives and Service Bulletins

4.1 Service Bulletins

Service information releases are meant to distribute information directly from the manufacturer to the users of the
said engines and to distribute information fro the engine suppliers to consumers with additional information.

Service Information No. SI-E4-002 – Gearbox oil check procedure update.

Scheduled gearbox oil check at 100hrs was extended to have inspection instead. However, changing the oil
remained at 300hrs.This resulted to updating of the E4 Maintenance manual from E4.08.04 to revision 7.

Service Information No. SI 40NG-051 – Austro Engine MSB-E4-020 Inspection of Gearbox Housing
From the mandatory service bulletin no MSB-E4-020 an inspection of the gearbox oil filter for possible existence of
burr in certain gearbox part numbers.

Service bulleting (Mandatory) No. MSB-E4-020

The existence of a burr between a plane plug screw surface of the filter housing and the sealing surface could lead
to damage of the O-ring. This would lead to leakage between the two components. Therefore, inspection of he part is
necessary at the 100-hour maintenance check. This is done in accordance to manual E4.08.04 chapter 85-10-31,
then a visual inspection is done to see if there is a burr as below.

Figure 11: Gearbox filter Housing (left) Detail (Burr detected – within the red oval) (right)

Page 27 of 32
If the existence of a burr is found, the gearbox filter housing has to be re-worked [as per Work Instruction WI-MSB-
E4-020 Rev 20]. Then install the gearbox oil filter [as per E4.08.04 chapter 85-1—32] and use a new O-ring and
perform a ground run [as per E4.80.04 chapter 71-00-03] after which inspect the gearbox oil system for leakage.

Mandatory Service Bulletin MSB-E4-004 – Long term Conservation of E4 engine.

Special conservation steps if the engine needs to be stored for long periods. The following are the storage conditions:

 Must be in a dry environment

 Must be protected from splash water and rain
 Ambient temperatures should not decrease to less than -30 degrees Celsius (-22 F)

If the storage period exceeds 36 months, the following are to be performed;

 Check the coolant’s freezing point

 Check and correct if necessary level of the coolant as per the manual
 Perform filter change and oil change as per E4.08.04
 Use preservation oils instead.
 Warm up the engine and then shut down.
 For the combustion chamber, remove the fuel injectors and then fill the cylinders with the preservation oils.
 Disconnect the EECU so as to avoid failure during starting and then activate after a few seconds.
 Install the injectors.
 Ensure all the engine opening are closed and are waterproof.

For the de-preservation of the engine refer to E4.01.01 chapter 4.5

Mandatory Service Bulleting MSB-E4-008

Exchange of oil separator hose between cylinder head cover and oil separator. Because of some reported oil leaks
by the oil separator hoses, a new design has been made available.

Service information no. SI-E4-002 – Gearbox oil check procedure update.

Scheduled gearbox oil check at 100hrs was extended to have inspection instead. However, changing the oil
remained at 300hrs.This resulted to updating of the E4 Maintenance manual from E4.08.04 to revision 7.

Therefore, it clearly can be deduced that the gearbox is the main problematic area of the engine.

4.2 Airworthiness Directives

4.2.1 Airworthiness Directive AD No. 2011-0039

It supersedes AD 2010-0206-E – inspection of the High Pressure (HP)fuel pump [ ATA 73] not to exceed 55 flight
hours and to be conducted as accordance with Mandatory Service Bulleting MSB-E4-009. The reason for this was
due to power losses due to failures in the rail pressure controls. If not checked and corrected more power loss that
could lead to inflight engine shutdown and with catastrophic effects could happen. Therefore, additional inspection of
the affected HP fuel pumps is required.

Page 28 of 32
4.2.2 Airworthiness Directive AD No.: 2013-0213R1

It requires replacement of waste gate controller [ATA 72] in accordance with MSB-E4-007 and also not to install the
listed waste gate controllers. This was due to several power losses caused by water gate controller lever fracturing.
Power losses caused by this occurrence could lead to forced landings, aircraft damage and injury to those onboard.
Therefore, by introducing an improved design of the waste gate controller and replacing all in the other aircraft helps
mitigate the problem.

4.2.3 Airworthiness Directive AD No. 2011-0039

It supersedes AD 2010-0206-E – inspection of the High Pressure (HP)fuel pump [ ATA 73] not to exceed 55 flight
hours and to be conducted as accordance with Mandatory Service Bulleting MSB-E4-009. The reason for this was
due to power losses due to failures in the rail pressure controls. If not checked and corrected more power loss that
could lead to inflight engine shutdown and with catastrophic effects could happen. Therefore, additional inspection of
the affected HP fuel pumps is required.

4.2.4 Airworthiness Directive AD No.: 2013-0213R1

It requires replacement of waste gate controller [ATA 72] in accordance with MSB-E4-007 and also not to install the
listed waste gate controllers. This was due to several power losses caused by water gate controller lever fracturing.
Power losses caused by this occurrence could lead to forced landings, aircraft damage and injury to those onboard.
Therefore, by introducing an improved design of the waste gate controller and replacing all in the other aircraft helps
mitigate the problem.

Therefore, in conclusion power loss in flight is the main concern for the engine by the aviation regulator and a varied
number of AD’s have been issued on the same. This is to prevent engine power loss or in-flight shutdown that could
result in loss of control and damage to the airplane.

Page 29 of 32
 Chapter 5
Engine Maintenance and Future Trends
5.1 Maintenance
From April 2012 the Time Before Overhaul was extended so was the intervals between inspection/replacement of
components.

5.1.1 Time Before Overhaul (TBO)

After approval TBO increased from 1000 hours to 1800 hours, this however is however someway short of the long
term goal of 2000hrs by the engine manufacturers. However, this is based on air time (time when wheels are up to
time when wheels are down) and not flight time (time when engine is on to when it is off).

5.1.2 High Pressure Fuel Pump (HPP)

The HPP lifetime increased from 300 – 600 hours after approval.

5.1.3 Torsional Vibration Damper (TVD)

This component had its life limit removed and instead inspection/testing will be after every 300 hours during the
scheduled maintenance. This inspection process is detailed in the maintenance manual E4.08.04 (rev 13).

5.1.4 Alternator

Instead of replacement, approval has been obtained to eradicate the life limit for this components. Instead, the
brushes of the alternator will be inspected every 300 hours as in E4.08.04 (rev 13)

5.1.5 V-Ribbed Belt

The lifetime of this component after approval changed to 1200 hours up from 600 hours and replacement takes place
during engine overhaul.

5.1.6 Parts kits

Due to changes on the life limits of components, the maintenance parts kits changed such that the alternator, TVD,
and HPP no longer incorporated as one kit but rather different kits.

As of April 2015 this engine received EASA certification for 1800 hours’ Time Before Overhaul; a market standard in
terms of efficiency and the engine’s operational reliability.

5.2 Future Trends

Page 30 of 32
Currently the latest engine in production is the 3rd generation Austro Turbo Diesel Engine.

An Austro AE300 engine powered aircraft (DA42) became the first aircraft to fly in the public domain running on jet
fuel derived from algae

The Diamond DA62 is a future aircraft in development using the Austro AE300 diesel engines but will be burning Jet-
A fuel.

In collaboration with Liqui Moli, Austro Engine Industry developed a special type pf engine oil for this specific engine,
which will be use in future for the initial filling of all new and overhauled engines. This oil is especially developed for
use in General Aviation aircrafts and it is optimized for lubrication with minimum abrasion friction and better engine
cleanliness.

In future, it would be more appropriate to use some automotive engine systems like the VVT-i, or Variable Valve
Timing with intelligence, is an automobile variable valve timing technology developed by Toyota. Use of this
technology may significantly improve the aircraft engines’ efficiency significantly as seen in Honda and Toyota
automotive. It enhances performance, economy and emissions through control of phasing, or timing, of an engines
camshaft. It varies the timing of the intake valves by adjusting the relationship between the camshaft drive (belt,
scissor-gear or chain) and intake camshaft. Engine oil pressure is applied to an actuator to adjust the camshaft
position. Adjustments in the overlap time between the exhaust valve closing and intake valve opening result in
improved engine efficiency. Its variants include VVTL-i, Dual VVT-i, VVT-iE, and Valvematic.

As it seems though, the future is bright for the Aero-Diesel engine, as more diesel aircraft engines emerge.

Page 31 of 32
 References

 Austro Engine Service Information No. SI-E4-002, 2011

 EASA Type Data Sheet No.E.200 for Austro Engine E4 series, March 2015
 Airworthiness Directive AD.: 2011-0039, March 2011.
 Airworthiness Directive AD.: 2013-0213r1, February 2014.
 Pew, Glenn (June 2010). "EADS: Algae-Fueled DA42 A "World's First" (And Better)".
 Aviation Maintenance Technician Handbook –Powerplant,Volume 1- US Department of Transportation,
Federal Aviation Authority (FAA)
 Thermodynamics: An Enginnering Approach: Fifth Edition – Yunus A. Cengel & Michael A. Boles.
 DA42 Twin Star crosses Atlantic non-stop: first Atlantic crossing of a diesel powered aircraft –
http://web.archive.org/web/20080331041108/http://www.diamondair.com/news/08_20_04.php
 Austro Engine and Diamond Aircraft Receive EASA Type Certification for Turbo Diesel Airplane Engine.
http://www.greencarcongress.com/2009/01/austro-engine-a.html
 Austro Engine TBO and Maintenance Intervals Extended
http://greatlakesdiamonds.com/Austro-Engine-Tbo-Maintenace-Intervals-extended.org
 Diamond Aircraft’s Austria Home – George Moore
www.planeandpilotmag.com/article-category/travel/Diamond-Aircraft’s-Austria-Home.org
 Diamond Company : A Brief History www.diamondair.de/history0.html?&L=3
 Austro Engine GmbH – Engines for safe and pleasant flying
https://www.oelcheck.de/en/knowledge-from-a-z/lubricants-on-duty/luftfahrt/austro-engine-gmbh-engines-
for-safe-and-pleasant-flying.html
 Austro Engine A300 substitute to Thielert is EASA certified now.
https://www.dieselair.com/news/2009/01/29/austro-engine-a300-substitute-to-thielert-is-easa-certified-now/
 The new four-cylinder OM 640 diesel engine for the Mercedes-Benz A-class – by Roland Dunz,
Jens von Gregory, Franz-Paul Gulde, Uwe Knauke, Norbert Ruzicka, Bernd Herrmann,
Joachim Schommers
http://link.springer.com/article/10.1007/BF03227717
 Principles of Turbocharging
http://www.turbos.bwauto.com/products/turbochargerprinciples.aspx
 VVT-i –
https://en.wikipedia.org/wiki/VVT-i
 Turbocharger
https://en.wikipedia.org/wiki/Turbocharger
 Straight engine
 https://en.wikipedia.org/wiki/Straight_engine
 YouTube videos
 Diamond DA40NG with Austro Engine.mp4
 Austro AE300 Diesel Gets TBO Boost
 Austro AE300 Aero diesel Report
 Flugmotor Austro engine AE300

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