SMA, Thielert Grapple For Market Share
Jet fuel piston engine makers Thielert AG and SMA (Societe de
Motorisations Aeronautiques) held back-to-back press conferences at
AirVenture on Tuesday, coincidentally illustrating the tense
competition between the two companies.
Both were quick to suggest the supply of traditional leaded
Avgas is rapidly diminishing worldwide, and cited a recent NOTAM in
Europe announcing the unavailability of Avgas at Le Bourget airport
in Paris.
Austrian Frank Thielert held the first conference and described
the current market position for his small line-up of aviation
diesels in the US. Thielert currently offers two engines, including
the 4-cylinder Centurion 2.0 and the twin-turbo V-8 Centurion 4.0.
The model 2.0 makes 135bhp and 302 lb-ft of torque at takeoff
settings, while the V-8 is capable of 350bhp and 785 lb-ft, also at
takeoff settings.
“Stay the course” was the theme at Thielert’s
conference. Mr. Thielert stressed the two current engine offerings
will remain for the time being, with no immediate plans to expand
the line. Furthermore, emphasis was placed on the fact that
Thielert recently expanded its global distribution and service
network to include 200 locations worldwide. In the past year, the
company has seen 59% revenue growth and 26% headcount growth,
according to Mr. Thielert. “Market acceptance was above what
we [expected] in the beginning,” he said.
The fleet of 1,500 Centurion-equipped airplanes in operation has
now passed the 500,000 cumulative flight-hour benchmark. On
average, aircraft with Centurion engines are used for around 300
hours per year, which is three times the “normal
average,” according to Thielert.
Some audience members may have questioned the statement in
Thielert’s press release that “[Avgas] is often no
longer available ...kerosene is available on virtually every
airfield in the world.” This statement might be somewhat
out-of-touch with the American market, due to the lack of Jet A
availability at many smaller general aviation airports.
Thielert stressed the importance of quality with the reminder
that all Centurion engines undergo final assembly by a single
individual. “One person builds one engine,” said Mr.
Thielert. He also said this principal would apply at any new
production facilities the company opens.
In addition to well-known OEM applications with Diamond
Aircraft, Centurion engines are currently available in fitments for
Cessna 172N, Piper PA28-161, Cessna 206, and Cessna 340. When asked
about a possible firewall-forward kit for the Piper PA46 Malibu
airframe, Thielert responded “Why not? But that’s the
answer for today. I cannot discuss it further.”
Having announced on June 28 a deal “...to collaborate on
future programs” with Cessna Aircraft Company, Thielert is
bullish on the future of Centurion engines. He said, “In the
future we anticipate that we will supply firewall forward kits to
all OEM manufacturers.”
As ANN reported in last
year’s Oshkosh coverage, SMA has had an uphill battle to gain
brand recognition in the US. With fierce competitor Frank Thielert
sitting in the front row, SMA chairman Luc Pelon (below) used his
2007 AirVenture press conference to re-state his mission, and with
an air of inspired aggressiveness.
“This is not to sound arrogant,” he said. “Our
engine is not a car engine. All components are carefully [designed
for] aviation. We want to match the worldwide customers’
needs and expectations. We are interested in selling these engines
wherever we can… civilian and military, cargo, freight. We
are willing to partner with any OEM, old or new."
After stating SMA’s current fleet of operational jet fuel
piston engines numbers 51 (with 34 in Cessna 182 applications),
Pelon mentioned he would not disclose plans about upcoming products
or applications. “If I tell you, then Thielert will step in
and say ‘me too’,” said Pelon. “We want to
be the leader of jet fuel [piston] engines in the industry.”
He did let it slip that SMA is working on a “larger engine
design,” but gave no further details.
Speaking about his product, Pelon explained the reason behind a
fanatical attention to development and
“over-engineering” at SMA. “[Meeting]
certification is one thing,” he said, “but having an
engine that’s ready for the real world, that’s
another.” SMA’s engine sports 230bhp and single-lever
power control, but this is technically not FADEC. Speaking
specifically about FADEC engine control, Pelon was hesitant.
“[With FADEC], you have no control without
electricity.” Since the SMA engine has no reduction gearbox,
Pelon touted the lower piston speed within each cylinder as a
benefit to longevity. He also stated it is “quieter than any
engine from Lycoming or Continental.”
Headquartered in Bourges, France, SAFRAN-owned SMA involves a
partnership with Europe’s Snecma, where SMA’s
engineering activities are conducted.