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.

FMI: www.thielert.com, www.smaengines.com