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Why The Vision 350? Many have asked why is the EPS Vision 350 engine sodifferent 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 350brings 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use of Jet A, JP-8 or diesel fuel eliminates the need for the outdated, expensive andenvironmentally un-safe leaded airplane fuel currently in use. The EPS engineaffords 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 centuryairplane 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 extremelymarketable.

Vision 350 Engine Technical Description

1. Configuration: Flat-Vee 8-cyl. 4-stroke Diesel2. Displacement: 4.42 liters3. Max. Power: 350 bhp @ 3800 rpm

4. Fuel Cons: 12.3 gph @ 250 hp setting5. Fuel: Jet A, Jp-8, or diesel6. Cooling: Integrated liquid-cooling7. Engine Control: Electronic engine management

8. Target Weight: 298 kg, (wet running weight)

Load More... Fl y Fur ther... F ly Cleaner... F ly FasterCopyright 2012 EPS All Rights Reserved

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Diesel Engine Test ProgramProgresses

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.

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Cessna 207 Skywagon Performance Data

Horsepower: 300 hp

Fuel Capacity: 80 gal 303 L

Range: 390 nm 722 km 449 mi

Cruise: 143 kts 265 kmh 165 mph

Stall: 58 kts 107 kmh 67 mph

Climb: 810 ft/min 4.1 m/sec

Ceiling: 13,300 ft 4,054 m

Takeoff Distance: 1,100 ft 335 m

Landing Distance: 765 ft 233 m

Gross Weight: 3,800 lbs 1,724 kg

Empty Weight: 1,996 lbs 905 kg

Useful Load: 1,804 lbs 818 kg

Wingspan: 36 ft 10.97 m

Length: 31.75 ft 9.68 m

Height: 9.54 ft 2.91 m

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Cessna 207The 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 extended18" by adding a constant-section nose baggage compartment between the passengercompartment and the engine firewall; the aft section was extended by 44" by inserting aconstant-area section in the fuselage area just aft of the aft wing attach point. Thus thepropeller's ground clearance was unaffected by the change (the nosewheel had movedforward the same distance as the propeller), but the tail moved aft relative to the mainwheelposition, which made landing (without striking the tailskid on the runway) a greaterchallenge. The move gave that airplane a larger turning radius, since the distance betweenmainwheels and nosewheel increased by 18 inches (460 mm) but the nosewheel'smaximum 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 1977the name was changed to Stationair 7. 1977 also saw a change in engine on theturbocharged version to a Continental TSIO-520-M producing 310 hp (230 kW) the sameengine 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 the207 was completed in 1984, just two years before U206 production halted. A total of 626Cessna 207s were manufactured.

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The Cessna Model 207 has been popular with air taxi companies, particularly on short runswhere its full seating capacity could be used. Very few of these aircraft have seen privateuse.

Modifications

In April 2007 Thielert announced that the European Aviation Safety Agency had granted aSupplemental Type Certificate (STC) for conversion of Cessna 206s to the Thielert V-8diesel powerplant. The STC allows conversion of the following models: U206F and TU206Fwith the 300 hp (220 kW) powerplant, and the U206G, TU206G, 206H and T206H with the310 hp (230 kW) version. This modification does not require any changes to the enginecowling. In May 2008, Thielert entered insolvency proceedings, so the future availability ofthis diesel conversion is uncertain.

Soloy Aviation Solutions offers a turboprop conversion for all 205/206/207 models based onthe 418 shp (312 kW) Allison C20S engine. However, extensive engine cowl modificationsare required.

Atlantic Aero offers an FAA STC conversion to the Continental IO-550 powerplant. No cowlmodifications are required.

Both Kenmore Air (Edo floats) and Wipaire (Wipline floats) offer seaplane conversions.

MODEL C208 Cessna Turbo-Stationair 8 Type

ENGINEContinental TSIO-520-M flat-six piston engine,231kW

WEIGHTS

Take-off weight 1724 kg 3801 lb

Empty weight 990 kg 2183 lb

DIMENSIONS

Wingspan 10.92 m 36 ft 10 in

Length 9.8 m 32 ft 2 in

Height 2.92 m 10 ft 7 in

Wing area 16.16 m2 173.94 sq ft

PERFORMANCE

Max. speed 315 km/h 196 mph

Cruise speed 298 km/h 185 mph

Ceiling 7925 m 26000 ft

Range 1130 km 702 miles

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