Programs

QT Powerplant
 Cesna 172 V8 
Travel Air 2000

Developing Programs



CessnaCessna 172 V8

Cessna Engine

Cessna 172 V8

We ain’t done yet.  The V8 STC is specified with the Airflow mechanical fuel injection system and the standard analog instrument displays along with full redundancy in the electrical supply and the electronic ignition system.  It is Quiet Aviations plan to update this with a follow up STC using the fully electronic, computer controlled, emission free, operating system.  QA had proposed a different approach than commonly used for redundancy that was rejected.  This was a much simpler system but will need proof of concept testing before it can be considered. 

Our approach uses 2 totally independent, stock computers which eliminates cross-talk and the additional logic to go astray.   Our test plane with this dual computer system is logging hours in proof of our concept that will use an electronic throttle and have a digital monitor.  This monitor will not only display engine functions but will incorporate many flight options to make flying easier and safer.  Aside from the engine parameters, the major function displayed will be continuous hp along with a flight option menu that backs up the throttle, allows 4 or 6 cylinder economy, has another source for constant engine/prop speeds, will provide an altitude hold, allows constant hp or MP climbs, limits engine output although allowing emergency power in a necessity, and other convenient modes of operation.

We will be testing a new propeller blade concept that requires computer control with the expectations to gain considerable efficiency when operating at low rev’s and lessen the prop noise even more.  After we gather baseline data from a Sensenich test prop, this revolutionary prop will be flight tested for it’s performance gains and suitability.  These results surely will be available by the end of 2010.

All of this with its’ smoother operation, greatly improved economy, use of the lower grade fuels, and environmentally compliant operation should not add to the kit cost.  Redundancy in the system has established the probability of a forced landing from an electrical or electronics failure to be well beyond 1 million hours of operation, it won’t happen.

We certainly look forward to the day of this STC update as being a fresh, and unprecedented day in General Aviation operations.  One that certainly gets closer to the NexGen mode of operation.

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