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Continental Aerospace Technologies
United States
เข้าร่วมเมื่อ 25 มี.ค. 2017
Reliability, repeated, for more than 110 years. That’s one way to describe Continental Aerospace Technologies™. But our mission has always been to push boundaries, challenge the status quo, and use our technical expertise and knowledge to fuel the future with new innovations in general aviation.
Our place in the General Aviation industry is solid, it’s growing, and it covers every engine type: gasoline, experimental, Jet-A and turbine. We are passionate pilots who produce and maintain the engines that keep pilots where they belong: in the air, everywhere. From the US to Europe and China and beyond, this is Continental®.
We have worked hard to get where we are, and we're proud to be in full control of our own supply chain. This means we operate vertically integrated manufacturing, something unique in GA, so we don’t rely on outside suppliers for crucial parts, we make our own. And that means we’re 100% sure of the quality and reliability of our products.
Our place in the General Aviation industry is solid, it’s growing, and it covers every engine type: gasoline, experimental, Jet-A and turbine. We are passionate pilots who produce and maintain the engines that keep pilots where they belong: in the air, everywhere. From the US to Europe and China and beyond, this is Continental®.
We have worked hard to get where we are, and we're proud to be in full control of our own supply chain. This means we operate vertically integrated manufacturing, something unique in GA, so we don’t rely on outside suppliers for crucial parts, we make our own. And that means we’re 100% sure of the quality and reliability of our products.
Continental Engine Insights Lean of Peak
Join Continental's Product Support experts for a virtual session as we discuss valuable tips on leaning your engine.
Still have questions about TBO, lean of peak, or proper engine maintenance?
Connect with our Product Support Team at +1 251-438-3411 or cmtechnical@continental.aero
Still have questions about TBO, lean of peak, or proper engine maintenance?
Connect with our Product Support Team at +1 251-438-3411 or cmtechnical@continental.aero
มุมมอง: 28 029
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Continental Engine Insights Reaching TBO
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The Spirit of Aviation Week and virtual Oshkosh experience wouldn’t be complete without an engine seminar from Continental. Join our product support experts for a virtual session as we discuss valuable tips to help your engine reach TBO (Time Before Overhaul). Still have questions about TBO, lean of peak, or proper engine maintenance? Connect with our Product Support Team at 1 251-438-3411 or c...
Introducing Continental Aerospace Technologies™
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This is a new dawn. We're proud to introduce you to a new name and brand identity of a company that has been a major leader in general aviation for over 110 years. Visit our NEW website: www.continental.aero
Titan 180 HP Aircraft Engine from Continental Motors
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Continental Motors, Continental 0 200 D light sport aircraft engine
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Continental Motors Modernizing Production
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Aero TV Foundation for the Next 50 Years Continental Motors Group's Rhett Ross
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Compro mais 10.000 unidades para a força aérea brasileira
Compro 8.000 unidades para a força aérea brasileira
And china owns it all!!
1940 tech and quality. Pathetic.
Certainly, a confidence builder any company that is vertically integrated, but especially, Made in America aircraft engines! It allows complete oversight of your quality control. Good stuff!
Charging 2023 prices for 1940s technology. Galaxy brain play - well done.
Looks like they're building a bunch of Volkswagon Beetle engines.
If you start your piston engine history in WWII you doing it wrong.
Speaking of capital investment, have you learned your Mandarin yet there chiefaroonie?
Can you do a direct swap with older planes? If not is it possible with some engine mount modification from factory? I'm really curious about upgrading a pa32 saratoga with a CD 300. Is that possible to do it without a load of red tape etc?
We paid $50k to overhaul our Continental six cylinder engine for the third time over the life of the aircraft. What did we get? A 4-month wait, a six liter 1950's tech engine rated at a mere 210 hp, but that still has to be operated with extreme delicate care because of it's fragility. We got an engine that does not have electronic variable ignition timing, computer adjusted fuel mixture and power delivery, multiple valve cylinders, variable valve timing or any of the other common modern tech and reliability of an automobile engine. We got an engine that is air cooled instead of modern liquid cooled, so is susceptible to overheating and premature wear. We got an engine that is less fuel efficient and runs rougher than a modern automotive engine and which may suffer a catastrophic internal failure because of its antiquated design. Yes, these engines work harder, often using 75% of their rated power at cruise, but they only have half the rated power of a 6.0 liter car engine. Because they still require leaded fuel they wear prematurely and emit pollution because the fuel producers and the FAA has dragged their feet over certifying unleaded fuel. The FAA has also sacrificed safety by putting up insurmountable bureaucratic barriers to certifying truly modern engine options. Over in light sport aircraft, they do have a modern engine series, made by Canadian company Bombardier/Rotax. They have EFI oil and liquid cooling, get fantastic fuel economy and are so reliable that the airplanes they're installed in have made repeated transoceanic and transcontinental flights for publicity. New FAA rules to bring our light aircraft technology into the new millennium are on their way, but were supposed to arrive four years ago. We're still waiting. In a different universe, I would already have bought a light, efficient and cleaner aerodiesel based on proven designs from Steyr, Mercedes, BMW and others, that gets 40% better fuel economy and lasts the life of the airplane.
man, i thought i was the only one thinking this; you’ve hit the nail on the head. What bothers me is that these antique engines are truly less reliable and more fragile than modern automotive engines. If the FAA and the engine manufactures were actually concerned about safety, then all of these engines would be in museums by now. I just saw my friend pull the lifters out of an IO520 with only 600 hours on it. Some of them already began flaking and losing material on the wear surface. And before someone replies and says “it’s because the owner wasn’t operating it or maintaining it correctly”, then why can Toyota engines get neglected in third world countries and still last to half a million miles with zero issues? Anyone that tries to defend continentals or lycomings is ignoring the fact that they’re more fragile than a box full of wine glasses.
Such a cool company! A lawyer's dream is to have clients like that.
no one dreams of having a lawyer tell you that much. PONDSCUM
Continental Engines got a brand new factory out of the deal with the latest and greatest machinery to boot. Enstrom helicopters is back under US ownership and most likely Continental will come back under US ownership. Hopefully more will follow including Allison turbine engines from foreign ownership.
Oh yeah, they have everything now but affordability.
So... if China owns Continental, why the hell should I have a Continental engine in my aircraft?
99% of the workforce is American
@@samuela6073 The profits do not stay in America.
Because there is no other choice...like a nice light Honda V-6
You don’t have a choice.
🙄😢🙄 Is this true ? China owns Continental ? If so, then that is not good. 👎
YES, this happened back in May 2011. They were attracted to it because several US drone types are power by TCM motors, and TCM wanted the new machines you are looking at here as well as to acquire the French aero-diesel manufacturer, and to make China's tank engines lighter and more competitive. CFIUS really screwed up letting this one happen. It was one of the first aerospace conquests against the US from the PRC.
@@gendaminoru3195 pretty sad. Was looking at Continental for their 6 cyl Diesel for an experimental build because of the lack of, or limited supply of 100LL. Found out these guys are owned by china and that just vaulted them into the nope pile. Would just take some planning to deal with the fuel situation.
@@killerdoxen Yup it is sad and I would not spec them either. I don't know of other aero diesels ready to go either, except there have been large block V-12 and a new V-8 conversion in Wisconsin, but I think those companies failed. There was also a Zoche air cooled radial that seemed promising out of Germany that failed. That leaves us Lycoming or a small turboshaft. Allison doesn't want to be in the 250 biz anymore, so priced themselves out of it except for helos. If your aircraft can tolerate the size, the GE H75 would be a great engine. It is a more efficient re-worked Walter engine like Lancair and others tried. Just copy Beech's inertial separator and get a good prop solution and they will work with you. I wouldn't go with one of the really small turbines though - they are not ready.
True and very sad. The company is one that is directly tied to the Chinese communist government. The facility is only a couple of miles from my home.
@@bushhogg4342 Yes, they did it to get better lightweight engines for their main battle army tanks - an old Continental Design and FADEC TSIO-550's for their light drones. Don't feel too bad though they also ripped off the PWC 535 & 305 for larger drones, and Continental got the money they wanted for projects. All of which works great for both parties up until the part where they realize CHINA IS THE ENEMY! oops, so much for the CFIUS panel, right Obama??? AVIC is a Chinese state-owned aerospace company, controlled by the Chinese Communist Party / Xi Jinping who wants WW III and to dominate the world. If the USA wasn't so irresponsible they would have made an investment in Teledyne to prop up and keep the tech onshore with Continental, even if it did piss off Lycoming, but we already made investments in their parent company, Textron's AVCO in the 1980's
Is there footage where we can hear the engine running? Also, why (just curious) did you guys not go with a more contact Hot-Vee Turbosupercharger configuration? I am very curious about this engine - looking into the possibility of building into a kitplane like a lancair in the future. Also, is there a possibility to run engine PTO accessories off of a more reliable gear drive? I have always felt belts are not dependable enough for flight requirements (I'm sure I'm wrong, but I'm all about margin of safety and so forth).
Awesome ! Love the mix of aircraft and automotive tech. This deserves many more views, you may want to change the title and maybe add tags ?
Continental purchased by CHINA?
You're shit.
They lie. China owns the company
That's very sad. China owns this country...
:))
I want to put one of these and the FADEC system in a 1947 Republic.
The world finally gets some modern, water cooled engines for light aircraft and they're gutless, insanely heavy diesels.... figures.
Thank you for voicing your concerns. We’re constantly looking for ways to improve our designs and will share your comments with our development team.
well it says 300 hp,,, so i guess you call that gutless lol,, it would have twice the torque as an avgas one i would think,, looks aluminum so wont be that heavy,, burns alot less and cheaper fuel , ,avgas is dead so the only fuel around is jetA,, so whats your idea then ?