At the Farnborough International Airshow in the U.K., Boom unveiled Overture’s flight deck, built around technology from partner Honeywell, and predicted it will have a full-scale engine core operational by 2025. The company also announced Tuesday it secured a Symphony assembly and testing facility through an expansion of its existing partnership with StandardAero.

Boom aims to fly Overture in 2026 ahead of a planned 2029 commercial rollout with airlines worldwide. A supersonic demonstrator aircraft, the XB-1, completed its maiden voyage in March.

Overture’s state-of-the-art flight deck runs on Honeywell’s Anthem avionics suite, which is also the system of choice for electric vertical takeoff and landing (eVTOL) aircraft manufacturers Lilium and Vertical Aerospace.

According to Boom, it will be the first airliner to feature force-feedback sidesticks, which give pilots a physical response to the aircraft’s movement as well as inputs made by the copilot or autopilot.

Like something out of a science fiction film, Overture pilots will don augmented reality goggles during takeoff and landing. The headset, built by Universal Avionics, uses multiple cameras and sensors to fill any gaps in the pilot’s vision. Boom says this is intended to eliminate the droop nose configuration seen on aircraft such as Concorde—the only successful supersonic airliner in history. The views seen through the goggles will also appear on the flight display, and an autolanding system will assist pilots on the way down.

Breakers and buttons are replaced by high-definition, 17-inch touchscreen displays, while some physical controls such as stick, throttle, and landing gear remain. However, Boom says all aircraft functions can be accessed through software, which will receive routine over-the-air upgrades.

Already, the new flight deck has been tested by real-world airline, business, and military pilots, including Mike Bannister, the former chief Concorde pilot for British Airways. In a recent evaluation, commercial airline pilots cruised over the Atlantic Ocean at supersonic speed before flying into London Heathrow Airport (EGLL).

“After experiencing Overture’s flight deck, which is incredibly well designed and delightful to fly, my excitement and enthusiasm for this aircraft has only intensified,” said Bannister, who now works as an aviation consultant.

Separately, Boom gave several updates on the progress of its Symphony engine program, most notably that it expects to have a full-scale engine core operational within 18 months despite unveiling the program less than two years ago.

The company will collect data on the core via testing, which will inform the development of other components such as the compressor and turbine section. Those parts will come from newly announced partner ATI Inc.

Fuel nozzles and other 3D-printed parts have already been produced, and Boom has begun testing certain hardware components. It plans to conduct more than 30 engine hardware rig tests with partner Florida Turbine Technologies (FTT), which helped design the technology.

“We are on schedule as we pursue critical component rigs for compressors, combustors, and bearings and are developing a ‘Sprint Core’ engine demonstrator that will provide valuable confirmation of engine component performance prior to finalizing the engine design,” said Stacey Rock, president of turbine technologies for FTT owner Kratos.

Symphony engines will be built and tested at a StandardAero facility in San Antonio, which Boom projects will one day include 100,000 feet of manufacturing space. The company plans for its partner to produce as many as 330 engines per year.

“We are excited to expand our role to include the assembly and testing of Symphony engines, further supporting the development of next-generation flight with Boom,” said Russell Ford, CEO and chairman of StandardAero.

Next up for Boom will be the second test flight of the XB-1, a smaller, less powerful version of Overture.

The company’s flagship model is intended to carry 64-80 passengers at Mach 1.7—just over 1,300 mph, twice the speed of subsonic airliners—while cruising at 60,000 feet.

Blake Scholl, founder and CEO of Boom, previously told The New York Times that the company’s goal is to fly passengers anywhere in the world within four hours for just $100. Concorde, for comparison, flew at Mach 2.0 and cost passengers thousands of dollars per trip. 

Unlike Concorde, though, Overture can run on 100 percent sustainable aviation fuel. The aircraft will only fly at supersonic speeds over water, since the FAA has banned those flights over land.

So far, Boom has racked up more than 130 orders and preorders for Overture, including from United, American, and Japan Airlines.

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As we climbed into the faded-jeans color of a perfect Florida sky, I glanced at the vibrant display of a new JPI EDM 830 engine monitor. The No. 1 cylinder was indicating a steadily increasing cylinder head temperature (CHT). All other parameters were normal. I hoped the temperature would stabilize. It didn’t.

With the CHT approaching 400 degrees, I was concerned but not surprised, a sentiment verbalized to my wife. Fortunately, she’s never been a nail-biter. Reaching an altitude of 1,500 feet msl, I advised Daytona Approach Control that we would require a return to the airport. The response was immediate: “Do you require assistance?”

In my best airline pilot voice, I replied, “Negative.” This statement elicited an instruction for a heading and a climb, and to expect vectors for a visual approach. My primary goal was to retard the throttle, so as to prevent the CHT from increasing further. A turn and a climb wouldn’t be helpful.

Considering the CAVU weather, the problem was solved by canceling our IFR flight plan. I contacted KFIN tower, advising that we were entering a downwind leg. The approach and landing were accomplished without issues. I taxied to the maintenance shop with a wary eye on the No. 1 CHT. Keith, the mechanic who had spent countless hours meticulously installing the theoretical “plug-and-play” JPI, already anticipated my arrival. He greeted us under the open hangar door with his standard affable grin.

The day prior I had strategically dodged a line of early morning rain showers and flown to Baker Aviation at New Smyrna Beach Airport (KEVB) with the hope that a box of locally made donuts on a Monday could persuade the owner to have one of his avionics techs fix a problem I had created on the Arrow’s Garmin GNS 430W as a result of the JPI install.

In an attempt to solve a fuel communication issue between the GPS and the new JPI, I entered the sacrosanct 430’s initialization mode. Forgive me, for I have sinned. Thinking it to be a simple matter of selecting the correct entries of input/output, I armed myself with instructions from the 430 manual, the JPI manual, and some internet info. I proceeded to obliterate the original setup.

Not only did I accomplish the task of eliminating the majority of communication to and from the JPI, but it appeared that ADS-B info linked to the GPS was no longer available. A smart person would have taken a photo of the 430 screen before starting down the rabbit hole, but I wasn’t that person. Thus, a trip to the sympathetic heroes at Baker Aviation. Thankfully, I did bring my maintenance documentation, which assisted the technician with the initial restoration process.

After my self-inflicted destruction was repaired, I launched skyward toward home, relieved that our trip to Asheville the next day was no longer in jeopardy. But alas, the No. 1 CHT began to increase. The only solution was to cruise over the coastline at reduced power.

Upon touchdown at Flagler, I taxied directly to the maintenance shop. With my description of a slow, steady temperature climb and no erratic indication, Keith began a methodical troubleshooting process. Fuel injector check. Induction leak check. Nada. An engine run-up was conducted. No issues. Hmm.

Which brought us to the engine run-up on the morning of the trip. The No. 1 CHT was higher than the other cylinders but not significantly so. In VFR weather, it was worth a try that nothing could go wrong. Well, chalk one up for hope not being a good strategy. In any case, the only real cause was most likely a bad CHT probe. Keith swapped probes with the No. 2 cylinder.

Two hours after our original departure time, we repeated our efforts to begin the journey to Asheville. As predicted, the CHT problem transferred itself to the No. 2 cylinder.

Fortunately for my airline pilot sensitivities in exceeding limits, the cooler temperatures at cruise altitude didn’t manifest into a flashing warning on the JPI display. That said, I incorporated the JPI into my instrument scan.

For those that read the No. 937 issue’s “Jumpseat,” the No. 3 cylinder decided to self-destruct during a climbout from Waycross, Georgia, (KAYS) in January. As a result of the cylinder’s replacement, the break-in period was still in progress, with most shops recommending an operation at 75 percent power. Because of the power setting, the fuel consumption was higher on our trip to Asheville, notwithstanding a headwind component that averaged around 30 knots—greater than the original forecast.

• READ MORE: Engine Troubleshooting in Double Time

Although we would have legal IFR fuel plus some upon touchdown, watching the needles move closer toward the left side of the gauge was not comfortable. It was an exceptional VFR day, so nothing could go wrong.

Approximately 20 minutes from KAVL, about the time the northwest winds were roiling off the Blue Ridge Mountains and bringing some unpleasant moderate chop, we were issued holding instructions over a fix on the approach course to Runway 35. Why? A disabled airplane on the runway. Great.

I inquired as to an estimate for reinstating the runway and received a definitive “no idea.” Envisioning an NTSB report with my name on it, I declared “minimum fuel,” conveying that two turns in the holding pattern would be our limit. Although my original plan was a diversion airport 30 miles to the east, Hendersonville Airport (0A7) was almost directly below us.

One and a half circles later, and a vector away from a Cessna Citation holding below us, we entered the 0A7 traffic pattern, 9.5 miles from the approach end of Asheville’s Runway 35. Landing on a 3,000-foot runway with tall trees on both ends, we touched down on pavement that seemed to just fit the Arrow’s wheelbase.

An accommodating airport volunteer, who was looking for an excuse to get off the mowing tractor, returned from another end of the field with a van that took us to the restrooms of an aviation museum jammed with incredible airplanes of all vintages. Wishing I had more time to spend—my wife not so much—we returned to our airplane.

With Hendersonville no longer having fuel available, I had called the Asheville Tower directly in order to determine the runway status and when it would be optimal to launch and not suffer the angst of delaying vectors. Twenty minutes later, we were airborne. The radar contact confirmation and clearance to land was given by the approach controller in almost the same sentence. Flight time: five minutes.

As fate would have it, the disabled airplane had been flown by one of the participants attending the same conference, the primary purpose of our trip. A main gear tire on his Columbia decided to go flat on rollout.

Two diversions in one day. No problem.

This column first appeared in the August 2023/Issue 940 print edition of FLYING.

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History

Founded in 1845 as the Demorest Manufacturing Company, Lycoming has called Williamsport home from the beginning. Charles Lindbergh’s transatlantic flight ignited the company’s aviation spark, and in 1929, Lycoming began producing aircraft engines. Since then,the company has delivered many variations of aircraft engines, but none are as iconic as the O-320.

The FAA issued the first O-320 type certificate on July 28, 1953, and production began later that year. According to Type Certificate Data Sheet No. E-274, the O-320 characteristics represent a basic model—four-cylinder, horizontally-opposed, air cooled, direct drive with automotive type generator, and a starter providing for a single acting controllable pitch propeller. Lycoming later rebranded the original O-320 as the O-320-A1A.

Jeff Schans, manager of customer development for Lycoming, offered the following insights. “The O-320 engine is very robust like all our engine lines. We have 320 power plant solutions on several of our original equipment manufacturers’ airframes, including both certified and experimental.”

While we could not substantiate data on the O-320 alone, Lycoming has just surpassed building 300,000 engines, a total that encompasses all models. Lycoming further states that there are an estimated 200,000 engines in service today.

While thousands of legacy aircraft are still flying, the company continues to innovate and keep the O-320 up to speed with the industry. In 2005, Lycoming introduced new valve-train roller tappet technology—the first significant aircraft reciprocating advancement in more than a decade. According to a Textron news release, the “roller tappet eliminates the sliding motion between the cam and tappet, improving wear and allowing the introduction of more advanced materials.” We encountered roller tappets at my aircraft engine shop and saw success with cam wear. 

Recently certified, the Lycoming Electronic Ignition system, dubbed Integrated Electronic Engine (iE2), is the latest innovation to come on the market for O-320 series engines.

Variations & Applications

In 1968, Cessna selected the O-320-E2D (Lycoming part number 9794) to power its new 172, the Model I, marking Lycoming’s introduction to the legendary airframe. In 1977, the 172N delivered from the Cessna factory was equipped with the infamous Lycoming O-320-H2AD (part number 10282) engine. This 160 hp option was the first 172 to run the industry standard 100LL, a move away from 80/87 octane fuel. Armed with a D4RN-3000 dual magneto, barrel-style hydraulic lifters, stamped rocker arms, and lack of accessory housing, this would be unlike any 320 you have ever seen. As this was a 320 in name only, the beleaguered powerplant never achieved the reliability of its predecessor, the -E2D.

Cessna corrected its misstep of the previous model with the 172P, and returned to the more standard O-320-D2J. At 160 hp, it served as a boost to the 150 hp -E2D, but without the struggles of the -H2AD. A 180 hp IO-360-L2A drives the latest Cessna 172S Skyhawk, delivering more power and modernizing this iconic airframe.

FLYING has a long history with the Lycoming O-320 engine. Named one of the Top 50 Amazing Aircraft Engines in 2014, FLYING said about the little engine that could, “The bottom line is the O-320 delivers reliability, affordability, and familiarity.” In a mid-2021 article, it announced General Aviation Modifications, Inc. (GAMI) announced the STC for its G100UL avgas, and the first aircraft powerplants it selected were the Lycoming O-320, O-360, and IO-360 (STC SA01967WI SE01966WI). Piper is another aircraft manufacturer utilizing the O-320 series engine. The Piper PA-28-140 Cherokee has either an O-320-E2A or an O-320-E3D engine. During my tenure as an aircraft engine shop owner, we helped Middle Georgia State University maintain its Piper Warrior fleet, which used an O-320-D2A powerplant.

Flight school operations are demanding, and fleet readiness is critical. However, safety is at the forefront of every decision regarding students. Frequent oil changes, strict adherence to scheduled maintenance, and a reliable engine platform kept Middle Georgia at the top of any flight school list.

While most think of production aircraft when discussing powerplants, a sizable flying community of amateur builders also needs solutions to power their creations. One of the top kit airplane producers in the country, Van’s Aircraft, uses Lycoming O-320 series engines on multiple platforms. Van’s RV-4 and RV-6/6A use the 150/160 hp O-320. The RV-7/7A and RV-8/8A can accommodate O-320, and the RV-9/9A is suitable for Lycoming engines in the 118 hp to 160 hp range.

A direct quote from Van’s reads: “These engines are the most readily available, affordable, and reliable of the possible choices. One can use other aircraft engines of similar configuration, weight, and power, but only the Lycoming will fit the mounts and cowls supplied with our kits.”

Importance to General Aviation

Aircraft maintenance is the heartbeat of any aviation organization. While Lycoming publishes technical documents to advise best maintenance practices, people still need to interpret and implement the instructions. For powerplant maintenance, a good engine shop can help keep your O-320 running like new.

J.D. Kuti, president of Pinnacle Aircraft Engines, LLC, sees the full spectrum of aircraft engines at his shop in Silverhill, Alabama, but the O-320 series is one of his favorites. I spent some time with Kuti and wanted to know why he enjoys 320s so much.

“The O-320 engine is one of our most popular engines at Pinnacle,” said Kuti. “Most flight schools in the United States have fleets powered by the Lycoming O-320 series engine. Another thing to remember is several entry-level airframes have the O-320 series as the powerplant. For some, the O-320 is their first engine experience.”

The versatility of the O-320 allows it to serve in a variety of applications. The engine mounts are made as part of the crankcase casting and can be straight-mounted (Conical) or angled (Dynafocal). O-320 cylinder configurations are as varied as the airframes they serve.

Early configurations were standard flange, also known as narrow-deck. Later, Lycoming upgraded the design to a wide deck. To keep things interesting as time moved on, there is also a thin wide deck. The cylinder studs in the crankcase are unique to each of the cylinder variants.

Although most O-320 engines are configured for fixed-pitch propellers, some have parameters for a constant speed configuration for a handful of airframes. The O-320 engines come in both 150 hp and 160 hp. The FAA has an STC to convert 150 hp to 160 hp, depending on the selected airframe.

O-320 Nuances

“The Lycoming O-320 engine is one of the most reliable engines in the aftermarket today,” said Kuti. “Maintenance is relatively straightforward on these engines. Over time, you learn the little things not addressed in the technical publications.

“Most of the airframes powered by O-320 engines, both the upper and lower cowling, are removable, allowing plenty of access to the engine. One of the struggles in maintaining Lycoming O-320 engines today is getting new cylinders. The supply chain remains constrained after the pandemic. “Thankfully, plenty of used cylinders are still out there, and depending on their history can make nicely overhauled cylinders,” he says.

My First Lycoming

“Building my first Lycoming O-320 was a lot of fun,” Kuti continued. “I first researched the service instruction letters (SILs), service bulletins, and airworthiness directives. The factory prefers to communicate through service documents; several updates and product improvements have yet to be integrated into the overhaul manual. I remember trying to find the torque specification for the crankshaft gear bolt. It wasn’t in the manual or the torque specs table.”

“After searching several locations and coming up empty, I asked and was directed to a service bulletin, which had what I needed. I recommend to anyone wanting to home-build an engine for their kit plane to do extensive research on the front end or find an experienced engine builder and ask about an owner-assist build. Frequently they have knowledge not listed in any manual.”

One concern owners, operators, and maintainers have is related to the reliability of the equipment they use. The O-320 series, although highly reliable, has tricky areas, such as the camshaft and tappet bodies, which are prone to corrosion and spalling. Kuti mentioned searching ADs when rebuilding his first 320, and while the FAA database is an excellent place to start, sometimes you need a more specific approach.

Jim Thomas, president/CEO of Tdata, Inc., offers the following insight on ADs and other O-320 tech pubs. “Most of our products break them down by dash number, but someone can also run a listing for the O-320 series. It is important to note that appliance ADs (such as magnetos) are not included in this report. You will need to search by the component manufacturer, such as Champion Slick for magnetos, Marvel-Schebler for carburetors, and Hartzell for a propeller governor. This configuration is only an example list of accessories for the O-320.

“Other formats would require searching by that specific manufacturer. Also, be aware of supercedures, obsolescence, and company mergers and acquisitions,” he concludes. Wise counsel.

Going to Lycoming School

The Lycoming O-320 aircraft engine is dependable, versatile, and iconic to general aviation. These horizontally opposed, air-cooled, reciprocating engines power everything from the Italian helicopter Aero Eli Servizi Yo-Yo 222 to the homebuilt Wittman W-8 Tailwind, and many more—not bad for what a friend at work calls “a souped-up VW engine.” 

For those who want total immersion into the O-320 and other Lycoming models, the company has a school anyone can attend. Lycoming’s Piston Engine Service School program at the Lumley Aviation Center is a five-day extensive training program for owners/operators, aviation maintenance technicians, pilots, and airplane enthusiasts. The school is an excellent experience for homebuilders and a qualification for the IA renewal program FAR 65.93(a)(4). For more information, please get in touch with the Pennsylvania College of Technology.

This is what is so great about aviation life. The brand new entry-level aviation hobbyist and the dyed-in-the-wool A&P veteran could be side by side at the Lycoming school, each gaining knowledge and honing their craft. Do you have O-320 experience or a fond memory? I would love to hear your thoughts, musings, and tales.

This article was originally published in the February 2023 Issue 934 of FLYING.

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