News, facts, and comments on the coming revolution for piston-engine aircraft.
News of April 27, 2008
Frank Thielert knows a lot about diesel engines, less about GA conditions of customer service, and not enough about managing a public company.
Now that Thielert Motoren GmbH goes through severe financial troubles, the natural questions are the future of its line of aero diesels, and how it affects the whole aero diesel industry as a whole.
Where did Frank Thielert go wrong?
Our impression from messages received from the fleet managers, most of them stuck with Diamond DA40 and 42, is: If Thielert did deliver on customer service and spare parts, and if rigorous procedures were applied for preventive maintenance, the Thielert engine would be costly to maintain but would do the job. The users would impatiently wait for a new generation of similar engines where the bugs would have been weeded out.
A frequent opinion in the US says: The in-line water-cooled geared engine derived from an automobile engine block was a flawed concept in the first place. Diamond Air does not think so: the Austro line it is developing in-house with Mercedes contribution looks very much like an improved Thielert, taking into account what Diamond learned, which is a lot.
If Diamond is on the right track, it is a case for them acquiring Thielert: the Austro line could be manufactured by the Thielert facility. It would take retooling. If Cessna joins in with a long term contract for their needs, it would reduce delays in bringing the 172 and 206 diesel to market.
For the same reason, there is an alternative case for Textron, who owns Cessna and Lycoming, to consider acquiring Thielert itself in context of a long term agreement with Diamond.
What about Teledyne Continental? Not impossible. But we perceive Continental as less in need to jump on the diesel bandwagon now. They may be the one who decide to wait and develop their own line.
Will the whole saga delay aero diesel progress? Certainly. But SMA, Wilksch and DeltaHawk are making progress, with different designs, aiming at different market segments; and meanwhile the world outside the US badly needs aero diesels now: This is also a message we read regularly from Africa, Europe, the Middle East and Latin America: 'Our problem is we are stuck with our fleet: Avgas is no more available.'
Of course as always in aviation, all progresses are very slow. And the drama at Thielert may well be that the engine simply was certified too soon.
The dramatic component in the Thielert saga is how its management handled the stock market. It imposes extremely dangerous short term conditions for a small firm handling an engineering-intensive component for which customer service is so extremely decentralized.
One thing is for sure: 30 years from now, there will be many, many aero diesels between 100 and 500 HP flying in the world. To get there, everyone fasten your seatbelts.
posted by Deena at 4:25 AM
News of April 20, 2008
What exactly is going on with Thielert?
It seems that whatever the truth is, it has nothing to do with the viability of the aero diesel concept, nor, for the longer term, with the future of the Thielert Centurion engines. Before we do our own report, our subscribers may be interested in this link:
http://www.defenseindustrydaily.com/Thielerts-Troubles-Criminal-Investigations-and-a-Cash-Crunch-04801/
posted by Deena at 11:43 PM
News of April 14, 2008
IndUS diesel WAM 120-Powered Plane Flies From Dallas On Three GPH!
The IndUS Diesel Thorpedo makes his public debut at Sun n Fun, April 13, 2008. We thought the idea of a Cessna 172 powered by Jet-A was a curious -- and cool -- notion. On Saturday, IndUS Aviation debuted the world first Light Sport Aircraft to be powered by a diesel engine. A company pilot flew the WAM 120-equipped Thorpedo from IndUS's headquarters in Dallas, TX to Lakeland, FL. According to IndUS representatives, the three-cylinder, 2-stroke 120-horsepower engine burned three gallons of Jet-A per hour on the trip. ‘This engine has been flying in a Thorp for almost four years now,’ said Dr. Ram Pattisapu, president and CEO of IndUS Aircraft. ‘It’s quiet and has unbelievable climb performance even at altitude. At 14,000 ft. it is still climbing at 500 fpm.’ IndUS manufactures the Thorpedo, a derivative of the Thorp T211 Sky Skooter. The aircraft was originally FAA type-certified by its designer John Thorp, who also designed the Piper Cherokee. The regular IndUS Thorpedo S-LSA is powered by six-cylinder Jabiru 3300. The design was recently streamlined, including a new nose cowl, wingtips, and numerous modifications firewall forward. The 120 horsepower WAM 120 engine is expected to provide significant cost savings in operating costs, as well as for an overhaul: the TBO is projected to be ultimately at 3000 hours. After unveiling and flying its proof-of-concept airplane at Lakeland, IndUS plans to certify its diesel-powered Thorpedo by Oshkosh this year. ‘We’ve already had incredible interest all over America in the new diesel-powered Thorpedo,’ Pattisapu said. ‘We’re going to offer a simple version of the aircraft, which is what the flight training organizations are telling us they want. There will also be a very well equipped version, for the pilots who are ready to fly right now.’ (Aero-News.Net)
posted by Deena at 12:48 PM
News of April 12, 2008
Liquidity crisis, management change, financial restructuring at Thielert
Since the beginning of March 2008, Thielert AG is threatened by an urgent liquidity crisis, which was triggered by investments already made and delays with the series delivery of airplane engines to airplane manufacturers. Thielert Vermögensverwaltung GmbH (TVV), the sole shareholder of which is Frank Thielert, the CEO, and further major shareholders have therefore indicated their willingness to provide the Company with the following financing: Effective as of 4 April 2008 TVV has granted a subordinated loan in the amount of approx. EUR 2.65 Mn. to Thielert AG. The loan becomes due for repayment on 14 March 2010. The funds originate from the sale of all 2,653,552 shares held by TVV in Thielert AG at a price of EUR 1 per share to the shareholders Sputnik Group Ltd., Pogan Invest Corp., Stichting Bewaarbedrijf Guestos (Fund Manager is Global Opportunities Capital Asset Management B.V.), Drake Associates L.P. and Butterfield Trust (Bermuda) Limited, which became effective on 4 April 2008. For a period of two years Frank Thielert, through the seller TVV, retains a call option with respect to these shares at an option price of EUR 8 per share subject to certain conditions, which can be exercised on 28 March 2010 vis-à-vis all purchasers and with respect to all shares. The providing of the funds in the context of the aforementioned agreements is part of a package of measures to resolve the current liquidity crisis. According to the management board, the Company will need approx. EUR 13.6 mn. to cover its liquidity needs until 30 June 2008. In addition to the aforementioned loan by TVV, banks have granted new credit lines in the amount of EUR 5.5 mn. as well as previously agreed to stand-still commitments with respect to existing credit lines, each subject to certain conditions. Additionally, the aforementioned investors today subscribed to EUR 1.6 mn. of bonds issued by the Company to meet the short-term financial needs of the Company. Subsequent bonds in the amount of EUR 3.9 mn. may follow subject to certain conditions.
The investors have also informed us that, subject to the Bundesanstalt für Finanzdienstleistungsaufsicht issuing an exemption from the obligation to make a mandatory tender offer, they intend to help the Company with the implementation of a comprehensive restructuring concept. Inter alia, this would include a share capital increase in cash through the issuance of up to 21,192,130 new shares at a subscription price of EUR 1.15 per share, thereby raising up to EUR 24,370,949.50 of new equity for the Company. It is the intention of the investors, subject to certain conditions, to subscribe for an amount of up to EUR 20 mn. (equaling approx. 17,391,304 new shares). This share capital increase in cash is to cover the Company’s liquidity needs going forward which, according to the management board, will require funds of EUR 20-24 mn. to cover the period until the end of the first quarter of 2009 when the management board expects the Company to generate positive cash flows. To make the implementation of the aforementioned restructuring measures possible, the management board and the supervisory board today resolved to convene an extraordinary shareholders meeting and to have it resolve on an ordinary share capital increase with subscription rights in cash through the issuance of up to 21,192,130 new shares at a subscription price of EUR 1.15 per share, thereby raising up to EUR 24,370,949.50 of new equity. In addition, the supervisory board has begun an active search for candidates to replace the present CEO and CFO, who do not oppose this. In particular, the present CEO Mr. Frank Thielert has agreed to continue to serve on the management board as COO once a new CEO has been appointed. As indicated in our ad-hoc-announcement of 6 March 2008, on 4 April 2008 the Company has lodged an appeal against the decision of the District Court of Hamburg declaring the annual financial statements of the Company for 2003, 2004, and 2005 to be void. (Hamburg, 9 April 2008 – Thielert website)
DieselAir Comment: It is too early to discuss the future of Thielert, except to restate that developing and marketing a totally new aero-engine concept requires a very deep pocket which Frank Thielert did not have. However he has succeeded in becoming the industry leader at a time when the aero diesel market is obviously taking off, so we expect some kind of restructuring will solve present problems.
posted by Deena at 10:51 AM
News of March 23, 2008
Considering the Cessna 172 Thielert after the Flying Magazine report (April 08 issue.)
Well, Cessna now sells a diesel airplane. And it is the famous, eternal 172, the most ubiquitous flying machine in history, a machine which will certainly still be flying in huge quantities 50 years from now. And Flying Magazine has published a very comprehensive report on the product. A major event, considering that only 7 years ago, when I first published the DieselAir Newsletter, the prevailing opinion was that the aero diesel engine would never get to the US market. And the report is very favorable, while underlining objectively all the pros and cons of this product. Bravo to Roger Goyer who wrote the report. The pros: The 172 Thielert, called 172TD, is fast: 130 knots at 10,000 feet, despite a take-off power of only 155 HP versus 180 for the SP model (180 HP). This is of course because it is a turbo with a constant speed prop, and can fly higher. It is fuel efficient as one could expect: At 130 kts and 10,000 ft it burns 7.8 gallons per hour; but at 5,000 ft and 112 knots, only 5.8 gph. The test did not cover fuel flow at best glide speed, a test which would have verified our most important point: Between and a bit above best glide speed (1.3 to 1.5 times stalling speed), it is so low that one can consider staying in the air for ever, addressing any realistic need or factor preventing any landing anywhere such as unexpected fog, or obligation to fly back because of icing. (Yes, of course, it would never happen to you because you are such an experienced pilot. But have you ever thought that if GA is going to grow again, there will be again lots of inexperienced pilots flying?) I hope someone will complete that test some day. All these combined confirm our other point: A 172 diesel is a practical IFR machine, something which is somewhat questionable for a gasoline 172 because of its limited fuel capacity and relatively short range with full IFR reserves. However, the no-wind range at 85% power (118 kts at 8,000 ft) is 588 NM. A respectable figure for sure, but relatively modest for a diesel. How come? This is because Cessna decided to reduce fuel capacity to 44 gallons instead of 50 on a 172SP. A 6 gallons difference with a fuel flow of 5.8 gph can be important. Why did Cessna do that? To understand them, we must discuss what the accessible market for this product is during the next ten years. In the US, interest for diesel airplanes is slowly growing, but not that fast. Avgas is still very accessible except perhaps in Alaska. It is still priced much lower than anywhere else. Engine prices from Lycoming and Continental for new or remanufactured engines are low because these engines are still produced in mass quantities with fully amortized tooling at costs in a very low dollar. In front of them, Thielert, and even more SMA or Wilksch diesels, are produced in tiny quantities at costs in sky-high Euros or Pounds. It will take several years – at least 5, more probably 10 years - before their manufacturers can organize to outsource at lower cost and produce in such quantities. Thielert is the leader, but it manufactures in costly Germany the most complex of all aero diesels: liquid cooled, gear transmission with clutch and flywheel. It reflects in engine prices. (Besides, have you ever noticed that a BMW is more pricy than a Ford?) In the US, a private pilot considering buying his first new plane will think twice before buying a 172TD which, incidentally, is priced at $300,000 which is 15,000 more than a 172SP and some 50,000 less than a 182. If he is going to fly 150 hours a year, his choice is not obvious. But this is completely different for a US flight academy planning to fly its 172s at 1,000 hours per year. In this case, Cessna demonstrates that the operating cost, even including very high TBO costs for the Thielert, will be $5 per hour less than with the Avgas model. That means $5,000 per year. And this difference will grow together with the price differential between Avgas and JetA, which can only go up. However, note that a flight academy does not need long range planes… Therefore the 44 gallons, allowing a higher payload. It is also completely different, and more so, for foreign flight academies who have to pay a much higher fuel price differential, and who face the growing problem of vanishing Avgas. And then you have the countries where Avgas has disappeared, or is available only in reusable tanks of dubious cleanliness, notably Africa. And the countries who never had Avgas at all, such as China. Overseas, diesel airplanes are in demand right now. The very small but growing US production of refurbished Cessna 182s re-engined with the SMA 230HP diesel is mostly for export. When the Maule MX9 diesel will finally obtain its long waited STC, it will first sell overseas. The overseas market needs diesels, period. Whether they can fly non-stop at 200 kts for 1,000 NM with 2 hours reserves will be nice, but they can wait. It will be the overseas market which will pull aero diesel production figures up to where costs will eventually go down. In the mean time, Flying Magazine underlines the cons: Right now, a Thielert engine is very expensive. Also its TBO. It needs preventive maintenance at key times such as 300 hours, and a major inspection at 1,200 hours. No doubt this will improve with time. Also other diesels will compete with Thielert proposing simpler designs: Air-cooled non geared, O-engines such as the SMA, and 2-strokes engines such as the Wilksch, the Gemini and the DeltaHawk. And do keep in mind that, in the world of aviation, the only things that go fast is the airplane itself when it does fly, which is not very often. All the rest moves much, much slower than in any other industry… Meanwhile, Paul Bertorelli (Aviation Consumer) is quite right to question if diesel are more economical. Right now, in the US, they are not, unless you fly 1,000 hours per year. Overseas, they are coming, period. And GA growth is happening overseas. So, the diesel will come. And when it will, finally, come full swing in the US, yes, by then, with Avgas at maybe 10 dollars a gallon, it will be economical. And in the mean time, Cessna is here now, and will be here by then. Bravo to Cessna: there still are US manufacturers who understand corporate strategy. Andre Teissier-duCros
posted by Deena at 6:56 PM
News of March 16, 2008
FAA issues emergency AD for Thielert Engines
In-flight engine shutdowns have led the FAA to issue an emergency airworthiness directive (AD)[http://download.aopa.org/epilot/2008/20080652ad.pdf] for model TAE 125-02-99 engines from Thielert. The shutdowns were the result of cracks in the high-pressure fuel lines caused by excessive vibration. The March 12 AD affects engines with serial numbers from 02-02-1500 through 02-02-2279. The engines are installed on Cessna 172, Diamond DA42, and other aircraft. Before the next flight, owners must install a new high-pressure fuel line and bracket. Special flight permits are allowed for a single VFR flight of up to two hours to the nearest maintenance station.
posted by Deena at 4:27 AM
News of March 08, 2008
News from the Ecofly diesel light aircraft (Germany)
Ecofly, the manufacturer of the Smart aircraft engine conversion, has started flight testing program of the new 80 hp Smart-Roadster engine. This engine was designed by Mercedes Benz and is used in the new Smart Roadster car. It is an upgraded M160 powerplant of the Smart citycar. Mercedes-Benz designed this 0.7 liter, 3 cylinder turbo motor to be light (132 pounds in car trim), compact, quiet and very efficient. The all aluminum engine has dual ignition and an intelligent turbo charging system that develops rated horsepower to over 8,000 feet and "overboosts" to develop additional power at low rpm. Cruise speed at a mild 4300 rpm is 111 mph burning less than 2.6 gallons/hour. Bosch fuel injection system eliminates carburetor icing and gives the engine great fuel efficiency. The Ecofly conversion of the engine incorporates a toothed belt reduction drive of 2.1 to 1 and includes a centrifugal clutch that engages the propeller at 1300 rpm. The package is very quiet, was rating only 54 dba during JAR certification testing. The installed weight is 11 pounds more then that of the 912s. See http://www.ecofly.de/english.htm
posted by Deena at 3:51 AM
What is the future of Avgas?
The following was published on the Blog of Canadian Owners and Pilots Association (COPA) Flight 8 Ottawa, Ontario, Canada: This has been an interesting question for a number of years, but most people have not been paying attention. The heat was recently cranked up a notch by comments made by the new President of Teledyne Continental Motors, Rhett Ross. In an interview with AvWeb Ross stated that he thought it would only be a matter of time before aviation was ‘forced out’ of using 100LL. His company is proceeding full speed in the development of a 300 hp diesel engine that will be the first of a series of jet-fuel burning diesels from 100-300 hp. You can tell by the fact that they hope to have this new engine certified by late 2009 or early 2010 that Continental considers this a priority issue. But is there a threat of 100LL disappearing in that sort of short term window? The answer is an emphatic ‘yes’ and GA needs to be ready for it. We used to have four grades of Avgas - 80/87, 91/96, 100/130 and 115/145. The refining industry just stopped making each one of those over time and it caused some real heartache, especially for owners of aircraft that needed 115/145, because they could not go to a higher grade. A lot of engines stopped flying and some aircraft left service or got re-engined to turbines. A few years ago there was a specification developed for 82UL (for unleaded), but no refiner has shown any interest in making any of it. Too small a market to bother. What might cause 100LL to go away? There are currently two different types of threats to the one remaining grade of avgas. The first is economic and the second is environmental. From a refiner s economic perspective 100LL is hard to justify making at all. The market for it is tiny and spread out far and wide. The specifications for it are very tight which makes it expensive to produce. It also needs special handling at the refinery and during transport, because it contains tetra-ethyl lead (TEL) - it cannot come into contact with other fuels. It requires dedicated everything as a result. Overall making 100LL is a pain for the refiners and they wish they did not have to do it. There are only two refineries in North America that make 100LL. There is also only one company in the whole world that makes the TEL that is an essential ingredient: Innospec of the UK. If they decide to stop making this very toxic substance, 100LL cannot be made anymore. On any given day the world has about a 30 day supply of 100LL on hand. Gone are the days of vast quantities of gas being stored - it is all ‘just in time’ delivery these days. These economic factors make the existence of 100LL very precarious - today, not just years from now. Everyone knows that leaded auto fuel was phased out in the early 1980s because lead in gasoline is a toxic substance. No matter what the combustion process or temperature the tailpipe products of lead combustion are toxic to humans and most likely cancer-causing as well. In the USA, the Environmental Protection Agency is once again looking at 100LL and why it is the last leaded fuel in use. Many environmental groups want it removed as well and not without good reason. As Rhett Ross pointed out this week, this will happen at some point, either from the economic or environmental perspective. The question for pilots and aircraft owners is ‘what then?’ Auto fuel will still be available for some time, so if your aircraft is designed to run on auto fuel or can use it through an STC, you will be using that. I would bet that those empty 100LL tanks at the airport will start to be filled with premium autofuel, rather than sit empty. What if you cannot run on autofuel? Lots of aircraft cannot, like 2007's best-selling new aircraft, the Cirrus SR22, for just one example. The new Cessna 350 and 400 can't either. Companies like Continental will be very happy to sell you a jet-fuelled retrofit diesel engine a few years down the road. Hopefully you will not need one before they have them available. Many aircraft types will eventually have diesels available under STC. The folks at SMA diesels already have some STCs for their one product, the 230hp SR305 engine. It has been available for the Cessna 182 for a few years. There have been few takers, because of the cost. If the cost of the SMA conversion is any indication then be prepared to pay around $100K for the conversion to jet fuel. The added bonus will be lower fuel consumption and longer range as a result. Of course for many older aircraft this cost will be several times more than the aircraft is worth. Also the removed gasoline engine will not fetch much when there is no fuel for it - perhaps scrap value. I do not think used avgas-only powered aircraft are going to fetch high prices at that point. So what can the lowly aircraft owner do in light of Ross comments? Probably make like Boy Scouts and ‘be prepared’. You now know what is going to happen when the 100LL taps run dry, so make a plan. Will you run on autofuel? Will you retrofit a jet-fuel burning diesel. Will you transition to rubber band power? Just do not be surprised on the day when Ross prediction happens and general aviation is ‘forced out’ of 100LL. (Signed Adam Hunt, 2/18/08) DieselAir Comment: The Cessna 182SMA has obtained his STC only since January 07, and does find takers since over 50 are flying now. And many, many more Diamonds and Cessna 172s with Thielert engines are flying in Europe and overseas. We also expect market value of diesel aircraft to improve precisely as Avgas price and availability becomes more of a problem. However we think that Adam Hunt is somewhat pessimistic for the US: Avgas consumption (FAA Statistics) was still 300 million gallons in 2000, is now some 240 million gallons, and is expected to go slowly down to 230 million in 2020. What we can expect is Avgas prices to gradually increase and the price differential with JetA as well.
posted by Deena at 3:33 AM
News of February 24, 2008
Continental will finally develop its own diesel engine
After the news that Mark Wilksch joined Continental for that very purpose, we hear now from Rhett Ross, the new Teledyne-Continental CEO, that the company has approved developing very quickly its own diesel, and will be ready in early 2010 in a range beginning with 300-350HP and later going on down to 100HP. It means therefore that any long term plan for Thielert supplying Cessna is still very uncertain. But developing any aero engine is a long term project implying high risks. Continental had already developed a 2-stroke diesel prototype with NASA money in the last nineties, and put it on the back burner. Then we heard about some cooperation with Honda, before the news that Cessna was offering now as an option a Thielert 2-liter 155HP on the 172 beginning in August 08. Ross said in an interview to Paul Bertorelli (Aviation Consumer) that two factors are pushing them: the demand for alternative fuels, and the demand for engines burning JetA from overseas GA market. Therefore the diesel. Mark Wilksch has a proven record in 2 strokes, so we might expect the future Continental diesel to be a 2-stroke. Does it means that the long term future is with the 2-stroke diesel? Not yet. It simply means that between 4-stroke opposite piston air cooled, the 4-stroke in line liquid cooled geared engine and the 2-stroke engine the future is still wide open. Ross mentions that a combination of FADEC technology with a new no-lead high octane auto fuel might also impact on the market. He reminds that some 250,000 aircraft are still dependent on gasoline, and this is why it makes sense to prepare the no-lead high octane option.
posted by Deena at 5:16 AM
News of February 03, 2008
Jordan Aerospace, new OEM customer for Thielert?
Jordan Aerospace Industries (JAI) is getting in on the act with a diesel version of its Sama CH2000 single-engined aircraft. The aircraft on show on a recent JAI stand is due to make its first flight before the year-end. It is powered by a 2-litre 135bhp Centurion diesel engine, developed Thielert Aircraft Engine of Germany. Tamara Mash, JAI vice-president and industrial facilities director, says JAI hopes to have a first customer for the diesel-powered Sama in the near future. ‘We have had a lot of interest from a flight academy in Yemen,’ she says. The diesel Sama CH2000 has lower operating and service costs than the standard Lycoming-engined versions, Mash says. As well as training, the Sama CH2000 can be used for surveillance thanks to its seven-hour endurance, she adds. ‘The aircraft has a proven track record in successfully completing missions in combat and inhospitable environment. When supplied with the advanced surveillance equipment and secured military communication systems and ground and air radar, the Sama CH2000 aircraft works as an effective tool in fighting terrorism.’
posted by Deena at 8:12 AM
News from the Beech Duke, Thielert conversion.
In late 2005, Martin Hagensieker from Germany installed early Thielert Centurion V8 310HP engines in a Beech 60 Duke, a plane with which Hagensieker is very familiar since his firm owns, operates and services a fleet of them. We hear that the project is now under way again with the help of the Gomolzig FBO ( www.gomolzig.de ), this time with the 350HP engine. Supposedly the delay was because Thielert had its plate full with other projects and was not able to provide adequate support for integrating the newer 350 hp variant. Gomolzig told the Duke Flyers Association in the USA in fall 2007: ‘Supply for the engines with the mono turbo Charger ist planned for the end of 2007, so that we hope to fly in springtime with the 350 hp engines.’
posted by Deena at 8:08 AM
It seems that Delta Hawk may now be finally gearing up for serial production?
According to a European pilot who has contacted them, the first 50 engines for experimental are scheduled for European delivery this summer. They say that they had some delays because of trouble with a supplier, which forced them to exchange some parts and to redo 300 hours of test stand time. Certification is however still far off. Anyone knows further details?
posted by Deena at 7:59 AM
Vulcan Air has abandoned its project to equip a P68 with SMA diesels
Now a Thielert powered version of their new A-viator is considered: The Casoria, Naples-based firm is developing a shorter version of the A-Viator powered by a Thielert Aircraft Engines 350hp V8 Centurion 4.0 power plant targeted at ‘cost-conscious operators’, mainly in Africa and Asia markets. ‘We believe that a diesel version will be very popular within these markets where avgas is costlier and not as plentiful as in many other parts of the world,’ says de Feo. The aircraft is scheduled for certification and first deliveries at the end of 2008. Plans to offer a diesel-fuelled P68 utility aircraft have been halted due to a 'lack of support from engine developer SMA', says de Feo. ‘The Textron Lycoming version of the P68 continues to sell well, and we had hoped to have a similar success with the 230hp SMA 305-230 diesel engine. But we have been forced to cancel the program as we could not get the aircraft certificated due to a number of technical issues,’ he says. The Casoria, Naples-based firm is continuing to evaluate the market for a shorter version of the A-Viator powered by a Thielert Aircraft Engines 350hp V8 Centurion 4.0 powerplant. ‘We will see how the industry develops over the coming months and assess whether there is a strong enough demand for this product,’ says de Feo.
posted by Deena at 7:56 AM
A diesel for the Mooney?
A German Mooney association is conducting a survey trying to gauge interest for a diesel conversion: Visit http://www.mooney.de/diesel/index-en.html They say: The topic diesel engines for general aviation aircrafts has been discussed several times in the last years and is still a very hot topic. The improvements in diesel engines for GA aircrafts is very obvious and the list of planes that can be converted to a diesel engine grows continuously. Also some of the Mooney-owners of our Community often play with the idea of a diesel conversion when they come to TBO. But soon they realize that there is still no alternative to the old, Avgas engine and the conversion simply stays a dream. First of all there still is no engine that would fit within the performance class of a Mooney. A Mooney with a Thielert 135HP engine, like Robin, Piper or Cessna do it, is no option. As for the Thielert four liter V8 engine, it might fit into a Duke, but definitely not in a Mooney. Not every engine would fit into its tight cowling. Also the engine weight will be very critical, as the Mooney is already very heavy on the nose gear and will not take much more weight in the front. This fact also prevents the SMA O-305 engine from being an option. It is the only engine that - with 230 HP - would fit into the performance class of many Mooneys, but it is about 50 kg (110 lbs) heavier than our current Lycomings and therefore an absolute NO-GO for the Mooney! So what can you do in this case? One option would be to be satisfied with the current situation and stay with the old engine. Another option would be, to wait until something might happen on its own and the third option would be to do something yourself. We decided for the last option and would like to find out, which possibilities are available for our Mooneys and what can be done today.
DieselAir Comment: We think that this interesting association should revisit the SMA option (we sense something wrong in their weight figures), and also talk with DeltaHawk.
posted by Deena at 7:34 AM
Will aero diesel remain European? No.
Stephen W. B. wrote us: I continue to appreciate your reporting on the progress of aero-diesel engines into the general aviation market, however, increasingly, most of the news is from "across the pond" manufacturers. What happened to DeltaHawk? The website, though sporadically updated once or twice a year offers very little insight on the progress of certification. I am not being jingoistic. I would buy the best value product the market offers but, with the Euro being so strong against the dollar, the cost of a Thielert or SMA has been pushed into the realm of not providing a reasonable time for return on investment. The Thielert replacement for a run-out Lycoming in a 172SP is about $70,000 (parts and labor). Did the Thielert and SMA STCs take this long to get through the FAA or were their tribulations as difficult but unobserved by me? Given the favorable exchange rate for American products it seems that DeltaHawk could make great strides in GA market share if they could get out of the starting blocks. Any insight on their progress (especially Cessna 172 STC)?
Andre answers: What I notice is that manufacturing plans are more and more transoceanic. The D-Air opposite piston 2-stroke engine has been acquired by a US firm and is inspiring the Gemini on both sides of the pond. IndUS Aviation assembles in the US a US designed Thorp made in India and plans to put in it a UK Wilksch WAM 120 engine, which may be soon manufactured in the US. Thielert acquired Superior Engines already some time ago. We may hear one day that Raytheon, Teledyne or SNECMA has acquired a controlling interest in Thielert. Etc. Remember: The famous North American P51 Mustang, so dear to the heart of so many jiongoist American aviation enthusiasts, was designed by Elgar Schmoed, an Austrian engineer sent to the US in 1929 to manage the Fokker New Jersey facility, and eventually flew with a British designed Rolls-Royce engine; and the Republic P47 Thunderbolt was the work of engineer Georgiu Hartveli from Russian Georgia, himself hired by entrepreneur Alexander de Seversky, a white Russian WW1 ace who escaped to the US during the Russian revolution. But this must not make us forget that all modern all-metal planes to this day are derived from the 1929 Jack Northrop cantilever wing, which was the real breakthrough; and Northrop was a red-blooded American born in Newark NJ. DeltaHawk seems to be doing well thanks to the DoD market (drones) and slowly moving towards offering their engine for STC retrofit. It takes time because I understand they still have cooling issues (every aircraft/engine design since the Wright Brothers had to cope with cooling issues, which always conflict with weight problems. You can improve the cooling of any aero engine: All you have to do is add weight!) And they have limited resources. Buying a diesel has nothing to do with return on investment because what you get is a different plane altogether, not simply a savings on fuel. DieselAir has elaborated on this many times here. Both Thielert and SMA will end up manufacturing in China, India, Mexico or similar. And, yes, both SMA and Thielert had to go through an extremely lengthy process imposed by FAA, not by bad will, but because FAA itself lacks resources to undertake testing!
Andre Teissier-duCros
posted by Deena at 7:06 AM
News of January 19, 2008
A correction regarding Falconcorp./USA
Robert Adickes, Principal of Falconcorp./USA, asks us to amend information we published about the IndUS Aviation-Thorp-Wilksch report of January 5: Falconcorp./USA is not associated with IndUS and has no plans to manufacture a diesel conversion.
posted by Deena at 11:21 PM
News of January 18, 2008
What Happened to the Piston Twin? Asks Richard Collins (Flying Magazine, 2/08)
We recommend this paper which explains very well why, in 1979, US sales of twins reached an all-time high of 3,000 throughout 31 different models, and a single engine airplane owner considered as a natural, if expensive, step up trading his plane for a twin; whereas today Piper (Seneca, Seminole) and Beech (Baron) are selling a few twins a year practically on special order. Reasons: Natural upgrade from a piston single now is a single turboprop, whereas a Cirrus SR22 or a Lancair fly almost as fast as a conventional twin and has a fixed landing gear; insurance rates were favorable to twins in the past because of perceived safety, and the opposite is true today because singles are much safer than they were. So, is this the end of the twin?
We think that, on the contrary, aero diesel engines will open a new market niche for twins supplementing the classy single turboprops; and that the niche will become a big market within 20 years. Collins does notice that the Diamond DA42 diesel is hitting the market. It is the thin end of the wedge.
You probably noticed that the most popular single turboprops are big planes such as the TBM 700-850 and the Pilatus PC-12. The Piper Meridian is smaller, but still offers 1,000HP+. And the price tag is very high too, beginning just under $ 2 million. This is because a really small turboprop, such as the Maule MX7-420HP, so powerful that it can almost hang on its propeller like a helicopter (now wait! I said ‘almost’…), is such a gas guzzler that its range at any speed with full reserves is very limited. All these planes suffer of a very high fuel flow at all speeds, meaning a strict flight plan and a swift change to alternates if the weather goes wrong. Which is no problem for a Pilatus, big enough to carry extra fuel; and for its owner, with a pocket deep enough to cover fuel, maintenance and depreciation costs.
Turbines have two faults: Because they operate at very high RPM, very high pressures and temperatures, they are inherently costly to manufacture (precision forgings or investment casting with complex alloys, ceramics coatings, composites, ultra-high precision machining, the works.). Look at the Maule turboprop, priced about three times its equivalent with an O-540. Because their combustion is optimized at one airflow speed and power, any divergence from that speed means that the specific fuel consumption goes through the ceiling. What is wonderful with a piston engine is that the piston in high position ‘waits’ for the combustion to complete. With a diesel, even better: injected fuel is always proportional to actual power needed, so the specific consumption is close to constant.
Assessing costs in 2008 dollars, but with turbo-diesel engines produced in quantities and in optimal cost conditions, we envision twins with 300-500HP engines, 6 or 8 cylinders, flying at 240 to 280 knots at FL 220-250; priced around $1 to 1.5 million depending on power and weight. They would offer as much room as a single turboprop, much lower fuel costs, and a much, much longer range.
posted by Deena at 4:47 AM
Aero-TV Checks Out The Jet A-Powered Thielert turbo-diesel 172S Skyhawk.
The new Skyhawk TD (turbo diesel, of course) features a Full Authority Digital Engine Control (FADEC) equipped Thielert Centurion 2.0 liter engine. The DOHC (double overhead camshaft) inline four-cylinder turbocharged engine develops 155 horsepower, is certified to operate on Jet-A fuel, is liquid cooled and drives a composite three-blade constant speed propeller. Thielert was issued a supplemental type certificate (STC) for the Skyhawk in March, allowing Cessna to offer a factory-installed Thielert engine. The engine features low specific fuel consumption, electronic engine control systems and improved hot-and-high engine performance. With increased range and endurance, Cessna says the Skyhawk TD will offer an ideal solution for special mission applications like forestry patrol, wildlife conservation efforts, pipeline/power line patrol, traffic reporting and airborne law enforcement, according to Cessna. Cessna announced a partnership with Thielert on "future projects" earlier this year. The Wichita gang is also making the Garmin GFC700 Automatic Flight Control (AFCS) and Flight Director (FD) system standard equipment on most Skyhawk models. The autopilot function selector will be conveniently located on the Garmin G1000 flight display with the GFC700 capable of using all of the data available within the G1000 avionics system. Among the new navigational features included is all-digital, dual-channel, two-axis flight control -- featuring an attitude-based (versus rate-based) autopilot. The GFC700 on the Skyhawk also features a Flight Director, offering pitch and roll guidance to show the pilot the attitude for a standard climb or turn. The system also sports Flight Level Change capability --- to ensure the aircraft maintains airspeed while climbing or descending to a pre-selected altitude -- and a Go Around mode. Additionally, Wide Area Augmentation System (WAAS) with Lateral Performance, Vertical Guidance approach (LPV) and Vertical Navigation (VNAV) capabilities; Garmin SafeTaxi; and Garmin FliteCharts became standard for the Skyhawk, Skylane and Stationair starting with 2007 models. The Garmin ChartView powered by Jeppesen is optional. (Aero-TV 1/15/08)
DieselAir Comment: With the 155HP, one can expect a maximal cruising speed of 130 knots at 12,500 feet, but let us wait for a full test report to confirm. Because of the constant speed propeller and of the ability of turbo-diesels to maintain power with altitude the climb rate to cruising altitude will also be faster.
posted by Deena at 3:38 AM
News of January 05, 2008
Opening the report on IndUS Aviation and the Wilksch Airmotive WAM diesel engine.
Wilksch Airmotive in the UK has developed a very interesting 2-stroke diesel of 120HP which has been flying for some time on a Thorp T-211 demonstrator. The firm is now expanding, and offering its WAM 120 and 160 engines at FOB prices of UK₤12,000 and 16,000. Visit http://www.wilksch.com/
Dr. Ram Pattisapu is the owner of IndUS Aviation, who is now assembling Indian-made, all-metal Thorp T-211 airplanes in Texas. The T-211 LSA, ancestor of the Piper Cherokee, is very well known in the Experimental world. Dr. Ram is also pursuing tests of his Thorp T 211 with WAM diesel, which has accumulated over 400 hours flight testing in the UK. IndUS Aviation is located in a three-storeyed office building at Koramangala, Bangalore, which is home to several tech firms, and gets an unusual amount of attention from passers-by. The T-211 with conventional Avgas engine sells in India right now for Rs. 4.5 mn (close to US$ 115,000). It is manufactured jointly with Taneja Aerospace and Aviation Limited in Bangalore. Planned production is for 2 airplanes per month. If you know more details please inform us!
posted by Deena at 3:06 AM
News of January 04, 2008
Flying Magazine discusses the new Cessna 172 Thielert 155 HP.
There is no hint that Avgas is going away anytime soon in the United States at least, but in much of the rest of the world the stuff has gone over the past decade from merely expensive to outrageously so. On the other hand, kerosene-based fuels, jet-A and diesel, have held the price line much better while remaining in abundant supply. One answer is putting diesel engines in piston airplanes, and Cessna has taken a big step toward that model with the introduction of a diesel-powered Skyhawk. The Skyhawk TD (for turbodiesel) will feature the Thielert Centurion 2.0 diesel engine, the same powerplant that is standard equipment in the Diamond DA42 TwinStar. As in that airplane, in the Skyhawk, the 2.0 installation will feature full authority digital engine control (FADEC) with single-lever power control and a three-blade composite MT prop. The diesel will offer lower direct operating costs — 8 percent in the United States and up to 32 percent internationally, claims Cessna — quieter operation and simplified engine operation, including immunity to shock cooling. The Thielert in the Skyhawk TD will be rated at 155 hp, so the performance numbers for the TD will be lower than those for the 180 hp Skyhawk SP. But it will sip at the fuel, burning a miserly 7.4 gph at 85 percent power, nearly three gallons per hour less than the gas-burning Skyhawk, and its performance as it climbs, as it is turbocharged, will be superior to that of the nominally more powerful Skyhawk SP.
DieselAir comment: We are waiting with interest to read about the fuel flow at cruise economy speed and at best glide speed, which we expect to be extremely low thus enhancing safety. We also wait with expectancy for range data with IFR reserves compared with the standard 172 with O-360 engine. We have very little data on actual flying experience with the 155HP (most Thielert flying now are the 135HP, of which a majority still is 1.7 Liter) but assume that Cessna has bee convinced by whatever testing they did...
posted by Deena at 5:15 AM
A press release from Millen Aviation Services rf. their action against Diamond Air
Millen Aviation Services says: 'We have on 17th December 2007 filed an action against Diamond Aircraft Industries in Austria. The claim for damages is based on our experience with our two DA40 1.7 TDI’s, their extremely poor reliability, high maintenance costs, waiting time for spare parts and, our firm belief of their premature release to market without sufficient research, development and testing.' During a phone interview Mike Millen added however that he does not question the future of aero diesel, essentially because of growing concern about price and availability of AvGaz in Europe and other parts of the world.
posted by Deena at 4:57 AM
News of December 15, 2007
The progression of aero diesel production and availability will coincide with a mutation of the world market of piston-engined airplanes.
In 2002, there were may be 50 various aero diesel prototypes flying in the world. Today, I guestimate that around 1,500 diesels fly in the world. A majority of them are Diamond/Thielert. By late 2008, I foresee at least 2,000. Then the growth will accelerate.
But at the same time the market of piston-engined airplanes is in full mutation: From a predominantly US market, big, old (30-year old planes, 45-year old pilots flying in average 60 h/year), monolithic, and private, it is becoming a worldwide multiplication of small, fast growing market niches, of professionals flying intensively, including but not limited to more and more flying academies to fill the fast growing shortage of new airliner pilots.
And while the US market will shrink but keep on burning AvGas, the overseas niches will be growing with diesel and JetA. These niches won't be in mainland Europe, but will be local phenomena: Flight academies in India, China, Middle-East, etc.; mini-commuters in archipelagos including the British Isles, Azores, Maldives, Caribbean’s, Pacific islands, Cape Verde or Baltic Islands; professionals in Siberia; Brazil; Mexico; Australia; Africa beginning with Southern Africa; mountainous areas such as Alaska, North American Northwest, Andes,... also missions will specialize: mini air cargo; traffic control, law enforcement, medical rescue, surveying and aerial photography... Then, as diesels become mass produced, around 2015-2020 aero diesel airplanes will invade what will be left of the US market.
Andre Teissier-duCros, Publisher
posted by Deena at 8:54 PM
News of November 25, 2007
If the Adam 500 twin was a diesel
I like the Adam 500 (see Flying Magazine December 07 test flight and www.adamaircraft.com): It is a well streamlined push-pull twin applying the Burt Rutan aerodynamics recipes, as easy to control as a single engine. In a test flight report in the British Todays Pilot Magazine, the author reports having the co-pilot shutting off one engine without the pilot even noticing it! It supports well my theory that a diesel twin of twice 350HP, and 500HP one day, has a long term future. Here is why.
It is capable of 220 knots cruise at 22,000 feet with a fuel flow of 44 gallons/hour. It has two Continental 550 TSIO of 350 HP with a TBO of, hopefully, 1,600 hours. It carries 230 gallons of AvGas. It is pressurized. It comes as a good example to explain what diesel can do to an already performing plane. It is priced at $1,25 million with standard equipment. However, I note that with full tanks its payload is only 450 Lbs because of its net weight of 5,350 Lbs.
With Thielert V8 350HP diesels, the speed performance would probably remain the same at same altitude than with an O-550 turbo of same power. I estimate the net weight to be 100 Lbs lighter based on another experience of replacement of an O-550 by this V8. The long range at cruise speed of 200 knots would go from 1,286 to 1,718NM, and to 2,400NM at 180 knots. If an emergency forbade landing and requested to stay in the air on low fuel, the fuel flow could go down to some 7 gallons per hour at 120 knots. The TBO would go up to at least 2,400 hours, and 3,000 in the foreseeable future.
The flying time and fuel cost of a transatlantic flight consisting in a flight with 2 on board plus luggage, from the US East Coast to Europe in 3 legs, say, to the French Riviera, Jersey Island, or Corsica, or a local airport near a business facility in Germany, or other destination that makes sense for a private plane, and back, 9,200 NM at 185 knots, with a fuel flow of 17 gallons/hour of JetA and an average fuel cost of $4/gallon along the road, would be around 50 hours, at a cost of less than $2,000. Exact flying time on each way would of course depend of route and prevailing winds. I would recommend making a week end stop in the Azores or in Iceland, depending on season. I estimate the total cost per trip, including amortization costs based on 600 hours/year total flying time, plus travel overheads such as hospitality, landing fees, etc., at some $5,000 or 2,500 per head. This without taking into account yet any tax benefit derived from plane ownership. That kind of expense cannot be called 'jet-setting'.
Such a trip is not practical with the AvGas version of this plane: the much shorter range will require more legs, and, with AvGas at $8/gallon in Europe, the variable costs become unrealistic. Better fly regular airlines in first class.
A natural objection will be that a SOCATA TBM 850 will accomplish such a mission at 300 knots, also burning Jet A. However the combined amortization, maintenance and fuel costs fit with a completely different kind of wallet.
Andre Teissier-duCros
posted by Deena at 8:27 PM
News of November 16, 2007
A crystal ball exercise in the long term (40 years) future of aero diesels worldwide.
High octane gasoline (Avgas) will still be produced in 2050. It will be used by motor gliders and Ultra-Light planes, with power of less than 50 HP, imposed by regulations. It will cost some $20/gallon in 2007 dollars.
Jetfuel will be a complex mixture of conventional petroleum products, of bio-fuel coming from genetically modified plants with high sugar content, and of synthetic fuel from coal. Said modified plants will not be cereals: more like improved beetroots…
Turbojet and turboprop engines will remain dominant for powers above 500HP, with higher fuel efficiency.
The market of small aircraft with piston engines will have grown to the point that the US will represent only 30% of the world total, and yet will have pursued its present (low) growth. Russia, China, Latin America, South East Asia, will be big markets by then. Australia will keep growing.
Automatic landing monitored by ATC will be installed as retrofit or OEM on most small planes. It will allow ATC rescuing any pilot in physical trouble by overriding the autopilot and triggering automatic landing to the nearest airport located by the GPS.
Diesel engines will control the whole market of retrofit and OEM, except for vintage aircraft operated with special permits for air shows, etc.
Competing on the market will be liquid cooled, in-line, geared engines and opposite cylinders on geared engines. Both will have made progress thanks to new materials for pistons and wearing parts, such as graphite based, or imbedded with solid lubricants. There will be 3 leading engine manufacturers, plus some niche markets such as airships for cargo applications (a booming market), and for cruises. These airships will be less handicapped by power/weight factors and will accept a higher weight per HP, going with higher fuel efficiency. Remark: airships for air cargo will be operating without power some of the time, planning their route according to trade winds thanks to on-time weather reports automatically adjusting flight routes, and using engine only for correcting route to final destination. Their environment friendliness will therefore be exceptional.
At least two other manufacturers will be challenging the leaders with 2-stroke diesels, probably using the opposite piston architecture. These diesels will have entered the market at the level of LSA and small planes of less than 150HP including trainers for flight academies, and will have gained ground as their proven reliability increases.
Any questions?
Andre Teissier-duCros, Publisher.
posted by Deena at 6:11 AM
Ethiopan Airlines buy 10 Cessna 172 diesel...
The announcement came at the Dubai Air Show. Cessna brought its new turbo diesel Skyhawk to the show, and announced that Ethiopian Airlines will buy 10 copies. "These aircraft will be used in ab-initio airline training and represent the first fleet of the new Skyhawk TDs ordered by a major airline training school," said Bob Gibbs, Cessna's director of international propeller aircraft sales. Ethiopian Airlines said it chose the aircraft for its Garmin G1000 avionics and economical operation. The Skyhawk TD is powered by a 155-horsepower Centurion 2.0 diesel engine from Germany's Thielert Aircraft Engines. The engine burns JetA-1 fuel, making it a popular option in countries where avgas is scarce, according to Cessna. (AVWeb 11/15/07)
posted by Deena at 4:55 AM
News of November 05, 2007
Cessna to Offer Diesel Skyhawk, beginning mid 2008.
Cessna will offer the 172S Skyhawk with a Thielert turbo diesel engine with deliveries to start in mid 2008. In an announcement at AOPA Expo in Hartford, Conn., Cessna officials said the decision to offer the diesel came after extensive market surveys and flight testing. "The Skyhawk is already the best-selling, most-flown airplane ever with more than 43,000 delivered and this option further expands the market due to the worldwide availability of Jet A fuel," said John Doman, Cessna vice president of propeller aircraft sales. Cessna will install the engines at its Independence, Kan., factory under the supplementary type certificate already held by Thielert. The engine is a two-liter adaptation of a Daimler automotive diesel that's been re-engineered for aviation use. It's a dual overhead cam, in-line four-cylinder engine that puts out 155 hp. It comes with full authority digital engine control and is turbocharged. The liquid-cooled engine drives a three-bladed, composite constant speed prop. The new designation of the aircraft is the Skyhawk TD. A Cessna news release did not contain pricing information. (AVweb 10/4/07)
DieselAir Comment: The 172 will come equipped with the new 155HP Thielert engine, and we already said why this is great news. We are waiting for a figure for empty weight. However we expect that this product will perform better than the 172 135 HP, which was somewhat underpowered for its weight. We expect price with usual Cessna avionics to be close to 300,000 US dollars in the US.
posted by Deena at 1:41 AM
News of October 05, 2007
Diesel, or turbine? Propeller, or jet propulsion?
We said many times that the aero diesel will slowly take the market of piston-engined aircraft between 100 and 450HP. Why? Discussing this opens a much wider issue: the relative future of jet airplanes versus propeller airplanes.
Let me surprise you: the true turbojet engine is gone. The very common fanjet design consists in putting back on the turbine axis a geared propeller, with the difference that this propeller is captive in a fan duct and looks like a low pressure compressor. At low speeds, it increases the engine force pulling forward the plane (in a go around for instance) and reduces specific fuel consumption. The true turbojet, which still exists only on military aircraft, is a tremendous gas guzzler at low speed.
A good turboprop airplane such as the TBM 850 or the Pilatus flies at 270 to 300 knots. The new generation of mini-jets goes just a bit faster. A piston engined plane can fly as fast as a turboprop. The speed limiting factor is the propeller itself, not the engine principle. The fastest piston engined planes fly faster than 400 knots top speed (440 knots for some of them) since the late forties. A propeller airplane, whether with turboprop or piston engine, can easily be designed for a cruising speed of 300 knots.
Above 450 HP, the turbine rules. It is much lighter and much smaller, and it burns jetfuel. But it is not fuel efficient at low speeds, which is less important on a big and fast airplane with lots of fuel capacity. It is much more expensive per HP than a piston engine (because of the manufacturing complexity and cost of all turbine components and materials) but the owner can afford it: Soon he will be able to afford a business jet anyway… And he will be driven to it by tax avoidance reasons: An airplane is amortized tax-wise much faster than its real market depreciation. Since depreciation is deductible, it means that 40% of the price of an airplane is financed by the taxpayer. Which is a negligible factor on a Cessna 172, but a very big factor on a $15 million business jet.
Under 100HP, meaning for very small LSAs and Ultra-Lights, the gasoline engine rules: it is lighter than a diesel, and its fuel cost is a non issue even if Avgas goes up to $10 a gallon (and eventually it will.) And it is a small market.
In-between will be the segment where the aero diesel engine will rule. It burns jetfuel. It has all the advantages on Avgas engines which we have discussed many times, which are more important for smaller planes. And the public still doesn’t realize what a twin-diesel with two 450HP engines will look like. (Think of the German TT62 prototype, or an Adam push-pull). It will be much less expensive than a jet of similar capacity and useful load. It will have a much longer range. Flight management will be far more flexible. Its maintenance costs will be much lower. And it will cruise at 300 knots.
Now, if the US and other administrations decide that it is time to extend the amortization time span of all aircrafts and if the disguised tax subsidy gradually fades out, it will be more and more difficult to justify moving VIPs around in a 30 million plane. VIPs may consider that, if President Eisenhower was satisfied in the fifties with flying at 170 knots in an Aero Commander 520, its modern, 300 knots diesel equivalent might be good enough for them?
posted by Deena at 4:18 AM
Cessna and Thielert Team to Offer Skyhawk Turbo Diesel 155HP Option
After an extensive market survey and flight test, Cessna Aircraft Company announced at the AOPA Convention in Hartford CT that it will offer the new Thielert turbo diesel engine in its Skyhawk 172S aircraft with deliveries set to begin in mid-2008. The Skyhawk TD (turbo diesel) will feature a Full Authority Digital Engine Control (FADEC) equipped Thielert Centurion 2.0 liter engine. The DOHC (double overhead camshaft) in-line four-cylinder turbocharged engine develops 155 horsepower, is certified to operate on Jet-A fuel, is liquid cooled and drives a composite three-blade constant speed propeller. "The Skyhawk is already the best-selling, most-flown airplane ever with more than 43,000 delivered, and this option further expands the market due to the worldwide availability of Jet-A fuel," said John Doman, Cessna vice president of worldwide propeller aircraft sales. Thielert has a supplemental type certificate (STC) for the Skyhawk, allowing Cessna to offer a factory-installed Thielert engine. The engine features low specific fuel consumption, electronic engine control systems and improved hot-and-high engine performance. "With the Skyhawk TD, we will incorporate standard aircraft design changes to ensure simple installation and full STC integration," Doman said. "Pilots will enjoy a number of benefits in addition to lower fuel cost, such as simplified engine management and exceptional reliability." With increased range and endurance, the Skyhawk TD will offer an ideal solution for special mission applications like flight training, forestry patrol, wildlife conservation efforts, pipeline/power line patrol, traffic reporting and airborne law enforcement. Cessna and Thielert Aircraft Engines GmbH made the announcement at the annual Aircraft Owners and Pilots Association (AOPA) Expo, running Oct. 4-6 in Hartford, Conn. At the static display at Hartford-Brainard Airport, Cessna features the Skyhawk TD, Skylane, Stationair, Grand Caravan, Citation Mustang and Citation CJ2+. In the exhibit hall, Cessna showcases a mock-up of the SkyCatcher. (Thielert 10/4/07)
DieselAir Comment: This constitutes another major breakthrough on the aero diesel market. Until now the main problem with the 172 Thielert was that it was somewhat underpowered at low altitude. With 155HP we can expect the new 172 Thielert to show comparable performance to an Avgas run 172 upto 4,000 ft, and much better at higher altitudes including a much higher ceiling, since this is a turbo. On top of that, Cessna is formally entering the market, tiny until now, of OEM diesel airplanes. Let us wait with interest for the first test flight, and for the impact Cessna will now have on the US and world market...
posted by Deena at 2:30 AM
News of September 30, 2007
When will the aerodiesel revolution reach the United States?
My perception from the fascinating feedback I get through questions from subscribers, and from my own experience when I happen to fly in France and interview European private pilots, is clear: Outside the United States, including even Canada and Mexico, everyone is aware that the aero diesel engine is not the best way but the only way for small piston-engined aircraft to find a new future. Whether it is because of poor availability of Avgas, or of a humongous price difference between Avgas and JetA ($16 per gallon against 6 in some parts of Africa!), or because of the unique advantages of diesel in terms of much longer range, higher altitude therefore more speed for same power, security in case or low fuel, much simpler learning process for the student pilot (one single control instead of 3 even in constant speed propeller, accurate power control on final approaches, highly increased payload on shorter distances), the world is convinced.
What about the US? It is coming, but still very slowly. The US has by far the largest fleet of piston-engined planes (some two thirds of the world) including a large fleet of old, airworthy 172s and 182s which can be converted right now. But the owners of these planes all do the same reasoning: If my plane is worth, say, $80,000, and it costs $65 to 85,000 to convert it, why don't I simply trade my plane for a better, more expensive plane instead of taking the risk of losing market value? And how can I amortize such an investment with my small flying time of say 50 to 100 hours per annum and with hardly any difference between JetA and Avgas prices?
Yet,it is coming surely because, as sales develop, the market value of diesel planes will soon consolidate and show a gain; and because, as exposure increases, US pilots will see for themselves that a diesel plane is not any ordinary plane spending less on fuel, but a very superior plane, as Europeans already know.
If you are a private pilot in the US, and are considering right now buying any piston-engined airplane worth between $200,000 and 800,000, whether used or new, contact us. We will tell you what the diesel market offers right at the time we receive your inquiry.
posted by Deena at 11:32 AM
Read Plane and Pilot of this month to learn all about the Maule SMA turbo-diesel.
Maule Air has presently 7 diesel planes in the shop. Brent Maule says that the backlog is growing, and they are confident that the plane will be certified for Sun n Fun. Bill Cox flew the plane, and writes: 'I dont know about you, but I cannot imagine a world without avgas. Within a few years, I may need to stretch my imagination. The reality is that avgas may not be with us for more than about another decade (if that long)… Maule Aircraft of Moultrie, Ga., has adopted a diesel, in this case, a French SMA, to power one of its line of bush planes. Societe de Motorisations Aeronautiques (SMA) of France is one of the oldest companies in the business of adapting diesels to aircraft, and it is now a wholly owned subsidiary of the French jet-engine conglomerate Snecma. SMA began developing an aviation diesel in 1998 and earned FAA certification for its first product in May 2004... From the firewall aft, there are few differences between the standard avgas Maule M-7 and the new Diesel M-9. Adapting the diesel does demand different instrumentation and controls and larger fuel filler openings atop the wings to accommodate the larger jet fuel nozzles. The panel includes change-outs of several gauges: manifold pressure, tachometer, oil pressure and temp, cylinder head temps, turbine inlet temp and fuel level (graduated in pounds rather than gallons). .. The sensations of takeoff are not that different from what you would experience in a standard Maule, provided you ignore the manifold pressure gauge. Takeoff power is about 90 inches of manifold pressure (yes, we said 90 inches, and no, dont expect to see any Maules running the pylons at Reno), purely a function of the diesel s turbocharger. Climb is similar to that of a standard Maule at sea level, but the diesel airplane gradually pulls away from the avgas model as the ground falls away, owing to the airplane s turbocharger. Above 5,000 feet, the diesel version will easily leave the avgas Maule behind… Using the Maule M-7 standard O-540 or IO-540 as the logical examples, avgas SFC works out to about 0.48 pounds/hp/hour at full power, 0.44 pounds at 65%. Converted to diesel power, the same airplane scores more like 0.35 pounds/hp/hour at all power settings. In more familiar terms, that means the SMA-powered Maule will cruise along at 75% power on about 8.5 gph, whereas the stock airplane will burn 11 to 12 gph… Cruise numbers between the two engine types are similar at lower altitudes, but the SMA-powered airplane s turbodiesel really begins to shine at higher altitudes where the turbo begins to provide some advantages. Critical altitude (the maximum height at which the turbo can supply sea level air) is 10,000 feet. Up at 12,500 feet, the diesel manages 138 knots compared to more like 130 knots in a standard Maule. The 12,500-foot altitude is currently the limit on the SMA Diesel Maule, but the company is hoping to receive approval for a step up to a max altitude of 20,000 feet in the near future… Maule hopes to certify the M-9-230 diesel at 2,800 pounds gross on wheels, and the airplane on display at this year Oshkosh AirVenture had a redesigned wing root section and tougher main landing gear to accommodate the higher weight. When the M-9-230 is certified some time next year, Maule hopes to offer a greater than 1,000-pound useful load for a 430-pound payload after full fuel. Like most previous Maules, the M-9-230 is a master of utility, with four doors to feed five seats or a quick-change option that allows pulling the aft seats to open up a large cargo area. The target price for the new Maule M-9-230 diesel is $250,000, and it is a safe bet there will be a number of takers. Many bush operators who fly a variety of aircraft ranging from Helios and Twin Otters to Maules will probably be delighted to stock their outlying strips with a single type of fuel. Similarly, there are also a number of places in the world where avgas may be simply unavailable. It is already happening in certain parts of the South Pacific.”
posted by Deena at 5:36 AM
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