News, facts, and comments on the coming revolution for piston-engine aircraft.
In 1998, one diesel engine flew on a converted airplane for the first time since 1945. Today, close to 4,000 singles and twins are flying. This is the beginning of a worldwide trend which will eventually allow a rebirth of the piston-engined aircraft, around new specs and new missions.
DieselAir Research, Inc., the publisher of The DieselAir Newsletter, offers strategic intelligence services to the aircraft industry, its suppliers and its customers who ambition to benefit from this global change of paradigm which will mean new markets, new concepts, new services, new materials and components… You may be interested in our services if your firm designs and/or manufactures aircraft and components, aero engines, avionics, propellers and engine components, fuel systems or additives, advanced materials, or industry specific machinery for manufacturing of these; or provides aviation services such as fuel production or distribution; flight training, aircraft chartering, maintenance and operations (FBO’s); or airport management and design, traffic control, hangar, materials handling and storage equipment; or consulting and financial services for these industries; or advertising, sales promotion, trade shows, specialized publications.
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News of December 30, 2003
Will your future aircraft engine be a Diesel?
You still have until January 5th to order Dieselair’s first Market Analysis & 10-year Forecast of the future diesel retrofit market at the introductory rate of $99.- !
If you own one or several piston-engine’d aircrafts and are thinking about TBO, consider this:
There are close to 200,000 piston engine airplanes, singles and twins, on the US register. Their average age is 30 years. They represent by far the largest fleet of its kind in the world. They are massively using Continental and Lycoming engines. In the very long term, they will all be retrofitted with diesel engines or with the coming new generation of Mogas engines. Some of them – not many - may also be converted to turboprop.
How fast will be this replacement?
Which models will be the first? (Yes, 182, 172, Cherokees, but how fast and in which conditions of operation?)
With which models will the retrofit make the more sense and in which power range (which doesn't mean they will be the first)? You might be surprised by our findings!
What will be the incidence of the Experimental market?
Who really are the competitors poising to address this market: SMA, Thielert Centurion, DeltaHawk, Zoche, D-Air, Wilksch, Medusa, others?
What will be the probable cost of first retrofit, and later of TBO (first retrofit will be costly because of redesign of engine mount and cooling system, TBO will be sometimes comparable to a gasoline TBO and sometimes not...)
What will really be the performances of such aircraft as Cessna 172, 182, Piper Cherokees, Maule, SOCATA Trinidad, who will be the first available on the market? And for which aircraft models will the diesel retrofit be the most attractive in terms of total operating costs, of actual revenue when commercially operated, and (last but not least) in terms of future market value?
What will be the dollar value of the diesel market in 2004, 05, 06... 2014?
During which year will total sales of engine retrofits reach the figure of 10,000 units? 2007? 2010? 2015?
This study has been undertaken by steps since 2001 by our parent company Gean Overseas, Inc. (www.geanoverseas.com). Gean Overseas is a 30 year old, reputable international research firm with some 300 references worldwide among manufacturers of industrial equipment and components including aerospace and ancillaries.
The public information sources used were from: Experimental Aviation Association, Aircraft Owners and Pilots Association, U. S. Aircraft Directory, Maule Air, SMA Engines, Thielert Motoren, Michael Zoche, DeltaHawk Diesel Engines, Wilksch Airmotive, Medusa SpA, D-Air Ltd, Teledyne Continental, Textron Lycoming...
This study is available as of January 1st, 2003 in a PowerPoint presentation with charts, spreadsheets, photos of planes and engines, and graphs. To receive it on a CDRom, click here to order your subscription on our website, or send your order by Email to email@example.com, or by fax to 1-404-284-3156 mentioning your full name, name of company, address, phone, fax. Remember: Subscription rate is $99 until 1/5/04, $149 afterwards. This study will be updated every six months until you do fly with a diesel.
Publisher, DieselAir Newsletter
posted at 4:00 AM
News of December 01, 2003
Our comments on GANews interview of
Bryan Lewis, President of Teledyne Continental (11/21 p 39):
Continental will introduce its diesel 2-stroke GAP technology developed with NASA funding as a 6-cyl., 350HP engine. Following SMA's example, Continental will not explicitly market their engine as a diesel. Continental's engine is in fact a diesel. Diesel seems to be a negative word in the US General Aviation world.
Continental is working with Honda Motors on a new 220HP gasoline engine, running on Avgas or Mogas. It may be the first to be introduced.
Continental will pursue FADEC as a conversion for its existing range of engines.
We think Continental is right: The highest economic viability and biggest short term market potential for a diesel conversion is in the 300-400HP range, aiming at Navajos, Aero Commanders, Beech Queen Air and the like. A diesel 2-stroke of 350HP will be smaller, more fuel-efficient and actually lighter than any O-540 or 550.
However, there is a big short term retrofit market for the SMA 230HP diesel, which is ready now. To read about it and others, order our study: Subscription rate $99 until 12/31, $149 afterwards.
posted at 4:10 AM