|
|
 |
News, facts, and comments on the coming revolution for piston-engine aircraft.
News of June 29, 2005
News and photos from Illka, Norway, rf. 172 Thielert
Illka, operating and selling in Norway a 172 Thielert, writes: As a quick summary of the aircraft, its base weight is about 30kg heavier than a standard C172 with a O-320 engine. An as Jet-A1 is heavier than 100LL too, with full fuel the aircraft is reduced to a 3-seater. If you fill the tanks to 1/2, you'll have the same range and usable load than with an O-320. The engine burns about 19litres/hour (or 4.9gph) of fuel. Jet-A1 costs in Finland about 0,75eur/litre while 100LL will set you back about 1,40eur/litre, so we're talking about really significant fuel savings here. Performance-wise the Thielert-engine matches a 150/160hp gasoline engine. Our club also operates an another C172 with a 150hp O-320 and both have quite similar ground level performance. At higher altitudes the turbo-charger and variable pitch properller start to have a big effect as the diesel aircraft easily climbs to 10 000ft at ~450fpm. Operating the engine is very simple, it starts like a modern car and does not require any of the traditional trickery when being started hot, cold or warm. In this gallery you can check out some photos taken at various locations, all featuring a jet-smelling Cessna: Go to: http://dev.mik.fi/gallery/OH-CAU
posted at 9:05 PM
|
Previous Posts
Do you own a Beech Duke?
Thielert, SMA and Delta Hawk: Same old engine phil...
HPA's TT62 twin Centurion 350 HP: The GA Aircraft...
Which diesel conversions are FAA STC'd in the US i...
Thielert Centurion leads the world diesel market w...
The DieselAir Newsletter Forum is ready!
SMA Engines, now restructured, seems to have a str...
We flew the Cessna 182 SMA during the Discovery Ev...
How long was SMA in Chapter 11, and why?
A diesel on your Cessna 182? Come at Atlanta Peach...
|
Mission Statement
Every month: news, facts, and comments on the coming revolution for piston-engines aircrafts between 130 and 400 HP: Retrofitting a diesel engine to run on Jetfuel or Kerosene, reduce Gallons/Hour by some 30%, eliminate ignition systems (magnetos, spark plugs) and their problems, eliminate mixture control, increase TBO to 2,400-3,000 hours, increase performance between 6,000 and 12,500 ft., and drastically reduce Operating Costs.
The letter is intended for piston engines aircraft owners, manufacturers, fleet operators and FBOs, re-manufacturers of engines for these aircrafts, manufacturers of engine components and ancillaries, and all professionals acting in decisions of engine exchange or refitting at TBO, in North and South America, Pacific Rim, African continent, and all parts of the world were Avgas, Mogas, Kerosene and Jetfuel are available.
Read More
The DieselAir Newsletter is a confidential publication available only as printed material sent by mail (airmail for overseas), to fully identified individuals or businesses involved in General Aviation. Forums and online content may be printed at discretion of the publisher.
|
