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.
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News of July 18, 2005
100 hp diesel engine designed to be direct 0-200 replacement
Finally some news from the remarkable, British-designed DieselAir or D-Air diesel aero engine, based on the intrapolation of the famous Junkers Jumo diesel 2-stroke of the 30's and 40's, the weight/power ration of which is unbeaten to this day: The Diesel Air engine was shown at the PFA Rally this July. It is a 1.8 litre opposed-piston flat twin two-stroke with a dry weight of 90 kilos (excluding radiators and intercooler). It is rated at 100 hp, at a propeller speed of 2,500 rpm.In layout, the Diesel Air resembles one end of the highly-developed Jumo 207 diesel of the mid 1940s (see http://www.dair.co.uk/documents/press_rel/pilot/pilotnotes.htm and visit notably pg 31); pairs of pistons share bores in the centre of the engine and they drive geared-together crankshafts mounted-in this case, either side of the engine. The blower is a modified production turbocharger compressor and is driven from a step-up gear train via a quill shaft and epicyclical gear set. The 600 bar rotary injection pump is also a modified version of a standard automotive item. Although a turbocharger can be added for extra power, a mechanically-driven blower was chosen for the base engine because a turbocharger alone would not provide sufficient off-load boost to keep the engine running during low-power phases like the final approach. One novelty, the detail design of which Diesel Air is keeping very close to its chest, is a 'torque limiter' which protects the propeller from the diesel engine's characteristically harsh firing impulses, especially at low speed. This engine has been flying successfully for quite some time on a Luscombe high wing taildragger. Visit: http://www.dair.co.uk and note that the Diesel Air Ltd. firm incorporated in the UK has no relations with the DieselAir Newsletter even though they share the same interests. I am convinced that the 2-stroke structure will eventually take a significant market share at least for small engines because it is difficult to build a 4-stroke, 100HP engine that would be light enough.
posted at 8:30 AM
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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.
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