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 November 16, 2005
News from Vulcanair, Italy
Vulcanair manufactures the P68 range of fixed gear 200HP twins, max. weight 4,630 Lbs, useful load 1,720 Lbs., 6 seats, and is steadily selling around 10 P68C piston twins a year, or one-fifth of its maximum capacity. Director of sales Remo De Feo says sales could increase once its long-planned diesel-engined variant is in production. An improved spare-parts distribution network in its key export markets of Australia and the USA will also help sales, he adds. Such small companies face hurdles, not least at a time when all manufacturers are increasing production, placing demand on suppliers. The fear is that smaller companies come further down the pecking order when it comes to the supply of components, systems and even raw materials. Vulcanair is pushing on with development of the P68C diesel version. The sole prototype has performed 45h flying and needs a further 30h before certification. The program is using a diesel developed by French manufacturer SMA and Vulcanair is waiting for engine modifications. “We’ve taken a conservative approach on this programme; we haven’t taken any orders yet and we won’t until it is fully tested and certificated,” says De Feo. (Justin Wastnage, Genoa, 11/05)
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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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