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When will a diesel be available for my aircraft? |
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News, facts, and comments on the coming revolution for piston-engine aircraft.News of December 01, 2005A very interesting Pirep that came on our Forum from Jeff, regarding the Cessna 182 SMA conversionAll comments on Avgas/Jet-A weight I read are interesting but I am sorry to say that in a Diesel conversion, the superior weight of JET-A is not an issue. We have been flying a 1980 C-182-Q retrofitted with SMA-230hp for six months (over 130 hours flown) and our conclusion is that it really transforms the capacity of the aircraft and the way the aircraft can be used. Let me give you an example with one of our typical trips: We regularly fly high altitude (11,000-12,500 ft due to mountain) 400-450 NM route in Mexico. Lets assume 3 pax + load (20 lbs per pax + 120 lbs on the back), meaning Pax: 3 times 180 = 540lbs, and Load: 3 times 20, +120 = 180lbs. With a standard C182 for such a route I used to fill the tank full, giving me: Avgas load: 88 gal times 6 = 528lbs. Total load: 1,248lbs. Empty weight: 1,860 lbs MTOW: 2,950 lbs. Max payload: 1,090 lbs. Take off weight is in our case: 1,860 + 1,248 = 3,108 lbs, meaning an over weight of 158lbs. If you have to take off to a high density level (typical in Mexico with high temperature), forget it. If you have to climb to 12,500 to pass over bad weather condition or mountain, you can forget it as well unless you have turbo. Now come back to my regular fly with the C182-SMA. For such a fly I fill only 55gal (route will required 36Gal + 14gal utile reserve). Note: Do not forget that in case of problem at the end of the flight I can set-up the power at 40% giving me 90kt and 2 hours of safety margin at 4gal/hour, demonstrated! So, now I have a Jet-A load: 55 times 7 = 385lbs, Pax + load: 540 + 180 = 720lbs. Total load: 1105 lbs. Empty weight: 1,910 lbs MTOW: 2,950 lbs. Max payload: 1,040 lbs. Take off weight in or case: 1,910 + 1,105 = 3,015 lbs. The over weight versus 2,950 Lbs is still 75lbs. (Remark from Andre, Publisher who has a 182Q: That’s peanuts.) But now the big differences is that you have a 230hp turbo which is similar to the most modern Lycoming Turbo C182 with 3,100 MTOW. SMA did not perform the MTOW increase in its STC because of the cost (structure test analysis) but I can guarantee that the C182-SMA at 3,015 takes off without any problem over 6,000 ft and still climbs at 450 ft/min at 11,000 ft. Conclusion: Your 182 retrofitted with the SMA Diesel engine will not just reduce your DOC but completely change your aircraft performances and increase your safety. That is why it is not correct to just compare retrofit cost to price of Avgas overhaul or manufacturing exchange. Now apply this to a Piper Arrow or a Saratoga (when a 300hp diesel will be ready) and you will understand why Diesel retrofit could completely change aircraft specs, and create a new market. posted at 4:15 AM |
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