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.
To know more, send a confidential email inquiry to Dr. Eng. André Teissier-duCros at firstname.lastname@example.org
or an SMS for a confidential phone conversation at
News of April 15, 2006
Special Report: Aero diesels at Sun n Fun, April 06.
Exhibitors where it was possible to see and discuss aero-diesels were Superior Engines (now part of Thielert), SMA, Diamond Aircraft, and DeltaHawk. We noticed a distinct change this year in the nature of interest. The question is no more whether diesel will come, but exactly when. The level of curiosity and the quality of questions were high. Inquiries of the kind: “When can I buy a diesel airplane? When can I put a diesel in my plane? Where is your local customer service dealer?” were the most common. To these questions, a common answer was: “Be patient, we are working very fast to establish and train our field service resources and do not want to leave future customers hanging around for lack of support.” Thielert offers the 135HP conversion for 172s to fleet operators only, offering possibility to train their own A/P. SMA was demonstrating a beautiful 182 diesel and advertising the first Atlantic crossing with such a plane, around 25 of which are flying worldwide. But SMA is still waiting for the final US STC for this conversion. So the present situation today is you can fly a 182 SMA anywhere in the world as a certified conversion, but can only fly Experimental in the US. SMA was also exhibiting flying photos of the Piper Dakota SMA conversion, said to demonstrate remarkable performances. DeltaHawk was exhibiting the Velocity demo plane they are regularly demonstrating and were the only ones exhibiting graphics showing how dramatically fuel flow is reduced when a diesel airplane flies at “survival speeds” (meaning 1.3 to 1.5 Vsa).
posted at 1:07 AM
Announcement from SMA aero diesel
Plane and Pilot: They finally saw the light...
Thielert takes over Superior Air Parts, US aircraf...
Will the lowest priced true IFR airplane be the In...
First DieselAir presentation to an EAA Chapter was...
Why Diesel is Aircraft Power for the Future. A pr...
Why a diesel rather than a turboprop or jet?
Cessna 182 SMA conversion: FAA STC is imminent
UK: Wilksch Airmotive Ltd. is gearing up to produc...
A very interesting Pirep that came on our Forum fr...
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.
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.