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
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News of November 16, 2007
A crystal ball exercise in the long term (40 years) future of aero diesels worldwide.
High octane gasoline (Avgas) will still be produced in 2050. It will be used by motor gliders and Ultra-Light planes, with power of less than 50 HP, imposed by regulations. It will cost some $20/gallon in 2007 dollars.
Jetfuel will be a complex mixture of conventional petroleum products, of bio-fuel coming from genetically modified plants with high sugar content, and of synthetic fuel from coal. Said modified plants will not be cereals: more like improved beetroots…
Turbojet and turboprop engines will remain dominant for powers above 500HP, with higher fuel efficiency.
The market of small aircraft with piston engines will have grown to the point that the US will represent only 30% of the world total, and yet will have pursued its present (low) growth. Russia, China, Latin America, South East Asia, will be big markets by then. Australia will keep growing.
Automatic landing monitored by ATC will be installed as retrofit or OEM on most small planes. It will allow ATC rescuing any pilot in physical trouble by overriding the autopilot and triggering automatic landing to the nearest airport located by the GPS.
Diesel engines will control the whole market of retrofit and OEM, except for vintage aircraft operated with special permits for air shows, etc.
Competing on the market will be liquid cooled, in-line, geared engines and opposite cylinders on geared engines. Both will have made progress thanks to new materials for pistons and wearing parts, such as graphite based, or imbedded with solid lubricants. There will be 3 leading engine manufacturers, plus some niche markets such as airships for cargo applications (a booming market), and for cruises. These airships will be less handicapped by power/weight factors and will accept a higher weight per HP, going with higher fuel efficiency. Remark: airships for air cargo will be operating without power some of the time, planning their route according to trade winds thanks to on-time weather reports automatically adjusting flight routes, and using engine only for correcting route to final destination. Their environment friendliness will therefore be exceptional.
At least two other manufacturers will be challenging the leaders with 2-stroke diesels, probably using the opposite piston architecture. These diesels will have entered the market at the level of LSA and small planes of less than 150HP including trainers for flight academies, and will have gained ground as their proven reliability increases.
Andre Teissier-duCros, Publisher.
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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.
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.