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News, facts, and comments on the coming revolution for piston-engine aircraft.
News of May 30, 2008
The case against Mogas.
Bruce B., subscriber, emails us: Thank you for the excellent summary of aero diesel news. I was wondering if you could shed some light on why the larger 150Hp + aircraft engines can not get STC for premium auto gas. Is it a compression or material issue? It seems that along with diesel technology this would be the logical replacement for AV gas? Andre answers: Thank you for your interest. Yes, it is a compression issue: One would need a lower compression to accommodate a lower octane, therefore accept less power. But there is worse: Alloys used for valves and valve seats suffer a shorter time between overhaul when using mogas. However a serious redesign of existing engines would solve all that. Then you would come to the worst problem: At this time, small airports, especially in developing countries but also in North America, dream of getting rid of Avgas because of availability and dwindling down demand; and serve only Jetfuel. What Mogas would mean is three different fuels to sell instead of one. It is not worth it. Better change to diesel and use Jetfuel, with the advantages of diesel on top: In Africa, Indonesia or South America and other NICs they do not hesitate, and these parts are where the market for piston-engined airplanes, small today, will be growing; whereas in the US Avgas at 5.30-5.80/gallon is going to mean the end of the active life for a huge number of 30-year old airplanes.
posted at 4:17 AM
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Mission Statement
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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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.
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