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 February 28, 2009
What is new on the aero diesel front? A crystal ball exercise.
What is new on the aero diesel front? Your superficial impression could be: ‘Not much.’
The next major events we are waiting for are the FAA certification of the Austro 300 and the STC for the Maule MX-9-230 with SMA engine. Both will constitute significant breakthroughs because it will be the first significant FAA certification since the Thielert bankruptcy which threw a serious doubt, especially in the US, on the very notion of aero diesel.
Less of that in other parts of the world: The slow but certain phasing out of Avgas pushes polits and FBOS to look eagerly at what is next in the niche.
Then, we should witness flights of the first Van’s experimentals with the SMA engine.
Then, we expect important news from DeltaHawk Engines, from Wilksch Airmotors and later from Gemini, all of them being 2-stroke engines in the 100-180HP range giving full satisfaction as prototype levels. We expect the next important development for Wilksch will be the STC for the IndUSAviation diesel powered Thorpe T-211 100HP.
Later but we are talking of a few years, we expect to see flying the SMA 4-cylinder 280HP, which will be good news for owners of Cessna 206 to begin with.
posted at 6:03 PM
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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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