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 May 02, 2010
Future of leaded Avgas - DieselAir sends a worldwide inquiry to 1,120 subscribers in 66 countries.
You read these lines because you are one of 1,120 registered subscribers in 66 countries to the DieselAir Newsletter. This means that you are one of the pilots, aircraft owners, fixed-base operators or other GA professionals who have an interest in the coming of aero diesel engines for Small Piston-Engined Airplanes, singles or twins, of less than 500HP per engine, (SPEAs), and the possible phasing out of leaded 100 Octane Aviation Gasoline (regular Avgas).
Remark: By aero diesel engine, we mean a compression-ignited engine using Jetfuel instead of gasoline of any nature.
I am conducting a worldwide survey assessing how fast will leaded Avgas be phased out, what kind of unleaded Avgas may be actually marketed or coming to market in some regions, and the positive or negative consequences of these trends on future sales of diesel airplanes as retrofits or as OEMs. If you read our recent reports on this topic, you know that the U. S. FAA and EPA, the AOPA, several petroleum-based fuel producers, aero-engine manufacturers and other institutions are joining efforts to assess if it is possible to put such a fuel on the market by 2015-17.
I will be happy to share with you, by September 2010, an abstract of my survey if you will be kind enough to answer by email to email@example.com the following questions:
1) Country where you are based:
2) How many SPEAs are on your country’s registrar (remember that for practical purposes the large majority of SPEAs are Cessna, Piper, Cirrus, Beech, Diamond. I will also take into account Mooney, Maule Air, Liberty in regions where these models have a presence.) If you have no access to local data, your personal assessment will be useful.
3) Is there in your country a Civil Aviation Administration Agency with a website where one can find data on civil airplane population and more especially on SPEA population, its total, and perhaps even by manufacturer/model, etc?
4) If not available for your own country, is there in your world region such an Aviation Agency providing such information on a territory including your country?
5) Number of SPEAs you own and operate.
6) Is availability of regular Avgas an issue in your country today? Please state if
a) Avgas is no more available at the pump on all or most airfields, or if it is, its price is prohibitive ;
b) It is available but only if trucked upon request on the airfield, at high costs and with uncertainties on quality;
c) It is regularly available.
7) Do GA professionals in your country expect a phasing out of leaded Avgas, and if so, when approximately?
8) If in your country the present problems and uncertainties about Avgas availability, price, and quality were completely solved, what could be the long term effect on increase of the SPEA population? (Example of opinion: Twice more SPEAs within 10 years in country X)
9) Did you observe aero diesel airplanes which are presently operated in your country? If so please mention models: Diamond DA40, DA42, Cessna 172 retrofitted with Thielert/Centurion; Cessna 182 retrofitted with SMA; Piper PA28 retrofitted with Thielert/Centurion; Robin Ecoflyer; others.
10) Is your own country participating to any development and program leading to marketing a no-lead 100 Octane Avgas?
11) If so, are you expecting success of this program?
12) Do you have diesel airplanes in your fleet? If so, please share model, and number.
Thank you for your help! We will log your email address with your answer, and send you an abstract of our findings. Your email will be treated as confidential.
André R. Teissier-duCros, Publisher
posted at 3:23 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.
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.