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 December 12, 2011
We have found the breakthrough in diesel concepts. It burns at most 110 grams (0.26 Lbs.) of fuel per HP-hour.
On September 15, we asked in DieselAir the question: “If a 5,000 HP diesel engine can burn no more than 0.22 Lbs of fuel per HP-h, while weighing no more than 0.18 kg per HP dry, it will trigger new concepts for air travel and cargo in 2050.” See http://www.dieselair.com/2011/09/fanjet-airplane-will-never-be-effective.html
We received lots of answers, and we thank our subscribers for their help. And yes, we did identify an R&D firm proposing an innovative concept. It promises, on well founded grounds, for an engine of 5,000HP, a Specific Fuel Consumption (SFC) between 100 and 110 grams/HP-h and a weight of less than 1 metric tonne (2,200 Lbs.). The inventor and his advisers have an impressive engineering background in internal combustion technology. These figures are demonstrated with a computer model applying accepted laws of mechanics, thermodynamics, heat generation from Jetfuel as is available, heat conductivity & transfer, friction & lubrication, etc., to a totally innovative concept. This concept, however, can be applied to manufacturing an engine using conventional available metals and alloys, assembled with parts which are cast, machined and eventually heat-treated using conventional, inexpensive technology. There is no need, for these parts, of ceramics, or cermets, or composites and other materials which are inherently costly to manufacture.
The power of 5,000 HP was chosen because it fits with a large market of 4-engined commuters and of air cargos. However this concept has also been simulated for powers of 2,500; 550; and 275 HP. SFC doesn’t change. Weight per HP gets of course higher for smaller engines. Nevertheless, around 250-300 HP, the weight per power ratio is much more favorable than for any opposite cylinder gasoline engine such as O-470, 520, 540 or 550.
The stockholders of the firm which developed the concept tell us that, because of pending no-shopping agreements, they are bound to keep a low profile now but will be free to make a public announcement by January 1st, 2012.They agreed to give then DieselAir an exclusivity for this scoop. Meanwhile anyone wishing an early, private disclosure is invited to inform them by email to email@example.com. So stay tuned, and in the mean time, prepare to enjoy Christmas and the season’s holidays!
posted at 12:58 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.