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When will a diesel be available for my aircraft? |
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News, facts, and comments on the coming revolution for piston-engine aircraft.
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News of January 08, 2012We have found the breakthrough in diesel concepts. It burns at most 110 grams (0.26 Lbs.) of fuel per HP-hour. (2)You remember that, 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 told you before Xmas that we received lots of answers. And yes, we did identify an R&D firm proposing an innovative concept: It is FairDiesel Co., Ltd. in the UK. You can visualize their concept by going to http://www.fairdiesel.co.uk/. The stockholders of FairDiesel now have two opportunity searches in progress: One aims at an equity investment from a venture capital or other business financing partner; one aims at a joint venture with a manufacturing firm already in the industry of engines, motors and other complex components for aircraft. The consulting firm exclusively retained to expose all details of the proposed combination is TARGON Investments (Offices in Houston, Shanghai, Montpellier). All inquiries should be addressed at bgrierson@preternatural.net We restate here that the FairDiesel engine 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, Bill Fairney, and his advisers, have an impressive engineering background in internal combustion technology. FairDiesel showed us that these figures are demonstrated with a computer model applying accepted laws of mechanics, thermodynamics, heat generation from Jetfuel as 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 (except for one coating), or cermets, or composites and other materials which are inherently costly to manufacture. The concept has also been simulated for powers of 2,500; 550; and 275 HP. Specific Fuel Consumption (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. Also you can easily appreciate by looking at the structure and kinematics of the FairDiesel that it is virtually vibration-free. Its torque will be constant within a large spectrum of rpms. Which is why its promoters assess that its application for helicopters is also very promising. Andre Teissier-duCros posted at 3:53 PM |
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