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29 Mar 2024, 04:54 [ UTC - 5; DST ]


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 Post subject: Re: Skyhawk Jet-A
PostPosted: 12 Jun 2017, 21:39 
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Joined: 07/04/11
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Company: W. John Gadd, Esq.
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Username Protected wrote:
Given the success seen with all the other aviation diesels ... I don't want one til they have run a few dozen engines to TBO.

Suspect it will be popular overseas and perhaps with very high volume fleet operators in the US (ERAU, UND)

Will it change training? No. PITI on a $400K trainer is going to overwhelm any fuel cost savings, even if they're running the things on off-road kerosene at $1/gal. If there was a market for low cost training, a refurb steam gauge 172N running mogas would be the way to go.



Exactly.


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 Post subject: Re: Skyhawk Jet-A
PostPosted: 18 Jun 2017, 22:53 
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Joined: 08/01/11
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Location: In between the opioid and marijuana epidemics
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Is it just me or is someone announcing a new diesel application every six months?

What keeps them away from on GA?

Weight?

Cold weather ops?

Gearing issues?

It seems these same issues pop up and stop progress.

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Ryan Holt CFI

"Paranoia and PTSD are requirements not diseases"


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 Post subject: Re: Skyhawk Jet-A
PostPosted: 18 Jun 2017, 23:37 
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Joined: 01/13/11
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Location: San Francisco, CA
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My paternal grandfather was a close friend of Rudolph Diesel. Diesel after doing well financially building large often single cylinder stationary engines decided to push the envelope to making smaller diesel engines. He lost his shirt on the venture and disappeared. My father told me that the suspicion was that he went to Scandinavia where he had friends and lived out his lift in obscurity.

The problem with diesels in aviation is the same problem with any new engine in GA the volumes are so small that the return is just not there. The biggest thing to come to GA in new engines is both the Rotax and the Wiliams they both got their volume building engines for drones and when they had them all sorted out with many tens of thousand hours of flight time the proceeded to get them certified. With the few hundreds of of engines going in to new aircraft and even there many variations from basically two manufacturer

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Tom Schiff
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 Post subject: Re: Skyhawk Jet-A
PostPosted: 19 Jun 2017, 08:21 
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Joined: 11/06/10
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Username Protected wrote:
Is it just me or is someone announcing a new diesel application every six months?

What keeps them away from on GA?

Weight?

Cold weather ops?

Gearing issues?

It seems these same issues pop up and stop progress.


Weight, TV and the FAA.
The power pulse of diesel is significantly more violent then traditional ICE. In order to contain/manage the pulse you need a much stronger block which leads to a heavy case. Which leads to weight problems.
Next issue is torsional vibration; the power pulse if unchecked will tear up a prop. To reduce the issue, common solutions are weighted flywheels, gear boxes, and inline TV dampers. All of these items are heavy; and that adds to the weight problems.

Pure hearsay; but a few companies I know going for certification of engines has stated the FAA, small airplane department has taken to literal meaning of the regulations; not the intent. For example, if the engine says 8-12qts of oil, the oil tank cannot hold more then 12. This is really a new requirement, take any old CMI IO-540 and I bet you could put in 20 qts of oil even though the max is 12. I have a few more examples, but this is all anecdotal.

Tim


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