24 Apr 2024, 04:13 [ UTC - 5; DST ]
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Username Protected
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Post subject: Re: Skyhawk Jet-A Posted: 09 Jun 2017, 23:17 |
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Joined: 11/06/10 Posts: 11898 Post Likes: +2854 Company: Looking Location: Outside Boston, or some hotel somewhere
Aircraft: None
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Username Protected wrote: I'm curious if anything has changed but the name from Thielert to Continental...The TAE engines had a lot of Airworthiness Limitation items that meant big money every 600 hours or so. Gearbox, High and Low pressure Fuel Pumps, Alternators, etc. TAE was also very protective of all the special tools and computer program required to reset the FADEC fault lights...if you didn't go to their factory authorized training class, you had no hope of getting the opportunity of buying the tools. CMG may be more liberal with those. Most of those items have increased over the years. For example the clutch was a replacement at 300 hours. Now the majority of the items are at 1200 hours, with TBR at 2100. Tim
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Post subject: Re: Skyhawk Jet-A Posted: 09 Jun 2017, 23:29 |
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Joined: 08/16/15 Posts: 3003 Post Likes: +5595 Location: Portland, OR
Aircraft: Prusinski'ing
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Is "TBR" binding on part 91 ops? I suspect that it is, but have no idea.
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Post subject: Re: Skyhawk Jet-A Posted: 10 Jun 2017, 08:49 |
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Joined: 11/06/10 Posts: 11898 Post Likes: +2854 Company: Looking Location: Outside Boston, or some hotel somewhere
Aircraft: None
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Username Protected wrote: Is "TBR" binding on part 91 ops? I suspect that it is, but have no idea. My understanding is yes, due to how the engine was certified. Tim
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Post subject: Re: Skyhawk Jet-A Posted: 10 Jun 2017, 12:57 |
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Joined: 04/28/09 Posts: 198 Post Likes: +125
Aircraft: C-310K
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Username Protected wrote: Comparitive studies have been done, but i will have to find out who has the information, or the ability to release it. I will see what can be done to get the information out. So far, my part in this is just making the first flights for verification that when they come out of install it is ready to be used by the customer, and meets all of the break in and operational requirements. Are you able to open the cowl flaps and take detailed pictures of engine configuration/layout? I always wondered what they look like compared to a gasoline engine.
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Post subject: Re: Skyhawk Jet-A Posted: 10 Jun 2017, 14:45 |
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Joined: 05/23/08 Posts: 6059 Post Likes: +703 Location: CMB7, Ottawa, Canada
Aircraft: TBM - C185 - T206
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Is the diesel 155 hp performance as good or better than a 180 hp a gas burner at sea level?
_________________ Former Baron 58 owner. Pistons engines are for tractors.
Marc Bourdon
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Post subject: Re: Skyhawk Jet-A Posted: 10 Jun 2017, 15:26 |
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Joined: 08/26/15 Posts: 9546 Post Likes: +8781 Company: airlines (*CRJ,A320) Location: Florida panhandle
Aircraft: Travel Air,T-6B,etc*
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Username Protected wrote: http://www.flyingmag.com/diesel-cessna-skyhawk-awarded-faa-certification Looks about the same: "takeoff distance of 1,320 feet and a max climb rate of 767 feet per minute" The numbers on the Textron website are close but slightly different from the ones in the Flying link http://cessna.txtav.com/en/piston/cessn ... yhawk-jt-aThe prop is different, 3 blades instead of 2, and that might explain the apparently equal takeoff and climb performance on less horsepower.
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Post subject: Re: Skyhawk Jet-A Posted: 11 Jun 2017, 21:24 |
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Joined: 10/31/16 Posts: 283 Post Likes: +217
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Username Protected wrote: So how far away are we from 300 hp diesel? Ask EPS at EAA? Are they still flying the Cirrus with their Graflight V8?
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