In article ,
says...

Not at all.

The problem is that diesels are usually heavy as crap to withstand the
higher combustion chamber pressures that diesel engines have, mainly.

Aero-diesels impose from the start a kind of supercharger, adding
complexity, weight and more things to go wrong.

Some makes add also a PSRU, once again adding weight, extra maintenance
and cost.

The
other problem is that fuel pumps and injector systems used on diesel engines
usually will not work using jet fuel, which is the fuel these engines are
normally going to be using.

Diesel engines require minimal mods to run on Jet grade A1. The Thielert
Aero-Diesel Engine is nothing else than a Mercedes A-class motor. This
is also the reason why Thielert states TBR (to be replaced) instead of
TBO: due to the engine core being mass produced it is not economical to
overhaul.

Thielert is one of the few on the market We are - 6 years after the
promised launch- still waiting for the Delta Hawk, the WAMdiesel and
others. Thielert even found the time to go bust and recommence. :-)


Of course, the largest problem is having the money it takes to develop an
engine and get it to market. Costs can be enormous.


When the lady goes shopping, costs can be enormous too.
Doesn't stop her either AND she enjoys the shopping. ;-)

Bottomline is that diesel or jet grade A1 is not yett an alternatif for
100LL, not even in Europe where 100LL is at 11.15 US$ / USG.

150 HP Diesel Thielert replacing a 150HP Lycoming in a C172 or PA28.
Engine 2000 Hr TBR: 39 kUS$ First installation aerodiesel: 20 kUS$
Fuel consumption: 7 USG/ Hr

150 HP Lyc Overhaul installation included : 15 kUS$
Fuel consumption : 9 USG/Hr

In Europe it is far more interesting to get an STC for mogas (which is
about 30% less expensif than 100LL).


Tom De Moor