Finally: The right-sized Thielert

"BTIZ" wrote in message
news:JpPag.1293$rS6.170@fed1read11...
Jet A is more expensive out our local pumps than 100LL but about 80cents.
BT

Fairly common in areas where the "jet-setters" congregate, like Jackson
Hole, Squaw Valley, Aspen...

Ronnie,

I'd
guess that even at engine overhaul time, econmics
would be vastly in favor of overhauling the old engines
as compared to replacing them with diesels.


Of course it will be more expensive. After all, you're getting a brand
new engine. Apart from that, a lot depends. The way Thielert does it
here, they guarantee you 2400 hours (or, I think, 12 years). Thus, you
absolutely truly know from the start what one of those hours will cost
engine-wise: The cost of the engine divided by 2400. That's it, period.
If it breaks before that, you'll get a new one prorated. So, if you fly
200 hours per year, your cost savings could be substantial. Also it
uses a lot less fuel. If you fly a lot, that will pay of sooner.


--
Thomas Borchert (EDDH)

I wonder whether its constant speed or constant pitch. I also wonder how
much useful load it eats up.


"Thomas Borchert" wrote in message
...
Thielert has announced a diesel engine in the 230-HP-range, covering
the gap between the existing 135- and 350-HP models. Great news, IMHO,
since this is the kind of power many of the planes we fly need. First
target for certification seems to be the 182. Time frame is 2007. Nice!


--
Thomas Borchert (EDDH)

On 17-May-2006, "soxinbox" wrote:

I wonder whether its constant speed or constant pitch. I also wonder how
much useful load it eats up.


I believe that the Thielert engines tend to be a bit lighter than gasoline
engines of comparable power. Useful load probably won't change that much
but PAYLOAD should get a nice bump up because the diesel's lower SFC means
less fuel will be needed for a given mission, even taking into account that
diesel fuel (which is essentially the same as Jet-A) is slightly heavier (in
lbs/gal) than gasoline.

I strongly suspect that any modern piston aircraft engine over 200 hp will
be configurable for a constant speed prop. However, FADEC might take
control of RPMs out of the pilot's hands


-Elliott Drucker

wrote:
Useful load probably won't change that much
but PAYLOAD should get a nice bump up because the diesel's lower SFC means
less fuel will be needed for a given mission, even taking into account that
diesel fuel (which is essentially the same as Jet-A) is slightly heavier (in
lbs/gal) than gasoline.

Actually in this discussion, the density of the jet fuel isn't a factor
because BSFC is based on weight, not volume. Diesel engine has a lower
BSFC means it needs less weight of the fuel to produce the same amount
of power.

Soxinbox,

I wonder whether its constant speed or constant pitch.


Speed. But you as a pilot don't get to select it. There's just one
single lever for "noise control": Forward means more noise, pull back
and it gets quieter. That lever doesn't even have any mechanical
connection to the engine, only an electrical link to the engine control
units.

Oh, and the reaction to this information says a lot about how much a
pilot really wants innovation in aviation.

--
Thomas Borchert (EDDH)

"Thomas Borchert" wrote in message
...

Oh, and the reaction to this information says a lot about how much a
pilot really wants innovation in aviation.

--
Thomas Borchert (EDDH)

Nope. It says how much a pilot wants to trust a small computer and its
software and engine actuators.
John Severyn @KLVK

J.,

It says how much a pilot wants to trust a small computer and its
software and engine actuators.


instead of a small mechanical linkage and its hardware?

--
Thomas Borchert (EDDH)

In article ,
Thomas Borchert wrote:

It says how much a pilot wants to trust a small computer and its
software and engine actuators.

instead of a small mechanical linkage and its hardware?

Hardware failure modes are much better understood.

What's the reliability of software?

--
Bob Noel
Looking for a sig the
lawyers will hate

Thomas Borchert wrote:
: Thielert has announced a diesel engine in the 230-HP-range, covering
: the gap between the existing 135- and 350-HP models. Great news, IMHO,
: since this is the kind of power many of the planes we fly need. First
: target for certification seems to be the 182. Time frame is 2007. Nice!

They also expanded the STC for the 135hp unit to include a larger
number of PA28. Unfortunately on the PA28-180 the MGTOW is reduced
from 2400 to 2150 lbs.
--
Aaron C.