diesel_freak
Veteran Member
- Joined
- Apr 7, 1999
- Location
- Troy, Ohio
Developments both here and in France are pointing to the future of light aircraft powerplants and that future is diesel engines running on Jet-A fuel.
First off the block is Morane, a partnership between Renault and Socata, the general aviation arm of the French aerospace giant Aerospaciale. They have developed a family of six cylinder, air cooled, turbocharged diesels ranging from 200 to 300 hp. The engines are currently testing in France, and Socata has announced that it will offer the engine in its top piston-engine model, the Trinidad, even in the US. The 300 hp version claims a fuel burn of about 15 gph at full power and 10 gph at cruise. That is approximately 45% better economy than a gasoline engine of equal power.
Teledyne Continental Motors is using a NASA research grant to develop a two-stroke, four cylinder turbodiesel. Lycoming has joined forces with Italian diesel specialist VM Motori (a Detroit Diesel subsidiary) to develop a four-stroke airborne diesel engine.
Both American engine manufacturers are significantly behind Morane, as the French company enjoys a two year head start and the know-how of Renault Sport, which has the development talent and time since their pullout from Formula 1.
As a pilot, I see nothing but advantages to a diesel engine. No antiquated magneto ignition, huge torque at low rpms (where it is needed most), tremendous fuel economy, longer durability (Morane predicts a time-between-overhauls of 3000 hrs, the typical 300 hp aero engine is lucky to reach 2000), and cheaper fuel. The price difference between Jet-A and Avgas is about $.20/gal in the US, but around $2.00 in Europe, making our aircraft more attractive to European buyers. It remains to be seen how the typically ultraconservative American aircraft owner will respond to this, though. I have a feeling that the company I work for will dismiss diesel engines like it has missed other market opportunities, and hand it over to the competition.
First off the block is Morane, a partnership between Renault and Socata, the general aviation arm of the French aerospace giant Aerospaciale. They have developed a family of six cylinder, air cooled, turbocharged diesels ranging from 200 to 300 hp. The engines are currently testing in France, and Socata has announced that it will offer the engine in its top piston-engine model, the Trinidad, even in the US. The 300 hp version claims a fuel burn of about 15 gph at full power and 10 gph at cruise. That is approximately 45% better economy than a gasoline engine of equal power.
Teledyne Continental Motors is using a NASA research grant to develop a two-stroke, four cylinder turbodiesel. Lycoming has joined forces with Italian diesel specialist VM Motori (a Detroit Diesel subsidiary) to develop a four-stroke airborne diesel engine.
Both American engine manufacturers are significantly behind Morane, as the French company enjoys a two year head start and the know-how of Renault Sport, which has the development talent and time since their pullout from Formula 1.
As a pilot, I see nothing but advantages to a diesel engine. No antiquated magneto ignition, huge torque at low rpms (where it is needed most), tremendous fuel economy, longer durability (Morane predicts a time-between-overhauls of 3000 hrs, the typical 300 hp aero engine is lucky to reach 2000), and cheaper fuel. The price difference between Jet-A and Avgas is about $.20/gal in the US, but around $2.00 in Europe, making our aircraft more attractive to European buyers. It remains to be seen how the typically ultraconservative American aircraft owner will respond to this, though. I have a feeling that the company I work for will dismiss diesel engines like it has missed other market opportunities, and hand it over to the competition.