| Intended
as an 0-200 replacement, the new diesel has been carefully dimensioned to fit
within the conventional engine's cowlings and its cast-in crankcase mounting lugs
are designed to mate up with existing engine mounts. Unlike the old Continental,
the Diesel Air is water-cooled. The intention is to use a pair of small radiators,
sited behind the normal cowl intakes. Together with the necessary intercooler,
they will take the installed weight very close to the air-cooled 0-200's typical
figure, eliminating the need for any weight adjustment of ballasting to preserve
the C of G. Either Avtur or diesel fuel can be used. Substantial fuel cost savings
are projected for the engine, on the basis that it will consume 4.2 gph, compared
with 5 gph for the equivalent gasoline engine. If duty-free 'red' diesel can be
used, aircraft are, of course off-road' machines, the potential saying is vast.
Diesel Air has already made a trial installation in a Luscombe 8A Silvaire. Once
the current programme of bed testing has been completed (the engine has already
run for over 1,000 hours under development), the engine will be mounted in the
Luscombe for flight trials "in a couple of months time", according to company
MD David Soul. Diesel Air is not keen on making public predictions of production
targets or certification dates. The potential for such a direct replacement for
0-200s and the like is obvious, but its chosen approach is to supply engines,
in the first instance, to PFA types. It is anticipated that this will allow production
to be built up in stages as experience is gathered from operators. A larger version
of the engine is under development for airship use. |
