SMA first flew it’s aerodiesel engine in 1998 and since then has been trying to develop a market for conversions. AVweb’s Paul Bertorelli recently visited Paramus Flying Club in New Jersey to fly the clumb’s SMA-coverted Cessna 182. The airplane is a strong performer and the club’s economics make it look promising.
It’s not a big deal in America where fuel is so cheap, but the SMA conversion really shines in Africa where Jet-A fuel is about? $1. 00 per gallon and avgas (if you can find it) is close to $6 per gallon.
The SMA conversion really shines in Africa where Jet-A fuel is about $1. 00 per gallon and avgas (if you can find? it) is close to $6 per gallon.
The SMA conversion eally shines in Africa where Jet-A fuel is? about $1. 00 per gallon and avgas (if you can find it) is close to $6 per gallon.
This kit allows these aircraft to opperate in places like Africa and? parts of Asia where JetA is available but avgas is hard to find. This is a great step for aviation.
oooo i work? on that plane
lets hope you dont? have a “run away”
-20°C up to? 7500 feet? Us scandinavians might as well forget about it right away. . .
@dtoften If i heard right the 12 degree limit was only set if you didnt cover the ventilation holes in the cowling. A diesel engine? runs considerably much colder and generates far less excess heat in its operation. In effect the problem is to insulate the machine rather than get rid of excess heat. . .
What is the TBO on this engine? The Continental 0-470 had a TBO of 1500 hours. At the rate this aircraft is flying per year in seven years? it would have exceeded the TBO time on the original engine. I really do not see a payback on the difference, especially if the TBO is less. Thanks, I use to own a Skylane.
Looks like he was a bit high in the flair. . Bet that hurt. Always harder when you have someone like Paul in? the airplane! No pressure.
I wonder if the -12C for flame out is due to the fuel too cold or the combustion area too cold? Or something else? Engineering? for a lower temp would seem plausible.
As for the Cessna, Piper, and Mooney to start offering diesels, I do not know why they haven’t.
@MetaView7 Looking at the specs, the? engine is certified to operate down to -20C (-4F). This lower temp limit would cover 90% of general aviation needs. I’m sure that the manufacturer would develop some arrangement to operate at lower temperature if there is a real demand for it. I wouldn’t go out and fly down at those temps anyhow, cabin heat are not known to work that well on GA aircraft!
diesel conversion a? good investment!
That temp limit makes it worthless in most of the? places.
minus 12c is not a very cold temp.
That temp limit makes it worthless in Alaska 9 months out of the year. . . ?
Another “good idea” ; but even the pilot community is rather fickle. Diesel cars have been around too long and still as far as the US public is concerned they are? not taken seriously as a mass market. There will be a tipping point technology some day for “firewall forward” , but I doubt this is it. Us old recip guys hoped that auto-gas STC’s would permanately change the game cost wise, but even that didn’t really change much . . ough well . . . I just miss my old Citabria. . .
The real story here is that diesel engines are the future of piston powered GA aircraft. The fuel is cheaper and available everywhere in the world. Cessna, Piper, Mooney, Cirrus need to start offering diesel options. I am surprised that TCM and Lyc haven’t? been more innovative in diesel.
But this is a diesel? and will still be like new in 7 years and still saving money.
So they spend 65 thousand more than the rebuild would have required, but it’s cheaper to operate and saves on fuel, so will more than pay for its self and then some
mee? too
As merely an enthusiast of aviation and a Microsoft? FSX pilot (meaning my opinion means very little) I’m still not entirely convinced that diesel conversions are worth it. I suppose time will tell, but come on now, 7 years to justify original costs?
@mikearuba Hey ill do it! just throwing that out? there
my view is that Paul is dry and impersonal but that’s a good thing, he delivers information in a clear insightful? manner.
it’s better to have him rather than the presenter of fast lane daily who try’s to be funny and present his facts but falls massively on both counts.
Respectfully I disagree. Bertorelli an aviation journalist reporting on the industry. IMO his job is not to entertain, recruit, or? wave the flag for aviation.
Yeah he’s brutal, hes so fucking dry? its unreal. .
Great demo. Looks like a fun handle. ?