When will a diesel be available for my aircraft?
See how many times we've been asked (organized by Aircraft Model).

News, facts, and comments on the coming revolution for piston-engine aircraft.

News of November 22, 2005

The Beech Duke Thielert conversion shows what a breakthrough diesel can make

Germany: The Beech Duke with Thielert V8 350HP has flown for the first time on November 18. This is the first diesel conversion that demonstrates a reduced weight compared with original gasoline engines: Exactly 50 Lbs. The Duke diesel is faster by 10 Knots at FL 220 despite a slightly lower power at sea level. Here is comparative performance figures claimed by Martin Hagensieker, see http://www.dukeb60.de/ with photographs:

______________Diesel V8__________________Lycoming
Power_________350 hp_____________________380 hp
At rpm________2.300______________________2.900
Cruisepower______70 %_______________________67 %
At rpm________2.000______________________2.500
Fuelflow/h______2 x 45 ltr./11 gal._____________2 x 80 ltr./20 gal.
Fuel capacity_______78 ltr./232 gal.__________878 ltr. 232 gal.
Fuel___________Jet-Fuel__________________AVGAS 100 LL
Fuelprice Europe___65 – 1,45 EUR/ltr._________1,45 – 1,80 EUR/ltr.
Fuelprice USA____3 – 4 USD/gal._____________4 – 5 USD/gal.
Speed________220 kts/FL 220______________210 kts./FL 220
Climbspeed______1,200 ft/min________________1,000 ft/min
TBO__________2,400 hour__________________1,600 hour
Price
for Overhaul___2 x 50.000 EUR____________2 x 60.000 EUR
Price
for first kit___2 x 175.000 EUR__________N/A
Range___________2.000 nm_________________1.100 nm

Note that with a range of 2,000NM, the Duke Thielert can fly from any destination in Western Europe to any destination on the East coast of North America both ways in three legs, with required reserves on the Atlantic. And, at the (low) market price of a Beech Duke today, plus some $ 400,000 conversion cost, and a fuel flow of 22 gallons/hour of Jetfuel, it will be the most affordable business aircraft for such a mission.

posted at 1:56 AM

Previous Posts

News from Vulcanair, Italy

Diesel Saga 2: How taxi diesels in Europe demonstr...

Diesel Saga 1 - Did you know that the Hindenburg A...

First US Twin Star Delivered.

Alan Klapmeier, Cirrus Design's President, comment...

Letter from the Bi-Rotor AutoGyro (BRAG) Group...

Enters Mistral Engines: Rotary engines for Avgas, ...

Diamond DA40 diesel certified in Europe with G1000...

AD Affects Aftermarket Rods In 2,800 Lycoming Engi...

Why DeltaHawk Diesel Engines, Inc. will be a serio...

Powered by Blogger


Mission Statement

Every month: news, facts, and comments on the coming revolution for piston-engines aircrafts between 130 and 400 HP: Retrofitting a diesel engine to run on Jetfuel or Kerosene, reduce Gallons/Hour by some 30%, eliminate ignition systems (magnetos, spark plugs) and their problems, eliminate mixture control, increase TBO to 2,400-3,000 hours, increase performance between 6,000 and 12,500 ft., and drastically reduce Operating Costs.

The letter is intended for piston engines aircraft owners, manufacturers, fleet operators and FBOs, re-manufacturers of engines for these aircrafts, manufacturers of engine components and ancillaries, and all professionals acting in decisions of engine exchange or refitting at TBO, in North and South America, Pacific Rim, African continent, and all parts of the world were Avgas, Mogas, Kerosene and Jetfuel are available.

Read More


The DieselAir Newsletter is a confidential publication available only as printed material sent by mail (airmail for overseas), to fully identified individuals or businesses involved in General Aviation. Forums and online content may be printed at discretion of the publisher.