Mission Statement

Every month: news, facts, and comments on the coming revolution for piston-engines aircrafts between 100 and 450 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.

As of summer '07, several hundred airplanes fitted or retrofitted with diesel engines are flying in the world. In the US, only around 35, but the number is about to explode.

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.

Why Now?

Three world-famous manufacturers invested tens of millions of dollars during the last ten years to sell YOU a diesel retrofit for your Cessna, Piper and others, or to propose diesel as OEM on new aircraft. Others are moving fast.

Who Are They Really? What's The "Story" Behind Them?

Avgas prices have been going up and will keep doing so: yesterday in the US $2.00/gallon¿ then 2.50¿ then 3.20¿ now 4.00 and more, until Avgas is priced in the US at $8.00 as in Europe now.

Why Is This Unavoidable?

The first diesel retrofits fit singles and twins in the 135-300HP range.

Which Ones?

Costs of conversion to diesel will pay for themselves within two to twelve months depending on local fuel costs and on flying time per month.

When, On Which Planes, For Which Use?

The engine weight per HP, fully installed, is the issue which will decide who will eventually dominate the market.

Why?

Before you consider retrofitting your own plane or fleet, the vendors will have to address 7 key questions and provide a credible answer:

What will be…

1. The incidence on overall performance of the airplane: range, speed, ceiling, climb rate, take-off and landing distances?
2. The incidence on Operating Costs/hour?
3. The Return of Investment for the conversion investment itself?
4. The incidence on actual Payload?
5. The incidence on the aircraft's market value?
6. The incidence on Range with IFR reserves?
7. The incidence on the aircraft's Weight & Balance?
8. The available financing conditions for the retrofit?

The Diesel Air Newsletter is published by Gean Overseas, Inc., a 35 year old international consultancy in Market & Strategic Intelligence specialized in energy, metals & minerals, capital goods and engineered equipment including the aerospace industry. Visit us on our Website: www.geanoverseas.com. Gean Overseas' references since 1972 include Boeing Aircraft, SNECMA, EADS, Aeritalia, General Electric Co., Michelin Tires, Ratier-Figeac, Howmet Corp., Issoire Aviation, Epps Aviation, Renault Motors,¿

The Publisher & Editor in Chief is Dr. Eng. Andre R. Teissier-duCros, who has references as management consultant covering some 300 corporations in North America, Europe and Japan. Andre is an aircraft owner, and an IFR private pilot.

Gean Overseas publishes since 1995 the ENALNewsletter, well-known worldwide in the Light Metals Industries. See website: www.enalnewsletter.com.

The DieselAir Newsletter is a confidential publication available only on Internet, to fully identified individuals or businesses involved in General Aviation. A free of charge subscription allows recipients to be alerted when news are added on the Blog, and to receive special notices. Forums and online content may be printed at discretion of the publisher.