foxyflier 0 #1 October 4, 2007 Today at the Hartford AOPA expo the Cessna sales rep in front of the Cessna Diesel 172 said that Cessna has the Thielert 4.0 and is working on there own install so they can offer that engine as factory installed equipment for the 206. The Gippsland Airvan rep said that 2 airvans are being built with the Thielert 4.0 and are going to skydiving operations. How many of you operators are willing to pay $250,000 for an old converted U206F or $600,000 for a new Diesel Airvan? The POH sup for the converted 206 showed the 206 could lift probably 21 head per hour at .75 gal per head of Jet A. The Gippsland would do 20 at my estimate but with 8 per load and a nicer cabin and door. Quote Share this post Link to post Share on other sites
Broke 0 #2 October 4, 2007 I wonder how Biodiesel would work in that?Divot your source for all things Hillbilly. Anvil Brother 84 SCR 14192 Quote Share this post Link to post Share on other sites
billvon 2,427 #3 October 4, 2007 > I wonder how Biodiesel would work in that? For jump operations, probably just fine (although I suspect the engine's not approved for operation with B100.) The problem arises when you are using it for cruising at high altitudes where the fuel can get cold and gummy. Some aircraft now have fuel heaters to deal with this problem. BTW the Diamond DA42 is a new, certificated diesel twin that's doing pretty well in GA circles. Quote Share this post Link to post Share on other sites
2shay 0 #4 October 4, 2007 so it can fit eight jumpers? That could be good for dz's converting from 182's to an almost turbine type of operation. How fast does it get to altitude with the diesel engine.don't try your bullshit with me!!! Quote Share this post Link to post Share on other sites
DougH 270 #5 October 5, 2007 Van, Cookie... I am so confused. "The restraining order says you're only allowed to touch me in freefall" =P Quote Share this post Link to post Share on other sites
2fat2fly 0 #6 October 5, 2007 If you're at AOPA, you'd darn better stop by booth 743 and say hello I am not the man. But the man knows my name...and he's worried Quote Share this post Link to post Share on other sites
2shay 0 #7 October 5, 2007 meant 182 dz's trying to upsize aircraftdon't try your bullshit with me!!! Quote Share this post Link to post Share on other sites
fabiana 0 #8 October 5, 2007 Hello! We have one 206 with dieselengine(Thielert) www.fallschirmspringen-krems.at 4000meter in 17-20min Quote Share this post Link to post Share on other sites
popsjumper 2 #9 October 5, 2007 If I wanted black, greasy smoke, I would go back to jumping the DC-3. The AN-2 competes with the DC-3 on start-up but the smoke vents to the starboard and the door is on the port. My reality and yours are quite different. I think we're all Bozos on this bus. Falcon5232, SCS8170, SCSA353, POPS9398, DS239 Quote Share this post Link to post Share on other sites
vpjr 1 #10 October 5, 2007 The Gippsland Airvan would easily hold 8 jumpers. Quote Share this post Link to post Share on other sites
shropshire 0 #11 October 5, 2007 ummmm... Aren't our Turbine a/c effectively diesels? The fuel is pretty much the same stuff just a different engineP.S Centurion make piston engines that run on kerosene or diesel. (.)Y(.) Chivalry is not dead; it only sleeps for want of work to do. - Jerome K Jerome Quote Share this post Link to post Share on other sites
pilotdave 0 #12 October 5, 2007 Diesel aircraft engines run on jet fuel, not diesel. If you want to be technical about it, no, a turbine engine is not at all effectively a diesel. They run on completely different thermodynamic cycles. These new aircraft diesels have a LOT of potential to really revolutionize piston aircraft. Extremely efficient, low maintenance, long life, much more environmentally friendly than avgas-burning pistons, etc. Only time will tell how they work in the long run, but this is really exciting stuff. Dave Quote Share this post Link to post Share on other sites
squirrel 0 #13 October 5, 2007 Quote I wonder how Biodiesel would work in that? mmmmmm, i love the smell of burgers and fries in the morning... ________________________________ Where is Darwin when you need him? Quote Share this post Link to post Share on other sites
chris74 0 #14 October 5, 2007 funny ! Blue skies CHris Quote Share this post Link to post Share on other sites
JohnRich 4 #15 October 5, 2007 QuoteDiesel aircraft engines run on jet fuel, not diesel. That had me confused. So they run on a diesel engine principle, where the compression causes the ignition, without spark plugs? And then, I take it, that the cost savings is not so much from burning less fuel, but from the reduced maintenance and longer engine life? Quote Share this post Link to post Share on other sites
billvon 2,427 #16 October 5, 2007 >So they run on a diesel engine principle, where the compression >causes the ignition, without spark plugs? Yep. Same engine, different fuel. Still a bit more efficient than an Otto-cycle engine. Quote Share this post Link to post Share on other sites
2shay 0 #17 October 5, 2007 why are they not being used in the skydiving industry right now?don't try your bullshit with me!!! Quote Share this post Link to post Share on other sites
martin-o 0 #18 October 5, 2007 Diesel and kerosene (Jet fuel) are actually not that different, depending on which standard is followed. Usually even a standard dieselengine will run on kerosene. If you want to do use it often, just ad a some lubrication. Both have about the same energy value (ca 40 MJ/Kg) but diesel have a fraction more of longer carbon chains. Quote Share this post Link to post Share on other sites
foxyflier 0 #19 October 5, 2007 The small Jet A turbines that can be put on a 206 cost 450,000 for the conversion as per Soloy with only 3000 starts between hot sections. The 4.0 quote is $150,000 and is not STCed in the US yet. Quote Share this post Link to post Share on other sites
2shay 0 #20 October 5, 2007 do you think that it will soon be certified in the US?don't try your bullshit with me!!! Quote Share this post Link to post Share on other sites
vpjr 1 #21 October 6, 2007 It is certified in Europe and the US has a recipricating agreement. The paperwork is sitting on some guys desk. Takes 1-2 years Quote Share this post Link to post Share on other sites
2shay 0 #22 October 6, 2007 that sucks guess it'll be few then, oh well I am moving near a couple turbine/mult turbine dzs anyhow.don't try your bullshit with me!!! Quote Share this post Link to post Share on other sites
vpjr 1 #23 October 7, 2007 Quote If I wanted black, greasy smoke, I would go back to jumping the DC-3. The AN-2 competes with the DC-3 on start-up but the smoke vents to the starboard and the door is on the port. The Diesel 206 might have to pump some smoke to haul a bunch of POPs to alt. http://www.youtube.com/watch?v=x02f8ZLf-WY&NR=1 The new turbo direct injection and fadec controled engines really dont smoke under normal operating conditions. Black smoke here means more power but wasted fuel. Quote Share this post Link to post Share on other sites
johndh1 0 #24 October 7, 2007 If the airlines don't kill general aviation, diesel would be the way to go. As far as biodiesel, though, it would take me a while to get used to that smell I think. I have been told different figures of 1 and 3 on the number of refineries currently producing avgas (anyone know for certain?), and the demand for it goes up every day, but I am sure we're not building more refineries to cover it. Something will have to give sooner or later, and not every dz can support a turbine.Roll Tide Roll Quote Share this post Link to post Share on other sites
riggerrob 558 #25 October 7, 2007 The primary push for diesel engines comes from Africa and parts of Asia, where it is almost impossible to find avgas. Quote Share this post Link to post Share on other sites
