It says a lot about engine inactivity that Continental will add 200 hours to the TBO of an O-470 if it flies 40 hours per month.

http://www.avweb.com/avwebbiz/news/Cont ... 528-1.html

I have some first hand with the diesel that they certified. It is nearly identical to the SMA that Cessna is putting in the new 182, in fact SMA licensed their design to Continental, and Lycoming I have heard. It would be awesome to put a TD300 in a C185 with Wing-X.

The extended TBO is good news for those that have done a recent "Factory Overhaul".
It won't do anything for the majority of folks on this site. At 50 hours a year, how many will ever see TBO.
I agree the TD300 sounds good for the 185's, but financially, it will be out of reach for 99.9% of those owners (if it ever happens)!
I'm just happy the 520's are as solid as they are
Plus, Diesel/Jet fuel stinks

An open question, how come diesel costs more than car gas?

SkyTruck wrote:
An open question, how come diesel costs more than car gas?

Up in northern Alberta diesel is cheaper then car gas. Right now. But it varies. Usually it is cheaper though.

David

Probably due to the tax structure there.
Down here in ObamaLand diesel is about .30 cents more per gallon than regular gas.

On another note, for you cold country operators, diesel is more difficult to keep warm (flowing) than Avgas isn't it?
Doesn't that open up a whole other can of worms?

SkyTruck wrote:Probably due to the tax structure there.
Down here in ObamaLand diesel is about .30 cents more per gallon than regular gas.

On another note, for you cold country operators, diesel is more difficult to keep warm (flowing) than Avgas isn't it?
Doesn't that open up a whole other can of worms?

You want to be running #1 in the cold weather instead of #2 in order to avoid gelling problems. It has measurably less power.

SkyTruck wrote:Probably due to the tax structure there.
Down here in ObamaLand diesel is about .30 cents more per gallon than regular gas.

On another note, for you cold country operators, diesel is more difficult to keep warm (flowing) than Avgas isn't it?
Doesn't that open up a whole other can of worms?

I see. Gotta love the government. Farmers used to get a tax rebate for dyed fuel, used for offroad vehicles and farm business. Took it away from us now. at 6-10 cents a liter it will make quit a difference.

Denali is right, We use winter diesel in the winter. Less power, but wont gel up. Make sure you dont use it in the summer though, as it is drier and not good for things.

David

David,
Last time I checked the UFA price for my marked diesel was still the same, is there a future date when the price will change?

Beamer
The day the budget came out all marked fuel price was supposed to change. Munro the stations were allowed to empty their on hnd supply at the discount price before raising it.

SkyTruck wrote:An open question, how come diesel costs more than car gas?

My diesel is in Chicago and over the past few years I'd say that diesel and gas swap places in cost pretty regularly there, and without any pattern that I can discern.

It hasn't bothered me much since there is so much more energy per gallon in diesel that I come out way ahead even during the times that it's a little bit more expensive.

So, back to Deisels in GA aircraft.
To own a deisel powered vehicle (F-250/350/450), it's more expensive than a gasoline powered vehicle.
That's based on purchase price, maintenance, insurance, license, etc.
Deisels require larger (more) batteries, heavier cables /starters, multiple fuel filters (=costs), glo-plugs, etc etc. Oh yeah, smog in California requires urea additive.
Seems if it says deisel, for unknown reasons, it's more expensive.
Shit, it's hard enough getting a deisel started during winter in the lower 48 without good maintenance.
Am I the only one wondering if we are creating an expensive solution to a problem we don't have?
Just saying

Fraser

I think it must all be hype. Got an email from Continental and was really excited. Then I looked at the Service bulletin referenced. Its still the same from 1998. Don't know if they are coming out with something new or not. According to the avweb article its because of new 2012 technology. The must have had some pretty good foresight to be able to write the SB in 98

I've had #1 diesel gel up in Fairbanks.

EB

Diesel aircraft use jet A not diesel. Doesn't gel but needs treatment(Prist) at cold temps to avoid ice crystal formation.

The specs we have to meet for the jet fuel we make
here in Washington State, is a -40 freeze point for The lower 48 and for the jet we ship to Alaska it's a -50 freeze. Just for what that's worth.

JHenderson wrote:Diesel aircraft use jet A not diesel. Doesn't gel but needs treatment(Prist) at cold temps to avoid ice crystal formation.

I'm sure folks will run diesel instead of Jet-A/B like folks run Auto Gas instead of 100LL (those that have that option).
Yesterday, out at the local airport, Jet-A was $5.96 and 100LL was $5.08 (Not a Typo).
Again, somebody explain to me the benefits of going diesel.

Reliability would be an issue if the diesel aviation engines (not motors) use the technology on current truck/auto applications. Way to much electronics, unlike the "Old School" engines that were all mechanical.
An auto mechanic friend has three diesel pickups at his place that were towed there from the dealerships because the dealer couldn't figure out how to make them run, and the owners got tired of pouring money into the dealership trying to figure out what was wrong. These are late model pickups. Fords I might add.

Looks like Cessna's TD300 is air cooled. That means loose tolerances with the associated noise, vibration, and other diesel related issues.

I'm probably missing something that might sway me to the diesel cult, but in the meantime I'm pulling for a 100LL substitute.
Or, for our industry to stand up to the EPA and tell them that the small amounts of lead in 100LL really amounts to nothing.

Fraser