Here is a new diesel being developed for aviation. 500 hp and it weighs 700
lbs. I don't think that even includes the cooling and accessories.



http://www.aopa.org/aircraft/articles/2010/101122diesel.html?WT.mc_id=101126
epilot&WT.mc_sect=gan



Couldn't a 4 rotor beat this and have 300 lbs to spare?

With all the money being thrown down the drain, you'd think Mistral could
have found some investors.

C. Smith

Don't believe it. It is a Mercedes V12. Austro Engines AKA Diamond
Aircraft are also working on just such a dumb idea. It is a wonder
the CEO's do not study engine history.

It will be "certified" in Europe by becoming a throw away engine.
If it is cracked at 1200 hours TBO you throw it away, No overhaul allowed.
The FAA don't want people going down to the Mercedes dealer and buying
parts.

This is the same situation as the Thielert 4 cyl and the Austro Engines
4 cyl. Diesel hope springs eternal since the early 30's when Packard,
Junkers and others built some. Lately Renault went through the futile
exercise. What these dummies don't realize is a diesel burns almost
as much fuel as a gas engine in the 80 to 100% aircraft power range
not to mention the power to weight ratio sucks big time.

Here is a near ideal structural configuration for a diesel aircraft engine.
(Read power to weight ratio.)

It is based on the old GM 2 cycle diesel engines with what is called
uniflow scavenging. Scavenging is the key to 2 cycle engine efficiency.
Unifolw scavenging is one of the best types but it is still not
near as good as a 4 cycle diesel engine. GM gave up on it for that
reason. The Delta Hawk has a much worse scavenging type so
the BSFC will be even worse than this engine.

Mystery engine of the month. Can anybody identify
it?

Paul Lamar