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#11
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Thielert (Diesel Engines)
On Feb 13, 11:14*pm, Peter wrote:
WingFlaps wrote Why should that be? Generally, diesels are great at running at high power for long periods and they are also *the powerplant of choice for high reliability when fuel consumption is also an issue (ruling out turbines) -or am I wrong? Diesels are indeed great in applications where they can be designed without weight issues e.g. ships and trucks. It appears that their problems (Thielert specifically - there is no other diesel actually flying any meaningful hours at present) are to do with a lightweight car engine - 1.7 litres - being run at 130HP (or close to it) for 100% of the time. The original car engine would be running at 20-30HP, maybe 100HP very briefly in a big Merc on a German motorway (no speed limits). But an aeroplane is a whole different situation. Yes I've heard that argument but I'd like to add/offer a different POV. What is really stressful for engines is constant power changes and the temperature fluctuations that involves. Therefore if your engine can do 150 mph on a german autobahn for an hour or two it should have no trouble doing it for a 4 hour flight in a plane. I also agree that marine installations pay no/little attention to weight (some performance boat installations aim to keep weight low) but tha's just a design thing. The natural rpm/torque curve for diesels seems to match a prop better too. The metals exists to make a diesel about the same weight as a petrol engine so with a bit more hours under their belt to identify weaknesses I can't see diesels not becoming the (?) engine of choice (more range, less fuel quality issues). One more think, no mixture control just rpm and pitch! Imagine just setting rpm just one and then doing everything else with pitch ;-) ... Cheers |
#12
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Thielert (Diesel Engines)
The weakness of the certification regime is that the engine only has to show 2000hrs at 100% power, I think it is 200 hrs @full throttle. |
#13
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Thielert (Diesel Engines)
On Feb 14, 10:15*am, Peter wrote:
WingFlaps wrote Yes I've heard that argument but I'd like to add/offer a different POV. What is really stressful for engines is constant power changes and the temperature fluctuations that involves. Therefore if your engine can do 150 mph on a german autobahn for an hour or two it should have no trouble doing it for a 4 hour flight in a plane. IMHO it is a matter of degree. No road car will be actually run at say 75% power for more than minutes - you would kill yourself. Rally cars get through engines at great rates, often breaking one in one race. Whereas an aero engine just sits there the whole time at that power setting. This may be just a matter of duty cycle but the end result will be more stress and more wear. The weakness of the certification regime is that the engine only has to show 2000hrs at 100% power, and TBH you could probably get a lawn mower engine to do that. Any engine that doesn't actually break (and that is easy to achieve by design) and which meets the criteria (e.g. starting at the certified ceiling) will be certified. AFAIK there is no reliability requirement - that certainly applies to avionics too. I also agree that marine installations pay no/little attention to weight (some performance boat installations aim to keep weight low) but tha's just a design thing. The natural rpm/torque curve for diesels seems to match a prop better too. * It may be but diesels have a lot more high frequency components in their torque spectrum which plays havoc with props and gearboxes. So they tend to need rubber shock absorbers. The metals exists to make a diesel about the same weight as a petrol engine so with a bit more hours under their belt to identify weaknesses I can't see diesels not becoming the (?) engine of choice (more range, less fuel quality issues). One more think, no mixture control just rpm and pitch! I agree but that is FADEC, not diesel. With FADEC on a Lyco you would have similar benefits. I was under the impression that diesels work by a governor that sets RPM. The difference between desired rpm and actual rpm determines fuel injected... In that case you could just set rpm and just adjust pitch for speed/power. A single power knob (fadec) sets pitch and rpm together? Cheers |
#14
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Thielert (Diesel Engines)
Peter,
AFAIK this was forced on them by all the failure Sorry, but that's completely wrong. "Power by the hour" was a Thielert concept from the get-go. But I bet the "scrap" engines get reworked by Thielert You lose. Why is it that each and every innovation in GA is met by people spouting OWTs and made-up speculation, when a minute or two of simple research would provide the facts? What picture does that paint of the pilot population and their "hangar talk"? How about a simple "I don't know and that's why I keep quiet on this" instead of spouting made-up negatives? Sorry, but this is really annoying. -- Thomas Borchert (EDDH) |
#15
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Thielert (Diesel Engines)
WingFlaps schrieb:
One more think, no mixture control just rpm and pitch! Imagine just setting rpm just one and then doing everything else with pitch ;-) ... There's nothing Diesel specific on this. |
#16
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Thielert (Diesel Engines)
Thomas Borchert wrote in
: Peter, AFAIK this was forced on them by all the failure Sorry, but that's completely wrong. "Power by the hour" was a Thielert concept from the get-go. But I bet the "scrap" engines get reworked by Thielert You lose. Why is it that each and every innovation in GA is met by people spouting OWTs and made-up speculation, when a minute or two of simple research would provide the facts? What picture does that paint of the pilot population and their "hangar talk"? How about a simple "I don't know and that's why I keep quiet on this" instead of spouting made-up negatives? Sorry, but this is really annoying. There's nothing made up about "No sparks, no power" I wouldn't buy one because of this. My club was looking at one ofr a Cherokee and decided against it because of the lack of limp home capability. Bertie |
#17
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Thielert (Diesel Engines)
Bertie,
There's nothing made up about "No sparks, no power" I wouldn't buy one because of this. My club was looking at one ofr a Cherokee and decided against it because of the lack of limp home capability. That's not the point I complained about. There's a ton of failure modes on any Lyc or TCM that lack "limp home capability". Same with the Thielert. The argument is a red herring. -- Thomas Borchert (EDDH) |
#18
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Thielert (Diesel Engines)
Thomas Borchert wrote in
: Bertie, There's nothing made up about "No sparks, no power" I wouldn't buy one because of this. My club was looking at one ofr a Cherokee and decided against it because of the lack of limp home capability. That's not the point I complained about. There's a ton of failure modes on any Lyc or TCM that lack "limp home capability". Same with the Thielert. The argument is a red herring. None of them regard electricity. The argument is sound. Bertie |
#19
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Thielert (Diesel Engines)
Bertie,
None of them regard electricity. So what? Who decides electricity is somehow a more relevant failure than others? Look, you're obviously free to make that decision. Your club is, too. But don't make it sound like there is something inherently wrong about an engine just because it has different failure modes than the ones you are used to. -- Thomas Borchert (EDDH) |
#20
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Thielert (Diesel Engines)
Thomas Borchert wrote in
: Bertie, None of them regard electricity. So what? Who decides electricity is somehow a more relevant failure than others? I believe I just did. Look, you're obviously free to make that decision. Your club is, too. But don't make it sound like there is something inherently wrong about an engine just because it has different failure modes than the ones you are used to. It has the same modes plus that one. And that one is avoidable, therefore unacceptable. http://goliath.ecnext.com/coms2/gi_0...FADEC-0-a.html Bertie |
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