Aero-TV: Jet-A Is 'Making Sense' - Continental Motors' Rhett Ross Explains Why
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- เผยแพร่เมื่อ 15 ก.ย. 2024
- Continental Motors Sees Increased Interest In Jet-A Engines
Continental Motors is seeing increased interest in its Jet A engines, according to company president and CEO Rhett Ross.
Earlier this year, Piper Aircraft selected its new CD-170 compression ignition engine fueled with Jet A and available in standard or counter rotating versions to power the Piper PA-44 Seminole. The world’s leading multiengine trainer will be available with Jet-A counter rotating engines, giving flight schools and training organizations a single lever, FADEC, training system with an history of innovation, simplicity and economy.
After selecting the CD-155 Jet-A engine to power the Archer DX, Piper Aircraft extends its Jet-A powered range of aircraft with the PA-44. The Piper Seminole is an advanced twin-engine trainer that has enabled thousands of pilots to earn their multi-engine rating. It is used by flight schools across all continents and is known for its reliability, all metal construction, stable flight characteristics, counter rotating engines, and its modern avionics suite.
The CD-100 family of Jet-A burning engines is a time-proven platform with more than 5,250 engines delivered and over 5,500,000 flight hours in service. Ranging from 135 to 170 hp. These engines are the most widely used aviation compression ignition engines in the world.
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I like his hat, pressing on the ears from above 😂🤣😂🤣
Dude! that was the first thing I noticed about the interview! LOL I wouldn't keet that way for a second! Maybe it's a technique to amplify distance hearing? LOL
The greater BTU content, combined with the greater thermal efficiency of a compression ignition engine should dramatically increase range and / or cargo capacity. Interesting, but sad, really. It will only get harder and harder to keep neat old classic engines running.
The jet-A engines run about half the fuel consumption on cheaper fuel, its like comparing flat-tops to overhead cams. They cost less, and can run all day at optimal power. Its a no-brainer.
I want to run two CD265's in a Velocity V-Twin, that thing has a 100 gal tank standard. I don't like its front canards so much, maybe I'd do some fancy aerodynamic geometry sums to come up with a wing mould for a new CoG plan, sort that out with the Center of Pressure, and whip a lateral tail fin up top, like them Diamonds, and shorten the front Canard span length some. Then see if I can get a Supplemental thinggy on the Certificate thing: the thinggy thing thing.
Canard only has to have a smaller Angle of Attack than the main wing so it can stall before the main wing does (stops plane going into a stall spin).
It'll give me something to do.
@@santyclause8034 I want to put a CD-265 in a 4-place Bearhawk. What's the point of a go-anywhere plane that can only refuel at airports with 100LL?
The 3 control lever piston engine is a throw back to the days of cars with hand chokes and stick shift.
Why are we pushing to get ever-dumber people in the air? The Cirrus is the new doctor-killer. If you’re the type of person who can’t drive a stick shift, you have no business touching an aircraft, in my humble opinion.
Can these Jet-A diesels also run on pump diesel (ultra low surfer diesel)? That would be a huge cost savings, using tax exempt diesel meant for off highway equipment and marine usage. Even the taxed diesel at the gas pump is much cheaper then 4-6$ a gallon Jet-A.
I can call up my local bulk/home heating oil fuel retailer and have a fuel truck delivered 200 gallons to my boat for $640CAD (480USD). I’m sure they would do the same and come to the hanger, or if they are unwilling due to liability deliver it to my garage and bring diesel to the airport as I need in fuel transfer tank in my pickup.
Would net over a 50% savings vs buying jet-a, and over 100% cheaper then using an equivalent avgas engine.
i would think no airport would allow that plan
Jet-A is basically kerosene, which is a light oil. It aint pump gas diesel afaik.
Yes you can run these engines on off road diesel, no problem and anyone who says otherwise is lying or wrong.
@@santyclause8034 The only difference between off road diesel and road taxed diesel is the colour.
At 2:10 Mr. Ross mentions a large commercial aviation training fleet coming to the US in Jet-A power recips. What's he referring to?
Perhaps Diamond?
What doesn't make sense is how Jet-A retails for at least 3x the index price (and no one seems to even notice it)
They say it is cheaper, but it is actually more expensive if you are only purchasing a few hundred litres at a time. It's cheaper if you purchase 20 tons, but petrol is also cheaper if you buy it in bulk.
cracking spread
Makes sense and less pilot load..
As if getting rid of that little red knob was even remotely connected with trend towards Diesel aircraft engines.
Is this a Audi V6 TDI engine? When I open mine is the same,just has no prop 🤣
Mercedes as far as I know. The 4 cyl are mercedes based as well.
My guess is that these diesel engines do not have to conform to EPA Tier 4 final as all other industries. Blame all the ground transportation for air quality issues while looking the other way at air travel/transportation😂😂😂😂
Why not teach them to operate the equipment per the manufacturer’s instructions, rather than operate it per some aspirational notion?
:))
I can see the need for an aircraft power plant that burns Jet fuel, they're called turbine engines lol. Unfortunately turbine engines have never reached the fuel efficiency numbers of an aircraft piston engine, plus Avgas is a lighter per gallon fuel than Jet-A. Most aircraft piston engines are going to be in the same realm in regards to HP per engine weight ratios, but now, they're going to burn a heavier fuel. Diesel piston engines for aircraft may in fact offer some economic advantages over Avgas, but any real operational advantages, are a little more dubious.