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  #1  
Old 10-14-2021, 02:44 PM
ajay ajay is offline
 
Join Date: May 2005
Posts: 90
Default Alternative R10 Engine

Anyone looking at the Continental CD-300 turbocharged Diesel, FADEC controlled burns jet fuel with 300 hp.
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  #2  
Old 10-14-2021, 02:52 PM
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Auburntsts Auburntsts is offline
 
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Location: Tampa, FL
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What’s it cost and weigh?
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Last edited by Auburntsts : 10-14-2021 at 03:53 PM.
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  #3  
Old 10-14-2021, 02:52 PM
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DanH DanH is online now
 
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Doesn't matter. I've not been tracking things like I was, but I doubt you can buy one.
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  #4  
Old 10-14-2021, 04:05 PM
rocketman1988 rocketman1988 is offline
 
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Location: Sunman, IN
Posts: 2,678
Default ...and

Might want to talk to the guy with the CD-230(?) that he had on his -10...
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  #5  
Old 10-14-2021, 04:46 PM
KMMUflyer KMMUflyer is offline
 
Join Date: Nov 2020
Location: Morristown, NJ
Posts: 12
Default CD155 DIESEL

Not to derail the discussion...

Apples to Pears comparison.

I saw a current ad for a prop strike 2015 CONTINENTAL CD155 DIESEL
The photos didn't look pretty. Not sure if it speaks to the severity of the prop strike, the fragility of the design, or neither.

Chuck
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  #6  
Old 10-14-2021, 09:52 PM
ajay ajay is offline
 
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Posts: 90
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Quote:
Originally Posted by Auburntsts View Post
Whatís it cost and weigh?
Iím just curious. Itís the engine on the Diamond DA50RG, something it took them years to decide on.

Hereís the spec sheet

http://www.continental.aero/diesel/engines/cd300.aspx

The performance at altitude is impressive and cruises at 9 Gal/hr, but the dry weight is 584lb ( I assume with all accessories, and also doesnít include coolant ). Isnít that 130lb heavier than a similarly equipped IO540?
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  #7  
Old 10-15-2021, 05:17 AM
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Auburntsts Auburntsts is offline
 
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Location: Tampa, FL
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Quote:
Originally Posted by ajay View Post
Iím just curious. Itís the engine on the Diamond DA50RG, something it took them years to decide on.

Hereís the spec sheet

http://www.continental.aero/diesel/engines/cd300.aspx

The performance at altitude is impressive and cruises at 9 Gal/hr, but the dry weight is 584lb ( I assume with all accessories, and also doesnít include coolant ). Isnít that 130lb heavier than a similarly equipped IO540?
Yeah it's at least over 100lbs heavier than a 540 - that's a huge problem. I'm betting it's significantly more expensive than a new 540 too.. As a result, I thinking that for most the juice simply wouldn't be worth the squeeze.
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  #8  
Old 10-15-2021, 06:40 AM
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airguy airguy is offline
 
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Location: Garden City, Tx
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Quote:
Originally Posted by DanH View Post
Doesn't matter. I've not been tracking things like I was, but I doubt you can buy one.
As Dan said, it doesn't matter. Continental won't sell them to the experimental market. I've been trying for years.
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Built an off-plan RV9A with too much fuel and too much HP. Should drop dead any minute now.
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  #9  
Old 10-15-2021, 06:46 PM
David Z David Z is offline
 
Join Date: Aug 2010
Location: Thunder Bay Ontario
Posts: 752
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Quote:
Originally Posted by Auburntsts View Post
Yeah it's at least over 100lbs heavier than a 540 - that's a huge problem. I'm betting it's significantly more expensive than a new 540 too.. As a result, I thinking that for most the juice simply wouldn't be worth the squeeze.
Rough napkin math here, comparing to a similar gasoline engine like the -540. The diesel is burning 10lbs/hr less fuel (9gal/hr @ 6.7lbs/gal diesel versus 12gal/hr @ 6.0gal/hr gasoline). For an engine that's 100lbs heavier, the flight time for break even payload capacity is 10 hours!
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  #10  
Old 10-15-2021, 08:03 PM
TS Flightlines TS Flightlines is offline
 
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Location: Ridgeland, SC
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Go ahead---if you can find one. Eat lunch first, 'cause you be doing ALL of your own engineering, and fabricating everything.
So unless you are an excellent welder, fiberglass/carbon fiber guy, aluminum fabricator, and an aeronautical engineer that can figure all of this out-----
you might rethink it. Yep sounds fabulous, but probably not practical.

Tom
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www.tsflightlines.com, www.asflightlines.com
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