Jet-A Powerplant

[Rob_The_Builder]

Hello Everyone.

I'm going to start building an RV-10 this summer. The Emp kit and Wing kit are ordered!!

As with most of the plane, I have been really thinking through the finished product; avionics, paint, interior, mods, engine, etc. I am really set on having an engine that burns Jet-A or diesel. I'm aware of a few options out there (none that are really available at this time). Continental's Jet-A CD-265, Hawk E-330 Higgs Diesel, and the TP 100 turboprop. I've come across other designs, that haven't seem to have made it to market.

I've been looking at doing an off the shelf v6 3.0L diesel conversion and have found a couple of engines that seem like they might be a good start. I realize there are a lot of considerations to think about when doing something like this, so I'd prefer to go with something that has already been tried and proven. I don't think the Audi diesel that Peter has in his Raptor is the right choice. However a similar approach may be worthy.

To recap my preferences:
Burns Jet-A/diesel
Turbocharged
Single lever control (no mixture)
FADEC (or equivalent) controlled

I realize there are some good options for conventional engines that fit all of those preferences minus the fuel. So, if the right argument could be made, I may consider a gas burner.

I look forward to your suggestions.

[Mike S]

Rob, welcome aboard the good ship VAF

[sailvi767]

Peter’s engine in the Raptor failed yesterday. He was able to make it back to the runway. A lot of work went into the design and he got less than 10 hours before failure.

[rmartingt]

The Raptor is hardly a good example of proper development and testing. Indeed, it's a good example of how NOT to do it.

[airguy]

I don't believe Continental is selling to the experimental market.

You're probably going to end up rolling your own.

[Marc Bourget]

Any report on the mechanism of failure in the Raptor engine?

[Carl Froehlich]

Originally Posted by Rob_The_Builder

. SNIP
so I'd prefer to go with something that has already been tried and proven.

If you find a “tried and proven” diesel or turbine option, we will be all ears. As far a I know none exist (at least no option that does not double the price of the plane).

The parallel valve IO-540 can also burn 94UL AVGAS or premium mo-gas, so it will be viable if/when the Green New Deal does away with 100LL.

Carl

[wirejock]

Originally Posted by Carl Froehlich

If you find a “tried and proven” diesel or turbine option, we will be all ears. As far a I know none exist (at least no option that does not double the price of the plane).
<snip>
Carl

Problem is it doubles the cost, doubles the labor hours and typically halves the value. Exaggeration of course.

[RVDan]

I have to wonder what the OP end goal is other than ditching avgas. To date, it has been demonstrated that the air cooled gas engine provides the best weight to HP ratio ( except for turbines) which only the Rotax 912 series approximates as a liquid cooled engine.
Then there is the proven reliability of the typical aircraft engines.

[TS Flightlines]

Rob-----if I may throw out alittle advise. Having been involved in several of these non-normal conversions, I can state that you'll be on your own with ALOT of custom fabrication, and probably without alot or any support from the engine manufacturer. Custom engine mount, fuel system, extended tanks, etc are just a few of the issues. Cooling may be a huge headache.

There are aircraft diesels flying, along with small turbines, but again support will be scarce.

Great concept though---

Tom