Malaysian Institute of Aviation Technology

DIESEL ENGINE

EASA Part 66 (M5 )

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Malaysian Institute of Aviation Technology

HISTORY

First prototype diesel was developed by Rudolph

Diesel in 1893.
During initial testing, a cylinder head separated.
Four years subsequent to this initial failure, another
engine was developed that proved more reliable.
Engine was found suited for use in marine and heavy
equipment.
Prime advantage was that it provided the lowest
specific fuel consumption of any powerplant available
at the time (as low as .26 lb/hp/hr).
Initially used in airplanes and airships in the 1930s.
e.g. The Jumo diesel, delivered full sea level
horsepower up to 40,000 feet while developing a BSFC
of .356 lb/hp/hr, which equated to developing one
horsepower for each 1.5 pounds of engine weight.

EASA Part 66 (M5 )

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Malaysian Institute of Aviation Technology

INTRODUCTION
Due to economic necessity, many oil companies have
announced plans to curtail or even eliminate the
production of aviation gasoline (avgas).
In an effort to eliminate avgas use, manufacturers are
developing engines that take advantage of alternative
fuels.
Some manufacturers have redesigned engines to
operate on the unleaded gasoline that is presently being
used in the automotive industry while others have
elected to design engines that operate using diesel and
jet fuel
Diesel engine technology has been around for many
decades, used in heavy commercial vehicle applications.

EASA Part 66 (M5 )

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Malaysian Institute of Aviation Technology

INTRODUCTION cond
In previous years the diesel engines used in aircraft
were reasonably efficient and powerful, but
improvements in Otto cycle engines progressed
faster which caused most aircraft manufacturers to
abandon diesel engine designs.
Recently, however, diesel engine technology has
progressed sufficiently to become a practical and
more economical powerplant alternative.
New construction materials and advances in
electronic engine monitoring and control devices,
the use of diesel engines in aircraft is beginning to
gain popularity.
In the United States, the FAA has granted Type
Certification to a number of engines, but most of
those were developed by foreign manufacturers.

EASA Part 66 (M5 )

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Malaysian Institute of Aviation Technology

ADVANTAGES OF DIESEL ENGINES IN AIRCRAFT

Diesel engines are often thought of as being noisy and

heavy.
New technology has reduced noise emissions and weight to
very near or even less than that of avgas engines currently
used in aircraft.
The low RPM and high torque of diesel engines make them
ideal for aircraft by permitting the use of a larger diameter
propeller turning at a slower, more efficient speed.
Diesel aircraft engines run on heavy fuels such as Jet-A or
diesel fuel.
Even though these fuels weigh more per gallon than avgas,
the BTUs produced per gallon are greater than those
provided by avgas.
Heavy fuels also have a higher flashpoint, and cost less to
refine.
Certain countries, avgas is two or three times more
expensive, making a diesel engine much more economical to
operate.

EASA Part 66 (M5 )

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Malaysian Institute of Aviation Technology

ADVANTAGES OF DIESEL ENGINES IN AIRCRAFT cond

Diesel engines have a much lower brake specific fuel
consumption (BSFC) than engines that use avgas
which results in increased range and endurance.
A diesel engine consumes around .32 to .38 pounds of
fuel for each horsepower produced in one hour
(lbs/hp/hour).

For e.g. At full power, a 15OHP diesel engine burns

55.5 pounds or 8.3
gallons of fuel per hour (.37
pounds of fuel x 15OHP).
At full power, an Otto cycle engine using avgas
consumes
around .53-.59 lbs/hp/hour
which, at 15OHP, equates to 88.5
pounds or 14.75
gallons per hour.

EASA Part 66 (M5 )

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Malaysian Institute of Aviation Technology

ADVANTAGES OF DIESEL ENGINES IN AIRCRAFT cond

Diesel engines are more durable than Otto cycle engines

because the higher lubricity of jet and diesel fuels reduces
engine wear.
The lack of an ignition system increases reliability and
eliminates the possibility of electromagnetic interference
(EMI), thereby reducing noise in navigation and
communication equipment.
Many diesel engines are equipped with Full-Authority
Digital Engine Control systems (FADEC).
In many cases, the FADEC system is comprised of a single
power lever control with automatic propeller pitch control.
This combination of factors enables the propeller to
develop the maximum amount of thrust for a given
condition.
The simplicity of operating a diesel engine greatly reduces
pilot workload - an important aspect in aviation
advancement.

EASA Part 66 (M5 )

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Malaysian Institute of Aviation Technology

DIESEL COMBUSTION

Diesel engine has no throttle, spark plugs, or air/fuel

metering device.
During operation, a diesel engine draws in as much air
as it can and, coupled with the addition of a
supercharger and/or turbocharger, has a greatly
increased volume of air delivered to the cylinders.
The increased pressure causes a large increase in
temperature beyond the ignition temperature of the
fuel.
At a specific time before top dead center on the
compression stroke, fuel is injected into the cylinder.
As the fuel initially enters the cylinder, it is too rich
near the injector to burn.
As the fuel mixes with the air and reaches the proper
ratio, the fuel/air charge ignites, or combusts, as a
result of the high temperature and pressure.

EASA Part 66 (M5 )

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Malaysian Institute of Aviation Technology

DIESEL COMBUSTION cond

Because a diesel engine does not pre-mix the fuel and
air before entering the cylinder, the mixture can be
extremely lean.
However, the mixture in a diesel engine is often in the
30:1 to 35:1 ratio, and at idle may be as high as 80:1.
Detonation is not a problem with diesel engines,
turbochargers and superchargers are often used to
increase power output.
Turbocharging uses exhaust gases to drive a
compressor impeller which increases intake manifold
air pressure. Supercharging uses an impeller that is
either gear or belt driven by the engine to drive the
compressor.

EASA Part 66 (M5 )

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Malaysian Institute of Aviation Technology

DIESEL COMBUSTION cond

In most designs utilizing a turbo or supercharger,
greater efficiency and power is obtained by cooling
the intake air before it is delivered to the cylinders.
Higher temperature air is less dense and less
efficient for combustion, so the hot induction air is
first ducted through an intercooler to reduce its
temperature before being delivered to the cylinders.
An intercooler is a heat exchanger, similar in design
to a radiator. The hot air exiting the turbo or
supercharger is directed through the intercooler
wherein ambient air flowing over the intercooler core
transfers some of the heat from the induction air to
the atmosphere.
The induction air, once cooled, is then directed into
the intake manifold, and subsequently into the
cylinders.
EASA Part 66 (M5 )

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Malaysian Institute of Aviation Technology

Fuel Injection
Without a throttle plate, engine power is controlled
by the amount of fuel injected into the cylinders.
The amount of fuel is increased by increasing the
volume, the duration of injection, or both.
Various types of fuel pumps are used to deliver the
fuel to the injectors, but each essentially perform
the same functions.
delivering the fuel in the proper amount, at the
appropriate time, and for the proper duration.

EASA Part 66 (M5 )

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Malaysian Institute of Aviation Technology

Design types

Diesel engines may be two or four stroke designs, in

horizontally opposed, radial, inline, or V configurations.
However, diesel two and four stroke designs have some
unique characteristics.
Four stroke diesel engines generally have better fuel
efficiency than two stroke diesels.
On a two stroke diesel, as the piston moves down and
uncovers the intake and exhaust ports, the expanding gases
no longer exert pressure on the piston.
This causes a slight loss of efficiency as compared to a four
stroke diesel engine, where the force of the expanding gas is
applied to the piston throughout the power stroke.
The loss of efficiency with a two stroke diesel engine is much
less than that of a two stroke gasoline engine since there is
no fuel loss through the exhaust port while fuel is entering
the intake port.
This characteristic also helps to reduce the emissions emitted
by a two stroke diesel, since there is less chance for
unburned fuel to escape through the exhaust port.

EASA Part 66 (M5 )

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Malaysian Institute of Aviation Technology

Diesel and Otto cycle engine comparisons

One major advantage of any diesel engine is its durability.
Unlike avgas, diesel and Jet fuels help lubricate internal
engine parts. Because of this, diesels tend to have less wear
on valve stems and guides, as well as reduced cylinder wall
and piston ring wear.
When compared to a comparable avgas powered engine, this
permits diesel engines to be rated for longer times between
overhaul (TBO) or between replacement (TBR).
Figure 1-79 compares a Textron Lycoming IO-540 and O-360
against four currently manufactured aircraft diesel engine
designs.
The diesel engines have better fuel efficiency than their
avgas engine. Brake Specific Fuel Consumptions (BSFC),
measured in pounds per horsepower per hour, is 6-19% lower
at 75% power. To approximate this type of fuel economy in
an avgas engine, the fuel mixture would need to be
aggressively leaned, which significantly increases
temperatures, ultimately reducing octane and detonation
margins.

EASA Part 66 (M5 )

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Malaysian Institute of Aviation Technology

Diesel and Otto cycle engine comparisons

Although three of the four diesels in the table have lower
horsepower/pound ratios than the avgas engines, it is
likely these weights will drop and the power developed will
increase as technical improvements are made over time.
Also, diesel engines generally have more torque at lower
RPM This allows the use of a larger, slower turning
propeller.
When a propeller turns at a slower RPM, its efficiency
improves, especially near the blade tips where high speed
tends to generate shock waves that inhibit smooth airflow
over the blade.
E.g. - the Centurion 1.7 is rated at 135HP, but it is
expected to replace engines in the 18OHP range because
the thrust produced by the propeller on the Centurion 1.7
is equivalent to the thrust delivered by a typical 18OHP
avgas engine.
EASA Part 66 (M5 )

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Malaysian Institute of Aviation Technology

AIRCRAFT APPLICATIONS
There are many aircraft equipped with diesel
engines currently involved in the certification
process.
The Diamond DA-42 is a four place twin engine
airplane that is presently undergoing certification
testing. The aircraft is equipped with two Centurion
1.7 engines. The anticipated maximum cruise speed
of this aircraft is 202 knots, burning a mere 11.8 U.S.
gallons per hour. At economy cruise settings, the
anticipated cruise speed is 110 knots, burning 3 U.S.
gallons per hour. This gives an amazing endurance of
nearly 19 hours, and a range of approximately 2200
nautical miles.

EASA Part 66 (M5 )

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Malaysian Institute of Aviation Technology

AIRCRAFT APPLICATIONS
Other aircraft manufacturers such as Maule, Socata, and
Cirrus are planning models that will utilize the Socit de
Motorisations Aronautiques (SMA) R305-230 engine,
which provides lower fuel consumption, and thereby has
an even greater range over an equivilant avgas engine.
Supplemental Type Certification to use this engine is
already being pursued for the Cessna 182 and other
existing airframes.
Deltahawk, another diesel engine manufacturer, is
presently targeting the experimental aircraft market, but
has plans to expand into type certificated aircraft in the
future.
Zoche, a German manufactured diesel engine, will seek
certification in the near future and plans to start installing
their 300HP engine on an Extra 300 aircraft.
Replacing the original Textron Lycoming AEIO-540 will
result in a 200+ pound weight reduction, plus deliver sea
level power up to an expected 24,000 feet.

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Malaysian Institute of Aviation Technology

THE END

EASA Part 66 (M5 )

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