FLIGHT REVIEW: CONTINENTAL CD-100 JET-A DIESEL CESSNA 172
MOST C172S ARE POWERED by the clunky and antiquated Avgas burning Lycoming 0-320, or the even older six-cylinder Continental 0-300. The question this flight test asks is whether the Jet-A burning 155hp Continental CD-100 powered Cessna 172 is a real alternative.
Mogas Power?
The threat to Avgas supplies has been around for twenty years. A major step towards freeing the General Aviation industry from Avgas happened in 2006 when an enlightened SACAA allowed South African flight schools to train on non-type certified aircraft. However, Mogas is prone to vaporisation and many piston singles, particularly low-winged types, proved unsuitable for a Mogas STC.
Despite a much hoped for revolution in training aircraft and a reduction in costs as schools embraced Mogas-burning trainers such as the Sling 2, (which will run on car petrol; so-called Mogas), there has also been a huge shift back to legacy Cessna C172s. The demand has been so great that nowadays you can hardly find a clapped-out 60-year-old C172 for less than R1 million.
At the time SA Flyer noted that; "Non-ACSA airfields, managed by property speculators rather than intrinsic service providers, have shown little enthusiasm in encouraging aviation by installing Mogas pumping facilities. However, the provision for supplying Jet A1, the motive fuel upon which our entire global transport infrastructure exists is an entirely different matter. Big jets mean big hangars and big maintenance facilities and big volumes of fuel = big profits.
With problems with both the availability and quality of Mogas, running a piston engine on Jet A1 is a logical alternative, but it was a solution which was surprisingly slow to develop.
هذه القصة مأخوذة من طبعة August 2022 من SA Flyer Magazine.
ابدأ النسخة التجريبية المجانية من Magzter GOLD لمدة 7 أيام للوصول إلى آلاف القصص المتميزة المنسقة وأكثر من 9,000 مجلة وصحيفة.
بالفعل مشترك ? تسجيل الدخول
هذه القصة مأخوذة من طبعة August 2022 من SA Flyer Magazine.
ابدأ النسخة التجريبية المجانية من Magzter GOLD لمدة 7 أيام للوصول إلى آلاف القصص المتميزة المنسقة وأكثر من 9,000 مجلة وصحيفة.
بالفعل مشترك? تسجيل الدخول
LIVING THE DREAM Part 2: Planning and Pax
Part 2: Planning and Pax
QUEEN AIR TALES
In the early seventies Esquire Airways acquired a pre-owned Beechcraft Queen Air. This top of the range 8,800 lb MAUW model had nine forward facing commuter seats and I flew it as a single pilot operation for several months.
HELICOPTER PILOTS SHOULD UNIONISE
Helicopter pilots are stuck in a 12-month flying cycle. While they will have periods of rest and active rest (performing ground-based tasks and planning ventures) within their work source campaigns, it's not a good situation. They need programmed periods to catch their breath.
AFTERMATH of the Engine Fire
Iris McCallum continues her stories about her early years with Air Kenya. This month she tells us about the immediate aftermath of her dramatic engine fire and crash, and her subsequent 'getting back onto the saddle'.
LARGEST EVER RHINO RELOCATION
Specialist air cargo operator ACS mobilised all its skills to successfully complete a very challenging project – the translocation of 39 White Rhino from Namibia to the USA.
NOVEMBER 2024
November sees strong growth in aircraft registrations with 16 additions, but 10 aircraft are cancelled as exported. The Type Certified additions are a mixed bag.
TWINCO FUEL
AIRCRAFT ACCIDENT REPORT
RON WHEELDON'S HUNTERS
RON WHEELDON is a Johannesburg based trademark and IP attorney. He writes, \"My love affair with Hawker Hunter jet fighters started in approximately 1963 when the Rhodesian parliament opening was marked by a fly-by of nine recently acquired Hawker Hunters in diamond formation.
FLYING THE HAWKER HUNTER
Flying a Hunter starts hours before actually walking out to the aircraft. This machine is a legend, but it is first of all about the highest performance machine that it is feasible for a civilian to fly. Flying it is not to be taken lightly.
RIGHT SEAT RULES NO. 25 SLOW FLIGHT
Most of us feel a bit edgy when the ASI creeps down within 10 KIAS of the stall. Jim Davis has some hints on how to be comfortable and in control - even when the airspeed is 20 KIAS below the stall.
