The impending ban on lead in aviation gasoline (Avgas) will necessitate de-rating of many aircraft piston engines, thereby reducing aircraft capability. Some light aircraft may even be scrapped. In many parts of the world, Avgas availability is difficult or non-existent, curtailing operations and market growth. By contrast, diesel engines can burn aviation turbine fuel which is lead-free and globally available. Efficiency and altitude performance also benefit. In Europe, complex electronically controlled diesel aircraft engines have achieved type certification. These have found a market where Avgas prices are high but not in the vast US market where cheaper Avgas is still widely available. Most OEM’s have not adopted diesel technology and the cost of retrofits has been high, typically four times the cost of original engine overhauls.
With aircraft production now at c. 15% of the 1960’s-70’s numbers there is little chance of developing new solutions based on new aircraft sales alone. A key factor is the remarkably long life of light aircraft, given good maintenance and regular engine overhauls. With engine overhauls now worth at least five times more than new engine sales, diesel engine retrofits are an obvious opportunity. Success will depend on achieving a retrofit that attracts customers in all geographic regions.
Thanks to co-operation between Wilksch Aero and FEF, Modena, a remarkably simple light weight aero-diesel technology has been defined. This innovation promises simple retrofits costing much less than those presently on offer, low on-going costs and simple maintenance will also result. New aircraft will add a further sales channel when growth returns.

The POM project will result in the definition of an optimum product and quantified sales plan considering both retrofit and OE sales. Three of the world’s biggest light aircraft
manufacturers and leading US retrofit companies have expressed a willingness to
participate in the study.