Right enough p1_aviator those prices were for the diesel warrior. The petrol (without quoting a price
) still works out cheaper. I hoped to balance the price information with the notice of the open day at Old Sarum
Just to touch on the diesel engine question.
The engine is managed by 2 FADEC (Full Authority Digital Engine Control) computer systems (1 active and 1 spare) with a 2 panel system of LED indicators covering things such as fuel, oil, gearbox oil, water pressures and temps. You have a LED fuel flow indicator, RPM, % thrust and charge. The LED system uses a range of red/amber/green/amber/red position indication lights.
The computer manages the variable pitch of the prop and the mixture making the aircraft noise and fuel efficient. No carb icing to worry about as the engine is fuel injected - to add to efficiency the fuel is pre heated and unburnt fuel is returned to the active tank. The burn rate in a PA28 is around 4.5USG per hour at 75% thrust (100-110kts). The 2.0L C172 is about the same. JET-A1 fuel is cheaper.
A major advantage with the FADEC computer is that you are aware of a problem early and can do something about it, like landing on a runway. In general terms with the petrol the first you know of a problem is when something actually fails and the best field is your only option.
Other than a reduced work load on the pilot another plus is there is little chance of an engine / fuel fire if the aircraft does crash.
On the downside the:
- engine is a little heavier resulting in a slightly reduced load allowance
- climb rate is a little less as well.
- computer is sensitive and it will alert you to 'spikes', however there is a AED / CED reset (if the lights go out then you can continue the flight as normal).
- If the alternator fails and the battery discharges - the engine stops.
- service costs are higher as (currently) the CAA require the gearbox has to be changed every 300 hours
- Low fuel temp can cause plug waxing so on very cold mornings there is little you can do other than wait for things to warm up. Once running icing is not a problem due to the fuel return system.
The conversion training is around 1-1.5 hours ground school and a 30-60 min flight.