Was the motor placarded against flight over about 15,000?

If not in the Maule maybe another installation?

Turbo technology has really changed in the past few years. It would not be impossible to use a variable vane exhaust housing to maintain full rated HP to a higher altitude, in my opinion.

I would LOVE to have something like this in my M5!! Is it lighter than my 220 Franklin - probably not

Mountain Doctor wrote:Was the motor placarded against flight over about 15,000?

If not in the Maule maybe another installation?

Diesel being a compression ignition engine, at a high altitude the engine might not have enough air to get it to light off if you have a flame out, upon which one would end up descending until?????

benflyn wrote:

Mountain Doctor wrote:Was the motor placarded against flight over about 15,000?

If not in the Maule maybe another installation?

Diesel being a compression ignition engine, at a high altitude the engine might not have enough air to get it to light off if you have a flame out, upon which one would end up descending until?????

Very true - without the turbo producing "artificial atmosphere" that could be a concern - I never thought about that!!

Might need to carry a can of starting fluid under the seat.

Me thinks the wheel came off the cart back there a ways.. compression for ignition comes from the piston (unlike a turbine motor). The turbo charger further feeds air for higher force at combustion.. more torque. In the case of the 2cycle compression combustion like the delta hawk, a blower is added to feed air above ambient as there is no exhaust stroke to exhale spent gasses. At the altitudes we use, the fuel will ignite... there's just not enough air to produce designed power without pre-compressed air. Also, I respectfully submit that a compression engine does not "flame out" it just dies. A turbine engine flames out.

Or, the higher air is too thin to windmill the propeller against the high cylinder compression.
There are also certification requirements to protect the undercowl fadec system from lightning strikes.
And the engine manufacturer went through at least three iterations of corporate structure meanwhile.
The engine was first flown in a Trinidad in 1998.
First tests in a C182 in US in 2000.
Maule was first aircraft manufacturer to sign up in 2001.
Cirrus also followed suit.
Mooney considered it.
It is air and oil cooled four cylinder four stroke with a target tbo of 3000hrs.
It was fitted aftermarket in a few C182s by a CA company.
Now it is an offered in the C182 by Cessna.

I think "Jake Brakes" would be offered. Also Turbo and after cooled.

Why not, the sky's the limit...... sorry

Why not, the sky's the limit...... sorry

Maybe except for mountain flying, why would anyone want to take a Maule above 2,000ft anyway?

We have some serious mountains out here.

Also large bodies of (freezing cold) water.

Also, FWIW, my plane gets it's best 'MPG' between 7,000 and 10,000 feet.

Higher would burn less fuel, but my humble O-360 runs out of steam.

Mountain Doctor wrote:We have some serious mountains out here.

Also large bodies of (freezing cold) water.

Also, FWIW, my plane gets it's best 'MPG' between 7,000 and 10,000 feet.

Higher would burn less fuel, but my humble O-360 runs out of steam.

I was waiting for you to reply

LOL!

I have about 1,300 hours flying in the West, and I can still feel my balls move into my chest over the more severe terrain.

Yea MM, in the West, like youall from the east, we maulers don't exceed 100' AGL but....

Any date available for the certification of the maule M9 diesel??