In an engine market weary of high prices, long lead times and aging tech, we think DeltaHawk is staring down sizable market potential with its DHK-series Jet-A-burning and liquid-cooled four-cylinder engine. Recall that last summer the company announced FAA type certification for the 180-HP DHK180A4, promised as the first of a family of engines with varying power.
Aside from announcing the 200-HP powerplant for the Van’s RV-14 experimental, the company hasn’t announced any completed STCs for aftermarket retrofit or an application in OEM certified airplanes. Presumably, the 180-HP DeltaHawk model would be the right fit for new Archers and Skyhawks, to name two.
As we go to press in early February 2024, DeltaHawk said it’s still on track to deliver engines this year, has made sizable improvements to the earlier announced DHK180 and is currently testing both 200- and 235-HP variants to fit more applications.
Amended type certificate
DeltaHawk’s Dennis Webb told us the company was trying to be conservative when earning the DHK180’s initial type certificate, despite knowing the engine can handle more continuous power. Still, it was rated at 180 HP for takeoff, but restricted to a maximum continuous power of 135 HP, or 75 percent power.
The restriction will be removed from the DHK180’s amended type certificate (expected to be completed in the next few months), enabling 180 maximum continuous horsepower, while also including a 200-HP variant of essentially the same basic engine. It, too, won’t have continuous power restrictions.
DeltaHawk says it’s also working on a 235-HP variant. All three engines sit on essentially the same platform (sharing the same engine block) but differ by the size of the turbocharger (and some fuel delivery changes), for example. That’s a higher-power DHK in a test cell in the photo at the bottom. The 235-HP variant won’t be included in the amended type certificate, but DeltaHawk said it will be released separately later in 2024.
“We’ve done the testing and we know how to earn a type certificate at this point, so there should be no issue getting the 235-HP engine certified,” Webb told us. He also said that while the DHK180 engine has gotten a lot of interest, there has been a real call for higher-powered engines.
Webb said the other improvement has been on the engine’s overall weight—currently just shy of 350 pounds. It’s designed in an inverted-V configuration so the crankshaft aligns with the propeller centerline. The DHK180 has fewer moving parts than a traditional GA four-cylinder engine, plus it’s designed for easier maintenance with the major accessories—including the cooler and oil pumps—externally mounted. It’s single-lever controlled (via a mechanical throttle linkage—not FADEC computers), has push-button start and it’s directly driven to the propeller with no reduction gearbox.
Who’s the buyer?
Our sense is that buyers interested in the 180-HP DeltaHawk will also be attracted to the 200-HP variant—with perhaps even more demand for more power in basic airframes like Skyhawks and Cherokees, except maybe for entry-level training applications.
A big target for DeltaHawk is the experimental and UAV markets. Webb said the Van’s community has shown a lot of interest in these engines for the RV-10 and RV-14 models. One of many marketing bullet points for DeltaHawk is the DHK engine’s simplicity, which is said to promise less upkeep and more operational ease, and that’s welcome in the turbocharged aircraft world.
As for price, it hasn’t yet been set for the high-powered models, but DeltaHawk said it’s still targeting roughly $110,000 for the DHK180 firewall-forward package. The FAA hasn’t assigned a TBO time for the existing DHK engine, but DeltaHawk is targeting 3000 hours and is working on training material for field support.
Visit Wisconsin-based DeltaHawk at www.deltahawk.com and 888-434-2958.