Frequently Asked Questions
Some common questions about our whats, whys and wows.
Jet-A fuel advantages: Jet-fuel-powered light airplanes have increased range, increased payload and the ready availability to refuel internationally.
Less is more: Our elegantly simple, direct injection, modern design delivers higher power to weight and near-instantaneous torque. The efficient and friendly design is so powerful that even the pinnacle of motor sports, Formula 1™ racing, is moving toward this architecture.
40% fewer parts: Our design is lighter, with fewer moving parts to fail than conventional piston engines.
Superefficient: Mechanical fuel injection, turbocharging and supercharging ensure a highly responsive engine with altitude performance, and combined with compression ignition technology, it burns 40% less fuel than a standard AvGas aviation engine.
Environmentally friendly: Our engine does not operate using environmentally toxic, leaded aviation fuel, which allows for the elimination of atmospheric lead contamination and reduces the carbon footprint. But even as unleaded fuels come to market, we are positioned for the future of environmentally-friendly aviation fuels…SAF.
Disrupt 60-year-old thinking: Over the past six decades, aviation has seen tremendous advances in avionics, propellers, airframe design and the use of composite materials. During this same period, aviation piston engine design has remained stagnant.
Market opportunity: With FAA certification complete, DeltaHawk Engines has initial aviation orders in hand, with significant interest from additional markets including military aviation, power generation, DOD advanced weaponry, and marine applications.
Leadership experience: Our team is led by pioneering business leaders that have proven ability to disrupt markets using innovative technology. They are joined by engineers, FAA airframe and powerplant mechanics and experienced pilots and other professionals. Our combined team has accumulated 300+ years of experience.
Certification status: Yes, the DHK180 is FAA Certified, and the DHK200 and DHK235 are nearing certification.
Production status: As great as the engine is, design, performance and technical upgrades are underway along with more endurance testing. Production ramp-up is underway, and we expect first engine deliveries for the DHK180 and DHK200 to commence in 2026, and the DHK235 later in 2026.
Testing Fleet: Our DeltaHawk-powered Cirrus™ SR20 testing to date exceeds major performance metrics such as climb performance, fuel burn, range and altitude performance. Our Velocity® RG test bed application also far exceeds the standard AvGas engine performance in virtually all categories as well. Watch this page for more details as we continue fleet testing.
Ongoing research and development: With over US$100 million invested to date in facilities, personnel, design and testing, DeltaHawk has become a technical leader in the industry.
Fewer parts: The DeltaHawk engine is a modern design, a clean-sheet creation with simplicity as a primary goal. The engine has 40% fewer moving parts than a traditional piston General Aviation engine.
Accessibility: Our engine has been designed for easy external accessibility and maintenance of almost all components. Even the oil pump is externally mounted.
Limited sensors: Our engine only requires a limited number of sensors unlike competitive engines that require sophisticated FADEC computers for operation and diagnostics. Why don’t we have a FADEC? Because we don’t NEED one!
Mechanical control: The system uses a mechanical linkage to control the engine. It requires limited special computerized test or support equipment for normal maintenance and service, thus it can be serviced virtually anywhere.
Direct drive: No complicated reduction gearbox allows for a direct drive for simplicity, reliability and less overall maintenance.
Compression ignition advantage: Our engine uses compression ignition (Diesel technology) coupled with mechanical fuel injection, which means it can continue running even in the event of a total aircraft systems electrical failure.
Safe, simple and reliable systems: A system failure will shut down most engines. With a DeltaHawk engine, the loss of aircraft electric power, a fuel pump, an injector, a turbocharger, and even primary cooling generally means operating at reduced power until a safe landing can be made.
Airborne hybrid electrical solutions: Lightweight, efficient engine for onboard battery charging of electric motors and to serve as an additional propulsion source.
UAS enhancements: From unmanned cargo aircraft to air taxi, our engines offer multi-fuel capability (Fuel: Jet-A, Jet A-1, JP-8, F-24, or JP-5) and no vulnerability to electromagnetic interference.
Power generation: Our design supports electric power generation for multiple applications.
Portable power: The DeltaHawk engine design is well-suited for pumps and generators needed in marine, industrial, military and other applications.
Deposits for a production slot reservation are being taken now, here on the website. Simply click on “reservation” in the main menu and complete the form provided. We anticipate delivery of engines and engine packages to commence in 2026.
Distributors: DeltaHawk Engines is developing a distribution network that will be backed by field training, A&P service and support network, and service programs to support new engines under development.
Service: Finding service on a DeltaHawk engine will be easy. Our U.S.-built engines will be supported by a network of hand-picked Sales and Service Partners (SSP) that are tailored for global support. If there are areas where SSPs are unavailable, DeltaHawk Engines, Inc. will offer direct factory support.
DeltaHawk will provide complete Engine Propulsion Packages, which includes much more than just an engine. We are developing model-specific packages for both Experimental and Certified aircraft (which will come with a Supplemental Type Certificate). Whether Certified or Experimental, all packages will be engineered, manufactured, and tested to the highest standards.
These packages will include the engine and mount, plus heat exchangers, pumps, filters, and all necessary hardware, all factory tested as a complete package and ready for installation. The price will vary by aircraft model, but we are targeting prices starting at $110,000 for the complete DHK180 package (subject to change). Prices for the DHK200 and DHK235 packages are yet to be determined.
That is quite a value for a turbo-supercharged game changing engine!
Yes! We also have underway a six-cylinder engine which will deliver substantially more power and increased altitude performance.
For Experimental aircraft, we are currently working on packages for RV-10, RV-14, and Bearhawk 4-place. We will publish progress on our website and social media. Packages for other aircraft to follow.
Our entire design approach is based on simple. As Leonardo Davinci said, “Simplicity is the ultimate sophistication.” But, in engineering, simple is hard and takes true innovation.
A shortcut approach is to make power by adding more and more parts and overall complexity. Taking complexity to the extreme is adding a Full Authority Digital Engine Controller, or FADEC. Many engines are so complex they need a FADEC to run.
FADECs require dual power sources, dual Engine Control Units, a myriad of sensors, such as crankshaft position sensors, Mass Air Flow sensors, pressure sensors, temperature sensors, flow sensors, and huge harnesses of cabling and connectors. They are usually used on engines with very high-pressure common rail fuel systems that have multiple single points of failure. That might be fine for a car, but not for aircraft.
One potential customer once told us he likes FADECs because of their built-in diagnostics. But wait. Why do FADECs have built-in diagnostics? Because they need diagnostic capabilities so service personnel know how to fix the FADEC!
The head of engineering of a major aircraft manufacturer asked about our FADEC and he was truly puzzled when we told him that our engine didn’t have a one. After explaining our unique engine design, the lights went on and he declared, “Oh, you don’t have a FADEC because you don’t NEED a FADEC!”
We really like that phrase. We don’t have a FADEC because we don’t NEED a FADEC.