News, facts, and comments on the coming revolution for piston-engine aircraft.
In 1998, one diesel engine flew on a converted airplane for the first time since 1945. Today, close to 4,000 singles and twins are flying. This is the beginning of a worldwide trend which will eventually allow a rebirth of the piston-engined aircraft, around new specs and new missions.
DieselAir Research, Inc., the publisher of The DieselAir Newsletter, offers strategic intelligence services to the aircraft industry, its suppliers and its customers who ambition to benefit from this global change of paradigm which will mean new markets, new concepts, new services, new materials and components… You may be interested in our services if your firm designs and/or manufactures aircraft and components, aero engines, avionics, propellers and engine components, fuel systems or additives, advanced materials, or industry specific machinery for manufacturing of these; or provides aviation services such as fuel production or distribution; flight training, aircraft chartering, maintenance and operations (FBO’s); or airport management and design, traffic control, hangar, materials handling and storage equipment; or consulting and financial services for these industries; or advertising, sales promotion, trade shows, specialized publications.
To know more, send a confidential email inquiry to Dr. Eng. André Teissier-duCros at firstname.lastname@example.org
or an SMS for a confidential phone conversation at
News of October 05, 2005
Why DeltaHawk Diesel Engines, Inc. will be a serious competitor.
DeltaHawk Diesel Engines, Inc. (DeltaHawk) was incorporated by Doug and Diane Doers in 1995 in Racine, Wisconsin to develop a family of V-4, 2-stroke, glycol/water-cooled aero-diesels initially for the experimental and Unmanned Aerial Vehicle (UAV/UVS) market, and later for the certified market. Financing came from private placements, from loans from Racine County and from the State of Wisconsin, plus some NASA development grants for some work in composite materials applied to diesel engines. CEO is Ms. Diane Doers. So far, total investment amounted to close to $ 10 million, showing that there are serious investors in the US who believe that there is a future in new engines for General Aviation and that this future is diesel. Carl Bumpurs, Sales Manager (+1-262-634-9660) agrees that the diesel future is for powers up to 400HP. Their ambitions are in the 160 to 400 HP range. Carl agrees that there is also a big potential in the 100HP range, notably for Light Sport Aircraft (LSA)s and UAVs. They decided not to pursue it since other competition is potentially very active in that segment. Presently DeltaHawk offers 160, 180 and 200 HP (available at prices from $23,500 to 29,500, prices including starter, supercharger, oil pump, fuel pump, water pump, all engine-to-engine lines, turbo charger, and the engine-to-turbocharger exhaust system, visit http://www.deltahawkengines.com/object00.shtml). Presently development is in progress for V-8s from 300 to 420 HP. Carl agrees that, in the longer term, it is in that range of power that the big GA diesel market will be in the US.
DeltaHawk short term source of revenue is the UAV market. 6 UAV applications have been sold with success and Carl is expecting a strong business development on this market within next 6 months. Thanks to that market the business doesn’t face financial hurdles. Also, around 10 engines have been supplied to partners developing applications (STCs and OEMs), and the present backlog is of 40 engines. The most advanced demonstration is a Velocity RG 160HP prototype flying since May 03, reaching 176 Knots and 14,700 feet. Carl expects, based on recent orders, that 12 Velocitys will be flying by late 2006.
FAA engine certification is in progress, and expected to be completed in 2007. STCs for various conversions which are in progress or envisioned soon are:
Cessna 172: STC is expected more or less at same time than engine certification. As experimentals, first planes to fly should be in early ’06.
Piper Comanche, Mooney, Cherokee family: sustained interest for STCs.
Cessna Skymaster: It is an obvious STC candidate, but no interest has been expressed yet.
American Champion and Zenith Aircraft (CH801): will be testing an airframe in 2006.
RV7: Development is advanced, will be available either for conversion or OEM in early 06.
Later, interest has been expressed from Tiger Aircraft for an OEM application, once type certificate will be secured.
DeltaHawk engines are manufactured by Kurt Manufacturing Company in Minneapolis, MN. Kurt is a fully integrated jobber, supplying die cast machined components and parts for engines, pumps, fluid power, etc. to such firms as Lycoming, Honeywell, Boeing, General Dynamics, General Motors and Schlumberger. Kurt has a significant vested interest in DeltaHawk, and has been very supportive since their involvement in 2003.
Comparing with other diesels: Carl is certain that they will consistently have a weight advantage because of the 2-stroke design. He expects, for a typical conversion in the 180HP range (Piper PA-28) that they will come out some 10-15 Lbs heavier than a Lycoming O-360 180HP installation, instead of 30-60 Lbs heavier; and this advantage will grow with experience, power and time. Also, a 2-stroke system has only half the magnitude of high torque pulses observed on a 4-stroke diesel, a big issue for propeller behavior. Carl says that this is the reason why SMA and Thielert propose conversions using composite propellers, whereas they will be using conventional metal propellers. They expect approval for aluminum constant speed props by late 2005. Finally their design, again because of 2-stroke and direct propeller drive combined, translates into less parts than any competitor, (and much, much less than any Avgas engine) meaning simplicity, reliability, and low easy maintenance.
Comments: They are the only serious US competitor, and they have revenue right now from the UAV market. They seem the best positioned on the Experimental market because they offer 160 to 200HP right in the heart of this market, while Thielert offers too small or too big, and SMA offers only 230HP; and the Experimetal market is a US market first. The biggest problem when developing a new engine is that monthly expenses are there, and growing with applications development, while potential revenues keep being postponed in an uncertain figure. The only sure thing today is that diesel is coming; but exactly how fast, through which most short term scenario, and how big are the three questions impossible to address to the stockholder’s satisfaction (unless they ask DieselAir of course, since our own market forecast has been correct so far…). Also the two European competitors have one advantage: The market is in full development right now in Europe, and in several other countries where they have access. It is going to be an interesting arena.
To find out more, visit http://www.deltahawkengines.com/ This summarizes my October 3, ‘05 interview of Carl Bumpurs, DeltaHawk’s Sales Manager, with my thanks..
posted at 4:38 AM
Highlights of dialogue exchanged on our Forum:
Is diesel too heavy?
Thielert, world leader in aero diesels, reports 75...
Special report: A fruitful dialogue between Aviati...
Aviation Consumer's report on Diamond and Thielert...
SMA O-305 Diesel certification status: What we kno...
Wilksch Airmotive, British aero diesel manufacture...
A crystal ball exercise on why General Aviation wi...
Oshkosh: Diamond DA42 is FAA certified
Aviation Consumer special report on aerodiesel pro...
Every month: news, facts, and comments on the coming revolution for piston-engines aircrafts between 130 and 400 HP: Retrofitting a diesel engine to run on Jetfuel or Kerosene, reduce Gallons/Hour by some 30%, eliminate ignition systems (magnetos, spark plugs) and their problems, eliminate mixture control, increase TBO to 2,400-3,000 hours, increase performance between 6,000 and 12,500 ft., and drastically reduce Operating Costs.
The letter is intended for piston engines aircraft owners, manufacturers, fleet operators and FBOs, re-manufacturers of engines for these aircrafts, manufacturers of engine components and ancillaries, and all professionals acting in decisions of engine exchange or refitting at TBO, in North and South America, Pacific Rim, African continent, and all parts of the world were Avgas, Mogas, Kerosene and Jetfuel are available.
The DieselAir Newsletter is a confidential publication available only as printed material sent by mail (airmail for overseas), to fully identified individuals or businesses involved in General Aviation. Forums and online content may be printed at discretion of the publisher.