Delta Hawk DHK180

[neema]

Slight update after their website and some info from Osh

Looks like they rate the engine at 357 lbs dressed but without heat exchangers. More than earlier figures at 315 lbs. Not sure if the Austro number at 415 lbs is the same config, but you really need to compare numbers with the airplane weighed before and after. Prop, exhaust routing, ducting, cowling, etc can all play a factor. At face value though, they're smaller in frontal area and weigh ~50 lbs less per side..

Can't remember where I found it but recall reading the DH engine making 180 hp used 10.8 gph

[KJH]

Not sure if this should really be a new thread, but came across this ICE concept a few days ago; really interesting idea, potentially very high power-to-weight ratio. In limited production at the moment. https://innengine.com/

[neema]

A 200 hp and 235 hp version are in the works for certification this year and next, respectively. https://www.deltahawk.com/2024/02/01/de ... e-options/

Fuel specifics seem closer to Austros that I expected if the numbers below are accurate. The 42/62 use around 7.5 gph to make 145 hp. The 200 hp DH engine is 8.3 gph at 150 hp

I still think this engine would be an excellent fit on the twin Diamond platforms

[Chris]

I agree it looks really promising on paper. They claim it will continue running if electrical power is lost (though at a lower power setting, perhaps due to supercharger drop-out). Given the continuing manufacturing-related ADs at Austo, I wonder if Diamond woud consider going back to a third-party engine supplier. The Thielert history will make them more cautious, but if these get successfully adopted by other manufacturers first, I could see it happening eventually. I would love to have another 100 lbs of useful load and some more power.

I would miss FADEC, but I'm sure I'd get over it.

[neema]

Chris—nothing electrical on the engine except the starter.

Maybe you’re thinking of coolant loss. They claim partial power (around half?) possible with no coolant.

[ememic99]

The Thielert history will make them more cautious, but if these get successfully adopted by other manufacturers first, I could see it happening eventually.

DAI uses 3rd party (Continental) engine in DA50.

[TimS]

Most of us use DAI and Austro interchangeably. However, they are separate companies, in fact a few years ago before DAI was sold, DAi's stake was 1/3 or 2/3 I forget which. Not sure of the status now. But there was a distinct separation between the companies.
No idea if this is still true today.

Tim

[Rich]

But there was a distinct separation between the companies.

To really take this distinction seriously I would ask: 1) Who sits on the BOD of the two companies? 2) What other airframe manufacturer uses Austro engines?

[Chris]

The Thielert history will make them more cautious, but if these get successfully adopted by other manufacturers first, I could see it happening eventually.

DAI uses 3rd party (Continental) engine in DA50.

Very true. And Lycoming in the DA40-XLT. I suppose I subconsiously put Lycoming and Continental into a different class due to their ubiquity in GA, but that's not really the case since the Continental in the DA50 isn't widely used. Is it installed in any aircraft other than the DA50?

Given the hurdle of engineering and certifying a different engine in the DA-42/62 airframes, I won't be holding my breath for a DeltaHawk announcement. One can dream, though.

[Chris]

Chris—nothing electrical on the engine except the starter.

Maybe you’re thinking of coolant loss. They claim partial power (around half?) possible with no coolant.

I based my comment on their statement:

The loss of aircraft electric power, a fuel pump, an injector, and even a turbocharger, generally means operating at reduced power until a safe landing can be made.

Though I agree there's no clear reason that an electrical system failure would result in reduced power. The other items in that list have more obvoius impacts.