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To design, produce, distribute and support lightweight turbo-diesel engines for a variety of aviation and non-aviation uses.


●    Deliver initial aviation engines under Experimental status, working with designers and manufacturers to integrate the engine into their aircraft and develop firewall-to-propeller packages.

●    Develop a series of 6 and 8 cylinder engines evolved from the V-4 design.

●    Achieve FAA Part 33 Certification of all aviation models.

●    Develop variations of the aircraft models for non-aviation uses, such as portable ground-based power units.



The company was founded in 1996 to develop a “clean sheet” compression-ignition engine for general aviation. A prototype engine first ran on a static Velocity airframe in January 1997. Engines (first a prototype and now pre-production engines) have been running on the DeltaHawk dynamometer since the end of June 2000. In addition to continuous monitoring of torque, rpm, oil pressure, coolant temperatures in and out of the engine, manifold pressure, exhaust gas pressure, exhaust gas temperature, crankcase pressure and fuel consumption, our data acquisition system can produce PV diagrams (combustion chamber pressure) and needle lift diagrams. Dyno tests of an R&D engine passed 5,000,000-10,000,000 cycles on rotating components in November 2001.

Other tests and analyses underway include fuel flow, power and torque curves, vibration and accelerometer tests, oil usage, endurance and systems optimization. Tests with a test trailer include simulated flight profiles of takeoff and cruise power settings. An engine was installed on a Velocity airframe and began ground testing in March 2003. First flight took place on May 3, 2003.

R&D engines for installation development projects have been delivered to early adopter companies.




The DeltaHawk family of heavy-fuel piston engines combines long-established diesel engine principles with modern materials and design to produce a high power-to-weight ratio product with the added benefit of reduced fuel consumption compared to equivalent gasoline engines. Originally designed for aviation use, the family of engines also will be useful for niche land-vehicle, marine, generator, compressor, mineral exploration, and other space and weight restricted applications where a simple, durable, compact heavy-fuel engine is required.

The four-cylinder model already developed produces from 160 to 200 horsepower. An opposed two-cylinder model being planned now will extend the range downward, producing from 80 to 100 horsepower. Six and eight cylinder models will extend the range upward to 450 horsepower. The whole family of engines will use the same cylinder environment.

Aviation applications range from small two-seat Light Sport Aircraft at the lower end of the power range, to 6-seat single engine and 12-seat twin engine fixed wing aircraft and 4-seat helicopters at the high end of the range.


The DeltaHawk engine is a two-stroke, piston-ported (loop scavenged), dry sump, pressure lubricated, diesel-cycle piston engine. It is a liquid-cooled, turbo-supercharged, direct-drive, V configured monoblock engine. The engine is designed to develop rated horsepower at 2700 rpm burning Jet A, Jet A-1, JP-5, JP-8 or diesel fuel.

The primary design goals of the DeltaHawk engines are fuel efficiency and light weight. The V-4 (160-200 hp) has targeted power to weight ratio of 1.75 to 1.50 lb/hp. Total weight of the V-4 engines is 330 lbs - including exhaust, turbocharger, alternator, and starter.

The V-8 (300-450 hp) will be nearly 1.00 lb/hp, with a projected weight of 465 lb. The mechanically injected V-4 has demonstrated BSFCs of .38-.40 with expected values of .36-.38 with the addition of EFI. A six-cylinder model may be developed to address a mid range of power and weight requirements. A two-cylinder model will be developed for Light Sport Aircraft (LSA) and UAV use.

The engine is both supercharged and turbocharged. A battery-powered starter with flywheel provides the initial compression stroke. The belt-driven supercharger provides the starting air compression, delivering air on the first rotation of the engine. Once the engine has achieved sufficient rpm, the turbocharger comes online. The supercharger also provides "rescue power" in the event of a turbocharger failure (supplying approximately 50% power)

.Lubrication in this engine is accomplished by a gear-driven oil pump using a dry sump system. Air is not drawn through the crankcase. Additionally, the pistons are cooled by oil jets, so there is no shortage of lubrication for the pistons and wristpins. The sump is internal to the engine, in the "V" between the cylinders on the inverted. The scavenge line comes out the side of the inverted engine, and out of the bottom in the upright.

The fuel system includes a delivery pump and four high pressure (20,000 psi) mechanical injector pumps. The main pump has its own internal delivery pump which puts 50-90 psi fuel to the injector pumps, which add the final pressure increase. Fuel filtering is accomplished by a standard diesel fuel filter (30 micron filtration) with a water drain and a final fuel filter (3-5 micron) after the delivery fuel pump. The current fuel system is entirely mechanical; electronic fuel management may be developed for special applications. An in-line starter-generator is in planning stages.

The company currently holds five applied technology patents (U.S. Patent Nos. 6,622,667 and RE40500, Australian Patent Nos. 2001280453 and 2005211638, and Canadian Patent Nos. 2430029) covering five aspects of the engine. A sixth will be granted soon.

Mechanical design of the engine incorporates various weight savings and efficient manufacturing capabilities. A general layout of the engine design is shown below.



The engine is compact. Below are comparisons of the DeltaHawk V-4 to a Lycoming IO-360 aviation gasoline  engine. Dimensions are in inches.



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