DeltaHawk DHK235A4 survey

[chflyer]

Originally Posted by mdrob1985

The guys at Deltahawk already have an STC for their 180hp platform and will be getting it for 200hp & 235hp, expected at any time. They are a US based company. I am suspect of the Australian firm getting an STC with a turbine. That would likely remove a 20K ceiling restriction we have on them now and require a high altitude endorsement. I would also not want to give up 50hp over what I have now. I'd gain another 20hp with the DHK variant and long service life. No electronics and way fewer moving components to fail. I think it will be well received across the entire GA spectrum. If Cali keeps pushing their no emissions agenda, you won't be able to buy AV gas at some point and will be forced to find alternative fuel pistons. It would be cool on startup though to have the turbine. I just don't see that one happening anytime soon.

Lot‘s of ways to look at this and understandable that the price is a challenge. We‘ll have to see how the facts look once there is some field experience.

First, I couldn‘t find find any available STC yet. The DHK180A4 was certified two years ago and has a TCDS but I‘ve not heard of any flying installations other than the company‘s own aircraft. The RV14 build seems to be closest att. Last year they were working on improvements that would be in the first deliveries (i.e. TCDS revision not yet approved). They have not announced the production approval needed before they can produce and deliver for the certified market. They do offer some progress details from time to time which keeps the interest up, but tangible progress is slow and timeline estimates are proving to be optimistic. They are obviously trying to do this right for the first real deliveries which is laudable.

If the supporting arguments prove correct, then the 2x IO-360 price may be worthwhile depending on the aircraft application:
- Jet-A vs Avgas (availability could be a deciding factor for operations outside USA)
- safety (no electricals, bulletproof single-lever operation, fail-soft - each cylinder has its own fuel pump, etc)
- takeoff performance due to higher torque
- full performance right up to critical altitude 17500‘
- better reliability and lower maintenance (est 3000 TBO, 40% fewer parts, no valves or valve train)

What is the source of the survey results being mentioned here? The ranking and weighting would be interesting to see? They do have a page with design/photoshop pictures of how an eventual 182T installation would look, but that is hidden and only accessible directly. As mentioned, nothing tangible.
https://www.deltahawk.com/engines/cessna-182t/