BUSHLINER 1850 // POWERPLANT

Multi-fuel power for the world ahead.

350 HP. Jet-A baseline. Direct-drive compression ignition. The Bushliner 1850 powerplant strategy is built around global fuel access, useful torque, and a standardized support path.

RESERVE POSITION DELTAHAWK ENGINES
Bushliner 1850 aircraft with DeltaHawk powerplant branding
STANDARDIZED POWER One aircraft. One powerplant strategy. Global fuel logic.

POWERPLANT COMPARISON // SHAFT TORQUE

Torque, direct to the propeller.

The DHK350A6 publishes 707 ft-lb at 2,600 RPM. In a utility aircraft, the practical comparison is simple: how much turning force reaches the propeller, how early it arrives, and whether the installation needs a reduction gearbox to deliver it.

DH Torque 707 FT-LB

Compare where the torque arrives.

Auto throttle sweeps once from 1,500 to 2,700 RPM. DeltaHawk stops at its published 2,600-RPM rated point. Manual override arms when the sweep ends.

DeltaHawk DHK350A6 Continental TSIO-550 Lycoming IO-540
Torque // ft-lb Engine speed // rpm DHK350A6 // 350 HP // DIRECT DRIVE PUBLISHED LINE ENDS AT 2,600 RPM TSIO-550 // 350 HP TURBO AVGAS REFERENCE IO-540 // 300 HP NATURALLY ASPIRATED AVGAS REFERENCE

Illustrative operating-band visual. Published DeltaHawk anchor: 707 ft-lb @ 2,600 RPM. Comparison curves are explanatory references, not certified dyno charts.

Weight comparison.

// DeltaHawk vs other 6-cylinder avgas-powered engines.

Jet-A fuel 100LL fuel

DeltaHawk DHK350A6 // 350 HP

Jet-A compression ignition. Lowest installed mission stack in this set.

INSTALLED EMPTY AIRCRAFT2,000 LB
INSTALLED PACKAGE // NO PROP485 LB
CRUISE FUEL FLOW14.6 GPH
FUEL COST / HR$105.1 @ $7.20/GAL
FOUR-HOUR FUEL0.0 GAL // 0 LB
OPERATING WEIGHT0 LB
4-HOUR TRIP$420.5
4562280
0 LB JET-A 0.0 GAL
REFERENCE AIRCRAFT
Lower installed weight and lower four-hour fuel load keep the Bushliner mission start lighter before payload is added.

Lycoming IO-540 // 300 HP

Installed no-prop package. Same normalized airframe with a heavier legacy stack.

NORMALIZED EMPTY AIRCRAFT2,055 LB
INSTALLED PACKAGE // NO PROP540 LB
CRUISE FUEL FLOW18.0 GPH
FUEL COST / HR$125.8 @ $6.99/GAL
FOUR-HOUR FUEL0.0 GAL // 0 LB
OPERATING WEIGHT0 LB
4-HOUR TRIP$503.3
4562280
0 LB 100LL 0.0 GAL
+96 LB VS DELTAHAWK
Naturally aspirated benchmark. It carries more installed weight and needs more 100LL to cover the same four-hour mission.

Continental TSIO-550 // 350 HP

Installed no-prop package. Turbo reference with the heaviest normalized stack.

NORMALIZED EMPTY AIRCRAFT2,215 LB
INSTALLED PACKAGE // NO PROP700 LB
CRUISE FUEL FLOW≈19.0 GPH
FUEL COST / HR$132.8 @ $6.99/GAL
FOUR-HOUR FUEL0.0 GAL // 0 LB
OPERATING WEIGHT0 LB
4-HOUR TRIP$531.2
4562280
0 LB 100LL 0.0 GAL
+280 LB VS DELTAHAWK
Turbo apples-to-apples reference. Highest installed stack and the fullest fuel column in this comparison.

BASIS // FUEL TANKS ARE NORMALIZED TO THE TSIO-550 FOUR-HOUR FUEL LOAD OF 456 LB = 100% FILL. DHK350A6 = 391 LB = 85.75%. IO-540 = 432 LB = 94.74%. EMPTY WEIGHTS REMAIN 2,000 LB, 2,055 LB, AND 2,215 LB. PROPELLER EXCLUDED FROM ALL THREE COLUMNS. FUEL-COST BASIS // JET A NATIONAL AVG $7.20/GAL. 100LL NATIONAL AVG $6.99/GAL. FINAL WEIGH-IN AND FLIGHT TEST GOVERN.

BUSHLINER + DELTAHAWK SUPPORT MODEL

Swap & return to service.

Exchange inventory is built around predictable fleet uptime. At a scheduled engine event, the aircraft receives a serialized replacement engine and returns to service without sitting through a long overhaul queue.

01 // SERVICE HORIZON 3,000 HR

Intended service horizon, subject to DeltaHawk's final published maintenance program and applicable approvals.

02 // SUPPORT ARCHITECTURE SERIALIZED SWAPS

Exchange inventory is planned around the installed fleet rather than leaving each owner alone with overhaul logistics.

03 // RETURN TO SERVICE DAYS, NOT MONTHS

Target turnaround where exchange inventory, logistics, location, and shop scheduling support the swap.

The exchange model remains subject to final service terms, inventory availability, logistics, location, and shop capacity.

UNDER THE COWL

Built around the mission.

Useful aircraft power is a system, not a brochure number. The Bushliner installation is built around globally relevant fuel, direct-drive simplicity, compact packaging, and serviceability in the field.

Bushliner 1850 with DeltaHawk engine installation and open cowling
RATED OUTPUT350 HP
RATED TORQUE707 FT-LB
PACKAGE WEIGHT485 LB

POWERPLANT LOGIC

Useful power. Less legacy baggage.

The point is not complexity for its own sake. The point is an engine architecture built for a working airplane: predictable power management, fuel access, compact installation, and maintainable systems.

THERMAL CONTROL Liquid cooled.

Controlled temperatures support a consistent operating envelope.

POWER PATH Direct drive.

No reduction gearbox between the crankshaft and propeller.

BOOSTING Compound boosted.

Supercharging and turbocharging are integrated into the architecture.

PILOT WORKLOAD Single lever.

Straightforward power management without a mixture-control workload.

DHK350A6 // COMPRESSION IGNITION // DIRECT DRIVE // LIQUID COOLED // COMPOUND BOOSTED // SINGLE-LEVER CONTROL

FUEL LOGIC Jet-A first.

Built around the fuel infrastructure used by working aircraft worldwide.

IGNITION LOGIC Compression ignition.

Diesel-cycle architecture designed around heavy-fuel operation.

INJECTION LOGIC Mechanical injection.

A direct fuel path designed for durable aircraft operation.

SERVICE LOGIC Access matters.

Compact systems and visible service points support faster field work.

MULTI-FUEL CAPABILITY. EVERY MISSION.

Fuel that exists where the mission does.

Jet-A and Jet-A1 are the civil baseline. The same fuel strategy extends into mission and remote-operating contexts without trapping the aircraft inside a leaded-avgas-only lane.

EXPLORE RANGE MAP
01 // CIVIL BASELINE

Jet-A / Jet-A1

Globally relevant airport fuel for the everyday utility mission.

AIRPORT FUEL ALIGNMENT
JET
02 // MISSION FUEL

JP-8 / JP-5

Heavy-fuel relevance for defense, austere operations, and government missions.

MISSION COMPATIBILITY
JP8
03 // FORWARD FUEL

SAF

A future-facing kerosene pathway inside the same practical operating logic.

FORWARD COMPATIBILITY
SAF
04 // REMOTE UTILITY

#2 Diesel

Relevant where conventional airport fuel infrastructure is not the only option.

REMOTE OPERATIONS
D2

Fuel approvals remain subject to final engine configuration, installation package, and applicable approvals.

POWERPLANT ARCHITECTURE

Useful power.
Fewer failure points.

The advantage is the combined operating system: compression ignition, direct drive, compound boosting, single-lever control, and accessible service points.

01 // COMPRESSION IGNITION

Diesel logic in aircraft form.

Durability, fuel efficiency, and useful torque built around globally relevant heavy fuel.

JET-FUEL BASELINE
CI
02 // DIRECT DRIVE

No reduction gearbox.

A clean power path with fewer moving parts in the drive system and less mechanical complexity.

FEWER MOVING PARTS
DD
03 // COMPOUND BOOSTED

Supercharged and turbocharged.

Boosting architecture designed to retain useful power through the critical-altitude band.

ALTITUDE PERFORMANCE
CB
04 // SINGLE-LEVER CONTROL

Power management simplified.

No mixture control. Straightforward operation for the pilot flying the mission.

REDUCED PILOT WORKLOAD
1L
05 // ACCESSIBLE SERVICE

Designed to stay available.

Accessible injectors, external pumps, and a low-parts-count architecture support maintainability.

SERVICE ACCESS
MX