WHY NOW // AGE + REPLACEMENT

The legacy fleet is aging.

The utility mission still exists. The installed base was built across generations. Replacement supply did not keep pace.

01 // INSTALLED BASE

A large installed base built over decades.

The U.S. general-aviation fleet remains large. Utility aircraft are aging within that broader installed base.

≈0active U.S. general-aviation and Part 135 aircraft // FAA CY 2024
≈0U.S.-manufactured GA airplane shipments // GAMA historical series through 2020
1950sEarly-1960s airframes enter
the 70-year era in 2031
1950sPostwar fleet build 1970sProduction peak
POSTWAR BUILD2031 // 70-YEAR ERA

02 // LIFECYCLE

Seventy-year airframes are a lifecycle burden.

Aircraft can remain serviceable through disciplined inspection and repair. The issue is carrying a broad aging fleet indefinitely.

70 years // early-1960s utility-aircraft benchmark
COMMERCIAL14.8
UTILITY ERA70

Nearly 5× the 14.8-year global commercial-fleet average. Different missions and duty cycles. Useful scale reference—not a safety conclusion.

03 // PRESERVATION

Inspection preserves aircraft. It does not create replacement supply.

The FAA aging-aircraft framework is a maintenance tool. It is not a manufacturing strategy.

INSPECTIONRecurring accessAging aircraft require disciplined recurring inspection.
REPAIRIndividual aircraftCorrosion, fatigue, and legacy interfaces can increase repair burden.
CAPACITYInstalled baseRepair keeps individual tails flying. It does not add new aircraft.

04 // RENEWAL

Maintenance slows attrition. Production renews the fleet.

Existing aircraft still deserve proper maintenance. The market also needs standardized new-production utility aircraft.

Preserve existing aircraft.

  • Inspect aging airframes.
  • Repair serviceable aircraft.
  • Support the remaining installed base.

Build replacement supply.

  • Standardize the baseline.
  • Produce new aircraft.
  • Support one repeatable fleet.

FUEL TRANSITION // SUPPLY + GEOGRAPHY

THE FUEL TRANSITION.

104,000,000 BPD global liquid-fuel supply. DeltaHawk-compatible Jet-A / SAF / #2 / JP-8 block ≈39,600,000 BPD. 100LL ≈10,500 BPD.

SUPPLY MIXBARRELS PER DAY

OTHER

REMAINDER
100500
0%
≈64.4M BPD

COMPATIBLE

JET-A / SAF / #2 / JP-8
100500
0%
≈39.6M BPD

100LL

AVGAS
100500
0.00%
10,500 BPD
GLOBAL SUPPLY
104M BPD

Worldwide liquid-fuel volume.

U.S. AVGAS
190M GAL

Annual finished aviation gasoline.

SCALE SIGNAL
12.2 HRS

Equivalent U.S. motor-gasoline demand.

FUEL GEOGRAPHY // TIMELINE

Gold // Jet-A, SAF, and JP-8 access. Blue // commercial 100LL regions. Green // unleaded nodes.

GLOBE // DRAG TO ROTATE

LOADING WORLD DATA

100LL COMMERCIAL REGIONS

YEAR 1970
1970
1990
2010
2032

WHY NOW // THE PRODUCTION ANSWER

Build the replacement fleet.

Bushliner is a standardized new-production utility aircraft. The forward baseline is informed by the 180 / 185 utility-aircraft category and an inherited predecessor tooling and engineering package with approximately 80 aircraft produced. It is not a donor-airframe, restoration, or low-rate custom program.

PROGRAM BASIS // ESTABLISHED UTILITY-AIRCRAFT MISSION // INHERITED LEGACY TOOLING + ENGINEERING PACKAGE // APPROX. 80 PREDECESSOR AIRCRAFT PRODUCED // FORWARD AIRCRAFT IS A NEW BUSHLINER PRODUCTION BASELINE

0aircraft produced across the 180 / 185 family // established utility-aircraft category
MOSAICnear-term factory-built path // engineered toward ASTM compliance
PART 23later expansion path // Part 23 intent carried into the baseline
DELTAHAWKDHK6A350planned standard 350 hp jet-fueled compression-ignition piston integration
PRODUCTION LOG //
Reserve a production slot → Explore aircraft → View powerplant → Request technical briefing →

Public program summary only. MOSAIC / ASTM, Part 23, and powerplant statements describe the forward engineering and certification path. Final configuration, validation, testing, and certification remain in progress.

FAA MOSAIC PROGRAM DELTAHAWK + BUSHLINER INTEGRATION DELTAHAWK ENGINE TECHNOLOGY TEXTRON TECHNICAL PUBLICATIONS FAA AD DATABASE