How does it work?
We have designed additive modifications to the propulsion disc (either the fan or the propellor) of the engine, which significantly improve the efficiency of that disc.
In turbofan engines, the mass flow (air being pushed through the bypass duct), increases without increasing drag. We eliminate shockwaves on the blades and add that previously-lost energy to the back of the blade as a thrust vector.
The result is more thrust from the fan or propeller for any given throttle setting. Much more.
How does that help the environment?
When using our technology, flying at the same speed requires less throttle, less power, and therefore less fuel burned for the same flight. Much less. Flight testing has confirmed a one-third lower fuel burn in a modified engine compared to a non-modified engine.
Are there benefits other than environmental?
Yes. Lower operating costs (less fuel required). Less emissions. More range for the same aircraft. Higher payload available where needed. Lower Maintenance requirements due to lower stresses and temperatures in the engine. Less noise too, but we are not certifying a quieter stage at this time.
Why hasn’t this been done before?
How many years did humans lug suitcases around before someone said “hey, why don’t we put wheels on these?” Seems very obvious today. The same is true of our discovery: like any improvement, it’s often a case of looking outside what “everyone” says or thinks is possible. Textbooks on aerodynamics haven’t changed much in the last eight-nine decades. No one has looked deeply into the area of interest to us, because the textbooks said it wasn’t worth looking there. Well, the textbooks are wrong. We have proved this, and now they will need to be re-written.
How long does it take to install?
- For a turboprop aircraft, approximately 1 hour per engine, whilst the engine is on the wing.
- For the turbofan things are a bit more complicated, but the process still fits inside a 24-hour window.
The Supplemental Type Certificate (STC) comes with our modification installation, as well as the required manuals, manual amendments, performance database updates, and any additional hardware or software that needs installation or updating.
What about reliability?
We make the engines MORE reliable, requiring LESS maintenance. Why? Reduced loads on the engines by running at lower throttle settings, with lower torque/power and lower temperatures. Modified engines operate in derate mode all the time while delivering the same, and more, thrust.
How can we believe this? It sounds too good to be true?
Yes, it does. But our flight testing and lab testing have verified that it works. That what we say is what we get. We’re working with the FAA towards our first certification.
When can I have it?
We have a certification program in place, starting with turboprop engines, to validate the data and educate the certification engineers on what we do. Once the first STC is completed, we will begin the certification program for turbofan engines. Our goal is to create a range of STCs over the next few years enabling most of the commercial airline fleet to utilize our technology to significantly reduce their emissions.
Is this just for airlines?
Airlines are our primary target because that is the aviation sector where most emissions can be reduced, in the fastest way.
Since we aim to maximise our effect for the planet, our technology will be made available to all corners of aviation where it makes sense. Our technology is extremely cost effective, enabling roll-out to as many applicable aircraft as possible.
What’s it going to cost?
Very little. We license the use of our technology to you. A modest one-off installation fee to cover our cost of doing the installation, and then we take a percentage of the savings that you made.
So, nothing really, after the savings are taken into account.
The near-immediate ROI comes from saving operating cost, maintenance cost, and much better payload-range capabilites.