Deeper dive into the tech
We have developed a groundbreaking aerodynamic modification applicable to turboprop and turbofan jet engines, designed to significantly enhance fuel efficiency by increasing thrust performance. This innovation is rooted in advanced fluid dynamics and materials science, optimizing the interaction between fan blades, Props and airflow to achieve a double-digit improvement in fuel burn efficiency.
Main Technological Advancements
Our modification impacts blade aerodynamics, increasing the coefficient of lift (CL) without a proportional increase in drag (CD). This allows the engine to generate the same thrust at lower RPM, reducing fuel consumption, engine temperature, engine loads and vibration levels. The modification is additive in nature, meaning it can be applied to existing engines without requiring a complete redesign.
Experimental Validation & Performance Metrics
We have conducted extensive ground and flight testing, demonstrating remarkable efficiency gains across multiple aircraft platforms. In a recent test on a 737 Classic equipped with a proof-of-concept modification, the modified engine exhibited the following numbers on the gauges:
- N1 down ~8.5%
- N2 down ~4.5%
- Fuel flow reduced by ~25%
- Exhaust gas temperature (EGT) down ~90°C
- Vibration levels significantly reduced
Prior to modification, this engine actually burned 5% more fuel and operated hotter 22C than the unmodifed engine. Taken into consideration, the fuel flow was 30% less than in the standard engine.
The engine above is a high-bypass turbofan with mid-span shrouds on the single stage fan, and a separate bypass and core nozzle. For us, it’s really just another engine, another set of fanblades.
We have tested on mixed-nozzle engines, geared turbofans, ungeared turbofans, and with 2-, 3-, 4-, even 6-bladed propellers, as well as 2-, 3-, 4-, 5- and 6-bladed helicopter rotors. Generic really means generic.
The stable condition shown is for equal thrust at 300 KIAS, 435 TAS, Mach 0.74. The snapshot was taken during climb, passing 25,000 ft. The modification used was a demo installation, a non-optimised configuration, rapid on, rapid off. The change in performance was a minimum effectiveness case (not our engine).
These results show our technology is applicable to any turbofan engine, with the effect increasing proportionately to the increase in by-pass ratio (BPR). The implications are profound- this modification enables older aircraft models to achieve fuel efficiency comparable to (or better than) next-generation aircraft such as the 737 MAX.
Rotor 67 modified von-mises stress map
NASA Rotor 67 Standard von-mises stress
NASA Rotor 67 standard blade deflections
NASA Rotor 67 modification deflections
NASA Rotor 67 modified Campbell Chart
NASA Rotor 67 fan blade Campbell chart
NASA Rotor 67 modified case von-miles stress (MPa) equal thrust
Installation & Certification Pathway
The modification process is designed for rapid deployment, requiring at most one day of installation time for a commercial airliner, and significantly less for turbo props. This efficiency ensures minimal downtime for aircraft operators, making it a cost-effective solution for airlines seeking to reduce operational expenses and carbon emissions.
We are currently advancing towards Supplemental Type Certification (STC), a critical step in enabling widespread adoption of its technology. The founders 30+ years of expertise in aerodynamics and aviation efficiency, including previous STC’s provide a strong foundation for navigating the certification process.
Industry Impact & Prospects
With aviation emissions accounting for 3% or more of global emissions, our technology offers a direct solution to reducing fuel burn at the source. Unlike Sustainable Aviation Fuels (SAF), which shift the carbon debit-credit balance, our approach lowers emissions outright, generating billions in savings for the industry. As the aviation sector continues to seek sustainable propulsion solutions, our innovation stands out as a high-impact, scalable technology capable of transforming jet engine efficiency across the global fleet. The company’s ongoing research and development efforts aim to refine the modification further, ensuring compatibility with next-generation aircraft and emerging propulsion systems.
In February, 2025, we conducted a demonstration of our technology on an Allison/Honeywell LF507 engine at Gloucester Jet Test Center in the UK. The engine was provided by CFS AeroProducts Ltd, who are the Type Certificate holder for this engine now, through CFS AeroProducts Inc, (USA) and are a primary MRO for the engine type.
This engine was the first large bypass geared turbofan engine ever produced. In many respects, the ALF502/LF507 is a scaled up version of the TFE731 series of smaller medium bypass geared turbofan originally produced by Garrett.
In the lower left image, standing out from the crowd, is Andy Lyons, a UK CAA certification verification engineer, (“CVE”) and a former Head of Airworthiness for Agusta Westland, and Form 4 authorised party. Warmly clad just beyond Andy’s iPhone, is Stephen Molloy, formerly with Rolls Royce as Program Manager for the RR Trent 500/700 series engines.
This particular set-up was not one of our better efforts; the engine was bereft of the core cowling and the bypass cowling other than the fan frame, but, nevertheless, we modified the engine, and it responded suitably.
We prefer engines as installed on-wing, our technology alters the flow conditions in the bypass, so having an as-installed duct is appreciated.
Static testing is our least effective condition.
At 120 KCAS we achieve a greater effect than we do at brakes release, and at Mach 0.85, better still. This is not because we’ re getting better results, it’s that any standard engine drops performance with increasing TAS.
How much better? Good question. With our TFE731s, we see increased thrust at 120 KCAS, from between 26% and 45% for a given RPM. We don’t do that on many engines, only on those where we know that we have a large margin in strength in the fan thrust bearing and the fan frame, and where the airframe OEM has put real metal into the engine mounts. Of course, we can also use thrust symmetry to check this case, as fortunately, turbofan thrust is a fairly straightforward equation to work with. Not so for propellers when running at static- see “turboprop thrust testing”.
For the TFE731 which is currently modified for a 35% increase in thrust at 120 KCAS, 550′ PA, ISA +18C, at 40,000′, Mach 0.76, we see a change of 56% relative shift compared to the baseline engine. This should put goosebumps on the back of the neck of anyone who has staggered around the world short of thrust at altitude. It does for me, and I’ve been flying this for longer than I care to recall.
Why “120 KCAS”?
The industry has shown a remarkable disinterest in NetZero2050, and has been singularly unhelpful in helping us do engine test cell runs. We do them on the aircraft, using the same techniques we used to use in the military and when airlines conduct 3-engine ferry take-offs, once a fairly common event.
The aircraft is set with an initial estimate of the N1 required to achieve the equal thrust compared to the standard engine, based on the prior engine test cell runs, and our knowledge of the design. Care is taken with lining up on the runway; releasing the brakes simultaneously and correcting any tracking error by adjusting the N1%/RPM of the modified engine. Having an aircraft that is slightly squirrelly on the ground makes this easier. 120 Knots gives a generous amount of time to set a thrust that is evident as being equal. From 120 knots, a reject can be done without using brakes and with idle reverse applied, resulting in minimal tyre and brakes heating. This is best done on a rather long and preferably wide runway.
Turboprop thrust measurement
General
Thrust asymmetry is straightforward to evaluate on a multi engine jet. On a turbo-prop, it is actually more demanding, and less accurate than the turbofan, or indeed the piston powered propeller. It’s possible to use the same techniques, but we decided that as we were going to certify the turbo-prop STC as a component of the turbo-fan (it’s educational) we might as well come up with a better solution.
To measure thrust, it is possible to take readings of the mass flow and the velocity from the propeller disk, and to then derive the thrust. This takes mathematics and is prone to sensing errors, but it can be done. Alternatively, aircraft have been tied to fences for more than a century.
Avoiding the need to drill a few holes in the ramp, we came up with a different solution to measure thrust, one that doesn’t need any connectivity with an immovable object.
A foot plate under the main landing gear on top of a rubber pad permits the weight of the aircraft to add some down-pressure onto the pad, and by having a hard point at the rear of the foot plate, a chain/ loadcell/ strap can be placed between the hard point and the gear leg of the aircraft. This works nicely on a King Air, or a Merlin/Metro, even a Conquest or a Piper, any aircraft with its main gear under the engines.
When the engine is in line with the footplate, the load applied by the propeller will result in a series of moment arms that end up forcing a very high load downwards to the front of the foot plate, increasing the friction coefficient of the rubber pad, and generally making for a home-made wheel clamp.
We added a regulator, Wheatstone bridges, electronics, a transmitting data hub and a power supply. We record the data as CSV files over wifi.
Does it work? You betcha!
Our small unit is adequate for measuring thrust for light turboprops, up to the Jetstream J41 level as it is. Above that, we’re gonna need a bigger boat! Not an issue of course, our technology is scalable to an A380 and beyond.
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