Business Model

The business model is basically an engine supplier to many business niches, similar to Cummins Diesel and Rotax aircraft engines.  

If you have a niche, we might be able to secure your competitive advantage over all your competitors by giving you rights in exchange for backing for the development of this engine.  

You gain access to volume production from other niches that use this New Engine Type in their product niches and we give you exclusive to the niche depending on what is negotiated and "quid pro quo."  

The engine core business is basically a "non-profit" R&D firm that focuses on engine technology and uses any money over costs to further R&D in engines and their applications.  

All niche applications that use the technology benefit from advancements and can use this R&D  to improve their niche products.  This allows the niche business to focus on what they do best and  focus on engine system improvements, taking info and needs from many areas that can aid in cross fertilization of this technology.

The "money" is made in the niche use of the engine, not in the engine sale to OEMs.  This way the engine is always the same cost as though your business manufactured it in house, but without all the massive R&D costs on one company.  Key factor to you...

Niche businesses help create volume in engines that translates into low cost engines for low volume niche products, such as roadable airplanes.

This multiple niche model solves the chicken and egg problem in airplanes making the engine affordable to airplanes that have low volume.  The volume production provided by other niches gives airplanes access to high volume low cost engines that they would not have access to before making high volume (relative) airplanes in production.  Airplane thus have "volume before volume production." 

  
By securing your niche now, you can leverage this game changing technology to your advantage and lock up a niche with the over 30 advantages over IC engines and EVs. 

Remember, this New Engine Type is 3-10 times LESS CO2 than an EV or old IC engine.  Superior technology against CO2 emission cannot be banned in favor of inferior EVs...  

Costs are also similarly 3-10 times less for airplanes, thus making this your best choice... 

All existing piston and turbo prop engine systems can be replaced with this technology, all while using existing oil fuel based infrastructure.  When electro fuels (C8, C10, NH3, N2H2, NH4-OH) are enabled (after engine and solar is done) and cost effective, the engine would be CO2 neutral or zero, something not possible on the grid until 2070.   

Some advantages over current airplane engine offerings are:

1) 2.4  times lower fuel flow over piston engines, and 40% of the engine weight and fuel load.

2) 3 times lower fuel flow over turboprops with the same weight of engine.

3) Turbos at 1/3 torque burn 2x fuel/power more over full torque.  This means fuel/power (BSFC, lb/hp-hr) would be 3 x 2 = 6 times more than a New Engine Type.

4) At 1/8th rated torque, the BSFC goes up by 3x over full power, which means the BSFC would be 9 times more than the New Engine Type at 1/8th power.  This is due to the higher BSFC found in turbines at extremely low torque setting.  At 1/8th power, the airplane would fly ~ 1/2 the speed.  360 mph goes to 180 mph with 1/8th power, and fuel economy would go UP by 4x flying slow if BSFC were CONSTANT.  But with a turbo, the MPG increase is 4/3 (1.33 x) and not 4x that would happen if BSFC were constant.  Other factor also come into play that eliminate the gains to flying slow, making slow flight no better fuel economy than fast.  Not so with New Engine Type.  Slow down 1/2 and get 3.8-4x better economy, not 1.33x.

5) In slow cruise a similar thing happens with piston engines, but to a lessor extent.  The piston engine can vary RPM, whereas turboprops cannot, thus allowing a combination of slower prop RPM and lower torque that result in perhaps 2x more BSFC instead of 3x found on turboprops.  A piston engine might see 4/2=2x better fuel economy at 1/2 speed instead of 1.33 for turboprop and 4x for New Engine Type.  

Again, this can be seen in the BSFC curves compared to a CONSTANT BSFC curve found with the New Engine Type.  It is clear why this is possible when the engine function is understood.  

This CONSTANT BSFC ability allows a full speed range from fast to slow speeds without loss of efficiency in torque.  The ability to slow the RPM down by 1/2 is also a critical for city or sensitive flying areas (national parks) where NOISE is the key factor for operations.  

By having many props instead of one large one, props can be feathered and power reduced on the remaining props, allowing very low power output and slow cruise at extremely low fuel burns and huge economy gains, as well as super quiet flight noise levels not attainable by other engine systems.    

The key to future aviation is SLOW AND FAST, and not just fast.  Noise is also key, especially low to ground.  Electrical power systems offer this ability to vary prop speed and torque while maintaining efficiency, but old IC engines do not. 

This New Engine Type is superior to any EV system in this regards as well as 30 other factors.   

Due to airbags, cars require crash tests and a new sensor if a new engine is installed in an old car.  

Any application of this engine in a car would have to be at the OEM level due to airbags, except for cars old enough to not have an airbag, or designs that can have passive restrain without airbags, like our roadable airplanes.  

A market niche does exist to replace old engines with new engines in old cars and turn old cars into high mileage cars.  That market is very limited and of little value or potential profit.

This New Engine Type is ideal for all cars, even those that need up to 1500 hp or more, but still want to get great economy.  

The old rule of thumb that a large engine makes the car get poor fuel economy does NOT apply with this technology.   It is efficient from 1 HP to 1500 HP or more.  Even EVs cannot claim this to this level... 

Another market niche is semi trucks.  Due to the lack of airbags, no crash testing is needed and thus a new engine can be installed cost effectively.  This niche is the most lucrative due to the large fuel savings possible and will be actively pursued by the core company to self fund.   Partnerships with trucking companies are possible with a negotiated deal.  Cut fuel flows by 1.8-3 times in old Semi trucks, depending on factors.

One semi can make $1.8 million over a 2 million mile life cycle of the engine with two drivers over 10 years.  The engine would have one overhaul and use two "gliders" to achieve the 2 million miles, for a cost of around $200,000.  

Basic cash flow:  Make around $1/mile for 2 million miles, minus $200,000 in gliders, engine, tires, brakes, insurance, etc.  Net out $1.8 mil.  Over a 200% ROI with two drivers and 100% with one. 

The New Engine type is an engine system that can run on fuels AND hot water injection from solar thermal panels.  A torque is giving to synchronous generator to make grid type AC power, or DC power for batteries if desired, just like a car does.  2-6 cents/kwh.  This technology makes solar PV and wind obsolete for the most part.  Solar or wind farms are also not needed.

The power generated via solar thermal panels and engine can be used for house/building electrical loads during a solar day or for fuel making or both.  The fuel is stored and used when needed in the engine, such as in Winter, cloudy days or at night.  Make fuel Spring, Summer and Fall when solar is plentiful, and use the fuel in the Winter when it is most valuable where solar is less strong and frequent.  Fuel IS the battery and storage is 15,000 times cheaper than batteries.  This eliminates 99.9% of the need for batteries and the huge costs associated with their use.