Frequently Asked Questions

Normal propellers are designed to impart a force on a fluid as they rotate. Kinetic propellers do the same thing while also taking advantage of the kinetic energy available in the freestream airflow.

There are numerous benefits, but some of the most important include higher cruise speeds, reduced emissions, longer range, higher climb rate and reduced noise.

To date, we have performed calculations, simulations and scale model tests. The collected data matches with predictions, however we still are going to do full scale ground tests to validate prior to pre-production flight tests.

Technically, the principles are used thousands of times per day in wind turbine and turbofan engines. Wind turbines harness airflow (wind) to generate electric power, while turbofan engines use high speed airfoil sections and complex sweep to reduce the effects of shockwaves and drag divergence on fan blades. 

Besides reduced noise amplitude (volume), the frequency (pitch) of the kinetic propeller is in a less annoying range. But perhaps most important is the reduction in energy required for any given speed. An internal combustion aircraft will burn less fuel per hour resulting in lower emissions. An electric aircraft will not only have a longer range but can actually regenerate upon descent, adding power back into the battery.

Current electric aircraft suffer from short range and heavy batteries. Due to the weight sensitive nature of aviation, they simply do not offer enough benefit for serious long-range travel. While unable to create parity with internal combustion aircraft, a kinetic propeller will improve electric aircraft performance significantly. This should help reduce range anxiety among potential users. 

The great part about this design is that very few changes need to be made to match a propeller with any particular airframe. Initially, we will be focused on fixed-pitch piston and electric single engine aircraft. The pending FAA MOSAIC standards may simplify integration with existing certified aircraft types. Otherwise, we will eventually certify to comply with FAA Part 35. If Part 35 is required, it will be a long term goal as the testing requirements and budget will be substantial. 

Provided that we complete the ground test segment of development on time during 3Q 2024, we should be able to flight test by 1Q 2025. As this is a safety-critical aerospace component, we cannot rush the process.