Transcript Rolls-Royce Questions and Answers Presented by: GSE Inc. Greg Stevenson President/CEO GSE / HFE Technology  Does GSE’s technology offer us a way to develop.

Rolls-Royce Questions and Answers
Presented by: GSE Inc.
Greg Stevenson
President/CEO
GSE / HFE Technology
 Does GSE’s technology offer us a
way to develop power plants for
UAVs and other applications where
high power density and logistic fuel
capability is important?
US DOD UAV Classes
 Class I (10-60lbs weight)
 Class II (100-250lbs weight)
 Class III (300-750lbs weight)
 Class IV(1000-5000lbs weight)
Class I UAV/HFE:
Fixed Wing
/STOL
-10-60lbs weight
-4-12hrs endurance
-2-10hp
-Min BSFC: 0.80.9lbs/hp-hr
Rotor Wing
/Ducted Fan
VTOL`
-10-16lbs weight
-¾ - 1 hr endurance
-3 – 5 hp
-Min BSFC: 0.70.8lbs/hp-hr
GSE / HFE
-GSE IO 250
100cc flat twin
BSFC: 0.7lbs/hp-hr
-GSE CRP 150
100cc co-planar
even fire twin
Status
-Operating Since 2005
-Prototype CRP
Class II UAV/HFE:
Fixed Wing
/STOL
-100-60lbs weight
-6-12hrs endurance
-40-60 hp
-Min BSFC: 0.50.6lbs/hp-hr
Rotor Wing
/Ducted Fan
VTOL
-112lbs weight
-2 - 3 hrs endurance
-40 – 60 hp
-Min BSFC:
0.5lbs/hp-hr
GSE / HFE
-SIV 610 sleeve
-GSE: SIV – 4307 /
60hp / blower SIV 450cc sleeve
valve v-twin 4cycle
Status
-Operating 1990
-Operating 1998
- Prototype
Class III UAV/HFE:
Fixed Wing
/STOL
Rotor Wing
/Ducted Fan
VTOL`
GSE / HFE
-300-750lbs weight
-12-24hrs endurance
-100-150 hp
-Min BSFC: 0.450.5lbs/hp-hr
-Rotor Wing 300600lbs
-4 – 6 hrs endurance
-100 – 150 hp
-Min BSFC: 0.450.5lbs/hp-hr
-GSE IO 625
-GSE/HSI 625
-GSE/HSI – V6
Status
-Operational 1998
-Operational 2005
-Operational 2006
Class IV UAV/HFE:
Fixed Wing
/STOL
-1000-5000lbs
weight
-24-48hrs endurance
-300-600 hp
-Min BSFC: 0.380.42lbs/hp-hr
Rotor Wing
/Ducted Fan
VTOL`
-Rotor Wing 16004000lbs
-12 - 40 hrs
-200 – 500 hp
-Min BSFC:
0.36lbs/hp-hr .4lbs/hp-hr
GSE / HFE
-GSE/LYC-IO-655
(250hp)
GSE/TSIO-1255
(450hp)
Status
-Pending
-Prototype /
operational 2006
GSE / HFE Technology
 Are these markets sufficiently
attractive to warrant the development
of a R-R product and the effort to
establish a position?
GSE Market Assessment
 Class I:
2-5 hp HFE: Fix wing 2-3000 / MAV Ducted Fan
3-4000
Portable Gen-set 500-1000watt 20-30,000
1000-3000watt 15-25,000
 Class II:
40-60hp HFE 3-4000 / OAVII Ducted Fan: 5001000 units
-Pioneer
-Shadow 200
-BAE Phoenix
-Hermes 180
-RUAG / Ranger
-IGNAT
-Yamaha R-max 200-300 units
-FUJI / RPH 2A
GSE Market Assessment
 Class III:
100-150 hp fix wing 3-400 / Parafoil: 50-100 /
Rotor Wing
-Hunter
-Predator A
-Warrior
-Hermes 450
-MOD “Watchkeeper”
-Snow Goose
-SAIC Vigilante 496
-Dragonfly Pictures (Mike Piasecki)
 Class IV:
300-500hpFix Wing: 50-100 / Rotor Wing
-Predator B
-HALE
-Northrop / Grumman Firescot
-Boeing A-160-Humingbird
GSE / HFE Technology
 How mature is GSE’s
technology?
Technology Maturation
DOD UAV CLASS
Class I (1-1.5” bore)
SIETEC
Compression
Ignition (CR 28:1)
-1.5hp concept demonstrated
by Edward Morgan in
196?
-GSE 40cc single / 1.0hp @
6500RPM
-GSE 100cc single / 5 protos
/ 2.5hp
-Naturally Aspirated 0.7-0.8
SIETEC
Compression
Ignition (CR 8:1)
2hp-48cc concept
demonstrated in Nov.
2002 by Edward
Morgan.
GSE demo: Electronic and
mechanical fuel injection
controls on flat twins.
2004-2006 naturally
aspirated 1.3-1.5hp/in3
Technology Maturation
DOD UAV CLASS
SIETEC
SIETEC
Compression Ignition Compression Ignition
(CR 28:1)
(CR 8:1)
Industrial 250cc twin
cylinder produced /
demonstrated by TED 1971.
Class II (1.5-2.5” bore)
GSE converts numerous
COTS engines 125-250cc
cylinders.
-Naturally Aspirated 0.80.9hp/in3 (1.2-1.3hp/in3
tuned)
Newly discovered HSI
system has yet to be applied
in this category. Prime
contractors NG/Swift
Engineering and Boeing
Insitu pending customers.
Anticipated performance:
0.8-1.0lbs/hp-hr
Technology Maturation
DOD UAV CLASS
SIETEC
SIETEC
Compression Ignition Compression Ignition
(CR 28:1)
(CR 8:1)
Class III (2.5-3.2” bore)
Morgan / JLO cylinder
converted to self injection /
compression ignition (1972).
Optimization of combustion
chamber (300hrs running).
GSE / SIETEC constructs
numerous HFE’s based on
SIETEC-CI.(See Body of
Work)
Recent development of GSE
IO-625 flat six-cylinder with
simultaneous firing has been
converted and demonstrated
on HSI. Enable smooth
operation at 8:1 CR and the
adaptation of a lightweight
reduction drive mechanism.
Technology Maturation
DOD UAV CLASS
Class IV (3.25-4.25” bore)
SIETEC
SIETEC
Compression Ignition Compression Ignition
(CR 28:1)
(CR 8:1)
GSE constructs 510cc 2cycle diesel motorcycle
(1999).
GSE constructs large/robust
55in3 / 916cc single cylinder
for military and general
aviation class engine needs
(2001).
Pending operation on new
SIETEC / HSI
Design / Manufacture of HSI
cylinder heads complete.
Pending test and evaluation
Technology Maturation
DOD UAV CLASS
SIETEC
SIETEC
Compression Ignition Compression Ignition
(CR 28:1)
(CR 8:1)
Development duration 19662002
Overall Technology Maturity
Idle period (1972-1990)
(18yrs)
Accumulative Run Time:
1200hrs
(Class I, II, III, IV)
Development Duration:
2003-Present (3yrs)
Accumulative Run Time:
20 hrs
(Class I, Class III)
GSE / HFE Technology
 What is required in terms of time and
money to take the technology to market?
Technology to Market Costs
Independent Third Party Estimates vs. Actual Cost
100hp
Douglas G. Culy (Class III / 100 hp) Aero Diesel: Duration = 27 months
Costs = $6,822,900/100hp = $68,229/hp
200hp
NASA GAP/CAN/ Teledyne TCM243: Duration = 48 months
Costs = $18,435,600/200hp = $92,178/hp (Uniflow poppet valve 3-attemps)
400hp
Darpa A-160 HFE/FEV-OPOC: Duration = 36 months
Costs = $23,410,000/400hp = $58,525hp
Risk Mitigation Costs:
SONEX – Subaru conversion = $744,000
Nyvek V-8 COTS Conversion = $1,250,000
Frontier: kw-660 flat six = $2,140,000
Total: $67,002/hp
?
Breakdown GSE/SIETEC
-Only company with board Tech background (2-500hp)
-NRE Investments: GSE IRAD vs. Fed Funds (60/40)
-GSE costs = 10% of competitors despite independent design and manufacturing of
fuel injection system.
GSE / HFE Technology
 Is RRDGS the appropriate vehicle to
develop such a product?
-Classic Diesel cycle no longer competitive in meeting DOD and GA
propulsion requirements. (i.e. peak to mean pressure ratio capable of delivering
power density @ 1 lb/hp or better).
-Cost effective solution (UAV Industry 2-100hp = $500-$700/hp) (GA Industry
200-400hp $150-200/hp)
-Power density goals met By:
-Operating at high speed / light load (i.e. +3000ft/min piston speed, naturally
aspirated compression ratios below 9:1)
-Key design elements:
Cost effective, high speed fuel injection pump design. (i.e.
compact/lightweight/immune to multi-fuel variations of variable viscosity and
lubricity)
Multi-fuel combustion systems (i.e. hybrid displacer combustion chamber
design. Built in pneumatic injection, pilot injection, and “fuel deposit on the
wall” geometry).
GSE / HFE Technology
 Future Developments
-Combine high speed operation with high BMEP
-Introduce advanced turbocharger technology in
the form of a practical hyper-Bar
-DOD/HFE future requirements dictate split
duty cycle. (i.e. 200% power rating for
VTOL/STOL lift off vs. 50% power UAV
cruise /loiter power).
Competitive Technical
Assessment

1st to market does not automatically guarantee
market dominance. (i.e. SMA-305/4-cycle
Turbo Aero Diesel).
Suffers from: -Modest power density, -High
instantaneous torque pulse (i.e. 100hr TBO
prop hub composite), built around Bosch
mechanical injection pump.
 All competitors to date rely on OEM fuel
injection equipment. (See Lycoming Photo
i.e. does not meet classic FAA component
conformity part 33 rules on control of design
and manufacturing traceability).
 Typical OEM fuel systems have limited
durability on low lubricity Jet-A fuels/
 Modern high pressure (20,000 + psi) fuel
systems sensitive to variable viscosity Jet-A
 Open DI combustion chamber designs
sensitive to Jet-A fuel variations in viscosity
and cetane)
?
Cost Effective Solution
(“doing more with less”)
 -Robust Fuel System Design Characterized by:
Insensitive to Jet-A fuel variations in viscosity and lubricity.
High speed mechanical design independent of OEM –NRE production equipment.
 Robust Multi-Fuel Combustion System Characterized by:
Insensitive to Jet-A fuel variable cetane ratings.
Ignition system independent of compression ratio and ambient conditions.
 Overall multi-fuel injection and combustion system capable of:
Lean Air/Fuel operating range of the Diesel (i.e. 70/1 idle down to 17/1 max
power)-Modest peak to mean pressure ratio similar to SI gasoline engines of 5-7:1 (i.e.
greatly reduces peak structural and thermal loading while simultaneously
extending the overall MTBO of the engine., Enables a robust, practical HFE
design with an excellent specific weight ratio near 1lb/hp).
GSE Related CLASS I HFE
Developments
 GSE Small HFE Development Since (1990-1993)
 Early SIETEC/CI HFE technology applied to 98cc/3 hp @ 4800 RPM
 Limited in power due to poor volumetric efficiency and 23:1 CR
 Difficult manual starting due to high CR and peak torque.
 Modest power Density: .8lbs/hp-hr~2.66 lbs/hp
 GSE Class I/ HFE Development for ducted Fan MAV/UAV (2001-2003)
 GSE introduces breakthrough counter-rotating propeller (CRP) HFE
 GSE receives phase I / 6 month study from DARPA
 GSE delivers 160cc / 8hp proto-type to ARMY/Redstone
 GSE CRP/HFE continues to receive high interest, but no sponsor (see chart)
GSE Related CLASS I HFE
Developments
 GSE Class I / Flat Twin Development (56-100cc) (2003-2006)
 Applied modern SIETEC HSI system to both single and Flat twin COTS/HFE
 Developed numerous small scale injection/combustion chamber designs
 Conclusion development resulted in:
–
–
–
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Innovative rotary plunger mechanical injection pump
Liquid cooling around localized hot spot near injector
Hot glow element @ 60% combustion chamber volume
Long cylindrical combustion chamber fitted with dual pneumatic injection
ports. (see Dwg)
GSE Related CLASS II HFE
Developments
 Original 610cc V-twin Uniflow 2-cycle CI Sleeve Valve engine (35hp) (1987
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1990)
GSE produced proto-type turbocharged Uniflow 2-cycle sleeve valve. (1987)
Failed to attract DOD sponsor looking for COTS/HFE solution!
Did attract response from Mr. David Short from Weslake/TTL/ Normal Air
Garret resulted in technical review from consultant Dr. Gordon Blair.
Power potential never realized due to clumsy/ low speed COTS direct fuel
injection technology. (ie: GSE spent $35K on BKM/EFI system in 1989)
 High Speed Supercharged Injected V-4 HFE ( 65 hp) ( 1999)
 Desired STOL takeoff requirement for tactical UAV required 60 + hp on JP-8
 GSE IRAD funded the design/manufacture/testing of the V-4 up to 1999.
 Early prototype demonstrated 65hp at 5800 RPM on CI operation @ 72 lbs
 Failed UAV program precluded UAV integration/flight test
GSE Related CLASS II HFE
Developments
 Innovative Open Ended 4-cycle V-twin Sleeve Valve Design (90hp) (2001
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2006)
Innovative 4-cycle open ended sleeve valve engine design conceived in 2001.
Common crankcase induction system resulted in 1.92:1 delivery ratio while
significantly reducing the effective surface to volume ratio.
Phase I DARPA/SBIR contract received in 2003 to study concept.
Small 50cc proto-type manufactured and tested in winter 2005.
Ricardo CFD WAVE analysis of 450cc concept reveals high specific
Output possible from compact design. ( i.e.: 93hp @ 12,000 RPM)
GSE Related Class III HFE
Developments
GSE IO-625 private core engine development since 1997.
 Majority of development work conducted on SIETEC/CI system
 Recent adoption of newly discovered SIETEC/HSI system has enabled
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the successful integration of a lightweight/practical speed reduction unit
Reduction drive enables maximum static thrust most suitable for low speed
military and commercial aviation applications .
Demonstrated with both air and liquid cooling as well as EFI and MFI
Directly competitive in size, weight, and cost of gasoline Rotax 914 engine.
GSE IV-630 liquid cooled monoblock engine development (2006)

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Even fire 60 degree V-6 loop scavenge 2-cycle
Initial proto-type fitted with preferred SIETEC/ HIS combustion system
3 liter displacement capable of 180 Hp NA and up to 250 Hp with turbo
Suitable for numerous ground/marine/airborne applications including the
BAE/ARV Mule UGV.
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1st run expected in the Non-gasoline burning Engine (NBOE) Navy SBIR
program in November, 2006.
Pending Markets: General Aviation / Light Sport Aircraft
Represents a practical HFE replacement for all ROTAX 914 engines
Numerous UAV/HFE applications, including Predator A (See AF BAA)
Commercially represents over 6000 engines per year.
GSE TSIO-1255
Characteristics:
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GSE TSIO-1255 Characteristics:
Displacement/scale = 30% of original Nomad (ie: 648 CID)
Scavenge air supply = Self running twin turbochargers/Hyperbar
Geometric Compression Ratio = 8:1 same as Nomad
Horizontally bi-frucated exhaust provides 2-stage compression
( i.e.: 12:1 start and 8:1 run)
Alternative ignition = Hot Surface Ignition independent of electrical input
SIETEC/HSI mechanical fuel injection/multi-fuel combustion system
High pressure liquid cooling with built-in accumulator (ie: 35-40 psi)
Overall Mechanical Design Features:
– Fork and blade con-rods. ( Segment rods pending)
– Dual full compliment needle roller wrist pin bearings
– Stationary Crankcase mounted oil jet piston cooling
– 4032 billet machined/modular piston assembly
– High Speed, low pressure mechanical fuel injection
– Modular replaceable wet liner/piston kit
Pending Markets: General Aviation/DOD – Combatant Craft
- Boeing A-160
GSE Ducted Fan / CRP-HFE
400hp GSE-CRP/HFE
Module in 54” duct
Power Density Approaching 0.2lbs/hp
Fuel Consumption Est. (BSFC = 0.5)
Company’s Anticipated Role
 GSE Inc. will continue to invest in
further HFE R&D
 GSE Inc. would like to manufacture
highly specialized, innovative heavy fuel
engines from it’s production facility in
Reno, NV
About GSE Inc.
 Established in 1983 to carry out R&D of
Heavy Fuel Engines
 Over 20 years of experience in designing
and developing HFE’s
 GSE has over 3 generations and $2 million
of rapid prototype and machine tools