Quasiturbine Aviation 

Multi-fuel air-cooled ultra-light ULM airplane engine

In a propeller airplane, weight reduction allows a larger payload or longer autonomy,
space saving allows to reduce the aerodynamic drag,
absence of vibration increases instruments reliability, photos quality and flight comfort,
the noise reduction increases the discretion level,
the high torque allows the use of multi-blades propeller
and the better intake characteristic of the Quasiturbine allows higher flight altitude.

In an helicopter, a large diameter Quasiturbine could generate enough torque
to directly drive of the rotor blades without any gearbox,
while making much less noise.

Note on the low sensitivity of the Quasiturbine to thermal shock:
The high sensitivity of air-cooled piston engine to thermal shock (which reduces its reliability in aviation)
results from the fact that the piston interior is cooled by a flow of cooling oil that stays hot,
while the cylinder is cooled by an air flow.
The air-cooled Quasiturbine is much less sensitive to thermal shock,
since both the stator and the rotor are cooled by an air flow and react simultaneously the same way.

Engineering of a small air-cooled Ultra-light ULM Quasiturbine engine 
in the range of 70 to 100 HP
is almost completed.

Construction of an experimental prototype is a priority for 2002.

Hybrid Quasiturbine-Fan (or Quasiturbine-Jet) 
No temperature limit in the jet nozzle!

Considering the high power density, the low cross section area and the exceptional intake characteristics of the Quasiturbine,
it is reasonable to expect to conceive an airplane engine:
1) Quasiturbine-Fan 
in which the Fan would be driven by a Quasiturbine,
rather that by a conventional power turbine. 
2) Quasiturbine-Fan Hybrid 
in which only the compressor would be driven by a Quasiturbine,
leaving all the reactor energy available to drive a still more powerful Fan.
The Quasiturbine air intake could come from the compressor.
3) Quasiturbine-Jet reactor (no hot turbine)
Still more revolutionary would be a Jet Reactor without power turbine in the hot gas flow,
where the compressor would be driven by a Quasiturbine, leaving to the Jet all its propulsive energy. 
The Quasiturbine air intake could come from the compressor.
In this last case, the suppression of the conventional power turbine 
would permit to operate the engine at much higher temperature without risking to melt the non-existent power turbine,
and would permit to substantially increase  the efficiency. 
This airplane engine would operate in the same mode as the rocket engines!

For still a higher power density, 
the Quasiturbine could be fueled in pneumatic mode in hydrogen peroxide. 
Those concepts would also permit to construct much less complicated airplane engines 
and at a much lower cost than conventional turbines.

Quasiturbine Aviation Inc., Promotional Agent for the Quasiturbine Continuous Combustion Rotary Engine or Compressor
Casier 2804, 3535 Ave Papineau, Montréal Québec H2K 4J9 CANADA (514) 527-8484 Fax (514) 527-9530
http://quasiturbine.promci.qc.ca             quasiturbine@promci.qc.ca