Reliability
The Monarch propulsion system provides upwards of 2,000 hours increase in operation time between overhauls over available Group 3 engines.
Variable-Pitch Propeller
UAVT designs include a through-the-shaft, FADEC controlled, hydraulically actuated variable pitch mechanism. With a propeller matched to the airframe requirements, every stage of the flight can now use the power from the engine in the most efficient manner. Shorter take-off and landing distances, rapid climbs to altitude, and faster transits to and from station mean that the UAV will spend more time where it’s needed and less time getting there.
On-Board Power
UAVT designs allow 5 kW of electrical power generation without significantly impacting the system weight, with use of a high speed permanent magnet integrated starter/generator. With a small design change, a second generator unit can be installed, doubling electrical power output to 10 kW.
Multi-Spec Heavy Fuels
A turbine combustor can operate in a wide range of conditions, since its fuel is burned in a continuous manner. Further, UAVT designs its combustors without any small orifices like those found in small engine fuel injectors, which are susceptible to clogging. The fuel control system is capable of automatically compensating for a wide variety of fuel conditions on the fly. Our designs have operated with a wide spectrum of heavy fuels such as JP-8, JP-10, Jet A and US Diesel #2 …from the gas station next door to our test cell. Bio or Synthetic diesel would not be a problem.
Unbeaten Fuel Consumption Figures
Micro turbines have had a reputation for being fuel hogs. UAVT introduces a light-weight recuperator for the first time in a flight weight micro turbo prop. Coupled with an intelligent FADEC and variable pitch mechanism that can keep the engine and propeller operating at their most efficient settings, this results in fuel efficiencies that rival the most efficient reciprocating internal combustion engine in its group. Beyond the fuel efficiency of the engine, the overall UAS becomes more efficient by streamlining the engine mount to reduce drag. Only a small oil radiator requires exposure to the air stream for cooling. High altitude cruising (30,000 ft) further reduces the mission fuel consumption.
Internal Start & Remote Start FADEC Technology
Starting a turbine engine requires correct choreography of the electric start motor, fuel igniter, fuel pump, variable pitch mechanism and control valves, while monitoring for out-of-normal conditions. This process is 100% under the control of the engine’s FADEC, and requires no external support other than electrical power from the airframe and a signal to start from the flight computer. Reliable ignition of the engine has been demonstrated as high as 10,500 ft.
Low Observability
By design, a UAVT turboprop can be significantly quieter than a practical fixed pitch reciprocating internal combustor engine. The noise produced by the UAVT engine is high frequency, which attenuates rapidly in the atmosphere; that’s why fog horns have such a low pitch. Further, the noise is highly directional, and can be pointed away from the ground with minimal effort during airframe integration. The recuperator acts as a built-in muffler on the exhaust, and reduces the thermal signature. Because it is variable pitch, the propeller can be optimized for low noise, and run with a very low tip speed. In addition, since the engine can be installed with very clean lines by using a cowling (no cylinder heads that need cooling air), the job of reducing propeller noise from air frame wakes is greatly simplified.