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Transcript of The Massive-yet-Tiny Engine A comparison of OEM.pdf
Land Warfare Conference 2012 Melbourne Oct/Nov 2012
The Massive-yet-Tiny Engine: A comparison of OEM claims
LTCOL BRETT LABOO Senior Military Officer, DSTO
ABSTRACT Firepower, mobility and protection have not been the sole considerations for modern military platforms for some time now. Auxiliary power generation for an ever increasing range of integrated systems required for the effective and adaptive conduct of network enabled warfare in a connected yet expansive battle space is an additional prime consideration. So too are the through life costs together with the logistic burden for its operation.
In order to effectively address these considerations holistically and systematically a new or greatly improved technology is required.
The scope of this work is to compare some COTS/MOTS power packs with a selected new break-through technology for internal-combustion piston engines—the Massive-yet-Tiny (MyT) engine [1] using only Original Equipment Manufacture (OEM) product specification data. The engines are compared on several criteria, dry weight (kg), gross volume (m³), claimed max power output, both (kW) and torque (Nm), specific power (kW/kg) and gross power density (MW/m³). Procurement costs and fuel consumption (l/hr) are not considered as they are not universally listed in the OEM product specification literature or websites. Additionally the technology of the MyT engine is described along with an outline of some research and development issues. Finally a number of applications for the MyT engine are discussed briefly.
The MyT engine clearly outperforms and outclasses all of the COTS/MOTS power packs considered. The 14” MyT engine weighing 68 kg, occupying 0.035 m³ and with a claimed output of 2238 kW has a minimum specific power of 32.91 kW/kg and a power density of 63.156 MW/m³.[2]
The levels of internal-combustion piston engine efficiency, specific power and power density for the current Australian Defence Force (ADF) inventory are clearly sub-par in comparison to the MyT engine. Notwithstanding any other benefits, there is no valid or logical justification for the Australian Defence Organisation (ADO) to ignore the MyT engine any longer. As a matter of priority the MyT engine needs to be investigated to ratify the claims and verify its reliability so that its output characteristics and general dimensions may be the default essential specifications for power packs across multiple platforms in either block upgrades or initial acquisitions. The Australian Defence Industry has a brilliant opportunity to pre-empt the ADF in the uptake of this technological black swan [3] to the mutual benefit of all parties.
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Land Warfare Conference 2012 Melbourne Oct/Nov 2012
1. Introduction
Firepower, mobility and protection have not been the sole considerations for modern military platforms for some time now. Auxiliary power generation for an ever increasing range of integrated systems required for the effective and adaptive conduct of network enabled warfare in a connected yet expansive battle space is an additional prime consideration. So too are the through life costs together with the logistic burden for its operation. A whole range of considerations are depicted graphically in a diagram referred to as Quinn’s Quilt [4], at annex A.
In order to effectively address the power related considerations holistically and systematically a new or greatly improved technology is required.
1.1 Scope of Work
The scope of this work is to compare some COTS/MOTS power packs with a selected new break-through technology for internal-combustion piston engines—MyT engine using only open source / publically available OEM product specification data. The engines are compared on several criteria, dry weight (kg), gross volume (m³), claimed max power output, both (kW) and torque (Nm), specific power (kW/kg) and gross power density (MW/m³). Gross power density is reported in MW/m³ so as not to potentially confuse a common metric of kW/l which uses engine capacity. Engine capacity is not considered as it is of limited utility for a comparative analysis of turbine and piston engines. Procurement costs and fuel consumption (l/hr) are not considered as they are not universally listed in the OEM product specification literature or websites.
Additionally the technology of the MyT engine is described along with an outline of some research and development issues.
Finally a number of applications for the MyT engine are discussed briefly. It is expected that a reader knowledgeable in the field would identify many additional applications—and that is encouraged.
1.2 General History
The MyT engine has been known in the public domain for almost a decade now. In 2005 it was entered in the NASA Create The Future Contest in the Automotive Category. Not only did it win that category, it was judged as the best entry from all categories that year. [5]. It was publicly displayed at the both the 2005 SEMA Show [6] and the 2006 Los Angeles Auto Show. [7]
The prototype of the 14” MyT engine weighs only 68 kg, occupies 0.035 m³ and has a claimed output of 2238 kW. [8] This means that it has a specific power of 32.91 kW/kg and a power density of 63.156 MW/m³. Other form-factors include a 6” diameter version. [9]
2. Description
Unlike other internal combustion piston engines, the MyT engine pistons do not reciprocate. Moreover they move around the toroidal “bore” in a staccato motion, mechanically controlled by a gear and crank assembly. There are eight double-headed pistons separately linked into two sets of four permanently fixed and equally spaced interleaved rotors. [10, 11]
2.1 Pistons and Gears
A general approximation of the MyT piston could be conceptualised as the joining of two regular pistons back to back which have been cut through in the vicinity of the oil ring. Thus there are no piston skirts and therefore friction losses are minimised. So too are the inertial losses because of the continuous unidirectional motion. The two
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Land Warfare Conference 2012 Melbourne October 2012
interleaved rotors are driven by a very remarkable and inventive sun and planetary gear arrangement. In the basic configuration, one set of gears drives one set of eight pistons i.e. the two rotors. However, the next logical step in the development of the MyT engine is to have the gears drive two sets of eight pistons, i.e. two toroidal bores, one at each end of the crank shaft, astride the centrally mounted gears. [12, 13]
2.2 Internal Motion
As the planetary gears rotate around the sun gear the offset linkage point traces out a cycloid. The planetary gears are permanently linked to be exactly out of phase with each other. Thus when one rotor is moving the other is stationary and visa versa. This is the origin of the staccato motion. The MyT engine uses ports for both intake and exhaust and as in normal internal combustion piston engines the ports are “opened” and “closed” as the pistons transit past them. In the default configuration the MyT engine is naturally aspirated, yet a logical and rational development path would include various forms of forced induction. The lack of a valve train reduces the parasitic losses incurred by other four stroke internal combustion engines. There are two sets of each type of port and for every two rotations of the crank there are 32 power “strokes”. In a V8 engine there are just eight in the same 720°. [14, 15] The relative motion of the two rotors and gear mechanism is depicted in a spread sheet animation of a stylised model published by the OEM. [16]
2.3 Other Characteristics
There are several other novel features of the MyT engine that are of note. Given the external diameter of the toroidal bore is about 13”, that makes the stroke length roughly 8” which is remarkably long – albeit in an arc. Due to the utilisation of the
sun and planetary gearing the dwell time at the equivalent of top dead centre is in the order of 12° of crank rotation. This exceptionally long period not only permits but virtually assures almost complete combustion and maximises the transfer of heat into kinetic energy. Hence the only cooling required is that resulting from the incoming charge and conventional fins on the exterior of the engine. Furthermore, the compression ration is variable—it ranges from 25:1 up to about 60:1, thus permitting the use of an unusually diverse range of fuels. And, regardless of fuel type consumed it is expected that it would be very efficient. [17, 18, 19]
2.4 Driven versus Driving
Not only can the MyT engine operate as an internal combustion engine, but due to its inherent design it can operate very well as a driven device. Although these modalities have not yet been fully explored, initial investigations indicate that the MyT engine shows as much promise in them as it does when operating as an internal combustion engine. The driven modes are somewhat similar. First, when used as a compressor or pump it will deliver both high fluid volumes at high pressure from the one stage. Secondly, it can operate as an air driven motor delivering high torque at low rpm from minimal inputs. [20, 21, 22]
2.5 Development Issues
Taken at face value, the claims of the MyT engine seem extraordinary. Thus as part of any rational development programme they and other issues must be successfully addressed in order fully realise and capitalise on this technological advance. Such high power outputs [23] necessarily imply that there would be extreme internal stresses, and pressures. Logically this leads to questions about high strength materials, reliability and maintainability (RAM) and fuel consumption etc.
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Land Warfare Conference 2012 Melbourne Oct/Nov 2012
There are many areas to investigate to further develop the MyT engine. As at quarter two of 2012 it is estimated that the MyT engine is at Technology Readiness Level (TRL) [24] of around 4 – 5 [25]. For it to be considered viable option for use in the platforms operated by ADO it would need to be brought TRL 8 – 9.
In doing that, some topics to consider in the development process could include the utilisation of the CSIRO TiRO additive manufacturing process for Titanium machine parts which would deliver a wide range of benefits. [26] What are other suitable production methods – casting, injection moulding, or billet machining. Independent RAM analysis and profiling is essential–especially if the MyT engine was to be certified for use in aeronautical applications. How can multiple toroidal bores and “daisy chaining” be configured for even more power. Both miniaturisation and up-scaling are required for extending the range of applications. Investigation of acoustic, thermal and chemical signatures of the MyT engine would also assist in it’s uptake in the market place—especially if it conferred significant benefits with respect to emission control legislation. This field of investigation may naturally extend into exploring and optimising ignition systems and port aerodynamics for various fuel types and induction modes. What sort of output (and engine life) is possible if the 14” MyT engine was build with two toroidal bores fitted with a supercharger and fuelled with nitro-methane?
Obviously, much work must be completed before the MyT engine can be assessed as TRL 8 – 9. It is expected that there is significant potential opportunity for members of the Australian Defence Industry to participate in the development of the MyT engine to the benefit of both themselves and the ADO.
2.6 Description Summary
The MyT engine is a highly compact device with a considerably large output and a minimum of moving parts. This is achieved through the maximisation of dwell time, stroke length and compression ratio combined with the minimisation of both parasitic and friction losses along with reducing inertial stresses. Figure 1, below, is a stylised graphical representation of the MyT engine with the engine body removed.
Figure 1: Graphic of MyT internals
3. Initial Comparisons
To establish the class or classes in which the MyT engine can be grouped for comparative analysis, both the 14” version and the 6” version are compared with 60 other military or defence related engines – listed in table 1, below. These comparisons are solely based on publicly available data, primarily from OEM product literature. Although endnotes for the tables and graphs are omitted due the large number of them, all source documents and/or websites are listed in the References section. The six comparisons used to establish a more specific class comparison for the MyT engine are, dry weight (kg), gross volume (m³), claimed max power output, both (kW) and torque (Nm), specific power (kW/kg) and gross power density (MW/m³). Gross power density is reported in MW/m³ so as
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Land Warfare Conference 2012 Melbourne October 2012
not to potentially confuse a common metric of kW/l which uses engine capacity rather than gross external dimensions as used in this comparative analysis. Engine capacity is not considered as it is of limited utility for a comparative analysis of turbine and piston engines. Procurement costs and fuel consumption (l/hr) are not considered as they are not universally listed in the OEM product specification literature or websites.
Figures 2 – 7 show the graphs of each criterion for the six initial comparisons. Rather than use logarithmic plots, which are
not always easily understood, some of the data points are truncated for several entries so as to not skew the image and render the remainder of the graph of no use to the reader.
These truncations are noted at each instance, as are omitted data points due to the lack of some data in some of the OEM product specification literature or websites.
Table 1: The list of the 60 engines compared with the MyT Engine
Engine OEM Engine OEM (a) (b) (c) (d) Caterpillar C 4.4 Caterpillar Mercedes-Benz OM612
2.7L 5cly Mercedes-Benz
Caterpillar 3126E Caterpillar Mercedes-Benz OM642 3L V6
Mercedes-Benz
Caterpillar C 6.6 Caterpillar MTU Diesel Engine 4R 106 MTU Caterpillar C 7 Caterpillar MTU Diesel Engine 6R 107 MTU Caterpillar C 9 Caterpillar MTU Diesel Engine 6V
199 TE20 MTU
Caterpillar C-18 Caterpillar MTU 8V 199 TE20 MTU Caterpillar C-16 Caterpillar MTU 8V 199 TE21 MTU Caterpillar C32 ACERT Caterpillar MTU MT 881 Ka-500 MTU Lightweight Heavy Fuel Engine
Cosworth MTU 10V 890 MTU
ISBe 4 Cyl Euro 5 Truck Cummins MTU 16V M70 MTU ISBe 6 Cyl, 6.7l Euro 3 Cummins MTU MT 883 MTU ISBe 6 Cyl Euro 5 Truck Cummins Napier Lion II Napier & Son ISLe 6 Cyl Euro 5 Truck/Coach
Cummins Napier Sabre H-24 VA Napier & Son
V903 (Vee8) Cummins Perkins 1100 Series Perkins DH200A4/V4/R4 Delta Hawk Perkins 1200 Series Perkins Detroit Diesel 6V-53T Detroit Rolls-Royce Turbomeca
RTM322Roll Royce
FM/ALCO 251 F (8 cyl) Fairbanks Morse Schrick SR350i Schrick Power Stroke 7.3-liter V-8 Ford Schrick Hurricane DID 600 Schrick GE T700-710D General Electric Sea Tek 950Plus
Electronico BI-Turbo Sea Tek
Hatz 4L41C HATZ Steyr Motors M12 Steyr Motors Honeywell AGT-1500C Honeywell Steyr Motors M14 VTI Steyr Motors Honeywell 55-GA-714A Honeywell Steyr Motors SE286E40 Steyr Motors Isuzu 4BD1T Isuzu Steyr Motors M16 SCI Steyr Motors 3300 Aero Engine Jabiru Arrius 2B2 Turbomeca MP8 US07 485M Mack AR741-1101 UAV Engines Ltd MAN D0834 MAN AR801R UAV Engines Ltd MAN D2066 MAN D13-900 Volvo V12-1800 MAN Yanmar L48AE-DE Yanmar Marinediesel V8 Diesel Marinediesel Yanmar L70AE-DE Yanmar Martin Aircraft V4 engine Martin Jetpack MTR 390 Turbomeca Rolls-Royce
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Land Warfare Conference 2012 Melbourne October 2012
Dry Weight
0
1000
2000
3000
4000
5000
Co
swor
th L
HF
E-
2 cy
l
Sch
rick
SR
350
i
AR
741
-11
01
MyT
6"
AR
80
1R
Hu
rric
an
e D
ID 6
00
Yan
ma
r L4
8A
E-D
E
Yan
ma
r L7
0A
E-D
E
V4
(2- s
trok
e)
MyT
14
"
33
00 A
ero
En
gin
e
ST
EY
R M
OT
OR
S M
12
Arr
ius
2B
2
ST
EY
R M
OT
OR
S M
14
VTI
DH
200
A4
/V4/
R4
MT
R 3
90
GE
T70
0-7
10D
Me
rce
des
-Be
nz O
M6
12
2.7L
5cl
y
Me
rce
des-
Ben
z O
M6
42 3
L V
6
RT
M32
2-0
1/9
A
110
3C-3
3
ST
EY
R M
OT
OR
S M
16 S
CI
STE
YR
MO
TO
RS
SE
286
E4
0
Isuz
u 4
BD
1T
Ca
terp
illa
r C 4
.4
ISB
e 4
Cyl
Eu
ro 5
Tru
ck
Hon
eyw
ell
55-G
A-7
14
A
4R
10
6 T
D21
Hat
z 4L
41C
Nap
ier
Lio
n II
Po
wer
Stro
ke 7
.3-l
iter
V-8
VG
T5
00
ISB
e 6
cyl
, 6.7
l Eu
ro 3
ISB
e 6
Cyl
Eu
ro 5
Tru
ck
MA
N D
083
4
Ca
terp
illa
r C 6
.6
6R
106
TD
21
Ca
terp
illa
r 31
26E
Ca
terp
illa
r C 7
Ca
terp
illa
r C 9
ISLe
6 C
yl E
uro
5 T
ruck
/Coa
ch
De
tro
it D
iese
l 6V
-53T
MT
U 1
0V
89
0
6V
199
TE
20
MA
N D
206
6
95
0 P
lus
Na
pier
Sa
bre
H-2
4 V
A
AG
T-1
500
C m
ulti
-fue
l tur
bine
MT
U 8
V 1
99 T
E2
0
MT
U 8
V 1
99 T
E2
1
MP
8 U
S07
48
5M
120
6E
-E70
TTA
Ca
terp
illa
r C-1
6
Ca
terp
illa
r C-1
8
V9
03
(Ve
e8)
MT
U M
T 8
81 K
a-5
00
D1
3-9
00
MT
U M
T 8
83
V12
-18
00
Cat
erpi
llar
C3
2 A
CE
RT
MTU
16
V M
70
FM
/AL
CO
25
1 F
(8
cyl)
Engine
kg
Figure 2: A plot of dry weight
Note: The Fairbanks Morse FM/ALCO 251 F (8 cyl) weights almost 12 tonne.
Gross external engine volume
0.0
2.0
4.0
6.0
8.0
MyT
6"
AR
74
1-1
101
Cos
wo
rth
LH
FE-
2 c
yl
Sch
rick
SR
35
0i
AR
801
R
MyT
14
"
Ya
nm
ar L
48
AE
-DE
Hu
rric
an
e D
ID 6
00
V4
(2-
stro
ke)
Ya
nm
ar L
70
AE
-DE
ST
EY
R M
OT
OR
S M
12
GE
T70
0-7
10
D
330
0 A
ero
En
gin
e
DH
200
A4
/V4
/R4
110
3C
-33
ST
EY
R M
OT
OR
S M
14
VT
I
Arr
ius
2B
2
Ca
terp
illa
r C
4.4
Ho
neyw
ell
55-G
A-7
14A
RT
M32
2-0
1/9
A
Isuz
u 4
BD
1T
4R 1
06 T
D2
1
ST
EY
R M
OT
OR
S M
16
SC
I
Hat
z 4
L41
C
ST
EY
R M
OT
OR
S S
E2
86
E4
0
Ca
terp
illa
r C
6.6
MT
R 3
90
VG
T50
0
6R
106
TD
21
Ca
terp
illa
r 31
26
E
MA
N D
083
4
MT
U 1
0V 8
90
MTU
MT
881
Ka
-50
0
Ca
terp
illa
r C
7
Ca
terp
illa
r C
9
6V
19
9 TE
20
MT
U M
T 88
3
De
troit
Die
sel 6
V-5
3T
MT
U 8
V 1
99
TE
20
MT
U 8
V 1
99
TE
21
AG
T-1
50
0C m
ulti
-fue
l tu
rbin
e
MP
8 U
S07
48
5M
MA
N D
206
6
Ca
terp
illa
r C
-18
95
0 P
lus
Nap
ier
Lio
n II
Ca
terp
illa
r C
-16
D1
3-9
00
Na
pie
r S
abr
e H
-24
VA
120
6E
-E7
0TT
A
V1
2-18
00
Ca
terp
illa
r C3
2 A
CE
RT
MTU
16
V M
70
FM
/ALC
O 2
51
F (
8 c
yl)
ISB
e 4
Cyl
Eu
ro 5
Tru
ck
ISB
e 6
cyl
, 6.7
l Eu
ro 3
ISB
e 6
Cyl
Eu
ro 5
Tru
ck
ISLe
6 C
yl E
uro
5 T
ruck
/Co
ach
V9
03
(Ve
e8
)
Po
we
r Str
oke
7.3
-lite
r V
-8
Me
rce
des
-Be
nz
OM
61
2 2.
7L
5cly
Me
rce
des-
Be
nz
OM
642
3L
V6
Engine
m³
Figure 3: A plot of gross volume
Notes:
1. The Fairbanks Morse FM/ALCO 251 F (8 cyl) occupies in excess of 61 m³. 2. No data was publicly available for the Cummins, Ford or Mercedes Benz engines. 3. The gross engine dimensions for the Cosworth LHFE- 2 cyl were inferred from the OEM website and the patents listed there-on.
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Land Warfare Conference 2012 Melbourne Oct/Nov 2012
Power
0
1000
2000
3000
4000
Yan
mar
L48
AE
-DE
Yan
mar
L70
AE
-DE
Cos
wor
th L
HF
E-
2 cy
lS
chric
k S
R35
0i
ST
EY
R M
OT
OR
S M
12
AR
741-
1101
Hur
rican
e D
ID 6
00
1103
C-3
3
AR
801R
Hat
z 4L
41C
MyT
6"
3300
Aer
o E
ngin
eS
TE
YR
MO
TO
RS
M14
VT
I
Isuz
u 4B
D1T
Mer
cede
s-B
enz
OM
612
2.7L
5cl
yD
H20
0A4/
V4/
R4
V4
(2-
stro
ke)
ISB
e 4
Cyl
Eur
o 5
Tru
ck4R
106
TD
21
MA
N D
0834
Cat
erpi
llar
C 4
.4M
erce
des-
Ben
z O
M64
2 3L
V6
Cat
erpi
llar
3126
E
ST
EY
R M
OT
OR
S M
16 S
CI
1206
E-E
70T
TA
ST
EY
R M
OT
OR
S S
E28
6E40
ISB
e 6
cyl,
6.7l
Eur
o 3
ISB
e 6
Cyl
Eur
o 5
Tru
ck
6R10
6 T
D21
Cat
erpi
llar
C 6
.6C
ater
pilla
r C
7
ISLe
6 C
yl E
uro
5 T
ruck
/Coa
chD
etro
it D
iese
l 6V
-53T
Pow
er S
trok
e 7.
3-lit
er V
-8
MA
N D
2066
Cat
erpi
llar
C 9
6V 1
99 T
E20
Nap
ier
Lion
IIV
GT
500
Arr
ius
2B2
MP
8 U
S07
485
MC
ater
pilla
r C
-18
MT
U 8
V 1
99 T
E20
V90
3 (V
ee8)
Cat
erpi
llar
C-1
6
MT
U 8
V 1
99 T
E21
D13
-900
950
Plu
s
MT
U M
T 8
81 K
a-50
0
MT
U 1
0V 8
90C
ater
pilla
r C
32 A
CE
RT
MT
U 1
6V M
70
MT
R 3
90A
GT
-150
0C m
ulti-
fuel
turb
ine
MT
U M
T 8
83
FM
/ALC
O 2
51 F
(8
cyl)
V12
-180
0
GE
T70
0-71
0D
RT
M32
2-01
/9A
Nap
ier
Sab
re H
-24
VA
MyT
14"
Hon
eyw
ell 5
5-G
A-7
14A
Engine
kW
Figure 4: A plot of maximum power
Torque
0
2000
4000
6000
8000
ST
EY
R M
OTO
RS
M1
2
110
3C-3
3
V4
(2- s
troke
)
STE
YR
MO
TO
RS
M14
VTI
Isu
zu 4
BD
1T
Mer
cede
s-B
enz
OM
612
2.7
L 5c
ly
3300
Aer
o E
ngin
e
Me
rce
des-
Be
nz O
M6
42 3
L V
6
ST
EY
R M
OT
OR
S S
E2
86E
40
ST
EY
R M
OT
OR
S M
16 S
CI
Ca
terp
illar
C 4
.4
ISB
e 4
Cyl
Eur
o 5
Tru
ck
4R 1
06 T
D2
1
MA
N D
083
4
Cat
erp
illa
r 312
6E
ISB
e 6
cyl,
6.7l
Eu
ro 3
VG
T50
0
Po
wer
Str
oke
7.3
-lite
r V
-8
ISB
e 6
Cyl
Eur
o 5
Tru
ck
De
troit
Die
sel 6
V-5
3T
Ca
terp
illar
C 6
.6
Cat
erpi
llar
C 7
120
6E-E
70T
TA
6R1
06 T
D2
1
ISLe
6 C
yl E
uro
5 T
ruck
/Co
ach
Cat
erpi
llar
C 9
MA
N D
206
6
6V 1
99 T
E2
0
MP
8 U
S07
48
5M
MTU
8V
199
TE
20
V90
3 (V
ee8
)
950
Plu
s
MTU
10
V 8
90
Ca
terp
illa
r C-1
6
MTU
8V
199
TE
21
Ca
terp
illa
r C-1
8
D1
3-90
0
MTU
MT
881
Ka-
500
AG
T-15
00C
mu
lti-f
uel t
urb
ine
MTU
MT
883
MyT
14
"
Cat
erp
illa
r C32
AC
ER
T
V12
-180
0
Ya
nmar
L4
8AE
-DE
Ya
nmar
L7
0AE
-DE
Co
swor
th L
HFE
- 2 c
yl
Sch
rick
SR
350
i
AR
741
-110
1
Hu
rric
ane
DID
60
0
AR
801R
Ha
tz 4
L41C
MyT
6"
DH
200A
4/V
4/R
4
Na
pier
Lio
n II
Arr
ius
2B
2
MT
U 1
6V
M7
0
MT
R 3
90
FM
/AL
CO
251
F (8
cyl
)
GE
T7
00-7
10D
RTM
322
-01
/9A
Na
pie
r Sab
re H
-24
VA
Hon
eyw
ell
55-
GA
-714
A
Engine
Nm
Figure 5: A plot of maximum torque
Note: No torque figures were listed for the engines to the right of the MAN V12-1800.
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Specific Power
0
5
10
15
20
25
30
35
FM
/AL
CO
251
F (
8 cy
l)Y
anm
ar
L48A
E-D
E
Ha
tz 4
L41
CY
anm
ar
L70A
E-D
E1
103
C-3
312
06E
-E70
TT
A
MT
U 1
6V M
70
Isuz
u 4B
D1
T
ST
EY
R M
OT
OR
S M
12
Ca
terp
illar
312
6E
MA
N D
083
4M
AN
D20
66
Cat
erpi
llar
C32
AC
ER
T6V
199
TE
20
Det
roit
Die
sel 6
V-5
3TIS
Be
4 C
yl E
uro
5 T
ruck
4R 1
06 T
D21
ISLe
6 C
yl E
uro
5 T
ruck
/Coa
chC
ate
rpill
ar
C 7
MP
8 U
S07
485
MD
13-
900
Cat
erpi
llar
C-1
8IS
Be
6 cy
l, 6.
7l E
uro
36
R1
06 T
D21
ISB
e 6
Cyl
Eur
o 5
Tru
ck
Cat
erp
illa
r C
4.4
V90
3 (V
ee8
)C
ater
pilla
r C
-16
Ca
terp
illa
r C
9
MT
U 8
V 1
99 T
E2
0C
ate
rpill
ar
C 6
.6M
TU
8V
199
TE
21
V12
-180
0
MT
U M
T 8
81
Ka-
500
Mer
ced
es-B
enz
OM
612
2.7
L 5c
lyS
TE
YR
MO
TO
RS
SE
286
E40
Po
wer
Str
oke
7.3-
liter
V-8
MT
U M
T 8
83
ST
EY
R M
OT
OR
S M
16 S
CI
950
Plu
sS
TE
YR
MO
TO
RS
M1
4 V
TI
Mer
ced
es-B
enz
OM
642
3L V
6N
apie
r Li
on II
VG
T50
0A
GT
-15
00C
mul
ti-fu
el t
urb
ine
DH
200A
4/V
4/R
433
00 A
ero
Eng
ine
MT
U 1
0V 8
90
Cos
wo
rth
LHF
E-
2 cy
lH
urr
ican
e D
ID 6
00
Nap
ier
Sab
re H
-24
VA
AR
801R
V4
(2-
stro
ke)
Sch
rick
SR
350
iA
R74
1-1
101
Arr
ius
2B2
MyT
6"
MT
R 3
90G
E T
700
-71
0DR
TM
322-
01/9
A
Hon
eyw
ell 5
5-G
A-7
14A
MyT
14"
Engine
kW / kg
Figure 6: A plot of specific power
Power Density
0
10
20
30
40
50
60
70
FM
/ALC
O 2
51 F
(8
cyl)
Ya
nmar
L4
8AE
-DE
Ya
nmar
L7
0AE
-DE
1206
E-E
70T
TA
Hat
z 4L
41C
1103
C-3
3M
TU
16V
M70
ST
EY
R M
OT
OR
S M
12N
api
er L
ion
II
MA
N D
0834
MA
N D
2066
Isu
zu 4
BD
1T
Cat
erp
illa
r 3
126E
Cat
erpi
llar
C32
AC
ER
TD
etr
oit
Die
sel 6
V-5
3T
D13
-900
Ca
terp
illar
C-1
6M
P8
US
07 4
85M
Cat
erp
illa
r C
76V
19
9 T
E20
ST
EY
R M
OT
OR
S M
14
VT
IC
ate
rpill
ar C
-18
4R 1
06
TD
216R
106
TD
21
Cat
erp
illa
r C
9S
TE
YR
MO
TO
RS
SE
286E
40
V12
-18
009
50 P
lus
ST
EY
R M
OT
OR
S M
16
SC
IM
TU
8V
199
TE
20
Co
swor
th L
HF
E-
2 cy
lC
ate
rpill
ar C
6.6
Ca
terp
illar
C 4
.4M
TU
8V
199
TE
21
Hu
rric
ane
DID
600
3300
Aer
o E
ngin
e
DH
200A
4/V
4/R
4V
GT
500
AG
T-1
500
C m
ulti
-fue
l tu
rbin
eN
apie
r S
abre
H-2
4 V
A
MT
U M
T 8
81 K
a-5
00S
chri
ck S
R3
50i
MT
U M
T 8
83A
rriu
s 2B
2
MT
U 1
0V
890
AR
741
-11
01
AR
801R
MT
R 3
90V
4 (2
- st
roke
)
RT
M32
2-01
/9A
GE
T70
0-71
0D
Hon
eyw
ell 5
5-G
A-7
14A
MyT
6"
MyT
14"
Mer
cede
s-B
enz
OM
612
2.7
L 5
cly
Me
rce
des-
Ben
z O
M64
2 3L
V6
ISB
e 4
Cyl
Eu
ro 5
Tru
ck
ISB
e 6
cyl,
6.7l
Eur
o 3
Po
we
r S
trok
e 7
.3-l
iter
V-8
ISB
e 6
Cyl
Eu
ro 5
Tru
ckIS
Le 6
Cyl
Eur
o 5
Tru
ck/C
oach
V9
03 (
Vee
8)Engine
MW / m³
Figure 7: A plot of power density
Note: Power density can not be calculated for those engines with no volumes listed, i.e. the Cummins, Ford or Mercedes Benz engines.
3.1 Identification of “Classes”
From the figures above it is clearly evident that the MyT can be classified by a variety of means. Regardless of classification, it is plainly obvious that the MyT engine is grouped with the best of those in each of the comparison sets. However, the detailed class comparisons are progressed using just specific power and power density as the two primary metrics.
It is acknowledged that additional classes can be considered. The two selected metrics for establishing each class are the only two compound metrics. More information is conveyed through the use of the compound metrics.
The singular metrics are considered briefly after the detailed comparisons arising from the compound metrics.
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4. Detailed Comparisons
The detailed comparisons examine the top 10 engines in both specific power and power density. The weight, gross volume, power and torque are compared for each of the top 10 engines for both classes.
4.1 Specific Power Class
The top 10 engines in terms of specific power as per figure 6, are listed in table 2, below.
Table 2: Specific Power: Top 10 Engines
Ser Engine SpecificPower
(kW / kg) (a) (b) (c)
1Martin Aircraft V4 engine
2.50
2 Schrick SR350i 2.55 3 AR741-1101 2.66 4 Arrius 2B2 3.83 5 MyT 6" 5.08 6 MTR 390 5.53 7 GE T700-710D 7.23
8Rolls-Royce Turbomeca RTM322
8.32
9Honeywell 55-GA-714A
10.08
10 MyT 14" 32.91
Interestingly, all of these engines, except for the MyT engines are for aircraft of some description and most are not piston engines. It is not until about a third of the way through the entire list in figure 6, above, that the first dedicated land platform application is rated, i.e. the MTR 10V 890 for the Puma. Thus the 14” MyT engine appears to outclass all engines in specific power, even the Honeywell engines for the M1 tank and the CH47 helicopter.
The detailed comparisons of these 10 engines across the four criteria are depicted in figures 8 – 11 below.
Dry Weight
0
100
200
300
400
Sch
rick
SR
350i
AR
741-
1101
MyT
6"
Mar
tin A
ircra
ft V
4 en
gine
MyT
14"
Arr
ius
2B2
MT
R 3
90
GE
T70
0-71
0D
Rol
ls-R
oyce
Tur
bom
eca
RT
M32
2
Hon
eyw
ell 5
5-G
A-7
14A
Engine
kg
Figure 8: Specific Power Top 10 – Weight
Gross external engine volume
0.0
0.2
0.3
0.5
0.6
MyT
6"
AR
741-
1101
Sch
rick
SR
350i
MyT
14"
Mar
tin A
ircra
ft V
4 en
gine
GE
T70
0-71
0D
Arr
ius
2B2
Hon
eyw
ell 5
5-G
A-7
14A
Rol
ls-R
oyce
Tur
bom
eca
RT
M32
2
MT
R 3
90
Engine
m³
Figure 9: Specific Power Top 10 – Volume
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Land Warfare Conference 2012 Melbourne Oct/Nov 2012
Power
0
1000
2000
3000
4000
Sch
rick
SR
350i
AR
741-
1101
MyT
6"
Mar
tin A
ircra
ft V
4 en
gine
Arr
ius
2B2
MT
R 3
90
GE
T70
0-71
0D
Rol
ls-R
oyce
Tur
bom
eca
RT
M32
2 MyT
14"
Hon
eyw
ell 5
5-G
A-7
14A
Engine
kW
Figure 10: Specific Power Top 10 – Power
Torque
0
1500
3000
4500
6000
V4
(2-
stro
ke)
MyT
14"
Sch
rick
SR
350i
AR
741-
1101
MyT
6"
Arr
ius
2B2
MT
R 3
90
GE
T70
0-71
0D
RT
M32
2-01
/9A
Hon
eyw
ell 5
5-G
A-7
14A
Engine
Nm
Figure 11: Specific Power Top 10 – Torque
From the four graphs above, a visual inspection reveals that the MyT engine is small, light, and powerful and has an enormous amount of torque. It weighs about the least and occupies about the least space in the engine bay yet is only out powered by the Honeywell 55 GA-714A used in large helicopters. Although, only one of the aircraft engines had any torque figures listed in the OEM product specification literature or websites, the claim of ~5000Nm for the MyT engines rather substantial. Thus the MyT engine may be a suitable power pack candidate for
future aircraft both occupied and remotely piloted as well as the full range of land borne platforms and possibly even a selection of marine vessels.
4.2 Power Density Class
The top 10 engines in terms of power density are listed in table 3 below.
Table 3: Power Density: Top 10 Engines
Ser Engine
Power
Density
(MW / m³)
(a) (b) (c) 1 MTU 10V 890 1.306 2 AR741-1101 1.639 3 AR801R 1.823 4 MTR 390 1.915
5Martin Aircraft V4 engine
2.222
6Rolls-Royce Turbomeca RTM322
4.886
7 GE T700-710D 10.399 8 Honeywell 55-GA-714A 10.665 9 MyT 6" 10.878 10 MyT 14" 63.157
Again, all of these engines, except for the MyT engines and the MTU 10V 890 are for aircraft. Also the MyT engines appear to outclass all engines in power density, even the Honeywell engines for the M1 tank and the CH47 helicopter.
The detailed comparisons of these 10 engines across the four criteria are depicted in figures 12 – 15 below.
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Land Warfare Conference 2012 Melbourne October 2012
Dry Weight
0
250
500
750
1000
AR
741-
1101
MyT
6"
AR
801R
Mar
tin A
ircra
ft V
4 en
gine
MyT
14"
MT
R 3
90
GE
T70
0-71
0D
Rol
ls-R
oyce
Tur
bom
eca
RT
M32
2
Hon
eyw
ell 5
5-G
A-7
14A
MT
U 1
0V 8
90
Engine
kg
Figure 12: Power Density Top 10 – Weight
Gross external engine volume
0.0
0.2
0.4
0.6
0.8
MyT
6"
AR
741-
1101
AR
801R
MyT
14"
Mar
tin A
ircra
ft V
4 en
gine
GE
T70
0-71
0D
Hon
eyw
ell 5
5-G
A-7
14A
Rol
ls-R
oyce
Tur
bom
eca
RT
M32
2
MT
R 3
90
MT
U 1
0V 8
90
Engine
m³
Figure 13: Power Density Top 10 – Volume
Power
0
1000
2000
3000
4000
AR
741-
1101
AR
801R
MyT
6"
Mar
tin A
ircra
ft V
4 en
gine
MT
U 1
0V 8
90
MT
R 3
90
GE
T70
0-71
0D
Rol
ls-R
oyce
Tur
bom
eca
RT
M32
2 MyT
14"
Hon
eyw
ell 5
5-G
A-7
14A
Engine
kW
Figure 14: Power Density Top 10 – Power
Torque
0
1500
3000
4500
6000V
4 (2
- st
roke
)
MT
U 1
0V 8
90
MyT
14"
AR
741-
1101
AR
801R
MyT
6"
MT
R 3
90
GE
T70
0-71
0D
RT
M32
2-01
/9A
Hon
eyw
ell 5
5-G
A-7
14A
Engine
Nm
Figure 15: Power Density Top 10 – Torque
From the four graphs above a visual inspection reveals that the MTU 10V 890 is the largest and heaviest of the top ten. And although is it considered a modern engine it still lags the 14” MyT engine by a significant margin; which as almost twice the torque and twice the power for about a 10th of the weight and about a 20th of the gross volume. Again, it appears that the MyT engine may be a suitable power pack candidate for future aircraft both occupied and remotely piloted as well as the full range of land borne platforms and possibly even a selection of marine vessels.
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Land Warfare Conference 2012 Melbourne Oct/Nov 2012
4.3 Other Classes
Considering two other classes in which the MyT engine can be categorised, namely size and weight, it is clearly evident from the data in figures 2 – 7 that the MyT engine may be a suitable power pack candidate for other military platforms. These include but are not limited to future plant and equipment such as generators, pumps and air-conditioner units.
5. Potential Benefits
Should the ADF take up the MyT engine once it matures to a suitable TRL, then there are a number of benefits which may accrue and be realised.
It would simultaneously enable the competing demands of protection and mobility of modern combat vehicles to be met without detriment to either factor. The weight and space savings could enable additional stores for extended range, greater firepower or any situationally or tactically optimised combination. Possibly even the carriage of additional troops and/or equipment.
Furthermore, the better fuel economy [27],improved RAM, and fleet commonality would contribute directly to a reduction of the logistic support footprint and the demands on the supply chain. This then translates into a reduction in the overall risk profile of an operation as there is less demand for logistic support personnel to be either in or transiting through the contested combat areas.
The MyT engine provides a means for the ADF to move towards a single engine type for all of its land vehicles, plant and equipment. Aircraft OEMs have the opportunity to offer platforms in current form factors with greatly enhanced characteristics such as transit range and speed, time on station, pursuit speed or payload. Even if it was just confined to the
manned vehicle fleets the expected payoffs would be substantial.
6. Potential Applications
The range of potential applications for the MyT engine is extensive. From a cursory analysis it could be used in maritime vessels up to and including Armadale class patrol boats; air-cushion vehicles – both for the propulsion and for the generation and maintenance of the air-cushion, helicopters; all types of ground vehicles; jet packs-both manned and unmanned, and other aircraft-for example self-powered remotely-piloted air cargo pallets; plant and equipment such as generators, pumps, air-conditioner units and ground servicing equipment and emergency control and support equipment.
In terms of using the MyT engine in ground vehicles, the characteristics of it open up many new possibilities. Examples are powered bogies for both road trains and railway cars. Fundamental redesign of power trains is possible because of the small sized of the MyT engine. This could lead to faster, lighter, and more powerful yet still air transportable ground mobility vehicles with greater payloads, endurance and/or protection
A miniaturised form factor opens up many possibilities. It could be considered a better replacement for dental drills and other air tools. Micro / nano / pico UAVs could be powered with user refillable compressed air containers thus greatly reducing their entire emissive signatures. Powered hand tools would also benefit from the use of the MyT engine in various small form factors.
It is expected that the efforts required to develop large scale variants of the MyT engine would also be worth the cost. This would then give scope for it to be used in large ocean going vessels. Also it could be used for large electrical generation plants in remote localities which do not have access to a suitable electricity grid. This could be
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Land Warfare Conference 2012 Melbourne October 2012
in either the driving or driven modes of operation, with hydrothermal energy being the power source in the second case.
Where-ever there in an internal combustion engine, pump, compressor or air powered motor currently in use there is scope for a more powerful, smaller, lighter and more efficient option to be employed using the MyT engine design. Even current hybrid systems would stand to benefit of such advances as may be realised by the MyT engine. Much more work remains to be done, to ratify the initial claims, then bring this new engine design to maturity and finally to market it—legally. [28]
7. Conclusion
The MyT clearly outperforms and outclasses all of the COTS/MOTS power packs considered. The 14” MyT engine weighing 68 kg, occupying 0.035 m³ and with a claimed output of 2238 kW has a minimum specific power of 32.91 kW/kg and a power density of 63.156 MW/m³.[29]
The levels specific power and power density for internal-combustion piston engines within the current ADF inventory are clearly sub-par in comparison to the MyT engine. Notwithstanding any other benefits, there is no valid or logical justification for the ADO to ignore the MyT engine any longer. As a matter of priority the MyT engine needs to be investigated and the claims ratified so that its output characteristics and general dimensions may be the default essential specifications for power packs across multiple platforms in either block upgrades or initial acquisitions. The Australian Defence Industry has a brilliant opportunity to pre-empt the ADF in the uptake of this technological break-through to the mutual benefit.
8. Annex
A. Quinn’s Quilt [30]
9. References
Bender, A., L400 S&T Support, DSTO Internal Presentation, 30 Jul 2012
http://americas.cosworth.com/defense/lightweight-heavy-fuel-engines/
http://en.wikipedia.org/wiki/Napier Lion
http://en.wikipedia.org/wiki/Napier Sabre
http://en.wikipedia.org/wiki/Turbomeca_Arrius
http://martinjetpack.com/technical-information/v4-engine.aspx
http://pesn.com/2010/04/08/9501634_MYT_Engine_6-inch_version_could_go_into_production_soon/
http://pesn.com/2011/04/23/9501814_Russian_firm_claims_MYT_engine_design_its_own/
http://pesn.com/2011/05/20/9501830_MYT-6_Engine_Signed_for_Strategic_Commercialization/
http://www.4btswaps.com/forum/showthread.php?7348-Isuzu-4BD1T-Introduction.
http://www.angellabsllc.com/2006-02-13%20LA%20Auto_photo.html
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Land Warfare Conference 2012 Melbourne October 2012
http://www.angellabsllc.com/2006-02-13%20Sema%20Show_photo.html
http://www.angellabsllc.com/AirMotoringResearch.html
http://www.angellabsllc.com/news_nasa.html
http://www.angellabsllc.com/news2.html
http://www.angellabsllc.com/specs.html
http://www.angellabsllc.com/specs.html
http://www.angellabsllc.com/video/animation.xls
http://www.csiro.au/science/TiRO
http://www.deltahawkengines.com/econom00.shtml, et al
http://www.deltahawkengines.com/object00.shtml
http://www.fairbanksmorse.com/engines/engine_fm_alco_251.php
http://www.geaviation.com/engines/military/t700/t700-701d.html
http://www.internationalpowerstroke.com/67psd.html
http://www.mtu-online.com/mtu/products/engine-program/diesel-engines-for-wheeled-and-tracked-armored-vehicles/engines-for-light-and-medium-weight-vehicles/detail/product/975/cHash/fd3c89d1beb26a6e0724d108e2296c63/?L=pmhwhvenqzrqht
http://www.perkins.com/cda/files/2484142/7/1206E-E70TTA+IOPU+PN1962.pdf
http://www.perkins.com/cda/files/285876/7/1103A-33G+ElectropaK+PN1780.pdf
http://www.perkins.com/cda/files/285897/7/1103C-33+Engine+PN1700.pdf
http://www.rolls-royce.com/Images/MTR390_tcm92-6709.pdf
http://www.rtbot.net/Mercedes-Benz_OM612_engine
http://www.steyr-motors.com/automotive/engines/diesel-engine-6-cylinder-3200-cm3-m16/
http://www.whnet.com/4x4/pix/OM642.pdf
https://acc.dau.mil/adl/en-US/25811/file/3206/TRL%20Calc%202_2.zip
https://acc.dau.mil/CommunityBrowser.aspx?id=25811
https://en.wikipedia.org/wiki/Ford_Power_Stroke_engine
OEM Product Brochure - No.3, Seatek – Marine (medium boat) applications, diesel
OEM Product Brochure – CAT 6757877, 2006
OEM Product Brochure – CAT C18 Military Diesel Engine, 2011
OEM Product Brochure – CAT C4.4 Military Diesel Engine
OEM Product Brochure – CAT C6.6 Military Diesel Engine
OEM Product Brochure – CAT C9 Military Diesel Engine, 2011
OEM Product Brochure – CAT Industrial Engine Ratings Guide, page 19, LECH3874-11 (2-11)
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Land Warfare Conference 2012 Melbourne Oct/Nov 2012
OEM Product Brochure – CAT LEHT9326 (8-99)
OEM Product Brochure – Cummins Bulletin 4087195, Aug 2011
OEM Product Brochure – Cummins Bulletin 4951351, UK, 7/10
OEM Product Brochure – Cummins Bulletin 4951351, UK, 7/10
OEM Product Brochure – Cummins Bulletin 4951352, UK, 7/10
OEM Product Brochure – Cummins Bulletin 4971323, July 2010
OEM Product Brochure – Detroit 3SA402 0010, 2000
OEM Product Brochure – HATZ Deisel L Series, 5/569 ENG - 02.08 - 1
OEM Product Brochure – Honeywell: PA00-2613, May 2000
OEM Product Brochure – Honeywell: PA02-2993B, April 2002
OEM Product Brochure – Jabiru, 3300 Aero Engine
OEM Product Brochure – LEDT7014-01, 2007
OEM Product Brochure – Mack: A Sales Engineering Publication, ENG139 1001519_9B 04/04/2008
OEM Product Brochure – MAN D 114.482/E - mu 11092
OEM Product Brochure – MAN D 114.483/E - mu 11092
OEM Product Brochure – MAN, D114567/E
OEM Product Brochure – Marine Diesel: Marine (medium boat) applications, diesel
OEM Product Brochure – MTU 3230991, 2/10, VMD 2010-09
OEM Product Brochure – MTU 3231111, 2/10, VMD 2010-09
OEM Product Brochure – MTU 3231131, 2/10, VMD 2010-09
OEM Product Brochure – MTU 3232171, 2/10, VMD 2010-09
OEM Product Brochure - MTU Friedrichshafen GmbH brochure, www.mtu-online.com
OEM Product Brochure – MTU Marine Diesel Engines 12V/16V 2000 M70 for Vessels with High Load Factors (1B)
OEM Product Brochure – Schrick: diesel/Kerosene for UAVs
OEM Product Brochure – Schrick: lightweight gasoline engine for UAVs
OEM Product Brochure – Steyr Motors: 25kW Diesel Electric Generator, August 2011
OEM Product Brochure – Steyr Motors: MONOBLOCK DIESEL, [Marine engine series - SE 6 cylinder]
OEM Product Brochure – Steyr Motors: STEYR MONOBLOCK DIESEL - FOR HEAVY DUTY DEMANDS
OEM Product Brochure – UAV Engines Ltd: AR741 - 38 bhp
OEM Product Brochure – UAV Engines Ltd: AR801 - 51 bhp
OEM Product Brochure – VCOMB 0636 May 2009
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OEM Product Brochure – VOLVO PENTA, 47701285
OEM Product Brochure – Yanmar Service Manual, Industrial Diesel Engine, Model: L—A Series
Taleb N. N., The Black Swan: Second Edition: The Impact of the Highly Improbable, Random House, USA, 2010
US Patent 7438044 B2
US Patent: 6,739,307 B2
http://www.marinediesel.se
http://www.schrick.com
http://www.seatek-spa.com
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10. Annex A
Figure A-1: Quinn’s Quilt [31]
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11. Endnotes
1 http://www.angellabsllc.com/ 2 http://www.angellabsllc.com/specs.html 3 Taleb, 2010 4 Bender, 2012 5 http://www.angellabsllc.com/news_nasa.html 6 http://www.angellabsllc.com/2006-02-13%20Sema%20Show_photo.html 7 http://www.angellabsllc.com/2006-02-13%20LA%20Auto_photo.html 8 http://www.angellabsllc.com/ 9 http://pesn.com/2010/04/08/9501634_MYT_Engine_6-inch_version_could_go_into_production_soon/ 10 US Patent: 6,739,307 B2 11 http://www.angellabsllc.com/ 12 US Patent: 6,739,307 B2 13 http://www.angellabsllc.com/ 14 US Patent: 6,739,307 B2 15 http://www.angellabsllc.com/ 16 http://www.angellabsllc.com/video/animation.xls 17 US Patent: 6,739,307 B2 18 http://www.angellabsllc.com/ 19 http://www.angellabsllc.com/news2.html 20 US Patent: 6,739,307 B2 21 http://www.angellabsllc.com/ 22 http://www.angellabsllc.com/AirMotoringResearch.html 23 http://www.angellabsllc.com/specs.html 24 https://acc.dau.mil/CommunityBrowser.aspx?id=25811 25 https://acc.dau.mil/adl/en-US/25811/file/3206/TRL%20Calc%202_2.zip 26 http://www.csiro.au/science/TiRO 27 http://www.angellabsllc.com/news2.html 28 http://pesn.com/2011/04/23/9501814_Russian_firm_claims_MYT_engine_design_its_own/ 29 http://www.angellabsllc.com/specs.html 30 Bender ibid 31 Bender ibid
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