ADEPT identified the opportunity to satisfy the need for modern, fuel efficient engines to power existing and new light aircraft and has designed, developed and tested, and is now manufacturing a range of General Aviation engines specifically to address our customer requirements.
Our competitive advantage lies in considerable weight saving, robust and compact design (allowing installation into a wide range of airframes, ranging from utility to competition aircraft, including rotorwing applications), superior engine management, fuel efficiency and reduced maintenance costs.
The 360T+ model variant is also available with simulated engine performance data available upon request. Please contact our sales team for further information.
FIXED WING TRACTOR
High Performance / Safety and Reliability / Efficiency / Extended Range and Endurance / Easy Integration to Airframe / Low Operating Costs
Responsive Power Delivery / Aerobatic Capability / High Performance / Light Weight / Reduced P Factor
FIXED WING PUSHER
Liquid Cooling / Designed for Pusher / Efficiency / Safety and Reliability / Low Operating Costs
Electronic Engine Control / Reduced Pilot Workload / Reverse Feathering Prop Option / Increased Payload / Reduced Environmental Impact
Hot and High Performance / Low Fuel Burn / Increased Payload / Safety and Reliability / Vertical Mount Options / Low Operating Costs
Unleaded Automotive Fuel / Flexible Drive Output Locations / Emission Compliance / High Performance and Efficiency / Light Weight / Ease of Maintenance and Operation
Low Noise Emissions / Low Fuel Burn / Low IR and EMI Signature / Electronic Integration
AG FIXED WING
Multi-Fuel / Reduced Pilot Workload / Reliable Performance / Increased Payload / Low Operating Cost
Multi-Fuel / Low Fuel Burn / Reliable Performance / Increased Payload / Low Operating Cost
Frequently Asked Questions
Here are some frequently asked questions about our engines. If you have any additional queries, please make contact…
What is the cubic capacity of the engine?
Just less than 3.2 litres (195 Cubic Inches).
What is the bore/stroke ratio?
The engine has a fairly oversquare bore/stroke ratio (98mm x 70mm) in order to keep piston speed low, as well as fairly short con rods. The short rods give higher piston acceleration which helps in good cylinder filling early on the intake stroke. Narrow and light piston/ring components tolerate high acceleration well.
Is the engine suitable for operation in non-certified helicopter applications?
Whilst the company is focussing initially on fixed wing applications only, the engine is ideal for helicopter operation, as it can optionally be adapted to be mounted in any orientation, and can be optimised to provide high power and torque at constant speed as required in rotary wing applications. The PSRU also is ideally suited to installation in legacy helicopters which use belt drives to the rotors.
Why is the ADEPT Airmotive not a compression ignition (diesel) engine?
Although diesel has certain advantages with regards to fuel consumption and economy, we don’t believe that compression ignition technology is best suited to GA applications.
Among the reasons for this are:
- Poor relationship between torque and power
- If used at high altitudes Jet A has to be used as it contains an anti-freeze which diesel fuels do not have
- Compression ignition engines have to be heavier to contain higher bearing loads
- Diesel engines have poor power to weight ratios
- Typical harshness of Diesel engines require complex vibration isolating solutions
- Harsh firing impulses of Compression ignition engines has a negative effect on reduction gearbox and propeller life
- Satisfactory power generation generally requires high turbo boost with related reliability problems
- Diesel fuel weighs more than gasoline
- We can meet the fuel consumption targets by using an efficient gasoline engine
What aircraft will be using the ADEPT engines?
The 320HP engine is currently fitted to the all composite SA Ravin 500 (a South African designed and manufactured aircraft similar to the Piper Comanche). The combination of the ADEPT engine and the Ravin airframe results in one of the finest GA aircraft in the world, with an operating radius of over 1900NM (3500Km) and a 12 hour endurance capability. ADEPT is working with a number of Non Type Certified airframe OEMs as well as a wide range of aircraft builders and owners flying aircraft ranging from Super Cubs, Lancairs, Velocitys and aircraft used in crop spraying and humanitarian operations. In addition the engine is ideal for legacy aircraft engine replacements once certification is obtained.
What advantages does the ADEPT range of engines have over the traditional “Lycontasaurus” type engines?
The ADEPT motor uses best practice current engine technology, and is therefore extremely economical and reliable. The ADEPT motor offers affordable acquisition and maintenance costs.
What is the expected TBO of the ADEPT engine?
TBO is being determined with our monitored flight programme. The engine has been designed with a targeted TBO in excess of 2000 hours.
What is the advantage of a 120° V6 layout?
It is a compact design offering high efficiencies, light weight, low vibration levels and high structural integrity leading to long engine life.
Does the ADEPT motor rev higher than existing engines – and does this not lead to rapid engine wear?
Current technology gasoline engines are most efficient at higher RPM than the RPM range at which the traditional type engines usually operate. The ADEPT engine’s average piston speed is in fact lower than that of conventional GA engines due to the optimum bore/stroke ratio used.
The ADEPT engine uses a PSRU – are these units not a potential source of problems?
The ADEPT PSRU is a robust and thoroughly engineered unit. It is an integral part of the engine structure. The PSRU reduction ratio has been selected to provide low noise, and complete absence of annoying and dangerous harmonics. Robust gear forms, and the use of a combination of extremely robust ball and roller bearings for radial shaft support, and taper roller bearings for both pusher and tractor thrust loads ensures reliability and durability. The unit also incorporates a cush-drive in order to protect the rest of the engine from prop strikes.