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Liberty's products are all powered by gas turbine engine technology. Each levels 1, 2 and 3 have slightly different compressors and power sections, but for discussion purposes we divide them by Horse Power Ranges. 50-200, 250-600, 1100-1800 hp. As our customers learn the basics theory of operation and how a gas turbine converts heat energy into torque with use of internal blades and planetary transmission; it becomes apparent to each customer completing his training course, that much of the physical appearances of each size gas turbine engine has remained relative constant over time. The main differences has more to do with how complex is the flow of hot gases inside the turbine engine. The Liberty 500TT is powered by 100 hp or Level 1 (50-200 hp). Although it is possible for the light weight turbine trainer to fly on 50 hp, it would be under powered as its predecessor called the mini 500. The advantage of starting with very small hp and torque allows a design to establishes a baseline that the aircraft cannot fly (Absolute Minimum). Building tooling for Level 1 allows for special applications to be considered with relative small increased in engine weight without jumping into a much more complex and heavier gas turbine engine of Level 2. The Liberty 800TT and 2500TT is powered by level 2 style gas turbine engines (250-600 hp). The Liberty 4000TT is powered by level 3 style gas turbine engine (1100-1800 hp). Outside Diameter about 24 inches, twice as large as Level 1, (12 inch outside diameter) but the physical appearance is the same as they are both called reverse flow gas turbine engines. The fuel consumption or fuel efficiency on all three groups of engines is related to several internal design considerations. The compressor stage on Level 1 operates about 4.7 to 1. The compressor stage on Level 2 operates at about 7.5 to 1. The compressor stage on Level 3 operates at about 12.5 to 1. As the compression ratio increased, so does the cost of the components to manufacture the gas turbine engine. Then as the compression ratio increases, so does the internal temperature of the compressor blades at each stage. At some point, the cost to produce additional stages with higher compression ratios simply out weights any advantages in fuel savings because limitations in the current design. Liberty can manufacture the current technology engines as they are designed but they can only be as fuel efficient as the original design. As the price of fuel continues to rise, Liberty has proposed a new design to ICS that will require new tooling for a new generation of high efficiency gas turbines with combined fuel efficiencies approaching 55 to 57 percent as demonstrated on University Thermodynamic Gas Turbine Simulators. The smart investor, would certainly see the advantage of combining the tooling for both the older generation gas turbine engine along with the new features of the new High Efficiency gas turbine engine. Even if Liberty failed to meet the target efficiency of 57%, we are confident that we will greatly surpass the current fuel efficiencies of 23-33 percent using the current gas turbine designs. Liberty has a team of experts from the gas turbine industry. They include university professors and international renown thermodynamic simulation software experts. They enjoy many degrees and a life time of experience and completed projects. These individuals all agree that this target efficiency can be obtained with the proper funding and that the time is right to license this kind of new technology using a large project with 4 models of aircraft as a funding base. This would be an enormous marketing advantage and to put into motion the technology for maximum long term market share. In addition, other competitors will likely ask to license our new JV technology to install in their products because of the increased fuel efficiency.
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