Turboshaft 1,200 shp Gas Turbine Engine

Project 1221 has opted to develop its own innovative TURBINE TECHNOLOGY, encompassing very small turbines for unmanned aerial vehicles (UAV), hybrid/electric multi-fuel turboshafts for land, marine and helicopter applications, general aviation turboprops and turbofans for civil and military applications, including engines for SUPERSONIC AIRCRAFT.

All types of Project 1221 engines present a lower weight and smaller overall dimensions, a lower number of complicated and expensive components, a longer service life with lower service costs, greater reliability and increased capability to maintain constant power, compared to even the most advanced of all the currently available "conventional" gas turbine engines of equivalent performance. Additionally, manufacture of experimental units as well as operational development and certification of production engines are considerably simplified, while overall cost reduction is impressive.

Besides adopting these gas turbine engines for our own upcoming vehicles, craft and aircraft, Project 1221 intends to commercialize the automotive/marine turboshafts, as well as the aero turboshafts, turboprops and turbofans, as soon as possible.

Therefore, Project 1221 would consider forming alliances with major industrial or financial partners in order to express the full potential of the described engine technology and to boost its commercial exploitation, in both civil and military applications.


Variable-cycle turboshaft and turboprop engines with unique capabilities; Implementation of a variable cycle, without variable-incidence turbine vanes; Power range up to approximately 2.350 shp.

                                             INDICATIVE DATA
•Power: 800 shp (nominal) - 1,200 shp (maximum)
•Torque (maximum): 1,431 Nm
•RPM of output shaft: 8,000
•RPM of compressor turbine: 41,000
•RPM of power turbine: 26,300
•Weight 110kg, Width 390 mm, Height 390mm, Length 800 mm

Thanks to a double power take-off, our automotive/marine gas turbine engine can be combined at the same time with a conventional gearbox and with an electric generator/motor (increasing torque to 1,802 Nm) or air turbine, offering great flexibility (hybrid and zero-emission capability) and the opportunity to pursue a variety of applications, with exceptional cost and weight reductions.

Notably, the Project 1221 turboshaft / turboprop has the unique capability to deliver the same performance as a conventional turboshaft / turboprop of 50% larger capacity, while employing a transmission of 80% smaller capacity.

The engine presents a usual thermodynamic cycle: pressure ratio 8.0, gas temperature 1 450 - 1 500 K, specific fuel consumption (kerosene) 0.240 - 0.250 kg/hp.hour (without heat exchanger) or 0.165 - 0.185 kg/ (with heat exchanger).

Thanks to its variable cycle the operating engine presents the following features and capabilities (among others), some of which are indeed unique:

[1] Significant variations of engine parameters depending on operative conditions;

[2] Optimization of collaboration of consumer (prop) and engine;

[3] At the detection of an engine fault by the monitoring and diagnostics system, the control system can automatically and independently reduce the gas temperature or the rotation speed without decrease of engine power;

[4] Large change (up to 20%) and safeguarding of necessary reserves of compressor immunity on all engine power settings;

[5] Preservation of engine power up to 55C of ambient temperature;

[6] Decrease of gas temperature by 100 - 150K without decrease of engine power;

[7] Increase of engine power by 40% - 50% without increase of gas temperature;

[8] Air tapping behind the compressor (up to 20%) and power take-off from the compressor turbine rotor (up to 40%) without decrease of engine power and without increase of gas temperature;

[9] Air tapping behind the compressor (up to 55%) and power take-off from the compressor turbine rotor (up to 100%) without increase of gas temperature, at both minimal rotor speed and minimal power of the power turbine;

[10] Improvement of engine start-up and decrease of acceleration time at low rotation speed of the power turbine;

[11] Lower noise level;

[12] The protection of the rotors against spin-up is provided by means of a system of limitation of the gas temperature;

[13] The engine design has been adapted to the eventual application of a heat exchanger (recuperator), in order to further reduce fuel consumption;

[14] The usual materials and technologies are adopted.