Four Platforms. One Technology at the Core. A Cleaner Future in the Air.
From surveillance drones to a space-access vehicle, our product family shares the same fundamental breakthrough: propulsion powered by the atmosphere itself.
PRODUCT 01
Small Class Atmospheric Energy Surveillance Drone
A drone that keeps going because the atmosphere keeps giving.
What It Is
Our small-class surveillance drone looks, on the outside, much like any other fixed-wing UAV. What is different is everything underneath the skin. Instead of a battery pack with a fixed energy budget, this drone carries a closed-loop propulsion system that draws thermal energy from the air around it during flight and converts that energy into electrical power.
The result is a platform that is not constrained by the weight of batteries or the range limits they impose. It is not magic. It is thermodynamics. The same science that powers industrial heat engines, applied at drone scale for the first time.
How It Works
Think of it like this: the sun warms the atmosphere to a comfortable temperature. Our drone carries a very cold fluid in its wings. When warm air meets cold fluid, heat flows. That is physics, and it is unavoidable. We capture that heat, use it to drive a small turbine, generate electricity, and then recool the fluid so the cycle can repeat. The drone generates its own power as it flies.
The technical name for this is a closed-loop thermodynamic cycle, and the specific breakthrough that makes it work at aircraft scale is a proprietary high-speed condensation device developed by our engineering team. That device and the science behind it are what separate this platform from anything else currently flying.
Specification | Detail |
|---|---|
Development Stage | Proof-of-concept — hardware under manufacture (2026 target) |
Aerodynamic Benefit | Wing cooling produces measurable lift increase and drag reduction |
Best Used For | Surveillance, environmental monitoring, precision delivery |
Emissions | Zero direct carbon emissions |
Endurance | Extended beyond conventional battery limits |
Propulsion Output | 80 to 350 watts, continuous |
Wingspan | 1.5 to 2.5 metres |
Specification | Detail |
|---|---|
Development Stage | Proof-of-concept — hardware under manufacture (2026 target) |
Aerodynamic Benefit | Wing cooling produces measurable lift increase and drag reduction |
Best Used For | Surveillance, environmental monitoring, precision delivery |
Emissions | Zero direct carbon emissions |
Endurance | Extended beyond conventional battery limits |
Propulsion Output | 80 to 350 watts, continuous |
Wingspan | 1.5 to 2.5 metres |
Technical Specifications
Specification
Detail
Wingspan
Propulsion Output
Endurance
Emissions
Best Used For
Datalink
Development Stage
1.5 to 2.5 metres
80 to 350 watts, continuous
Extended beyond conventional battery limits
Zero direct carbon emissions
Surveillance, environmental monitoring, precision delivery
Wing cooling produces measurable lift increase and drag reduction
Proof-of-concept — hardware under manufacture (2026 target)
Who It Is For
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PRODUCT 02
Large-Class High-Endurance ISR Drone
When the mission cannot wait for a recharge, you need a different kind of drone.
What It Is
Our large-class ISR (Intelligence, Surveillance and Reconnaissance) drone is built for the missions that demand sustained aerial presence, the kind that current long-endurance platforms struggle to deliver. Where conventional high-endurance UAVs are typically limited to 24 to 40 hours before requiring fuel or recharging, our platform is designed around a propulsion system with no equivalent ceiling on endurance.
It is a bigger, more powerful version of the same atmospheric energy cycle used in our small-class drone, scaled to deliver 5 to 25 kilowatts of continuous power output. More wing area means more heat exchange surface, more energy captured, and greater sustained thrust.
The Operational Difference
For defence and security operators, the value of genuinely persistent aerial coverage is difficult to overstate. A platform that can maintain station continuously without returning to base and without a maintenance window driven by battery chemistry changes what is operationally possible. That is what this drone is designed to provide.
Specification | Detail |
|---|---|
Wingspan | 5 to 10 metres |
Propulsion Output | 5 to 25 kilowatts, continuous |
Development Stage | Target TRL 4 to 5 by 2027 |
Datalink | Encrypted; compatible with NATO-standard command architectures |
Best Used For | Persistent surveillance, maritime patrol, border monitoring, infrastructure oversight |
Emissions | Zero direct carbon emissions |
Payload | Available for full ISR payload integration |
Endurance | Operationally unlimited (subject to maintenance requirements) |
Specification | Detail |
|---|---|
Wingspan | 5 to 10 metres |
Propulsion Output | 5 to 25 kilowatts, continuous |
Development Stage | Target TRL 4 to 5 by 2027 |
Datalink | Encrypted; compatible with NATO-standard command architectures |
Best Used For | Persistent surveillance, maritime patrol, border monitoring, infrastructure oversight |
Emissions | Zero direct carbon emissions |
Payload | Available for full ISR payload integration |
Endurance | Operationally unlimited (subject to maintenance requirements) |
Technical Specifications
Specification
Detail
Wingspan
Propulsion Output
Endurance
Payload
Emissions
Best Used For
Datalink
Development Stage
5 to 10 metres
5 to 25 kilowatts, continuous
Operationally unlimited (subject to maintenance requirements)
Zero direct carbon emissions
Persistent surveillance, maritime patrol, border monitoring, infrastructure oversight
Encrypted; compatible with NATO-standard command architectures
Target TRL 4 to 5 by 2027
Who It Is For
Defence agencies, border protection authorities, maritime surveillance organisations, and commercial operators who need eyes in the sky reliably, continuously, and cleanly.
PRODUCT 03
Electric Propulsion System for Regional Aircraft
The range problem for electric aviation is real. We are engineering the answer.
What It Is
This is where our technology steps up to passenger aviation. Our regional aircraft propulsion system is designed for short-haul aircraft in the 25 to 35 metre wingspan class, broadly speaking the size of a regional turboprop or small regional jet. It provides continuous electrical power from the same atmospheric energy cycle used in our drone platforms, scaled to the power levels that passenger aviation requires.
The key thing to understand is what this means for an airline or aircraft operator: no hard range penalty compared to conventional aircraft, no need for hydrogen fuelling infrastructure, and zero direct carbon emissions during the flight. The aircraft charges its initial cryogenic load at the gate using a standard electrical connection and then generates the rest of its power from the atmosphere throughout the journey.
Why This Matters
The aviation sector is under real and growing pressure to reduce its carbon footprint. Battery-electric aircraft offer a partial solution for very short routes, but the physics of battery energy density means they cannot scale to useful regional aviation. Hydrogen aircraft are promising but require entirely new ground infrastructure at every airport. Sustainable aviation fuel helps but does not eliminate emissions.
Our approach sidesteps those constraints. The atmosphere is everywhere. No new infrastructure is required. In principle, the range limit is the same as any conventional aircraft, determined by the mission rather than by the energy store.
Specification | Detail |
|---|---|
Development Stage | Target TRL 5 to 6 by 2029 |
Thermodynamic Efficiency Ceiling | 73.7 percent (Carnot limit at operating temperatures) |
Aerodynamic Benefit | 18 to 26 percent lift improvement; 28 to 36 percent drag reduction under cruise |
Ground Infrastructure | Standard electrical supply for initial cryogenic charge only |
Emissions | Zero direct carbon emissions in flight |
Energy Source | Atmospheric thermal energy |
Power Output | 500 kilowatts to 2 megawatts, continuous electrical |
Target Aircraft Class | Regional aircraft, 25 to 35 metre wingspan |
Specification | Detail |
|---|---|
Development Stage | Target TRL 5 to 6 by 2029 |
Thermodynamic Efficiency Ceiling | 73.7 percent (Carnot limit at operating temperatures) |
Aerodynamic Benefit | 18 to 26 percent lift improvement; 28 to 36 percent drag reduction under cruise |
Ground Infrastructure | Standard electrical supply for initial cryogenic charge only |
Emissions | Zero direct carbon emissions in flight |
Energy Source | Atmospheric thermal energy |
Power Output | 500 kilowatts to 2 megawatts, continuous electrical |
Target Aircraft Class | Regional aircraft, 25 to 35 metre wingspan |
Technical Specifications
Specification
Detail
Target Aircraft Class
Power Output
Energy Source
Emissions
Ground Infrastructure
Aerodynamic Benefit
Thermodynamic Efficiency Ceiling
Development Stage
Regional aircraft, 25 to 35 metre wingspan
500 kilowatts to 2 megawatts, continuous electrical
Atmospheric thermal energy
Zero direct carbon emissions in flight
Standard electrical supply for initial cryogenic charge only
18 to 26 percent lift improvement; 28 to 36 percent drag reduction under cruise
73.7 percent (Carnot limit at operating temperatures)
Target TRL 5 to 6 by 2029
Who It Is For
Regional airlines, aircraft OEMs exploring zero-emission propulsion, and aviation technology investors looking for a credible, infrastructure-light path to net-zero regional flight.
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PRODUCT 04
Next-Generation Electric Space Access Vehicle
What if a space launch vehicle could refuel itself from the air?
What It Is
We appreciate this one takes some explaining. Our space access vehicle is a fully reusable, single-stage aircraft that takes off from a conventional commercial runway, reaches orbit, delivers its payload, and comes back to land on the same runway it departed from. Its propellant is liquid air, and it makes most of that propellant from the atmosphere during the flight itself.
The counterintuitive part is that this vehicle gets heavier during its atmospheric flight phase, not lighter. It is continuously condensing ambient air into liquid propellant as it accelerates. By the time it leaves the atmosphere, it has accumulated the fuel it needs for the orbital phase. That is what allows a single-stage vehicle to reach geostationary orbit without carrying an impractical mass of propellant at launch.
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A Note on Where We Are
This is our most ambitious programme, and we want to be clear about its current status. The integrated vehicle is at an early development stage, Technology Readiness Level 2 to 3. This means the concept is validated in physics and some subsystem technologies have been independently assessed, but full vehicle development is years away. The core condensation technology that enables this vehicle has been reviewed by Cranfield University. The 19 individual innovations integrated into the vehicle architecture are each documented to patent application standard.
We are not selling orbital launches today. We are building the technology that will make them possible, and we are looking for partners and investors who want to be part of that journey from the beginning.
Parameter | Value |
|---|---|
Gross Take-Off Weight | Approximately 920 tonnes |
Payload Delivered to Geostationary Orbit | 275 tonnes |
Launch Site | Conventional commercial runway — no specialised infrastructure required |
Take-Off Distance | Approximately 636 metres |
Time to Low Earth Orbit (atmospheric phases) | Approximately 40 minutes |
Reusability | Fully reusable with aircraft-like turnaround operations |
Liquid Air Propellant at Launch | 300 tonnes (remainder accumulated in flight) |
Maximum Propellant Capacity | 1,500 tonnes |
Effective Drag Reduction | 75 to 95 percent versus a conventional airframe at equivalent speeds |
Projected Cost per Kilogram to Orbit | £20 to £100 (versus thousands for current systems) |
Patent-Pending Innovations | 19 integrated breakthrough technologies |
Current Development Stage | TRL 2 to 3 for integrated vehicle; TRL 3 to 5 for individual subsystems |
Parameter | Value |
|---|---|
Gross Take-Off Weight | Approximately 920 tonnes |
Payload Delivered to Geostationary Orbit | 275 tonnes |
Launch Site | Conventional commercial runway — no specialised infrastructure required |
Take-Off Distance | Approximately 636 metres |
Time to Low Earth Orbit (atmospheric phases) | Approximately 40 minutes |
Reusability | Fully reusable with aircraft-like turnaround operations |
Liquid Air Propellant at Launch | 300 tonnes (remainder accumulated in flight) |
Maximum Propellant Capacity | 1,500 tonnes |
Effective Drag Reduction | 75 to 95 percent versus a conventional airframe at equivalent speeds |
Projected Cost per Kilogram to Orbit | £20 to £100 (versus thousands for current systems) |
Patent-Pending Innovations | 19 integrated breakthrough technologies |
Current Development Stage | TRL 2 to 3 for integrated vehicle; TRL 3 to 5 for individual subsystems |
Technical Specifications
Parameter
Value
Gross Take-Off Weight
Payload Delivered to Geostationary Orbit
Launch Site
Take-Off Distance
Time to Low Earth Orbit (atmospheric phases)
Reusability
Liquid Air Propellant at Launch
Maximum Propellant Capacity
Effective Drag Reduction
Projected Cost per Kilogram to Orbit
Patent-Pending Innovations
Current Development Stage
Approximately 920 tonnes
275 tonnes
Conventional commercial runway — no specialised infrastructure required
Zero direct carbon emissions
Approximately 40 minutes
Fully reusable with aircraft-like turnaround operations
300 tonnes (remainder accumulated in flight)
1,500 tonnes
75 to 95 percent versus a conventional airframe at equivalent speeds
£20 to £100 (versus thousands for current systems)
19 integrated breakthrough technologies
TRL 2 to 3 for integrated vehicle; TRL 3 to 5 for individual subsystems
What Makes This Different
-
It does not carry most of its propellant. It makes it from the air during flight.
-
It takes off and lands on a conventional runway with no launch pad and no vertical infrastructure.
-
It is fully reusable, targeting a turnaround measured in days rather than months.
-
A projected cost to orbit that is two orders of magnitude lower than current commercial systems.
-
275 tonnes to geostationary orbit, a payload capacity that no current launch vehicle matches.
