Aero-Marine Systems is building the software-defined future of GBA maritime transit. By integrating aerospace-grade flight control algorithms with Pearl River Delta carbon-composite supply chains, the EF-150 architecture completely decouples the hull from hydrodynamic drag—slashing energy requirements by 80% and making high-speed electric commuter routes commercially viable.
High-speed hydrofoiling is fundamentally an aerospace control problem. Because dynamic instability scales inversely with physical size, a sub-scale 3.56-meter vessel experiences higher natural oscillation frequencies than the full 28.5-meter craft. Successfully stabilizing the D1 in real-world harbor sea-states completely de-risks the flight control stack before scaling up to intermediate 20–30 passenger hulls and the final EF-150 platform.
Dual deterministic microcontrollers running real-time RTOS. Ingests dual IMUs, high-speed ultrasonic ride-height sensors, and a forward-scanning micro-LiDAR for wave feedforward compensation.
Scaled strictly according to Froude number criteria (Fn = 1.17). Operating at 13.4 knots simulates the wave-making, cavitation boundaries, and flap dynamics of the full-scale vessel at 38 knots.
Tested directly offshore at Hong Kong Science Park (Pak Shek Kok waterfront / Tolo Harbour). Swappable 48V LFP batteries eliminate shore charging needs during R&D, slashing sea-trial costs.
| Engineering Parameter | Full-Scale EF-150 (Commercial) | BAYWING-D1 (1:8 Demonstrator) | Scaling Law |
|---|---|---|---|
| Length Overall (LOA) | 28.50 m (93.5 ft) | 3.56 m (11.7 ft) | 1 : λ (λ = 8) |
| Foil Span (Beam) | 9.80 m | 1.22 m | 1 : λ |
| All-Up Displacement Mass | ~56,000 kg | ~109 kg | 1 : λ³ |
| Cruise Take-off Speed | 18.0 Knots (Take-off) / 38.0 Knots (Cruise) | 6.4 Knots (Take-off) / 13.4 Knots (Cruise) | 1 : √λ |
| Installed Powertrain | 2x 650 kW Pod Drives | 2x 1.0 kW Pods (2.0 kW Total) | Power Reqd ∝ λ3.5 |
| Battery Mass Budget | 1.2 MWh (~8,500 kg) | 1.0 kWh 48V LFP (~10 kg) | Sustains < 109 kg envelope |
| Primary Development Phase | Phase 3 (Full Commercial Build) | Phase 1 & 2 (HKSTP Incubation Core) | Zero-capex risk burn-in |
Legacy fast ferries rely on multi-megawatt diesel gas turbines pushing heavy displacement hulls. High marine fuel costs and escalating engine overhaul expenses compress operating margins. Our Fly-by-Wire control system enables a thermodynamic shift.
Fully submerged T-foils lift the hull completely above the waves at 18+ knots, decoupling the vessel from hydrodynamic displacement drag.
Triple-redundant Fly-by-Wire software reads IMUs and LiDAR, adjusting submerged flaps 100x/sec to neutralize Victoria Harbour wake pitch and roll.
Dockside battery storage buffers the 3.5 MW Megawatt Charging System (MCS), enabling rapid turnarounds without crashing the local municipal grid.
Direct electric pod drives yield ~$4.90 USD/NM energy costs, compared to ~$22.50 USD/NM for legacy marine gas oil turbines.
Simulate the financial viability of replacing legacy diesel vessels with the EF-150 platform. Data is calibrated for HKMD COLREGs speed restrictions (12-knot displacement mode within Victoria Harbour limits before foiling in open waters).
Baseline structural and operational parameters proposed for the EF-150 platform architecture, updated for physics constraints and marine certification standards.
| 1. Vessel Dimensions & Capacity | |
|---|---|
| Length Overall (LOA) | 28.50 Meters (93.5 ft) |
| Displacement Limit | 56,000 kg (56 Tonnes) |
| Passenger Capacity | 150 Passengers + 4 Crew (13.1t Payload) |
| 2. Hydrodynamics & Power | |
| Foil Configuration | Fully Submerged T-Foil (Forward) & Inverted V-Foil (Aft) |
| Target Lift-to-Drag (L/D) | ~9.8 L/D Ratio (Conservative Aerodynamic Profile) |
| Cruise Power Draw | ~1,100 kW @ 38 Knots |
| 3. Infrastructure & Turnaround Target | |
| Storage Architecture | 1,200 kWh (1.2 MWh), 800V DC Nominal (~8.5t Mass) |
| Operational Range | 30 NM (Accommodates 22 NM route + 20% Regulatory Reserve) |
| Turnaround Target | 20 MINS (3.5 MW Automated MCS replenishes ~640 kWh in ~11 mins) |
| 4. Flight Control System (FCS) | |
| Flight Controller | Triple-Redundant Active Fly-by-Wire Flight Management Unit |
| Control Loop Rate | 100 Hz Dynamic Flap & Trim Actuation Loop |
| Sensor Fusion | Inertial Measurement Units (IMUs), Ultrasonic Height, Forward LiDAR |
| 5. Shore Charging & Energy Buffer | |
| Stationary BESS Buffer | 4.0 MWh Containerized Battery Buffer (Dockside Peak Shaving) |
| Charging Standard | 3.5 MW Automated MCS (Megawatt Charging System) Arm |
Aero-Marine Systems utilizes a highly leveraged grant stack to execute the BAYWING-D1 hardware demonstrator. Because the HKSTP Incu-Tech and ITF Research Talent Hub operate on a reimbursement basis, we are securing an initial "Float Capital" bridge facility (via commercial venture debt or angel injection). This bridges cash flow, covers the PAG 10% co-pay, and secures specific Commercial Off-The-Shelf (COTS) aerospace components while ensuring zero interruption to the R&D timeline while awaiting government disbursements.
AI-Optimized Lean Engineering: To build the BAYWING-D1 under a strict HK$ 3.99M public funding envelope, we utilize AI coding agents for GNC (Guidance, Navigation, and Control) software generation and AI-assisted OpenFOAM CFD scripting. This reduces traditional maritime engineering labor requirements from a team of 4–5 down to a lean core team of 2 (fully subsidized by the RTH grant), allowing the bulk of the HKSTP subsidy to be deployed into pure hardware and testing capabilities.
| Budget Category | AI-Driven Strategy & Allocation Details | Allocation (HKD) |
|---|---|---|
| 1. Founder Living Allowance | Sustains lead founder during core R&D (HKSTP flexible operational subsidy) | $720,000 |
| 2. Core Staff (1 Engineer) | 1x Mechatronics Lead. GNC logic heavily augmented by AI code-gen (RTH Subsidized) | $1,450,000 |
| 3. COTS Hardware & Sensors | Jetson Orin Nano, SBG INS, Ouster LiDAR, Torqeedo pods (HKSTP Prototyping) | $800,000 |
| 4. Hull Mfg & Tooling | AI-optimized CAD driving CNC foam milling & carbon infusion (Smart Mobility Fund) | $500,000 |
| 5. Testing & Water Permits | Tolo Harbour site allowances, telemetry gear, chase boats (HKSTP Operations) | $200,000 |
| 6. Intellectual Property | PCT Filing & GBA Regional Patent Prosecution (PAG 90% Subsidized) | $120,000 |
We recognize that early-stage deep-tech seed investors and venture capital funds evaluate hardware proposals through a critical lens. Here is our direct response to the core investment merits and execution risks associated with scaling the EF-150 platform.
Injecting HK$ 1M in private float capital immediately unlocks HK$ 2.99M in non-dilutive government subsidies (Incu-Tech, RTH salaries, PAG). Investor money buys a full HK$ 3.99M R&D runway with minimal equity dilution.
Instead of burning tens of millions on a full-scale 28.5m craft, we validate physical stability on a 3.56m sub-scale demonstrator. Proving the 100Hz control loop on a 109kg model drastically reduces software/hydrodynamics risk before scaling up.
Cutting drag by 80% reduces energy OPEX by 78% vs legacy diesel. For high-frequency GBA routes, this gives fleet operators a rapid payback period on the EV platform premium.
Running a hardware-software team with only two engineers augmented by AI cuts costs but creates extreme dependency. Mitigation: Strict modular documentation and standard COTS hardware limits proprietary lock-in.
Securing 3.5 MW grid capacity and pier modifications from local harbour authorities is notoriously slow. Mitigation: The 4.0 MWh BESS buffer strategy completely bypasses high-voltage municipal grid upgrades.
Building full-scale 56-tonne vessels requires massive capital. Mitigation: We are not a shipyard. We are a software & flight-control OEM licensing the EF-150 IP package to existing PRD shipyards, eliminating heavy manufacturing CapEx.