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.
Before committing significant capital to physical vessel fabrication, we prioritize a Software-First Development Strategy. By establishing a high-fidelity 6-DOF Digital Twin and HIL benchtop within HKSTP, we mathematically validate the core flight control algorithms first—eliminating physical crash and asset-loss risks during early-stage control loop tuning.
6-DOF hydrodynamic physics engine in Gazebo/MATLAB simulating hull wave-making resistance, T-foil lift/drag, and surface-proximity decay.
Real-time C++/RTOS flight control algorithms tested against virtual GBA wave states (JONSWAP models) to prove 100 Hz control stability.
Flashing validated software onto target Jetson/STM32 compute nodes connected to benchtop flap actuators ensuring sub-8ms latency.
Following mathematical proof in Phase 0, we move to physical validation. 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 commercial crafts. Stabilizing the D1 in real-world harbor sea-states completely de-risks the physical flight control stack.
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.
Jumping directly from a 3-meter drone to a 28-meter 150-pax ferry is un-fundable by early-stage VCs. The BAYWING-D2 is our commercial bridge. It is a 15m, 25-passenger vessel designed explicitly to validate the technology in human-rated intra-city Hong Kong transit, secure marine certifications, and generate our first recurring revenue. This intermediate step allows VCs to fund the "gap" securely using government 1:1 matching schemes.
While the D1 serves to de-risk our proprietary flight-control IP and hydrodynamic models at near-zero OPEX, the D2 enters the intra-city transit market to generate our first recurring passenger revenue. It will decarbonize Hong Kong's internal ferry network (Discovery Bay, Lamma Island, Mui Wo) providing VIP transit and fast commuting before the EF-150 dominates the inter-city GBA routes (Macau, Shenzhen).
The D2 bridges the "Valley of Death." This staged capital architecture minimizes founder and early angel dilution by leveraging non-dilutive statutory capital across both prototyping and pilot phases. Pitching VCs to fund a HK$ 10M Seed/Pre-A round directly triggers the government's ITF Enterprise Support Scheme (ESS) 1:1 matching grant, immediately doubling the capital to HK$ 20M to fully fund the D2 construction, testing, and launch.
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).
Structural and operational parameters proposed for the entire BAYWING architecture roadmap, from the D1 demonstrator to the full EF-150 commercial flagship.
| Engineering Parameter | D1 (1:8 Demonstrator) | D2 (Commercial Pilot) | EF-150 (Commercial) |
|---|---|---|---|
| Length Overall (LOA) | 3.56 m (11.7 ft) | 15.0 m (49.2 ft) | 28.50 m (93.5 ft) |
| Foil Span (Beam) | 1.22 m | 4.50 m | 9.80 m |
| All-Up Displacement Mass | ~109 kg | ~12,000 kg | ~56,000 kg |
| Cruise Take-off Speed | 13.4 Knots | 32.0 Knots | 38.0 Knots |
| Installed Powertrain | 2x 1.0 kW Pods | 2x 150 kW Pods | 2x 650 kW Pods |
| Battery Mass Budget | 1.0 kWh 48V LFP | 400 kWh 800V LFP | 1.2 MWh 800V LFP |
| Primary Development Phase | Phase 1 (HKSTP Incubation) | Phase 2 (Commercial Pilot) | Phase 3 (Full Commercial Scale) |
Reallocating resources to software-first development maximizes non-dilutive grant funding (HKSTP Incu-Tech & ITF Talent Hub). 100% of initial capital is deployed into deep tech IP generation rather than consumable raw materials. We secure an initial "Float Capital" bridge facility to cover cash flow and the PAG 10% co-pay, ensuring zero interruption to the R&D timeline while awaiting government disbursements.
Phase 2 VC Pitch (ITF ESS 1:1 Matching): After mathematical proof in Phase 0, we transition to Phase 1 (D1 Hardware) and eventually pitch VCs for the Phase 2 (D2 Pilot) ESS match. This staged capital architecture minimizes early angel dilution.
| Budget Category | AI-Driven Strategy & Allocation Details | Allocation (HKD) |
|---|---|---|
| 1. R&D Talent Salaries | 2x Control & Mechatronics Engineers (100% subsidized via ITF RTH) | $1,450,000 |
| 2. Simulation Software & Tools | MATLAB/Simulink licenses, ANSYS Fluent CFD, Gazebo/ROS2 cloud instances | $280,000 |
| 3. HIL Benchtop Hardware | NVIDIA Jetson Orin Nano, STM32H7 ECUs, SBG IMU, high-speed servo actuators | $320,000 |
| 4. Founder Living Allowance | HKSTP operational allowance during core algorithm development | $720,000 |
| 5. Intellectual Property | Regional & PCT patent filings for active foil stabilization logic (90% PAG subsidized) | $278,000 |
| 6. Lab Setup & Operations | HKSTP bench space, telemetry equipment, and testing supplies | $150,000 |
Reallocating resources to software-first development maximizes non-dilutive grant funding (HKSTP Incu-Tech & ITF Talent Hub). 100% of initial capital is deployed into deep tech IP generation rather than consumable raw materials.
Validating physical stability on a 3.56m sub-scale demonstrator before hitting the 15m D2 drastically reduces software/hydrodynamics risk before taking on passengers.
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 often involves extended regulatory lead times. 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.