E-PROPS : Range of Carbon-Titanium Propellers for Direct-Drive Engines

The entire E-PROPS propeller range for direct-drive engines from 60 to 270 hp is currently under development and entering production. Propellers for Lycoming O-360 engines in 74" and 76" diameters are available, and many more models will follow soon.

1- ASCALON CW
2- CLARENT CCW
3- VORPALINE CW
4- BELISANDRE CW
5- ADDITIONAL NOTE : E-PROPS FOR SPECIAL DIRECT-DRIVE ENGINES

1- ASCALON CW

✗  ASCALON CW : 2-blade and 3-blade CW propellers for Lycoming & Continental engines from 100 to 270 hp (and equivalents)
Models for the O-360 engine in 74" and 76" diameters are available.
See the CATALOG here: ASCALON for Lycoming O-360
For this engine and within these diameter ranges, we recommend:
- for high-speed aircraft: 2-blade propellers
- for slower aircraft and STOL use: 3-blade propellers

Molds for other diameters, both smaller and larger, are currently being manufactured and will be available soon.

For Lycoming O-320, Continental O-200 and Lycoming O-235 engines, 2-blade and 3-blade models are currently in the testing phase.
Bench testing has been completed, and we have just acquired a Jodel DR1054 with an O-320 engine to carry out flight testing.
These versions are expected to be available by April 2026, in 72" and 74" diameters, and will then gradually be offered in additional diameters.

The ASCALON range is currently undergoing certification by EASA (and subsequently by the FAA).

=> More information, click here: ASCALON CW

2- CLARENT CCW

✗  CLARENT CCW : 2-blade and 3-blade CCW propellers for Lycoming & Continental engines from 100 to 270 hp (and equivalents)
For aircraft in pusher configuration, CCW rotation direction (counter-clockwise)
Ground-adjustable propellers dedicated to Lycoming and Continental engines in pusher configuration — for example for aircraft from the RUTAN family (VariEze, LongEze, Cozy, etc.) — are currently undergoing a specific development by our team.
These models are expected to be available by the end of 2026.

=> More information, click here: CLARENT CCW

3- VORPALINE CW

✗  VORPALINE CW : 2-blade and 3-blade CW propellers for Jabiru engines from 80 to 120 hp (and equivalents)
Ground-adjustable propellers dedicated to JABIRU engines (and equivalents) are currently undergoing a specific development by our team.
These models are expected to be available by April 2026.

=> More information, click here: VORPALINE CW

4- BELISANDRE CCW

✗  BELISANDRE CCW : 2-blade and 3-blade CCW propellers for VW engines from 60 to 120 hp (and equivalents)
Ground-adjustable propellers dedicated to VW engines (and equivalents) are currently in the design and calculation phase.
These models are expected to be available by June 2026.

=> More information, click here: BELISANDRE CCW

5- ADDITIONAL NOTE : E-PROPS FOR SPECIAL DIRECT-DRIVE ENGINES

For special engines, we must perform detailed vibration analyses using our LUKY software.

These analyses require precise input data, including the exact geometry, masses, and moments of inertia of the crankshaft, pistons, and connecting rods, as well as the inertia of all components mounted on the crankshaft.
To obtain this information, we have acquired numerous used engines in order to scan and weigh their internal components. When possible, we also collaborate directly with engine manufacturers to access essential technical data.
This work allows us to build accurate vibration models and prepare the corresponding test configurations. Vibration testing is then carried out under real operating conditions, on an installed engine, using an instrumented propeller equipped with our ELIAS DAU data acquisition system. Tests are performed primarily on the ground and, whenever feasible, in flight.
When theoretical data is not available, direct testing under operational conditions can also be performed. Such campaigns require dedicated operations at our facility (Sisteron airfield, LFNS, Vaumeilh, France).
Based on these measurements, the critical vibration ranges are defined, ensuring that resonance phenomena are avoided and that no harmful vibratory coupling occurs.
We can then determine the exact composite layup schedule for each propeller model — or, when necessary, design a new blade — to achieve optimal compatibility with each specific engine configuration.

This process takes time, but it is essential: an optimized propeller design significantly reduces vibratory interaction between the propeller and the engine.