İbrahim's Rocket

Let me explain my patented rocket design. It started with a totally different perspective than traditional rockets. If you read my old articles, you would see the roots of the idea. I said to myself. I want to design a rocket that utilizes air’s lifting capacity and the bypass efficiency of the turbofan engines. That required the rocket to have wings and air augmentation. After several iterations I found the solution. Adding wings was just dead weight. Unlike a traditional plane the rocket is full of propellant. This turns it into a brick. The wings would just snap off. The next best thing was to reshape the rocket. The final shape was a surf board design with a wider frontal area with slightly curved front. This has the strength and surface area. It also curves towards the rear to direct the air attached to the surface to be utilized as the augmented air. Just choosing the right geometry, solved both problems at the same time. This design has a considerably weight penalty. How I solved it.

Dual purposing is like diluting the problem so that it has less effect. My orthodox design approach required all the features to be at least dual purposed to keep the idea feasible. That is something I am good at. I utilized the added support weight of the rocket to my advantage. I proposed the interior of the rocket to be gradient hexagonal monolithic lattice. This is the lightest support which is well distributed. I thought of using pressure fed rocket instead of turbopumps. The lateral structures would house the tanks. This increased the volume utilization for fuel storage compared to traditional rocket tanks. The liquid methane and LOX tank strips side by side. While the gradient hexagonal structure maintained the pressure support, the internal walls could be thinner due to minimal pressure difference inside. The dead weight of the wing structure was now supporting the pressurized liquid propellant tanks (Patented dual purposing). The internal structure was not just straight walls going from top to bottom, but had Tesla valve like structures on their way. Just curving the line appropriately added these features. Almost no additional weight needed. It solved the sloshing problem of the liquid propellant, it acted as a horizontal support to the vertical structure and allowed one way flow towards the engine (in case of a puncture, the fuel does not leak easy).

Pressure fed system allowed unified engine block. Tesla valve to allow one way flow, the combustion chamber and the aerospike nozzle. Printed as a unified structure with regenerative cooling canals embedded. The pressure of the propellants would be 600 psi. This allows the engine to operate at around 400 psi. However, pre heating of the propellant would ensure even higher pressure inside the combustion chamber. 3d printing allows almost perfect cooling performance. Therefore, the unified engine block can be printed using Al-Sc alloy strengthened by heavy PEO coating. The whole structure of the rocket would be 3d printed from Al-SC and PEO treated. The internal structure combined with Aluminum would make the rocket a giant heatsink. The internal propellent would be kept at the ideal pressure without wasting the combustion chamber heat. Atmosphere does the heating for free. Separate fuel reserves will also allow the pressure to be kept ideal for the best thrust performance.

By utilizing a pressure fed system, the rocket becomes 0-100% throttleable. The responsiveness would be also very fast negating the need for gimbaled nozzles or any other rudder system. With traditional turbopump rockets you cannot achieve perfect differential throttling.

The wing shape of the rocket reduces the engines’ maximum thrust requirement. Traditional rockets require T/W over 1 to be able to take off vertically. The wing lift capacity of my rocket lowers this number below 1. This reduces the weight of the engine block further.

Let’s come to the air augmentation part of the design. Large surface area curved to direct the air attached to the surface towards the aft section of the rocket has several benefits. Traditional rockets’ flat rear creates a vacuum effect due to sudden stop of air flow from the sides. My design has no such penalties. Air flows perfectly from the nose to the rear. The fuels in rockets are fuel rich burned to lower the combustion chamber temperature. I utilize it to my advantage. The oxygen rich augmented air would act like an afterburner for my rocket. Generating thrust boost for free. Coupled with the non-oxygen part of the air generating by pass air thrust. The overall Isp of my rocket is multiplied on the lower atmosphere. At higher speeds the engine works like a ramjet engine. This immense thrust boost counter balances al the weight penalties. Traditional rocket calculations are made as if they would only operate in vacuum. Therefore, if a rocket has low fuel to weight ratio, it is called a brick. However, my augmented air afterburner is like a virtual fuel for me (I don’t need to carry as much oxygen). Coupled with the lift advantage of the wing design which reduces the weight virtually. Now my rocket has much better fuel to weight ratio. To utilize the maximum benefit of the lower atmosphere, my rocket would have a much flatter flight trajectory on the lower atmosphere and gradually attain altitude. Thanks to the wing shape, most of the thrust can be directed to horizontal speed gain to reach the orbital velocities not to counteract the gravity (that is the main objective of any rocket).

The wing shape has other benefits when it comes to retrieving the rocket stages back. Given that the first stage also has an aerodynamic wave riding nose after stage separation (The gap between the first and the second stage would be filled by a special gasket to keep the rockets aerodynamic profile. After separation this section would be burned out. Because the second stage would fire its engine while still attached to the first stage. This burn will sublimate the gasket.). The wing shaped first stage would than glide toward the landing airfield. There, an electric trailer would catch it and slow it down. The stall speed of empty first stage would be very low. Very small amount of fuel reserve will be used for control authority. Much safer and less stress bearing recovery compared to VTOL rockets. The wave riding shape of the rocket allows it to dissipate its energy more gradually with less heating and much less stress. The first stage would be landing an airfield some distance away from the original. There it would be refueled and relaunched for a home ride. No need to keep the return fuel if you can service it on the ground.

The second stage with the same geometry would be skipping the upper atmosphere and dissipate its energy gradually before reaching the thicker atmosphere. The glider like design would allow gradual and less stress bearing return flight unlike the space shuttle. It may still have some fuel in reserve to further slowdown to minimize the heat build-up. This additional fuel coupled with the ideal heatsink design of the rocket negates the need for heat tiles which is the major point of failure on orbital return flights. As a result, both stages can be safely recovered with minimal depreciation. Much faster refurbishment is possible which further reduces the cost of operation.

The Innovation: Resonant Quantum Gating

The Thermal Paradox

As AI workloads transition from traditional inference to massive-scale training (TPU/GPU clusters), thermal management has become a “energy-negative” bottleneck. Conventional liquid and air cooling are purely dissipative; they consume secondary power to move waste heat. This paper proposes a radical departure: Gated Monolithic Tunneling (GMT).

The Innovation: Resonant Quantum Gating

The GMT architecture utilizes a solid-state monolithic structure integrated at the System-in-Module (SiM) level. Unlike passive thermoelectric generators, the GMT uses an Active Gate controlled by an LC-Resonant Circuit.

Lossless Control: By utilizing the gate’s inherent capacitance within a resonant AC tank, the system maintains a tunneling potential with near-zero energy dissipation.

Maxwell’s Demon Realized: The gated barrier allows for the selective tunneling of high-energy ballistic electrons while remaining opaque to thermal phonons, effectively “filtering” electricity out of heat.

Dynamic Throttling & System Integration

A core feature of the GMT is its Software-Defined Controllability. By modulating the resonance frequency in the MHz range, the GMT can be throttled in real-time to match the transient spikes of modern AI accelerators.

At Peak Load: The system opens the quantum barrier to maximize heat-to-electricity conversion (targeting ~90% Carnot Efficiency).

At Idle: The system throttles down, maintaining thermal equilibrium without unnecessary power draw.

Conclusion

GMT transforms the data center from a heat-producing cost center into a regenerative energy ecosystem. By recapturing up to 80% of waste heat and converting it into a secondary DC power bus, GMT offers the only viable path to 100% Carbon-Free Energy (CFE) targets in the era of the AI boom.

Integrated Nuclear Facility

Almost all electric production plants have a single function. That is to produce electricity. However, for nuclear power plants I would like to propose an integrated facility. The major problem of a nuclear plant is the uncontrollability of the nuclear chain reaction. These plants require continuous cooling and if cooling fails the core would melt down and radiation would leak into the environment.

I would like to propose a simple nuclear reactor design with closed water loop to generate electricity. This design requires the hot steam to be condensed after turning the turbine. This would be achieved by transferring heat to continuous endothermic reactions. This approach negates the need for continuous water for cooling. Energy intense chemical reactions that would take place under the boiling temperature of water would condense the steam into water. This requires continuous feed of chemicals to absorb the immense heat. In addition to chemical reactions, most dehydration processes (such as sewage sludge dehydration) can work at temperatures below the boiling point of water. Once the closed loop water condenses into water, the reactor can be kept cool. There would be reserve water to replenish the leaks, but it would be nowhere near the classical reactors would require.

The integrated nuclear facility would have considerable space allocated to the side process that require energy in exchange of cooling the reactor water. This approach increases the overall efficiency of the nuclear power plant with almost no energy being wasted. The critical nuclear part of the plant can be build much compact leaving room to the integrated facilities.

Nuclear Powered Surveillance Plane

The nuclear-powered engine I proposed earlier would need to operate continuously once it is started. The nuclear core inside is air cooled which requires certain air flow. Therefore, the engine would be started on air at certain altitude and speed. The surveillance plane and the engine should be light to reduce thrust requirement to stay airborne. Lower energy requirement equates to lower radioactive material which reduces the environmental risk. The plane would patrol over the oceans away from human population. In case of failure the plane would be directed to the nearest deep sea to be buried under hundreds of meters of seawater. The planes continuous movement would negate the need for heavy shielding of the core. Any high energy particle escaping from the plane’s engine would disperse over a large area which pose minimal environmental hazard. As I stated earlier, a heavier shielding would require more radioactive material to keep the plane airborne. Aluminum is very resistant to radiation damage and is light weight. The aluminum block with high thermal mass covering the core would create moderate shielding against the radiation as well. There would be a thin layer of copper between the core and the aluminum to increase the thermal surface area and prevent aluminum from melting.

The engine would be on the center of the plane and high aspect ratio wings would be attached on it. The surveillance equipment would be attached on either side of the engine. High aspect ratio wings would generate high lift at high altitudes. The planes would be deployed as clusters like the satellite constellations. They may even stay airborne longer than some satellites. They would not be serviceable. If they fail, they need to be discarded on a dead spot on the ocean.

The plane would utilize thermoelectric generator I proposed last year to convert heat energy directly to electricity coupled with a backup battery to be used during launch.

The planes would be deployed on air behind a high-altitude drone plane. The planes would be attached one after the other on a strong light weight tether.  They would look like the tails of a kite. Onboard battery would be used to control the flight controllers which would stabilize the plane on air like a glider. Once deployment criteria are met, they would be released one after the other behind the drone plane. The release from the attached cord would pull the safety pin which releases the lead shield covering the neutron emitting isotopes. The neutron bombarding the nuclear core would start the engine. This is the critical part that needs to be perfected.

Nuclear Aircraft Engine

Designing an aircraft engine which has a nuclear core inside may not seem feasible. However, with careful calculations solutions can be found. In this article I will only focus on the design of the engine. Some of the safety measures related with the engine will be discussed on my next article.

The summary of the idea is to use the heat generated by the nuclear core to drive a fan to suck and heat air to accelerate it to generate thrust. The engine would be started on air with a certain amount of initial ground speed. The nuclear core would be started by natural neutron emitting isotopes. Once the chain reaction starts, the engine would be released together with the plane it is attached to. Initially, this engine would be used on a high endurance surveillance plane. Such autonomous plane would stay aloft for months without refueling. They would only be deployed over the oceans for extra safety.

The engine would work as follows. The nuclear core would only have a single fuel pallet and no control rod or moderator. This simplifies the design and reduces the weight. The nuclear pallet would be surrounded by good heat conducting material such as aluminum alloy. There is no need for a control rod while there would be only a single fuel pallet. The fuel pallet would not be sealed inside a Zirconium casing but housed on a big aluminum casing. This casing also negates the need for the moderator. Part of this casing will have spiraling pipes with a cooling gas inside. This gas would be used to drive a gas turbine which drives the fan of the engine. The gas turbine and the fan would also be made of aluminum alloy for good heat conductivity. This setup would cool the gas inside the spiraling pipe in expense of the reduced efficiency of the gas turbine. The rest of the nuclear core would be surrounded by heat radiating fins. The air sucked by the fan would be heated by the rest of the core which generates the thrust of the engine. In summary, the core would be air cooled. Thermodynamic calculations of the design can be made and minimum air speed and ambient temperature to keep the core temperature under control can be found. The critical part of the design is the closed loop gas turbine. Therefore, it would be made of two independent systems to ensure failsafe operation.

Once started, this engine should keep working to prevent a core melt down. If designed properly, a self-stabilized system can be formed. If the core gets hotter, the fan would spin faster and more air would be sucked. The aft section of the engine would heat the air more to generate more thrust. The higher air speed increases the air-cooling effect on the core. The autonomous plane would adjust its route and altitude to maintain certain air speed and ambient air temperature.

The Diary

My acquaintance with diary dates back to my childhood. When I was in primary school, our teacher would mandate the students write a diary during summer holiday. In the first day of the school, we would show it to our teacher and sometimes read couple paragraphs from it to the whole class. During my high school study, we read ‘The Diary of Anne Frank’. A couple of years after I read the book, I had a chance to see her house as well. By coincidence she was born in Frankfurt am Main, which I value it as my second hometown after Adana.

More than two decades later, I started writing blog articles like a kind of diary and published them as books. I always associated writing a diary with Anglo-Saxons culture. The reasoning behind every diary may differ, but they have one thing in common is that they last. So many suffered during wars. However, it is hard to imagine it by just looking at the pictures or the films. Writing with one’s own words during hard times has something deeper compared to still images. Looking at the pictures of the war is something, reading Anne’s diary is something else.

I also take pictures and videos, to document events and places since I owned a digital camera in 2001. Now I am writing as well to add one more dimension.

My books are not like classical diaries. However, they are like the paintings of a painter or compositions of a composer. I develop ideas like painting or songs and realize them with my own words and images. I try to be as natural as possible with my own grammatical errors and poorly drawn images. Those imperfections are like my fingerprints which make my work unique. That’s why I avoid the trends like usage of AI.

Finally, I recommend everyone to keep a diary. It’s a kind of self-therapy to write.

Hydrogen Powered Plane

Density of jet fuel is 840 g/L, approximate energy density per weight is 43 MJ/kg and per volume is 36 MJ/L. Density of hydrogen is 70.85 g/L, approximate energy density per weight is 142 MJ/kg and per volume is 10 MJ/L. In addition to these values, the cryogenic tank of hydrogen weights several orders more than a typical jet fuel tank. The result, much higher volume of hydrogen is required compared to jet fuel to establish the same task.

A successful hydrogen powered plane requires completely new approach in the plane design philosophy. On a hydrogen plane, the fuel tank would be at the center of the design. Whereas with traditional planes, the airframe is in the center of the design. You may see the cryogenic tank like the chassis of a truck. On a truck, everything is mounted on and around the chassis which structurally supports the object in its construction and function. The cryogenic tank is way stronger than an airframe. Therefore, the remaining airframe housing the passenger cabin can be built with less structural strength. The wings would also be attached to the hydrogen tank so as the landing gears. However, I have a VTOL proposition for the hydrogen plane using the VTOL assistor. Ariane 6 rocket which also uses liquified hydrogen as propellant has solid booster for takeoff. Like the Ariane rocket the hydrogen powered plane can also use assistance during takeoff and landing via the VTOL assistor. This negates the need for landing gears, but requires safety parachutes for the emergencies. Placing the very strong hydrogen tank on the bottom of the plane protects the airframe above during emergency landing using parachutes. Like the LNG plane I proposed earlier, the liquid hydrogen can be released before emergency landing which would also generate passive thrust.

The hydrogen tank would take up the space of baggage compartments. Therefore, the baggage would be stored at the back of the cabin like in passenger railroad cars. This would make the plane longer compared to its similar capacity counterparts.

Due to so many technical challenges and higher cost of manufacturing, the hydrogen planes can never be a mainstream choice. However, LNG powered planes may find some potential among the aviation industry.