GMT-X Explained

I would like to detail the design of GMT layer by layer, explaining the reasoning behind them by the laws of physics and calculations. Finally, how GMT can be manufactured with today’s technologies. Let’s start from the lowest layer where the GMT is attached to the heat source and move up to the collector where the electricity is harvested. 

The Source: This is forms the base of the GMT structure. GMT manufacturing requires atom by atom building of layers. Therefore, Chemical Mechanical Polished wafer is used for extreme smoothness. The system requires the heat from the heat source to travel inside the GMT. Therefore, Silicon wafer will be highly doped with Nickel and have a thick Ni coating on its bottom. Ni doped Silicon create a metallic-like conductivity in the wafer. This ensures that when the electrons are "pulled" from the ground into the GMT-X, there is minimal resistive heating at the interface. Also, the Nickel-rich interface provides a sharp change in impedance. Nickel creates a Degenerate Semiconductor state. This means the Silicon behaves like a metal because the "Fermi level" is pushed into the conduction band. This is what helps reflect the 10 GHz electromagnetic wave back through the stack to maintain the Self-Sustaining Oscillation (SSO).

Additionally, growing the first layer of h-BN directly on this doped wafer creates the initial energy barrier. Only the "hottest" electrons from the Si have the kinetic energy to tunnel into that first h-BN layer. Nickel has a relatively low lattice mismatch with hexagonal Boron Nitride. This helps the h-BN grow with high crystallinity, ensuring the "floor" of the device is smooth and defect-free. The doped wafer acts as a massive, uniform reservoir of electrons. Whether a CNT grows at point A or point B on the wafer, it sees the exact same "ground" potential.

Starting with h-BN on the wafer prevents the wafer lattice (the vibrations) from stealing the electron energy. It acts as a thermal insulator for phonons while remaining a quantum "tunnel" for electrons. It turns the wafer from a "heat sponge" into a "one-way electron injector". It also provides the hexagonal template that encourages the CNTs to grow vertically rather than tangling horizontally.

The GMT Stages: These stages are made of SWCNT (Single Walled Carbon Nano Tube) and h-BN (hexagonal Boron nitride) layers.

GMT-X surface is not a single machine, but a stadium with millions of turnstiles. It doesn't matter if some turnstiles are a few millimeters to the left or right of where they should be. 

What matters is that every turnstile operates at the same 100ps speed and has the same 13-stage gate. By growing the h-BN first (on the wafer), we ensure every turnstile is bolted to a perfectly level floor.

GMT stages only require vertical perfection (just 100 nm). This is where the physics happens. Every stage must be aligned, and the thickness must be precise to maintain the 10 GHz resonance and the tunneling probability. If a single stage is too thick, the electron loses its phase and the system fails. In quantum mechanics, this is called Phase Coherence Length. Because GMT has 13 stages, the electron must travel the entire 100 nm without "bumping" into an atom (scattering). If a layer is too thick, the electron scatters, loses its "memory" of the 10 GHz pulse, and turns back into random heat. In the horizontal axis each CNT acts as an independent quantum channel, it doesn't matter if the density of the "forest" varies or if the tubes aren't perfectly spaced. As long as they are all upright and parallel to the electrical field, they will all contribute to the total current.

Each GMT stage is composed of a "Filter" (h-BN) and then to the "Express Lane" (SWCNT).

I chose h-BN (hexagonal Boron Nitride) because it is the only material that satisfies contradictory requirements for a "Quantum Gatekeeper" simultaneously:

1. The "Goldilocks" Dielectric Strength: To gate electrons at 10 GHz, the material should be able to withstand intense local electric fields without breaking down. h-BN has a dielectric strength of roughly 0.8 V/nm. Because the layers are only 0.66 nm thick, h-BN can hold the "gate" closed against "cold" electrons without suffering from electron avalanche (sparking through the material), which would destroy a standard oxide.

2. Atomic Flatness and Lattice Matching: h-BN is a 2D crystal. It provides a perfectly hexagonal "floor" that matches the carbon lattice of the CNTs. Standard insulators have "dangling bonds" at the surface that "trap" electrons and create noise. h-BN is chemically inert and "slick" at the atomic level, meaning it doesn't "grab" the ballistic electrons as they tunnel through.

3. The Phonon-Electron Separator: Most good electrical insulators are also good thermal insulators, but h-BN is unique. It conducts heat very well. Because the layers are only held together by weak Van der Waals forces, it is a poor conductor of vertical heat. By using two layers with a 1.1° twist, a "poor" thermal conductor is turned into a "zero" thermal conductor for specific phonon frequencies, effectively creating a thermal mirror while remaining an electronic window.

4. Chemical and Thermal Stability: Since GMT-X might be mounted on high-heat sources, we need a filter that won't melt or oxidize. h-BN is stable in air up to nearly 1000°C, far exceeding the limits of polymer-based insulators or even some metals.

In GMT design, the 1.1° twist of h-BN layers isn't just a geometric detail; it’s a Phonon Trap. At a 1.1° angle (the "Magic Angle"), the atomic lattices of the two h-BN layers create a massive Moiré superlattice. This periodically varying potential creates Phonon Bandgaps. Lattice vibrations (heat) that would normally zip through the material at the speed of sound get "stuck" or reflected by this interference pattern. This is how heat is slowed to be gated at 10 GHz. To be technically precise, the 1.1° twist creates a Phonon Bandgap. In standard materials, phonons move at the speed of sound. In twisted h-BN, certain "heat frequencies" are literally forbidden from passing through, which is why the 10 GHz gate can "outrun" them.

h-BN layer thickness is only 0.66nm. Quantum tunneling probability decays exponentially with thickness. At 0.66 nm (two atomic layers), the barrier is thin enough for a "hot" electron to "teleport" through almost instantly. If a third layer (~1.0 nm) is added, the "opacity" to electrons increases significantly. We would lose the current density. 0.66 nm is the "Sweet Spot" where phonon blocking is maximized but electron transparency remains high.

GMT requires a material with a mean free path longer than the total device thickness (100 nm). Carbon Nanotubes are one of the few materials where electrons can travel hundreds of nanometers without a single collision (Ballistic Transport).

The thickness of the SWCNT layer is 7 nm. This relates to the RC Time Constant and Vertical Coherence. If the SWCNT stages are too long, the electron spends too much time in the "express lane," and the 10 GHz gating pulse might change state before the electron reaches the next barrier. At 7 nm, the "flight time" of a ballistic electron is perfectly synchronized with the 100ps window.

The GMT stages have a limit of 100 nm. It is dictated by the wavelength of the 10 GHz gating signal and the Phase Coherence of the electrons. In physics, this is the boundary where the device stops acting like a collection of parts and starts acting like a single, synchronized quantum system.

A 10 GHz signal has a very specific period (100ps). For the gating to be effective, every one of the 13 stages must "feel" the same electric field at the same time. If the total stack were much thicker (e.g., 1000 nm), the electromagnetic wave would take too long to travel from the bottom to the top. This creates a phase shift. At 100 nm, the entire stack is well within the "near-field" of the 10 GHz pulse. This ensures the "Quantum Gatekeeper" closes all 13 doors simultaneously.

Even in a perfect material like a SWCNT, electrons eventually "forget" their initial energy and direction due to rare interactions with the lattice. The Mean Free Path (the distance an electron travels before "bumping" into something) for ballistic transport in high-quality CNTs is typically around 100 nm to 200 nm at room temperature. By keeping the total GMT-13 stack at 100 nm, we ensure the electron completes its entire journey from the wafer to the collector as a "ballistic bullet" without losing its kinetic energy to the lattice.

For the Self-Sustaining Oscillation (SSO) to work, the reflected wave from the Tungsten layer must arrive back at the first stage while the next group of electrons is ready. This 100 nm distance is the "sweet spot" where the time it takes for the electron to fly up and the reflected pulse to fly down is perfectly tuned. If the stack were thicker, the "echo" (reflection) would arrive too late, and the system would lose its rhythm.

Final note: Each GMT layer is 7.66 nm. For a 100nm limit, 13 layers is the maximum. That's why GMT has 13 GMT stages stacked one above the other between the Source and the Collector/Gate.

Collector / Gate: In the GMT architecture, the top layer acts as both the Energy Harvester (Collector) and the Signal Generator (Gate). This dual-purpose design is what allows the system to be "monolithic" (self-contained).

The Collector (DC Path): It must capture the high-energy ballistic electrons that have successfully sprinted through the 13 stages. These electrons accumulate here, creating the high-potential side of the "quantum battery."

The Gate (RF Path): Simultaneously, this layer must act as a high-frequency antenna. It reflects the 10 GHz electromagnetic wave back down the stack. This "echo" provides the field that gates the h-BN barriers for the next incoming wave of electrons.

The collector is a combination of Tungsten and Polycrystalline Silicon (Poly-Si) for very specific physical reasons. Tungsten (W) is chosen for reflection. To create a "Self-Sustaining Oscillation," we need a sharp Impedance Mismatch. Tungsten is a dense metal with a high electron density. When the 10 GHz signal hits the interface between the CNTs and the Tungsten, it doesn't just pass through—it reflects. Like a mirror reflecting light, the Tungsten reflects the electric field pulse back toward the wafer. Poly-Si is chosen for work function matching. Directly contacting CNTs with metal can sometimes create "Schottky Barriers" (electrical speed bumps). A thin layer of highly doped Poly-Si between the CNTs and the Tungsten acts as a "buffer," ensuring the electrons slide into the collector with zero resistance (Ohmic contact). The Tungsten layer itself must be thicker than the skin depth of a 10 GHz signal (which is about 500–700 nm for W) to ensure 100% of the signal is reflected and none leaks out the top.

At the very top of the GMT module, there would be copper for its lower resistance. It would be plated with Nickel to prevent oxidation and allow good solder adhesion.

The GMT would be started by an external pulse. Likely an of /off pulse from a capacitor. These pulses would be repeated to ensure the proper start of the system. Once the oscillations are sustained, GMT would generate power from its collector output. The critical thing is, after every part the collector should be shorted to a capacitor and then flushed to the system. GMT requires its excess electrons to be removed from its Collector and returned back to the Source as cold electrons. This completes the Quantum Circuit. It ensures the device doesn't "clog up" with charge, which would create a counter-electromotive force (back-EMF) and stop the tunneling.

The power output estimate of a 13-layer GMT module is: 5.85V (0.45V x 13) and 20 A/cm², resulting in a design-rated output of 117 W/cm². If the heat source provides 122 W/cm², the GMT achieves 96% efficiency. The remaining 4% represents the unavoidable energy consumed by the gating process and thermal leakage through leads and insulation.

GMT-X

I have finally completed the design of my Gated Monolithic Tunneling (GMT). The design is more solid and look more feasible to me. Mother nature does not provide you with presents if your solution is not fine enough. Extracting the heat from an object actively without heating it requires very precise setup. The GMT moves beyond the Carnot Limit by acting as a Quantum Maxwell’s Demon. Maxwell's demon is a thought experiment that appears to disprove the second law of thermodynamics. It was proposed by the physicist James Clerk Maxwell in 1867. In his first letter, Maxwell referred to the entity as a "finite being" or a "being who can play a game of skill with the molecules". Lord Kelvin would later call it a "demon".

By gating the barriers at 10 GHz, the system transition from a passive system governed by classical statistics to an active system governed by selection. In this regime, efficiency is not a fixed ceiling dictated by temperature ratios, but a variable dictated by the precision of the layers and the minimization of fixed parasitic losses. The more intense the heat source, the closer the system approaches the Ideal Quantum Limit 100%.

In principle GMT only removes the heat excited electrons from the heat source. In order to reduce energy leaks from electrons interacting with phonons, GMT has phonon slowing layers. As a result, energetic electrons are removed from the source and accumulated on the collector with minimal interaction with phonon on their path. The phonon slowing layers would not work if the system operated continuously. GMT alters the electron accelerating field by only allowing the electrons to move for a short window of time. This timing is determined by the speed of phonons. Without phonon-slowing layers, the mean free path would necessitate sub-picosecond gating (THz frequencies). By introducing these barriers, we increase the phonon scattering time, allowing a 10 GHz (100ps) signal to effectively isolate electron transport. This window does not need to be precise. Any increase of the duration just increases the probability that electrons interact with the phonon and dramatically reduce the efficiency of the system. Interaction with the phonons is not the only source of energy source. Extended gating windows admit 'cold' electrons, which increases entropy and results in net heating. Precise 100ps pulses ensure only high-energy ballistic electrons contribute to the current, maintaining the cooling effect.

The final challenge of GMT was to apply an electric field to the system which had a bulky collector layer. This problem was solved by treating the system as a resonating system. Through a self-sustaining oscillation triggered by an external pulse and maintained by internal reflections at the collector, the GMT-X recycles the kinetic energy of the electrons to maintain the oscillation. In this regime, efficiency is no longer a fixed ceiling dictated by temperature ratios. As the intensity of the heat source increases, the fixed parasitic losses become negligible, allowing the system to scale toward an ideal quantum limit.

The final result was a quantum machine that converted the heat energy directly into electricity with only two terminals. Ground plate that is attached to the heat source and doubles as the negative pole of the electric generator and the collector (positive pole) which also double as the gate of the system.

The Safety Features of BtBC

My approach to engineering is simple: It is better to design a system that avoids the emergency situation in the first place than a system that tries to handle it after it occurs. In traditional aviation, safety is additive—adding complex sensors, fire suppression, and heavy redundancies to manage a failure. Blade the Ballistic Cruiser (BtBC) has a subtractive safety system. By removing the components that cause the most common emergencies, such as turbofan engines, fuel-filled wings, and fragile landing gear, I prevent the problem so that I don’t need to solve it afterward. I replace complexity with physics.

Even though using cryogenic fuel and oxidizer on board looks like a big safety problem, they pose no risk to the passengers. Moreover, they enhance the emergency capabilities of the plane. The phase change of these liquids creates an immense volume change. This is utilized in case of emergency to keep the aircraft airborne. The excess pressure inside the oxygen tank is released from the back of the plane to generate additional horizontal thrust. In case of engine failure, it would give the pilot additional time to land the plane safely. Additionally, the methane would be released downward close to landing to reduce the touchdown impact. Lighter-than-air methane would create a cushion effect under the plane and allow for a soft touchdown. Because methane is lighter than air, it would evaporate and leave no residue behind. More importantly, the tanks would not explode uncontrollably. They would have structural fuses on the bottom of the tank facing away from the passengers. If the pressure relief valves are overwhelmed, cryogenic liquid and debris are vectored downward into the atmosphere, while the passenger cabin remains a protected, uncompromised zone.

The lack of turbofan engines behind the wings allows for a much safer landing. The most dangerous potential fire source of a plane is removed in my design. High-speed rotating parts in traditional engines can create shrapnel that would pierce the cabin and cause fatalities. Cleaning the wing negates such problems.

The clean fuselage, wings, and belly of the plane, coupled with the empty fuel tanks, would provide better buoyancy for water ditching than a traditional aircraft. The fuel tanks also protect the cabin from the impact of landing by acting as a crumple zone.

The most important feature of BtBC is its simplicity and its clean fuselage. The unified engines are arranged with a considerable amount of redundancy. If the horizontal thrust engines fail, the independent VTOL engines would still function and land the plane vertically. More importantly, they are simple and operate with clean fuels: LNG and LOX. There would be no impurities such as those seen in air-breathing engines. The probability of failure is significantly lower than that of complex turbofans. Additionally, the thrust of the engine is established by the fuel and oxidizer on board. Therefore, poor air quality (lack of oxygen) poses no problem to flight safety; it only reduces the flight economy.

Finally, turbofans are susceptible to failure from particles in the air, especially birds. The only opening of the BtBC is the duct engine area. It is just a hollow duct with high-temperature gases inside. A bird entering from the opening of the duct would come out as "fried chicken" from the end. The non-stick coating inside the duct, which prevents the walls from melting, also ensures that organic material does not stick to the walls of the duct.

The Triple Win of the VTOL Ecosystem

The transition to hypersonic ballistic flight isn’t just an engineering milestone; it’s a total economic realignment. By solving the Efficiency-Speed Paradox, a value chain that benefits every level of the system is created.

1. Benefits for the Individual:

A hypersonic VTOL, like the BtBC, converts a "lost day" into a morning commute. Door-to-door travel is reduced to just one hour for domestic flights. The city-center location of the VTOL Airport significantly reduces the time required to reach the terminal. Baggage is loaded into the plane directly in front of the passenger, eliminating the stress of losing a bag or having it damaged. Boarding is completed quickly due to the four boarding doors and a minimal walking path from the airport entrance to the aircraft. There is no time lost in runway queues; a VTOL plane is always number one for takeoff, which takes only seconds. Hypersonic skipping then reduces long distances to mere minutes. This same efficient and fast process repeats upon arrival. Reclaiming undamaged baggage and taking a short cab ride to the final destination brings the total travel time to less than an hour for domestic flights. These advantages are maintained for longer distances as well, thanks to hypersonic speeds. All these benefits are available to the traveler for a typical economy ticket price due to the overall efficiency of the process.

2. Benefits for Society:

When a trip across the globe takes no longer than a morning commute, social fatigue is eliminated. You can live in one city and work in another without the physical toll of traditional travel. This increases the propensity to travel, boosting regional GDP through increased trade, tourism, and human connection. Additionally, society can reclaim the large areas occupied by traditional airports for use as housing or green spaces.

3. Benefits for Investors:

Traditional planes sit on the ground for hours, but the BtBC focuses on a 15-minute turnaround. Because the BtBC is so fast and the VTOL Airport is so efficient, one aircraft can perform four times more missions per day than a conventional jet. This high “Asset Velocity” spreads the cost of the airframe over more passengers, making hypersonic travel more affordable than today’s economy class. Replacing massive, multi-kilometer runways with compact, vertical city-center pads saves billions in real estate and maintenance costs. The vertical nature of the VTOL Airport allows for a much higher “revenue per square meter.” With automated robotic cargo bay swaps and multi-level boarding, the airport handles more passengers per hour with a fraction of the traditional overhead and maintenance costs of a massive airfield.

VTOL Airport

A hypersonic flight makes no sense if the traveler spends two hours in ground transit and security. The VTOL Airport is designed as a high-throughput, 3-floor vertical terminal that can be placed directly in city centers due to its minimal footprint. The BtBC, which I proposed earlier, is capable of this due to its specially designed tandem wings and silent ducted rocket engines; coupled with very high-altitude flight, it produces almost no sonic boom on the ground. This allows for a hypersonic VTOL airport in the city center.

The design of the BtBC further enables such an airport by featuring a removable cargo bay in its aft section. Once landed, the BtBC stays very close to the ground. Robotic ramps rise from the floor below and align with the exit doors of the plane. This allows for four simultaneous access points to the aircraft, reducing boarding and de-boarding times. Utilizing ramps may take up more space but negates the need for elevators for accessible boarding. Meanwhile, a robotic elevator forklift removes the cargo bay from the plane and lowers it to the baggage reclaim section. Once the cargo bay is placed on the arrivals floor, the robotic lift rises one floor and picks up the departing passenger cargo bay. Then, it rises to the launch pad and mounts the cargo bay to the departing plane. This setup requires standardized cargo bays so that a spare can be loaded and ready before the arrival bay is fully unloaded. This reduces cargo loading and unloading times dramatically. More importantly, passengers drop their baggage where they board the plane. This process ensures no baggage is lost or damaged. Arriving passengers go downstairs to the street level and reclaim their baggage immediately, allowing them to leave the airport without long waits or walks.

Once the arriving passengers clear the ramps and the interior of the plane is checked (which takes less time with four access doors), the departing passengers can board the plane where their baggage is already loaded. Once boarding is complete, the plane takes off vertically and clears the pad for the next aircraft. The entire process is optimized to minimize delays and reduce inefficiencies.

The launch pad is covered by a sound-deadening and wind-shielding mesh to reduce noise and the effect of wind during takeoff and landing. The underground level is used for parking and storing fuels and oxidizers, as well as maintenance equipment.

The vertical structure of the airport reduces its land requirement, further enabling a city-center airport.

Solving the Efficiency-Speed Paradox

In traditional aviation, going faster always means burning exponentially more fuel because you are fighting atmospheric drag. By using a high-amplitude skip, an aircraft can gain speed by leaving the thickest parts of the atmosphere, effectively "solving" the drag problem that plagues standard supersonic flight.

The removal of turbofan engines from below the wings allows for highly efficient wing designs with very high L/D ratios. To maximize lift and reduce the shockwave effect on the wings, I opted for a tandem design. This setup creates more even lift compared to traditional wings. The tandem wings come in pairs. The upper wing is placed slightly forward of the lower one to ensure positive stability. High-aspect-ratio biplane wings are supported by two vertical supports that double as vertical stabilizers. This reduces the drag induced by a large tail stabilizer while also lowering weight. Having two supports enables the wings to be thinner, which further reduces drag. The leading edges of the wings feature channels to circulate liquid methane. This cools the hottest parts of the wing during supersonic flight. Additionally, the heated methane autogenously pressurizes the methane tank. The nose of the plane also features temperature-controlled methane bleeders to cool the nose and the belly. This is not dead weight, as the methane is consumed to generate boost inside the ducted rocket engine.

Strong, thin tandem wings are well-suited for hypersonic flight and generate high lift even at extreme speeds and altitudes. Active cooling protects critical parts from overheating without adding dead weight. This setup enables fuel-efficient skipping, allowing for low-cost hypersonic flights.

The trajectory of atmospheric skipping is as follows: The plane climbs to its ideal skipping altitude. The thicker, oxygen-rich lower atmosphere reduces fuel consumption through the afterburner effect and air augmentation. Even as oxygen levels drop, the augmented air effect remains. Once the maximum altitude is reached, the main engine is throttled down to a minimum level (possible by turning off unused small engines). As a result, only a "pilot light" level of the engine remains operational. As the thrust level decreases, the plane begins gliding down with almost no fuel consumption. The minimal engine firing still generates some thrust due to pressurized augmented air from supersonic shockwaves. Once the gliding plane reaches oxygen-rich but relatively thin air (roughly 20–25 km), the plane fires its engine at full throttle, harvesting oxygen and augmented air for efficiency. The plane then climbs back to the skipping altitude. Depending on the distance, the plane performs one or more skips. The high lift-to-drag ratio allows it to glide longer distances with minimal fuel consumption. This results in more economical flights than subsonic travel, which wastes a considerable amount of thrust on drag. The ability to glide longer at higher altitudes reduces drag considerably and counterbalances the high fuel consumption of hypersonic flight.

Blade the Ballistic Cruiser

After careful study of my LNG VTOL plane, I saw that it was actually supersonic capable, thanks to its clean fuselage and rocket-based engine. Carrying LOX on board changes everything. Coupled with a new trajectory for flight, the result is an economical Ballistic Cruiser. I will explain each detail in a separate article. Blade the Ballistic Cruiser (BtBC), coupled with its specially designed VTOL Airport, turns travel into a form of urban transportation. I designed the whole system to reduce door-to-door time, not just the time spent in the air (which makes no sense if you waste more time on the ground just to fly).

My VTOL design and its ability to reach hypersonic speeds were made possible by the removal of turbofan engines—they are the CRT of aviation. The key was the use of LNG & LOX powered, low-pressure, low-profile, slit-exit, regenerative-cooled, Tesla valve integrated, 3D-printed unified rocket engines. However, on its own, it would be very fuel-inefficient. I added many features to the plane to make it economical and able to withstand hypersonic speeds; double or triple purposing components was the solution most of the time.

Economical Vertical Takeoff and Landing is made possible by dedicated VTOL engines. These unified engines are so compact and lightweight that it is more economical to dedicate engines for specific tasks instead of moving them around for different phases of flight. The doors covering the VTOL engines double as the landing legs. These doors open parallel to the nose of the plane and are covered by carbon fiber fabric to form a closed skirt. The top sections of these skirts are slightly open to allow ambient air intake. When the VTOL engines are fired, they form a low-pressure zone at the opening of the skirt, which pulls more air inside and improves fuel efficiency through an afterburner effect and augmented air. The plane clears the ground nose-up and the tandem wings start generating lift. At that time, the ducted rocket engine is fired, generating horizontal acceleration. The tandem bi-wings have low stall speeds, generating required lift very fast so that the VTOL engines can be shut down with minimal fuel consumption. Once the engines are shut down, the doors close and the belly of the plane becomes aerodynamically smooth.

Unlike planes with air-breathing engines, carrying LOX on board allows the BtBC to accelerate faster and reach higher altitudes and speeds. The duct covering its engine uses the air trapped and pressurized under the belly of the plane as high-bypass air. The fuel-rich burn of the rocket engine gets an additional boost from ambient oxygen to generate a free afterburner effect. Coupled with augmented air, the fuel efficiency of the plane is improved considerably compared to standard rocket engines. Having LOX on board allows the plane to fly at higher altitudes to reduce drag and reach higher speeds independent of ambient oxygen levels. Even at altitudes where oxygen levels are low, the augmented air effect remains.

Once the destination is reached, the plane circles the VTOL Airport and descends like a conventional plane. However, at the last minute, its VTOL engines kick in and the BtBC lands vertically on the pad.