Fission Tardis

I had previously proposed fission reactors. This one is the simplest of them all and it is verified to work with AI. It is a low pressure low temperature water moderated closed loop nuclear reactor. It uses low temperature steam to drive the steam turbines and generate electricity. Instead of high speed low volume steam, it uses low speed high volume steam. This saturated steam regime reduces turbine blade erosion and allows for simpler, high-torque turbine designs. If you don't push a design against the limits, physics stops acting against you put favors you. That is my motto in most of my designs.

The core of the reactor would utilize Low Enriched Uranium (LEU), typically in the 3-5% U-235 range. It would have Thorium 232 as a breeder. This setup would ensure slow but long term operation. The fuel rods would have hollow vacuum sections in their center. This is a pressure relief for intermittent fission gas by products. This ensures almost no pressure builds up inside the fuel rod for long term operation. The fuel rod would be covered by Tungsten for radiation shielding. The outside of the Tungsten would have SiC ceramic. On the outermost section there would be CNTs grown. The ceramic layer would be a buffer between the Tungsten and the CNT. Also, it acts as a substructure for CNT to grow. CNT acts as a high-efficiency moderator, slowing neutrons to enhance the fission cross-section within the fuel rod. It also creates an immense surface area for water to evaporate. The water vaporizing over CNT allows better gas flow.

The distilled water would be used to moderate and cool the reactor. The steam generated with this water would be used to generate electricity. The steam exiting the nuclear core would rise up inside a tall insulated pipe. this tall pipe would ensure the steam has a perfect flow. Additionally, the tall pipe would filter out the water droplets or the impurities away from the steam turbine section by the help of gravity. At the end of the pipe, the pipe will split into four smaller pipes which direct downwards. These pipes would also be insulated. Lower kinetic energy of the steam at the top of the tower would reduce its loses due to U turn. Then each separate steam streams would accelerate towards the ground. At the same height they exited the nuclear core there would be steam turbines extracting the kinetic energy of the steam. The turbines would open up to a spiraling condensation pipe which surround the nuclear core from outside. The condensation pipes would get smaller as they spiral downward towards the bottom of the reactor. They would be coated by CNT internally and externally. The Carbon Nanotubes (CNTs) act as a high-efficiency thermal bridge, moving heat from the fuel core to the water interface at speeds approaching 2000 W/mK. Additionally, CNT does not allow marine life to form on the condensation pipes.

As a result, the nuclear core would be cooled by a natural circulation driven by phase-change buoyancy. No pumps or complex piping and valves. You may ask how the condensation would work. The Fission Tardis would be submerged under water. Almost infinite heat capacity of the water would cool it indefinitely with no failure possibility. The pressure inside the pipes would be around 2 bars. When the reactor is submerged to depths around 10 meters, the walls of the reactor would experience minimal pressure difference. This near-atmospheric internal pressure significantly lowers the structural stress on the Al-Mg alloy components compared to traditional 150-bar PWR (Pressure Water Reactors) systems.

The steam turbine section of the reactor would have bypass canals. These would be opened or closed to stabilize the internal pressure and add safety to the system in case of a thermal runaway. In case of thermal spikes. Pressure dependent bypass valves would release the built up pressure and speed up the cooling cycle to cool the core faster. The condensation pipes thermal capacity would be adjusted to have a cooling capacity more than the nominal heat capacity of the reactor as a safety measure.

The split steam manifold would allow continuous operation of the system in case a turbine would malfunction. Four turbines per core would allow that. Additionally, the water used in the closed loop will contain DEHA which protect the turbines blades from hazardous oxygen. Coupled with the water droplet and impurity filtration on the main pipe, the turbines would have a very long surface life. The interior of the pipes would be PEO coated over Al-Mg alloy. This allows smooth steam flow and protects the Al-Mg from oxidation.

The Universal Core Geometry

The Fission Tardis is built around a standardized 100 MW thermal modular core. By utilizing the Al-Mg-CNT cladding, we achieve a power density that allows the entire reactor vessel to be factory-assembled and transported via standard heavy-lift infrastructure. This "Energy Box" is designed to be environment-agnostic.

The Scalability Metric

While a single module provides 32 MWe, the design is optimized for clustering. Whether mounted in a 30,000 square meter marine trapezoid or a series of 1.22-meter mountain pipes, the core remains identical. This standardization is the key to achieving a 90 GW national grid through mass production rather than unique civil engineering projects.

The Dimensions for a 100 MW thermal Nuclear Core

The Reactor Core: 5m

The Main Steam Pipe: 10m

Total Electric Production: 32 MW (32% efficiency)

Total height of the nuclear plant: 16m

Total diameter: 5m

Offshore Methane Plant

I had previously proposed a wind-based hydrogen generation plant where each unit is composed of two vertical offshore wind turbines working in tandem. The first is purely mechanical, and the second is a classical wind turbine generating DC power. This concept can be further enhanced to generate methane (synthetic natural gas) by integrating the generated hydrogen with a coal-feed system. This allows for a direct feed of methane into existing natural gas pipelines.

The objective is to bombard fine coal particles with ionized hydrogen atoms to form methane.

The vertical shaft of the wind turbine is connected directly to a vertical processing assembly. At the base, raw coal is stored and pushed toward an upper inverted conical storage by an Archimedes screw. A second Archimedes screw in the upper section carries the coal to a centrifugal dispenser. This dispenser accelerates coal particles laterally toward the edges of the container, where they are struck by pressurized hydrogen jets. The hydrogen is pressurized to 2–3 bar by a centrifugal compressor. Consequently, the Archimedes screws, the centrifugal dispenser, and the compressor are all powered directly by the vertical turbine shaft, simplifying the mechanical design and minimizing conversion losses.

An inverted V-shaped solid filter is positioned above the centrifugal dispenser. It utilizes inertial separation to deflect heavy solids downward while allowing gaseous products to flow upward into proximal membrane arrays. The close proximity of these membranes increases gas retrieval efficiency. As the hydrogen jets release trapped gases and moisture from the coal, the membrane arrays sort these molecules into separate recovery streams. Collected water vapor is fed back to the adjacent electrolysis plant to sustain the hydrogen supply, while retrieved oxygen is combined with the oxygen generated from electrolysis. The primary product, methane, is filtered and extracted through this same array.

Methane cannot be synthesized by bombarding coal with molecular hydrogen gas alone; the hydrogen must be ionized to facilitate carbon-hydrogen bonding. After the initial degassing phase, field emission ionization nozzles—utilizing carbon nanotubes (CNT) to lower the required voltage—ionize the hydrogen as it is jettisoned. Any intermediate hydrocarbons produced during the process are recirculated through the ionization field until they are fully saturated into methane, ensuring a 100% carbon conversion rate.

To maintain continuous operation, non-reactive heavy particles—including silica, alumina, pure iron, calcium, and sulfur—are removed continuously from the bottom of the conical dispenser.

Total System Work Efficiency (TSWE): ~92%. (Achieved via direct-drive kinetic grinding).

Electrical Parasitic Load: 10%. (Used only for field ionization and control logic).

Carbon Capture Rating: 100%. (Carbon is fully sequestered into the methane molecule; no CO₂ is produced).

Water Autonomy: Neutral. (Moisture extracted from the coal provides the hydrogen feedstock for the next cycle).

By shifting energy application from "Brute Heat" to "Kinetic and Ionic Precision," the plant achieves results considered thermodynamically impossible for standard facilities. Economically poor coal, such as lignite, is processed into fine particles and transformed into a high-value industrial asset.

Back to Basics: The Spitfire Logic in Hypersonic Age

Modern commercial aviation has been dominated by the circular pressure vessel. While a cylinder is ideal for distributing hoop stress in a pressurized cabin, it creates an aerodynamic and structural compromise at the wing-to-fuselage junction. The design of the the BtBC (Blade the Ballistic Cruiser), allows returning to the foundational engineering principles seen in the Supermarine Spitfire.

The Spitfire featured a profile that was essentially an inverted ovoid with a flattened bottom. This allowed the wing to be integrated as an extension of the fuselage belly rather than a separate attachment. For the BtBC, I have implemented a similar "base-box" architecture.

The bottom of the craft is now a continuous flat surface, dictated by the geometry of the hexagonal LNG and Oxygen tanks. By making the lower tandem wings a single-piece spar that crosses the absolute bottom of the plane, I achieve two critical engineering goals:

1. Structural Continuity: The lift loads from the wing tips are transferred directly across a single member, reducing the bending moments on the fuselage frames.

2. Aerodynamic Cleanliness: At hypersonic speeds, any protrusion creates a shockwave. A flush, flat belly allows the entire aircraft to function as a lifting body, riding the compression shockwave with minimal drag.

While the Spitfire used its flat belly for aerodynamic smoothing, the BtBC utilizes it as a pressure containment plate. Because this aircraft is a VTOL with only 35 cm of ground clearance, the proximity to the tarmac is a benefit, not a penalty.

The unified Tesla valve rocket engines exhaust through a slit geometry integrated into this flat belly. During the initial lift-off, the expanding gases are trapped between the flat lower wing spar and the ground. This creates a high-pressure "fountain lift" effect. At 35 cm, the aircraft sits on a rigid aerostatic cushion, maximizing thrust efficiency before the nose-up clearing maneuver transitions the craft into horizontal flight.

By flattening the fuel tanks to create this Spitfire-inspired belly, I also solved the internal layout problem. The interface between the hexagonal cryogenic tanks and the cabin becomes a perfectly flat floor. This allows for modular avionics and payload systems that are impossible in a circular cross-section. The upper wing, situated less than one meter above the lower wing at this interface, completes a high-rigidity structural plank that supports the entire weight of the craft.

In "back to basics," we aren't moving backward. We are using the proven geometric advantages of 1940s fighter design to solve the most complex problems of 2026 hypersonic VTOL travel.

Offshore Hydrogen Plant

I had previously proposed wind-based recycling plants. They utilized the wind's kinetic energy to recycle landfills using mechanical means. This idea can be further enhanced to produce hydrogen and oxygen from seawater. The setup would be composed of two vertical offshore wind turbines working in tandem. The first one would be purely mechanical and the other would be a classical wind turbine generating electricity. It would be designed to generate DC instead of AC.

The objective is to vaporize seawater using a vacuum. The shaft of the mechanical vertical wind turbine would drive a vacuum pump just below the sea level. The vacuum pump would be surrounded by capillary aluminum pipes which carry seawater in them. The pipes would have their bottom ends open to allow seawater to enter. The top ends of the pipes would be vacuumed to vaporize the water, which would then be electrolyzed by the DC supplied by the neighboring vertical wind turbine.

The capillary pipes would warm the seawater in them using the heat generated by the vacuum pump. As a result, the efficiency losses of the pump would be partially recovered by the seawater, and the pump would be kept cooler. The capillary pipes would thin the water into a meniscus at the tube edge. This reduces surface tension, and the vacuum pressure lowers the energy needed for boiling. As a result, the heat recovered from the pump is enough to boil the water.

At the exit of the vacuum pump, the water vapor would be electrolyzed using a Direct-DC feed. High vapor temperature reduces the electrical Gibbs free energy requirement. Direct-DC eliminates ac/dc conversion losses (typically 3-5 percent).

The vertical wind turbines can be installed in close proximity, further improving their efficiency. This would create an island-based hydrogen production plant. The combined production output would then be sent to the coast using underwater pipes. On land, the hydrogen would be pumped into the country-wide hydrogen pipeline. The oxygen would be stored and sent to demanding chemical plants.

5MW Turbine Calculation (Estimated Yield)

Assumed Turbine Output: 5,000,000 Watts

Assumed System Efficiency (Combined): 75 percent

Effective Power for Electrolysis: 3,750,000 Watts

Energy required per kg of H₂ (Vapor phase): ≈ 45 kWh/kg

Calculation: 3,750 kW / 45 kWh per kg

Estimated Yield: 83.3 kg of Hydrogen per hour

Oxygen Byproduct: ≈ 666.4 kg per hour (8:1 mass ratio)

Beyond Subscription for the Service Providers

I propose additional revenue models for high-tier service providers. While current leaders like Google, LinkedIn, Meta, and Netflix utilize cutting-edge technology, their revenue models remain primitive, relying almost exclusively on advertising or flat-rate monthly subscriptions. These models are sufficient for average consumers, but they fail to capture the value sought by power users willing to pay for specific, high-value additions. My proposition is to charge based on incremental value.

Netflix: Tiered Content and Feature Monetization

Flat-fee subscriptions disadvantage premium content producers by averaging the value of high-budget and low-budget media.

Premium Access: Specific high-value content should allow for an additional per-view charge, enabling the inclusion of more specialized or high-budget productions.

Feature-Based Billing: Services such as dubbing or specialized subtitles could be charged as add-ons. This creates a self-sustaining revenue stream for localization, increasing total content availability without inflating the base subscription cost.

LinkedIn: Usage-Based Utility

Current subscription models often force users into long-term packages for short-term needs, or conversely, penalize high-intensity interaction by flagging accounts.

On-Demand Actions: Advanced searches and high-value interactions should be available via per-action or short-term bursts rather than monthly commitments.

Retention Logic: Rigid account blocking for high-intensity use disincentivizes platform interaction. A usage-based model allows for "heavy use" periods without compromising account status, preventing the increase of "ghost accounts."

Google Gemini: Compute-Based Pricing

Standard monthly fees for AI do not align with the high infrastructure and energy costs of data centers. For productivity-focused users, pricing should scale with computational load.

Dynamic Assessment: Upon receiving a query, the system should provide three processing tiers:

Fast Thinking: 0.2 cents

Moderate Thinking: 1.2 cents

Heavy Thinking: 2.0 cents

Efficiency: This allows users to pay only for the required "compute" for a specific task, removing the barrier of a high flat-rate monthly fee for intermittent users.

Implementation: Pre-Paid Credit System

I propose a pre-paid "wallet" system to facilitate these micro-transactions.

Privacy and Security: Pre-payment removes the necessity for service providers to store sensitive credit card data.

Financial Logic: Service providers benefit from the time value of money by receiving payments upfront.

Micro-transactions: Small-scale billing (in cents) is technically feasible through a pre-paid balance where credit card processing fees would otherwise make it impossible.

Transferability: This system allows for easy peer-to-peer balance transfers, such as a parent allocating a specific budget to a child’s account for controlled service consumption.

GMT-X Global Impact

GMT operates using the laws of Quantum physics; as a result, it is not bound by the Carnot cycle or other traditional thermodynamic limitations. With system efficiencies of 96% and power densities of 100W per cm², it will have a profound impact on the world. However, its most significant breakthrough is that it does not require high temperatures to convert heat into electricity. The base model can harvest energy from -50°C to -100°C. Slightly modified versions can reach cryogenic temperatures, and superconductor-enhanced variants can harvest energy even from liquid Helium environments. The end result: ambient temperature is more than enough for the GMT to produce electricity.

The Ambient Heat Engine

GMT-X, due to its 1.1-degree h-BN moiré lattice, triggers ballistic tunneling even at room temperature (25°C). Since air molecules are constantly vibrating, they provide a steady "thermal pressure." The GMT-X siphons this kinetic energy from the air, effectively cooling the surrounding environment while generating a continuous electrical flux. This means that with enough GMT modules, we can power the entire world. The Earth receives 173,000 Terawatts (TW) from the sun, while total human electric consumption is only ~20 TW. GMT only needs to "mine" 0.01% of the incoming solar heat to satisfy all human energy needs forever. Note, the heat is also available at night!

A car's roof provides more than enough area for GMT modules to generate the power required to run indefinitely. The same is true for electric planes and ships; they can be powered entirely by the heat stored in the air. The Sun continuously warms the atmosphere, and the GMT harvests that energy. This ends the global reliance on fossil fuels and nuclear energy. While we would still require fuels for high-speed planes and space rockets. The wide adoption of GMT would drastically reduce carbon emissions and even provide a localized cooling effect where it is deployed.

The Road to Adoption

This shift will not happen overnight. GMT production requires sophisticated machinery currently dedicated to semiconductor manufacturing. Because these machines cannot be built in high volume quickly, GMT production rates will initially be limited.

One final consideration: GMT operates at quantum limits, meaning its operational lifetime is yet to be fully determined. If it requires frequent replacement, the economics may shift. However, even in the near term, its adoption in the computing sector will be revolutionary, turning heat-generating processors into self-cooling power harvesters.

GMT-X Explained Further

After so many detailed explanations. I would like to wrap up the GMT (Gated Monolithic Tunneling). Even though, design principle was clear. Implementation was not that easy. Trying to gate the source so that the heat carrying electrons can be removed even at lower temperatures was critical. The gating should allow electrons to pass but not the phonons. In the meanwhile trying to collect the electrons below the gate posed connection problems and blocked the gate signal. After so many iterations. I concluded the design. The most valuable part of the final design is that it can be mass produced using already available technologies. Even though it looks complex with so many layers stacked on top of each other, the design has some room for imperfections.

GMT is formed using billions of parallel tunneling paths. As a result, any imperfection just lowers the thruput and not halt the operation like in chips. This architecture allows for a 'High-Yield' manufacturing process, where local defects do not result in total device failure. Even though it requires high switching speeds of 10GHz, the system has tolerance for frequency shifts. By integrating the energy conversion stage into the monolithic structure, the losses are minimized. Pulsed current harvesting allows very efficient and compact voltage transformation inside the module. GMT module allows high voltage low current output to reduce the off-module connection losses even further.

The integrated high switching circuitry reduces electric losses and reduces EMI radiation. The integrated Copper busbar cage acts as a Faraday Shield, containing the 10 GHz switching noise within the monolithic envelope to ensure zero interference with external electronics.

The critical tunneling section is supported by strong Aluminum Oxide nano structures. This helps perfect SWCNT growth and keeps SWCNT from buckling. As a result, GMT module is mechanically protected against vibrations and shocks; thermally protected both inside and internally against high temperatures and electrically isolated internally and externally and finally EMF shielded.

GMT would be controlled by applying the critical voltage to its gate. Removal of this voltage turns off the system. The response time of the GMT to gate voltage would be less a nano second.

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.

1. Standard CPU/Ambient Module

Material: Nickel-doped Silicon (Ni-Si).

Logic: This provides the best ohmic contact with the silicon die of a processor. The Nickel doping creates the necessary electron density while maintaining thermal compatibility with standard semiconductor manufacturing.

2. Cryo-Module (LN2 Temperatures)

Material: High-dopant Silicon (High-D Si).

Logic: At liquid nitrogen temperatures (77 K), standard silicon becomes too resistive. Over-doping ensures that there are enough mobile electrons to initiate tunneling even as the thermal jitter of the lattice decreases.

3. Superconducting Module (LHe/Deep Space)

Material: Niobium-Titanium (NbTi) with a sub-5 nm Nickel buffer.

Logic: For applications requiring zero-loss electron supply at the source (near 4K), a superconducting source is used. The thin Nickel buffer layer is required to provide the correct work-function interface for the graphene layer.

The Interface Layer (Mandatory)

Regardless of the base material, the active "face" of the source is:

Monolayer Graphene: This acts as the "launchpad." It provides the high-mobility electronic environment needed for the high frequency gating signal to modulate the electron cloud before it hits the h-BN barrier. 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.

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 (above the Graphene) 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 Stage

These stages are made of SWCNT (Single Walled Carbon Nano Tube), h-BN (hexagonal Boron nitride) and Gadolinium (Gd).

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 speed and has the same 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 less than 8 nm. This is where the physics happens. 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.

GMT is composed of a "Filter" (h-BN) + Gadolinium and an "Express Lane" (SWCNT).

The Logic of the h-BN Layer

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 GHz frequencies. 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 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.

We use nanosphere lithography to etch 1 nm radius holes through the twisted h-BN layers. This defines the high-density array of tunneling “gates.” We than use Atomic Layer Deposition (ALD) to place single Gadolinium (Gd) atoms into the 1 nm holes. The Gd acts as both the tunneling enhancer and the growth catalyst for the nanotubes.

The Logic of the Gadolinium Layer

Work Function Differential: Gadolinium has a low work function (~3.1 eV), which creates a significant potential drop when paired with the Nickel-doped source or the Graphene launchpad. This is what provides the "suction" that pulls electrons through the barrier.

Heavy Atom Mismatch: Because Gadolinium is a heavy rare-earth element, it creates a massive Acoustic Impedance Mismatch against the light Boron and Nitrogen atoms of the h-BN. This physically reflects phonons (heat) trying to leak backward, reinforcing the "Thermal Dam".

Atomic Thickness: We use a monolayer to ensure that electrons can move ballistically through it without scattering, which is essential for maintaining the Self-Sustaining Oscillation (SSO).

Gating Frequency: Gadolinium optimizes the tunneling resonance for a 10 GHz operating frequency, providing the ideal balance between quantum flux and electrical switching efficiency.

We than grow Single Walled Carbon Nanotubes (SWCNTs) via CVD. The 1 nm radius twisted h-BN holes physically force the CNTs into a small, uniform diameter. This maximizes the Field Focusing Effect at the source-junction interface.

GMT requires a material with a mean free path longer than the total device thickness. 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 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 gating window.

7:1 aspect ratio of SWCNT creates a very high electric field concentration effect. This multiplying effect lowers electric field requirement to pull the electrons from the Source.

We than infill the CNT forest with Aluminum Oxide using ALD. This ceramic matrix provides the compressive strength to support the upper copper stages without voids. Later we perform Chemical Mechanical Planarization (CMP) to grind the CNT composite until the CNT tips are exposed and the surface is perfectly flat.

Quantum Voltage Generation

The GMT-X generates a potential difference through a combination of work function engineering and resonant tunneling. Below are the technical parameters for the 0.9 V output.

1. Work Function Differential (Δ Φ)

The primary potential is established by the mismatch between the source and collector materials.

Source: Ni-doped Silicon with a Graphene interface (Φ ≈ 4.5 eV).

Collector: Copper/Tungsten stack (Φ ≈ 4.1 eV - 4.3 eV).

Intrinsic Gain: Provides a base potential of 0.3 V to 0.4 V.

2. Gd-Enhanced Resonant Tunneling

The inclusion of single Gadolinium (Gd) atoms within the moiré lattice acts as a quantum "accelerator."

Moiré Modulation: The 1.1-degree twist in the h-BN layers creates periodic potential minima, reducing the effective tunneling barrier.

Mid-Gap States: Gd atoms create discrete energy levels (f-orbitals) within the h-BN bandgap. This enables Resonant Tunneling, allowing electrons to bypass the classical barrier height.

Static Gate Bias: The Tungsten (W) gate maintains a DC bias that "lifts" the source electron energy levels, tuning the resonance.

3. Net Operational Voltage

Target Output: 0.9 V per cell.

Logic: This voltage is the optimal "sweet spot" where ballistic transport is maximized without triggering the Coulomb blockade (back-pressure) that would stall the 100+ A /cm² current flow.

4. Post-Junction Gain

The 0.9 V potential is the "raw" quantum output. All higher voltage requirements (e.g., 12 V or 48 V) are achieved via the Aero-Inductive Transformer secondary windings integrated into the device lid.

The Aero-Inductive Conversion Lid

Vertical Stack

Layer 1: The Collector Interface (Interconnect Phase)

The stack begins at the Copper (Cu) Collector. From here, the 100-micron side perimeter busbars rise vertically. These massive Copper "walls" (approximately 60 μm tall) act as the primary current conduits to bypass the gate and dielectric layers. These busbars allows 98% area utilization. These "huge" walls are what allow the 1 cm² die to handle 111 A without the current crowding typical of surface-only lateral traces. Additionally, they double as EMI shield.

Layer 2: The Reflex Gate & Dielectric (Gating Phase)

Directly above the collector sits the 15 nm HfO₂ isolation layer, topped by the 180 nm Tungsten (W) Reflex Gate. This stage does not conduct the main current flow but provides the electrostatic "squeeze" and the "Atomic Anvil" for high frequency pulse reflection.

Layer 3: The Vertical GaN HEMT (Switching Phase)

The GaN transistor is mounted/fabricated such that its Source terminals meet the side perimeter busbars. The current flows vertically through the InAlN/GaN lattice. This layer includes the monolithic TaN/MIM relaxation network which triggers the gate based on collector voltage.

Layer 4: The Transformer Primary (Induction Phase)

The Drain of the GaN switch connects directly to the Primary Coil, fabricated from Graphene-Augmented Copper (Cu-G). This coil handles the high-current pulses. Cu-G composite is required because the skin depth at 10 GHz is approximately 650 nm. The graphene lanes allow the 100A current to utilize the full bulk of the winding, preventing the trace from overheating.

Layer 5: The Aero-Inductive Gap (Isolation Phase)

A MEMS-released Vacuum Gap (1 μm) separates the primary and secondary coils. It is supported by a sparse grid of Alumina (Al₂O₃) micro-pillars. At 10 GHz, 1 µm gap is critical for reducing parasitic capacitive coupling between the high-current primary and the secondary windings, ensuring 100A pulses are transferred magnetically rather than leaking electrically. Also, the gap thermally decouples the junction from the output terminals.

Layer 6: The Transformer Secondary (Step-Up Phase)

The Secondary Cu-G Coil captures the magnetic flux. The number of windings here determines your final output voltage (e.g., stepping 0.9 V up to 12 V).

Layer 7: The Ground Plane & Shield (Encapsulation Phase)

A final Copper Ground Plate sits at the top, acting as both the circuit return and an EMI Faraday shield.

Layer 8: Output Terminals (DC Interface)

The DC Positive and Negative terminals are plated on the top surface, ready for surface-mount integration onto a PCB or direct contact with a processor's power pins.

The Operation of GMT

1. The Accumulation Phase (Gate Ramp-Up)

The process begins with the Tungsten (W) Reflex Gate biased at approximately 1.6 V. This creates an electrostatic "pull" that lowers the quantum barrier of the 1.1-degree twisted h-BN. Ballistic electrons tunnel from the Ni-Si source, through the Gd-atom sites, and flood the Copper Collector. As the collector fills, its negative potential rises, approaching the 0.9 V design limit.

2. The Threshold Trigger

The monolithic TaN/MIM relaxation network in the lid monitors the collector's voltage. Once the potential reaches the 0.9 V threshold, the RC circuit triggers the InAlN/GaN HEMT gate. The transistor "snaps" from a non-conductive to a fully conductive state in less than 1 picosecond.

3. The High-Flux "Flush" (300 GHz Pulse)

With the GaN switch open, the 100A+ current path is completed through the side perimeter busbars. The built-up electron reservoir in the collector "flushes" upward through the GaN lattice and into the Aero-Inductive Primary. This sudden current surge (di/dt) creates a massive displacement current.

4. The Tungsten Reflex & Reset

The high-frequency pulse hits the Tungsten (W) Reflex Gate. Due to Tungsten's massive atomic density, it acts as an "Atomic Anvil," reflecting the electromagnetic pulse (back-EMF) into the collector. This reflection:

Assists the Flush: The reflected wave physically "pushes" remaining electrons out of the collector.

Resets the Gate: The pulse reflection helps the GaN switch transition back to the "Off" state as the collector potential drops.

5. Induction & Output

The 10 GHz magnetic pulse in the primary coil is captured by the Secondary Cu-G Coil across the Vacuum Gap. The energy is stepped up to the target voltage and smoothed by the top-layer capacitors, delivering clean DC power to the output terminals.

The power output estimate of GMT module is: 0.9V and 100+ A/cm², resulting in a design-rated output of 100 W/cm². The 10 GHz Aero-Inductive Stage achieves an electrical efficiency of 94%, while the internal thermal siphoning loop raises the total system efficiency to 96% by recycling conversion losses back into the Ni-Si source.

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.

The Iₛₚ Trap

NASA is still struggling with hydrogen leaks on the SLS rocket. They missed another launch. This is what happens when you follow a "number" instead of real-world physics.

The Iₛₚ Myth

In school, they teach that Specific Impulse (Iₛₚ) is everything. Hydrogen has a high Iₛₚ (~450s). Methane is lower (~380s). NASA stays with Hydrogen because of this one number.

But in the real world, Iₛₚ is a trap. Here is why:

Hydrogen is "Fluffy": It has almost no density. To get enough mass, you need giant tanks.

The "Dead Weight" Penalty: Because the tanks are huge, the rocket is heavy. Even when the fuel is 90% gone, the engine is still pushing a giant, empty metal balloon. This eats all the Iₛₚ gain!

The Leak Problem: Hydrogen is the smallest molecule. It finds every tiny hole. It makes metal weak (embrittlement).

The Methalox Solution

NASA should have switched to Methalox (Liquid Methane + Oxygen) decades ago. Methane is 6 times denser than Hydrogen. The tanks are small and strong. At the "finish line," a Methalox rocket is much faster because it isn't pushing a giant empty house.

No Excuses on Infrastructure

Some say it is too expensive to change the launch pads. This is not true. If a pipe can hold Liquid Hydrogen at -253°C, it can easily hold Liquid Methane at -161°C. Methane is "warmer" and easier to handle. Switching to Methane is a "downgrade" in difficulty.

Wasting Taxpayer Money

It is not just about the physics; it is about the people's taxes. Liquid Hydrogen is incredibly expensive. When you compare them in liquid form, the cost difference is huge. Liquid Methane is abundant and cheap. Liquid Hydrogen requires massive amounts of electricity to reach extreme cold. Why spend billions of tax dollars on an expensive setup that does not work properly? It is dangerous and hard to handle. Other than a "theoretical" Iₛₚ number, hydrogen has no advantage. It only has "show-stopper" disadvantages. NASA is stuck with "Academic Blinders." We are in the age of robotics, yet we risk lives on a "leaky hydrogen bomb" just because leaders won't admit they are wrong. The periodic table is simple. Real-world physics matters more than a textbook number.

Technical Appendix: The Aspiration Injection Model

For the Slurry Carbon propulsion system, I propose a Mix-on-Demand injection architecture rather than pre-mixed storage. This solves the challenge of nanoparticle sedimentation during long-duration deep-space coasting.

The Venturi Canal: The Liquid Oxygen (LOX) is stored in a primary header tank, pressurized via solar-thermal boiling. During operation, LOX is channeled through a specialized "Mixing Canal."

Carbon Aspiration: A dry hopper containing the carbon nanoparticles is connected to this canal via a precision-machined thin slot. As the LOX flows through the Venturi narrowing, the resulting pressure drop (Bernoulli’s Principle) naturally "aspirates" or sucks the carbon into the stream.

Passive Fluidization: To ensure the nanoparticles do not clump in the extreme cold, the hopper utilizes a low-power piezoelectric vibrator. This maintains the powder in a fluid-like state, ensuring a consistent mixture ratio without complex mechanical augers.

External Combustion Advantage: Because the ignition and combustion occur externally, the mixing process only needs to be "sufficiently turbulent" to sustain the burn. The complexity of internal combustion stability is avoided, making the system significantly more reliable and fail-safe than traditional bi-propellant engines.

Slurry Carbon: The Perpetual Propellant of the Solar System

I first proposed the use of carbon nanoparticles suspended in liquid oxygen (LOX) as a monopropellant over a year ago. While its environmental footprint makes it less ideal for Earth-to-orbit launches, it is the perfect solution for my orbitally assembled deep-space rockets.

My previously proposed deep-space designs utilize cascaded "Cassette" rocket stages, which allow for precise micro-staging during long-duration missions. While liquid methane (Methalox) is a standard alternative, the Slurry Carbon monopropellant offers distinct advantages in the microgravity of orbit:

Mass Ratio Optimization: Because the engine doesn’t require a Thrust-to-Weight (T/W) ratio greater than 1 in orbit, the design can be radically simplified. Almost the entire volume of a Cassette can be allocated to propellant, yielding an exceptional fuel-to-total-mass ratio.

External Combustion: The "engine" is reduced to a simple nozzle that ejects the slurry. Since the primary combustion occurs outside the vehicle, only the bottom section of the rocket requires reinforcement.

Minimalist Plumbing: There is no need for complex piping, regenerative cooling, or turbopumps. Solar radiation and the heat from external combustion provide sufficient energy to slightly boil the LOX, maintaining the pressure needed to feed the nozzle.

Assembly in orbit and long-transit planetary missions pose a major risk: propellant boil-off and the freezing of mechanical parts. A descent engine that remains dormant for months in a cold vacuum is a single point of failure. The Slurry Carbon system is designed for these "delayed starts." It remains ready to operate regardless of the duration of the coasting phase. This setup is particularly effective for inner-solar system missions; as we approach the Sun, solar rays can be harnessed directly to facilitate tank pressurization and ignition.

The most compelling argument for Slurry Carbon is its universal availability. The propellant consists solely of carbon and oxygen—the primary constituents of the Mars and Venus atmospheres (CO₂). By harvesting these materials in-situ, missions become independent of Earth-shipped supplies. Whether you are landing on a carbon-rich body or operating within a CO₂ atmosphere, the raw materials for your propellant are everywhere. This makes Slurry Carbon not just a fuel, but the perpetual propellant of our solar system.

The End of the Runway

A Realistic VTOL Architecture that Obsoletes Horizontal Takeoff and Landing

The idea of a Vertical Takeoff and Landing (VTOL) aircraft has long been dismissed as heavier, more complex, and less fuel-efficient than its runway-dependent counterparts. The primary culprit has always been the engine. Attempting to modify a turbofan for VTOL only compounds its inherent flaws. I have solved this by eliminating the turbofan entirely. I see turbofans as the bulky CRTs of the past; my design is the slim LED display. Just as LEDs outperformed CRTs in every metric, this unified combustion engine resolves the weight and complexity issues of traditional aviation. By shifting the technology, I have opened new horizons where VTOL isn't just a feature—it's a 'no-brainer' that beats horizontal takeoff in every aspect.

The heart of this design is a unified combustion engine fueled by liquid methane and liquid oxygen. These chemicals yield ideal thrust compared to bulky air-breathing engines. While such a system might seem unfeasible for long-duration flight, the key lies in air augmentation and the afterburner effect. To make this work, attaining a very high bypass ratio is a must.

Most aircraft are drawn as artistic models with engines tacked on as an afterthought. My planes are designed around the engine to maximize its efficiency. This philosophy led to my successful subsonic and hypersonic VTOL designs. When you possess compact, lightweight engines with an extreme Thrust-to-Weight ratio, you gain total design flexibility. You can distribute multiple units to serve dedicated roles for VTOL or horizontal flight. This unified engine—essentially integrated Tesla valves, a flat combustion chamber, and a slit exhaust—can be parametrically designed with high-surface-area regenerative heat exchange canals and 3D printed in one piece. The efficiency of the engine allows it to be integrated directly into the structural elements of the aircraft, essentially making the engine a part of the airframe itself.

The VTOL engines I propose are located at the belly of the aircraft, surrounded by Actuated Skirt Doors and a carbon fiber fabric shroud. This formation serves a double purpose: it acts as the landing legs and forms a plenum for thrust augmentation and air entrainment. By utilizing the ground-effect "skirt," we reduce the immense fuel consumption typically associated with VTOL by up to 30% with minimal weight. It is important to remember that traditional planes carry massive hydraulic landing gears, complex wheel assemblies, heavy brakes, and intricate flap systems. This is all dead weight for 99% of the flight. It costs fuel to lift, fuel to carry, and compromises the aerodynamics of the airframe for the entire mission. The weight penalty associated with my VTOL architecture is a mere fraction of these legacy systems. While vertical takeoff requires high propellant consumption for a short duration, that weight is consumed immediately and presents no penalty for the remainder of the flight. During landing, the considerably lighter plane requires even less fuel for its final descent. Furthermore, because this is a winged aircraft, it transitions to horizontal flight quickly as it ascends. It approaches the landing pad with helical movements—similar to a traditional plane—and only hovers vertically at the last minute. As a result, the aircraft only requires gradual vertical thrust bursts, thanks to the low stall speeds of the tandem bi-plane design.

Even though my VTOL carries some of the oxygen needed for the flight, it remains more fuel-efficient than a traditional aircraft. The horizontal thrust engine is embedded inside a long, featureless duct. This duct allows fuel-rich exhaust gas to be fully combusted with ambient oxygen, creating a very-high bypass effect where air is accelerated by the exhaust gas. This significantly improves the Iₛₚ compared to a classical rocket engine. Additionally, this clean duct induces much less drag than a standard turbofan housing. The heat exchangers forming the duct walls pre-pressurize the propellant while keeping the fuselage cool. The lightweight, simple structure of the duct allows it to be much longer than a turbofan casing, facilitating a better mixture of hot and cold gases and further improving overall efficiency.

Utilizing ambient air as a primary oxidizer requires heavy fans, compressors, and gas turbines—all dead weight that must be carried throughout the entire flight. In contrast, Liquid Oxygen (LOX) is a consumable weight; the aircraft becomes progressively lighter as it flies. Furthermore, ambient oxygen is still utilized as an afterburner, reducing the total LOX requirement.

Carrying the necessary components for combustion on board ensures that engine thrust remains stable regardless of external conditions. If ambient oxygen levels drop, LOX consumption can be increased to maintain the desired thrust. In my design, air quality does not dictate thrust levels—a critical safety criterion for powered flight. Instead, air quality only affects fuel economy. This reduced dependency on ambient oxygen allows the aircraft to fly at significantly higher altitudes, aided by the high lift capacity of the tandem bi-plane design. At these altitudes, the aircraft experiences less drag while still benefiting from augmented air flow.

Removing engines from beneath the wings "cleans" the airframe. By eliminating horizontal takeoff equipment—such as heavy flaps and landing gear—and storing the fuel below the passenger cabin, we remove the structural burden from the wings. This allows the aircraft to utilize tandem bi-plane wings joined by vertical supports to form a closed-box structure. This configuration offers higher structural strength with significantly reduced wing thickness. One major benefit of these vertical supports is that they eliminate the need for a large vertical stabilizer at the back of the plane, further cleaning up the airframe and reducing weight. Furthermore, this setup enables high-aspect-ratio wings that maximize the Lift-to-Drag ratio compared to traditional aircraft. Even though my design features more wing surface than a conventional plane, its optimized cross-section results in less total drag. The result is a much lower stall speed, which shortens the VTOL duration, provides higher lift at high altitudes, and requires less fuel to keep the aircraft airborne.

Finally, the design features a removable aft cargo bay coupled with six boarding doors to allow for rapid deployment (the simultaneous loading/unloading of cargo and boarding of passengers). This efficiency is made possible by specially designed VTOL-only airports. I have detailed the operation of these airports of the future in separate articles, but they are the final piece of the "No-Brainer" puzzle: a world where the runway is replaced by a streamlined, vertical-flow terminal.

Feasible Subsonic VTOL

This is most probably the biggest update to my LNG VTOL design. Now on I don’t need to mention that it uses LNG as fuel. All my aerospace vehicles consume liquid methane and LOX. Only the orbit assembled space crafts have special fuels depending on the mission.

The final design update is related to the horizontal thrust engine. In order to attain ultra-high bypass (22:1) air to improve the efficiency, I needed to add ducts to fuselage. Unlike the ducts of turbofan engines, they would be curved around the fuselage and most importantly would be almost hollow inside. The slit ejector unified engines would mix perfectly with the augmented air inside the duct. There would be several ejection points to maximize the fuel mixture efficiency. Inside the duct there would be Helmholtz resonators to reduce the noise and convert sound into heat. Turbulence inducing cavities to improve air mixture inside the duct without inducing too much drag. The heat inside the duct and the engine would be used to pressurize the liquid propellant, negating the need for turbopumps.

The outside of the duct is just a heat-resistant wall. Therefore, it can be directly attached to the fuselage without needing heavy support. Additionally, this design allows much longer ducts than turbofans that allows much better hot and cold gas mixture. More importantly, fuel rich exhaust gas can be completely burned out by the ambient oxygen by an afterburner effect. This reduces the LOX requirement for the journey.

The long duct would be placed between the frontal and the rear wing sets. This would feed non turbulent air to the duct and the rear wings would be protected from the warm exhaust gasses.

One final adjustment to the design is the addition of carbon fiber fabric around the Actuated Skirt Doors. There would be a slight gap between the fabric and the belly of the plane. This setup would act as a Dynamic Plenum Formation, Thrust Augmentation & Air Entrainment, Integrated Ground-Effect "Skirt" and Aerodynamic Envelope Restoration (Cruise) for the aircraft. This would reduce the immense fuel consumption of VTOL by up to 30% with less than the weight of landing gears on a traditional plane.

Aerospace Design Thinking

For more than a year I am developing aerospace related ideas. Recently, I started using AI to verify and perfect my ideas. Unfortunately, and thankfully, AI is really poor on visualizing and perfecting out of the box ideas. As a result, I am at the driving seat of the idea development process. If you don’t know what you are doing or have weak background on the fundamentals, AI can easily approve a design even though it is not feasible. With a proper foundation and understanding you can rapidly perfect ideas like in my case. Here are some design elements that I have perfected.

The major idea that forms the basis of all my aerospace ideas is the use of low-pressure unified rocket engines instead of turbofans or complex and very high-pressure rocket engines. All my engines utilized liquid methane or LNG as the fuel and LOX as the oxidizer. Using LOX even worked for aircrafts as well, where air breathing engines are the undisputable norm. Majority of my aerospace ideas utilized the Earth’s atmosphere for better fuel efficiency other than the ones that operated in space where there is no air. By perfecting the designs by eliminating most of the dead weight, drag inducing parts, better aerodynamic lifting and utilizing the augmented air enabled the success of my ideas. Even aircrafts carrying LOX on board were feasible against the air breathing planes.

Low pressure unified rocket engines are comparatively easy to manufacture and they produce immense thrust for their weight and volume. I opted for 3d printed unified engines for fast and reliable manufacturability. This approach reduced the weight, assembly and maintenance times as well. Less part meant less point of failure as well. This setup allowed dedicated engines for dedicated tasks such as dedicated VTOL engines and horizontal thrusters. No need to rotate the engines during flight transition. Simple reliable solution with minimal dead weight. Removal of the landing gears and other horizontal takeoff and landing related parts counterbalanced the dedicated VTOL engines and the landing legs. I could even utilize some augmented air for the VTOL engine as well. In my design thinking; if there is a rocket engine that consumes LOX, the overall design should utilize some form of augmented air and afterburner effect to increase the low Iₛₚ value.

The removal of bulky and drag inducing turbofan engines in all my aircraft designs allowed me to utilize higher aspect ratio tandem bi-planes. I try to increase the lift surface without increasing the drag too much. I like bi-planes while they are structurally strong, can be very thin while they are supported from several points, they have less horizontal cross section for efficient VTOL. Placing the upper wing slightly forward allows self-stabilizing design (it is actually more than that).  Tandem design allows more even lifting compared to a central single set of wings. It also lowers the total wingspan to make the plane more compact.

My most critical design approach is double purposing. It dilutes the cons and turns them into pros. Gradient hexagonal cascaded fuel tanks double as wing attachment point and create the chassis of the plane. If you double or triple purpose a dead weight, then it wouldn’t be a dead weight anymore.

With all these fundamentals in mind; I develop subsonic VTOL planes that have certain wing profiles and ducted engines, hypersonic VTOL planes with trailing edge integrated engines and different wing profiles, single stage to orbit Blade rocket. On a smart eye they have many things in common and a single source of origin.

Blade 3-2 SSTO

Blade, high aspect ratio wing shaped space rocket gets a new update. This time I incorporated bi-wing design. Two low profile Blade on top of each other. The top one would be placed a little forward than the lower one to create a shock barrier for supersonic speeds. The gap between the two would be small, less than a meter. The lower section would be taller compared to the top one. The lower section would be experiencing more heat and more shock waves. Therefore, it would require heavier shielding and cooling. Additionally, it would house the payload bay on its center.

This new design would allow much higher augmented air inlet between the two sections. Also, the lift to drag ratio would be improved by splitting the cross section into two pieces. The vertical supports between the sections would improve the rigidity of the supersonic wing shaped rocket. The supports would also serve as vertical stabilizers, reducing the load on software driven differential thrusts.

Like all Blade series, Blade 3-2 also takeoff horizontally from a runway. There would be a motorized trailer accelerating the rocket on the ground while the rockets engines also ignited. Unlike traditional planes, the rocket would ascent with a low angle of attack like a glider. In order to utilize the atmosphere more and save on fuel and oxidizer, Blade 3-2 will spend more time on the lower atmosphere. Below 25km, the afterburner affect would save considerable amount of heavy LOX. As the surface of the rocket heats up, it would ascent slowly and still utilize the augmented air to improve thrust and utilize its wing shape to counteract the gravity. Unlike traditional rockets, Blade series direct almost all of their thrust to horizontal acceleration. That is the main goal of a LEO deployer. Ideally, Blade 3-2 would reach the orbital speed just before leaving the Karman line, so augmented air and atmospheric lift would be maximized. Once in space, the rocket would make the necessary maneuvers such as moving towards the Equator.

The return flight of the rocket would be mainly engineless gliding. Even though there would be some methane in the tanks. They would be used to pressurize the structure and as a coolant during the atmospheric reentry. On the upper atmosphere, Blade would skip thanks to its high aspect ratio design. This would allow much more speed reduction on the cooler atmosphere. The very high aspect ratio even at supersonic speed would allow more gradual slow down and less heating. The gap between the two sections would also work as an air brake and passive stabilizer. Finally, Blade 3-2 would land on the runway on the trailer it took off. The trailer would decelerate the rocket till it stands still. There would be a Catcher in the Fly in reserve, if the rocket cannot make it to the runway. The Catcher would catch the rocket up in the air and land it safely on the ground.

That is the summary of the Single Stage To Orbit (SSTO) Blade 3-2.