C/M Private Jet. Net Zero Option
C/M PRIVATE JET - NET ZERO OPTIONS
More expensive or on-par with C/M Supersonics & scaled models
Simply unlike larger Jets at 100,000 - 200,000 kW - S we are running like some under 100,000 at only under 10,000
Simple retrofit Kits or ground up effort with lower cost for 10-25 passengers & light cargo then options bridging up to 90 & over
Cypress Airlines! Vintage Modern
https://2026featurecig.blogspot.com/2026/08/blog-post_968.html
GULFSTREAM AS INDUSTRY STANDARD
The Gulfstream G650 burns about 485 to 500 US gallons of jet fuel per hour. Converted to thermal energy rate, this equals roughly 5.08 to 5.24 megawatts (MW) or 5,080 to 5,240 kilowatts (kW) of chemical energy input per hour.
Fuel and Energy Breakdown
Fuel Burn Rate: ~490 US gallons per hour (GPH) (approx. 3,283 lb/h or 1,489 kg/h).
Specific Energy of Jet A-1: ~11.9 kWh per kilogram (42.8 MJ/kg).
Total Energy Consumption Rate: ~17,720 kWh of fuel energy per flight hour, which is an average continuous power input of ~17.72 MW thermal.
Effective Shaft/Thrust Power: Factoring in typical gas turbine thermal efficiency (~35%), the actual mechanical power delivered to push the jet is roughly 5.08 to 5.24 MW (5,080 to 5,240 kW).
NET ZERO AVIATION
Sub & Super Sonic
10-90 / 90-180 passenger Aircraft by C/M & Alliance with up to 480 passengers on retrofitted third parties
US $10-15 up to $75 Million Business & Pleasire Travel Jet. Connected to larger scale passenger travel
C/M Private Jet. Net Zero Option
SUPERSONIC TIPS & MOLECULAR CONTROL
Sydney Nicola Bennett's cone trick to sneak a whole jet through a vortex pocket to create smooth sailing in air. No or little drag coefficient
"Yee-ol flagpole & cone trick to deflect air molecular around the bloody aircraft for super sonic = delete material & increase strength while voiding drag. Simple like the front of a vessel to deflect waves & glides through almost like off & floating bit"
On said cone we have vortex adjusters to reverse molecules
SYDNEY NICOLA BENNETT'S C/M KINETIC AVIATION
A wind tunnel vortex is a rapid, swirling circular flow of air created inside a test chamber, commonly forming at lifting wingtips or behind sharp edges as high-pressure air spills into low-pressure zones.
How Vortices Form in Wind Tunnels
Pressure differences: Air naturally moves from high-pressure surfaces (like the bottom of an angled wing) to low-pressure areas (the top).
Wingtip rolling: At the edge of a finite model, this leaking air curls upward and rolls into a distinct trailing spiral or vortex core.
Induced drag: The swirling motion pulls air downward (downwash), creating extra resistance known as induced drag.
Visualization and Testing
Smoke injection: Technicians inject smoke filaments into the airstream to make invisible swirling pathways and core structures clearly visible to observers.
Vortex generators (VGs): Small fins are often attached to models in the tunnel to deliberately trip and energize the boundary layer, delaying stalls and flow separation.
REFLECT ORBITAL
50,000 Mirrors + dissipation effects of manufactured volcanic + LPT's & how can these mirrors be turned off or dimmed & adjusted for safe use?
The critical reason the Concorde nose dipped was pilot visibility. Its long, pointed nose blocked the view of the runway during slow flight.
Aerodynamic Design vs. Low-Speed Visibility
Supersonic Shape: The jet needed a sharp, needle-like nose cone to cut through shockwaves and reduce drag at high speeds.
High Angle of Attack: Because of its delta-wing design, the aircraft had to pitch its nose high up into the air during take-off and landing to stay airborne at low speeds.
Obstructed View: This steep, nose-up angle completely hid the runway from the pilot's forward-facing cockpit windows.
How the Nose Worked
Drooping Action: Hydraulic systems lowered the hinged nose tip down by 5 degrees for taxiing and take-off, and down to 12.5 degrees for final landing approaches.
Retractable Visor: A metal shield called a visor slid down into the nose before the nose itself dipped, uncovering the main window glass for the flight crew.
Return to Streamlined Form: Once the plane climbed away from the airport or finished landing, the nose and visor locked back into a straight, flush position for fast flight.
If C/M's take on Concorde had been in place with Sydney Nicola Bennett's Engineered effort then the crashed plane would have taken on a damaged tire on landing gear, damage to the wing underside & a section of Kinetic Energy Generators offline would have slowed flight lights for a take off, loop around, land & skid partial on grass to a stop with damaged landing gear. No fire. No explosion. No death. Passengers put on a replacement while damaged issue is then repaired
C/M A. Electric Ducted Fans EDF'S
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