The Space Elevator/ Kleinair Dynamics

...a device connecting earth's surface with space or the mid to upper atmosphere to reduce the expense associated with lifting weight. -Kleinair

Tuesday, November 21, 2006

The Kleinair Passenger Jet

What would a man do if he wanted to produce maximum thrust required to launch a plane quickly?

Let’s call it the 7-passenger Kleinjet. Substantial force is required. I would install in it a water splitting hydrogen power plant, which would consume the water used in combustion. There is much hydrogen in water so it should be sufficient and well worth any weight necessary to carry.

A conventional combustion engine will not be sufficient, because they would only be useful for kinetic energy such as spinning a prop or turbine. A turbine is not fast enough. A scramjet is a far better choice and can efficiently transport a jet to Mach 7. The Kleinjet could have small turbines to approach scram threshhold speed of about 250mph. Or it could have rockets to get it there faster, but use more fuel. Since it’s water fuel, I believe we will prefer rockets.

The hydrogen would be split and dumped into the cone where sparking elements would ignite it. The cone could be made somewhat directionalizing. That fulcrum of force would be like a pool table’s bumper internal to the plane on force, and function like a wing flap with air forcibly pushed from it. This is very useful, even at only a few degrees, and is well worth jointing the thruster. The air intake for the engine could also be drawn from any of 360* around the jet, affecting pressure and force on the body.

Additionally there should be flaps and positionable wings. The wings would be flaps, and could yaw slightly. This robotic mechanism may become a hassle and high maintenance, and malfunction could be deadly. It will also experience high force pressure. How can it be made simple?

Secondary wings. The plane will be equipped with smaller normal wings primarily for lift, but also with normal flaps. Then there should be smaller secondary wings positioned above the first set that will form shapeable wind tunnels with the first set. These second wings will be like large freefloating flaps. They will also be retractable into the body. So basically they will form a GI tube or plane with the fuselage.

Combined with a fulcrum jet, this will be nanofantastic.

The jet in the back will be assisted by a bottom mounted scram. Both could fire at once, but the jet would be outpaced by the scram. The jet could assist scram-level steering, or disengage entirely. An aerodynamic computer would translate control input to appropriate and G-safe flap and jet action when at high speeds. Tweakable? Manual override?

The smoother the surface is, the less drag there will be. I want to try deionizing the air surrounding the plane and see if that will affect turbulance or push away bits of pollution or chaff. It may favorably or uniformly affect air viscosity. If we can get ionized particles to vibrate around the plane it may affect shock wave formation and the turbulent layer.

It might be good to get a very powerful em field going on several meters to hundreds of meters in front of the nose of the jet, and to em monitor the upcoming air content.

Note the comparison between shock diamonds and the Rubens Tube fire bit. It’s the same thing. Embed:

At such high speeds, I would expect air to react as a solid to any change in flow shape. The functional frequency of the [moving] event would be highly intensified and changes to the system would be dynamic at a high refresh rate.

This could have effects on laminar or turbulent flow. A turbulence is an unchecked vibration, similar to radiation in an atom. It will cause the plane’s force to leave the area, which could take the form of speed alone, but which will also reduce the plane’s wave constitution.

Materials. I may want to make the plane’s body from carbon fiber. This may be sufficient tensile material and light enough to ensure that it won’t shatter during manoeuvers. This could be gilded with aluminum or possibly copper to enhance em conduction.

Also, would it be meaningful to microwave the burning fuel as it is leaving the scramjet? I have read that it becomes plasma, which could produce quite a shock wave. If this wave could be resonated with appropriately it might increase speed dramatically, even on top of combusting hydrogen. Embed:

“flying through time”

Hmm. From M0.8 to M1.2 the coefficient of drag increases by 300%. This is similar to cod at 50-55mph doubling by 70mph. A meaningful curve is established. Could ionizing air ahead of the plane affect pressure or drag?

A circular wing would technically be even better than a delta wing. It could encompass the whole plane and there’d be a fuselage line or ridge down the middle. Either the fulcrum jet would stick out from the rear portion, or would be encapsulated in a more ovoid open rear portion. The air supply could be inducted more from either the top or bottom to motivate manoeuverability in addition to fulcrum.

Whitcomb’s rule causes certain areas of the plane’s aerodynamics to break mach before the whole plane does. This makes leaping into mach more difficult and produces considerable drag. It will be easier if the plane has low drag or performs this quickly.

It may be meaningful for the plane to be shaped like a disc more than a missile. The disc can slope up airflow even around wide points to provide zero corners, except the one at the front ridge of the plane. This would be good and could outperform a square or triangular style plane body. This article on shock absorption could also potentially be useful, and a kind of coating to the body of the plane could reduce impact. This may be less useful considering the continual bombardment of air during travel, or require dynamic adaptation to the force.

The jet engine on this machine would probably not need to be far greater than 3 tons of thrust to approach the scramzone quickly. From there, the scramjet engine without possible microwave would produce many many tons of force and become the main driving principle, while the fulcum engine and GI plane would steer. The scram portion may also be shiftable on a slight degree basis.

And I’d add dynamic aerodynamic or navigational robotic response in the event of failures.

It may be meaningful to have a sensitive em field detection system either in aircraft or on the ground to determine the presence of electrical or magnetic anomolies. This could detect the operating systems of other planes or magnetic particles, or other em pulses fields or signals.

I don’t particularly feel the need to make this plane as manoeuverable as it has become. The fulcrum jet may be a nice feature. The GI wing portion is probably not required. The scram could also be tiltable by maybe up to 4-5*, but even that is probably not required, and traveling very rapidly in a straight line is most likely the greatest asset of this plane.

A very manoeuverable jet might be cool for fun, but it is probably not necessary to make it break the transonic zone. I might call that the Miniklein and move this model to midlevel passenger 'production'.

Next up: Miniklein and Kleinair secondary analysis, environmental standard improvements for conventional jets, more of the Midairport Craft Carrier/Lander, and the cement boots of capitalism on old fleets.

Monday, October 23, 2006

Upper Platform

I would engineer a spaceflight from a similar upper platform attached to the nominal buoy. Up another 25km or so, a smaller spherical launch plate with scientific equipment and a specially heat treated pad, and the floating platform fitted with balloons in the event of being exposed to massive heat to dissipate it without popping the platform or changing its buoyancy significantly.

From here, rockets would launch into space missions. Their primary chamber would be water to be split into HHO and combusted out, dropped onto the platform and planet. The chamber that the water is held in could be collapseable. It might be good to have some room there. Other equipment can be held in the water in the meantime, and the added mass of the water chamber should not be an obstacle, as the secondary power source will be the contained-chemical-circuit [CCC] water splitter with fuel cell, producing electricity at a steady rate for the ship and held optionally in a superconductor, or with the use of an MEG if it does not interfere with the ship's signals. This is an ideal setting for a modified ion engine and other superconductor tests.

Tuesday, October 17, 2006

A Funding Estimate

The Midairship is a Project in Service Of Humanity

The project had previously been slated at 5km2, but it will be shifted to 5kmx1.5km, with depth varying on the level of buoyancy. The altitude of this project is expected to be 50,000 feet in accordance with projected FAA and European supersonic flight regulations.

Buoyancy levels of a vacuum are 1.2kg/m3. Helium is 1.0kg/m3. Helium is a volume place -holder in this case. We may also be able to reduce the kPa of the airship in order to make the existing helium work harder, even at 15km altitude.

Consider the Bunker Dryer, details on display at Using this principle, and knowing that saturated air is lighter than dry air because of water vapor density, we could potentially use low-pressure steam, also as described in the science videos on turbines at The entire mechanism could be made into a parallel flying drying machine, which would trap the vapor entirely and permanently, to produce buoyancy.

This dryer theory is in works and may replace the original helium strat if it proves useful. For the time being we will economize helium.

Helium has 98% of the lifting power of hydrogen. Specific sources say 92.64%.

'He' priced at $70/100m3 in 1996. The X and Y fields of the craft are expected to come to 7.5 units, with depth Z being estimated at perhaps 400m, depending on functional buoyancy and load. This should require about 3km2 of helium. 30 X 30 X 30 would fill a 3km2 space with 100m3 blocks of helium. That much helium should cost about $1.89 million. Buying in such a bulk project we could likely acquire the amount for a substantially lower sum from stockpiles.

3km3 of helium: $1.5m-2m

This should produce 27 billion kg [59.4 billion pounds, or 29.7 million tons] of lift. This is our primary force of lift. We will spend against this in containment and structural materials and planes. What we do not use will be tied down with cable strength. It will be important to not go over this level by more than perhaps a 800,000- 1 million tons, but to remain over it at all times by at least 1000 tons.

The port should be able to support 100-200 commercially sized planes at once. Additional planes often park at airports in their quantity to wait until their flight times. for the airport to serve a metro community meaningfully it should be able to support escalating air traffic. It could be difficult to support a great number of airplanes. This could potentially be limited by charging parking fares for commercial aircraft staying over a certain amount of time.

The fuel in a 747-400 weights 167,000kg. The 747-200's max takeoff weight is 340,000kg/750,000#. I will presume that each plane weighs less than 1 million pounds, accounting for new plane designs in the future. It is actually likely that the planes will require less fuel while taking off from a midairport, and also the advent of scramjet propulsion will further reduce the necessary weight of an aircraft. No plane should ever need to be over 1 million pounds. This is also the heaviest estimate of a plane. It is presumed that the average plane present on the midairport will be either arriving with 20% of its fuel remaining or less, or fuelling or taking off with more than 80% fuelled. A majority of planes will be fuelled. Out of 340,000kg, with fuel being 167,000kg of the total. The average weight per plane should then come to approximately 300,000kg, with an average of 70 planes at the airport at a given time, this would place the average load at around 21 million kg.

It should also be known that fuelling pumps for conventional fuel [someday to be replaced with functionally pure water] will be pumped up to the tower from ground installations. The majority of the airport's fuel can sit on the ground, or in the pipe. The pipe will need to have 2 safety checkpoints to ensure that combustion or contamination either on the ground or at the port will not spread far.

Planes: 21mkg - 45mkg max

This is a very good sum so far. Planes are a substantially heavy portion of an airport.

Control towers and other structures can be built essentially from foams and layered glass and plastic, designed to stop and hold air as an insulator. The airport itself is expected to be rather windy outdoors.

A primarily heavy structure of the airport will be the landing surface. This would likely constitute a landing surface of metal studded/meshed rubber, potentially with traction pads laid down for the planes, along with an aircraft carrier string system arrayed in a mesh to allow planes to land in shorter distances and to aid plane function. The surface would likely be re-lacquered periodically, and would be flexible enough to shift with the ship's buffetings. Below this rubber would be a synchronous system of ferrocement panelings and rubber-encased carbon-fiber rods or metalworks to form a suitable frame upon which planes can land and be supported. How much this will weigh per 10m2 of surface area impacts the size and thickness of the ship dramatically and will not be ironed out entirely until finer engineering is overlaid. Ferrocement reportedly holds up 550kg/cm3 [1210#], but weighs quite a heavy amount. Presuming that the wheels of a plane will be the heaviest load-bearing portions of the airship, how much weight do they need to support? It may be so that an area of about one meter square will need to support 500 tons. From ferrocement alone, this would require 833cm thick FC. This is 8.33meters [27.77'] of cement.* But this is only under 1 single cm2 of cement surface. The real surface of the supporting area will be estimated to 1m2.

*F0r some reason, this figure seems unlikely. Traditional theory would have theorized that the area could have been supported under perhaps 10' thick ferrocement undercarriage. Maybe it is so that not the entire weight is supported by a single set of tires. That would be a difficult load for the plane's structure to support anyway. I am going to presume that the weight of the plane be cut at least in half, and likely the heaviest load on a single 1m2 section of wheel is only 2/5 of the plane's entire weight. From this figure, we will presume that an area of 1m2 of the landing surface will need to support 500000 pounds, on 90cm2. 90 x 90 x 1200# = 9,720,000#, 4860 tons, evenly supported at ~1cm. This figure seems unusually small. I would not think that 1cm thick ferrocement would support 9.7 million pounds, even if distributed evenly over an entire square meter. Thankfully, FC is remarkably strong.

I am going to place the surface structure thickness of the FC, underneath 20-30cm of meshed rubber, at 90cm thick, barring weight requirements. This means that this 90cm3 block of FC should support 437,400 tons of weight, and thereby provide the majority of the structural strength of the airport even in high winds. I would still expect to sectionalize the cement to allow the airport to shift shape a small amount.

The airport's shape should be slightly shiftable by an exterior facade to lessen winds. The ship may also benefit from enormous hanging clear plastic wind shields, which may double as projectile shields or sensors. I would expect these hanging at 50' outside the facade down the length of the ship, and meeting around the center cables. Beyond these shields lies very, very good wind farm real estate, with nearly unlimited finspan and midatmospheric wind levels. Surrounding a structure with a 2D perimeter of 13km, this is a lot of outstanding territory, with lots of space to hang down more self-foiling 10m+ mills from. According to this kid's exercise, wind can blow Westerly at over 300mph in the atmosphere, especially near the Hadley and Ferrel cell's conversion points at 30* and 60*, but also anywhere flowing north-south. Winds in Antarctia blow at 200mph. The wattage from these mills will be estimated later. Their cost will be added above the top of the project. Solar panels can also be effectively oriented to capture the sun's rays very well from any latitude at this altitude.

Concrete weighs about 3000# per 90cm3. This sum could be even slightly lighter considering the amount of mesh that would be utilized in the FC, but 3000#/90cm3 will be the estimate. Also, I will estimate out the flex-zones from the plan, in favor of heavier concrete. 5km times 1.5km = 7.5 million blocks. That is 112.5 million tons. Which is 225 billion pounds. 102 billion kg of weight. This is too heavy.

The structure can only support 27 billion kg. Fortunately the 90cm thick figure supporting 437,000 tons of weight was a gross overstatement. The foundation of a house does not need to be that thick, and can in fact support a large house with only one foot. I will just have to trust the 500kg/cm3 figure and go with supporting a weight of 1 million pounds in one square meter, which would be /90cm /90cm /1200 kg/cm = the last figure in cm. 0.1cm thick x 90cm x 90cm will allegedly support 1 million pounds, by volume. This figure is dubious. If 90cm thick is 102 billion kg, and I would like a figure some 1/10 that much, I suppose going with 10cm would be an easier sum on the eyes. 4 inches of FC times the structure would weigh 11.34 billi0n kg, totalling about 38% of the structure's buoyancy. This should support the heaviest planes, though, with an average square meter of surface supporting 97.2 million pounds, or 48,600 tons, and providing a large amount of support for the structure. It could potentially be reduced to a 3 inch structure. Certain area of the structure could have a firm support network of only about 2", such as indoors, which would cover a substantial portion of the structure.

Buildings should not come to greater than several hundred tons, perhaps 50 million kg considering comfortably appointed but foamlike building materials not requiring substantial strength but to wind, and using air to insulate for heat. The airport itself may be able to provide substantial heat if the He is pressurized. Each building should have plant life inside it to help provide a more oxygenated atmosphere. Doors to the outside of the airport should not be public access and should be in airlock. The planes will also taxi to suitable points to link up to tunnels to release and pick up passengers. While the outdoors is not dangerous to stand in, it would probable be unpleasantly cold, windy, and the air would be rather thin. People working in this environment should be properly equipped.

Several hundred tons is a meaningless figure coming to fractions of a % of buoyancy of the airport. The entire complex would float on top of a balloon of helium 400 meters thick all around the structure. Cement framework would mostly provide a frame to divide the weight of an object in the area among the collective buoyancy.

I would expect the interior chambers to be sectionalized, with column sections made of strong materials running the height of the structure, with airtight dividers inbetween, and log cabin style horizontal wires.

The next major weight the structure will be 15km of cables able to hold the structure down. This too will be an unknown figures and will work variably with the total weight and overbuoyancy of the structure. This will also include fuel and water pumps, netting and modest wind shielding around the channel, an electrical system, and a system of electric tramlines capable of ferrying passengers, cargo, and weight at high speeds up and down the channel from an original highrise ground structure rising perhaps 100 stories into the air. The groundworks will be a seperate figure, but since it is mandatory and contributes materially to the airport's functionality, it will be included in the fiscal estimation.

Another significant figure will be the weight of the support structure of the aircraft itself, rather than the runway. Substantial strength can be derived from the runway, which appears mathematically to be grossly overstrength for the weight of any plane by a factor of approximately 100X. The structural measures should not come to a weight of greater than 3000# per m2 of surface area, and should hold helium indefinately. The total filling cost for helium is so ridiculously low on the figure of commerce that the airport will generate. It's electricity alone could produce enough helium to refill it entirely every month. Ideally it should never be refilled, but an upkeep cost of $~2m every 18 months is a worst-case sustained loss rate.

The ship will also be equipped with a pair of 360* adjustable wings, and be equipped with powerful electric turbines. I speculate that the windmills can double as propellers if current is inlaid through them instead of drawn out through the alternator. A few large jet turbines as well positioned strateigically midway up the side surface all around should contribute to resisting the force of ambient winds. Cables will contribute to and provide stability, as well as a series of few-hundred-ton winged ballast weights like those used on ancient ships such as Noah's Ark for stability, but the ship should ideally be independently navigable. It may be possible to use the wings and the profile of the ship as a wing to steer through wind. It may be possible to use alternating low/high pressure structures in the wings through wind to pull and push the ship in the direction of the wind with a kind of <><><><><> or >>>>> wing arrangement with flaps.
These wings and the electric motors to operate them, as well as the airport electrical system for collecting and routing electrical energy, the wind turbines, and optional non-silicon solar arrays, may weigh on the order of 2 billion kg.

Since total weight of planes is not a factor in this estimation, I will increase the maximum number of parked aircraft from 100 to 220, including their hangars.

Buoyancy: 27 billion kg [59.4 billion pounds, or 29.7 million tons]
11.34 billion kg -concrete landing area, 5km x 1.5km x 10cm [max figure]
2.00 billion kg -cables and linkage between groundworks and airport
2.00 billion kg -wings, windmills, solarworks, turbines, and electrical systems
2.00 billion kg - miscellaneous weights, passengers, cargoes, airport vehicles
1.00 billion kg -structural frame and partitions of the aircraft [at ~ 3000# per m2 surface]
00.1 billion kg [100 million kg] - maximum planes [220 fully fuelled]
00.1 billion kg [100 million kg] - weight of structures, control tower, their furniture, facilities
18.36 billion kg [40,392 million pounds, 20.196 million tons] estimated total weight. The structure itself has been estimated to support 27 billion kg. It would be untenable to cable down almost 9 billion kg of force. The airport would tear away from very strong supports and supports required would be difficult. The airport should be made to hold in this situation, perhaps 20-22 billion kg in rough engineering. Finer engineering should place the overbuoyancy at a figure high enough to keep the cables taut and floating surely even at maximum load, which would probable be only a few million kg over rather than billions. One million kg is equal to 1100 tons. This much force is supercilious.

If the structure was estimated at 400m thick with a total of 3km3 [$1.5-2m] of helium, which produces 27 billion kg of buoyancy, and only it seems 20 is needed, we can reduce the thickness of the airport by 25%, to 300m thick, which will produce 20.25 billion kg of buoyancy, and cost only $1.41m. Finer engineering will probably bring these figures down, as the greatest quantity has been sought where uncertainty lies.

The groundworks is a simpler structure. The electrical system of the midairport should be fitted with a ribbing of metal poles to attract lightning in the area and channel it down around lines on the exterior of the channel to the groundworks, in which there would be a coiled superconducting system capable of handling and storing a lightning-bolt-sized charge of electricity, which can be enough to power 50,000 homes for about a year. The cost of this supercapacitance could be very high input, but it should serve the state's interests and will also be charged by wind power from the airport.

Groundworks merely needs to have deep enough foundations to ground the cables to hold down the few thousand spare tons of weight from the airport plus tug from any gusts. It might be possible to engineer a ground-level ballast system that would automatically apply weight to the ship near the ground when it was necessary, and detach ballast when it needed more lift. This could be far superior to and eliminate the need for continual dramatic overbuoyancy, and account for the landing of individual planes on the weight of the whole structure. Somewhat less He would be required and somewhat reduced cable strength required as well.

Beyond this it will be the aforementioned customs region, luggage and loading docks, and a subterranean parking garage should adjoin it in honor of or as part of the building's foundation.

It should reduce planes' fuel consumption and pollution by a substantial portion by reducing the need for them to climb, and should dramatically shorten plane trips for the same reason, along with the higher flying altitude enabling groundquiet supersonic flights. These airports should be safer accounting for their netting and even-grade landing capability.

They will also enjoy the benefit of providing electricity for their region, and freeing square miles of urban ground real estate by moving it into the clouds. This will raise the real estate value density of the region considerably, and provide better service for the urban environment and take a large bite out of urban pollution.

Monday, September 18, 2006

Spaceflight and the MidAirport

Because so many spaceflight missions will coincide with the action of the MidAirport, we now prepare for spaceflight and their scientific potentials and energy techniques useful for upper-atmosphere and space travel. We also recommend that US DOT and NASA become attached.

Using Stanley Meyer's water fracturing strategem, we can easily produce seperate tanks of hydrogen and oxygen. These tanks, as gasses, would be lighter than a tank of water due to their density and the prevaling atmosphere. However, their weight when compressed may be different and break atmospheric buoyancy. Nevertheless, a spacecraft containing hydrogen and oxygen fuel instead of a hydrocarbon based fuel would produce substantially more energy per pound, allowing spaceflight to become much easier and less labor intensive. We can produce these materials today, without the water fracturing strategem.

Performing this action from the equator would be the lowest possibly energy level of task. It would use a large and heavy amount of hydrogen and oxygen fuel. Performing it from the top of the midairport, as high as contained helium gas can meaningfully elevate a zeppelin, possibly as high as 25-50 miles in altitude, would be a much lesser task, and begin at a much higher potential of energy.

The majority of the fuel required by a space task is escaping earth's atmosphere. If that could be overcome by a degree of 80%, space science would become more of a possibility. However, before accomplishing major space initiatives, we should accomplish major earth initiatives, such as, or, or

A spacecraft could have that split water to accomplish the principle escape thrust of a planetary gravity, but once in space navigation should be simple. Also, when experiencing reentry a spacecraft has massive amounts of energy to play with, so turning that evenly into usable energy instead of merely velocity should be a simple task. Even landing at 25 miles altitude on a spacepad should be accomplishable by gliding along the earth's atmosphere until reaching the appropriate area and then moving in.

What goals are to be accomplished in space? Space need not be a living space, earth can provide all the space and industrial support an intelligent race could need. Abundant water, minerals, natural resources, a healthy electromagnetic sphere, and an environment we are still technically suited for. Space could be excellent for vacationing, for broadcast, for astronomy and other physical and pure science. Space seems more like the highway between places than a place itself. The moon could be a place to visit and broadcast events to the earth from stationary locations rather than by orbiting satellites.

The moon could also be an excellent staging ground for interplanetary or interstellar flight someday. The moon has low gravity for low takeoff expense, but is stable and close to earth. We could launch space journeys from the top of the MidAirport and make the moon a base of operations like a giant space station, with certain laboratories or refineries, industrial or production facilities for custom repair or other works, and be a chemical refuelling station or store or conduct tests of large amounts of electromagnetic energy there. We could establish a different kind of MidAirport on the moon to further reduce takeoff expense, [or simply use the motionless electromagnetic generator MEG] for all the power one would need for lift off.

We must examine the potentials of non-chemical force production. It is inefficient to rely on chemical rocketry for all of our thrusting needs. One of MidAirport's next major steps will be to electricity's bedroom.

Bigelow Aerospace is also working on the space elevator. As well as Liftport Group.

Tuesday, September 05, 2006

The Latest

I would expect the Midairport to be constructed off-site from the critical materials and floated complete into place. It could be constructed in even hundreds of individual portions and assembled in air, tethered one by one to the main whole, and then inflated as appropriate. The entire construction could be 5 miles long. A layout of 5 miles by one mile would probably be one of the best organizations to serve an entire metro region suitable for service through 2030 or later.

This airport replacement would also be a wonderful opportunity for greenspace and urban diffusion. It would increase the land values around the region equal to or greater than the cost of the project itself. Pollution would plummet, noise from the airport would cease, and suitable parking could be acquired around the base. The structure could also serve as a major wind turbine site, solar collector, lightning rod, broadcast tower, and eventually a spaceport and upper atmosphere launch site. It will save on jet fuel and allow for safer take offs and landings with appropriate construction and safety features. It is undeniably profitable and will service humanity far better than normal airports.

Sunday, June 18, 2006

Supersonic Flight

Supersonic flight is of the best hand in hand technologies associated with the space elevator. Jets using laminar aerodynamic wings substantially reduce drag at high speeds and require less force to go faster.

Difficulties with the FAA's laws regarding sonic booms are easily solvable with altitude. Examine this:

Under FAA rules, the SBJ could fly no faster than Mach 1 over U.S. territory - meaning that, even at 51,000 feet, the plane would have to remain below 660 mph. Over Europe, however, it could go well past 700 mph, because even though the aircraft would create a sonic boom at that altitude, the shock waves wouldn't be audible on the ground.

To comply with ordinance and provide for the common good, raising the scramjet's altitutde from takeoff to inaudible rage or raising the midairport's altitude, or both, is a seemly solution.

The jet developed by this inventor would travel at mach 1.5 and go from New York to Tokyo in 10 hours, carrying 12 people. A scramjet would be capable of doing this in about 2 hours. Today's commercial jets travel in about the 5-600-mph range and such journeys would take in excess of 20 hours and require numerous layovers.

Midairports and scramjets can provide economically and environmentally sound practices to make air travel both quick and easy.

Thursday, June 01, 2006

The Midairport

The Charge:

We can design and launch a zeppelin larger than any made in history, not for the purposes of traveling, but for the purpose of launching ships. An aircraft carrier floating not on water but air, suspending commercial and scientific planes to improve air travel.


A disc-shaped zeppelin approximately 1 kilometer in diameter, floating at 30,000', with a surface rigid enough to land a plane on is an attractive condition.

-Incoming planes can achieve a very low angles of approach, making landing a much safer and smoother exercise.
-Planes will not need to climb high altitudes during their takeoff, allowing them to reach higher speeds more quickly with less engine labor and pollution through thinner air.
-Urban real estate is conserved, allowing for less ground level disturbance from an air facility. Less ground level sound and air pollution is produced, and more space is available for green development.

Above this aircraft carrier, a high-altitude aircraft carrier can suspend rigid tramlines to assist in upper-atmosphere and space launches, with similar benefits of fuel and resource conservancy.

Air is energy.

Aircraft Zeppelins can use their atmospheric position to make excellent use of equator-equivalent altitude adjusted solar arrays and wind power from the earth's natural weather convection. Wind farms can help steer the ship with resistance as they generate power. It will be possible to use sails rigged under the zeppelin to steer through the air depending on currents and maintain position with little artificial thrust, provided from on-turbines, wind farms, or support from the ground. The ship will also be compartmentalized and fitted with compressors to change operating pressure and function as a single wing with a flap at the tip of the tapering disc to wisk air up or down and adjust buoyancy and real load weight with passing gusts.

Many theorists have assembled strategies for super-tensile cords to connect a massive orbiting counterweight to suspend the elevator, but helium works just as well. The main benefit from a super-tensile chain would be reduced weight. Currently, connectivity relies on tramlines linked to mooring stations on earth. Threads of cables secured to cement blocks similar to the foundations of buildings will secure the carrier's place, along with its own navigation systems.

Tramlines can run ballast up or down depending on necessary mass and to counteract the presence or absence of planes. The Carrier must provide a substantially greater amount of lift than its heaviest active weightload. The average commercial plane weighs some 13 tons, and a metro airport must be able to service up to 50 of these planes at any given moment, along with its own operating weight, control services, and equipment.

Ground Level:
The primary portion of baggage, customs, and commercial elements will be positioned in a large facility where the tramlines let passengers on and off at ground level. Numerous large trams must be able to operate simultaneously to ferry people, baggage, equipment, and ballast up and down continuously. A functional ground level landing strip may be necessary as well.

It is critical that the Aircraft be prepared to remain secure during any disaster. For this reason all possible events have been considered and thwarted. Lift well in excess of the heaviest load must be maintained at all times, so even in the event of a rupture the massive airship will remain aloft. Substantial ballast must be able to be removed and ferried to the ground rapidly to increase the ship's buoyancy in such an event. In the event of de-mooring, helium levels must be manageable to turn the airship into a hot air ballon until it can be repositioned and remoored. Navigational systems must also be in full working order to counteract drift and dislocation.

Substantial weather must be counterable. The majority of storms fall below the airport's altitude, but it is not impossible for strong winds to affect the airship. Navigational systems must be retractable and counteracting propellers must be strong. The ship's sides must be aerodynamic to allow strong winds to rush over the top and bottom of the ship, likely coming to a point at the edge of the disc-shape 360* around the ship. The ship must be able to conduct lightning down to the ground without sustaining damage. This may be an attractive situation, as the lightning bolt can be stored into giant supercapacitors to harvest the storm's energy.

Furthermore, the structure, being made of conductive metal, may experience a steady electrical current, bursts of energy, or both, due to the difference in ionization between the earth and atmosphere. Lightning is continually striking somewhere on earth, and a metal elevator such as this may act like a lightning rod. We can be prepared for and benefit from this liklihood.

The ship will be protected against accidental drops. If a plane rolls towards the side, a small lip or bump should give it the upward thrust it would need to achieve flight, or if it doesn't, the plane would be caught shortly below in a net. This same kind of net would catch people or items that move over the edge. No object larger than a coin should be able to fall from the airship.

The ship will be protected against accidental collisions by a similar net stopping and catching low-arriving planes. The tramlines and trams themselves will also be protected by netting. The airport will be in a speed-zone requiring planes to fly slowly or turn around for a reapproach. The airship's buoyant interior will also be compartmentalized so the damage from a collision will be minimized and the plane, passengers, and carrier will likely survive.

The surface of the airship and compartments inside the airship shall be vested with bulletproof textiles, although bullets and most artillery and shoulder-fired missiles do not approach 30,000 feet. Netting and compartmentalization should also deter most localized attacks on the airport, as well as add security in the event of accidents or disasters.

The installation of one or numerous of these midairports will dramatically increase the fuel economy, safety, and comfort of air travel and increase the value of the metropolitan areas they serve. An estimated cost of $2 billion per airship should quickly be offset by savings in airplane fuel, improved urban real estate, electricity production and harnessing, and increased air travel.

The Zeppelin Aircraft Carrier is an idea too serviceable to pass up.

State assistance may be available under the 'regulation of interstate commerce' clause, as well as for other forms and modes of travel and shipping, including maglev trainlines and new energy vehicles. Zepplin Aircraft Carriers are presumed to function in conjunction with scramjet aircraft as well as conventional jets.


A plane can be made *lighter* by using a scramjet. The scramjets will also propel the plane to ~7000mph. Planes will actually s-t-r-e-t-c-h at this speed, making lighter hard enameled rubber with metal mesh and metal coated fuselages feasable.

A plane's turbines are made enormous to get it moving along at speeds up to 550mph. Large plane turbines each weigh about 6 tons, holding the plane down and requiring more fuel use on a large heavy plane.

Scramjets can kick in at about 250mph, meaning that a plane equipped with scramjets only needs to use turbines to achieve that speed, at which point the scramjet can kick in and take over. This allows much smaller turbines. An individual or pair of small turbines mounted close to the fuselage might be able to propel even a heavy plane to 250mph, and then produce reduced drag at mach 10. A plane using scramjets with turbine assist might weigh about half as much or slightly less than half as much as a conventional turbine plane of comparable size.

Scramjets also use less fuel per mile than jet turbines and operate using hydrogen fuel in open air at high altitudes. This causes less pollution and greater fuel efficiency at much higher speeds. A trip from Boston to Los Angeles in a scramjet would take about one hour from take off to landing. Jet turbines could potentially be converted to electric systems to make better use of hydrogen fuel, further reducing pollution.

Used in conjunction with the Zeppelin Aircraft Carrier midairport, a commercial scramjet will provide unbeatable transport service and unparalleled fuel efficiency. An electric plane could change batteries for recharge at the aircraft carrier inbetween flights, and load up on hydrogen fuel electrolyzed at the station. conventional jet refuelling is also possible on the carrier.

Scramjets and Zeppelin Aircraft Carriers are a Winning Combination