The Ionic Jet Engine: The High Level Design

Archive:

https://archive.is/4EhOw

https://archive.is/00aMQ

https://archive.is/lJZAt 

So here I will describe an Ionic FanJet (TurboFan) Engine but you can extrapolate to what an Ionic Jet Engine and a Ionic TurboJet Engine would be like.  Below is a picture and I will describe it below.

 

What we have here is a Ionic FanJet Engine and I will describe the parts.  The light grey is high bismuth shroud around the main power producing part (power plant) of the engine. Bismuth repels magnetic fields so will keep our plasma confined within the shroud and away from the wall reducing drag.  It can be pure bismuth or likely would be layers of bismuth with magnesium and zinc to lower weight.  Also on the inside face or embedded in this bismuth shroud would be electromagnets (or permanent magnets).  These electromagnets are producing a magnetic field that (by turning on and off the electromagnets in a synchronized pattern) spins around the power plant in an opposite direction to the fan angle of attack.  This opposite direction and opposite angle of attack acts like a "Magnetic Stator" that squeezes the plasma backwards in the power plant out the back.  Electro or permanent magnets in the center (in the shaft?) can be used to improve/tune the magnetic field but are not necessary.  In addition to the field acting like a stator, it also donates magnetic field lines to the plasma thus magnetizing the plasma and helping it to work even in low pressure environments (like a solar flare in space) and improving control-ability (keeping it way from walls and reducing drag).  Plasma magnetizes itself by spinning in a spiral but this should magnetize it even more than typical.  Dusty plasma is cool as it can cause cold fusion, but typically cold fusion is a energy consuming not energy creating process so we should probably keep dust to a minimum (and the ionic charges can work like a Ionic Air purifier!).

Within this power plant we have Wet Ionic Jet Fans.  Wet in this case means they emit fuel on their leading face.  This fuel is not "burned" in the traditional sense but achieves a cool flame (plasma) state from electric oxidation of the fuel.  Cool Flames typically are not 100% efficient, but having the multiple Wet Ionic Jet Fan stages will help improve efficiency.

Also behind the power-plant is a Dry Ionic Fan (optional) which helps finish oxidation of remaining unused fuel.  The addition of fresh high oxygen intake air to this fan will help complete oxidation of the products produced in the power plant.  Alternatively if extra power is needed, this fan can be run wet as well but at a loss of fuel efficiency (acting like an afterburner).  This fan can power itself as an Ionic Fan can, or can be connected to the (optional) shaft driven primarily by the powerplant.

In front of the power plant we have another Dry Ionic Fan.  Again, this can also be run wet but at the (less likely) expense of reduced fuel efficiency.  However if the Ionic Fan at the back of the engine is run dry, this front engine can be run wet at likely pretty good but not the best efficiency.  Wet Jet Fans operating in the powerplant with the magnetic field will always have the best efficiency.  The main goal of this front fan is the same in a typical FanJet Engine to pressurize the intake air and use some torque from the powerplant to create additional thrust via the optional shaft.  This front ionic fan can also be run separately if desired as Ionic fans can produce their own torque.  If it is found the powerplant needs to run at a higher pressure, then multiple stage inlet fans can be used just like a typical jet engine to achieve the correct pressure.

Notice the front of the engine is positively charged and the rear is negatively charged.  Of course the Wet and Dry Ionic Jet Fans also have their own charges, but charging the high level container as well will help propel the engine toward the direction of positive charge via generating more ionic wind that goes out the back of the engine improving thrust.  Also this negative charge at the exhaust helps lower drag of the gasses on the back of the engine. (Aside: the backside (negative) side of the blades and backside of the engine as a whole will likely get charged dust stuck to it, but should easily clean off.)

So we have a setup that looks very similar to a TurboFan Engine.  So what makes this "better" than a typical jet engine?  Well first of all it is much more fuel efficient.  Using our "Ionic Jet Fan" invention as the powerhouse/motor of this Jet engine, efficiency should likely be quite high because not only is the fuel atomized, but "plasmatized" for optimal energy extraction.  Also it runs cooler.  Using Cool Flame (plasma) technology, the engine and exhaust should be just warm.  It should be very quiet as well.  It is also a hybrid.  The use of electrical power (high voltage, probably best produced on demand by a flux capacitor which could be in series with the engine, but can be supplied fully or partially via batteries, capacitors, fuel cells, or anything else) in addition to chemical fuel allows us to use very diverse fuels that are less in demand (some ideas are a butane/wax combo, turpentine, turpentine+wax, methanol, ethanol, hydrogen, hydrogen sulfide/telluride, etc.) and also improve the efficiency of utilizing our electrical power and chemical fuels via synergy.

This is the technology of Flying Cars! (Obviously they would be on the 4 corners (or 2 front 1 back) pointed upwards and they would gimble slightly to steer.  I do not envision horizontal ones but of course they could be used.  Horizontal would work well in traditional winged aircraft or craft that goes through any other medium including water, aether, etc.  Also horizontal orientation would work well in "car mode" where the car is on unpowered wheels.  Of course some or all of this technology can be used in more typical jet engines for any purpose and at any place in the system.