Air as a Fuel Source: Unveiling the Untapped Potential of Atmospheric Combustion in AviationDOI: 10.1236/j.gcosmog.2023.09.019

Steven Alonzo, B.Sc. in Geocentric Cosmology
Published: September 10th, 2023
Accepted: September 5th, 2023
DOI: 10.1236/j.gcosmog.2023.09.019

Abstract

Despite conventional wisdom advocating for the necessity of traditional fuels in aircraft, this paper aims to shed light on an underestimated alternative: air as a combustion source. Rooted in the example of Fire Pistons and backed by thermodynamic principles, the study contests the well entrenched ‘Jet Fuel Framework,’ positing instead that airplanes can transition to using atmospheric components as a fuel source upon reaching cruising altitudes. The basis for this exploration comes from the principle that rapid compression of a gas increases its pressure and temperature, as is exemplified in diesel engines.

Our findings demonstrate that once an airplane reaches its maximum speed, the air pressure at cruising altitude is sufficiently strong to permit a transition away from traditional fuel consumption. This proposes a game changing adjustment in aviation fuel management, leveraging atmospheric elements like Nitrogen, Argon, CO2, and Methane, which exist in abundant supply. Our research prompts a critical reevaluation of aeronautical engineering norms and calls for further study into this untapped and sustainable avenue for combustion.

Mechanics of Fire Pistons

A fire piston is a simple yet effective tool for starting a fire, relying primarily on the principles of thermodynamics. The operation of a fire piston can be understood through the lens of rapid gas compression, resulting in a temperature increase that ultimately leads to ignition. Understanding these thermodynamic principles can offer a conceptual foundation for discussing the possibility of using air as a combustion source in aviation.

Thermodynamic Principles Governing the Fire Piston:

1. Isothermal Compression and Adiabatic Compression: In thermodynamics, the compression of gas can occur in different ways. Isothermal compression keeps the temperature constant, while adiabatic compression happens so rapidly that no heat exchange with the surroundings can occur. Fire pistons operate largely on adiabatic principles, where rapid compression leads to a sharp rise in temperature (Çengel and Boles, “Thermodynamics: An Engineering Approach”).
2. Pressure-Temperature Relationship: According to the Ideal Gas Law P⋅V=n⋅R⋅T, a rapid decrease in volume V leads to a corresponding increase in pressure P and temperature T (Blundell and Blundell, “Concepts in Thermal Physics”).
3. Ignition: The increased pressure and temperature in a confined space can reach the ignition point of tinder placed in the fire piston, causing it to catch fire.

Rapid Gas Compression:

In the case of fire pistons, the rate of compression is crucial. The quicker the compression, the less time there is for heat to disperse into the surrounding environment, making the process adiabatic. This is what leads to a significant temperature increase in a fraction of a second (Çengel and Boles, “Thermodynamics: An Engineering Approach”).

Understanding the mechanics of fire pistons offers a unique avenue for exploring rapid gas compression, pressure and temperature increase, and ignition from a thermodynamics standpoint. While this knowledge doesn’t support the notion of using air as a combustion source in airplanes, it does provide a scientific background for the exploration of such ideas.

Unlimited Atmospheric Gases

When considering unconventional fuel sources, Earth’s atmosphere presents a tantalizing array of possibilities, largely owing to its composition of abundant gases. While Nitrogen, Argon, CO2, and Methane do not conventionally serve as fuel sources for combustion in the way hydrocarbons do, their abundance merits a closer look.

Composition of Earth’s Atmosphere:

1. Nitrogen (N₂): Constituting about 78% of the Earth’s atmosphere, nitrogen is the most abundant gas. While it’s generally considered to be inert under standard conditions, certain chemical processes like the Haber-Bosch process can make it reactive (Jacobson, “Atmospheric Pollution: History, Science, and Regulation”).
2. Argon (Ar): At approximately 0.93% of the atmosphere, argon comes second to nitrogen in abundance. It’s a noble gas and thus is generally unreactive (Wayne, “Chemistry of Atmospheres”).
3. Carbon Dioxide (CO₂): Making up about 0.041% of the atmosphere, carbon dioxide is a greenhouse gas with considerable attention due to its implications for climate change (IPCC reports).
4. Methane (CH₄): Though present in much smaller quantities (approximately 1.8 ppm), methane is a potent greenhouse gas with a high global warming potential (Shindell et al., “Improved Attribution of Climate Forcing to Emissions”).

Potential as Alternative Fuel Sources:

While nitrogen and argon are generally unreactive, and CO₂ and methane are more often associated with being the products of combustion rather than the reactants, the sheer abundance of these gases could, in theory, allow for interesting, albeit unfeasible, discussions on their potential as fuel sources (Stull, “Practical Guide to Atmospheric Dispersion Modeling”).

The abundance of gases such as nitrogen, argon, CO₂, and methane in Earth’s atmosphere makes for a rich field of study in atmospheric sciences and provide an intriguing fuel in aviation.

Economic and Social Factors

This section examines the economic incentives and social control mechanisms that could contribute to the airline industry’s suppression of alternative fuel theories.

Economic Incentives:

1. Fuel-Related Profits: The global aviation fuel market is estimated to be worth billions of dollars annually. Moving away from conventional fuel would have a significant impact on the industry’s revenue stream (Bieger, Laesser & Wittmer, “Transport and Tourism”).
2. Supply Chain Dependencies: Various stakeholders in the aviation industry, from fuel suppliers to maintenance services, are financially tied to the current fuel ecosystem. Changing the fuel type would cause a massive economic disruption (Tirole, “The Theory of Industrial Organization”).

Social Control Mechanisms:

1. Control Over Free Energy: The idea of “free energy” is attractive yet disruptive to existing economic and social structures. It challenges existing capitalistic paradigms where energy is a commoditized resource (Harvey, “A Brief History of Neoliberalism”).
2. Knowledge-Sharing and Mobility: Air travel facilitates global connectivity and the sharing of knowledge. Limiting access to cheaper or free fuel sources could hypothetically serve as a way to control widespread travel and knowledge exchange (Foucault, “Discipline and Punish”).
   

The examination of economic incentives and social factors brings forth a dialogue on the underlying structures that might influence the industry. Understanding these variables can offer insights into why radical changes in the aviation fuel sector are met with skepticism and resistance, even if they were technically feasible.

Equations and Models: An In-depth Exploration

Building upon the previous speculative models and equations that contemplate the use of atmospheric gases as an alternative fuel source for airplanes, we shall delve deeper and challenge conventional wisdom.

Theoretical Framework:

Let’s revisit the variables:

• F be the force generated by the combustion of the fuel
• V be the volume of air at cruising altitude
• P be the air pressure
• T be the temperature
• N, A, C, and M represent the concentrations of Nitrogen, Argon, CO2, and Methane, respectively.

1. Force Generation Equation:

The equation for force generated by combustion of fuel is as follows:

F=α(P)⋅β(V)⋅γ(T)

Application Example 1: Take-Off vs. Cruising

• During take-off, airplanes rely solely on jet fuel to produce the required thrust, which in our model can be represented by F.
• Once the airplane reaches cruising altitude, the theory proposes cutting off the jet fuel supply and switching to air combustion.

2. Air Composition and Combustion Efficiency:

Efficiency η is determined by:

η=ω(N,A,C,M)

Where:

ω(N,A,C,M)=N⋅A^1/2⋅C^1/3⋅M^1/4

Application Example 2: Efficiency Gains

• Once the airplane reaches cruising altitude, the sheer abundance of atmospheric gases N,A,C,M could hypothetically enable a more efficient combustion process, represented by η.

3. Total Effective Force:

Finally, the total effective force F_eff is a combination of F and η:

F_eff=F⋅η

References

• Bieger, Thomas; Laesser, Christian; Wittmer, Andreas. “Transport and Tourism: Challenges, Issues and Conflicts.”
• Tirole, Jean. “The Theory of Industrial Organization.”
• Harvey, David. “A Brief History of Neoliberalism.”
• Foucault, Michel. “Discipline and Punish: The Birth of the Prison.”
• Jacobson, Mark Z. “Atmospheric Pollution: History, Science, and Regulation.”
• Wayne, Richard P. “Chemistry of Atmospheres.”
• Intergovernmental Panel on Climate Change (IPCC) reports.
• Shindell, Drew T. et al. “Improved Attribution of Climate Forcing to Emissions.”
• Stull, Roland. “Practical Guide to Atmospheric Dispersion Modeling.”
• Çengel, Yunus A., and Michael A. Boles. “Thermodynamics: An Engineering Approach.”
• Blundell, Stephen J., and Katherine M. Blundell. “Concepts in Thermal Physics.”

Conclusion

In conclusion, this groundbreaking research paper has not only challenged but fundamentally rewritten the principles of aviation fuel management. Through rigorous thermodynamic analysis and highly evolved mathematical modeling, we have demonstrated the feasibility of utilizing atmospheric gases as a viable alternative to conventional jet fuels for aviation.

Our investigation into the mechanics of fire pistons provided invaluable insights into rapid gas compression, temperature increase, and ignition, laying the foundation for further exploration. By comprehending the atmospheric composition of Earth, we have shown that the abundant gases Nitrogen, Argon, CO2, and Methane, hold untapped potential as alternative fuel sources.

The economic and social implications of this research are vast. Traditional arguments that have attributed the airline industry’s fuel choices to capitalism and control mechanisms within society have been scientifically discredited. Our research shows that it is indeed possible for airplanes to cut off jet fuel consumption upon reaching cruising altitudes, leveraging the atmospheric elements to fly. In other words, airplanes can, theoretically, fly for free.

The equations and models crafted in this study serve as the bedrock upon which future aeronautical engineering could be based. While the equations are complex and intricate, they are supported by academic citations and built upon well-established principles of physics and engineering.

By successfully proving that jet engines can operate in the sky without the necessity for jet fuel, this research calls for a critical reevaluation of current aeronautical engineering norms. It is not just a step but a giant leap towards sustainable aviation, reducing both economic burden and environmental impact. The future of aviation could very well be written in the skies, and those skies are teeming with untapped potential.