C/M Aviation. Large Jet Turbo-Fans

 

C/M KINETIC AVIATION 

Sydney Bennett's Net Zero Aviation 

2026-2028 & ONWARD 

Global adaptation is viable

80 2500 kW Standard C/M Kinetic Energy Generators will propell two General Electric GE9X turbofans or equivlance producing 134,000 HP each using EV Electricrity

Once we scale & clock out these Kinetic Energy Generators we are able to replace fuels & an Emergency Safety System & Plan integrated wirh Energy Barrier & shut off then compact Battery integration with a purge exhaust system to void overheating & fire or explosion

Replacing a single General Electric GE9X turbofan with a purely electric equivalent would require an electric motor output of roughly 100 MW. Continuous operation for a standard 12-hour flight would require an extraordinary 4,320 MWh of energy, creating massive battery weight issues that currently make such a conversion physically impossible.

Breaking Down the Energy & Power
A turbofan's power output varies with its airspeed, but at cruising speed, the GE9X generates mechanical power equivalent to about \(100 \text{ Megawatts (MW)}\).

Power Output: 100 MW = 100,000 kW ≈ 134,000 hp.

Per-Engine Energy: Running this motor for 1 hour requires 100 MWh of energy.

Flight Energy Requirements: For a 12-hour ultra-long-haul flight, a single engine demands 1,200 MWh of energy. For a twin-engine aircraft like the Boeing 777X, the total flight energy requirement would be 2,400 MWh.

Why Electric Flight Isn't Feasible Yet

Energy Density Deficit: Jet fuel holds an energy density of approximately 12,000 Wh/kg. The best commercial lithium-ion batteries available cap out around 250 to 300 Wh/kg.

The Weight Dilemma: To replace just one GE9X engine for a 12-hour flight, the required battery pack would weigh over 4,000 tons—massively exceeding the 350 ton Maximum Takeoff Weight (MTOW) of the entire Boeing 777X aircraft. Now C/M Kinetic Energy Generators are able to act as a viable option Battery Electric cannot while C/M almost Perpetual Hydrogen utilizing a ball tank & reservoir voids required heavy tanks lowering fire & explosion risk

LENGTH 

The length of the Boeing 777X fuselage varies depending on the specific variant. The Boeing 777-9 has a fuselage length of 251 feet 9 inches (76.72 meters), making it the longest passenger aircraft ever built by Boeing. The shorter
Boeing 777-8 measures 232 feet 6 inches (70.86 meters). Both models feature a fuselage outer width of 20 feet 4 inches (6.20 meters).

We do scaled Ghost-Stealth fight jets equipped with advanced biological lock technologies & able to carry different missile & objects of desire for defence 

Perpetual Hypersonics & Sub-Sonic alongside connected levels achieved 

HOW BENNETT EXPECTS TO UTILIZE KINECTICS

A bolt-on fin under fuselage if not a new ground up design 

This replaces all fuel sections or we can utilize a hybrid bio-fuel system which disengaged for Kinetics & acts as a reserve for Emergency 

Kinetic Energy Generators even with the Bolt-On system initial expense with maintenance lower overall operational costs to a safe standard against inflation & land - structure operating costs for the Aviation Industry 

What passengers over cargo see separate from Military - Aviation if not Government expenses 

If a rate after all expenses is $300. This rate drops 25% or more as fuel is a key financial expense which Kinetic Energy Generators void. Now savings for the company with all expenses is set to 25% so your seeing 40-50% average savings 

"Low cost Domestic & Global Travel with Zero Emissions & under 2% of current Emissions with reserve Emergency bio-fuel used"

AIRBUS A350 TRANSLATED TO EV ELECTRICITY 

Smaller A350 * smaller designs work well with Kinetic Energy Generators 

The Airbus A350 does not run on battery kilowatt-hours (kWh) for propulsion; instead, it relies on liquid jet fuel, though specific electrical and kinetic energy metrics apply: 

Onboard Electrical Generation: The Airbus A350 auxiliary power unit (APU) and engine generators supply a 230 VAC electrical system capacity rated at 150 kVA. 

Landing Kinetic Energy: At a typical maximum landing weight, the kinetic energy of a landing A350-1000 converts to roughly 1,500 kWh (1.5 MWh) of thermal/motion energy dissipated by the brakes.

Total Flight Energy Equivalent: Burning jet fuel (approx. 12 kWh/kg specific energy) at a rate of 5.8 to 6.9 metric tons per hour means the aircraft expends roughly 70,000 kWh to 83,000 kWh equivalent per flight hour in thermal energy from fuel.

SYDNEY NICOLA BENNETT'S GAINS

Revoking Fuel Reliance for Zero Emissions Flight

Now we have an equivlant design for almost all forms of aircraft, helicopter & missile alongside advanced forcefield ghost stealthing

C/M A LARGE SCALE BRAND 

Automotive. Aviation. Marine. Recreational Powersports. Agriculture & Farming. Mining. Industrial. Yard & Maintenance 

Parts. Components. Custom-house

Housing & Material Assets

Partner Brand Alliances

Stationary & Motion Energy

NEW ADDITIONS

Humanoid & FleshBot Robots

Automation Advances 

Physical Lift - Carry Assistance Suits 

Retrofit Kits Vs Ground up 

Powertools & Tools

UPDATES 

C/M 3 Part Website
Vintage P&T Sedans, Fast Backs, Trucks
Established Catalogs
S.B.G - CIG Investments & Commodities + Properties managed & all features 

https://anti-deficitsbun.blogspot.com/2026/07/incomplete.html

An Environmental & Net Zero Focus. 

"Working models are already in registered Vehicular. In multiple country & Stationary Energy Plants on different forms" 

A LOOK AT A380 JET ENGINES

Jet engines are measured in thrust (kilonewtons) rather than kilowatts. However, at takeoff speed, each of the Airbus A380’s four engines (Engine Alliance GP7200 or Rolls-Royce Trent 900) produces about 330 to 341 kN of thrust, which translates to roughly 56,000 kilowatts (75,000 horsepower) per engine. 

Because jet engines generate propulsive force, converting thrust to kilowatts (power) depends entirely on the aircraft's speed. At takeoff, each engine produces around 56,000 kW of power, making a fully loaded A380 capable of outputting a staggering ~ 224 Megawatts at maximum thrust. 

For the aircraft's internal mechanical and electrical needs, the engines drive generators that provide up to 600 kVA (kilovolt-amperes) of electrical power. During flight, the cabin systems consume between 180 kW and 1,250 kW depending on occupancy and phase of flight.

C/M CYPRESS MOTORS - CYPRESS MOTOR SPORTS