This is the aerospace airframe. The proof of concept is simple.
Redesign the standard airframe of a C-130 or DC-10 to take advantage
of higher ceilings, no weight restraints due to carried hundreds of
gallons of jet fuel around.

Simply the issue is crude oil is great at compression ratios but to gain lift
all you need is faster air moving across the bottom of the wing by giving
it more distance to travel. Thus all you need is force being applied to the
read of the air frame and wind moving across the wings. I was tired when
I first wrote this. Thus the most efficient wing is that of the spirit of
America. But the issue is without a main body to apply force to you have
more weight to lift. So the wing needs to be half way between a delta
wing and a fixed wing. So the best course is to start with the cargo area
around a DC-10 or C-130 and build out turbines inside the wing
structure. So that the circle facing of the C-130 slopes down to the wing
body of a B-2. This requires the wing structure to be built as single
structure that the body of the Airframe is dropped down into a cradle
made of the rising engine structure on either side. While this can be
done with sheet metal or aircraft aluminium which is not even aluminum
half the time but stronger high speed steels and alloys intended for the
sheering weight of a turbine unbound by the rpm limits of jet fuel. Using
a piston driving by three way electromagnet allows for torque to be
limited only by the size of the stepping transformer and the juice on tap
so to speak. This means that the raising and falling of alternating current
switches between positive and negative at the cycles you set the AC to
ie 50 hertz or 60 hertz in most countries but your not limited to that just
you will need to build special transformers if you have a certain number
of cycles per minute you want. When the magnet at the top of the tube is
positive and the magnet at the bottom of the tube is positive they will
drive each other apart. Thus giving the down stroke of the piston. When
the top is shifting to negative and the tube is staying positive it will draw
them together, giving the upstroke of the piston. Pretty much an
electromagnet based wankle engine. Simple to build and maintain. The
fuel for said setup is where things get interesting. Conventional wisdom
is waste a lot of energy converting to and from wet cell batteries and add
weight and fire hazards that are not needed. Current capacitor
technology in a modern computer is designed to handle the same
amount of current in the Tesla car's drive train. But there is no money in
something that lasts a hundred years or more. The capacitors in the
original vacuum tube computers still work sixty five years later. But in an
airframe building to last and simply replacing the parts damaged or worn
out make sense long term.

So the best method is to use unrefined U-258 in it's raw state and run
current through it. This causes it to heat up and generate electricity.
Similar to running nickel past copper and iron to generate electricity.
Anyway this can be a modular unit that can also be diesel generator or
steam turbine or what ever method you use to fill the capacitor banks.
My concept is to build it as lean as possible and let other companies
figure out variations that suit the needs and simply keep selling refined
version of the technology to the companies doing the mass production.
Well that and one off designs that need to have major revamps down to
the existing design. I plan to then also sell a more compact version of the
design to the bus companies for tour buses, city buses and so forth.

So the turbines:

So for the turbines in theory could be cut down to just the intake and the
compressor to decrease the area and speed up the air.

So once the maximum density is achieved the choke needs to widen
back out to allow the flow to spread the energy out. This means that the
standard convergent divergent can be built with a fixed point of
convergence where the maximum density of air is reached. At sea level
the free flowing air should be 15 lbs per inch with the compressor fans
needing to create a ratio of energy greater than the drag. With F =
Pressure over area the density of the air has to be greater than the air
behind it but still close enough not to just push the air behind it away
with out pushing back against the air frame.

Long version
Conservation of mass ie potential energy to push against the slower
moving air in the free stream moving around the air moving through the
compressor so that there is more air thus pressure when the denser air
hits it. With it condensing then expanding it is like a traffic jam people
speed up right afterwards the area seems empty but everything is
moving faster. When this faster moving air hits the still moving air the
density of the air pushes against the still moving air and pushes the air
back since the air is filling the space an equal and opposite force is
applied to the engine. The key to getting it move forward is to have the
air leaving the plane pushing fast enough to not have anywhere to go
and with enough force when it rebounds into the air frame it pushes the
air frame forward. With Force equaling velocity times mass and the mass
of the air being small you need a very large velocity.

Without an afterburner or burner to add drag the air stays dense and
cool and when merging back with the free stream needs to plan for more
turbulent air as denser thus colder air is mixed with warmer air. Similar to
the ion plume concept the steam of free air gives the cooler air
something to push against to allowed for higher densities of air pushing
against the air outside the engines. It may be beneficial to add a burner
or afterburner to allow for the heat to be transferred to the surrounding
air as well.
and so forth. It also is designed to be modular in the fuel sources so that the capacitors can be
fueled via a generator a tradition GE or Pratt and Whitney jet fuel turbine, a diesel on board survival
power.