(1) Consider: Waterjet component
I.D. = 7.51'
O.D. = 7.85'
Area, Annular Nozzle = 4.12ft2.

From initial velocity, 41 knots at inlet, pump accelerates flow to exit nozzle at 133.62fps – causing static pressure therein to be 1psia (which is almost water's vapor pressure), and since this annular waterjet envelops a cavity, therefore will it vacate that enclosed space to high vacuum.

With Volume Flow Rate 550.23cfs, waterjet gross thrust will be 142632.80lbf.

(2) Consider: Airjet component
Throat Diameter 1.46m for Area of 1.67sq.m.

At Laval (converging-diverging section) outlet, which is in the high vacuum region constantly vacated by the surrounding annular waterjet, static pressure will be 6.89kPa.

At Laval inlet, which is at 100 degrees Fahrenheit and assuming that ram effect at 41knots is effectively funneled to there, pressure will be 117.63kPa.

A pressure differential, 110.74kPa, thereby exists between inlet and outlet, surpassing critical pressure, so that air accelerates into the converging section, crosses the throat at the speed of sound and goes supersonic at the diverging section.

This Laval in these conditions will let an air mass flow rate of 4.396kN/s exit its ideally expanded diverging section at a speed of 591.33m/s – an airjet having a gross thrust of 59573.92lbf!

(3) Here is, hence, an arrangement wherein a driven waterjet initiates a derivative airjet to ensue as a side-effect and combine with it to generate a boosted total propulsive force of 202206.72lbf, which in this iteration is now 1.42x greater than the input power of its electric drive.

In the example watercraft shown, feeding/funneling its electric drive gensets' gas turbine exhausts, as well as sinking the heat exchangers of its cooling systems to the Laval inlets will moreover raise pressures thereabouts – thus further increasing the airjets' contributed power.

(4) This is a breakthrough output-is-greater-than-input setup, then! Matching this marine propulsor, this proposed Atmospheric Repulsion Aquaerodynamic Motor with advanced hull constructions will usher in faster and much more efficient maritime vessels.

Why this won't violate the law of conservation of matter & energy is that not one but, rather, two equations define this action; the waterjet component's and airjet component's, each with its own efficiency, after which they just add up.

The question arises – is it being stated that aram takes effect only when it is running at 41 knots? Well, for analogy, the scramjet works only when it's been brought up to ram velocity.

Apparently, this presentation is incomplete, though, in that it doesn't cover other varying sets of parameters, particularly those of the lower speeds, but that's really why this is entered to the contest – primarily in order that it can be examined by experts in the field, and if found feasible, can be R&D'ed, especially as there are variable geometry components needed to enable system to continue operating under changing external conditions. To proponent, the Computational Fluid Dynamics involved is already complicated science beyond this present capacity... and making these things is out of the question.

Concept is consequently offered to CTF2016/COMSOL for verification.