Vortices Street
At picture 05.08.01 upside is drawn round cross-section (blue) e.g. of thin wire, which is resting within flow (red) resp. is moving towards left within resting air. Behind wire comes up well known ´street of vortices´, i.e. turbulence and thus strong resistance. That resistance against movements however does not result of backward vortices, not at all - like wrongly told often.
Decisive for resistance exclusively are pressures direct at surface of that body: at frontside affects pressure of dammed up water, aside affects relative small static pressure (based on relative fast flows there), towards backside however air can´t flow fast enough (if speed is not quite slow), thus at backside comes up relative emptiness (yellow area). Only pressure difference direct at surface of body results that resistance - here practically ´negative drive´ - while vortices are only secondary side effects.
At this picture downside schematic is sketched known solution for essential reduction of resistance. As walls aside curve slowly backward-inside, air no longer must flow fast behind body and area of very small density no longer exists. These ´flow-conform´ bodies affect only parts of previous resistance, however not null resistance e.g. because dam-up-pressure ahead has no corresponding contrary pressure from backside.
Vortices Train
By ´strength´ of that ring-vortex-system is deduced strength of lift. That´s analogue to wrong understanding, previous vortices streets would cause resistance. At the other hand vortices and turbulences are assumed negative for forward movement, thus e.g. ´winglets´ at end of wings are used in order to reduce these side-vortices.
That´s total nonsense because ´damage´ does not occur at rear end of wing but much further ahead. At this picture downside schematic is drawn a wing. Based on suction area backside-upside air is accelerated and drawn alongside upper surface (see arrow left side). At the other hand, air from frontside-aside (see arrow right side) also flows into that area of relative emptiness. That flow is really negative because filling up that area with additional air. That effect is only to avoid effectively if wings are shaped ´like arrowhead´ (nose of wings shows outside-back), so flow from aside ´comes too late´ for parts of wing near fuselage.
So if wing produces lift-forces, inevitably come up these vortices trains resp. turbulences behind. It makes no sense to get rid of these secondary side-effects (see previous mentioned chapter). Nevertheless all causes for turbulences without corresponding profit are to avoid at its best.
Too much Lift
In order to achieve sufficient lift at start phase, effective surfaces are enlarged, e.g. by additional ´wings-ahead´ or ´backside-flaps´, like also sketched at B. However, complex mechanics of these units obviously show, these are only ´stopgap measures´ which do not solve central point of problem directly.
Right side of picture 05.08.03 schematic is shown how wings and engines are to arrange in principle: engine is to position straight line behind wing (C). Stronger lift results, if air moves faster upside of surface, thus flap (D) should be turned downward. Engine sucks in air only from upper side, while downside of wing comes up area of higher density same time.
Opposite, if wing should only represent neutral flow-conform body, that flap (E) is to turn little bit upward. Around wing at both sides thus exist faster flows, sucking off air from nose, thus reducing resistance.
Lift results exclusively by difference of static pressures and these by themselves correlates with speed of flows. Engines produce fast flows towards backward, however suck in same volume of air same time. Thus it makes sense to coordinate functions of both constructional elements. Depending on demanded lift forces, profile of wings must be variable, however this should be done much simpler than by today´s commonly used techniques.
Dam-Pressure-Motor
That new technology of airplane construction now uses shapes of fuselage which are totally unsuitable, by today´s understanding, because showing much too wide surfaces of attack. These ´clumsy´ shapes however are most effective for ´dam-pressure-motor´ like described at following chapter in details. So well-disposed readers might ignore that ´un-favourable´ point of view until next chapter.
Square Boxes
In principle that fuselage has right-angles cross-section, only edges are rounded little bit. Towards rear end, upper side keeps most wide, only downside surface decreases, so fuselage finally ends V-shaped.
Compared with common shape of fuselages, this shape is really ´awkward´. However like mentioned upside, strong resistance of that body is to neglect at this state of discussion. Opposite exists great advantage as ´right-angled´ space inside is much better to use than narrow and long ´pipes´ of common airplanes.
Upside mounted Wing
Previous square fuselage (blue) here is drawn once more. At upper edges are installed ´poles´, long stretched and shaped flow-conform, here called ´long-posts´ (grey). Cross upon these long-posts is mounted one-piece wing (green). Central part of wing thus is positioned upside of upper side of fuselage, which there is rather wide and flat. Only short parts of wing reach out aside. Front edges of these outer parts of wing are arrow-shaped in order to avoid negative flows from aside (like mentioned upside). At outer rear ends of wings normal elevator-flaps (dark green) are installed.
Already by that side view (B) becomes obvious, lift is not only produced at upper side of wing. Wing and fuselage practically build a nozzle, so also at upper surface of fuselage exists fast flow. As long-posts protect that area against flows from aside, suction effect of that closed canal reaches far ahead over fuselage upper surface. So fuselage by itself essentially contributes lift and thus much less span of wing is necessary compared with common airplanes.
Wide Fuselage
By view top-down (A) fuselage (dark blue) shows nearby right-angles surface. Rear end is some rounded, while front runs cross to longitudinal axis, rounded little bit only outside. Free view should be possible from cockpit ahead and aside, thus that central ´nose´ (light blue) is pulled out some distance.
Longitudinal cross-sectional view (C) shows, fuselage (dark blue) like cockpit-nose (light blue) now have flow-conform contours, almost symmetric, i.e. thus neutral concerning lift. This body thus affects relative few resistance, practically like pipe-shaped common fuselage. Here however fuselage is stretched towards both sides. Surfaces upside and downside are rather flat and also surfaces aside are curved only little bit.
At this picture 05.08.06 downside at D once more longitudinal cross-section is show by some larger scale and airplane is drawn at position of climbing flight. Flap (dark green) at rear end of wing is pointed out, directly ahead of inlet of engine. That flap shows downward, so air for engine is taken only upside of wing.
Same time however cross-section surface between flap and upper side of fuselage is reduced, thus building nozzle. Nozzles do not increase resistance but only increase speed of flow within nozzle. Air flows off accelerated - however that acceleration by itself affects backward into flow, i.e. affecting like suction also at parts further ahead of fuselage upper surface. So again lift is not only produced upside of wing but also upside of total surface of fuselage.
When common airplanes climb, air is dammed up downside of wings and upon that ´air cushion´ plane is pushed upward by its motors - with huge fuel consumption. Here that wide downside surface of fuselage naturally builds corresponding wide and stabile area of high density. Because downside surfaces are completely flat, air flows off at rear end very steady, resulting much less turbulences than common fuselages.
Decisive however is, here that airplane is not pushed upward above that air-cushion, but fuselage inclusive wing builds wide surface by angle of attack, i.e. at each front side curved surface now exists maximum lift - pulling upward that plane (resp. lastly also pushed up, however mostly by atmospheric pressure). As inlets of engines take air only from upper surface all times, laminar flow won´t cut off even alongside these rather long distances.
New Appearance
At picture 05.08.07 previous airplane is sketched by diagonal view in order to visualize that unusual appearance of planes, which nevertheless future machines will look like. Remarkable at first is cockpit reaching out of body, so pilots have free view ahead and aside (however that nose well could be designed some more round).
Remarkable is broad front side, cross to flight direction, showing wide projected surface, only slightly curved - most advantageous for dam-pressure-motor discussed next chapter. At a whole, fuselage is characterized by flat surfaces, nearby symmetric decreasing towards backside. Space within that plane offers quite new ´feeling of room´ and all necessary units are much easier to install than within ´narrow pipes´ of today´s airplanes.
Continuous wing is supported several times, thus can be constructed with few technical efforts. These elements will be rather ´thin´ and light and wing must reach aside only short distance because additional surface for lift now is represented by total surface of fuselage. Engines (and thus source of noises) are arranged upside of fuselage, easy to reach for maintenance etc. Decisive now is, engines are not isolated serving only for drive but same time controlling flows alongside surfaces. Engines additional suction is important at start phase, as long as plane by itself has not achieved sufficient speed.
New Control-Techniques
In general, these elements are guided between each two long-posts, so whole techniques for changing positions are installed within long-posts. These elements by themselves thus are thin and easy to build, while same time much more possibilities for control are available.
At second, middle part of that picture, previous wing is replaces for example by three segments (D, E and F), each to shift into horizontal and/or vertical directions and/or to turn somehow (see arrows). At third, downside part of that picture is demonstrated, these segments (G, H and I) well could show different shape of profiles. Generally, these elements should be positioned with less distance to fuselage upper surface than schematic drawn at previous pictures.
These segments no longer must function as wings - but only serve for fast flow directly alongside fuselage upper surface in order to produce lift at total fuselage. By ´lamella-like´ arrangement here sketched as an example, at the one hand air upside of segments is accelerated and at the other hand air is drawn off fuselage upper surface, thus producing area of relative emptiness resp. maximum lift. For other situations, segments e.g. could be moved upward and shifted together in order to represent only one flow-conform body without much lifting effect.
So depending on position of each segment, more or less ´nozzle-effect´ is achieved, i.e. force of lift is controllable without resistance losses. In addition e.g. centre of lift-forces can be shifted to and fro. At least one segment e.g. could be turned up thus far to function as landing-flap. That new technology offers much more possibilities for balancing airplane at different phases of flight than existing at conventional conceptions.
New Engine-Technology
At picture 05.08.09 schematic is shown senseful arrangement by sectional view, upside by vertical cross-sectional view, below by horizontal cross-sectional view. Fuselage (A) is marked blue and principle way resp. areas of air (B, C and D) are marked by different red colours. Engine is integrated within fuselage in total.
Generally, air at inlet of pump already should be twisted flow, e.g. through snail-shaped inlet walls. As long as air is guided alongside curved surfaces, air by suction is to take of areas far away. Frontside parts of snail e.g. could be ´rolled off´, ending by flat long slit. Here that frontside inlet area (B) is drawn ahead-upside, so ending e.g. below backside part of previous ´nozzle-segments´. Just there air should ´disappear´ from fuselage upper surface, in order to produce suction and fast flow at rear part of that ´fuselage-wing´. Especially at start-phase, when engine works at its maximum, thus same time lift forces become maximum.
An other ´fix idea´ is, engines should press air from frontside towards backside, i.e. to produce most high pressures. However, planes are not pushed ahead by pressure but lastly and only by fast movement of air particles. These particles however have few effect by chaotic movements (resp. areas of high pressure) compared with strong effect of well ordered flows. So aim of engine is not production of maximum pressure but to generate maximum fast flows.
Painful noises of common jet-engines ´roar´ unmistakably, used technology can´t be optimum at all. Stator- and rotor-blades tear up air like shredders - even air can be accelerated at circled tracks without resistance, by well ordered flows most dense. Spiral lines at central part (C) of that engine only marks new technology, described in details at later chapter.
At this picture schematic is drawn outlet (D) of that engine. There, rotating gases of central part of engine must be ´un-rolled´, i.e. redirected into linear movements and their redirection into backward direction results wanted drive forces. Also here might make sense when jet lastly exists at rear end of airplane through slit-shaped outlets.
New Drive-Technology
Behind of nozzle-segments, inlet slits (red) for engines are marked, which however real should be positioned some ahead, below last nozzle-segment. Engines by themselves are not visible because completely integrated, so airplane in total has outside surfaces smooth all around.
Analogue to this example, single-engine planes could be build, however for planes some larger three engines are preferred, each with separate controlled set of nozzle-segments. Only at start-phase all three engines must work and thus produce maximum lift same time. At normal flight situation, only one engine must produce drive, as high flight speeds by themselves produce sufficient lift (again controlled by nozzle-segments).
Fuel-consumption at its maximum will be one third of comparable conventional airplanes just because maximum weights at start phase no longer are lifted by motor-power but prevailingly by power of atmospheric pressure. At flight phase, again much less fuel is consumed - because major part of drive is done by dam-pressure-motor, totally for free.
New Jobs
This description of principles of new technologies for airplane construction must do. Specialists are asked to check intensively these diverse possibilities and advantages of that new conception. I think it´s lot to do at wind-canals, until previous points of view become optimum products. My job is done - however principles of ´dam-pressure-motor´ I´ll finally describe at following chapter.
Building airplanes is great achievement of today´s techniques, becoming high standard by great efforts within many years. Success was large enough today everyone can fly anywhere at any time. Results of today´s flight traffic however is gigantic waste of resources and likely pollution of environment. It´s no getting around that problem, quite new technology is necessary - like e.g. shown at the following. At first however, some simple facts are discussed:
Today´s favoured theory for lift probably is ´Circulation-Theory´ (as long as not removed by my explanations e.g. of chapter 05.05. ´Lift at Wings´). Commonly thus ´circulation´ of air is assumed around wings (downside ahead, upside backward) and in addition is assumed these two vortices at both outer ends of wings turn right-angles backward, thus building large closed ´vortex-ring´, like schematic shown at picture 05.08.02 upside, see arrows.
Lift increases by square of speed (as commonly assumed). At start phase and its low speed thus (too) less lift force exists, however when flight-speed is achieved surplus of lift exists. Only this can explain, why engines are mounted wrong side, downside of wing, like schematic sketched at picture 05.08.03 at A (wing green, engine red). Actually, air upside should be accelerated and not downside of wing, like sometimes done even by engines mounted ahead of wing (like sketched at B).
Resistance against movement ahead depends on shape of body, i.e. relation of height and length and of contours of surfaces. Resistance increases by square of speed and naturally also by increased projected surface, just because by wider surface corresponding more air masses are to redirect. Resulting of are shapes of elements which are ´flow-conform´, more or less, because each application naturally has to include additional points of view.
At picture 05.08.04 is shown ´stiff-shaped´ fuselage as a starting point, upside by view top down onto fuselage, downside by view aside, at the middle some cross-sectional views according to each area of dotted lines.
At picture 05.08.05 now arrangement of additional constructional elements schematic is sketched, at A by cross-sectional view through longitudinal axis, at B vertical cross-sectional view of longitudinal axis and at C by view top-down onto that airplane. Essential characteristics of that new technology are wings installed upside of fuselage and engines installed behind wing (here e.g. of single-engine airplane).
Both long-posts reach out further backward (behind rear end of wing), each building rudder-elements (dark green). Beams are installed cross to these long-posts for support of engine (red). Inlet of engine is positioned at level of wing. By flap (dark green) at rear end of wing is controlled which part of air is sucked into engine alongside upper or downside surface of wing.
´Length runs´ is basic rule of fluid sciences: if fluid at front is pushed aside, body behind can follow nearly without additional efforts, no matter how long body is, no matter whether trains or boots or ships and also at airplane fuselages. ´Width pulls´ however is essential rule of new technology and width in addition contributes essentially to lift forces at that conception. Analogue to previous picture, now at picture 05.08.06 double-engine machine is sketched with much wider fuselage, at A by view top-down, at B by cross-sectional view and at C by cross-sectional view through longitudinal axis.
Cross-sectional view (B) now shows fuselage (dark blue) inclusive central cockpit-nose (light blue) as flat rectangle, only edges some rounded. At edges upside-outside again two long-posts (grey) are installed, now in addition a central long-post (grey). Only that middle long-post towards backside builds rudder (dark green). Between rear end parts of long-posts again cross-beams are installed (grey) for support of each two engines (red).
At the beginning of flying, machines of most strange shape were checked and also today fly planes of most different conceptions. Nevertheless some basis principles resulted which at the one hand cover diverse demands and at the other hand allow to build production series. Preferred measure e.g. is using likely techniques within fuselages of different lengths. Instead of variable lengths now here building planes of different widths becomes preferred.
Wing plus flap sketched at previous picture 05.08.06 at D, now at picture 05.08.08 upside are shown once more by larger scale. Upside of fuselage (A) with some distance is positioned that middle part of wing (B) and at its rear end is installed that flap (C). These constructional elements are conventional, however should be replaced by elements better fitting to functions demanded.
Also arrangement of engines at previous pictures is much too conventional. One must get off fix idea, turbine engines must be anywhere round and symmetric. Previous position also does not serve for functional combination of drive and lift - because suction at inlet does not reach far ahead, within free environment, but only alongside curved surfaces.
Picture 05.08.10 again by diagonal view shows that airplane, which now is ´tidied up´ and thus free of any useless turbulences. Central part of wing now is replaced e.g. by two times three ´nozzle-segments´ (dark green) which are movably installed between each two long-posts (grey). By changing positions of segments, speed of flow and suction at fuselage upper surface are controlled, so fuselage by itself becomes important ´wing´ - with variable lifting forces.
Nevertheless still too much mineral oil is burned by flying rather senseless, politicians finally must tax fuel-consumption extremely and acceptance of global equal treatment if necessary should even be done by boycotts - because otherwise this planet will ´go to the dogs´ - or at least huge parts of mankind.
05.09. Dam-Pressure-Motor
Ether-Physics and -Philosophy