3.1 Physical essentials

When a solid body is moved through a fluid, fluid must be displaced. The required diversion generates resistance. The pressure wave which is thereby generated in the air or in water spreads outwards. At least some of the energy is lost to the system in this manner. In aircraft, further resistance is required through the profile of the wings and thereby the generation of lift. When a solid body is moved through a fluid, fluid must basically be transported from the bow of the craft to its stern. This requires the acceleration of the fluid in a backward direction. This necessary rearwards acceleration of fluid should be used both to reduce the resistance and to generate the lift.

Conventional aircraft and ships' propellers have considerable failings. The fluid is not only accelerated in a rearwards direction, but also in a twisting or centrifugal direction. Thereby energy is lost to the system.

According to the Newton's principles, impulsion exists to the same extent to which mass is accelerated in a rearwards direction. This propulsion does not exist automatically, just because of the existence of this formula, but rather because these high speed molecules strike parts of the vehicle while moving in a forward direction. In the rearwards direction the molecules rarely collide with one another, because they are parts of a solid jet. If this beam would have a large surface however, increased forward pressure results from the normal molecular movements. Therefor only a partial amount of fluid should be accelerated and this jet should be so organised, that the greatest possible additional fluid mass is also accelerated in a rearwards direction. The suction effect of a twisting movement of a potential-twist-flow should be used here.

Aircraft are basically designed in the shape of birds, although the propulsion is generated in a different manner completely. Birds don't have rudder units and exactly these represent large wetted areas in aircraft. But these rudders fulfil only a part of the control function with highly complicated technology. Ships hardly display the basic form of fish anymore, but require a comparably high expenditure of energy for their propulsion. The principles of design and controls of these craft will be presented here in a completely new fashion.

3.2 Design elements

With an impulse-transformer the accelerated current from the rotor of a turbine or a propeller or a screw is driven in a tangential direction into a ring shaped housing channel and from this housing channel further diverted almost tangentially into a multiplicity of jet channels. These jet channels project far beyond the motor into the area of undisturbed fluid (´fluid in rest´, not directly accelerated by an engine). The jet channels are bent in the oppositely to the rotary direction of the twist flow. They are also bent in a rearwards direction and have an aperture facing rearwards. Due to the length of the channels and the smallness of the apertures the fluid exits in a purely rearwards direction. Any twist is thereby terminated and converted into forwards propulsion. In comparison to the normal compact jet of fluid, these jets have an enormous surface. With a comparably high speed of the accelerated fluid mass, the greatest possible mass of fluid in rest is also accelerated. A corresponding high degree of effectiveness is achieved.

A pressure-pump-engine has a rotor similar to that of the pressure pump above. The mechanical energy is thereby converted optimally into a twisting motion of the fluid.. This fluid stream is steered into jet channels corresponding to those of the above mentioned impulse transformer. The fluid forward to the rotor which is not caught by the rotor has a high dynamic pressure or is indirectly set in rotational motion. It is also steered into the jet channels as a subsidiary current. Although the rotor is relatively small and compactly built, the greatest possible mass of fluid is accelerated in an exclusively rearwards motion. Alternatively the main and subsidiary currents can be driven into worm housings, in order to exploit this intense potential twist flow at a later stage e.g. in a jet wing (see below).

A rotation-stroke-piston-engine is basically the same as the rotation stroke piston motor above, with the difference that a circular channel around the rotor of the pump part brings both combustion and cooling air. Around the rotor of the turbine part there is also a circular channel, in which the exhaust gasses give off their remaining heat energy to the cooling air. Both together are accelerated radially by a following rotor. This rotor corresponds basically to the pressure pump engine above, also with a corresponding strator. Here however, both the main and subsidiary currents and also their waste heat, flow out through the jet channels. This heat is then transferred to the main and subsidiary currents, but also to the fluid in rest between the jet channels respectively the indirectly accelerated fluid. Almost all of the energy of the waste heat is thereby converted into forward propulsion. This rotation stroke piston engine with their continuous combustion is decisively more effective than conventional stroke piston engines with conventional propeller propulsion.

In a jet-wing the high pressure and high speed air at the bow of the fuselage is collected by openings and guided through channels into the wings. This air current is diverted into a rearwards direction there and exits on the upper surfaces of the wings through longitudinal jets. Through this diversion, the energy which is expended to overcome the resistance to the forward motion is at least partly won back. Moreover these wings can boast a much higher lift. They can be constructed with comparatively less profile height and a comparatively smaller surface. Turbines can be installed in the inlet area, to get more intensively accelerated flows and thereby further increase these effects. Instead of a resistance at the bow, there is now a suction. These jet wings should be mounted relatively far to the front of the fuselage and should be arrow shaped. Several of these jet wings can be used for example also at the tail. These jet wings are supplemented by spoiler shaped fins at the sides and top of the aircraft nose. Propulsion is thereby achieved as well the most snug-fitting flow possible at the fuselage and thereby a substantially reduction of friction. With this jet wing the functions of both, lift and propulsion, are significantly more effectively fulfilled.

During take-off and landing an additional lift is required, which is normally supplied by projectable flaps in the wings. With fuselage-wings, this can be achieved more easily and effectively. A fuselage wing runs along the fuselage and displays a channel open on the underside. The cross section is e.g. a ring segment or a semicircle. As soon as current from forward-underneath occurs, relatively high pressure and an intense current is formed in this channel. This air cushion is extremely long and thus more stable than that generated by wing flaps. During landing the kinetic energy of the aircraft is thereby reduced. During take-off the plane glides upwards on this air cushion or current. These fuselage wings also have a positive effect on climbing and diving, they stabilise the aircraft also in air pockets. These fuselage wings can be firmly mounted or can be extended or folded out when needed. The intense currents at the after end of the fuselage wings can be used for the purposes of steering the aircraft. If such fuselage wings are used with otherwise conventional fuselages, a large lift reserve without friction is always available, so that smaller wings can be used.

A wing-fuselage has completely different contours to those of conventional aircraft. Only a relatively small amount of air is directed downwards through a gentle curving of the underside of the bow. The bottom of the fuselage is almost completely flat, having only a slight concave curving on the outside. The fuselage floor represents almost and always the greatest width of the fuselage. The sides are fitted with bulges. The bottom of the fuselage only at the tail raised and then only reasonably significantly. During take-off and landing, the fuselage bottom thus offers a very large surface with and extraordinarily large air cushion which can flow out centre-rear in a directed current. This fuselage bottom offers much greater and more stable lift in these critical flight phases than wing flaps ever could.

The side of the fuselage is basically vertical at the front, and then spiralled about a fulcrum on outside-down, so that at the back from outside-down points to centre-up. The upper surface of the fuselage is at the front a horizontal surface and is then spiralled about a fulcrum positioned in top-centre so that at the back it forms a vertical surface. The extreme upper corner of the fuselage is transformed at the rear into an indentation. The inflow to the rear turbines is to be found in the nadir of this indentation. Both the fuselage side and its upper surface represent a spiralled wing profile. Due to the suction from the rear engines, a high speed current runs along the length of the fuselage's upper surface. Friction is thereby substantially reduced, a relatively low static pressure obtains, a and lift is generated along the whole upper surface of the fuselage.

The cross section of this wing fuselage is almost square at the front, while at the back it represents a triangle with a wide base. This fuselage offers an optimal amount of useable space. This fuselage shape can be employed just as well by small private planes as by large aircraft. A wing fuselage together with a jet wing forms the optimal aircraft.

The conventional type of tail unit respective rudder represents a large wetted area. Control surfaces should always be positioned in a constant current. This condition is fulfilled in the energetic current in the area of a head jet surface. Here only very small moveable surfaces are required to effect sensitive and effective control.

A pipe-screw represents a completely new concept in outboard propulsion, but is equally viable for large ships. The housing is basically pipe shaped, with a pipe shaped rotor positioned in the forward area. Vanes point inwards from the inner surface. These vanes are rounded at the front and back and increase in height from the front to the back. In the centre however, a free space remains. At the front the vanes display a steep inclination, at the back they point almost in a rearwards direction. Almost all the mechanical energy of the rotor is transformed into the rotary movement of the water, while the strator takes any twist out of the current. This pipe screw displays no edges, corners or moving parts on the outside. Garbage and flotsam can pass this pipe screw centrally without causing any damage. This pipe screw offers maximum propulsion combined with maximal safety and reliability. It can be used for outboards and also for large ships and is particularly advantageous with the following ´drive channels´.

The pipe screw is used in these drive channels partly without a strator and the angle of the rotor vanes is not so shallow at the rear end, so that the water is accelerated rearwards with enough intensely. This version of the pipe screw is extraordinarily well suited to the conveyance of unclean fluid such as the coolant water for the ships engines but also has many areas of application.

A vortex-screw generates propulsion based on another essential effect. To a conical rotor are fitted vanes ´nipple-sharped´ (like long-stretched teeth or cogs). From the front to the back these vanes increase in height and they are bent against the rotors direction of rotation. Water is thus at first given a rotary motion and then increasingly accelerated in a rearwards direction. Outside the rotor, another, pipe shaped counter rotor is installed, which has equivalent vanes but fitted this time in the opposite direction. Through this counter rotation water receives an intense rearwards acceleration, whereas this current is overlaid by a multiplicity of relatively small vortices. Through the size of their surface, a subsidiary current is sucked in, as in a water jet pump. In the rear area the cross sectional surface is increased and the rearwards current is slowed down, the many small vortices die out. The static pressure is thereby heightened, which generates propulsion on the sloping surfaces of the housing. Apart from that, this rearwards current is extremely 'bulky,' so that following fluid meets a great resistance. This counter-pressure effects increased propulsion. Rearwards of this vortex screw, the water is almost in an undisturbed state i.e. almost all the energy is converted into propulsion.

The Roman water supply consisted of conical clay pipes each one stuck into the next. Water flows in these pipes with extraordinarily low levels of resistance, and therefore also flow well on the outside of such scaly surfaces. A groove-hull has rounded elevations with edges pointing rearwards. These grooves (almost like these ´nipples´ above) run from one side of the ship's hull to the other. In flat areas of the hull they are arranged crossways to the longitudinal axis, on the hull sides they are arranged pointing diagonally upwards towards the rear. The current thereby no longer clings snugly to the hull. Rather a vortex layer is formed, whose movement when in contact with the hull is in a forwards direction and therefore creating a positive friction as regards the vessel's propulsion. The kinetic energy of vertical motions of the water is at least partly converted into lift and forward propulsion by the sloped arrangement of the nipples on the hull'' sides. This effect also occurs presumably also in an analogous fashion with fish, equipped as they are with nipple shaped scales.

The buoyancy of ships should be achieved to substantial degree by buoyancy-bodies under the surface of the water. These buoyancy bodies are basically round cylinders, which are pointed at the front and back. Nipples run around the complete body in a spiral arrangement. In the forward area, ring shaped ´jet-surfaces´ are installed, whose crosspieces are at an angle like these of the nipples. The rear area is equipped with fins which have a counter curve and which are fitted into a ring shaped rear surface with crosspieces parallel to the longitudinal axis. The current gets a twist from the nipples and ring jet surfaces, which is terminated again at the rear.

The current at the body is thus faster and runs in a circular path about the body. The current thereby displays relatively little static pressure so that the normal water pressure of the fluid in rest effects an acceleration of the current (as in a potential vortex) in the direction of rotation. A propulsion component results from the rearwards diversion of this accelerated current. There are various arrangements of these buoyancy bodies which can be used with a little sailing dinghy just as well as with large ships. This kind of ship glides very evenly through the water because wind and waves can pass under the ship's main platform.

A drive-body is basically constructed analogously to the buoyancy body, with the exception that the twist movement is intensified by a rotor. The rotor is basically built like the vortex screw above except that the counter rotor is replaced by a ring jet surface as the strator. This ring jet strator guides the accelerated current into the area in which the radii of the body become smaller. An intensive potential vortex is formed in this area. Rearwards from this area, the radii of the body no longer decrease. The water masses of the actual potential vortex and its flank areas form a buildup here. This current can only escape rearwards. Propulsion results thereby just as from the remaining diversion of this current through the blades of the tail fin. This rotor consumes comparatively little energy as its only function is the creation of the preconditions for the formation of a potential vortex. The real propulsion results from the currents of the potential vortex and its rearwards diversion. These drive bodies are an ideal complement to the buoyancy bodies above. Ships of this kind glide through the water according to the nature of the water. There is no negative friction.

By contrast drive-channels should always be used when the use of the above buoyancy bodies appears to be unsuitable e.g. for conventional freight ships and similar types of ships. For propulsion, water must be transported from in front of the ship to behind the ship. An obvious development would be to equip a ship with a channel in the centre of the ship's bottom from the bow to the stern and to drive the water along this channel, preferably by means of the pipe screw described above. If two such channels were fitted, these could partly open downwards and onto one another. A counter twist current therein is largely friction free and stable. At the stern any twist is terminated. A significant alternative is however, to collect the water at the bow, drive it through a spiralled channel, to accelerate the water (simultaneous to its spiralling) in a sideways direction and then to divert it to a rearwards motion. The intense twist current exits at the side of the hull, the remaining water mass in foront of the ship is then sucked around the bow curve. Resistance against the ships propulsion is thereby significantly reduced and the familiar suction effect of the bow (and its propulsion component) is intensified. No bow wave runs outwards from the ship. Rather, a potential twist current is formed along the side of the hull. This current is stabilised by nipples and converted into buoyancy and propulsion as in the groove hull above. Further to the stern, analogous channels are installed. These however, terminate any twist. With conventional propulsion an intense wake is formed outwards from the stern, which is completely valueless. With these propulsion channels water is accelerated in the only place where it makes sense, between the bow and stern of the ship. Thereby the resistance at the bow and the suction effect at the rear are both drastically reduced.

3.3 Significant aspects

The peculiar characteristic of fluid is that is flow on curved paths. All solid bodies must be so shaped, that they allow fluid to follow these courses and intensify or harness them. Correspondingly the gliding of a solid body through a fluid is the natural type of motion. If these aspects are ignored, the resistance increases as the square of the speed. It has to be recognised that the employment of more force in such a situation doesn't bring one further, higher, faster. It only makes sense to use limited force in a discriminate way to trigger movement corresponding to the nature of the fluid and to let this motion develop according to its own dynamic. Previous sources of resistance then become positive forces. The effect of suction, the power of implosion, which make the kinetic energy of normal molecular movements available, must be used.

These inventions here display, how sensible and measured mechanical power can be transferred to the greatest possible mass of air or water. Comprehensive solutions are presented here to problems of lift and propulsion. Completely new shapes of parts and bodies are presented here. Completely new perspectives result for the design of air and water craft. These inventions will make transport more economic. To reduce this need to an ecologically viable measure however is every human being's own problem.