Environmental Pollution
Flying might well make sense and most senseful jobs are done by helicopters - probably because they are expensive, i.e. even less effective. Rotor blades are profiled like wings and thus well could earn lift for nothing. However blades thrash when flying forward, so no steady flux exists. For upward movement, additional lift forces are produced by steeper angles of attack - with slight effect because air only is whirled around.
In principle mechanical thinking prevails: air must be pushed down so vehicle moves up. Thousand cubic metres air are to move down - by gravity acceleration - to lift one ton of weights. However, only few volumes of air must be moved, with much less energy input, to lift suction-helicopter by suction effect plus normal atmospheric pressure. That solution is presented at the following.
Within ´Cap´ (A, yellow), pumps for transport of air are installed and outlets aside. Through ´shaft´ (B, red) air moves upward. ´Apron´ (C, red) represents inlet in shape of slit running all around. ´Cabin´ (D, blue) gives space for people and goods, also motor and tanks are installed there. Short ´wings´ (E, green) affect lift, especially at forward movement, and serve for control by elevator. ´Tail´ (F, green) serves for stability and for control by rudder.
Drawn measures and sketched matchstick man will mark proportions of that example helicopter. Cabin in principle is half-sphere with radius of 2.5 m, thus offers space of some 65 m^3 upside of surface area about 20 m^2. Shaft is round cylinder, expanding towards upside, of some 4 m height. Cap again has diameter near 5 m. Vehicle thus is circa 8 m high and 8 m long inclusive tail. Width inclusive wings is some 10 m.
Booster
Air flows through shaft from downside upward within ring-shaped canal (A, light blue). That air is sucked in by radial pump, central area of pump is marked red and area of its blades (B) by blue colour some darker. Upside of pump, air circulates within spiral-shaped space (C, dark blue). Air lastly flows off through outlet (D, very dark blue) through an outlet running around cap in shape of slit rather narrow.
At this picture downside schematic is shown cross-sectional view through cap. Diverse areas are marked correspondingly by different blue colours. Front side of vehicle here is upside (see arrow into flight direction). Within cap should be installed at least two pumps, here for example are drawn six pumps resp. areas (B, light blue) of their blades.
Pumps left side (in general direction of flight) turn left, pumps of right side turn right (see arrows), so turning momentum as a whole is balanced. Air of left pumps circulate within common area (C, dark blue), analogue circulates air of right side, both areas differed by longitudinal wall (F). So each pump has no own snail-shaped space, but theses rooms transit into common area (C). Upper surface of that space is relative even, while downside surface is build by three hollows resp. bowls (which however are not symmetric but some spiral).
Downside part of cap is fix connected with upper part by previous longitudinal wall (F) and by round pillar (G) upside of pumps (also bearing pumps). At area just between pumps, air flows into contrary directions, so separating body in shape of long-stretched pillar (H) would make sense.
Out of bowls around each pump resp. out of common area (C) upside of pumps, air finally flows off through long-stretched outlet slits (D, dark blue). Flows there show into radial to tangential directions. However, outlet contrary to flight direction would make no sense, so at front side (at picture upside) no outlet is installed. Correspondingly, air at backside of cap is redirected backward by longitudinal wall.
Control System
Left side these control-flaps are drawn by positions of forward movement of vehicle. Air flowing out aside of pumps are hardly redirected. At front side areas, air flows off diagonal backwards, at backside areas air flows off increasingly radial backwards. Propulsion practically is achieved via repulsion-effect as pressure affected by pumps resp. of area C has no corresponding counter-pressure aside-backward. Main propulsion-forces however are achieved by other processes, as described further down.
At this picture downside-right, control-flaps are drawn at positions each showing radial. If all control-flaps show likely into radial directions, air flows off symmetric into all directions, so vehicle remains at that spot. However, vehicle keeps local position also by other constellations of control-flaps, if only vector forces are balanced as a whole.
At this picture right-upside, control-flaps show upward thus towards front side of vehicle. If all other flaps show radial (or flow forces are neutral as a whole), these backward showing flaps affect turning momentum, thus here e.g. vehicle would turn clock-wise around its vertical axis. So right- or left-turning is to achieve, based on relative position of control-flaps, by many constellations.
If all control-flaps show upwards (thus contrary to positions drawn left side), vehicle will move backward. Speed of that motion is easy controlled if only some or even all control-flaps are turned little bit.
So there are possibilities for controlling movement into all directions, as relative small elements just are turned little bit. At ´collar´ of cap below control-flaps, sufficient space is available for necessary constructional elements. Instead of complex control-mechanism of common helicopter blades, here these control-flaps can be optimised e.g. as variable profile could be achieved by two or three elements with corresponding gears between.
Lift
Surfaces of cap (A) and basis (G) are likely large. Atmospheric pressure affects at bottom while upside air is moving by more or less strong flows into radial directions. In general, movements at outer areas of cap are faster than at centre.
Already upside of outlet (B), air upside of cap is sucked outwards because fast flow off outlets affect suction (see previous chapters). Air flowing off glides further outside, directly alongside curved surface (C). There exists maximum speed, thus maximum dynamic flow pressure and correspondingly minimum static pressure onto that surface.
Surface there snaps down sharp, so at downside surface (D) of cap no ordered flows come up. Turbulent air of that area affects upward just like normal atmospheric pressure. At that outer, ring-shaped surface (only one third of diameter however half of total surface) exists maximum pressure difference and thus affecting most large lifting forces.
Shaft is relative high (however must not be higher than width of cap), so air downside of cap keeps relative calm and upside and downside air movements don´t affect negative mutually. Air is sucked upward through shaft and inlet is build by slit (previous ´apron´) all around cabin.
Within that apron and within downside part of shaft, fast air flows exist with correspondingly low static pressures. Air is sucked in through slit, so flow (F) alongside cabin comes up. Part (E) of that flow moves also outside upward alongside shaft. Apron could also be build by two or three slits (arranged by steps downside-outward), so air flows keep near cabin-surface longer distances. So also at that ´second level´ less static pressure exists upside than atmospheric pressure affects downside at bottom (G) of vehicle.
While common helicopters press down and whirl around large masses of air, at this suction-helicopter only few mass of air is moved and only thin air layers glide alongside fitting (curved) surfaces by continuous flows of maximum speed. This machine is much easier to construct, produces much less noises - and is much more effective.
Additional Surfaces
Basic design uses circle shapes, naturally however shapes can be stretched into longitudinal direction. Cap (yellow) e.g. could show contours of uneven oval. Also pumps must not be arranged exact in circles but this area (light red) could also reach some further backward. Round and thin cross-sections result strong resistance, so shaft should be ´drop-shaped´ (dark red). Also cabin (blue) should end further backside.
By these additional surfaces of backside parts (light green) resistance of forward movement becomes reduced, at the other hand construction becomes more stabile. Further downside, these surfaces (more or less vertical) should reach even further back, ending as ´tail´ with rudder (dark green). Short wings (dark green) increase surfaces in addition, which serve for lift already at stationary flight (as air is sucked off upside surface by inlet of apron) and affect lift like common wings at forward flight. Above this, elevator-elements (light green) are installed at wings.
Within wings is space for fuel tanks and within backside space of cabin, engine and other heavy units are placed (and weights are supported by corresponding wider lift-surfaces of backward parts). Drive of pumps and movements of control-flaps etc. could be done by hydraulics (and naturally segment-pipes should be used, see chapter 05.03).
Falling-Forward
Cap practically builds fulcrum of pendulum, which shows backward. Centre of weights is positioned downside-back, so this pendulum will fall forward. Pendulum however will not reach vertical position as same time lift of cap steady pulls upward-ahead that ´pendulum-fulcrum´. At the other hand, wings are positioned at backside (plus surfaces of tail), so these backside weights are supported and pendulum keeps backward swing-position all time.
Each airplane practically has too much lift-forces after starting phase. Based on that diagonal flight-position, surplus of lift-forces show vector some ahead of vertical vector of gravity, thus resulting propulsion. Air flows produced by pumps, at phase of forward-flight practically now function only supporting and controlling. Also elevator-elements of wings now serve mainly for keeping steady that back-swing-position of ´pendulum´.
Decisive difference of pressures exists between upper surface of cap and bottom surface of cabin. At flight position now these surfaces are shifted mutually and lift-force vectors show upward-ahead (because atmospheric pressure affects right angles at bottom surface). At this downward surface must not come up laminar flows. Opposite to common understanding, this surface should be rough, e.g. showing ribs or waves cross to flight direction, so only turbulent air movements come up (with static pressures likely to atmospheric pressure). At the other hand that bottom-line well could be some more horizontal than drawn here.
Certainly, this strange construction is rather striking. However, also common helicopters inspire little confidence with their large rotors above small cabin, strange tail and stopgap rear-rotor. Compared with ideal shape of gliders one doesn´t believe this conglomeration would really fly - all right, as their minimum efficiency documents. Opposite at this suction-helicopter, flows all times glide alongside curved large surfaces, each with clear function. Unusual only is large distance between both effecting surfaces - which however results previous advantageous ´pendulum-effects´. These are advantageous for propulsion, however also at state of suspense weights hang in stabile position below that ´lifting-parachute´.
Many Boosters
Air is sucked upward through canals (dark blue) of shaft and is accelerated by blades (some lighter blue) of pumps. Air rotates within each snail-shaped space (light blue) and finally leaves tangentially through outlet (very light blue). Opening of outlet is about 45 degrees wide and becomes more flat towards outside. At this solution now, total snail (yellow) inclusive its outlet is turnable around rotor axis, by some 120 degrees.
Upside left at this picture, outlet of fan shows left-downward (marked by arrow). Aside of at second fan, snail-element is turned by 90 degrees, so air flows off right-downward. At fan right side, that control-element is turned further 30 degrees, so outlet shows right-upward. All fans here are drawn left-turning, however one could also turn contrary.
Control function of previous control-flaps at picture 05.07.03 thus now analogue is done by turning of whole snail-bowl inclusive its outlet-slit. Compared with previous control-flaps, now these control-snails are rather large (nevertheless well to handle if many small boosters are used). Decisive advantage of this solution now is, flows can move off pumps without any redirection.
This picture downside shows longitudinal cross-sectional view - and an other advantage: shifted arrangement allows flows over wide parts of total surface. Flows of fans can move parallel or can overlay and intensify each other. The wider surfaces are covered by outlet flows, the larger surfaces behind and aside will show additional air movement, each based on suction effects. Practically total surface of cap thus becomes protected against atmospheric pressure, thus resulting lift forces anywhere.
Many Nozzles
Here for example schematic are drawn four control-nozzles (yellow) within cap (dark green). Drawn positions could make sense at forward flight: two nozzles at front side are closed (and their pump is switched off), only both backside nozzles are open and produce flow over backside part of cap (thus produce ´artificial´ suction at this ´wing´).
Picture 05.07.08 downside schematic shows view top-down onto cap, at which for example are drawn two times four nozzles. Pipe (D, light blue) represents inlet to movable control-nozzle (F, yellow), off which air (E, very light blue) spreads out fan-like. At upside half of cap, nozzles are positioned each radial, so flows practically cover total surface. At downside half of cap, previous positions are marked: both front side nozzles are not working, while both backside nozzles cover backside part of cap with their (partly overlaying) flows.
Here light blue colour marks only these areas which are covered directly by flows off nozzles. Naturally corresponding ´winds´ come up by suction effects, i.e. total surface is protected against atmospheric pressure. Clear advantage of that solution is, many nozzles can be arranged at surface at its best. These constructional elements are much easier to handle than previous snail-elements. However these control-nozzles here must not be only simple holes but shall transmit total energy of twist flow into fast, fun-like and flat layer of air upon surfaces.
Data Examples
If flow through nozzles should exit e.g. by 100 km/h, so about 28 m/s, each second throughput of 28 m^3 air is necessary. Each hour huge mass of 100000 m^3 air must move, however common volume for e.g. four radial pumps with each 25000 m^3/h transport volume. For pumps like these, manufacturers recommend to install about 2.3 kW / m^3/s, thus here 28 times 2.3 equals scale of about 65 kW.
Kinetic energy of total flow is known by common formula: mass times 0.5 times speed by square. If density of air is assumed by 12 N/m^3, mass of throughput of 28 m^3 air each second equals 336 N. So kinetic energy results of 336 times 0.5 times 28^2 equals about 132000 Ws. Previous 65-kW-engine offers 234000 Ws, thus is working only by 56 % efficiency. That´s just normal, simply because mechanic power is not to transfer onto gases without loss.
Flux-pressure formula is: surface times density times 0.5 times speed by square. Related to 1 m^2 these are: 1 times 12 times 0.5 times 28^2 equals about 4700 N/m/s^2. As dynamic pressure and static pressure are constant in sum, at each square-meter of surface weight about 470 kg less than atmospheric pressure. So 20 m^2 surface in total of that example would result 9400 kg resp. 9.4 metric ton (gross-) lift forces.
Opposite to previous schematic sketches now at picture 05.07.09 is shown real, often used helicopter, EC-135 T2 from Eurocopter. Some of its data are:
Length / width / height / rotor-diameter: 12.13 / 2.00 / 3.35 / 10.20 m, maximum weight 2835 kg, cruising speed 257 km/h, maximum flying-time 3 h, capacity for seven passenger, performance 610 to 439 kW, consumption 333 g/kW/h.
So this helicopter corresponds somehow to previous example suction-helicopter concerning space and weight or also to modern ´hyper-potent´ off-roaders. However that helicopter needs tank of some 500 litres fuel - empty three hours later. That reliable helicopter is up-to-date state of techniques.
Unreliable
Rotor of previous helicopter cover area of more than 80 m^2, four blades however show only effective surface on some 5 m^2 (while previous suction-helicopter shows effective surface of 20 m^2). No profile is possible producing optimum lift at different speeds and changing angles of attack, like common rotors turn into and contrary to flight direction and angles permanently are changed (while steady flows alongside steady curved surfaces affect optimum lift all times).
Helicopter whirl up air, pressing masses downward, by parts also onto own surfaces (while suction-helicopter, at least at suspension-phase, have own circuit of air: upside flowing off aside, downside at apron sucked in again. Alongside all surfaces all times exist steady flows). Rotor of helicopter accelerates air in free environment, can drive only limited rpms based on centrifugal forces and at the other hand, blades work only within turbulent air of previous blade (while suction-helicopter accelerates air by small units within closed spaces resp. canals, and all canals like blades are well to optimise as conditions keep relative constant).
At forward flight, blades of helicopter move through direction of flight and ´beat and lash around´ for production of drive (while suction-helicopter at forward-flight produces lift by normal wings resp. slope-angles between surface of cap and bottom surface of cabin result force vector upward-ahead. Suction-Helicopter flies like gliders with ´auxiliary engine´ - however not with likely Cw-value. In addition, this suction-helicopter works as ´bi-plane´, at suspension-state like at forward-flight).
However, specialists with technical knowledge of up-to-date level might judge these considerations much better - while I only can offer for thinking about previous ´pre-Flood´ proposal of solutions.
Vimana
Well known are reports about airplane model as burial objects at many ancient civilizations resp. high-tech-societies. However that ´airplane with funnel´ obviously seemed too foolish for reporters, so I couldn´t detect that picture again - however previous picture 05.07.06 corresponds well to that image.
As a substitute, picture 05.07.10 shows example of ´Vimana´ flight-apparatus, one of many similar drawings. This drawing here however is not made by eye-witnesses but an adaptation based on later scripts. Most scripts talk about ´hollow pillar´, often higher than vehicle length, as main engine. Upside of pillar often are described crystals (for gathering energies) or prop-like units. Corresponding to common understanding, within pillars thus air should be transported downwards.
Also this picture obviously was not drawn professionally, however these four props and their funnels (high-lighted red) clearly show (like similar drawings too), how air was moved - from bottom to top. Also for me, that strange idea finally made sense as I described once more and much more detailed these effects of suction, especially alongside curved surfaces, at previous chapters. ´Spirit of the times´ might decide whether anybody else finds remarkable that ´upside-down-technology´ of ancient times - or even my ´modern interpretation´ of.
Only one further remark: at these machines often is told about ´Prana´ as source of energies - and nobody really knows what that means. At the one hand, pilots got spiritually well trained in handling Prana, at the other hand Prana is mentioned as source or catalyst for energy supply. I would not say Prana is equal to ether, however ether admits wide spectrum of swinging frequencies and some of well could correspond to that basic force. If for example these rotors turn fast within air, atoms and molecules still are vortices systems wandering through relative resting ether - naturally however ether by itself becomes overlaid by that general rotational movements - nevertheless that´s subject of other chapters and parts. Here it´s simply question about funnel-flight-apparatus - and besides that, question whether modern sciences and technologies becomes effective like obviously earlier societies were - or if modern mankind civilization ends ´pre-mature´.
PS: Concerning (here wrong) calculations see also chapter 05.12. ´A380 and Lift´.
At first I´ll express my opinion: today´s air traffic wastes resources and pollutes environment tremendously. In addition, nations support airline companies instead imposing taxes. Just now as human - and freedom-rights are cut (by dubious reasons), everyone got ´right for cheap flying´. Nobody is so important and needed at any place of world within hours, nor goods are. Transports and travels must not be done racing. Obviously many forgot what´s natural doing and leaving. Instead of, men blare and rush through world - like no ´stupid´ animal. Obviously many forgot what life means and mix up time by money. Real essentials got really mixed up with alleged necessities of global economy.
Basic Construction Elements
At picture 05.07.01 schematic are drawn basic elements, marked by different colours. Left side shows cross-sectional view cross to vehicle, at the middle longitudinal cross-sectional view and right side horizontal cross-sectional view.
At picture 05.07.02 vertical cross-sectional view through cap schematic is shown. Parts fix installed at vehicle are marked grey. Air flows within cap at diverse areas which are marked by different blue colours.
That outlet ends flush to bended upper surface of cap (so that flow ´drags´ additional air form upside, thus affects suction onto air upside of cap). Air of outlet flows further outward alongside bended surface (E) of downside part of cap. That surface shows sharp edge (so turbulence exists there).
Control of flight direction at common helicopters is achieved by intermediate changing angles of attack of blades. Even these mechanics are complex and susceptible, that process is not very effective, just because no continuous flows can exist. At suction-helicopter, acceleration and transport of air is done by much smaller pumps, which in principle are simple radial fans. Mass of air throughput is controlled via speed of revolutions. Flight direction is controlled independent of rotating parts, again by mechanical simple elements.
At picture 05.07.03 previous cross-sectional view through cap resp. outlet slits is drawn once more. Area of outlet (D) is marked by dark blue. Within these two canals, control elements (yellow) are installed and their flow-conform shape practically is like rudder blades. Air flows within outlet slits of left and right side are directed by these control-flaps.
At picture 05.07.04 schematic is shown cross-sectional view with air movements within and around vehicle. Light blue here marks fast flows, each darker blue represents slower flows and dark blue marks areas of ´resting´ air. Lift here results exclusively by differences of static pressures. Here is shown constellation without vehicle moving forward.
Picture 05.07.05 left side shows longitudinal cross-sectional view through elements of construction and dotted lines mark heights of cross-sections shown right side (each halves).
This airplane needs no engine for propulsion, this vehicle is ´falling´ forward (like gliders commonly do). At picture 05.07.06 schematic construction is shown once more, now however at position of forward movement, ´hanging within air´ diagonal.
Corresponding to this normal position, cap (yellow) now is arranged diagonal to shaft and thus affecting like wing (however previous described lift without forward movement also likely works at this sloped cap). Also wing (dark green) now is installed correspondingly.
Common helicopters need long wings, however these blades are only fifteenth part of total covered surface - and still each blade moves within turbulent air of previous. If more, much smaller rotors are used, forces are transferred much more effective and surface is much better used.
Picture 05.07.07 shows variation of previous designs and same time an alternative control system of flows. Cap (dark green) now is positioned diagonal upside of shaft (light green). Within cap schematic are drawn three radial pumps (red) shifted at three levels and build rather flat. Way of air from downside to upside-outward is marked from dark to light blue.
At picture 05.07.08 next logic step schematic is shown: through shaft (light green) air (A, very dark blue) flows now only into two (or advantageously four) pumps (B, red). These pumps are build rather long into direction of axis and their outlets end tangentially into pipes (C, light blue). These pipes from downside upward show increasing diameter, so within these cones strong twist-flow becomes ´winded up´ (see cross-sectional view left side by some larger scale, each left-turning).
This twist flow is guided towards upside within bended pipes (D, light blue) without resistance-losses, e.g. also within flexible pipes, so flow by itself can form optimum cross-sectional shapes. Twist flow ends at nozzle (E, very light blue) where twist now is ´un-winded´ again (likely to process within snail-pipes). Each ´control-nozzle´ is integrated within round constructional element (yellow) which can be turned and shifted within its bearing.
Well known in flux-sciences is, laminar flow within a pipe of e.g. 2 cm diameter becomes disturbed finally after length of 20 cm by turbulent layers alongside wall. Here however, fan-like flux can flow free, so realistic is assumed that jet flux of 2 cm height well can flow alongside curved surface for at least 40 cm. In relation to 1 m^2 surface of cap thus nozzles should have cross-sectional surface of 0.05 m^2. In relation to total cap surface of some 20 m^2 of that example-helicopter, outlets of nozzles would need 1 m^2 opening in total.
That flow of 100 km/h won´t exist likely at total surface of cap and also at bottom surface air won´t rest totally calm, so realistic might seem half of as net lift forces. Nevertheless this suction-helicopter would be able to keep 4 to 5 metric tons is suspension. If vehicle by itself weights some 2 to 3 metric tons, additional weight of maximum 2 metric tons could be lifted resp. surplus forces are available for propulsion. At the other hand, lifting forces depend strongly at speed of flows, so about 75 km/h resp. 21 m/s would keep vehicle by itself in state of suspension.
How can anyone now tell, one only has to mount funnel upside of cabin and that vehicle would fly silent and save, quite comparable with just normal car and normal engine with its normal consumption? Following differences are decisive for:
Granted, by myself I would never had that absolutely strange idea to design ´sports plane with mounted funnel´ - if I wouldn´t have seen just that - at reports about age-old vedic scripts. There at old India, like anywhere at gods- and semi-gods and hero-saga, it´s teeming with flight-apparatus of any kind and capability. Masses of detailed technical descriptions inclusive used materials and measures are available, unbelievable and most incomprehensible, e.g. because terms of material got lost and at the other hand, writers mostly were no eye-witness and by themselves didn´t really understand. However well known is, also at these early advanced civilizations airplanes were used for wars - so likely to todays ´cultures´.
05.08. Airplane NT
Ether-Physics and -Philosophy