Impossible
At this picture at B ´Magnus-Effect´ is sketched: water jet not only is redirected downside of curved surface (here towards right) but round body by itself is dragged into jet (towards left), even thus far, water jet at first is redirected towards left. That astonishing strong force is easy to detect by spoon below water tap. Atmospheric pressure is one kilogram each square-centimetre - and water jet keeps off that force from spoon (like jet by itself is protected by air jet aside of water).
Paradox
That ´lapse´ is explained by assumption, real fluids are no ´ideal gases´, i.e. lastly are compressible, collisions won´t occur totally elastic, so pressures are not transported without losses. That´s valid for solid bodies within water or air without any doubts - however why can move all atoms or molecules of any gas obviously without losses? Two answers are possible: 1. because these particles move within pure Nothing - however for me still is paradox why any Something at its outer borders won´t dissolve immediately into neighbouring Nothing. 2. because ´material particles´ move within really ideal gas - and null-compression and null-pressure-loss and total-energy-constant only exist within gapless medium (however still nobody buys my idea of that essential property of ether-plasma, possibly after repeated description at next part).
Incredible
These abilities are knows since hunters and anglers exist and everybody can know that ´phenomenon´ finally since three-quarter of century, as Viktor Schauberger described theses processes in details and developed ´Trout-Motor´ (which probably won´t really work). For me it´s phenomenon how cool physics (here especially bionics) take that ´paradox´ appearance instead of making it main issue of investigations, with all available resources. So I´ll try, by modest means, to offer some solutions.
Speed, Pressure and Suction
Depending at speed, pressure weights onto surface of cylinder. Front-side at dam-up-point B exists dam-up-pressure P1 (red), correlating by square of basic-speed. Further aside of cylinder, water flows increasingly faster, so static pressure decreases towards outside. Most fast speed exists aside of cylinder, so there comes up suction-effect (blue), affecting each radial to centre of cylinder, e.g. at point F by scale of P-3.
At speeds ´under-crucial´ processes of flows and thus also relations of pressures are symmetrical (like drawn here), so backside at E water flows meet and produce corresponding dam-up-pressure P1, affecting towards left. Theoretical that cylinder would nearby (and spheres in total) rest within flow without resistance. As soon however speed becomes ´over-crucial´, water at backside can´t flow fast enough to middle, so can no longer dam up, so rear-end forward-pressure changes to backward-suction.
Redirection by Power
At picture 05.09.04 such flow-conform body A (grey) schematic is shown, e.g. fuselage of airplane of previous chapter. Body moves within resting air towards left, so dam-up-pressure B (red) comes up at front side. Aside of exists accelerated flow and thus less static pressure resp. that suction D reaching up to rear end C. Forces showing towards left are marked blue, forces showing towards right (thus against movement) are marked red.
Inevitably however are backward showing suction-forces C (red), which are marked right side of picture by their components into longitudinal axis. No matter how long body is stretched, that ´rear-end-suck´ is not to reduce to null. So real resistance of flow-conform body primary does not occur by dam-up at bow but by sucking of tail.
Picture 05.09.04 downside shows early drawing of my Fluid-Technology, longitudinal cross-sectional view of ship-body E (grey). Dam-up-pressure at bow F should be eliminated as water (red) is guided aside through canals G via props (dark red). At stern are installed corresponding canals and props, so rear-end-sucking is also eliminated. This ship is well to maneuver - however that technique is only suitable for ´calm conditions´ e.g. at inland waters.
Analogue I recommended to suck in air from bow area of airplanes into inlets of engines and installing outlet upside at wings. Certainly these measures would reduce resistance, however real solution must be other kind because brook trouts obviously reduce flow resistance to zero and above this produce drive relative to flow - without motor power.
Mechanic Tension
As an alternative, downside half of that hollow sphere (yellow) could be build by elastic material. From backside F again normal body-pressure affects onto that ´balloon´, towards frontside-aside G however this elastic wall would become beat-out towards outside-suction (like tarpaulin of lorries). That tension affects drag at supporting points, here thus at mouth cross to flow and aside at H into direction of movement. Explains that effect why trouts stand ´smart´ within flows? And additional question for specialists: won´t these tension-forces not affect analogue onto solid material of upper half?
Coanda plus Magnus
Dam-up-pressure B gets into body through mouth. Border of mouth C is rounded, so (according to Coanda) flow D is redirected aside. At the following that cross-flux again flows alongside curved surface E, so flux F is redirected outward-back. Flux exits through slits into flow outside of body resp. is even pulled off by that flow.
So dam-up-pressure inside mouth no longer affects only as ´resting´ water. That area of ´high density´ however produces flow, which becomes increased by suction at outlet of ´canal´. Flows of different speeds are generated by smart organisation of flow directions and these differences generate drive forces into movement direction of body.
Multiplication of effective Surfaces
Fishes have grills aside within head by which they take oxygen dissolved within water (and water finally exits through grill slits). Grills generally must show wide surfaces (like lungs) e.g. by tree-like branching. I never looked into mouth of living fish, however I am quite certain, special abilities of brook trouts and salmons are based at special shape of their grills (like also Viktor Schauberger assumed).
In principle, these grill-trees and -branches must show relative even and smooth surfaces at front-sides, while back-sides are uneven and rough, e.g. like here sketched by branches or ´hairs´. Alongside even surface of front-sides exist fast flows, while at each back-side many turbulences exist with corresponding high static pressures. Pressure differences result ´suction´ into movement direction (here each marked blue). Grills probably are build by fractal structures, so at given space huge surface in total is installed and pressure differences affect at these multiply surfaces.
Living beings are build by materials of wide range of elasticity and thus successful principles of nature sometimes are hard to detect and rarely to copy by total likely techniques. Basic principle of salmons for balancing resistances against flows and generation of drive however seems totally clear and simple: multiplication of surfaces opposed to flows and organisation of internal flows that kind, at each front-side surface comes up faster flow than existing at each back-side surface. That simple principle is easy to rebuild by many designs and techniques.
Principles of technical Solutions
At previous chapter was recommended to build fuselages broad cross to flight direction. At round fuselages these canals would spread radial, thus become wider towards outside. At that rightangle segment (left side at picture) of broad fuselage these canals keep same width (e.g. between two section-beams) so dam-up-pressure resp. flows are steady usable.
At E construction is shown like already recommended at chapter 05.06. ´Suction-Windmill´: at back-sides are installed sheets horizontal and vertical, and sheets are covered with holes, so air is hindered to flow fast alongside that surface. Based on slow movement resp. turbulences, strong static pressures weight at that surface (thus pushing airplane forward). That technique probably demands large distance towards next front-side, so here won´t be optimum solution.
At F is shown construction which corresponds somehow to previous ´grill-hairs´: total back-side is build like ´nail-bed´, i.e. many round sticks reach out of surface, so air can move however only rather slow and turbulent. Probably elastic elements (like long-hair rough fur or feathers) would work well for producing high static pressure at back-sides of canals.
At G now is sketched construction of most simple technique, as back-sides simply show waved surfaces. Air moving cross over these waves can not flow laminar but only by turbulent vortices. So at any case front-side surfaces of canals should be most even and smooth, while all back-sides should hinder flows directly alongside of these surfaces.
Dents and even Surfaces
Further right side, cross-sectional view is shown and four walls W between fuselage front-side D and fuselage inner wall A are drawn. Each back-side shows that dent pattern (also right side of fuselage outer wall) while each front-side is even (also left side of fuselage inner wall). Alongside of even surfaces, flows move without resistance and suction results (marked blue) resp. differences of static pressures push airplane forward.
Further right side, that cross-sectional view is sketched once more, now however whole ´sandwich´ of sheets is bended corresponding to curvature of fuselage bow. Through these canals thus shall move flows which at both surfaces show quite different characteristics. Laminar flow at front-sides however can not keep at surface very long, but only ten or fifteen times distance between surfaces. That´s why here lengths of ´sandwich-blocks´ are limited and arranged with some free space between.
Grooves cross- and longwise
At back-sides exist turbulent flows as cross-grooves won´t allow continuous flux. Opposite at front-sides, flux will run pretty well as longitudinal grooves protect against disturbances from aside (like known at wings). However also these sandwich-blocks should not be too long and arranged with some distance between, so wanted flow-pattern can regenerate. In general, laminar flows keep longer at bended surfaces, so curved sandwich-blocks could be some longer (and bends naturally should always back away from direction of flow).
Examples of Arrangement
Downside at this drawing is shown, dam-up-pressure well could enter further inside of fuselage, so canals resp. sandwich-blocks E are to arrange also aside each other. At any case exists high pressure resp. relative high density within that inlet area, from which air is pressed into canals. Inlet of canals are arranged stepwise. At each surface of step already exists flow, protecting these forward-showing parts of front-sides against dam-up-pressure.
Diverse possibilities for increasing effective surfaces exist. Theoretical that technique should also work by micrometers of groove-depth and distances between walls, practical like ceramics with ordered structures. At the other hand, compressed air becomes relative ´viscous´ and dirt particles will close even tenth-millimetres wide canals. So reasonable scale will be some millimetres or centimetres.
Examples of Data
Now is assumed, flow at cross-grooved back-sides moves by speed of only 13 m/s, while flow at longwise grooved front-sides moves by 17 m/s (V 13 resp. V 17). Difference of kinetic energies of both ´part-flows´ results about 60 kg/ms^2 (P 60) and correspondingly behave static pressures resp. that difference of back- and front-sides.
Six canals (K 6, red lines) are installed here, each wall about 1 cm thick and distance between walls some 4 cm. Inlet area of canals in total thus is about 25 cm (E 0.25) wide and constructional element in total about 30 cm (B 0.3) wide. Height of Fuselage is assumed 3 m (H 3.0, grey), effective usable height of sandwich-blocks however only half of (H 1.5). Fuselage segment of 1 m widths thus has 6 times 1.5 equal 9 m^2 effective surface (F 9). Onto that total surface now affect previous 60 times 9 equal 540 kgm/s^2 as drive-acceleration-force.
Downside at this drawing, data of flight phase are mentioned as an example. Flight speed is assumed with 720 km/h resp. 200 m/s (V 200). However only part of dammed-up air shall enter inlet area, e.g. by 50 m/s (V 50), because rest of air must cause redirection of flow outside along bow). Within canals speed again will be reduced, e.g. to 25 m/s (V 25). If again flow at back- and frontsides differ by +/- 2 m/s, thus moving by 23 m/s resp. 27 m/s (V 23 and V 27), pressure difference now is about 100 kg/ms^2 (P 100). Related to previous 9 m^2 total surface, acceleration forces of about 900 kgm/s^2 result.
At previous chapter were recommended broad and flat shapes of fuselages, e.g. that fuselage of only 3 m height well could be 6 or 10 or even 20 m wide. Naturally also that fuselage needs motoric forces for acceleration at start-phase, however already at speed about 100 km/h each one meter wide segment produces additional thrust of half metric ton, increasing by square of speed. Airplane will accelerate by itself, without power of engines, up to sound-speed (however not over-sound), naturally minus resistances of other ´non-productive´ surfaces and friction in general.
Nature and Technique
That´s only possible if dam-up-pressure got transferred into drive at large surface. At previous example of fuselage of 3 m height e.g. is assumed, inlet is 0.3 m high (H 0.3), so each segment 1 m wide takes air of only 0.3 m^2 - and its dam-up-pressure affects at surface 30 times larger, producing drive forces at previous 9 m^2.
Specialists are invited to make up considerations and calculations by their own. Naturally reality will produce quite other data, e.g. because throughput and speed, pressure and effective force component depend on shape of front- and backside and distance between walls and blocks and many other conditions. So these rough calculations are only first hints, that technique might be most interesting. Brook trouts and salmons manage these processes easy, even they got special abilities only be ´lucky mutation´. Specialists of flow technology however must work hard to achieve optimum solutions, at the other hand consciously can choose and test many theoretic like actual possibilities.
Other Applications
At B that dam-up-flux within wing is guided through some nozzles, one side of is even and other surface is curved - and question comes up how forces there will work. However that solution might not be very good, just because there are only few additional effective surfaces used.
More interesting might be version shown at C, where within long-stretched space (here inside of wing) dam-up-flux is guided ´zigzag´ through several drive-units (dark-red) arranged aside each other. That solution seems not very elegant nevertheless could work.
Drive-Bodies
That drive-body in principle is round cylinder (grey) with inlet of flow-conform shape (left side). Air there becomes twisted flow by fix installed blades (see arrow), so air at first is dammed-up (red), thus dam-up-pressure comes up, at the other hand air is accelerated in turning sense. At end of cylinder, rotation-movement is fished (also by fix installed blades, see arrow), so air flows off by jet directly showing backward. So resistance coming up at bow, now at rear end completely becomes compensated by that rejection-effect.
Decisive now is, flow alongside back-side moves slower than at front-side of blade, so difference of static pressure exists at total surface of that twisted canal. At cross-sectional view left side, previous possibility is sketched: back-side (upper half circle) shows cross-grooves, here thus radial arranged like steps of spiral staircase, with corresponding turbulent flow. Front-side (downside half circle) shows longitudinal grooves, thus here each running circled from bow to stern, practically like spiral chute. Simple picture might give most fitting impression, comparing air with kid at spiral glide track: ´air at its bottom glides down even track without resistance, while head crashing onto steps of that upside-down mounted spiral staircase´.
Not all air of cross-section surface will flow through cylinder, but ahead of body a cone comes up alongside which rest of air flows outside back (and outer wall must fit to that movement). Behind cylinder naturally comes up suction, which here however works positive as air through canals are sucked off (and naturally that air will flow alongside even front-side of chanal). So inspite of plumb shape that ´additional engine´ will essentially contribute drive of vehicle.
New Jobs, old Problems
Probably however massive ´yes-however´ hinders all investigations at this subject - because common understanding negates such solutions because negating law of energy constant. At the one hand often is told, ´one single drop of water contains energy for supply of millions´ ... at the other hand practically no common technology uses that kind of ´free energy´ (except fatal nuclear industry).
Also air is full of energy: one cubic metre weights about 1.2 kg and each particle of moves by speed about 450 m/s, so that ´resting´ air represents kinetic energy of 0.5 times 1.2 times 450^2 equal 121500 kg/ms^2. That force corresponds to stone of 10 kg falling form heaven by 156 m/s resp. 561 km/h or corresponds to rock of 100 kg falling down mountain by 49 m/s resp. 176 km/h or a car of 1000 kg racing into garage by 16 m/s and by these 56 km/h backside off again - just with that quantum energy of only one quite normal cubic metre of resting air.
Nothing at all is changed at that quantity of energy, if air is moved alongside curved surface, only some vectors of normally chaotic movements become little bit better structured. This happens even if that bended wall stands still and doesn´t contribute any energy to system. However that flow of better order is easy to guide that kind, any benefit results, even by side-effects - without any change of total energy-quantum of air involved - totally simple, totally easy to understand if one isn´t blinded by wrong understanding of energy constant.
Previous dam-up-pressure represents kinetic energy just like any stone moving. Opposite to that stone however, air particles can be redirected, even by pure passive measures of any suction. Automatic result flows with partly less and partly increased speeds, thus usable potential and lastly forces much stronger than original dam-up-pressure - any brook trout uses as most natural fact of the world - and intelligent men should not be able?
This pretty animal is a robber, however not as stupid as men with their usual robbery and wasting essential resources within few years on debit of own survival and finally of mankind - if not thinking honestly about alternatives.
Subject of this chapter is resistance-free drive of bodies within fluids, so e.g. airplane goes on flying without motor drive. By all rules of physics that seems impossible - however neither bumblebee nor brook trout studied natural sciences. And many other physical appearances appear impossible at first sight.
At picture 05.09.01 at A for example ´Coanda-Effect´ is sketched: water (blue) flows off pipe and meets rounded surface (grey) aside and is redirected alongside that surface - out of original direction of its inertia like gravity. Physicians easy can explain that ´impossibility´ by theoretic formula (e.g. concerning ´circulation´), while I explained real processes and effect based on normal molecular movements at previous chapters. One of my provocative statements thus is confirmed: flows have no compelling inertia but particles all times move that direction where distances to next collisions are most long - even right angles to previous direction of flow.
At this picture at C schematic is sketched Paradox-d´Alembert: a body moves through fluid and affects pressure towards front side. As pressure immediately spreads into all directions likely, pressure lastly affects also at backside of body by same strength (as continuous process if body moves steady). Thus movement should be without resistance and body would go on moving without losses, not only spheres but also any flow-conform body like e.g. sketched at D. No matter that profile moves towards left or right side, forces are symmetric - however ´paradoxicial´ also these bodies show resistance.
Here however subject only are movements within world of particles, e.g. flow-conform body (E at previous picture) moving through particles of air medium and by all experiences resistance comes up, so only by input of energy that body goes on moving. Paradoxicial however some ´bodies´ are able to move relative to fluid obviously without resistance.
Maybe someone was also astonished, high up at mountain streams still fishes live. Brook trout stand totally motionless within flow and at dangerous situations flee like a flash - upwards (like everybody can observe). These fishes are born up there, however some of these species (e.g. salmons) wander to ocean - and back again, even through meter-high waterfalls. They don´t ´crawl´ around or fly over waterfalls, but really swim through fast compact water jet (like often shown at television).
Picture 05.09.03 shows drawing of textbook for description of previous Paradoxon-d´Alembert. Round cylinder (grey) is positioned within flow. Far ahead of cylinder, left side at A, flow shows speed V1 (marked by vertical line). Towards front-side point B of cylinder flow is dammed up so theoretic exists no motion (V0) at ´dam-up-point´.
Aside of cylinder also are marked speeds, far outside at C again that basic-speed V1 (horizontal line). Towards cylinder speed becomes faster and direct at surface D shows ´over-speed´ V2, nearby double of basic-speed.
Pressure- and suction-forces are balanced concerning resistance into flow direction at all rounded bodies, however negative suction at rear ends exists. In order to reduce that ´rear-end-suck´ flanks are to draw far back so body becomes flow-conform shape.
Suction forces affect right angles towards surface, i.e. forward and backward showing components mostly are only parts of. These force-components of bow-area are marked quite left side of picture, dam-up-pressure B red and suction-components D blue. These longitudinal forces at bow of body are balanced - or should become positive drive forces.
At picture 05.09.05 body A of trout is drawn schematic as flow-conform profile. Trout stands still within flow with open mouth, so dam-up-pressure B (red) also affects inside of body. Areas of suction D aside, reaching up to rear end C, again are marked blue.
Arrows within that area of mouth represent dam-up-pressure affecting all around likely. That increased pressure thus affects also onto upper wall (dark grey), which could be inner side of half sphere. Backside, from body A affects normal counter-pressure, at front side of that quarter of sphere however affects much less pressure of suction at bow-area. So that inner sphere would be pressed forward - very smart solution of paradoxon. ´Much too smart?´ - that´s question specialists might answer.
Dam-up-pressure is positive occurrence as forces come up (and at previous chapter ´plump´ fuselages were recommended so these forces are strong). Previous solutions however use these forces only static, what does not fit to special behaviour of fluids. Remarkable and most effective forces only come up by flows, like e.g. previous mentioned Coanda- and Magnus-Effect. Picture 05.09.06 shows only frontside part of body A. Marked by red colour are areas of dam-up-pressure (resp. slow flows) and blue are marked areas of suction (resp. faster flows). At first is discussed drawing left side of picture.
Simultaneously with redirections of flows, each surface is pressed towards flow (according to Magnus). At mouth C thus affect forces G into centripetal directions, thus neutral. At second bending however surface H is pulled forward. So by that double redirection, static dam-up-pressure is transferred into dynamic drive-force. Behind round mouth come up turbulences J, which inside affect stronger pressure onto ´cheek´ (I), while outside exists only small static pressure at that suction area.
At this picture right side now basic construction of that ´Salmon-Drive-Engine´ is sketched. Again only frontside part of body A is drawn and other elements are marked correspondingly. Additional ´constructional element´ of grills K now schematic are drawn.
Now as an example is taken fuselage of airplane moving towards left within resting air. Basic principle of technical solution schematic is shown at picture 05.09.07. In front of fuselage A exists dam-up-pressure B which enters into space inside of body. Flow within canal C (between fuselage A and part D of body) is redirected at curved surfaces and exits aside through slits. So at the one hand air is pressed into canals by dam-up-pressure, at the other hand air is sucked off canals by flows alongside outer surface of body.
At this picture right-upside redirection at bended surfaces is drawn once more, here however surfaces are increased by three canals C. However that won´t really work because differences of speeds at each front- and back-sides are too small. Here, ´back-side´ is called each surface showing to tail of plane, while ´front-side´ is called each surface showing towards bow of plane. At this picture downside schematic are drawn three possibilities for deceleration of flow at back-sides.
Previous pictures are pure schematic drawings and much too ´macroscopic´. Certainly, fluid needs enough space to move, e.g. sufficient diameters of pipes and here of canals, if system shall not stop throughput by itself. On the other hand these grills show, effect only comes up by enormously increasing surfaces, i.e. microscopic small structures. Here advantageous flow is pushed by pressure and same time dragged off canals, so solution should be possible also by relative narrow canals.
At picture 05.09.08 previous ´back-side with waves´ is shown some more detailed, as waves here are replaced by small dents. Left side of picture shows view onto back-side W, which is mounted between two beams S. Circles within represent small round dents resp. also honeycomb pattern would work likely. Air moves downside up alongside these holes and only turbulent flow will come up.
At picture 05.09.08 quite right side is sketched a sandwich-block by diagonal view, which might be easy to construct and most effective too. Again air flows downside up through canals, each back-side shows grooves cross to flow, each front-side shows grooves into direction of flow, so each wall has grooves at both side, at one side longitudinal and at the other side cross to.
At picture 05.09.09 left side, again bow of fuselage A is drawn inclusive frontside part D of body and canals C between. At bow exists dam-up-pressure, so air is pressed into canals (and also pulled off aside). Upside at this drawing, previous sandwich-blocks (dark red, with each distances between) are arranged corresponding to curvature of bow.
At picture 05.09.09 right side are mentioned some data as examples, upside of start-phase and downside of flight-phase. When starting, airplane e.g. moves only by 100 km/h, thus by about 28 m/s (V 28) relative to resting air resp. by that speed air comes towards inlet. At that area, air becomes dammed up and speed is reduced e.g. to 25 m/s (V 25). Into relative narrow canal into direction aside (here upwards) air will flow again some slower, e.g. only by 15 m/s (V 15).
Naturally this sounds incredible - however that´s just what trouts do: standing still within flow and if it looks dangerous flee like a flash, with one stroke of tail, one meter upward into hiding place. Or trout turns accelerating within basin below water fall until lifting upward just through full jet (and its flow-speed is accelerated e.g. by some 3 m/s^2 if only one meter high).
At picture 05.09.10 some further application are sketched where sandwich-blocks are not installed within fuselage but within wings. At A is shown, frontside-down at wing consciously is organized additional dam-up in order to guide flux through drive-unit (dark red) with exit at upper surface of wing.
Previous conceptions served for reduction of flow resistance resp. for self-acceleration of fuselage, so behind bow-area, space usable for people and goods is transported through air. Drive forces result only by construction of bow-area - thus also ´drive-heads´ without fuselage are possible, e.g. installed at conventional fuselages practically as additional engines. At picture 05.09.11 pure schematic is sketched a solution, left side by cross-sectional view and right side by longitudinal cross-sectional view. At first sight this construction seems simple - just because backward part of body is free available.
Like at ´Archimedes-Snail resp. -Pump´ these ´blades´ are one piece of spiral band running from bow to stern, at frontside from axial direction smoothly passing to decreasing gradient, at the middle showing constant gradient and backward part again passing into axial direction (see arrows). Cross-sectional surface of inlet thus become multiplied by each ´turning of screw´, so additional effective surface exists as we like it.
These considerations should be sufficient for intensive thinking about extraordinary possibilities, also for application of these principles at vehicles of air, land and water. Just for previous drive-bodies, ´numeric flux-sciences´ well could design optimum shape of cross-sections of canals theoretic, while other applications for ´two-part-flows´ probably demand extensive experiments at wind tunnels.
Alternative
Each wing represents previous bended wall, however must be pushed through air by energy-input. Its lifting force however is much more than mechanically would be demanded for steady acceleration of weight against gravity. This machine produces more benefit than consuming energy, crystal-clear - however totally unclear for me why physicians don´t point out that fact - and development of machines with surplus-benefit are not absolute maxim.
05.10. Tornado-Engine
Ether-Physics and -Philosophy