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43 PDF
43 PDF
No 3 (27) 2014
1. A BRIEF HISTORY
To make easy the flight and even to make the
individual flying apparatus for humans, were
ancient desires of the people, starting from the
mythological Icarus, and reaching the works of
Leonardo da Vinci, who studied the art of flight
at birds and bats. Later in the XIXth Century,
it reborn the interest in creating an aircraft and
a number of inventors have tried to find the
necessary technological solutions.
Between them, a few even managed to
obtain very interesting results:
- Karl Wilhelm Otto Lilienthal (b. May 23, 1848
in Anklam, Germany - d. Aug. 10, 1896 Berlin,
after an accident with one of his flying machines)
was an aviation pioneer. It is believed, that he
was the first man who built and flew an aircraft
heavier than air, by launching it down the slope.
His experiments helped to establish later some
of the laws of aerodynamics. However, it is
questionable the Lilienthal's position as the
first aviator of the mankind, because there were
similar attempts long before the era of Lilenthal.
It is known for instance that in ancient China
were built kites the size of a current hang glider
today, that could easily carry a man. It is also
known the case of George Cayley who in 1852
built and tested a flying apparatus by his own
design. But there are other examples.
No 3 (27) 2014
of the semilenticular hypersustentation surface;
the air jets exhausted from the cyclonoid have
a laminar flowing regime, describing cycloids
that start from a common center. By moving
vertically, up and down, the cyclonoid, the
vertical, static or downward flight is achieved.
This is made by using semi-discoidal surface
for hyper or hipo-sustentation, by blowing the
jets of air above or below the semi-lenticular
surface.
As observed ever since the first attempts
of making an individual flying machine, from
technological standpoint arose a number of
impediments: the relatively large bearing
surface (cca.15m2) necessary to support in
the air of a man of medium build, which has
made to fail all the attempts to achieve artificial
wings that could catch on the pilot's arms (to be
manually driven); the need for a prime mover (a
machine that transforms energy from/to thermal,
electrical or pressure to/from mechanical form)
capable of high power but also compact and
light enough so that it can be worn by a man,
condition virtually fulfilled only by the Coanda
and Liciar inventions; the need for a compact
and easy folding flying apparatus, which can be
easily attached on the human body, in a short
period of time; the condition as the prime mover
possess enough autonomy and does not require
an expensive fuel or complicated technology for
the fuel supply system; regarding its structure
and functioning, the individual flying machine
must not involve major hazards and also it
must be characterized by an acceptable level of
reliability.
No 3 (27) 2014
1
1 sv 2
mv 2 =
v ,
2
2 g
Fig. 3 The case of droplet of water: for the
sharp leading edge, the aerodynamic resistance
is higher, but with the rounded leading edge
and a sharp trailing edge, the aerodynamic
drag is lower
For a flat surface, it was observed that the air
resistance is a function of surface size, velocity
and angle of the direction of motion. In this case,
we can say that: R = f (s, v, ) and the variations
of this function proved difficult to study. In the
case of an orthogonal movement, we have a
surface moving in a direction perpendicular to
its plane, and the air resistance are given by the
relation:
R= k Sv 2
(1)
so that, the pressure is proportional to the value
of surface and the square of speed, where
("delta") is the density of the fluid (air), with
the observation that in fact, this relation
expressed the lows of Newton but applied to
fluid resistance. Note that the relations and the
calculation presented in these pages, follow
the models applied to the early XXth Century
by Rudolf Liciar and Viktor Schauberger.
Therefore, they did not work corresponding
the IS (International System), but at that time
accepted systems. Furthermore, if we consider
k = and also consider the air as fluid, we
have the air resistance expression:
R= S v 2
(2)
The determination of can be theoretical
or experimental. For example, Newton and
Poncelet sought to express it depending on
the density of air. If the surface S is moved
orthogonally, it will hit the air volume Sv, which
put into movement receives the kinetic energy:
1
mv 2 ,
2
but
(3)
(4)
1 sv 2
v
2 g
(5)
or
S v2
,
R=
2g
(6)
R= =
= 0,065 sv 2 ,
2g
(7)
760 1 + at
0
where 0 is the air density at t = 0 C and p =
760 mmHg
and is the density of air at the temperature t
and pressure p = H,
1 + t is the binomial of gas expansion, with the
=
value a =
1
= 0,00366.
273
(10)
p = 760 1 (11)
44300
The air density at H = 8000 m is 0.5252
Kg/m 3 ie approx. 0.43 the density at sea level.
According the calculations made in the early
XXth Century, resulted a value of 396 m/sec,
regarding the above approximations. Because
this latter value was considered by Viktor
Schauberger the Rudolf Liciar, also being tested
in practice, we will consider as valid.
When the considered body will have a
higher speed than the above mentioned value,
the air will not be able to follow that body, and
No 3 (27) 2014
in the trailing edge region will be not only a low
pressure, but vacuum. In this case, because of
vacuum, the total drag remains constant.
The aforementioned aspect is very important
because the method of vacuumpropulsion
virtually is based on it, also the technology
underlying cyclonoid. The device known as
propeller, which is a system that uses a series
of blades (at least two), which cut the air
using some edges with the shape of the inclined
plane, in order to provide a screwing inside a
fluid body (air), which by the axially moving of
the device, described an helix in the air.
Therefore, if we consider the example of
points situated at the extremity of the abovementioned device, they should describe in air
a helical trajectory. Thats why, the device is
called helix (propeller, in english), name
which has already been consecrated, especially
in the in the francophone languages. The thrust/
power ratio relative to a conventional propeller
is about 3 ~ 7 kgf/1 HP, in recent decades these
performances have been improved through the
adoption of special propeller configurations, as
will be explained below.
Moreover,
the propeller started from the principle of
operation of the bearing surfaces, ie achieving
the buoyancy (lift) on the wing of an aircraft.
The bouyancy is made with the inclined planes
action on the jets of air which hitt the leading
edge of the wing, with relatively high speed.
From their interaction with the inclined
plane, results the frictional force that opposes
to movement, tending to contribute to reducing
the speed, but also contributes to the lift force.
It follows from this brief description that the
bouyancy within the classic wing is achieved
by the conjugated action of the air flow on the
inclined plane and the drag that arises from this
interaction.
As correctly observed the inventor Rudolf
Liciar since 1923, this principle of operation
is fundamentally wrong. Unfortunately, this
wrong principle of operation has been taken
from the case of wing (bearing surface) and
also used to produce thrust/propulsion, the case
of propeller.
The propeller, generally, is a mobile rotary
wing, which blows the air sufficiently strong,
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No 3 (27) 2014
CONCLUSIONS
Vacuum-propulsion technology proposed
the use of certain rotary devices generically
similar to classic aviation propeller or
compressor (centrifugal or axial), but able
to create on the upper surface extreme
low pressures. This aspect leads to many
advantages in terms of simplifying the aircraft
technology and a significant increase in flight
performances. The author therefore proposes to
introduce to the attention of military research
the vacuumpropulsion method and even to
achieve a small individual flying apparatus for
experimental and/or demonstrative use.
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