Transport problems are becoming ever more urgent in the world.
Such transport vehicles as airships can contribute considerably into the solution of individual, local and global problems.
Nevertheless, so far any attempts to develop any specific airships models that can attract many clients, have failed. Why is it so? The reason is that, in spite of a hundred years of research, they have not been able to develop a really low-cost, manoeuvrable and easy-to-operate transport airship.
In this connection, many companies are again trying to develop airships that could be highly competitive in the market and be sold in large quantities. They make sensational declarations and develop various programs and projects. All this activities will demand impressive financial and time resources and, in our opinion, will yield no results. It is explained by the fact that all these projects do not implicate any radical improvement of airships characteristics: smaller size, lower production and transportation costs and simpler operation. Still, these activities will certainly go on, as there are no other transport means for transporting bulk cargo or for the solution of other specific transport problems.
So, tens of companies will produce few airship that will not settle any large-scale transport problems. This situation will lead to another business failure for these companies which will be aggravated and speeded up by today’s financial crisis.
It is high time for companies, investors and developers of both state and private programs to understand that the only solution of transport problems is the development of airships of totally new generation lacking serious drawbacks of previous projects. We certainly should not follow old ineffective schemes.
For the last decades, airships are using low-cost and safe helium, advanced materials for shell and frame, modern navigation aids and controls and new improved engines. Still there are no radical improvement of airships characteristics. Why is it so? The matter is that accent is made on the development of various versions of frames and external configurations of airships. All these works are based on classical stationary aerodynamics. It is urgent to understand that the use of stationary aerodynamics considerably impedes the development of airships with totally new fantastic characteristics. That is why there is little hope that in the nearest future aerodynamic characteristics of airships (notably, aerodynamic drag reduction), will be improved, as well as their economical, manoeuvring and other characteristics. It is necessary to apply oscillation aerodynamics in the development of airships. It can radically reduce aerodynamic drag and to develop highly effective thrusters of a new type, etc. In its turn, it will considerably reduce engines capacity, fuel weight and consumption. Such airships will be low-cost, fuel-efficient and manoeuvrable. This new generation of airships can be used for the solution of a wide range of transport problems and hundreds of thousands of such aircraft can be produced.
Why are these
possibilities so far not used? There are several reasons for that:
1.
Oscillation aerodynamics is a rather
new science. Its initial research results are
known only to narrowly focused specialists. Most experts in aerodynamics, as
a rule, are quite ignorant of it and for this reason simply ignore this
branch of knowledge. They are traditionally accustomed to develop airships
on the basis of traditional stationary aerodynamics. And nobody will blame
and dismiss them for that. For the last hundred years there have not been
any impressive improvement of airships characteristics, but no individual
aerodynamic expert will be responsible for wasting tens and hundreds of
millions of dollars.
2. A
airship based on oscillation aerodynamics, as well as oscillation
thrusters are complicated oscillation systems. Aircraft engineering
centers, especially those specializing in airship construction, are not
prepared for the development of airships as oscillation systems. It
should be mentioned that it is not the airship frame that will be
oscillating. A special propulsion complex will be operating in an
oscillating mode, and the frame flow-around will have extremely low
oscillation components (modern planes, helicopters and airships are
characterized by much more intensive oscillation components related to frame
flow-around; these oscillations are chaotic and are considered harmful).
3.
Traditional conservatism
4. Most
companies for many years prefer to spend lot of money on insignificant
improvements, but are not willing to risk and undertake research to develop
a brand new airship with oscillating thrusters.
As a result,
existing airships are not highly profitable transport means and their
production and sales are not too large-scale.
Our team has knowledge and exclusive experience in the field of oscillation
aerodynamics and the development of a propulsion complex of an oscillation
type.
We can develop
and produce first models of airships (small-size) of a new type with
extremely low aerodynamic drag that will be highly manoeuvrable and
fuel-saving.
In accordance
with a Customer’s order, we can develop advanced airships with any
load-lifting capacity and purpose.
Advanced
airships we are offering will be unrivalled and will be bought even in
severe economic crises. In fact, our airships are invulnerable to any
crisis.
Below we will
give detailed analysis of these problems.
Today and tomorrow of airships.
Myths and reality.
Airships advantages
1. Airships
do no spend energy on lift generation, using gas aerostatic lift force.
2. Low transport cost, especially of bulky and massive cargo.
3. They can hover in place.
4. The development of
extra-heavy load lifting planes and helicopters is impeded by strength
characteristics of construction materials. There are no such limitations for
airships and the development of aircraft with 1 000 t working load is
quite feasible. 5. Long nonstop range. .
6. Higher reliability and safety in comparison to planes and helicopters.
7. Airships do not need air-strips (but mooring masts are necessary). Moreover, they do not need to land at all and can simply hover over the ground (however, it is possible only in still air conditions).
6.
Airships with flappingwings.
Airships with flying wings as thrusters have the longest history. Their
production has now been expanded. Still, only few such airships are
produced. Moreover, they are small-sized and so far have been considered
rather exotic. In fact, their flight characteristics are far from being
perfect. These small-sized airships have been before and are now a sort of
funny toys. In their production, oscillation aerodynamics principles have
not been taken into account and they have never been developed as a single
oscillation system. That is why they will never bring forth a breakthrough
in airships engineering.
Still W.Schmidt believed that these funny toys of small-sized airships
are first signs of a revolution in airships engineering. It seems that
nowadays, experts of such companies as Festo AG & Co. KG, EvoLogics GmbH,
Prospective Concepts AG, as well as Mr. Uwe Werner share this point of
view.
French mechanic Jean Pierre Blanshar has begun with realization of idea
flapping flight. In 1781 it has constructed
the device which wings were set in motion effort of hands and legs.
According to experiences Degen on resistance
of friction of all system 9 kgs so draft of a counterbalance was equal
only 39 kgs, that is exactly half of weight of the device were required.
After long experiences it managed to rise under such circumstances with
the device on height of 16 meters the help of 25 impacts by wings within
30 seconds. If these data are not exaggerated, the result turns out
amazing. Even if to assume, that Degen could
develop for short time capacity in ½ a horsepower, from its experiences
follows, that already one horsepower would be enough for free rise of
the person.
To have an opportunity to make more free flights,
Degen has decided to replace the counterbalance тягою the small
cylinder filled by hydrogen. By means of such "facilitated" device it
also has made rise on air at presence of enormous crowd on November,
12th, 1808.
In 1897 the Kharkov doctor Danilevsky has made a balloon with
flapping wings
Miturich P.V. has suggested to create motive power on a
airship by means of wave
oscillations of all environment like movement of a body of a fish
The working model of a airship with
flappingthruster
has been created by the professor of W.
Schmidt (1973-1975).
The project of the airship of Schmidt
Bilder unseres Blimp zum Innovationstag 31.08.2004 in Berlin : Zu
beachten ist der vorn und hinten angebrachte Wellpropellorantrieb, mit
welchem das unbemannte Luftschiff angetrieben und gelenkt wird. Die
Steuerung erfolgt über ein GPS-Modul, mit welchem eine programmierte
Strecke in einer definierten Höhe abgefahren und durch die unten
angeordneten Messgeräte aufgenommen werden kann.
Simulation.htm
One of Mike Dodd’s Ornithopter blimps.
The model is 7 1/2 feet long and weighs 15 ounces without helium.
Development of firm Festo AG and Co
airships with thruster of oscillatory type
AirJelly's environment is the air. Unlike AquaJelly, the remote-controlled
jellyfish AirJelly does not swim through water, but instead glides instead
through a sea of air thanks to its central electric drive unit and an
intelligent, adaptive mechanism. It is able to do so because it consists of a
helium-filled ballonett. The biggest draws at Festo’s Hannover Fair exhibits have been biologically
inspired robotic creatures that show off cutting-edge automation technologies.
Turning once again to nature for inspiration, the company’s engineers this year
came up with robotic jellyfish that either swim or fly. They may look whimsical, but the waterborne AquaJelly and airborne AirJelly make
use of mechatronic design practices, control strategies and actuation methods
that could have serious engineering implications. According to Markus Fischer,
Festo’s head of corporate design, these robots have a degree of autonomy and
adaptive behavior that “will be very useful in the factory of the future.” Both the AquaJelly and AirJelly share a basic construction that consists of a
sphere-shaped body with eight electrically driven tentacles for propulsion. Both
run off rechargeable lithium-ion batteries and are powered by 3V coreless
motors. Given the differing mediums in which they travel, the two robots do have
different bodies — a laser-sintered pressure vessel for the AquaJelly and a
helium balloon measuring 1.35m across for the AirJelly. Festo AG & Co. KG
Fin Ray Effect Recent studies on the functional morphology of fins of
fishes show a surprising biomechanical effect of the fin rays. The
bionic implementations of these constructions led to shape-adaptive wing
profiles and flow control devices. The functional principle has been
patented and is marketed as "Fin Ray Effect" in a line of products
currently being developed. Besides adaptive seat constructions, novel
safe and form-locking grips are of particular interest. Creative
applications in household technology, automation technology, keyhole
surgery, and bionic robotics are in preparation.
EvoLogics GmbH
EvoLogics GmbH - Home.htm
Stingray from Prospective Concepts AG. Small Swiss firm Prospective
Concepts AG here already more than 5 years works under orders of German
industrial giant Festo above new technologies of application of a
pneumatic in the industry. To one of its last development became a
hybrid of the plane with airship Stingray. The
flying vihicle represents the plane of type "a
flying wing ". And the wing it is filled by easy gas and provides due to
aerostatic lifting force rise of a quarter of
useful loading. As a result Stingray flies up and sits down with small
start and run
In flight the Swiss hybrid of the plane with a
airship
Experimental researches машущего
движителя for a airship balloon.
The student's research project
Authors: Ivan Ruchki, Evgenie Zhuravlyov, Artem Kravchenko.
School № 1273 ЮЗАО, 10 class, Moscow.
Theme of work: Thruster for a airship
The supervisor of studies: Ustyugina Galina Pavlovna, the teacher of
physics.
7. Extract energy from an environment and an atmosphere for
airships.
Airships move in an atmosphere, in the
environment in which there is a huge quantity of energy:
- Thermal;
- Potential energy of pressure of an atmosphere;
- A kinetic wind power;
-, etc.
For today for provision of energy thruster
a airship the solar energy of the solar
batteries located on a airship is used
only.
Airship and Submersible craft based on inventions and designs from Nikola Tesla
and Viktor Schauberger. Frank Germano (President of Global Energy Technologies, Inc.).
If energy of an atmosphere (thermal or energy of pressure of air)
airships will successfully execute huge
quantity of transport transportations will be used. It will be супер
break in transport!
Conclusions
1. The existing
transport means - automobile, railway, sea transport, planes, helicopters and
air-cushion vehicles – have a whole range of serious drawbacks:
- these transport
means, the construction and maintenance of highways and railway roads, airfields
and sea ports are extremely expensive;
- high fuel consumption;
- these transport means are environmentally harmful – technical installations
occupy too much land, forests, etc.; oil spills occur, etc. ;
- with some minor exceptions, these transport means do not guarantee
transitional delivery from the producer to the customer (there are a lot of
cargo transfers and stocking);
- transportation of bulky and heavy cargo is impossible;
- high transport costs;
- there is no possibility to set up remotely operated transport (unmanned);
- further expansion in the number of traditional transport means leads to global
transport crisis (highways in large cities are already overtrafficked) .
2. It is
vital to develop new transport means lacking at least part of disadvantages
listed above.
3. Airships can be
such transport means, as they have the following advantages:
- transportation
costs are considerably lower in comparison with the existing transport means;
- there is no need of highways;
- they can deliver goods directly from the producer to the customer without any
cargo transfer;
- ecological safety. 4. Still,
so far airships have not become a mass transport means. There
- low speed;
- special mooring installations and large hangars are needed;
- low manoeuvrability;
- intense lateral wind effect;
- large size and weight. 5. For
several decades attempts have been to make airships a mass transport means.
All these attempts
have failed because of the drawbacks listed in 4. They have tried to solve the
problem through the use of other airships forms instead of cigar-like: cetaecean,
airship-plane, wing-formeds, airships with oscillating
thrusters.
The most promising is a wing- formed airship, Its advantages are as follows:
- smaller size and weight;
- lower lateral wind effect;
- there is no need of special mooring installations (still, a short airstrip is
necessary).
Airships with oscillating wing thrusters are not highly developed and the
companies do not consider them promising.
6. The existing
airships projects will not remove their disadvantages in any radical way.
Without any doubt,
the today’s boom will yield no results and only few airships will be produced.
7. It should be
mentioned that only wing-formed airships using the wave flow effect
(eradicating aerodynamic drag of the aircraft) can successfully enter the
market.
They will have the
following vital advantages:
- they are tenfold energy efficient in comparison with traditional transport
means (and even with common airships);
- there is no need of mooring facilities and airstrips;
- extremely manoeuvrable, including while hovering and taking off;
- they are immune to side wind;
- a wide range of sizes – from mini-size to 1000 t lifting capacity;
- they can be used for the setting-up of both local and global remotely-operated
transport networks. 8.
Considering the extreme urgency of the development of airships using the wave
flow effect, it is vital to take the following steps:
- to initiate
scientific research and experimental development works;
- to develop a remotely operated airship with 1-2 kg flight weight (task:
tests, demonstration of a new type airship possibilities, serial production of
airships for the monitoring of oil and gas fields, oil and gas pipe-lines,
power supply lines, etc.);
- to develop and 1, 10, 100 1nd 1 000 t airships and to launch their serial
production;
- to set up companies developing and producing airships of various sizes;
- to set up companies specialized in cargo and passengers transporting with the
use of airships.
An airship with a thruster complex of an oscillating type will have the following aerodynamic advantages in comparison with the existing models of airships:
1. The value of thrust (and, consequently, efficiency factor) will be higher in comparison with propellers.
2. Manifold reduction of aerodynamic drag of the airship shell for airships with wings or of a similar form.
3. Higher lift in comparison with airships with propeller engines.
4. Oscillating-type thrusters will perform functions of thrusters, rudders and generators of wave flow-around for airships shells.
5. The improvement of landing, take-off and manoeuvring capability, especially for low speed, as well of on-the-spot manoeuvrability.
Moreover, it is possible to extract energy for engine form heat and potential energy of atmosphere pressure (for this purpose, a special program has been developed).
Airships of this type will have the following advantages:
-a lower capacity engine; -a lower weight of an engine;
-low fuel consumption; -lower weight with the same payload weight;
-better manoeuvrability; -smaller size with the same payload;
-no mooring facilities; -parking without hangars; -lower cost;
-lower cost of payload delivery; -a flying airship with an oscillating thruster looks by far more aesthetic than a airship with propellers.
On the basis of many scientists’ research and our own findings, we have the following knowledge and proof:
8. Our research of an oscillating thruster
There exist non-linear modes of the wing oscillations, when swept area is much bigger in comparison with stationary oscillation modes. This effect can produce considerably higher thrust.
At the oscillating wing thruster, optimum modes can be easily changed at varying flight speed.
A propeller thruster is characterized by non-optimum angles of attack at varying flight speed. Even propeller thrusters only partially solve this problem. With an oscillating wing, it is easy to adjust optimal angles of attack and oscillation law by means of remote control. This will result in higher thrust and thruster efficiency.
8.3. An oscillating wing thruster will simultaneously perform the functions of a thruster, rudders and the generator of wave flow of the airship shell.
At the existing airships, this function is performed by common rudders. In our project, oscillating wings of a thruster will be used as rudders. The effect will be most impressive:
It will be possible to effectively control such airships at low speed, including manoeuvring in place, on takeoff and descent.
There is no need of special rudders.
8.4. Production simplicity and low cost in comparison with propellers
The thruster wing is extremely simple to produce (a symmetrical profile with the same cord along the full span).
9. Experimental
research of the wave flow effect carried out by Professor Schmidt.
In 1960-1975, in the German Democratic Republic Prof. Schmidt carried out a wide series of experiments with an operating airship model moved with the use of wave flow of its shell. The model was installed at a long bar and moved in a circle.
Wave flow was generated in several ways: with the use of oscillating wing flaps, of a rotating wheel with plates with an axis parallel to the airship front edge, etc.
This research has demonstrated that an oscillating thruster produces thrust that moves the airship, and that aerodynamic interference of an oscillating thruster with the airship shell contributes to aerodynamic drag reduction!
These findings have been ignored by large-scale engineering centers and are not now widely-known.
Mr. Jürgen Will is a great enthusiast of airships of this type.
10.
Our research on wave flow
The possibility of considerable aerodynamic drag reduction of airships and other aircraft now seems incredible. The fact is that leading research laboratories and companies all over the world spend great deal of money to lower aerodynamic drag just by several percent and the results are so far more than modest. In this connection, below we present substantial evidence of the real possibility to reduce aerodynamic drag many times and more.
We will describe the effect of wave flow of a wing-like body (the Zhukovsky-Knoller-Betz effect).Due to the use of wave flow (the Zhukovsky-Knoller-Betz effect) aerodynamic drag can be reduced down to zero and even we can even make the airship shell work as a thruster.
We will consider several aspects of this evidence:
- historical background (who and how discovered this effect); - basic physics of wave flow;
- the analysis of works on the use of wave flow at operating models;
- our theoretical and experimental proof of this effect existence. 10.1. The historical background
In 1892, N. Ye. Zhukovsky carried out theoretical research that demonstrated that in some atmosphere air oscillation modes birds can fly without wings oscillations [1] .
N.
Ye.
Zhukovsky
These results can be interpreted as the possibility to get variable incidence by summing-up bird flight and atmosphere pulsations, resulting in the generation of thrust at birds wings. This effect makes it possible for a bird to fly with unmoving wings using energy of various oscillations, vortices and waves in atmosphere.
Later in 1913, Knoller (R.Knoller [2]) and in 1912Betz (A.Betz[3]) also came to the conclusion that oscillation (wave) mode of a bird body flow can result in the reduction of aerodynamic drag and even to produce thrust. t. t.
In 1922 Katzmayr (Katzmayr R. [4]) published the findings of experimental research of flow of a fixed wing located in an aerodynamic tunnel where wave flow was artificially generated in front of the wing. This flow streamed around the wing with variable incidence. Due to wave flow, the wing drag was reduced and there were modes when thrust acted upon the wing.
Consequently, over80 years ago theoretical results were obtained proving that in wave flow of a wing aerodynamic drag can be reduced and even thrust can be generated! If specialists of the Central Aero-hydrodynamic Institute named after N. Ye. Zhukovsky would have taken the trouble to study N. Ye. Zhukovsky’s works thoroughly, aeronautics development would have followed quite different lines. Planes and airships would have been by far more economic, manoeuvrable and less-expensive than everything that is produced now by these engineers.
Why in all his activities Humanity is making so many blunders and mistakes!?
References:.
1.N. Ye. Zhukovsky. On birds soaring // Collected works by Pr. N. Ye. Zhukovsky. ONTI. NKTP. USSR, Chief editorial board of aviation literature, Moscow-Leningrad. - 1937, V. С.7-40.
2.Betz A.. Ein Beitrag zur Erklarung des Sagelfluges // Zeitschrift fur Flugtechnik und Motorluftschiffahrt. - 1912, Vol. 3, Jan. S.269-272.
3.Katzmayr R.. Effect of Periodic Changes of Angle of Attack on Behavior of Airfoils, Translation from "Zeitschrlft fur Flugechik und Motorluft-schiffahrt" // March 31 and April 15, 1922. NACA. Technlcal Memorandum. - 1922, No 147.
4.Knoller R. Die Gesetze des Luftwiderstandes // Flug- und Motortechnik (Wien). - 1909, vol. 3, No 21. pp.1-7.
10.2. The effect of a wing wave flow (the Zhukovsky-Knoller-Betz effect).
The Zhukovsky-Knoller-Betz effect is manifested in the following:
Let us assume that in linear motion a body is flowed with incidence α, changing in accordance with periodic law. Suppose that the body is moving along a zero angle of attack line (the line in relation to which incidence is changing in conformity with periodic law). At each time point, the resulting force acting upon the body, can be divided into two forces acting along (drag force X) and perpendicular (lift force Y) to the air flow rate vector V and torque (see Fig. 1). Having projected these forces on the body movement line, we will get the following projections: on the axis along the body movement – the lift projection directed along movement X1Y (it can be interpreted as propulsive force) and drag projection directed contrariwise X1X (this projection continues to perform drag function). The sum of these forces projections on the axis of movement will be the difference between the projections of lift and drag. There will be also projections from elevating force Y1Y and on drag projection Y1X on the axis perpendicular to direction movement. For the sake of simplicity, the case of a symmetric profile with zero averaged angle of attack is described (see Fig. 1).
Fig. 1. The pattern of forces acting upon a wing at variable incidence (wave flow).
In any case, drag projection on movement direction X1X will be reduced at the cost of lift projection X1Y . After the averaging of all these forces for the period of incidence oscillations, we will get averaged values of all the above-mentioned forces. The averaged value of lateral forces Y1o and of moments will be equal to zero.
In dependence with aerodynamic quality of a flowed-up body and with the law of periodic change of incidence, the values of averaged thrust and drag can vary:
- drag exceeds thrust (aerodynamic drag reduction);
- thrust is equal to drag (movement with zero drag, drag annihilation);
- thrust exceeds drag (case of thruster).
The above-mentioned results were obtained with the use of quasi-stationary aerodynamics. With the use of non-linear oscillation aerodynamic modes this effect will be even more impressive.
10.3. Our theoretic research of the wave flow effect.
At Fig. 2 below we show the results of the calculation of time-averaged drag and lift coefficients for the TsAGI profile 21.8% with the wing aspect ratio 1. Due to wave flow, variable incidence is changing in accordance with sinusoidal law. In our calculations we considered a quasi-stationary case.
Fig.2. The dependence of aerodynamic coefficients on angles of attack
Indices x и y of coefficients mean drag and lift coefficients, correspondingly. Further, indices 0, 3, 7, 15 specify that these coefficients are defined at wave flow incidence of 0, 3, 7 и 15 degrees, correspondingly. Wave flow incidence is equal to zero in stationary flow without a wave component. Angles of attack (in degrees) are marked on the X-axis.
The diagrams show that in wave flow the following effects are observed:
with the increase of stationary movement incidence, the values of averaged drag coefficients are reduced down to zero, and afterward, thrust is generated at the wing instead of drag;
with the increase of stationary movement incidence, the values of averaged lift coefficients are not changed;
at the wave flow incidence amplitude of about 15 degrees, thrust is generated at the wing instead of drag at any stationary movement incidence.
Part of our findings are published in the following articles:
1. E. D. Sorokodum. The prospects of the development of new aircraft with the use of oscillation aerodynamics // Samolet. - 2001,3. pp. 39-41. (pdf)
2. E. D. Sorokodum. Aerodynamic drag and wave flow // Samolet, № 1, - 2003, pp. 42-45.(pdf)
3. A. Yermishin, E. Sorokodum. What the XXI century aircraft can be like // Samolet. - 2003, №5-6. pp.50-52. (pdf)
Also at the web-sites:
10.4. Our experimental research of the wave flow effect.
In 1988 E. D. Sorokodum carried out a series of experiments to prove drag reduction with the use of wave flow. A small-sized oscillating wing was installed in front of a fixed wing in a flow channel, in order to generate wave flow. The oscillating wing and the fixed wing (the prototype of a wing, a hull or a tail) were installed at separate mounts and weights. The characteristics of the fixed wing were changing in dependence of flow velocity and the wing oscillation frequency and amplitude. At some values of flow velocity and the small wing oscillation frequency and amplitude, aerodynamic drag reduction was observed at the fixed wing. Moreover, depending on the characteristics of the fixed wing wave flow, not only drag reduction but zero drag was observed were manifested, and thrust instead of drag was observed at the fixed wing.
Dependence of drag (thrust,
negative value) at the fixed wing on the wing slat frequencies
Dependence of factor of resistance
Cx
of the fixed wing on number Strouhal St
(negative resistance is thrust).
Testing bench
In 2007 E. D. Sorokodum carried our experiments to study the aerodynamic interaction of an oscillating wing with a fixed wing in a hovering mode. Trust increased by 20 % in comparison with the oscillating wing thrust without a fixed wing!
The analysis of works on the wave flow effect was carried out by E. D. Sorokodum in cooperation with Dr. M.F. Plazer, a prominent American expert on oscillation aerodynamics.
It should be emphasized that there are theoretical and experimental proof of the Zhukovsky-Knoller-Betz effect.
The use of wave flow effect will not only reduce aerodynamic drag in horizontal plane, but also generate thrust and increase lift.
11. The improvement of airships maneouvrability, especially at low and zero velocities
This effect is obtained with the use of an oscillation-type thruster and of wave flow of the airship shell.
The propulsion unit configuration and the system changing the engine thrust vector, guarantee excellent control near the ground, as well as fair accuracy of maneouvring and landing. Aerodrome air strips and mooring facilities are not needed.
12. Control systems of an oscillating type thruster complex.
We have developed several control systems:
A hand control system for thruster characteristics (oscillation frequencies and amplitude) adjusting.
An automatic system for finding optimal thruster characteristics (the first model).
An automatic system for finding optimal thruster characteristics (the second model).
13. Our research of energy extraction from environment
We have carried out comprehensive research of the extraction of heat and potential pressure energy from atmosphere.
Extraction of Low-Potential Energy from Environment. The Solution to
Energy and Ecological Problems. / "World Affairs", Spring 2006 vol. 10, No 1, pp.166-183.
It is only a wing-formed airship using the wave flow effect (this effect annihilates aerodynamic drag) that is able to meet competition in the vast market.
Such a airship will have the following decided advantages:
- it is tenfold more energy effective than traditional transport means (even in comparison with common airships);
- no mooring facilities and airstrips are needed
- it is extremely manoeuvring, including while hovering and taking-off;
- it is immune to side wind;
- its sizes can vary from the smallest to 1000 bearing capacity;
- it can serve a transport means for both local and global remotely-controlled transport systems.
Considering the extreme urgency of the development of airships using the wave flow effect, the following steps should be taken as soon as possible:
- to initiate scientific research and design and experimental activities;
- to develop a remotely-operated airship with 1-2 kg flight weight (aim: tests, the demonstration of characteristics of a new type airship? Serial production for the monitoring of oil and gas fields and pipes, transmission lines, etc.);
- to develop and launch the serial production of 1, 10, 100 and 1000 tons airships;
- to set up companies that will be developing and producing airships of various sizes;
- to set up companies for goods and passengers transporting with the use of airships.
14. Our proposals
We are looking for an investor for the development of super effective airships of a new type.
We can develop and produce first operating models of airships of various purposes. Now we do not have any operating models. But it should be noted that we have impressive theoretical, experimental and practical experience of the development and production of operating models of various devices using oscillations.
We are sure that airships have the prospects to become an ideal transport means in the XXI century:
They can deliver oversized cargo, like ships; they can fly to great distance and do not depend on roads, like planes; they can take off and land without aerodromes, like helicopters.
Transport of freight
Transport of freight to near and long distances.
A network of international and national computerized systems of container service.
Some English and Russian developers have considered the possibility to include airships into the international and national computerized systems of container service. In order to provide maximum efficiency of airships as transport means, the British engineers proposed to set up a single air transport system. This system should connect major industrial centers all over the world.
airships of our type can solve this task most effectively.
Liquefied gas transportation
airships can transport liquefied gas from gas recovery enterprises directly to European customers (without any interstate gas pipelines).
On the use of airships in Russian gas industry:
Now the problem of liquefied gas transportation with the use of airships has become rather urgent due to the following reasons:
liquefied gas transportation with the use of a cigar-like airship is four times less expensive than its transportation through pipelines;
there is no need of many kilometers of extremely expensive pipelines (with a lot of pumping facilities, preventive maintenance and operating staff);
now large land areas are amortized, forests are cut over and the environment is damaged;
political and economic dependence of gas supplying companies and countries on countries through whose territory gas has to be transported;
there is a lot of distant areas where pipe laying is economically inadvisable.
We propose to develop wing-formed airships with oscillating thrusters that would solve all the problems of gas transportation.
The airships we propose can reduce the liquefied gas transportation costs over 15 times (not 4 times, as previously offered projects).
The development of airships for liquefied gas transportation should be divided into several stages:
1. The development of remotely-operated airships with 1-2 kg flight weight. Task:
- to test optimal modes of aerodynamic drag reduction with the use of the wave flow effect and manoeuvring modes;
- to launch a mass production of these airships for the monitoring of oil and gas fields and pipelines, transmission lines, and for many other purposes.
2. To develop a airship with wave flow with 10 tons liquefied gas payload. .
3. To develop a airship with wave flow with 100 tons liquefied gas payload.
4. To develop a airship with wave flow with 1000 tons liquefied gas payload.
It is advisable to include these airships into national and international computerized transport systems and to set up a single transport network.
Our other research findings can be used for gas liquefying (see our web-site):
Gas liquefying with the use of vortex-oscillation effect
A plant for natural gas liquefaction
Liberated energy can be used for the setting-up of local energy plants that will not use any fuel. Airships for cargo and passengers transportation
Rescue operations
Fire fighting
Exotic tourism
Bulky and oversized cargo transportation. Such airships can be used for bulky and oversized cargo transportation, especially to hard-to reach areas.
Oil industry: Delivery of boring equipment to oil enterprises and its installation (crane airships). Participation in the construction of boring towers at sea shelf. Delivery of pipes and compressor equipment for pipelines construction.
Energy: Transportation and installation of power transmission poles. Transportation of turbines parts and ready-assembled generators for the hydro stations.
Forestry Transportation of wood from cutting-areas to processing enterprises.
Construction: Transportation of bulky concrete elements, especially for the construction in distant areas. Transportation of principals, ready-assembly bridge trusses and chords. Transportation of ready-assembly building modules (flats and sections) for on-the-site assembly in blocks. Heavy-tonnage vessels unloading in sea and cargo delivery directly to customers. Heavy-tonnage vessels unloading in sea and cargo delivery directly to customers, without any reshipments in ports.
Stratosphere airships For ubiquitous high-speed Internet access. Telephone, TV and radio transmission, etc. Small-sized radio-controlled airships For regular monitoring and tests of transmission lines, oil and gas fields and pipelines. Monitoring of forests (fires), roads, sea, fisheries, etc. Ecological monitoring. Scientific research. Topo survey. Water extraction from atmosphere
-Agricultural works: -Fertilizers dusting, etc. -Irrigation
Energy extraction from atmosphere
Low potential energy sources: The vortex - oscillatory heat pump
Renewed vortex - oscillatory energy source
