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Projekte / Technologie
Thrust free – Kerosene free – environmentally friendly – no danger of explosion #.#.#. In cruise flight the discus rides on a shock wave, hence we fly much faster and silent. The gyroscopic effect of the discus provides us an absolute stable flight #.#.#. The many systemmultifunctions make the discus very light. For example, the two opposing rotor discs (magnetically mounted) are the drive of the discus, at the same time they form the surface and protect the passenger area like a shell
Salzburg
236 €
92.000 € Fundingziel
9
Fans
4
Unterstützer
3 Tage
07.11.2016, 18:10 Wolfgang Rainer Fuchs
Sehr oft werde ich gefragt, wie denn das möglich ist ohne Kerosin zu fliegen und noch dazu so weite Strecken und noch dazu mit sehr hoher Geschwindigkeit (und das alles ohne Düsentriebwerk). Ist das ein Perpetuum Mobile ? Nein, das ist es nicht und so etwas ist nicht einmal in meinen Gedanken ( und gibt es aus meiner Sicht auch nicht ). Beim flying discus fragt man sich nicht, wie sonst üblich, wie viel Energie brauchen wir für die geplante Flugstrecke, sondern wie viel Gewicht an Batterien (in den beiden sich gegenläufig drehenden Rotorscheiben) sind maximal möglich, damit das Gewichts-Leistungs-Verhältnis stimmt und der flying discus überhaupt abhebt und fliegt. Meine Angaben sind Berechnungen aus den 80ern, und bei den CAE-Berechnungen/Simulationen (ab Jänner 2017) wird sich herausstellen ob das dann tatsächlich 25 kg pro Batterieblock sind ( für den gesamten Diskus max. 600 kg ) und ob die Flugdauer der gespeicherten Elektrizität tatsächlich für 12 min ausreicht oder nur für 10 min (oder vielleicht sind es auch 15 min). Auf jeden Fall ist es ein Balanceakt und immer ist das Wichtigste: das richtige Gewichts-Leistungs-Verhältnis zu finden. Und nun entspannt Euch mal - peace - und lasst uns frech und frei davon ausgehen, dass der flying discus nur 12 min fliegt (mit neuester Batterietechnologie werden´s vielleicht 20 min ) - und lasst uns spielerisch davon ausgehen, dass uns mehr als 12 min gar nicht interessiert . Jetzt bitte mal kein Rendite-Profit-Zweck-Bewusstsein - für mich hat alles nur mit Poesie, Schönheit, Freude und Liebe begonnen und ich ging Anfang der 80er von 12 min Flugzeit aus. Die Herangehensweise, der Ablauf und die Reihenfolge ist essenziell - im Grunde muss alles mit Reinheit , mit Poesie und Freude beginnen. Um den flying discus für 12 min (oder 20 min) zu fliegen, brauchen wir unbedingt unsere 1) Berührungslosigkeit der beiden Rotorscheiben (um jegliche Reibung und eine Resonanzkatastrophe zu vermeiden) und wir brauchen 2) eine perfekte Wuchtung unserer beiden Rotorscheiben (unerlässlich). Und für diese Wuchtung benötigen wir bewegliche Teile in den beiden gegenläufigen Rotorscheiben - natürlich kontrolliert beweglich . Für diese beweglichen Teile in den Rotorscheiben eignen sich am besten die 32 Batterieblöcke selbst ( "geführt" auf einer Magnetschiene - wie eine Maglev ) - und selbstverständlich ist eine Bewegung nur in eine Richtung möglich, nämlich nach Außen. Es wäre dumm einen Batterieblock entgegen der Fliehkraft (mit sehr viel Aufwand) zu bewegen. Also ist so eine Wuchtung/Ausbalancierung nur möglich, in dem wir diesen insgesamt 32 Batterieblöcken erlauben , sich kontrolliert nach Außen zu bewegen (durch die hohe Fliehkraft wollen/müssen sie das ja auch) - und sie magnetisch bremsen. Dann wird das zum bunten Reigentanz, wo wir immer nur darauf achten dass alles rund läuft. Erst nachdem mir dieses Wuchten und Ausballancieren bei meinem Prototypen Anfang der 80er geglückt ist kam die Erkenntnis - wie ein Geschenk -, dass diese Batterieblock-Bremsleistung Strom erzeugt - und eben an die Batterien zur Flugzeitverlängerung zurück geben werden kann - magnetisch gebremst , genau so wie eine Magnetschwebebahn (unsere Rotorscheiben sind im Grunde Magnetschwebebahnen, die halt ständig im Kreis " fahren ") - sie erzeugt beim Bremsen Strom. In Wirklichkeit ist unsere Flugzeitverlängerung (von 12 min auf mehrere Stunden) ein simpler Trick , ein einfacher Umwandlungsprozess , eine (zuvor aufgewendete) Energierückholung . Die Herangehensweise und die Reihenfolge in Physik und Technik ist zu diesen Zeiten ohne jegliche Poesie, ohne Reinheit, ohne Freude und nur brutal auf Ausbeute und Rendite ausgerichtet (immer auf der bescheuerten Suche nach neuen Energiequellen und Lösungen, am besten mit der Brechstange) ... Bitte stellt viele Fragen (info@flyingdiscus.com) und unterstützt dieses Projekt. Danke und lieben Gruß aus Salzburg Wolfgang Rainer Fuchs PS: Und seid Euch sicher, Großkonzerne und Regierungen werden unser Klima nicht schützen - das müssen wir kleinen Leute machen!
07.11.2016, 17:58 Wolfgang Rainer Fuchs
Juhu, wir fliegen noch immer ... Eines muss klar betont werden: Der flying discus hat nur Energie zum Abheben und Kippen (sind 2-3 min ) in den Batterien geladen! Der uplifting Startvorgang (Stufe 1), das kippen und die erste horizontal Bewegung (Stufe 2) und die Schwimmklappen Horizontal-Fortbewegung (Stufe 3) " darf " den Großteil der gespeicherten Energie in den insgesamt 32 Batterieblöcken (mit insgesamt ca. 600 kg Eigengewicht) " aufbrauchen " (Stufe 1 bis Stufe 3 wird zusammen max. 2-3 min benötigen) - es muss nur so viel Spannung in den Batterieblöcken bleiben, damit wir sie nach dem " loslassen " (loslassen der Batterieblöcke) auch bremsen können (die nötige Spannung in den Statoren aufbauen können). Nach diesen Vorgaben ist die Größe (und somit das Gewicht) der insgesamt 32 Batterieblöcke konzipiert, angelegt - die Power muss nur für 2-3 min Stufe 1 bis Stufe 3 ausreichen (alles danach ist uns zunächst mal frech und frei egal ) - genau das spart natürlich eine Menge an Gewicht. Das, genau das (Strom insgesamt nur für 10-12 min) ist wohl die allergrößte psychologische Hürde und man braucht ein sehr gutes Vertrauen darauf ( nach vielen Testflügen wird das auch kommen ), dass nach diesen 2-3 min (Stufe 1 bis Stufe 3) andere Kräfte wirken. (Oh ja sie werden wirken). PS: für mich persönlich ist die größte psychologische Hürde , zwischen 150.000 Liter Kerosin ( beengt wie eine Ölsardine ) zu sitzen. Nun, also wir nehmen an, wir haben Stufe 1 bis Stufe 3 (Abheben, Kippen und Schwimmklappenvorantrieb) geschafft, die Batterien sind fast leer und wir jumpen in die Flugstufe 4. Nun erhöhen wir zwar die Drehzahl (für die Schockwelle) - gleichzeitig reduzieren mit der Luftansaugung über die Tragfläche den Widerstandsbeiwert -, aber trotzdem ist das der Flugzustand der "Entspannung", denn wir haben keinen Auftrieb mehr zu leisten (die Strömung liegt an), nichts mehr mit unseren " Schwimmklappen " für den Vorantrieb zu schaufeln/leisten und die Rotorblätter im Inneren sind auch sehr flach gestellt (die über die Tragfläche angesaugte Luft wird nach hinten ausgestoßen). Und in diesem Entspannungszustand in Flugstufe 4 (unsere Reiseflugstufe), nach 2-3 min Flugzeit (fast die gesamte Energie in den Batterieblöcken aufgebraucht - wir wissen, dass wir nur noch wenige Minuten fliegen "könnten") genau jetzt lassen wir unsere 32 Batterieblöcke los . Nun hat ein 25 kg Batterieblock plötzlich 80 Tonnen (im innersten Radius) und die ca. 7 kg Batterieblöcke legen nun auch rund 800.000 Newtons´s hin (also 80 Tonnen). Die Batterieblöcke werden "losgelassen" und kontrolliert gebremst - 26 Mio. Newtons drücken nun insgesamt nach außen, also rund 2600 Tonnen Fliehgewicht (sie haben ja auch die Rotorscheiben zu wuchten). Kapitän an Passagiere : Hier spricht Euer Kapitän. Bitte Ruhe bewahren, wir haben zwar fast leere Batterien und nur noch Strom für WENIGE MINUTEN Flugzeit, aber ab jetzt verfügen wir nicht mehr über 600 kg Batterien, sondern über rund 2600 Tonnen Batterien an Board und wir jumpen nun in die nächste Flugdimension - ab jetzt, mit dem kontrollierten " loslassen " und kontrollierten " bremsen " dieser 2600 Tonnen schweren Batterieblöcken holen wir uns das zurück, was wir beim Start Stufe 1 bis Stufe 3 (in die Drehung) investiert haben - und wir fliegen ab jetzt genau damit - mit 2600 Tonnen gebremster Fliehkraft (und laden unsere fast leeren Batterien wieder auf). Das ist nun die Zeit für die Rendite. Crew und Passagiere : ( Applaus und große Erleichterung ) Juhu, unsere Batterien sind fast leer und wir fliegen noch immer und unter dem Strich ohne Kerosin . Aber selbstverständlich reicht diese zurückgeholte Investition nicht nur für 2-3 min Flugzeit (wie beim Abheben und Kippen) aus, sondern im entspannten Flugzustand (Reiseflugstufe 4) - mit geringerem Stromverbrauch - für mehrere Stunden, entsprechend der Magnetschiene, auf der die Batterieblock-Züge geführt sind. Also die größte psychologische Hürde : Passagiere müssen/(dürfen) in ein Diskus -Fluggerät steigen, wo sie klar und deutlich wissen, dass der Diskus nur die Elektro-Power zum Abheben und Kippen geladen hat, für 2-3 min volle Power (leerfliegen dürfen wir die Batterien natürlich NICHT) - dann ist es vorbei ... und ab dann (ab Flugstufe 4) bleiben uns theoretisch- zitter-zitter nur noch wenige Flugminuten und wir müssen uns auf das verlassen , was wir in der Physik " Scheinkraft " nennen - und am Boden nicht einmal messen können. Dieser spezielle Punkt, diese (scheinbare) Unsicherheit und Mangel an Reserven ( überdimensionierte Sicherheit und Reserven haben immer viel Gewicht und kosten viel Kerosin ) und dass wir nichts messen können, hat vielen schon ein " Fuchs-Du-spinnst-komplett " entlockt. Und doch verstehe ich das nicht so ganz, denn wir verlassen uns in der Technik auf so vieles. Wir verlassen uns darauf dass mit dem Auto in der Kurve mit 120 nicht genau dann die Bremsleitungen platzen und wir verlassen uns auch bei einer Landung (bei herkömmlichen Flugsystemen) darauf dass die Höhenanzeige stimmt oder der Pilot sich bei der Schätzung nicht irrt, denn in Wirklichkeit ist so eine Landung nur ein geplanter Strömungsabriss (ist auch ein jumpen in eine neue Dimension) - bei dem dann hoffentlich nur 30 cm (anstatt 5 Meter) darunter eine Piste ist und wir verlassen uns auch darauf dass dann Räder dran sind zum rollen ... auf so vieles verlassen wir uns in der Technik und immer ist es knapp, immer ein Sprung von einer Dimension in die Nächste. Wir verlassen uns darauf, weil wir es getestet haben und Erfahrung haben, uns irgendwann sicher sind. Beim flying discus , dessen können Sie sicher sein, wird das nach anfänglichem zittern auch so sein ... Und dann stellt sich natürlich die nächste Frage: was ist nach diesen 1-2 Stunden Flugzeit (vielleicht sind es auch mehr als 2 Stunden), wenn die 32 Batterieblöcke das Ende ihrer Magnetstrecke erreicht haben (Einfahrt im End-Bahnhof sozusagen)? Theoretisch müssten wir dann landen um die Batterieblöcke wieder fliehkraftfrei in ihre Ausgangsposition zurück zu transportieren (ohne Widerstand und ohne Fliehkraft fährt der Magnetschwebebahnzug wieder zum Heimatbahnhof zurück). Das tun wir aber nicht, wir landen natürlich nicht, sondern wir täuschen eine Landung vor : Wir gehen im Flug (wir sind nun ja schon flott unterwegs) in einen schönen Gleit- Sinkflug (3m/sec) - keiner der Passagiere wird das überhaupt bemerken -, bremsen unsere Rotorscheiben magnetisch ab (nun gleitet der Nurflügler - wir haben nun auch keine Schockwelle auf der wir reiten ) bis zum Stillstand, fahren die Batterieblöcke (die haben nun nur noch 25 kg bzw. 7 kg) zurück zum Heimatbahnhof, laden dabei natürlich die Rotorscheiben-Bremsenergie in den Schwungscheiben und Batterien (die haben wir vor dieser Aktion kontrolliert " leergeflogen " - natürlich nicht ganz leer - Energiemanagement ist ALLES ) und bringen die beiden Rotorscheiben wieder in Drehung - dabei kann uns sogar der Fahrtwind helfen, in dem wir die Schwimmklappen umdrehen und als Brems- und Antriebsklappen einsetzen (das kostet uns max. 200 km/h). Diese gesamte Rückholaktion der Batterieblöcke (bei Rotorscheiben-Stillstand, keine Drehung der Rotorscheiben) dauert 10 bis max 20 Sekunden - also ein neuer Trick: eine vorgetäuschte Landung zur weiteren Flugzeitverlängerung (kann man natürlich immer wieder machen).
29.10.2016, 20:18 Wolfgang Rainer Fuchs
Of course I know it’s a ambitious plan and a big challenge to realize all this, but its possible and our planet needs crazy & ambitious plans and solutions. Here is one clear comparison: Airbus A380-800: Passengers: 509 (8 First / 78 Business / 52 Premium Economy / 371 Economy) Costs: 400 Mill. U$ Length: 72 m Wingspan: 80 m Height: 24 m Max. take-off weight: 560 t Max. cruising speed: 907 km/h Range: 13.000 km Kerosene: 1.700 lit/100 km Noise pollution: very high Airstrip: Runway 3.500 m flying discus : Passengers: 352 Economy or 208 Business class aprox. Costs: 100 Mill. U$ Length: 42 m Wingspan: 42 m Height: 5,2 m Max. take-off weight: 30 t Max. cruising speed: 6.000 km/h (Mach 5) … we are riding on a shockwave Range: 60.000 km Kerosene: 0 lit Noise pollution: noiseless Airstrip: no Runway necessary – 100 m x 100 m are enough, it can be on the rooftop (like in Video) or smallest Airport New Delhi – New York – New Delhi (23.600 km) If a regular Airplane flies every day from New Delhi to New York – 14 hours and 30 min flight time – and back (two times 11.800 kilometres, with each 208 passengers) and this 365 days per year (which is the transport of 151.840 passengers/year – 8,6 Mill km/year), we normally need for this journey 95 million litres of kerosene per year, and this would cost around 32 million U$ per year. If the discus flies every day from New Delhi to New York – 3 hours and 30 min flight time – and back (two times 11.800 kilometres, with each 208 Business-class-passengers) and this 365 days per year (which is the transport of 151.840 passengers/year – 8,6 Mill km/year), we need for this journey 0 litres of kerosene per year – this would safe 95 mill litres kerosene and 32 mill U$ per year, and safe per each flight more than 11 hours.
29.10.2016, 09:47 Wolfgang Rainer Fuchs
Both of the two counter-rotating rotor discs of a 42 meters diameter discus – for 208 passengers in Business Class style (as shown on the video, the minimum size for passenger transport), in oil-sardine-style (which shall not be in the flying discus) would accommodate 352 passengers – are equipped with a total of 32 battery blocks, each about 25 kg and also batteries of about 7 kg weight. These batteries last for a flight time of about 12 minutes – they are installed on magnetic rails and during flight cruise, at about 800 rev/min each of these 25 kg battery blocks weigh around 80 tones flyweight in the innermost radius – and each of these 7 kg battery blocks (in the outer distant region) also weigh of around 80 tones flyweight (these are many Newton´s ). These battery blocks will naturally press to the outside – they may do so (and the same time as a side effect they are doing their important Job for the perfect balance of the rotor discs ) – moving at an average of 30–50 centimetres per hour -, but similar to a magnetic levitation (maglev), the battery blocks getting slowed down magnetically. Exactly this battery-block-braking-motion generates electricity for flight time extension up to 10 hours (also after 1 hour flight time: 12 minutes – even after 3 hours flight time: We have power for 12 minutes flight). In cruise flight at 800 rev/min, the edge tip speed of the two rotor discs generate (around 6.600 km/h at the edge of the tips) a shockwave – whereof the discus will “ ride ”, increasing speed by itself. Thereby we travel much faster and silently than conventional thrust-planes. At the same time as inventor and patent holder, this shockwave of the discus is one of the reasons why I shall prevent any military use (the discus could be used for great destruction if in the wrong hands). As we well know from the past, many inventions and patents had been “ bought off ”, were forgotten and hidden in a drawer (very often also the inventor was “ gone ”) – and withheld from the public view. Since long ago, some diseases we would no longer have, and for a long time now, we would not have to pollute this planet anymore. All these acts will not be done with the flying discus. Everyone should know about, all should understand the principle, and all shall be able to fly with the discus – a new era has dawned: thrust-free – jet-propulsion-free – kerosene-free – noise-free – investor-free – promotion-free – politician-free . Now it’s our turn, the general population – a politician, I will not even shake hands (clearly and long enough they have proven they are not at the slightest concerned for the protection of this our planet). Especially during cruise phase the gyroscopic effect of the discus grants an absolutely stable and peaceful flight. Not even a storm is capable of changing the position of the discus , during cruise – thus tilting or flipping the discus is completely impossible (a gyroscope does not change its position). We can even fly through major storms or even through hurricanes – and as a side effect the connection to the medium (the 26°C ocean) interrupted with a “ loud scream ”, like cutting with a knife – the Hurricane (the Mayas called him the “ Wind God “) will be dissolved with a powerful discus-hypersonic-shockwave-storm.
26.10.2016, 22:24 Wolfgang Rainer Fuchs
Air travel is now considered the most damaging transport sector for the climate in general . According to the European Environment Agency (EEA) auto and air traffic contribute 21% to the production of greenhouse gases worldwide. In the EU countries alone, between 1990 and 2003, air traffic has increased by 96%. Just to illustrate: A single four turbines Jet of 400-tones (with an average of 230 passengers) on a flight from Toronto to Frankfurt consumes around 150.000 litres of fuel . At the same time we know that air traffic will continue to grow, we also know that dry fossil fuels will exhaust (also daily we are informed in details that the poles are melting away). We also know that the aviation industry (as well as the entire politic on this planet) is neither interested in a climate reform nor has any interest in energy savings. The flying discus will revolutionize the civil aviation a) through native energy recovery: No need for kerosene, no pollution – and b) through system-multi-functions : Therefore the flying discus is much lighter than traditional aircrafts (about 90% less weight than conventional aircrafts), very fast and agile, much safer and silent – flying in harmony with nature . In comparison to others, the 42-meter discus has a total weight of 30 tones ( including 208 passengers and energy ) – the batteries weigh just about 600 kg (through the centrifugal force they are “ always full ” for around 10 hours) and the flying discus consumes kerosene of 0.0 litres – not even one drop of kerosene …
26.10.2016, 18:27 Wolfgang Rainer Fuchs
In order to understand the flying discus , one should distance him self from the common thrust-force-speed-thinking . No thrust is needed for the discus – it is a system, which builds and rocks itself up during flight, and systems in system “ awaken ” each other – the most and foremost focus is to gently dealing with nature. The discus accomplishes very high cruising speed (up to Mach 5 – its around 6.000 km/h), yet focus is not on breaking new speed records. Important here is, everything has multiple functions, no obstacles are counteracted, all side effects are used. Compared to conventional aircrafts, the many multifunction´s result to an enormous weight reduction (up to 90%). The two counter-rotating rotor discs are magnetically mounted ( there is no single point of contact between the rotor discs and the platform, hence no frictional losses ) and this magnetic bearing is also the drive of the rotor discs. The two rotor discs with their rotor blades and the air intake are also responsible for fetching water from the air to operate the steam output, and therefore using frictional heat of the edge tip region (as a side effect to cool this area). Both of the counter-rotating rotor discs are forming the discus-surface and protect the passenger area like a nutshell – they are also flywheels, energy storage and the drive of the rotor discs. The air intake on the air-foil surface is also (and especially) a drag-reduction (up to 80%) – in order to save energy. The batteries in the two rotor discs with their own weight (by centrifugal force multiplied weight) are also power generators. The fact of the discus is also to fly safe. We are not sitting at the window 30 cm next to death, inside the discus is well protected. Even during an emergency landing passengers and flight personnel are much better protected then with current aircrafts. For example there is a failure of the rotor discs and a pending emergency landing, the two rotor discs will be “locked” (no longer rotationally movable) and “ air bags ” – filling the entire rotor discs –, such as car airbags will be in inflated at an instant. Thus forming two large air bubbles: the inner space, the cavities of the rotor discs. During an emergency landing on the water the entire disc floats – thus a sinking is impossible . During an emergency landing on land, passengers and flight personnel are well protected by the rotor discs air-cushion-buffer-zones . No rigid hull breaks apart, nothing breaks up and no explosion possible (because not even one drop of kerosene is carried). The roof-light and the sight dome in the middle part is the emergency exit. And yet it is clear to me that this new technology in our current masculine focused time (on the front always a tip of mega-potency-presentation) encounters resistance, but it should be time now to radically think about environmental protection while flying. For the benefit of our nature (or rather: the rescue of our planet ) we will have to renounce some – or maybe just the crashing loud, kerosene guzzling and environmentally destructive thrust-men-toys …
26.10.2016, 18:27 Wolfgang Rainer Fuchs
General : In all previous flight systems, energy reserves (tanks or batteries) are always located outside of the moving parts. The flying discus has the drive with Energy storage in batteries not outside, but in the moving rotor discs themselves. The rotor discs also form the supporting surface, are also the energy storage and the protection of the passenger compartment. All previous aircraft systems essentially differ in that they have energy stored for their entire flight from the start on. The flying discus performs energy (electricity in the battery blocks) for only about 12 minutes of flight time. Anything more would be too heavy to operate. In short, remember: The flying discus has 10% weight of conventional aircraft systems! The approaching question of the flying discus is not as usual to ask: how much energy we need for the planned flight path. At the flying discus we are asking: how much weight of batteries (in the two counter rotating discs) are maximum possible, to have the perfect weight-performance ratio – so the discus lifts off and flies. This CAE-calculation will turn out if the actual 25 kg per battery block, and whether the flight time of 12 minutes is possible (or maybe just for 10 minutes). With a 42-meter discus it may also be that the battery blocks weigh a maximum each only 22 kg – and it may be that 40 kg per battery block are possible and the flight duration is maybe 15 minutes (and with the batterytechnology of the next generation it might be 30 min). Anyway, its always a balancing act (and always the most important thing is the right weight-performance ratio ) and of course it depends also on other weight of the rotor discs. I am aware of course to get the momentum going of the two counter-rotating rotor discs (they are also flywheels and energy storage) needs a lot of power and the main focus is to lift up the discus , and to flip into a horizontal movement. So now we can continue: The discus has managed to lift up (we have the right weight-performance ratio) and it does not matter how much power we have available and how long we can fly with our battery charge, because our battery blocks (estimated around 25 kg, 7 kg) are performed on a magnetic rail, and at cruising at about 800 rev/min each of these battery blocks in the inner radius has now around 800.000 Newton’s – this are 80 tons flyweight (also called pseudo-power) and each of the 7 kg battery blocks (in the exterior area of the rotor discs) has now also about 80 tons flyweight! These battery blocks will naturally press to the outside – they may do so (and the same time as a side effect they are doing their Job for the perfect balance of the rotor discs). Our battery blocks are released simultaneously shortly after take-off. The movement of our battery blocks are around 20-30 cm per hour. Similar to a magnetic levitation (maglev), the battery blocks will be slowed down magnetically. Exactly this battery-block-braking motion generates electricity for flight time extension up to 10 hours, nevertheless we can not speak about a Perpetuum mobile (does not exist), but rather we can name it: a smart trick. Each and everyone can lift up a weight of 10 tonnes, just with one hand, without any effort – we just need a trick: a good lever. This flight time extension of the discus (by flyweight-generator) is comparable to a very good lever , a trick. In flight stage 3 there are our “ swimming flaps ” – for horizontal movement (you can see this at the end oft the video very clearly). These flaps are operating without servo motors (that would be far too slow), only by air draft (with a small shock pulse) they open up and stay fixed (to accomplish their swim-blade performance for horizontal movement) and on a specific location they will be closed also by air draft. Now my answer to the question: This “ swimming flaps ” are sufficient for a horizontal velocity of up to 500 km/h (only in flight stage 4 higher horizontal speeds are possible). Non-contact bearing of the rotor discs – in the mid-80th it was not so easy, but now it is possible. The middle part (platform) is comparable to the rail of a magnetic levitation train and the rotor discs are the magnetic levitation train (maglev) itself – this “train” is always going in circles. It is repeatedly spoken and asked about solar cells. And yes, the flying discus is using solar cells, but they are only at the extended apron flaps (without forming an apron) – they are not placed on the rotor discs! These solar cells provide power only for the platform, the middle part (the passenger compartment). The energy of the solar cells is not used for the operation of the rotor discs. There is not even a connection between the two rotor discs and the platform. No energy for the operation of the two counter-rotating rotor discs comes from the platform (the central part of the discus ), only and exclusively from the battery blocks (at a 42 m diameter discus they are about and in total of 600 kg) in the two rotor discs themselves. Concerning security , I would like to answer a question, if its possible to destroy the flying discus with a missile: No, particularly in the cruise stage 4 it is not possible to destroy the discus , because there is always the shockwave (on which we are riding in cruise stage 4). So I would classify the flying discus in cruise flight as “ indestructible “.
26.10.2016, 18:27 Wolfgang Rainer Fuchs
Usually, (for the most part) an aircraft consists of a fixed part (an oversized skeleton: fuselage, tail and wings) and at these turbines or propellers are attached in order to move a very heavy, sluggish and immobile part with a lot of effort (and a lot of fuel and a lot of noise). To the contrary is the flying discus very light and electrically operated – no kerosene, no combustion, no pollution. “ Main energy suppliers ” are two native side effects: the centrifugal force (also called pseudo-power) and the frictional heat. This discus flight-system is characterized in that it is a closed system (a circulation as in nature) – no wings, no tail and no engines are bolted to a rigid hull. That which can be seen from the outside is the movement and the motion itself. The entire aircraft itself is Wings, tail unit, drive, energy storage and recovery. Usually in the aeronautics there are many annoying side effects like heat generation or drag coefficients, which are eradicated and fought with high efforts. This flying discus is characterized in that there are no annoying side effects that need to be reduced or controlled. It is a self-contained system where all the side effects are valuable, even are essential system components ( a symbiosis as in nature – everyone could watch). The principle of this new technique is to always ask the question: “How can we, what emerges disturbing optimally use (usually referred to as a problem) for the system?” All this is no foolishness and no fantasy, it is no game and no joke, and it also has nothing to do with UFO’s or aliens, and certainly nothing to do with esoteric. The flying discus is pure physic and its principle is: Using instead eradicating . Most definitely, the flying discus will be built and it will fly (it works exactly as described). The next step will be a CAE computer simulation (which is going to be the virtual prototype). Here on this platform, I will inform you about all the steps of developments, every little detail I will describe to you.
26.10.2016, 18:27 Wolfgang Rainer Fuchs
“Where is the drive” – I am often asked: Here, the discus has basically “no drive” – there is no engine, also no jet-power-engine or propeller. There are “only” the two opposing rotor discs and their rotary movements (magnetically supported and also magnetically driven like a magnetic levitation train) which are electrically powered from the battery-blocks; and the effects resulting from the rotations are used differently: First, the initial boost at the start – then as float drive in flight stage 3 – and thirdly in flight stage 4, the rotational movements (merely by increasing the rotational speed) produce our shock-wave on which the discus rides. This flight system is a self-contained system and differs from conventional flight systems in that there are no annoying side effects that must be combated or eradicated (to use instead of combat). Thus, the batteries in the rotors are no annoying obstacles, but a valuable source for energy production and its return. Whether you want it or not: fuel or (as with this flight system) batteries must be transported with an aircraft, but here within the discus flight-system, the weight of the batteries is converted into electricity by the centrifugal force generated during rotation. The system of energy recovery by the centrifugal force of the batteries is comparable to the system of a magnetic levitation train. Before a magnetic levitation train sets in motion, individually controlled electromagnets (with the help of the magnetic fields in the stators) are pulling the magnetic levitation path upward. After “lifting” the magnetic levitation train current is sent through the stators packets, which generate an electromagnetic traveling field. The entire magnetic levitation path is thus “dragged” along the magnet rails without contact. When braking, this game works in the reverse order – the resulting energy flows back into the power grid. Batteries and generator/brake (tied up to a “centrifugal power pack“) are comparable to the suspension track. The generator is comparable to the “brake” of a magnetic levitation train. Here in the discus flight system, its all about “braking” – and nothing extra has to be installed for this energy recovery. Principally, it does not matter (for flight time extension) how much current this brake generator brings: the magnet rails already exist, (the struts of the rotor disks) also the “centrifugal weight” is a system component (the batteries) – only the generator (the magnetic levitation rail brake) is an addition, and with its own weight (by the centrifugal force) itself becomes a centrifugal-force-power-generator.
26.10.2016, 18:26 Wolfgang Rainer Fuchs
Weight ratio … of a car: Vehicle incl. 70 lit fuel: 1,200 kg (75%) 4 passengers and lagguage: 400 kg (25%) Total: 1,600 kg (100%) … of a conventional aircraft: Vehicle incl. 150,000 lit kerosene: 360,000 kg (90%) 260 passengers and lagguage: 40,000 kg (10%) Total: 400,000 kg (100%) … of a bicycle: Vehicle incl. water to drink: 15 kg (13%) 1 passenger and lagguage: 100 kg (87%) Total: 115 kg (100%) … of the flying discus: Vehicle incl. 600 kg batteries: 7,000 kg (23%) 208 passengers and lagguage: 23,000 kg (77%) Total: 30,000 kg (100%) So the flying discus has nearly the weight ratio of a bicycle
26.10.2016, 18:26 Wolfgang Rainer Fuchs
Yes, it’s a big challenge to build this discus -flight-system, but at these times its possible: We have the appropriate computer technology, sophisticated magnet technology and the right material. Clearly, such forces acting at high-speed rotations, are very large, but exaxtly therein lies the great opportunity and great incentive, namely to use these forces. If everything is working perfectly the reward is grand: to ride on a (rolled out in front of us) sparkling shockwave-carpet , increasing speed, without using kerosene. I think it is enough incentive to realize this discus-flight-system. And by the way: Humanity and this planet need this urgently! Let alone the melting Greenland ice, the sea level would rise around seven meters. Unfortunately, it is likely that global warming continues to increase (caused also by air traffic), because no industry (producing heat and CO2) will voluntarily reduce heat output. Yes, it’s a challenge to turn the two opposing rotor discs so fast to reach at the edge peaks up to 6 Mach (Hypersonic) – in the cruise stage 4 –, but it is very clear: It’s a flight system that can fly through the use of dissipative forces without kerosene! It is important to say that at the discus -flight-system, a shockwave is not specially produced – which would not correspond to the principle of this discus system. The two rotor discs rotate not only for the shockwave – primarily they suck air (by the way is a boundary layer and drag-reduction) and push this air through nozzles for horizontal movement. Simultaneously they form the wing and the protection of the passenger area. This shockwave at Hypersonic is a simple side effect, a system multifunction. Yes, a very big motivator is of course that we can destroy hurricanes with our shockwave (often I am asked about this), it can cut through – for this we only need to fly through a hurricane and interrupt the connection to the 26°C warm sea. Of course, a great, innovative and also declared aim is this “surfing on the shockwave “, but we should not rely and concentrate on the shockwave and the ride on it alone! The core of the flying discus is not (1) the flyweight generator for flight time extension (the battery blocks are simply never empty), is not (2) riding on the shockwave, is not (3) the high travel-speeds and is not even (4) the large flight distances, but the many system-multifunctions, which make the flying discus very light. (Passengers are seated in the midst of the “engine”, surrounded by the engine – this engine protects the passengers and at the same time forms the surface of the discus – this multifunctions makes the discus very very light). “ Very light ” means: Instead of 400 tons take-off weight – for 208 passengers – the discus take-off weighs is less less than 30 tonnes ! Only with such minimal weight we have the condition/foundation these side-effect-candies ( 1, 2, 3, 4 ) are working at all. Everything must be perfectly matched and everything has to work together (extremely important is the precisely balanced shape of the wing), then all will work. I am pleased with all the questions, but please bear in your mind: With the flying discus we must not transport 150,000 litres of kerosene (or more) and nothing can explode. In the CAE simulation (the virtual prototype) much has to be yet calculated and developed – for example, it is still open how many blades on the inside of the rotor discs. Also the size, numbers and arrangements of the openings (slits or holes) on the surface of the rotor discs (for air intake) is still open and needs to be calculated and developed. The big goal is: the discus has to be very light – the discus will be light light light …

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