PROPULSION

PROPULSION

FLYING CRAFT<= /span>

In the chapter “THE ET= ER PUMP” we have seen the principles of the device capable to move eter. The diagram above represents a flat flying craf= t that has built-in eter pumps (EP). They are linear k= ind. In the two previous chapters we have seen the C-shaped kind. The above represented are linear ones. The difference is the next:<= /p>

C kind: it generates an eter flow between the ends of the eter-moving rails. The flow is in an empty space, being possible to sit any object insi= de the flow.

Linear kind: the same pump is inside the eter flow.

The craft of the upper diagr= am works well in vacuum. The pump (EP) moves eter = from “v” zone to “d” zone. To pump = eter without compressing it implies a very low energy input. High kinetic energy= of nuclear particles is due to the fact of compressing et= er to a high energy level (introns). Such compressing level is proportional to= the particle’s mass. An EP uses a totally different way to move eterons because it does not compress them. It ionizes them. Then eter-ions move to hyperspace, enter into the correspondent parallel space and move in= a medium where inertia is diminished by a factor in the order of many million= s. Although the ionizing energy is very high at the ionizing zone (v), such en= ergy is returned at the regenerating zone (d). Then an EP moves eter with a very low energy.

“d= ” zone pushes the craft towards “v” zone. To generate introns a pushing force is needed. But such force cannot exist at “v” zone because eterons are swallowed, being a partial vacuum zone. Then the craft moves till to compact the whole eterons at “v” zone without reaching a pressure that passes the barrier-force. In other words, the craft moves into the partial vacuum where eterons are not touching among them, so they do not generate a pressure. Just reached the compact condition eterons begin to touch among them and they need a small pressure-increasing to pass= the barrier-value. Then they attract among them and theirs behavior is governed= by quantum rules, forming introns if the craft seeks to move faster than the s= peed allowed by the eter flow.

The EP generates an eter flow whose speed is in order of millions higher = than the speed of light. It should be the speed limit for the craft. The real sp= eed is much lower because it is determined by the flow’s intensity. =

This kind of propulsion is, someway, similar to that of a ship that absorbs the water ahead expelling i= t at the stern instead of pushing it asides at the prow. Of course, water does n= ot pass to the parallel space and it has a very low speed limit.

“v= ” zone avoids intron-generating. So this kind of propulsion “switches off” the inertia. Inputting very little energy it is possible to achi= eve speeds like that of light (or more).

We call this propulsion as N= ID. (Non Inertial Drive.) With such crafts it is possible = to reach planets in minutes (at least in hours).

Now a new problem appears: t= he atmosphere.

NID does not work inside the atmosphere at very high speeds. “v” = zone tries to swallow not only eter but also air. Th= e EP cannot move air as to eter. Then the air crashes against the prow of the craft. Inputting much more energy to the EP it will work like inertial propulsion because air is being accelerated (air’s resistance). Then “d” zone begins to compress eterons against t= he craft’s stern and generate introns backwards.

Another (big) problem is gra= vity. If the craft is loaned on ground gravity cannot accelerate it downwards; gravitons go away without giving or removing energy. Once lifted and in free-falling condition, NID works well but gravity makes the growing of int= rons (downwards) while the craft is going up. In a planet without atmosphere the= re is no problem because in seconds the craft is far from the gravity’s influence. Potential energy is due to gravitons interchanging energy with climbing or falling objects; NID moves up the eter inside which is the craft like in the case of a graviton turbine. So potent= ial energy is also “switched off”.

But in a planet with dense atmosphere it is not possible to run at super-speeds. Going up slowly the c= raft must bear gravity. To reach a height of 80 km at 300 km/hour it takes 16 minutes.= The craft accumulates a speed of 9.6 km/second… downwards! Once in vacuum= it uses NID to run in seconds 10000 kms far around= the Earth (90 degrees in orbit) where that speed is horizontal and it will not = fall down.

While it is soaring by the described way it must counteract the air’s friction; although the EP needs an important energy input, it is much less than the whole potential energy to lift the craft to 80 km high. Malfunction of the EP before reaching safe height can make a big crater with the craft’s name.

Landing is a much bigger pro= blem. Seemingly, the first thing to achieve is to eliminate speed with regard to = the atmosphere. A NID craft can go around the planet in seconds. The crew feels= no accelerations. If the craft has a high speed regarding the planet, it goes = to the geographic latitude and longitude where its speed vector is vertical upwards. Then it approaches the planet 1000 km above the atmosphere adjusting NI= D so as to counteract exactly its speed, staying still with regard to the planet= but running up fast inside the NID flow. Gravity will diminish its speed by sim= ple acceleration. Slowly and precisely NID is adjusted (gradually diminished) f= or not to fly away upwards till to reach null inertial speed. Then the craft c= an enter the atmosphere without burning down. If it has wings and an aerodynam= ic shape it lands like a space shuttle.

Nevertheless, such a shape w= ould be ridiculous and anachronistic.

How to achieve a nice and so= ft landing? Using NID to decelerate is not possible because during the descent gravity is working and reaching land the craft can accumulate a very high s= peed and once NID is switched off it crashes violently. It is possible to land reducing the flying speed to such a value that it is null just reaching gro= und. The previous speed-eliminating maneuver can do it. The problem is that a sm= all error can result in a dangerous remaining speed. This maneuver demands a ve= ry precise NID control, ranging, atmosphere pressure and wind measuring system. Even in a planet without atmosphere it is unavoidable a small falling speed; small as space-speed, but dangerous for landing.

It is necessary to achieve a support system that counteracts gravity’s effect. <= /p>

Here we have to do a digress= ion. Comparing an eter flow with gravity, they seem = to be similar. Both generate introns on the opposed sense to the flow. The differ= ence is that an eter flow drags every mass inside th= e flow without inertia and gravity does not. Only a mass supported out of the flow generates introns. Eter flows are local phenomena (ete= r moving inside still eter around). Gravitons are waves; if they find on theirs path a mass, they interact with it, leaving it behind. Moreover, gravitons follow quantum rules; an e= ter flow does not. In an eter flow with a mass with= in, increasing the flow’s intensity, at the first moment the flow is push= ing the mass towards its moving direction. Then it forms introns towards the opposed sense. When introns equal the flow’s speed, there are no forc= es.

In other words, we put a mas= s in the flow of an eter pump; a dense eter bulk appears between the eter-source and the ma= ss; inside the bulk there is eter-pressure and, simultaneously, it is a graviton source. Then two forces exist: one against= the mass in the sense of the flow, like trying to drag the mass. As such mass is supported it is not dragged (if it were dragged the force would not exist). Two: the mass makes a counter-force because eterons of the eter flow push eterons of the mass over the barrier-force attracting the front of the eter flow; then introns are formed against = the flow and the mass is accelerated towards the eter-source. The mass slows the flow and as it is accelerating, the flow recovers its original speed with regard to the flow. Of course, when we say “speed” it is ALWAYS with regard to the et= er in which the mass is immersed. There is NO OTHER speed.

LIFTING WHEEL=

Observe the diagram “L= IFTING WHEEL”. Lower part is a view of a cut by AA seen from BB. 12 eter pumps (EP) units are represented. The eter flow (zone z) crosses the wheel in parallel sens= e (df) to its axis. The wheel= is very heavy. Its axis is vertical (F). Going step by step:

1* A vertical eter flow is generated by eter pumps downwards. It needs a small energy input.

2*= We put a mass inside the fl= ow (the spinning wheel’s mass, its tangential speed). =

3*= The flow would drag down th= e mass without inertia but…

4* …we support t= he mass with a bar prolonged out of the flow (the wheel’s spokes and axi= s).

5* The flow should stop suddenly but the coil of the eter pump has self-inductance and reacts, generating a high eter-pressure against the obstacle (the mass).

6* An automatic current regulator maintains the flow with high pressure.

7* The flow presses the mass on its own sense.

8* The mass is accelerated upwards according to the pressure’s intensity.

9* Introns are generat= ed in the mass, (a speed inside the flow, upwards).

10* After a while that speed equals the flow’s initial speed and no forces will exist: the supported mass is in balance with the flow. The mass is still wi= th regard to the supporting external world and has a speed upwards with regard= to the eter flow.

11* We remove the mass in horizontal sense (the wheel is spinning) out of the flow= .

12* The mass would fly= up with high speed if released; it can not fly up due to the axis, so it will = make a high lifting force against its supporting system. A continuous spinning m= akes that each mass part of the wheel enters between the ends of a C-shaped EP, = gets strong introns and exits to eliminate those introns as lifting force. Such = mass part works like every mass that has a speed. The formula F=3Dm.a (1) (“F” is force, “m” is mass and “a” = is acceleration) governs the stopping of that mass. To stop a moving mass in a given time-interval at a given distance works by the formula a=3Dv/t . “v” is the = speed, “a” is the deceleration and “t” is the time it take= s to stop. Replacing in (1) we have F=3Dm.v/t . The higher is the speed and the shorter is the time-interval, the higher is the force. Moreover, the spinning movement of = the wheel is perpendicular to that of the mass, so the distance to cover by the mass is very short because it is given by the torsion due to the wheel̵= 7;s flexibility. A shorter distance means a shorter time-interval. “v” depends on the EP-coil’s current, that = is to say, the intron-energy of the mass. Then increasing the wheel’s spinn= ing speed, “t” decreases and the mass demands higher current in the coils to reach the same introns.

An outcome of the phenomenon described above is a very high lifting force because we seek to stop a big = and fast mass in a very small distance and in a short time. We insist with the concept of relative eteronic speed: it is with regard to the conducting med= ium. The EP moves such medium downwards; the mass is moving upwards inside that medium but NOT with regard to the external environment. Moreover, the wheel= has a different movement with regard to the environment: it is the spinning of = the wheel and its movement vector is perpendicular to the movement generated by= the EP. <= o:p>

The lifting wheel (LW) can generate very high lifting forces if it is not forced to lift a heavy objec= t. If it is still at a fixed height it needs little energy to sustain, for example, a big craft. It could be used for propulsion but it has a big disadvantage besides NID because it needs much energy. However, the LW is an inertial device because it generates introns, like a helicopter. It can be useful as flying crane. A Chinook-shaped hull with 2 L= Ws of 10 ton each, applying an eter flow equivalen= t to 30 g can lift 600 tons= using a generating set of only 1000 HP. It is the intron-crane (IC). In building industry it will be very useful. &nbs= p;

There is an important concep= t to clarify: the potential energy.

Let us observe the IC. If it= is staying at a fixed height it needs null energy… theoretically. A real= one needs energy due to torsions of the wheels, current in coils, etc. (generat= ing heat). It is lost energy, as in every electric device. It is far lower than= the energy input of a helicopter of similar weight with fuel-engine in the same condition.

Now, if our IC seeks to move= up (specially lifting some payload), it needs energy input, so much as its tot= al weight requires (added to the lost energy). From the viewpoint of introns and gravitons, the IC moves up and gravitons leave it upwards with higher energ= y. Introns of each LW also require more energy; those introns are much stronger than those of the crane (much higher speed inside the = eter-flow) and added energy is proportionally higher. It would accelerate the LW (upwa= rds) but it is built in the crane and it must transfer its energy. In other word= s, the LW absorbs more energy transferring it to the crane that, at its time, increases energy of leaving gravitons.

If the IC moves down, the qu= estion is: what happens to the potential energy of the whole IC? In the LW when a = part of its mass crosses the moving eteron flow, that mass is accelerated upward= s. Although it does not move vertically with regard to the hull, it gets an important vertical speed inside the flow. Gravitons cross it upwards, leaving it shortened. In other words, gravitons remove much energy from the mass. The = EP must supply such energy. If the whole hull does not move vertically, the lifting force is high and the energy input is low. If the hull moves upwards the EP must supply the whole potential energy.

Now, decreasing the energy i= nput by the EP, the lifting force becomes less than the hull’s weight, so = the hull begins to accelerate downwards. If the hull falls it absorbs potential energy (as every falling mass) removing that energy from gravitons. After a given time, the hull has a falling speed and, as a consequence, a kinetic e= nergy. For not crashing against the ground, LWs must s= top it generating more force than that enough to sustain it still. If LWs work with increased energy, they emit more energy= by leaving gravitons. This additional energy must equal to the mentioned kinet= ic energy and the hull stops falling. The whole falling-kinetic-energy is sent to deep space by the LWs as gravitons of increased ener= gy.

LWs behave just like the engine of a helicopter: to move it up, it is necessary more power; to stop falling speed it is also necessary more power. In both cases we must input energy. The big advantage of an IC against a helicopter= is the next: a helicopter of a given weight needs 1000 HP to stay still in the air. An IC of the same weight needs ten to hundred times less energy. Of course, lifting a payload, additional energy is the same in both cases. Moreover, an IC has no propeller, so it generates no wind below; it is sile= nt; it can lift much heavier weights than a helicopter of similar size.

Jumbo and airbus can be repl= aced by crafts with LW. They can be built much more massive and resistant. Paylo= ads can be also much heavier. They also use much less energy to “float= 221; in air. Of course, for horizontal speeds air’s resistance is the same problem.

An important application is = for spacecrafts. The LW can be used preferentially to counteract gravity. A cra= ft with only NID propulsion has the problem of accumulating falling speed (as = seen before). The LW works like legs loaned on the ground. Using it alone to pro= pel a craft out of the atmosphere, we must face the problem of inputting potent= ial energy. Combining LW and NID, we only need to lift the craft a few meters a= nd then to use NID. Remembering the g-turbine, an eter flow can eliminate potential energy. Moving eter below LW and the craft, both move without inertia. Potential energy is due = to gravitons that leave the object upwards with more energy because such objec= t is moving upwards. Inside the NID eter flow, the c= raft is not moving upwards with regard to the eter. = Then gravitons do not remove energy from the craft and as a consequence potential energy is switched off. On the other hand, without LW gravitons release ene= rgy and accelerate the craft downwards: the free falling. The LW avoids the dangerous free falling effect and NID avoids the input of a lot of energy to lift the craft out of the atmosphere.

Then a craft with LW and NID= can move at high speeds (it only needs energy to counteract atmospheric frictio= n); it can stop as hanging in the air, it can soar and land slowly and safely.<= o:p>

In a spacecraft (in every mo= ving craft) an energy source is needed. An airbus with LW units needs energy: a small amount for “levitating” and an important amount to move horizontally due to air’s resistance. A spacecraft needs energy. Soar= ing with LW system and NID, for a craft of 1000 ton 1000 KW is enough. Not too much. Using electro-chemical cells fed with hydrogen and oxygen as “electric fuel” the fuel-container’s size is quite reasonable. Sitting an intron turbine in the craft it works for interplanet= ary trips. Recovering hydrogen and oxygen by electrolysis, the turbine supplies electric power. Such turbine decelerates the craft: it diminishes its absol= ute speed in space. That speed is in the order of 220 km/sec. It is equivalent = to the heating of the whole craft to 4 million C degrees. Losing a few km/sec,= it is quite enough for every interplanetary trip. Lost speed is easy to recover approaching a planet in the appropriate direction and letting to its gravit= y to accelerate the craft with NID compensation.