ToniT

To get a following of people interested in your inspirations, Google provides a good free blog site at blogspot.com or otherwise known as Blogger.com - Create a unique and beautiful blog. It’s easy and free. I recommend creating a page of links to your posts. Where the links are organized into a Table of Contents; with Headings like Aerodynamics, Aircraft Missions, Music Melodies, Physics, ... whatever categories interest you. That way you can blog about random topics, and yet visitors and yourself, can easily find groups of articles that interest them. Over 40,000 people visited my pages, until I took my blog down because I professionally was looking for an opportunity, and I didn't want my often non-mainstream views from blocking access to the opportunity I was seeking. I suggest creating your blog under a fictitious name so your published views do not effect your access to professional opportunities. Google provides reports of how many people (anonymous) visit each post, and where they are from geographically.

Sometimes, performance capability with specific characteristics outweighs the priority for efficiency based on a specific or class type of mission. I think for your concepts, maybe don't restrict your development strictly to energy efficiency and consider other potential performance benefits. Even Gyroplane Jump Takeoff, is not energy efficient as compared to runway takeoff. But it serves a function when there is no runway. VTOL as far as I know is never energy efficient, but it serves a purpose that outweighs the interest in energy efficiency. Thinking outside the box on the wild side, your concept could potentially be applied with a computer to provide a flat spin with lift, to act as an emergency measure to arrest a fall like a ballistic parachute without the parachute. An airliner instead of doing an emergency landing along a long stretch of obstacles, might land vertically at an acceptable sink rate. This is just an example of thinking of how energy efficiency is of lesser importance than the applied mission. Maybe make a long and wild list of missions that you think your concepts might apply to, and add to it every few days (the brain needs 3 days to correlate 75% of what we previously considered). Then after a while, see if anything jumps out at you and/or your associates as a direction to apply efforts. Something about "Moments of Inspiration" (genius). Everyone has moments of inspiration many times every day. However, they only last about 3 seconds and then they are forgotten. Keep a pocket notepad and pencil with you every moment of every day. When your brain correlates momentarily vast relationships to provide you with an inspiration, write it down as fast as you can in detail. This will help you remember the details of your inspiration so you can come back to it later. If you do not capture your moment of inspiration, it is gone forever; until someone else has a similar inspiration to explore. For the Moments of Inspiration you do not plan to develop, create a blog and write them down for humanity to explore. These become part of other people's inspirations and you become part of progress.

I look forward to your developments. I wonder if an RC mock-up would reduce the cost and iteration time involving implementing your concepts. Also, a related YouTube video could potentially support a Kickstarter fund raising campaign to built a full size prototype. ... Plus I think seeing your concepts in a video would be .. Cool as H_LL !!!

Declassified Reports related to Boundary Layer Propulsion In all developments vacuum/suction was used FLIGHT TEST EVALUATION OF A DISTRIBUTED SUCTION HIGH-LIFT BOUNDARY LAYER CONTROL SYSTEM ON A MODIFIED L-19 LIAISON AIRCRAFT US NAVY Aviation Materials 1966 (declassified) http://www.dtic.mil/dtic/tr/fulltext/u2/635953.pdf APPLICATIONS OF HIGH EFFICIENCY BOUNDARY LAYER CONTROL OFFICE OF NAVAL RESEARCH (declassified) http://www.dtic.mil/dtic/tr/fulltext/u2/135753.pdf Public Domain NASA jet engine used to propel aircraft by sucking intake from boundary layer NASA Runs First-Ever Test of New Jet Engine Tech The Jet Airplane Using Boundary Layer Air for Propulsion Douglas Aircraft Company http s://arc.aiaa.org/doi/abs/10.2514/8.1273?journalCode=jans

Nev, agree broadly, but I'm thinking of a turbo prop helio-courier. In a demonstration, the plane took off from a runway and entered a climb that traced back on the ground over its point of take off and then landed back on the same runway it took off from. The relative wind and high angle of attack provided a lift vector up and backwards. I'm thinking an actual/virtual pressurized air plenum could change the shape of an already safe fast wing, provide laminar slots and burble cancellation at high speed (slipping through the air with less drag), and leading edge thickening at slow speed (providing STOL performance). By itself, a single rotating cylinder makes a poor leading edge for a high speed air foil; it's a cylinder and not aerodynamic. But what about a slotted leading edge. Not just providing for laminar air flow, but also a virtual air plenum to dynamically change the effect of the relative wind over the wing; i.e. changing NACA air foil shapes. By having zones of independent pressure control of the laminar flow slots, this provides a safe variable geometry air foil. If the system fails OFF, the plane reverts to a high speed air foil. If a zone loses pressure control, shut it off and revert to a high speed air foil. All flight has risks, and engineering a high reliability blower and pressure control seems plausible. The highest risks occurring during takeoff and landing transitions; when STOL performance is wanted.

Regarding laminar air flow, how would one better provide laminar air flow AFTER the trailing edge of a wing. I propose that turbulent air after a wing produces a minor vacuum; though I don't have any such data (moving a leaf trapped in the vacuum of a paddle as the paddle is swept through the air). As you can see in the below video, laminar air flow breaks up after the trailing edge of a wing. The air splitting at the leading edge DOES NOT meet up at the same time with the air at the trailing edge. Cambridge scientist debunks flying myth So could a pressurized plenum create a smooth transition of air flow at the bottom trailing edge of an airfoil, to provide laminar air flow after the passing of the wing? The purposes being: 1) more aerodynamic wing; lift with less drag 2) quieter wing, potentially applying to propeller design 3) an alternate form of propulsion (already been done in youtube videos) 4) with a sensor array, a dynamic way of controlling aircraft wing flutter 5) to neutralize vibrations and heaving from thermals to provide a more pleasant passenger experience Are pressurized slots in the top of the wing needed, if the laminar flow is constant and turbulence is neutralized after the trailing edge of the wing? The power needed reduced by creating a bump just before the pressurized plenum, so that a much smaller volume of air is needed to match the velocity of the upper wing trailing edge air flow. Or even eliminating the trailing edge, by providing a pressurized plenum as the trailing edge.

Imagine, you are on final approach on a gravel bar. At 55 mph the blower starts and leading edge opens. The stall speed dropping to lets say 30 mph (but 15 mph is not too far fetched). The difference in landing roll out of 50 mph versus 30 mph is significant. A CH 701 lands within 80 feet at 30 mph. A Pulsar XP currently lands with a stall speed of 50 mph at 800 feet; 10 times further. Pushing the concept further, could the pressurized plenum provide for near VTOL performance at slow air speeds, and a different reuse of the same blower, increase cruising air speeds.

I've seen many RC models that use pressurized plenum airfoils. Some use a virtual plenum to create an external chamber around an otherwise non-airfoil. Flying Pipe These would be more suited to making a fast aircraft stall at a slower airspeed. So like Marty_d said, start with a plane like a Pulsar XP that cruises at 180 mph, and use a pressurized plenum to provide STOL performance. I can imagine a hinged leading edge and a squirrel cage blower under it, that opens automatically when airspeed and blower pressure are compatible at slower air speeds. "Potentially" reducing the 49 mph stall speed of the Pulsar XP to some significantly lower air speed. Instead of using the pressurized plenum to increase air speed, use it to lower the stall speed of a fast air foil.

Seems to me that a variable thickness and wing shape is easy to achieve mechanically. But every piece adds weight. I can create mechanisms to transition from one NACA airfoil to another (STOL to Cruiser), but the materials double the weight of the wing. But let's say I have a revelation and am able to create a lightweight variable geometry wing. What other aircraft structural considerations need to be considered to double Vne? I am particularly interested in a variable geometry airfoil for the CH 701. But it only has a 550 # useful load before modification.