We present a new mathematical theory explaining the fluid mechanics of subsonic flight, which is fundamentally different from the existing boundary layer-circulation theory by Prandtl-Kutta-Zhukovsky formed 100 year ago. The flight path of the MH370 was traced using Burst Timing Offset (BTO) and Burst Frequency Offset (BFO). Here is a short update of the New Theory of Flight as concerns the slip/small friction boundary condition which is instrumental, with reference to the last sequence of posts: Without tripping the flow around a common wing under pre-stall conditions thus effectively satisfies a slip boundary condition with the very small friction of a laminar boundary layer, and then without the destructive crest separation from vanishing normal pressure in a laminar boundary layer. DIE STRINGTHEORIE: EIN MENÜ OHNE PREISANGABE, Klimadebat.dk: Nyheder om klima og energi. Bat flight is a package deal. 1998 Close. Has a New Force of Nature Been Discovered? Darwinians need to think consistently with their theory. It involves wing-assisted incline running and a fundamental bird wing angle. ( Log Out /  The theory described on this slide is one of the most widely circulated, incorrect explanations. The boundary layer of a wing initialised as laminar at stagnation point at leading edge, effectively turns into (acts like) slip with very small skin friction. This means that already a common wing realises the dream of very small skin friction drag associated with a “laminar wing” as a wing with a laminar boundary layer. If used they give much too big skin friction drag. The flow once turned into slip on leading edge stays with slip, because transition to turbulent boundary layer is not triggered by slip (no shear). For a wing this separation mechanism maintains the large lift of potential flow generated at the leading edge at the price of small drag, resulting in a lift to drag quotient of size 15-20 for a small propeller plane at cruising speed with Reynolds number {Re≈ 107} and a jumbojet at take-off and landing with {Re≈ 108} , which allows flight at affordable power. The further a society drifts from the truth, the more it will hate those who speak it. (or is it just me...), Smithsonian Privacy Released year. With no-slip (laminar or turbulent) the flow separates on crest destroying the functionality of the wing. We now can see slip as a limit form of a laminar boundray layer with very small skin friction (without the negative aspect of no-slip of 6. George Orwell. ), not as a limit form of a turbulent boundary layer with large skin friction, because of “by-pass” as discussed in previous post. The boundary layer of a wing initialised as laminar at stagnation point at leading edge, effectively turns into (acts like) slip with very small skin friction. Ib Lundgaard Rasmussen: Klimaet på Venus - en løbsk drivhuseffekt? Here is a short update of the New Theory of Flight as concerns the slip/small friction boundary condition which is instrumental, with reference to the last sequence of posts:. A “Good” Proxy on the Antarctic Peninsula? Subtitles. With Kaley Cuoco, Merle Dandridge, Nolan Gerard Funk, Michelle Gomez. Objectives . The net is that the flow around a wing effectively acts as having slip, because transition to a turbulent boundray layer is not triggered by artificial device on leading edge. Change ), You are commenting using your Google account. However, some claim that the data sets for each did not match. Close. The large skin friction from flat plate experiments with artificial tripping should not be used for a wing. Leukippus, 5th Century BC. Comparison between experiments for a wing with and without tripping (and other experiments) show skin friction coefficient of size 0.002-3, much bigger than laminar skin friction as shown in this plot. With no-slip (laminar or turbulent) the flow separates on crest destroying the functionality of the wing.