17. The Actual Problem
The limiting factor governing the economic viability of all Jet Powered Aircraft today is no longer the efficiencies of the technologies involved, but the particular manner in which these are applied in utilising Sir Isaac Newton's 3rd Law of Motion.
Consider, the Aircraft does work upon the Air Mass (atmosphere) through which it is caused to pass by the ACTION half of it's Air Mass Motion System created by it's engine. In the REACTION half of it's Motion System the atmosphere is caused to do work upon the Aircraft in, motion response. Consider, each of these Air Mass Motion Systems comprise entirely different forms of energised Air Mass which are required to perform totally different physical functions and at totally different working rates upon the Aircraft's structure inclusive of it's engine.
Repeat statement; "as things are", a Jet Powered Aircraft in reality is caused in physical REACTION to fly forward between two entirely differently acting, rearward flowing, Air Mass Motion Systems which together, form the Aircraft's Motion System .
The trouble is, since Jet powered Aircraft were first invented the ACTION and REACTION halves of the Aircraft's Air Mass Motion System have been caused to combine and overlap throughout the Jet Engine part of the Aircraft's structure. It is the Air Mass Motion Losses caused by the collision and the resulting shear stress loads between these two totally different Air Mass Motion Systems caused to combine and act throughout the internal part of the Aircraft's structure comprising it's jet engine that is the fundamental source and cause of virtually every technical and economic problem bedevilling the world's Jet Powered Aircraft Industry today.
The ACTION and REACTION halves of the Air Mass Motion System of conventionally configured Aircraft which are forced to combine and overlap throughout the Aircraft's internal structure formed by it's Jet engine have to be separated. In other words, they need to be so organised that they are caused to form and act as a clear, separate, consecutive series of actions and in so doing be caused to form a properly integrated, continuous, Motion System Cycle. Because the overlap between these Systems Actions has existed since Jet Powered Aircraft were first invented the ACTION and REACTION halves of the conventionally configured Jet Powered Aircraft both work for and against each other upon the Aircraft's structure (throughout it's Jet Engine) at, one and the same time. To correct this situation the REACTION half of the Aircraft's Air Mass Motion System No.2, i.e., that of the Air Mass (atmosphere) in acting upon the Aircraft's structure must be required to bypass the entire Structure of the Aircraft that comprises that of it's physical Jet Engine/Engines. This must be accomplished before the REACTION half of the Aircraft's, Air Mass Motion System Cycle so created is completed. In other words, the operation of the Jet Engine both as a physical engine and Air Mass Motion System must be totally enclosed within the REACTION half of the Aircraft's Motion System Cycle. The physical "Frame of Reference" of the REACTION half of the Aircraft's Motion System has to be extended in order to allow this to happen which is what the "Air Velocity Gearbox" does. Then and only then will this vast Industry be able to achieve economic, supersonic, hypersonic and single stage to orbit flight and, at the same time, break the inexorable rise the operational costs which will undoubtedly cause it's economic collapse unless redressed soon.
Trying to solve the problem by adopting varying types of, bypass, variable cycle, fan and scram Jet Engines is to totally fail to understand the real problem.
The Industry still cannot deliver the thrust from these different types of engine through anything other than via the engines steel mounting bolts because of the overlap in operation between Air Mass Motion Systems No's 1 & 2 as they are jointly caused to act upon the Aircraft's structure. And, as previously stated, we cannot gear a drive through steel mounting bolts. Consequently, the effect of these different types of engine could only make themselves felt in the REACTION half of the Aircraft's Motion System which is too late to be properly Motion Effective in terms of the lessons learned from the introduction of the mechanical gear box into the motor car. As a direct consequence, the affect that these different types of engine have upon the conventionally configured Aircraft's, Air Mass Motion System can only be of very limited economic benefit which is off course, true.
This is why in spite of all of it's technological brilliance this vast Industry is still limited to having to produce and create, virtually, a different type of Jet Engine for almost every type of Aircraft flight. It is also why in spite of all of it's tremendous talent the resulting horrendous costs amounting to many billions of £'s over the past four decades in trying to solve the poor propulsive efficiency problem of a modern Jet Powered Aircraft in this way has resulted in this Vast Industry belonging, not to itself, but to it's bankers. This was because, the improvement in operational economics so gained could in no way support the development and production costs of such changes and still prove to be sufficiently profitable to achieve self financing of it's own ongoing existence.
As a direct consequence, it's pursuit of technological excellence in this direction has in fact been powering the decline in it's profitability in real terms in spite of having enjoyed a continuos market growth over this same period. What Price Technology? This has got to change and fast
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