User talk:Rhgravity

 Phase Change Airship 

Numerous methods of gas-lift have been proposed for airships , known as an aerostat , that gain their lift from being buoyant or lighter than the heavier air that surrounds which is known as aerostatic lift. A hybrid airship has the attributes of both aerostats and of airplanes, having aerodynamic lift by the use of movement of their wings through air. A hybrid airship is an aircraft that combines characteristics of lighter-than-air (LTA), airship technology with heavier-than-air (HTA) technology such as conventional airplanes. Thermal airship use thermal aerostatic lift in the same manner as hot air balloons by heating air in order to lower its density to below that of the surrounding air. A steam balloon heats water vapor until its vapor pressure exceeds atmospheric pressure in order to pressure its envelope to maintain its shape. Buoyancy control is an important part of airships and hybrid airships of all kinds. Some hybrid airships are heavier-than-air. Thermal airships control buoyancy through the use of heat input to become more buoyant or less heat to descent to the ground. Airships vent lifting gas to lose lift when necessary. Some hybrid airships compresses their lifting gas such as helium into a small area and allow heavier air to fill the vacated space within the airship.

A new concept introduced in 2005 known as the " gravityplane " or " gravity plane " proposes the use of phase change of all or a portion of it lifting gas, which is capable of being condensed to the liquid state to lose lift in order to land or to move to a lower elevation. The most likely working fluid is water vapor that is inexpensive, readily available as water, has not harmful effects and can readily be vaporized into a lighter-than-air lifting gas using heat input like a steam balloon.

The hybrid gravity plane airship uses wings for aerodynamic flight and proposes to rise into the sky using buoyancy then fly like a glider back down to the ground. And the phase change hybrid airship proposes a sine wave flight pattern by alternating its buoyancy back and forth from being lighter-than-air to being heavier-than-air.

History
Inventor Robert D. Hunt in 2005 proposed a hybrid Phase Change Airship capable of gliding flight powered by an atmospheric power cycle that he called Atmospheric Thermal Energy Conversion (ATEC) that uses the natural temperature decrease from a low elevation to a high altitude in the same manner that ocean thermal energy conversion (OTEC) technology generates power from the Delta T of warm shallow sea water that contains stored solar energy and cold deep water for heat rejection. A power cycle is composed of a high temperature heat reservoir and a low temperature heat reservoir and its efficiency increases in accordance with the Carnot Thermal Efficiency as the difference in temperatures increases. Thereby the ATEC power batch cycle is far more efficient than is OTEC because of the much greater temperature difference of low altitude air and high altitude air than the Delta Temperature of shallow and deep ocean water.

Mr. Hunt presented his paper, “Flight Powered by an Atmospheric Power”, during the 2005 Annual Meeting of the American Institute of Aeronautics and Astronautics (AIAA) that describes the Atmospheric Thermal Energy Conversion (ATEC) power generating cycle that employs the natural temperature decrease from low elevation to high altitude. He presented a chart presenting the Carnot thermal efficiency of the Atmospheric Power Cycle based on the Lapse Rates of the Troposphere, Stratosphere, and Mesosphere, which extends from sea level upward through the Mesosphere to 88 kilometers (288,640 feet) that mathematically clearly demonstrates using the Carnot Thermal Efficiency that high altitude flight can efficiently be powered by an Atmospheric Power Cycle. http://deepheatpower.com/assets/aiaamanuscriptatec.pdf - The ATEC Power Cycle Manuscript as Presented to the AIAA.

Technology
The high temperature reservoir for the ATEC process uses the thermal energy contained in ambient higher temperature air (being solar energy stored in the air) at low altitude to provide the power source and the cooler air at a higher altitude forms the low temperature reservoir, which acts as the heat sink for the Atmospheric Power Cycle. Thereby the power cycle is actually solar powered using the radiant energy that strikes the earth and heats the air near the surface. He also proposes the use of solar heat collectors to aid the process and to keep the water vapor hot during flight Hunt proposes using lighter-than-air water vapor that has greater lift than hot air. He further proposes using below atmospheric pressure to further expand the water vapor within the envelope and alternately heating the water vapor to create additional lift by expanding the gas. Water is readily available anywhere including from the atmosphere, is low cost, and proposes no hazards. It is also readily condensed to the liquid state.

Long range gliding flight using high aspect ratio wings is the proposed method of flying. The hybrid airship uses heat energy in the air or solar concentrated heat to vaporize water into lighter-than-air vapor on the ground or at low altitude within an insulated envelope, then rises high into the sky and condenses the water vapor by heat exchange with the cold air at height to glide back to earth landing heavier-than-air. Or it can alternatively use warm air at low altitude and solar heat to repeat the process without landing forming a sine wave flight pattern.

Heat input vaporizes a liquid phase working fluid into a lighter-than-air lifting gas and allows high altitude to be gained. Gaining altitude creates potential energy by lifting the weight of the airship to great height. The potential energy is realized upon condensing the low density lifting gas to a high density liquid thereby reducing the size of the envelope holding the phase change capable working fluid and lift is lost. The potential energy of height is converted into gliding flight as gravity acceleration causes the airship begin fall and to gain speed. And, the airships high ratio aspect wings allow it to glide long distances before climbing to high altitude again in a cycle in order to form a sine wave shaped fight pattern.

The temperature dramatically falls via the Lapse Rate within the Troposphere as high altitude is attained. Heat rejection to the cold air allows phase change condensation of the lifting gas or gases to the dense liquid state that causes the loss of lift as cold air fills the area that was previously occupied by expanded lifting gas and gliding downward flight is achieved. Thereby the size of the gas filled envelopes must change to accommodate vaporization and condensation.

The working fluid is insulated from the ambient temperature of the surrounding atmosphere during the climb to high altitude and during the decent to prevent unwanted premature condensation or vaporization until the desired altitude is reached. Phase change of the working fluid is performed by heat exchangers that take in heat or reject heat to the atmosphere.

The Hunt Aviation website

and its demonstration video have been viewed tens of millions of times and is the top return of more than three million hits on a Google search under the term “phase change airship” being a novel innovation created and disclosed to the world by Mr. Hunt in 2005.

Carnot Thermal Efficiency of the Atmospheric Power Cycle
The Carnot thermal efficiency is the maximum possible efficiency of a heat driven power cycle, such as the Rankine Power Cycle or the Carnot Power Cycle. The highest temperature is subtracted by the lowest or coldest temperature, which is divided by the highest temperature and multiplied by 100% to give the Carnot efficiency as a percentage.

The temperatures in the Carnot efficiency formula must be expressed in the Kelvin temperature scale. The Carnot thermal efficiency of the lapse rate from sea level to one kilometer of altitude from sea level is:

Calculated as the Carnot efficiency, 2.076% is the maximum possible thermal efficiency for a vapor cycle such as the Rankine cycle having a high temperature reservoir of at sea level and a low temperature reservoir of  at 1 km (3,280 ft.) of height.

As the altitude increases within the Troposphere, the temperature decreases and the Carnot efficiency also increases as the Delta T becomes larger with height. At the top of the Troposphere at 11 km (36,080 ft.) of height at with a low temperature reservoir of -51.1deg. C. (-60 deg. F. or 222 K) the Carnot Thermal Efficiency increases to 23.18% that is more than sufficient to support long range gliding flight using the Hunt ATEC process.

Patents
Mr. Hunt began applying for patents on the underlying science of the gravityplane by as early as 2003 and the first international application titled, "Air glider or sea glider alternately being lighter than air or water to being heavier than air or water, having a gas turbine of hydro-turbine to harness the kinetic energy of motion through the air or water, and method", was filed in 2005:

http://patentscope.wipo.int/search/en/detail.jsf?docId=WO2005007506&recNum=210&office=&queryString=robert+daniel+hunt&prevFilter=&sortOption=Pub+Date+Desc&maxRec=387

http://www.google.com/patents/WO2005007506A2?cl=en

Abstract of International Patent WO 2005007506 A3: An air glider or sea glider having long narrow, high aspect ratio wings in order to produce a high glide ratio and having a gas turbine or a hydro-turbine coupled to the air glider or sea glider respectively to generate power via the movement of the submersible through the air or water to harness kinetic energy from the forward motion of air gliding or sea gliding.

International Patent WO 2005007506 A3 includes five US Provisional Patent Applications by reference:

U.S. Patent Application Number 60/572,933 titled, “Phase Change Airship, using low Pressure Steam as a Lifting Gas” dated May 20, 2004. U.S. Patent Application Number 60/439,514 titled, “Methods and Apparatus to Generate useful Power, Refrigeration, and Heating from Harnessing the Potential Energies of Position Via the Continuous Placement or Formation of Bodies of Mass to Create Mass Differentials, Caused by the Gravitational Pull of the Earth, that Are Immediately Converted to Kinetic Energies of Motion in a Cycle” dated January 13, 2003. U.S. Patent Application Number 60/467,525 titled, “Airship Powered by Gravity Acceleration for Transport and for the Generation of Useful Power” dated May 5, 2003. U.S. Patent Application Number 60/484,903 titled, “Gravity Powered Aircraft via the Use of Vacuum-Lift Contained within a Cellular Matrix Airfoil” dated July 7, 2003. U.S. Patent Application Number 60/491,108 titled, “Energy Generation via the Forces of Buoyancy and Gravity Acceleration” dated July 29, 2003. U.S. Patent Application Number 60/491,852 titled, “Flight Can be Sustained Using the Forces of Gravity – Buoyancy and Gravity Acceleration” dated August 1, 2003. U.S. Patent Application Number 60/532,550 titled, “Gravity Powered, Fuel-Less Glider Useful in the Air, on the Surface of the Water, or as an Underwater Sea Glider” dated December 26, 2003. U.S. Patent Application Number 60/532,535 titled, “Gravity Powered Flight and Gravity Powered Energy Generation via a Phase Change Process” dated December 26, 2003.

Additional Robert D. Hunt International patents that incorporate the gravityplane by reference:

International Patent Application PCT/US2004/001164 titled, “Potential Energy of Position Power Generation System and Method” dated January 13, 2004. International Patent Application PCT/US2004/007369 titled, ”Hybrid Wind and Solar Powered Turbine; Hydro-Turbine; Air Compressor; Hydraulic Pump; Air or Hydro-Propeller, Having Pivotable Shutters on a Rotating disk” dated March 6, 2004, that claim priority to U.S. Patent 60/452,119 and U.S. Patent 60/500,362. Rhgravity (talk) 02:39, 8 June 2014 (UTC)

An article titled, "Using Gravity to get off the Ground" by Stephen J. Mraz, Senior Editor of Machine Design Magazine under the section heading "Aerospace" In which he questions, "Can a plane climb like a balloon and fly like a glider? published on February 19, 2004: http://machinedesign.com/technologies/using-gravity-get-ground

Rhgravity (talk) 02:49, 8 June 2014 (UTC)

GravityPlane or Gravity Plane
Hi, I recovered your material that another user removed from the Airship article and posted it on the associated talk page at Talk:Airship. If reliable sources can be established, I think it can be put somewhere suitable and kept. you want any help, drop me a line. &mdash; Cheers, Steelpillow (Talk) 21:07, 7 June 2014 (UTC)


 * Being new to editing on Wiki I could use your help. My contact information is on my user page. How do we make a page for the gravityplane? We are getting some good information of this talk page and it seems several persons are adding things and making edits. So far they all seem accurate.

Rhgravity (talk) 05:19, 9 June 2014 (UTC) User:Rhgravity


 * Hi, Dr. Hunt. The big difficulty here is in establishing the encyclopedic notability of the gravity plane. You yourself are deeply involved and Wikipedians will be concerned that you may have a conflict of interest which would lead you to push a particular point of view. Collectively, we may not regard your own source material as adequately reliable. Certainly, your claimed refutation of Bernoulli's principle will raise a few eyebrows. Your position is not impossible. Our guidelines on conflict of interest advise that, if you are scrupulous about following our community rules on content and personal conduct, you should be OK. I should warn you that some Wikipedians are a grumpy and impulsive lot, and one sometimes gets a rough ride from them. Unfailing courtesy, objectivity and neutrality are one's best defences. I will do my best to support your ideas, but I cannot guarantee success. Returning to the gravity plane, I am hopeful that your AIAA paper and mention in a couple of mainstream publications, however brief, will lend credence to the idea and some mention can be made. But much of your detail discussion appears speculative and unsupported by any independent voice, and Wikipedia is in truth probably not the best place for it. How much it needs to be shortened will in due course emerge as a consensus within the editing community, but I would suggest from experience that you do not set your hopes too high. At the moment the Wikipedia user interface seems to have broken and I am having trouble editing. I will give it a while to recover before I come back, although I have done some basic cleanup of your wikitext code above, while I am here. Meanwhile, I hope this is useful to you. &mdash; Cheers, Steelpillow (Talk) 09:11, 9 June 2014 (UTC)

Hi Steelpillow, I want to thank you again for you help. We can still work on the material on the Phase Chage Airship. Other than the first mention of the time the initial patent was made with the link to it, I was going to put all the other patents and the articles as references with the hope that they would support the data, especially as the articles are not my work and provides evidence that for a while the gravityplane was substantial news. And of course after the funding committed back out and I went on to other things to make a living there has been almost no follow up since 2009 or so. In part that is the reason I wish to get the key elements of the technology on Wikipedia as it is a tool that provides learning and understanding.

Most probably unless I make enough money to build as small of a prototype as is practical it will never be constructed. I am not trying to raise money. I just believe in the concept so strongly that I hate to see it die. Actually the gravityplane was a work in progress and many different concepts to create a phase change airship were explored, which explains all the different patents. The original video in 2003 featured compression of a lifting gas to change buoyancy (like the new Aeros Corp. model which I worked with on the Walrus project as I had bid on construction of a vacuum cell capable of performing vacuum lift but did not get the award so Aeros contacted me in regard to a structure capable of withstanding the forces of a vacuum) and was not even a phase change hybrid airship. I am going to put all the patents on the website. I am removing Hunt Aviation at the www.fuellessflight.com URL and will only call it the gravityplane as the title. Remove most of the junk on the site that will be cleaned up and updated. The site has not been worked on in years. Basically my goal is to preserve the ideas embodied in the gravityplane for future generations. After I am gone (66 years old) who will keep the site up. Most likely nobody. I personally think that a phase change airship is an important concept that hopefully will embraced so day to make the world a better place to live. I am nearing my final work years and realize that as well. Again thanks for the support. I posted an explanation about Bernoulli on the airship talk page that I hope provides some insights into the fact that direction is key to pressure that was verified by ever experiment that I ran. Velocity on changes the level of inertia. I was not trying to bash Bernoulli's Principal; I was merely attempting to discover the role direction played on pressure and was surprised to learn that it is actually the cause of pressure --i.e. the vector angle of the applied force just as it does with levers and other mechanical devices. Pressure in not a scalar quantity as thought by Bernoulli but is a more complex Vector Quality that increase or decreases in regard to the vector angle from which a high velocity fluid flows. And it does have some interesting applications for flight which have not yet been fully researched at this time. I constructed a wing that according to common description for a conventional wing should not fly at all. Yet it lifted more than any other wing that I tested including conventional designs. The work is not finished so I have kept it private for the time being. When viewing an old science with an all new interpretation takes some time. With each new experiment I come away with new questions and with new ideas of what to test next. Once the process is finished and I have tried ever thing I can think of, then all the data has to be processed to gain an overview. But certain early results are very interesting and have worked as expected when the new understanding of direction is taken into account. Again thanks for the support. User:Rhgravity to User:SteelPillow 2602:306:2598:5FB9:EDE9:C0AB:38B4:F0A1 (talk) 23:49, 9 June 2014 (UTC)
 * Thank you, yes, if you can post references to articles about your ideas, that will help enormously in establishing their notability (I should have given you this link before). I do find that discussions about pressure are sometimes confusing. It typically comprises four components: a static pressure derived from the basic gas law PV = nRT, a dynamic pressure or "ram-air" effect, a reaction due to acceleration caused by say a curved duct or the Coanda effect, and the component discovered by Bernoulli - at least, I think all these four components are distinct, but I have never seen a clear explanation that made sense to me (I am not very good at following textbooks full of dense equations). At risk of stating the obvious, the Pitot tube makes use of these different components, both in the way it works and in the ways a poorly-designed one can give false results. &mdash; Cheers, Steelpillow (Talk) 09:12, 10 June 2014 (UTC)
 * I have now added a basic description of the GravityPlane to the article on the Hybrid airship. The main problem in adding more is to find independent references from which one can both verify the various claims and establish their notability. &mdash; Cheers, Steelpillow (Talk) 11:23, 24 July 2014 (UTC)