Master of Science #32 - 02/25/2025

Tune in to "Master of Science" with Professor James McCanney!

Episode Transcript

Speaker 1 (00:03):
Welcome to Master of Science with host Professor James McCanny.
The good professor's career spans fifty years as a university teacher, scientist,
and engineer. Each week, he will explore the rapidly changing
world of science as many long held theories are crumbling
under the weight of new data. He will cover the

(00:23):
fields of geology, archaeology, meteorology, oceanography, space science, astronomy, cosmology,
biological evolution, virology, energy, mathematics, and more. So please welcome
the host of Master of Science, James McCanny.

Speaker 2 (00:52):
And good evening once again, episode thirty two. We're moving
along here in this ongoing television series and this is
going to go on for a long time. We have
the word from above, so to speak, that many, many
more people are watching this every week. So tell your friends,
tell your relatives, Tell even people you don't like they

(01:16):
should be watching this show. So tonight I will be
covering aerodynamics and comparing what I call God's wings the
wings of birds, to man made wings, the wings of airplanes.
We'll see what the big difference is, and there's quite
a bit of difference. Actually, I'll be comparing wings of

(01:38):
birds to sail boats and there's many different types of
sails out there. When you talk about sales boat, going
back to the old square riggers, the Polynesian canoe sails,
the Marconi rigs that are used, the modern triangle rigs,

(01:59):
the gaff rigs that were used back in the old
in the eighteen hundreds, and where they had top sails
to fill in the little triangle at the top big
schooners where they had massive, massive amounts of sail on
these boats. And how could they get that much sail
on a sailboat? Well, how does that work? Well, we'll

(02:19):
be talking about all of that. First of all, in
the news, you cannot look anyplace without seeing some kind
of headline that there's a planetary alignment alignment going on
right now. So if you go out in the evening sky,
you can look up in the I think it's the

(02:42):
evening sky, and you can see five planets that are visible.
So there's people prophesizing that's the end of the world,
and there's famine and war and the usual list of
characters talking about the destruction and the imminent decline of

(03:03):
the world or whatever. And let me just tell you
something that, first of all, this is a visual alignment.
There are no real alignments. And when I talk about
alignments in my work, I talk about electrical alignments. For
this picture up here right above me. I talked about

(03:24):
this last week, where there are literally electrical connections going
on in outer space between comets, between planets, between moons
and planets, et cetera. And so that's a little that's
a whole different ballgame. What they're talking about now, in fact,
is a visual alignment. So they here, you have the Sun,

(03:48):
and we're in our orbit around the Sun, and if
you look off at a certain time in the evening
or at night, I believe it's right after dark, you
can see the planets up in the sky. And you know,
your local weather channel has probably a video. There's many
videos online exactly where to look and at what time, etc.

(04:08):
But it is a visual alignment only because the planets,
if you look at the Solar System, are not in
a line or some kind of alignment or something not
at all. And when I talked about alignments, for example,
I think it was last week I talked about or
maybe two weeks ago I talked about the Jupiter winds.

(04:30):
And back in the nineteen nineties when the military put
up a satellite measuring electron currents around Earth and they
just got this big blast of electrons from Jupiter and
they couldn't figure out what was going on. Well, we
were caught up in an electrical discharge that involves the
Sun and Jupiter, and we got in the middle. We
got tangled up in the middle of that like a

(04:51):
big snake in outer space, and they measured it with
this satellite. So that is an electrical alignment which is
totally different, and that is not necessarily a perfectly lineal alignment.
And so in fact, when you look at the position
of the planets now, there's not a single one that

(05:14):
is in an electrical or lineal or even near lineal
alignment with the Sun or with any of the other planets.
And all of these discharge electrical discharges are relative to
the Sun. So if we were coming up, I talked
about this that in a couple of weeks, in March

(05:36):
twenty second to twenty third, we will have an inferior
conjunction of Venus. That's where Venus comes between Us and
the Sun. And I talked about quite a bit of
time on the inferior the Venus inferior conjunction FLU sounds
like the name of a rock song. So the venus

(05:58):
inferior conjunction FLU is when we pass through the comet
tail of venus, and also we excite venus because of
that electrical connection, and the tail of Venus becomes larger
and we get this influx of nucleotide material. These are
very what you might call poorly formed, rudimentary biological formations

(06:23):
of chemical chemical structures and forming with hydrogen, oxygen, nitrogen,
and carbon, so the basis of life. And so when
it falls into the atmosphere, you ingest it, you breathe
it in, and your body doesn't know what to do
with it. So that's what the FLU is. That's your

(06:44):
body trying to get rid of this stuff. Anyway, go
back and listen to previous shows. I just wanted to
start off by talking about the planetary alignment, which is
big in the news. So I want to mention that
whenever there are planetary alignments or visual planetary alignments like

(07:05):
the current one, there's always somebody who comes out and says, oh,
there's going to be earthquakes and damage due to planetary
alignments due to gravity. The reality is that we are gravitationless.
In other words, we don't sense any gravitational force from

(07:26):
any of the other planets in the moons, etc. And
what we do detect from our own Moon and the Sun,
because it's so big, is something called tidal forces, and
that's a short range force and only works when things
are relatively close, like our moon. So if the Moon
had oceans, for example, it would have a tremendous tide

(07:49):
that would go around based on Earth It's rotation on Earth,
and this would point outwards the oceans would if the
Moon had oceans, this tide would point towards Earth on
the close side because the force at the near side
of the Moon is more than the force of gravity

(08:10):
at the center of the moon. And on the far
side the water would fall away, so to speak, because
the gravity there is less than the gravity due to
Earth at the center of the moon. And so these
are tidal forces and vice versa. We have tides on
planet Earth because Earth is spinning every twenty four hours
underneath the Moon, so that gives us this tide which

(08:33):
moves around the Earth at about one thousand miles an
hour at the equator. Absolutely incredible. But what we see
is a rising and a falling of the water on
the coasts, and it's more prominent in some places like
the Bay of Fundi has a very large tide, whereas
other places have much less tide, and that's due to

(08:56):
the force of the moon. And then during full and
new moon, when the moon is aligned with the Sun,
we actually have a higher tide because the Sun is
so its gravitational field is so large. But these are
differential forces. They're a third order force. But taking that away,

(09:17):
we are gravitationalless with respect to all the other planets.
And you might think of it this way. You know,
you send an astronaut out into lower orbit and they're
going around in a circle. Well, why are they gravitationless?
Because centrifical force is they're spinning around like you spinning

(09:37):
a rock on the end of a rope. There's a
centrifical force that is an outward force. That's what the
keeps the string tight when you have a rock and
you're spinning it on the end of a string. But
out and outer space what happens, Just like the strings
force on a rock, gravitational force pulls inwards, so there's
a balance there which gives you an and that zero force.

(10:01):
So that's why the astronauts in lower th orbit are gravitationalists,
even though they are subject to two forces gravity and
centrifugal force. So and we're the same thing if we
are moving amongst the planets. Now is one of the
brilliant observations of Einstein, for example, was to understand that

(10:22):
we are moving through this curved space on a straight line.
So relative to gravitational fiels, we're moving in a straight line,
and so we're gravitationalless relative to the environment, the gravitational
fiels of the other planets. Okay, I don't want to
spend the whole show talking about this. I want to
get right into the discussion of aerodynamics. Now, this is

(10:45):
a complicated topic, but the's and okay, I can't help
but laugh here. Now, I know there's physicists listening to this,
and engineers and people possily work industries. Maybe there's teachers,
Maybe there's high school teachers out there that teach science
or physics. And when it comes to the topic of lift,

(11:08):
aerodynamic lift, we talk about an airplane lift or the
lift on a sail On a sailboat, wind coming by
and causing lift on an aerodynamic shape like a sail
on a sailboat. They always go back to something called
the Bernouilli principle, and it is completely false and misused. Now,

(11:32):
a number of shows ago I talked about the BET's limit,
as used incorrectly in the wind energy industry to describe
the amount of energy you can extract from a column
of wind where you have this stupid three blade wind
turb and that doesn't work. The wind blows right through it.
Ninety five percent of the wind doesn't even touch the blades.

(11:54):
I saw one the other day. The wind is blown
like crazy and that thing is just spinning slowly. Oh
my goodness. Well, anyway, don't get me started on that.
But anyway, talking about the BET's limit, the issue is
that the BET's limit, like the Bernouilli principle, requires a

(12:18):
non compressible fluid. Now what does that mean. That means water,
hydraulic fluids. Most liquids would be classified as non compressible.
There's a slight amount of compression going on there at
room temperature and under normal conditions, but most liquids are
non compressible. That means if you put it into a

(12:42):
hydraulic system and you put pressure on one side of
the hydraulic system, it will it'll transfer a force to
the other side of the hydraulic system without any loss,
without any compression, without any change in the volume inside
hydraulic system. And that's how you can get mechanical advantage.

(13:04):
That's why you have this little hydraulic jack and you
can very easily jack up your car with this little
hydraulic jack. It's like using pulleys or something. There's a
mechanical advantage, but it depends on the fact that fluid
in your hydraulic press or jack or whatever you're using

(13:27):
is non compressible. So the BET's limit requires for it
to be useful, requires a non compressible fluid. The Bernouilli principle,
which talks about the difference in the pressure based on
the movement of your fluid, also requires a non compressible fluid,

(13:52):
which is like I say, water or something like that.
But air is not a non compressible fluid. It is
a compressible fluid, a Newtonian fluid, and so Newtonian fluid
is kind of a general name for anything kind of
that has free, free moving not in a frozen state,

(14:13):
so to speak, or not in a solid state. Let's
put it that way. And so the Bernoili principle does
not apply to aerodynamics, and it's used all the time incorrectly. Okay,
And there I know there's going to be some professors
out there screaming because they've been teaching this, they learned

(14:35):
it in college, they've repeated it. But it's very simple.
If what the Bernoili principle says is that if you
have a fluid moving over an aerodynamic shape like a
wing on an airplane, the distance that the air travels
over the top of the wing is greater, and therefore

(14:57):
the air has to move faster to come back meet
with the other column of air in the laminar flow
coming off the underside of the wing. Therefore, the pressure
is last on the upper side of the wing, and
that causes lyft. It doesn't explain the amount of lift
we get from aerodynamic shapes. We get a lot more
lyft than is explained by the Bernoily principle. And if

(15:20):
you take something like a sail let's look at a
sailboat and you have this thin sheet of material, it's
like cloth, It's like as thick as your bed sheet.
It's a thin piece of cloths. So the difference in
airflow on the inside and the outside is minuscule. And
so the Bernoily principle, if used in that respect, would

(15:45):
not allow for any lift at all. It doesn't explain
what we see. And the fact is, let me use
this example also for the people to die hards out
there who are going to kick and scream and jump
up and down and hit the desk and away because
they're mad. And this is, by the way, gets back
to something called the professor syndrome. It'sn't actually a psychological state.

(16:09):
And they've actually discovered enzymes in the human body, primarily
because it's so common amongst professors. And I you know,
I have that category too. I earned my professorship as
a young person. And so it can be something you

(16:30):
really have to guard against. Let me tell you, when
something that somebody tells you is contrary to what your
firm belief is, this trap door closes in your brain
and resists letting that information into your brain. So all
those professors out there, all those high school teachers, all

(16:50):
those college teachers, all of those engineers working in industry
that use the Bernouilli principle to explain lift on an
air dynamic shaped like a wing. It's wrong, and the
reason is one of the reasons. There's many reasons, but
the biggest reason is that air is a compressible fluid.

(17:12):
And I'll explain this. For example, that's why you put
air in your tires. You don't put water in your tires.
You could put water in your tire just as easily
as you could put air. You could put hydraulic fluid
into your tires just as easily as you could put air.
But why do you put air. Because it's a compressible fluid.

(17:33):
It's a in the strict sense of the world. That's
what we call Newtonian fluid. So air, the atmosphere, air
like you're breathing right now, is a compressible fluid. And
that's why we put it in tires. For example, because
what happens when you're going down the road you hit
a bump. The rubber in the tire compresses and the

(17:58):
air inside compresses. So if you're hit a lot of bumps,
your tire's going to heat up. Why because you're compressing
that air, compressing the air, compressing the air every time
you hit a bump, and it heats up the tire.
So on a hot day, you're going down a bumpy road,
your tires get hot. It's because of the compression and
the tire changes shape. And the new radio tires I

(18:21):
actually are run at a little bit low pressure. They're
not completely inflated like a balloon. They're at a slightly
lower pressure. Then that gives you a nice smooth ride
and saves a lot on your shock absorbers and springs
because the tire itself is a shock absorber, because air
is a compressible fluid taking up part of that shock.

(18:46):
And I gave the example also when I was talking
about the BET's limit of a semi truck or a
car going down the road. A semi truck is the
great example because it has that big flat back end
of the box in the back, and you're driving down
the road in your semi truck and the air comes
around the cab. And now they have these cabs with

(19:08):
all this aerodynamic windage shielding so that the air comes
around the cab and goes back. But what happens when
the air comes around the back of that big square
back of the truck, it can't get back in there completely.
Very quickly, and it leaves the vacuum back there, so

(19:28):
that the back of that truck is literally sucking that
the truck backwards. And you'll find some trucks they actually
put a little bit of a like a shield there
to allow the air to flow back around, but they're
not very effective because you still have the vacuum in there.

(19:49):
It still creates a vacuum. But the point is that
that same principle happens with a wing, and the real
cause of lift on a sail or a wing or
a bird's wing or an airplane wing is because what
happens is that when the wing enters the air, first

(20:14):
of all, it compresses the air. Let's imagine that you
have a box of air here, imaginary box of air.
It's just sitting there a room temperature, and all of
a sudden, a long comes an airplane. It's six hundred
miles an hour, and that's the wing of the airplane
is entering your box. The first thing it does is
it compresses that air, because air is a compressible medium.

(20:38):
And so the air then flows around the wing, and
the sense the wing is kind of canted above and below,
the air hits the bottom of the wing and it
causes a lot of pressure. So that's a momentum, that's
a kinetic energy transfer to the bottom side of the wing.
And as the air flows over the top of the wing,

(20:59):
what happens. It can't get back down. It's not a
laminar flow. It is not. I repeat it is not.
I'll repeat it again. It is not a laminar flow,
which would be the case for the peranoiling principle to work.
It is not, excuse me, a laminar flow. What happens

(21:20):
is the air cannot get back down to the wing,
just like in the back of the semi trailer. The wing,
the air cannot get back down and it leaves a
vacuum on top of the wing. And the faster you go,
the bigger the vacuum, and the more the lift, and
so the lift of an aerodynamic shape. As you go
faster and faster and faster, that vacuum becomes more and

(21:42):
more and more, and it causes turbulence, which gives you
a loss of energy. But that's the cause of lift.
And so, like I say, if you had a sail
that's a great example. Bird's wing mimics a sails like
on a sailboat. Very closely, because the bird's wing is

(22:04):
not flat like an airplane wing. A bird's wing is
you have the bone in there in the front part,
and you have the feathers wrapped around there. But you
have kind of like a it's more on the shape
of a sail across section of a sail. And so
what happens is the air comes up and it hits

(22:27):
that and it gives you an extra boost because the
sailor is the wing is indented, and then the air
comes over the top of the wing and causes that vacuum,
and then the air column from the top and the
bottom meet again and you get a little bit of turbulence.
But that's when the feathers taper off and the it

(22:51):
gives you the minimal amount of turbulence flowing off the
backside of the wing. And also take a look here
at a soaring wing of a bird. And another thing
that happens is the bird wing is at the top
of the bird. Most jetliners, for example, have the wings

(23:12):
coming off the bottom. There's a few styles of airplane
like the bombed ere the who makes that one? The
I forget offhand company out of Florida. Anyway, the wings
come off the top of the airplane, and so that
affects how the wind comes as the wind hits the

(23:33):
fuselage of the airplane and it comes around. If you
have the wings on the top like a bird, then
what happens is that air then is going outwards and
it flows out the bottom side of the wing. And
on a bird, on a soaring bird, especially, what you
have is a kind of a shape like this. So

(23:54):
the wind comes out and it hits that the wing
as it flows out. Here's the here's the body of
the bird. And so it gives you an extra amount
of lip because the wind coming around the body of
the bird hits the wings and it slides out along
the wings. So the tendency then would be for that

(24:17):
air to slip over the side of the wings and
cancel the vacuum that's on the top side of the wings.
So to prevent that God's design, God's wing. This is
God's invention, not mine, not man's, and man tries to
duplicate this in fact, but anyway, the end of a

(24:39):
soaring bird's wings are a group of feathers that point
upwards at the end of the wing, and they're flipped
up like this. Kind of. And what happens is that
air that's coming off the end of the wing is
channeled upwards and backwards, so it cannot get around to
the top of the wing to ruin the airfoil, to

(25:02):
ruin the vacuum that has built up there because of
the shape of the wing. So anyway, then man comes
along and says, oh, that's the shape of a wing,
and so to build an airplane that is functional, then
here is what a cross section of an airplane wings

(25:23):
looks like. And like I said, if you put the
wings on the top of the fuselage, that's similar to
what the bird goes through. So the air comes off,
slides off the wing, and there's some loss there. There's
some loss of lift because the air is sliding off

(25:43):
the wing. It's not going with the direction. Another thing
that's interesting is like, for example, with the bombededeer, you
have the motors on the wing, and that wind coming
back from the motor itself from the propellers gives you
a very high street of air coming over the wing,
so it gives you extra lift. So that's why these
planes have these little short wings. And you go, how

(26:05):
can the little teeny short wing like that lift up
this big airplane. Well, that's because you're going three four
hundred miles an hour. And when you're a takeoff, remember
you get in the plane, you go out and your
taxi down the runway, and you got to get say,
up to eighty hundred miles an hour, and then you
feel that airplane lift. You hear you feel the wings

(26:29):
starting to lift, and all of a sudden, the nose
is up and off you go with a lot of
power from the engines to get you up to cruising altitude,
and then all of a sudden they cut the power
back on the engines even though you're going really fast.
One reason is because the air is thinner up there,
a little bit thinner, or if you get up to
thirty thousand feet or forty thousand feet with some of

(26:51):
the long distance airliners today, the air is thinner. But
the biggest reason is because now you're going so fast
that you have a lot of lift. And one of
the biggest things you have to overcome with an airplane
isft in drag, and so if you have very good

(27:12):
efficient wings, then that cuts down under the energy consumption
and you can go longer distances. Okay, so I want
to review this, and I want to go back, and
I know there's every professor, every person that works in engineering.
If someone came out to them and said, explain to

(27:34):
me how airplane wings work, they would haul out the
Bernouilli principle. They would talk about laminar flow. It doesn't apply.
It does not apply boys and girls, grandmas and grandpa's
engineers and third graders. It does not apply because error
is a compressible fluid. And in fact, if it were

(27:57):
up to the Bernoiley principle, birds wouldn't be able to fly.
It's as simple as that. Sailboats wouldn't work, they wouldn't
give you lift, and the airplane wings wouldn't work that
well either. There's the man made airplane wing cross section
is the biggest difference in distance in an airfoil. But still,

(28:22):
if you apply the Bernoile principle to an airplane wing,
it wouldn't work. The other thing, and this is kind
of the clincher, the ratio. I don't care what wing
you look at, what wing cross section, the wing or
the sail whatever, the cross section of the wing is

(28:42):
not changing. So the ratio between the laminar flow, the
flow on the top of the wing because assuming Bernoili's principle,
you have to talk about laminar flow on the top
of the wing versus the bottom of the wing. It's
a constant, it's a ratio. It's a constant, which means

(29:04):
if you double the velocity, you're going to get double
the lift. If you triple the velocity, you're going to
triple the lift because that ratio is the same. And
so that's not how lift works. The lift is typically
roughly the square of the velocity, the square of the velocity,

(29:25):
and so on. A Bernoi les is something that if
you put a wing in water, for example, you will
get a linear, relatively linear graph of lift versus velocity.
If you put a wing in air, you get a
much bigger lift relative to the velocity. It's squared, not lineal.

(29:51):
And so that's I mean, these are facts. These are facts,
boys and girls, and so please stop using the Bernouilli
principle to try and explain the lift on wings. In fact,
I saw this was comical. Saw some poor guy who
was he was like, I think a high school teacher,

(30:12):
and he's doing his YouTube video and he's doing all
of these experiments to show the Bernoilli principle. And then
he gets down to lift on a wing, and he
goes and I can see his brain locking up, and
he goes, well, era is kind of a compressible fluid.
Excuse me, excuse me, boys and girls, gramdmas and grampas,

(30:35):
engineers and third graders. The Bernouilli principle does not work. Now,
I can imagine how many graduate record exams, how many
senior thesis how many Oh, I can't even imagine the
amount of time that people have spent using the Bernoilli experiment,

(30:56):
the Bernoilli principle to try and explain lift on an
air dynamic wing. It is not applicable because air is
a compressible fluid. It's as simple as that. And now
let's go back to the airplane wing coming into your
box of air. You've got a box of air, and

(31:16):
all of a sudden, six hundred miles an hour, this
airplane wing comes into it. You know what happens. It
compresses the air. It pushes on the air, It compresses it,
and that air has a reaction time to then decompress,
and it is much longer than the time it takes
that wing to pass through your box. Of air, which

(31:39):
means you have left a vacuum. The air passes by compressed,
which means that amount of air is in a smaller space,
which leaves you with a vacuum. That's another way of
explaining why there is lyft on an aerodynamic shape as
it passes through the air once again, so you have

(32:01):
the wing canted, the air comes in. The leading edge
of the wing is pretty much circular across a half circle,
so the wind splits. It goes equally on the top
and on the bottom. And if you look at the
actual air float, the wind actually slides up a little
bit before it hits the wing. There's a reason for that.

(32:23):
But basically what happens is that the air hitting the
underside of the wing is a kinetic energy transfer, very simple.
That's the friction, etc. And so you get a high
pressure on the bottom of the wing because the air
is hitting it. What happens on the top of the
wing is the air comes by, it's compressed. It forms

(32:47):
a vacuum because the air can't get down to the
wing that fast because the wing is passing through quickly,
and creates a vacuum on the upper side of the
wing and that's what causes lift, and that's why it
is like the square or even more. And there's a
very interesting thing about design of wings. If you get

(33:10):
into gliders versus a piper cub versus a military jet
that's going at mock two, versus a commercial jet that's
going at six hundred miles an hour, versus a twin
engine plane that's going maybe four hundred miles an hour
three hundred miles an hour, the wing cross section design

(33:32):
is different. What is the most efficient wing shape for
that particular airplane and the length of the wing, etc.
And you'll find something very interesting. I was talking about
the feathers at the end of the soaring birds, the condors,
the eagles, the buzzards. You look at their wings and

(33:52):
at the end they have those feathers flipped up that
divert the wind. And so on a jet airplane, the
modern jet airplanes, you will find that also because the
v wing wings, as the air comes back, it's going
to slide down the wing and it's going to ruin

(34:15):
the airflow. Trying to get what you want is the
airflow to come over the wings, not slide down the wings.
And that's one of the big problems with propellers is
that you have because they're spinning so fast, you have
a lot of the wind that's just flowing off the
end of the propeller. And so the end result that

(34:35):
that's a great loss of energy because the wind is
coming off the end of the propeller, it's not flowing
across the airfloil to give you lift. And that's where
you come to. For example, a ducted fan motor very efficient.
But anyway, on the ends of the wings of a

(34:56):
modern jet airliner you find those tabs that flip up,
and the whole point is to run that airflow coming
down the wings, so you don't lose that much efficiency
because of the air sliding down the wing instead of
going across the wing with the airflow with the airfoil.
I'm sorry, So okay, anyway, now what I want to

(35:19):
do is I want to compare God's wing the bird
with the various different types of shapes of different wings. Okay,
I just want to have a little segue here talking
about the professor syndrome, in which I'm sure, like I say,

(35:40):
if there's professors of aerodynamics or whatever watching this show,
they're all going crazy, and that's what happens is they
cannot handle the truth, especially when it digs into their
core beliefs. But I want to give an example. I
was at an American Geophysical Union meeting one time, which

(36:01):
I used to frequent quite a bit. I don't go
to these much anymore because there's a lot of work,
there's a lot of travel. I pay for my own expenses,
so it's expensive. And I realized that most of the
people that go there don't have a clue what's going on,
so it's like talking to the wall over there. But anyway,
I was at a meeting of the and there were

(36:23):
some students that came over, graduate students, and there was
probably about four or five of them, a couple of
young men, a couple young ladies. And I'm talking about
In fact, this poster was up there and down below
you cannot see from the camera vanage point, but there's

(36:44):
a picture I can show it on the screen here
of a volcano going off and at night and electrical
discharges coming out of the volcanic plume. These are big,
big volcanoes, And what happens is they have these tremendous
lighting displays around the stroud of the cinder cone, etc.

(37:06):
And these are very high energy explosive volcanoes with plumes
going up into the stratosphere. These are enormous volcanoes. And
at night you can see this immense activity lightning activity,
and it's going on in the daytime is just more
difficult to see because it's in the daytime. So anyway,
I'm talking to them about this, and I'm explaining that

(37:28):
this lightning is the discharge of the vertical electric field,
and standard science would tell you that it No, it's
the tumultuous movement in the column of smoke, and it's
separating irons and creating a battery internal to the plume
of smoke. That it's somehow like a thunderstorm. What they
believe a thunderstorm lightning is. And I say, no, Well,

(37:51):
you can see the lightning is outside of the plume.
So if the energy were that created, the electrical activity
was inside the plume, then it would discharge inside the
plume itself, that's the point of least resistance. It would
not come out of the plume at all. And these

(38:12):
graduate students were understanding this. Just then comes their professor,
their advisor, and he comes up and he's looking, and
he's relatively irritated because there's his students are talking to me.
That was one of the things they tried to keep
the graduate students away from me, because I would poison

(38:33):
their minds with the truth. And so anyway, he gets
very huffy and he says, well, this is caused by
the standard explanation. He reels it off, and one of
his graduate students, this guy goes, but but the lightning
is outside of the plume. And wow, that guy came
down on him like a like an eagle catching a

(38:54):
fish in a river. No, he said, and he scolded
me like he just put it to him. He said, no,
this is due to And I could tell that the
graduate student had to just shut up because he didn't
want to offend his advisor. But he knew that I
was right, that the electricity that was visible in the

(39:16):
volcanic plume was due to something outside of the volcano,
not internal to the plume itself. So that's a good
example of the professor the professor syndrome that don't contradict me.
I have my mind made up, and certainly don't contradict
me with the facts. And of course there's the great

(39:38):
story of Galileo when he goes up to the leaning
tower Pisa, and he's teaching his students that the gravity
the big lead ball will fall at the same rate
as a small lead ball, and of course Aristotelian physics,
which they had been teaching at the university locally said

(39:58):
that the bigger ball would fall faster. So Galileo goes
up to the leaning tower, pieces he's got all the
students are there watching, they're all standing down below. He
drops the big ball and a little ball, the same density,
same material, and they fall and they hit the ground
at exactly the same time. And the professors that were

(40:18):
watching went back and continued teaching the Aristotelian physics that
the big ball would hit the ground first because it
was bigger. Totally incorrect, but that's a perfect example of
the professor syndrome. There are so many things, and by
the way, that is one of the big points of

(40:39):
this entire series of television shows is to straighten out
all of the ridiculous science that is being pawned off
on you, the public. And another great one is the
that hurricanes are formed from warm water. I've talked about
this before, Absolutely absurd, violates the three laws of thermo

(41:00):
dynamic it couldn't possibly be true. But anyway, getting back
to the Bernoili principle and the BET's limit as used
in aerodynamics is completely misused universally in graduate schools. If
you go to like, say, you do a Google search,
you say lift what causes lyft on a wing? You

(41:22):
will find video after video after video on YouTube, you'll
find textbooks. You'll find they immediately pull out the Bernoii principle.
It doesn't apply. It does not explain lift on an
aerodynamic shape. It simply doesn't. It doesn't apply because air

(41:44):
is a compressible fluid. Very simply Okay. So before getting
into the comparison of God's wing of a bird with
the bird with the wings of Man, I want to
talk about something that's very essential to flight, and that
is propulsion. When we have a jet airplane flying, it's
got usually two or four big jet engines. Typically now

(42:09):
they're on the wings. They used to be back at
the back of the fuselage, which had some advantages, but
it had certain disadvantages. So they've locked into this. Even
the smaller shuttle jets that go between short hops, et cetera.
With the two engines, one on each wing, and the
original seven forty sevens had the four engines, and the

(42:36):
bigger planes now the seven seven sevens and the seven
eighty sevens of course have the same design with the
two engines one on each wing, and there's a very
very stable design. So anyway, that is what we call
inertial propulsion. If you look at a rocket taking off
at if you see a rocket taking off at the cape,

(43:01):
and then you know or any place, if you see
a rocket taking it out, that is an inertial propulsion system.
You're heating up gas, you're heating up something or a
solid booster that would be a solid that's burning, and
you have a cone or a conical rear end of

(43:21):
the tube where the solid fuel is located, and the
hot air comes out the back. So the hot air
goes one way, the rocket goes the other way. Newton's
law equal and actual equal and opposite reaction and force,
et cetera. So and in the rest is engineering, those

(43:44):
are inertial propulsion systems. You're throwing something out of nozzle
in one direction, your device goes the other direction. And
now an automobile is a good example of a non
inertial propulsion system. You have an internal combustion engine. It's
creating energy. That energy is delivered to the wheels. The

(44:04):
wheels it's on a road, The wheels push against the road,
makes the cargo down the road. That is a non
inertial propulsion system because you are not throwing something out
the back of the automobile to make it go forward.
There are jet cars, of course, where they put a
jet engine on an automobile and they can go crazy fast.

(44:25):
But let's look at in terms of wings, etc. Winged
creatures and manmade devices. Okay, so the bird is a
very good example of a non inertial propulsion system. The

(44:45):
bird has energy, eats food, creates muscular energy, moves its
wings up and down, and as the wing is going
through the air, it pushes backwards and at the same
time it creates lift. And in a soaring bird, they're
using updrafts. The heat coming off the ground is an

(45:07):
updraft and they're riding that. So as they're falling, so
to speak, the error is rising and so they maintain
a given altitude. But once again they're using energy from
the system, their environment, and so once again it is
a non inertial propulsion system. They're not heating up some

(45:28):
kind of gas or fluid and shooting it out the
back end. Another form of non inertial propulsion is a
swimmer or a fish. So a swimmer, what they eat food,
they have energy, their muscles are working, and they are
pushing against a medium, which is water, and they're using

(45:50):
their muscles and they're not shooting something backwards. A different
example would be a squid. A squid takes in water
and shoots it out the back endine and that's what
causes its motion. And so that is an inertial propulsion
system because he's taking material, shooting it in one direction

(46:12):
and makes the quid move in the other direction. But
a whale, or a fish, or a mermaid or a
a person swimmer is non inertial, okay, very important. Whereas
an airplane, of course, as a propeller or a jet engine.

(46:34):
What does a propeller do. It takes dead air, makes
it move very rapidly in the backwards direction and makes
the airplane go forward. So, in a sense, is an
inertial propulsion system because it's throwing water out the or
air about the back end. Or the boat propeller the

(46:54):
same thing at a high rate of velocity. You're taking
dead air and moving at a high rate of velocity.
And the swimmer is different because the swimmer is taking
his arm and even though his arm is sliding through
the water, it's like an ideal swimmer would be one
with great big pads on his hands, and so the

(47:16):
water is relatively motionless as crawling down the hallway on
your hands and knees. That's a non inertial form of propulsion.
And the reason I'm going through all of this is
because in my younger days, when I realized the electromagnetic
nature of outer space, the first thing I did was

(47:39):
map out the many different voltages and induced voltages and
magnetic fields that result from electrical currents in outer space,
and realizing that outer space is full of electric currents
and magnetic fields, and what is the cause of these
electric fields electric parents in resulting magnetic fields, And the

(48:04):
end result is I said, well, these are a medium,
just like water is for a swimmer. So you can
push against these with a properly designed electromagnetic propulsion system.
And so I began designing non inertial electric electromagnetic propulsion systems,
and one of them you can see it's in my

(48:26):
book Atlantis to Tesla, the Colburn Connection. I was nineteen
eighty one eighty two time frame. I was in Los
Angeles looking for funding for these and got involved in
the high level military meetings. I gave talks at things
like the nineteenth International Electric Propulsion Conference in Colorado Springs

(48:51):
was at the Broadmoor Hotel, but it was a closed
military meeting. And then I did a number of a
series of talks and of course looking for venture capital
when I was in Los Angeles with the venture capital groups,
and that's where I got an eye fall, a real
education as to who ran the military industrial complex and

(49:14):
through the venture capital groups that are basically funneling government
money into military contracts, and I was one of them.
But at any rate, that's a whole nother story. But
the point is that the thing I was working on,
I was working on non inertial propulsion systems for outer space.

(49:35):
Because what's the biggest problem with the inertial propulsion systems.
You got to carry all this stuff with you, You
got to carry fuel. Fuel becomes a part of the payload.
So you have something like a Saturn five rocket, the
big lunar launch rockets from the nineteen sixties seventies, seven

(49:56):
million pounds of thrust, and it takes off like and
as the fuel burns, the rocket becomes lighter, and so
your thrust remains the same. So it begins to accelerate,
and you're accelerating through the thickest part of the atmosphere.
But what if you didn't have to carry all that fuel?

(50:16):
The payload is this little teeny capsule up on the
top of this thing. The vast majority of your payload
and work is to lift the fuel, not the payload.
And the same with the space shell. You had this
huge monstrosity of an aircraft, very heavy, and you're lifting
up a payload like a little satellite in the bay doors.

(50:38):
So at any rate, inertial rockets are a problem in
outer space, and we're not going to get very far
with inertial rockets. Like Elon musk Is SpaceX. They're talking
about going to Mars, But what do they have to do.
The very first thing they have to do is develop
a refueling system to get the fuel as they get

(51:00):
up in the orbit and they start on the trip
to Mars. Before they can go. They used all this energy,
all this fuel to get up to leaving Earth orbit.
So what do they do. They have to take another spaceship,
another number of space ships to refuel the one that
is now going to leave for Mars. So carrying fuel
is a big, big problem in outer space. And when

(51:23):
you start talking about going into outer space to other
star systems, you got a real problem. You got to
carry all this fuel and I don't care if you
heat it up with nuclear reactors or whatever you're doing,
you still got to take up boatload of fuel. And
let's compare this to the old sailing days when the

(51:45):
Europeans first started Columbus came across discovered the New World.
You had mediately large groups of people coming in sailing ships,
square riggers and sailing across the ocean using the wind.
And those were non inertial propulsion systems. In other words,

(52:09):
they don't carry fuel to throw out the back. They
didn't have an engine. They were using the environment to move.
And of course there are things like the solar sail,
for example, it picks up on the solar wind and
supposedly moves. Then you go back to ion engines, which

(52:29):
are another form of inertial propulsion system where you heat
something up, you send it down a track of an
electric field, or you could also use magnetic fields for
sending material out a nozzle to accelerate it. And the
benefit of those is that they can work continuously for
long periods of time, so you don't have this huge

(52:50):
thrust over a short period of time. You have a
very little thrust over a long period of time, but
with a similar result. Okay, So the reason I wanted
to about that is because it's essential to understand flight
and the design of the wings in aerodynamic flight. Okay,

(53:12):
So the reason I went through that little exposa just
now about inertial and non inertial propulsion systems is because
in the case of the bird, the wing the aerodynamic
lift part of the bird. The wing is also used
for propulsion non inertial propulsion, and that allows them because

(53:35):
of the flexibility in the nature of the wings, it
allows them to take off and land without a runway
bar superior to the man's wing, which is fixed and
needs a runway to land and take off. And of
course they got around this back in the early days

(53:56):
of aviation by having planes that would land on the water.
And so these were big, very comfortable airplanes that could
fly from say California to Hawaii, that was one of
the big destinations. And they were low speed and so

(54:17):
they were very fuell efficient, and they could carry a
pretty good sized load passengers and all their stuff and
relatively in comfort. And of course then you have the dirigibles.
The air lighter than air, so a lot of the
lift is offset by the fact that you have this
big thing full of hydrogen or helium gas, and so

(54:42):
all you need is the forward motion. Once again, they
went relatively slowly, but they were moving twenty four to seven.
So they had flights between Germany New York City. There's
a lot of pictures of the Zeppelins coming into New
York City or in the South America. They were traveling

(55:02):
the Germans had and these were luxury liners. You had
what one hundred people, I don't know how many pastors,
I think were slightly under one hundred people passengers in
the staff and the you know, they had the best cooks,
the best food, and these people would take a number
of days. It was like a vacation, just going on
the on the ride. And so once again they were

(55:27):
they would use propellers to move but great, great distances
because they offset the lift component with the air in
the in. I think the days of dirigibles are coming back.
I believe I did a show on that recently in
this television series. As I recall, I talked about dirigibles.

(55:51):
If not, I'll go back and look at my notes,
and if not, I'll do a discussion. Yeah, I'm pretty sure. Yeah,
one of the early shows. I don't know which one
it was. Okay, but it's important to note that the
birds God's design. The propulsion system is also in the

(56:12):
bird itself, and of course they could land on water,
they could land on trees and land on the ground,
very versatile versus Man's design, which requires a runway to
take off and land. Okay. Second of all, I just
want to give a little bit of a discussion here

(56:34):
of jet engines, and a lot of people don't really know.
They see that thing hanging on the wing of an airplane,
they don't know much about it. But it's one of
the marvels of modern engineering, absolutely, you know, and it
attributed to the one of the safest mechanisms for moving

(56:54):
groups of people. Put three hundred people in this tube
and plasted them off on the end of a runway
and travel. What I just saw a flight that was
from from someplace in the United States. Was it Oregon
to Australia? Seventeen hours in the air with a seven
I think it was a seven eighty seven, but amazing.

(57:18):
But the only moving parts, the only real moving parts.
Of course, you have valves, and you have sensors, you
have all kinds of little doors and things in the engine,
but the real workings of the engine itself the only
moving part in which you have metal on metal. That's
what I mean by a moving part, as opposed to

(57:39):
internal combustion engine, where you have pistons moving in cylinders.
Jet engine is not like that. The only moving part
in a jet engine are ball bearings. Very reliable. That's
why they're so reliable. So the burning chamber in a
fan jet, it's very different in a military jet. But

(58:00):
in a fan jet, the air comes in, it burns
in the burning chamber, and the air is pushing it
back out as it expands. It turns rotors which are
then geared to the front of the engine, and then
you have these big fan blades that push the air
out or around the outside of the engine keeping it cool.

(58:22):
And that's where the majority of the threat of the
thrust comes is from the fans. That's why they call
fan jets, and they don't use that term too much anymore.
When they first came in and first started perfecting these
when I was younger, and the fans got bigger and bigger,
to the point where now that I think about a
ten to one ratio of the air coming out the

(58:46):
engine is from the fan blades, not the burning itself.
So but the only moving parts are bearings. It's very,
very reliable, and so just a little bit of common
you on that. And let's see, I want to give

(59:06):
another example. This is going to run into next week.
By the way, there's no way I'm going to finish
this all of this. This next week, I'll be talking
about the bird and compare the bird wing to airplane wings.
Sails different, the various different types of sail, like the
Polynesian sails, very interesting. It's inverted. The big part of

(59:26):
the sails is toward the top. And the reason for
that is because if you're out on the ocean on
this twin canoe and a big wind comes up, is
your boat leans over and heals over. Due to the wind,
the air spills out of the sail. It's a natural
way of keeping the boat upright. But I can see
I'm running out of time here. I got a few

(59:47):
seconds left. So just want to encourage you to tell
your friends about this show, and that's that's gonna be
a great benefit to more and more people understanding the
horrifically bad science that is out there permeating the universities,
the newspapers, the science news media, etc. And to correct that.

(01:00:12):
It's very important to correct that. So we'll talk to
you next week.

Speaker 1 (01:00:21):
This has been Master of Science with host James McCanny.
Join us each week as James will delve into historical
figures such as Nicola Tesla, Albert Einstein, and the great
mathematicians as we explore the history of Man, Earth in
our universe as you've never seen it before. Tuesday, seven
pm Eastern, right here on the Bold Brave TV Network,

(01:00:44):
powered by B two Studios.