General: In all previous flight systems, energy reserves (tanks or batteries) are always located outside of the moving parts. The discus flight system has the drive with Energy storage in batteries not outside, but in the moving rotor discs themselves. The rotor discs also form the supporting surface, are also the energy storage and the protection of the passenger compartment. All previous aircraft systems essentially differ in that they have energy stored for their entire flight from the start on. The discus flight system performs energy (electricity in the battery blocks) for only about 12 minutes of flight time. Anything more would be too heavy to operate. In short, remember: The discus has 10% weight of conventional aircraft systems!
The approaching question of the discus is not as usual to ask: how much energy we need for the planned flight path. At the discus we are asking: how much weight of batteries (in the two counter rotating discs) are maximum possible, to have the perfect weight-performance ratio – so the discus lifts off and flies. This calculation (a CAE computer simulation will show) will turn out if the actual 25 kg per battery block, and whether the flight time of 12 minutes (or just for 10 minutes) is possible. My details are calculations from the 80th. With a 42-meter discus it may also be that the battery blocks weigh a maximum each only 22 kg – and it may be that 40 kg per battery block are possible and the flight duration is maybe 15 minutes (and with the batterytechnology of the next generation it might be 45 min). Anyway, its always a balancing act (and always the most important thing is the right weight-performance ratio) and of course it depends also on other weight of the rotor discs. I am aware of course to get the momentum going of the two counter-rotating rotor discs (they are also flywheels and energy storage) needs a lot of power and the main focus is to lift up the discus, and to flip into a horizontal movement.
So now we can continue: The discus has managed to lift up (we have the right weight-performance ratio) and it does not matter how much power we have available and how long we can fly with our battery charge, because our battery blocks (estimated around 25 kg, 7 kg) are performed on a magnetic rail, and at cruising at about 800 rev/min each of these battery blocks in the inner radius has now around 800.000 Newton’s – this are 80 tons flyweight (also called pseudo-power) and each of the 7 kg battery blocks (in the exterior area of the rotor discs) has now also about 80 tons flyweight! These battery blocks will naturally press to the outside – they may do so (and the same time as a side effect they are doing their Job for the perfect balance of the rotor discs). Our battery blocks are released simultaneously shortly after take-off. The movement of our battery blocks are around 30 – 50 cm per hour. Similar to a magnetic levitation (maglev), the battery blocks will be slowed down magnetically. Exactly this battery-block-braking motion generates electricity for flight time extension up to 10 hours , nevertheless we can not speak about a Perpetuum mobile (does not exist), but rather we can name it: a smart trick. Each and everyone can lift up a weight of 10 tonnes, just with one hand, without any effort – we just need a trick: a good lever. This flight time extension of the discus (by flyweight-generator) is comparable to a very good lever, a trick.
In flight stage 3 there are our “swimming flaps” – for horizontal movement (you can see this at the end oft the video very clearly). These flaps are operating without servo motors (that would be far too slow), only by air draft (with a small shock pulse) they open up and stay fixed (to accomplish their swim-blade performance for horizontal movement) and on a specific location they will be closed also by air draft. Now my answer to the question: This “swimming flaps” are sufficient for a horizontal velocity of up to 500 km/h (only in flight stage 4 higher horizontal speeds are possible).
Non-contact bearing of the rotor discs – in the mid-80th it was not so easy, but now it is possible. The middle part (platform) is comparable to the rail of a magnetic levitation train and the rotor discs are the magnetic levitation train (maglev) itself – this “train” is always going in circles.
It is repeatedly spoken and asked about solar cells. And yes, the discus is using solar cells, but they are only at the extended apron flaps (without forming an apron) – they are not placed on the rotor discs! These solar cells provide power only for the platform, the middle part (the passenger compartment). The energy of the solar cells is not used for the operation of the rotor discs. There is not even a connection between the two rotor discs and the platform. No energy for the operation of the two counter-rotating rotor discs comes from the platform (the central part of the discus), only and exclusively from the battery blocks (at a 42 m diameter discus they are about and in total of 600 kg) in the two rotor discs themselves.
Concerning security (I have already described the emergency landing in my previous descriptions), I would like to answer a question, if its possible to destroy the discus with a missile: No, particularly in the cruise stage 4 it is not possible to destroy the discus, because there is always the shock wave (on which we are riding in cruise stage 4). So I would classify the discus in cruise flight as “indestructible“.
Wolfgang Rainer Fuchs