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Copyright Dr. Eng. Jan Pająk
Chapter G: The discoidal Magnocraft
G6. The manoeuvring of the Magnocraft
The behaviour of the Magnocraft in space is determined by the vectorial sum of all external forces and torques acting upon its body. These forces and torques in turn are formed as the effect of interactions occurring between the field produced by the vehicle itself and an environmental magnetic field. There are different kinds of such interactions with the environmental magnetic field, which the Magnocraft may create at every wish of its crew. The most important out of these are as follows:
#1. A lifting force and stabilization forces. The lifting force originates from a magnetic buoyancy. In turn stabilization forces are formed due to magnetic attraction. A precise control in mutual proportions between the lifting force and stabilization forces cause the ascend, hovering, or descend of the Magnocraft.
#2. A meridional thrust. This force pushes the Magnocraft in a north-south or south-north direction.
#3. A latitudinal thrust. This one pushes the vehicle in an west-east or east-west direction. It is formed by the magnetic equivalent of the Magnus Effect known in hydromechanics. For reasons explained before this equivalent is called the “Pająk effect”.
#4. A rotary torque. This is a torque which on every wish of the crew is able to rotate the vehicle, and also a torque which is able to prevent such a rotation. It is used for example for orienting the pilot’s sit in the direction in which the Magnocraft flies in a given moment.
#5. A rocking torque. This one either causes a slanting, or rocking, of the Magnocraft in relationship to one of many possible horizontal axes, or causes prevention of such slanting – if the crew wishes so. It is to be used e.g. in case of aligning the floor of the Magnocraft with the surface of the ground on which the Magnocraft intends to land (e.g. parallel to the slope of a hill).
To cause the flight of the Magnocraft in a desired direction, a coordination of the effects of all the interactions above is required, so that the resultant force pushes the vehicle according to the crew's intentions. This gives the Magnocraft the required parameters of flights and required orientation in space.
The propulsion of the Magnocraft, which abruptly switches on one, or several, out of propelling interactions described above, causes the unique magnetic flight of this vehicle. Such magnetic flight displays characteristic jerky motion, which drastically differ from aerodynamic, means fluent and continuous, flights of present aeroplanes, and from inertial flights of our rockets. For an outside eye-witnesses the flight pattern of this vehicle will resemble the manoeuvres of an insect called a "dragon fly". Independently, from silent flights with huge velocities (i.e. up to around 70 000 km/h in the atmosphere and these close to the speed of light in free space), following attributes are characterising magnetic movements of the Magnocraft:
(a) Always assuming the same orientation of the vehicle, independently from the direction in which it moves (i.e. the base of the Magnocraft always takes a position almost perpendicular to the local course of force lines of Earth’s magnetic field).
(b) Flying mainly along straight lines. These lines in many cases coincide with force lines of Earth’s magnetic field, or with magnetic north-south direction. (After all, flights in meridional directions require switching on of magnetic whirl, which in many cases is undesirable.)
(c) Motionless hovering finished with a rapid accelerating along one of the above straight lines.
(d) Making abrupt right-angle turns without the benefit of a curve radius.
(e) A zigzag or jerky motion.
(f) Rotating around its central axis while remaining motionless.
(g) Wobbling on a horizontal axis that is oriented east-west, combined with the motion
of the entire vehicle that resembles a flight of a falling leaf.
It is worth to add to the above, that because of a complex control over this vehicle,
almost all flights and manoeuvres of the Magnocraft must be controlled by a computer (i.e. by an automatic pilot). Such a computer control, of course, additionally increases in a casual observer the impression of strangeness and automatic origin of this flight.
At this point emphasised should be a vital difference between a jerky motion of the Magnocraft and the accelerations experienced by its crew. The character of flight is a purely subjective feeling that results from our lack of getting used to observations of rapid (means magnetically induced) changes in orientation and in direction of flights of this vehicle. In turn accelerations experienced by the crew are measurable quantities and result from the value of propelling force created by propulsors of this vehicle. Because twin-chamber capsules used in these propulsors allow for a fluent control over their magnetic output (see descriptions from subsection F7.1.), thus also accelerations acting on the crew of these vehicles may be strictly controlled by the control computer that pilots this vehicle, and may be kept by this computer at the level that is accepted by the crew. Therefore the majority of accelerations that acts upon the crew of the Magnocraft may be set at the value which is even much smaller than values of accelerations acting on pilots and passengers of present airliners.
The manner of flying utilized by the Magnocraft poses a number of requirements which this vehicle must fulfil. The most important of these is that the magnetic axes of the propulsors should be close to their parallel orientation towards an environmental field. Practically, this means that during flights the Magnocraft tends to be oriented with its base almost perpendicular towards the local course of the force lines of the environmental magnetic field (i.e. we may never see this vehicle flying {stable} with its base parallel to these force lines). The above requirement makes the principles of the Magnocraft easily distinguishable from all the different principles possible to be applied for flight. This is because in order to prove that the observed craft does NOT use magnetic propulsion, it is sufficient to document that it flies stable with its base parallel to the Earth's field force lines. However, such a case never is to appear in reality, because for reasons explained in this chapter G there is not possible to use for interstellar trips any propulsion system that is other than one of generations of magnetic propulsion. In turn each generation of magnetic propulsion always must fly with the floor being perpendicular to the force lines of an environmental magnetic field.
G6.1. Ascent, hovering, and descent of the Magnocraft (magnetic buoyancy)
In every stage of the Magnocraft's flight one kind of propulsor remains oriented so as to be repelled by an environmental magnetic field. For vehicles flying in the upright position it is the main propulsor, whereas for vehicles flying in the inverted position the side propulsors are thus oriented – for details see Img.038 (G4). The resultant force "R" formed by the propulsors so oriented is called the lifting force, or - because of its similarity to hydraulic buoyancy - the force of magnetic buoyancy. This force allows the craft to overcome the gravity pull "G" and thus upward ascend into space.
In order to produce magnetic buoyancy, it is sufficient that the Magnocraft's lifting propulsors fulfil conditions #1 and #2 specified in the introductory part of subsection G1. Notice that these conditions also make it possible to form the lifting force above the Earth's equator - the principles for achieving this are illustrated in Img.070 (G21).
Independently of the lifting force "R", the Magnocraft also produces counteracting interactions called stabilization forces "A". These are formed by orienting the propulsors so that they are attracted by the environmental magnetic field. In cases of the Magnocraft flying in the upright position a number of stabilization forces is created (not just a single one), each one of which is formed by a separate side propulsor. In case of vehicles flying in the inverted position the main propulsor is forming such a single stabilization force – for details see Img.038 (G4). The main function of the stabilization forces is to ensure the steadiness of the vehicle in space. They can be used additionally to cause the spacecraft to descend.
Control over the relation between the value of lifting force "R" and the value of stabilization forces "A", similarly to the changes in buoyancy of a balloon, makes possible for the Magnocraft to ascent, to hover, or to descend. Principles of this ascent, hover, or descend, are as follows:
#1. Ascend. In general, if the lifting force "R" dominates over all the forces directed downwards, i.e. over the stabilization forces "A" and the gravity pull "G", the Magnocraft ascends. The acceleration “a” with which this ascend takes place is defined by the difference between forces discussed here. It can be calculated from the following modification of the Newton equation:
a = (R – (A + G))/m
#2. Hovering. If an equilibrium appears between these two groups of forces, means between “R” and “A + G”, the vehicle either hovers motionless at the same height, or continues its previous flight with a constant speed.
#3. Descend. But when the forces "A" directed downwards are dominating, the spacecraft descends. The acceleration “a” with which this descend takes place is defined by the difference between forces discussed here. It can be calculated from the following modification of the Newton equation:
a = ((A + G) - R)/m
Because the mutual relation between both types of magnetic forces mentioned above (i.e. “R” and “A”) depends on the outputs provided by both kinds of propulsors, i.e. main and side, control over the discussed behaviour of the Magnocraft is limited to an appropriate selection of the values of the resultant fluxes yielded from the craft's twin-chamber capsules (for details see subsection F7.1.).
G6.2. Flights along magnetic meridians (i.e. in north-south or south-north directions)
Flights of the Magnocraft in meridional directions, i.e. from north to south and south to north, are achieved by slanting for angle (I) the magnetic axes of the craft's propulsors from their parallel orientation towards the local course of the Earth's magnetic field. This slanting creates a meridional thrust force. Above equator, where force lines of Earth’s magnetic field are parallel to surface of the ground, such a meridional component of the thrust force is accomplished through slanting of magnetic axes of propulsors from their horizontal orientation – for details see Img.070 (G21).
As the effect of such slanting of magnetic exes of propulsors from their orientation parallel to the local course of magnetic field force lines, meridional components of the force interactions between the craft's field and the environmental field are created. The value of these components and the direction of their thrust depends on the outputs from the slanted propulsors and on their inclination angle "I" - see Img.073 (G23). By appropriate differentiation between the outputs and "I" angles from the main and the side propulsors, a suitable meridional thrust force is formed. This force pushes the vehicle into the direction desired.
G6.3. Latitudinal flights (i.e. in east-west or west-east directions)
In hydromechanics the so-called "Magnus Effect" is known. It employs a rotary object, e.g. a spinning cylinder, to produce a thrust force acting perpendicularly to the drift lines of a flowing medium that washes this object. One of the most commonly known examples of application of this effect, is shooting a goal by a soccer player from a corner point of football field. During such a shooting the soccer player induces a spinning of the ball, so that the ball does NOT fly along a straight line, but it follows an arch, thus scoring a goal. A magnetic equivalent of just this "Magnus Effect" is to be used by the Magnocraft for creating forces of latitudinal thrusts. Only that instead of a spinning cylinder, this magnetic equivalent is utilising a spinning pillar of magnetic field to form a thrust force that acts in the direction from east to west or from west to east. This subsection explains basic facts concerning this unknown yet effect.
Since quite a long time I am aware of similarities between dynamic fields of flowing liquids, and a magnetic field. For example, the explanation of the Concept of Dipolar Gravity for magnetic field presented in subsection H5.2., originates from my awareness of these similarities. Relying on this awareness, at the beginning of my developmental works on the Magnocraft I proposed a hypothesis, that a version of the "Magnus Effect" from hydromechanics must also appear in magnetism. Already from the very first moment of proposing this hypothesis, it encountered a vivid criticism. Many of my orthodox colleagues of that time attempted to undermine the validity of it. (Actually even now the majority of orthodox scientists do NOT believe that this hypothesis is correct, in spite of the enormous body of evidence which I managed to accumulate in support of it.) With the elapse of time the loud attacks of these orthodox scientists forced me to justify the merit of my hypothesis and to formally prove that the magnetic equivalent of the Magnus Effect in fact does exist and does operate in magnetism. To accomplish this:
#1. I completed theoretical deduction that revealed the actual existence of this effect. A description of this deduction is provided in subsection G6.3.2. below.
#2. I indicated already well-known examples of operation of this effect in natural phenomena. These examples are described in subsection G6.3.2. below.
#3. I developed a scientific experiment, which in an obvious manner proves the actual existence and operation of this effect. This experiment is described in subsection G6.3.1. below under the name of "magnetic transmission".
#4. I also developed a simplified version of this "magnetic transmission" experiment. This simplified version is based on the use of an ordinary magnetic compass. It can be completed by almost everyone in just a few seconds. After one completes it, it empirically proves that my claims are supported real phenomena. The description of this simplified version of the "magnetic transmission" experiment I provided in subsection G6.3.1. below.
In this way, the voluminous documentation for the actual existence of magnetic equivalent for the Magnus Effect, presented in this monograph, gradually eventuated. This documentation results from a simple fact, that my hypothesis about this effect was viciously attacked, while the effect itself was decisively and stubbornly denied, by numerous orthodox scientists. Unfortunately, in spite of all these evidence and deductions which I already accumulated, and which I described in this monograph, many orthodox scientists still do not believe, that a magnetic equivalent of the Magnus Effect does exist and operate in magnetism, and that it can be utilised for causing latitudinal flights of the Magnocraft. In face of such stubborn insisting that "black is what already is proven to be white", I have no option but to be sorry for these "scientists", and to accept that they miss out on their live mission. Instead of pretending to be scientists, they should free their real nature and act as parrots or as broken records.
The main technical application of this magnetic equivalent of the Magnus Effect, is to create a latitudinal thrust force for the Magnocraft. Such a force is to propel the vehicle from east to west or from west to east. To obtain it, it is sufficient for the vehicle to spin the magnetic field around the central vertical axis of its discoidal body. Such a spinning field in this monograph is called a "magnetic whirl". Principles of formation of this whirl are described in subsection G7..
According to what I explained here, flights of the Magnocraft in one of two possible latitudinal directions (i.e. from east to west or from west to east) will be accomplished by creation around the body of this vehicle a magnetic whirl with the appropriate direction of spinning. (For details see subsection G6.3.3. below) In turn this whirl is to release the magnetic equivalent of the Magnus Effect, which is going to push the Magnocraft in a required direction.
The magnetic whirl that is utilised for formation of the magnetic equivalent of the Magnus Effect, is obtained similarly in the Magnocraft as it is obtained in asynchronous electric motors. Namely it is created due to the introduction of 90 degrees phase shifts in pulsations of magnetic field from subsequent side propulsors. In turn this whirl creates the latitudinal thrust force that acts perpendicularly to the force lines of Earth’s magnetic field. The direction of the thrust force that it creates, is described by the so-called "rule of the rolling sphere" described in subsection G6.3.3. below. For example, if this whirl rotates in such a manner, that a landed Magnocraft in the Southern Hemisphere is lying down vegetation in the counter- clockwise direction (or clockwise in the Northern Hemisphere), then the latitudinal thrust force is propelling the Magnocraft from west to east. An opposite magnetic whirl propels the Magnocraft from east to west. It is worth to emphasize, that the whirl described here, independently from the thrusting and manoeuvring function, is also performing several other functions. For example, centrifugal forces that it creates reject the air from the shell of the vehicle, thus forming the "vacuum bubble" mentioned before. The Magnocraft protected by this vacuum bubble may exceed speeds of the heat barrier. The magnetic whirl causes also ionisation and spinning of the air surrounding the Magnocraft, thus creating a kind of "plasma saw". This saw makes possible flights through solid matter, e.g. through rocks, buildings, bunkers, etc. – for details see descriptions from subsection G10.1.1. After the Magnocraft flies through such solid matter, it leaves in it characteristic glossy tunnels of geometrical shapes. Examples of such tunnels, discovered in Ecuador, Australia, and Borneo, are described and illustrated in subsection O5.3. of this monograph, and also in separate monograph [5/3].
As a kind of curiosity I should also explain here a rather non-typical history of assigning a name to this magnetic effect. Well, during the initial period of developmental works on the Magnocraft, I still believed idealistically, that orthodox scientists can be convinced with logical argumentation. (Presently I already know, that convincing with logic is impossible for orthodox scientists. Only scientists with totaliztic views can be convinced in a logical manner. Therefore in order a new idea triumphed over orthodox science, it must await until its enemies gradually die out.) So in past I repetitively initiated fruitless efforts to logically convince my sceptical orthodox colleagues to the idea of the existence of this previously unknown magnetic effect. During these very hot sometimes discussions, my orthodox colleagues assigned to this effect the name "Pająk Effect". They pronounced this name with a meaningful accent, sometimes with even a special blinking of an eye, treating this name as a kind of “sarcastic joke”. They probably did so because I was so persistent in my efforts to logically convince them about the existence of this effect. Perhaps in the selection of just this name helped the similarity of the expression the "Pająk Effect" to the name the "Magnus Effect" used in hydromechanics. Probably some impact had also the fact that I really was the first scientist in the world, who insisted that this effect does exist and does work – in spite of the lack of the descriptions of it in literature and in spite of a highly sceptical attitude of orthodox "experts" in magnetism towards it.
From times of my youth I remembered a Polish proverb stating that "he is really laughing who is laughing at the very end" (in Polish: "ten się śmieje naprawdę, kto się śmieje ostatni"). So I decided to use in my publications this sarcastic name of my orthodox scientific colleagues, as the name for the effect that I discovered. In the same way as these my sarcastic colleagues did this then, I also started to call this effect with the name of the "Pająk Effect". Personally I would also recommend to people with totaliztic views to call this effect with this name of the "Pajak Effect", originally intended to be a sarcastic one. After all, it would be a kind of a "historic justice" and also a kind of a "moral lesson" for the future scientists with parasitic inclinations, if this name is actually accepted. After all, the initiated with sarcasm and scoffing history of this name would teach them a lesson, that "whatever at first stages of the development is a subject of sceptical scoffing for people with a primitive knowledge, for more knowledgeable people of the future it may become a vital accomplishment that is going to carry them to stars". (Further cases of just such type, when some undereducated "scientists" scoffed at something that later introduced a significant progress for humanity, are listed in subsection JB7.3.)
G6.3.1. An experiment proving the existence of the latitudinal thrust force
Hard scepticism which my hypothesis encountered amongst “experts” in magnetism, caused that I developed a scientific experiment which conclusively proves the existence and the operation of the magnetic equivalent for the Magnus Effect. This experiment can be called an "experimental proof for the existence of the Pająk Effect". It is relatively simple for completing, while in case of being done it conclusively proves the ability of Magnocraft for forming a latitudinal thrust force. The completion of this experiment boils down to the building of a "magnetic transmission". Such a transmission simulates the spherical Earth, and a discoidal Magnocraft that flies near the surface of it. It is formed from two circular magnets that do NOT touch each other physically, although they mutually interact with each other through their magnetic fields. One of them simulates magnetic properties of Earth, while other magnet simulates magnetic properties of the Magnocraft. These magnets are placed in parallel to each other, and axled rotary on two parallel axels like two cooperating gear wheels in e.g. a car gearbox. They should not touch each other, so that their mutual interactions must be passed from one to the other solely through their magnetic fields, or more strictly – solely through the magnetic equivalent of the Magnus Effect. The axes of rotation of these magnets should be parallel to each other, so that their fields could interact in the same way as the magnetic whirl of the Magnocraft interacts with the field of the Earth. Even though these magnets physically do not touch each other, by spinning the first of them, a detectable torque is formed which acts on the other magnet forcing it to rotate also. So the fields of these magnets act like a kind of magnetic gears. When we rotate one of these magnets, the second one also is turning, similarly like two cooperating gears are rotating in a gearbox - if someone rotates one of them. Thus magnetic fields of these magnets act like kinds of "magnetic transmission", in spite that the magnets do not touch each other.
Exactly the same phenomenon occurs between the Earth and the Magnocraft. The spinning field of the Magnocraft forms a kind of similar "magnetic transmission" with the field of Earth. Therefore if the mass of a Magnocraft would be comparable with the mass of Earth, then this vehicle while flying above the equator and spinning its magnetic field would also turn the Earth, just as our experimental magnets in the "magnetic transmission" do to each other. But because the Magnocraft has an insignificantly smaller mass than that of the Earth, instead of turning the Earth this vehicle is displaced by its magnetic whirl and flies around it. Of course, such a displacement would also appear in case of the "magnetic transmission" described above, if only one of the magnets has appropriately large mass in comparison to the second one, while the second magnet is not hold in one place by the axel on which it rotates.
It should be noticed, that because of the limited powers of the fields produced by ordinary magnets, a successful completion of the experiment explained here requires a high degree of precision in the balancing of both magnets and in the sensitivity of their bearings.
There is also a possibility of completing a simplified version of this experiment which also proves the existence of the "Pajak effect" described here, but which does not require any special device to be built. In this experiment a magnetic compass and a single magnet are used instead of two magnets from the previous experiment. If we place a single magnet in the vicinity of such a compass, and then rotate it with our hands, its field forms with the compass a "magnetic transmission" described above. In this way the hand rotation of the magnet around an axis that it parallel to the axis of compass, is magnetically transmitted onto the needle of the compass which also starts to rotate around its own axis. In turn the fact of magnetic transmission of the torque which rotates the needle of the compass is also the experimental proof for the existence and action of the magnetic equivalent for the Magnus Effect described here.
G6.3.2. The deduction that explains principles of the latitudinal thrust force formation
I have also developed a formal deduction which supports the hypothesis, that in magnetism a version of the Magnus Effect must appear. This deduction is based on the illustration from Img.071 (G22a). Its presentation is as follows.
The density of the magnetic field which is created by the Earth, Sun or other planets and stars depends on its radial distance from the source of the field. If a point "H" is above the Earth's surface at a height greater than point "L", then the density of the Earth's field is greater atLthanatH, i.e. FL > FH for L < H.(Forconvenience,HandLareassumedtobeabovethe equator.) If these points are at the same radial distance from the centre of the Magnocraft, then the whirling magnetic field must induce local electrical fields UL and UH, where UL = UH. The values of UL and UH are determined by Maxwell's equation. The "Contradictory Rule" which applies to electro-magnetism states that these electrical fields must create their own local magnetic fields which then react against the rotation of the vehicle's field. The whirling field of the Magnocraft interacts with these locally induced fields and tries to cause them to rotate. However, they are prevented from rotating because of their interaction with the Earth's field. The forces preventing the local fields from rotating are proportional to the local density of the Earth's magnetic field. The reaction force TL at L is thus greater than the reaction force TH at H, i.e. TL > TH. These elemental forces represent the magnetic resistance which the environmental field gives against the magnetic whirl. As the elemental reaction forces differentiate with height, an elemental thrust force acting on the Magnocraft is produced. Its magnitude is given as dP = TL - TH. This force acts along an equipotential surface of the environmental field, perpendicularly to the whirl's axis. The resultant thrust force "P" can be calculated by summarizing the elemental thrust forces "dP" along each force line of the Magnocraft's field "f" over the number of these force lines "n":
P = ∫ ∫ dP (G30)
f n
It can be observed that similarities to the "Pająk Effect" also exist in every other kind of heterogeneous field, e.g. a pressure field. There is only one condition necessary for this effect to occur: a whirl must be formed from the medium which is creating the field, and the axis of the whirl's rotation must lie on the equipotential surface. For this reason, the magnetic thrust force "P" in the atmospheric pressure field (or in the ocean) is increased by an aerodynamic (or hydraulic) version of the "Pająk Effect" due to the Magnocraft producing a whirling of the environmental medium.
The "Pająk Effect" described above is similar to the mechanism which is the basis of a number of other phenomena that are already well understood. One example of such phenomena is the Lorentz force. If an electrically charged particle in an environmental magnetic field moves, it produces its own vortex magnetic field. This vortex magnetic field, by interacting with the environmental field, causes an action similar to the "Pająk Effect", and as a result the path of an electrically charged particle is bent in a direction perpendicular to the force lines of the environmental magnetic field. Another example of this is Fleming's right-hand rule (or its opposite version, the left-hand rule - often called the motor effect). When an electric current flows through a straight wire, a vortex magnetic field which surrounds this wire is produced (see subsection H5.2.). This vortex field, by interaction with an environmental magnetic field, produces a force which tries to move the wire in a direction perpendicular to the force lines of the environmental field. These examples prove that simple forms of the "Pająk Effect" are already known, therefore using this effect for the creation of the thrust force in the Magnocraft is just applying them in a different and more general way.
G6.3.3. How to determine the direction of the thrust force created by the magnetic whirl (the "rolling sphere rule")
The magnetic whirl spinning around the Magnocraft is able to form a thrust force which can act in the same direction as that followed by the Sun. In such a case it can be called a "solar" thrust. This "solar" thrust propels the vehicle from east to west. The Magnocraft can also produce a "counter-solar" thrust which propels the vehicle from west to east. There is a simple method, called the "rolling sphere rule", which allows for a very easy determination of the direction in which the particular rotation of a magnetic whirl pushes the Magnocraft.
In the "rolling sphere rule" the spinning magnetic field of the Magnocraft is replaced by an imaginary sphere which also spins around the same axis and in the same direction as does the field of the vehicle. The diameter of this sphere is so assumed that its imaginary surface touches the ground. Because the sphere spins, after its surface makes contact with the ground it must roll forward. The direction in which it rolls is also the direction in which the thrust force created by the Magnocraft's magnetic whirl pushes this vehicle - see Img.071 (G22b).
The "rolling sphere rule" also allows us to determine the direction in which a particular type of whirl flattens plants on the landing sites of the Magnocraft (see subsection G11.). This is a skill very useful in deducing the direction of the vehicle's flight from the marks left by it at a landing site. When knowing the "rolling sphere rule" one may easily determine the direction of flights of a vehicle through just an analysis of marks left in areas where it landed. The method used in such a case is identical to the one applied for determining a flight direction, with the one difference that the imaginary sphere is not rolled along the ground but swirls the plants as the effect of its rotation in one place.
When applying this method to the landings of Magnocraft or UFOs then we notice, that the "pro-solar" whirl, in the Northern Hemisphere causes clockwise swirl patterns in any plants that may have been flattened on the landing site by the whirl-induced winds. The same "pro- solar" whirl in the Southern Hemisphere forms counter-clockwise swirl patterns. A "counter-solar" whirl reverses the direction of swirl patterns already described. (Notice that the "pro-solar" magnetic whirl is a whirl which thrusts the vehicle in the direction that coincides with the apparent motion of the sun on sky, means pushes it from east toward west. In turn the "counter-solar" whirl is a whirl which thrusts the vehicle in the direction opposite to the direction of motion of sun on the sky, means in the direction from west toward east.)
G6.4. The rotation of the Magnocraft (rotating torque)
The magnetic whirl, because of the action of the "Pajak Effect", causes a reaction torque "TR" to act on the Magnocraft during flight. This torque is an obvious consequence of the action of "magnetic transmission" discussed in subsection G6.3.1. above. It tries to rotate the vehicle in a direction opposite from the direction of rotation of the magnetic whirl - see Img.072 (G23), similarly as the rotation of the main propeller in a helicopter tries to rotate the helicopter in an opposite direction. To prevent this, the vehicle must produce its own stabilization torque "Ts" which is to compensate for the torque "TR" and which keeps the vehicle’s position stable during flight - see Img.061 (G13). In helicopters such a stabilization torque is achieved trough placing a small propeller at the end of their tails.
In the Magnocraft this stabilization torque "TS" is created by varying the output flux "A" and inclination angle "I" of the side propulsors located on the east (E) and west (W) sides of the vehicle. The values of these two parameters (i.e. "A" and "I") are chosen so that the vertical components "V" of the stabilization forces "A" created by the side propulsors are equal, means that VE = VW. This ensures the stability of the vertical orientation of the vehicle. At the same time, the horizontal components "H" of the forces created by these propulsors differ from one another, means HE > HW. The difference between these components from the east (E) and west (W) sides, multiplied by the radius "R" of the vehicle, produces the necessary stabilization (rotary) torque "TS", the value of which is expressed by the following equation:
Ts = R(HE - HW) (G31)
(i.e. the stabilization (rotary) torque "Ts" is equal to the difference ("HE" minus "HW") between the horizontal components of stabilization forces, multiplied by the radius "R = d/2" of the vehicle).
The value of torque "Ts" is controlled by the logcomputer of the Magnocraft. To keep it at a required level, the propulsors located on the eastern (E) or/and western (W) sides of the Magnocraft, should usually have a much greater output than the output of the other side propulsors of this vehicle. During landings such a greater output will be indicated by additional markings left on the ground (see marks "Ts" in Img.061 (G13). Notice that such marks will be especially prominent in landings of flying clusters described in subsection G3.1.6.
The rotary torque makes it possible not only to fly the Magnocraft in a stable orientation, but also for the crew to control the rotation of the vehicle. Such rotation is utilized to orientate the pilot's seat in the direction of flight, to facilitate the crew's observation of the vehicle's surroundings, and to orientate the propulsors' outlets during a coupling manoeuvre. In free space, such controlled rotation could create an artificial gravity inside the crew cabin.
G6.5. The swaying of the Magnocraft (rocking torque)
It should also be mentioned here that principles similar to those described in the previous subsection G6.4. above, are involved in swaying the Magnocraft around a horizontal axis. The creation of the rocking torque is necessary in all cases when the vehicle must slant along one of its horizontal axes. An example of such slanting may be a case when the floor of the vehicle must be placed parallel to the surface of the ground on which it intends to land. (This is especially prominent when a vehicle intends to land on a slope of hill.)
In order to form the rocking torque "TP" in the Magnocraft, the output flux "A" and the inclination angle "I" of side propulsors located on the selected sides of the vehicle must be so controlled, that the produced vertical "V" component of the stabilization force is increased or decreased by the required value. The values of these two parameters (i.e. "A" and "I") are chosen so that the vertical components "V" of the stabilization forces "A" created by these side propulsors are differing, means that e.g. VE > VW. This ensures the slanting of the vehicles base by a required angle. The difference between vertical components "V" from the required sides, multiplied by the radius "R" of the vehicle, produces the necessary rocking (slanting) torque "TP", the value of which is expressed by the following equation:
TP = R(VE - VW) (G32)
(i.e. the rocking (slanting) torque "Tp" is equal to the difference ("VE" minus "VW") between the vertical components of stabilization forces, multiplied by the radius "R = d/2" of the vehicle).
At the same time, the horizontal components "HE" and "HW" of the forces created by these propulsors must be equal to one another, means HE = HW. This causes that the rocking torque "TP" just created is not accompanied by a simultaneous change in the rotary torque acting on this vehicle (i.e. that the torque "Ts" remains unchanged).
It is worth to notice that the action of the rocking torque "TP" described in this subsection is very similar to the rotary torque "TS" described in subsection G6.4. above. The difference between these two boils down to the type of component which is differentiated in both opposite side propulsors, and to the selection of side propulsors which are taking part in the production of a given torque. For the formation of rocking torque "TP" varied are outputs "A" and inclination angles "I" on any possible side of the vehicle, to produce the required values of components "VE" and "VW". In turn for the formation of a rotary torque "TS" varied are outputs "A" and inclination angles "I" only at the eastern (E) and western (W) sides of the vehicle, to produce the required values of components "HE" and "HW".
Sometimes the output “V” from side propulsors located at one side of a given vehicle may need to be extinguished partially or completely. This appears especially frequent during landings, when the floor of the vehicle must be oriented parallel to the level of the ground. The result will be, that if for example such a vehicle is photographed, like that one shown in Img.134 (P15), then the propulsors that are extinguished will not be visible on the photograph, although there will be a clear break in continuity of location of subsequent propulsors captured on such a photo. Especially such extinguishing of propulsors will be necessary during landings on the slope of a hill, when the Magnocraft must force its base parallel to the ground. In such cases propulsors located on one side of the vehicle can be completely extinguished. Therefore on some occasions, during landings of the Magnocraft only half-rings may be scorched in grass - see subsection G11.3.2. and Img.088 (G38).