On March 19, 2016: During the plane was slowing down prepared for landing, at that moment the plane was in the soft-flexible

mode, not flying strong. Then the plane was attacked by a multiple series of the gusting winds, if the gusting wind of 60 miles per hour

collided with the plane travelling at 140 miles per hour so that the collision speed was 200 miles per hour. The Kinetic Energies of the

gusting winds were repeatedly deposited against the Kinetic Energy of the plane on the upper front of the wings, nose and wind shield

of the plane again and again that produced the Downward Pressing Forces above the wings and the fuselage that forced the plane to

nosedived to the ground. The next drawing indicates the advantage of the gusting winds against the wings of the plane step by step.

The Pilot and Co-pilot did not know what was happening since they had not been taught in their classes.

The images of an experiment above show the reaction of an airfoil responds to the wind: Unlike the air plane’s wings that fixed

to the fuselage. An airfoil is setup on 4 suspension springs as shown on the left photo. The next photo, when the switch of the air blower

is turned on; the wind turns the front edge down naturally just like the FlyDubai flight FZ 981.

Why the foil moves upward in the laboratory’s experiment? The reason is that the foil has been setup using some mechanical

parts to control so that the foil can be moved vertical direction only and unable to move freely as it would.

Drawing on the left: Because of the pressure above the

foil has changed when the air surrounding flows, the first

section of the foil turned positive dynamic pressure with

downward pressing force while the second section turned

negative dynamic pressure with lifting force. Due to the

second section has a larger area than the first section, so that

it has more power and lift the foil upward. It does not because

of the faster moving fluid above the foil produces lift as today’s Fluid Dynamics Theoretical Believing. The speed of the moving fluid does

not determine its pressure, rather the pressure determine its speed. Bernoulli’s Principle is false!!! The incidence of the FlyDubai flight

FZ981 has happened due to the wrong design of the wing and fuselage configurations. The following drawing demonstrates: The wings

should be inverted and make it as thin as possible, as indicated; there is

a low pressure above the wing and a high pressure under the wing those

together produce lift; the wings should be located at the high point on

the fuselage rather than at the center gravity line. Also the vertical

stabilizer is an unnecessary extra part that can be eliminated to reduce

drag because the rudder and elevators are working on the same center

gravity line of the fuselage. Please read the following document, so you will understand. Mity Wongkit

Kinetic energies of the gusting winds are

repeatedly deposited on the top-front of the

wings attempting to press the front edges down. Once the wings had begun to turn down,

the gusting winds gain more power. Finally, had reached

to the critical angle.

1. Turbulence caused by frictional force is produced. (Just like blowing a bottle)

2. The centrifugal force attempts to throw fluid’s molecules out of its orbit.

3. The fluid’s molecules are drawn from the U-shaped tube by frictional force.

4. When the fluid moves faster, the turbulence is stronger.

5. The centrifugal force is also stronger.

6. More of the fluid’s molecules are drawn from the U-shaped tube.

Because of gravity, the frictional forces are always present and active which create the invisible actions described above

and cause low pressure which lifts the liquid in the U-shaped tubes. The liquid levels do not indicate the pressure of the

moving fluid. Bernoulli’s Principle stated that “A moving fluid has low pressure-the faster a fluid moves, the lower its

pressure” is widely misunderstood and mistakes! Seeing is no believing under this circumstance: The moving fluid is

unable to display its pressure in the U-shaped tubes because the centrifugal forces above the turbulences are the active barriers

of the U-shaped tubes. More exactly, some molecules of the moving fluid will be dropped in (U-shaped tube) and some will

be thrown out, keeping them balanced to the liquid’s weight.

Keep in mind: Unlike a pressure tank, measuring the Pressure of Flowing Fluids is totally different! The measuring

equipments must not possess any pockets, holes or pilot-tubes exposed to the flow that generate turbulences and cause false

readings. Instead, the turbulence and impact prevention device must be in used no matter what kind of the pressure measuring-

equipment is used.

By Mity Wongkit

The above drawing depicts Venturi's constricted channel of flow. When fluid flows through this channel, it lifts the

liquid in the U-shaped tubes. Because the speed of flow at the point of constriction is greater than at the other points, the

liquid level in the U-shaped tube at that point drops. This phenomenon has led us to believe that a moving fluid has low

pressure. The more rapidly a fluid moves, the lower its pressure. This sounds fascinating but it seems contrary to

common sense. Why does a fluid lose its pressure when it moves? There is no reasonable answer to this question. It

feels untrue when standing against strong winds or currents, storm-winds can down the trees, blowing out the houses, why

low pressure? For an example, gases in a gun barrel move extremely fast under very high pressure.

On February 2, 2001: Professor Kenneth L. Menningen of the University of Wisconsin-Whitewater explained that,

“There is a very high pressure along the length of the barrel, but perpendicular to the barrel the pressure is low. One

way to view this is that the molecules are too ‘busy’ going down the barrel to impact the sides of the barrel very often.

Fewer impacts translates to lower pressure.” If this is true, gas-operated guns would not work, because most of them

have gas ports perpendicular to their barrels. It appears that there is no suction as seen in Venturi’s tube but gas discharges

at the gas port to operate gun’s mechanism. If a revolver is fired in the dark, gas escapes at the gap between the barrel and

the chamber is easily to be seen; there is no suction. Also a common situation contrary to the explanation above is a jet of

water runs out from a hole on the side of the damaged garden hose while the water is running. If the pressure is low

perpendicular to its direction. Why doesn’t it suck the air in through the hole? This issue has occurred because of people

have been fooled by the liquid levels in the U-shaped tubes or columns for nearly three centuries. The next drawing is an

example that the Ruger Mini 14 rifle also has the gas port perpendicular to its barrel.

Drawing courtesy of Sturm, Ruger & Company, Inc., reproduced by permission.

Some one who does not understand this concept might say “When I fire a gas operated auto gun, I do not believe

there is a turbulence produced in the gas port that has the same configuration as described previously.

This is true, because the pressure of the gas port is lower than the pressure in its barrel. If a pressure gauge is

connected to the gas port via a pilot tube to prevent gas leakage which comparable as it were the liquid that clogs the U-

shaped tube as shown in the above drawing, when the gun is fired, gases will enter the gas port, build up pressure in the

pilot tube until they become equalized each other, and the turbulence will be started. But it maybe not happened, because a

gun fire takes only a short duration. 2

Main red arrows represent Current of the Fluid.

Fine red arrow lines represent Motive Forces.

Turbulences are presenting at the U-Tubes.

Similarly, a jet of water runs out from a hole on the side of the damaged garden hose, because the pressure

in the hose at that point is higher than outside. If a tall vertical tube is hooked up to the hole as a column, then the

water will enter the column and build up weight until it becomes equal with the pressure in the hose then the

turbulence starts.

Above drawing: When a motive force is presented in the channel, stream runs through the constricted

channel. The red graph represents the pressure of the moving fluid and indicates that the sections A-B and C-D

have the same rate of pressure drop, so the fluid travels at the same speed. The rate of pressure drop is greater at

section B-C, because the pressure of the moving fluid (motive force) is partially blocked by the constriction, as

represents by fine red arrows, 4 out of 9 lines of pressure potential (motive force) are blocked and only 5 lines of

them are able to pass through the constriction then distribute their pressure as they enter the un-constricted section

of the channel. (If look into the cross sectional view at sections A and C; we see 42 out of 61 lines of pressure

potential are blocked, only 19 pass.) The blockage at the constriction creates a greater pressure potential difference

between the left and right sections and forces the fluid to move faster at the constriction than section A-B and C-

D, since the speed of the moving fluid is controlled by its pressure (not the pressure is controlled by its

speed). The higher the pressure potential difference, the higher its speed, from a location to another

location attempting to equalize the difference. (That is why gases in a gun barrel move extremely fast.) The

liquid levels in the columns (or U-shaped tubes) reflect the dynamic pressure produced in the columns

themselves, but not the pressure of the moving fluid. These levels do support Bernoulli's laws relating to

dynamic pressures as a function of fluid speed. 3

Main red arrows represent Current of the Fluid.

Fine red arrow lines represent Motive Forces.

Turbulences are presenting at the columns.

Above photo: The output of the air blower produces high pressure that inflates a balloon.

Above photo: The output of the air blower changes the liquid levels in the U-shaped tubes. When air flows;

the liquid levels show that pressures are low and that the pressure is lower in the tube nearest the output since the

air there moves faster. The liquid levels show that air moves from low pressure to high pressure. This is

contrary to our understanding of nature and virtually impossible. This is also proof that the liquid levels

are not a function of the pressure of the moving air which passes over the U-shaped tubes, (only a function

of its speed). Fluid under pressure tends to equalize that pressure with its surroundings. Machines such as

engines, hydraulics and firearms work under this natural law of pressure equalization. Fluids under high

pressure move toward low pressure areas, while the reverse is never seen. This law appears to have been

ignored. In addition, frictional and liquid molecular-cohesive forces are not accounted for in the Venturi Effect.

Nature itself provides an example. Although the friction of moving air on water is slight, it can create waves.

With sufficient wind speed, waves may be carried onto land. As wind speed is increased, frictional force is also

increased. 4

Above photos: In an experiment, a silk ball is placed on a shaft in a transparent tube so that the ball is below

the level of the tube’s open end and any flow that passes over it. The other end is closed. The open end of the tube

aligned with air flow as shown in the photos. When the air blower is switched on, the ball spins at a high speed.

This proves that when a fluid moves across the open end of a tube, the turbulence is produced within the tube. At

the same time, the centrifugal force acts to throw the fluid molecules out of their orbital path and together with

the passing fluid draws the fluid from the tube by friction and causes a low pressure in the tube. This will occur

even in the small tubes because fluid’s molecules are very fine.

Blowing a whistle, a flute or a bottle creates turbulence and generates sound. This is a well known

phenomenon that has the same principle. 5

Fig. A, depicts a demonstration in which a funnel is attached to a hose which is connected to an air blower. A ping-

pong ball is placed in the cone of the funnel so that it will be held and moves around at the funnel's bottom. The accepted

explanation states that the air flow at the bottom of the funnel moves faster than the air at the end of the funnel so it has a

lower pressure and holds the ping-pong ball. This is untrue. If a cube of foam, a cotton ball, or a wood chip is replaced the

ping-pong ball in the funnel, it would be blown right out. The air flow acts on the spherical body in a cone-shaped air

chamber with the matching speed of air flow. These factors together create a strong turbulence that supports the ping pong

ball. This turbulence is unstable and moving around in the cone.

Fig. B, is a similar demonstration without the funnel. A spherical ball floats at a constant distance above the air

cylinder. Why doesn't the ball get closer to the air cylinder? The air flow around the ball is faster as it approaches the

cylinder. The ball is also helped by gravity.

Fig. C, a small amount of low pressure is created on the top-rear of an airfoil while traveling in the air. The current

explanation maintains that the upper surface is longer than the lower surface of the airfoil, so air moves at a greater speed

over the upper surface than under the lower. This causes the air on top to have a lower pressure. This is an incorrect

premise. The low pressure is not created by the faster moving air. The speed of moving fluid does not determine its

pressure, but rather, the pressure determines its speed. If the valve of an inflated tire is removed, a jet of air will rush

out due to the pressure potential difference. The speed of the moving air will gradually diminish because the pressure of

the tire is decreasing. Using the old established concepts for measuring the pressure of the moving air around an airfoil, all

of the readings are fakes. The air speed is what determines the pressure in the pilot tube. The reading is just the

pressure in the pilot tube, not that of the moving air.

Fig. D, when an airfoil is moving, air at the front edge is compressed (positive dynamic pressure) and tends to rise.

This upward force is resisted by the surrounding air, but it does decrease the air pressure on the top-rear of the airfoil

(negative dynamic pressure). The pressure potential difference or motive force that is created forces the air to move faster

from high to low pressure (equalize attempting). An amount of energy must be spent against the drag on the front edge

to get a little low pressure along the top-rear edges which is minor and not enough to lift the plane at all. Currently

it is believed that air passing over a curve creates lift. If this is the case, how can stunt planes fly upside down? They are

able to fly because the air is attacking under the wings and bodies like kites; also kinetic energy is a significant factor of the

flights. 6

2 Above photos, demonstrate something different. Unlike an airplane wing that is fixed to the fuselage,

an airfoil is suspended horizontally on four springs and is aligned with the air flow. When the air blower is

switched on, the stream of air presses the front-edge down and raises the top-rear up. This emphasizes the

explanation of Fig. D. on the previous page. 7

The above image is published by copyright owner signed at low-right corner

Above photo is an amazing image which is an illusion for people. It is obviously seeing that the jet plane was flying

parallel to the surface of the sea, there is a distance between the jet plane and surface of the water. So the jet streams from

the engines do not touch direct onto the surface of the water. This is not the moving fluid has low pressure. The following

is the key answer.

Bernoulli and company have been rather proud of being ignorant of such an important matter. There is one important

fact of which they have been unaware; it is the friction (plus molecular cohesive force in case of liquid) in its body and in-

between fluids (air to air, air to water and water to water) which has been ignored. 8

The drawing on previous page depicts the jet streams from the plane’s engines those are the primary source of motive

forces. As a matter of fact, they have very high pressures and move toward attempting to equalize their pressures with the

surrounding atmosphere; indicated in reddish color. They take a specific distance to complete the processes due to their

kinetics that travel beyond a speed of supersonic against the frictions of surrounding airs. During they are rushing; airs in

contact with the jet-streams are sudden drawn by frictional forces to travel along with the jet-streams. As the jet-streams

move at high speeds, the frictions are also functionally high. These actions create the secondary forces of high vacuum in

the shape of tubular outskirts along with the jet streams as indicated in greenish color. These are the Forces perpendicular

to the direction of flow those had been produced by the friction in-between jet-streams and the surrounding airs. When the

plane flied so low, both of the tubular of vacuums touch down on the surface of the sea, then the waters are sucked up at

high speeds; the actions are coming in series of a chain reaction and generate the triplex of the kinetic energies in the up

rising waters those make the waters go high up in the air. The generation of the primary forces may partially be seen as

burning gasses but the secondary vacuum forces and the triplex kinetic energies of up-rising waters are absolutely invisible

those could blind people.

If the Jet streams from the plane’s engines touch down onto the surface of the water, dual huge splashes must be

generated visible at the ends of each trace of the up-rising water like blowing the air on the surface of water using a drinking

straw as seen on the above image. Please look carefully how the surface of the water has been blown down into a pit and

splashed away as the stream of the air reflected at the surface of the water.

In this case, the secondary action produced by friction between moving air and the surrounding air (vacuum force

perpendicular all around its direction of flow) is minor and does not show any sign since the amount of air flow is very

small and moving at a very low speed compared with the jet engine.

To make it clear: The understanding of Bernoulli and company which has stated that “As the fluid accelerates, its

pressure perpendicular to the direction of flow drops.” have come close to the fact but they just miss the track. The pressure

drop does not generate in the moving fluid itself but activates on the surrounding fluid which is in contact with it as the

secondary action in the form of drawing-along-with by the power of the friction plus liquid molecular cohesive force and

creates a pressure drop or a low pressure in the surrounding fluid as explained above. The frictional force is always active

where ever the gravity is presented, that means everywhere on earth.

Definition: The frictions among molecules in the body of the fluids plus liquid molecular cohesive forces (in case

of liquid) are the Latent-Powers (energies) which produce Vacuum Forces perpendicular all around the direction of

flows in Fluid Dynamics Theory. This is the reason that Thrusts can be produced for air and watercrafts.

Without this Latent-Powers (together with kinetic energy), the air & watercrafts would not be moved, as when the

propellers (or jet engines) of the vehicles are running; the currents that generated will circulate themselves in the closed

loops similar to the magnetic fields and doing nothing. 9

Why does the shower curtain move toward the water?

Refer to an article of the

SCIENTIFIC AMERICAN Magazine October 2001

Volume 285 Number 4, Column ENDPOINTS

Page 96, as shown on the previous page. David

Schmidt at University of Massachusetts stated that

he discovered the spray of the shower drove a

vortex. The vortex rotates continuously around an

axis perpendicular to the shower curtain. The center

of this vortex-much like the center of a cyclone-is a

low pressure region, which is what pulls in the

shower certain.

David Schmidt was wrong. There is no

such a vortex! What had been found is the current of

the moving air around the shower. Frictional force

has been neglected in this case. This is relatively

simple, and can be explained as the following:

Left drawing: Under the influence of gravity,

frictional force is always present and active.

When the shower is running, the air in contact with

the droplets of the shower is drawn by friction to

travel along with the shower as represented by green

arrows, and then the surrounding-adjacent air moves

in to displace and pulls in the shower curtain (red

line).

That is all about.

This is incredible! Millions of people in the

whole wide world who have studied Fluid Dynamics

in the past-period of nearly three centuries have

missed out!!

11

Similarly, holding a sheet of paper

under the lips and blowing air causes the

paper to lift under the stream of air. The

compressed air from the mouth has higher

pressure than the surrounding atmosphere;

it moves forward (red arrows) to equalize

its pressure with the surrounding air and

draws the surrounding air to travel along

with the air stream by friction (green

arrows). Then the surrounding-adjacent air

moves in to displace and pulls up the sheet

of paper same way as jet plane on page 8.

Lift is not created by low pressure in the

air as experts have said. The Bernoulli principle, which explains how an airplane’s wings produce lift, states that “As the fluid accelerates, the pressure

perpendicular to its direction of flow drops” this is an unreason concept which have been found only in U-tubes, pilot tubes, columns

and similar configuration as explained on page 1.

The deep well jet pumps work by the power of friction plus molecular-cohesive forces of water to draw the surrounding water along

with the jet stream as they are the latent forces perpendicular to the direction of flow.

Please note: We should not always trust computers on this subject, since some incorrect data may have been installed.

It is commonly known that the center of a tornado has low pressure. Experts explain this by pointing out that the wind speed at the

center of the tornado is high. They do so because they have learned this and never questioned it, but this is not the true reason. The true

explanation for the low pressure in the core of a tornado is the centrifugal force that throws the air's molecules away from its center.

When a hurricane is formed on the surface of the ocean, a great amount of mist is produced by friction between the winds and the

water. Since this mist has more mass than air molecules, the centrifugal force increases its power, the size of the hurricane increases

and reaches to the top of the atmosphere. The eye of a hurricane is a region of vacuum produced by the powerful centrifugal force. When

it moves onto land where moisture is lacking, without this mist, the centrifugal force loses its power, and the winds of the hurricane

subside.

Images Courtesy of US National Oceanic and Atmospheric Administration

Mystery of Venturi Effect: One day in 1985 I had made a stop to visit Professor Peter L. Monkmeyer at his office in the University

of Wisconsin Madison Campus, I pointedly explained that there will be a turbulence stirring up at the top of each U-tube which produce

low pressure in the U-tube in Venturi Effect and the liquid levels do not indicate the pressure of the moving fluid. Fortunately, it seems

that Professor Monkmeyer tended to listen to me. He stated that John Maximovich Kapitular had a similar idea with me and gave me a

copy of the idea shown in the next page. Kapitular stated that “Something is amiss and not clearly demonstrated---There is an increase

in both velocity and pressure in the Venturi tube”. That is incorrect (please see his sketch on next page), actually fluid flow in one

direction from high to low pressure only, h1 is higher than h2, h2 is higher that h3. Since the pressure of the moving fluid is partially

blocked by the constriction at h2 which creates a pressure drop immediately on down-flow and forces the fluid to move faster at the

constriction. Because the speed of the moving fluid is controlled by its pressure, the higher pressure potential difference, the higher its

speed. So that the pressure at h3 is much lower than h2, if the pressure at h3 become higher than h2, h1; fluid will flow backward. The

liquid levels are the function of fluid-speed but they are not the pressure of the moving fluid. Please read detail on page 2 & 3. 12

Reversing the action: Suppose a bullet is suspended motionless in the air. If a man runs into the bullet at the speed of a

bullet, he will be wounded as though he had been shot.

As shown in the above photos, I reversed the process by making the U-tube moves instead of air moves. An open-

ended hose is taped to a pole attached to the front of a car. The other end is connected to a U-shaped tube which is partially

filled with blue liquid and attached inside the car. When the car is driven, the pressure is lowered because some air is drawn

out by friction between the stationary air at the tip of the pilot tube which is in contact with the passing air and creates

turbulence as described on the front cover. The liquid level changes from that observed in the non-moving car, which is

essentially atmospheric pressure.

This experiment proves that the liquid level is not the pressure of the air that is in contact with the tip of the pilot tube

during traveling. It is only the pressure of the pilot tube, the dynamic pressure.

In another experiment, I used a 1/16 inch outside diameter brass tube. I soldered one end shut and drilled a small

hole near that end. I lengthened it with a larger tube to which I attached a plastic hose connected to a U-shaped tube. The

left drawing on next page illustrates this apparatus. I partially filled the U-shaped tube with liquid and attached it to the

inside of a car. With the assistance of a driver, I held the tube vertically outside of the car as we drove. I rotated the tube

left and right around its axis. When the hole on the tip of the tube was facing the direction of travel, high pressure (positive)

was produced in the tube due to the impact of the airs mass. While I slowly rotated the tube to the right or left, the pressure

in the tube gradually decreased (negative) until the hole was at about 53.1 degrees from the direction of travel, at this point

the reading became zero. Further rotating, the pressure became lower until the hole reached 90 degrees from the direction

of travel, when it was at its minimum. When the tube was rotated so the hole was facing the opposite direction of travel,

the pressure was still low. The high pressure produced by impact of airs mass is stronger than the low pressure produced

by the frictional draw off. Coincidentally, the 53.1-degree angle is equal to one of the angles of a triangle with sides at a

ratio of 3:4:5. 14

The graph shows that the liquid level changes as the tube is rotated during travel.

When the test tube is set at 53.1 degrees, the liquid level shows no change in pressure.

From my experiment, I have found that there is no dynamic pressure produced at 53.1

degrees from the direction of travel. In other words, it is the balance angle or Critical Angle

between positive and negative dynamic pressures. I have used this method to prevent turbulence

and impact in U-shaped tubes and columns to measure the pressure of moving air and water flow

in Venturi's constricted channels. The resulting measurements are consistent with the natural law

of pressure equalization. The experimental design is alterable.

15

An apparatus showing on the right delivers the Positive

Dynamic Pressure reading at the U-tube that produced by

impact of fluid-molecules, no matter the passing fluid has

a high or low pressure compare with the atmosphere (being

forced to move by compressing or vacuuming).

But the readings of Bernoulli & Venturi method are

Negative Dynamic Pressures that always lower than the

actual pressure since an amount of fluid is being removed

from each U-tube by centrifugal force of the turbulence as

explained on front page.

The readings of both systems are the functions of fluid

speeds but they are not the pressures of the moving fluid!

The following photos depict using the new measuring method.

The vacuum machine produces low pressure at the input side. The liquid levels show the pressure is gradually

decreasing and the pressure at the constriction is not the lowest among the three.

The liquid levels show the pressure of the moving air from the output side of the vacuum machine is high at the point

of exit and gradually lowers as it leaves the tub

Note: The liquid levels using the conventional method of demonstration always show the pressure is low (negative

readings) both at the output and input sides of the vacuum machine. 16

The tinted water is driven by an electric pump through the constriction in the closed loop. The measurements

are consistent with the natural law of pressure equalization. Compare to the column capped by the red reserve pot

which uses the old method of measuring and the pressure is not the lowest at the point of constriction. Please note

the brass measuring tips at the joints of the channel and columns on the above photo and the two photos on the

previous page.

The above drawing shows the liquid levels produced using the accepted method of demonstration. If clear

water is used, dropping colored powder into the columns during flow would allow us to see actions in columns.

17

Presently, Fluid Dynamics is very complicated and not always intuitive because we have misunderstood the

phenomenon of the Venturi Effect. Unfortunately, Bernoulli had been working on an illusion in which of Seeing Is

No Believing under this circumstance. The frictional, liquid molecular-cohesive and motive forces are the

significant natural forces involve with fluid in motion those had been out of sight of Bernoulli’s mind and neglected.

Taken root on the liquid levels as seen in Venturi Effect as they were the pressure of the moving fluid (page 1).

Since then the theory of Fluid Dynamics had been put in a false position due to an incorrect notion. The impressive

keyword has stated that: “As a fluid accelerates, its pressure perpendicular to the direction of flow drops” has

embedded deep-down into the brains of all students in the whole wide world for nearly three centuries; and the

result: The followers had, have become doctrinaires of Bernoulli and have continued using the incorrect premises

on their works and released the false statements to the public such as: The center of a tornado has a low pressure

because the wind speed at its center is very high (page 11), or the faster moving airs above the airplane wings

produce lift (page 6), etc. Fluid Dynamics is in accord with natural laws and can be defined as scientific

configuration. As the liquid levels are the function of fluid speeds; Bernoulli's laws and equations may be used in

solving problems involving fluids in motion with somewhat compromise. What Bernoulli called Pressure, P =

Negative Dynamic Pressure which to be found in his instruments only but nowhere else no matter the flowing fluid

is forced to move by hooking-up to the input or output of a blower or a pump (page 14). However, Bernoulli’s

Principle mistakes; one of the disproofs is that the actions of gas-operated guns (page 2: There was no gas-operated

gun or aircraft in Bernoulli’s live-time yet)! The explanation by Bernoulli’s pupils that have described how the

aircraft wings produce lift is unbelievable as we see when stunt planes fly upside down; the curves above the wings

turn down below and they go!! If Bernoulli’s Principle is true: Imagine: Why not the planes are pulled down by their own wings and hit the ground? Gravity is the significant helper to do so! Even more, radio control helicopter’s

rotors have the same design as aircraft wings also are able to make inverted flights too!! Where is the Bernoulli’s

Principle action? The answer is: In the U-Tubes, not on the wings.

Please see the demonstration photos:

Courtesy of Cleveland National Air-show: Inverted flight flown by John Klat 18

RC Helicopter Inverted flight. Courtesy of Roger Buerge of Switzerland: Demonstrator:

In spite of today’s technology growth, aircrafts have been manufactured successfully achieved to our

satisfaction. But we should seek the way to do it better. Actually, aircrafts are designed for flying in the air but there

is an irregular thing in the design. It is the Vertical Stabilizer (tail-fin), the design-engineers should eye on the bird’s

tails rather than looking at fishes’ tails. There is no vertical stabilizer have been seen on any kind of birds, bats or

flying insects. Vertical Stabilizers of aircrafts are the unnecessary extra parts and can be eliminated. Turning the

left elevator down + right elevator up = right turn the rudder since elevators and the rudder are working on the same

fuselage’s center of gravity line. Right or left tilt makes the plane turns right or left naturally. Eliminating these

parts will cut cost, cut maintenance and reduce drag during flights; the planes will travel faster and cut down fuel

consumptions. Also reduce a complexity out off the planes’ control panels that make them easier for pilots. Wings

and bodies of airplanes or flying creatures are taking care of their pay-loads at full gravity during flights, unlikely;

marine-lives those are having a few or nearly zero gravity in water. So, flying in the air and under the water is quite

different. 19

If the Vertical Stabilizer is really needed, it should be located downward under the tail rather than put it up on the top

which is above fuselage’s center of gravity line, when the rudder is turned; the plane leans into the opposite direction of

turning like cars with front wheel steered. Differently, the plane that built with the fin and rudder downward under its tail will

lean to the right direction naturally just like boats or cars with rear wheel steered. Also it should be collapsible when not in

used to reduce drag.

We, people should not consider ourselves smarter than Mother Nature: Absolutely not! As we see wings of all kinds of

frying creatures in the whole wide world (birds, bats, flying insects) are located on the top of their bodies that make their

flights stable and easy to control naturally. But human-designers put the aircraft-wings lower by the fuselage’s center of

gravity lines those are the axis/pivot points of aircrafts. So the planes can be forced to whirl along with the turbulence easier

and once the plane is forced to rotate, the centrifugal force continues rotating just like a football is spinning in the air or a

bullet which left a rifled gun barrel. This feature causes the air-crafts fly unstable. Now what! An unreason idea was lit up by

design-engineers; so they added wing-tips at the ends of each wings as seen in the next photo.

Why don’t we just put the wings on top of the plane’s fuselages just like the cargo planes? That is the way they should be.

Air France flight 447 accident is the good example.

In the occasion of an

airplane encounters bad

whether with significant

turbulence, the plane is

changed its position

stronger and quicker;

putting confusion to pilots

and fail to do the right

thing in a limited short

time.

The twisting power of the whirlwind turns the plane out of its position quickly. Since its wings are located at the

fuselage’s center of gravity plus vertical-stabilizer is an additional surface which catching up the power of the whirlwind. The

pilots may be fooling around with the controls those make the plane goes wild easily. Why do we have to take a risk? The

answer is: Humanity is ruled under the natural law of the truth that: Smart is paired up with Stupid. Stupid is the head start!

Smart is the tail! 20

The final minutes of Air France flight 447 on June 1, 2009. Published by Bureau d’Enquetes et d’Analyses.

The last minute of the 3D view

of the last 5 minutes of the flight

from the data recorded of Air-

France flight 447 accident

(showing at lower-right corner)

indicates that the aircraft had

encountered a significant storm

and/or a strong whirlwind that

forced the plane to make a sharp

right turn, then the most of the

plane’s kinetic energy was

destroyed simultaneously. As the

kinetic energy is the important

factor of the flight, it caused the

plane to have a dramatic loss of

speed and descending while

continuing to turn right and the

stall-warning system activated

because a loss of speed and did not

mean stalled while the plane nose

up at the first moment before it plunged into the ocean. It is most likely, the plane had been spun to the right with nose down

so the pilot tried to pull it up, but nothing much could be done because the plane had lost its traveling speed. To deal with

this situation, the Automatic Self Support Systems (Electronic Brain Control Unit) must be in used to take care of all

controls of the flight. Beginning with turn on Auto Pilot, putting the engines into full power, deploy the expansion wings

with alarm warning signal and continues using the Auto Pilot until the plane flies stable in a straight line at a proper altitude,

then put the expansion wings back in places and return the engines to normal speed before letting the pilot to take turn of the

controls to bring the plane back into the line to the destination. The expansion wings may need to be redesigned to operate

faster. The Auto Self Support and Auto Pilot systems must be versatile and enable pilot’s actions to work along with the

systems. For the best, both of the Auto Systems should be turned on at all times during flights.

We should not be assured with the present aircraft designed; the design-engineers should reconsider and have everything

done right. The disaster of AirAsia flight QZ8501 on December 28, 2014 is the Air France flight 447’s history repeats itself.

The reasons are due to poor engineered. These occasions of tragedy flights seem to be repeating again and again as long as

the present designed aircrafts are still in services.

The next

drawing: The aircraft

that has its wings

located at the high point

of the fuselage has

gravity of the payload

helping to resist power

of the whirlwind; also

eliminating the vertical

stabilizer is reducing the

surface that catches up

the power of the

twisting wind; these

features together may

give the plane a chance

to bring back to its

position naturally.

I have 2 interesting-feedbacks from my readers as the following e-mails:

As Simcha had a concern with the explanation for the plane that flies upside down or flying on its side.

I can explain briefly in a street language as the following:

If you grab a rock and throw it in the air, you are making a flight. The rock is flying in the air without any wing or an

engine, it goes by the kinetic energy which you gave to it when you have thrown it. The kinetic energy (velocity) is the most

important function of the flying or moving objects. The rock travels in a trace of a trajectory and hits the ground, because of:

There are 2 natural forces on earth that anti against the flights of objects:

1) Friction of the air in the atmosphere that attempts to destroy the kinetic energy by slowing down the objects (air-drag).

2) Gravity of the earth that attempts to pull down the objects (weight). 22

As the kinetic energies of the flying objects are decreasing by friction of the air, the gravity force will gain more power

to pull down the objects.

Airplane is a manmade flying machine using engine(s) for the source of motive force producing and maintaining the

Kinetic Energy fighting against the friction of the surrounding air; and has wings for producing Lifts to defeat the Gravity

Force. Lifts are not produced on the upper surfaces of the wings as experts have described, there are merely minor low

pressures above the wings by a different reason (please see page 6 Fig.D) but the major lifting forces are created by the airs

attacking under the wings and fuselage during gliding in the air simulate the flying kites.

When the plane is flying either in normal position or flying upside down, its wings are producing the lifting forces

fighting against the gravity while the engine(s) is fighting against the friction of the surrounding air to maintain its kinetic

energy. So the plane can fly continuously since the 2 natural forces are under controlled.

If the pilot wants to fly the plane its side up, the pilot must accelerates the engine(s) to increase its kinetic energy and

reach the velocity that defeats the gravity force before tilting the plane on its side so the plane can fly by its kinetic energy

alone just like a rocket (no helping from the wings). In the mean while, the lower side area of the fuselage and the tail-fin of

the plane are sailing in the air and capture some lifting force that help fighting against the gravity a bit. The plane with

insufficient-power engine can’t do this performance.

Above are the essential functions of the flights that contain a long term of the explanation. Forget about Bernoulli’s

Principle that described How the air plane wings produce lift! It sounds fascinating, but it is false!!

Wings by Mother Nature: All flying creatures on earth are having the versatile flapping wings those doing dual duties

producing lift and motive force (kinetic energy) simultaneously to control their flights efficiently (helicopters do the same).

But the airplane-wings do the only lifting force and have engine(s) to produce motive force and kinetic energy.

Above-left drawing is the cross-sectional view of an airplane wing designed under Bernoulli’s Principle called Airfoil

(aero foil). When the airfoil is travelling in the air, the air attacks under the foil produces lifting force. But the air that attacks

at the upper front edge of the foil just produces air-drag that wastes engine’s power since it needs to produce more lifting

force under the wings to compensate the high pressure above the wings so the planes fly slower than they should. Don’t be

fooled by Bernoulli-Principle.

Above-right drawing, if the foil is turned upside down, it indicates that an excellent air-pattern is delivered as the foil

is producing low pressure on top of the foil while high pressure on the bottom to carry the weight of the plane more efficiency

as the drag caused by high pressure above the wing cited on left drawing has been removed.

Above drawings are cross-sectional views of the new-look of aircraft’s wings.

The wings of the high speed jet-aircrafts need fewer of air attacking under their wings due to the index of the ratio between Time VS

Distance as the jets travel at much higher velocity than the propeller aircrafts. The wings are designed to be thinner than the wings of

propeller aircrafts to reduce air-drags.

Other than the wings; the rotor blades of helicopter & autogiro; the aircraft & watercraft propeller-blades are in the same

configuration. If the blades are inverted as shown above should increased their performances as well. 23

I performed my experiments from 1985–1986 all alone by myself, that was 3 decades ago. There is no

account by myself of such the works. My discovery makes most of the world’s Fluid Dynamics professors sick

since they have studied hard on it and don’t see any doubt. It is so disturbing for them. They reasoned that I am not

a professor, merely a street Siamese man and unqualified. So it is best to leave it alone and don’t want to hear any

of it. In 1985, I had been questioned by a University of Wisconsin Madison professor saying that “Hey! What do

you think? Is the earth flat or round? And how the airplanes can fly?” followed up as I have talked about my

concept.

Alternately: As the lives turn! The Old-day’s Freshmen have become today’s Big Honcho Professors!! They see

my idea is an Old Dog New Trick!!!!!!

Come on! This is not a joke!! The early time scientists & inventors such as Galileo Galilei who had climbed the

Leaning Tower of Pisa, dropping the different sizes of the cannon balls to prove his Physics-Concept which had

been confirmed by dropping a feather and a hammer on the moon. Studying of the pendulum and invented the

pendulum clocks, invented thermometers, he also invented the world’s first high power telescopes; revealed the

universe and sun spots. All of his works had been done by his individual intellect.

Unlike Daniel Bernoulli who was fooling around the Venturi-tube for a while and had got his works done by

his intellack (lacking of intellect) that put himself to the Top-Famous of the world magically. He had been named

Father of Fluid Dynamics for nearly three

centuries before has been turned Baloney.

Bernoulli’s symptom has veered all of the

world’s design-engineers out off the right

track. The aircraft wings, rotors of

helicopters and autogiro-planes, propellers of

aircrafts, watercrafts and racing car-spoilers

including the configuration of the fuselages

all went wrong-designed. All of these items

need to be corrected (inverted) to make them

reach the highest performance and

efficiency.

This was just a common human error that happened and we should not continue teaching our kids Untrue

Science. After all: Bernoulli’s Principle is the Most Famous Human Error Ever!!!

I am grateful for all of copyright owners of images and/or drawings that appearing in this article as the

complementary of my works. Also, I am grateful for Google SketchUp Free Program including members who share

their works in the Google 3D Wearhouse. My article is the nonprofit works; it is for the world’s Education and

Technology.

Thank you for reading.

Mity Wongkit piacwonkit@gmail.com