The New Science of Flight and Movement

About the Book

The New Science Of Flight And Movement debunks the conventional theory of flight and Lift. It explains how the author learned about the conventional theory of flight and lift from Air Force training manuals and correspondence classes while a member of the Nevada Air National Guard. He taught the theory of flight and lift to new airmen recruited into the Air Guard. Then years later he learned that the theory he had learned and taught was wrong. It then became a passion with him to find the truth about how and why airplanes fly. He finally discovered the truth and has written this book to describe the truth about flight and lift. While attempting to find a reference point to prove that the fast moving wing doesn't generate a real wind flowing over the wing to cause lift, he discovered and describes The Local Fixed Earth Environment.

He discovered and describes the Physical law of Movement which goes beyond Newton's Laws of Motion by adding the "Path of Least Resistance." This new Law governs the movement of all things including how airplanes fly. He describes how controlling the applied forces and redirecting the path of least resistance allows a person to drive a car, fly an airplane, pilot a ship, or walk through a crowd.

He knew about the counter force caused by the fast moving wing deflecting air downward from it's lower surface and recognized that this accounted for about one third of the aerodynamic force needed to fly an airplane. He continued to search for the remainder of the force. Finally while studying about gravity, a primary force of the universe, he realized that gravity is involved in almost everything that happens or that we do. He discovered that gravity doesn't just hold things down, it actually forces boats to float on the water and hot air balloons to fly. Gravity holds the atmosphere surrounding the Earth. He realized that atmospheric pressure decreases with increase in altitude and that the aerodynamic forces also decrease with increased altitude. He reasoned that there is a correlation here. He had observed moisture laden air being deflected up an away from the upper leading of a 747 wing. While writing fundamentals of flight in Chapter Four the "Gravity Generated Atmospheric Pressure Force" just sort of appeared in the screen without much effort. The final part of the puzzle was in placed and it fit perfectly.

THE NEW SCIENCE OF FLIGHT AND MOVEMENT is written in common, everyday language, with reference to things we are all familiar with. There is very little math. Everyone can relate to it and easily understand it.

About the Author

I, the author. joined the Nevada Air National Guard on July 18, 1953. At that time I was also attending the University of Nevada and studying the be a Teacher of Vocational Agriculture. My supervisor in the Air Guard arranged for me to teach new recruits about the theory of flight and about aircraft instruments. i studied Air Force Training Manuals and Correspondence Courses in order to learn as much as I could =and to prepare me to teach the new recruits about flight.

Years later I discovered that the theory of flight and "lift" that I had learned and taught was wrong. This angered me and sent me on a life long quest to discover the truth about flight and lift. I finally discovered that truth about "how and why airplanes fly," and have written this book to pass that knowledge on to others.

I had a reasonably successful career in Agriculture, working thirteen years with the United States Department of Agriculture. After that I was Executive Director of the Nevada State Department of Agriculture for twenty three years. I was elected President of the National Association of State Department of Agriculture.

When I joined the Air Guard in 1953 the unit was a Tactical Fighter Squadron flying P51 Mustangs. We also had T6 Texans as trainers, and a C 47 Transport plane. The P 51 is still my favorite airplane. LAter the Guard Unite F 86 Saber Jets, and finally it was converted to an Aerial Reconnaissance Squadron flying Canberra RB 57s. I enjoyed working on all of these airplanes. Even though I was only a part timer, I reached the rank of Tech Sergeant in charge of the Instrument Section before my enlistment was up in 1962.