Most headlines about aviation have been concerned with new speed and altitude records. Today’s airplane, already faster than yesterday’s, will fly still swifter tomorrow. Forgotten is the fact that it is much more difficult to make planes fly slower than it is to make them go faster. For example: Take a medium-size stone in your hand, and throw it with all your might up through the air for perhaps a hundred and fifty feet. As long as the speed lasts it stays in the air; however, when the speed is lost it falls quickly. Now take the same stone and try to throw it the same distance in slow motion.

It is tougher to keep a heavy plane in the air in slow motion also, yet retain its high-speed qualities. It requires a new concept in wing design, making it an aircraft. This new design, the CUSTER CHANNEL WING, is a versatile airfoil, and utilizes the forces of “Aerophysics,” atmospheric pressure, gyroscopical action, impact pressure, thrust, etc., to sustain flight at low speeds, yet retains the very desirable features of low drag and boundary layer control for high speeds.

The airplane industry has been handcuffed to the word “airspeed” since the beginning of flight because airspeed was a requirement before lift could be thought of. Perhaps the term “Lift” needs a new cant for the directional “lifting force” induced aerophysically when dynamic airflows are passed through a channel wing. Accordingly, the induced pressure differential can be manipulated by angle of attack of the wing and deflection of Thrust velocities to provide a varying angle directionally for the resultant force.