Frequently Asked Questions

Q.  Briefly describe the proposed system  

The fundamental principle (Click here) illustrates a shaft connected to four located 90 degrees apart. In reality the moment arm (or lever arm) would be extended to a length that would efficiently transfer the energy from the engines  to the electric generator. 

An internal view of the system is provided in Basic Construction Sequence(Click here)

Sketch 1 " Start with basic construction shell (Click here)

Sketch 2 " Install basic deflector (Click here)

Sketch  3 " Install shaft, front side of aerodynamic shell and engine mounts (Click here)

Sketch  4 " Install rear side of aerodynamic shell (Click here)

Sketch  5 " Install rear cover, exhaust pipes and control system (Click here)

To minimize the need for extensive scaffolding, a suggested optional assembly approach might be add-a section, rotate, add-a-section, rotate add-a-section rotate until the complete unit is complete.

Given the fact that engines and materials weigh tons, this over simplification is for illustrative purposes only using a material of sufficient strength.

The heart of the proposed system is the Reaction Force Rotation Unit which is presented in Internal Operational Design (Click here) with and without its aerodynamic shell.  It is this unit that provides rotation to the shaft and consequently the shaft-rotor or field.  Its incorporation into the proposed system is as identified above in Sketch 3 (Click here)The shell minimizes  "skin friction" and maintains the engine at an ambient exterior operating temperature. Looking at an open unit from the rear  you would view the rotation Sketch4 (Click here)

The internal operational design (Click here) shows a side cross-section of the system;The engine mounts and engine positions (front and rear views), the front mount intake plate, exhaust removal pipes and a possible exhaust manifold design.

As is noticed from the side cross-sectional view, the shaft leading to the generator extends through the exhaust chamber back to and attaching to the exhaust chamber cover. The water, which is heated, is shown also and two of the four engines in omitted for clarity. The turbo-jet engines would draw in air through the intake ducts located on the intake plate, generate thrust which would cause the shaft-rotor to rotate. The close up of the intake plate (Click here) shows a detailed view of an enlarged air inlet port incorporated into the water jacket side of the reaction engine housing. Not shown is a compressor apparatus with four arms connected to each engine's intake. This apparatus will serve two purposes.

1. To control the intake air feeding to the engines. This control of the air intake when coupled with control of the fuel throttles (borrowed from the throttles of a conventional jet airplane).

Thus having control of both the air intake and fuel mixture would provide for optimum efficiency operation of each engine. The reader may recall that an air compressor was connected to engines of the old DC-9s. The compressor was connected to the engine to bring its compressor speed to level sufficient to cause ignition.






The same principle is applied here, however the compressor remains attached to continuously optimize the air/fuel ratio during the full operation of the engines. To describe how this compressor apparatus would be incorporated into the design, first stretch out your right hand perpendicular to your body with each of four fingers extended that would be attached to the air intake of the four engines. Now rotate your arm in a clockwise rotation. A swivel interface would stand vertically as in this demonstration at you elbow.

2. Block out external objects such as birds, wooded matter and other materials that would otherwise be ingested into the engine damaging the engine Also not shown are moveable "baffle plates within the water jacket" that would be designed to move to and from the exhaust deflector as required for the purpose of adjusting the amount of water inside the water jacket to ensure that it leaves the water jacket at the desired temperature.
The internal operational design (Click here) again shows a large cross-section of the unit highlighting shows the interface for the control system and the exhaust fan for the removal of exhaust gasses. The exhaust gasses will be forced out of the chamber by a small pressure head is inside the chamber, rotation of the aerodynamic shell of the Reaction Force Rotation Unit, and the exhaust fan. The load bearing parts of this system are identified at points (A) generator a (B) rear housing. The load (weight of Reaction Force Rotation Unit) will be suspended at point C, as indicated. (Click here)

The operation of the system is as follows. The engines (connected to the shaft which is in turn connected to a rotor of field) generates thrust which causes the shaft and consequently the rotor of field to rotate. (Click here)

As the engines generate thrust the provide rotation to the shaft-rotor or field,the heat from their exhaust at 850 degrees to 1100 degrees will be trapped in the exhaust deflector chamber and through conduction transmitted to water in the surrounding water jacket and surrounding the exhaust pipes leading from the exhaust deflector cover (see exhibit 5, enclosure A). One thousand (1,000) gallons of water per minute at 210 degree can be derived from the heat of the engine-exhaust and would be fed into the feed water of an existing steam utility plant thus reducing the amount of energy that must be placed in the water at the boiler interface.

The above represents a gross overview of the system as it is perceived it would operate. More detail, date and analysis is presented throughout this question and answer scenario to provide more insight into its operation and capabilities.

The approach recommended for Reaction force Rotation Units, when the moment arms (leading from shaft to engine mounts are sized to operate at greater lengths (Click here) such as 20, 25, 30 or 35 feet is different from that employing the Aerodynamic Shell, as described above.

But first a few points about the aerodynamic forces acting upon the Aerodynamic Shell. Research and subsequent discussions with personnel at the Arnold Engineering Research Center (A.E.D.C.) at Tullahoma, Tennessee, where the Air Force's giant wind tunnels are located indicate that THER IS NO DRAG ACTING UPON THE SHELL BECAUSE THERE IS NO HORIZONAL VELOCITY DIRECTED TOWARD THE SHELL. Rather, the only retarding force acting upon the wheel is "skin friction". This is very significant because the drag equation requires that the velocity (speed at which Aerodynamic Shell would rotate) term in the expression be squared. which has a significant contributory effect to the amount of drag that would act upon the shell as it would rotate.

Almost as significant is the affect of the "Area (A)" of the Shell which forms a product of the velocity squared times A in the drag equation.

The airflow pattern (Click here) illustrates what happen when a wheel rotates in still air. Particles of air nearest to the surface of the wheel will adhere to its surface due to viscosity and consequently rotate with it. The viscosity of the air induces the surrounding air particles to follow the same path as illustrated in that same exhibit which in effect created the rotary motion of air around the wheel and the airstream velocity distribution. as indicated. Such an air flow pattern is referred to in theoretical aerodynamics as a "Vortex", which is , when compared to drag is quite inconsequential.

But as stated above, area also comes into play as a strong contributor to the amount of skin friction placed upon the rotating unit. To lessen its (area-skin friction) contributory effect, it is necessary to stop the motion of as many parts of the Rotating Unit as possible. Less rotating area, thus less skin friction.

When longer moment arms are incorporated (Click here) all of the basic components of the Aerodynamic Shell are present, but they all do not rotate. The outer half shell and inner half shell do not rotate, whereas the rotating engine track does. The inner half shell is fixed to the frontal inner section on the intake enclosure while the outer half shell is disallowed motion, because it is no longer a fixed part of the shaft. The shaft runs right through the center of the outer half shell and rotates, but the lesser marginal micro-diameter of the shaft with respect to the center pass through point of the outer half shell will allow only the shaft to rotate; not the outer half shell (although it would be attached to the chamber in some way to assure its non-rotation).

Next Page>>

While hydrogen (Energy Carrier) is discussed through out this web site, we are actually promoting the Thrust Architecture which can accommodate a variety of fuels ( Biofuels, Jet Fuel, Alcohol, Hydrogen, and future synthetic). The only requirement to change out a fuel that is economically advantageous is to change out the engines and modify air intake.