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).