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EDAV PROJECT PART lV

Electro Dynamic Air Vehicle
February 2006

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In this series of writings were going to cover the Electromagnetic Effects and how to achieve these goals using the Implosion motor as a vehicle to get there.

Victor Schauberger writes in his book concerning the effects of the “Magnetic Thunderstorm”. So our research this year is to define this scientific phenomenon associated with these writings. Again I stand on principals associated with the “Laws of The Conservation of Energy” in these writings.

Topics of Discussion in this series

1.) Regarding the Implosion Motor
2.) Electromagnetic Field Generation
3.) Waveplate Design Critique
4.) Implosion Writings from J. Bailey
      Letter 6/01/04 “Repulsion Research”
      Letter 6/02/04 “To the Future Boldly We Must Go”
      Letter 6/03/04 “Secrets Lost In the Pages of Time”
      Letter 6/07/04 “The Solution to the Repulsine Mystery
      Conclusion

Understand that Victor Schauberger’s knowledge was at that time far beyond the applicable laws of science that we now have. His understanding of thermal dynamics and electrodynamics were far superior than we can really understand about this great man of his time. So let’s begin by referring to his book and some of the associated writings.

Schauberger writes: The Energy Evolution Publication page 115

The principals of this vacuum turbine consists in the fact that an artificial thunderstorm or high tension electrical charge develops in a capillary tube in a double spiral pipe in which electromagnets have been incorporated, which transforms the substances of the air into electrical energies.


Schauberger writes: The Energy Evolution Publication page 125

Fully operational, the machine must be remote controlled for either a violent thunderstorm or a cyclone will develop. If the organic H discharges itself downwards, then there is a short circuit – a thunderstorm, whereas an upward discharge of H produces the celestial electromagnet, which is actuated at about 40,000 milli-amps and with it a charging up of the celestial Plus + Minus i.e. the cyclone.

See the writings of “Spin Wave Technology” Pg. 203 , 2nd Paragraph

A vortex tends to expand in size when forced from vertical to horizontal orientation.

Regarding the implosion motor:


As Victor Schauberger wrote regarding the magnetic thunderstorm associated with the introduction of magnets around the inner periphery of the waveplates, the following research has been uncovered.

As written earlier, as the air is spun thru the waveplates, the oxygen/hydrogen is broken apart. When the hydrogen atom impacts the copper plates at a high speed, the hydrogen
Atom relinquishes its last remaining electron to the copper atom. So the copper plates build up an abundant charge of electrical energy. As I have already written previously, the realization of loose electrons spinning about the implosion motor is highly probable. This is noted by the blue hue effect noticed by some observers of seeing implosion motors in operation. So we know as fact that there is an abundance of loose electrons floating about and being recirculated thru the waveplates continuously. These free electrons are also being radically affected by the thermal gradients deep within the spin of the implosion motor.

So if magnetic fields are constructed in between the waveplates on the upper and lower sides that will impress a strong magnetic field into the waveplates and thus then the following must apply.

According to Gorge Bugh of the book, “Spin Wave Technology” which is a good book concerning the atomic basis of the magnetic fields. Electrons and Protons can be made to flip spin states if the electrons are passing thru the differing magnetic fields at high velocities. This flipping action between the North Pole and South Pole will create an electrical expotential in the electron. The increasing velocity of the waveplates themselves set up a defined resonating field which when joined with this magnetic field sets up the electrons to increase this electrical output when transferring from a higher energy state to a lower energy state. This Book is highly recommended.

Chapter 30 defines this theory well.

“Classically, any time an electron accelerates or decelerates to a new location in space, whether it does so as part of a circular orbit or some other kind of orbital motion or even when not associated with an atom as with a free electron, when it moves to a new location in space not all of its electric field energy extended out in space from its old location moves to its new position. The fluctuation or transient in electric field strength continues to radiate out into space and causes changes in how much it pushes or pulls on any other charged particle at whatever distances away compared to the amount of pushing or pulling it did with its electric field force from Its old location. Not all of the electric field energy stays with the electron but some radiates out and away when it moves. Classically, it can be visualized like a stick in the water moving around in circles and sending out ripples. As it does so, those ripples cause motion in the things they encounter as they radiate out from motion. So to the extent that the electric field changes are radiating out and causing motion of other charges they are in fact performing work on other charged particles and so transferring energy to them by the amount of motion they cause in them. The amount of energy transferred should now be that much energy the orbiting electron has less of. The electron should be continuously losing energy. “

Now another thing comes into play not previously mentioned in any writings and that is the magnetic particles attachment to the hydrogen molecules. As mentioned in Stan Myers patent papers, “When after attaching a magnetic particle to a hydrogen atom, it is in turn attracted into a magnetic particle accelerator to accelerate the hydrogen atom to the speed of light”. This constitutes the creation of a new gas. So if this concept can come about in Stan Myers apparatus, the same effect can possibly happen inside the implosion plates as well as the spin is adjusted for more speed. The release of new gas’s from hydrogen comes about from the high speed acceleration of hydrogen gas.
These new gas’s are denoted as “Parahydrogen” and “Oxyhydrogen”. They are the 4th and 5th dimension of hydrogen. In other wards these gases are offshoots of the hydrogen molecule. Probably better known as Brown’s Gas phenomenon. Although at this time I don’t know the atomic nature of these molecules. I know more investigation will come in this area. As a reader of this information, if you have any knowledge of this please forward your information to me.

Electromagnetic Field Generation

Let me first explain that the Implosion motor is just one key element to the generation of a larger picture.Already I have explained in the preceding parts of how the waveplates come to operate. So I’m now going to build on that data in the following paragraphs.

According to Schauberger, the waveplates were injected with water. In the series Part 3, I covered some material concerning water. Lots of fluids can look like water but were going to introduce a new one in particular called D30 (Heavy Water). So what is D30, it is water that is engineered to have one extra hydrogen atom on board the atomic nucleus.

Usually we find heavy water being used in Nuclear Reactors to absorb the neutrons. Heavy water was engineered by the Germans and brought to the U.S in U-234. Why was it carried in U-234, certainly not to power the new V-4 Rocket? Or even to power the New 242 fighter plane, or even to help contain the 1200 lbs of enriched Uranium on board, but just maybe to power the “Space plane” also shown in the shipping manifest.
With delivery of this Space plane, a fuel would also have to be provided. It is obvious to me the other items worked on combustion. (See the Book, “Critical Mass” published this year). This Space plane was denoted to be a HENSHALL 130, never heard of it or have seen one in any aviation books of Germanys aircraft or otherwise.
So what happened to this Space plane? Did A.V. ROE Company of Canada end up with it? Maybe this German built Space plane is the Saucer shaped craft as the photo shown below. Which was rejected by Canadian National Defense by the way and the negatives supposable lost. Obviously, this aircraft did not fly on combustion or propeller technology. Early photos of German propeller types are vastly similar in design especially around the cockpit area.

Notice the double stabilizer tail and the pilot canopy in center for excellent C/G stability. Also note the inside cut at the outside edge. The rounded front leading edge is thicker and the trailing edge in rear is smaller depicting a early electrogravetic type wing structure. This creates a positive charge in the front and a bleeding off of the negative charge in the rear. Notice the Aileron controls are barely visible, but a line can be seen.

This aircraft was small enough to fit into the belly of U-234.

Above is another photo, not of the same aircraft, but notice the large aileron/elevator design. Refer back at the proceeding picture and notice the rubbed out ailerons at rear. These are possible similar designs but this model sported and air intake fins at the right.
Pilot seating again at extreme front would indicate heavy engine to extreme rear. This was possibly powered by a combustion engine concept of some type. The Leading edge construction is closely related to the Project Silverbug Saucer Design.

But back to our discussion at hand……

Now we know the Implosion motor works on the principal of water injection (H20) in order to help produce the thermal gradient inside the housing. So instead of injecting normal H20, we are going to substitute D30. The subsequent reactions are still going to be the same except the hydrogen rich atmosphere inside the implosion housing just doubled. Also we have now doubled are potential of electrons which can be absorbed by the copper waveplates. Also the released Ionic Protons have also doubled, spinning in
The hydrogen rich atmosphere. It is important to understand the environment that all of this is taking place in.

The big question to ponder was what to do with the absorbed electrons. How can I put this energy to good use? How do I control the Implosion motor rotation to control the electron output?

My answer came to me in a recent video received this year from Europe.

In my Part 3 Series, I showed a picture of an original Schauberger drawing. In this picture if looked closely illustrates the inclusion of magnets. This is denoted by the German words on this document which means “Magnets”. So this goes along with the concurrent writings of Victor.

“Eizelement” is not the full word but in German this stands for “Magnets”

So lets think about producing a magnetic plate, shaped like a record about 12” in diameter and Ľ inch thick. Now let’s attach this magnetic plate to the bottom waveplate assembly and set it in place inside the housing freewheeling on the shaft but still connected to the upper exhaust turbine. Let’s make another concurrent assembly and place it on the bottom with the two magnetic fields pressing against each other.


( See “Vortex Thruster Engine” in Part 3)

Now, you will notice another flat magnetic plate sandwiched in between both upper and lower implosion plate assemblies. This is a fixed magnetic plate and is made out of a different magnetic substance than the other two rotating disks. The upper implosion plate assembly is spinning in a counterclockwise rotation while the lower assembly spins clockwise which is opposite of the top.

This is where it starts to get good. As the Implosion process begins to pick up velocity and crosses into subsonic speeds, the magnetic field generated by the opposing plates Start to energize. Now the copper waveplates begin to absorb the electrons and the electrons are funneled into the magnetic field producing an electromagnetic field potential whereby increasing the EMF field to an even greater potential. This also produces a negative gravity effect as specified in certain PhD Documents published previously.

Now if we add the hydrogen rich atmosphere into the equation of the electromagnetic field, we have now just created an even higher state of electrical potential amounting into the billion volt capacity.

We still must take into account the resulting thermal effects happening inside the housing. The resulting hydrogen rich atmosphere is undergoing a constant thermal change from 400 degrees Fahrenheit at the peripheral of the plates to subzero temperatures near the center and spinning at a rapid speed at over 300 mph.

This hydrogen rich atmosphere will be overflowing with ionic protons which have lost there electrons to the waveplates. Remember I wrote that monatomic hydrogen has an upward velocity of 52 thousand feet per second. This is what the atmosphere is flooded with not only circulating inside the housing but outside as well.

The resulting implosive pressures inside the housing will reach up to 1800 psi and must be allowed to exit the housing. The resulting tornadic activity outside the implosion motor subsequently moves away the heavier nitrogen/oxygen atmosphere replacing it with the new atmosphere. This atmosphere being highly charged with loose electrons, and ionic protons, will also create the negative gravity effect of megaton proportion.

This above views illustrates the EDAV Aircraft utilizing a 12 foot diameter waveplate assembly. Whereby creating enough electrical energy to develop a large encompassing electromagnetic field around the aircraft and to also develop electrogravitic Acceleration.

“Wave plate Design Criteria’ as Written by Schauberger

A lot of individuals have written concerning the design of the waveplates and Part 3 discusses the design with much detail. But I will include the following writings from Victor’s book to again verify the design. As the pages of the book show designs of waveplates, certain individuals who have no understanding of physics follow the saying “Monkey See, Monkey Do”. So if you build your waveplates like the ones shown in the book, then your doing exactly what others want you to do and your achievements will be a waste of time and money. The U.S Navy would never have let those pictures of the implosion motor be taken if the motor really worked. That particular motor was in the junk pile in Prague, left by the Russians. They got there first and had removed all pertinent data and information associated with the Implosion motor developments. Design and build by the information that has been given in my writings and your results will be fruitful.

Schauberger writes: The Energy Evolution Publication page 184 3rd Paragraph

As a result of this finding experiments were also made to rotate water in meander-forms made of diamagnetic material (copper, brass etc.) even diamagnetic wood can be used. Out of these experiments arose the double membrane which with increasing radius automatically increases the flow thru velocity, if the angle of the alternately disposed slip surfaces is flattened out towards the periphery.

Implosion Writings from J. Bailey

Over the last couple of years I have composed many writing from Professor Bailey. I will begin to publish some of those writings here. Others have received these writings and have stored them away in some file somewhere so as to horde the information for their own liking. Some letters I have retained and kept back from public scrutiny.


LETTER 6/01/04 “Repulsine Research”
Your interest in the Repulsine is very commendable
I have new research on the implosion motor.
I will be happy to tell you "EVERYTHING" as long as we do not allow anyone to get hurt building it.
That is why I dropped off the internet.
If you want to communicate with me about my Repulsine research, please do. I am always glad to hear from serious Repulsine builders who know what happens when pressure builds up in an air tank without a relief valve.
I will "NOT" teach a child or teenager or foolish adult how to build an aircraft engine over the internet, who has "NO" idea what it will do after they construct it.
The Repulsine is "DANGEROUS"!
It should be left in the hands of people who are serious about aviation.
I know you can see the risk involved in an "EXPERIMENTAL" atmospherically powered aircraft engine.
You are missing a few key points. Once I tell them to you, there is "NO LIMIT" to the power potential of your aircraft engine.
I have made several new discoveries; I have not given to "ANYONE" on the internet.
I want you to consider what happens when we close the plates "TOGETHER" on a Repulsine.
Think of a "PULSE JET"
If I suck air through the jet and then close the valve in front, tremendous heat builds up!
That is the "SECRET”, we are first filling our Repulsine with "COLD" air and then we are heating that cold air by clapping the compressor plates together.
It works try it. Place a suction bottle over a plate with an intake hole and place another plate over it and they will "HUM" or resonate.
The secret to a whole new form of aircraft engine is to fill a large shell with cold air (rim port induction) and then stop it off!
We are now powering the aircraft by absorbing external heat.
I can send you several diagrams.
I can also tell you about the "TEXAS ROCKING WATER PUMP"
The latest design uses the air dissolved in cold water and a pulse jet tube.
There is another motor you need to work on. That is the water motor designed by Burt Rutan.
It uses a resonant pulse jet effect.
I would like to share "ALL" of my research with someone and get there opinion.
I have had a Schauberger group try to get my Repulsine prototype and I had to walk away from them.
They just wanted my motor. They were "NOT" concerned about safety or "WHY" the Repulsine works.
They just wanted it in their possession. I had no idea what they were going to do with it. They were very demanding. They were only interested in selling my design to a corporation and leaving me out of the loop. I do not trust them anymore. It was just another business deal to them. This is my Life's work; I will not have it sold to the highest bidder. It is for everyone.
If you are willing to tolerate me on this, I will share all of my research with you.
You can decide best how to use my research.
I must trust someone who will not endanger themselves or others. These machines are dangerous and un-predictable.
They must only be built by experienced craftsman, with a firm grasp of industrial safety rules.
I wish you well in your quest for the Repulsine.
I will be happy to assist you in building any of a number of machines based on the
Repulsine principle.
I only ask that we never expose a poorly trained individual to harm or risk
There are people all over the web "PLAYING" with homemade jet engines. Sooner or later someone will be killed or burned and the internet sight that gave them the plans may be sued by their parents or relatives!
If we can do this research safely will show you machines you will not believe!
One is so simple you can build it in a few hours out of a piece of aircraft grade aluminum pipe. Add to that an internal piston, spring and a few valves and you make a "JUMPING STAFF”. The staff has an endless source of atmospheric energy. It is perfect for demonstrating the Repulsine to other researchers.
I can even show you how to make a pair of "FLYING BOOTS".
No hydrogen peroxide rocket belt, no ducted fan turbines on your back. You need "NO" fuel at all.
All you require to "FLY" is two boots on your feet. They have two induction turbines and magnetic implosion chambers. You can make incredible controlled leaps from the ground. IT IS NOT A HOVERCRAFT! It is a form of shoe based on a magnetic Repulsine. We are talking true flight!
The design is so simple, you will wish you made a pair years ago. I just do not have the legs I used to have when I flew hang gliders in Texas.
You will marvel at the design of those flying boots. It’s like something from a "Buck Rodgers” comic book.
So you see Sir, it is "ESSENTIAL" I do not share this information with a reckless person, who only wants a quick profit or to make a web sight more interesting.
These devices look "VERY SIMPLE”. They took me 30 years to develop and are dangerous!
I will share it all with you, if I can trust you will not show it to someone who might get hurt building one.
Looking forward to hearing from you.
Consider a final point. Windmills only use the "KINETIC" energy of the wind.
No where in the world (secret government test sight excluded) is anyone researching what happens when you allow wind to strike a large flat chamber full of cold air!
That’s it! That’s the secret...We need to discuss the engineering technology of the
"THERMODYNAMIC" windmill. I have over 20 distinct designs! Only two were published. I will show you the rest if that is your wish.
I only ask we keep this information away from anyone who is un-aware of the danger of confining air in a chamber at great pressure. THESE ARE NOT TOYS!
They can and will explode without a proper relief valve!
The Repulsine was designed in war torn Nazi Germany. They had no regard for human life!
We can not be that reckless.
If only Viktor had not been forced into the war effort and had come to America. The stigma of Nazi Germany stayed with him to his death.
We have much to discuss on this subject. All I ask is that you keep it "OUT OF THE HANDS" of anyone who might injure themselves building a machine they have no understanding of.
Neither you nor I can afford to be sued by a "GARAGE INVENTOR" who using our construction plans and poor materials and fabrication skills, manages to hurt himself. There is "NO MERCY" in the law courts of this land. People will sue at the drop of hat these days in America.
It is my fear of law suits that has crippled my research and giving information over the internet.
People believe the Repulsine is a simple compressor attached to an exhaust turbine.
IT IS NOT! It is a rare endothermic heat engine that has the capacity to absorb atmospheric heat and wind energy to build up fantastic power levels, WITHOUT A DROP OF FUEL!
As was said in the Indiana Jones "RAIDERS OF THE LOST ARK" movie. It is a source of unspeakable power and has to be researched"!
Remember there is a dramatic temperature drop inside the Repulsine.
For at least one half cycles it is "COLDER" then the environment and absorbs heat.
If not, the wavy disc compressor would simply spin down radiating all its heat. That is why we need "JET FUEL"....The combustion process adds heat that is lost in the intake compressor. That is the conventional approach.

NO ONE SIR, IS WORKING ON A JET ENGINE THAT CYCLES BETWEEN EXTREME COLD AND EXTREME HEAT!

All a standard jet engine does is burn fuel to overcome all the heat it is dumping into the atmosphere.
Entropy "DEMANDS" that it stops the second you shut off combustion!
I can show you machines that directly absorb heat from external wind. Even if there are development problems with the Repulsine, these "OTHER" designs work. We are covered in this research effort either way.
I will give you my research as long as I can be assured it will not be built by careless "GARAGE" experimenters who may get seriously injured "TOYING" with a home made aircraft engine.
I have no desire to see anyone follow in my footsteps. I studied engineering at universities all over Texas, I know the danger inherent in this work.
Let’s keep this on a safe level. I will be happy to give you my research....As long as we keep it out of the hands of foolish garage inventors.
There is "ALWAYS" some nut who after having failed to get his Repulsine to spin up by wind alone, is tempted to use gasoline inside the combustion chamber!
That is why I have "NOT" released further research on the internet.
I would still like to give you my latest research findings. We just have to avoid sharing it irresponsibly with home inventors on the internet.
Your friend and Repulsine researcher, Mr.Bailey

LETTER 6/02/04 “To the Future Boldly We Must Go”

Sir lets do this one step at a time.
I am "NOT" out to protect my inventions as many researchers are on the web.
I want my research published!
I want "YOU" to benefit from it. Naturally I would like some credit for these devices, if what I have been saying to people for over 30 years turns out to be true.
I personally am only interested in exploring wind power.
I studied Nuclear Engineering at T A&M in the early 80's.I also went to University of Houston, Rice, Lamar University, Houston Community College, Houston Baptist University to name a few.
Things are looking up for the human race.
That brings us to "MY" research into an advanced form of wind power. I have only one purpose in this. I want to assist in a better future for our children.
The wind power designs I have worked on are worth Billions of dollars.
One day a vast energy development program will come from them.
I believe the information is all ready in the hands of several governments.
I have "NO" idea if there is a conspiracy to keep these machines under wraps.
Look, I design new machines every day.
It’s just what I do. I have had a natural talent for wind energy since I grew up in the 60's.
I have designed thousands of machines. In all of these machines it was this "LAST" class of wind energy generators that focused my attention.
These wind energy generators use "CONFINED PRESSURE CHAMBERS".
All other wind power devices use the "EXTERNAL FLOW" of the wind generator to force a blade or bucket to spin.
Sir, let me be frank about this.
It is "FOOLISH" and against all of the laws of thermodynamics to "RUN" an exhaust turbine off of its own "INPUT COMPRESSOR".
That is a "MOTOR" turning a "GENERATOR" that then powers the motor!!!
Pure physical nonsense!
There is friction and heat loss. This energy loss known as entropy can not be recovered from the environment.
So we "CAN NOT" build a Repulsine that uses it compressor to run its own exhaust turbine.
This is where we have to be very careful.
You simply will not have all of the energy in the compressor delivered to the exhaust turbine.
There is only one way around this.
WE MUST BRING IN THERMAL ENERGY FROM THE ENVIROMENT!
This heat is "NO DIFFERENT" from combusting fuel inside a gas turbine.
We are "NOT" doing anything new. We are just doing it better.
We are building a wind generator that uses the "EXTERNAL HEAT" found in all wind when it is compressed against a large metal plate.
In order to transfer this heat, the inside of our wind generator "MUST" be colder then the external wind flow.
It will take several letters and hundreds of diagrams to explain this.
It is a new field of wind energy research as revolutionary as the first airplane!
I will send you another letter explaining this in great detail. THANK YOU

LETTER 6/03/04 “Secrets Lost in the Pages of Time”
I will attempt to stick to the Repulsine.
First keep in mind there is energy available from the wind that is not being used.
A propeller can only absorb the "FLOW" energy of the wind. A flat metal chamber can also absorb the "HEAT" of the wind.
There really is nothing more to say about that. If you combine an intake turbine driven off of rim exhaust ports. You have absorbed the "KINETIC" energy of the wind. If you then close the exhaust ports and allow the chamber to compress, you "NOW" have the kinetic energy of the intake turbine spun up from the rim exhaust ports. You "ALSO" have the "HEAT" from all of the wind striking the chamber bottom.
I have perfected that system. We simply are building a large magnetic air tank that draws power from the wind flowing past it. There are so many variations on this theme that it would take a life time to list them all.
I have always wanted to "SOLVE" the basic power system of the Repulsine.
I came up with a final "SPIN" on the problem. Yes we have the cold water injection and molecular break down of hydrogen. He also talks about the CO2 separating from the nitrogen and oxygen.
There is talk of micro vortex formation and a host of other secrets in his machine.
I was looking for anything "DIFFERENT" from standard compressor physics.
There are "MILLIONS" of centrifugal compressors in the world.
My question was. Did Schauberger do anything to the "REPULSINE" centrifugal compressor (wavy discs) that was not recorded in the literature? Something lost in the pages of time.
I began to examine what would happen if he allowed the wavy disc compressor to "VIBRATE".
It is a simple fact that if you raise a plate above another plate and allow it to fall it will "PUMP" air.
It is also well known that if you have hot air inside the wavy plates and "COLD" air above them. The hot air will "IMPLODE”, this claps the wavy plates together with great force.
The point I am making.
If we allow the wavy plate compressor to both "ROTATE" and "PRESS" together resonantly. We now have a "DUAL SOURCE" of compressed air inside the Repulsine.
I have resonated plates for years in this way.
It requires us to "SHOCK MOUNT" the upper wavy disc compressor on the drive shaft with a rubber boot. This allows the upper wavy disc to "BOUNCE" up and down the drive shaft at a very high frequency.
Any instability in the pressure outside of the Repulsine is converted into compressed air by the wavy disc compressor.
I am "STILL" testing this finding.
If I am correct, then the Repulsine "MUST" have a "FREE" upper wavy disc plate. It is held to the drive shaft by a rubber boot.
The Repulsine consists of a "BASE PEDESTAL" that has two bearings and a very long drive shaft. Above the pedestal 4 supports rise up and are welded to a base plate.
The base plate has a small hole. The drive shaft goes through that hole.
The drive shaft above the base plate hole is attached to the bottom wavy disc compressor. Above the base plate hole the bottom wavy disc has several intake holes.
Above the bottom wavy disc is the upper disc plate. It has a slide collar that slips over the drive shaft. This collar is very close tolerance and only allows the wavy disc to "BOUNCE" a few inches up and down the shaft.
The upper wavy disc is then bolted to a rubber boot and the boot is bolted to the drive shaft so torque is transmitted.
Above the upper wavy disc is the exhaust turbine. It has 32 plates that bend in to the center point above. The number is not set in stone!
Those reaction plates rise up at the center and have a second upper plate to trap the exhaust.
There is a dent in the compressor shell upper hole lip. This dent seats the upper chimney bell. The inside is filled with guide fins. The dent allows the bottom guide fins to draw in external wind.
All of this is an effort in futility, if you are simply building a compressor that drives its own exhaust turbine.
There is no recorded case of a jet engine running after its fuel source is cut off.
The heat, friction and vibration lost by the compressor insures the exhaust turbine has less and less energy to return to the drive shaft that spins the compressor plates.
There is an external wind from the shell that is being blown into the bottom of the chimney bell and into the exhaust turbine by the chimney bell guide fins.
This does put more energy back into the exhaust turbine to drive the wavy disc compressor.

There is still a lot of heat being lost to the environment around the Repulsine.
Therefore it is "IMPERATIVE" to determine if the wavy disc compressor plates "VIBRATE TOGETHER" during operation.
If not, then the Repulsine is being powered only off the external updraft.
I have always been cautious in this simple approach.

I WOULD LIKE TO TEST ONCE AND FOR ALL IF THE REPULSINE IS CAPABLE OF CONVERTING FLUCTUATIONS IN ITS INTERNAL AND EXTERNAL SYSTEMS INTO COMPRESSED AIR BY VIBRATING THE WAVY DISCS TOGETHER.

You still have the same "BASIC" Repulsine, with or without the wavy disc plates clapping together.
It is a simple modification.
I have vibrated plates in this exact manner by sucking air out of a Repulsine shell at the top.
This is a "POSSIBLE" solution to the power function of the Repulsine and has to be researched.
In effect you are combining a piston engine with a centrifugal compressor.
That is my current focus on the Repulsine. Are the wavy disc compressor plates "FIXED" or free to move relative to one another???
It is the difference between a Repulsine that will slowly spin down after its electric motor is shut off and one that will spin indefinitely.
I must continue my tests of this phenomenon.
It is a secret lost in the pages of time and the horrors of world war.
If we generate a "COLD" vortex inside the Repulsine. We alter its "INTERNAL" density.
This vortex is very "HEAVY" in the center of the Repulsine, above the upper wavy disc compressor plate.
If this "AIR MASS" is heavy enough it will "CLOSE" the plates together!
The resulting heat from the wind ramming beneath the wavy disc compressor plate will then heat the cold air vortex and it will be "BLOWN OUT" of the exhaust turbine.
If you want to "DESTROY" a vortex you "HEAT IT AT THE CENTER"!
The wind will now be blown out of the Repulsine exhaust turbine.
This generates a strong vacuum inside the Repulsine and the wavy disc plates will spring open.
This cycle repeats over and over again.
The H/R tube has a mass of cold falling air at the center of its compressed air vortex. THIS IS NOT AN UN-PROVEN IDEA.
What I am saying is that we not only have the "PRESSURE" of the internal vortex to "SQUASH" the wavy disc plates together. We also have the "WEIGHT" of the cold air.
It would be like an elephant sitting on a car! Then the thermo-dynamic cycle changes and the weight is lost as the air mass goes up the exhaust turbine.
We "KNOW" a pulse jet uses the explosion of fuel and air to "CLOSE" its intake vanes.
There are many examples on the internet. They often look like a flower pedal opening and closing on small models.
Sir, the Repulsine is discharging its exhaust gas "VERTICALLY".
A standard pulse jet fly's horizontally. It "NEVER" is able to use the "WEIGHT" of its internal gas to close its exhaust valve.
So are we chasing a wild goose!!!!!!!!
Or are we actually very close to "SOLVING" the Repulsine.
If we are right. The Repulsine actually does use the weight of its compressed air to open and close its wavy disc plates!
This would put our research of the Repulsine into the category of a very fundamental new jet engine design.
It would essentially be a pulse jet with no fuel requirement.
The exhaust turbine is run off of expanding cold air.
So what we would have is a vertical pulse jet valve plate assembly with an exhaust turbine like a standard turbo jet.
This combination is unique and not to be found on any standard jet engine.
No pulse jet uses an exhaust turbine.
No turbo jet uses a valve plate assembly.
I have all ready verified most of the dynamics of this concept with my model Repulsine.
If I am correct in this physical engineering assumption then the Repulsine becomes a testable aircraft engine.
THIS IS NO MORE COMPLICATED THEN A MAN SITTING DOWN ON A SEAT CUSHION, AND THEN GETTING UP AGAIN.
The internal weight of the cold air vortex may act as a natural valve closer.
Once the vortex collapses and heats up, the Repulsine chamber is emptied and the plates open over and over again.
I feel it is of the greatest priority to experiment with the idea that the plates do open and close together during operation of the Repulsine.
They may actually "SEAL" at the outer rim of the two Repulsine plates. This would form a hot air pocket between the two wavy disc plates, that would heat the internal cold air above the closed wavy disc plates.
We then have all of the elements of a standard jet engine.
We need a method to first fill our Repulsine with cold air and then a way to "INSTANTLY" heat it so it expands through the exhaust turbine.
If we use a "STANDARD" centrifugal compressor. That is using fixed vanes and removes the wavy disc compressor. We know have a "STANDARD" centrifugal compressor driving its own exhaust turbine.
It is physically impossible for a standard centrifugal compressor to be driven by its own exhaust turbine!
The wavy disc compressor has no "DEFINED" internal structure. It is entirely possible that they close together in this manner!
I have thought of doing this before.
We would "ONLY" press the rims of the wavy disc compressor together. This forms a "BUBBLE" of heated air inside the Repulsine. The air from the base plate hole would ram into the wavy disc plates, thus heating them once the wavy disc plate rims are closed together.
If I am correct. Then we have gone a long way to building a practical Repulsine engine!
Change even one small detail of the Repulsine and it will fail to work!
If this plate clapping effect was what Viktor was hiding, then it is time to bring it into the light.
There is a lot of evidence to support this.
I need to reconstruct a small Repulsine chamber with a modified wavy disc plate. Then at a critical moment the suction between the plates will "SNAP" the rims closed and the wavy disc compressor plates will ram a bubble of hot air from the intake hole at the bottom of the Repulsine.
The cold air above the wavy disc plates will then be super heated and the exhaust turbine will be spun up.
I will mention one final variation. The turbine shaft could be made "HOLLOW" and have holes covered by the wavy disc plates. That way the intake air would go through the hollow turbine shaft and have a perfect seal during the ramming of the air trapped between the wavy disc plates as they close together.
We must consider all possible solutions as to the "EXACT" purpose of those wavy disc plates.
Think about it. WE MAY HAVE THE ANSWER RIGHT IN FRONT OF US!
Those plates are the only aspect of the Repulsine that is not in current use in jet engines or wind generators. Everything else is standard engineering practice.


LETTER 6/07 “The Solution of the Repulsine Mystery”
I have been going over the physics of the Repulsine for the 10,000th time and am now "CONVINCED" we have the answer.
The "HILSCH" vortex tube was discussed on the J Jnaudin sight.
I want you to examine information on the vortex tube if you have not all ready.
The internet has hundreds of references.
From what I have examined the vortex tube was captured during the occupation of France.
The timing is significant.
It would be applied to the war effort to develop new weapons.
There are Japanese Stirling engine sights (Hirato's) that demonstrate "IMPLOSIVE COMPRESSION".
This occurs when "WARM AIR IS INSTANTLY COOLED" inside a confined chamber with a piston.
You need a lot of background to understand it. It is not directly referred to in the sight.
What you will see is a "TEST" Stirling engine.
The Stirling engine has no "DRIVE SYSTEM”. The "POWER PISTON" and the "DISPLACEMENT PISTON" stand alone.
The Stirling engine displacement piston drops to the bottom. This "FORCES" warm air to rise to the top of the air chamber.
The air is instantly cooled by the cold top of the Stirling engine chamber.
The pressure inside the air chamber drops! This forces the "POWER PISTON" to drop as well!
To explain the difference, the displacement piston is "Loose-fitting”, it allows air to freely circulate around it.
The power piston is "TIGHT FITTING”, it has an almost perfect seal!
In Hirato's web sight example, the "POWER PISTON" drops to the bottom of its cylinder, as the air inside the main chamber "CONTRACTS".
The "POWER PISTON" has "MASS" and "KEEPS MOVING" after it begins to fall from inertia.
Remember, the power piston and displacement piston "HAVE NO CONNECTING DRIVE SHAFT" in the example we are using.
Hirato noticed that as the power piston "FELL" it "COMPRESSED" the air inside the Stirling engine chamber.
This compression "IMMEDIATELY" follows the "CONTRACTION" of the Stirling engine chamber air.
The net result is that wind blows out of the drive rod holding the "DISPLACEMENT PISTON" and forces it back up into the top of the Stirling engine chamber!
WHAT YOU HAVE JUST WITNESSED IS AN EXAMPLE OF IMPLOSIVE COMPRESSION!
We begin by contracting the plenum air, but do to the "INERTIA" of the power piston we "END UP" compressing the air inside the chamber instead.
The example on Hirato's sight can not be ignored.
I "KNOW" you understand implosion! It is simply a fact that once implosion reaches a focal point it can exert "GREAT" pressure!
Sir, consider this carefully.
We compress air by exerting a force on it with a piston.
Generally the piston is attached to a crank shaft which is turned by an electric motor.
The air in the compression chamber is "HOT" from being compressed.
THIS IS A PHYSICAL PARADOX!
All standard air compressors use the conversion of mechanical energy in order to compress air.
THERE IS ANOTHER METHOD FOR COMPRESSING AIR.
This can be easily demonstrated.
If instead of using a "CRANK SHAFT DRIVING A PISTON". We simply place a piston "ABOVE" a chamber of air and then "RAPIDLY COOL THE AIR”, the piston will "FALL" with great force!
After the air is "NO LONGER" being cooled, the piston will "REMAIN" in motion from inertia!
The air under the piston will begin to compress until it is at a very high pressure!!!
I call this effect "IMPLOSIVE COMPRESSION"!!!
It is "NOT" a new idea.
Sir, think about what happens if we "HEAT" the air under a heavy piston in a cylinder.
The piston will begin to rise as the air beneath it expands.
Even "AFTER" the air has stopped expanding from the heated air, its own "INERTIA" will continue to move it upward and the air under the piston will "EXPAND”. It will form a partial vacuum.
I call this "EXPLOSIVE EXPANSION".
It is all explained on Hirato's Stirling engine sight. Look up the page where he shows a Stirling engine without a drive shaft or a flywheel.
In that Stirling engine example, there is "NO" need for a drive shaft or flywheel to connect the power piston with the displacement piston. Yet, the Stirling engine runs anyway!

THE SIMPLE STIRLING ENGINE MOVES ITS OWN DISPLACEMENT PISTON BY BLOWING AIR PAST ITS SUPPORT SHAFT AS THE POWER PISTON RISES AND FALLS, AS A DIRECT RESULT OF IMPLOSIVE COMPRESSION AND EXPLOSIVE EXPANSION OF THE POWER PISTON.

Where does all of this take us?
Sir, this is the "HEART" of the Repulsine power system!
If we place a "LARGE" metal plate above an identical metal plate (WAVY DISC COMPRESSOR PLATES) and cool the plate from above it will "SQUASH" together as the air trapped between the plates is contracted.
Sir, it is as if a heavy weight has been placed on top of the upper wavy disc plate!
In this case we are using the "HILSCH" vortex tube effect to "COOL" the air inside the middle of the Repulsine.
We now have "WARM DESERT AIR" rising up from the bottom intake hole.
This warm air is drawn into the Repulsine as the "WAVY DISC PLATES" spring open.
This warm air is "TRAPPED LIKE A SANDWICH" between the upper and lower wavy disc plates.
Above the wavy disc plates, the air is very "COLD" from the Hilsch vortex tube effect.
The warm air trapped between the wavy disc plates transfers heat to the cold air vortex above it, inside the Repulsine.
The cold air above the wavy disc plates "EXPANDS", at the same time the warm air trapped between the wavy disc plate’s contracts.
The wavy disc compressor plates "IMPLODE”. They are driven against each with great force!
The discs have "INERTIA" and reach a much higher pressure then the upper chamber pressure of the Repulsine.
WE HAVE NOW BLOWN EXTREMELY HOT COMPRESSED AIR INTO OUR REPULSINE AT THE INSIDE BOTTOM RIM. This air was compressed as the Wavy disc plates imploded together from their own inertia!
This compressed air expands and rises up the Repulsine to the exhaust turbine.
The rotating vortex at the center of the Repulsine becomes "VERY COLD" as a direct result of the Hilsch vortex tube effect.
The compressed air continues to "LEAVE THE EXHAUST TURBINE". The outside of the Repulsine is being cooled by the external updraft. When you generate heat in a machine, the surrounding environment always sends "COLD" air to cool it. This is a natural consequence of convection.
The center of the Repulsine is now becoming highly evacuated from the air leaving the exhaust turbine.
The wavy disc plates are still closed!!!! Remember that.
This is exactly the same as a "PULSE JET”, when all the air has left its tail pipe before its intake valve opens.
The "WAVY DISC COMPRESSOR PLATES" now spring open and fresh warm air is drawn in from the desert or asphalt test area the machine sits over.
The wavy disc compressor plates are once more filled with a sandwich of warm low pressure desert air.
The air above the wavy disc compressor plates is "VERY COLD" from the Hilsch vortex effect and heat begins to transfer from the warm air trapped between the wavy disc compressor plates. The air above the wavy disc compressor plates "HEATS UP AND EXPANDS" driving the wavy disc plates together with great force! This compresses hot air out of the rim of the wavy disc compressor plates and into the Repulsine shell.

SIR REMEMBER, THE WAVY DISC COMPRESSOR PLATES ROTATE AS THEY ARE DRIVEN BY THE UPPER EXHAUST TURBINE.

THIS ROTATION PREVENTS COMPRESSED AIR FROM BACKING UP INSIDE THE INTAKE HOLE AS THE WAVY DISC PLATES IMPLODE.

THE ROTATION OF THE WAVY DISC PLATES "ALSO" ASSISTS IN THE FORMATION OF THE HILSCH VORTEX EFFECT. This effect is essential for keeping the air inside the Repulsine above the wavy disc plates cold. You can expect a temperature as low as -70 degrees below zero.


The cycle I have demonstrated here repeats endlessly and "THAT" is how a Repulsine generates power.
I have said again and again on the internet, for people to study the Stirling engine and Pulse jet if they want an explanation of the Repulsine.
It is also vital to construct a Hilsch vortex tube. This demonstrates how the Repulsine operates thermo-dynamically.
The full understanding of the Hilsch vortex tube did not occur until the middle of W W 2 in Germany.
By collaboration, the Schauberger research team and Proff. Hilsch came together with knowledge of the "PULSE JET" and the other jet engines and developed the "REPULSINE"!
It is "SIMPLE" and waiting to be developed.
My understanding of this device leads me to build a "MAGNETIC" version. This is shown in the Electric Spacecraft Journal # 29.
I always understood that if we cool a "STEEL PLATE" in the presence of a magnetic field it will attract a permanent magnet.
If this is done properly with low pressure warm air, we "NOW" have a more advanced version of the Repulsine.
The point is, there is an endless number of designs that come from this research. I have all ready identified 30 distinct machines. Only 2 of which have been published so far.
You may take years to fabricate your own Repulsine.
ALL I WANT YOU TO UNDERSTAND IS THAT THIS IDEA WORKS!!!
IT WAS DISCOVERED IN THE DARKNESS OF THE THIRD REICH AND THEREFORE BECAME A MILITARY SECRET!
The physics is "CHILDISHLY" simple!
I hope this gives you enough information to put your Wavy Disc Compressor Plates fabrication into high gear!
Remember it will only work if you spring load your upper wavy disc for an up and down oscillation against the drive shaft.

I HAVE GIVEN YOU THE ENTIRE SECRET OF THE REPULSINE IN THIS LETTER!

P.S. Do not be discouraged, it will take far less time then you believe, to finish a small working replica of the Repulsine.

Conclusion:

As you see there is much material covered here and I hope you have learned something useful from this information. To the serious researcher of this energy system, the many uses that this technology can fit into is a vast realization.

Part 5 will begin the building process and will have included in that series several photos. See you back next year.

click here for EDAV Project Part V
 

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