PJ 78
CHAPTER 13

REC #1 HATONN

SUN., SEP. 26, 1993 10:37 A.M. YEAR 7, DAY 041

SUN., SEPTEMBER 26, 1993
CONTINUATION: BOUNDARY-LAYER BREAK-THROUGH, C.R. "Jake" Possell

Presentation: 1986 Tesla Symposium

PROBLEMS INHERENT WITH GAS TURBINES
Now there are many types of turbines. There are water turbines, there are steam turbines and there are gas turbines. We're looking at the whole wide field of turbines. As I showed you this turbine was built during the Korean War which is what? Thirty-eight years ago--something of that nature. Over the years, we have been able to produce a number of patents on this technology. The first patent that we took out cites Tesla as prior art. Of course, we always tell everybody that this whole idea of boundary layer drag was first purported by Nikola Tesla, the genius who invented alternating current.

There are some very interesting and exciting things that are occurring in this field. It's kind of refreshing to me to come to a meeting like this and hear a doctor who can get so excited about dividing the speed of light into a factor. I can get just as excited about boundary layer turbines and what they can do for the world up ahead. I would like to give you a little insight into what we're working on and what we feel can happen. In a steam turbine there are series of blades that look like a twisted airplane wing. They are attached to a big rotor in the center of the turbine. The steam comes in and impinges on the wing or the blade of the turbine and it pushes it. That's called impulse. The back side of the turbine is curved like a wing. The fluid goes around there and forms what is called reaction which drags the blade around. As I told you, in the boundary layer turbine we have no lifting surfaces, we have merely a system of flat disks.

In a turbine the crux of the whole problem, that people are looking at, is the effect of temperature and stress on that blade. You can appreciate that as we raise pressure and temperature the cycle efficiencies of steam cycles, gas cycles and so forth, all become more efficient. Everyone is striving, monumentally, to increase turbine inlet temperature and pressures. This will increase the efficiencies and we can get more electricity out of a ton of coal or a gallon of oil, whatever it might be, that fossil fuel that we're using to make the electricity.

People sometimes have a mistaken idea of a particular technology. For instance, back a few years ago in California we had a whole bunch of people that were reinventing James Watt's steam engine. They were reinventing the steam turbine. Un-fortunately, they were not smart enough to go to the public library and pick up a book up there and read about what the efficiencies of such devices are. A steam turbine and a steam piston engine, and so forth, unfortunately, are very neat arrangements of mechanisms but they are inherently very inefficient. The most complicated steam locomotive that was ever built, triple expanding, double compounded device, was only 14% thermally efficient. Unfortunately the diesel engine is a good deal more efficient than that, it's about 36% to 38% efficient. That's why we don't see any more steam engines running out on the railroad track. We have a much better way of making motive power with a diesel engine at a much higher thermal efficiency.
There are some rules of thumb that I go by as an engineer. If I tell you some of these rules of thumb you will be able to understand what I'm talking about much better. In a gas turbine, let's take, for instance, the limiting temperature today, if we burn fossil fuel, at stoichiometric combination, which is the optimum mixture of fuel and air, we can generate temperatures well over 3,000°F on those blades in that turbine. If we did the blades would stretch and hit the outside case. It would be an incipient failure of that device. What we do is take tremendous quantities of cold air from the outside and we mix it with that hot gas and cool it down to some temperature that we dare put into that device.

You don't have to be an aero dynamicist or a therm° dynamacist to know that's not good. If you raise something to a temperature you have a certain amount of energy in it. If you put cold air in with it you're reducing the energy content by quite a substantial amount. Today the limit of such gas turbines is about 2,000° F. The most advanced military engine in the world, that I know of, runs at 2,050° F. Westinghouse, General Electric, Toshiba, Rolls Royce--everybody that is working in the gas turbine field--is putting most of their effort into some way of being able to increase this temperature that goes into the turbine. Every year they raise it eleven degrees or fourteen degrees or whatever it happens to be. That's through a combination of metallurgy, unique mechanical design and maybe some new materials. We're able to raise it eleven degrees. Then they publish a big report about as thick as a big telephone book. It says, look what we've done this year; we've raised the temperature eleven degrees.

There is a rule of thumb that is most interesting here, that I'd like to interject, if we can raise turbine inlet temperature 350° F we double the horse power output of that engine. In other words, if we had a General Electric [jet] engine standing there, and we could wave a magic wand over it, and raise the [inlet] temperature 350° F it would have 80,000 pounds of thrust in-stead of 40,000 pounds. I'm not the only one that knows that. Everybody else in the jet engine business is well aware of it, let me tell you. They are up against a stone wall, literally, to raising turbine inlet temperature.

Along comes the boundary layer turbine. We can see that there are not blades here. At the root of the blade, we have a phenomenon, a stress phenomenon, called combined bending. That is the worst stress level. That will drive a stress engineer right up the wall. Combined bending is the worst kind of stress that you can put on any device.

To accentuate that, in a conventional turbine, the back end of the blade goes out to a sharp edge. That's Charpy effect or the notch effect. That is where the bending effect is greatest at that sharp edge. That is where the blade fails. It starts to crack at that point. If we put too high of a temperature on, it's goodbye blade. It flies off and that's the end of the turbine.

If you are ever getting on an airplane, you might look at the engine pod. There is a red line that is painted around the out­side of the engine pod. The purpose of that red line is to tell the mechanics, who are working around that engine or aircraft, not to stand in line with that red line. That is where the blades are going to come out if they ever choose to fatigue and come off. They will come out of that engine like a rifle bullet. They will go into the next county. Let me tell you something, every en­gine mechanic watches that red line. If you watch, they will step very quickly when they get to the red line. They don't want to be in line with that area of possible danger.

In the boundary layer turbine we have no blades. We have no combined bending. It's gone. There is no such thing in this turbine. All we have is two forces. One of them is centrifugal force. This is due to the weight of the flat disk itself as it spins. There is a centrifugal force developed within the disk. That tends to move that disk, break it and make it move out. Centrifugal force is a very small percentage of what a combined bending stress level would be in a conventional blade. The other stress is a small force due to the torque that is generated in the shaft for transmission out to the disk.

I would like to tell you about a little thing that we did for our own amusement and to prove to ourselves the tremendous ad­vantage of bladeless turbines. We physically set the turbine up as a compressor or a pump and attached it to a variable fre­quency motor which allowed us to control the speed. After we finished our test, we decided to find out, ourselves, what would happen if we overdrove this disk up to some point where the stress level, the centrifugal force and the sheer forces would tear that disk apart.

The mass of a flat disk is a small percentage of the mass of a blade in a conventional turbine. That's why that conventional blade goes into the next county. Its turning at a very high ve­locity and has a relatively high mass. It will continue to travel in the same direction it's flung out at. In the Tesla turbine the mass of the disk is much lower than that of a blade.
We drove the Tesla Turbine to increasing speeds, five thou­sand revolutions per minute at a time. Somewhere up around 85,000 rpm one of these disks reached its point of no return and it broke. We had all been standing around cringing, waiting for a big explosion. We were saying, raise it another five thousand. We were kind of worried about whether it was going to blow the whole laboratory up or what was going to happen. All of a sud­den one of the instrument men who had earphones on said, "Sir, there has been a little blip in the rpm. I believe something has happened to the turbine." We didn't hear any noise. Nothing that we could detect had occurred. We decided to slow the tur­bine down and take a look at it. We let it coast down and it took quite some time for it to coast back to zero rpm.

To our great surprise and astonishment, when we opened the case of the turbine, the disk on the outside of the turbine, which is slightly thicker than the other disks, had exploded and disap­peared. We thought that it would be somewhere just down­stream. Maybe inside of our flow meter or in our control valves, something of that nature. We started to unscrew the pipe. We looked for these elusive particles. We didn't know what to expect. Finally we went all the way over to the wall and took the last piece of pipe up and shook it. There were no particles in it. We said: "Now where could those particles have gone? Aha, they're out in the parking lot."

Sure enough, we went outside (we were in the second floor of a large concrete building) down in the parking lot and with a pair of tweezers we picked up these little pieces of the disk. They were about one quarter inch square. They had managed to go through the turbine, through the control valves, through the flow meters and all the instruments, out the pipe and into the parking lot without us even knowing it. We think we proved our point beyond the shadow of a doubt, that this turbine has lit­tle danger from exploding parts if you over-drive it. I'll explain why that is important in a minute.

The other thing is that a turbine has to be coupled to some­thing. If we're going to put a turbine into, say, a vehicle. Let's look at that for a minute because that is an exciting part of what we're talking about. A turbine has maximum torque at zero rpm. Now just think about that for a minute. What does that mean as far as acceleration is concerned? When we let the clutch out in our automobile, we have to rev the motor up to about two thousand rpm before we let the clutch out. If we don't the motor dies and we have to start it again. At zero rpm a conventional internal combustion engine has zero torque. Not so good for acceleration. We have to speed that engine up be­fore we let the clutch out so that we have some torque available to accelerate the vehicle. The turbine is exactly the opposite. It has maximum torque at zero rpm. When we let the clutch out we better be ready. Our head is going to get snapped back and we're going to take off and probably spin the wheels.

Back in 1967 there was a gas turbine that was put into an In­dianapolis racing car by a gentleman that we all know who is on T.V. That bladed type turbine had so much torque, they told the driver, "Be careful, don't push on the throttle too hard or you'll twist the half shafts off in the back of the race car." He could pull out along side another car and pass him at will, with the turbine. You might well say, "Why don't we have turbines in Indy cars today and in other types of vehicles?" There are two reasons. One is that USAC, the governing body of that racing sanction, outlawed gas turbines. All the other owners said, "We can't afford to put a gas turbine in our race car and this thing can blow our doors off. We don't want gas turbines in racing cars." Collectively USAC outlawed the gas turbine as a power plant in race cars. Not because it wasn't good or better or anything else, it's because it was too good.

Today our ultimate objective is to get boundary layer gas tur­bines back into vehicles. Maybe first in an Indianapolis race car, then into a truck and then possibly come up with one that will go into a car. Why is that so exciting? Let me explain to you. We touched a little bit on that rule of thumb about 350° F. Why is that so important? I told you that we have a lower stress level on the flat disks. I told you about our unique experience. Why is that so important?

THE ULTRA HIGH TEMPERATURE
GAS TURBINE
It means that we can raise turbine inlet temperature above that temperature our competition can put on ordinary bladed tur­bines. I can tell you this, today we have run gas turbines with a turbine inlet temperature of 2,200° F--this is 150°+ F higher than any other turbine has been run. About ten years ago an English company came up with a new material. Normally, metal, as we heat it, gets weaker and weaker and weaker. Up in the temperatures we're talking about, from 2,000° F on up, temperature really affects metal very adversely, metal gets very weak. At 2,500°+ F the best high temperature metal that we know of has a tensile strength of about 3,000 psi, which is like wilted lettuce. That is not too good from which to make turbine parts. We are continually looking for new materials.

This English company came up with a new material which I call aerospace ceramic. It's a very high purity ceramic made out of silicon nitride. Silicon is the seventh most prevalent el­ement on the face of the earth. Beaches are largely all silicon. Silicon is not only a very interesting material, it is also very plentiful and therefore very inexpensive. What happens with this silicon nitride to our utter astonishment, don't ask me why this happens because I don't know, for some reason silicon ni­tride gets stronger instead of weaker as the temperature is in­creased. Silicon nitride gets stronger as it's heated. We said, "All right, let's take it on up and see what happens to it." Let's take it to that magical temperature 2,500° F. The strength of silicon nitride at 2,500° F is 80,000 psi instead of 3,000 psi. We could see the tremendous advantage. Why don't we make the internal parts of a jet engine out of hot pressed silicone nitride? People are endeavoring to do that. You can well appreciate the fact that material is a very high purity material. It has to be put in a mold. It has to put under tremendous pressure. At the same time it has to be heated to temperature in the range of 3,000° F. The equipment needed to make hot pressed silicon nitride is not cheap. Its a new process called HIP-Hot Isostatic Pressing.

There are a number of companies doing this. You probably have seen an advertisement in a magazine that says HIP. What in the world is that? Now you know. RIP is taking materials like hot pressed silicone nitride and putting them under tremendous pressure and temperature and, after a long period of sintering, it will develop these unusual properties that are so advantageous in a gas turbine. I call that turbine the Ultra High Temperature Gas Turbine. Fortunately, the strength of hot pressed silicone nitride goes up to somewhere close to 2,700° F before it takes a nose dive as the other materials do at a much lower temperature. What I can tell you is that we can make these flat disks with relatively low-cost simple tooling. We can make these disks out of hot pressed silicon nitride. We feel that in one swell jump we can go from 2,200° F to 2,700° F.

Lo and behold, we're going to have an engine that has three times the horse power of a conventional engine that we know today. Let me tell you, that's going to make one hell of an im-pact upon industry. It will first be, of course, very attractive to the military because of the tremendous additional power that we can achieve with this type of engine. Ultimately, because we can go to these high temperatures, we also enjoy an increase in thermal efficiency of the device. We read a lot about the air-lines carping about the fact that their profits are going out the window due to the high cost of fuel to run an aircraft. So if you can come in with any kind of a means, device, material, what-ever--to lower the cost of fuel per passenger mile, they will grab you with a hook and pull you in. That is a tremendous possibil-ity in the ultra high temperature turbine.

[H: Will they actually hook you and pull you in? No indeedy--that is BAD for BIG BUSINESS and they will NOT! THIS IS WHY THERE IS NO COMPETITION--ONLY THEFT AND SECRECY REGARDING ANY OF THESE TYPES OF EFFICIENT PRODUCTS. SO, WHY DO I WRITE ABOUT THEM? BECAUSE THERE WILL BE A DAY AND AN OPPORTUNITY FOR "RESEARCH AND DEVELOPMENT" AND TO SOME SMALL EXTENT USE FOR A "FEW". THE MAJOR INDUSTRIES WILL BE LOST TO THE FREE TRADE AGREEMENTS AND THE BANKSTERS WILL CONTINUE A STRANGLEHOLD ON ANY PRODUCTS OFFERED TO ANYONE. THEN, TOO, THE LOANS FOR RESEARCH WILL BE GOBBLED UP AS WELL AND WILL BE SET TO "BURY" THE DEVELOPER-IN THE END THE "CARTEL" WILL CONFISCATE THE BUSINESS AND THE PRODUCT. SO, YOU HAVE LITTLE INCENTIVE TO GO ON TILE OPEN MARKET IN A BIG WAY. REMEMBER, SOMETIMES LESS IS FAR MORE THAN "MORE". These products are already IN USE within the secret arsenals and facilities--DO NOT THINK OTHERWISE. However, there is real reason to believe you can develop some of these things on a small scale and continue to have a few luxuries for selves during a very bad period of transition. Everything offered is simply beyond your acceptance and on a "tinkering" scale will not cause undue attention nor alarm to the "big boys"--any more than a "Wind Charger", in wind country, represents for a home electric alternative on a small scale.
For a lot of things such as this, the more "free trade" there is the more you will flourish on a small scale--because you do NOT wish to "compete". The POINT is to NOT compete. If you cannot see the merit in such judgment then please keep a large physical distance from our teams.]
THE PHALANX
I'd like to tell you about a very interesting project that I'm working on. It's not classified. Although you may think it might be. It has been revealed to the world. It can no longer ever have a blackout put on it by the military. It is a new type of aircraft. It is what we call a true VTOL. That's a vertical take off and landing aircraft, ala the Flying Saucer. Why can we build this vertical Flying Saucer at this date when we couldn't do it before? The reason is power to weight ratio or thrust of an engine that's available to do this. This new ultra high temperature Tesla bladeless turbine is going to make this possible. We have already built a prototype of this engine. We have run it at 2,200° F, as I told you. We have plans of, in the very near future, running the engine at 2,700° F. When we do, we will achieve this power to weight ratio that is phenomenal in that industry. It will make possible aircraft of a whole new dimension.

[H: Now Jake, and all the rest of you sleepyheads--DO YOU THINK THAT YOU CAN HOLD SUCH PATENTS? THE DEVELOPMENT WAS TAKEN IMMEDIATELY FROM YOUR DRAWING BOARD AND INTO PRODUCTION. YOU DREAM ON IN A VISION THAT YOU ARE SOMEHOW PROTECTED! THE RUSSIANS HAD ALL OF THIS TECHNIQUE AND BEYOND FOR HALF A CENTURY--AND USED IT. THEY HAVE COSMOSPHERES, CRAFT CAPABLE OF EXTRA-LOW SPACE FLIGHT AND MAINTENANCE, ETC. THEY CAN ACTUALLY RUN CRAFT ON "SOLAR ELECTRIC PARTICLES" AND LIGHT! NOW THESE THINGS ARE TO BE USED TO HARNESS THE PLANET AND ALL LIFE-FORMS FOR THE ELITE--IF ALLOWED. I DO NOT COMMENT BEYOND THIS STATEMENT, PLEASE.]

The aircraft is similar to an aircraft you might have heard about, the Harrier built by the British. The Harrier was built by a company called Hawker Siddley. It was built thirty eight years AGO (now 45 years ago--nearly half a century!). Everybody thinks the Harrier is a brand new aircraft. It is not. It's an old airplane, but it is a unique aircraft even today. The military and others are just becoming aware of the Harrier's potential and what it can do. The Harrier has a conventional, bladed type engine called the Pegasus. The Pegasus, when it was first put into the prototype Harrier, had so little thrust, that in order to get the aircraft to take off from the ground, the fuel tanks had to be emptied. They had to remove all the wrenches and everything that wasn't bolted down in order to get it to lift off. It did fly under those conditions. It is a STOL--slow take off and landing. It has to move forward in order to generate a small amount of lift to help the poor Pegasus engine lift this aircraft off the deck. Today this is done on the bow of an aircraft carrier. The aircraft carrier goes fifteen knots and generates its own wind. This is the fifteen knots the Harrier needs to take off from the deck of the aircraft carrier.

This new aircraft is not going to have to fly forward at all. You'll be able to park this in your garage and back it out in the alley and take off without an airfield. Just think what that is going to mean. We can eliminate all the vulnerability of an air-field. In other words, all an enemy has to do is come in and put a couple of bombs right in the middle of our runway and it's goodbye airport until somebody can get out there and fill those holes up to be ready to take off again. This new aircraft can be parked under some trees. It can be pulled out and take off. It can do everything a helicopter can do. Why is that so important? All of our military strategy is predicated on the helicopter, ala the Vietnam war. We lost some 27,000 helicopters in the Vietnam war. That was from some guy standing with a rifle on his hip, plink. Put one rifle bullet through that rotor, that's spinning up there, and down comes that helicopter. This new aircraft is not vulnerable to that single shot.

In fact, with two of the ultra high temperature turbines in this aircraft, it will rise off the ground, fly to any altitude vertically, then all of that thrust can be put to the rear of the aircraft with some variable nozzles that are part of the support system of that aircraft. That aircraft can fly through the air at Mach 2.5. Gentlemen, that is faster than the F-16 and the F-18! Not only do we have a device that outmodes the helicopter, it can also fly faster than our conventional military aircraft that we have today.

That gives you some idea of what the Tesla turbine is going to do to aviation. Naturally the military is very interested in this. Of course, there are other people who are very interested in it. I was at a meeting the other day where the president of Federal Express looked at this. He said: "Boy, would I like those to deliver packages." We were goading the military. We said you guys better get going on this. If you don't, later on when there is another war that starts, you'll have to go and take the Federal Express aircraft and paint over the signs and put the military signs on the Federal Express aircraft.

If any of you are interested I have some photographs of that aircraft. There are five of those aircraft in existence today. They have been built over the last two years. By the end of this year they will be in the air. [H: Oops!! They also fit the de­sign reported over and over again as "silent" flying UFO's.] Believe me, when the first one rises up over the hangars in Long Beach there is going to be another H.G. Wells episode. Every­body's going to call in and say, "Hey, I just saw a flying saucer and it was right here in Long Beach!" It's not a flying saucer, ladies and gentlemen, it is the new Phalanx VTOL aircraft that is being produced there [H: And several other places scattered around, especially New Mexico and Nevada--and out around Edwards (AFB) area]. Don't become worried that there are some aliens from outer space approaching your area. [H: I'm sorry, friends, I guess you know, now, one of the reasons I switched subjects in mid-stream on you. The answers are all "about" you and I have neither the time nor the interest in giving you science and aeronautics lessons--please under­stand, however --this is where my expertise lies and my in- terests--NOT IN YOUR POLITICS AND WARS!!]
The other thing I want to say, one more word, about the use of these turbines in vehicles. It is literally possible with the high temperature turbine--and you'll have to take my word for it at this point because I can't show you anything (I wasn't able to bring anything with me)--it will be possible very shortly to have a gas turbine that is so small that you can put it in the glove compartment of an automobile. It will produce enough horse power to make that car perform like none that you've ever been in before. It will out accelerate. It will be quiet. It will do a number of things that present day internal combustion engines cannot. It can burn ANY KIND OF A FUEL. You can put oil just as it comes out of the ground into the engine. You can put powdered coal into it. You can burn saw dust in it, if you choose. You can use any fuel. You can put Shenaleeze Black Label into it if you like. It will run on that fuel--however it is a terrible waste of Shenaleeze Black Label.

With that in mind, I thank you for being such a good audi­ence.

* * *
I believe you might be able to see, readers, WHY I am going to stop allowing these legal hasslers the time and energy drained from my scribe and receiver, and turn to those things such as THIS, which can see a remnant through in these days upon you. I do not "play to the world"--I have a very limited mission and task to perform and, yet, there will be many of you scattered around "out there" whose mission is awaiting also--Jake Possell is a prominent one in point, if he wishes.

There is always a grand back-up routine with my contacts. The first is to back up and proclaim me "evil", "non-existent" and somehow "anti-Christ". I TRAVEL WITH THE CHRIST YOU AWAIT--HOW CAN YOU BE MORE CHRISTIAN THAN TO LEAD THE HOSTS OF THAT VERY ONE YOU AWAIT? IT IS TIME TO GET INFORMED AND STOP THE "DEVIL DANCE" ROUTINE. IF NOT YOU, WHO??

May wisdom guide your steps. Please do not barrage me with your inventions and tinkerings in this matter. Thousands are working on Tesla's apparatus. My people here cannot handle all the input. If you wish to send things--please understand that it will be delayed in response. There are NO perfect machines available--YET ON YOUR PLACE. However, there is already the perfected work done and in use--but YOU WILL NOT BE GIVEN INTO THE HAVING FOR YOUR USE BY THE PUPPETMASTERS. Discretion is the better part of intelligence and if you feel compelled to "blow your horns"--LEAVE ME OUT OF THE LOOP, PLEASE. I KNOW WHAT I AM DOING AND I CAN SEE FURTHER DOWN THAT DUSTY, BLOODY ROAD. I HAVE NO INTENT OF ARGUMENT OR EVEN GOOD DEBATE--THE TIME IS TOO SHORT FOR YOU ONES TO BE FURTHER DISTRACTED BY THE NONSENSE OF THE ADVERSARY INTO EVERY FACET AND DETAIL OF DISRUPTION.

Thank you for your attention. I ask that all of you not rush out there and spin spools--WE DO NOT NEED A REINVENTION OF THE WHEEL--IT HAS BEEN DONE OVER AND OVER AGAIN AND IS IN USE--ON YOUR PLACEMENT. IT IS TIME TO MATURE AND "GROW UP", SLEEPYHEADS. GOD IS IN HIS HEAVENS--BUT ALL IS NOT RIGHT WITH THE WORLD!

Salu.