Our Technological Innovations

Electromagnetic Healing Cabinet:

Our electromagnetic healing cabinet, referred to variously as ‘The Pulser’, ‘The Phaser’, and so on, is used within every moderately prestigious modern hospital on our Planet, as well as in numerous homes of the very rich, as well as in major areas of military activity of the USA and other modern cultures. We brought forth this invention as a bequest to the planetary society, in 1978, and its proliferation achieved a generalized acceptance in the USA and Europe by 1985, Russia and China by 1990.

This invention has become a phenomenon, in fields beyond our initial purpose of recording and enhancing the individual’s electro – magnetic field with therapeutic objectives. In addition to its astonishing abilities in the realm of healing, this instrument has become the centerpiece within explorations that have revealed ways to tele-transfer material systems electronically, opening up vast new vistas for exploration. Monetary benefits generated by this device range beyond the scope generally associated with personal fortunes, into multiples of the trillion dollar figure.

As such, it is our hope that its potentials will be developed with the reverence accorded a precious cultural resource and its benefits will be shared with all Humankind.

Electromagnetic ‘springless valve’ (desmodromic) Valve Head for the Reciprocating Piston Engine:

When we asked, in 1964, why the performance graphs of auto engines always showed such a sudden crash after a certain engine speed was reached, we were told by a respectably knowledgeable friend (who would subsequently become two-time National Champion racing Mini-Coopers) that the reason the graph of the power and torque of auto engines showed such a sudden drop was a phenomenon called “valve float” which, in turn, was a function of the material properties of the metal used in the springs used to return the valves after having been depressed by the camshaft. Every alloy has an innate range of frequencies for resilient response, beyond which the metal of the spring cannot return responsively after the swift compression of the camshaft. When the responsive frequency of the metal within the springs is exceeded, the valve will not be returning in time to properly seal the chamber, resulting in un-burned fuel leaking into the exhaust pipes, and related inefficient effects. General internal chaos results from the increasingly random mistiming of an operation which needs to operate in a syncopated pattern of co-ordination if the engine is to function efficiently. The onset of this increasingly chaotic operation is recorded as the sharp dip in the power and torque output curves in the performance graphs of the engine.

After thinking about this problem limiting the horsepower and torque output of the piston engine for a few days, I returned to my friend with a design for a valve with a contact ring attached that completely circled the camshaft. The shape of the inner surface of the ring would determine the length of time the valve would be open, and when the cam rotated upward, the inner surface would be shaped to draw the valve back up into closed position. My friend said “A smart solution, and, in fact, it was tried on motorcycle engines in the 1920’s, but the problem when you try to get really high performance from this design (which requires really high RPMs [revolutions per minute]) is that to make it stiff enough to conform with the camshaft at high RPMs (over 7000), you have to make it so heavy that the efficiency is mitigated by the problems caused by inertia.” So, back to the drawing boards, (although recently, through the use of modern lightweight materials such as Teflon, and specialized ceramics, this design has [by 1990] actually become practical.)

Within about another ten days we conceived our electro-magnetic valve return system, which essentially took the roof off the performance expectations for the modern piston engine. Instead of the 100 HP per liter which was the current standard of “high performance” we conceived 200 to 300 horses per liter, and the test bench results for our design were right in line with this expectation when the fuel-injection and turbo systems we had recommended were incorporated.

I was engaged in the efforts to “Save the Whales” in the late 1970’s and when the Soviet whalers we were challenging were close enough to breathe on, in Hawaii, on the big Island in 1978, I offered them my engine head idea as a multi-billion dollar inducement to give the Cetaceans a new lease upon Life. About a year later, they reported that they had used the idea to build a tank that would outperform current US designs, and no, they did not stop whaling. Others were also privy to my revelation to Russian whalers, and by the early 1980’s there were modifiers who would modify your brand new hundred-thousand dollar 475HP Ferrari, (or Aston Martin, and so on) for a small charge: approximately 1.5 million dollars, and you could drive about with 800 to 1000 HP. I heard they had to call their Testarosas back in for chassis stiffening, because the torque of the modified powerplants was so intense that it would distort the chassis enough to foul power-to-ground acceleration results and the handling. Today these high – end options are even available on Mustangs and Corvettes, and for less than one hundred thousand. Unfortunately they have done little to actualize the fuel saving potentials of our design. In the family car, our little adjustable turbo boost car could be getting 50 to 70 MPG, in the non – hybrid version. With hybrid technology these little marvels produce 100 MPG in the smaller cars (we are talking about family cars, mid-sized, not mini-midges.) We are told that NASA is using our concept for valves outside of the automotive realm. Industries of various sorts now employ the design, and report wonderful increases in the efficiency of transferring some fluids, such as in oil refinery applications. The resource generated by this innovation in automotive as well as industrial realms reached the trillion-dollar mark in 2010.

Puncture-Resistant ‘Plastic Bag’ Method for Reducing Spillage of Petroleum and Other Hazardous Fluids During Oceanic or Great Lake Transport:

I was deeply troubled, after the "Exxon Valdez" eco-calamity in a pristine Canadian cove, and had considered various methods for minimizing the likelihood of the repetition of any such tragedy. I remembered the great benefit to the safety of auto racing accrued by the inclusion of a strong, pliable polymer "bladder" within the fuel tanks of race cars. Certainly some analogous benefit could be gained for the safety of the cargoes of the great tankers that ply the waters of our Oceans, Great Lakes, and Rivers. I toyed with the idea of one great bag lining the entire hull, but decided that the massiveness would compromise the security of the liquid cargo in the event of a serious collision or grounding. But, I was quite content with a system employing a string of great Kevlar - Mylar bags deployed like a bunch of grapes within those great steel hulls. Something like a row of a half dozen bags down each side of the cargo bay of these great ships, all connected with a central complex of pipes that fill each bag but will break free if the extreme stresses that indicate a major distortion of the hull occur. At such a juncture in time, each bag automatically seals itself, and a distress / locator beacon is activated. The next logical ramification of this stream of thought arose, and I allowed an operative of one of the counter-intelligence agencies to seize upon it, in the hope that in the hands of such an established one, it would be fast-tracked into real manifestation. This ramification dispenses entirely with the bulky tanker ship, and merely tows strings of pliable polymer bags underwater to the desired locations. Both the previous two systems have thus enjoyed widespread use since the late 1970's - early 1980's. Petroleum magnates and chemical companies as well have paid huge sums, these recent decades, for the resultant enhancement of security for their valuable cargoes.

Helium-Assisted Jetliner / Orbital Vehicle Launch System:

This recent advance was prompted by "the miracle on the Hudson" incident, in which a commercial airliner was forced to emergency land on the Hudson River on 15 January, 2009, allegedly because the airbus suffered engine failure caused by striking a flock of Canada Geese. I recalled also that in 1980, a flock of graceful white Egrets was drastically depopulated because of the proximity of their flight patterns over a Hilo, Hawaii swamp somewhat near to the airport. Indeed this recent incident did generate a backlash also. An official, but unpublicized, bird depopulation effort made Jamaica Bay National Wildlife Refuge a refuge no longer for many species of our avian friends. I had been saying for years that a simple steel mesh bubble over the intake ports of jet engines should essentially obviate the apparent threat, but this suggestion has gone unheeded. Thus, a more dramatic solution has been needed, and our Helium-Assisted Launch Protocol not only provides the needed protection for wild species near modern airports, it also provides the long desired relief for human populations from the outlandish decibels generated by jet engines, and other benefits as well. This system employs a two-section helium inflated platform, each module of which is self-guided and powered. The jet planes are equipped with appropriately placed loops which allow them to be latched to cables suspended from the platform. The platform boosts the jetliner, with its engines idling, to an altitude of approximately 20,000 feet, at which point the front module of the platform separates and moves forward about 800 feet. The airplane remains suspended from short cables attached to the rear module, while the primary cables, remaining also attached to the airplane, are extended from the front module to the full length of separation between the two modules. Then, the rear module releases its latches, initiating a swooping pendulum trajectory for the jetliner, to be released from its 800 foot cables when the appropriate momentum and nose-up posture is achieved, with its jet engines attaining full thrust. The horrendous roar of the jet launch thus no longer disrupts the awareness of residents and businesses on the surface, and with the additional boost provided by the pendulum launch, as much as a 40% savings of jet fuel has been reported from tests conducted by NASA-Goddard on short hop flights, such as the New York or Newark to Washington DC link. This amount of saving could certainly pay to power the helium launch platforms, and if all flights received the helium assist, there would be significant savings across the board. These practical monetary advantages are reason enough to institute this Protocol, and the benefits to the comfort of residences, and the security of wild species could be accounted a collateral blessing, thus providing a satisfactory all-around solution. An even more provocative potential of this relatively simple innovation is a classic “now why did we not think of this before!” type of discovery: using the helium boost to loft supplies for the International Space Station, or communications satellite maintenance tasks, which, with the assist, can now reach orbit with a small fraction of the energy and expense required compared with ground-based launches. With this simplification for orbital procedures, a number of other nations with space dreams on hold for the more distant future, can now launch their own telecommunications hardware, weather satellites, and so on, beyond planetary gravity. Although none has yet “gone public” with these developments, I am confident that it is quite safe to discuss these things publicly, since powers both Eastern and Western are exploring these potentials.

The following are merely listed, but we will provide the more detailed descriptions as we are able to find the time:

Orbiting Solar Farm Method for Harvesting Hydrogen:

Fiber Matrix Enhanced Concept of Super-Concrete and Super-Macadam:

Helium-Assisted Method for Assisting Urban Transport:

Life-Preserver for Base Jumpers and Its ‘Skycycle’ Derivations:

AutoWater Party Barge:

Strap - On Lighter - Than - Air Conversion System for Automobiles and RV's:

Microwave Engine Propulsion System for Personal Lighter - Than - Air Vehicles: