As you can see from these animations, from OUR real 3D engineering Drawings, Of our single and projected 6 Cylinder Engines, there are No valves or exposure to Outside air

This Engine is a sealed two cycle engine that can run efficiently either clockwise or counterclockwise

The Engine will run continually for months on the fuel in the transition  chamber when first filled.

With auto refueling, controlled by the Electronic Engine Control System, that becomes years.

    This animation was taken from our actual 1 liter opposed twin and 3 liter opposed 6 engine library.

    Isn't 3 D drafting great!!. From these drawings we can have Numeric Controlled Machines make real parts.

My brother Bob thinks these are cartoons, but these are not, as you say, CARTOONS. They are the MODERN DESIGN WAY. 

    We now have complete libraries of 3D Drawings for parts for many engines in BobCad, Pro E and Inventor formats to help our licensees get into production faster.

We are also developing a 6 cylinder Radial design and an 8 cylinder radial design using a single common Crank shaft. More on this later!!.

    On the right is our NEW Shop, finally completed All of the artwork you see in these pictures is from an award winning artist named Connie Rohner. She is Johns wife and has won many awards for her artworks. John Particularly likes the one in our front reception area with the two naked creatures running acoss the road, etc. It is a painting that everyone that sees it gets a different story.
    You can see we have fully equipted two man offices and our equipment room has a pair of 18KW and 28 KW generators, mounted on roll around carts for testing.
    Our new Gas mixer is also mounted on a roll around cart.
    The test engines will also be mounted on similar carts so that we can quickly and effortlessly run any test we need.
    We also have a full contingent of Desktop and laptop computers to service whoever is present to help us out.
    Our Suite also has it's own nice clean bathroom for the convienience of the crew and visitors. The "Server Room" is also secure and we have had ADT install a complete security system to keep any unwanteds from gaining access to our technologies.
    The large conference room, with one wall the view of the mountains, is big enough for most meeting and has room to place demo systems etc for viewing.
    The big back room is well lit and it is where we assemble engines and test them.

    And it all cost a BUNCH less than anywhere else. ALSO we are 4 minutes from the international airport here.

    Come January the licensing company will move across the wall and their "classrooms" will be there. Close enough for anyone to visit us and ask questions during their training. The training will be complete on the definition of the process, How it works, based on our latest patent applications, as complete as possible to make sure they can create a replica of what they see and learn.
    All trainees will also have the option of actually building an engine and taking it back with them after they have learned to debug and get it running and we expect nearly everyone will opt to do this.

    So within a few months the world may get it's start changing back to clean and clear and pristine.

    Every new development is fully tested before it is passed on to the Production level Design for the Mass Producible sample, or "Training" engine spec.

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    Our system of sealing the cylinders and engine VS the Old Public Domain Papp international 1983 Papp Engine!

    The first engine we built was to the Public Domain Papp International 1983 Papp Spec., using the same or similar parts to what is described in the patent and as used by the Rohner Group now as 30 years ago. That engine shocked us as it lasted less than a week, continual, before it's seals quit.

    My team of Mechanical Engineers then did a simulation and we found that the Papp Engine did indeed have very hard limitations imposed by the rudimentary way the sealing was done. It looks good at first glance but it creates flex and heat that cause it to fail at fairly short time frames. The failure rate gets shorter as the RPMs go up from the slow 15 CPS (900 RPM) rate to the 30 CPS (1800 RPM) rate and the 40 CPS plus (2400 RPM) rate was probably unsustainable for any time over 14 hours, not to mention extended times.

    So we went to work on an alternate system, which we now use and is the subject of several pending patents. We also designed an internal chamber system that relieves the pressure on the wall using Fluid Dynamics. Plus we have gone away from full metal pistons to the Hybrid, metal and plastic one we use now, also the subject of a pending patent. We are also experimenting with a single Piston made up of a special plastic structure product to provide a "standard" predictable seal and relieve loads. We have also found a "sputtering" system used in Canada that relieves the machined cylinder inner surface of imperfections and provides a specialized slick surface. We started with a multi ring metal piston but we now use either a single ring Metal or special plastic piston and with a special plastic material sealing skirt. All subjects of patents pending.

    Our single ring was designed by a company that has many years creating both air and fluid rings so it has low leakage and high pressure resistance. It does allow a slight predictable "Blow By" during the power stroke and "Blow Back" during the return stroke. We use this transfer as a gas exchange with the Block for maintaining fuel freshness. That plus the controlled Actuation gives us a predictable and controllable system. We also adjusted the Crank Connecting rod system to eliminate any unwanted out of plane motion, ala Formula 1 design parameters. This allows for very low friction loading and very long life. However, the Controller is also critical to the process as it intelligently manages each cycle for best efficiency and is also a primary reason for the equalization as it can vary the transfer based on operational parameters.

    Our use of Sealed Roller bearings is not without lubrication. The lubrication system is very low pressure using only a synthetic oil "like" fluid. This is also controlled by the Engine controller based on engine speed and power output from the Torque sensor. Several of these components are also being patented so that is about all I can say. Since the temperatures remain stable the bearing and the Block seals do not leak, at least they did not in the simulations and these simulations have been backed up with actual 5x length tests. We also looked at various lubrication materials and mapped how they might contaminate the fuel and found several that do not create a shift in the operational parameters of the fuel. So Contamination has also been taken care of. Turns out there are lubricants that do not effect the performance.

    To date we have many man years of test data that prove our system works and is viable for many many months of operation. We continue to massage the controller for economy and safety and have added two more sensors to the production version of the engine for better monitoring of all parameters, including a NON PlasmERG gas mix and NON PlasmERG licensed hardware as we do not want to be part of anything that fails and causes damages. In this case we stop the engine.

    We have a great Mechanical Engineering team with current backgrounds in Automotive, Racing, Formula One and several bright student groups that have taken the challenge to provide a engine that will be safe, economical and long lived. Much of their inputs are subjects of patents pending and not yet shown.

 = As if to validate our findings We found the following and thought it was "interesting" to our readers and those following the technology. =

    "Sealing issues and gas mixture leakage" problems in the old Papp International 1983 Public Domain Papp Engine
As Posted by Robert Rohner of the Rohner Group

    This has always been a primary concern with this process. As you have realized, it is not one that can be dismissed easily. On the original Papp engines, we used a large v-stack of virgin Teflon rings, filled Teflon would not work. These were end loaded with a wave spring and they ran in a burnished bore. Surprisingly the best results were obtained with the stack all facing the same direction. After many hours of use the stack would be somewhat extruded. This is clearly visible at about 4:40 of the "test run & evaluate" video.

    Because of the marginal PV rating of virgin Teflon,we were always advising Papp to keep his rpm's down. Papp proposed in his latest patent that stainless bellows be used to contain the gasses, however the state of the art was not and I believe is not available to do this.

    The longest continuous run that I was ever witnessed was about sixteen hours. Although the engine was restarted day after day for over a week, I cannot attest to the fact that more gasses were not injected. The Teflon seal were never replaced during the time we were there.

    Proposals whereby the gasses would be allowed to leak into a sealed crankshaft pan has many problems. The largest of these is that no oil/gas contamination is allowable. Sealed lube-free ball and roller bearings are incapable of handling the loads for long periods without lubrication and the metal piston itself needs lubrication due to the complex side loads not to mention the effects of any slight scoring or scuffing. One of the reasons for the double wall design we used on the Papp Engines we built was to provide a lubricated running surface for the load bearing piston and a highly polished non load bearing surface for the running seals confined to a strictly linear motion.

    There are other possibilities some of which the Rohner Group holds provisional patents on.

    CONCLUSION

    So he does relate that the engine he is working with has the same problem we first encountered years ago.

    He also has determined that our system will not work and thus NO engine can be built that will work for any long term.
BUT one must keep in mind that he also has, and is, doing all in his power to stop the technology from getting made.
That plus he has no patents pending or provisional's on anything, as he states, really gives us a huge lead and advantage.

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      below Left is a view of the test set we used to prove and test our new actuator does create the Electron ball we expect. This is our newest innovation to provide more controllable sequencing of the engine. Both the power and ground electrodes, in the head, are formulated special for us The four coils provide about 400 Thousand (400K) volts of power. They are sequenced to dance the ball on the central strontium based ground electrode.

      The lower right picture shows this action. This is a real head complete with RF, gas and optical ports. (optical ports are for testing only as they show the scientists exactly what reaction is happening.)

    This picture, Top Center, should give you an idea of what one of out LOW Frequency Cylinder coils looks like. The Transition Chamber coil is one quarter this length. We have learned that as we move the RF energy signal up in frequency we can use less voltage on these coils and in the RF power output. Note: this is also the case if using the Inter Chamber RF antenna as it is more efficient.  It is the combined Radio Frequency power and the coil magnetic field that Ionizes the gases. The better ionized the easier to start the transform. In testing the in transition Chamber RF antenna has been more efficient than any other method of injecting RF Energy, modulating coils or HV or combinations will. The internal RF entry is not show here.

    On the top right is how the next generation actuator Micro computer control will mount for production. This gives better control and less electrical noises. This new micro board format will actually be molded into a single piece with the HV Coils to simplify production and maintenance

    The bottom Center picture should give you an idea of the way the actuator within the Transition chamber looks. This SEE THRU test jig was actually made for us by one of our stockholders in his basement. It allows us to gauge the expansion of various Fuel Gas Mixtures to find which is volumetrically the most efficient. This engine section has gone thru several mods. The original  configuration had the arc going thru two radioactive elements to the ground node. That worked but, as in the old engine, was critical at faster speeds.    Our new design removes these radioactive elements, using common spark plugs as positive poles and a welding rod with a special chemical arrangement as the Ground pole. This causes the electron ball to form on the ground electron which is also across the Helium gas gap.

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