Free introduction THE SECRETS OF INERTIAL PROPULSION©

Or The power of linear displacement oscillating flywheels©

or The Combined Linear and Rotational Motion Inertial Propulsion©

Or The Inertial propulsion Cookbook

A study to determine the viability of inertial propulsion and the path to fulfill the realisation of the inertial propulsion method.

This study does not extrapolate that the presented technology is in any way connected to the UFO phenomena, however the material presented identifies the incongruent logic applied by traditional science to discount inertial propulsion.

Table of Content: Page: 2 Abstract 2 Field of the Inertial Propulsion 3 Assumptions 3-19 The fundamental background of the inertial propulsion 20 Concluding the fundamental background 20 Description of the drawings 21 Technology used by the Inertia drive 22,23 Proofs 24 Functional elements of the inertia drive 24,25 Description of the inertial propulsion cycle 25-33 Mathematical and physical principle of the inertia drive 33-42 Description of an example inertia drive

Author: Gottfried J. Gutsche, Web site: realautomation.ca

With greatly appreciated support from my wife Margaret, son Eric, Eric’s wife Sandy and my daughter Julie All Rights Reserved, Copy Rights Protected © 2009-1, Patent Pending.

DO NOT COPY OR TRANSMIT THIS PUBLICATION

Price:49.95 CD$

1.©

THE COMBINED LINEAR AND ROTATIONAL MOTION INERTIAL PROPULSION©

Abstract of the inertial propulsion

A novel method and device for self-contained inertial vehicular propulsion is presented,

comprising a tandem mechanical frequency modulated oscillator using the combined effort of

linear and rotational inertial reluctance contained in the mass of flywheels. The flywheels are

having parallel axial orientation, opposite free wheeling rotation and opposite alternate cyclic

linear free flowing reciprocal motion in the direction of vehicular travel by means of a linear to

rotational coupled motion. The linear to rotational-coupled motion accomplishes the cyclic

realignment of the flywheel motion to combine the linear and rotational motion into one

combined propulsion impulse effort. The free flowing linear inertial reluctance of the flywheel

mass is used as the propulsion motivating impact momentum by reciprocal separation and the

freewheeling rotational inertial reluctance of the flywheel’s mass is used to absorb impulses

contrary to the vehicular motion. Kinetic energy is accumulated reciprocally into each flywheel

employing integral motor-generators rotors contained within the flywheels and an attached

rotational-to-reciprocating transmission is directing the accumulated kinetic energy reciprocally

into the device in direction of vehicular travel and reciprocally into the free flowing linear and

rotational flywheel mass. Copyright 2009-1 by Gottfried J. Gutsche © All Rights Reserved, Patents

pending.

FIELD OF THE INERTAL PROPULSION The present publication describes an inertial propulsion device and method for developing an unilateral self-contained propulsion force in a predetermined direction, using the combined effort of linear and rotational inertia of pairs of flywheels. The current issue of this publication represents the current result of Real Automation’s research into the combined effort inertial propulsion. The main objective of this publication is to describe, in an easily digestible practical format, the formulas, methods and proofs used to engineer the inertial propulsion device. The level of math and physics is kept at or below mid-university level, while the publication still represents a serious scientific investigation comprehensible by a general audience; school and media personnel with firm knowledge of college math and physics with a keen interest and desire to investigate new technologies and the latent historical barriers for an earlier discovery. 2.©

The author, Gottfried Gutsche has an education achievement summa cum laude in Control Engineering, Cybernetics and Electrical Engineering applying to the electrical control of motors for robots in factory automaton, in particular, involving inertial mass manipulation and control loop stability analysis. Subsequently worked 28 years work at IBM in data progressing technologies, from the emergence of integrated circuits to the mature technologies of large-scale circuit integration for very large computer systems. The previous work experience fine-tuned the author to deliver consistent high degree of quality analysis on difficult mature computer problems requiring prompt resolutions. The presented calculations for the engineering of the propulsion device uses the units of kinetic energy in Kgfm=Joules and the N to illustrate the forces at play in easy terms, 1 kgf (force) is simply the force 1Kg mass delivers to the ground in Paris France, which is only fractional different in the readers location and everyone buys 1 kg of potatoes, while it is not easy to relate to a 1 Newton force. The meter is conveniently reproduced with a measuring tape and the product of Kgf multiplied by the meter is the kinetic energy of 1 kgfm (the force of 1 Kgf exerted over 1 meter). Which is about the electrical energy of 0.003-watt hour. The measure for the frequency of rotation is RPM revolution per minute and the angular velocity omega to illustrate the cycle frequency used. RPM is more commonly used in the eggbeater than angular velocity. While it might be considered old fashion to use Kgf and RPM, a technical person can appreciate N and Omega while a complete layman will appreciate Kgf and RPM. The mathematical reference used is “Kurt Gieck Engineering Formulas”. For verifying examples this publication uses: Schaum’s 3000 Solved Physics Problems by Alvin Halpern, Group 24 by Gazeau and Physics for scientists by Giancoli. For simplicity, calculus expressions of parameter instantaneous delta/delta rate of change are avoided, because of the complexity how the instantaneous rate of change varies within the propulsion working cycle timeframe. Instead, the slope of the secant line rule is used, describing the parameters magnitude Y-axis-gain/X-axis-gain changes spanning the propulsion cycle. The secant line rule describes the average rate of change over the entire propulsion cycle. The mechanisms described by this publication are subject to patent applications US 11/544,722 , US 12/082,981 CA2,526,735. A new field of combined effort inertial propulsion is opened with the use of the negative feedback loop principle to cancel reaction forces and to generate differential magnitude of accelerations within the propulsion cycle. The propulsion thrust yield from the power-strokes is for every half cycle of the device. Alternating flow of kinetic energy to the motor-generators delivers a high degree of efficiency. ASSUMPTIONS The processes and the methods of the present inertial propulsion are based on known laws of physics and therefore have the same inherent assumptions as these known laws of physics. In summary: The following physics laws and their inherent assumptions apply and the process in its functional entirety has been verified with experiments and working models: The law of escalating kinetic energy content for the increasing velocity of mass motion. The law of conservation of kinetic energy. The law of conservation of momentum. Applied within linear mass motion, for angular mass motion and for rotational to linear coupled mass motion and the conservation of momentum for every very small increments of momentum in the preceding three mass motions. The law of equal reaction to the action of an impulse. The law of the motivation of a mass with unbalanced forces applied. The law of continuity for physics in general and the law of continuity of physics laws for a moving platform. The directional reversibility of Physics principles. 3.©

THE FUNDAMENTAL BACKGROUND OF THE INERTIAL PROPULSION Physics is the study of matter, energy, space-displacement and time and how they interact in nature. Throughout this publication the physics of matter, energy, space-displacement and time and how it applies to inertial propulsion is the subject under scrutiny. The basic traditional operational principle of the inertial propulsion is the generation of an unidirectional motivating self contained energetic force impulse within a vehicle, in direction of the intended motion of the vehicle. The force impulse must be regarded as the motivating agent of the isolated system of the vehicle and is the product of force and time interval applied to the aggregate mass of the vehicle. The product of force and time must be larger in direction of the intended motion of the vehicle to propel the vehicle forward. The force impulse is generated by employing a dynamic process using the two vector dimensions of the inertial reluctance of moving masses, the linear and angular reluctance to motion. The force impulse is a vector force, which is a force magnitude having a three dimensional direction, applied within a time duration. The time duration covering all functions of the isolated system at the same time-instant can be defined to be a delta time (one very small incident of time). Therefore, the analysis can concentrate on the play of forces, applied to or delivered from the motion of the inertial masses over their incremental displacement (motion distance) and within a very small time interval, which is the flow of kinetic energy within a time frame (flow of energy quanta within the time domain). The kinetic energy is the energy content of a mass in motion having a measurement of Kgfm=Joules in comparison to all other energy forms in nature. Energy is, of course, what marks the very first step of becoming human by learning the art of lighting a fire at will The energy quanta per time domain is represented by the sustainable magnitude of the campfire humans maintained during the time of rest. Energy is still the most important commodity and issues facing humans today: Where can we get more energy? The flow of energy within a time domain pertains to the choice of the car engine Hp size and what energy consumption per person is political correct? The concept of a quantity (quanta) of flowing kinetic energy within a time frame having a flow direction, a source and a sink, is an extension to the traditional approach of work performed within a time frame, which is in traditional view power or horsepower with the addition of flow direction. Kinetic energy quantity flow is a more suitable analysis approach for the presented propulsion concept, evident from kinetic energy transmitted over hydraulic power lines, transmission shafts, kinetic energy absorbed by flywheels and the transport of items on a conveyor belt. In mathematical physics term kinetic energy/work flow is the delta energy per delta time power=de/dt. A further extension to the concept of kinetic energy flow analysis is the concept of incremental kinetic energy flow intensity in view of the time domain (the passage of time) and additionally analysis in view of the displacement domain (the passing of distance). Both type of domain analysis are used within the body of the publication to prove the directional force impulse differential by geometric figure comparison when the vehicle is in motion and held at rest. This is because: A motor is generating kinetic energy by applying a force over a distance (force * displacement), which is the area of a geometric figure in the displacement domain. However, both method of analysis are important depending on the physical environment the vehicle is in. While a vehicle is within an intense gravitational field, the analysis must be in the time domain, because the vehicle is not moving, the play of forces are only countering the gravitational force (hovering) and all kinetic energy flow quanta is being recycled within the vehicle. Thereby one can postulate that the generated force holding the vehicle in the hovering position is a net ZERO energy consumption because of ZERO MOTION of the vehicle, except friction and efficiency losses of the moving inertia elements. When the vehicle is in a relative low gravitational field, then the analysis must be in the displacement domain and in the time domain, because the vehicle is moving and working against the force of gravity. Thereby the vehicle is displacing for each quanta of kinetic energy per time frame (per operational cycle) and therefore the aggregate sum of the vehicles’ masses is absorbing kinetic energy. This very important principle and its foundations are proven in the body of the publication. ` ` 4.©

For example: The flow of quantities of kinetic energy for different masses being accelerated and transported by a horizontal level conveyor belt disregarding friction losses follows: Power,flow,magnitude(Kw,Hp) = conveyor,belt,velocity * mass * acceleration. The kinetic energy flow of the conveyor starts at the drive motor and the kinetic energy is released when each moving quantity of mass leaves the conveyor belt, with the kinetic energy quantity reflected by the conveyor velocity. The “acceleration” part of the formula depends on the time it takes for the items dropped onto the belt to reach the same velocity as the belt. The acceleration, which is a function of the slippage on the belt, dictates how many items cam be placed on the belt one by one in a tight spacing and therefore the total mass being transported per time interval. Let us drop a new item onto the belt one by one and compare a sticky belt having an acceleration time of 0.3 seconds with a slippery belt having an acceleration time of 0.6 second, then the impulse differential and recoil between the sticky and the slippery belt is double as large. Thereby, kinetic energy flow must be regarded as having a direction, having a source and a sink. Where the kinetic energy source is the drive motor and the energy sink is the velocity of the mass of each item transported per time interval. The kinetic energy flow is therefore identical to the flow characteristics of all other flow phenomena in physics, as in thermodynamics, electrical energy, radiation energy etc. and cannot be isolated as having separate fundamental physics laws. In particular noteworthy is the Seebeck heat pump effect where surplus/deficit of thermal energy is generated within an isolated system at will by the application of a directional electric current. Reference: www,physics.toronto.ca/thermoelectric/Thermoelectic.pdf. The kinetic energy flow is a time domain analysis because we analyze the magnitude of energy flow per passage of time. Kinetic energy flow further generates the magnitude of the recoil impulse. The operation of the conveyor clearly demonstrates the existence of the relationship of the scalar energy flow magnitude to the impulse magnitude applied to a mass and the machine generated vector direction of the generated impulse applied to one vector dimension of mass motion, which is an isomorphic symmetry. Kinetic energy flow analysis thereby sidesteps the unnecessary redundant analysis complexity of work performed by the motor and the impulse applied to the mass and simply converts electrical energy flow into mass motion energy flow, as we do in thermal dynamics with the Seebeck Heat pump. We send +-Kilo-watt into a isolated system and get +-Kg-force-meter or +-Joules or +-Kilo-calories out. A further example of flowing kinetic energy is the large flywheel mounted on a motor-generator shaft. The kinetic energy developed by the motor is flowing into and accumulating into the flywheel mass in form of angular velocity of the mass. When the motor-generator is switched to generator mode, the stored kinetic energy (potential energy) contained within the flywheel is flowing back from the flywheel into the output of the generator. This mechanical arrangement clearly demonstrates the reversible flow of kinetic energy having a flow direction, a source and a sink. The kinetic energy storage capacity of the flywheel is ideally suited for the temporary storage of kinetic energy because of the exponential energy content in relation to the angular velocity of the flywheels’ angular motion. Flywheel physics again demonstrates the relationship of energy to impulse. Has the flywheel energy storage been used successfully for motivating vehicles? Yes, of course, the first successful use was for a public transportation bus called the “Gyrobus” engineered by the Swiss Orlekon company. The concept of motivating a vehicle with kinetic energy derived from the store of mass momentum contained within a flywheel brings up a centrally important question, is kinetic energy or momentum, the product of mass and velocity, a correct analysis for such a system? Engineers will automatically resort to kinetic energy flow because the scalar magnitude of kinetic energy per time interval is what the motor-generator delivers in the first place, and if needed, kinetic energy can always be calculated into a vector impulse or momentum later using the isomorphic symmetry of energy and momentum. Science teachers, of course, like to use momentum because momentum is an universally important conserved physical quantity, as demonstrated in physics demonstrations using the collision of carts. The sum of all the carts’ momentums remains constant during their collision time interval. BUT, the very practical reason engineers use the flywheel for the Gyrobus is the exponential kinetic energy storage capacity in respect to the angular velocity of the flywheel, a few more very high flywheel RPM squeezes out 5.©

100 more acceleration-trips at the so much lower speed of 50Km/h. How to qualify the Gyrobus in view of the momentum gained by the bus and momentum lost by the flywheel, an uniform quantity in respect to angular velocity???!!! The scalar value of flywheel momentum loss in comparison to Gyrobus gained scalar momentum is a grand total of only TWO trip accelerations!!?? Isn‘t the removal of momentum from the flywheel and bestowing momentum into the bus through the path of a transmission a form of collision?? Is the sum of momentums of the flywheel and the bus constant for such a large momentum differential??? NO, the scalar sum of momentums at such a large momentum/impulse/velocity/torque differential is not constant. Who is correct here??? The answer is obvious, because, the Gyrobus performed exactly the way the engineers calculated using kinetic energy flow. That’s why inertial propulsion works because it works with kinetic energy flow through transmissions and not direct collisions of masses. The velocity/torque differential between the flywheel and the inertial propulsion devices’ aggregate sum of masses’ is too large to makes it correlate to momentum, impulse and collision, therefore no issue arises regarding conservation of momentum, only conservation of kinetic energy applies. Therefore: In view of the engineering of the Gyrobus, this publication reiterates the limitations placed on the conservation of momentum law within most good Physics books and expands the limitations with certainty by postulating:

Momentum is conserved for the time duration of a direct collision impulse of point size masses. The scalar value of momentum is not conserved for the time duration of a collision of masses when the impulse is transmitted through a complex transmission mechanism converting velocity and torque, then momentum is translated according the conservation of kinetic energy law which is the square root out of the sum of exponential polynomials. The author was unable to determine the rational for postulating that momentum is ALWAYS conserved, as it apparently applies only to direct vector collisions of inertial masses, it cannot mean the scalar magnitude of the vector applying to the momentum is conserved in complex systems of transmission ratios, as applying to the Gyrobus? However, it can be postulated, with certainty, that the sum of energies, in its varied forms and in vector sums of transmission ratios, is always conserved. Why not use conservation of energy for collisions as well?? It works consistently well if we consider that the mechanisms angle of guidance is creating the vector directions!!!! An additional similar process is the linear to rotational coupled mass motion, which is a flywheel coupled to a linear sinusoidal reciprocating mass motion by means of a linear to rotational transmission mechanism like a connection rod, the cam operated cam-follower or the scotch yoke etc..etc. The flow of kinetic energy for these examples is between the flywheel and the linear reciprocating mass, alternating reciprocally between the flywheel and the linear mass. Thereby linear kinetic energy is flowing into rotational kinetic energy and vice versa, employing the two vector dimensions of mass motion. The presented combined linear and rotational inertial propulsion, uses the two before mentioned vector dimensions of mass motions. Thereby, two kinetic energy streams of these two inertial mass motions are working, side by side, inside the propulsion mechanism and therefore one resultant reciprocal (reactive) motion of the propulsion vehicle. The kinetic energy required to motivate a body of mass is transmitted by the force impulse. In case of the conveyor, the tension on the belt is the force, when multiplied by the time duration of one complete belt cycle, then it becomes the force impulse per belt cycle. Therefore considering the conveyor, this publication postulate with certainty: Kinetic energy flow per time interval can be mathematically

extrapolated to the magnitude of a repeating force impulse applied to a defined size of mass per time interval. Therefore: 6.©

A scalar kinetic energy quantity generates a defined scalar impulse intensity on a defined quantity of mass by isometric symmetry. The scalar impulse quantity is converted into a vector Impulse by the vector geometric guidance of a mechanism. The guidance of a mechanism is a universal property of physics evident in mass motion as well as in electricity, thermodynamics and radiation where diodes and mirrors can provide energy with direction. The kinetic energy stored into the body of a mass, as the result of a force impulse, is the momentum contained within the body of mass. The momentum is the product of velocity multiplied by the body’s mass. In case of the conveyor, the magnitude of the mass transported over one belt cycle multiplied by the belt velocity is the momentum of the transported mass. The incremental kinetic energy content of a mass, energy gained as the result of the force impulse, and expended from the store of potential energy available within the vehicle, is measured in Nm, J, Kgfm, kwh, kcalh and horse power hour. The energy quantity is in all cases the same real energy originating from the potential energy stored within the vehicle. Every reader of this publication can relate to the kwh consumed on the electric bill. But why are we billed in kwh(energy) instead of kgfh(impulse)??? Because an eggbeater takes four times the energy to deliver twice the rotational impulse!!! The Electricity utility would go bankrupt delivering four times the quantity in fuel and bill double amount in Kg force hours. The relationship of impulse and momentum to the directional flow of kinetic energy applying to the two vector dimension of mass motion is, of course, the most important aspect of the inertial propulsion. Thereby, the very most basic principle is therefore the end result of the inertial propulsion force impulse process, which must be the transfer of a portion of the stored potential energy contained within the vehicle into one preferred direction of the whole combined mass of the vehicle. The transfer of kinetic energy into the isolated system of the vehicle has the result of the desired directional velocity gain of the vehicle and thereby the resultant motion of the vehicle. The fundamental principle of inertial propulsion is the distribution of kinetic energy between two unequal bodies of mass separating with the power of one single source of potential kinetic energy. The whole assembly of all the parts of the vehicle is the lager mass, the moving inertia element (the flywheel) within the vehicle is the smaller mass. For example: Two UNEQUAL bodies of mass are separating by force of one single compression spring being guided by a mechanical arrangement in one vector dimension of motion, WHAT is the RATIO of the kinetic energy bestowed onto each mass at the end of the separation? This question has three unknown parameters: The two magnitudes of the velocity gain of each mass and the time duration of the reciprocal acceleration. Of course, we know impulse, the product of the spring force contact time and force magnitude, MUST be equally applied to each body of mass, but we don’t know the time and therefore the MAGNITUDE of EUAL reciprocal MOMENTUM of the two masses derived from one single source of potential kinetic energy and thereby the kinetic energy distribution RATIO, because we don‘t know the time duration of the force applied nor the velocities of each mass?? The kinetic energy distribution RATIO is THE REVERSE RATIO OF THE SEPERATING MASSES. Which means: The smaller mass receives the larger amount of kinetic energy. Therefore: By converting ratio to product we get:

The product of mass and kinetic energy is equal for each separating mass. 7.©

The product of kinetic energy and mass must be viewed as mechanical kinetic energy momentum of mass. Thereby: By introducing the definition of kinetic energy = E = m/2 * V²,

The product of mass and velocity is equal for each separating mass, which is momentum. And further: Therefore because: Force,average = mass * acceleration The product of mass and velocity is equal to the product of Force per time duration, which is IMPULSE. And further: The product of mass and acceleration is equal for each separating mass. The product of mass and acceleration is Force. The Force is equally applied to each mass Ref. Schaum, 3000 solved problems in Physics: Problem 4.15. The author is unable to determine who or when the energy distribution ratio was discovered or first used. The kinetic energy distribution ratio has the consequence that the body with double the mass receives 1/3 (which is less) of the total potential energy of the compressed spring and the body with ½ the mass will receive 2/3 (which is more) of the total potential energy. Of course this is what Galileo and Sir Newton discovered, except this time the analysis has to be in the displacement domain to arrive at a solution, which is the energy distribution ratio. IMPORTANTLY!! Kinetic energy, however, was a 100 years later discovery by Lord Kelvin. The example of solving the separation of two unequal bodies of mass separation by one single source of potential energy is a displacement domain analysis, the play of forces in respect to the displacement of the mass. The scientific investigation of kinetic energy was urged along by the emergence of the steam power technologies, in particular, the invention of the flywheel used as a temporary kinetic energy storage device. Is it possible to solve the compressed spring expansion problem or any other problem involving stored potential energy without using the work, force times distance, expended to compress the spring? Is it possible to use impulse, equal reaction to an action or acceleration, the play of forces in the time domain alone? NO SORRY, impulse cannot be stored, because the passage of time disappears into history. Only work energy, which is force times distance, can be stored and reconstituted into impulse. Therefore, the statement of “EVERY or is it ALWAYS?” in Sir Newton’s third law must be carefully examined and is in most good physics books restricted to objects of very small dimensions (point mass) motivated by the exact coincident of vector forces and therefore can not to be extrapolated to mean exactly the same as RECOIL of a complex mechanism. Because, even the very most basic principle of inertial propulsion can not be solved or calculated or described with Newton’s impulse, momentum, reactions and accelerations in the time domain alone, but requires FOREMOST work and kinetic energy of the two vector dimension of mass motion in the displacement domain, the scientific work of Lord Kelvin and defined as a quantity by Gustave Carioles. Physics is after all, foremost, the study of energy. However, the inventor of the pendulum clock, Christiaan Huygens already suggested in 1668 AD, 19 years prior to the publication of Newton’s laws, the importance of the product of force applied over a distance in respect to inertial mass motions. Christiaan Huygen’s presentation was made during a Royal Physics Society meeting clarifying the principles of inertial mass motions??????. The question of impulse/momentum/force/acceleration usage versus kinetic energy/work is then a total of 340 years old!!!!! The crossbow, a weapon still in use by game hunters in 1668, develops the velocity of the arrow according to Sir Newton’s impulse. However, how could Sir Newton calculate the velocity of the arrow with impulse or acceleration, the product of average force multiplied by the time of applying the force to the mass of the arrow? Time and velocity are TWO unknown parameters? The velocity is what we are seeking; 8.©

the time factor is the difficult part to answer, as Galileo showed with his astounding experiment of notches in the declined track of a rolling ball having exponentially decreasing beat frequency. The force and displacement of the crossbow string are both known quantities and both force and displacement are vector quantities because displacement has also a three dimensional direction!!!? The three dimensional direction of the crossbow string displacement launches the arrow with a vector dimension of impulse!!!. A vector multiplied by a vector ought to be a vector quantity but why is work done on the arrow NOT considered a vector quantity?? The process of aiming the crossbow are steps done aligning the force and displacement of the crossbow string in a three dimensional direction with the target! Denying therefore the work done by the crossbow string the status of vector seems strange indeed and represents one of the barriers to the complete understanding of inertial mass motion applying to vehicular motion. The author was unable to obtain a better explanation for the necessity for separating impulse from work done, and the need for separating the relationship of the impulse vector from the work done (possible vector) that is: Force * displacement-distance is a area-geometric figure of two scalar vector quantities. This publication therefore cautiously postulates that perhaps Quantum-Physics might explain this discrepancy between vector and scalar value better. The suggestion by Chistiaan Huygens to use work/energy, the product of force times displacement, would have required an additional step of physics thinking (or is it assumption?) to solve all the previously presented problems, namely that: The application of a steady uniform force generates a steady uniform gain in inertial mass motion velocity, which is Newton’s acceleration, because then, the displacement is ½ of the square of the velocity divided by the acceleration, which is more a geometric rising slope triangle area problem than mass motion physics problem. Therefore, we can extrapolate that Force * distance = ½ * mass * V², which solves the velocity parameter and sidesteps the time and the acceleration parameter ingenuously, the 100 year later discovery by Cariolis. However, the application of uniform gain in inertial mass motion velocity in respect to time domain raises the second important logical barrier to inertial propulsion, “non uniform acceleration versus uniform acceleration“, dealt with later in the publication. This illustrates the importance of cooperation. If Newton would have used Huygens force * displacement and combined it with his acceleration then perhaps the 340-year controversy wouldn’t exist still today and consequently the controversy pertaining inertial propulsion wouldn‘t exist with good scientific cooperation either. However, Newton publicly resented the privileges of inventors riding on the coattails of scientific discoveries. But then again, why blame Newton for the blunder (Or the skill to avoid controversy and keep his laws simply in the time domain?) not to include work/energy in his Principia? Galileo investigated the ballistic flight of the cannon ball in the 1630’s AD. If Galileo would have used the ballistic flight of across-bow arrow, the flight distance and maximum height reached in respect to force and displacement, then perhaps he would have been able to extrapolate the gravitational constant and all the rest of it already in early 1630’s, if that is, the mathematical tools were available to him. The recoil of the crossbow, if not held firmly during the arrow’s acceleration, will be again according to the reverse ratio of masses energy distribution ratio. From this example we can see that Physics, after all, is the investigation of matter, energy, space-displacement and time and the investigation effort must benefit human progress. Without benefit to human progress, physics is nothing more than a political discussion exercise and sometimes the use of physics and also the use of the science of derivatives has become a belligerent detriment to humanities’ most fundamental rights. Where is the benefit of the work/impulse controversy? Because the example of the crossbow profs again with certainty: A mechanism is capable of generating a vector impulse from a scalar quantity if potential energy and work, an isomorphic symmetry between displacement domain and time domains. The difficulty is that the universal principle of reciprocal kinetic energy distribution, and thereby a SPLITTING? Of the energy flow, is counter intuitive. The movie industry can be blamed for misinterpreting the kinetic energy transfer ratios, when the villain is struck by the hero’s bullet, the villain usually makes this strange jump with the feet off the ground while the hero is steady as a rock?? Where does this JUMP energy come? from??? Mathematically-Physically not from the deadly bullet!!! Where is the equal reaction to the action of firing the bullet and receiving the bullet?? The illustrated action in theses action movies, using the mass motion principles previous explained, therefore implies that the hero has a great mass and the villain is a tiny weak-ling . Many Physics teachers and websites point out this strange misinterpretation of physical principles. And the concept of OVERALL EQUAL REACTION to an 9.©

ACTION applies, of course, only to masses of equal size. Unequal bodies receive UNEQUAL velocities, UNEQUAL kinetic energy potentials, UNEQUAL accelerations, but each body receives EQUAL MOMENTUM AND EQUAL FORCE, during a separating impulse, which is a seldom noted physics fact and often misinterpreted. But correctly applied for a boxing match, the contest of the exchange of reciprocating impulses, where the mass of each Boxer is used to help determine the chance of winning. The mass motion principles described above further describes the principle of impulse and kinetic energy relationship, which states: A specific amount of impulse is generated from the TOTAL amount of potential kinetic energy, applied to a specific size of mass. In the special case of impulse by separation: The TOTAL amount of available potential kinetic energy is generating an impulse against the SUM of the separating masses. This extremely important relationship is central to the concept of the combined effort inertial propulsion and is based on the conservation of momentum coupled with the conservation of kinetic energy and is thereby not a uniform relationship but a diminishing returns relationship discussed later. The further consequence of the impulse to kinetic energy relationship is the average force versus kinetic energy flow relationship, where kinetic energy flow is horse power or kilo-watt, which is an uniform relationship in respect to the time interval, double the time interval per kinetic energy flow (Hp) will double the force available to push the car. Yes, therefore, loaded trucks go slow up a hill. FORCE,average = HORSE,power * time / distance Or Impulse = Energy,gain / Velocity,gain The earliest example of using the combined effort of linear and rotational kinetic energy (the two vector dimensions of mass motion) to produce a large linear force impulse is the medieval catapult called "Trebuchet". The action of the Trebuchet, mounted on a CARRIAGE, has a striking operational similarity to the presented combined effort inertial propulsion device and also had more than +20% higher performance of these type of machines, because of the combined effort of linear and rotational kinetic energy. This is caused by the liner motion of the carriage, during the projectile launch, which adds additional linear kinetic energy into the projectile. Is this principle a sort of free energy device? Where is the ++20% more projectile energy coming from? The additional kinetic energy delivered into the projectile is the kinetic energy removed from the recoil action of the trebuchet!!! Therefore, it is a more efficient way of extracting a high degree of projectile LINEAR IMPULSE out of the potential energy available. Because, the heavy counterweight having a large mass reluctance is mostly dropping and gaining rotational speed and not displacing latterly much. This is because of the before mentioned kinetic energy distribution according to the reverse ratio of the masses. The very large counter weight receives a very small amount linear kinetic energy in opposite direction to the projectile motion, while the relative light weight carriage and throw-arm receives a very large amount of linear kinetic energy in the same direction of projectile motion. This opposing linear motion of the counterweight and the in line linear motion of the carriage creates a force couple on the balance beam leaver connecting the counter weight and the throw-arm. The force couple are two equal forces pointing in the same direction, thereby squeezing against each other. The forces of the trebuchet force couple however are separated by the distance between the mass-center of the counterweight to the pivot of the throw-arm. The force couple of the trebuchet creates an additional mass motion kinetic energy exchange, which is different, then Newton’s force couple of the third law. In case of the trebuchet’s OPPOSING BUT SEPRATED BY A DISTANCE force couple, where each force is pointing into the opposing PARALELL direction, but are separated by a distance and are not in ALIGNMENT to each other. Therefore BOTH FORCES of the force couple contribute to the energetic launch of the projectile and SUM UP to a sum of ZERO AFTER the launch of the projectile. Therefore, Newton’s third law applies to each vector force on each end of the balance beam leaver of the trebuchet separately. The very assumption of the law is the REQUIREMENT of exact alignment of the forces at play; the recoil (reaction) is therefore less then the action of launching the projectile. The tip of the trebuchet’s throw-arm makes a complex elongated arc motion AROUND the counterweight having a tremendous combination of rotational speed and linear speed as a result of the force couple!!! Is the carriage mounted Trebuchet 100% efficient, inducing 100% of the potential kinetic energy 10.©

of the counterweight into the projectile? Of course not, this would require a variable computer controlled transmission or an additional mechanical arrangement to progressively gear the angular velocity of the counterweight and the linear velocity of the carriage down to zero, reaching zero velocity at the exact moment of the projectile launch. Thereby extracting the last bit of kinetic energy out of the counter weight and extracting the last bit of linear kinetic energy from the carriage and feeding it into the throw-arm and thereby into the mass of the projectile. Does such a computer controlled or modified modern trebuchet have ANY recoil action??? And where would the energy for a recoil action come from if all the available potential energy is used up??. The recoil of a computer controlled trebuchet is the sum of the carriage mass momentum in direction of the projectile plus the counterweight linear momentum at point of launch minus the projectile momentum and can be engineered (dimensioned) to be near ZERO RECOIL. Does the modern trebuchet violate the conservation of momentum? Of course not, it only proves that momentum can recombine with an elastic collision. The before mentioned reciprocal separation of two unequal masse by the compressed spring resulted in a two way split of kinetic energy flow. In case of the trebuchet, and the presented inertial propulsion, we see a two way split of kinetic energy between the counterweight and the carriage and then a re-combination of the energies into one combined impulse effort into the projectile. This mechanical device demonstrates that an analysis of the underlying principles can produce VERY astounding improved results, and again, it demonstrates that the scalar potential energy of the counterweight is being converted into a vector force impulse having a three dimensional direction. This principle was recently re-established with a replica of a wheeled trebuchet demolishing a replica castle in Inverness Scotland. Taking the design success of the catapult as guidance, it is certain that real performance of inertial propulsion is possible. The wheeled trebuchet proves and this publication therefore postulates with certainty:

A mechanism is capable of inducing a linear directional (vector) impulse into a quantity of mass from a quantity of potential energy without exerting a recoil action. Is the principle of the modern trebuchet an universal principle independent of the gravitational pull of the Earth? Of course, the trebuchet can be powered by any type of motor force: Air cylinders, springs and solenoids etc..etc. Is one single trebuchet dependent on the earth surface to operate? Yes it is, but two trebuchets working in mirror image tandem will be independent of the surface of the Earth. Is the workings of a modern trebuchet reversible, can a projectile re-constitute the potential energy of the counterweight from the momentum of the projectile? Of course, mechanical physics principles are entirely reversible! Then we can postulate: Three modern trebuchets working back to back can generate a continuous self-contained force impulse within an isolated system by recycling an inertial mass with one single directional collision impulse and three recoil-less actions. 1) Throw a mass without recoil and receive a collision impulse against the aggregate mass of the isolated system. 2) Throw the mass back without recoil. 3) Catch the mass without recoil. 1) Repeat the sequence: Throw a mass without recoil, receive a collision impulse… 2)…3)…etc, etc. Then we can postulate: Inertial Propulsion is a REALITY. Similar physics principles apply to the whip actuated spinning top but in a reverse sequence and in reverse direction. The whip operated spinning top is much older than the trebuchet. Maybe, playing is after all a more important human pastime than smashing the establishment’s walls. No matter how hard the spinning top is being whipped, it refuses to displace latterly in an equal amount of liner motion in comparison to the angular velocity gained. Furthermore, it seems that the impulse of the whip delivers a diminishing return in linear motion and at times seems to jump in the opposite direction of the whip impact. This is because of the relationship of impulse to the magnitude of induced kinetic and the before mentioned relationship of the kinetic energy distribution in response to a single force impulse, which is depending on the reverse ratio of masses. But also, dependent on the reluctance (resistance) to the change to motion. 11.©

Considering the rotation of the body of the spinning top, the reluctance to the change of motion is approximately ½ less for the rotational in comparison to the linear vector dimension of motion of the spinning top. Therefore, according the before mentioned kinetic energy distribution ratio: Each whip impulse induces approximately double the kinetic energy into the rotational vector dimension of mass motion than into the linear mass motion component. The important question, is of course, can this rotational kinetic energy be applied in a combined linear and rotational propulsion effort, as it is being applied by the trebuchet?? Yes, because it is a cyclic process where kinetic energies can be transported over a reciprocating cycle. The principle of the whip operated spinning top is not dependent on the presence of gravity and is therefore an universal principle of physics. Ref. Schaum, 3000 solved problems in Physics: Problem 11.79 This is a further device using the physics principle of kinetic energy distribution and the conversion of scalar potential kinetic energy into a quantity of impulse with a defined direction. This principle is used by the combined linear and rotational inertial propulsion and the principle is further proven in the PROOF delivered in the body of the publication. The scope of the studies of mass motions published(???) by Galileo and Newton was for the confines of a single particle of mass, in one single vector dimension of motion, in context of the motion of a planetary system having a fixed total energy potential. The findings of Galileo and Newton was one of the finest human accomplishments, achieved against the philosophical opposition of large sections of society. However, these studies fell short of extending the study to the behaviour of the carriage mounted trebuchet and the whip operated spinning top and the repercussions of the complex energy dynamics of the accelerated linear to rotational coupled motions. The physics of the combined linear and rotational inertial propulsion, in contrast, involves the two vector dimensions of mass motion viewed from the aspect of new additional flow of kinetic energy into an isolated system, which involves the physics principles of the dynamic distribution ratios of kinetic energy flow within the displacement domain and the differences of uniform and non uniform accelerated motion. The flow of kinetic energy for the presented propulsion system of mass motions involves two kinetic energy streams at the same time, the linear mass motion stream and rotational mass motion stream and there is a dynamic differential feedback interaction between the two mass motions within one single body or between multiple bodies of mass or a dynamic differential feedback between a combinations of multiple vector parameters by the intelligent will of a mechanism designer. Furthermore, the two vector dimensions of mass motion are separate when analysed in context of the axis of the rotating mass motion. Therefore, a vector force impulse in exact coincident with the axis of rotation of the body of mass will only affect the linear vector dimension of mass motion. This side by side (piggyback) co-existence of two vectors dimensions of mass motions, the linear and the angular motion, within the confines of a single unit of mass, has the CONSEQUENCE that the energy of one vector mass motion will be displaced (piggybacked) by the second vector mass motion without reciprocal impediment. In contrast: A force impulse in tangential contact with a free floating body of mass will impart a force impulse couple. A force couple is defined thereby as two opposing forces acting in exactly opposing direction and set apart by a distance. This tangential vector force impulse, because of the force couple, will impart a force impulse on the angular vector dimension of motion, called a torque. The tangential vector force impulse imparts concurrently an equal force impulse on the linear vector dimension of motion (the other member of the couple), because of the resistance to change to motion (reluctance) of the centre of mass of the body of mass, described by the trebuchet and spinning top example. This dual inter-dependant co-existence of the two vector dimensions of mass motion within a single unit of mass is the foundation of the linear and rotational inertial propulsion. This principle can rarely be found in physics text books. The physics principle of the combined linear and rotational motion inertial propulsion generates a self contained unidirectional force impulse by exerting a tangential action impulse against the combined free wheeling linear and angular motion of a flywheel. The 12.©

reciprocal reaction to the action of the tangential impulse is against the mass of the whole self contained isolated system, but

only the linear motion of the flywheel is contrary to the linear motion of the whole isolated system, while the kinetic energy of the angular motion of the flywheel is preserved and is used by the cyclic subsequent linear motion for generating an unilateral propulsion impulse by the combined dynamic linear and rotational impulse effort in direction of the intended propulsion. The principle of the combined linear and rotational mass motion, within an isolated system, therefore represents a three way flow diversion (flow split) of the source kinetic energy flow within that system. Because, the vehicle itself also has a vector dimension of mass motion. The kinetic energy flow magnitude into each THREE vector dimension of mass motion is according the before mentioned ratios of energy momentum. The presented physics principle represents one singe drive cycle of the inertial propulsion. However one single drive cycle is not yet a continuous running inertia drive, providing repetitive self contained drive impulses, therefore further principles need to be employed. The studies by Galileo and Newton, describing the laws of inertial mass motion, preceded the formulation by Leonard Euler, Lagrange and Hamilton of the rotational mass moment of inertia, in reference to kinetic energy flow and the energetic dynamic reluctance of a rotating mass by 50 years. Newton’s work preceded the invention of James Pickard’s flywheel with crank and connecting rod and thereby describing the rotational to linear coupled mass motion, by 110 years. Newton’s studies preceded the discovery by Young and Coriolis of the relationship of heat-energy to kinetic energy quantities by 120 years. Newton’s work preceded the invention of the differential transmission by 250 years. Newton’s work preceded the patent of the yoyo by 270 years, the patent of the dynamic differential feedback principle and the patent for dynamic regenerative breaking by 300 years. Patents have a very stringent novelty requirement. Therefore: The science society, dedicated to the search of truth because of the stringent requirement of the proof of truth, can not assume in a blanket manner without detailed rational, that the 300 year old principles of one SINGLE vector dimension of mass motion can be extrapolated to apply automatically to all complex dynamic energetic systems of linear to rotational coupled mass motions, in all multiple mechanical vector arrangement permutations, all sequential energy flow timing permutations and all permutation of the permutations? Therefore: because of the enormity of the possibilities, there is no mathematical certainty obtainable. The analysis of the Gyrobus, the analysis of the peculiar behavior of the whip driven spinning top and the workings of the back-to-back trebuchet are pointing to the possibilities of inertial propulsion. The Gieck engineering formulas handbook and most other modern physics schoolbooks describe the total amount of stored kinetic energy of a body, having a mass and a dimension, as the sum of the rotational and linear the kinetic energy content. The laws of Newtonian physics therefore apply separately for each vector dimension of mass motion, separately for each feedback of kinetic energy, separately for each conservation feedback of momentum, separately for each differential distribution of momentum and thereby each law can not describe the whole dynamic process of inertial propulsion standing separately. Instead, a complex system consists of a sum of multiple vector dimensions and multiple sums of mechanical arrangements. Therefore, the whole system is described by the sum of all vectors, the sum of all mechanical arrangements and the sum of the physics laws of all the sums. Furthermore, with the understanding of dynamic differential feedback systems in nature, one can analyse complex systems in a very precise manner and make predictions of their resultant behaviour. With these feedback systems, many of our great technical accomplishments have been possible! Is it possible to neutralize contrary reactionary forces with a differential mechanical negative feedback loop? The presentation of research regarding the carriage 13.©

mounted trebuchet and whip operated spinning top principles in textbooks are non-existent. The advantages of the presented inertial propulsion, in comparison to rocket reaction drives are evident, because no material is expelled and lost. Other devices of similar and related functionality in physics are the impact wrench, the yoyo, the reciprocating piston engine and the balance beam weigh scale, together with the differential transmission. Engineering /mathematical problems of similar questions are the lead foot car driver, the drag car racer and the math of the taxi driver (O YES INDEED ). The operational principle of the impact wrench is based on an accumulation of rotational kinetic energy in form of high RPM in an impact rotor, stretched over a longer rotational distance, and the accumulated kinetic energy is then release in a very short impulse against the output shaft of the impact wrench. Thereby, the torque delivered by the operator of the wrench is distributed over a longer distance, or sometimes distributed reciprocally, and is thereby substantially less than the torque delivered to the bolt to be tightened. Is it possible to generate real traction with the principle of the impact wrench? Of course, real mass motion is being driven by the concept of fast repeating impact of an impact rotor, because pulsed electric motors are the norm. The electrical DC traction motor having an electrical commutation also uses many repeating impulses, which are integrated into a seemingly smooth continues traction by the mass of the rotor and the mass being trucked. The evidence of pulses can still be heard as an electrical hum. The Gyrobus is also a mass motion traction driven by an impulse rotor because the flywheel is also an impulse rotor, the impulses however, are delivered through a transmission in form of fast repeating electrical impulses to the traction motors. In case of the combined linear and rotational inertial propulsion, rotational kinetic energy is also accumulated in an impact rotor. The accumulation of the kinetic energy into the impact rotor is without net impulse against the aggregate sum of masses of the propulsion device because of the dynamic combination of negative feedback, the reciprocal reluctance of rotational-to-linear mass motion, the exponential progression of the transmissions and the transmission ratios of the mechanism used. The operation of the impact wrench can also be reversed, where the rotor, in form of a flywheel, is absorbing an impact blow instead of delivering an impact blow. All these principles are used by the present inertial propulsion to generate the reaction less self-contained propulsion impulse and discussed in the body of the publication. In comparison to the very first most basic principle of inertial propulsion, the separation of two unequal masses by the power of a compression spring. The impact rotor, in combination with the linear to rotational transmission takes the place of the compression spring, and is the key improvement for the inertial propulsion concept. A further mechanical device of important applicable functionality is the balance beam weight scale. The balance beam weight scale uses the principle of cancellation of equal reciprocal forces applied to a mass and the motivation of a mass with unbalanced forces applied. This balance beam principle is used to motivate the device in direction of intended travel. The balance beam weight scale principle, because of the consequence of the conservation law of kinetic energy, has a further consequence imbedded: The distribution of kinetic energy according the balance of forces, which can be stated: Kinetic energy flows into the mass motion direction of the larger force applied. This has the consequence that when two opposing differential impulses of separation pushing away two identical masses, from a central body of mass with differential sources of kinetic energy, ONLY the larger kinetic energy is contributing kinetic energy to the CENTRAL body mass, and at the same time, additional kinetic energy into the separating mass with the lower separating kinetic energy. Thereby the net sum of impulses is displacing the combined masses, contained within an isolated system, with an 14.©

unidirectional self-contained force impulse when the force impulse is directed into the combined linear and rotational mass motion. This principle can be further extended singularly to the force impulse, because the force impulse is the conduit to transmit kinetic energy into the body of a mass. The principle of the differential transmission is the distribution of an input kinetic energy stream into two output streams of kinetic energy according to the before mentioned kinetic energy distribution ratio. The principle of the balance beam weight scale and the differential transmission are related and constitute the principle by which a self-contained force impulse is generated with the differential combination of rotational and linear mass motion, and is the central principle of the present inertial propulsion device. The physical principal of the yoyo is: The potential energy in one form, like heights of the yoyo mass or the linear velocity of the yoyo mass, is converted to rotational kinetic energy of the yoyo mass. The before mentioned process is then reversed in an elegant oscillating kinetic energy flow. The operation of the yoyo demonstrate the ease and elegance rotational stored kinetic energy can motivate a mass in a linear motion, which is the whole objective of the present inertial propulsion. Within the operation of the yoyo is a further important principle imbedded: The principle of the differential ratio of linear axial motion to the yoyo string motion. Therefore, when the yoyo is dropping from a height of potential energy the rotation of the yoyo will spill out more string, by the ratio of π, then the axis of the yoyo drops. Thereby more of the original potential kinetic energy is being absorbed by the rotation of the yoyo and the fall of the yoyo is slowing down. This principle is referred to as the yoyo effect but is essentially the same as the spinning top effect. The operating principle of the yoyo has been verified in weightless conditions on the space station and is thereby an universal principle of physics. The mechanical arrangements of the before mentioned devices, including the presented propulsion device, further work with the principle of exponential growth of kinetic energy potential and exponential growth in kinetic energy consumption of an accelerating mass in comparison to an increase in the velocity of the mass. This phenomena is commonly referred to as speed kills and is the ability of the speeding mass to perform destructive acts on automobiles and human bones. So, the incremental increasing speed of an automobile can do exponentially larger damage to the automobile and its occupants. The exponential character of the kinetic energy potential of a moving mass is, for many mechanical arrangements, counter intuitive for an observer to comprehend the forces at play, in respect to a speeding car and particular for the yoyo. The non uniform progression of the stored kinetic energy of a mass in respect to its velocity is still one of the least understood part of physics by society. For example, it takes three times the measure of energy=measure of gasoline to motivate a car from 10 to 20km/h than from 0 to 10 km/h and five times the measure of gasoline to go from 20 to 30km/h than 0 to 10km/h. This principle of escalating energy requirements to motivate a moving mass to elevated velocities is the fact that the mass is covering a larger and larger distance per time interval, while the motivating reference point is stationary. Thereby , a motor force acting from a fixed point, like the road, to motivate a car, has to extend itself over a larger and larger distance per time and therefore is requiring an escalating larger amount of energy. Because kinetic energy, also referred to as the ability do WORK, is force multiplied by distance. A further example: A passenger in a bullet train can enjoy a meal in the restaurant car, without being concerned of the 300 km per hour it travels, but will have a very unpleasant experience indeed, in case the train has to stop urgently and the destructive forces of the kinetic energy are released. How about holding on to a coffee cup being accelerated (de-acc..) to 100km/h in a few seconds? Yes indeed, because the reversibility of physics principles. This is because of the considerable (exponential) amount of kinetic energy bestowed in the passenger’s body and all object in the train. This fact plays in part with further laws of physics, in particular, the continuity of the laws in physics for a moving platform. In other words, a 15.©

passenger in a bullet train experiences the very same physics laws as a patron of a stationary restaurant EXEPT the law of exponential kinetic energy potential. A further exponential character of the motion of mass are the exponential forces acting on the piston and connecting rod of the reciprocating piston engine. While the present inertial propulsion uses the principle of linear to rotation coupled mass motion, the motions of the crank and the piston are reversed for the combined effort inertia drive in comparison with the reciprocating engine. For the combined effort inertial propulsion, the piston is the device body and the crank is free to move in a combined linear and rotational motion. However, the principle of exponential character of rotational to linear coupled motion remains the same for both. The forces on the piston and crank parts of these engines rise with the SQUARE of the angular velocity of the crank shaft. This means that doubling of the angular velocity of the crank shaft quadruples the linear forces on the connecting rod and therefore also on the body of the inertia engine. This sinusoidal non uniform motion progresses from very large forces to small forces concentration the force impulse within a small initial section of the piston motion. This characteristic is a dreadfully feared destructive minefield for the designers of reciprocating engines but is the holy grail and GOLDMINE for the inertial propulsion engine designers. This compelling principle is used by the present combined effort inertia drive to generate large propulsion forces against the body of the inertia engine, except, one has to consider the force impulse on the linearly (straight back and forth) oscillating mass. The force impulse, which is force multiplied by the time duration of the force, is growing in linear progression with the angular velocity progression of the crank shaft. This means a doubling of angular crank shaft velocity doubles the average force impulse on the connecting rod. The applicable mathematical formula for the sinusoidal motion, considering the mathematical average of the secant line, is: Force,average=mass * Velocity,gain / Time,duration , Velocity,gain = Angular-velocity * crank,radius Force,average = mass * 2π * crank,radius / time² The very IMPORTANT parameter in the formula for average force is the time² , which proofs again that the force average is entirely dependant on the time duration of the propulsion cycle. The impulse delivered to the aggregate sum of masses of the propulsion device, considering the average rate of change of the secant line, is: Impulse,average = 2π * mass * crank,radius / time Reference: Lecture in physics Vienna University. www.vias.physiscs/bk3_04.html Kurt Geek, Engineering Formulas L10 These formulas proves that the impulse has instep uniform growth in respect to the time duration of a cyclic motion. The shorter the time duration of a cyclic rotational to linear coupled motion the larger the average impulse motivating the linear mass motion. Only the time duration of the cyclic motion is determining the impulse intensity motivating the linear mass motion, while the peak linear motion velocity remains constant. The linear to rotational coupled motion of the crank shaft, the scotch yoke and the complimentary cam, to mention a few technologies, are the ideal candidates to design inertial propulsions engines because of their ideal perfect elastic collisions of masses, employing a conservation of kinetic energy, conservation of momentum feedback loop and the combined effort of linear and rotational kinetic energies. The conservation of kinetic energy feedback loop is feeding one form of kinetic energy like rotational or linear kinetic energy into the other form of kinetic energy, linear or rotational. This principle of conservation of kinetic energy can also be stated as the conservation of momentum within the system of rotational to linear 16.©

coupled motion. This principle of energy conserving feedback loop is used by the present propulsion device. An extension to the principle of conservation of momentum within the rotational to linear coupled motion is the inclusion of the continuity principle of the law of physics that states: Any new kinetic energy introduced into the rotor of the rotational to linear coupled mass motion, at any point of the rotation, will be conserved within that system. This principle is the foundation of the original Pickard patent and without it our car engine wouldn’t function the same. Within this principle of conservation of kinetic energy is a phenomena imbedded: The one time jump in reciprocating mass motion velocity caused by the induction of new additional kinetic energy into the rotational to linear coupled motion, at the approach of the linear moving mass to the point of zero motion. During the approach to ZERO linear motion, most of the additional induced kinetic energy will be conserved into the rotor of the rotational to linear coupled motion, not into the linear moving mass. The subsequent one time jump or step up in mass motion velocity, at the start of the next linear mass motion, with the new additional rotational kinetic energy available, causes an one time jump or step up in the cyclic reciprocal mass accelerations and therefore an one time jump in the intensity of the impulse on the reciprocating masses. And HERE is the POINT where the continuous cycling system of the combined linear and rotational inertial propulsion becomes reality. Because, if the kinetic energy and the momentum was developed against the free wheeling rotational reluctance of a SECOND flywheel, then an unilateral force vector is DISPLACEING the WHOLE system in one direction, as long as the system gains momentum. This principle is further discussed in the description of the propulsion cycle in the body of the publication. For a further understanding of the physics principles of the described combined effort propulsion device, one has to further look at the striking similarity of the physics laws of both, the laws of the motion of mass and the physics laws of electric capacitors and coils. The formulas are identical, for the exponential magnitude of the stored energy, the delay in charging the energy and the energy distribution ratios. For example, to charge a capacitor with an electric charge, a time interval of an electrical charging current is required. To charge a capacitor in a perfect saw tooth shaped pulse having an uniform straight line rise in voltage a constant current source is required. A constant current source is implemented with a negative feedback circuit. In comparison, to motivate an inertial mass in a uniform gain in velocity a constant force is required. What is the mechanical arrangement to deliver a constant force? A variable transmission regulating the constant magnitude of the output torque with a negative feedback sensor will do. To motivate a mass in a UNIFORM progression to a level of kinetic energy, it takes the Time,duration = mass * Velocity,change/ Force,average. Thereby, by introducing the definition of kinetic energy = E = m/2 * V² we arrive at: Time,duration= √ mass * 2* Displacement,length / Force,average Ref. Group 24, by Gazeau In other words, it takes an average applied force an interval of time to motivate a mass to an elevated velocity. Any person interested in physics principles will notice the strange time delay of the drag car racers taking off at the starting line, there seems to pass seconds before the drag cars actually gain speed. This principle is a pulse in electricity and an impulse in mass motion physics. The availability of examples and the presentation of the time delays of cyclic moving masses in physics textbooks are sparse, and the material has to be therefore borrowed from electrical physics of capacitors, where great accomplishments have been achieved in radio communications and computers with these devices, because of the development of workable mathematics and physics tools by Laplace, Euler, Heavyside and Herz. 17.©

The teaching methods of mass motion of today seams to ignore the FAR REACHING IMPORTANCE of Galileo’s experiment, demonstrating the relationship of time delays of mass motion. Galileo demonstrated 400 years ago that the rolling motion of a cannon ball down a track follows exponential decreasing time delays by inscribing notches into the track which gave a progressive increasing beat frequency. Has anyone seen Galileo’s experiment in our science centres? In the 400 years since Galileo, we have found that the mass motion time delays represented with his experiments also accounts for the motion of the pendulum and the accuracy of atomic clocks. The physics tools used for the dynamic behavior of mass motion is the condensation of the non-uniform mass motion by calculus into uniform motion. Unfortunately, uniform mass motion, with a long time duration, is a very special motion, obtainable ONLY with non uniform exponential energy flow progression. The uniform mass motion, as discussed preciously, is therefore seen during application of gravitational forces where forces are nearly constant within, say, the heights of a physics teachers desk. The energy flow however is progressive because of the exponential growth in the falling speed of the falling object. To duplicate a gravitational fall of an object a motor requires a progressively increasing power output.. Therefore, calculus tools must be employed and that is why the relationship of force versus mass motion is given in a calculus expression of delta velocity-gain per delta time. However, to avoid unnecessary complexity about the physics aspect, this publication uses the most basic terms possible: Whole units of mass, whole units of time, whole units of distance, whole units of kinetic energy and AVERAGE FORCE to describe the cycle of the present combined propulsion device by using the physics principle of the law of AVERAGES. This publication therefore postulates with certainty: Speed,average = displacement,distance / time,duration and Force,average = mass * velocity,gained / time,duration. Thereby the distance traveled is: displacement,distance = Speed,average * time,duration Consequently, Work performed (energy expended) on a mass is: Work = mass * velocity,gained * Speed,average This publication thereby postulates that the above formula for work (energy expended) is a more practical because it applies for uniform and non-uniform mass motion equally and illustrates and proves the ability of a mechanism to generate differential directional opposing impulses from a scalar quantity of kinetic energy. To illustrate the before mentioned exponential functions in the behaviour of a moving mass, one has to further look at the PERCEIVED discrepancy of the energy expended (measure of gasoline AGAIN??!!) for fast trips to the convenient store verses slow easy trips to the convenient store, only one block away. In both cases of each trip, the maximum speed limit is kept and only one continues acceleration is performed, up to the entrance of the convenience store. WHY are the fast trips with the urgent acceleration CONSIDERED MORE expensive in measure of gasoline???. It can not be explained in the total kinetic energy invested into the vehicle and lost due to breaking at the store, which is in both cases “DEFINED AS” m/2*Vmax ², therefore the cars’ half mass * square of the max speed limit. It is also not singular related the friction of tires or efficiency of the engine. But it has EVERYTHING to do with the fact that the trip distance was accomplished in a shorter time interval and the average force during the time period is =mass * Vmax / time. The total WORK performed by the engine, during the trip, is the average force times the distance. Thereby the average work performed by each piston stroke is larger during the urgent acceleration. The trip 18.©

TIME duration is LESS with the urgent acceleration and the average impulse, force * time, delivered by the engine, is thereby larger for the shorter time period. This is because it takes more impulse per time interval to motivate the car’s mass to the maximum speed limit in a shorter time interval caused by a non uniform acceleration. This NON uniform acceleration is caused by the shifting of the cars transmission from low gear to high gear thereby spreading the acceleration near the speed limit over longer and longer distances, thereby flattening the speed verses time curve. The flattening of the speed verses time curve with the frictional resistance to motion is identical to many processes in nature, like the charging of electric capacitors, the growth of trees …mortgages…temperature rise in waters heaters etc…etc...and follows the partial exponential of the natural logarithm e= 2.718. The shifting of the transmission is necessary, because of the before mentioned exponential energy flow per time interval required to motivate a moving mass to elevated velocities and the limited energy flow in Hp available from the engine. Reciting again, this before mentioned principle. Furthermore, the time duration spend above the half maximum velocity for non-uniform acceleration is 87% of the total time spend accelerating, and half speed is reached after only 13% of the total travel time duration. For uniform acceleration, half the time or 50% is spend below the half maximum velocity and 50% time is spent above the half maximum speed point. This translates to an approximate 60% shorter travel time for the maximum urgent acceleration and 40% additional spend energy flow per time. This principle of impulse differential of accelerated moving masses, in respect to the time traveled, following non uniform accelerations, in comparison to uniform acceleration, is a further principle of the present inertial propulsion and the uniform impulse can also be expressed with: Impulse = m * 2 * d / t Where, d = trip distance and, t = the trip time duration, m = the mass of the car. The mass * distance product is constant for our short trip lead food driver and is also constant for the present combined effort inertial propulsion device. However, the ratio of distance per time interval in correlation to the mass is seldom available for calculations but the potential kinetic energy is readily available in form of the force and the distance the force is applied or the speed of the object. Therefore, by introducing again kinetic energy into the above formula we have: IMPULSE = Force,average * Time,duration = √ mass * 2* Distance * Force,average Thereby: Force,average= √mass * 2 * Kinetic,energy/ Time,duration Therefore: Impulse derived from a scalar quantity of kinetic energy is: Impulse,average = mass √ 2 * Velocity,gain * Distance/ Time,duration Reference: Book by Gazeau: Group 24, and: Online www.av8n.com/physiscs/car-go.html, Principles of synergy and isotropic units by Edgar Paternina. This principle can further be expressed with: The sum of the engine piston strokes is a function of the distance traveled, and nearly constant for a direct drive steam engine, for the same distance traveled. BUT, the distribution of impulse intensity for the piston strokes (fuel mixture volume) must be EXCEEDINGLY LARGER at the beginning of the trip in order to motivate the vehicle over the same distance in less time and with the same total amount of energy consumed and thereby the same maximum velocity. Therefore, the trip with the shorter time duration, due to non uniform acceleration, requires a reversed intensity of impulses in respect to the progression of travel time. 19.©

A further very important aspect of impulse versus kinetic energy consumed, is the SQUARE ROOT in the expression for impulse verses kinetic energy. What does the square root mean?? It means a diminishing return of impulse for the uniform progression of kinetic energy expended, RIGHT??? This is a further principle used by the present inertial propulsion to distribute a differential of kinetic energy into the inertial elements in favour of the DIRECTION of motion. It is very important: To understand the principle of the continuing cycling inertial propulsion, one has to understand that any shortening of the trip time duration with non uniform accelerations is increasing the mass motion kinetic energy flow in relation to multiple trips covering longer time frames. This means a repeated NON UNIFORM acceleration of a car will empty the gas tank earlier than a uniform acceleration, because more trips are performed within a time frame. This is a further principle of the present inertial propulsion. The maximum differential of travel time between uniform and non-uniform mass motion will be further mathematical developed and presented in the body of the publication. The reader of this presentation is further ask to consider the uniform acceleration versus the no-uniform acceleration in light of the fact that the body of the inertia vehicle must also be considered an inertia element, thereby the non-uniform acceleration will impart a differential impulse and differential force in comparison to the uniform acceleration and thereby the action of the propulsion. The principle of uniform verses non-uniform mass motion also applies to the math of the “smart” taxi driver. The more urgent the accelerations, on very short trips, the more trips can be performed in the one day shift of the taxi driver, the more money can be made within that one day shift and ALSO more WORK, which is distance * force, is being done during the one day shift. And of course, more happy customers. The situation for the taxi gas tank looks however very bad for the taxi driver, so bad, because the gas consumption escalates faster then the sum of all the trip distances and thereby the revenue. But again, this principle is the same principle as the conveyor example and favors the inertial propulsion, because an increase of energy flow per time interval (Hp), means an increase in propulsion energy FLOW, per time interval. YES, absolutely, as I will demonstrate with the actual inertial propulsion example in the body of the publication. Of course, the reader of this publication might have noticed that the taxi math problem is only a warmed up version of the conveyor problem, the only difference, people are being transported . Now lets look again at the drag car racer. What would be the winning configuration and the rational strategy of the perfect drag racer?. Of course, the biggest engine with the lowest weight and the highest torque is the best starting point. Same starting point for the inertial propulsion device. But the Full utilization of all that muscle is just as important, if not more so. If all the available muscle is only used in the beginning of the drag trip and most of the trip is coasting, then the shortest trip time duration for that engine performance is NOT OBTAINED. To obtain the absolute minimum drag trip duration possible, an infinite variable transmission with the control of a computer must select the optimum transmission ratio at every increment of the drag trip. Thereby, the engine will continually motivate the dragster at the absolute maximum performance, therefore, delivering the minimum possible drag trip time duration. Here again, the principle of non uniform acceleration applies and the principle of maximum energy flow per time interval. How could this principle be use in inertial propulsion? Because inertia masses are motivated with the objective of minimum versus maximum time durations, then his principle can be used for the engineering of the inertial propulsion, to scale the sizes of the inertial components and maximize the operational ratios for maximum efficiency. The aspect for the need of a precise controlled transmission or precise controlled variable operational parameters applies for the inertial propulsion as well as for the drag racer and, of course, for all vehicles motivated by a limited flow of kinetic energy. This aspect was in the past, in many cases, the downfall of many inertial propulsion experiments, trying to satisfy the pendulum test with one fixed operational parameter. This would be like operating a car with a stuck throttle, stuck in high gear and stuck clutch. The solution for this pivotal control problem will be presented in the body of the publication. We have praised the escalating energy flow for the three examples: The lead foot driver, the smart taxi driver and the drag racer. What is the math behind the escalating energy flow. How much more energy is being consumed per Hour? How much more GASOLINE per hour, how many more Hp are running???? 20.©

Hp = gasoline/Hour = force * distance/Time = Force,average * Speed,average Acceleration,uniform,average = 2 * distance/ time² Force,average= m * 2 * distance/time² ; Energy,magnitude = Force,average * distance

THEREFORE: Energy,magnitude/time = m* 2 * distance² / time³ = Gasoline / time = Hourse,power Energy flow rate AVERAGE: Considering oscillating uniform mass motion. Energy flow rate essentially escalates with the distance squared divided by the CUBE of the cyclic trip time interval. Therefore: To motivate a mass in half the cycle time over the same cyclic motion distance, an EIGHT fold magnitude of Horse Power is required. Ref. Gieck Engineering Formulas,L5,M1 This is VERY VERY good news indeed for inertial propulsion: The larger the mass motion time interval Differential ( a slow uniform motion paired with a fast non uniform motion ) of the inertia motion cycle, the higher the energy flow rate per cycle time interval differential. The kinetic energy flow differential therefore increases the propulsion force accordingly. This is a further DIMONDMINE for the inertial propulsion designer because propulsion cycle stroke length is a fixed parameters of the propulsion design, but the cycle time is a variable and differential parameter. Therefore, one can see how, the progression of differential energy flow escalates in favour of the inertial propulsion. This presented kinetic energy flow principle in Horse power illustrates again the principle of the non uniform progression of kinetic energy flow. BECAUSE: If we substitute the time variable in the above formula, with the expression for time delay of mass motion presented earlier, we arrive at a fractional exponent ( the cube of the square root!!!). The maximum practically obtainable differential kinetic energy flow for non uniform acceleration versus uniform acceleration, the maximum obtainable saving in travel time and also the kinetic energy distribution ratio between the inertia elements will be discussed, mathematically proven and presented with an example propulsion device, in the body of the publication. The before mentioned principles generate a sequential differential force impulse sequence which generates the unilateral propulsion force impulse. The before mentioned principles are at the very the core of the present combined effort inertial propulsion and proofs the inertial propulsion concept. Many patents have been issued for mechanical devices for the purpose of inertial propulsion with varying results, mainly because of limited knowledge of how to arrive at the optimum operational efficiency, and furthermore, the inability to control the operation of the inertia elements with one set of fixed parameters inherent in mechanical arrangements, the low power density of the motors used and of course sometimes, the ignorance of the before mentioned physics principles. The patents for the presented combined effort inertial propulsion is the first to introduce the combined effort of linear and rotational mass motion and machine logic control of the control of the inertia elements for maximum efficiency covering all operational parameters.

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THE PENDULUM TEST The reason for the dismal results for many previous IP designs, is of course, the attempt to perform the pendulum test which is a mass motion with a variable combined gain in linear velocity and gain in potential energy of vertical lift simultaneously. This feat can only be performed using a complex computer controlled IP system. This publication therefore postulates the need to pare the pendulum test into multiple steps: Step #1: IP motion on rails without vertical lift. Step 2: IP suspension hovering without motion in an elevator arrangement. Step # 3: a combination of step 1 and 2 on a uniform ramp. Step # 4: the pendulum test, which is in reality a progressively increasing ramp. Thereby the variable control performance of the design can be accurately analyzed in comparison to the efficiency of the inertial mass motions and a true IP performance established. A Further very important aspect of the pendulum test is the common believe that a more massive device will perform better on the pendulum test. NO, a more massive device will perform exactly the same pendulum deflection as a tiny device does.

CONCLUDING THE FUNDAMENTAL BACKGROUND The presented physics principles, in particular the conservation of energy, account for the isomorphic symmetry of work performed on a mass to the impulse magnitude applied to the mass. This publication therefore postulates with certainty: Independently of the mass motion path, frictional losses and the final mass motion velocity of the inertia elements, a larger quantity of work performed on a mass always generates a larger vector mass motion impulse. In view of these presented physics principles, it must be concluded with certainty that the presented combined linear and rotational motion inertial propulsion employing a mechanical frequency modulated oscillator using the combination of linear and rotational mass motion is generating a internal self contained unidirectional impulse. Therefore the previous inference of equal reaction in response to the actions of a complex mass motion mechanisms is untenable. In view of the presented facts, it must be further concluded: All available physical parameters used by the combined effort inertia drive have in step uniform growth in performance in comparison to the operational cycle frequency and thereby have the potential to deliver a very high degree of energy flow and power densities at very high cycle frequencies. The inertial propulsion performance is only limited by the stencil strength of the construction material and the total energy available. In view of the presented inertial propulsion device and all other pertinent laws of physics, in particular the aspects of relativity and special relativity, the aspect of continuity of the laws of physics within the boundary of a moving platform, including and in particular the continuity of the equivalency of mass and energy, exponential kinetic energy content of mass together with the advancement in differential mechanical motion, feedback systems, machine generated directional impulses from quantities of potential energies, battery and computer technologies. All this can be viewed as HIGHLY favouring the aspect of inertial propulsion. This publication therefore is confident to postulate that ALL ingredients for inertial propulsion can be found in nature’s environment. DESCRIPTION OF THE DRAWINGS Fig. 1 is the side and top view of the mechanical representation of the propulsion mechanism employing a complimentary cam linear-rotational transmission. The format is in wire-frame format for unimpeded logical perusal to facilitate the understanding of the mechanism. Fig.2 is the graphical representation of the motor-generator kinetic energy flow to further the understanding of the principle of operation. Fig.3 is the graphical representation of the Velocities of the inertia elements in the displacement domain 22.©

analysis to facilitate the understanding of the propulsion process. Fig. 4 and Fig. 6 is a plot of the angular and linear velocities of the inertia elements to prove the self contained nature of the inertial propulsion and to project the linear kinetic propulsion energy applied and including the mathematical foot-print steps. TECHNOLOGY ADVANCEMENTS USD BY THE PRESENT INERTIAL PROPULSION The preferred technology used for mechanical motivation of the propulsion mechanism is the coreless DC motor or iron-less rotor DC motor, because of their very small electrical inductance, allowing very short drive pulse durations without loss in power and delay in time. A further advantage of the coreless motor is the extremely small mass moment of inertia of the rotor and thereby the very high power density in comparison to motor mass. The DC electrical motor-generator was first introduced by Werner von Siemens in the late 1900 in Germany, for street cars and sub-way-cars. The DC motor-generator can act as both, as a motor and as generator of electricity. This reversibility is also referred to as dynamic regenerative breaking. The technology was improved in great strides in the early 60’s with the advent of the DC motor employing printed circuit rotors and the advent of the power transistor for H-bridge power switches. The advancements in permanent magnet materials for electrical motors delivering very high magnetic field densities together with the advent of tiny field effect power transistor, new battery power technologies, carbon fiber technology and extreme short drive pulse durations allows the DC motor technology to trend to an overall power density to far below one horse power per Kg mass. Some of these advancements are being used in toys, like the rapidly moving RC car toys. For the example inertia drive presented in this publication, mechanical power switches are depicted to illustrate the concept but sensor operated field effect power transistor technologies are of course readily available. Are the presented technologies capable of delivering a self-contained propulsion vehicle capable of defying gravity? No, not yet, but if a model is receiving its energy and its control information through an umbilical cord, such a example could come very close, for a short time run, in power overload condition! End of the free introduction. Copyright © 2009-1. All rights reserved. Patents Pending. The complete publication is directed toward Engineers, Journalists and Educational Instructors reporting on new development in technology. The complete publication describes in great detail the workings of the inertial propulsion device, the dynamic principles involved and mathematical foundations for the propulsion cycle. The publication delivers the rational explanation how the propulsion works and technical references used. The propulsion does not claim unusual principles in physics but a new combination of known physical principles. The Publication delivers a mathematical method to calculate the internal generated 23.©

propulsion thrust and reveals the Inertia Propulsion Formula for the first time. The publication describes, in detail with technical drawings and operational graphs, a working and dimensioned combined inertial propulsion device able to overcome gravity. (suspended hovering action) and describes the rational to size the thrust and the limits to the magnitude of thrust obtainable. Total 43 pages 8-1/2X 11; 10 graphs; 4 pages of formulas; two PROOFS; 6 technical drawings. For $49.95 To order the complete publication send to www.info@realautomation.ca/ End of the free sample. 24.©