CA2127165A1 - Centrifugal accelerator reverse gravity transporter and inertia reactive acceleration propulser - Google Patents

Abstract

This invention deals with a new propulsion system coupled to a new type of Transportvehicle having suitably made and appropri-ately installed prime energy input converters converting prime energy input into programmable UNIDIRECTIONAL FORCE by means of suitable pairs of CONTRA-ROTATIVE/CONTRA-REVOLVIVE Bladevane-equipped ROTORS being rotated in GUIDED ALIGNMENT within suit-able SHROUDCASINGS, such BLADE-VANE-ROTORS having their specially constructed vanes form a circular row of balance-spaced LOAD-POCKET-CAVITIES, wherein such cavities are placed and installed along a circumferential perimeter band of each rotor further-wherein such perimeter vane-pocket-cavities are loaded with a suitable MASS LIQUID throughout an essentially LESS than 180°
HALFCIRCULAR rotational plane while the remaining 180° plus, PART-CIRCULAR rotative plane of aforesaid Rotor-pockets are NOT
loaded with such MASS LIQUID, that is to say, are rotated in an EMPTY CONDITION and wherein further such MASS LIQUID is suitably S I D E -injected in suitable manner effecting the MOST EFFICIENT
and the MOST VOLUMINOUS MASS LIQUID TRANSFER into the LOADING and LOADED PART of ROTATED ROTOR during rotation. This way UNIDIRECT-IONAL FORCE is CREATED in the TWO QUADRANT areas contained within an arc extending from essentially the 12 o'clock position THROUGH the 3 o'clock position TO the 6 o'clock position in the CLOCKWISE rotated ROTOR unit and such UNIDIRECTIONAL FORCE is CREATED in the TWO QUADRANT areas contained within an arc extend-ing essentially FROM the 12 o'clock position THROUGH the 9 o'clock position TO the 6 o'clock position in the COUNTERCLOCKWISE
rotated ROTOR unit.

Description

APPLICATION FIELD of this invention:
The purpose of this invention is to create a new transport system that would be very useful with respect to improving certain traffic gridlock situations or eliminating them and in general improve transportation, freightforwarding, travel and outer space traffic.
The concept applied here is based on Newton's Laws of Motion, Energy transfer, Thermal Dynamics and Kinetic Physics.
Two questions have to be answered positively here if the concept is to work as predicted.
1) Does the machine REACT with or REACT on an OUTSIDE FORCE ~

2) Does the machine constantly change either it's MASS or it's ACC~T.~RATION ?
Answer to 1~ is : Yes the machine REACTS on and with the FORCE of GRAVITY.
Answer to 2) is : Yes, the machine CHANGES it's ACC~T.~RATION, that is to say a PART of the machine, namely it's MASS LIQUID
Medium constantly has it's ACC~T.FRATION changed.
Despite the fact that various people tried over the years to convert EXCENTRIC and CENTRIFUGAL FORCE EFFECTS into constant controlled and programmed UNIDIRECTIONAL FORCE it had been im-possible until this point in time.

EXPLANATION and DESCRIPTION.
I have found that in this machine, during it's operation a great many different and co-relative FUNCTIONS have to take place in constant operation and overlapping timeframeconnection and Sequence, in order to have it work as planned.
Forces and Force-effects which are created here have to do with different forms of energy-conversion and energy-channeling after the prime energy movers are turned on which in turn creates pre-programmed LIFT and PROPULSIVE MO.~l~. The thusly created liftand propulsive moments in ongoing fashion are created in a way that undesirable TORQUE- and SIDE-DRIFT-MO~ ..S are eliminated.
Propulsion units are as the preferred em~ody~ents assembled in always TWIN configuration, wherein one unit of a pair of propuls-ers is rotated and revolved by powerdriven power-input means counterrotative to the other unit of such pair of propulsers.
Transportmachines,which are equipped with this propulsion system have installed within at least ONE VERTICAL acting propulsion lift cluster and also at least ONE HORIZONTAL acting propulsion 4~ moment force generator cluster.
Each propulsion moment generator cluster consists of at least one CLOCKWISE ROTATED and at least one COUNTERCLOCKWISE ROTATED ROTOR

~ON~1N~K-DEFLECTOR-SHROUD-CAGE ASSEMBLY.
Since these PROPULSION-MOMENT-GENERATORS are suitably installed in suitably pivotal manner, it is possible to have respective PROPULSION-MOMENT-UNIDIRECTIONAL PROPULSIVE FORCE FIELDS be di-rected in an ACTIVATION-ARC of from 0 to 45 INCLINATION ANGLE to the PERPENDICULAR ORIENTATION-AXIS in the instance of the VERTI_ CAL LIFT PROPULSER CLUSTER BANR and with respect to the HORIZONT-AL PROPULSER CLUSTER BANR it is possible to have the respective FORCE FIELD be directed in an ACTIVATION ARC of at least 0 to 45 and preferably 0 to 180 INCLINATION ANGLE to the LONGITUDINAL
AXIS ORIENTATION LINE (FRONT TO BACR LINE ) of the TRANSPORT
VEHICLE; furtheralso it could be made possible to increase such aforesaid respective INCLINATION ANGLES anywhere from 0 to 360.
REACTING on the INSIDE/OUTSIDE G R A V I T Y FORCE FIELD this propulsion system is producing PROPULSIVE and LIFT FORCE MOMENTS
by having the power-rotated ROTORUNIT VANFRT.AnES A C T ON A
CERTAIN M A S S in form of a suitable LIQUID ( such as a suit-able liquid metal alloy or of lesser preference- MERCURY or HG-or some suitable oil or some suitable oil-metallic-powder emuls-ion or the like ) in a state of A C C E L E R A T I O N andsubsequently on such suitable MASS LIQUID in a state of Z E R O
ACCF.T.~RATION in a REAL-TIME-FRAME, wherein the actual REACTION
to the ACTION of AC~FT.FRATION is M A N I F E S T in lN~ lA-R E A C T I V E produced LIFT and PROPULSIVE MOMENT. '' ~' It will be clear to an observer, that the HIGHER the HALFCIRCULAR
REVOLVIVE SPEED of M A S S A C C E L E R A T I O N is, and the MORE M A S S is ACTED ON, the MORE L I F T and P R O P U L S I V E M O M E N T is C R E A T E D.
- I found that the machine, in order to perform with the desired results of being PROPELLED and ASCEND and DESCEND as programmed, has to have it's propulser cluster units function in the following fashion:
1 ) A suitable, heavy MASS in form of a suitable LIQUID is being injected into suitably formed pocket cavities that are part of the revolved and rotated respective rotors through a suitable GLIDE-BY---SUITABLE_CONTACT INJECTOR GLAND COMPONENT affixed appropriately at one or both S I D E S of respective ROTORS
hl~l~lN the desired I N J E C T I O N T R A N S F E R AREA
of the desired INJECTION FIELD PORT; wherein the GAP between the STATIONARY INJECTOR COMPONENT INTERFACE SURFACE and the SIDE INTERFACE SURFACE of respective RoToRvANFRTAnEs is to be kept to a practical MINIMUM as respective RoToRvANFRT-AnE-pAcR
is rotated BY such INJECTOR COMPONENTS in GUIDED ALIG~r~..1.
2) Kept confined in CURVILINEAR ACCELERATED PART-CIRCULAR CONFINE-MENT.

_ 3) EXPELLED at a PRE-DETERMINED POINT by CENTRIFUGAL FORCE, such locationpoint beginning at the 6 o'clock position in each ROTOR-SHROUD-CASING;

4) APPROPRIATELY collected and DUCTED BACR to the initial INJECTOR-S FIELD-PORT after also having it's EXCESS ATTENDANT THERMAL LOAD
(HEAT) REMOVED by a suitable and adequate and APPROPRIATE
H E A T E X C H A N G E R;
in CONSTANT, R~ VE, OVERLAPPING and ONGOING manner.

Also in explA;ning this invention's inner working processes it should be noted and understood that FROM the START LINE of INJECTION-PROCESS-LOCATION TO the START LINE of the EXPULSION-PROCESS-LOCATION a PROPORTIONAL, GRADUATED INCREASE in LOADVOL-UME is taking place in ONGOING MANNER from one LOAD CAVITY to the next LOAD CAVITY to the next and so on until the part-revolvive and CENTRIFUGALLY CHARGED LOAD of M A S S L I Q U I D IS
ALLOWED to ESCAPE OUT OF A C C E L E R A T E D -part-circular-DEFLECTED CON~-lN ~-.~n 1 PHASE.

This application for patent is accompanied by se~entythr~e DRAWINGS, a number of drawings I deemed necessary in order to illustrate the many VARTART.~S manifest in this application. In describing the different drawings I am at the same time explain-ing the workings of various essential elements and parts`leading up to obtaining an appropriately functioning device and machine with the desired capabilities.
FIGURE 1 shows a partly schematic and cross-sectional frontview of such TRANSPOKL~nlCLE (for lack of a better name one could refer to it as "GRAVITY-CRAFT" as a pun on "AIR-CRAFT"), wherein 57 represents the paired vertical lift moment U.P.M.G. (Unidir-ectional Propulsive Moment Generator ) propulser block unit comprised of two counter-rotative Impeller-Rotor units mounted suitably within their respective Shroud-casing Assembly Cages.
58 is the horizontal propulsion block unit revolvable within it's swingcage 60 . 59 is the recirculation sump drain for 60 and 61 represents the vertical mounting pin cylinder for swing-cage 60. 71 is the overall transporter structure fuselage. 62 is the recirculation drain sump for 57. 63 are arrows indicat-ing the direction of travel of the EJECTED kinetically charged MASS LIQUID. 64 are as shown here, retractable, auxilliary operational airfoil wings (for optional aircraft-mode operation) pivotable around and mounted to anchor cylinder pins 65 66 are storage receptables for fold-away airfoil-wings 64.
67 is the optionally installed amphibious mode float segment of 71 . 69 are suitable light/search-light combinations for night operation etc.. 70 are suitable jet-, or turbo-jet engines. 72 is the mounting support for airscrewpropellers 73. 74 is a verti-cal flight control airfoil tail segment. 75 are suitable cabinwindows. 76 are arrows indicating the corresponding direction of rotation of either clockwise or counterclockwise driven U.P.M.G.
Impeller Rotors. 77 indicates outline of strongback-main fuse-lage assembly keel segment. 78 are suitable drive-engines for ground operation propulsion wheels (hydraulic, electric, pneum-atic or other suitable prime mover), wherein all or individually or singly or in any combination thereof any mode of operation is not to exclude or include any or the other. 390 are optionally installed and /or optionally operated and used ION or PROTON
DRIVERS for ULTRA-HIGH BOOSTER and SUSTAINED SPEED in DEEP SPACE
operation of transporter. 391 are optionally installed ROCKET
MOTORS / and / or suitable gas or steam jet boosters or possibly PLASMA-JET BOOSlkKS of a suitable nature.
~yg~_2~ A~ L~-ylE-~-u~ u~ ARfi~ S~
wherein item 79 is the MAIN-VESSEL-FUSELAGE STRUCTURAL SHELL
BODY of an EXTRA-EXTRA LARGE TRANSPORT SPACE SHIP. 80 is Load-bay and Passenger C; -rtments 81 is the Front Access Hallway.
82 are NON-~ lC Steamgenerator-Electric Powergeneration Units. 83 are DC Generators. 84 are DC Generator Converters.
is the Craft Crew Cabin and Control Room. 86 is Rear Access door and Load-dock-door. 87 are assorted appropriate FUELTANKS.
88 are assorted appropriate OXIDIZ RTANKS. 89 is the REAR AC OESS
HALLWAY. 90 are COMPRESSED AIR and COMPRESSED GAS STORAGE TANKS.
91 are MAIN, POLY-MODE-DRIVEN, PIVOTABLE HORIZONTALLY and VERTI-CALLY OPERATING U.P.M.G. s. (aforementioned acronym). 92 is directional indicator arrow here indicating MAI~ HORIZONTAL MO-MENT. 93 are ELECTRIC DRIVE MOTORS for PRIME MOVERS. 94 are VERTICALLY OPERATING LESSER U.P.M.G.s. 95 are HYDRAULIC PRIME
MOVERS. 96 are HORIZONTALLY OPERATING LESSER U.P.M.G.s. 97 is a suitable AIRTURBINE DRIVE UNIT. 98 is a suitable COMBUSTION
ENGINE DRIVE UNIT. 99 is a suitable TURBOJET DRIVE UNIT. 100 is a suitable STEAMENGINE DRIVE UNIT. 101 is a likewise suitable DIESELDRIVE UNIT. 102 are ELECTRIC STORAGE BATTERIES. 103 is the overall ASSEMBLY of LARGE GRAVITY CRAFT with certain OPTION-ALLY USABLE, OPTIONALLY INSTALLED, and INTERCHANGEABLY USABLE
DRIVES and COMBINATIONS of DRIVES coupled to appropriate U.P.M.G.
UNITS. 390 here again represent optionally installed and operated ION or PROTON DRIVERS for ULTRA-HIGH BOOSTER SPEED in DEEP SPACE OPERATION of the transporter. And 391 are again opt-ionally installed ROCKET MOTORS/ and / or suitable GAS or STEAM-JET BOOSTERS or possibly PLASMA-JET BOOSTERS of a suitable nature.
F~G RE_3_cs_a-~ar~y-sçHE~ ç-ç~Q~ Eç~IQ~ y~Eg-~
VAR .NT o an A ~ I A L I N N E R I N J E C m I O N UNIDIR-4S ECT_ONAL PROPULSIVE G~N~R~TOR deslgne~ to ef~ect he strongest possible Design wherein FIGURE 3 shows a highpressure oil lubri-cating ( babbitt) system to effect a LOW FRICTION rotative oper-ation of it's IMPELLER-ROTOR.
In FIGURE 3 item 1 represents the shroud assembly base-mount.
2 is the MASS-LIQUID guided feed injector INTERFACE PRONG.
3 is the 1~_~i~uS_S~ _0YE~LA~,S~6~E~_injector port orifice squared radially. 4 is the IMPELLER-OUTER-REINFORCER~LOADRING

segment. 5 is the MAIN BASE KEEL DISC for the IMPELLER. 6 are WEIGHT_ REDUCTION CAVl.l~S in the IMPELLER ASSEMBLY. 7 is a suitable POWER DRIVE INPUT SPLINE COUPLING. 8 is SPLINE SLEEVE
S~G~ of 7. 9 is a suitable END-sIDE-cAp-BuT~Ru~An-pLATE-sEG
MENT of the shroud assembly. 10 are suitable GENERIC ASSEMBLY
BOLTS. 11 is the LOADR~ART~G AND MOMENT TRANSFERRING Impeller SHROUD JACRET. 12 is a suitable PRESSURELUBRICATION FEEDLINE
for END-CAP-DISC 9. 13 is a suitable HIGHPRESSURE LUBRICATING
OIL ~u..~OOSTER ( typically from 500 to 3000 PSI). 14 is a PRESSU-RE-REDUCER-VESSEL. 15 is a suitable PRESSURE-REGULATOR-BALANCER-VESSEL. 16 are individual IMPELLER-ROTOR-VANES. 17 is a suit-able END FLANGE for UNIT BLOCK ASSEMBLY M A S S L I Q U I D
SUPPLY FEED TUBE. 18 is the END FLANGE of mass liquid supply-pipe 20. 19 are suitable boltholes for 18 and 17. 20 is the MASS LIQUID SUPPLY PIPE. 21 is a SUPPLY HOLDING TANR for HIGH-PRESSURE LUBRICATION SYSTEM. 22 is the OPEN END of 20. 23 is SUPPLY SUCTION FEED TUBE from 21 to 13. 24 is PRESSURE-LUBRICATION OIL FEED TUBE T O PRESSURIZED LUBRICATION OIL CON-TACT PADS of IMPELLER SHROUD JACRETS. 25 are HIGH PRESSURE
LUBRICATION OIL DISTRIBUTION CONTACT PADS. 26 is INTERFACE
GAP between IMPELLER-ROTOR ASSEMBLY, SHROUD JACRET RING ASSEMBLY
and M A S S L I Q U I D INJECTOR PRONG 2. 27 are suitable WEIGHT REDUCTION CAVITIES for 11. 28 denotes broken line out-line of EJECTION PHASE-MASS LIQUID EJECTION MEANS. 29 are FLANGE
BOLTHOLES for RECIRCULATION-OF-EJECTION-OF-MASS-LIQUID-MEANS
RETURN PIPEDUCT.
~ is~s~ a~ ss~ Si~Yi~
IU~E~TI~ BL~ IT,s~a~ E~I~,ML,SS_,L~
from each side of a cylindrical supply feed AIJ (~XIAL _NNER IN-JECTION))IMPELLER ROTOR HUB SUPPORT PRONG; wherein 41 is thisBLOCK-UNIT's IMPELLER ROTOR HUB. 42 is a suitable HIGH PRESSURE
LUBRICATION OIL FEED tube. 43 is the unit's cylindrical supply feed AIJ IMPELLER ROTOR HUB SUPPORT PRONG. 44 is a HIGH PRESSURE
LUBRICATION OIL DISTRIBUTION CONTACT PAD. 45 is a suitable U.P.M.G.-BLOCR UNIT SUPPORT MOUNT. 46 is SIDE-RETAINING WALL
BUT.RUF.An PLATE S~.~l.l for IMPELLER ROTOR'S ACC~T.~TED M A S S
L I Q U I D. 47 is the SHROUD-RING-CYLINDER. 48 are suitable PLANETARELY INSTALLED POWER TRANSFER INPUT GEARS. 49 are generic and suitable IMPELLER ROTOR BEARINGS. 50 is the HIGH PRESSURE
INJECTION MASS LIQUID SUPPLY. 51 is the POWER INPUT SPLINE COUP-ling for planetary power transfer gears. 52 are suitable bear-ings for transmittal GEARSHAFTS of 48. 53 is the DRIVE-SIDE
BULKHEAD-PLATE-RING for the IMPELLER ROTOR in this version. 54 is the NON-DRIVE-SIDE BuT~KuT~An PLATE RING for this BLOCR-STATOR.
55 is OPERATION LEARAGE OIL RE~OV~:KY RECIRCULATION PUMP. 56 de-notes this OVERALL BLOCR UNIT.

; wh-e-reï~n~ S~M~ D~ P ~ ~ ~ ~
AND I~J~CTION AREA D~ NlLlON (D~lN~) GUIDE PRONG equipped with bolthole flange for SUPPLY MASS LIQUID PIPE MATING MEANS 37. 31 indicates the OVER-ALL BLOCK ASSEMBLY unit of this U.P.M.G.

212716~
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32 is the KEEL-BASE-RING-DISC which serves as assembly base for SHROUD-CAP 34 and which is attached to segment 30. 33 is the INJECTION MASS LIQID TRANSFER PORT ORIFICE for PRECISELY D~lN~u GUIDE-ABILITY of PRESSURIZED INJECTION MASS LIQUID into vAN~RTAnE
POCRET CAVlll~ that exist between individual ROTOR VANE BLADES
16. The injection ARC of 33 is held in precise arrangement and ALIGNMENT so as to ascertain the MOST ~ lV~ performance of the IMPELLER-ROTOR UNIT. 34 shows SHROUD CAP SEGMENT with SIDE-POSITIONED roller or ball bearings 36 with weight reduct-ion cavities 27. 35 is END CAP for 30. 36 is IMPELLER-ROT-OR KEEL BASE PLATE connected by 16 to IMPELLER ROTOR INNER-SIDE
END DISC RING 38. 37 is Supply pipe mating flange for connect-ion to 18. IMPELLER-ROTOR-ASSEMBLY-S~ l 36-16-38 is held in LOW-FRICTION revolvive rotation by suitable bearings 39. 7 is a POWER-DRIVE INPUT COUPLING affixed to 36 on it's outside. 8 is SPLINE SLEEVE SEGMENT of 7. 26 is INTERFACE GAP between IMPELLER
ROTOR 36-16-38 and the STATOR SEGMENT 30-32-34. 28 i this draw-ing again denotes broken line outline of EJECTION MEANS of EJECT-ION MASS LIQUID and mating flange ring with connection bolt holes 29. 40 is EXCESSIVE-ABRASION-RESISTANT SHROUDSLEEVE S~l part suitably incoL~olated into the INTERFACE-SURFACE-AREA of said SHROUD.
ElGyRE-~-is-a-5~Qss-s~iQ~ -p~ y-~is~ -si~yi~- wherein represented is a SLOW-FAST-SLOW MASS LIQUID OPERATIONAL SYSTEM in case this should be shown more effective, incorporating KlN~llC
R~AKTNG FEATURES. 104 here represents E~lOK JET STREAM of MASS LIQUID b e f o r e SPLIT. 105 is the DlV~hl~u, SPLIT-OFF
PORTION of 104 LIQUID a f t e r SPLIT and b e f o r e ENTRY into left DIRECTION NOZZLE 115. 106 is the DlV~h~
SPLIT-OFF PORTION of 104 LIQUID a f t e r SPLIT and b e f o r e ENTRY into right direction NOZZLE 115. 107 is Direction Indicat-or Arrow for SPLIT JET STREAM LIQUID left. 108 is DIRECTION IN-DICATOR ARROW for SPLIT JET STREAM LIQUID right. 109 is a RIcocHET-KlNhllc DISSIPATION REFLECTOR. 110 is spray NOZZLE left.
111 is kinetic-brake-cushion-pack behind 109 packed with suit-able material such as gravel, beads, metal shavings or the like.
112 is the main kinetic-brake-cushion-pack, packed with suitable material for the purpose of effecting the speediest way of kinet-ic braking of the ejecting portions of MASS LIQUID without in any way choking off or impeding the volumetric flow of such MASS
LIQUID, in this version of U.P.M.G. application. 113 is a suit-able pipeduct for ejector Jetstream into kinetic BRARE MEANS SEG-MENT of this system BEFORE Split of Jetstream. 114 is direction indicator arrow for 104 liquid b e f o r e SPLIT. 115 is right side spray nozzle for 106. 116 is retainer screen for 112. 117 is SLOWED MASS LIQUID in sump-funnel segment 126. 118 is SLOWED
MASS LIQUID PIPE DUCT~leading to recirculation means. 119 is direction indicator arrow for recirculation liquid 120. 120 is SLOWED recirculation MASS LIQUID 117 in recirculative TRANSPORT.
121 is CONNECTION FLANGE of 118 for connecting 118 to 123 . 122 is CONNECTION FLANGE of 123 for connecting 123 to 118. 123 is recirculation pump segment. 124 is recirculation pump. 125 is 212716~

~lN~llC BRAKE BOX TANR UNIT module. 126 is SUMP ~-UNN~L COLLECT-OR ~K~ of 125.

~pssi~le.Y~ ye~si~o~ RRAR~ ~oy,~; wherein 128 is kinetic brake box containment tank in this version. 138 is direction indicator arrow for movement of SLOWED MASS LIQUID
a f t e r kinetic braking in THIS VARIANT. 140 is direction in-dicator arrow for FAST MASS LIQUID entering 128 from b e l o w.
141 is direction indicator arrow for movement of FAST MASS LIQU-ID entering 128 from Above through pipe duct 142. 116 is kine-tic energy braking means holding back suitable material such as gravel, beads, metal shavings or the like. 117 is SLOWED MASS
LIQUID in bottom segment of 128.
E~5igBF~ 1Y ;iS;~h~ ",ÇLQ~iS Se~ Yie~ Qf ~aUQ~
15 ,v,a,r,i,a,n,t,,o ,,ki,n,et,,c,b,r,a,k,e,b,ox,,sy,s,te,m; wherein 129 is kinetic brake con ainmen boxtank in this variant. 136 is direction in-dicator arrow for movement of 117 here being ducted to a recirc-ulation pump. 137 is direction indicator arrow showing movement of FAST EJISC~ MASS LIQUID. 146 denotes an ever widening 20 I~UNNI~L segment surrounded by and filled with the 112 material packing within the kinetic brake containment box tank 129. 112 is a suitable guidig duct enabling the FAST MASS LIQUID to be more effectively guided into a rapidly slowing down and Turnaround phase. 116 again here is retAi ni ng screen for 112. 117 denotes SLOW~ but HOT MASS LIQUID. 126 is the sump collector segment of 129.
E.~ 2_i~ 1Y-ss~ is~ s-s~ yi~ f o_her VARIANT kinetic brake box; wherein 127 are vertically dis-po ed SLOW-MASS-LIQUID coIiection EIEADER pipes suitably collect-30 ing SLOWED MASS LIQUID. 135 is arrow indicating the direction ofmovement of SLOW MASS LIQUID being ducted to a recirculation means. 144 is arrow indicating the direction of movement of FAST
MASS LIQUID 104 being ducted to the kinetic brake stack. 145 is the HEADER-DISTRIBUTION-TREE-DUCT for incoming FAST MASS LIQUID
35 into the ~lNh-~lC BRAKE MEANS STACKTUBES suitably affixed with screens 116 ret;~ining gravel like material 112. 104 is FAST
MASS LIQUID. 112 is KINETIC RRAKlNG MATh'RIAL PACK (gravel etc.) for slowing down FAST MASS LIQUID. 116 denotes suitable ret;-ining screens. 117 denotes SLOWED MASS LIQUID.
40 ~I~i~F~.lQ.is.~.u~ Y.sL~ell~ U~S.Se~;~iUI~.Yie~ er 'rARIANT arranyeme,n~~ wherein 130 denotes a special NOZZLE HEAD.
~ aeno~e arrow-s aped PORTIONS of FAST MASS LIQUID 147 here being flung out of NOZ7TF~FAn 130. 132 is ~lNh-llC BRARE CON-TA~ BOX TANR in this variant. 133 is FAST-MASS-LIQUID-Ic~lNl~llc-ENERGy-DIssIpAToR DUCT. 134 is direction indicator arrow showing direction of -~v. ~-t of FAST MASS LIQUID (but cold) infused with a HIGH AMOUNT Of KINETIC ENERGY. 143 is direction indicator arrow showing direction of movement of SLOW MASS LIQUID
( but hot ) cont~ining little or no amount of ~lNhllC ENERGY.
147 denotes portions of FAST MASS LIQUID being flung at and THROUGH the positioning- and ret~ining SCREEN 139. 139 is PERIPHERAL POSITIONING- and RETAINING SCREEN installed suitably in order to effect a vertical orientation of the major portion of ~lN~Ic BRAKE MATERIAL 112. 116 is LOWER HORIZONTAL MAIN
RETAINING SCREEN for 112. 117 is LOW, STILLED, but HOT MASS
LIQUID.
E Ç-u--E~ -s--a-~-a-r-t~y--s~c-h-e-m~a~ç~-c~-o-ss---s-e-c~2~aa-y~-e~-Q-f S~ Ess~-E- -L~ sys~E~ F~AR ~ Q~ -L
L~L~ ~.S~ .C~s~c~e~.sQ.~s.~ .Y~Y.~SS~
,S,HA,~,T,,LU,B,RIÇ~A,TI,O,N,y,e,t,er,og,i,d,i,ng ,f,or,th,e~,ea,im,in,a,,io,n,,o,f,T,FARrG~, ,SPR~,Y~ whereln 148 denotes the fractlona~ ou er sectlon seg-men~ o~ a suitable ROTOR SHAFT BODY. 149 is a LEFT TURN
"turnbuckle-screw" segment. 150 is a RIGHT TURN "turn-buckle-screw" segment. 151 is a 'Iturnbuckle'' anchor ridge. 152 is RIGHT TURN outer access adjustment screw of seal tightening means group 151-149-152. 153 is the SID~-END-CAP part of this H.P.L.O. (High Pressure Lubricating Oil ) SEAL ASSEMBLY. 154 is RIGHT rURN threaded ORIFIOE RING section for the SEAL-TIGHTEN-ING MEANS assembly. 155 is LEFT-TURN-THREADED ORIFICE RING SEG-MENT for group part 151-149-152. 156 is a wedge-orifice ring for SEAL-TI~~ NG-MEANS Assembly. 157 is an opposite-facing wedge-orifice ring for seal tightening assembly. 158 is a suit-able end-ring-segment with RIGHT-THREADED holes for seal tighten-ing means assembly. 159 is the attachment mating-face plate segment for 175. 160 are assembly bolts for 175. 160 are assembly bolts for 175. 161 is the first stage body segment of 175 . 162 is fractional segment of assembly housing connector flanges. 163 is impact dissipation pad for 173. 164 is a suitable ret~i ner segment for 163. 165 are liquid transmittal - orifices. 166 is HIGH PRESSURE LUBRICATION OIL. 167 are HIGH PRESSURE LUBRICATING OIL-THROTTLING orifices for progra med tran5fer of 173 . 168 are suitable contact gaskets for seg-ments of 175 . 169 is the second-stage body segment of 175.
170 is a drain pipe nipple for H.P.L.O. recirculation means.
171 is a suitable (solenoid) shut-off valve for 170. 172 are seal rings of suitable material. 173 denotes the programmed H.P.L.O. throttled leakage jet stream for HIGH PRESSURE OIL 166.
174 is LOW PRESSURE LUBRICATING OIL sump portion oil for recircul-ative processing. 175 denotes the over-all seal tightening means and HIGH PRESSURE LUBRICATING OIL-LEAKAGE portion contain-ment ASSEMBLY. 176 is a suitable slip ring for 159. 177 is a second-stage spacer-retainer ring. 178 is a first-stage spa-cer retainer ring.
FIGURE 12 i~ a ~a-tly schema=icL cross-sectionaa_yiew_o _a_s~eciaa ~QmÇwha~ di,fç~çn~ y-a~ian~-Q~-th~ ~;P;~;Q; LEA~GE_~Q~ QL_~E~_ v describe~ in F:aure 11, wherein 179 is a half-shel_ segmental ~ssem~Iy componen~ part of this varying from aforedescribed versi-on. 180 is a partly fractional rendering of 1st and 2nd stage 21271~

assembly connector flanges. 181 is the over-all (partly-fract-ional) assembly of H.P.L.O. recovery means. 182 is a suitable spacer ring with appropriate transfer orifices. 183 are gener-al oil transfer orifices. 184 is a suitable throttling orifice gland ring. 185 are primary first stage throttling orifices.
186 is a final stage H.P.L.O. jet stream dissipation pad retain-er segment. 187 are appropriate low pressure lubricating oil transfer orifices 188 is a suitable low pressure lubricating oil collector sump cavity, optionally ringshaped. 189 is the second stage segment component housing of 181. 190 is a suitab-le support spacer ring for 191. 191 is a suitable wedge ring peripheral support ring component suitably affixed with 187.
192 is an appropriate sealing wedge ring of suitable material.
193 are hollow (concave ) grooves of sealing contact sleeve seg-ment of 192. 194 is a suitable end pad segment (of suitable material ) of sealing contact sleeve segment of 192. 195 is a suitable aperture (hole-affixed) affixed compression transfer washer ring. 196 is a suitable COMPRESSION BOLT for compress-ion of seal-wedge assembly. 197 is a suitable TARE-UP NUT for 196. 198 is a suitable CORRESPONDING WEDGING ACTION complement-ary ring component of 181.
E~ iS_~, ~-a~ly-~ L~y-u~-s~ iy~ 8u~y~
y,~ f,~ E,~ ~,yE,~,,,TNNl~ RF'.A ~1~.a H GH,P,RESS,U,R,E,, BR, ÇA,TI2,N,O,IL,~,BA,B,BI,,,SYS,T,E,M,~,,SH,A,F~,,SL,E,E,y~E
~S,,H~G,~ wfiere_n 199 represen-s aforesaid fragmentary portlon of such special sleeve bushing. 200 are main H.P.L.O.
SUPPLY DISTRIBUTION CHANNEL-GROOVES connected to one of two H.P.L.O. SUPPLY PULSATOR PUMP COM~ON~,.lS. 201 are branch arteries of 200. 202 are main lubrication oil supply distri-bution channel grooves connected to the other of the above ment-ioned H.P.L.O. supply PULSATOR PUMP COMPONENTS. 203 are branch arteries of 202. 204 is a fragmentary, perpendicular to axis cut cross-sectional surface setion. 205 shows a SHAFT SLEEVE
BUSHING in a corresponding fragmental sideview rendering in per-spective. 206 is H.P.L.O. supply tube pumping oil to 200.
207 is H.P.L.O. supply tube pumping oil to 202. 208 is one of a pair of H.P.L.O. pulsators ( pulse imparters ) each supply circuit is optionally equipped with. 209 is the adjacent pul-sator to 208. 210 is a suitable motor for recirculative pump 211. 211 is a recirculative pump driven by 210. 212 is con-nector and support housing arm connecting HIGH PRESSURE OIL
TANKVESSEL 217 to H.P.O. Tankvessel 218. 213 is a suitable pressurized H.P.LuO. bulk-oil supply tank vessel. 214 is a suit-able transfer pump component. 215 is a LOW PRESSURE Recircul-ation and REPLENISHING lubrication oil collector tank vessel.
216 is a suitable optionally installed HIGH PRESSURE/HIGH PULSE
solenoid transfer pump. 217 is a suitably compartmentalized H.P.L.O. supply vessel. 218 is a BACK-UP H.P.L.O. supply tank vessel ----- suitably compartmentalized. 219 is a FEED-NIPPLE for recirculating Lubrication oil and REPLENISHMENT lubri-cation oil, wherein pulsating mode is switchable to STEADY press-urized supply. To draw a SYNOPSIS is to say, that FIGURE 13 repre-2127~6~

sents a partly fragmental, partly schematic view of a fast alter-nating pulsator-H.P.L.O. injection system for the lubricated BAB-BIT-effect sleeve support system for large, heavy-duty ROTORSHAFT
LOW-FRICTION ROTATION; which makes cumbersome and limited life-span bearings superfluous; and furtheralso minimizes power andenergy losses.
~IGURE_14,is a_schematic_and faat-~.2iection_of rendering_~of ~a_~ a~ e_H~H_P~R~jS~Sy~E_~yB~Rl~;çQ~-~or~L-~ ç~IQ~N--Jy-B-Rl~A~IQ~N
~SY,ST,EM ag~or,~rayed in F-GUR- 3L s~ow:rg _he s~i_c s gra -,act,i, vated ubricat3On oil 3nrect:ol on dem~d ~ro~r^~ie~ unc~i$n moae v~rslon; whereln ~20 s a press-. lzed lubr_cat on Oll ais-~r;bu~on'header. 221 are programmable (optionally solenoid type ) valves activated by corresponding SIGNAL TRANSMll~r.KS.
222 is a low pressure feed supply duct. 223 is a HIGH PRESS-URIZATION PUMP for this lubrication sy~tem. 224 is a computer-ized electric solenoid signal switching bank controlling the open-ing, partial opening or closing of certain solenoid valves in reference to CORRESPONDING, APPROPRIATE PRESSURE D~ K~..llAL
PROBE POINT SIGNAL EMl'~KS. 225 is the overall H.P.L.O. supply interval / volume distribution control and monitoring system bank. 226 is the H.P.L.O. supply tube, connecting supply header to injector orifice terminal corresponding to pressure differenti-al probepoint signal transmitter means line 261. 227 is pressure differential probepoint signal transmitter means line corresponding to H.P.L.O. injector supply tube 228. 229 is pressure diferential probepoint signal transmitter means line suitably corresponding to H.P.L.O. injector supply tube 230.
231 is pressure differential probepoint signal transmitter means line corresponding to H.P.L.O. injector supply tube 232. 233 is a pressure differential probepoint signal transmitter means line corresponding to the appropriate H.P.L.O. injector supply tube 234. 235 shows an optionally always open tubeline con-- nected to pressurized oil supply header 220. 236 is an option-ally always open H.P.L.O. injector supply tube. 237 is the H.P.
L.O. injector supply tube corresponding to pressure differential probe point signal transmitter means line 244. 238 is a H.P.L.
O. injector supply tube corresponding to pressure differential probe point signal transmitter means line 243. 239 is the H.P.L.O. injector supply tube corresponding to pressure differen-tial probepoint signal transmitter means line 242. 240 is an appropriate H.P.L.O. injector supply tube corresponding to press-ure differential probe point signal transmitter means line 241.
242 is likewise a pressure differential probe point signal t~ans-mitter means line. 245 shows a common header lubricating oil supply channel arrangement supplying several injector nozzles.
246 is a typical countersunk injector orifice connected to it's corresponding supply tubing. 247 represents backside of a lat-erally projected ( in flat projection ) view of a fractional seg-ment of a HIGH PRESSURE LUBRICATING OIL SENSOR SYSTEM optionally partially responsive for a near-frictionless rotation capability of a heavy ROTOR SHAFT SUPPORT SYSTEM. 248 is a REFERENCE PRO-GRAM MEMORY BANK COMPONENT BOX UNIT. 249 is an electric signal 212716~

transmitter bank box unit optionally correspondingly installed, controlling solenoid - or suitable other fast response ( instant response ) valves corresponding to appropriate activation impuls-es in the system being appropriately cross-reference connected.
250 is a potentially permanently kept open H.P.L.O. injector supply tube. 251 is a progra ed impulse controlled supply feed H.P.L.O. injector supply tube corresponding to pressure dif-ferential probe point signal transmitter means line 261. 252 is H.P.L.O. injector supply tube corresponding to pressure differ-ential probe point signal transmitter means line 260. 253 is H.P.L.O. injector supply tube corresponding to pressure different-ial probe point signal transmitter means line 262. 254 is H.P.
L.O. injector supply tube corresponding to P.D.P.P.S.T.M. line 263. 255 is optionally permanently kept in open position H.P.L.
O. injector supply tube. 256 is H.P.L.O. injector supply tube corresponding to P.D.P.P.S.T.M. line 268. 257 is the H.P.L.O.
injector supply tube coresponding to P.D.P.P.S.T.M. line 267.
258 is the H.P.L.O. injector supply tube corresponding to P. D.P.
P.S T.M. line 266. 259 is the H.P.L.O. injector supply tube corresponding to P.D.P.P.S.T.M. line 264. 261 is P.D.P.P.S.T.M.
line corresponding to 251. 262 is P.D.P.P.S.T.M. line correspond-ing to 253. 263 is P.D.P.P.S.T.M. line corresponding to 254.
264 is P.D.P.P.S.T.M. line corresponding to 259. 265 is the optionally per~-nently kept open COMMON SUPPLY INJ~lOk SUPPLY
TUBE HEADER TUBE. 267 is P.D.P.P.S.T.M. line corresponding to 257. 268 is P.D.P.P.S.T.M. line corresponding to 258.
FIGURE 15 shows a cross-sec=ional a ial _~ce view ~artly ~a~men-~ary o~ _ ROTOR S~FT B~H hG SLEE~E S~-~ORT c lnder be~::inq o~o~a~ e~ a'~ G~REss~g~ AT~'O~
J~:~,OK CA~ABILITY o~ na_I~ reD~a~ng su_~ab~e baI~ or ro_Ier bearln~s~rovialnh a be~e~ ana e ~reme i OW FR~CTION ROTATI~N
o,~,,a,R, ,,~T; w ere_n 269 repres~nts a suitable, prefer_ - ably a PIEZO-ELECTRIC PRESSURE DIFFERENTIAL SENSOR probe element paired together with a BACK-UP second sensor element. 270 is a suitable TANDEM /or back-up such sensor element paired into group 269 / 270, such grouped sensor elements emitting constantly moni-tored activation signal currants resulting in a respectively higher / or lower H.P.L.O. ( that is respectively more or less) feed injection into INJ~ K GROUP 292/291/290. 271 as well as 272 are back-up and optionally wide-area-covering pressure r-~ sensorshere shown NOT connected to an appropriate signal receiver.
273 is an optionally PIEZO-ELECTRIC, pressure differential sensor probe element paired with 274 - a pressure differential probe sensor functioning as BACK-UP and optionally in tandem with 274, wherein THIS pressure differential sensor component group unit - 273/274 - emits corresponding appropriate activation signals towards H. P.L.O. injector valving group corresponding to inject-ors 279/280/281. 275 is an optionally PIEZO-ELECTRIC based pressure differential sensor probe element paired with LIKE sensor probe element 276, such paired sensor probe component group unit 275/276 optionally operating in tandem and BACK-UP mode, is emit-ting appropriate corresponding activation signals in appropriate signal communication mode towards H.P.L.O. injector valving group corresponding to injectors 284/285/286. 277 is an optionally PIEZO-ELECTRIC based, suitable pressure differential sensor probe element paired with pressure differential probe sensor element 278 functioning as BACR-UP and optionally functioning in TANDEM
with 277, wherein this pressure differential sensor component group unit 277/278 emits corresponding appropriate activation signals towards H.P.L.O. injector valving group 287/288/289.
282 are generic further injector locator orifices. 283 is the overall-bushing-bearing sleeve cylinder in general. 293 is the shaft of the impeller ROTOR. 294 is the H.P.L.O. pressurization pump for the purpose of pressurizing the feed supply lubrication oil pressure vessel 295. 296 are generic, optionally solenoid type, suitable feed control valves. 297 is a generic suitable oil filter box cartridge cont~i ner unit. 298 is an optional suitable flow-inspection sight-glass device.
.f~e~ Y~ e~ f~.f~u~ e~iu~ e.
Y~ f.~.ÇW~S~ $~$e~,y~ç~ e, ~$~ ,d,3$~,s ~h~,o~u~d~,s,s,e~, r,~
a~ ,s,ho~ ,n~ ,e~SIDE,IN~J~,~JK,P~O,~FI,E,LD,,a,nd the V~n,e,Baad,e,~R,o,t,o,r,,s e,~ec,s~,e,~,~gsn~,,ng,,,r,e,s~,ec,~ e ~uaaran~ ~ADa,G; whereln 299 denotes the SIDE-INJECTED ~ORT-FIELD PORT of the SHROUDASS-EMBLY'S SIDE INJECTOR MASK-DISC-~.~... 321, suitably and precisely D~lNlNG the start, end, position and shape of the IN-J~.OK PORT FIELD PORT, wherein such precisely held injection 25 action and function in turn causes the MAXIMUM desired LIFT
C~ to be produced in ongoing manner. 300 is the shaft of this IMPELLER VANE BLADE ROTOR. 301 is the HUB for afore-said ROTOR. 302 is an arrow indicating the DIRECTION of PROPUL-SIVE MOMENT. 303 is an arrow indicating the D I R E C T I O N
30 of I N E R T I A F O R C E in the UPPER RIGHT HAND QUADRANT
here. 304 is an arrow indicating the D I R E C T I O N of I N E R T I A F O R C E in the LOWER RIGHT HAND QUADRANT.
305 is the Quadrant D~MARRATION LINE from the 3,b'clock position r,~
to center of shaft. 306 is Quadrant DE~ARKA~rION LINE from the 35 1~b'clock position to center of shaft. 307 is Quadrant DEMARR-ATION LINE from the 9to'clock position to center of shaft. 308 r~
is Quadrant D~MARRATION LINE from 6,b'clock position to center of shaft. 309 denotes a typical vane blade of Rotor. 310 is a suitable ~EEL BACR SPINE BUT.KT~F'.An ~I:~L. ll~;K ST~ ;K DISC (option-40 ally held in a central placement position ) to which ImpellerRotor Vane Blades are suitably attached as well as to the HUB.
311 are matching bolt-up flange holes in suitable IMPELLER ROTOR
SHROUDCAGE FLANGES as well as BOLT-UP assembly holes in a suit-ably fashioned INJ~ lOK MASK PLATE S~;G..~I.l. 312 is an arrow indicating DIRECTION of TRAVEL of EJ~ ) MASS LIQUID in KlN~ll-CALLY UNOBSTRUCTED PATH MOVEMENT. 313 is MASS LIQUID SUBSE-QUENT to EJECTION. 314 is EJECTOR PORT OUTLET DUCT FLANGE.
315 is ROTOR-SHROUD-CAGE FLANGE. 316 are ROTATION DIRECTION
INDICATOR ARROWS, 317 is TOP-DEAD-(;~~ K and 12 o'clock pos-ition indicator mark. 318 is BOTTOM-DEAD-~ k;K POSITION and 6 o'clock position INDICATOR MARR. 319 EJ~ O~ PORT OUTLET DUCT.
320 is a PORTION of MASS LIQUID in RADIAL ROTATIVE ACCELERATION.

212716~
FIGURE 17 is a Dart-fragmentary~_schematic cross-sectional side-vlew o~ a C~bCK~SE ro~a~ea Vaneb~aae-Ro~or a~flxea wl~h ~wen~y ~OCKgT_VANE_BLADES C,ONTAINED ~ N l~s SHROUDCAGE ASSEMBLY
sho~ing_~t~s_S~DE_~NJ~ QK_PQ~l,~;LD_and_-.he_yaneblaqe-RQto~r____ S,~RQy-Dç~A-G~E~A~ -N~-c~QR~-p-o~--FI--L-D---~L--A--s-R----c-Q-y--E--R
~_I_S_Ç__making_eossib_e_a_much_fas~er_an!_more_voluminous_ __ ~ l ~ASS LIQUID TRANSFER ana m2re_~_~ v~_LOADING, wherein 322 rl ~ is a~uitable INTERFACE SIDE-INJ~lOK-CONFIGURATION MASK DISC seg-ment in THIS CASE for a 20-VANE-BLADE-IMPELLER-ROTOR-SHROUDCAGE
UNIT. 323 is a typically straight (* in perpendicular to rotor-shaft outwardly radiating position mode) VANE-BLADE-EDGE-KNIFE
FRAME SEGMENT PART connected to a corresponding, suitably ANGLED
VANE-BLADE-EDGE-RNIFE-FRAME ~ ." such segment suitably attach-ed to an appropriate underlying MATRIX SEGMENT OF IMPELLER ROTOR.
324 is a suitably ANGLED VANE-BLADE-EDGE-KNIFE-FRAME segment and preferably held in a 45 orientation alignment in reference to 323, wherein also by virtue of it's position it is the leading edge segment of the ACCELERATED MASS LIQUID coNTAlr~Mhl~l CAVITY
P O C K E T S, whose TRATT.T~G EDGE segment in this case is held suitably curved "DUCRTAIL-LIRE" into a COull~KCLOCRWISE oriented CURVATURE. 300 is the Rotorshaft. 301 is the Rotor Hub. 334 are generic fastener-means-welds. 328 are AC~T.T~TED MASS
LIQUID LOAD P O R T I O N S. 325 are Load Pocket Cavity Trail-ing edge pocket-containment-wall segments, partly straight but then ending outwardly in counterclockwise-oriented "DUCKTAIL"-like configuration. 329 is this VARIANT'S INJECTOR PORT FIELD
OPENING CONFIGURATION PORT HOLE for this 20 VANE BLADE ROTOR and SHROUD CAGE ASSEMBLY. 327 are ROTOR VANE BLADE POCKET CAv~
310 is the REEL BuT R~An ~h..l~K ~ hl.~K DISC. 326 are FAST
ACTING PRECESSED ANGLED MASS LIQUID LOAD FLOODING channel seg-ments. 315 are suitable shroudcage assembly SIDE-FLANGES
affixed with FLANGE BOLT ASSEMBLY HOLES 311. 317 is again the 12 o'clock and TOP-DEAD-~hl.l~:K MARK. 318 is again 6 o'clock position and BOll~.~ DEAD-~hl.l~K MARK. 316 is CLOCRWISE ROTATION
INDICATOR ARROW. 302 is INDICATION ARROW FOR THE DIRECTION OF
LIFT or PROPULSIVE MOMENT. 319 is EJECTION Jhl~l~EAM GUIDE
DUCT for GUIDING EJ~ ~ MASS LIQUID (INFUSED WITH KlN~llC ENER-GY and in a PRESSURIZED STATE ) 313, to suitable RECIRCULATION
MEANS. 314 is BOLT-UP-ASSEMBLY FLANGE of 319. 312 is DIRECT-ION INDICATOR ARROW for direction of movement of 313. Also itshould be noted, that the startline of 329 is recessed from the vertical orientation line by some 18, 18 being the spacing from one VANE-BLADE to the NEXT to the NEXT to the NEXT and so on.
El~uRE 11 is a ~art-fragmentaryL schema-i~ cross-sect:ona: side-view of CLOC-WISE rotated VANE BLAD- ROTO- affixed wi~fi Tr TENTY-FOUR POC~ET ~ANE BLADES CONTAINED ;I THIN :t~s SHOUDC..~E ~SSEr~-LY sfiow ng i s SIDE ~N~ECTOR P~RT E~D ana ~fie raneh aae-Ro~r SHROUeCAGE-A-F_XgD INJ~;~-PORT-F-ELD M A S ~ O V E R
D I S C mak ng Dossi~I~ a much aster_ana mor~ vo -~rlnous MAss L_QuID TR. .NsFER anL ~lore EFFE~ T vE Lo .DINGL wfi~ - ln ~
again _s the Rotor Shaft. 30 l e Ro or Hu . ~ lS

the INJECTION PORT FIELD to be varied in conformance with require-ments with respect to necessary degrees of port opening with re-spect to varying numbers of suitable VANE BLADES which in this case happens to be twentyfour VANE BLADES. Items 302, 310, 311, 312, 313, 314, 315, 316, 317, 318, 319, 322, 325, 326, 327, 328 here are the same parts and perform the functions and tasks as required here as these parts and items do in FIGURE 17 _________ _____________________.......... :
330 in this VARIA~ is ~u~v~ LEADING EDGE KNIFE EDGE SCOOP
BLADE SEGMENT A~lx~u with a very hard surface layer of suitable thickness in order to discourage abrasive knife wear as much as possible. 331 has a much lower elevation if this were a plan view, or would have a much greater depth of recession if this were a view with a parallel-to-axis-of-shaft-orientation-line, than the interface outward surfaces of respective VANE BLADES, such lower or more recessed portion of 330 enabling scoop knife edge knife to transfer more volume of MASS LIQUID in a shorter time span. 333 is a rounded (like a pipe-half-section shape) fast acting PRECESSED MASS LIQUID LOAD FLOODING CHANNEL ~ . 332 is the straight portion of knife edge scoop blade 330.
EIGy~E_19_is_a_cr2,ss_sectional_side_view_aaong_the__otor_ee,ri~h__ ~y_S~Y~i~g~ lY_~b~ gU~ f_~_Y~ q~
an~d,n,e,c,e,s,sary,elemen,t,s_tha,_create_the_sueerb_eff,eç,iv,eness_o,f___ ~ S~ Qy~-D~TER-A~Q-N-y-A~-E-~-L-A~-E-BQ~QB~ wherein 6 are weight reduction cavities obtained by having each half-section segment of keel bulkhead center disc unit segment 310, mated to each other and connected by spacer block-ribsegments 336, which are connected to 310 by suitable generic assembly welds 334, 335 are suitable weight reduction cut-out holes to make MASS
LIQUID LOADING PHASE more effective, enabling nearly unencumbered pre-programmed THROUGH FLOODING, from precessed flooding pick-up start location into appropriate vane blade cavity pockets. Items - 310, 316, 325, 326, 330, 332, 333, 334 here are the same parts and perform the functions and tasks as required here as ,th,e,se earts a,nd ,i,tems d$ in FIGURE 17.

,FIGU~E__Q_is_a_fEag~entary_schematic_view in_ross_sectionaa_~ro_ ie,ct on showing the MASS LIyID FLOWL GUIDINGL DUCTIN and ACCEL-ERAT ON DYnamicL wherein 300 is the rotor shaft in a CLOCKWISE
ro~a~ea uni~. 301 shows the rotor HUB segment. 302 is DIRECTION
of MOMENT INDICATOR MARR. 337 are HEAT-EXCHANGER THERMAL TRANS-FER TUBES. 341 are GENERIC JET STREAMS of EJECTED MASS LIQUID.338 are ~RTC BOLT-UP FLANGES. 339 are GENERIC EJECTION JET-STREAM DUCTS. 340 are DIRECTION INDICATOR ARROWS for EJECTION
STREAM of MASS LIQUID. 342 is MAIN ASSEMBLY CLUSTER PIVOT CYL-INDER PIN. 343 is Cluster Mount Base Bracket for Propulser un_-its. 344 are ACCELERATED PORTIONS of MASS LIQUID in CLOCKWISEAcc~r~FRATIoN. 345 are ACC~T.~RATED PORTIONS of MASS LIQUID in COu~ KCLOCKWISE ACCELERATION. 346 is left based SWING INCLIN-ATION hydraulic or pneumatic ACTIVATION CYLINDER. 347 is right based SWING INCLINATION hydraulic or pneumatic ACTIVATION CYLIND-212716~

er. 348 is vertical BASE STRUCTURE EXTENSION part of 343. 350is an installation bracket for 346 and 347. 351 is specific COur.,~CLOCRWISE rotated ROTOR SHAFT. 353 is specific co~r.,~-CLOCRWISE ROTATION unit SHROUD-CAGE CRADLE CONTAINER BRACRET
BAND. 352 is specific CLOCKWISE ROTATION unit SHROUD-CAGE
CRADLE CONTAINER RRACR~T BAND. 408 is PRIME ENERGY DRIVER OUT-LINE. 349 is a specific HORIZONTAL propulser cluster mounting and installation beam.

FIGU~E 21 is a fragmentar~ schematic view in cross-sectional ~roi-ac~l~n sfiowln~ ~he MASS ~o--~G - ~ow G~DIhG DUCTING an~ ACCE-~_~________ _---r---~ ,___,___L_.,_~.~_L~___~______ __~_____ ,AT_yN,D naml,c~ wner,el,n,j 1 ,s,,a,r,a,ny,eme,nt,ls~l,n~,r~e~v,e,rse,~,u,xt,a~,o,s, ~ ,~,,F,~Q~ _wfiereln a~ ?ar~
numbers here coincide with he parts and their respective numbers in drawing FIGURE 20 with the exception of item 354 which is a match-up installation mounting segment which has affixed to it horizontal support installation beam 349, and with the except-ion of item 355, which in this case is a more slender vertical support installation column than item 348 in the FIGURE 20 arawing, and has it~s eluster su~.L orientation alignment piv-ot jo'int 342 affixed at a much lower elevation level.
,FIG,U~R,E,l2,IS,A,C,,ROSS,S,ECTIONAL,VI,EW,of,a,PRO,PU,L,SE,,R,,C,LU,S,TER,,A,R,R,A,N,GED ln TANDEM-FLOW LINK-CO~ ON and havlnq a CLUSTER of FOUR
U~S a~tacfiea and mated to ONE PIVOTABLE CLUSTER MOUNT ,BRACKET~
wherein 300 is a CLOCRWISE rotated ROTOR SHAFT. 302 is a DIRECTION-of-MOMENT-INDICATOR-ARROW. 337 is a suitable HEATEX-CHANGER. 340 are DIRECTION-INDICATOR-ARROWS-denoting the direc-tion of MOVEMENT of EJ~l r-U MASS LIQUID. 344 are AC~T.~RATED
PORTIONS of MASS LIQUID in CLOCKWISE ROTATED CO,.~lNEMENT. 345 are ACCELERATED PORTIONS of MASS LIQUID in ~Our.l~:KCLOCKWISE ROT-ATED CON~lNk.lENT. 351 is ~OUI.lrKCLOCRWISE ROTATION ROTOR SHAFT.356 is a FOUR-UNIT-CLUSTER MOur~,lNG BRACKET which is suitably pivotable on DEMAND-PROGRAM. 357 denotes the EMPTY, UNLOADED
HALF SEGMENT of ROTOR. 358 is a suitable HEATEXCHANGER INLET.
359 is a suitable HEATEXCHANGER OUTLET. 360 is ACC~T.~TED
MASS LIQUID in DEFLECTED COU~.l~KCLOcRWISE TANDEM-FLOW LINKUP of MASS LIQUID. 361 is ~Cr~TFRATED MASS LIQUID in DEFLECTED CON-~lN~ in CLOCRWISE ROTATED ROTOR UNIT in TANDEM-FLOW LINRUP
ARRAN~k..~l.l of the APPARATUS. 362 is DlK~llON INDICATOR ARROW
for EJ~Cl~u MASS LIQUID A F T E R HEATEXCHAN~ER FLOW-THROUGH
PHASE. 363 is DUCTLINE for RECIRCULATED EJECTION LIQUID after the HEATEXCHANGER FLOW-THROUG~ PHASE and installed downstream thereof. 364 is a suitable INJ~:~lOK PORT ADAPTOR gE~MENT ;n COMMON-LOOP APPARATUS. 365 is COOLED MASS LIQUID after being cooled in HEATEXCHANGER 337. 366 is INJECTION LOADSTART FIELD
AREA SEGMENT. 367 is alsuitable PIVOT-PIN-JOINT COMPONENT for 356.
FIGURE 23_is a SCHEMATIC VIEW of a COMBINATION of VARIOUS DUCTING
ARRANGEMENTS for EJECTED MAgS LIQUID, wfiere;n 283 are suitabie ________________~.________~______ ___ BEARINGS. 293 is a G~N~RTC ROTOR SHAFT. 299 is a specially contoured INJ~ClOR-LOADING PORT FIELD MASS LIQUID TRANSFER PORT.
800 is CLOCRWISE ROTATED ROTOR SHAFT HOMOGENOUSLY MA~nlN~u SPUR-D I S C segment of ROTORSHAFT 300. 301 is a suitable ROTOR
HUB. 302 is a DIRECTION INDICATOR ARROW for PROPULSIVE and LIFT
M O M E N T. 340 are DlK~.lON INDICATOR ARROWS indicating the direction of FLOW of EJECTED MASS LIQUID. 341 denotes EJECTION
MASS LIQUID at START of EJECTION PHASE POINT. 851 is ~OU~.~K-CLOCRWISE ROTATED ROTORSHAFT HOMOG~N~LY MA~nlN~ SPUR D I S C
segment of 351. 356 is a suitable FOUK-UNIT CLUSTER MOUNT B~AC-RET. 364 is a suitable INJ~,OK PORT ADAPTOR ~ COM~G..~., in EJ~:~.OK DUCT INTER~ONN~l ARRAN~k ~l.~. 367 is a suitable PIVOT-PIN-JOINT CO~ON~ FOR 356. 368 are suitable GEARBOX
units, powerdriven by suitable PRIME-MOVERS whereinwhich such ~ARROXES keep ROTOR SHAFTS in C O U N T E R R O T A T I V E
ROTATION of each TO THE OTHER.
Iu~ ~R~E- 2 ~ s~ ~sho-w~n- ~a~ -c~ro~ss ~ ~s~e~c- -ion~a- ~ ~a~na~ sc-h~em-at~i ~c~ k~
_n PRESSURIZED COMMON LOOP REC RCUL~TION INTERC~.N~. APPARATUS
wherein 302 is a DIRECTION of MO~ENT INDICATOR ARROW. 337 is a suitable HEATEXCHANGER. 370 denotes a COMMON RECIRCULATION
INTERCONNECT LOOP DUCT. 359 is an OUTLET for HEATEXCHANGER.
358 is the HEATEXCHANGER INLET. 313 represents HOT EJECTION
LIQUID (MASS LIQUID), that is BEFORE GOING THROUGH the HEATEX-CHANGER. 351 is the CO~ ~KCLOCRWISE ROTOR SHAFT. 301 is a suitable ROTOR HUB. 3~1 represents the GFN~RTC EJECTION MASS
LIQUID. 340 are DIRECTION INDICATOR ARROWS for the FLOWDIREC-TION INDICATION of EJECTION LIQUID. 369 are UNIT CLUSTER-MOUN-TED LARGE VARIANT SUPPORT BRACRETS. 364 represent CO~LION LOOP
HEADER INJECTOR ADAPTOR SEGMENT COMPONENT.
~,G~,R,E,,2~,~,s,,a,c,r,os,s,,s,ec~ign,al,,SI,D,Ey~,EW,,o,f,,a~T,qE,,Lv,E,y,AN,,E,,B,L,AD,,E, ~LOÇRWIE_ROTATED_ROTOR_SHROUDCA~E UNIT ,showlng_the_EENTIAL__ ,PP~R~OXIMA~TE,O~U~TLINE,~D~ N~ O~N_~of~t~he~INJ~EC~T~O,R~P,OR~T_,FIE,L,D~
-~fiereln ~93 1S ~he approxlmate outIlne o~ sucfi INJ~lOK PORT.
300 is the ROTOR SHAFT. 301 is the ROTOR HUB. 326 indicates the TRATT.TNG EDGE part of suitable VANE BLADE POCKETS. (LOAD
POCKETS) 310 represents the KEEL SPINE BUT.K~An C~ KDISC.
371, 372, 373 are suitable appropriate PRE-INJECTION PORTS
TO MAKE POSSIBLE MAXIMUM LOAD CONFIGURATION when the ROTOR is rotated EXTREMELY F A S T. 374 is a suitable TAPERED DUCT
CONN~:~1OK DUCT PIECE in order to be able to catch any EJECTION
OVERSPRAY. 338 are suitable MATCHING BOLT-UP FLANGES for the connection of EJECTION DUCT to ROTOR SHROUD CAGE. 314 is spec-ific BOLT-UP FLANGE of ROTOR SHROUD CAGE. 311 are BOLTHOLES
for both INJ~ lOK u~lNlllON MASR DISC and ROTOR SHROUD CAGE
SIDE FLANGE. 315 is sHrKouD CAGE SIDE FLANGE. 317 is TOP DEAD
~ K and 12 o'clock position MARR. 318 is BOTTOM DEAD C~..1~K
MARR and 6 o'clock position MARR. 302 is MOMENT DIRECTION INDI-~ CATOR MARR. 309 represents a hardened ALLOY RNIFE BLADE section l~ o~a straight ( perpendicularly outwardly radiating from axis) ROTOR VANE BLADE and also represents it's LEADING EDGE.

~G~E~-2ç-aE~a~c~QEE~s~e~cta2~al~F~Qn~yi~e~Q~f~RQ~lQ~R~sH~Q-u~Dç~A~
E~ OK PORT OUTLETi wherein 315 are Rotor Shrou Assembly Si e-f_anges, 3;6 are STRUCTURAL R~lNrOKCING RIB-RINGS, 311 are suitable Bolt-up holes. 300 is the Rotor Shaft. 375 are square or rectangular EJECTION OUTLET MATCHPLATE HALF-SEGMENTS.
310 is a suitable REEL SPINE BuT~RFAn ~~ K DISC RING.
E~Ç,U,R,E,2,7,,i~,,a,cros,s,e~c~a,o~,a~,,F~QN,~ ~,e~w,,o,f,~,,RQ~Q~,w,~hç~,ei~ 293 is a GENERIC ROTOR SHAFT. 301 is a suitable REEL SPINE BUT.RR~D
~ ~ DISC. 325 is a suitably shaped T~ATT.T~G EDGE COMPONENT
of CAVITY POCRET SEGMENT. 334 are generic ASSEMBLY WELDS. 378 are INNER REEL BUTR~T~An SPINE DISC POCRET CAVITY LOADING TRANSFER
PERFORATIONS. 379 are suitable INNER KEEL SPINE BUT.~R~An POCRET
CAVITY VANES. 380 is a suitable STRUCTURAL STABILIZATION RING
~0..~ 0~ PART. 381 is a suitable POCKET SIDE-WALL COVER PLATE
PART. 382 is the LEADING EDGE PART of a suitable RNIFE FRAME
ASSEMBLY.
FIGURE 28 is a cross-sectional ~artly fragmentary side view of _____________ ________________L_ ____ ____ ______ _____________~
~a~ o~r~t~i,o~n~o~f~a~RQT~O~R~,V~A~RI,A,NT~wi~t~h,~a~n,I,N,N,E,R,~,E,E,L,,S,PI,N,E,,BUT~,R~AD,, ~k~ DI-sç~çQM~pQN~E~N~T-yA~N~E-~po~c~K~ET-~p~R~oyI~sI~o~N~-whereln said OVER-FLOW VANEPOCKET becomes FAST FLOOD LOADED by transfer perforation means 378, 382 is Knife Edge Frame Assembly's LEADING EDGE
SEGMENT. 324 represents extra-hard-surface LAYER SEGMENT of 382.
323 is short segment of 382 and closest to ROTOR HUB. 325 is NON-~u~u TRATT.TNG EDGE S~.~..~ of 383.
FIGURE 29 is a cross-sectional frontview of a suitable "S2UARE-to-ROUND~ CO6i~SIaN OUTLET DUCT ca~ wherein 375 is a suitaS~e Square or Rectangular EJECTION OUTLET MATCHPLATE HALF-SEGMENT;
whereinfurther 377 is a suitable circular MATCHFLANGE for sub-sequent bolt-up connection to Recirculating Duct System. 341 de-notes EJECTION MASS LIQUID. 314 is a suitable GASRET to be in-stalled between the two 375-HALFSEGMENTS. 338 is the overall "SQUARE-to-ROUND" Conversion DUCT COMPONENT.
FIÇy~R~E~3Q~s,h~ow,s,~a~SI~D~Ey~E~o~f~a~m~anu~f~ç~u~rang ~ h,o~d,y~A~I~Ay~ in that 392 combines the functions of 1 an~ 380 an has sub-sequently affixed to it in appropriate manner part 382. To benoted here is the fact that such EASE-OF-MANUFACTURING Disc could be "FLAMECUT" out of suitable material such as steel or special NON-FERROUS ALLOY.
~U~ .i5.~.c~s.se~ ,yi~,s,4~iug,~Q~yi~,2~ s,u,i,t,, ~4l~ RQ~QR~r-R~ h~ s~u~c~h~R~o~ToR~s~s~HR~o~u~DcAGE ASSE~BLY is e,c,l,a..,,o~ u~y,~$$~n~n, ,~,A~,A~,Ç~ Q~.....
~a~d~REÇIRÇU~pTING_M~Ec~N~S_~f~or,suitably,used,LIsU_D_METALS ~suc- as,,, or instanc~ MERCURY or HG or some other sucl; ~uitabIe Ilyu:~i wherein 395 is a suitable shaft KEY securing ROTOR HUB to ROTOR
SHAFT. 6 are weight reduction cavities for 310. 49 are suit-able bearings. 301 is the ROTOR HUB. 364 is a suitable SIDE-INJECTION DUCTING MEANS COMPONENT. 27 are weiqht reduction cavit-212716~

ies for SHROUDCAGE 11. 397 iS a LIQUID-METAL-LEARAGE-RETAINER-SUMP component for LIQUID HEAVY METAL 400. 299 are LOAD LIQ-UID TRANSFER PORT FIELD PERFORATIONS. 399 is recirculation DUCT
for 400. 398 iS RECIRCULATION PUMP for 400. 321 iS SIDE-INJECTION SUPPLY SUMP COII~ON~I~1. 396 iS INSTALLATION MOUc.llWG
PAD-STAND PART. 403 are seal assembly bolts for 397. 402 are S~AT.~KETS for 397.
2~ ss~ -yi~ o-f-~sID~EI-NJ~;~;lQK-~su~ppL~y SU~E.~Q~E~ .s~ g.injection PORT FIELD 299. 404 are perpendicular to INTERFACE PLANE of 321 - affixed suitably ~hApe~ Sl~ ~ RIB BAFFLE SEGMENTS for structural stability and rigidity. 405 iS the INJECTOR FIELD PORT D~ lON WALL BAFFLE
COMPONENT affixed to 321. 364 iS SIDEINJ~oK SUPPLY MEANS
COMPONENT ducting it's apportioned VOLUME of 365 of INJECTION
MASS LIQUID. 317 and 318 are as previously described.
~IGURE 33 is a cross-sectional Sideview of a LARGE PORT F-ELD SIDE
:N~cloK~sg~p~p~Ly~s~u~M~p~c~oMp~o~N~ENT~3~z~ for in this case a yeical ~OCRET-EOUIPPED VANE BLADE ROTOR. 329 denotes the EXTR~-HIGH-LOAD-TRANSFER-VOLUME-CAPABILITY INJ~loK PORT FIELD of 322. 406 20 are the vertical INJ ~l~K FIELD PORT D~lWl~lON WALL BAFFLE SEG-MENTS AFFIXED PERPENDICULAR TO INTERFACE PLANE of 322. 407 are the STRUCTURAL S11~ K RIB BAFFLES suitably affixed to 322.
317, 318, 364, 365 are as formerly described.
,FI~ 4~ a~ç~Q~ iç~iQ~aa~ ç~lç~a~iç~ f~iag5~n~y~
25 view of MASS LI~gI-D~FL-ow--d:-ag-ra--m-w-ith atte~nt com~onentsL wherein other than formerly described items 409 are ABRASION RESISTANT
PROl~ OK PADS. 363 iS a suitably shaped DUCT-TURN-ELBOW. 408 iS
for a suitable prime-mover outline schematic indication. 410 iS
a MULTI-FIN-BROAD-INTERFACE (More Exchange Surface) HEATEXCHANGER.
412 iS the INLET for 410. 411 is the OUTLET for 410. 413 iS an e~p~nlled DUCT SECTION SEGMENT in order to accomodate 410 without choke effect. 415 is a suitable RECIRCULATION PU~P for OVERFLOW-MASS-LIQUID 417, 414 is a suitable INSTALLATION BASE MOUNT.
416 is a suitable LOWER ONE-WAY-CHECK-VALVE. 421 is a suitable UPPER ONE-WAY-CHECK-VALVE. 422 is a suitable REPLENISHMENT INTRO
MISSION DUCT for PRESSURIZED CHARGE LIQUID 417. 420 is a suitable PRESSURIZING GAS INLET PIPELANCE with reactant appropriate balancing CONTROLS and RELAIS CO~q~O,.~r.~. 419 is a PRESSURE RELIEF VALVING
PROVISION and SECONDARY MONl~lO~cING and CROSS-REFhRENCING SYSTEM.
423 is a suitable control valve and relais UNIT for GAS PRESSURI-ZATION. 418 is a suitable COMPRESSED GAS CUSHION.
Figure 36 is a cross-sectional FRO..~ W of another effectively designed VARIANT; wherein the POCKET VANE BLADE ROTOR is equipped with suitable special HEAVILY R~;lNn)KCED R~ART~G LIP SECTION SEG-MENTS 424. 424 offer the LOW-FRICTION PROVISION MEANS of a BEARING CONTACT PAD RIM SEGMENT being revolved against positively pressurized LUBRICATION OIL (or other suitable LUBRICATION SUBSTAN-CE) BEARING-GROOVE SEGMENT 25.

212716.S

gI,G,U,R,E_,3,7_,i,s_,a_,cro,ss_,se,tional~,s~d,ey~e~_,o,f,,a_~;,0yL~ ,ÇL,,O,C~,W~,S,E
g-Ly~ Q~ y~ La~ Q~Q~-showing the respectively more ana-more-~ IN~s-po~RET-~oNTAINED PORTIONS of ACCELERATED MASS
LIQUID as represented by 386, 387, 388, and POCRET PORTION
389 which at that point is only PARTIALLY ( approximately half ) in a state of ACC~T.~RATION WHILE THE REST OF THIS PORTION
( approximately one half ) AT.R~AnY IS IN STRAIGHT FORWARD, UN-ACCEL ERATED and ~lN~ CALLY CHARGED MOTION. 384 in this VARIANT
is a STRAIGHT TRAILING EDGE SEGMENT of VANE BLADE ROTOR POCRET.
10 ~F~U,~ ,,a,~ry~s,,s,e,c~io,~a,~ra,g~,en$,a~y,y~,e~,2~,,a,y~E~L~A~
,R,O,T,OR,,V,A,RI,A,N,Ti whereinwhich 324 is a very HARD MATERIAL LAYER
segment of ED~Nl~: frame assembly 382. 430 is a round POCKET VANE BLADE STRUCTURE RIGIDITY STABILIZER CO~ON~,.1. 328 is MASS LIQUID in PCC~TFRATION. 336 are suitably installed suitable spacer-BLOCR-RIBS inside the ( within ) KEEL SPINE
BuT.K~An DISC 310. 6 are weight reduction cavities of 310.
431 is DIRECTION-OF-INJ~-~OK-LIQUID-FLOW-INDICATOR ARROW.

~FI~GY-RE~-'2-~s-~ ç~ d-a~ah~ h~ Yi~ PQÇ,K~
VANE BLADE ROTOR VARIANT equlppe w t square, o Iow BLADE
STRUCTURE RIGIDITY STABILIZER C~ O~ S 429, equipped with LIQUID TRANSMITTAL PERFORATIONS 432. 336 are suitably installed suitable spacer-block ribs within REEL SPINE BUT.K~An C~ K DISC
310.
FIGURE 40 is a cross-sectional sideview of VANE BLADE N O N -P~CRET ROTOR VAR~ANT ana ROTOR SHRO~D CAZE ASSEMB~ Gh~T, whereln 433 are suitable SHROUDBODY RrlNrO~CER-STABILIZERS. 389 is the STILL-ACCFr.~R~TED PART-PORTION of an ~ ~llv~ NET LIFT MOMENT
ACC~T.~RATED MASS LIQUID LOAD VOLUME PORTION IMMEDIATELY BEFORE
EJECTION. 340 are G~N~RTC DIRECTION INDICATOR ARROWS for EJ~1 MASS LIQUID. 312 are schematic renderings of ARROW SHAPED KINE-TICALLY CHARGED EJECTED MASS LIQUID PORTIONS.
,FI,G,U,RE,41,i,s,,a,c,ro,s,s,,s,e,ct,i,o,n,al,v,i,e,w,g~f,,a,,C,OU~,E,RÇ,LOÇ,RWIS,E,,RO,~,A~,E,D, THREE_~PQCKET_VANE~BLADE_RQTQR~_whereln 393 is a suitable INTER-FACE INJECTION TRANSFER PORTHOLE of a ROTOR equipped with LOW-IMPEDIMENT FLOW-A~r~l-lNG: ROTOR VANE BLADE POCKET STRUCTURE
RIGIDITY STABILIZER BAFFLES affixed between 310 and 381. 425 in this Variant are EXTRA-THICR EDGE RNIFE INTERFACING SEGMENTS of 382 of EXTRA ABRASION RESISTANT SUITABLE MATERIAL of possibly NON-FERROUS NATURE.
FIGURE 42 is a cross-sectional view of a VANE BLADE POCKET ROTOR
HAVING the ROW of VANE BLADE POCRETS on the ONE SIDE OF KEEL SPINE
BULRHEAD ~1.1~:K DISC 310 A~lx~ IN A STAGGERED ALIGNMENT TO THE
ROW OF VANE BLADE POCKETS AFFIXED ON THE OPPOSITE SIDE OF 310 in order to ASCERTAIN a SMOOTHER AND LESS PULSATING PROPULSION
~l.
FIGURE 43 is a cross-sectional view o~ a FOUR VANE-BLADE POCXET
ROTOR YARIANT DESIGN for the installation in smaller Propulser units.
E~çu-B~- 9 -4 - ~ Q-s~ iQ~ -f ~Qu~yi -e VARIANT EO''IPPED WITH SPECIALLY MADE BLADES wherein 384 are specla~'su_~ah~e'welgh~'reauc~lon'cavl~les'made so to still yet obtain a massive and extremely strong and rigid blade with high load transferability. 385 are these suitablly configured BLADES
with a built-in tapered forward inclination and affixed to 310 by suitable MEANS. 386 is this SPECIAL VANE BLADE'S RNIFE EDGE.
,FIÇyRE~-s~i~s~a~-c~ro~s~s~s~e~cta~o~n~al~s~D~Ey~E~ of~a~Typ~çA~L~E~G~T~y~A~N~E~BL,~A,D,E,P,,OCR,ET,,,RO,TO,,R,,,,SI,D,E_I,NJ,,lOK,MA,SR_,DI,S,C, wherein 329 is a typicai VERY HIGH VOLUME MASS LIQUID TRANSFER INJECTOR PORT
FIELD, and wherein the injection start line of this INJ~lOK'S PORT
FIELD is essentially at a 45 angle to the right of 12 o'clock to AXIS LINE.
FIGURE 46 is a cross-sectional sideview o- a TYPICAL SIX POCKET
-'ANE BLADE SIDE IhJ~;3K D lNl'~lON MASK D_SC, wfiere;n ~9 ;s a ~yp;cal VERY HIGH MASS LIQUID VOLUME TRANS-ER INJ~C~OK PORT FIELD, and wherein the injection start line of this INJECTOR PORT FIELD
is essentially at a 60 angle of inclination to the right of 12 0'clock to Axis line, and wherein a MASK CUT-OUT PROVISION is incorporated to accomodate the angled TRAILING EDGE SEGMENT of ROTOR POCRET T~ATT-TNG EDGE.
~I,G,UR,E,47_is_a_cro,s,s,-,s,e,ct,i,or~al_si~de,~.iew, c,f_a_T,Y,PI,CAL,_,N,IN~_P,OCRET_ ~-ANE BLAl~E ROTOR SIDE INJEC R D~ lO~ MASK DISC, wherein 329 s a typ ca~ rbut variable VERY ~_GH M~SS LIQUID VOLUME TRANS-FER INJ~ OK PORT FIELD; and wherein the injector start line ofthis INJ ~lOK PORT FIELD is essentially at a 40 angle of inclination to the right of 12 0'CLOCK to Axis Line.
FIURE,48_is_3_çross,s~eç,~ionaa,side,v-ew,of_a_T~PIC,AL312,=PQCRE,T
VANE BLADE ROTOR SIDE IN. ~lOK D~lNllloN MASR DISC wherein 329 is atyplcal ~ but varlable VERY HIGH M~SS LIQUID VOLUME TRANSFER
INJ ~ OK PORT FIELD; and wherein the injection start line is essentially at a 30 angle of inclination to the right of 12 o' clock to Axis Line.
Figure 49 is a cross-sectional front-view of a VANE BLADE ROTOR
UNIT showing Vane Blades Affixed to REEL SPINE BUT.R~T~'An ~ K
DISC 310 and ROTOR HUB 301; wherein G~NT~TC MASS LIQUID MOVE-MENT INDICATOR ARROWS 340 here are further defined by such AKRow SUB PA-KTs wherein 427 is the TIP portion of such Arrows, and wherein 428 represents the Arrow outer Rim part, ~nd wherein after 328 makes a half-revolution from injector area to EJECTION OUTLET MEANS such ARROWS 340 are now depicted as FACING TOWARD THE OBSERVER within the outlet area.

Claims (2)

1) A new Transportvehicle equipped with suitably made and appropriately installed prime energy input converter-propulsers converting prime energy input of suitable motors into program-able UNIDIRECTIONAL FORCE by means of suitable and suitably paired CONTRA ROTATIVE/CONTRA REVOLVIVE VANE BLADE equipped ROTORS being powerdriven and rotated by appropriate means in GUIDED ALIGNMENT within suitable Shroudcasings, such BLADE VANE ROTORS having their specially constructed Vanes form a circular row of balance-spaced LOAD POCKET CAVITIES, wherein such cavities are placed and installed along a circumferential perimeter band of each rotor, furtherwherein such perimeter VANE POCKETS are loaded with a suitable MASS LIQUID throughout an essentially LESS than 180° HALFCIRCULAR rotational plane while the remaining 180° PLUS, PART CIRCULAR rotative plane of aforesaid ROTOR-POCKETS are N O T loaded with such MASS LIQU-ID, that is to say, are rotated in an E M P T Y CONDITION
and whereinfurther such MASS LIQUID is suitably S I D E -IN-JECTED in suitable manner effecting the MOST EFFICIENT and the MOST VOLUMINOUS MASS LIQUID TRANSFER into LOADING and LOADED
PART of ROTATED ROTOR during ROTATION, and whereinfurther UNI-DIRECTIONAL FORCE is CREATED in the TWO QUADRANT areas contained within an arc extending from essentially the 12 o'clock position THROUGH the 3 o'clock position TO the 6 o'clock position in the CLOCKWISE rotated ROTOR UNIT and such UNIDIRECTIONAL FORCE is Created in the TWO QUADRANT areas contained within an arc ex-tending essentially FROM the 12 o'clock position THROUGH the 9 o'clock position TO the 6 o'clock position in the COUNTERCLOCK-WISE rotated ROTOR unit.

2) A new TRANSPORT VEHICLE as depicted in claim 1, wherein the MASS LIQUID is a suitable METALLIC ALLOY.