“Check it again!” Bernie shouted.
I checked the input power from the bicycle alternator. It had actually gone down by half! The power in the motor circuit was now almost fifty times the input power from the bicycle alternator. Bernie stopped pedaling and let the system coast. The fan maintained its power and speed for over a minute, before it, too, started to slow down. When everything stopped Bernie got off the bicycle and motioned us to the back section of the shop.
“How in the hell did you do that?” I asked.
“It’s been there all along,” Bernie said. “We were all programmed to believe it couldn’t be done with the Law of the Conservation of Energy. But there are different laws that apply, laws we were never taught.”
“You mean laws that hadn’t been discovered before?” I asked.
Bernie looked at me. “No,” he said, “laws of electromagnetism that have been purposely suppressed. Many of these laws have been known for over a hundred years, since the days of Nicola Tesla, and have been deliberately hidden by our university professors. The oil cartel has been buying up new energy inventions for decades and hiding them from the public. Anyone knowledgeable of these laws who won’t cooperate with the oil cartel is murdered. I lost two very good friends that way.”
I thought about the first time we powered up the magnetic generator down in Phoenix and the anti-gravitational field that it developed when it lifted up off the work bench and pinned itself to the inside of the roof. They never taught us anything like that in engineering school, either. What else was going on that we didn’t recognize because we thought it was impossible? The four different types of Vimana, or ancient flying craft in the cave in Tibet immediately came to mind.
“So how did you find these hidden laws?” I asked.
“I began studying the work of Nicola Tesla, Maxwell and Gabriel Kron. Radio transmitters work on a resonant circuit,” Bernie explained. “In that circuit the input power exactly equals the output power, less internal losses. Resonant motor circuits were assumed to work on the same principle, but they don’t. When an electric motor rotates it forms an electromagnetic vortex which draws more power in from the surrounding electromagnetic field. The electromagnetic vortex increases the available electrical power in the same way a tornado increases the power of a storm by drawing in more air. Your magnetic generator works on the same principle, just with a magnetic field in place of an electric field. It’s all laid out here in my calculations.”
Bernie showed me his notebook. The math looked like something I’d never seen before.
“What kind of math is that?” I asked.
“It’s Tensor Calculus,” Bernie replied. “You know, used to analyze torsion vectors.”
“Oh, right,” I replied, wondering what the hell he was talking about. “So what else did you want to show us?”
Bernie led us out the back door of the shop to a canvas enclosure and opened the side flap.
“This is what I needed the generator for,” he said.
It was a complete turbofan engine with the center jet combustion section removed and one of Bernie’s electric motors mounted in its place. The electric motor was designed so that the outside rotated and the center section remained stationary. The outer section had the turbine blades attached to it, surrounded by the mounting frame and the cowling we have come to recognize so easily from all the commercial jets that we flew on in the past. This was actually a small-to-medium-sized turbofan, measuring six feet in diameter. I’d seen some as large as fourteen feet in diameter. The turbofan was mounted on a set of stanchions securely fastened to a concrete slab with a built-in thrust sensor.
“It’s a triple fan, high-bypass engine,” Bernie said.
“Would that be suitable for military use?” Saltzman asked.
“Military engines are low bypass and derive a greater portion of their thrust from the jet exhaust and afterburners,” Bernie replied. “Since there is no jet engine portion to the engine you are going to get a lot less thrust. But, again, that will depend on the engine size, won’t it?”
The Lieutenant smiled and shut up.
The turbofan was mounted on a set of stanchions securely fastened to a concrete slab with a built-in thrust sensor.
“You built all of this since the meteor storm?” I asked.
Bernie stopped and looked at me. “No,” he replied, “I’ve been working on this for eleven years. I put everything from my retirement fund at Boeing into this project. Good thing, too. All that money would be gone now. At least I have two engines like this to show for it.”
“Is the core of the other engine converted to electric like this one?” I asked.
“Yes, and no,” he replied. “The electric motor part is built but not installed. I wanted to get the bugs worked out on the first one before I finished the second one.”
“Understandable,” I commented.
We spent the rest of the day hooking up the capacitors and wiring between the generator and the turbofan engine. Bernie made a large pot of chili for dinner and provided cots and sleeping bags for the night. The following day we ran the first operational test of the engine.
I cranked the generator up and the turbofan engine spooled up. The generator reached its normal operating speed but the turbofan engine was still struggling. Bernie checked the meters.
“The generator’s producing enough power,” he said, “but it isn’t running fast enough. The operating frequency is too low, so the turbofan isn’t going into resonance. We have only about 900 pounds of thrust. That’s only a quarter of what we need.”
“Then what we need is a larger generator,” I said.
Bernie shook his head. “It’ll be too heavy,” he replied. “The plane will never get off the ground. I can fit two generators into the back of the cabin. With no fuel in the wings and all of the passengers in the front seats, the plane will balance. Otherwise you either can’t take off, or you can’t land. Either one is no good.”
“He’s right,” the pilot said. “That’s why the wing is in the middle of the plane with the passengers right on top of the wing. The plane has to balance front to back in order to fly properly.”
Bernie lowered his head. “It isn’t going to work,” he said. “I dragged you out here for nothing.”
I remembered the loss of weight in the generator as it ran in Phoenix, and especially when the load was reduced. The anti-gravity force field wasn’t something we had released about the generators. “There’s a way to do this. We just need to do some recalculating.”
I gave Bernie the basic concepts and he ran the calculations for a generator nearly twice the size. With the lower load ratio on the generator, it would run faster, getting the frequency up into the resonant range. At the same time the higher speed of the generator would create a stronger anti-gravitational field and reduce the effective weight down to where a single smaller generator would have been.
I got on the radio with John and explained our situation. The larger generators would reduce the passenger space from ten passengers down to four, but he would have some storage behind the generators for some extra cargo. John agreed with the new plan and ordered the new generators from Ralph in Phoenix.
We spent the next two weeks modifying the second turbofan engine, replacing the jet section with the second electric motor assembly. The day after we finished the conversion of the second turbofan engine, Ralph’s stake truck arrived with the new generators. It took all of us to move the generators off the back of the truck and into position in Bernie’s shop. The truck driver said he had also dropped off twenty small generators for tractors on the way up to Seattle. We hooked up the capacitors and were ready for the power test the next morning. John had power transistors built by his business associate with semiconductor manufacturing equipment. The power transistors were wired to feed the DC component of the generator into the AC component through an “H” bridge configuration, reinforcing the output to the full capacity of the generator.