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Lecture #8 - A Closer Look at the FFF
Consider the attached photo [FFF Cables Low Resolution]. This is snap shot taken by GD in 1974 on his second trip to Van Nuys, CA. By this time Richard Hackenberger was pretty well finished with his first remodel of the EMA4 to become the EMA4-E2. Look at the huge (4” diameter) bundle of black cables in the center of the photo. These are the FFF cables. This photo establishes that the Floating Flux Field (FFF) cables are indeed composed of a collection of large single cables (0.500” to 0.625” diameter) rather than a being a single cable wound in a two layer solenoid fashion.
The overall intent of this remodel seems to have been a quest for higher horse power. This is because the volume provided for the supporting power supplies had been doubled with the addition of new large enclosure mounted behind and under the engine. It is unknown just what kind of performance these improvements accomplished. It is my thought that Richard was converting the mechanical vibrator choppers over to higher current transistor methods and needed a lot more room for heat sinks and fans. Most likely he made other improvements as well.
With these system changes the FFF cables now had to be rewired to this new enclosure. Originally they were terminated to the old enclosure that sat on the top of the engine. From the photo you can see that these cables had to be lengthened by about 3’ – 4’ to reach their new destination.
You know, that’s a lot of work and expense. Just why did the FFF have to be mounted at that location to properly function anyway? It was in the middle-exterior of the Engine’s case. If the FFF were a simple delay line (as hinted at in the patent), or an inductor, or any other passive component it wouldn’t matter where it was located. It would have made more engineering sense to strap those18 each single loops just under the new enclosure. So what was available on the engine case equator that wasn’t to be found elsewhere?
The only classical reason I can come up with is that it was to take advantage of the large moving magnetic fields that would be generated in that area. These would be taking place at 18 pulses per revolution each moving in 13 degree steps at 500 rpm or more. So, this layout would almost be a rotating field. If the torque that the engine developed were due to huge repulsive magnetic pulses – resulting from the dissipation of some anomalous energy then, there would be some significant flux escaping from the engine case. Since the case was thick aluminum some attenuation would take place, but there would still be a lot of leakage since the electromagnets are open core. How much? It would take a FEMM analysis to see the basic shape of the field but the magnitude would be a just a guess since we know nothing about the properties of the Cold Electricity, Radiant Energy particles or whatever was responsible for the large rotation force.
Apparently, at face value, the FFF needs to be acted upon by a magnetic field traveling at some minimum velocity or another idea similar to this concept.
The big observable difference between the previous cannibalized EMA3 Engine and the EMA4 Engine is that the space between the front and back electro-magnets had been increased by about two inches. Was this done to better focus the leakage flux into the FFF?
Another thing to consider: It has been reported that when the EMA4 Engine when running it would develop a huge electrostatic charge. This would imply that the Engine case was becoming charged. But this is difficult to achieve since the case is connected (by a large cable) to the lowest potential of the lead-acid battery array. But supposing it was the FFF that was becoming charged? The size of the HV cables could certainly contain some high potential. If they were responsible for the reported electrostatic field then it would be difficult to establish the true source, wither it came from the case or the FFF. To maintain such a high potential the cables would certainly have to be “Floating” above the ground state and preferably all be of the same polarity.
If this high voltage (up to 100 kV) field did come from the FFF then how was that achieved with a pulsing DC 3 kV low current source? The circuit disclosed in the Pulse Engine patent was certainly not up to that task. I wonder what was removed that would allow those FFF cables to become that highly charged? A linear voltage multiplier?
After this photo Mr. Hackenberger made additional improvements. He replaced the single loop FFF with what appears to be a double loop using smaller diameter cable. Obviously, he was exploring changes to the FFF to enhance performance. Not long after this the entire setup was confiscated by the LA DA and destroyed.
The next Free energy Engine, the EMA6, does not sport an obvious FFF component. I think it’s still there only hidden much better. Most likely it was located in the three power supplies. If a moving magnetic field was a requirement, then Richard was able to figure out a workaround solution.
The attached drawing shows the location of the FFF cables (the 18 each little circles on the outside of the Engine case in the middle) in relation to the end-to-end spacing of the "Major" electromagnets.
Mark McKay
Consider the attached photo [FFF Cables Low Resolution]. This is snap shot taken by GD in 1974 on his second trip to Van Nuys, CA. By this time Richard Hackenberger was pretty well finished with his first remodel of the EMA4 to become the EMA4-E2. Look at the huge (4” diameter) bundle of black cables in the center of the photo. These are the FFF cables. This photo establishes that the Floating Flux Field (FFF) cables are indeed composed of a collection of large single cables (0.500” to 0.625” diameter) rather than a being a single cable wound in a two layer solenoid fashion.
The overall intent of this remodel seems to have been a quest for higher horse power. This is because the volume provided for the supporting power supplies had been doubled with the addition of new large enclosure mounted behind and under the engine. It is unknown just what kind of performance these improvements accomplished. It is my thought that Richard was converting the mechanical vibrator choppers over to higher current transistor methods and needed a lot more room for heat sinks and fans. Most likely he made other improvements as well.
With these system changes the FFF cables now had to be rewired to this new enclosure. Originally they were terminated to the old enclosure that sat on the top of the engine. From the photo you can see that these cables had to be lengthened by about 3’ – 4’ to reach their new destination.
You know, that’s a lot of work and expense. Just why did the FFF have to be mounted at that location to properly function anyway? It was in the middle-exterior of the Engine’s case. If the FFF were a simple delay line (as hinted at in the patent), or an inductor, or any other passive component it wouldn’t matter where it was located. It would have made more engineering sense to strap those18 each single loops just under the new enclosure. So what was available on the engine case equator that wasn’t to be found elsewhere?
The only classical reason I can come up with is that it was to take advantage of the large moving magnetic fields that would be generated in that area. These would be taking place at 18 pulses per revolution each moving in 13 degree steps at 500 rpm or more. So, this layout would almost be a rotating field. If the torque that the engine developed were due to huge repulsive magnetic pulses – resulting from the dissipation of some anomalous energy then, there would be some significant flux escaping from the engine case. Since the case was thick aluminum some attenuation would take place, but there would still be a lot of leakage since the electromagnets are open core. How much? It would take a FEMM analysis to see the basic shape of the field but the magnitude would be a just a guess since we know nothing about the properties of the Cold Electricity, Radiant Energy particles or whatever was responsible for the large rotation force.
Apparently, at face value, the FFF needs to be acted upon by a magnetic field traveling at some minimum velocity or another idea similar to this concept.
The big observable difference between the previous cannibalized EMA3 Engine and the EMA4 Engine is that the space between the front and back electro-magnets had been increased by about two inches. Was this done to better focus the leakage flux into the FFF?
Another thing to consider: It has been reported that when the EMA4 Engine when running it would develop a huge electrostatic charge. This would imply that the Engine case was becoming charged. But this is difficult to achieve since the case is connected (by a large cable) to the lowest potential of the lead-acid battery array. But supposing it was the FFF that was becoming charged? The size of the HV cables could certainly contain some high potential. If they were responsible for the reported electrostatic field then it would be difficult to establish the true source, wither it came from the case or the FFF. To maintain such a high potential the cables would certainly have to be “Floating” above the ground state and preferably all be of the same polarity.
If this high voltage (up to 100 kV) field did come from the FFF then how was that achieved with a pulsing DC 3 kV low current source? The circuit disclosed in the Pulse Engine patent was certainly not up to that task. I wonder what was removed that would allow those FFF cables to become that highly charged? A linear voltage multiplier?
After this photo Mr. Hackenberger made additional improvements. He replaced the single loop FFF with what appears to be a double loop using smaller diameter cable. Obviously, he was exploring changes to the FFF to enhance performance. Not long after this the entire setup was confiscated by the LA DA and destroyed.
The next Free energy Engine, the EMA6, does not sport an obvious FFF component. I think it’s still there only hidden much better. Most likely it was located in the three power supplies. If a moving magnetic field was a requirement, then Richard was able to figure out a workaround solution.
The attached drawing shows the location of the FFF cables (the 18 each little circles on the outside of the Engine case in the middle) in relation to the end-to-end spacing of the "Major" electromagnets.
Mark McKay
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