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Congress:Member:Adrian Akau

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Category:New Energy Congress

Adrian Akau

Profile page for New Energy Congress member Adrian Akau



Representation : (energy organizations and position)

Does not represent any energy organization nor has any position.

New Energy Congress : Since Sept. 29, 2005

Committees : (list)

Experience in the field of Alt Energy : Has written for New Energy Technologies magazine published in St. Petersburg by Faraday Lab, Editor-in-Chief Alexander V. Frolov. Presently is attempting to build a working Richard Clem Hydraulic Motor in Coimbatore, Tamil Nadu, India with Vellingiri Rajaprabhu, a diesel mechanic.

Education : Education: BS in Chemistry (UH 1963), PC (UH 1964)

Brief Bio

Energy Snapshots

1. I have written for "New Energy Technologies" magazine published in St. Petersburg by Faraday Lab, Editor-in-Chief Alexander V. Frolov

2. I have edited the English version for Alexander V. Frolov of "Introduction to Experimental Gravitonics" by CM Poliakov and OM Poliakov (not yet published in English) but excellently describes the internal structure of the electron, the process of a photon becoming an electron and other properties of the electron from the studies of the Poliakovs working with high rpm gyros from the 1970's. It includes the discovery of the same force Professor Eric Laithwaite presented to the Royal Society which they felt was in defiance of Newton's law when it actually was being produced as a force released from the electrons during the precession of the gyroscope. This was the only time in the several century history of the Royal Society that a report on a presentation was not printed. The Poliakov's predicted that there might be as many as a dozen or more different forces or properties the electron could posses but are as yet undiscovered and unknown. The particular force that seemed to defy gravity was discovered from independent work with gyroscopes by both the Poliakovs as well as Professor Laithwaite. It was not an antigravity force per se but rather a force within the electron that was produced by the precession motion of the gyroscope.

3. I am attempting to build a working Richard Clem Hydraulic Motor in Coimbatore, Tamil Nadu, India with Vellingiri Rajaprabhu, a diesel mechanic. We have been working since November 2005. The first attempt failed to produce results as the conical section as well as the spiral pipes and driveshaft were all made of steel and the motor was too heavy to bring up to high rpm (1800-2200rpm) safely. We also had difficulty balancing the diameter of the spiral pipe with the volume and pressure that the hydraulic pump could provide and had to make changes in the ratio between the rpm of the cone and the rpm of the hydraulic pump. The diameter of the spiral pipe in the first motor was too great for the volume of high pressure oil the hydraulic pump could deliver so that the rate or velocity of the oil in the spiral pipes (we used two pipes opposing each other to keep all in balance) was too slow to produce results. The oil had to be at high pressure (minimum 600psi) and the flow also had to be high but it was not possible since the volume capacity of the spiral pipes was too great and acted as a reservoir rather than a conduit for the oil. The second motor is presently being built with an aluminum cone to keep the weight down and may be ready for testing by the end of 2007. We have cut the diameter of the spiral pipes down from 16mm in the first motor to 6 mm in the second motor in order to increase flow rate at 600psi as we believe the flow rate may be a factor to unlocking the resonance effect. The new spiral pipes are made from thin copper tubing rather than from black pipe so we do not know if they will hold the required pressure. They were bent to shape with a minimum of heat (only on the narrow cone side). The Clem motor is to be thought of as a resonance motor (as was the McClintock) to work at a specific frequency or frequencies (Keeley) which means that theoretically, the spiraling outward movement of the oil should permit its electrons to convert particles or high frequency wave energy of the vacuum into heat. This heat would then provide the driving force of the motor through expansion of the oil and resulting high pressure at the nozzles. So far, no successful results (August 7, 2007).

4. As of October 25, 2007, I am working with Jeff Cannon, New Project Director of Invent-Tech on car external air bags. Their purpose is to prevent or decrease car damage in accidents and to prevent/lessen injury to occupants in the vehicle or to any human/animal struck by the car. They would be deployed by a sensor based upon the Doppler effect immediately prior to any collision. Their use should make all vehicles but especially small cars safer to drive and should reduce insurance rates. I believe it would take about 20 years before becomming accepted commercially.

5. Correspondence with Jeff Cannon of November 5, 2007:Dear Jeff, I wished to express a few of my thoughts concerning one of today's questions.Will the invention cause the price of the vehicle to increase if it is installed?The answer is yes and no. First of all, the external air bag is device that needs capital and manufacturing to produce so it does add cost to the vehicle. In return, it provides protection to the vehicle, its passengers as well as to other vehicles, property and individuals that may be involved in a collision. Presently, such protection is not available. This device provides an extra blanket of security and should reduce insurance rates. Damages to vehicles upon impact would be lessened and the severity of injury to any humans would decrease. The predicted decline in insurance, hospital and other related expenses (certainly legal ones come to mind), may actually serve to lower the overall cost of driving if comprehensively, the cost of the car, insurance and collision rate data are taken into consideration. The selling features of the vehicle would also be enhanced. It does not make much sense to view an ad showing a car being smashed into a wall, just to prove its crash worthiness when an external air bag might actually prevent or at least decrease the extend of vehicle shell and structural damage. Each time a crashed vehicle ad comes on TV, the thought arises that the people who make the car and the ad may be thinking like the dummy shown for not using their imagination to prevent such a disaster. Why crash or smash a vehicle in the first place if it is not necessary to do so? Surely the vehicular safety standards would have to undergo revision with the introduction of the external air bag system. The external air bag offers impulse crash protection (Energy of impulse = Force x time) by causing the time of impact to start ticking from the moment contact is made with the outer part of the airbag and not when contact is made with the metal portion of the vehicle. The time for the cushioning part of the impact is extended and the force is proportionately decreased before any metal to metal contact should occur. Depending upon the materials used in the airbag (NASA used a Kevlar type material) and the pressure of the gas within the bag, a suitable setting for the system could be established for the mass of each type of vehicle to be protected. The critical features of the system include: 1. Design of the sensor-deployment portion which must be specifically directional oriented (front and back) and connected to a computer program that will sense the closing velocity before an avoidable collision so as to have time (0.1-0.3 second estimate) for deployment. 2. Structural design of the air bag it to deploy rapidly and to withstand the very high forces involved without loss of integrity during impact. If the device proves worthy, it might be only a matter of time before installation on new vehicles would be required by law. We have seen this in the past with safety devices such as seat belts. Best regards, Adrian Akau

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Category:New Energy Congress