John ROHNER, et al.

Air Plasma Engine

Pulser Plasma Engine Core: Recovering the Papp Engine

Inventors Heinz Klostermann and Tamerlane Sanchez demonstrate their Pulser plasma engine core test unit, a design derived from Joseph Papp's Nobel gas engine, but now developed to run on air.


Inteligentry, Plasmic Transition Process (tm) Technology

Inteligentry, Plasmic Transition Process (tm) Technology ,,this video has been uploaded on the eve of the Power Gen conference in Orange county Florida. Plasmerg have promised a live demonstration of this engine , although that looks unlikely

Rohner-Roberts Video (The Noble Gas Engine)

Plasmic Transition Technology

This is the Plasmic Transition Technology specific"Research, Design", Engineering, Development & information SITE to present new developments to the world, EXCEPT THE USA.
WARNING!!! Work on any device that uses PLASMA is illegal in the USA!!!

By order of Judge Richard F. Boulware, II, US Dist Court Las Vegas, NV

TO OPENLY make THIS "PLANET SAVING" new technology available to all and GET IT into use, as quickly as possible. Providing a more livable world for our kids & US. -- A CLEAN AIR FUTURE!



The New International Corporation, which will continue the work Rohner has been doing the last 5 years, has been offered two sites on the Caribbean beach, for the one or maybe two new R & D sites needed to get the technology rapidly to manufacturers and production. Rohner will do the initial evaluation later this month or early next. The Corp team will then visit each to chose a site later this month.

The first site is North Of Can Cun, Mexico, by Merida and the other is south of Can Cun, by Tulum, "Caribbean Maya" area. Both Facilities will provide a great work environment, amenities and perks to the Engineers and Physicists working on the various projects there.

As soon as the site is chosen, We will HOST an "OPEN" conference for prospective, or licensed, users and "JOB FAIR" to fill the many openings needed to speed up the "to market" time.. Engineers from as far away as Russia, Germany, China and Ukraine will be attending. Look for that announcement if you wish to provide a resume early to get travel assistance. After The Conference and "Job Fair" there will be a "free to all Dinner and Dance party". (Celebration) Target is to get the first engines in products by January.

Any member could use it without Cost & all would SHARE".

John Rohner is wondering why the manufacturers, who are now spending billions to ready "BATTERY" cars, that would hurt the ecology and cause huge problems for "blowing up", contaminating waste facilities etc.. ALL the bad things we already know about batteries, plus could cost a end user thousands of dollars every other year to replace, are doing this?

Here is a proven technology, ran once for DR Girouard who stole Rohners PlasmERG company in 2011, was running and testing as early as the Power Gen Show, when some of Rohner's employees told the engine manufacturers to disregard Rohner's order that every one would have 10 engines ready or he would not run one at the show, so he did not. These are the same folks that because they failed to grab the company became the SEC's stooges and rats. But most importantly the running and testing engines Rohner was preparing to show his investors March 23 rd, 2013, to get the final meeting to transform "Investors" into "Stockholders" for the final creation meeting and list that would have made it a Corporation. FYI on April 1, 2013 it was defunct, not that the SEC cared.

Luckily Rohner removed the electronics from these test engines Sunday night after his tests so they were "incomplete" when grabbed and such. Only Rohner can resurrect them, but after nearly 5 years even that would be tough.

There is no question the technology is sound and can be used. The problem is restarting from scratch, as Rohner did after PlasmERG, to insure no consideration of Copyright infringement. ie. Inteligentry hardware and electronics are different from PlasmERG. As they should be from the experience learned and brought forward.

John Rohner does not know the "proper" way to set up such a consortium. It may be a corporation or a foundation or something. But it would be "OIL" Proof.

Consider that a small engine of less than 2 liters would require about one "RECHARGE CYLINDER" the size of a CO2 unit from a pellet gun, expected cost less than $8, and the BIG 6 Cylinder TRUCK, TRAIN, TANK or Ship size, 6 liters plus would require a refil tank about the size of a paint ball unit, cost $30, to run 24/7/365. That means you could power a home for a year at less than $8 or drive your truck for a year for less than $30.

Add to that there is no intake/exhaust/noise/heat pollution. So a trucker could run his engine without complaints in the winter.

If all the prospective users got together the development costs could be less, roughly 4 million to build a center south of Can Cun, Mexico, a happy place to visit and live. A good deal of the MEMBER COMPANIES Internal engineering departments, currently being used for combustion could be reorganized to work with the R & D center to create specific products it may need internally to create product.

Imagine personal home electricity for everyone, and Small cars at $10,000 or less and trucks that make money, or Ships and rail engines without smoke. and this first engine is the tip of the iceburg.
Anyone know how to get this done or would like to be a part of it? LET ME KNOW?


If you are tired of doing nothing and interested in enjoying life and being productive, contact: CAN I HELP?

Resumes ARE being accepted, and phone numbers traded, so we can talk and see what we can do for the world, together with others of like mind from outside the USA.. Check with us to discuss how you may fit into our amazing project placement details for Development plans and introduction of engines

No intake. No exhaust. NO POLLUTION!!! Welcome to the Evolution of Power!

The Plasmic Transition Technology is a very simple new discovery that uses the advantages of a "natural" act to provide a new "result", Much as "Solar Energy" is a new way to redirect the simple fact that we knew it was warm for nearly forever and now that "side effect" is being developed to provide new outcomes, just look at all the failed plants outside Las Vegas and Yuma etc. they are "DEVELOPING" it. So, is the Physical Fact that when a Gas Transitions to a Plasma it provides an expansion, the "Thunder", from lighting, is something we have all seen and heard. This expansion in the gas mixtures being used for our developments average a 5 to 1 expansion, different mixtures provide other results and some are faster reacting than other mixtures but this is a good average.

This Plasmic Transition was originally stumbled upon, as MOST new technology is, in a lab experiment, by Joe Papp in the early 70's. It was something never understood till his death and something most of the leaches and TROLLS for the last 35 years also have no clue about, altho I see just lately a video was posted about what we saw in 2009 and Jimmy Sabori showed for years.

It is also something that John Rohner actually "discovered" in his experiments and research, between 2005 and 2009, that lead to the patent he filed in 2009. The technology was in very active, nearly finalized, development, at evident from his live engine tests as he readied the "show and tell" GEN SET for investors, at his company, Inteligentry.

The US Government, and his competitors, sought to stop it forever in 2013. But, by then enough of the "cat" was out of the "Bag" that those with proper Physics and education or inteligence to understand how "lightning" worked, could see How and Why and are finishing development all over the world, EXCEPT the USA, NOW!. So they stopped ONE and got back many.. It should be noted that any development using Plasma as a fuel is now, by court order, illegal in the USA.

The purpose of this new Web Site is to "leave no man behind" from the onslaught of the FBI/SEC raid and closure of Inteligentry AND and to carry forward the dreams of John Rohner, the Inteligentry investors, and those that DREAM for a better Planet using the planet saving work already done and investigate the technologies past this "Tip of the Iceberg".

Plasmic Transition is ONE "LOGICAL", extension of the Inteligentry Research & Design work that was taken from the world just before birth by the US Government. It is made up of a majority of EX Inteligentry investors, employees and foreign "Master license Holders" that do believe in the development of the Plasmic Transition process and technology and that it needs to be completed and provided to help the world.

NOTICE: John Rohner has been Contracted, thru a offshore third party, to rewrite some of his early documents for us. So there is a NEW "HOW IT WORKS" Page on this site, soon several TV accounts and an upcoming book, complete with updated information.

Here is his "OLD" description...
How the Plasmic Transition Process system works.

To start this discussion, this Engine is not, just as the original Papp engine was not, a Pulsed Plasma motor.  Plasma is not retained and pulsed as many others have stated. The plasma is recreated with each power stroke and returns to a steady state gas on each return stroke thus the name Plasmic Transition Process . The initial power event and creation of plasma, for expansion, is derived from a actuation event within the cylinder, a very high voltage ball, similar to a lightning ball, is created at Top Dead Center (TDC) which creates a Plasmic Transition, an expansion of 5 to 1,  which is contained in a sealed cylinder thus pushing the Piston and rotating the crankshaft system via a push rod.

In a single cylinder engine there are only 3 moving parts so the addition of a flywheel is required to provide the kinetic energy to complete the non powered cycle. There is no need to recycle electrons from one cylinder to another unless you are looking for a perpetual motion machine.

This is a new system that crosses the previous borders the science of Physics as it is part Fusion, fission and plasma working together utilizing elements of each to the advantage of the result. this result is power.

The output Torque is steady over the range of the Rotation of the engine, roughly 400 Ft Lbs in a 500 CC engine, at any engine rotational speed. So Horse Power is a straight rising line.

There are two parallels to explain the Plasmic Transition and power production of this motor in our world. First is natural lightning, which uses a almost identical or similar process as does the Plasmic Transition Process . 

The second is Live steam which provides the same torque over rotational speed event characteristics. There is nothing comparable in our current internal combustion motors operation.

The single most crucial part of this motor's operation is the Electronic Control System. Our Modern  ECS comprises multiple programmable micro computer controllers, a Radio Frequency Power generator, a HV Spark Coil initiation driver, various electro magnetic Coil voltage switches providing a base (resting) or variable (engine speed) voltage for all cylinder or reaction chamber electro magnetic coils, a DC to 12 Volt DC output converter, a engine speed DC to programmed Variable voltage (3 to 48 Volt) DC converter, a inter controller communications port, a instrument support CAN port, for user panel etc, and action port which receives commands from the user comprising, by not limited to, things like Run, Start, Throttle position, hold speed, Brake application, Brake hard, various motor inputs and Fuel container information. Pretty complex when you consider the first one John Rohner designed in the 80s.


http://www.americanantigravity.com - Dan Glover of Inteligentry provides an overview of the company's work in Papp engine research. Led by founder John Rohner, the firm claims to have not only recreated the Papp Engine, but also improved upon the original process by removing dangerous & unsafe elements in addition to making a number of modifications of their own.

Inteligentry's Plasmic Transition Process technology couples a refined noble-gas piston arrangement with a sophisticated onboard electronics suite that delivers precision timing to the Papp Engine to produce nearly 300 horsepower output.

Inteligentry plans to license Plasmic Transition Process technology in a novel manner by making the noble-gas cylinder technology open-source while retaining their intellectual property in electronics-suite enhancements for their dealer network. Dan Glover claims this recognizes the fact that Papp's original work is already open-source as the patents on it have long expired.


Part II: Inteligentry open sourcing Noble Gas Engine core design

Talking about how the Plasmic Transition Process works. This is Part II. For Part I, go to youtu.be Introduction: Inteligentry made a big announcement on July 27, 2012 at the TeslaTech conference in Albuquerque, NM. They say that the information needed to build a working noble gas engine is all public domain, and that they are in process of compiling the information needed to enable craftsmen to build what they call a “popper”, which demonstrates the principle to show scientists that it does work, and to aid in research and development of the core principles involved. This is to their advantage as it will help prepare the market for their product which is a more advanced version of the technology.


Mark Koppin on Noble-Gas Engines

 Mark Koppin describes a prototype of the Inteligentry noble-gas engine, which is driven by what they call a “Plasmic Transition Process” based on Joseph Papp’s older engine technology. The noble-gas engine, demonstrated at TeslaTech 2012, is claimed to generate 270 horsepower with a completely reversible noble-gas expansion process, which means that it requires no intake or exhaust in order to run. Koppin functions in a training capacity with PTP Licensing, a subdivision of Inteligentry that is involved with building community support for the technology and creating a dealer base for Inteligentry’s noble-gas engine technologies.

Rohner plasma demo

John Rohner trying to convince people that his plasmic transition process works by blowing up balloon



The American company PlasmERG has developed a plasmic power technology that utilizes the power of plasma to power engines. These engines have the potential to revolutionize the energy landscape, and benefit human civilization in countless ways.

If you have not read about the American company PlasmERG, and their "Plasmic Transition Process" (U.S. Patent US 2011/0113772 A1), you should do so immediately. Their technology offers a solution the energy crisis, a way to end the use of fossil fuels, and the potential to jump start a new technological age -- among other benefits!

PlasmaERG Engine

PlasmERG Motor illustration with cutaway view

The general concept of the "Plasmic Transition Process" is fairly simple to understand.

A cylinder (similar to one that can be found in an internal combustion engine) is filled with a mixture of cheap and inert gases, then sealed.
A magnetic field produced by a coil wrapped around the cylinder is turned on to "pinch" or compress the mixed gases.  PlasmaERG Engine Piston Cylinder Coil section
High frequency radio waves are emitted into the cylinder to ionize the gases.
A high voltage (300,000 volt or more) ball of electricity is formed between four electrodes on the cylinder head.

This sequence of events creates a plasma ball that starts to grow. This ball of plasma expands, and produces a linear force against the piston. As the piston cycles, only the magnetic field is maintained. The ionization field on the transition coil is reduced to the voltage on the cylinder coil. The RF is also turned off. The electrodes controller watches the cylinder to detect the starting signature of the event and it turns off the high voltage and tells the master controller to switch the others out as well.

PlasmaERG Engine Piston

Engines utilizing the "Plasmic Transition Process" are unique in many ways, and offer many advantages over internal combustion engines, electric motors, and turbines. Their capabilities are simply light years beyond any current "mainstream" technology.

For example, engines utilizing this process need very little fuel. Only small amounts of noble gases (although other gases such as hydrogen and nitrogen can also be used) are put into the cylinders of an engine, and one charge of gas can last for months of continuous use before another is needed. The reason such an engine would need to be refueled is because the gas mixture does get consumed and "wear out".  Another reason for the recharge is that over a period of time the gas may leak out. It is difficult to create a perfect seal between the piston, cylinder and block in any type of engine.

It is also important to note these engines produce massive amounts of horsepower and torque. They are extremely powerful. A small two cylinder 1000 cubic centimeter displacement engine can produce hundreds of horsepower, and hundreds of foot pounds of torque. This is of course while producing zero emissions, zero carbon dioxide, and zero particulate matter. In addition, no radioactivity is emitted from the engine. These engines are the ultimate "green machines."

Even though skeptics may think this is impossible, the engine remains cool even when producing hundreds of horsepower. This is possible, because when the plasma ball contracts and the gases return to their normal state, any heat produced is absorbed. Due to this aspect of the process, these engines do not need cooling systems. This eliminates unwanted components, reduces the price of the system, saves space, and eliminates an engine system that could potentially break down. Additional components are also not required. For example, the fuel tank, fuel pump and exhaust system, among others.

The power, features, and benefits of these engines are amazing. What is even more exciting, is that these engines are about to be commercialized in the coming months! Instead of just being designed and tested, they will be put to use in practical applications. The remainder of this article will cover the uses of these engines, their potential, and how they can benefit all of us in very practical ways.

An Automobile Coming to Your Local Dealership

The PlasmERG technology can be used in cars, trucks, motorcycles, vans, buses, and any vehicle that people currently use to get from point "A" to point "B." The biggest difference is that instead of burning gasoline, a vehicle utilizing a Plasmic Engine would consume tiny quantities of inert gases. Instead of spending thousands of dollars a year to fuel the vehicle, the owner would pay tens of dollars. This would save the driver massive amounts of money each year. Over the lifetime of the vehicle, the savings could be enormous. Perhaps even enough to purchase a home with, or put a child through college! And the price of the engine will be about one third of the engine it is replacing, and could potentially last longer, given its simplicity.

There would of course be other benefits to owning such a vehicle. It would emit no pollution, would run very quietly, and would not need oil changes (another cost savings). The oil is synthetic and the bearings are roller, so a very low pressure system is used to provide oil as needed. Without heat and contaminants the oil never looses its ability to provide lubrication. The regular maintenance needed would be minimal, although it would still be important to check the air pressure of your tires, take a look at your break fluid from time to time, replace break pads if they get worn, add wind shield wiper fluid, etc.

The performance of the vehicle would be very high, in that it would have lots of get up and go! Engines utilizing this technology have a flat torque curve, which means all the torque is present at low RPMs (just like an electric motor). The moment you press the accelerator, your vehicle would scoot! In fact, the smallest engine that would be used in a vehicle (at least at first) would be capable of producing over 300HP and hundreds of foot pounds of torque! But the engine is also very much like a Diesel Engine as it is limited to a top rotational speed of 3000 RPM.

Now, what could you do with this vehicle? There are many possibilities! You could drive it across the country ten times or more without refueling , take a trip to Alaska in the middle of winter without having to buy anti-freeze, or take a drive to Mexico in the summer without having to put a drop of water in a radiator. Computations show over 144,000 miles per fueling

Another interesting possibility is the idea of taking the output of the vehicle's alternator, or generator and using it to power your home whenever your not driving! Whatever electrical power you do not use, could be sold back to the grid (for as long as it exists after this technology launches). Perhaps such a vehicle could allow you reduce your electric bill, or even make money!

Finally, such a vehicle would probably be cheaper than the equivalent with an internal combustion engine or even an electric motor. In a conventional vehicle that gets 30 miles per gallon, paying $3.31/gallon (current low price in Utah) the cost of gas to run 144,000 miles is nearly $16,000. The previously mentioned two cylinder 1000cc engine, when mass produced, is expected to cost around $500 dollars retail. This is a fraction of the cost of a traditional engine. It is also much less than the huge battery packs needed in electric vehicles. Basically, for less money, you would get a vehicle that consumes almost no fuel, has better performance, fewer parts, emits no pollution, runs quietly, and has almost infinite range!

A Generator for Your Home

A Plasmic Transition Process Engine connected to a generator could be used to produce all the energy needed to power your home. In fact, a small two cylinder 1000cc engine can produce over 200 kilowatts when connected to an electrical generator capable of generating this amount. This is far more electricity than is needed to power the average home that uses an average of 1 kilowatt. (Link) With that kind of generating capability, a single engine could power a neighborhood!

Realistically, a normal home may use a maximum peak power of around 10 kilowatts or so. To be on the safe side, let's assume a home utilized 20 kilowatts when the demand was greatest (nearly everything running). An engine much smaller than 1000cc (which is already small) would be capable of producing the output required for the energy needs of the home. Once this technology is mass produced, such a small engine and generator might only cost a few hundred dollars. The fuel cost would be minimal, and the engine would require little maintenance.

The result of such a home power system would be tremendously reduced energy costs. In a few months, the system could pay for itself. After that, the energy could be almost free or at a minimum, dirt cheap. Considering the current price of dirt it may even be cheaper that that!

Another important benefit of owning such a system, is that you would have power even if the grid failed. There are many events that could cause a loss of power including hurricanes, tornadoes, thunderstorms, or earthquakes. By owning such a system, you would have electricity regardless the state of the grid.

A New Age of Aviation

The PlasmERG technology has the ability to spark a new age of aviation. Currently, a big part of the cost of flying is the fuel. Planes consume lots of fuel, and it can be very expensive. If you notice, when oil prices go up airline stocks go down!

Utilizing Plasmic Transition Process Engines, planes will have near zero fuel costs. This will make aviation much more affordable. It could make airline ticket prices go down, and make owning a private aircraft more economical for the average person.

In addition, PlasmERG's technology could benefit aircraft in many other ways.

The engine does not need air, so it would work equally well at any altitude.
Many components such as exhaust systems and fuel tanks will not be needed, which will reduce the weight of an aircraft.
A smaller and lighter weight Plasmic Engine would produce the same power as a larger conventional engine.
The engine will be quieter, which would allow for a more pleasant flight.
The plane would have an almost infinite range. A small private aircraft with one of these engines could fly around the world multiple times without stopping to refuel!
Due to having fewer moving parts and components, there will be less to "go wrong" with the engine than with a conventional engine. This enhances the safety of the aircraft.
Using the Engine in Boats will allow Fishermen longer times on station to get more fish and at the same time drastically reduce their fuel tanks and fuel bills, which will reduce the price. Same is true of nearly any Boat.
Another terrific use is for the oil companies. These engines do not create heat or sparks, and on a drilling rig that means safety. Also as pump motors the oil can be pumped at places currently not available because of getting electric or diesel fuel there.

Also there is the possibility of replacing massive generation facilities with what John calls a "Power Farm". This is a network of smaller generators that are controlled by load and switched on or off as needed at a substation. If a generator goes bad it is removed from the network, fixed and then replaced onto the network. What a boon for those above the artic circle or medium sized communities all over. The transmission lines can come down.

One particular hope of mine is that this technology could be used to make a personal flying device similar to a jet pack. I can imagine strapping into such a "Plasmic Flight Pack", and soaring through the sky. Unlike traditional jet packs that can only remain in the air several minutes (at most) before running out of fuel, a "Plasmic Flight Pack" could stay aloft for an indefinite period of time.

Environmental Panacea

The PlasmERG technology has the capability to quickly end the use of fossil fuels. It will be able to power the world's vehicles and produce the electricity our civilization consumes, without producing any pollution. Smog could become a thing of the past and carbon dioxide emissions would suddenly be a non-issue. Since we would not be drilling for as much oil (it would only be used as feedstock for plastics, lubricants, fertilizers and other products), there would be fewer spills such as the one that took place in the Gulf of Mexico.

With all the cheap energy produced we could do many times to protect, repair and enhance the environment.

We could build Plasmic powered robots that could digg up landfills, and sort the materials for recycling. With cheap energy, recycling will become much more economical. This would reduce the need for mining.
We could build robotic, remote controlled boats to collect all the plastic and other trash that is currently collecting in our oceans.
We could use the cheap energy to desalinate salt water, and turn deserts into farm land.
We could phase out all existing nuclear power plants that use dangerous uranium and plutonium as fuel, and replace the lost electrical generation with energy produced from Plasmic Engines.
We could stop destroying the surface of the earth for agriculture, and start growing food indoors. By using full spectrum lighting and other modern technologies, massive amounts of food could be produced.

Simply put, once proliferated, the PlasmERG technology would solve the vast majority of environmental issues facing our planet. Those who are pushing for carbon taxes and new regulations to fight global warming, will have to find another job!

Economic Revitalization

The world is in a major economic slump. In fact, some call it a depression. Although the media claims "green shoots" are popping up everywhere, jobs are still hard to find, companies are going bankrupt, food stamp use is at record highs, and millions of people are facing serious hardships. In addition, the United States and many other nations are in massive debt, and the central banks are addressing the issue by printing more and more money out of thin air.

The PlasmERG technology could be utilized to revitalize the global economy. It could actually bring the world out of recession or depression, and into economic prosperity.

It would create many jobs and careers, because potentially billions of engines and related devices (such as generators) would need to be manufactured.
It would reduce the cost of transportation due to the near zero fuel cost. This would make shipping goods and products more affordable.
It would put more money in everyone's pocket, by cutting their fuel costs and electric bills. They could then spend the saved money, and put it back into the economy.
It would inspire other exotic technologies to be developed, which would create even more jobs.
It would decrease the cost of every good and service (energy increases the cost of everything), so a dollar or euro would go further.

The "mainstream" has no clear answer to the economic disaster the world is facing. However, PlasmERG has an answer, and it is coming soon!

Paradigm Shifts

In addition to all the direct uses of the PlasmERG technology, the mere existence of it will shatter the current paradigm of mainstream science. According to many mainstream scientists, a technology like PlasmERG's simply should not work! However, it does work, and this fact will force the entire scientific community to re-think what is possible, reconsider the validity of other exotic technologies, and to be more open minded!

Perhaps the next exotic technology to emerge after the PlasmERG engine could be an anti-gravity device, force field generator, anti-aging drug, or something we cannot even fathom yet! These breakthroughs could lead to others, and in no time at all we could live in an age more technologically advanced than the fictional world of Star Trek!

COMMENTARY:  On Nov. 19, 2009, John Rohner of PlasmERG Inc. announced that their patent has been accepted for their revolutionary Plasmic Transition Process in which noble or inert gas is used to run an engine. The patent has been peer and examiner reviewed, and is expected to be awarded in a couple of months.

This noble (inert) gas engine, with just five moving parts, would cost 1/3 what a regular engine of comparable output would cost. Meanwhile, its fuel cost is nearly negligible. It's kind of like a Stirling engine -- a sealed system -- except that the expanding component is internal, and comes by way of a plasma form of inert, noble gasses, which are not consumed in the process, and which are environmentally benign.

PlasmERG has also secured a registered trademark of the phrase "Plasmic Transition Process" as the standard description of the way the motor works.

They were attentive in the patent to see that every form is covered and that the controller will be flexible enough to adapt to various iterations and hardware design changes.

The Plasmic Transition Process is the subject of various patents pending byPlasmERG Inc. of Iowa. John Rohner founded this company in 2008 to be the means to disseminate, develop and license this technology to other motor manufacturers for their own use.

This process originally called the "Papp Engine" did run in 1982 and was then lost until John, and his partner Haik Biglari rediscovered it and applied modern science to the system to explain the process and filed their patents, presently pending. The original process was based on information originally patented by the late Joseph Papp, whose patents are now expired.

John Rohner, a well-known new product design engineer, was originally contacted in 1979 by Robert Rohner, his brother, with a schematic for the controller Papp had designed. Unfortunately, John was busy with several other projects so he turned it over to his brother Tom. That controller, or a best guess at it, is shown in the following schematic.  It is a simple crude system, by today's standards but very modern for 1982, and easy to understand. It was the key element to the motor running, at that time.

PlasmERG has designed two motors for OEM use. One is an opposed 2 cylinder, 120 cubic inch engine and produces a maximum of ~300 HP. The second is a 6 Cylinder 360 cubic inch engine and produces a maximum of ~1500 HP. (Ref.)

The motors are also being co-developed with a sister company in Canada. John Rohner has personally fronted the total investment for this development thus far. As the company moves toward manufacturing they are seeking investment partners by trading stock for investment. Their first "real" manufacturing plant will cost about 10 million dollars. The alternative is to simply go as they are and create licenses from automotive and truck motor makers until they can get OEM production up.

The current plan is to provide 500 to 1000 test sites in underdeveloped nations for water pumping and power generation as "humanitarian" test sites. This should allow the time needed to get production understood and patents completed.

The company believes the Plasma Transition Process motors will create a direct replacement for the internal combustion engine, with no pollutants and greatly reduced noise. "It is PlasmERG's dream to make the world a better place to live without having to use Petroleum or even Biofuels," says Rohner.

The expected run time of a motor from a single cylinder charge is over 3 months continuous, so significant money can be saved as well by not having to purchase fuel except rarely. To relate that to a typical consumer, this is about the same amount of time they drive now in a year, and the fuel should cost less than $50 per refuel.

Ironically, as evidence for their design, they reference their competitor brothers' Papp Engine, as a "proof of concept" video, to show that "the Plasmic Transition Process is real and does work as expected." It is based loosely on the 1983 Joseph Papp patent which was the starting point for their discovery of the process.

The competitor brothers, Bob and Tom Rohner, apparently implementing the suggestions from their estranged brother John, have simplified the fuel mixer, reduced the coils, and made it a simple single cylinder – which is similar to the design John's group is pursuing as well. The Papp patent assumed that a single cylinder engine would not be possible, stating that only "paired" cylinders will work. John Rohner says he was the first to try this configuration and prove it.

PlasmERG is expecting completion of a new set of motors and generators by around Christmas at which time they will begin analysis of complete systems, to test various gas mixes to see how the controller must be adjusted to provide best operation from each. They have copyrighted over 30 such gas mixtures already. Their firmware is registered as a "Company Secret". It will not be public for safety reasons.

They have also started working on a mini single cylinder 250cc for use in smaller applications and gensets, and they expect to test it around January as well.

In January, they plan to have a license manager coming on board to get other countries started as co-developers as well. The company is starting to staff up now. They are inviting interested parties to contact them in January about working with them.

The company now has a research facility where their tests will be done and the firmware built and tested. The facility has a numeric control machine shop with about 100 square yards of floor space, along with a two story office space with a conference room and several drawing rooms, one of which now has their CAD system running. The new test bays will be remote controlled and will collect data on the fly. They have allocated 18 terabytes of file server storage for their data collection efforts.

According to John Rohner, the PlasmERG has brought this technology to the point it is ready for mass manufacturing.  PlasmERG is about to launch an engine using the "Plasmic Transition Process" technology.  It is about to go into production in Hendersen, Nevada. A factory is being setup to manufacture the control electronics, while local partners will fabricate the engine parts for five prototype motors.  These prototype motors will demonstrate to stockholders, investors, and potential licensees what PlasmERG has so far only been able to produce in house (for security reasons). These prototype engines can then be mass produced by those companies who purchase a license to manufacture them.

*** John Rohner described how the PlasmERG Plasmic Transition Process engine works during an  interview on March 22, 2011 by Sterling Allen of FreeEnergyNow.com. 

Mr. Rohner makes a number of incredible claims about his PlasmERG Nobel Gas engine, but all we have seen so far are a few pictures of a crude two-cylinder prototype, but no video of the engine actually running and producing energy.  The video provided above is from the Papp Plasma Gas Engine when goes back to 1982, from which the PlasmERG Nobel Gas engine is based. 

It would be nice to see and hear the PlasmERG Novel Gas engine running and connected to test meters to measure RPM's, horsepower, torque, emissions. and so forth, and the amount of electricity produced by the electrical generator including, number of volts, amps, cycles and watts. Finally,  I would like to see the electricity produced actually powering some electrical appliances and/or electrical lamps.

He claims he has raised enough capital sufficient to open a production and assembly plant to produce five working prototype PlasmERG Nobel Gas engines to convince future investors and license the technology to OEM's so that the engines can be produced for the end-user marketplace.

PlasmERG, where John Rohner sits as the Chief Technology Officer, is presently working on building beta test units as well as preparing for licensing the technology to other manufacturers and production jointly with companies in Canada and China, and soon with many others as well.

John Rohner and his wife, Connie; Chad, the mayor of West Liberty and company attorney; Don from China; Shaun from the US.


Rohner writes:

"This picture was taken at the test shop in Wellman, IA, where we are working.  This was taken last week as we started to do the final fittings to get things running and tested. In the foreground is a 23KW Generator, left, attached to a one liter Chinese Co developers engine, and then the test set Big Black 5kw starter.  On the far right, lower, is the new 'plastic' piston, as we call it. Made from a new material light as magnesium, strong as steel, yet can be precision formed like a standard plastic. This motor uses super sized main and conrod shafts and bearings designed to handle 3 times the expected loads. The flywheels are a part of the Crank as is the timing teeth for compact design. The head electronics and accessories is not on yet.  The starter was just set there for pix.  It does bolt down."

I have profiled a number of "free energy" devices including a number of magnetic wheel, water engine, and even several cold fusion technologies.  To date, not a single one of those "free energy" devices has made it into the marketplace. 

Courtesy of an article dated June 26, 2011 appearing in Pure Energy Systems

plasmerg1 plasmerg2 plasmaerg3 plasmerg4

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[ PDF ]
Inventor: ROHNER JOHN P [US]     

An internal expansion engine having a housing. Secured to the housing is a cylinder defining an expansion chamber. A piston is provided within the cylinder defining a wall of the expansion chamber. A charge of noble gas is provided within the expansion chamber. A magnetic field generator and radio frequency power generator is provided around the expansion chamber and an initiator system is located within the expansion chamber. The magnetic field generator, radio frequency power generator and initiator system coact to cause the noble gas to expand, pushing against the piston and generating work. The actions of the engine are monitored and controlled by an intelligent electronic control system that provides all switching needed to operate the engine and communicate with outside elements providing external control of information sources.

[0001] This application is a Divisional application of U.S. Ser. No. 12/592,117.

[0002] This patent application claims priority to U.S. Provisional Patent Application Ser. No. 60/412,230 filed Nov. 19, 2008.


[0003] The present invention relates to an engine and more particularly to an engine utilizing the Plasmic Transition Process and controlled by a flexible electronic control system.


[0004] Internal combustion engines are well known in the art. The operation of such engines involves the combustion of a fossil fuel within a cylinder to drive a piston to generate work. Such prior art internal combustion engines have several drawbacks. One drawback is the inefficiency of such engines. As it is difficult to translate all of the power from the combustion into work, commercial internal combustion engines typically have less than fifty percent efficiency. Another drawback is the pollution created when internal combustion engines expel carbon dioxide and other damaging material into the air. Yet another drawback of prior art internal combustion engines is the heat generated by the engines, which requires a separate cooling system to prevent damage to the engine during operation.

[0005] It is also known in the art to provide an engine utilizing non-combustible gases in lieu of combustible gases. Examples of such devices can be found in U.S. Pat. Nos. 3,670,494; 4,428,193; and 7,076,950. One drawback associated with such prior art devices is the difficulty associated with operating them continuously for a long period of time. The temperamental nature of the ionization process involved with such prior art devices makes it difficult to incorporate them into vehicles and other items which require a minimum level of reliability. The difficulties encountered in the prior art discussed hereinabove are substantially eliminated by the present invention.


[0006] In an advantage provided by this invention, an internal expansion engine is provided which is of a low-cost, lightweight manufacture.

[0007] Advantageously, this invention provides a sealed environment with substantially no harmful exhaust.

[0008] Advantageously, this invention provides an engine which requires little fuel.

[0009] Advantageously, this invention provides an engine which requires little maintenance.

[0010] Advantageously, in the preferred embodiment of this invention, an internal expansion engine is provided. The engine is provided with a housing having a cylinder defining an expansion chamber. Provided within the cylinder is a piston forming a wall of the expansion chamber. Provided within the expansion chamber is a charge of a gas mixture. A magnetic field generator is provided around the expansion chamber, and Radio Frequency power input is coupled to the expansion chamber. An initiator system is located within the expansion chamber to coact with the magnetic field generator and Radio Frequency power input to generate a plasma and generate work in the form of movement of the piston.


[0011] The present invention will now be described, by way of example, with reference to the accompanying drawings in which:

[0012] FIG. 1 illustrates a side elevation in cross-section of one instance of a engine of the present invention;

[0013] FIG. 2 illustrates a side elevation in cross-section of one cylinder assembly of the engine of the present invention;

[0014] FIG. 3 illustrates a top plan view of the cylinder head of the present invention;

[0015] FIG. 4 illustrates a bottom plan view of the cylinder head of the present invention;

[0016] FIG. 5 illustrates a block diagram of the electronic control unit of the present invention;

[0017] FIG. 6 illustrates a schematic of the electronic control unit of the present invention;

[0018] FIG. 7 illustrates a schematic of the electronic control unit coupled to the starter, refueling and radio frequency controllers; and

[0019] FIG. 8 illustrates a schematic of the electronic control unit coupled to the high voltage coils and the coils provided around the cylinder.

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[0020] A motor according to the present invention is shown generally as 10 in FIG. 1. The motor (10) comprises a casing (12) housing a cylinder (14). The cylinder (14) is constructed of a non-ferrous material, such hard coat aluminum, and has no air intake or exhaust. The cylinder (14) is sealed on one end by a circular seal (16) to a cylinder head (18) on the other end by the head (20) of a piston (22). (FIGS. 1 and 2). The cylinder head (18) and piston (22) are constructed of a Ferro-magnetic material such as Grade 416 stainless steel. The cylinder (14), circular cylinder head (18) and circular head (20) of the piston (22) form the walls of an expansion chamber (24). When the piston (22) is at the top dead center (TDC) position as shown in FIG. 2, the circular cylinder head (18) and circular head (20) of the piston (22) form a toroidal transition chamber (25). The cylinder head (18) and head (20) of a piston (22) are provided with a mirrored finish to increase the efficiency of the transition chamber (25).

[0021] The piston (22) is provided with ring grooves (26) and (28), within which rest piston rings (30) and (32), such as those known in the art. The piston rings (30) and (32) form a seal between the piston (22) and cylinder (14), preventing the passage of gases thereby. The piston (22) is pivotally coupled to a connecting rod (34). The connecting rod (34) is coupled to a crankshaft (36), which is journaled to a crankcase (38). The crankcase (38) is coupled to the casing (12). Coupled to one end of the crankshaft (36) is a flywheel (40). Coupled to the other end of the crankshaft (36) is a V-belt drive pulley (42) provided with a V-belt (44).

[0022] As shown in FIG. 1, provided between the casing (12) and the cylinder (14) are three coils (46), (48) and (50). The supplemental coil (46) is preferably constructed of between 100 and 500 turns, and most preferably 220 turns, of 20 gauge wire. The supplemental coil (46) is approximately 20 centimeters long. The cylinder coil (48) is preferably constructed of between 200 and 900, and most preferably 600 turns of 18 gauge wire. The cylinder coil (48) is approximately 15.0 centimeters long. The transition coil (50) is preferably constructed of between 50 and 100, and most preferably 80 turns of 18 gauge wire. The transition coil (50) is approximately 4.5 centimeters long. The supplemental coil (46) may act as a capacitor when charged, or as an electromagnetic shield when uncharged. When the piston (22) is at TDC the cylinder coil (48) is located completely below the head (20) of the piston (22) and the transition coil (50) completely surrounds the transition chamber (25). The cylinder coil (48) acts as a magnetic field generator on the interior of the cylinder (14). The transition coil (50) also acts as a magnetic field generator on the interior of the cylinder (14), but is primarily focused to generate a predetermined magnetic field within the expansion chamber (24) when the piston (22) is near the TDC position. In the preferred embodiment, only the cylinder coil (48) and transition coil (50) are used.

[0023] A ionization generator, such as a radio frequency generator (52) coupled to a high frequency antenna (54) is provided to act on the gas within the transition chamber (25) to Ionization. The antenna (54) is preferably constructed of 18 gauge wire between 5.0 and 10.0 centimeters in length and most preferably 8.1 centimeters in length wrapped 60% around the Transition chamber at mid point within the torodial structure. An alternate way to perform this function could also be to modulate the transition coil (50) with this RF power.

[0024] As shown in FIG. 1, the high frequency antenna (54) is secured through the cylinder head (18) and extends into the expansion chamber (24). An initiator system is provided, such as a high voltage coil (58) or multiple coils (58), (60), (62), (64), such as “coil on plug” spark coils, such as those known in the art, provided with a 55 KV output sufficient to generate a arc of 140 KV and long enough duration to induce transition of the ionized gas mixture within the transition chamber (25).

[0025] If desired, the cylinder head (18) may be provided with a clear glass port (56) to allow visual access to the expansion chamber (24). An initiator system, such as four high voltage coils (58), (60), (62) and (64) and an arc return element (66) are secured to the cylinder head (18). (FIGS. 1-4.) Four high voltage electrodes (68), (70), (72) and (74) depending from the four high voltage coils (58), (60), (62) and (64), extend through the cylinder head (18) and into the expansion chamber (24). The arc return element (66), which is a 0.6 centimeter diameter copper screw, also extends through the cylinder head (18) into the expansion chamber (24). An alternate to this is to use an aluminum post with a small pod at the end within which would be strontium or a similar accelerant.

[0026] As shown in FIG. 1, provided on the cylinder head (18) is a refueling port (76), provided with a valve (78) to allow infusion of a gas into the expansion chamber (24) without having to disassemble the motor (10). Also provided on the cylinder head (18) is a system sensor (80). The sensor (80) is an insulated length of 18 gauge copper wire that protrudes 2 mm into the transition chamber. This sensor (80) connects to the Electronic Control System (84) and detects the status of Plasmic Transition Process sequence.

[0027] A sensor (82) such as those known in the art, is coupled to the crankshaft (36) to indicate the position of the piston (22) relative to the TDC position. Alternatively, a magnet may be mounted to the flywheel (40) and a Hall Effect switch mounted in a stationary position in the crankcase (38), and actuated by the magnet as the magnet comes into proximity with the Hall Effect switch.

[0028] The electronic control system (ECS) of the present invention is shown generally as (84) in FIG. 5. The ECS (84) includes an embedded control system (86), provided with a central processing unit, such as a microprocessor (88), onboard RAM (90) and flash memory (92). In this embodiment the 8-bit microprocessor (88) can control 24 lines providing selective switching of up to 8 Coils and 8 voltage lines. As shown in the schematic of FIG. 6, to accommodate more lines, additional processors (100) may be used. Alternatively, larger 16-bit, 32-bit or 64-bit processors may be used.

[0029] Coupled to the embedded control system (86) are two DC to DC converters (94) and (96) which are in turn coupled to a battery (98). (FIG. 5). The battery (98) is preferably between 9-38 VDC. The first converter (94) converts voltage from the battery (98) to 12, 24, 36 or 48 VDC. The second converter (96) is digital programmed variable, configured to convert voltage from the battery (98) to 6 to 48 VDC as desired to control the speed voltage used by the engine electromagnetic coils for operation of the variable speed of the motor (10) and to accommodate various fuel mixtures wherein. The embedded control system (86) uses selector/buffers (102) and (104) coupled to the converters (94) and (96) to vary the voltage output to the switch controller (106). The switch controller (106) is an 8-bit microprocessor which controls the switching of the various components of the motor (10). The switch controller (106) is buffered from the high energy switching of Coils, IGBT, and expansion chamber electromagnetic coils and DMOSFET, by driver buffer circuits to insure safety.

[0030] The ECS (84) is coupled to the crankshaft sensor (82) and the sensor (80) provided within the transition chamber (25) to allow the ECS (84) to determine the status of plasma transition. (FIGS. 1-5). The ECS (84) may also be coupled to other instruments, such as the valve (78) coupled to the refueling port (76), to allow the ECS (84) to trigger automatic refueling of the motor (10). The ECS (84) is coupled to a starter (108) which in turn is coupled to an electric motor (110) coupled to the flywheel (40). The radio frequency generator (52) is coupled to the ECS (84), allowing the ECS (84) to be programmed to generate various radio frequencies for use as speed changes and to accommodate various designs of the motor (10), fuel mixtures.

[0031] The second selector/buffer (104) and ECS (84) are coupled to a high voltage controller (112), which in turn is coupled to the four high voltage coils (58), (60), (62) and (64). The switch controller (106) and the selector/buffers (102) and (104) are coupled to a male connector (114) to allow the ECS (84) to be connected to the coils (46), (48) and (50) and any other components of the motor (10) desired to be controlled by the ECS (84). These switches are high power IGBT devices to control the coil dwell or high power DMOSFET switches for the electromagnetic coils.

[0032] As seen from FIG. 5, the ECS (84) controls the conversion of input voltage from the battery (98) to the voltage for recharging the four high voltage coils (58), (60), (62) and (64), as well as the variable voltage output to the coils (46), (48) and (50), to control the speed of the motor (10). The ECS (84) also controls the power and frequency of the RF signal generated by the radio frequency generator (52) to accommodate motor design, desired speed and fuel mixture requirements.

[0033] FIGS. 6-8 show schematics of the ECS (84) for motor (10) of the present invention provided with the supplemental cylinder assembly (118), of a construction similar to that described above and controlled by the ECS (84). The supplemental cylinder assembly (118) is positioned parallel to the cylinder (14), having a piston (119) offset one stroke from the piston (22) and coupled to the crankshaft (22) to drive the crankshaft (22) and flywheel (40) when the piston (22) is on its recovery stroke. (FIG. 1). As shown in FIG. 6, the ECS (84) has a Controller Area Network (CAN) bus interface (120), allowing various components of the motor control systems (10) to communicate directly with one another, or with components of a vehicle (not shown) associated with the motor (10). The ECS (84) is also provided with a debug/program interface (122) to allow software bug fixes and programming of the ECS (84). This programming port allows the test engineer to fine tune the controller functions to fit the specific engine, initiator, gas mixture or other variation that will be needed as new instances are created and once complete to store that program for future use. This provides a very large economy of use on the manufacturer.

[0034] As shown in FIG. 7, the ECS (84) accomplishes power switching of the controls the four high voltage coils (58), (60), (62) and (64) using insulated gate bipolar transistor (IGBT) devices (124), (126), (128) and (130) comprising 500 to 800 Volts at 10 to 40 Amp 50 KW to 320 KW switches. The ECS (84) accomplishes the power switching of the coils (46), (48) and (50), using metal-oxide-semiconductor field-effect transistor (MOSFET) devices (132), (134), (136) and (138). FIG. 8 shows the ECS (84) schematic of the starter control (140) and refueling control (142). FIG. 8 also shows the ECS (84) schematic for the radio frequency power generator (144) and (146) for the radio frequency generator (52) described above and the radio frequency generator (147) associated with the supplemental cylinder assembly (118). (FIGS. 1-8).

[0035] When it is desired to operate the motor (10), the expansion chamber (24) is evacuated and the ECS (84) is programmed using the debug/program interface (122) to operate as follows: The ECS (84) actuates the valve (78) to dose the expansion chamber (24) with fuel until the pressure within the expansion chamber (24) is approximately one atmosphere. The fuel may be any desired combination of the noble gases: helium (He), neon (Ne), argon (Ar), krypton (Kr), xenon (Xe), and radon (Rn). One fuel mixture known in the art is a combination by volume of 35.6% helium, 26.2% neon, 16.9% argon, 12.7% krypton and 8.5% xenon. While radon may be used, it is inherently unstable and may cause an undesirably large release of energy. Similarly, hydrogen may be used in the mixture if it is desired to speed up the reaction or generate additional power as may be the case with larger displacement engines.

[0036] After dosing the expansion chamber (24) with fuel, the ECS (84) actuates the electric motor (110) coupled to the flywheel (40) to turn the crankshaft (36) and drive the connecting rod (34) and piston (22) until the motor (10) begins to operate under its own power. While the electric motor (110) is engaged, the ECS (84) monitors the crankshaft sensor (82) to determine when the piston (22) is at TDC and start the excitation cycle while applying a recharge cycle to the supplemental cylinder assembly (118) as it returns from bottom dead center (BDC) toward TDC.

[0037] The ECS (84) begins the excitation cycle by supplying the variable or “speed” voltage to the supplemental, cylinder and transition coils (46), (48) and (50) creating an electro magnetic field, so that the north pole of the electro magnet over the cylinder (14) is on the same end as the high voltage electrodes (68), (70), (72) and (74). The change in voltage to these coils (46), (48) and (50) “squeezes” the fuel within the cylinder (14), compressing the fuel mixture within the cylinder (14) to the center and presetting the ionic form of the lighter gases. By varying the voltage supplied to the coils (46), (48) and (50) the ECS (84) controls the speed at which the motor (10) operates. Increasing the voltage packs the fuel more tightly, increasing the eventual rate of transition of the plasma fuel and with it the linear movement of the piston (22) toward BDC, which the connecting rod (34) translates into increase speed of rotation of the crankshaft (36).

[0038] As the piston reaches ̃5 degrees from TDC, the ECS (84) actuates the four high voltage coils (58), (60), (62) and (64), initiating a simple high voltage, 100 KV, arc within the expansion chamber (24). At the same time, the ECS (84) initiates the addition of 2.05 to 47.12 MHz radio frequency (RF) energy into the expansion chamber (24) by providing the radio frequency generator (52) with 12 volts at 8.2 amps (−100 W) to introduce RF energy into the expansion chamber (24) via the high frequency antenna (54).

[0039] As the piston reaches ̃45 degrees past TDC, the ECS (84) increases or decreases the voltage applied to the coil (48) as desired to either speed up or slow down the reaction within the cylinder. The specific expansion coefficient is a variant of the gas mixture. Expansion for the fuel mixture listed above is about five times its original volume.

[0040] The heavier elements in the fuel will not be a part of this reaction as the excitation is removed before it has time for them to be effected. The heavier elements act as a buffer between the plasma, the piston and cylinder wall, allowing a targeted push on the piston by the Plasmic transition. The heavier elements are in the mix as a buffer to isolate the plasma from anything that could disrupt the transformation. For example, if the plasma was to touch the interior of the cylinder (14), it would lose the ongoing ability to expand and would immediately retract, so the buffering is important.

[0041] The ECS (84) also supplies a recharge voltage to the supplemental cylinder coil assembly (118) to help regenerate the fuel into gas to get it recombined and ready. As the fuel converts back to gas, it shrinks to form a partial vacuum within the chamber as it returns to one atmosphere and the squeeze provides quicker return to a stable state.

[0042] As soon as the sensor (80) indicates to the ECS (84) that ignition has occurred, the ECS (84) disables voltage to the four high voltage coils (58), (60), (62) and (64) as the transformation to a plasma has started. As soon as the sensor (80) notes that the power has decreased by 50%, the ECS (84) disables voltage to the radio frequency generator (52). The power and wavelength of the RF energy within the transition chamber (25) also dictates the speed of operation of the motor (100). The higher the frequency, the faster the ionization process takes place and the faster the motor (10) operates. The piston should be just over half way down toward BDC Bottom Dead Center) at this time.

[0043] The Transition cycle is allowed to start its collapse, which actually takes place and completes just before BDC. At or about BDC, the ECS (84) removes the speed voltage from the coil (50) and places a recharge voltage on the coils (46), (48) and (50), if needed, for collapse. As the piston (22) begins to move back upward toward TDC, the ECS (84) recognizes the upward speed of the piston (22) which allows the ECS (84) to adjust voltages and duration to either speed up or slow down the motor (10).

[0044] The ECS (84) keys off of signals produced by the sensor (80), comprising at least one for TDC, and may include multiple pulses to further locate the piston (22) position within the 360 degree rotational cycle of a single power cycle. This input is then translated into internal processor signals to energize the three coils (46), (48) and (50), radio frequency generator (52) and four high voltage electrodes (68), (70), (72) and (74) to function at their proper time in relation to the placement of the piston (22) within cylinder (14) and the 360 degree arc of the crankshaft (36) as set by a predetermined set of parameters. If, at any point the ECS (84) detects a decrease in energy output of the motor, the ECS (84) triggers the valve (78) to provide additional fuel into the expansion chamber (24) through the refueling port (76).

[0045] Although the invention has been described with respect to a preferred embodiment thereof, it is to be understood that it is not to be so limited since changes and modifications can be made therein which are within the full, intended scope of this invention as defined by the appended claims. As an example, the motor may be provided with four, five or more coils which the ECS (84) can switch in sequence. In another example, the ECS (84) may be coupled to device, such as generator, water or air pump etc., to automatically adjust the output of the motor (10) according to the changing demands of the device. In yet another example, the RF power may be increased to 900 MHz to 1.7 GHz, or higher. As the RF frequency goes up, the power required to excite the fuel goes down. The ECS has the ability to sense and react to the engine and it can be programmed to control engines of any design, so any static timing given is for instructional purposes as a starting point for fine tuning.

Infinite Energy Magazine

Issue 51
The Mystery and Legacy of Joseph Papp's Noble Gas Engine
Eugene F. Mallove

If you thought that the saga of cold fusion was bizarre, labyrinthian, and astonishing with its mother-lode of unexpected findings— from nuclear-scale excess heat to the rebirth of alchemy in low-energy nuclear transmutation, discoveries alternately persecuted or ignored by the scientific establishment— the cold fusion adventure doesn't hold a nuclear candle to the story of Joseph Papp and his noble gas engine. The Papp engine saga seems to have had its roots in the 1950s, but it only came into public view in 1968. And, strangely enough, there may well be an underlying physics that links elements of the two stories and their profoundly heretical science. Pathological skeptics of cold fusion— and perhaps some cold fusion researchers— may laugh at or recoil from this synthesis, but they will be treading on thin ice.

One of the best overviews of the Papp story appeared in California's San Jose Mercury News newspaper on August 27, 1989. We have reprinted David Ansley's exemplary account, which was triggered by the cold fusion announcement some four months earlier (p. 14). Read Ansley's piece to get the gist of what had happened up to mid-1989 with the Papp engine. We also reprint a well done story that ran much earlier in Private Pilot, in December 1968 (p. 49). But the Papp saga has progressed far beyond those days, hence we are devoting a substantial portion of this issue of Infinite Energy just to begin to recount the tale of the Papp engine as it has never been done before. There is very likely to be more to come. . .so stay tuned. (We are looking into the possibility of preparing a DVD made from video tapes of Papp's demonstrations already in our possession and from present day experiments, if permissions can be obtained.) This editor has been aware of claims about the Papp engine since about 1992, but it has only been within the past three years that sufficient information has emerged to change my view from curious onlooker to acceptance of the engine's validity.

The basic "problem" with cold fusion is, of course, that water in contact with metals with a bit of low voltage electrical excitation is not supposed to make nuclear reactions and release huge thermal excess energy per atom of presumed reactant. The problem with Papp's noble gas engine is that the noble gases employed— argon, helium, krypton, neon, and xenon— are essentially non-reactive chemical elements (except in certain exotic combinations known to modern chemists); that's why they are called noble. How can such gases, "pre-treated" or otherwise, explode with unusual violence and drive a reciprocating single-cycle engine— a retrofit device from an ordinary gasoline engine (lubricated with oil to be sure), but one with no cooling system, no fuel system, and no exhaust? On its face, Papp's engine appears inconceivable— until the evidence is weighed very carefully. Once the battery-driven electric starter revved up the Papp engine (according to dozens of initially skeptical witnesses), the engine— equipped with an alternator— ran with no outside electrical input. And, even if such "miracle" reactions of noble gases should produce interminable explosions from a tiny volume of gas, pushing pistons and driving a large flywheel, why didn't such an engine run very hot? It didn't. What about the supposed need for a much lower temperature reservoir to make this "heat" engine work at all? If the engine is a monumental "fraud," it is a very, very challenging one to try to pull off.

In the Beginning
How to begin? Let's try this synopsis: A technically schooled draftsman and ex-pilot, Josef Papp (pronounced "Pop" in proper Hungarian), emigrated from Hungary to Canada in 1957 after the ill-fated anti-Communist revolt and Soviet invasion of his country. Perhaps he may have made paper or microfiche copies of documents relating to some sensitive R&D projects in Hungary and he took them with him to the New World? That's only educated speculation. Otherwise, if his independently developed ideas really worked, as they seem to have, he was either extremely lucky in finding a hidden secret of Nature, or he was an unfathomable genius. He did not seem like the latter. From all accounts, he was an extremely paranoid, very unstable, selfish, and unpredictable man, who was probably one of his own worst enemies. There is little evidence that he understood the physics of what he had, but however the process was developed— it seemed to have worked in a way that seems "too good to be true"— it was an almost fully formed new energy technology that came very close to coming under the wings of some of the world's largest technology corporations.

The story entered its second phase with what seems like a preposterous diversion: In Canada in the early 1960s, Papp worked secretively to develop a mysterious, sleek "submarine" that looks like something out of a "Star Wars" movie. He claimed that he would cross the Atlantic with it in much less than a day— that's what he told Canadian television. (It was a big media story in Canada in the summer of 1966, but most of you probably missed it, though Papp wrote a now hard-to find book about the episode, entitled The Fastest Submarine.) Then he disappeared. Within days, Papp was found by authorities bloodied and floating on a rubber raft off the coast of France. Papp claims to have made the ocean crossing in only thirteen hours after he left North America. Where was the wondrous submarine? "Lost at sea," of course, according to Papp. The fantastic claim was soon debunked in a very embarrassing way— but, in truth, no one has ever found the submarine either in Canada or in the Atlantic. Why Papp thought he could get away with this stunt and how this episode seems to clash with what comes next— the scientifically interesting part of the Papp saga— is a mystery and may forever be. Papp is dead— cancer took him on April 13, 1989, three weeks after Fleischmann and Pons announced cold fusion.

But apart from this embarrassing, bizarre episode with the submarine, Papp left behind one of the most tantalizing legacies in the history of free energy: There exists nearly rock-solid evidence now that Papp really had managed to build a robust engine of over 100 horsepower (75 kilowatts) that was "fueled" by a mixture of, we believe, "pre-treated" noble gases (probably mixed with some air). Though it had no exhaust and no cooling system, it had huge torque even at low RPM (776 foot-pounds at only 726 RPM, the result of one certified test— see Exhibit A.) [Exhibits from this Introduction to the Issue 51 cover story are not available on the website.] Dozens of astonished engineers, scientists, and investors— even a Federal judge with an engineering background was blown away by it— have seen the engine working in closed rooms for hours, which would have killed its occupants with toxic gases had it been a hydrocarbon-fuel engine. There was absolutely no exhaust, no visible provision for any exhaust! The engine ran cool— only about 60°C (140°F) on its surface, it has been reported by several reliable observers. All these people, who had years to try to debunk it, became convinced of the engine's reality. They all failed to discover a hoax. But here is the ultimate triumph of the Papp engine: Today, ongoing research in the United States— totally independent of Papp and his former financial interests— has proved conclusively that noble gases, electrically triggered in various ways, can indeed explode with fantastic violence and energy release— melting metal parts and pushing pistons with large pressure pulses. Some of the people performing this work, or who have evaluated it, are from the cold fusion field, others are experienced plasma physicists. Some will allow their names to be revealed, while others in senior positions at major research institutions must remain anonymous for now. I am confident, however, that these scientists will eventually "go public." They should, when circumstances permit.

Two Explosions, One Death
Apart from the intense contemporary work to resurrect the Papp engine in its full cycling functionality and the independent certification test in 1983 (see p. 9), what other proof is there that Papp's engine was for real? Sad to say, this evidence is the death of one person and the severe injury of three others at a public demonstration of the engine on November 18, 1968 in Gardena, California. At that event, the engine exploded with an evident energy release that no internal combustion engine could touch. Read the eyewitness testimony of engineer Cecil Baumgartner (p. 31) in my interview with him this year. He was representing the top management of the TRW aerospace corporation that day. The previous month (on October 27, 1968) Baumgartner and others had observed one of the detonation cylinders of the engine test fired in the California desert. In full public view, just a few cubic centimeters of noble gas had been admitted with a hypodermic needle to the sparking chamber, and this made the thick steel-walled chamber peel back like a banana when the device was electrically triggered. The collaborating observers from the Naval Underseas Warfare Laboratory (as the Pasadena, California lab was then called), who attended the desert test, had earlier sealed the chamber so that Papp or others could not insert illicit explosives as part of a hoax. Their names, according to Baumgartner, were: William White, Edmund Karig, and James Green.

Feynman's Mistakes and the Recovery
But at the public meeting the next month at which the fatality occurred (see the local newspaper account of the fatality and injuries-p. 30) was Caltech physicist Richard P. Feynman (1918-1988), who had worked on the Manhattan atomic bomb project in World War II. Before even arriving at the demonstration, Feynman assumed that the Papp engine, whose operation he was about to witness, had to be part of an elaborate hoax. We know this because he recounted his reactions during the episode in his widely circulated internet account touted by the "skeptic" community (see "Mr. Papf's (sic) Perpetual Motion Machine," p. 29).

But here is the central problem with Feynman's analysis (which has many other errors of fact and logic embedded in it): There was a court action against Feynman by Papp and his backer, Don Roser of Environetics, Inc., as a result of Feynman's inept attempt to disprove the Papp engine with his unauthorized pulling of an electric control-circuit wire that Feynman egregiously imagined had to be powering the engine. It was unfortunate for Feynman that the wire's gauge was far too thin even had there been a secret electric motor within the retrofit Volvo engine. Furthermore, as you will read, the engine kept running even after the flimsy wire was removed. Feynman asserted that Papp most likely had deliberately planned to blow up his own engine to avoid subsequent discovery of the "fraud"! And, Feynman acknowledges that there was an out-of-court settlement with Caltech. Surely, had there ever been the slightest piece of evidence that conventional explosives blew up the Papp engine that day, Caltech would most certainly not have had to settle. Papp would soon have been charged with manslaughter, no doubt, and Feynman would surely have cited this evidence publicly. He was not one to shrink from dramatic gestures. Caltech also had the motive and the means to skewer Papp with the kind of evidence that is routinely gathered by police departments and crime labs following explosion accidents.

However, all records of the investigation into the accident appear to have vanished down some kind of a memory hole. I believe they exist somewhere, but we have not been able— yet— to obtain them. On June 29, 1998, Caltech's very helpful Associate Archivist, Shelley Erwin, faxed me: "Well, the mysterious affair with Mr. Papp/Papf continues to remain mysterious. I have found nothing in the Feynman papers that refers to it. Nor is there any obvious reference to Mr. Papp or the lawsuit in administrative or publicity papers from the time. We do not have a clippings file for the 1960s, so that is one type of resource I did not investigate. . .I think I have done all I can here, without any useful result. We would be interested to know how your search comes out— if indeed this is a true account. I wish I knew."

I made more recent contact with various Caltech offices, which could not provide me with any records— not even its public information office had newsclips, and efforts to locate official accident reports in California have come up dry. Some of these may have been destroyed, according to some police departments contacted. After all, this is an accident that happened thirty-five years ago. But the point is that nowhere, so far, do we have any evidence that the explosion was a result of illicit explosives. Failing such direct evidence of hoax, the proved violence of the explosions— the November 1968 and the October 1968 ones— strongly point to the reality of the Papp process. But we also have the contemporary laboratory work that establishes convincing evidence— visual and by instrumentation— that noble gases can be made to explode and achieve over-unity. Heroic work on a shoestring budget over the past few years is recounted in broad scope by researchers Mark Hugo and Blair Jenness in Minnesota (p. 51). We hope to feature their work in greater depth in future issues. Heinz Klostermann of California, whom I met two years ago, has been of great assistance in assembling some of the information that went into this issue of Infinite Energy. On p. 55, he discusses his broad knowledge of many of the groups working in the U.S. in the past and today in the effort to recover the Papp engine technology. He has begun his own independent initiative.

Two anonymous Ph.D. investigators circa 2000, with prominent positions in the cold fusion field, certainly estimated over-unity factors beyond 10 and perhaps even 100— for what may well be a suboptimal version of the Papp noble gas process. To run a cyclic 100 HP engine as Papp did would require detonation energies possibly far beyond these preliminary factors, but remember: no one who is attempting to recover the technology knows the exact pre-treatment process and gas mixture that Papp employed. The patents, so far, have not been adequate to learn exactly what was done. Finally, the eyewitness accounts, as well as the dynamometer test of 1983, give further support for the validity of the Papp technology.

Feynman is widely known today for his aid in helping to resolve the space shuttle Challenger accident of 1986. The brilliant, entertaining, passionate, and often self-effacing physicist with the Far Rockaway, New York accent won the Nobel Prize for physics with Julian Schwinger and Sin-Itiro Tomanaga in 1965, three years before the explosion of the Papp engine in Gardena. He is rightly considered to be a very great scientist, whose quest to expand the frontiers of physics and to convey the excitement of science to the public was legendary and noble. In fact, I had often thought that if Feynman had lived into the cold fusion era, he might have set some of the anti-cold fusion bigots straight. Several years before Feynman's Nobel Prize award, in April 1963 in several wonderful lectures that have been reprinted in a book, The Meaning of It All (Addison-Wesley, 1998), Feynman made these wise observations

"The exception tests the rule." Or, put it another way. "The exception proves that the rule is wrong." That is the principle of science. If there is an exception to any rule, and if it can be proved by observation, that rule is wrong. (p. 16)

The rate of the development of science is not the rate at which you make observations alone, but more important, the rate at which you create new things to test. (p. 27)

There is no authority who decides what is a good idea. We have lost the need to go to an authority to find out whether an idea is true or not. We can read an authority and let him suggest something; we can try it out and find out if it is true or not. If it is not true, so much the worse— so the "authorities" lose some of their "authority." (p. 21)

Indeed, the "authorities" of modern physics seem to have lost their authority completely. If one of its most dynamic and iconoclastic members, Feynman— a hero to physicists as well as to the general populace— can have made such a horrible error in judgment in the matter of his observation and actions at the Papp engine demonstration in 1968, then there is real trouble, and this is now proved. Feynman's tragic mistake would be just that, by the way— a mistake whether or not the Papp engine is real. If it is real, so much the worse for Feynman's legacy, for science, and for civilization. The inadequate methods by which Feynman rendered a snap judgment on the Papp engine that day reflected poorly on him; his methods were incapable of discovering the truth about this device. And then there are the questions about what did Feynman know and when did he know it, concerning any accident reports that may have been available to him.

In retrospect, this 1968 event seems like a foreshadowing of many other horrors that were to come in the 1980s, through the 1990s and beyond— vicious persecution of the cold fusion/low-energy nuclear reaction field by "authorities" and their followers. The so-called "skeptics" of CSICOP and elsewhere, who chose to use Feynman's reflections on the Papp demonstration as an example of how science should be done, should hide their heads in shame, but they won't. They will be outraged that one of their icons and their belief in the impossibility of new energy sources are found wanting. They will not admit this, of course.

The Patents
Joseph Papp was issued three United States patents for his process and engines, one of which is reprinted in full and the others are briefly discussed and the introductory parts reprinted (p. 21):

One of the high points of subsequent activity by Papp and his colleagues was the independent certification testing in 1983. Thanks to the late Dr. Paul Brown and to Jack Kneifl, I have had in my files for several years photocopies of the actual documentation of the certification test, which was done in Oklahoma. It has been circulating among those who have been interested in reviving the Papp technology, and includes Chemistry Professor Nolan's impressive C.V. The affidavit is reprinted in Appendix A.

In Search of an Explanation
Assuming that the Papp engine phenomena that have been observed are valid, no one can claim to have a satisfactory and comprehensive explanation for what is going on. In my view, the physics associated with the detonation, light emission, and other phenomena in these noble gas explosions is quite beyond contemporary understanding. It is of interest that Dr. Randell Mills and his colleagues at BlackLight Power Corporation have observed excess heat phenomena associated with microwave stimulation of helium and hydrogen mixtures, but not krypton and argon mixtures. I'm not sure that this has any direct bearing on the Papp conditions, but I mention it for completeness.

Dr. Paulo and Alexandra Correa of Canada were kind enough to abstract for inclusion in this issue of Infinite Energy (p. 61) a report that they prepared in the mid-1990s concerning the Papp technology— or at least a crude copy of it. This was based on a limited view; they were given only a video tape, the performance claims, and the patents. They discuss the differences between the plasma and energy phenomena they have pioneered in their PAGDTM excess energy technology, and what they could gather from the Papp technology experimenters' claims.

It is my view that to explain the Papp engine, a very radical departure from conventional understanding of nuclear physics, atomic structure, electricity, and the vacuum state will be required. The general class of models will be those that explain subatomic "particles" and how they interact as manifestations of an aether physics.

The Scandal of Official Inaction
There can be no greater indictment of our energy and science advisory bureaucracy in Washington, D.C. than in the host of letters that made urgent pleas that something be done about the Papp engine. On the positive side, there were letters asking for information about it, such as the one from the U.S. Army shown in Exhibit B, but the other responses evidence the kind of grave science and technology policy problems in government that would emerge in the cold fusion era. Some letters show that the same people in DOE who obstructed cold fusion acted earlier to obstruct a resolution of Papp's claims! Exhibits A-I are our collection of the text of annotated letters; copies of the originals are in our possession. We thank those who divulged these letters on behalf of the search for truth.

The letter in Exhibit C was evidently written by one of the associates of Navy people who supervised the sealing of the Papp "cannon" so that no illicit explosives could have been inserted in the Papp device that was fired in the California desert.

The letter in Exhibit D shows the sincere interest of another aerospace corporation, other than TRW, which had dropped the Papp engine after the explosion in November 1968. It also proves that the litigation with Caltech was still ongoing in the fall of 1970.

A do-nothing letter from DOE's legal staff, in response to one of several letters that were sent to President Jimmy Carter is shown in Exhibit E.

John Deutch, an MIT Professor who was serving in DOE during the Carter Administration, dismisses the Papp engine in his thinly disguised negative letter to Senator Hatch of Utah (Exhibit F). Ironically, Deutch would later play a two-faced role in the cold fusion saga as it unfolded at MIT when he was Provost there in 1989 (see IE #24). He later became Director of the CIA, but was caught in an egregious computer security lapse, which could have landed him in jail.

In the letter in Exhibit G, a sincere U.S. Navy Rear Admiral writes to President Carter in an effort to focus his attention on the Papp engine. It appears that Papp may have misguided McMillian about his credentials (Papp had no doctorate) and the date of his arrival in the U.S.
An insulting letter from the DOE (just months before cold fusion was announced) to one of the witnesses to the Papp engine testing is shown in Exhibit H. George Lewnes, who had an engineering background, had seen the engine run in Florida. Here DOE touts its hot fusion program as the only possible route to fusion! Always the same excuse for not investigating new processes.

A very late letter— 1992— from Jack Kneifl in Nebraska, who was part of a team that was attempting to recover the Papp technology, is shown in Exhibit I. Admiral Elmo Zumwalt was a well respected and famous Naval officer. This letter shows that anti-cold fusion DOE people— Drs. Polansky and Ianniello— were also obstructing the Papp engine recovery.

Summary and Looking Forward
There is now a staggering amount of good information available, which at a bare minimum would justify a thorough review of the Papp engine matter by official agencies such as the U.S. Department of Energy and military research organizations such as DARPA. There is significant evidence for the release of heretofore unknown explosive energy from noble gas mixtures. The energetic level of these reactions on their face, if confirmed by independent review, may have serious national security and global security consequences (especially in this age of terrorist threat— use your imagination). But the cat is out of the bag, and it cannot be put back. One hopes that the civilian uses of this potential technology will far outweigh the military hazards.

Joseph Papp was a "hero" to have brought this technology to the New World, but his outrageous behavior at many turns helped prevent scientific truth from emerging. Yet at long last, the truth is coming out. There needs to be a wide and deep review of the evidence. Unfortunately, the experience of the cold fusion/low-energy nuclear reaction (LENR) field over the past fourteen years, in trying to get an impartial DOE review of now proved and replicated LENR experiments, does not inspire much confidence that DOE or other official groups will do anything about this— even if the evidence is shoved in their faces. The John Huizengas, William Happers, Richard Garwins, and Steve Koonins (Caltech) of this world wield enormous influence within government. They know a priori that cold fusion, and now the Papp engine, are nonsense. Therefore, it will fall to the private sector and to individual scientific researchers to deal with or not deal with the Papp engine enigma. We hope that this beginning of Infinite Energy's coverage of the Papp engine, and the science that may underlie it, will contribute to the search for scientific truth. Perhaps the Papp saga, and particularly Richard Feynman's negative role in it, will yet help to catalyze a long overdue review by mainstream science of what it thinks it knows and what it thinks it knows cannot be.