Ancient Abilities Part 2Chapter 6 The Second Prototype
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Ancient Abilities Part 2Chapter 4: The Prototype free porn video
I really have to give my three wives credit for their putting up with me and supporting me during the time I worked on the design. Thinking back on my moods during the past year, I realized that their forbearance qualified them for sainthood. The only time they even came close to questioning the work I was doing was one afternoon when Mary asked, “Jim, the three of us are curious about how the solar car works and why it will be so much better than the current designs. Could you explain it in terms that we can understand?”
Mary’s request came at a time when I was having difficulty in defining the solar module’s substrata requirements. Fortunately, I realized that I needed a break, so I said, “Alright, I’ll try, but to really understand the design of the tray, battery, and motor-generator, you need to understand gravitational field theory, metallurgy, chemistry, and the conversion of electromagnetic radiation to electrical power, which I am not going to attempt to explain to the three of you.
“Let’s start with the Solar Cell Tray, which is undoubtedly the most mechanically complex of the three assemblies. Basically, the tray connects more than 27,000 solar cell modules in a series-parallel network. Each solar cell module is rated at 1.0 Volt with a maximum output of 30 milliamps. The series-parallel network used by the Solar Cell Tray results in it having a maximum output rating of 48 Volts at 17.25 amps of current. That maximum output occurs when the Electromagnetic Radiation Spectrum provides its maximum amount of energy to the solar cell modules, which is during daylight hours with a clear sky and the sun directly overhead. During the hours of darkness, the Electromagnetic Radiation Spectrum energy decreases and the output current decreases accordingly. Since the energy in the entire range of Electromagnetic Radiation Spectrum frequency range is converted to electricity, the Solar Cell Tray can produce a significant level of output current during pitch-black nighttime conditions. This output level with no moonlight is typically in the range of 2-4 amps of current, and with moonlight available, the output level can increase to about 3-6 amps. The Solar Cell Tray’s output is applied to the battery to keep it fully charged.
“Now the battery is actually the simplest to fabricate, and it’s physical structure and construction is very similar to that of a standard 12 volt lead-acid car battery, but it is much larger in physical size. The main difference between our battery and a car’s lead-acid battery is size, the metallurgy of the plates, and the chemical process necessary to create the electrolyte solution. It is a 48 Volt battery that is rated at 2,000 ampere-hours of power.
“The motor-generator is definitely the most technically complex of the three devices. In simple terms, the motor and generator share a common shaft, and their armatures are wound onto the shaft. The motor’s stator winding creates the torque that turns the armatures and shaft. The shaft drives the vehicle’s wheels via a transmission and differential. As the shaft turns, the generator’s armature induces a relatively small amount of output power in the generator’s stator winding. This power is applied to a gravitational translator.
“The gravitational translator converts the generator’s output power into a pulsed, gravitational field and the field distorts a small volume of the Earth’s gravitational field. Distorting the field causes it to release its gravitational energy. A portion of this energy is absorbed by the gravitational translator and converted to a high amperage electrical current, which is output to charge the battery. Energy from the surrounding portions of the distorted field is redistributed to correct the distortion.
The motor-generator draws 100 amps of current from the battery at full power and outputs 80 amps of battery charging current. The total input power is the sum of the power attained from the gravitational field and battery. The total output power is the power returned to the battery plus the mechanical energy applied to the drive train. The motor-generator’s power efficiency rating (i.e., output power divided by input power) is about 87%.
“I’m still in the process of defining what this all means in terms of operation. Based on my current calculations, a full-sized, sedan or SUV should be capable of operating continuously at a full speed of 85 mph, but that assumes flat terrain and an optimal operating environment. During the night, the battery power will drop gradually to about 65% of full charge, but once the sun comes up, the Solar Cell Tray’s output increases and the battery returns to full charge.
“If I factor in hills, a heavy cloud cover, and an ambient temperature of -10 degrees Fahrenheit, the car can only be operated continuously at full speed for a period of about 27 hours. If the car’s electric heater is being operated at full capacity, the duration drops to 25 hours. One of the things I’ve noted for our final design is that we can duct heat from the Solar Cell Tray’s heat sink into the automobile’s interior during cold weather to reduce the electrical load placed on the electric heater.
“The reason I consider our design superior to the current electric automobile designs is that currently, there is no all-electric, full-size car that can even come close to our operating parameters. For example, if we assume optimum conditions, the current electric vehicles have a maximum range of around 120 miles without recharging. Those that have a solar recharge capability can travel up to about 180 miles without recharging from an external source. The hybrids that use a gasoline engine have a maximum range of about 500 miles without refilling the gas tank. Our car will have an unlimited range. With optimal weather conditions, it could be driven 24 x 7 until it suffers an electrical or mechanical failure.”
Sam asked, “Jim, how long will it take for us to build a prototype so we can gather some test data?”
“I’m not sure Sam. If I set up three workshops and begin the fabrication of the three devices at the same time, I think we could have a working prototype in three or four years.”
Karen asked, “Why so long if you already know how to make the devices?”
“Well, I know how to make the devices, but there can be a big difference between knowing how to do something and actually doing it. I expect that we will encounter problems and other delays.”
Two months later, we opened our first two workshops. In one workshop, we built the tray assembly for three Solar Cell Trays. I subcontracted the parts for the solar cell modules to several vendors, and we assembled them in the second workshop. Thank god, Karen gave me the idea of fabricating the module housings as 48-module sticks, otherwise loading the trays with individual modules would have been a long, tedious process. Once the module sticks were assembled and tested, we shipped them to the first workshop where they were stored until the tray fabrication was complete; then we installed them in the tray.
Once the module sticks had been assembled, tested, and shipped to our first workshop, we converted the second workshop over to assembling three batteries. I had subcontracted the plates and housings for three batteries to subcontractors. All we had to do was install the plates and separators in the housing, make the electrical connections, and add the electrolytic solution that I prepared in my basement. Once the housing lid was secured and sealed, the battery was ready for use.
I subcontracted the motor-generator to a shop that built custom designed motors and generators. In my basement, I fabricated three gravitational translators. In the design data provided to me, the gravitational translator was an integral part of the motor-generator. For security purposes, I built the translator as a separate assembly.
My third workshop was to build our prototype vehicle; I actually had in mind a series of prototypes. My basic need was a large, flat roof area for mounting the Solar Cell Tray and perfect mechanical condition. Therefore, my ladies, kids, and I spent several days wandering around different new car lots. We eventually selected a Chevy Suburban. My ladies felt that we could use the Suburban for our personal vehicle once the testing was completed and the interior seating capacity would come in handy for our kids and us.
Car dealerships, salesmen, and finance managers are all alike. The salesman tries to sell you more car than you want to buy. Usually that means the biggest engine, most elaborate trim package, and all the bells and whistles available as optional equipment. When my salesman started in on his routine, I held up my hand to stop him and told him that I planned to strip out everything related to a gasoline engine and rebuild it as an electric vehicle. He immediately shifted gears and tried to interest me in a Chevy Volt. I thanked him for his helpfulness, but insisted on the Suburban. Unfortunately, I couldn’t special order a stripped down Suburban. Well that wasn’t exactly true for the dealership was willing to put in an order, but the special order would cost more than the regular list price and it would have a longer delivery time. Once the contract was finished, I was turned over to the finance manager who attempted to sell me the extended warrantee and service packages. We finally escaped by giving him a check for just the new car plus registration fees. Sam, Mary, and Karen drove it to our third workshop. After locking the Suburban up in the shop, we went home to celebrate.
After putting the kids to bed, we downed three bottles of champagne and went to bed ourselves. However, unlike the kids, we had no plans of falling asleep until much later. As usual, Karen got to me first. Personally, I think Sam and Mary like to sixty-nine to arouse themselves before they jump my bones. Actually, we weren’t trying for a long involved session of lusty lovemaking. What we wanted was a celebratory pleasure romp.
I had noticed that over the past three years my stamina and my ability to maintain an erection had increased. I also noticed that I no longer went soft between orgasms; my wives really liked that enhancement of my sexual prowess. I knew that the Guidance Council said they were going to do some modifications to my body to enhance my physical wellbeing. Personally, I had hoped to get an additional inch or so of length and an increase in girth. It didn’t happen. Once when I discussed the enhancements with Cathy, she read between the lines and told me I had all I needed to satisfy my wives. All I had to do was learn how to use it better. That was an ego deflater for I had always thought I did an outstanding job in bed. Cathy briefed Sam and Mary after we married, and they took over my sexual education and taught me what they really liked in bed. I guess that no matter how good you think you are, there is always room for improvement.
There was one odd aspect to the Guidance Council enhancing my body. When I was a teenager, they gave me the ability to affect a person’s body, my own included. I had tweaked my body to enhance it in a few minor ways, but sometimes, the changes weren’t permanent. Some of the changes I made seemed to be permanent for they had not reverted to their prior state. Others lasted for a few months or years, but gradually faded away. It was as if my body and others had a natural setting. I could make a change but the body would gradually reject the change and return to its normal state. I had never been able to do a major body enhancement that lasted for more than two years. A few of my minor changes are still stable, but I expect them to eventually revert. It makes me wonder if I had not restored the asshole and his lawyer’s mobility, would they have gradually regained their mobility assuming of course that I did not periodically update their physical impairment.
During the next two months, I hired a crew of auto mechanics, a machinist, and an automotive engineer to strip down the Suburban and rebuild it. Once the engine and all of the equipment and gauges related to the engine were removed, we started to rebuild the Suburban as a solar powered automobile. The first modification was to install a support plate in the engine compartment for the motor-generator. Then above that, we built a support structure for the battery. I had the engineer design a special mount that would spread the weight of the Solar Cell Tray across the surface of the roof.
Mounting the Solar Cell Tray on the suburban’s roof turned out to be more difficult than I had expected. The roof was not designed to support something as heavy as the tray; even with the special mounting assembly. When we fit checked the completed tray, we could see the roof sag. My automotive engineer predicted that road vibration and shock would result in metal fatigue, which in turn would fracture creating leaks, and the pressure on the roof might result in damage to the front and rear windows. The engineer redesigned the support frame to transfer the load to the structural members of the body frame. It wasn’t as pretty as what I had suggested, but it worked better. We would make it pretty when we generated our final design.
With the mechanical design work completed, we started on the redesign of the electrical system. We had retained much of the electrical system related to headlights, brake lights, turn signals, etc. However, the engineer had to design a new instrument panel for displaying the status of the Solar Cell Tray, battery, motor-generator, and other parameters that a driver had to be aware of in operating the vehicle. Once all of the control and status monitoring requirements had been identified and added to the panel, we provided the data to an electronic engineer who designed the cars computerized control box.
The automotive and electronic engineers had to also create a network of sensors and transmitters that would allow us to remotely monitor and record the operating characteristics of the car while it was being tested.
We were lucky. The large number of anticipated problems and delays did not happen, so we were ready for testing in slightly over two years.
It had been more than three years since I had received the first download of design data. While my workshop crews and I were busy creating the prototype of an advanced solar powered car, my ladies and I had been working on our plans for starting the mission the Guidance Council had asked me to complete.
Sam, Mary, and I had developed a rough plan for performing all four of the mission tasks before Karen had joined our relationship. After Karen joined us, we had updated and refined our four task plans. Sam, Mary, and I had previously decided on how we would structure the Inner Council and Action Groups. Around a year after I received my first download, the four of us had prioritized the order in which we would work on the four tasks. We had also defined four milestones that defined when we were ready to begin each task.
We decided the first task we started would be Task 2, the privacy legislation task. This decision was the result of several heated discussions. Karen wanted to do Task 3, the Role Model task, for she liked the idea of working in conjunction with celebrities. Mary favored Task 2 or 3 as our first task; she did not like politics. Sam felt Task 1, the merging of all countries task, should be started first for it would take the longest time to complete and she was interested in politics. I had mixed feeling as to starting Task 1 or 2 first, which caused my opinion to flip-flop from one day to the next. We all agreed that Task 4, the common goal task, should be the last task started.
There were two reasons that led us to select Task 2 as the first task. Task 2 would be easier to accomplish than Tasks 1 and 3. Successfully completing Task 2 would provide us with protection from the media by making our personal lives private. That may not seem important, but Tasks 1 and 3 would cause us to become media targets, so preventing the media from invading our personal privacy would give us a big advantage. This was especially true since most of our planning and many of our actions were performed in the privacy of our home.
Once we all agreed on Task 2 being our initial task, the four of us focused our energies and attention on how to begin the task. According to our plan for Task 2, we developed a grassroots organization that would become the core group for creating interest in creating and passing the legislation that would make invasion of personal privacy for profit illegal. Unfortunately, after 18 months of effort, we finally accepted that our approach was not working.
When it became obvious that our approach wasn’t working, we notified our groups that we needed to modify our approach. We told them that they should take a break while we regrouped and revised our approach. For the next several months, we met with representatives of our support groups to determine their opinions of why our efforts had failed to motivate the American public. We began analyzing our efforts to determine what went wrong. What we eventually realized was there were several things that combined to defeat our efforts.
The main problem was the US was too large for a small group to have a major impact on public opinion. A second problem was Americans had been brainwashed by the media into believing that the media had the constitutional right to invade a person’s privacy in the pursuit of the truth and the right to publish anything they found regardless of who it harmed. A third major problem was apathy. No one cared if the media invaded the other guy’s privacy and caused him problems by making his personal life public. It was only when their life was impacted were they willing to act.
Four key events occurred within the following 6-month period. We finished construction of our prototype car, we decided to enlist the support of Jim Schneider and Frank Tolliver, we decided that we had to focus on a smaller country for introducing our legislation, and our attempt at creating interest in the privacy legislation had caused the government to investigate us. The investigation didn’t amount to much, but we were now in their files as someone to watch.
The completion of the prototype car was the first of the four events to happen. We had maintained the Suburban’s registration even though it had been inoperative for two years. When the Suburban was declared complete, my crew and I climbed into the vehicle with me in the driver’s seat. I put it in reverse and slowly backed it out of the garage. I made damn sure of one thing, and that was ‘Did the brakes work?’ They did.
As the Suburban sat outside in the bright sunlight, I just sat there looking at the instruments. In the process of reassembling the Suburban, we had connected the Solar Cell Tray to the battery. We hadn’t thought of it beforehand, but the roof of our workshop was transparent to a portion of the Electromagnetic Radiation Spectrum. As soon as we made the connection, the battery started charging. The instruments read a full charge on the battery. The Solar Cell Tray was outputting a small current and it read a little over 48 volts.
Making sure the road was clear, I, put the transmission in drive, and pulled out of the driveway. As I gradually pressed down on the accelerator, the Suburban accelerated slowly with just a hint of engine hum and the road noise of the tires. From within the passenger area, that seemed very loud. As I accelerated up to the speed limit of 35 mph, Jack Timmins, our automotive engineer, kept checking the instruments and making notes in his notebook. I made several trips around the block and then brought the Suburban to a stop in front of the shop.
“Well Jack what do you think?”
“The readings look good to me Jim. I think we need to go for a longer drive and get it up to higher speeds.”
We all agreed with Jack. Actually we all wanted to take our new toy out and play with it some more. So after pulling away from the curb, I kept my speed down and headed for one of the local expressways. Once on the expressway, I was able to get our speed up to 45 mph with no problems. Jack kept monitoring the instruments and making notes.
The freeway entrance was four blocks ahead of us, so I got Jack’s attention and said, “Are we ready for the freeway?”
Jack checked his notes and responded, “It all looks good to me Jim; let’s open this baby up even more.”
I pulled onto the freeway onramp and started to accelerate, but then I had to almost stop. The freeway was creeping along bumper-to-bumper. For the next mile and a half, our top speed was 10 mph. The next exit was coming up and the traffic was backed up as far as we could see; there must have been an accident somewhere ahead of us. Jack just kept monitoring the instruments and making his notes. To him, performance at slow speed was as important as performance at high speed.
Once off the freeway, I headed back to the shop; our first test drive amounted to six miles. I pulled the Suburban into the work bay, and my crew started checking the motor-generator, battery, and Solar Cell Tray for any indication of a problem. There were no signs of a problem. While the crew had been going over the car, Jack had gone back to his computer.
“What’s up Jack?”
“Nothing really. I was just recording the instrument readings and comparing them to those I downloaded and to our predictions.”
“Does it look good?”
“Yes, but we didn’t go very far or long. If our future data looks this good, I think we will have a winner.”
At the end of the day, I drove the Suburban home. Jack told me to not worry about manually recording the data as the on-board recorders were on, so he would be able to retrieve the status data tomorrow. He explained that he had done that to validate the accuracy of the recorded values compared to the instrument readings.
Dinner that evening was a rushed affair. Normally, there was a lot of conversation during our meal, but everyone ate in silence so they could finish quicker. My ladies and our kids wanted to go for a drive in the Suburban.
With dinner finished, I left the table and went outside. While Karen and Mary cleaned up the kitchen and dining room, I took care of moving the car seats from our van to the Suburban. An hour later, we were all strapped in the Suburban and ready to go.
We didn’t have time for a really long drive. We would have to get the kids to bed, and we knew what they would be like to ride with after an hour or so of driving; assuming they stayed awake that long. I decided on a large loop that would take about an hour, of course that assumed that the traffic wasn’t bumper-to-bumper. We would take the 10 to the 110, and then south to the 105. We would head back to Santa Monica by taking 105 west to the 405, north on the 405 to the 10, and then west on the 10 to Santa Monica. Traffic permitting, I figured we should be back in a little over an hour.
The eastbound 10 traffic wasn’t too bad. I was able to get the Suburban up to 60 mph several times before we had to slow down to 50. The 110 was a little better for we were able to do an almost constant 60 mph all the way to the 105. I had been monitoring the Suburban’s display panel and all the gauge indications were within what we had computed as normal. I was looking forward to the west 105 for traffic should be lighter and I would be able to open the Suburban up. It didn’t happen for the 105 was slowed down to an almost stop all the way to the 405; there must have been an accident west of the 405. Thankfully, north 405 had light traffic. I was finally able to opened it up all the way and hold it at 74 mph. I was monitoring the gauges closely for signs of overheating and fluctuations in current. Everything looked good, so when I exited to the west 10, I slowed the Suburban down to 65 mph and cruised back home.
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