Over the course of this past 12- years I have experimented with a number of Implosive type reactors aimed at achieving huge gains in fuel economy as well as the development of an anti-gravitational technology.  

Working with the aim of developing marketable products in an effort to fund my R&D I published many of the results in the form of DIY kit tutorials and applied the proceeds from those sales along with a few donations from a few contributors furthering my research.

While working with Implosive reactors and/or fuel economy technology I ended up researching radio controlled airplanes and RC components e.g. electronic speed controllers (ESC), electric ducted fan-jets (EDF) and model airplane fabrication.   

Applying these new concepts to fuel economy technology I constructed an EDF-jet and mounted the wing to the rear of my test vehicle.  Using a servo tester mounted in the console of my dash I was able to control the speed of the electric motors enabling me to soft start the high-speed fan-jet engines.  Unfortunately though I was only able to conduct a couple of test because the motor mounts kept self-destructing due to the torque from the motors.

Even with the few short tests that I did manage to conduct I did not see any milestones of fuel economy appear on the readout of the scan-gauge mounted in dash of my vehicle. 

Meanwhile;

I constructed a second EDF-jet DIY RC-plane tutorial as well as a method of reinforcing the ducted sleeve and motor mounts rendering them almost indestructible. 

I do however believe that my suspicions concerning the use of additional brute push thrust force to gain any efficiency in fuel economy have been correct all along i.e. an upper limit is rapidly reached where exhaust type thrust alone is not capable of any increased efficiencies. The fact of the matter is that by expelling jet thrust alone you are simply running out of steam!

Which brings us full circle back to the implosive turbine wing, which btw yielded an impressive 30-percent gain in fuel economy at all speeds driven above 60-mph and up to 95-mph, which demonstrated a 40-percent increase at the highest speed and was only powered by the wind and was not motorized. 

http://www.youtube.com/watch?v=cjvDsTWNzT4 

You can glean a rough idea of the DIT and wing technology by using http://google.com with the following key words will allow you to access much of the research data,

Robert A. Patterson Implosion

 Note the DIT2-technology is poised to prove applicable to improved windmill technology, EV re-charging systems and to achieving huge gains in fuel efficiencies.

Working with both the EDF-jet and the Xtreme implo-turbine wing it became apparent that by combining the two wing technologies I could assemble a very compact ducted implo-turbine (DIT) and wing.  In fact by salvaging components from both projects e.g. EDF motors from the RC plane and radial flow components from the implo-turbine wing etc… I can and have assembled a model representing the new DIT2-technology.

Issues have been resolved both on paper and by examining the new DIT model I have worked out all of the assembly details e.g. motors, generator, bearings, couplers etc…

 In fact the only detail currently floating to the surface is where best to install the PM-gen. e.g. up front under the radial flow component or toward the rear located behind the drive impeller.   I am siding toward installing the PM-gen. up under the radial flow cowling because that cowling makes a good hardened point for mounting the PM-gen. coil although the wiring would be much simplified by mounting the PM-gen. as close to the drive motor as possible, which is toward the rear of the DIT, requiring only that some extra bracing be devised to support the gen. coil. 

The photo above represents what the new DIT2-wing might look like i.e. an internally ducted wind activated electrically powered implosive ramjet turbine!

This new DIT2-technology is wholly different then its predecessor the experimental ram-implo-wing, which utilized passive vortex action via wing-tip vortices to generate implosive thrust assisting your vehicle’s fuel economy via drag utilization i.e. lessoning the drag-force induced by the forward travel of your vehicle.  

Conversely the new DIT2-wing technology makes use of the compression ratio similar to the piston in your engine equaling a 10/1 compression ratio because the piston is housed in a sleeve.  Likewise the DIT2 turbine is housed in a sleeve, which is designed to take full advantage of super low-pressure vortex action, which in turn generates an implosive thrust in opposition to explosive thrust.  The thing to remember is that there is more energy in this pulling force than there is in brute pushing force.

Well how can that  that be?

We can analogize the DIT2 by comparing it with the demolition of an old building.  By selectively placing the explosive charges we can cause the building to collapse inward upon it-self.  In like manner the DIT2-technology causes the air to collapse in upon itself and the ensuing vortex chain reaction begins feeding itself. 

In reality this collapsing vortex chain-reaction is one part motor due to its rotary action and one part fuel in fact this implosive air reaction becomes both motor and fuel.

Unlike its counterpart the experimental Ram-implo-wing the DIT2-technology is not subject to any of the RIW’s issues e.g. the DIT2-wing is virtually unaffected by its location on the vehicle and as such does not require any experimental adjusting to locate the optimum position for its operation. 

That being said locating the DIT2-wing anywhere in the slipstream will cause it to function however the lessons learned from the RIW taught us that there is a an optimum location for the wing on your vehicle should you deiced to optimize your DIT2-wing technology.  

Additionally unlike the RIW the DIT2-wing technology will be offered with a warrantee i.e. your money will be refunded should the DIT2-wing fail to improve your mileage.