A turbine engine operates at high pressure and at relatively low temperatures and revolutions per minute through the use of special carburetion, compressor, combustion unit, and turbine arrangements. The system is characterized by the use of water which is vaporized and concurrently reduces the temperature of the vaporized fuel and air mixture as compression occurs, and is not physically intermixed with the combustion gases until after initial combustion takes place. The compressor includes a pair of back-to-back, four stage composite compressors to which synchronized dual carburetion or meter-flow arrangements separately supply water and gasoline or other fuel, along with air. The water absorbs heat from the compression of both of the two compressors, and the resultant vaporous product gases are routed to the jacket of a combustion chamber in which the compressed fuel and air mixture is burned. Following initial ignition and some burning of the fuel, the superheated steam and combustion products are combined, and the combination is supplied to a multistage transverse flow turbine having in the order of 17 pressure stages. The turbine includes arrangements for directing the high pressure gases back and forth through the rotor blades at different radial distances from the axis of the turbine. Exhaust gases from the turbine are applied to a "floating" muffler, including a rotatable inner chamber to facilitate mixing exhaust gases with the ambient air, and to disperse the high moisture content of the exhaust gases.

FIELD OF THE INVENTION 
This invention relates to high mileage turbine engines which use relatively 
small amounts of fuel. 
BACKGROUND OF THE INVENTION 
Present day turbine engines have a number of disadvantages including 
relatively high operating temperatures and speeds. These high operating 
temperatures and speeds require relatively exotic and costly materials, 
for the vanes, nozzles and other exposed parts; and the life of such 
turbine engines is not as long as would be desired. Furthermore, the high 
heat energy content resulting from these high temperatures can not be 
utilized effectively. In addition, the compressor employed in most turbine 
engines heats the incoming air to an elevated temperature corresponding to 
the compression ratio, and the power required for driving the compressor 
is a substantial portion of the output power of the turbine. Also, in most 
turbine engines, due to incomplete combustion a considerable amount of 
smog is developed which pollutes the atmosphere. 
Accordingly, one important object of the present invention is to reduce the 
operating temperature and speed of turbine engines while concurrently 
increasing their efficiency. 
Another object of the present invention is to reduce the energy required 
for the input compressor to turbine engine, thereby increasing the overall 
efficiency of the engine. 
A further object of the invention is to reduce smog from engine exhausts. 
Still another object is to increase the mileage of automobiles, thereby 
reducing fuel consumption. 
SUMMARY OF THE INVENTION 
In accordance with a relatively specific aspect of the invention, the input 
compressor to a turbine engine includes dual carburetion arrangements for 
metering proportional amounts of fuel, such as gasoline and water to a 
pair of compressors which are in heat transferring relationship with one 
another but have separate isolated compressor arrangements for water and 
air on the one hand and for fuel and air on the other hand. 
In accordance with another specific feature of the invention, the output 
from the compressor in which fuel and air have been compressed is 
connected to a primary combustion chamber where it is ignited and burned; 
the output from the other secondary compressor in which water has been 
vaporized and compressed along with input air, is routed to a secondary 
superheating chamber which encloses the primary combustion chamber; and 
toward the output from the combustion chamber the superheated steam and 
combustion products are combined in a mixing chamber. 
In accordance with a further feature of the invention, the combined 
superheated steam and combustion products from the combustion chamber are 
supplied to a multi-pressure staged transverse flow turbine in which the 
high speed gases are routed back and forth through inner and outer 
transverse parallel paths including successive nozzles or guide vanes and 
rotor blades to successively extract energy from the gases as they pass 
through and drive the rotating blades. This turbine can efficiently 
operate at lower temperatures and revolutions per minute than conventional 
turbines. 
A "floating" muffler may also be provided as part of the system, to mix 
additional ambient air with the combustion products, thereby further 
cooling the exhaust, reducing the noise level, and dispersing moisture 
from the exhaust. 
Advantages of the present invention include (1) substantially isothermal 
compression with a consequent reduction in the energy required to operate 
the compressor, (2) lower temperature and lower turbine speed operation, 
so that exotic materials which are employed in conventional turbines need 
not be employed, and (3) a significant increase in efficiency and 
reduction in costs resulting from the foregoing factors. 
From one aspect the present invention involves the use of what may be 
termed a "magic" fuel which is generated by combining superheated steam 
with hot combustion gases, to provide the advantageous results described 
herein. 
Other objects, advantages, and features of the invention will become 
apparent from a consideration of the following detailed description and 
from the accompanying drawings.

DETAILED DESCRIPTION 
Referring more particularly to the drawings, FIG. 1 shows a multiple stage 
composite "WHIRLO" compressor and vaporizer unit having a central rotor 22 
and a housing made up of a principal housing member 24 and a secondary 
housing unit 26 which encloses the rotor from the right-hand side as shown 
in FIG. 1 following assembly of the rotor unit 22 in position. The 
compressor and vaporization unit of FIG. 2 essentially includes two 
back-to-back units, with the unit on the left providing compressed air and 
vaporized water or steam, and the right-hand side as shown in FIG. 1 
providing compressed air and vaporized fuel, such as gasoline, diesel 
fuel, kerosene or the like. 
The air, fuel, and water meter valve or carburetion unit 28 is shown 
located to the right in FIG. 1, and this unit will be shown in greater 
detail below. 
Around the periphery of the compressor and vaporization unit, is an 
optional water jacket 30, which may be employed to provide additional 
cooling for the dual compressor and vaporization unit. Input air is 
supplied through the openings 32 and 34 located near the center of the 
unit. The flow of air to the input 34 on the fuel side of the unit is 
controlled by the rotation of the circular vane 36 forming part of the 
flow control apparatus. This vane is of assistance in maintaining the 
desired stoichiometric ratio of fuel to air, as discussed in greater 
detail below. 
As best shown in FIG. 2, the water and fuel, such as gasoline, are supplied 
through the input orifices 38 near the periphery of the unit. 
The compression is accomplished in four stages, with the initial 
centrifugal stage being accomplished in the zone 40 under the force of the 
rotating impeller blades 42 as shown, for example, in FIG. 2. The second 
stage involves the peripheral channels 44 into which a series of three or 
more (as desired) vanes 46 may extend to provide positive displacement 
through the openings 48 into the third compression stage chamber 50. 
Preferably an odd number of vanes are employed and the number will depend 
on the size of the compressor. 
The vanes 46 may be shaped as shown in FIGS. 8 and 9, rotatably mounted 
into the rotor 22 on pins 47 (see FIG. 2). When the rotor 22 is assembled 
with the housing numbers 24 and 26, the vanes 46 are oriented nearly 
parallel to the circumference so that they will pass the lip of the 
channel 44. Thereafter, in operation the blades rotate to a radial 
position within channel 44 and are held in this position by air pressure 
as the impeller 22 rotates and by stops included in the pivot arrangements 
for vanes 46. Alternatively, if desired, vanes such as blades 46, but 
fixed against rotation, may be inserted through openings such as that 
closed by cover plate 47 one on each side, as shown in FIG. 1. 
Incidentally, the vanes 46 rotate with the small transverse extension 49 
forward, to assist the positive displacement action of vanes 46 in forcing 
the compressed air outward from the channels 44 through the openings 48. 
In the third stage chambers 50, the air is further compressed and is 
continuously whirled by the action of the shorter vanes 52 which terminate 
along a line co-extensive with the normal edge of the impeller or rotor 
22, as well as through the operation of occasional vanes 54 which extend 
across the full width of the peripheral chambers 50. 
Now, referring to FIG. 2, liquid, either water or fuel, depending on 
whether the left or right side of the compressor is being considered, is 
supplied through the opening 38. With the compressor rotor rotating at 
high speeds in the counterclockwise direction as shown in FIG. 2, the 
liquid supplied through the opening 38 is soon broken up into droplets and 
rapidly vaporized as it makes the transit around the compressor from the 
inlet openings 38 to the exhaust passageways 56. Incidentally, the metal 
web or channel 58 as shown in both FIGS. 1 and 2 forces the entrapped 
compressed air and vaporized liquid to flow into the exhaust passageways 
56. 
Concerning another aspect of the compressor and vaporization apparatus of 
FIGS. 1 and 2, the compression of air would normally produce a very 
substantial increase in temperature. However, much of the temperature 
which would otherwise be generated and which would appear in the gases at 
the output from the unit, is absorbed by the heat of vaporization of the 
water in the left-hand side of the unit as shown in FIG. 1. This feature 
by which the back-to-back compressors cooperate to produce substantially 
isothermal compression, is an important factor contributing to the overall 
efficiency of the present turbine system. 
Various details of the three-way flow carburetion or meter valve unit 28 
shown to the right in FIG. 1, will now be considered in connection with 
FIGS. 3, 4 and 5 of the drawings. The cross-sectional view of FIG. 3 is 
taken at right angles to the plane of the paper in FIG. 1. More 
specifically, the three-way meter valving unit of FIG. 3 includes a fuel 
control arrangement involving the input 62, the output 64 and a valving 
arrangement including the disks 66 and 68. The air flow control element 36 
rotates through 90 degrees from the position shown in FIG. 3 in which most 
of the air flow through the air channel 70 is blocked, to a position in 
which the vane is rotated by 90 degrees about the axis of the rod 72 so 
that it is parallel to the direction of air flow through channel 70. 
Finally, the water flow is controlled synchronously with the control of 
fuel and air between the water input orifice 74 and the output 76. The 
water valve includes fixed member 76 and a rotatable disk 78 operating in 
a manner similar to the two elements 66 and 68 associated with fuel flow. 
The control shaft 80 is connected to a crank arm secured to the shaft 72, 
and rotation of shaft 72 synchronously controls the flow of fuel, air and 
water to the compressor and vaporization units disclosed hereinabove in 
connection with FIGS. 1 and 2. More specifically, the control disk 36 is 
pinned to the rotatable shaft 72, as are the disks 68 and 78, controlling 
fuel and water flow, respectively. It may be noted that both the fuel and 
the water valve arrangements include annular chambers for supplying and 
receiving the liquid. In the case of the fuel, the fixed element 66 is 
provided with a sector 82 which is cut away from the full periphery. The 
fixed element 76 for the water control is formed in the same manner. The 
movable element 68 and 78, for fuel and water, respectively, has a 
configuration as shown at FIG. 5 with a corresponding cut-away sector 84, 
and an idle orifice 86. With the vane 36 oriented in the blocking 
configuration for idle operation of the turbine system, the orifice 86 
will overly the sector 82 of the fixed element, and only a small amount of 
liquid, either fuel or water, will pass through the valves. On the other 
hand, when the rod 80 connected to the accelerator is actuated to turn the 
shaft 72 by 90 degrees to the full power output position, disk 36 will be 
rotated to a position parallel with the air channel so that full flow of 
air is facilitated and the two cut-away portions 84 and 82 will be lined 
up to permit high volumes of fuel and water to be supplied to the input 
orifices 38, as shown in FIG. 2. 
In all cases, the fuel and air valves are arranged to provide a 
substantially stoichiometric ratio of fuel to air. This ratio is about 
eighteen to one, or about 0.06 by weight of gasoline to air for complete 
combustion. Similarly, a water-to-fuel weight ratio in the order of 
approximately two or three to one, or more is preferred in order to obtain 
substantially isothermal compression, and to permit the generation of 
superheated steam under all operating conditions. Slight variations of the 
shaping of the cut-away sectors 82 and 84 as shown in FIGS. 4 and 5, may 
be required in order to maintain optimum operating conditions throughout 
the power range of the present turbine system. 
As mentioned above, output fuel and water are separately coupled from the 
output orifices 64 and 76 associated with the carburetion or meter-valve 
unit 28 to the inputs 38 on the right and left-hand sides of the 
compressor and vaporization unit of FIGS. 1 and 2. 
Before proceeding to a consideration of the combustion unit, reference is 
made to FIG. 6 which is a view, unfolded in nature, looking inward toward 
the axis of the compressor and vaporization unit from within the outer 
chambers 50. In FIG. 6 the outer housing walls 24 and 26 may be noted and 
the central rotor 22 as well as the angled slots 48 through which air is 
forced by the rotation of the vanes of 46. The inlet holes 48 to the third 
compression stage (50) start at the bottom of the compressors and extend 
for 90 degrees to 180 degrees, and are sufficiently large to permit full 
flow into the third stage and to vaporize the fuel or water supplied 
through openings 38. 
In FIG. 6, two different configurations of the vanes 52 and 54 are shown. 
Above the center line of the rotor 22, the shorter vanes 52-1 and the 
longer vanes 54-1 are oriented perpendicular to the center line of the 
rotor. However, in the showing below the center line of rotor 22, the 
shorter rotor blades 52-2, and the longer rotor blades 54-2 are angled at 
45 degrees relative to the center line of the rotor. Either of these two 
angles will be effective, and other intermediate angles, such as 30 
degrees, from the orientation of blades 52-1, for example, could also be 
employed effectively. The extended blades 54 may either be formed as an 
integral part of the impeller 22, or may be welded to it, as indicated in 
FIG. 7. The purposes of the extended vanes 54 are to create suction, to 
increase the pressure head, and to clear the flow path. 
Now, turning to the triad combustion chamber, as shown in FIGS. 10 through 
12, it includes a central combustion compartment or chamber 92, having an 
input 94 connected to receive the compressed air and vaporized fuel from 
one of the exhausts 56-1 of the compressor and vaporization unit; and a 
superheat chamber 96 in heat coupling relation with the combustion chamber 
92, and having an input 98 coupled to receive compressed air and water 
vapor or steam from the exhaust 56-2 of the compressor/vaporization unit; 
and a mixing chamber 102 in which the gases from chambers 92 and 96 are 
mixed as a result of the intercoupling openings 104. 
Incidentally, the chamber 96 includes partitions 106 which force the 
helical passage of the compressed air and water vapor around and along the 
length of the combustion chamber 92. In the process of flow of steam and 
compressed air through the helical chamber 96, the water vapor or steam 
becomes superheated and its temperature is further increased, with the 
concurrent increase of energy content of the gases. After passing about 
two-thirds of the way down the combustion chamber 92, mixing is permitted 
by the provisions of the openings 104. If desired, the combustion chamber 
may be mounted centrally with respect to the drive shaft of the turbine 
which is shown passing through the unit at reference numeral 108. 
Considering the construction of the "triad" combustion unit in some detail, 
it includes the outer wall 110 enclosing the outer superheat chamber 96, 
and the inner concentric wall 112 which separates the central combustion 
chamber 92 from the superheat chamber 96, and also includes apertured 
baffle plates 114 along the length of the central combustion chamber and 
radiating fins 116 for energy transfer between the combustion chamber 92 
and the superheat chamber 96. Stoichiometric combustion normally takes 
place at a temperature of approximately 3600 degrees F. Locating the 
combustion chamber 92 within the superheat chamber or jacket 96 allows 
heat from the combustion chamber to be absorbed by the water vapor, which 
becomes superheated steam, instead of wasting the heat by radiation into 
the atmosphere. 
Concerning ignition, a glow plug 118 or a red hot wire and a starter fuel 
inlet 120 appear at the upper right-hand side of FIG. 10, and are provided 
to ignite the stoichiometric fuel-air mixture. The chamber 122 is a glow 
chamber which also facilitates re-ignition of the unit in case of 
accidental flame-out or cessation of combustion. 
Following mixing in chamber 102, the combined combustion products and 
energetic superheated steam and compressed air are supplied to the conduit 
124 for coupling to the turbine. 
Referring now to the turbine of FIG. 13, it is a transverse flow, pressure 
stage-impulse turbine. The turbine has seventeen active stages and one 
augmenting stage. It is an integrated partial admission configuration. 
Every stage has partial admission, yet the total circumference of the 
rotors is covered and there are no blank spaces. 
Now, proceeding to a consideration of the detailed structure, it includes a 
stator structure having two end support members 132 and 134, a central 
stator portion 136 carrying stationary gas nozzle vanes 138 and 140, and a 
central rotor structure 142 carrying sets of radially extending rotor 
blades 144, 146 and 148. The turbine inlet 150 is connected to receive the 
high energy gases from the outlet 124 of the combustion chamber of FIG. 
10. After many transits back and forth through the stationary nozzles and 
the rotating blades of the turbine structure, as described below, the 
exhaust gases exit from the turbine structure at conduit 152, which in 
turn is provided with a vane 154 which is synchronously operated with the 
accelerator controlling the input flow to the compressor unit. This is 
accomplished by the pivot shaft 156 on which the control vane 154 is 
mounted; and the orientation of the shaft 156 is controlled in turn by rod 
158 connected to a crank on shaft 156. The purpose of the control vane or 
valve element 154 is to reduce exhaust gas flow when the amount of fuel is 
reduced under less than full power operation. As the vane 154 shifts 
toward the closed position under lighter load conditions, the turbine 
blade passageways will be kept full, and turbulence will thereby be 
eliminated, with efficiency being kept at or about design point 
efficiency. 
The flow through the stationary nozzles and the rotating blades of the 
turbine is somewhat complex, and may usefully be described in connection 
with FIG. 13a, FIG. 14, and FIGS. 15 and 16. In a general way, the 
transverse flow turbine operates as follows: First, the gases supplied 
through input 150 are directed by the nozzle vanes 162 toward a 
circumferential path which also has a substantial axial component, as 
indicated by FIG. 14. The gases then impinge on the vanes 144 which are 
secured to the rotor, and this imparts torque to drive the rotor 142. The 
gases from the rotor blades 144 impinge on the stationary nozzle vanes 164 
which redirects them to drive the next successive set of rotor vanes 146. 
As shown in FIGS. 13 and 14, the next set of stationary nozzle blades are 
designated by reference numeral 166, the subsequent rotor blades by the 
reference numeral 148, and the guide vanes 168 direct the exhaust gases 
outwardly parallel to the axis of the rotor into the guide channel 170. 
The curvature of the guide channel 170 directs the gases as indicated by 
arrow 172 to the input nozzles 174 at the outer zone of the turbine. The 
high pressure gases then go back across the outer driving zone of the 
turbine, successively impinging on the outer ends of the blades 148, the 
outer portion of the nozzle vanes 166, the outer area of the rotor vanes 
146, and then impinge on nozzle vanes 164 and rotor vanes 144. 
Incidentally, the cross-sections of the rotating blades, and the 
intermediate nozzles remain the same throughout their radial extent, both 
at the inner and outer active areas. This is a result of the turbine being 
pressure staged. By this time, with the rotation of the rotor, the gases 
are displaced around the circumference of the turbine, and are re-directed 
toward the inner portion of the turbine blades and nozzles by the guide 
channel 176 in a zone circumferentially displaced from the turbine inlet 
150. The diagram of FIG. 13a shows diagrammatically the flow path of the 
high pressure gases as they successively transit the turbine blades 
between the two peripheral guide channels 170 and 176. 
FIGS. 15 and 16 are schematic showings of the relative angular orientation 
of the successive stages of nozzle and turbine blades interaction. FIGS. 
15 and 16 are both taken looking from left to right in FIG. 13, with FIG. 
15 being taken at the left hand side of FIG. 13, and FIG. 16 being taken 
through the rotor near the right hand side of FIG. 13, with the rotor 
rotating in the clockwise direction. From turbine inlet 150 (FIG. 13) the 
gases drive stage 1 at the inner blade area on blade 144 (see FIG. 15), 
and then the second stage (not shown in FIGS. 15 and 16), then proceeding 
to inner stage 3 and outer stage 4 (see FIG. 16), then in FIG. 15, stage 7 
may be seen, shifted angularly with the rotation of the rotor. To follow 
this progression, note that the stage numbers set forth on FIGS. 15 and 16 
correspond to the small arabic numbers 1 through 18 which appear on the 
turbine nozzles and blades in the lower portion of the turbine as shown in 
FIG. 13. 
Following the successive transits back and forth across the turbine blades 
as indicated in the diagrams of FIGS. 15 and 16, the gases are exhausted 
through the channel 152, which is of considerable angular extent to couple 
all of the exhaust gases. 
From the turbine exhaust channel 152, the exhaust gases are coupled to the 
"floating" muffler, as shown in FIGS. 17, 18 and 19. The muffler of FIGS. 
17 through 19, is preferably made of stainless steel, and includes an 
outer fixed housing 174 having an input 176 and an output 178. Mounted for 
rotation within the housing 174 is a cylindrical rotatable inner channel 
186, which is mounted for rotation at bearing points 182 and 184. Except 
for the initial input portion of its length, the inner tube 186 is 
provided with a series of apertures 188, to facilitate mixing of the 
exhaust admitted through channel 176 and ambient air supplied through the 
openings 192 between the support vanes 194. Mounted on the rotating member 
186 are a series of angled vanes 196 which have the effect of further 
intermixing the exhaust and the ambient air by causing rotation and 
turbulence within the chamber 174. As indicated in FIG. 19, the output end 
of the muffler shows the reduced end portion 198 of the rotating cylinder 
186, which is mounted on the bearing 184. The output end of the muffler is 
virtually open, with the bearing 184 being supported from three support 
members 202 extending from the reduced diameter cylinder 204 into the 
bearing structure; and a drainage hole 205 is located near the output end 
of the muffler. 
The final figure of the drawings, FIG. 20, is a diagrammatic showing of a 
complete engine illustrating the principles of the present invention. In 
FIG. 20, the outer housing 174 of the floating muffler is shown at the 
lower left. Proceeding from left to right, the load 208 is coupled to the 
shaft of the turbine 210, and to the right of the turbine is shown the 
"triad" combustion chamber including the combustion zone 92, the superheat 
chamber 96, and the mixing chamber 102. To the right of the combustion 
chamber is the gear box or speed changing unit 211, which drives the 
compressor/vaporizer unit 212 through the shaft 214 at the optimum 
operating speed. The carburetor or meter valve unit 28 is shown at the 
right of the dual compressor/vaporizer unit 212. The water jacket 30, 
which is optional, may be connected to a radiator 214, and can also serve 
as a water tank or reserve water tank. Water and fuel are supplied to the 
carburetor or meter valve unit 28 from the supply tanks 216 and 218, 
respectively. A fan 220 may provide supplemental cooling and additional 
air directed to the carburetor or metering valve unit 28. 
Now that a step-by-step description of one turbine engine system embodying 
the principles of the invention has been completed, it is useful to 
mention some other aspects of the invention. In general, it is to be noted 
that, while conventional turbines operate at temperatures above 1500 
degrees F., and at speeds of many thousands of revolutions per minute, the 
turbine of the present invention operates at lower temperatures, in the 
order of 500 to 1500 degrees F. and preferably 600 to 800 degrees F., and 
at speeds of only a few thousand, such as four thousand RPM or less. For 
automotive applications, it is contemplated that the turbine unit will 
have a steady state temperature in the order of about 600 to 700 degrees 
F. 
As discussed in detail above, many of the advantages of the present 
invention arise from the use of substantial quantities of water, which may 
be in the order of two or three or more times the weight of the fuel which 
is employed. By utilizing the cooling water in the dual compressor, it is 
estimated that the specific fuel consumption of the engine will be about 
0.10 to 0.12 pounds per horsepower per hour, as compared to about 0.50 for 
a gas turbine, and about 0.75 and up for a conventional internal 
combustion piston engine. At this rate of combustion it is estimated that 
the engine system of the present invention will yield in the order of 75 
to 100 miles per gallon or more in automotive applications, depending on 
the size of the automobile and the power level of the engine. 
It may also be noted that the present invention has a number of significant 
advantages for automotive applications, particularly as compared with 
internal combustion engines, and the high temperature, high speed turbine 
engines which have been previously proposed. Specifically, as compared 
with conventional piston-type automotive internal combustion engines, 
there will be no tuneups, no distributor, no points, and no carburetor to 
be adjusted at very short intervals. Further, the present engine system 
includes no cam shaft, no crank shaft and associated balancing weights, 
and no torsional vibration. The engine does not require any regeneration, 
and accordingly, none of the bulky regenerator rotors with their 
power-wasting gearing systems are required. Further, because of the lower 
speed, it will not have a high pitched whine and no need for noise 
insulation. In view of the low temperature operation and the geometry of 
the triad combustion chamber, there will be no need for heat insulation. 
The low temperature operation also has the advantage that no significant 
nitrogen oxide compounds will be present in the exhaust. The relatively 
low speed of the engine, in the order of 4,000 revolutions per minute or 
less means that no extreme precision or special machining accuracy or 
tolerances are required for the engine. The problem often encountered in 
turbine engines known as "turbine-lag" will not be present, in view of the 
positive displacement arrangements in the compressor, and the turbine 
exhaust control which maintains proper operating pressure and low 
turbulence within the turbine. The excess energy involved in the 
difference between the combustion temperature of approximately 3600 
degrees F. and the turbine flow temperature which may be 600 degrees to 
800 degrees or thereabouts, will be absorbed as superheated steam which 
will enhance the performance and efficiency of the system and avoid 
radiation losses which would otherwise occur. The superheated steam will 
increase the density of vapor flow, thus increasing the impetus 
transferred to the turbine rotor and further increasino the performance of 
the system. As a collateral feature, the floating muffler will be 
instrumental in diffusing the steam content of the exhaust and preventing 
fogging at the exhaust. 
As a further collateral feature, the compressor is operated from the 
turbine through a speed changing unit 211 so that their speeds can be 
individually optimized without stress and vibration problems. 
The turbine engine system of the present invention has been designed to 
operate over a broad range of relatively low temperatures and low 
rotational speeds. In accordance with one of a number of design 
calculations, a speed of 4300 revolutions per minute, and an input 
temperature of the gases to the turbine of about 1100 degrees F. were 
selected. The turbine design for these parameters includes a blade pitch 
diameter (P.D.) for the inner stages of approximately 15.25 inches and of 
about 16.50 inches for the outer stages. The operative blade height is 
approximately one-half inch for the inner stages and also one-half inch 
for the outer stages, with about one quarter inch separation. The 
temperature drops about 35 degrees F. in each inner stage and about 44 
degrees F. in each outer stage, with U/V being held substantially 
constant. The resulting output temperature of the exhaust gases is in the 
order of 400 degrees F. Incidentally, with lower input temperatures to the 
turbine, in the order of 600 to 700 degrees F., the turbine rotor speed 
would be in the order of 2500 to 3000 RPM. Although the design parameters 
for the compressor and combustion chamber may vary substantially, it is 
contemplated that the combustion chamber could have an outer diameter of 
eight inches or less, and that the dual compressor could have a diameter 
of ten inches or less, and a thickness of about four inches. 
Incidentally, if conventional design methods for the turbine were employed 
to operate on the output from the combustion chamber, one design would 
yield a turbine with two disks or rotors (two stages), with each having an 
O.D. of about 3.5 to 4.0 inches, with operative blade heights of about 
one-quarter inch or less, and operating at a speed of about 70 to 80 
thousand R.P.M.; or alternatively, a design with eighteen stages, each 
using a separate rotor, but involving partial admission turbine 
arrangements. In both alternatives, the losses would have been very high. 
Of course, the arrangements of the present invention avoid these losses 
and inefficiencies, as well as permitting operation at lower temperatures 
and speeds all as discussed hereinabove, through the use of the transverse 
flow principles and using only two or three disks. 
In conclusion, it is understood that the invention is not limited to that 
precisely as illustrated and described hereinabove. Instead of the 
specific compressor and vaporization arrangements disclosed herein, other 
arrangements could be provided in which heat transfer between compressed 
and vaporized fuel, and compressed and vaporized water are provided. 
Similarly, other arrangements could be employed for initially burning the 
fuel in isolation from the compressed air and superheated water vapor and 
subsequently combining them; and alternative multistage turbine 
arrangements could be employed. Also a series of disks may be mounted on 
the turbine shaft, instead of using a single disk. Turbine vanes can be 
attached to the disks by the fir-tree type of attachment by welding, by 
forming the vanes integral with the disk, or they may be assembled by any 
other suitable method to suit the design. Accordingly, the invention is 
clearly not limited to that precisely as disclosed herein.