This file was originally posted on the KeelyNet BBS on December 3, 1993 as GARRETT1.ASC.

The Next Step in
Energy Production, Engines and Lighting
by Jerry W. Decker for KeelyNet

(with apologies to the Dallas Morning News, the Van Nostrand Scientific Encylopedia and the US Patent Office)

For years we have heard stories about a demonstration of a car that ran on water here in the Dallas area. Never was there any text substantiation or other documents relating details. Many of our friends had also heard the story with hints of a green pill or powder that was added to the water while in the gas tank that somehow made it combustible with no further actions taken beyond the simple ignition via a high intensity spark.

About three years ago, our friends Howard and Joanne Bond sent us a short newspaper clipping describing the demonstration. The article indicates a patent was secured for the "something" that made the car run on water. That has kept me inspired all this time and made me keep an eye and ear out for additional information.

The basic story as I heard it was that the inventor of the traffic light, Dad Garrett, failed to get a patent on the idea. Every city adopted his traffic light invention for which Dad Garrett received little in return. He and his son Charles invented other devices, among them a means of making an automobile engine run on water, but I never heard of a patent issued on this.

To promote the discovery, a public demonstration was held at White Rock Lake in Dallas somewhere around 1934. The event was covered by news media of the day and we understand there was a Pathe' or Movietone newsreel. An automobile was towed to the lake site. We do not know the type of automobile or whether it was a 6 or 8 cylinder engine. A gallon of water was removed from the lake and put into the gas tank. The car was then started and driven around the lake with no problems.

Several months back, I decided to do whatever it would take to dig up this patent, if it existed. I knew from the article that a Dad Garrett and his son Charles had invented this "something". I did not know the year of this alledged patent and so had to go through several volumes looking for anything relating to Garrett. Sometimes inventors assign their invention to companies and that posed an additional problem if such was the case.

I finally did find a patent issued to Charles H. Garrett on July 2, 1935 and called an ELECTROLYTIC CARBURETOR. The number was 2,006,676. Since the microfiches only go back to about the mid-40's, I had no option except to order it from the patent office. A letter was sent to them with $2.00 ($1.50 for the patent and .50 for mailing costs). After almost 3 months, I got a letter saying that patents had now gone up to $3.00. So, another letter with the extra $1.00 FINALLY got me the patent about 3 weeks later.

I have been calling it a HYDROLYTIC CARBURETOR because of WHAT it is combusting and have been totally amazed at the simplicity of the technology. Several of our associates have received advance copies of it and are quite impressed, saying they will build and test it. We too will test it and openly share our findings.
Please feel free to pass this file around.

The newspaper articles are included in this file for the exact information as published from the 1935 demonstration to the latest modern report of which I am aware.

Bob Aldrich of Survivor BBS in LA gave us additional patent numbers pertaining to the Horvath patents for electrolysis to power an automobile engine. Of those patents, the Garrett patent was NEVER listed as a "prior art" patent. That is quite odd as it PRECEDES several of the points made by the Horvath patent, not to mention being SO SIMPLE. Experiments will be carried out on the Garrett design and we and our fellow experimenters will share our findings for those interested. The potential is ENORMOUS.
What follows is the story confirming that no green pill was involved in the process and which Howard and Joanne Bond sent to KeelyNet.

Dallas Morning News - 1992 - Long Format

Headline : Early inventor builds water-powered auto
Date : September 6, 1992
Page : 48A
Edition : HOME FINAL
Author : A.C. Greene
Word Count : 398
Text :

The late Henry "Dad" Garrett was a multi-talented Dallas inventor with a bent for electrical contrivances, and in 1935, he and his son, C.H. Garrett, patented and exhibited an automobile that ran on water -- actually, on hydrogen after the water was broken down by electrolysis.

Dad Garrett was already famous for his work. In 1920 he set up WRR in Dallas, the world's first municipal radio station, and was its first announcer. He was the first man to build a radio in his car, and he developed radio transmission from the car for police use. He also invented an automatic electric traffic signal, possibly the nation's first.

Eugene P. Aldredge recalled the Garretts: "I had rented a small office on the seventh floor of the Allen building in downtown Dallas for my letter service, and one of my early customers was the eighteenth floor National Electric Signal Co. owned by Dad Garrett and son C.H..

"I was informed that the two were experimenting with an automobile that used water for fuel, that they carried on their experiments in a workshop adjacent to their office on the top floor, and that two separate explosions (from dangerous hydrogen) had nearly blown a hole in the roof of the building...Neither was hurt."

On September 8, 1935, The Dallas Morning News first announced that the water-fuel concept worked -- at least it worked for "several minutes," the article reported.

A few months later, Pathe' News filmed the car driving along Garland Road with the driver stopping at White Rock Lake to fill the fuel tank with water before cruising off. In 1970, Karen Klinefelter wrote, "Aptly enough, the film was shown on Pathe's Stranger than Fiction feature program."

C.H. Garrett said the only items needed to convert a gasoline-engine auto to a water burner was an electrolytic carburetor and installation of a generator of double normal capacity for the breaking down of the water.

He claimed instant starts in any weather, no fire hazards, cooler operation and plenty of power and speed. The car was not marketed, and no one seems to know its ultimate destiny. Both Garretts died a number of years ago.

[A.C. Greene is an author and Texas historian who lives in Salado.]
The original September 8, 1935 article that I found on microfilm in the Dallas Library.

Dallasite Patents Invention
Which He Claims Substitutes
Water for Gasoline as Fuel

C.H. Garrett, Dallas inventor, gave a private demonstration Saturday of a recently patented contrivance which he said substituted water for gasoline as fuel for internal combustion engines.

He said it broke up the water by electrolysis into its component gases, oxygen and hydrogen, using the highly explosive hydrogen for fuel in the motor cylinder.

The working model operated a four-cylinder engine for several minutes in the demonstration, at varying speeds and with several starts and stops. Garrett said he had operated the engine continuously for more than forty-eight hours.

The inventor said the idea itself was not new. He explained that difficulty had been encountered heretofore in attempts to store the dangerously inflammable hydrogen. He claimed to have AVOIDED that trouble by making and exploding the gas in the SAME PROCESS without a storage chamber in which the flames from the motor cylinders might react.

Water, he explained, is broken down into its component gases by passage of an electric current through it from electrodes immersed in the water. Hydrogen collects at the negative pole and oxygen at the positive. The hydrogen, Garrett said, is MIXED WITH AIR (78% nitrogen and other gases...Vanguard) and introduced DIRECTLY INTO THE CYLINDERS.

The inventor said he had been working on the device for eight years, assisted by his father, Henry Garrett, traffic signal engineer for the city of Dallas, inventor of the traffic signal system, now in use here and holder of several patents on such contrivances.

Garrett said attachment of the electrolytic carburetor and installation of a generator of about DOUBLE normal capacity to furnish power for the breaking down of the water were the only changes needed to convert a gasoline burning automobile into a WATER BURNER!

He said the electrolysis chamber would have to VARY IN SIZE with the size of the motor used. One of ABOUT A QUART CAPACITY being big enough for the ordinary automobile.

He claimed instantaneous starting in any weather, elimination of fire hazards, cooler motor operation and fulfilling of all motor requirements in power and speed.

Problems with Hydrogen as an Engine Fuel

One of the problems with the burning of hydrogen in an internal combustion engine is that of EMBRITTLEMENT. This occurs when the walls of the cylinder become saturated with hydrogen ions.

Corrosion Embrittlement - the embrittlement or loss of ductility of metals due to corrosion, usually as a result of intergranular attack which may not readily be visible.

As you can tell from this definition, the metal becomes fragile or porous and can shatter or fracture upon impact, thus damaging the engine. There is also the problem of excess heat. However, with the Garrett patent and verification by modern research, both problems have been overcome.

As to embrittlement, the acidity of water has been found to have a great effect on the speed and the degree to which a material can be dissolved. Generally speaking, the acidity of a system is measured in units called the pH (hydogen concentration), ranging from 1 to 14. Neutral solutions have a pH of 7. A pH less than 7 means that the solution is ACIDIC and more than 7 means that it is ALKALINE.

When a metal becomes corroded because of the acidity of the solution in which it is immersed, it is due to an interchange of hydrogen ions in the solution with the atoms of the exposed metal. When the solution is liquid, the metal goes into the solution and hydrogen tends to plate out on the piece.

Once a hydrogen film has deposited on the exposed surfaces, the dissolving of the metal will cease. Oxygen plays an important part in this process, because the oxygen dissolved in water will react with the film of hydrogen to eliminate it by forming water which allows the corrosion process to proceed.

The following ignition and Btu charts help to compare gasoline and other fuels to hydrogen.

             Ignition Temperature of Fuels in Air

     Combustible     Formula       Temperature in Fahrenheit

   Sulfur               S              470

   Charcoal             C              650

   Fixed Carbon (coal)  C              765 to 1115 (depending on type)

   Acetylene            C H            580 to 825

                         2 2

   Ethane               C H            880 to 1165

                         2 6

   Ethylene             C H            900 to 1020

                         2 4

   Hydrogen             H              1065 to 1095


   Methane              CH             1170 to 1380


   Carbon Monoxide      CO             1130 to 1215

   Kerosine                            490 to 560

   Gasoline                            500 to 800


    Combustible  High Btu      High Btu.        % other gases for

                 per pound     per cubic foot   Combustion lb for lb

                                                Oxygen  Nitrogen  Air

    Hydrogen      61,095          325            7.94    26.41   34.34

    Propane        2,524       21,669            3.63    12.07   15.70

    Butane         3,271       21,321            3.58    11.91   15.49


When ignited, hydrogen burns in air with a pale blue to colorless, nonluminous flame, yielding H20. When mixed with air, the flammability limit is 4-74% hydrogen. When mixed with oxygen, the flammability limit is 4-94% hydrogen.

Care must always be exercised where there may be hydrogen mixtures with air or oxygen because VIOLENT EXPLOSIONS may occur. So we now understand that hydrogen burns with a very hot, explosive and yet invisible flame.

To date, the cost has been prohibitive for providing commercial home type uses. Not to mention the generally accepted yet quite faulty idea of a CENTRALIZED source of power distribution. Such reliance on central systems simply sustains the current need for each of us to be dependent and supportive of these very large institutions.

Eventually, society will see how freedom, independence and prosperity will come from the LOCAL generation of power and food wherever possible.

The high temperatures produced when hydrogen reacts with oxygen or fluorine, plus the low molecular weights of the product gases, have made hydrogen a prime fuel for rocket propulsion, since rocket thrust increases directly with the temperature and inversely with the molecular weight of the exhaust gases.

Some studies have indicated that the cost of transporting and distributing hydrogen by pipeline may be less than the cost of transporting and distributing electric power. Presumably existing natural gas pipelines and distribution systems can be adapted to the use of hydrogen.

Although hydrogen has a net heating value of only 275 Btus per cubic foot, as compared with 913 Btus per cubic foot for methane, the lower density and viscosity of hydrogen make it possible for a pipeline to deliver about the same amount of thermal energy as with methane, at a somewhat higher compression cost.

The thermal energy in hydrogen can be utilized more efficiently in home heating than natural gas, because hydrogen can be burned in nonconventional heaters, with no loss of heat, since its only primary combustion product is water. By using flameless catalytic heaters, nitrogen oxide can be eliminated. However, oxygen depletion of closed spaces will still present a hazard.

Hydrogen mixed with gasoline has generated as much as a 50% improvement in overall efficiency. A test motorcar obtained 19 miles per pound of hydrogen. However, since liquid hydrogen weighs only 0.58 pound per gallon, the mileage figure was 11 miles per gallon of liquid hydrogen. The use of liquid hydrogen as a motor fuel thus presents several major problems despite its basic attractions.

Hydrogen for home heating

Using hydrogen for home heating requires some other considerations. Because hydrogen burns with a hotter flame, some design features of current heating apparatus would require changes. The energy content per unit mass of liquid hydrogen is about 2.75 times greater than that of hydrocarbon fuels. On the other hand, there are only 325 Btus per standard cubic foot of hydrogen as compared with about 1,000 Btus per standard cubic foot of natural gas. The ignition energy of hydrogen is about 0.02 millijoules, which is less than 7% that of natural gas.

Hydrogen for lighting

Lighting via the use of hydrogen can be accomplished by the phenomenon of CONDOLUMINESCENCE, a cold process. A phosphor is spread on the inside of a tube similar to the conventional fluorescent lamp. Upon coming in contact with the phosphor, small amounts of hydrogen combine with the oxygen in the air to excite bright luminescence in the phosphor. (Is this the secret of the mysterious "perpetual lamps" as found in ancient tombs?)

Electrolysis of water

The theoretical power required to produce hydrogen from water is 79 KiloWatts per 1,000 cubic feet of hydrogen gas.

Modern electrolyzers consist of:

High pressure can also increase electrolyzer efficiency. A commercially available electrolyzer operates at pressures of 30 atmospheres (about 450 PSI), 194 degrees F., requiring 300 amperes of electric current at 217 volts. Other units operating at current densities of 800 amps per square foot can produce up to 4,400 pounds of hydrogen per hour.

So, with all the above, we can see both the promise and some of the problems with the use of hydrogen as fuel. Personally, I was amazed while digging this info from the Van Nostrand Encyclopedia on finding that hydrogen could be used to produce light.

Further Info

As stated above, the primary problems with Hydrogen are the excessive heat and the embrittlement problem.

Both problems have been solved according to a NOVA video entitled Hydrogen - the Invisible Flame. The use of a stoichiometric mix of hydrogen to oxygen (as in Yull Brown's Gas), with outside air eliminates the embrittlement problem while water vapor sucked into the intake cools the exploding gas mixture to reduce the heat. Both of these techniques were pioneered by Charles Garrett, tested and patented in 1935.
The text of the Garrett patent follows.

    Patented July 2, 1935                                    2,006,676

                         United States Patent Office


                           Electrolytic Carburetor

                     Charles H. Garrett, Dallas, Texas

                Application July 1, 1932, Serial No. 620,364

                          Renewed November 30, 1934

                            5 Claims (Cl. 204-5)

  This invention relates  to  carburetors   and   it   has  particular

  reference to an electrolytic carburetor by means of  which water may

  be broken up into its hydrogen and oxygen constituents and the gases

  so formed suitably mixed with air.

  The principal object  of  the invention is to provide in a device of

  the character described, a mechanism  by means of which water may be

  readily decomposed into  its  constituents,  and  the   constituents

  intimately mixed with each other and with air.

  Another object of  the  invention  is  to  provide means whereby the

  electrolyte level in the carburetor may be maintained at a more or

  less constant level  regardless of fluctuations in fluid pressure at

  the fluid inlet of the carburetor.

  Another object of the invention  is  to  provide  means  whereby the

  relative amount of  air mixed with the hydrogen and  oxygen  may  be

  regulated as desired.

  Still another object  of  the invention is the provision of means to

  prevent loss of hydrogen and oxygen  gases  during  periods in which

  these gases are not being drawn from the carburetor.

  Still another object  of  the  invention is the provision  of  means

  whereby the hydrogen  and  oxygen resulting from electrolysis may be

  formed in separate  compartments,   and  a  further  object  of  the

  invention is the  provision  of  means to periodically  reverse  the

  direction of current flow and thereby alternate the evolution of the

  gases in the separate compartments, to be later intermingled.

  With the foregoing   objects   as   paramount,   the  invention  has

  particular reference to its salient  features  of  construction  and

  arrangement of parts,  taken  in  connection  with the  accompanying

  drawings, wherein: -

    Figure 1 is a view in vertical section of one form of carburetor.

    Figure 2 is a modified form.

    Figure 3 is  a  diagrammatic  view of a pole changer, showing its

             actuating mechanism, and

    Figure 4 is a wiring diagram for  the  modified form of carburetor

             shown in Figure 2.

  Continuing more in detail with the drawings, reference  is primarily

  directed to Figure 1 in which the reference numeral 1 designates the

  carburetor housing, which  is  preferably constructed of bakelite or

  other suitable insulating material.  The housing 1 is so designed as

  to divide the carburetor into a float  chamber  2 and gas generating

  chamber 4, connected by a fluid passage 3.

  Water UNDER PRESSURE  is  FORCED  into  the  carburetor  through  an

  opening 5 which  communicates  with  the float chamber 2 through the

  medium of the sediment chamber 6  and  the  needle  valve orifice 7,

  which is closed  by  a  needle  valve 8 when the device  is  not  in

  operation.  A float  9  surrounds  the needle valve 8 and is free to

  move vertically relative thereto.   Depending  from  the cover 10 to

  the float chamber 2 are two ears 11, located at spaced  intervals on

  opposite sides of the needle valve 8.  The members 12 are pivoted to

  the ears 11,  as  shown.   The weighted outer ends of the members 12

  rest on top of the float 9, and their  inner ends are received in an

  annular groove in  the collar 13 which is rigidly  attached  to  the

  needle valve 8.

  Within the gas  generating  chamber 4, a series of spaced, depending

  plates 14 are suspended from a horizontal  member 15 to which a wire

  16 has electrical contact through the medium of the  bolt  17, which

  extends inwardly through  the  housing  1  and  is threaded into the

  horizontal member 15.

  A second series of plates 18 is located  intermediate  the plates 14

  and attached to the horizontal member 19, and has electrical contact

  with the wire 20 through the bolt 21.

  A gas passageway  22,  in  which  a  butterfly  valve 23 is located,

  communicates with the gas generating  chamber  4  through an orifice

  24.  An air  inlet  chamber  25  has  communication   with  the  gas

  passageway 22 above  the  orifice  24.   A  downwardly opening check

  valve 26 is in control of the openings 27, and is held inoperatively

  closed by means of light spring 28.

  An adjustable auxiliary air valve  29 is provided in the wall of the

  gas passageway 22, which air valve is closed by the  butterfly valve

  23 when the  butterfly  valve  is  closed, but communicates with the

  outside air when the butterfly valve is open.

  The operation of the device is as follows :

  The chambers 2 and 4 are first  filled  to  the  level  'a'  with  a

  solution of weak sulphuric acid or other electrolyte  not changed by

  the passage of  current therethrough, and the opening 5 is connected

  to a tank of water, not shown.

  The wire 16 is next connected to  the  positive  pole  of  a storage

  battery or other source of direct current and the  wire  20  to  the

  negative pole.  Since  the  solution  within  the  carburetor  is  a

  conductor of electricity,  current   will   flow   therethrough  and

  hydrogen will be  given off from the negative or cathode  plates  18

  and oxygen from the positive or anode plates 14.

  The butterfly valve  23  is opened and the gas passageway 22 brought

  into communication with  a  partial  vacuum.   Atmospheric  pressure

  acting on the  top  of  the check valve 26 causes it  to  be  forced

  downwardly as shown  in  dotted  lines.   The  hydrogen  and  oxygen

  liberated from the water at the plates  18 and 14 are drawn upwardly

  through the orifice 24 covered by the check valve 30  where they are

  subsequently mixed with  air  entering  through  the openings 27 and

  through the auxiliary air valve 29.

  When it is desired to reduce the  flow  of  hydrogen and oxygen from

  the plates 18  and  14, the current flowing through  the  device  is

  reduced, and when  the current is interrupted the flow ceases.  When

  the butterfly valve 23 is moved to  closed position, the check valve

  26 is automatically closed by the spring 28.  Any EXCESS  GAS  given

  off during these  operations  IS STORED in the space above the fluid

  where it is ready for subsequent use.

  Water is converted  into  its gaseous  constituents  by  the  device

  herein described, but  the dilute sulphuric acid or  other  suitable

  electrolyte in the  carburetor  REMAINS  UNCHANGED,  since it is not

  destroyed by electrolysis, and the  parts  in  contact therewith are

  made of bakelite  and  lead or other material not  attacked  by  the


  The structure shown  in  Figure  2 is substantially the same as that

  shown in Figure 1 with the exception  that  the  modified  structure

  embraces a larger gas generating chamber which is divided  by  means

  of an insulating  plate  31 and is further provided with a depending

  baffle plate 32 which separates the  gas  generating chamber 33 from

  the float chamber  34  in which the float 35 operates  in  the  same

  manner as in  Figure  1.   Moreover, the structure shown in Figure 2

  provides a series  of  spaced  depending   plates   36   which   are

  electrically connected to the wire 37, and a second series of

  similar plates 38  which  are  electrically connected to the wire 39

  and are spaced apart from the plates  36 by the insulating plate 31.

  Gases generated on the surfaces of the plates 36 and  38 pass upward

  through the orifice  39a  into  the gas passageway 40 where they are

  mixed with air as explained in the description of Figure 1.

  A pipe 51 bent as shown in Figure  2  passes  downwardly through the

  housing of the carburetor and has a series of spaced  apertures  'a'

  in its horizontal portion beneath the plates 36 and 38.  An upwardly

  opening check valve  53  is  in control of the air inlet 54.  When a

  partial vacuum exists in the chamber 33, air is drawn in through the

  opening 54 and subsequently passes  upwardly  through  the apertures

  'a'.  This air tends to remove any bubbles of gas collecting  on the

  plates 36 and  38 and also tends to cool the electrolyte.  The check

  valve 53 automatically closes when  a gas pressure exists within the

  carburetor and thereby  prevents the electrolyte from  being  forced

  out of the opening 54.

  In order to  provide  for  alternate evolution of the gases from the

  plates 36 and 38, a pole changer 41,  shown in Figure 3 is provided,

  which is actuated periodically by the motor 42 which drives the worm

  43 and the gear 44 and causes oscillations of the member 45 which is

  connected by a  spring  46 to the arm 47, thereby causing  the  pole

  changer to snap from one position to the other.

  In operation, the carburetor shown in Figure 2 is connected as shown

  in the wiring  diagram  of  Figure 4.  A storage battery 48 or other

  suitable source of  direct  current   is  connected  to  a  variable

  rheostat 49, switch  50,  pole changer 41 and to the  carburetor  as

  shown.  Thus the rate of evolution of the gases can be controlled by

  the setting of  the  rheostat 49 and the desired alternate evolution

  of the gases in the compartments of  the  carburetor is accomplished

  by means of the periodically operated pole changer 41.

  Manifestly, the construction  shown  is  capable   of   considerable

  modification and such modification as is considered within the scope

  and meaning of  the  appended  claims  is also considered within the

  spirit and intent of the invention.

  What is claimed is:

    1)  An electrolytic carburetor including  an  anode and a cathode,

        float means  to  control  the level of the electrolyte  within

        said carburetor,   means  to  mix  the  gases  resulting  from

        electrolysis with air, and a  check  valve independent of said

        float means to control ingress of air to said carburetor.

    2)  An electrolytic carburetor including anode and cathode plates,

        a float  actuated  valve  in control of the electrolyte  level

        within said  carburetor, means to mix the gases resulting from

        electrolysis with air, a check valve in control of said means,

        a second check valve independent  of said float actuated valve

        to prevent loss of gases from said carburetor.

    3)  An electrolytic carburetor for producing mixtures of hydrogen,

        oxygen and air, including a series of spaced  and electrically

        connected anode  plates  partially immersed in the electrolyte

        within said  carburetor, a series  of  electrically  connected

        cathode plates  spaced  between  said  anode plates,  a  float

        operated valve in control of the electrolyte level within said

        carburetor, an air inlet to said carburetor and a check valve

        in control of said air inlet.

    4)  An  electrolytic carburetor for generating hydrogen and oxygen

        gases from water and for mixing said gases with air, including

        an anode  and cathode paritally  immersed  in  an  electrolyte

        within said carburetor, float actuated means  to  replace  the

        water consumed  whereby  to  maintain  a  constant fluid level

        within said device, means for  mixing the said gases with air,

        and a check valve in control of said latter means.

    5)  An electrolytic carburetor including an anode  and  a cathode,

        float actuated  means  to control the level of the electrolyte

        within said carburetor, means  to mix the gases resulting from

        electrolysis with air, a check valve in control of said latter

        means and  means  to  periodically  reverse the  direction  of

        current through said carburetor.

                                                   Charles H. Garrett 

The drawings are;

Figure 1 is a view in vertical section of one form of carburetor.

Figure 2 is a modified form.

Figure 3 is a diagrammatic view of a pole changer, showing its actuating mechanism, and

Figure 4 is a wiring diagram for the modified form of carburetor shown in Figure 2.

Useful tips for experimenters

The electrolyte mixture used in the Horvath patent is 25% potassium hydroxide with 75% of distilled water.

This is a good initial mix for the Garrett patent and if you choose to experiment with it, we recommend you stick with what works, i.e. the Garrett idea of battery acid (weak sulphuric acid) in a beginning mixture of 25% sulphuric acid with 75% water (should be lakewater based on the newspaper articles...(g)....).

So many people want to jump from base level to a flying saucer or free energy generator without proving the basic phenomenon. This causes a loss of confidence and a waste of money because the "improved" design did not work and abandonment of the project.

Other options include :

Caveats and safety warnings

Hydrogen is EXPLOSIVE!


Resonance of water molecules at high amplitudes could possibly EXPLODE the hydrogen/oxygen bond (refer DANART1 on KeelyNet)!

In a chamber filled with water, this could be DISASTROUS, possibly leading to a chain reaction!! So take every possible precaution if you choose to experiment with sonics!!!
We here at Vanguard Sciences/KeelyNet and our Associates believe in and practice the free and open release of information relating to energy production, health and gravity control technologies.

Such information should not be monopolized, suppressed or otherwise restricted from benefitting the public at large.

If you choose to experiment with this device, we urge you to be extremely careful and would greatly appreciate your findings or comments. We will also report on what we find, perhaps with many minds and approaches, this can yet be a viable project.

Hybridizing of many techniques to achieve an end result is THE WAY!

Imagine, one simple process that can provide:

Are we so collectively stupid that we can't duplicate today what was done almost 60 years ago and improve on it? Please pass this around freely and reprint it if you want.

Additional sites/items of interest;

Original Monoatomic Gas from Water Discoverer - 12/10/97
Yull Brown was NOT the first!!

Professor Yull Brown
promoter of what is incorrectly called 'Brown's Gas'

George Wiseman's Eagle R&D Page - 07/19/97
Excellent site for those who want to BUILD things that work! Wiseman has the right attitude, built it, test it, sell working plans to support MORE research. Support this guy, he is on target!!!
In a recent communication, George says he has GREATLY IMPROVED the oxy/hyd welding machines sold by Yull Brown, much smaller, and far greater gaseous output for the power applied.

BlackLight Power Home - Hydrogen power

Off Grid Appliance power requirements - 12/27/97