🚀 go-pugleaf

This sounds unlikely to me?  But who knows?

I would be interested if anyone has an informed comment.

---------- Forwarded message ----------
Date: Thu, 30 Mar 1995 07:41:11 -0800
From: al@powergrid.electriciti.com
To: prj@garnet.msen.com
Subject: anti-gravety known to military?

(partial post)
The Following is an essay by Paul A. LaViolette, Ph.D.  It is also an
excerpt from the book "Electrogravitics Systems: Reports on a New
Propulsion Methodology" by Thomas Valone, M.A., P.E.

                     The U.S. Antigravity Squadron

                        by Paul A. LaViolette, Ph.D.

                                Abstract

Electrogravitic (antigravity) technology, under development in U.S.
Air Force black R&D programs since late 1954, may now have been put
to practical use in the B-2 Advanced Technology Bomber to provide an
exotic auxiliary mode of propulsion.  This inference is based on the
recent disclosure that the B-2 charges both its wing leading edge and
jet exhaust stream to a high voltage.  Positive ions emitted from its
wing leading edge would produce a positively charged parabolic ion
sheath ahead of the craft while negative ions injected into it's
exhaust stream would set up a trailing negative space charge with a
potential difference in excess of 15 million volts.  According to
electrogravitic research carried out by physicist T. Townsend Brown,
such a differential space charge would set up an artificial gravity
field that would induce a reactionless force on the aircraft in the
direction of the positive pole.  An electrogravitic drive of this
sort could allow the B-2 to function with over-unity propulsion
efficiency when cruising at supersonic velocities.


For many years rumors circulated that the U.S. was secretly
developing a highly advanced, radar-evading aircraft.  Rumor turned
to reality in November of 1988, when the Air Force unveiled the B-2
Advanced Technology Bomber.  Although military spokesmen provided the
news media with some information about the craft's outward design,
and low radar and infrared profile, there was much they were silent
about.  However, several years later, some key secrets about the B-2
were leaked to the press.  On March 9, 1992, "Aviation Week and Space
Technology" magazine made a surprising disclosure that the B-2
electrostatically charges its exhaust stream and the leading edges of
its wing-like body.(1)  Those familiar with the electrogravitics
research of American physicist T. Townsend Brown will quickly realize
that this is tantamount to stating that the B-2 is able to function
as an antigravity aircraft.

"Aviation Week" obtained their information about the B-2 from a small
group of renegade west coast scientists and engineers who were
formerly associated with black research projects.  In making these
disclosures, these scientists broke a code of silence that rivals the
Mafia's.  They took the risk because they felt that it was important
for economic reasons that efforts be made to declassify certain black
technologies for commercial use.  Two of these individuals said that
their civil rights had been blatantly abused (in the name of
security) either to keep them quiet or to prevent them from leaving
the tightly controlled black R&D community.

Several months after "Aviation Week" published the article, black
world security personnel went into high gear.  That sector of the
black R&D community received VERY STRONG warnings and, as a result,
the group of scientists subsequently broke off contact with the
magazine.  Clearly, the overseers of black R&D programs were
substantially concerned about the information leaks that had come out
in that article.

To completely understand the significance of what was said about the
B-2, one must first become familiar with Brown's work.  Beginning in
the mid 1920's, Townsend Brown discovered that it is possible to
create an artificial gravity field by charging an electrical
capacitor to a high-voltage.(2)  He specially built a capacitor which
utilized a heavy, high charge-accumulating (high K-factor) dielectric
material between its plates and found that when charges with between
70,000 to 300,000 volts, it would move in the direction of its
positive pole.  When oriented with its positive side up, it would
proceed to lose about 1 percent of it's weight. (3, 4)  He attributed
this motion to an electrostatically-induced gravity field acting
between the capacitor's oppositely charged plates.  By 1958, he had
succeeded in developing a 15 inch diameter model saucer that could
lift over 110% of its weight!(5)  Brown's experiments had launched a
new field of investigation which came to be known as
electrogravitics, the technology of controlling gravity through the
use of high-voltage electric charge.


As early as 1952, an Air Force major general witnessed a
demonstration in which Brown flew a pair of 18 inch disc airfoils
suspended from opposite ends of a rotatable arm.  When electrified
with 50,000 volts, they circuited at a speed of 12 miles per hour.(6)
About a year later, he flew a set of 3 foot diameter saucers for some
Air Force officials and representatives from a number of major
aircraft companies.  When energized with 150,000 volts, the discs
sped around the 50 foot diameter course so fast that the subject was
immediately classified.  "Interavia" magazine later reported that the
discs would attain speeds of several hundred miles per hour when
charged with several hundred thousand volts.(7)

Brown's discs were charged with a high positive voltage, on a wire,
running along their leading edge and a high negative voltage, on a
wire, running along their trailing edge.  As the wires ionized the
air around them, a dense cloud of positive ions would form ahead of
the craft and corresponding cloud of negative ions would form behind
the craft.  Brown's research indicated that, like the charged plates
of his capacitors, these ion clouds induced a gravitational force
directed in the minus to plus direction.  As the disc moved forward
in the response to its self generated gravity field, it would carry
with it its positive and negative ion clouds and their associated
electrogravity gradient.  Consequently, the discs would ride their
advancing gravity wave much like surfers ride an ocean wave.

Dr. Mason Rose, one of Townsend's colleagues, described the
discs, principle of operation as follows:(8) The saucers made by
Brown have no propellers, no jets, no moving parts at all.  They
create a modification of the gravitational field around themselves,
which is analogous to putting them on the incline of a hill.  They
act like a surfboard on a wave...The electrogravitational saucer
creates its own "hill", which is a local distortion of the
gravitational field, then it takes this "hill" with it in any chosen
direction and at any rate.

The occupants of one of [Brown's] saucers would feel no stress at all
no matter how sharp the turn or how great the acceleration.  This is
because the ship and its occupants and the load are all responding
equally to the wave like distortion of the local gravitation field.

Although skeptics at first thought that the discs were propelled by
more mundane effects such as the pressure of negative ions striking
the positive electrode, Brown later carried out vacuum chamber tests
which proved that a force was present even in the absence of such ion
thrust.  He did not offer a theory to explain this nonconventional
electrogravitic phenomenon; except to say that it was predicted
neither by general relativity nor by modern theories of
electromagnetism.  However, recent advances in theoretical physics
provide a rather straightforward explanation of the principle.
According to the novel physics of subquantum kinetics, gravity
potential can adopt two polarities, instead of one. (9-13)  Not only
can a gravity field exist in the form of a matter attracting gravity
potential well, as standard physics teaches, but it can also exist in
the form of a matter repelling gravity potential hill.  Moreover, it
predicts that these gravity polarities should be directly matched
with electrical polarity; positively charged particles such as
protons generating gravity wells and negatively charged particles
such as electrons generating gravity hills.  (Thus contrary to
conventional theory, the electron produces a MATTER-REPELLING gravity
field.  Electrical neutral matter remains gravitationally attractive
because of the proton's G-well marginally dominates the electron's
G-hill.)


Consequently, subquantum kinetics predicts that the negative ion
cloud behind Brown's disc should form a matter repelling gravity hill
while the positive ion cloud ahead of the disc should form a matter
attracting gravity well.  As increasing voltage is applied to the
disc, the gravity potential hill and well become increasing prominent
and the gravity potential gradient between them increasing steep.  In
Rose's terminology, the craft would find itself on the incline of a
gravitational "hill".  Since gravity force is known to increase in
accordance with the steepness of such a gravity potential slope,
increased voltage would induce an increasingly strong gravity force
on the disc and would act in the direction of the positive ion cloud.
The disc would behave as if it was being tugged by a very strong
gravitational field emanating from an invisible planet sized mass
positioned beyond its positive pole.

Early in 1952 Brown had put together a proposal, code named "Project
Winterhaven", which suggested that the military developed an
antigravity combat saucer with Mach-3 capability.  The 1956
intelligence study entitled "Electrogravitics Systems:  An
Explanation of Electrostatic Motion, Dynamic Counterbary and
Barycentric Control", prepared by the private aviation intelligence
firm, Aviation Studies International Ltd., indicates that as early as
November 1954 the Air Force had begun plans to fund research that
would accomplish Project Winterhaven's objectives.  (14-16)  The
study, originally classified "Confidential", mentions the name of
more than ten major aircraft companies which were actively involved
in the electrogravitics research in an attempt to duplicate or extend
Brown's seminal work.  Additional information is to be found in
another aviation intelligence report entitled "The Gravitics
Situation". (17)  Since that time much of the work in
electro-antigravity has proceeded in Air Force black projects on a
relatively large scale.

One indication that Brown's electrogravitics ideas were being
researched by the aerospace industry surfaced in January 1968.  At an
aerospace sciences meeting held in New York, Northrup officials
reported that they were beginning wind tunnel studies to research the
aerodynamic effects of applying high voltage charges to the leading
edges of aircraft bodies.(18)  They said that they expected that the
resulting electrical potential would ionize air molecules upwind of
the aircraft and that the resulting repulsive electrical forces would
condition the airstream so as to lower drag, reduce heating, and
soften the supersonic boom.  (Although the author of that article
speculated that Northrup might be negatively charging the aircraft's
leading edge, the sonic barrier effects can also be accomplished with
a positive charge, as Brown originally suggested.)

Although this sonic cushion effect is purely electrostatic, Northrup
apparently got the idea for investigating this effect directly from
Brown, for his electrokinetic flying disc patent explains that the
positively charged leading edge electrode would produce just this
effect.  Brown states:  (6) By using such a nose form, which at
present appears to be best suited for flying speeds approaching or
exceeding the speed of sound, I am able to produce an ionization of
the atmosphere in the immediate region of this foremost position of
the mobile vehicle.  I believe that this ionization facilitates
piercing sonic barrier and minimizes the abruptness with which the
transition takes place in passing from subsonic velocities to
supersonic velocities.

Also in his 1952 paper on Brown's Saucers, Dr. Rose stated:  (8) The
Townsend Brown experiments indicate that the positive field which is
traveling in front of the saucer acts as a buffer wing which starts
moving the air out of the way.  This field acts as a entering wedge
which softens the sonic barrier.

Interestingly, in 1981, the Pentagon contracted the Northrup
Corporation to work on the highly classified B-2 Advanced Technology
Bomber.  Northrup's past experience in airframe electrostatics must
have been a key factor contributing to its winning of this contract,
for "Aviation Week" reported that the B-2 uses "electrostatic
field-generating techniques" in its wing leading edges to help it
minimize aerodynamic turbulence and thereby reduce its radar cross
section. (1)  The same article mentions that the B-2 also charges its
jet engine exhaust stream which has the effect of rapidly cooling its
exhaust and thereby remarkably reducing its thermal signature.

Although these disclosures were framed in the context of enhancing
the B-2's radar invisibility, in fact, they are part of the B-2's
antigravitic drive capability.  With a positively charged wing
leading edge and a negatively charged exhaust stream, the B-2 would
function essentially as an electrogravitic aircraft.  Just as in
Townsend Brown's flying discs, the positive and negative ion clouds
would produce a locally altered gravity field that would cause the
B-2 to feel a forward-directed gravitic force.

The design is also very similar to the saucer craft that Brown
described in his electrokinetic generator patent. (19)  The craft
Brown proposed was to be powered by a flame-jet generator, a
high-voltage power supply that had the advantage of being both
efficient and relatively lightweight.  His generator design utilizes
a jet engine with an electrified needle mounter in the exhaust nozzle
to produce negative ions in the jet's exhaust stream.  The negatively
ionized exhaust is then discharged through a number of nozzles at the
rear of the craft.  As the minus charges leave the craft in this
manner, an increasingly greater potential difference develops between
the jet engine body and the negatively charged exhaust cloud behind
the craft.  By electrically insulating the engines and conveying
their positive charges forward to a wire running along the vehicle's
leading edge, the required positively charged ion cloud is built up
at the front of the vehicle.  A metallic surface of wire grid
positioned near the exhaust stream exit collects some of the
high-voltage electrons and this recycled power is used to run the
exhaust ionizers.  Brown estimated that such a generator could
produce potentials as high as 15 million volts across his craft.

Rumors circulating among people close to the project allege that the
B-2 does utilize antigravity technology.  So, our conjecture, that
the B-2 incorporates an electrogravitic drive, appears to be
substantially correct.

Although the black world scientists mentioned nothing about
electrogravitics in their "Aviation Week" disclosure about the B-2,
they did admit to the existence of very "dramatic, classified
technologies" applicable to "aircraft control and propulsion".  They
were especially hesitant to discuss these projects, noting that they
are "very black".  One of them commented, "besides, it would take
about 20 hours to explain the principles, and very few people would
understand them anyway".  Apparently what he meant is that this
aircraft control and propulsion technology is based on physics
principles that go beyond what is currently known and understood by
most academic physicists.  Indeed, by all normal standards,
electrogravitics is a very exotic propulsion science.

posted for comments only!  Not endorsed by:

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