Secrets of Antigravity Propulsion (19 page)

The gravity potential gradient is seen to be steepest at the negative electrode and to rapidly decrease in magnitude as the positive electrode is approached, and the gravitational thrust on the dielectric declines in a similar fashion.
Consequently, the thrust developed by the device could be maximized by incorporating high-mass semiconducting particles in the dielectric near its negative pole, where the gravity gradient is highest.

The amplitude of the AC quarter-wave resonance should be kept below 100 percent of the negative DC bias voltage.
Otherwise the net electric potential across the dielectric would become slightly positive during the small fraction of the oscillation cycle when the sine wave oscillation was at its positive maximum.
This in turn would produce a slightly negative gravity potential having a small positive potential gradient that would generate a thrust directed toward the negative electrode.
During the brief time it was produced, this small opposing thrust would subtract from the gravitic thrust developed during the majority of the oscillation cycle.

The results obtained in Brown’s Paris vacuum chamber experiment may also be explained in terms of the virtual-charge electrogravitic concept.
The sudden rotor thrusts observed after each spark discharge could be due to the creation of a virtual-charge-density gradient across the rotor’s capacitor element.
The fanning field geometry of the spark discharge would have created a nonlinear electric potential gradient between the capacitor plates that in turn would have created a virtual-charge-density gradient between the plates.
This, then, would have momentarily generated a gravity potential gradient across the capacitor element.
With the disappearance of the spark, these virtual charges would have also disappeared, the intervening field having become linear once again.
While the virtual charges were present, however, they would have generated a substantial gravitational thrust on the rotor.

It is also possible that the rapid recharge of the negative electrode, which took a matter of milliseconds following each spark discharge, served to increase the nonlinearity of the field between the plates thereby increasing the created virtual charge and the accompanying gravitational thrust.
Brown’s observation that he obtained greater thrusts when he used a barium titanate dielectric between the capacitor plates may be explained on the basis of this virtual-charge concept.
In accordance with equation 8 above, the electrogravitic force exerted on an intervening dielectric should vary in direct proportion to the dielectric’s permittivity.
A dielectric such as barium titanate has a K-value of about 10
⁴
when slowly charged, but when rapidly charged over a few milliseconds, its K-value will be much lower, perhaps around 1,500.
So during the course of a voltage change of a millisecond duration, a 1,500-fold-greater virtual-charge density and 1,500-fold greater thrust would be created, compared to the case in which such a dielectric was absent.
The high mass density of barium titanate would be another factor contributing to the production of greater thrust, barium titanate being about six times as dense as water.
That is, for a given gravity potential gradient generated across the capacitor, dielectrics having greater mass would produce greater thrust.

4.3 • TOWNSEND BROWN’S ETHER PHYSICS

To account for electrogravitic phenomena, Brown, too, came to theorize about the existence of an ether and to reject the idea of relative frames.
His Vega laboratory notebook contains a section titled “Structure of Space,” in which he qualitatively explores the subject of the existence of an ether and sets forth some of its more important properties.
Although the notebook’s cover page is labeled “Vega Aircraft Corp.,” these notes on the ether are dated between January and March 1943, which suggests that Brown most likely wrote them when he was teaching at the Atlantic Fleet Radar School in Norfolk, Virginia.
Interestingly, the ether theory that Brown explores has some similarities with subquantum kinetics.

In one passage, Brown explains his reason for considering the presence of an ether.
He writes:

For certain phenomena it is desirable and almost necessary to assume the existence of an aether in order to evolve a satisfactory explanation.
An example is the force of gravitation, particularly the electrogravitational effects; The phenomenon of the movement of a dielectric is such an example .
.
.
Much of the work [presented in these notes] is based on facts derived from actual experiments which cannot be satisfactorily explained without the existence of an aether possessing substantially these qualities.
²⁶

Brown proposes that the dielectric constant K and permeability μ, which are electromagnetic properties of free space, be identified with the ether.
He then proposes that matter might induce a variation in the magnitude of K and μ, causing these quantities to attain greater values near a massive body.
He associates this variation in K and μ with a gravitational potential field gradient and suggests that a mass acted upon by this field has a “tendency to migrate” toward regions of higher K and μ, that is, toward regions where the gravitational potential is more negative.
He envisions a low K and μ region as manifesting a “high pressure” and a high K and μ region as a manifesting a “low pressure,” and that a gravitating body would be migrating from a high-pressure region toward a low-pressure region.

As is done in subquantum kinetics, Brown proposes that potentials are the real existents and that a body’s adjustive response to a field gradient is the essence of force.
Brown’s suggestion that a body migrates in an equilibrating response to the influence of a gravity gradient very much resembles concepts used in subquantum kinetics.
However, he uses a mechanical analogy of a solid body’s response to a pressure differential, whereas subquantum kinetics adopts a reaction-diffusion process analogy, which is fundamentally different.
I believe the reaction-diffusion system concept is a better framework for application to microphysics because in addition to offering an understanding of how fields are generated and how they exert force, it predicts the autogenetic creation of subatomic particles having charge, mass, spin, and matter-wave properties.

Brown adopts a mechanical model when he suggests that the etheric field creates a pressure upon a material body.
A similar concept has been expressed in many of the nineteenth-century ether theories.
However, Brown’s theory does not bring us any closer to understanding what force is.
To say that the observed gravitational force arises from the summed collisional action of myriad energetic etheric particles merely begs the question; one is still left to wonder why these etheric particles should exert an accelerating force.
Subquantum kinetics, on the other hand, addresses this question by providing an understanding of how a material body—an etheric reaction–diffusion wave pattern—migrates in response to the influence of an etheron concentration gradient (potential gradient).
The wave pattern migrates because the etheron gradient alters the ongoing reaction and diffusion processes that are responsible for generating it and deploying it.

Like subquantum kinetics, Brown’s theory makes a significant departure from the traditional general relativistic concept of assuming that masses warp space-time.
However, does his theory explain how a mass might alter the K and μ values he ascribes to the ether?
Based on the few quotes from his notes that his family has released to the public up to this point, there is no indication that it does.
Brown indicates that his ideas about the ether are based on experimental results.
Indeed, permittivity and permeability are observable quantities that are used to characterize the electrical properties not only of material media but also of a vacuum transmitting electromagnetic waves.
However, it is a major leap of induction to assume that this aspect of the ether is the cause of gravitation.
Beginning from observables, it is difficult to extrapolate the workings of an etheric realm, which are inherently inaccessible to direct observation.
One risks making the error of the blind men and the elephant.

We know that the speed of light slows down in media having higher K and μ values, and we also know that the speed of a photon decreases while passing through the gravity well of a massive celestial body, which is responsible for the gravitational lensing effect.
However, it does not necessarily follow that gravity mediates this effect by increasing the ether’s K and μ values.
Might not this speed decrease arise because a decrease in the gravity potential (etheron concentration) causes a gravitational clock retardation effect?
Subquantum kinetics predicts the latter and proposes that the same retardation phenomenon that relativists term “time dilation” is also responsible for causing the gravitational redshift observed in the spectra of white dwarf stars.
^*13

Subquantum kinetics also describes in detail how a mass locally decreases the G-on concentration to create a gravity potential well in its vicinity and also how a charged particle generates a corresponding decrease or increase in gravity potential, depending on its electric polarity.
As such, it is the only unified field theory to predict the existence of electrogravitic coupling at low potential energies.
Does Brown’s ether theory correspondingly explain how electric charge might produce gravitational force effects by inducing changes in the ether’s K and μ?
With the small amount of information that has currently been made available, we are left only to wonder.
Nevertheless, it is interesting to find that Brown was considering ether physics explanations at this early date in his electrogravitics research.

5.1 • ELECTROGRAVITIC SECRETS OF THE B-2 BOMBER

For many years, rumors circulated that the United States was secretly developing a highly advanced radar-evading aircraft.
Rumor turned to reality in November 1988, when the U.S.
Air Force unveiled the B-2 Advanced Technology Bomber (see figure 5.1).
Although military spokesmen related some things 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.
In its March 9, 1992, issue,
Aviation Week & Space Technology
magazine made the surprising disclosure that the B-2 electrostatically charges its exhaust stream and the leading edges of its winglike body.
¹
Those familiar with Brown’s work will quickly realize that this is tantamount to stating that the B-2 is able to function as an antigravity aircraft.

Aviation Week
obtained its information about the B-2 from a small group of
renegade West Coast scientists and engineers who were formerly associated with black research projects, which are defense projects so secret that even their very existence is classified.
In making these disclosures, the 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.

Figure 5.1.
The B-2 Advanced Technology Bomber in flight.
(U.S.
Air Force photo)

Several months after
Aviation Week
published the article, security personnel from the black world 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.

Northrop, the prime contractor for the B-2, had been experimenting for some time with the propulsive benefits of applying high-voltage charge to aircraft hulls.
For example, at an aerospace sciences meeting held in New York in January 1968, scientists from Northrop’s Norair Division reported that they were beginning wind tunnel studies on the aerodynamic effects of applying high-voltage charges to the leading edges of high-speed aircraft bodies.
^2,
 
3
They said they expected that the applied electric potential would produce a coronal glow that would propagate forward from the craft’s leading edges to ionize and repel air molecules upwind of the aircraft.
The resulting repulsive electric forces would condition the airstream so as to lower drag, reduce heating, and soften or eliminate the supersonic boom.
^*14
Their results showed that when high-voltage DC is applied to a wing-shaped structure subjected to a supersonic flow, seemingly new “electro-aerodynamic” qualities appear that result in significant air-drag reduction on the structure and the virtual elimination of friction-caused aerodynamic heating, as well as the elimination of shock wave and wave-drag phenomena.
⁴
Similar research was carried out in 1965 by the Grumman and Avco corporations.
Interestingly, in 1994, Northrop bought out and merged with Grumman as part of its drive to place increased emphasis on defense electronics technologies.

Northrop and Grumman scientists apparently got the idea for investigating this sonic cushion effect either from Brown or from papers describing his work that had been previously circulated.
For example, in his 1952 paper describing Brown’s electrogravitic discs, Rose wrote, “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 immaterial electrogravitational field acts as an entering wedge which softens the supersonic barrier, thus allowing the material leading edge of the saucer to enter into a softened pressure area.”
⁵
This was accompanied by the diagram reproduced in figure 5.2a, which shows how the supersonic flow would be diverted around leading edge of a wing.

Brown also called attention to this effect in his 1960 electrokinetic apparatus patent, which describes using a flame-jet generator to place a high-voltage positive charge on a needlelike electrode at the front end of a rocket (see figure 5.2b).
In one passage, he wrote, “By using such a nose form, which at present appears to be the 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 portion of the mobile vehicle.
I believe that this ionization facilitates piercing the sonic barrier and minimizes the abruptness with which the transition takes place in passing from subsonic velocities to supersonic velocities.
⁶

Figure 5.2.
(a) Electrostatic deflection of the airstream around the electrified
leading edge of a saucer-shaped aircraft.
(From Rose, “The Flying Saucer,”
University for Social Research, April 8, 1952, vol.
7) (b) Brown’s proposed
use of a high-voltage needle electrode at the prow of a rocket.
(From Brown,
U.S.
patent 3,022,430, figure 2)

Aerospace companies later put Brown’s suggestion into use on rockets.
A spike was placed at the nose of a rocket and caused to emit a high-voltage arc.
Wind tunnel studies showed that the resulting electric field pushed the bow shock front away from the rocket nose so that it no longer contacted the main body of the missile and, hence, substantially reduced air drag.
According to one Greek scientist working in affiliation with the U.S.
Embassy in Greece, nose electrification is a standard technique used on U.S.
rockets to stabilize them during takeoff.
Engineers are told to figure a 20 percent weight reduction during the first few kilometers’ gain in altitude when determining the rocket’s trajectory.

In the late 1970s, Russian scientists at the Ioffe Institute in St.
Petersburg led by Anatoly Klimov carried out an interesting experiment that demonstrated how plasmas could reduce air drag.
They fired a 3centimeter steel sphere at a velocity of one kilometer per second through a tube filled with low-pressure argon gas.
In one section of the tube, the argon gas was ionized to form a plasma.
They found that when the sphere entered the plasma, its shock wave stood twice as far away from the sphere as it would in ordinary gas, and, more important, the sphere’s aerodynamic drag was reduced by 30 percent.
⁷

Interestingly, Northrop, which had past experience in leading-edge electrification, was contracted by the Pentagon in 1981 to work on the highly classified B-2.
Northrop’s expertise in this area 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.
⁸
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 its field propulsion drive capability.
With a positively charged wing leading edge and a negatively charged exhaust stream (figure 5.3), the B-2 would function essentially as an electrogravitic aircraft.
Just as in Brown’s model flying discs (see figure 2.1) and in his patented electrokinetic disc (see figure 2.8), the positive and negative ion clouds created ahead and behind the B-2 would produce a locally altered gravity field that would cause it to feel a forward-directed gravitic force.
In effect, the B-2 is a realization of the flying disc design Brown described in his electrokinetic generator patent as seen in chapter 2.

Figure 5.3.
The profile of the B-2 as seen from above.
The plane measures
69 feet from front to back and 172 feet from wing tip to wing
tip.
Cowlings on either side of the cockpit feed large amounts of intake
air to the flame-jet high-voltage generators enclosed within its body.
(P.
LaViolette, © 1993)

Rumors circulating among aviation industry personnel close to the project allege that the B-2 does use antigravity technology.
A similar claim was made in the 1970s by Marion Williams, a former Central Intelligence Agency officer who had worked at the highly classified Area 51 facility, where the B-2 was test-flown.
^9,
 
10
Just before he died of cancer, Williams confided to his relative Andrew Basiago that design principles from crashed alien antigravity spacecraft were being utilized in the stealth bomber.
Thus, our conjecture that the B-2 incorporates an electrogravitic drive may be substantially correct, although its design may actually have originated closer to home than Williams had been led to believe.
The B-2, then, may be the first military antigravity vehicle to be openly displayed to the public!
It may be the final realization of the kind of craft that Brown had proposed in Project Winterhaven and that the 1956 Aviation Studies report had disclosed was beginning to be developed by the military in late 1954.
Consequently, the designation “B-2” might more appropriately stand for Biefeld-Brown effect.

The secrecy that has so tightly surrounded the B-2 most likely does not concern its radar-evading technology as much as it does its antigravity propulsion technology, although the two are probably closely intertwined.
The use of such nonconventional propulsion technology would explain the B-2’s high price tag, which averaged more than $2 billion per plane.