The B2 Electrogravitic Technology Research Project

Military Power

(article 'talks' about advanced military jet engines,
and i started re-writing this from the point when B-2 / electogravitics are mentioned.)



Stealth

Eliminating the pilot, as well as any fins, will do much to enhance stealht qualities.
This will focus increased pressure on the need to devise truly stealthy propulsion systems.
For many years, designers have made it impossible for hostile radars to 'see' the face of the engine,
by suitably kinking the inlet duct (or, as noted, putting it above the fuselage).
The propulsive nozzle is harder, and here there is a need to minimise thermal, visual and even acoustic signatures.
The Lockheed Martin F-117 Nighthawk nozzles are flattened slits in the trailing edge of the wing,
while those of the B-2 are tucked inside deep channels above the rear part of the wing, upstream of movable trailing edges.

I have numerous documents, all published openly in the United States, which purport to explain how the B-2 is even stranger.. far, far.. stranger.. than it appears. Most are articles published in commercial magazines, some are openly published US Patents, while a few are open USAF publications by Wright Aeronautical Laboratory and Air Force Systems Command's Astronautics Laboratory. They deal with such topics as electric field propulsion, and electrogravitics (or anti-gravity), the transient alteration of not only thrust but also a body's weigt.
Sci-Fi has nothing on this stuff.

The literature goes back to Faraday, but the idea of electrogravitics really took off in 1920s when an American physicist, Townsend T Brown, carried out extensive experiments. He may have been the first to recognise that a capacitor (a dielectric material sandwiched between positive and negative plates)
experiences a force tending to move it in the direction of the positive face. He found that the electrostatic charge induced a gravity field between the two plates. Soon he was making capacitors rotate on whirling arms,
and measuring the loss in weight of the capacitor with positive face turned uppermost.

In 1953, Brown demonstrated to the USAF a whirling rig of 50ft (15.2m) diameter, which at 150,000 volts (150kv) became a mere blur. The subject was immediately classified, and for the next 40 years, while 'black' research in this field made astonishing progress, it was not reported. Though private individuals continued to experiment, and to take out unclassified patents, not much surfaced. Exceptions were Electrogravitics Systems (Feb. 1956) and The Gravitics Situation (Dec. 1956), published for subscribers only by Aviation Studies (International). This was London-based 'think tank' run by two very bright young men, R G 'Dickt' Worcester and John Longhurst. Unlike the established journals, they published reports and informed comment without the slightest regard for questions of 'security'.
The only time they were taken to court, they won their case and collected heavy damages.

I was fascinated to read those reports, but had no wish to reside in The Tower , so i refained from discussing clever aeroplanes with leading edges charged to millions of volts positive and the trailing edges at millions of volts negative. In any case, it all seemed a bit far-fetched, especially as it appeared that the gravity field could not
only propel aircraft to supersonic speed with propulsive efficiency greater than 1 but could also lift them independently to the atmosphere.



Wonderous things

Various snippets appeared suggesting that electrostatic fiels could not only do wonderous things in the field of propulsion dut could also reduse aerodynamic turbulence (at any mach number), reduce radar cross-section and even virtually eliminate sonic boom. Indeed, back in 1952, Dr M Rose had noted in unclassified literature: "The positive field.. travelling in front.. acts as a buffer which starts moving the air out of the way. This.. field acts as an entering wedge which softens the supersonic barrier.." From 1985, the name P A LaViolette emerges as author of a shoal pf interesting electrogravitics articles in professional literature.

The first Northrop Grumman B-2 Spirit stealth bomber was rolled out on Nov. 22, 1988, and anyone with the slightest interest in the aircraft could not fail to have noticed the unbelievable leading edge, with deep profile coming to a knife-edge almost in line with the upper surface. In 1990, a NASA 'boffin' retired and perhaps foolishly talked to The Arkansas Democrat who did not understand his story and ran it under the headline "Ex-NASA expert says Stealth uses parts from UFO".

What really put the cat among the proverbial pigeons was a feature published in a March 1992 issue of Aviation Week & Space Technology, entitled "Black world engineers, scientists,encourage using highly classified technology for civil applications". For the first time in open literature, this article explained how the B-2s sharp leading edge is charged to "many millions of volts", while the corresponding negative charge is blown out in the jets from the four engines. There is more: though the General Electric F118 engines can operate as ordinary turbofans,
in flight they act as flame-jet generators, pumping out gas greatly diluted by fresh air, all at millions of volts negative. The word 'flame' gives a rather false picture, because in fact the jet comes out not very much hotter than the surrounding atmosphere.

Unclassified articles have described in some detail how the leading edge is divided into eight sections, each individually ionised. The section on each wing immediately upstream of the engines cannot be thus ionised,
because the air would then enter the engines and cancel out the negative charge in the jets. accordingly, this is where the Hughes covert strike radars are installed. They would not be able to 'see' forwards if they were
anywhere else.

Take-off trust of the F118-100 at sea level is given as '19,000lb (84.5kN) class' by Northrop Grumman and as '17,300lb (77.0kN)' by the USAF. These are startlingly low figures for and aircraft whose take-off weight is said
to be 336,000lb (152,635kg) and which was until recently said to weight 376,000lb (170,550kg). Aircraft usually get heavuer over the years, not 20 tonnes lighter. Even at the supposed reduced weight, the ratio of thrust to weight
is a mere of 0.2, an extraordinarily low value for a combat aircraft.

The USAF has never said anything about B-2s speed. It has been tacitly assumed to be in the Mach 0.8 class, but according to extensive open literature, the four F118 engines equate to about 25 MW (megawatts) of electrical power at the take-off, but under the influence of the electrogravitic field the speed could soon become supersonic, the output of the air-diluted exhaust then rising to t least 100 MW.

Everyone who has heard a B-2 take off has been astonished at the quietness. Obviously the noise would not be in the same class as the F101 engines of the B-1B in full afterburner, but writers have used the words 'shocking',
'uncanny' and 'incredible' in describing B-2 departures. As for elimination of the contrails (condensation trails) (normaly a giveaway even for a stealth aircraft), the USAF said chlorofluorosulphonic acid was injected into
to the jets to eliminate contrails. Later it said this was done by 'regulating exhaust temperatures'. Such an explanation is nonsense: contrails are ice crystals from water vapour left when hydrocarbon fuel is burned, and can
never be eliminated by 'regulating exhaust temperatures'. Another point to note is thet the channels downstream of the jetpipes appear to be carbon-fibre composite, which is incompatible with normal jet temperatures
(not because of the fibre, but because of the adhesive sticking them together).

Other writers have commented on the size of the B-2 wing and noted that its stealth depends on the huge black skin being made of RAM (radar-absorbent material). This, say the physicists, is 'a high-k, high-density dielectric ceramic, capable of generating an enormous electrogravitic lift force when charged'. I could go on and on.
We have come some way from the Lancaster and B-17, and i seem to have strayed some way from the traditional jet engines. (end)

In 1953, Brown demonstrated to the USAF a whirling rig of 50ft (15.2m) diameter, which at 150,000 volts (150kv) became a mere blur. The subject was immediately classified, and for the next 40 years, while 'black' research in this field made astonishing progress, it was not reported.

Originally posted by FULCRUM
Electrokinetics!
(source pointed to me by Protector a ATS member..)

external image

As will be seen below he was on the right track to developing America?s first electrokinetic UFO. In the pursuit of extra ?anti-gravity? power Brown charged up a large sphere by streaming electrons off of a focus-rod electrode attached to a positively charged arcuate, or conical, electrode. To this large sphere he attached a rod, and at the end of the rod was connected a much smaller sphere.

He realised that a much smaller sphere attached to the furthest end of the rod would be charged to the same voltage-pressure as the large sphere, but because in the laws of electrostatics of charge density being inversely proportional to radius of curvature the small sphere would attain a greatly increased density of electric charge (compared to a simple rod electrode on its own for instance). With this electronic configuration he greatly enhanced his electrokinetic, or electrogravitic, or as he later called it hydrostatic propulsion, and proved very effectively that he was able to make a metallic object defy the force of gravity.


This article and diagram shows the basics of Thomas Townsend Browns electrogravitic, or as he later called it hydrostatic propulsion..

That is belived to be 'powering' B-2 also..

Originally posted by Russian
Element 115, the key to understanding how the ultra-secret "Black World" has created aircraft capable of manipulating gravity and space/time, has been identified, and the recent discovery of element 118, which decayed into element 114, further helps identify the possibilities.

The most important attribute of this heavier, stable element is that the gravity A wave is so abundant that it actually extends past the perimeter of the atom. These heavier, stable elements literally have their own gravity A field around them, in addition to the gravity B field that is native to all matter.

The Key To Gravity-Control Systems

No naturally occurring atoms on earth have enough protons and neutrons for the cumulative gravity A wave to extend past the perimeter of the atom so you can access it. Now even though the distance that the gravity A wave extends past the perimeter of the atom is infinitesimal, it is accessible and it has amplitude, wave length, and frequency, just like any other wave in the electromagnetic spectrum. Once you can access the gravity A wave, you can amplify it just like we amplify other electromagnetic waves.

And in like manner, the gravity A wave is amplified and then focused on the desired destination to cause the space/time distortion required for practical space travel.

This amplified gravity A wave is so powerful that the only naturally occurring source of gravity that could cause space/time to distort this much would be a black hole.

We're amplifying a wave that barely extends past the perimeter of an atom until it's large enough to distort vast amounts of space/time.



external image

The rest

Originally posted by Russian
this is the link for the quote above.

www.seaspower.com...
look under number 3 and The B2 Bomber.

The B-2 Bomber. In 1992, black project scientists disclosed to Aviation Week and Space Technology magazine that the B-2 electrostatically charges its exhaust to a high voltage and also charges the leading edge of its wing-like body to the opposite polarity. This information led Dr. LaViolette in 1993 to reverse engineer the B-2's propulsion system. He proposed that the B-2 is essentially a realization of Townsend Brown's patented electrogravitic aircraft. The B-2 is capable of taking off under normal jet propulsion. But when airborne, its electrogravitic drive may be switched on for added thrust. This system can only be turned on under dry conditions. If the B-2's dielectric wing were to become wet, the applied high voltage charge would short out, which explains why the B-2 is unable to fly in the rain.With electrogravitic drive, the B-2 is able to drastically cut its fuel consumption, possibly even to zero under high speed flight conditions.



[Edited on 9-10-2003 by Russian]

Originally posted by ghost


Good find! However, this doesn't mean the B-2 can't fly in the rain.
First of all there is a possibility that the B-2 is not grounded. If the
B-2 isn't grounded in flight it won't short out( over head power lines aren't insulated, and they don't short out in the rain).

Second even if this system didn't work in the rain, the B-2 could still fly useing aerodynamic lift, after all it is a flying wing. But that doesn't mean it has no effect, if my theory is correct, then rain might have another effect: if the system uses a static charge to hold the electrogravitational field then the antigravity propulsion system defenently doesn't work in the rain. Remember: this does NOT mean the B-2 cannot fly, it just means that the antigravity system does not work in the rain.

Tim

Originally posted by Russian
ZetaTalk: Element 115
Regarding element 115. This is an accurate story, told by an individual who was disheartened by what he saw while working for the United States government. He survived, against the precepts he was employed under, but not without injury. In the end, those who would silence him have learned to use his rebellion. Secrets lie heavy on the hearts of those who must maintain them. Element 115 is only one of the elements available to use, which you are unfamiliar with. Earth does not naturally have an element that equates to Element 115, nor do other worlds. This is a manufactured element, and about this process we can say no more. As with the discussion of time manipulation, this discussion could not go much further under the rules we are bound to follow.

Could this be B2's secret. Is this way the goverment is hiding Element 115 away from us?
www.zetatalk.com...

sorry to post this again but maybe you missed it