Just so that I can organize my thoughts, here’s a summary of this research in order thus far:
* Aviation Week, March 1992 – Black world engineers….
* Air International, Jan 2000 – Bill Gunston’s article… one of the best in my opinion.
* LaViolette’s theory with illustrations
*Short statements on the classified stall speed
*Mentions the electrocution fatalities of ground crew
*The fact that Admiral Inman’s (who’s retiring by the way) Science Applications International Corporation (SAIC) is “working” on anti-gravity
*Townsend Brown’s electrokenetic diagrams and explanations
*Element 115 – Bob Lazar’s UFO reverse engineering story
*Nuclear Gravitation Field Theory – Links…
*Retired USAF Colonel Donald Ware’s claim about the B-2 untilizing electro-gravitic propulsion.
*Boeing’s involvement with Podkletnov’s work
*Statement that B-2 can’t fly in the rain
*Statement on Element 115 – problems with it’s existence
*B-2’s sensor fusion revelation
*B-2 optical or visual stealth suggestion
*Regarding Aviation Week article referring to ”Black World Engineers”
The black project engineers referred to in the Aviation Week article actually “blew the whistle” to the author of the article, Bill Scott. They told
him of amazing technologies supposedly being developed in the deep black environment – One of these related to “electrostatic field generating
techniques” in the B-2.
Dr. Paul LaViolette & Electrogravitics
Electrogravitics researcher Dr. Paul LaViolette took this Aviation Week article and coupled it to his own knowledge of TT Brown’s patents and projects
and drew the conclusion that the B-2 was the embodiment of Project Winterhaven… TT Brown’s 1952 proposal for mach 3 saucer shaped interceptors
utilizing electrogravitics…. Also known as Anti-gravity.
*Regarding B-2 Ground Crew Fatalities, Etc.
I have been around B-2 crewmen and ground crew – I have spoken to them. These are regular USAF guys, not spooks, CIA, NSA or NRO. If there were any
on the B-2, someone would have leaked it over the last 13 years these planes have been around.
This points to Nick Cook’s (Jane’s Defense Weekly) assertion that the electrogravitics involved are built-in. Are you familiar with the
Sure you are, bumblebee’s are big insects that physicists say should not be able to fly and yet somehow it does anyway. This description parallels the
B-2. It is grossly underpowered – ask any aeronautics engineer, the B-2 which weighs-in at between 330-375,000 lbs should not be able to even take-off
with only 4 General Electric F-118 GE 100 turbofans, each with an output of 17,300 lbs thrust… that’s 69,200 lbs of thrust to launch a 350,000+ lb
aircraft and carry it to 400 knots+. What’s wrong with this picture? Yes, even when you consider the large lifting section this is problematic.
Just to put this in perspective, here’s a quick review:
1) No anti-gravity switch according to crew –
2) Grossly underpowered –
This would point to a passive, "hybrid" anti-gravity method similar to the way in which electric/gasoline hybrid Honda and Toyota
cars are designed & operated.
In other words, the anti-gravity lift that is generated is seamlessly built into the design and operation of the plane (piggybacked on the stealth
technology) just as electric & gasoline motors are seamlessly built into the design & operation of the hybrid car, with no need for anyone to “flip a
switch” because they are designed to work in tandem.
From a security point of view this would be very desirable; since it would enable ground crews to be able to do maintenance and repairs without ever
having to work on an "anti-gravity drive", thus further reducing risk of the technology leaking out to the general public.
Misinformation from development engineer to Jane’s DW editor:
, aviation editor for Jane’s Defense Weekly caught a Northrop
B-2 development engineer in a deception (lie) – the engineer apparently told Mr. Cook in an interview that the B-2 could not have electrostatically
charged skin, because it would turn the airplane into a giant lightning conductor eluding that this would fry all the assets onboard. This was
misinformation – as the Jane’s Defense Weekly aviation editor pointed out, the internals of the B-2 are actually housed in a “Faraday Cage”, in other
words, it doesn’t matter how much electricity you pump across the skin, leading edges, etc, the inside of the plane remains insulated from the outside
Nick Cook, Jane's Defense Weekly
A little background on this electrostatic technology:
In 1968 Northrop submitted a paper called “Electroaerodynamics in Supersonic Flow”
to the American
Institute of Aeronautics and Astronautics. Although the paper is now missing from the AIAA’s archives, the paper pointed to electronic charges
reducing drag on airliners, thus cutting heat friction as well as increasing fuel range. It was only when someone noted that a plasma shield around an
airplane could reduce its radar signature that the military woke up to the idea.
The Jane’s editor also states that the B-2 clearly uses some kind of skin-charging mechanism to lower it’s radar (and quite possibly it’s heat)
signature(s). But it is also clear from the nature of the 1968 Northrop paper, that the origins of this electric stealth effect were actually rooted
in ‘drag reduction” and electrostatic lift.
Therefore one can conclude that;
1. There is an electrostatic charge on the 2 billion dollar per unit B-2’s, most likely in the manner of the LaViolette illustrations.
2. This electronic charge has a 2-fold effect, a) reduce radar signature and b) to generate electrogravitic lift.
3. That the effect is generated without any switch being flipped, it is built into the normal operation of the plane.
*Regarding the B-2's Classified Stall Speed:
The actual stall speed as is the top speed of the B-2 is indeed classified – However, there are factory specs on the B-2 stating that the minimum
approach speed is 140 knots.
*Regarding Element 115 – the Bob Lazar Connection:
Element 115 apparently has nothing to do with the physics employed on the B-2. Ok, I admit it, I don’t believe Lazar – so my opinion is subjective but
let's approach this from a logical as well as practicalpoint of view. Admittedly the B-2’s technology is definitely classified but to bring in
something as exotic as alien elements, etc would be too great a security risk.
Bob Lazar - makes US military UFO
allegations - references to Element 115
comes from his assertions
In the last 2 decades we very rarely hear reports of “American black triangles” or other ufo’s over-flying war zones – and should these vehicles truly
be in the US inventory then there is a very good reason for this, SECURITY RISK
If such an exotic antigravity device fell into the hands of an enemy by the unlikely senario of a B-2 getting shot down, it would require the bombing
of that enemy without mercy right into the stone age to keep them from acquiring the technology and and sharing debatably the US's deepest, darkest
secrets with other enemy states.
Specifically, along this line of reasoning it would be too far outside security protocols to allow a bomber that goes over enemy territory to
incorporate the deepest secrets of the US. It is for this reason I would have to exclude the possibility of exotic alien elements being utilized in
the B-2’s technology.
Black Triangle sighted over Belgium
*Alternatives to the E-115 Theory
Rather than Element -115, the best possibility of "anti-gravity" technology being involved points to the charged air as described in the LaViolette
section, (not meaning to be redundant), this charged air along the wing's leading edge as well as the charged exhaust would have a 2-fold purpose as
a) it creates an artificial “lift” (electrogravitics)
b) it further helps in the stealthiness – (see articles on Russian “active” stealth utilizing plasma)
Aviation Week - March 1992
B-2 Crew interviews - anonymous crew members
B-2 Crew interviews - Nick Cook, Jane's Defense Weekly
The Hunt for Zero Point - Nick Cook
Jane's Defense Weekly
Common Sense and deductive logic - Intelgurl
[Edited on 19-11-2003 by intelgurl]