E-Cat News Coming Fast and Furious

E-Cat News Coming Fast and Furious The past few weeks have been very exciting for those following the saga of Andrea Rossi's E-Cat Energy Catalyzer technology and its race to the marketplace. Here is a roundup of recent events!

This saying seems to be especially true for those following the saga of Andrea Rossi's E-Cat (Energy Catalyzer) technology and it's race towards commercialization. It seems like every morning upon waking, there are new developments to catch up on! The news has came from interviews with those involved with the E-Cat, new statements from Defkalion Green Technologies, posts from Andrea Rossi on his blog, and other sources. For the casual person who does not have several hours a day to monitor the internet, the flood of news could be overwhelming. To assist those who have not had the time to keep up, we will try to cover the most significant turn of events in this article.

One very significant development was Defkalion Green Technologies opening a forum on their website. The forum quickly filled with users asking many questions; and Defkalion's moderators (a team of individuals with different roles in the company) provided many answers. However, several skeptical naysayers also jointed the forum, and their negativity was obviously part of the reason why Defkalion decided to close the forum for the time being. All the content of the forum is still visible to the public, but no new threads or posts can be made.

The following are several bits of information provided by Defkalion in response to questions posted on their forum.

- The agenda of the 1 MW presentation will be announced through their website by mid-October.

- Defkalion has had units (which they call Hyperions) in continuous operation for months. When their testing is finished, the results will be published.

- Testing of Hyperion units by Greek government officials took place the first ten days of July. These tests were to determine the safety and performance of the units. The protocols used and the results of these tests should be published, "very soon."

- Defkalion has tested self sustaining systems. In these systems, once the device is brought up to the proper temperature, the input is cut off and heat continues to be produced.

- At this moment, the highest temperature of steam produced by a Hyperion is 414C. This is not because steam cannot be made hotter, but because higher temperatures can exceed the specifications of components.

- They have never performed a test in which the output of a Hyperion was less than 19 times the input. Usually, it is in the range of 20 to 30 times the input.

- Although a one megawatt unit will be demonstrated in October, their highest power device will produce 3.45 megawatts of thermal energy and fit inside a 20 foot container.

- The lead shielding required to block gamma rays has been reduced to only 3 millimeters.

Additionally, Defkalion has uploaded the video of their June 23rd press conference to Youtube. The links to the videos along with the power point presentation can be found on the "news" portion of the website. A whitepaper that details their plans for the technology can be downloaded from here.

Andrea Rossi has continued to make many interesting comments on this blog, "The Journal of Nuclear Physics." Questions are continually posted on his blog, and they are answered on a daily basis. A few of the more interesting bits of information recently collected from his blog are as follows...

- He is making "remarkable" progress on self sustaining E-Cats that do not require a constant input.

- The maximum safe output from an E-Cat with a reactor vessel only 50cc in volume is 10 kilowatts.

- He has finished constructing all the reactors for the first one megawatt plant. Now they are being tested with a complex protocol.

- The first application in the USA for the E-Cat will probably be "feedwater" heaters, that heat the water going into power plants. By pre-heating the water, less coal or fossil fuels would need to be burned.

Rossi has answered many questions on his blog about many different topics. Over the past several months, he has answered hundreds or thousands of questions. If you have a question, you should post it on his blog. However, please review the posts already made to determine if the question has already been asked!

Although Andrea Rossi frequently states that he is not going to do any additional interviews until the one megawatt plant is opened in October, more interviews continue to appear on the internet. One of these was an audio interview on the EV World podcast. In this interview, he shared some interesting information about how his system works, and even compared the pressure and temperatures to that of a White Dwarf star. A full transcription of the interview can be found here.

"Yes. To make it extremely simple, what happens is that nickel has a particularity that protons spread from its surface with extreme efficiency. And very close to the nucleus, even if repelled by the so called coulomb barrier forces. And when we in the reactor inject the hydrogen the protons of hydrogen at high pressures and temperatures, will go pretty close to the nucleus of the nickel. And at those points, we have nuclear effects that produce gamma rays which add more energy and using a particular system to increase the pressure arriving to extremely high pressures... similar to ones that happen to be in the White Dwarf stars. In those situations, it is possible that physically that so called Gamow Factor, which is a probabilistic calculation of the coulomb repelling forces, is overcome, and at that point enough energy is produced to make it worth to be recorded."

Andrea Rossi also gave an interview with a representative from the E-Cat Report website. Many interesting comments were made. The following comment was particularly interesting. Please realize the following comment was paraphrased by E-Cat Report.

"The management team of both Defkalion and AmpEnergo will meet on the 14th July (2011) together with NASA for an important discussion regarding the research and business development around the E-Cat. After the initial meeting with NASA, Defkalion GT and Ampenergo will sit down and develop a joint program for the introduction of the E-Cat as a main energy source to the world."

This is a very exciting development, because it means many scientists are starting to realize the E-Cat technology is real. However, due to NASA's (Never A Strait Answer) history of denying the reality of UFO encounters and obscuring other important topics (such as anomalies on Mars), their true motivation for wanting to be involved remains unknown. Dennis Bushnell who is the Chief NASA Scientist at the Langley Research Center has stated on a previous EV World podcast, that LENR (Low Energy Nuclear Reaction) technology could allow for the production of a nuclear rocket. However, why research a nuclear rocket when the military industrial complex has electrogravitic, and other exotic propulsion technologies? For example, the electrogravitic technology incorporated into the B2 Bomber!

(For those who are not aware, the B2 Bomber utilizes a positively charged leading edge and a negatively charged exhaust stream. The skin of the craft is a high capacity dielectric ceramic. When charged up, the entire B2 bomber is a giant capacitor. This creates an artificial gravitational field around the aircraft, which allows for greater speed and range.)

In the E-Cat Report story, it was reported that Andrea Rossi gave some clues about the exact nature of the nickel powder used and the catalysts. The following is a segment from the E-Cat Report news story. (link)

Already from the beginning, Rossi looked at the powder form of the fuel because he wanted to increase the surface area of the Nickel so that more entrance points per volume unit for the hydrogen gas could occur.

Andrea Rossi stresses that, although one might first think "the finer the better" because the finer the powder the more surface area per volume you get, this is not the case; because in order to reach useful reaction rates with hydrogen, the powder needs to processed in a way that leads to amplified tubercles on the surface.

The tubercles are essential in order for the reaction rate to reach levels high enough for the implied total power output per volume or mass to reach orders of magnitude kW/kg - this level of power density is required for any useful application of the process.

Rossi tells that he worked every waking hour for six months straight, trying dozens of combinations to find the optimal powder size for the Energy Catalyzer, or E-Cat. He further stresses that specific data about the final optimal grain size cannot be revealed, but can tell us that the most efficient grain size is more in the micrometer range rather than the nanometer range.

In most physics related forums on the internet, physicists are speculating at this point about what the function of the secret catalyst or "secret sauce" really is. An earlier popular speculation was that the "secret catalyst" was used to separate the Hydrogen molecules into Hydrogen atoms, which are then more easily absorbed by the Nickel lattice.

Today we are proud to be able to add a new piece of the puzzle to that discussion by questioning whether the substance is used to amplify the prominent tubercles on the surface of the grains. This speculation makes sense since we have been told that both surface area and surface texture has a big impact on the reaction frequency.

If the tubercles on the surface did not affect the reaction itself they would then only affect the loading time of the Hydrogen into the Nickel lattice and not the reaction rate inside the lattice. For all Ecatreport.com knows from what Rossi has told us, that doesn't seem to be the case and a qualified guess would be that the reaction is most intense at the surface of the powder.

Andrea Rossi is still working on several elements and substances to improve the catalysts for the Hydrogen-Nickel reaction, and he has been doing so for the past four, five years. The most effective catalyst found so far, was at one stage abandoned in the search for an even more effective one, but was later reinstated because, overall, it proved to be the most effective one.

It is interesting to hear that Rossi is sharing more information about the nickel powder and the catalysts. For a very long time he refused to discuss the catalysts at all, except to say they are not radioactive, cheap, and commonly available. Maybe more information about the catalysts will be revealed in the coming months.

There has been a great deal of speculation on the internet about the identities of the catalysts. One good place to read such speculation is on the Vortex-L mailing list. Although there are many guesses, no one appears to really know without a doubt the identities of the catalysts. One possibility is that one of the catalysts is a form of carbon. Here is a post made on Vortex-L about carbon being a possible catalyst.

In your recent video posted to Youtube (in which you present the Hyperion technology to the world) the screen in the background has a partial chemical formula. The part that I could make sense of, was the empirical formula for "benzene." In the background were carbon rings of some benzene like molecule.

I found this quite interesting, because "officially" carbon and benzene has nothing to do with the E-Cat or Hyperion technology (unless you are suggesting that the technology is preventing carbon from being produced). Unofficially, there are a few theories floating around the net that some form of carbon may be utilized as a catalyst in the system. The carbon could potentially promote the creation of Rydburg matter in the form of hydrogen ion clusters. This cluster of hydrogen ions (Rossi has already stated that the ability to create atomic hydrogen and utilize it appropriately is key to make the device work) can then penetrate inside of the defects in the nickel powder. These clusters, acting like one large atom, could then interact with the nickel to produce fusion reactions. Here is the link to the full theory.

Also, a previous cold fusion researcher used carbon as a catalyst, but did not produce near as much heat as Rossi's system. Here is a link about his work...

There are a few differences between his system and Rossi's. He used deuterium instead of ordinary hydrogen (Rossi claims that deuterium does not work), and used platinum instead of nickel enriched with N62 and N64. The platinum metal he used was also not in nano-sizes (as far as I know). The researcher actually speculated someone could use nickel or other metals.

Finally, there is another bit of info that might indicate carbon is involved somehow with the processes in the E-Cat. This is from Ed Storms who is a famous cold fusion researcher...

On Rossi's path to discovery: "Rossi hit upon this somewhat by accident. He was using a nickel catalyst to explore ways of making a fuel b combining hydrogen and carbon monoxide and apparently, observed quite by accident, that his [apparatus] was making extra energy. So then he explored it from that point of view and, apparently, over a year or two, amplified the effect."

Oh, one more thing.... mainstream scientists have found a use for carbon as a catalyst in fuel cells. The following link explains the discovery.

1) What is the significance of putting the empirical formula for benzene (CH) and carbon-benzene rings on the first slide of your presentation?

2) Did you put the formula and carbon-benzene rings on the slide for no reason at all (randomly) or does it have some meaning?

3) Does carbon or benzene (in any form) have anything to do with the Hyperion or Energy Catalyzer? If so, what?

If the posting of the (CH) and benzene rings were random or meant something different I apologize for this post.

Please realize that there are many people in the alternative energy community that feel our civilization is not going to exist as we know it that much longer, without some sort of exotic new energy technology. I personally don't think the world has another twenty years left, without an extreme energy breakthrough. Many of us are convinced your technology works and have intense curiosity about the processes involved. To be blunt, it could be the technology that buys humanity enough time to get it's act together, so we do not destroy ourselves or the planet.

We used this presentation template, that you can download from Microsoft template site, because of the colors. The chemical formula in the background has nothing to do with our technology. We use benzene (βενζίνη)-gaz or gasoline (or what ever you call it) only to run our company cars.

In the past several weeks or months, many new E-Cat related websites have emerged. It seems like countless people are eager to report on the technology. Of course the mainstream media still refuses to report on the E-Cat, but eventually a critical mass will be reached, and they will be forced to report on the Energy Catalyzer technology. At that time we need to remind them and let everyone know that the alternative media reported about it first, while they were too chicken and cowardly to speak up!

Here are a few of the new websites that are reporting information about the E-Cat technology.

http://www.e-catworld.com/ http://ecatnow.com/ http://ecatfusion.com/ http://ecatreport.com/ http://ecatnews.com/ http://energycatalyzer3.com/ http://ecatpoll.com/

When the dumbstream media starts reporting about the E-Cat technology, the amount of coverage will increase dramatically. If we think it's difficult to keep up with all the news now, just wait until the mainstream media starts reporting on it. Also, once the catalyst leaks out, there will be a slew of replication attempts, and competitors building products. By the end of this year, we could be in the middle of a cold fusion revolution!

As always, PESN will bring you news and coverage of important E-Cat related events.

You never heard about this kinda stuff?

http://users.erols.com/iri/TTBROWN2.htm

ELECTROGRAVITICS FOR ADVANCED PROPULSION

Integrity Research Institute

www.integrity-research.org

Thomas Valone, a licensed professional engineer, college teacher, and physicist, is the author of numerous articles and books on non-conventional energy and propulsion. His first book, The Homopolar Handbook: A Guide to Faraday Disk and N-Machine Technologies, is now available in paperback.

Recently, two 1956 military documents, “Electrogravitics Systems” and “The Gravitics Situation,” originally published by the Gravity Research Group of London (Special Weapons Study Unit), were declassified. Outlining T. Townsend Brown’s antigravity discovery (see Atlantis Rising, Number 22, p.35; AIR International, Jan., 2000; Jane’s Defence Weekly, 10 June 1995, p.34), and the subsequent Project Winterhaven, they were a vital new chapter in aviation research. For example, the documents state, “Unlike the turbine engine, electro-gravitics is not just a new propulsion system, it is a new mode of thought in aviation and communications, and it is something that may become all-embracing.”

To explain, “electrogravitics” is the science of using high voltage electricity to provide propulsive force to aircraft or spacecraft of certain geometries. Or as Jeane Manning explains, “The apparatus is pulled along by its self-generated gravity field, like a surfer riding a wave.” Its discovery is often credited to Thomas Townsend Brown, a physicist who was encouraged by his professor, Dr. Paul Biefield, a former classmate of Albert Einstein. However, there are those who say that Professor Francis Nipher’s experiments, electrically charging lead balls, published in the Electrical Experimenter, in 1918, predates Biefield/Brown. Unknown to many unconventional propulsion experts, T. Townsend Brown’s electrogravitics work after the war involved a multinational project. American companies such as Douglas, Glenn Martin, General Electric, Bell, Convair, Lear, and Sperry-Rand participated in the research effort. Countries such as Britain, France, Sweden, Canada, and Germany also had concurrent projects from 1954 through 1956.

Furthermore, through the investigative effort of Dr. Paul LaViolette, it has become clear that electrogravitics became an integral part of the B-2 Stealth Bomber today, giving it an unlimited range. LaViolette challenges us with the question, “Could the B-2 really be the realization of one of mankind’s greatest dreams – an aircraft that has mastered the ability to control gravity?” LaViolette’s investigation is summarized in an article “The U. S. Antigravity Squadron” which has been reprinted, along with both reports mentioned above, in the book, Electrogravitics Systems, A New Propulsion Methodology. LaViolette’s book, Subquantum Kinetics: The Alchemy of Creation includes a chapter on the theory of electrogravitics and a plot of applied voltage versus disc speed from Naval Research Lab data, which starts around 40 kilovolts and 2 miles per hour.

T. TOWNSEND BROWN

A curious fact revealed in T.T. Brown’s first article “How I Control Gravity” (Science and Invention, 1929) is the alignment of the “molecular gravitors”. These massive dielectrics provided the most propulsive force when the “differently charged elements” were aligned (with the voltage source). This sounds like crystal plane alignment and perhaps explains the article “Gravity Nullified: Quartz Crystals Charged by High Frequency Currents Lose Their Weight” which appeared two years earlier in the same magazine in September of 1927. The editors had a change of heart however, in the following issue, and rescinded the article.

T.T. Brown’s first patent, #1,974,483 issued in 1934, “Electrostatic Motor,” is a fascinating free energy machine as well as a propulsion source. Claiming an efficiency of a “million to one”, Brown causes the massive dielectrics to be the workhorse of the motor, exceeding, in his words, “the well known pin wheel effect or reaction from a high voltage point discharge.” Much of what we know about T.T. Brown is from his numerous patents (all of them are reprinted in the Electrogravitics Systems book), although I was fortunate enough to correspond with him in 1981 when he was at the University of Florida. A sample of his detailed correspondence is contained in the book, Ether-Technology: A Rational Approach to Gravity-Control by Rho Sigma (1977) which is the only other introduction to Brown’s work. The important fact from that book is that the DC power supply went up to 250 kV, with a substantial force being displayed starting around 150 kV. Here we get an idea of the range of voltage necessary for successful electrogravitics that even recent military contractors mysteriously disregard. An example is R. L. Talley’s report to the Air Force concerned “with exploring the Biefield-Brown effect which allegedly converts electrostatic energy directly into a propulsive force in a vacuum environment.” It was entitled, “Twenty First Century Propulsion Concept” #PL-TR-91-3009, but only tested Brown saucer designs in the range of 19 kV and predictably failed to produce results.

Brown’s saucer tests show a propulsive force with the positive voltage leading and the negative edge trailing. The high voltage electrically charged the air around the craft with a cloud of positive ions forming in front of the craft and a cloud of negative ions behind. This has been verified with tests recently performed by researcher Larry Davenport. These tests are reprinted in the book, Electrogravitics Systems and can be seen in the commercial video, “Free Energy, The Race to Zero Point” for which I was the technical consultant.

In March, 1952, the Townsend Brown Foundation laboratory in Hollywood, California was visited by Air Force Major General Victor E. Bertrandias. He reported to Lt. Gen. H. A. Craig that he was “frightened” by the flying demonstration because it was in private hands and he felt it was “in the stage in which the atomic development was in the early days.” He expressed concern about “if it ever gets away,” meaning, we presume, “into enemy hands.” A confidential security investigation was thereby initiated concerning the Foundation and T.T. Brown. Shortly afterwards, an evaluation by the Office of Naval Research in September, 1952 surprisingly devalued the Brown saucers to a “well-known phenomenon of the electric wind” claiming it would perform “less at high voltage and zero in a vacuum.” The Navy declassified the report in October, 1952. However, today, copies of the report are not available from the Naval Research Laboratory in Washington, DC.

In 1956, Brown returned from a research trip in France where he verified that electrogravitics worked well in a vacuum, in other words, the environment of outer space. Interavia Magazine published an article in the same year about Brown entitled, “Towards flight without stress or strain or weight” and alluded to possible speeds of several hundred miles per hour. In 1958, Fate magazine writer Gaston Burridge described Brown’s metal discs that reached up to 30 inches in diameter. Until 1960, Brown and Agnew Bahnson worked on various designs in Bahnson’s laboratory which were recorded by Bahnson’s daughter on Super-8 film. Today, a VHS converted silent video is available of those experiments entitled, “Thomas Townsend Brown: Bahnson Lab 1958-1960.” In 1964 Bahnson, an experienced pilot, mysteriously flew into electric wires and died. The Bahnson heirs subsequently dissolved the laboratory project.

ELECTROGRAVITICS PUZZLE

In 1985, Dr. Paul LaViolette was in the Library of Congress in Washington, DC and looked up the work “gravity” in the card catalog. Surprisingly, he found the listing for “Electrogravitics Systems,” a report that was missing from the stacks. When the librarian tried to locate any other copies through interlibrary loan, she commented, “It must be an exotic document” because she could find only one in the country which was at Wright-Patterson Air Force Base. Thus, LaViolette was successful in obtaining a copy of the formerly classified document. The mystery continued: seven years later when contacting the Wright-Patterson AFB Technical Library, they surprisingly found no reference in the computer-based card catalog. They did locate the document on the shelves, however, after being asked to search for it. To summarize, the report has historic value because:

It validates T.T. Brown’s experiments;
It lists the major corporations that were collaborating on electrogravitics;
It includes the requirements for supersonic speed;
It shows the continuity from Project Winterhaven in 1952;
The report includes a list of electrostatic patents;
It had been classified by the Air Force for an undetermined amount of time which underscores its importance.
Prepared by the Aviation Studies (International) Ltd., Gravity Research Group, Special Weapons Study Unit in England in February of 1956, it defines electrogravitics as “a synthesis of electrostatic energy use for propulsion.” The report historically notes that: “Electrogravitics had its birth after the War, when Townsend Brown sought to improve on the various proposals that then existed for electrostatic motors sufficiently to produce some visible manifestation of sustained motion.” As mentioned in the first section of the report, both Project Winterhaven (1952) and “Electrogravitics Systems” (1956) propose “a saucer as the basis of a possible interceptor with Mach 3 capability.” Another interesting detail presented is the necessity of an insulator with a exceedingly high “dielectric” constant of 30,000 for supersonic speed when the best dielectrics of that era were around 5,000. This section goes on to describe the creation of a local gravitational system by the craft which “would confer upon the fighter the sharp-edged changes of direction typical of motion in space.” The January, 1955 entry states:

“Back in 1948 and 49, the public in the U.S. had a surprisingly clear idea what a flying saucer should, or could do. There has never at any time been any realistic explanation of what propulsion agency could make it do those things, but its ability to move within its own gravitation field was presupposed from its manoeuverability. Yet all this was at least two years before electro-static energy was shown to produce propulsion. It is curious that the public were so far ahead of the empiricists on this occasion...”

The intriguing part of this commentary is that without any space program at the time, the report complains that the public knows how UFOs behave and refers to sharp-edged changes of direction. Later in the report, we read, “One of the difficulties in 1954 and 1955 was to get aviation to take electrogravitics seriously.” However, corporations such as Douglas, Sperry, Bell, GE, Hiller, Lear, and Convair are then described with an ongoing-project perspective. For example we read that, “General Electric is working on the use of electronic rigs to make adjustments to gravity.” “Glenn Martin say gravity control could be achieved in six years....Clarke Electronics state they have a rig, and add that in their view the source of gravity’s force will be understood sooner than some people think.” This information makes the report exciting reading and gives it an air of suspense.

Even today, electrogravitics continues to attract public attention in the press. The latest is an article entitled “Military Power” published in a British aviation magazine, AIR International, (Jan., 2000) that includes copies of LaViolette’s drawings from the Electrogravitics Systems book. The article also cites the Aviation Week and Space Technology article from March, 1992 “Black world engineers, scientist, encourage using highly classified technology for civil applications” which caused LaViolette to investigate the B-2 Bomber connection to T.T. Brown’s electrogravitics.

JOHN SEARLE’S ELECTROGRAVITY

John R.R. Searl, of England, constructed numerous craft purported to fly with high voltage (see the recent biography Antigravity: The Dream Made Reality book by John Thomas). However, one correction to the “Antigravity” article from Atlantis Rising Number 22 issue is that the positive pole was traditionally at the periphery of Searl’s crafts. This is important because as Searl describes his control of the imbalance of positive voltage on the edges, to steer the craft, he found that the saucers would travel toward the more positive side, exactly like T.T. Brown’s saucers behave! Throughout the sixties and the seventies, J.R.R. Searl produced many newsletters detailing the work he was doing. Since I corresponded with him in 1981, I also received some of these reports. The importance of his experiments lies in the electrogravitics phenomena associated with them. In the 6/1/68 issue of the “Searl National Space Research Consortium” newsletter, Barrett reports that the ionization of the air and permanent electric polarity of dielectrics were common along with the antigravity effects. In the 6/14/71 issue of the newsletter, Bernhard Vaegs reports that “a pink halo surrounded the craft” and describes the effect of the millions of volts that were generated. This type of description is found throughout the reports and probably was measured by the length of the spark discharge considering the approximate voltage breakdown of air. Barrett describes in the 6/1/68 issue a vacuum layer that surrounds the craft preventing ionizing breakdown of the air. The similarities between Searl’s high voltage propulsion and T.T. Brown’s high voltage propulsion that both are based upon the principles of electrogravitics as theoretically predicted by Dr. Paul LaViolette in his previously mentioned book, SubQuantum Kinetics.

THE HUTCHISON EFFECT

In 1980, George Hathaway, a professional engineer licensed in Canada, along with entrepreneur, Alex Pizzaro, formed a small company to develop and promote what is referred to as “The Hutchison Effect.” It is named after its inventor, John Hutchison, who liked to experiment with combinations of Tesla coils and Van de Graaff generators at the same time. Much of the information about the “lift and disruption” effects has been reported at various conferences (such as in the Third International Symposium on Non-Conventional Energy Technology held in Hull, Quebec in 1986). Videotapes of much of the phenomena have been shown on Japanese TV as well. Hathaway also assembled a three-hour videotape that documents the TV interviews, reports, and actual events. To summarize, the experiments were conducted with 250 KV of DC power on the Van de Graaff and about the same voltage of AC power on the Tesla coil. The total real power was about 1.5 KW continuously, according to Hathaway. Besides the disruptive effects, which were numerous, the lifting of various heavy objects by the field was most impressive. These events can be seen at the end of the commercial video, “Free Energy, The Race to Zero Point.” In regards to the AC contribution to the field, Hathaway reports that he measured a small voltage of 2 millivolts per meter in the active region (besides the DC offset). This is a small AC signal but on top of the high voltage DC signal, it performs amazing feats.

The importance of the Hutchison Effect to Brown electrogravitics is the AC “ripple” on the high DC voltage. A reference to this may be found in a military report by Dr. Dennis Cravens who gave T.T. Brown a high rating of “practicality.” Cravens reported in his evaluation of Brown that older, high voltage supplies always had some AC ripple to the regulated signal, and wonders if this had any effect on Brown’s phenomena (Cravens, T.L. “Electric Propulsion Study”, AL-TR-89-040, #ADA 227121, Science Applic. Inter. Corp., Torrance, CA 90501). Dr. LaViolette has also found this factor to have particular electrogravitic significance.

THE B-2 STEALTH BOMBER CONNECTION

Thanks to Dr. Paul LaViolette reporting in his article, “The U.S. Antigravity Squadron”, there is substantial evidence that the electrogravitics research of the 1950’s actually resulted in the B-2 Stealth Bomber “auxiliary propulsion system.” Summarizing Dr. LaViolette’s article, with references cited therein, the following facts are the most convincing:

The B-2 charges the leading edges of its wing-like body, with high voltage;
The B-2 is shaped just like T.T. Brown suggested an electrogravitic craft should look, for maximum charge separation;
Northrup tested leading-edge charging in 1968;
B-2 electrically charges the exhaust similar to the suggestion by T.T. Brown that the craft should be powered by needle-point flame-jet generators which electrically charge the exhaust;
Aviation Week admits the existence of “dramatic, classified technologies” applicable to “aircraft control and propulsion” on the B-2;
Aviation Week also disclosed that a high-density dielectric ceramic RAM made of powdered depleted uranium happens to have a mass density of 3 times that of the high-K dielectrics tested in the 1950’s;
The B-2’s Emergency Power Units (EPU) can drive an electrical generator at high altitudes or even in space, since the fuel can be made to decompose rapidly even without oxygen;
Edward Aldridge, the Secretary of the Air Force, admits that the B-2 creates no vapor trail at high altitudes.
The decomposed gases from the EPU’s can function as the ion-carrying medium, in much the same way as the hot exhaust gases from the air breathing flame jet generators.
These details create a sense of excitement about the world’s foremost aircraft. Dr. LaViolette argues that the electrogravitic drive will function better at higher speeds due to the better flow of the ions. Therefore, it is likely, he says, that the B-2 actually is a supersonic aircraft, especially since the 1968 leading-edge charging experiments were for supersonic softening of the shock wave.

House Representative Robert Walker was quoted recently in Popular Science (”Secrets of Groom Lake”) as promoting the idea of declassifying military secrets that will help commercial development. We hope that this trend will continue so that advanced Shuttle designs may also acquire an electrogravitic drive.

Through a proposal he submitted in 1990, Dr. LaViolette made NASA aware that an electrogravitic drive would be a feasible propulsion method for the Mars journey because calculations show that the transit time can be less than one month, instead of half a year to a year. It is especially attractive since it uses so little power when it is operational and verified by Brown to work well in a vacuum. More information about electrogravitics and Brown’s patents are available in my book, Electrogravitics Systems: Reports on a New Propulsion Methodology. Many of the books and videos mentioned in this article are available, as a public education service, from our non-profit organization, Integrity Research Institute, www.integrity-research.org

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