REVERSE ENGINEERING

By Bill Hamilton

 

The alleged recovery of a flying disk near Roswell, New Mexico in July 1947 has sparked discussions, opinions, and reports that the U.S. Army and Air Force studied the remnants of the disk, especially the methods and modes of its propulsion with the intent of “reverse engineering” the advanced technology found in the alien craft. Is it even possible to comprehend such advanced technology much less attempt to duplicate its function_ We will examine these possibilities in this article and try to sum up what has been learned to date.

 

Alien astronautics is a subject predicated on the existence of intelligent alien life forms whose evolution occurred on an extraterrestrial world and who developed means to travel from their world to other worlds in spacecraft. Reverse engineering is predicated on the fact that we have acquired alien hardware through flight systems failure of an alien spacecraft or through communication and negotiation. Reverse engineering of mechanical parts requires extraction of information about an instance of a particular part sufficient to replicate the part using appropriate fabrication techniques.

 

A human-fabricated spacecraft consists of many sub-systems integrated through various operational parameters. Our first search in the case of an alien spacecraft would be for recognizable systems and parts, foremost among these would be some sort of propulsion system.

 

The most prominent UFO crash-retrieval case, of course, is the Roswell case, but other UFO crash events have been reported, and a few investigated to lend support to the idea that some UFOs have malfunctioned and crash-landed on earth despite advanced technology. Some of our most advanced aircraft, including the F-117A stealth fighter, have malfunctioned and crashed. Sensitive electronic systems when exposed to sources of electromagnetic radiation have been known to fail or receive anomalous signals that caused the system to malfunction. It is not inconceivable that alien technology could have vulnerable sensitive systems, especially when operating in foreign environments.

 

The first objective in the military recovery of foreign vehicles is to examine the vehicle for new and advanced technology with a view toward reproducing that technology through devising methods of fabrication and manufacturing. If this technology comes from another off-world culture, the objective has an even higher priority as such a culture has demonstrated a feat beyond the capability of our own technology. The military thinking on this is to treat such incursions by alien technology as possibly hostile and a threat to our national and global security. We must act to even the odds as soon as possible to develop counter-measures to a possible military threat to our systems of defense. This is why reverse engineering becomes imperative.

 

Some of the systems that would be studied include:

 

•              The energy or fuel the spacecraft uses for power

•              The propulsion system

•              The navigation system

•              The information system(s)

•              The life-support systems

•              The communication systems

•              The weapon systems

 

In addition to these systems, the actual material structure of the spacecraft would be studied. If the aliens were found wearing flight suits, a study would be made of the material and methods of fabrication. If the spacecraft were able to defend itself through high-speed aerobatic maneuvering or using defensive shields or counter-measures, an assessment of these capabilities would be of prime importance. The study would have to eventually extend into other scientific fields to obtain a broader picture of the alien’s origin and mission, which would include autopsies of alien bodies and a profiling of the alien psychology and motivation. In fact, every clever way that you could think of would be used to study the alien and the technology. And all of this would have to be conducted in utmost secrecy so as to maintain a decided advantage in the scheme of things in the global political arena.

 

Reverse Engineering is the process of figuring out how a system was made without having instructions or diagrams. Unless the system is very complex, it is often possible to do this without actually having a sample of the system. Some of the engineering disciplines that exist today that would engage in reverse engineering are culled from a list:

 

Bioengineering

Biomedical Engineering

Chemical Engineering

Biotechnology

Computer Technology

Adaptive Systems and Artificial

Life - Artificial Intelligence -

Computer Mediated Communication and Control Systems

Computing - Alien - Computer

Interaction - Image Processing -

Information Retrieval and

Categorization

Real time Systems - Robotics -

Design Methodologies

Electrical Engineering

Electronics Engineering

Materials Science

Materials Engineering

Mechanical Engineering

Computational Mechanics -

Nanotechnology - Robotics

Aerospace Engineering

 

Additionally, unknown systems that may enhance alien psionic interfaces or alien teleportation systems may not even be conceived of within our own technological framework. Some of these systems may be less amenable to reverse engineering until the time we make appropriate scientific discoveries. First, a word about reverse engineering and then we will examine some of the claims that have been made and what we can infer about the evolution of our own technology based on testimony given by a number of sources some of which still prefer to remain anonymous. We must also understand how secret projects are classified and conducted in the Black World.

 

What distinguishes ‘reverse engineering’ from forward engineering_ In a sense most engineering starts as reverse engineering as inventors puzzled out how to imitate nature. Some of the first designs for flying machines imitated the flapping wings of birds to obtain lift. Nature is a large inspiration to engineers and inventors. Science may try to wrest the secrets of nature, but it is engineering that attempts to imitate or even surpass the works of nature. We mustn’t forget that termites and moles have constructed underground structures and beavers have built dams. Certain fish propel themselves through water using jet propulsion. As soon as science uncovers more secrets, engineers attempt to put them to use. Forward engineering proceeds from there and attempts to improve on the original inspired work.

 

In a sense, the arguments against reverse engineering alien technology are similar to the arguments against ancient astronauts engineering ancient buildings. Essentially that argument is that humans are and were smart enough to conceive, design, and build all the technological wonders that we enjoy. While this may be true we must bear in mind my former statement that much of what man has built is inspired by his observations of nature. We are not discrediting man’s accomplishments by saying that certain technological developments may have been inspired by other preceding technological developments, whether human or alien.

 

The tales of reverse engineering alien technology are based on the reports of UFO crashes and military recovery efforts. Here is a partial list of UFO crashes that have been uncovered from the years 1947 through 1953:

 

1941   Cape Girardeau, Missouri

1947 May - Spitzbergen, Norway

1947 May 31- Socorro, NM

1947 July 4 Roswell, NM

1947 July 5 - Plains of San Augustin, NM

1947 July 31 - Maury Island, Tacoma

1947 August 13 - New Mexico Desert

1947 October - Paradise Valley, AZ

1948 February 13 - Aztec, NM

1948 April - 12 mi. outside Aztec, NM

1948 March 25 - White Sands, NM

1948 7/8 July - Laredo/30mi inside Mexico

1948 August - Laredo, Texas

1949 - Roswell, NM

1950 January - Mojave Desert, Ca

1950 Dec 6 - El Indio/Guerrero area, Tex/Mex border

1952 June - Spitzbergen, Norway

1953 - Brady, Montana

1953 20/21st May - Kingman, AZ

 

There are more reports that can be added to the list up to the present year. However, investigators have obtained little information on most of these, little to no corroboration by multiple witnesses, and questionable physical evidence. Yet the stories persist and the list has gotten longer over the years. The Roswell incident has been the most compelling of the crash-retrieval stories because of the sheer number of witnesses who have testified to this event, albeit there are discrepancies when trying to recreate the actual scenario of events. Without publicly available records and mostly human testimony, the actual events around these early crashes may never be known.

 

The military agenda for recovered alien vehicles was to learn as much as possible about the technology. To do this, they had to turn to the experts in corporate America, to companies they had a long-standing relationship with, and which had the facilities to conduct studies and maintain the vow of silence on their findings.

 

The engineering of secret technology to satisfy DOD requests is conducted under a classified umbrella of programs and projects, the most secretive of which are known as Special Access Programs. There are even unacknowledged SAPs. This is what has been referred to as The Black World. Lockheed Skunkworks developed the U-2 and SR-71 spy planes in the Black World.

 

The money for financing these projects is part of a black military budget that recently exceeded $14 billion. This does not include the cost of operations and construction. Two of our famous stealth aircraft, the B-2 and the F-117 were born in the Black World, but have become a part of the white world. The existence of the so-called Aurora spyplane was denied by the Air Force. The expenditure of these funds is in itself a secret and a mystery. We now know that Area 51, the Nevada flight test base has been the home of classified aircraft projects since 1955. Engineers, technicians, and security personnel generally do not talk about their experiences in the Black World. In some cases, workers have reported that security was oppressive. I have had engineers tell me that not only were their activities at work monitored, but their leisure-time activities and their conversations with friends.

 

The back engineering of alien space technology would probably rank as the deepest Black World project in terms of secrecy and security. It also carries with it a natural cloak of security—it sounds too incredible to be true. Many would not believe it without an overwhelming presentation of evidence, and, yet the intense security surrounding these projects makes it nearly impossible to obtain that evidence. Researchers have attempted to obtain what little evidence they can from testimony, leaked documents, and direct observations of secret sites outside the security perimeters of these sites. 

 

With the handicap of limited disclosure we can still try to reconstruct an overview for alien astronautical systems and, from this, learn something about the aliens who developed this artful handiwork.

 

In 1997 (Ret) Colonel Philip J. Corso’s book hit the UFO book market with a splash. The Day After Roswell contained some eye-opening revelations. The Colonel divulges how he spearheaded the Army’s super secret reverse-engineering project that “seeded” extraterrestrial technology at American corporations such as IBM, Hughes Aircraft, Bell Labs, and Dow Corning - without their knowledge. He describes the devices found aboard the Roswell craft, and how they became the precursors for today’s integrated circuit chips, fiber optics, lasers, night-vision equipment, super-tenacity fibers (such as Kevlar plastic armor), and classified discoveries, such as psychotropic devices that can translate human thoughts into signals that control machinery, Stealth aircraft technology, and Star Wars particle-beam devices. He also discusses the role that extraterrestrial technology played in shaping geopolitical policy and events; how it helped the United States surpass the Russians in space; spurred elaborate Army initiatives such as SDI (Star Wars Projects), Project Horizon (to place a military base on the Moon), and HARP; and ultimately brought about the end of the Cold War.  

 

Colonel Corso also said that captured UFOs were/are kept at Norton, Edwards and Nellis (Area 51) Air Force Bases.

 

                Many UFO researchers have found discrepancies in Colonel Corso’s accounts and have discarded his testimony as authentication of reverse engineering.  If they are right, it doesn’t negate the possibility of reverse engineering, but it does emphasize the minefield that this subject presents to those who are trying to ferret out the truth about our black world efforts. 

 

In 1989, Robert Lazar had come forward with the claim that he had worked on a reverse engineering project at S-4, a site 10 miles from the Groom Lake test site. Although Lazar’s credentials were questioned and no record of his claimed educational degrees as a physicist could be found, Colonel Corso’s credentials were a matter of public record.

 

Others have spoken out as witnesses to captured UFOs or reverse engineering projects.

 

The case of the Kingman UFO retrieval involved an engineer who took preliminary measurements to assess the momentum of a crashing craft, measurements useful to any reverse engineering efforts. The engineer who brought this story to light was Arthur G. Stancil (previously known by the pseudonym Fritz Werner). Stancil graduated from Ohio University in 1949 and was first employed by Air Material Command at Wright-Patterson Air Force Base in Dayton, Ohio as a mechanical engineer on testing Air Force aircraft engines. Dr. Eric Wang who was suspected of leading a reverse engineering team on alien craft headed the Installations Division within the Office of Special Studies where Arthur worked.

 

Stancil was loaned out to the Atomic Energy Commission and was designated as a project engineer on some atomic bomb tests referred to as “Operation Upshot Knothole”. The location of these tests was at Frenchman’s Flats at the southern end of the Nevada Test Site. The test director was a Dr. Ed Doll.

 

On May 21, 1953 Stancil was told to report for a special assignment at the Indian Springs Air Force Base where 15 other specialists joined him. They were flown by military plane to Phoenix where they boarded a bus with blacked-out windows and rode for an estimated four hours. When they arrived at their destination somewhere southeast of Kingman in one of the washes of the Hulapai Mountains, they were met and briefed by an Air Force Colonel who told them they were to investigate the crash of a super-secret test vehicle. Stancil’s job was to determine the forward and vertical velocities of the vehicle when it impacted in the sand.

 

Stancil was escorted to the site by military police. Two spotlights illuminated the saucer, which appeared to be two convex plates inverted over each other, approximately 30 feet in diameter. The saucer was embedded in the sand about 20 inches. From this Stancil had determined that the saucer crashed at a velocity of 100 knots yet it had not dents, marks, or scratches on its burnished aluminum surface. The disc was oval and looked like two deep saucers inverted over each other. It was constructed of dull silver metal like brushed aluminum. Another specialist had gotten a look inside the craft, as a 1.5 x 3.5 foot hatch was open revealing an oval interior cabin with two swivel seats and many instruments. Stancil saw one body recovered from the crash. It was humanoid, about 4 feet tall, with brown skin and wearing a silver-metallic flight suit.

 

Stancil worked for Raytheon in Sudbury, Massachusetts in the early seventies on avionics systems. It is unknown as to whether he had further involvement with alien technology, especially since it is likely that he worked for Dr. Wang at some point. Dr. Wang was an Austrian-born graduate of the Vienna Technical Institute, and close associate of Victor Schauberger who had developed a concept of a flying disc and worked on the German flying disc program as early as 1941. Wang taught structural and metallurgical engineering at the University of Cincinnati from 1943 to 1952. Dr. Wang supposedly examined some of the recovered crashed discs and compared them to the vehicles tested in the German V-7 program, but found the retrieved craft to be different in nature. In 1949, he became Director of the Department of Special Studies at Wright-Patterson where he worked long hours in cooperation with scientists from the “Office of Naval Research” and with Dr. Vannevar Bush and others from the “Research and Development Board”. Dr. Wang relocated his research from Wright-Patterson to Kirtland AFB in Albuquerque, New Mexico. Dr. Wang passed away on December 4, 1960.

 

Curiously, Leonard Stringfield, who re-opened the case for crash-retrievals, mentioned testimony he had gotten from a Naval Intelligence Officer who had seen bodies from a crash that occurred in the Arizona desert in 1953. He viewed the bodies at Wright-Patterson when the crates arrived at night aboard a DC-7. There were five crates in all, three of which contained little humanoids about four feet tall. Their heads were hairless and disproportionately large with skin that looked brown under the hangar lights. They were wearing tight-fitting dark suits. Could these bodies have come from the crash mentioned by Stancil_ Stancil only saw one body, albeit brown skinned, was dressed in a silver suit. Were there more bodies_ Where did they come from_ There were only two seats in the craft. As always there are more questions, but no one to question about these events unless someone else who was a participant steps forward with their testimony.

 

Strange as it seems it was during the 1950s that various aircraft companies started research projects on the control of gravity and electro-gravitational propulsion. It is possible that these projects constituted some of the first reverse engineering projects on extraterrestrial propulsion systems.

 

American physicist and inventor, T. Townsend Brown discovered an effect of highly charged disk-shaped capacitors. When the capacitors were charged in excess of 50 KV, they would have a tendency to accelerate in the direction of the positive pole. Suspending a number of these disk capacitors from a freely rotating carousel would cause, when charged, the entire assembly to rotate. These charged capacitors could also levitate.

 

According to the Air Force Manual from Wright-Patterson AFB on Electrogravitics we have this description on the Thomas Townsend Brown discovery.

 

Electrogravitics might be described as a synthesis of electrostatic energy used for propulsion - either vertical propulsion or horizontal or both - and gravitics, or dynamic counterbary, in which energy is also used to set up a local gravitational force independent of the earth’s.

 

Electrostatic energy for propulsion has been predicted as a possible means of propulsion in space when the thrust from a neutron motor or ion motor would be sufficient in a dragless environment to produce astronomical velocities. But the ion motor is not strictly a part of the science of electrogravitics, since barycentric control in an electrogravitics system is envisaged for a vehicle operating within the earth’s environment and it is not seen initially for space application. Probably large scale space operations would have to await the full development of electrogravitics to enable large pieces of equipment to be moved out of the region of the earth’s strongest gravity effects. So, though electrostatic motors were thought of in 1925, 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. Whereas earlier electrostatic tests were essentially pure research, Brown’s rigs were aimed from the outset at producing a flying article. As a private venture he produced evidence of motion using condensers in a couple of saucers suspended by arms rotating round a central tower with input running down the arms. The massive-k situation was summarized subsequently in a report, Project Winterhaven, in 1952. Using the data some conclusions were arrived at that might be expected from ten or more years of intensive development - similar to that, for instance, applied to the turbine engine. Using a number of assumptions as to the nature of gravity, the report postulated a saucer as the basis of a possible interceptor with Mach 3 capability. Creation of a local gravitational system would confer upon the fighter the sharp-edged changes of direction typical of motion in space.

 

The essence of electrogravitics thrust is the use of a very strong positive charge on one side of the vehicle and a negative on the other. The core of the motor is a condenser and the ability of the condenser to hold its charge (the k-number) is the yardstick of performance. With air as 1, current dielectrical materials can yield 6 and use of barium aluminate can raise this considerably, barium titanium oxide (a baked ceramic) can offer 6,000 and there is promise of 30,000, which would be sufficient for supersonic speed.

 

The original Brown rig produced 30 fps on a voltage of around 50,000 and a small amount of current in the milliamp range. There was no detailed explanation of gravity in Project Winterhaven, but it was assumed that particle dualism in the subatomic structure of gravity would coincide in its effect with the issuing stream of electrons from the electrostatic energy source to produce counterbary. The Brown work probably remains a realistic approach to the practical realization of electrostatic propulsion and sustentation. Whatever may be discovered by the Gravity Research Foundation of New Boston a complete understanding and synthetic reproduction of gravity is not essential for limited success. The electrogravitics saucer can perform the function of a classic lifting surface - it produces a pushing effect on the under surface and a suction effect on the upper, but, unlike the airfoil, it does not require a flow of air to produce the effect.

 

 

Here is an entire article published in the NEW YORK HERALD-TRIBUNE: Tuesday, November 22, 1955, pp. 6 & 10 showing the intense interest in that era in the conquest of gravity:

 

“NEW AIR DREAM-PLANES FLYING OUTSIDE GRAVITY”

(Photo insert): Lawrence D. Bell, founder and president of Bell Aircraft

Corp., of Buffalo, using a Japanese ivory ball to illustrate his view that

humans before long will operate planes outside the earth’s atmosphere, then

outside the gravity field of the earth. The pilots with him, three top test

pilots of the Air Force, are, left, Lt. Col. Frank J. Everest; center, in

light suit, Maj. Charles Yeager, and, in uniform next to Mr. Bell, Maj.

Arthur Murray.”

 

“ABLE TO GO WHERE WE WANT”

 

This is the third in a series of three articles on new pure and applied

research into the mysteries of gravity and the efforts to devise ways to

overcome it. Written by Ansel E. Talbert, Military and Aviation Editor.

N.Y.H.T.

 

“The current interest in America’s aircraft and electronics industries in

finding whether gravity can be controlled or ‘cancelled-out’ is not

confined to imaginative young graduates of engineering and scientific

schools. Some of the two industries’ most experienced and highly regarded

leaders today are engaged directly or deeply interested in theoretical

research relating to gravity and universal gravitation. Their basic aim is

eventually to build ‘hardware’ in the shape of planes, earth satellites,

and space ships ‘which can go where we want and do what we want without

interference from gravity’s mysterious trans-spatial pull.’

 

BELL IS OPTIMISTIC: Lawrence D. Bell, whose company in Buffalo built the

first piloted aircraft in history to fly faster than sound, is certain that

practical results will come out of current gravity research. He told this

correspondent: ‘Aviation as we know it is on the threshold of amazing new

concepts. The United States aircraft industry already is working with

nuclear fuels and equipment to cancel out gravity instead of fighting it.

‘The Wright Brothers proved that man does not have to be earth-bound. Our

next step will be to prove that we can operate outside the earth’s

atmosphere and the third will be to operate outside the gravity of the

earth.

 

OPTIMISM SHARED: Mr. Bell’s company during the last few days made the first

powered flights with its new Bell X-2 rocket plane designed to penetrate

deep into the thermal or heat barrier encountered due to atmospheric

fiction at a speed above 2,000 miles per hour. It also is testing a

revolutionary new jet vertical-rising-and-landing ‘magic carpet’ airplane.

Grover Loening, who was the first graduate in aeronautics in an American

University and the first engineer hired by the Wright Brothers, holds

similar views. Over a period of forty years, Mr. Loening has had a

distinguished career as an aircraft designer and builder recently was

decorated by the United States Air Force for his work as a special

scientific consultant. ‘I firmly believe that before long man will acquire

the ability to build an electromagnetic contra-gravity mechanism that

works,’ he says. ‘Much the same line of reasoning that enabled scientists

to split up atomic structures also will enable them to learn the nature of

gravitational attraction and ways to counter it.’

 

Right now there is considerable difference of opinion among those working

to discover the secret of gravity and universal gravitation as to exactly

how long the project will take. George S. Trimble, a brilliant young

scientist who is head of the new advanced design division of Martin

Aircraft in Baltimore and a member of the sub-committee on high-speed

aerodynamics of the National Advisory Committee for Aeronautics, believes

that it could be done relatively quickly if sufficient resources and

momentum were put behind the program.

 

‘I think we could do the job in about the time that it actually required to

build the first atom bomb if enough trained scientific brainpower

simultaneously began thinking about and working towards a solution,’ he

said. ‘Actually, the biggest deterrent to scientific progress is a refusal

of some people, including scientists, to believe that things which seem

amazing can really happen.

 

‘I know that if Washington decides that it is vital to our national

survival to go where we want and do what we want without having to worry

about gravity, we’d find the answer rapidly.’

 

SIKORSKY CAUTIOUS: Dr. Igor I. Sikorsky, one of the world’s outstanding

airplane and helicopter designers, is somewhat more conservative but

equally interested. He believes that within twenty-five years man will be

flying beyond the earth’s atmosphere, but he calls gravity, ‘real,

tangible, and formidable.’ It is his considered scientific observation that

there must be some physical carrier for this immense trans-spatial force.

Dr. Sikorsky notes that light and electricity, once equally mysterious, now

have become ‘loyal, obedient servants of man. appearing or disappearing at

his command and performing at his will a countless variety of services.’

But in the case of gravitation he says the more scientists attempt to

visualize the unknown agent which transmits it, ‘the more we recognize we

are facing a deep and real mystery.’

 

The situation calls for intensive scientific research, Dr. Sikorsky

believes. Up to now all gravity research in the United States has been

financed out of the private funds of individuals or corporations. Leaders

of the nation’s armed forces have been briefed by various scientists about

the theoretical chances of conquering gravitation but so far their attitude

is ‘call us when you get some hardware that works.’

 

Dudley Clarke, president of Clarke Electronics laboratories of Palm

Springs, Calif., one of the nation’s oldest firms dedicated to electronic

research and experimentation, is one scientist in the hardware stage of

building something that he believes will prove gravity can be put to useful

purposes.

 

Mr. Clarke’s company has just caused a stir in the electronics industry by

developing pressure-sensitive resistors having unusual characteristics for

parachute and other aviation use, according to ‘Teletech and Electronic

Industries’ magazine of 480 Lexington Ave. Mr. Clarke who years ago worked

under Dr. Charles Steinmetz, General Electric Company’s electrical and

mathematical ‘wizard’ of the 1930s, is sure that this successful harnessing

of gravitation will take place sooner than some of these ‘ivy tower’

scientists believe.

 

Like Sir Frank Whittle, Britain’s jet pioneer who was informed in 1935 by

the British Air Ministry that it could see no practical use for his jet

aircraft engine, Mr. Clarke has a particularly cherished letter. It was

written about the same time by the commanding general at Wright Field

giving a similar analysis of a jet design proposal by Mr. Clarke.

 

Mr. Clarke notes that the force of gravity is powerful enough to generate

many thousand times more electricity than now is generated at Niagra Falls

and every other waterpower center in the world - if it can be harnessed.

This impending event, he maintains, will make possible the manufacture of

anti-gravity ‘power packages’ which can be bought for a few hundred

dollars. These would provide all the heat and power needed by one family

for an indefinite period.

 

Dr. W.R.G. Baker, vice-president and general manager of General Electric

Co.’s electronics division, points out that scientists working in many

fields actually are beginning to explore the universe, learning new things

about the makeup of ‘outer space’ and formulating new concepts. He says:

‘Today we in electronics are deeply interested in what lies beyond the

earth’s atmosphere and its gravity field. For there we may find the

electronics world of what now. Such questions usually have been reserved

for the realm of physics and astronomy. But through entirely new

applications in radar for example science already is able to measure some

of the properties of the world beyond. ‘Warm bodies radiate microwaves, and

by recording noise signals, we are learning about invisible celestial

forces we did not even know existed.’

 

Dr. Arthur L. Klein, professor of aeronautics at the California Institute

of Technology, is certain that ‘if extra-terrestrial flight is to be

achieved, something will be required to replace chemical fuels.’

Dr. Hermann Oberth, Germany’s greatest rocket pioneer, who is now working

on guided missiles for the United States Army, calculates that 40,000 tons

of liquid propellents will be required to lift a payload of only two tons

beyond the earth’s gravitation. Regarding this chemical fuel problem Dr.

Klein says, ‘there are no other serious obstacles.’

 

Many thoughtful theoretical scientists and practical engineers see a space

vehicle de-gravitized to a neutral weight and following an

electronically-controlled route charted by radar as the ultimate answer.”

 

Let us not forget the writings of Major (USMC ret.) Donald E. Keyhoe who wrote the following revealing article on gravity control entitled I Know the Secret of the Flying Saucers for True magazine in the 1960s.  We reproduce the article from the point where Keyhoe introduces the research going on many years ago:

 

“This startlingly swift acceleration is a maneuver that could not be duplicated by any ship now made on Earth. What makes it possible for UFO’s_ According to many scientists and engineers, there is only one possible answer. The answer is antigravity: artificial gravity fields and control of gravity power.

Control of gravity is something that men have been dreaming about for centuries. Now it appears that we are on the threshhold of achieving it. Its value, to the country that first attains it, is incalculable. Our government, hoping for a technical breakthrough, has set up 46 different research projects on various htmlects of gravity control. The Air Force is running 33 of these projects and the others are divided among five other agencies.

Included in the 46 government projects are experiments and research at two Air Force Laboratories (Flight Dynamics and General Physics Research), Radio Corporation of America, Massachusetts Institute of Technology; Israel Institute of Technology, Haifa; Stevens Institute of Technology; the universities of California, Denver, Harvard, Indiana, Manchester (England), Maryland, Michigan, Minnesota, Ohio, Purdue, Stockholm (Sweden), Syracuse, Texas, and two New York schools – Queens College and Yeshiva Graduate School of Science.

And, of course, some government agencies have projects so secret that they are not publicly registered and cannot be revealed without permission.

Private industry is also looking at the question of gravity control with new seriousness. A large number of giant corporations, including Bell Aerospace, General Electric, Hughes Aircraft, Boeing, Douglas and many others, have set up gravity projects.

If you add up all the known gravity programs being run by the government and private industry, you get somewhere between 65 and 70 projects. This means there is a heavy concentration of scientific and engineering brains working on the problem.

One leading scientist who is convinced that UFO’s are spaceships using gravity control is Dr. Hermann Oberth. Doctor Oberth, a recognized authority, was co-designer of the V-2 rocket and later a U.S. special consultant at Huntsville, Alabama, one of the installations where important antigravity research is now under way.

"With ordinary propulsion," Doctor Oberth told me in 1961, "such violent accelerations and maneuvers would endanger the ship. Also, the force would crush any creatures aboard against the rear or sides of the machine. But with an artificial gravity field the force applies simultaneously to the passengers and the spaceship. Even in swift changes of speed and direction, the ship is not strained and the passengers feel nothing."

Today, doctor Oberth is willing to go further. He is now of the opinion "that energy, inertia and gravitational fields are only htmlects of one and the same thing" and that it will prove impossible to separate them from each other. What he has in mind, he says, is "not yet known fields of force" which can be used to accelerate material objects in a way similar to the force of gravity.

Another noted authority who agrees that UFO’s are using artificial G fields is William P. Lear, Sr., [see "Hard-nosed Gambler in the Plane Game" in this issue] multimillionaire inventor, pilot, designer of air and space equipment and builder of jet aircraft. Lear, who once sighted a UFO from his executive plane, predicts that future U.S. vehicles will also use artificial gravity. "The people on board would probably not feel any more effect," Lear says, "than they do from the tremendous speed of the Earth as it rotates and orbits and orbits the sun."

Several years ago, Glenn Martin’s vice-president for advanced design, G. S. Trimble, predicted that by 1985 practically all airliners would be using artificial gravity, flying at almost unbelievable speeds. At about the same time, future airliner speeds of 10,000 mph. or more were pictured by Dr. Walter Dornberger, then Bell Aircraft’s chief guided-missile scientist and now president of Bell Aerospace.

Grover Loening, pioneer aircraft builder and consultant to the Air Force, said it even more strongly, "I firmly believe that before long man will acquire the ability to build an electromagnetic contragravity mechanism that works," he stated.

A top official of Bethlehem Steel, Jesse V. Honeycutt, has indicated some of the results we can expect if Loening is right. ""serious research is being concentrated in an attempt to solve the mystery of gravity and bring about a control of its power.

It would bring about a greater revolution in power, transportation and many other fields than the discovery of atomic power,” he stated.

Antigravity_ It seems inconceivable. Yet, the search goes on and many responsible men believe the answer will be found. And, to my mind, it is the only possible explanation for the performance of the UFO’s.

The stakes are so high that no clue can be overlooked. The Air Force Technical Intelligence, hunting for overlooked leads, is carefully checking hundreds of verified UFO reports. Hopefully, some of them will help us find out how these strange vehicles operate.

Four days before Christmas, 1964, a round, metallic craft about 125 feet in diameter was observed to make a brief landing in a field near Staunton, Virginia. Two Du Pont scientists later took Geiger counters to the site.

"It was ‘hot’-highly radioactive," Du Pont engineer Lawrence Cook reported. "We checked for 45 minutes – it was definitely ‘hot’."

In Puerto Rico, near dusk on December 26, 1964, Ramey Air Force Base radar spotted two large discs. As A4D jets streaked up to pursue them, the discs accelerated to terrific speed. Making instant right-angle turns-impossible for any known aircraft-they vanished over the Atlantic.

On March 21, 1965, Capt. Yoshiaki Inada, piloting a Toa Airlines Convair on a domestic Japanese flight, was chased by a "mysterious, elliptical luminous object." Flying close to the plane, the UFO blanked out his radio and "violently interfered" with his automatic direction finding equipment.

Puzzling earlier cases also are being rechecked. On July 1, 1954, an AF F-94 – a two-man jet – was scrambled to chase a UFO near Walesville, New York. When the pilot tried to close in, a sudden, unbearable heat filled the cockpit. Half-dazed, the pilot and radar officer bailed out. The jet crashed in the street, killing two children and their parents.

These odd phenomena, high radiation, mysterious heat and electrical interference may be side effects of gravity control devices.

Like most people, you probably took gravity for granted before space flights began. Now you know, for example, that one "G" is the Earth’s normal gravitational pull. This is what holds you to the seat of your chair – and more important, keeps you from being tossed into the air by the Earth'’ rotation. You feel two or three G'’ in a roller coaster or a stunting plane -–a mere hint of what our astronauts have to endure during blast-off and acceleration. But gravity causes a lot of trouble and expense we seldom think about. Aircraft and rocket builders have to provide heavy engines, huge weight of fuel, just to offset gravity. In construction of buildings, bridges, and in a hundred other ways, G affects our lives and adds billions to the cost of work.

Gravity control could reduce or end many of these problems.

How soon can we expect antigravity_

Some researchers say it may take a long time. Others believe there may be a sudden breakthrough. If that happens, there will be some fantastic results.

First, obviously, our space program would take a big leap forward. Instead of our present wasteful rockets, we could build spaceships matching the UFO’s high speeds and maneuvers. With such advanced ships, we could make swift flights to the moon and the planets.

Recently, Alexander de Seversky stated that "with abundant energy available, we will move in space with constant acceleration or deceleration. Accelerating half-way to our goal and decelerating the rest of the way at one G or 32.2 feet per second, the moon will be reached in three and a half hours, Venus in 36 hours, Mars in two days, Jupiter in six."

According to Oberth, German physicist Burkhard Heim and other scientists, gravity control will enable spaceships to reach even greater speeds than these. With such advanced machines, we could explore the nearest star systems a century or more ahead of our present timetable.

Using carrier or "parent" ships with short-range probes, we could fully explore a planet – either by remote control or direct observation – before attempting to land. Many cases are on record in which large UFO’s have launched small units, apparently for close observation of the Earth, then retrieved them in swift, precise operations.

In one such case (an official AF Intelligence report), groups of small UFO’s flying at 5240 mph. were seen and tracked by the crew of an AF B-29. One group, after abruptly slowing to pace the bomber, resumed its speed within seconds. The small UFO’s were then seen to merge with or go aboard a huge carrier which accelerated to more than 9,000 mph. before it disappeared.

Because of G-crafts’ tremendous speeds, the picture of possible military operations becomes hair-raising. Let’s take as a basis the figure in a documented case at White Sands Proving Ground, where Navy scientists saw and tracked a UFO flying at 18,000 mph.

Such terrific speed could put bombers back into the picture in place of missiles. Attacks by G-bombers from bases near major targets would take less than five minutes. If a "rush-fire" war broke out halfway around the world, a huge G-transport carrying a fully armed division – or even an army – could be on the scene in 40 minutes, or less.

Another effect of gravity control will be a big change in air travel. Here’s what a G-liner trip would be like, according to several researchers. Let’s say you are making a flight from New York to London. You go aboard a large ship – probably disc-shaped, from present indications. Your seat has no safety belts – none are needed. The ship takes off vertically, accelerating at incredible speed. You feel weightless but you feel no motion.

The airliner arcs up into a great circle course, silently, with no "bumps" – no rough air. In 10 to 15 minutes, London suddenly takes shape below. There is no long approach, skimming over rooftops. You descend vertically and land. If traffic is heavy, your pilot would stop the ship in midair and hover until cleared.

In spite of the speed, you’d be safer – especially in regard to many of the strange eddies which have thrown jet airliners into uncontrollable dives.

In probing the riddle of gravity, project scientists try widely different approaches – some even contrary to accepted natural laws.

Under an Army contract, a University of Detroit team has built a 4,000-pound, specially wired rotor which spins at 100,000 rpm. With this unique device, scientists are testing gravitational radiation theories searching for a possible key to G control.

Using gravity meters based on new principles of physics, Air Force teams make frequent flights around the equator and over the poles, to speed up worldwide measurement of the Earth’s gravitational pull. Tied in with this is a network of gravity stations and special projects all over the world.

Though no breakthrough has occurred (unless in highly secret projects) two significant facts have been established.

1.       The Earth’s G field is relatively weak, compared with the pull of gravity between planets and the sun.

2.      There is a connection between gravity and electromagnetic fields.

Igor Sikorsky, discussing the colossal force of spatial G, says a steel cable about 8,000 miles thick would be needed to hold the Earth in its orbit -–if it were not for gravity.

 

But, fortunately for our anti-G search, the Earth’s gravity pull, for objects on the ground or at average flight altitudes, is fairly small. Likewise, the force required to cancel its pull would be relatively small – if a method can be found.

Using various barriers we can shield ourselves from the heat, light and sound waves. But, so far, no way has been found to create a gravity shield. Some scientists still call the gravity shield idea a "lunatic fringe" notion. But many now refuse to say that such a thing is completely impossible.

 

Are UFO’s using a gravity shield_ In an effort to find out, the Air Force is renewing its attempts to capture a UFO. If we could get one on the ground, undamaged, it might make possible a big shortcut in our gravity research and save us years of slow, tedious scientific work.

 

In the past, many Air Force pilots have tried to down UFO’s, without success. But the Air Force has new reason for hope now, based on the recent increase in low-altitude UFO approaches and "touch landings."

 

On the night of January 12, 1965, an officer of a federal law enforcement agency had a close encounter. As he was driving his official car toward Blaine Air Force Station, in Washington, a flying disc 30 feet in diameter hurtled down at his automobile. At the last moment the disc arced up steeply, avoiding collision. When the officer jumped out, he saw the UFO hovering overhead. After a minute, it shot up into clouds at high speed. A short time afterward, the UFO – or a similar one – was seen landing in a field near Blaine, melting the snow and scorching the ground before it took off. When the AF questioned the federal officer, they said they had tracked the UFO by radar as it raced down toward his car. This officer, like many other UFO witnesses, was warned by his superiors not to let his name be used in connection with the sighting.

 

On January 25, 1965, two NASA engineers sighted a UFO which touch landed near Hampton, Virginia. One witness was Maj. John Nayadley, a retired AF jet pilot. The other was A. G. Crimmins, who saw the strange machine maneuvering toward the ground.

 

"It was zigzagging as if searching for a landing spot," said Crimmins. "I watched it through 20 x 50 binoculars and I could see flashing lights. They appeared to be on the rim of a rapidly rotating disc."

 

Before anyone could reach the spot, the flying disc took off and rapidly climbed out of sight.

 

The step-up in UFO chases was demonstrated at Washington, D.C., on January 11, 1965, when AF jets pursued several flying objects over the city. The chase was confirmed by an Army lieutenant-colonel and a group of Army communications specialists.

 

If jets had been near any of the "touch" sites, they might have swarmed down and kept the UFO from getting away. But records of previous attempts to capture UFOs indicate it will be a tough job.

 

Whether we capture a UFO or not, the search for the elusive secret will go on. The connection between gravity and electromagnetic fields may provide the key to the mystery.

 

For several years, Burkhard Heim, director of the German Research Institute of Field Physics at Goettingen, Germany, has been searching for the answer to the gravity riddle. Finally, Heim revealed that by direct experimentation he had discovered a positive lead to antigravity. The discovery involved an intermediate field, neither electromagnetic nor gravitational.

 

The results, Heim stated, if applied to space flight, would be direct levitation, conversion of electricity into kinetic energy without any waste, and "immunizing the occupants and the structures of such vehicles against any effects from acceleration of the vehicle, however great and violent."

 

After the first shock, several scientists examined Heim’s claims.

"His approach is not in conflict with known laws of nature, and it agrees with the quantum theory," A.R. Weyl said in an analysis for the British magazine, Aeronautics. "If Heim were right, the amazing properties commonly ascribed to the mysterious flying saucers’ would be, in fact, sound physics and proper engineering."

 

Heim’s work toward the goal of an actual antigravity device using "field inducers" has evidently been put under official German security. He has refused to divulge the key to his formula.

 

Heim’s findings would indicate that antigravity researchers may discover new scientific laws and that their work may invalidate old theories. Some scientists are already saying privately that Einstein’s famous "general theory of relativity" may turn out to be totally fallacious. Newton’s law has also come in for attacks. However, Robert Forward, G expert of Hughes Aircraft Company, uses the Einstein theory to show that it is possible to partially nullify the Earth’s gravitational field. The amount of nullification obtainable with present-day technology is extremely small, however. Forward predicts that some day, when our technology is greatly advanced, we will be able to "create artificial gravity fields at will."

 

With a real all-out effort this could happen a lot sooner than the 10 or 20 years many scientists have in mind.”

 

And what of Heim_  Why is this brilliant scientist so obscure in the literature.  Heim’s work has now been resurrected and several scientists and engineers are showing new interest in Heim’s work. 

 

This abstract of a paper on Heim’s work was prepared by scientist  Illobrand von Ludwiger, M.Sc., prepared for the presentation at the First European Workshop on Field Propulsion, January 20-22, 2001 at the University of Sussex, Brighton, GB

“If one is searching for field propulsion systems for a real interstellar spaceflight, one has to look for a theory which offers the possibilities for

All of these four requirements seem to be fulfilled by the 6-dimensional unified fully geometrised quantum field theory of Burkhard Heim, which has been proven to be correct, because it supplies a suitable formula for all known particle masses (ground and excited states), as well as the correct values of coupling constants.

 

The knowledge of the internal structure of elementary particles makes it possible, in principle, to alter their properties, such as inertia.

 

The physicist Burkhard Heim, who deceased on January 14th , 2001, in Northeim, near Goettingen, was the German equivalent to Stephen Hawking and one of the greatest German physicists. Since he left the Max-Planck-Institute in Goettingen in 1954 because of his bodily handicap (he lost his eyes, his hearing and his hands by an accident) he worked privately. When he published his theory in two voluminous books (written in German, about 600 pages) in 1979 and 1984, nobody could believe that Heim discovered the unified mass formula. And nobody remembered that he had become famous in 1959, when he proposed a new propulsion system for spaceflight.

In this paper the author will give a short overview of Heim’s theory and then will deduce some experiments to manipulate gravity. Heim started with Einstein’s General Relativity Theory, but modified it for application in the microscopic range. Here, the field equations become eigenvalue equations. For invariance reasons Heim had to introduce a 6-dimensional manifold. The existence of a smallest area required the computation with differences rather than with differentials, and with selectors instead of tensors. According to Heim, Einstein’s assumption of one single metric was too simple. He introduced three partial structures, which constitute four possible metrical tensors by correlations. This complicated geometry leads to 1956 eigenvalue equations from which it is possible to deduce the mass spectrum of elementary particles and to describe their internal structure fluxes. Matter consists of an exchange of maxima and minima of condensations of the smallest areas in subspaces of an R6. Contrary to vacuum fluctuations, matter exists when the geometrical exchange processes always return to their starting point. These geometrical fluxes produce a spin. Since this spin tends to stay orthogonal to the vector of world velocity, each acceleration leads to a resistance force or inertia.

 

There are several possible ways to generate gravitational fields and gravitational waves in Heim’s theory. A theoretical possibility consists in the generation of gravitons from neutrons. The generation of acceleration fields has been investigated by the spaceflight company DASA. Heim himself proposed to test the contrabaric effect predicted by his theory. For financial reasons these experiments could not be finished.

 

                Another scientist working on gravitational spacecraft is Fran de Aquino of the Physics Department, Maranhao State University, S.Luis/MA, Brazil.

 

                In an abstract of one of his papers, he states:

 

“Gravity is related to gravitational mass of the bodies. According to the weak form of

Einstein’s General Relativity equivalence principle, the gravitational and inertial masses are

equivalent. However recent calculations (gr-qc/9910036) have revealed that they are

correlated by an adimensional factor, which depends on the incident radiation upon the

particle. It was shown that there is a direct correlation between the radiation absorbed by the

particle and its gravitational mass, independently of the inertial mass. This finding has

fundamental consequences to Unified Field Theory and Quantum Cosmology. It was also

shown that only in the absence of electromagnetic radiation this factor becomes equal to one

and that, in specific electromagnetic conditions, it can be reduced, nullified or made

negative. This means that there is the possibility of control of the gravitational mass by

means of the incident radiation. This unexpected theoretical result was recently confirmed

by an experiment (gr-qc/0005107). Consequently there is a strong evidence that the

gravitational forces can be reduced, nullified and inverted by means of electromagnetic

radiation. This means that , in practice we can produce gravitational binaries, and in this way

to extract energy from a gravitational field. Here we describe a process by which energy can

be extracted directly from any site of a gravitational field.”

 

 

 

               

There is little doubt that the aircraft engineers and theoretical scientists of the fifties had ambitious goals to harness the forces of gravity and inertia that would have enabled us to have a very advanced space program. I was told by a retired naval commander who once had an encounter with UFOs while in an aircraft over the sea that he was told that certain test masses of metal were being levitated in aircraft labs during the fifties. If they were truly getting results in these early projects, and this seems to be reflected in their optimism for future success in the newspaper articles that appeared at that time, then what became of this research_ Are we now building electrogravitational space planes in secret_ It is possible.

 

I also wrote a short paper on gravity with this abstract:

“ Newton’s theory of gravity prevailed until the publication of the General Theory of Relativity by Albert Einstein in 1916.  Newton did not postulate how the force of gravity is communicated over a distance between bodies.  Einstein postulated that space was something physical that bent or warped in the presence of mass.  Another postulate is that energy in space itself is the source of the gravitational force.  This paper postulates that space is something as Einstein proposed, but not analogous to a rigid solid but similar to a fluid in properties and thus certain laws that govern fluids are applicable to the behavior of space and produce the gravitational force.”

 

New interest in developing field-propelled spacecraft is accelerating rapidly.  A landmark meeting of the minds took place in Brighton, England on January 20, 2001.  This meeting of the minds might become of equal  importance to the famous Solvay Conference.  The 1927 Solvay Conference, held in Belgium, was attended by the world's most notable physicists to discuss the newly formulated quantum theory.  The "stars" of this conference were Einstein and Bohr.  Einstein, troubled by Heisenberg's uncertainty principle, made the
remark, "God does not play dice."  Bohr replied, "Einstein, stop telling God what to do." The Brighton conference was convened by Graham Ennis, a 59-year-old British engineer with a cause – to bring together a group of scientists and engineers to discuss a new high road to the stars.

 

 

Marc G. Millis of NASA’ Lewis Research Center in Cleveland, Ohio has initiated the Breakthrough Propulsion Physics Research Program. Some of the contributing scientists to the BPP workshops have studied UFO reports and inferred certain ideas that are proposed as promising new areas of research. The objective of the NASA Breakthrough Propulsion Physics Program is to make measurable and credible progress toward the seemingly long range goal of creating propulsion breakthroughs. Some of the primary ideas involve harnessing the vacuum energy of space itself as an energy source or propulsive medium. The zero-point energy field of space is conjectured to be the agent producing the familiar forces of gravity and inertia. This program is also considering circumventing the light-speed barrier making fast rapid transit to the stars possible.

 

Our dreams of space travel, perhaps a long-ago accomplishment of some other planetary civilization, may be closer to reality than we think.