Part 2 of the propulsion article...
(Picture: Saucer lift-off (model 2) by T. Townsend Brown and Agnew H. Bahnson at the Bahnson Company 1958. Note high voltage arc.)
"Dr. Mason Rose, one of Townsend's colleagues, described the discs, principle of operation as follows:(8) The saucers made by Brown have no propellers, no jets, no moving parts at all. They create a modification of the gravitational field around themselves, which is analogous to putting them on the incline of a hill. They act like a surfboard on a wave...The electrogravitational saucer creates its own "hill", which is a local distortion of the gravitational field, then it takes this "hill" with it in any chosen direction and at any rate."
"The occupants of one of [Brown's] saucers would feel no stress at all no matter how sharp the turn or how great the acceleration. This is because the ship and its occupants and the load are all responding equally to the wave like distortion of the local gravitation field."
"Although skeptics at first thought that the discs were propelled by more mundane effects such as the pressure of negative ions striking the positive electrode, Brown later carried out vacuum chamber tests which proved that a force was present even in the absence of such ion thrust. He did not offer a theory to explain this nonconventional electrogravitic phenomenon; except to say that it was predicted neither by general relativity nor by modern theories of electromagnetism. However, recent advances in theoretical physics provide a rather straightforward explanation of the principle."
"According to the novel physics of subquantum kinetics, gravity potential can adopt two polarities, instead of one. (9-13) Not only can a gravity field exist in the form of a matter attracting gravity potential well, as standard physics teaches, but it can also exist in the form of a matter repelling gravity potential hill. Moreover, it predicts that these gravity polarities should be directly matched with electrical polarity; positively charged particles such as protons generating gravity wells and negatively charged particles such as electrons generating gravity hills. (Thus contrary to conventional theory, the electron produces a MATTER-REPELLING gravity field. Electrical neutral matter remains gravitationally attractive because of the proton's G-well marginally dominates the electron's G-hill.)"
"Consequently, subquantum kinetics predicts that the negative ion cloud behind Brown's disc should form a matter repelling gravity hill while the positive ion cloud ahead of the disc should form a matter attracting gravity well. As increasing voltage is applied to the disc, the gravity potential hill and well become increasing prominent and the gravity potential gradient between them increasing steep. In Rose's terminology, the craft would find itself on the incline of a gravitational "hill". Since gravity force is known to increase in accordance with the steepness of such a gravity potential slope, increased voltage would induce an increasingly strong gravity force on the disc and would act in the direction of the positive ion cloud. The disc would behave as if it was being tugged by a very strong gravitational field emanating from an invisible planet sized mass positioned beyond its positive pole."
(Picture: Six foot diameter saucer-test by T. Townsend Brown and Agnew H. Bahnson at the Bahnson Company 1958)
"Early in 1952 Brown had put together a proposal, code named "Project Winterhaven", which suggested that the military developed an antigravity combat saucer with Mach-3 capability. The 1956 intelligence study entitled "Electrogravitics Systems: An Explanation of Electrostatic Motion, Dynamic Counterbary and Barycentric Control", prepared by the private aviation intelligence firm, Aviation Studies International Ltd., indicates that as early as November 1954 the Air Force had begun plans to fund research that would accomplish Project Winterhaven's objectives. (14-16) The study, originally classified "Confidential", mentions the name of more than ten major aircraft companies which were actively involved in the electrogravitics research in an attempt to duplicate or extend Brown's seminal work. Additional information is to be found in another aviation intelligence report entitled "The Gravitics Situation". (17) Since that time much of the work in electro-antigravity has proceeded in Air Force black projects on a relatively large scale."
"One indication that Brown's electrogravitics ideas were being researched by the aerospace industry surfaced in January 1968. At an aerospace sciences meeting held in New York, Northrup officials reported that they were beginning wind tunnel studies to research the aerodynamic effects of applying high voltage charges to the leading edges of aircraft bodies.(18) They said that they expected that the resulting electrical potential would ionize air molecules upwind of the aircraft and that the resulting repulsive electrical forces would condition the airstream so as to lower drag, reduce heating, and soften the supersonic boom. (Although the author of that article speculated that Northrup might be negatively charging the aircraft's leading edge, the sonic barrier effects can also be accomplished with a positive charge, as Brown originally suggested.)"
"Although this sonic cushion effect is purely electrostatic, Northrup apparently got the idea for investigating this effect directly from Brown, for his electrokinetic flying disc patent explains that the positively charged leading edge electrode would produce just this effect. Brown states: (6) By using such a nose form, which at present appears to be best suited for flying speeds approaching or exceeding the speed of sound, I am able to produce an ionization of the atmosphere in the immediate region of this foremost position of the mobile vehicle. I believe that this ionization facilitates piercing sonic barrier and minimizes the abruptness with which the transition takes place in passing from subsonic velocities to supersonic velocities."
"Also in his 1952 paper on Brown's Saucers, Dr. Rose stated: (8) The Townsend Brown experiments indicate that the positive field which is traveling in front of the saucer acts as a buffer wing which starts moving the air out of the way. This field acts as a entering wedge which softens the sonic barrier."
"Interestingly, in 1981, the Pentagon contracted the Northrup Corporation to work on the highly classified B-2 Advanced Technology Bomber. Northrup's past experience in airframe electrostatics must have been a key factor contributing to its winning of this contract, for "Aviation Week" reported that the B-2 uses "electrostatic field-generating techniques" in its wing leading edges to help it minimize aerodynamic turbulence and thereby reduce its radar cross section. (1) The same article mentions that the B-2 also charges its jet engine exhaust stream which has the effect of rapidly cooling its exhaust and thereby remarkably reducing its thermal signature."
"Although these disclosures were framed in the context of enhancing the B-2's radar invisibility, in fact, they are part of the B-2's antigravitic drive capability. With a positively charged wing leading edge and a negatively charged exhaust stream, the B-2 would function essentially as an electrogravitic aircraft. Just as in Townsend Brown's flying discs, the positive and negative ion clouds would produce a locally altered gravity field that would cause the B-2 to feel a forward-directed gravitic force."
"The design is also very similar to the saucer craft that Brown described in his electrokinetic generator patent. (19) The craft Brown proposed was to be powered by a flame-jet generator, a high-voltage power supply that had the advantage of being both efficient and relatively lightweight. His generator design utilizes a jet engine with an electrified needle mounted in the exhaust nozzle to produce negative ions in the jet's exhaust stream. The negatively ionized exhaust is then discharged through a number of nozzles at the rear of the craft. As the minus charges leave the craft in this manner, an increasingly greater potential difference develops between the jet engine body and the negatively charged exhaust cloud behind the craft. By electrically insulating the engines and conveying their positive charges forward to a wire running along the vehicle's leading edge, the required positively charged ion cloud is built up at the front of the vehicle. A metallic surface of wire grid positioned near the exhaust stream exit collects some of the high-voltage electrons and this recycled power is used to run the exhaust ionizers. Brown estimated that such a generator could produce potentials as high as 15 million volts across his craft."