Part 3 of the propulsion article...
"Rumors circulating among people close to the project allege that the B-2 does utilize antigravity technology. So, our conjecture, that the B-2 incorporates an electrogravitic drive, appears to be substantially correct. If this is true, the B-2 is the first mass-produced antigravity vehicle to be displayed to the public! It is the final realization of the kind of craft that Brown had proposed in Project Winterhaven and that the 1956 Aviation Studies report had disclosed, was beginning to be developed by the military in late 1954. The secrecy that has so tightly surrounded the B-2 most likely does not as much concern its radar evading technology as it does its antigravity propulsion technology, although both are probably closely intertwined. The use of such nonconventional propulsion technology would explain the B-2's high price tag, which has averaged well over a billion dollars per plane."
"Although the black world scientists mentioned nothing about electrogravitics in their "Aviation Week" disclosure about the B-2, they did admit to the existence of very "dramatic, classified technologies" applicable to "aircraft control and propulsion". They were especially hesitant to discuss these projects, noting that they are "very black". One of them commented, "besides, it would take about 20 hours to explain the principles, and very few people would understand them anyway". Apparently what he meant is that this aircraft control and propulsion technology is based on physics principles that go beyond what is currently known and understood by most academic physicists. Indeed, by all normal standards, electrogravitics is a very exotic propulsion science. The B-2's body design raises suspicions that the aircraft is indeed an electrogravitic vehicle. A primary design criterion for an electrogravitic craft is that it have a large horizontally disposed surface area so as to permit the development of a sufficiently strong antigravity lift force. As Townsend Brown's experiments demonstrated, such an aircraft need not necessarily be disc-shaped; triangular and square-shaped forms also exhibit antigravity lift when electrified, although disc shapes give the best performance. The triangular planforms used in the B-2 and other advanced stealth aircraft may have been deemed better for reasons of their much lower radar cross section."
"Interestingly, one of the central features of the B-2's classified technology is the makeup of its hull's outer surface. Authorities tell us that the hull is composed of highly classified radar-absorbing material (RAM). Ceramic dielectrics are a likely choice for the B-2 since, unlike many "lossy" dielectrics which function as radar wave absorbers, they are lossless and, hence, transparent to radar waves. More importantly, ceramic dielectrics also have the ability to store large amounts of high voltage charge. Could the B-2's outer RAM layer be fabricated from an advanced, high-k, high-density dielectric ceramic, a material capable of exerting an enormous electrogravitic lift force when charged? Knowing that high-voltage charge is applied to the B-2's surface, the notion that its body surface is designed to function as a giant high-voltage capacitor does not seem so far fetched. Given that the outer RAM skin is a key component of the B-2's highly secret electrogravitic propulsion system, it is not surprising that special care would be taken to keep its composition secret."
"Evidence that the B-2 might indeed use a high-density ceramic RAM comes form information leaked by the above mentioned black world scientists who disclosed about the development of low-radar-observability dielectric ceramics made from powdered depleted uranium.(1) The material is said to have approximately 92% the bulk density of uranium, which would give it a specific gravity of about 17.5, as opposed to about 6 for barium titanate dielectrics. Thus, this new material has about three times the density of the high-k ceramics that were being tested in the 1950's, and hence would develop at least three times the eletrogravitic pull."
"The B-2's positively charged leading edge, another key component of its propulsion technology, was also a matter of special concern to Northrup designers. According to "Aviation Week", the bomber's leading edges posed a particularly challenging production problem on the first aircraft. The leading-edge ionizer is most probably a conductive strip that runs along the B-2's sharp prow and is electrically charged to upwards of many millions of volts. As the B-2 moves forward, its electrified leading edge deflects the approaching air stream to either side, so that a large fraction of the generated positive ions are carried away from its body surface and are prevented from immediately contacting and neutralizing the negative ions in the B-2's exhaust charges ahead of and behind itself which subject it to a large gravitational potential gradient. This artificially produced gravitational gradient would steepen as the B-2 attains higher speeds and deflects its positive ions outward with increasing force. Hence the B-2's electrogravitic drive would operate more efficiently when the craft was moving at higher speeds."
"Best results would be obtained when the B-2 was travelling at supersonic speeds. Positive ions from its leading edge would become entrained in the upwind sonic shock front and flow away from the craft through that sonic boundary layer, to later converge on the negatively charged exhaust stream. Although military sources claim that the B-2 is a subsonic vehicle, in all likelihood, it is capable of supersonic flight. Probably, this capability was not disclosed in order to avoid raising curiosity about how the craft generates the required thrust."
"Both in subsonic and supersonic flight, the deflected positive ions would form an ellipsoidal sheath as they circuited around the B-2. The B-2's forward positive ion sheath would act very much like an extended positively charged electrode surface. Thus, the electrogravitic force propelling the B-2 would arise not just from the leading-edge electrode, but also from the entire positively charged forward ion sheath. The positive and negative ion space charge distributions would very much resemble the charge configuration that Brown employed in some of his later electrogravitic experiments. Brown noted that he obtained a greater electrogravitic thrust when the positive electrode was curved and made much larger than his negative electrode. (He also stated that the apparatus produced greater thrust if the dielectric constant of its intervening dielectric rod increased along its length so as to produce a nonuniform electric field relative to the positively charged canopy. This describes precisely the characteristic of the B-2's trailing exhaust stream. At increasing distances from the craft, the negative ions progressively slow down and become more concentrated, thereby creating a nonlinear electrogravitic field along the length of the exhaust stream.) Thus, the B-2's ion sheath is optimally configured as a electrogravitic drive."
"Each of the B-2's leading edges is segmented into eight sections separated from one another by ten centimeter wide struts. Quite possibly, the struts electrically isolate the sections from one another so that they may be individually electrified. In this way, through proper control of the applied voltage, it would be possible to gravitically steer the craft. Brown had suggested a similar idea as a way of steering his saucer craft."
"The leading-edge section positioned in front of the air scoops most likely are sparingly electrified so as to prevent positive ions from entering the engine ducts and neutralizing the negative ions being produced there. These two nonelectrified leading-edge sections would be ideal places to mount forward-looking radar antennae since the ion plasma sheath produced by the other leading-edge sections would form a barrier that would interfere with radar signal transmission. In fact, the B-2's two Hughes Aircraft radar units are mounter precisely on these leading-edge locations - right in front of the air intakes."
"The 1956 "Electrogravitics Systems" report suggested that there may be a division of responsibility in the program to develop a Mach-3 electrogravitic aircraft, that the "condenser assembly which is the core of the main structure" be developed by an airframe manufacturer and that the flame-jet generator which provides the electrostatic energy for the craft be developed by companies specializing in jet engine technology.(22) Consistent with that suggestion, we find that Northrup, a company experienced in aircraft electrostatics, was contracted to develop the B-2's airframe and that General Electric, a company experienced in the development of jet engines and superconducting electrical generators was contracted to develop the B-2's engines. In fact, the report mentions G.E. as one of the companies involved in early electrogravitics work. Also, it is known that in 1959, Townsend Brown conducted electrogravitics vacuum chamber experiments at the G.E. Aerospace facilities."
(Picture: F-117, one of USAF latest high-tech jet-fighters)
"Authorities claim that the Stealth is powered by four General Electric F-118-GE-100 jet engines similar to those used in the F-16 fighter. However, the absence of forceful exhaust thrust from the B-2, especially at take off, leads us to suspect that the B-2 does not operate on a conventional jet-thrust principle. Rather, its engines more likely are designed to function as flame-jet, high-voltage generators. The propulsive force lofting the craft, then, would come not so much from the jet exhaust thrust as it would from the electrogravitic force field electrically powered by the jet's generators. Such flame-jet generators also would account for the presence of ions which "Aviation Week" says are present in the B-2's exhaust stream. As in Brown's saucer, the engine body would acquire a high positive charge as it exhausted negative ions. Presumably, the engine is electrically insulated from the aircraft hull and its positive charges are conducted forward to power the leading-edge ionizers.ö
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