M U FO N
R eports
Prepared 
for
B A A SS
N ovem ber 2008
C opies


Lift
M UFON A dvanced Technology Establishment 
N ewport Beach, C alifornia
A BSTR A C T
Lift is defined as the force or forces that permit a vehicle to hover or remain at constant altitude in flight, 
without expelling fluids as with a jet engine or rocket, which would be the subject of propulsion. W e examine 
five ways that lift can be generated on our planet and have concluded that the use of the magnetic field of the 
earth for propelling vehicles using superconductors has merit. In addition, the study of superconductor materials 
and properties is a very attractive next step towards identifying the experiments having the potential of 
achieving gravity control.
Ways to generate lift: technical approach and concepts
A . For planets that have an atmosphere, it is possible to generate lift in three ways:
I. By displacing the atmosphere with an object. For a balloon in air, lift is the upward force equal to the 
weight of the air displaced. If the balloon is filled with a gas that weighs less than the air displaced, 
there will be a net upward force. The famous rash of sightings from the late 1890’s, recently reported 
on by W 3(a)(2) a( the Society for Scientific Exploration annual meeting in 2008, noted large 
numbers of airship reports having the characteristics of lighter than air balloons. Today it seems that 
balloon technology is well understood and the rewards from pursuing these technologies are not of 
the breakthrough sort.
2. If a vehicle is made to move through the air (perhaps by using a propeller or jet), lift is the 
component of aerodynamic force perpendicular to the motion direction. For an airplane flying 
steadily horizontally, this force exactly balances the force of gravity. The technology of airplanes is 
constantly pushed by the G overnment and many corporations. W e see promising ideas emerging, 
such as those using digital simulation of fluid flows. They will get better and better but it’s not 
unique nor does it have breakthrough potential. There is little evidence of anomalous reports of 
aliens in airplanes.
3. If a propeller sliape is used, the axis can be made vertical and the blades push the air down, causing 
the vehicle to be suspended. Vertical takeoff or landing (VTOL) is a bit more interesting. For a 
helicopter, the blades arc long and thin. R otating blades inside a duct is the same principle but may 
offer advantages for noise, safety and fuel efficiency, leading one to consider ducted fans. D ucted 
fan designs may offer considerable advantage over helicopters. For UFOs, there are numerous 
reports of hovering craft. Unfortunately, the vast majority of them make little or no noise other than 
a humming sound, which suggests they do not move air around to stay afloat, since rapid air motion 
Page 1 of5 BAASS CONHBENTIAL Nov-08


always makes a lot of noise. The extensive reports of hovering craft of varied shapes and sizes 
strongly suggest that they are using technologies beyond our current skills. One would think it not 
unreasonable that the propulsion systems that got them here would also permit them to hover easily, 
especially if they involve gravity control
B. The possibility of using the earth’s magnetic field has been suggested, and is scientifically not a 
problem. For planets that have a permanent magnetic field locally of size B, it is possible to create a magnetic 
dipole of strength M , providing a force on the dipole that is given by F=M *gradB, and the orientation of the 
force depends both on the direction of the gradient of the field and the direction of the axis of the dipole. The 
torque on such a dipole is vector M  X B. For the torque to be zero, the axis direction to have a vertical force 
depends primarily on the latitude. If the dipole were made, for example, by a superconducting toroid, a 
misalignment of torque would have the tendency to turn it upside down and suck it right into the earth. 
H owever, if the toroid were spinning, the gyroscopic effects would counteract this tendency, resulting in a 
wobbling motion. If some of the craft used toroidal superconductors to get a large magnetic moment, and 
spinning to avoid instability, the kind of motions one might expect would possibly be the “falling leaf” or that 
of a conical rotation. These have been observed, perhaps more in the past than recently, and can be easily 
explained as a gyroscopic response. There have been several reliable reports of compass disturbances associated 
with UFO flyovers, strongly suggesting large magnetic fields involved. 
■
C . It is not thought that planets have a net charge, and therefore they have no net electrostatic field. 
H owever, planets with atmospheres may have many local weather disturbances, resulting in charge exchange, 
which we call lighting. Interestingly, even on a clear day at sea level, there is an electric field on earth of the 
order of a hundred volts/mctcr. This is useful for floating objects in the field (just like M illikan floated his oil 
drop to measure the charge on an electron) only if the field strength does not exceed the corona discharge 
breakdown of the order of 100,000 volts/meter. A ny object with a large charge in the atmosphere would be 
। ; expected to show signs of ionization of some of the atmospheric molecules close to the vehicle where the field
;trength would be largest, probably resulting in colored lights near anomalous craft. The idea of charging an 
entire craft to levitate in the earth’s electric field is fundamentally sound, and would take high voltage 
generators to get the energy to discharge the ions or electrons, whichever is needed. The expected observables 
would be various kinds of colors of glow close to the vehicle where the electric field strength is large, caused by 
the mild ionization of a variety of the molecules found in air. H owever, knowledge of the electric field strength 
at all times would seem necessary and it would be the equivalent of constantly flying in the optimum direction 
in a thunderstorm. The technology issues would revolve around light weight and reliable high voltage 
generators available to eject either positive or negative charge as required. There might be a possibility of using 
■ the electrostatic field at the same time as the magnetic field of the earth if the high magnetic field associated 
with the dipole would keep the charge from leaking off the craft.
Prospects for research payoff
Toroidal Magnet Craft
The development of craft that use the Earth’s magnetic field for repulsion and therefore lift is an 
interesting challenge. The intense magnetic field required to make it work would probably favor an unmanned 
vehicle, unless internal magnetic shielding could be used to reduce the exposure to adequate levels. To get the 
necessary number of amp-m1, of say with 1000 square meters for a 100 foot diameter craft, we might need 1011 
amps. If the superconductor had say 100 sq cm, then we are looking for a superconductivity of 10’amps/cm2. In 
addition, the stabilization of the craft would be critical because upsetting torques would have to be neutralized 
and probably use physical rotation as a backup. If (he inside is not spinning, then there needs to be hearings 
between the spinning superconductor and the non-spinning payload portion. In principle, these craft could 
operate anywbere on the planet since the magnetic field is significant everywhere. It would be easy to use die 
^ earth’s magnetic field to launch a dipole-powered craft to orbit easily if it can be made to work at sea level.
Page 2 of 5 BAASS CONFIDENTIAL Nov-08


since the earth’s magnetic field only goes down 10%  at 100 miles altitude. See A ppendix A  for more detailed 
design parameters.
gravity Control Technologies
It is evident to most who study the UFO reports that the observed accelerations and the implied 
velocities from other star systems would clearly imply an ability to interact with both gravity and the space 
vacuum and perhaps time as well. There is no accepted theory available now, although several researchers claim 
to be working on it The UFO data suggest that large magnetic fields have often been observed with some craft, 
and that others hover with a hum, and then accelerate at high g’s. W hile it may be possible to create a gravity 
control device without superconductors, it is our consensus that an investment in advancing superconductor 
technology would have the largest payoff. Such a plan is recommended in connection with the propulsion scope 
of work, involving materials, nanotechnology and superconductivity research with defined interim goals. W e 
would recommend that this more “conventional” research effort be augmented by studying a variety of “leaked” 
documents of earlier possible classified real research for the purpose of idea stimulation, such as notes allegedly 
involving Einstein.
Ducted fans
If you visualize the science fiction Jetson or the Flintstone daily lives, they involve cars that fly easily. 
Forgetting about balloons and airplanes as discussed above because we understand them pretty well, the first 
mild opportunity seen is the VTOL using ducted fens for lower noise, higher efficiency. C ounter-rotating 
ducted fans might work very well on a variety of vehicle designs, with the objective of providing a lightweight 
efficient transportation system supported by sophisticated collision avoidance systems. It is our understanding 
that there is lots of room for optimization of fen technology, since most of the research to date has been driven 
towards improving single helicopter blade design or single blade horizontal wind turbine designs. D ucted fan 
optimization has not been a priority. One of the theories suggests that a large improvement in efficiency is 
loossiblc, although one could not define this as a breakthrough technology, it might have a handsome R OI. A s a 
'-'/ .botnote, the same technology that will help on vehicle design is applicable to the improving sophistication of 
wind turbines fens for the capture of wind energy. H owever, we do not recommend an investment in this area at 
this time.
Plans of Action
Toroidal magnet craft
To establish the feasibility of this concept it would be reasonable to prove the concept by designing a 
small scale model using superconductors. W itbout an attitude control system, it would not be able to be 
untethered, but the principle could easily be established by comparing the expected forces with the actual ones 
in a simple test apparatus. A  small team, once formed could probably demonstrate a preliminary conclusion in 
six months. The team should consist of one physicist who is familiar with magnetism, one superconductor 
cnginecr/scientist who is familiar with capabilities and sources, and one versatile laboratory technician who will 
actually do the physical work. N o unusual power sources would be expected, since this should be a low power 
device. W e would suggest the following milestones:
W eek 0: Team under contract with facilities and equipment available
W eek 4: Test model sized and designed
W eek 8: Parts ordered and wooden fixture complete
W eek 12: Parts arrived, assembly begun
W eek 16: Testing begins
W eek 17: R esults surprise everyone, require redesign
W eek 25: Proof of principle established
W eek 26: Scale up to full size is underway, new budget planned
Page 3 of 5 BAASS CONFIDENTIAL Nov-08


Gravity Control with Superconductor Research
One of the milestones in this research would be to demonstrate 107 amps/cm2 .
k^J ppendix A - Hovering in the Earth’s Magnetic Field
A  toroidal or doughnut shape containing a current will produce a magnetic moment M , determined by 
the strength of the circulating current i shown in slide 1. If it rests in an external magnetic field B, then the force 
and torque on the ring’s current structure are given by the equations shown. The force depends on the gradient 
of B, or the direction in which it changes most rapidly, as well as the orientation of the toroid. It should be 
possible to always provide a vertical force for lift against the earth’s gravitational pull.
The variation of magnetic field strength B is shown in slide 2, both for on the axis of a dipole and in the 
plane normal to the axis. Both in the plane and along the axis far away from the dipole, the strength drops off as 
1/?. Therefore, since the earth’s radius is about 4000 miles, at 8,000 miles the magnetic field is one-fourth as 
strong. H owever, there is no significant difference between sea level and orbital altitude of only a few hundred 
miles.
Slide 3 shows that the variation of both the field strength and angle vary with latitude, with the strength ' 
being about twice as strong at the pole as at the equator. A s expected, the magnetic field points straight up at the 
poles and is essentially horizontal at the equator.
If the orientation of the dipole is assumed to be positioned to minimize the unwanted torque that would 
cause it to change its orientation, the force on the dipole varies from a maximum near the north or south pole to 
a nominal value at the equator, roughly only a factor of two between the pole and the equator, as shown in slide
4. Fortuitously, the angle of the force with respect to the vertical varies only plus or minus about 20 degrees, so 
you always have more than 90%  of the force in the lift direction. The value of the nominal force F° depends on 
the current going around the toroid and the area of the area of the circle formed by the (circular) axis of the 
toroid. So, for one amp-m2, the force is very small, since there are about 10 newtons associated with the mass 
of one kg. One newton is about 3 ounces of force.
j The magnetic field strength produced by the toroidal dipole is proportional to both the current flowing 
jid to the area surrounded by the toroid. From a practical point of view, designs that support a weight of less 
than 1000 pounds are probably not very interesting, so we will be operating above about 10M  amp-m2, seen on 
slide 5. For a 20 meter diameter toroid, one would expect about 1010 gauss, or 106 tesla. This large a field would 
have major impact on living organisms, so internal shielding would be in order.
For the toroidal vehicle considered, the relationships between force, radius, size and vehicle density are 
known as shown. Lines of constant vehicle density correspond to lines of constant amp-m2. The usefill range 
for consideration is somewhere between that of water and air. M issile, spacecraft and airplane densities range 
between x and y. This says that we probably need 1015 amp-m2, and for a 10 meter radius craft we can get about 
a 500,000 pound force available, for the “design noted” point on slide 6. This will result in interesting designs if 
superconductors of 106 amps/cm2 arc available such as with yttrium barium copper oxide.
Page 4 of 5 BAASS CONFIDENTIAL N ov-08


IfiflMtt*
Magnetic dipole
Variation with latitude
3
Moment, field, size relations
I ©A IM '
Magnetic field for a dipole
Earth force on magnetic dipole
Magnetic vehicle parameters
Page 5 of 5 Nov-08


POWER GENERATION
M UFON A dvanced Technology Establishment
N ewport Beach, C alifornia
AB STR ACT
This proposal suggests the purchase and subsequent use of an already-designed research facility to develop the 
principles of cold fusion to permit a breakthrough in the planning of full-scale development for low temperature 
nuclear power.
Introduction and background
Power generation for aerospace vehicles has been studied extensively especially since the beginning of 
‘he space age due to the long-term requirements for satellite power. The discovery of how to extract energy 
—* .om the zero point vacuum is still awaiting experimental demonstration and a useful theory. The use of 
conventional nuclear power in aerospace vehicles continues to be dominated by the negative effects of radiation 
safety and attendant weight penalties. If, however, nuclear sources could be found that would generate only heat 
and no hazardous radiation, this would be a potential breakthrough. The results of cold fusion experiments 
suggest that this is indeed the case.
C old fusion has a marvelous data base of success, but usually at low temperatures, whereas the first 
anomalous reports involved reactions so hot that there was damage to the laboratory. W e have not seen an 
aggressive attempt to replicate at high temperatures and pressures conditions that result tn confirmed cold 
fusion nuclear reactions that emit no neutrons or gammas - nothing but heat.
W hen |1843(a)(2) |in 1989 reported anomalous heat generated during an experiment1 they
failed to initially report that in 1985 they did an experiment that provided excess heat starting from an aqueous 
solution of deuterium and palladium. H owever, it boiled dry and got so hot that it melted some of the laboratory 
bench. A s in many hard-to-accept anomalous results, there was no accepted theory that would reasonably 
pennit the widespread acceptance of an explanation for the obvious nuclear reactions that were occurring 
(d td-^H c + 23.8M cv (heat)). The immediate reaction of scientists was to try to replicate these experiments, 
and the initial attempts were not generally successful. This gave opportunity to the powerful “hot fusion” 
community to gradually attack the results and the data, partly to ensure a strong continuing budget for hot 
fusion. In the meantime, laboratories all over the world, with many varied experiments, were able to show over 
the years very powerful evidence for the reality of the excess heat, but still lacking a theory. A  beautiful 
summary was prepared for the D epartment of Energy by five respected scientists.2 This 30-page paper in effect 
says: (a) there are numerous reports of energy production at the levels of megajoules/cm3; (b) near- equal
1843(a)(2)
Page I of7 BAASS CONFIDENTIAL Nov-08


atomic mixtures of deuterium and palladium work best; (c) it is more productive at higher temperatures; (d) 
there are unknown triggering effects to get the reactions started; (e) the ddH e reaction noted above is the main 
source of energy; (f) sometimes neutron emission is observed; (g) calorimetric studies have left no doubt that 
se excess energy results are valid. N evertheless, the study of cold fusion research is still not an accepted 
N ational priority.
In spite of overwhelming evidence for the reality of the phenomena as reflected in the maverick 
publication Infinite E nergy, and annual meetings of the International C onference on C old F usion (IC C F )t 
theories to explain the data have slowly emerged. One idea that seems to survive is that in the experiments 
involving solid samples that photon exchange (high frequency acoustic vibration) arc responsible for 
stimulating the nuclear reactions?
A nother theoreticapgroachwas taken by former M cD onnell D ouglas employees,]1 B43a)<2) |and his 
innovative colleague p843(a)(2j~~] who interacted with| 1843(a)(2) ] of SR I and|l843(a)(27|and developed
some basic principles that would be aimed at replicating the conditions of the successful!1843(a)(2) 
experiment that apparently had high temperatures and internal pressures involved. Taking the position that in 
order for cold fusion to be a successful business venture, excess energies of Kw/cc will be required, and these
will never occur unless we go to high temperatures and pressures. Therefore, by studying the “boil-dry” case of 
the F&P experiment, they were able to identify the operating regions of interest, shown in Figure 1. A t 700 to 
900 °C  one could expect to attain 5 to 10 Kw/cc4
Pow er D enahie*
0 1 00 200 300 400 5 00 6 00 700 8 00 900 1 00C
F4P- F^S^™ ^’ ^ Tem peraturefC) Figure 1
Figure 1 . B ased on nothing bat experim ental data, this show s that to get several K w /cc w e need to be 
operating at tem perature* above about W tTC
1843(a)(2)
Nov-08Page 2 of7


R eferring to Figure 1, when 1843<a)(2) allowed his electrolytic cells to increase in temperature
from 20°C  to 95°C , the power density-mcreasejnrom about 1 W /cc(Pd) to about 100 W /cc(Pd). This is a
remarkable increase in power density for just a 75°C  increase in temperature.
184^^)... W hile..... | molten salt experiments were very difficult to replicate, he measured about 640 W /cc(Pd) 
*  450*0...................................................................।------1
1843(a)(2) The experimcnLthat is critical, however, is thq |“1 C ubic C entimeter - Ignition” experiment that 
went awry in 1985. | [were using a 1 centimeter cube of palladium as the cathode in an electrolytic cell that 
was operating at a controlled 20°C  and producing about 1 watt of excess heat. Unaware of an impending 
electrolyte replenishing system failure, they left the cell operating unattended over a weekend.
1843(a)(2) W hen they returned, the lab was a mess. A pparently, the cell had run dry so that the heat transfer 
coefficient from the Pd cube to its surroundings decreased from about 0.9 in the liquid to something closer to 
0.1 in air. The few watts of heat being generated was more than could be transferred to the air and positive 
temperature feedback occurred. The temperature rose as did the fusion reaction rate and the cube of Pd melted 
its way free of the test apparatus. The Pd temperature was driven to its melting point of 1554°C  and part of the 
palladium vaporized. In addition, the heat from the Pd cube vaporized a hole in the marble-like lab table and 
created a depression in the floor by vaporizing the concrete. It was apparent that the high intensity reaction had 
endured for an extended period of time. There is little doubt that high-density heat had been produced at high
temperature.
1843(a)(2) | | thought they had achieved “ignition” and they warned their colleagues never to let that happen to
them. T his w as the first split in the road to practical applications that w as m issed!
1843(a)(2) later conducted controlled ‘boil dry’ experiments using palladium rod of varying diameters and 
cxpcricnceiTihe same acceleration of the fusion reaction rate into the high-density range when the electrolysis 
was stopped. T his w as another split in die road that w as m issed!
Figure 1 suggests that: (1) operating temperatures in excess of 500°C  are required to enter into the ‘high
density heat’ range and (2) the continuous flow of electric power is not required to accelerate the reaction rate.
--------- 1843(a)(2) 
'“''Lan the conditions that existed wheullproduced ‘high density heat* be replicated?
The main thrust should be to oesign and construct a new fusion reactor based on a ‘gas loading’ 
principle rather than ‘electrolytic loading’. W ith gas loading, the system temperature limitation is no longer the 
boiling temperature of the heavy water electrolyte but rather the strength of the pressure vessel that contains the 
fusion reaction. By choosing a space-age alloy with high strength at high temperatures, it is possible to create 
the conditions that existed when high-density heat was produced in the past.
A lso, with the ability to maintain high D j gas pressures at high temperature, it makes it possible to 
maintain system energy levels well above those threshold levels apparent from electrolytic experiments that 
produced fusion heat.
The key variables to control are the concentration of deuterium (D /Pd ratio), the deuterium gas pressure 
and the temperature. Fortunately, from the interpolation and extrapolation of data from other sources, an 
equilibrium diagram can be produced and is shown as Figure 2.
Page 3 of7 BAASS CONFIDENTIAL Nov-08


N ote: (1 ) The pubttehed data represents the average concentration for a num ber of R d sam ples. 
(2) The pubiierw d data has been interpolated and extrapctetad to produce thia data plot
Figure X If the system  is ia equilibrium , this chart perm its you to determ ine the pressure required to m aintain a reaction at 
constant tem perature and deuterium  concentration.
R anges of interest appear to be in the thousands of atmospheres to perform meaningful steady state 
studies. For example, if we are forcing deuterium gas into the palladium lattice at a concentration of 0.7 and 500 
°C , we would need a pressure of 20,000 atmospheres. The goal is to produce an uncontrolled ‘high density heat’ 
and to repeat it at will. Thereafter, it is an engineering development job to learn how to control the fusion 
reaction and give it utility.
Engineering Development
These kinds of requirements led to the design of a reactor capable of studying the reactions at high 
smperature and pressure, schematically shown in Figure 3. This reactor has actually been built and has never
Page 4 of7 BAASS CONFIDENTIAL Nov-08


had enough funding to perform any experiments ycL It will permit the evaluation of reaction rates as a function 
of temperature, concentration and pressure for gaseous deuterium forced into solid palladium. A  great deal of 
thought and detailed design work has gone into making this a quality unit. The experimental program would 
lurallv pay high attention to the safety issues in the use of this scanning reactor. In collaboration witfj " 
1843(a)(2) |thc reactor was designed and built by|1843(a)(2i jED TEK C orp, who is reportedly willing to sell it for 
cost, which was about SI OK for materials only. A lthough this sketch is stamped “Proprietary,” we have been 
given verbal permission to use this sketch in the present context
1843(a)(2)
The ED TEK  Scanning R eactor Configuration
H igh-tem p "super insulation1
Containm ent cham ber
Therm ocouple leads
r-Tem perature probe assem bly
40 w att "start-up" heater
Palladium  test sam ple
nnnn
Vacuum
(R oom  tem p.) (H ot zone)--------
am.
—  "Cross" fitting 
(4 external piping)
4—  R eactor pressure vessel
Vacuum  (Carpenter 6 8 0 Alloy)
M ax D a gas pressure • .1  O O O 'C - 4000 atm ospheres 
M ax D  chem ical potential • 27 kJ/m ol ■ 1 .6  x 1 0 *23 eV/m ol
[N ote: AB  cross-sections show n are cylindrical in shape.] 1843(a)(2)
3. Thu design configuration has been built and Is now  in place at the ED TEK  Corporation, under the control of 8 43
w ho built it and paid for it. (a)(2)
Once the principle of producing high density heat has been proven, one would move on to characterizing 
the reaction enabling parameters and develop control methods for any anticipated unstable reaction. Intimately 
tied to the control development is the extraction of useful heat. It is called a scanning reactor, and was licensed
to a company called ED TEK, partly owned by 11843(a)(2) L an interested collaborator with ^Sta)
1843(a) 11 |(2)___
(2)
and
Page 5 of7 B A ASS €ONF4 »ENTl A4, Nov-08


The ED TEK Scanning R eactor is ideally suited to this kind of activity because its unique design allows 
for quick turnaround for the next test The reactor pressure vessel is inexpensive and can be replaced in short 
order in the event of a ‘melt-down’. The unique design of the scanning reactor makes it practical to modify it 
। r installation of electric feed-throughs and for the introduction of electromagnetic stimuli to support reactor 
C ontrol development The reactor is called a "scanning reactor" because of the ease of changing samples. 
H ydrogen is very difficult to contain and it is best to open only one high pressure joint when preparing a new 
test (N ote that the samples are loaded through the "cross" fitting which requires re-sealing only the one 
pressure joint)
A lso, four design features are worth noting: (1) the tapered pressure vessel reduces beat loss by 
conduction while maintaining uniform pressure vessel strength over its length (large wall thickness in the 'hot' 
zone); (2) C onvection to the outer chamber wall is eliminated by operating in a vacuum; (3) radiation losses are 
greatly reduced by surrounding the hot pressure vessel with high temperature multi-layer "super insulation"; and 
(4) although not shown, there is a snug-fitting tube, made of 'alumina', inserted over the temp probe to fill the 
space inside the length of the pressure vessel to prevent significant convection and conduction losses in the 
high pressure deuterium gas. A lumina is very good insulator but its presence does not prevent rapid migration 
of deuterium molecules along the length to equalize pressure. The C arpenter 680 A lloy, used in foe pressure 
vessel body, is one of several high temperature alloys developed for the manufacture of gas turbine blades in jet 
engines.
Once the principle of producing high density heat by gas loading is proven, we are on the pathway to a 
broad range of useful applications even without knowing the precise micro-physics involved. It is axiomatic 
that we are able to ensure that the products of the reaction are just helium and heat. Once the principles are 
established, there is no reason to not visualize scaling cold fusion reactors up and down in size.
It is virtually certain that successful production of high density heat in the existing scanning reactor will 
bring new insight to the micro-physics of solid state fusion and hasten its entry into the textbooks.
If we succeed in proving both the principle and the practical production of safe energy from cold fusion, 
’Vc may also have done a great service to our country by moving toward energy independence from foreign oil, 
.voiding the eventual depletion of hydrocarbon fuels and be the leader in commercially producing and selling 
inexpensive energy.
For aerospace applications, it might turn out that to be possible to scale down the normal cold fusion 
power plant into a self-contained package providing the required energy for a long time. Feasibility needs to be 
proven first.
Plan of Action, Milestones and Team
Once the principles of low temperature nuclear reactions using palladium and deuterium are proven, the 
possibilities for an inexhaustible source of power are excellent D euterium occurs naturally in sea water and can 
be easily extracted. It will be converted to helium that will escape the planet. Palladium is the first material 
discovered that seems to promote low temperature fusion, but there may be others. Palladium is not destroyed in 
the process — it is merely the catalyst or host that permits the reaction to proceed. Palladium has use as an auto 
catalyst for reducing emissions and in jewelry, and typically sells for $750 per ounce, so it’s not cheap. Its 
density is about 12 times that of water (it is heavy) and can absorb 700 times its volume of hydrogen or 
deuterium. H owever, the basic cost information suggests that one could achieve thousands of watts with just 
one cubic centimeter costing only a few dollars. The cost of 50 liters of deuterium is about $250 but a small 
amount produces many Kw-hours of energy. The energy release from two atoms of deuterium combining to 
form helium is roughly a million times the energy of two hydrogen atoms in a fossil fuel burning with oxygen.
The first step would be to arrange to examine the scanning reactor to ensure its availability as described, 
and arrange for a purchase and transfer to a suitable testing location. Then, a test plan needs to be prepared by_ 
hose familiar with other experimental work in cold fusion. 1 think that designefi843(a)(2) land owner 1843
Page 6 of7 Nov-08


1343(a)(2)
[would be happy to assist in some planning part time.|1643)a)(2) lofSR I at M enlo Park, C alifornia is 
reported to be enthusiastic in using such a test facility to more accurately assess the conditions that cause the 
deuterium atoms to fuse. The testing should be done by personnel who have knowledge of the field and the 
ills to deal with fire and explosion safety issues. A  schedule could probably be provided by them if 
-requested. The things that would need to be done are to ensure a safe location, order the measurement 
instruments if not available, order the palladium and deuterium, and prepare a testing schedule. This probably 
could be done in six months if a few of the right people were put on the job. Typical milestones would be:
W eek 0: M ake initial contact with owner
W eek 3: C omplete contract negotiation
W eek 8: C omplete staffing
W eek 8: M ove the equipment
W eek 9: Order the palladium and deuterium
W eek 10: C omplete test plan
W eek 16: A ttain first positive feedback
W eek 26: Obtain repeatable data records
Steps that follow would address commercial design applications and implementation.
In conclusion, this is a great chance to pick up a well-planned unit designed to prove the reality of cold fusion, 
explain the scientific principles involved and pave the way for planning commercial energy sources independent 
of oil.
Page 7 of 7 BAASS CONFIDENTTAI. Nov-08


Control
M UFON A dvanced Technology Establishment 
Fort C ollins, C olorado
AB STR ACT
Traditional aircraft controls have been perfected over the long history of powered H ight, 
evolving from mechanical hydraulic controls to fly-by-wire computer controls. Today’s most 
sophisticated commercial and military aircraft are almost exclusively fly-by-wire systems with 
some allowing for manual override.
A erospace vehicles of the next century will use breakthrough propulsion and lift technologies 
that will require equally innovative vehicle control systems. For example, if a lift vehicle is 
designed to nullify or counteract gravity, traditional aircraft controls that render proper pitch, 
yaw and roll could be replaced by non-airfoil manipulation technologies that maneuver the 
vehicle using the lift/propulsion field itself.
Technical Approaches and Concepts
The design of a control system for an advanced aerospace vehicle is directly dependent on the 
propulsion and lift method used. Electro-magnetic induced superconductor lift/propulsion could 
be controlled, for example, by modulating the current in the superconductor through a 
combination of:
o Phase shift modulation (PSM )
o Pulse width modulation (PW M )
o Frequency modulation (FM )
Page 1 of 3 B AASS CO N FID EN TIAL No'


C onsider the control system that could be used to control a Superconducting Toroid craft:
The proposed Toroid craft is comprised of an inner ring and an outer ring. The inner ring 
contains the occupant compartment, power generation system compartment, controls 
compartment and navigational system.
The inner ring would consist of multiple sections of superconducting material and a supporting 
section. This supporting section would interlock with the corresponding outer ring's channel. 
The inner ring would not have to rotate.
The outer ring has to contain a channel for an interlocking section of the corresponding inner 
ring. There are many possible formats for each ring. The principal idea of this design is to 
maintain the stability of the outer ring and the integrity between the inner and outer rings. The 
primary purpose of sections 1 and 2 would be to rotate the ring, while section 3 of the ring would 
control the speed and direction of motion of the craft.
A . For initial startup, we need to impart the energy necessary to bring the outer ring up to 
superconductivity. This would most likely be by means of direct contact to the outer ring from 
the vehicle’s power source.
B. A fter initial startup, we could use microwave beaming techniques to add power to the outer 
ring as needed to maintain superconductivity.
C . The outer ring would be rotated by controlling the inner ring's sections using a push-pull 
control effect as accomplished by maglev train systems. Instead of moving in a straight line, 
however, this system would operate in a closed loop.
In order for the craft to have control in a magnetic field, we’d have, to be able to alter the 
PSM /PW M /FM  in sections which are opposed by 180 degrees - one side pushing against the 
magnetic field and one side pulling towards the magnetic field. This would be computer 
controlled allowing for changes on three different axes so as to affect the roll, yaw and pitch.
The strength of the magnetic field produced by the superconductors would allow you to 
accelerate and decelerate the craft in the desired direction within the earth’s magnetic field. The 
limits would have to be controlled to protect the occupants of the craft from excessive G  forces.
Vehicle Control Summary
The functional controls for the superconducting vehicle would consist of five primary systems:
System 1 would control rotation of the outer ring.
Page 2 of3 B AAS5  CO N FID EN T!Al.


System 2 would control the saturation of the superconductivity in the outer ring and control 
speed and direction of the craft
System 3 would counteract the magnetic effects between multiple rings.
System 4 would prohibit the vehicle from exceeding G -forces which could be harmful to human 
occupants.
System 5 would be a fail-safe system to protect the craft, including but not limited to, an anti- 
collision automatic control system.
The entire control system for superconductivity is dependent upon the pulse width, phase shift 
and frequency modulations.
Plan of Action
To establish the feasibility of this concept it would be reasonable to prove the concept by 
designing a small scale model. A  small team, once formed could probably demonstrate a 
preliminary conclusion in six months. The team should consist of one Pulse Power Engineer, one 
M echanical Engineer, one Physicist and one Electrical Engineer with experience with M aglev 
technology. W e would suggest the following milestones:
M onth 0: Team under contract with facilities and equipment available.
M onth 3: C omputer modeling on superconductor maglev vehicle control system finalized
M onth 4: Parts for small scale mockup purchased
M onth 6: Small scale mockup laboratory tested
R eferences:
1843(a)(2)
Page 3 of 3 B AASS CO W W T1 M N


H UM A N IN TER FA C E
M UFON  A dvanced Technology Establishment 
D elafield, W isconsin
AB STR ACT
The human mind is a remarkable instrument that may be used in the future to control 
various functions, including flight. The scientific study of implants found in human 
beings may lead to technologies which could lead to this giant leap. Unlimited 
possibilities for payoff exist in the form of mind control for everything from vehicles to 
military defense systems to medical advancements.
Introduction
The human mind “is the most advanced device ever developed for information 
correlation, pattern, recognition and anomaly detection. A ll of our senses are superbly 
designed to collect, correlate, and analyze continuous streams of information; to discard 
irrelevant information at high speeds; and to make intuitive connections.”1
C urrent flight technologies are completed by direct physical intervention of the operator. 
This is accomplished by the use of the hand, foot, eye or head movement. W ill the 
remarkable human mind be tapped as a controlling force as well?
Future technologies may include:
A . D irect mental telepathic interaction with a computer system to control aspects of 
flight
Telepathy has two aspects. First, there is the formulation of a particular thought; 
secondly, the individual who has the particular thought must have the ability, innate or 
learned, to send that thought to a receiver. Psychokinesis is a term used for a type of 
telepathy that goes one step further; it refers to a direct physical influence, such as 
distortion or movement, utilizing only the power of the mind. To date, studies in 
psychokinesis have yielded little in the way of statistically significant, repeatable results.
Page 1 of 5 BA ASS CONFIDENTIAL Nov-08


B. Utilizing the electrical activity in the brain via externally mounted sensors.
R eferred to as synthetic telepathy, this technology utilizes electrodes in contact with the 
human scalp. Emissions from the brain “are passed through an amplifier, which sends 
the results to a computer for processing.*'2
R esearch in this area is ongoing both for military purposes and for gaming. M edical 
research, which is focused on the ability of a patient to move various types of controls 
using only the emissions from their brain, may offer the disabled new avenues of 
communication.
This technology has also being studied In relation to flight Subjects at W right- 
Patterson’s A eronautical Systems C enter learned to control their brain emissions, 
enabling them to send instructions to a flight simulator?
One of the problems encountered with this technology has been the difficulty in obtaining 
precise readings. A  scientist in Berlin is attempting to improve those readings through 
the use of a cap that is embedded with electrodes. C onductivity is enhanced by the 
application of a gel between the cap and the skull.4
C . Biologic interface to the vehicle.
Some abductees have stated that while onboard a UFO, they observed a place for the craft 
operator’s hands to rest in. This may have represented either the use of the hand 
operating as a lock function or as a tactile biologic interface to the vehicle.
D . Virtual reality.
Virtual reality permits an individual to interact with a computer-simulated environment. 
A  virtual helmet, goggles with video display, full bodysuit including gloves, boom ann 
and omnidirectional treadmill provide tactile feedback. Outfitted in tins manner, the 
operator would feel total immersion in whatever craft or vehicle he was controlling, 
permitting him to control and feel all actions and related effects. A ll body changes or 
actions would be directly converted to corresponding vehicle control or whatever the 
intended action was. Future studies may allow an operator to direct flight in a virtual 
environment which could be located anywhere.
E. Bi-directional conversion of thought patterns to mental electrical stimuli through the 
use of biologically powered implants.
N umerous implants have been discovered in humans and are being removed at an 
increasing rate. H ow the implants were placed or what activities and physiological states 
they monitor is unknown.
Page 2 of 5 BAASS CONFIDENTIAL Nov-08


The University of C openhagen has been conducting studies, including one in which they 
focused a magnetic beam at the back of the subject’s head. The beam affected tlie visual 
cortex and caused temporary blindness on a conscious level. The studies also indicated, 
however, that the individuals were able to react to certain directions on an unconscious 
level - as if they could still sec.5 W hat other human reactions could be temporarily 
suspended or controlled by focusing a magnetic beam to other parts of the brain or body? 
M ight there be an association with implants and transcranial stimulation?
A n implant may serve as a targeting lead, to the individual and/or to a specific site on the 
body for magnetic beam placement. C ould a study in this area give us clues as to why so 
many experiences are unable to recall events on a conscious level, recalling them only 
under hypnotic regression or while in a subconscious state?
Prospect for R esearch Payoff
It is hypothesized that the implants noted above are bi-directional communication 
devices. If it were possible to reverse engineer the implants and understand how they 
function, we very well may have a direct mind-to-vehicle interface capable of controlling 
the flight characteristics and defense systems of a craft. A ssociated commercial ventures 
might include mind interface to control vehicles, equipment, and weapons systems. The 
possibilities are limitless.
Plan of A ction and M ilestones: Implant R emoval
To the best of our knowledge, current efforts to remove implants do not include proper, 
complete scientific investigation.
M UFON is in possession of copies of x-rays which may provide evidence of implants in 
unsuspecting U.S. citizens.
The implants, which are about the size of the tip of a pen, were found in a 16-year old 
female and a 76-year old male from different parts of the country - one from the 
northeast and one from the southwestern part of the U.S.
Page 3 of 5 BAASS CONFIDENTIAL N ov-08


UFO literature reports that some implants exhibit magnetic properties and emit a 
frequency without any apparent external excitation. Upon removal, they become non­
magnetic, cease transmitting and start to degrade. It is hypothesized that they derive the 
power to run from biochemical means. W hile it is known that R FID  tags are already in 
military and public use, the implants of our proposed study are distinguished by their tiny 
size and by the fact that they do not require external excitation.
A  complete investigation protocol has been developed and proposed to M UFON  (Implant 
Investigation Proposal). W hile other researchers have extracted and analyzed implants, 
M UFON ’s proposal is to study them in situ as well as to extract and analyze them 
through unique methods, maintaining their functional operation for external study or 
manipulation.
The investigation would seek to capture the waveform, analyze its data stream, and try to 
correlate possible brain activity with the waveform characteristics. This would be 
accomplished by using a C T scan, M R I scan, electroencephalograph, and a R F Spectrum 
A nalyzer. One of the goals of the R F engineer would be to continue operation of the 
implant after extraction. A  proposal identifying equipment for a M obile C ommand 
C enter for multiple purposes, including implant removals has been submitted to M UFON  
(A nalysis of Equipment N eeded to C onduct Field Investigations).
The team would be composed of:
I. Physician or dental surgeon (licensed in the location of extraction) to perform minor 
surgery;
2. R adio-frequency and digital electrical engineer with experience in the medical field;
3. A  biochemist with a metallurgical background;
4. A  biophysicist;
5. Project administrator, and,
6. Two mental health professionals. The role of the first mental health professional 
would be to discuss the pros and cons of the procedure with the experiencer prior to 
signing a consent form. The role of the second mental health professional would be to 
counsel the experiencer and to facilitate follow-up after the procedure.
Volunteer patients with implants that have been detected in relatively current image scans 
(X-ray, C T scan, M R I scan or panoramic head scan) would be needed.
M ilestones:
Three M onths - Team recruitment complete.
One to Two M onths - Equipment acquired. In this second phase, items may be purchased 
or rented depending upon the availability of funds. If renting, we would most likely be 
able to secure items within a short time frame. In the event that a mobile unit may be 
utilized as a removal site, there are a number of unknown variables which would affect 
the time frame.
Page 4 of5 BAASS CONFmENTIAL Nov-08


Four to Six M onths - Volunteers recruited.
One M onth - C ases selected. A  committee would review and select cases for the project
Twelve to Eighteen M onths - D ata collected. This phase would include the actual 
removal, examination, disassembly and data collection relative to the implants.
One M onth - D ata reviewed and summarized. In this phase, data collected would be 
reviewed by our sponsor to identify potential engineering projects. A t this point, a 
decision would also be made as to whether the project would continue and if so, its scope.
Times for the various phases may overlap in some instances. The goal for the initial 
project would be completion within 18 to 24 months. C osts incurred prior to actual 
equipment acquisition and testing would be minimal.
References
1843(a)(2)
Page 5 of 5 BAASS CONFIDENTIAL Nov-08


PROPULSION
M UFON A dvanced Technology Establishment 
A ustin, Texas
ABSTRACT
C hemical based propulsion of space vehicles allows for the exploration of our solar system but is not 
feasible for interstellar travel. A  solution to this must come in either the ability to travel near the 
speed of light or by changing the dynamics of travel through some type of warping of space.
Introduction
Theories for interstellar travel have been discussed as early as the 1970s by the British Interplanetary 
Society in “Project D aedalus”, which hypothesized the use of micro fusion explosions to develop 
thrust sufficient to reach near-light speeds. N A SA  supported the Breakthrough Propulsion Physics 
Project from 1996 through 2002. Their object was to seek the ultimate breakthroughs in space 
transportation: propulsion that requires no propellant mass, that attains the maximum transit speeds 
physically possible, and breakthrough methods of energy production to power such devices. Topics 
of interest included experiments and theories regarding the coupling of gravity and 
electromagnetism, vacuum fluctuation energy, warp drives, wormholes, and quantum effects. 
N A SA  continued this thought process with the N A SA  Institute for A dvanced C oncepts from 1998 to 
2007. The project ended due to funding cuts.
There are a myriad of possibilities regarding interstellar travel, but they are all still very 
hypothetical. It would be beneficial if there was something to point a development project towards- 
a research area with the most hope for success. A lthough controversial, it is worth considering 
whether the properties of unidentified aerial phenomena that have been witnessed over the last 50 
years could be explained by any of the current theories for interstellar propulsion. Observations of 
this phenomenon by pilots, military personnel, and witnesses with a scientific background, provide 
the following characteristics:
Page 1 of 5 BAASS CONFIDENTIAL N ov-08


1. A bility for rapid acceleration, deceleration, and hovering capabilities.
2. A bility for sudden changes in direction.
3. Vehicle shapes vary and are often not aerodynamic.
4. Objects over 400 meters in size capable of hovering and/or moving slowly.
5. N o visible rocket nozzles or propulsion system.
6. There is a lack of air displacement causing turbulence with movement of the object.
7. There is no indication of the sound barrier being broken even though the witnesses claim 
speeds above M ach-1.
8. Often there is no noise associated with the object while it is moving. Sometimes a slight hum 
is heard if the object is hovering.
9. The presence of electromagnetic fields is suggested due to plasma glows, varied colors, and 
interference with electronics.
A  research team should compare the current theories for interstellar travel against these properties 
and then determine_which of the theories best approximates the seven conditions noted. This was 
initially done by 2^^012^ a former research scientist at N A SA  and the Langley R esearch C enter. 
The theory and mathonatics is outlined in his book published in 1995,| 1843(a)(2)
1843(a)(2) | In his treatise be posits that a controlled repulsive held such as anti­
gravity would best explain the flight characteristics that have been attributed to unidentified aerial 
phenomena. This theory still best supports the characteristics previously mentioned.
This paragraph summarizes how an anti-gravitational field could explain some of these 
characteristics. A ssume that a spacecraft is developed which is capable of placing itself within a field 
that can repulse the earth’s gravitational field in a controlled manner so that the craft can hover as 
well as move in different directions. Such a craft would be able to accelerate rapidly and change 
directions without large g-forces being experienced by the occupants of the craft because the 
acceleration that occurs is through the movement of a field not the movement of the object, per se. 
Since the craft is contained within a field, the need for an aerodynamic shape is not critical unless it 
needs the ability to move through an atmosphere using standard propulsion methods. Since 
aerodynamic requirements no longer affect the craft, the size of the craft could be very large. N o 
external propulsion mechanisms would be needed as the craft is controlling the gravitational field 
around it in order to move. But would such a craft enclosed in a field displace air as it moves, and 
cause turbulence in the surrounding atmosphere? Or since gravity is a warping of space-time, would 
the craft not “truly’’ be in the atmosphere? This is a difficult question and should be addressed by the 
research team that is assembled as should the other points discussed in this paragraph.
Anti-Gravity or Negative Gravitational Fields
A  controlled anti-gravitational field not only explains observations of unknown aerial phenomena 
but will also be beneficial to study for two reasons. The first support of this avenue of research is 
that there is literature indicating the possible development of this propulsion method using current 
technology. The second justification is that since this area of technology development requires the 
use of superconductors, research in this field may also have side benefits to other technologies and 
other p repulsion techniques that utilize superconductors.
Page 2 of5 BAASS CONFIDENTIAL Nov-08


Literature that supports the development of anti-gravity techniques was first mentioned in the 1960s.
The G ertsenshtein Effect was postulated as a wave resonance solution to Einstein’s general relativity 
field equation. It predicts an emitted gravitational wave due to an electromagnetic wave propagating 
through a static magnetic field. This effect was tested in the laboratory and described in a iwer in 
2001 hvfW T^) _ ~nandp84^ 2)
W ) Utilizing a ceramic superconductor 
to generate a high new, they describe an EM  discharge that exerts a short repulsive force on small5iS
movable objects along the propagation axis. W ithin their measurement error, the impulse’s effect is 
1843(a)(2) proportional to the mass of the objects and independent of their composition. It therefore resembles a
1843(a)(2)
propulsion should begin now 1843(a)(2)
gravitational impulse. The G ertsenshtein Effect has also been covered in recent theoretical papers by 
~" ] argues that the development of gravitational
_ _ _ , andp843(a)(2) | describe an experiment
for the generation and detect ioiToFriiglb^ G ravitational W aves (H FG W s) in the laboratory
utilizing a pair of tabletop X-ray lasers.
There is also a certain advantage and flexibility to exploring the use of anti-gravity for interstellar 
propulsion. Even if research in this area does not prove fruitful, the research related to the 
improvement of current supc^nduttQfj££hr^logy will be a valuable business investment, which 
can improve the ability to create high-density magnetic fields that are used in other propulsion 
technologies and scientific fields. These include propulsion through electromagnetic plasma 
thrusters, magnetoplasmadynamic thrusters ®, fusion R A M  jets that use a magnetic field to collect 
protons in space , antimatter containment fl®, and electromagnetic rail guns for sub orbital 
launches. (l" A lthough these other propulsion technologies are less likely to provide a method of 
interstellar travel, but instead a more efficient method of travel within the solar system, what is 
learned here may also benefit those areas of research. There arc also a myriad of other uses for this 
type of technology in the areas of high current transmission for power lines, improved M A G -LEV 
trains, and controlled EM P. This is an excellent area of research because it affects so many other 
technology fields and has the capability of generating potential profits. .
Plan of Action
Analytical Team
The areas of expertise required for the development of anti-gravity include individuals who have 
research experience in:
(1.) (M aterial Scientist) The development of state of the art superconductors, especially 
YBaiC ujOr-y or comparable high temperature superconductors. Experience in other types 
of superconductor materials besides yttrium-barium should be considered because it is 
not yet known what type of material would make the best superconductor.
(2.) (Physicist) The physics associated with high-density electromagnetic fields.
(3.) (Physicist) The understanding of the various theories related to gravitational fields.
(4.) (Electrical Engineer) The ability to incorporate these concepts into a working model.
Page 3  of 5 BAASS CONFIDENTIAL Nov-08


(5.) (M aterial Scientist) Expertise in state of the art nanotechnology may be of value to this 
team. Some of the initial experimental work might be developed at a sub-micron level 
since quantum effects are easier to detect at this level. W hether a nano-technology expert 
is needed on the team may depend on the route that the team takes to evaluate anti­
gravitation.
In addition to their technical expertise, the team members will need to be very open minded in their 
approach to the problem and must be able to work well with others. A  patent attorney should also be 
made available to the team so that any ideas generated that are directly related to this project or that 
could be used in other fields, are patented. One of the team members, or another individual, will 
need to be selected as a team manager that can use brainstorming techniques and other open-minded 
methods to help the team develop their ideas. This individual will be the driver and motivator of the 
team and may be the most critical person to the success of the team. This individual does not need to 
be the strongest person technically on the team, but this individual’s technical expertise must be 
sufficient to understand the basic concepts that the team will be addressing.
Once the team is selected, the next step will be to develop a project plan. Because this type of 
research can change its character due to discoveries, the milestones should be flexible and should be 
developed by the assembled team. A n initial example pf milestones for the beginning stages of this 
project could be as follows:
W eek 0: Initiate hiring and selection process
W eek 16: Identify team leader and complete hiring of key team members
W eek 18: Team assimilation & brainstorming completed on next steps for anti-gravity project
W eek 20: Team provides project plan to management with milestones for the next 6-12 months 
-project plan identifies key gates that could affect change in direction of project 
-project plan identifies necessary financial resources & additional manpower if needed 
-‘project plan identifies how intellectual property will be captured in the process
REFERENCES
1843(a)(2)
Page 4 of 5 BAASS CONFIDENTIAL Nov-08


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