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