Secrets of Antigravity Propulsion by Ph.D. Paul A. LaViolette Page A

second, the first type of test vehicle. In turn this would lead to sponsoring of a combat disc. The preliminary test rigs which gave only feeble propulsion have been somewhat improved, but of course the speeds reached so far are only those more associated with what is attained on the roads rather than in the air. But propulsion is now known to be possible, so it is a matter of feeding enough KVA [kilovolt-amperes] into condensers with better K figures. 50,000 is a magic figure for the combat saucer—it is this amount of KVA and this amount of K that can be translated into Mach 3 speeds.
    Aviation Report
, November 19, 1954 29
    The term “KVA,” which stands for kilovolt-amperes, is used exclusively in referring to power consumption in which the power source is AC. Its use in the above passage suggests that the disc being discussed was to use high-K capacitors powered with AC, rather than DC. 30 If the disc’s capacitors were instead powered exclusively with DC, then it would have been more proper to refer to kilowatts of power, or KW. *5 Also, this same report later states, “Perhaps the main thing for management to bear in mind in recruiting men is that essentially electrogravitics is a branch of wave technology and much of it starts with Planck’s dimensions of action, energy, and time, and some of this is among the most firm and least controversial sections of modern atomic physics.” So here is further acknowledgment that researchers were actively investigating the use of
time-varying
electric fields for electrogravitic propulsion.
    Although Brown’s early demonstration discs were powered with high-voltage DC power, later demonstrations, such as the one given in a gymnasium at Pearl Harbor, appear to have instead used rectified AC. Also, in one of his patents, Brown briefly alludes to energizing high-K dielectrics with high-frequency AC, but he kept fairly quiet about this part of his work. How an AC-energized capacitor might be used to produce an amplified electrogravitic thrust is described in the next chapter.
    During a January 25, 1955, meeting of aviation leaders held in New York, George S. Trimble, vice president of advanced design for Glenn Martin Aircraft in Baltimore, was quoted by the Associated Press as saying, “Unlimited power, freedom from gravitational attraction, and infinitely short travel time are now becoming feasible.” 31 He then added that eventually all commercial air transportation would be in vehicles operating on these fantastic principles. Recall that Brown had briefly worked at the Baltimore Glenn Martin plant sixteen years earlier, before the beginning of World War II. Undoubtedly, he had planted the seeds about electrogravitics at that early date.
    At the same meeting, Dr. Walter R. Dornberger, a guided missile consultant for the Bell Aircraft Corporation, predicted that airliners would eventually travel at 10,000 miles per hour (Mach 13). This would make possible a trip from New York to Sidney, Australia, in approximately one hour. Two weeks later, Aviation Studies issued a report disclosing that many aircraft companies were aware of the existence of this antigravity technology:
    M ANAGEMENT N OTE FOR E LECTRO-GRAVITICS
    New companies . . . who would like to see themselves as major defence prime contractors in ten or fifteen years time are the ones most likely to stimulate development. Several typical companies in Britain and the U.S. come to mind—outfits like AiResearch, Raytheon, Plessey in England, Rotax and others. But the companies have to face a decade of costly research into theoretical physics and it means a great deal of trust. Companies are mostly overloaded already and they cannot afford it, but when they sit down and think about the matter they can scarcely avoid the conclusion that they cannot afford not to be in at the beginning.
    Aviation Report
, February 8, 1955 32
    In July 1955,
Aviation Report
quoted Lawrence D. Bell, founder of Bell Aircraft, as saying that