The Secret History of Extraterrestrials: Advanced Technology and the Coming New Race (18 page)

DEEP-BLACK PROJECTS

The October 1989 issue of
Aviation Week & Space Technology
magazine contained an article titled “Secret Advanced Vehicles Demonstrate Technologies for Future Military Use.” The following statement in that article is very revealing: “Although facilities in remote areas of the Southwest have been home to classified vehicles for decades, the number and sophistication of new aircraft appear to have increased sharply over the last 10 years when substantial funding was made available for ‘deep black’ projects.” The term “deep black” refers to top-secret development projects funded by so-called black funds (i.e., money not coming from any publicly approved source), and therefore government officials do not have to be informed about these projects. Could some or all of this “substantial funding” be the missing Northrop $22.4 billion? Later in the same article, it says, “These primary types of ‘black’ aircraft appear to employ relatively conventional propulsion systems, although . . . there is substantial evidence that another family of craft exists that relies on exotic propulsion and aerodynamic schemes not fully understood at this time.”

If aircraft with exotic propulsion systems were being tested in the Southwest as early as 1980, using black funds, then Gonsalves’s contention becomes very credible. It suggests that by the time Northrop officials got the B-2 contract in 1981, they may have already had a working, flying stealth UFO model, possibly previously tested at Nellis Air Force Base in the Nevada desert, which is the top-secret government test site sometimes referred to as “Dreamland.” Then, with the injection of an additional $22.4 billion into the black fund in 1982, they could have actually begun to build them in numbers, using only a small portion of this money to create the public version (i.e., to add jet engines and adapt it for straight and level flight), anticipating that they wouldn’t have to account for the $22.4 billion. This explains how UFO B-2s could have been flown in the Hudson Valley as early as 1983 and 1984, as reported in
Night Siege.

DON’T EVEN DREAM ABOUT IT

The B-2 development project was the most secret operation since the Manhattan Project. In 1982, after being awarded the stealth contract, Northrop converted an old Ford factory at Pico Rivera, in East Los Angeles, into a top-secret military plant. All four thousand workers at the Pico Rivera facility were given the ultimate civilian secrecy rating, Special Access Required. This means that no discussion whatsoever about their work is permitted outside of the facility. Employees were instructed to “not even dream about” what they do!

According to an article in the
Washington Post
in October 1989 titled “Unraveling Stealth’s ‘Black World,’” “At government insistence, minor subcontractors ship parts to phony front companies. From there, unmarked trucks carry the shipments to Pico Rivera at night. Military officers visiting ‘Peek’ wear civilian clothes, and VIP helicopters land at nearby locations to discourage unnecessary interest. Computers are in metal-lined rooms, and many computer cubicles are shrouded with curtains. Workers in sensitive areas have to lock everything in a safe before even going to the bathroom. Hundreds of workers were required to take polygraph tests to ferret out ‘spies and drug users.’”

COINCIDING SECRETS

According to Timothy Good in his book
Above Top Secret,
all UFO matters are classified two categories above Top Secret. On the other hand, the B-2 development project is classified as Special Access Required (SAR), which is the civilian equivalent to this classification. Is it possible that these two matters, both tightly controlled by the same agency, the U.S. Air Force, exist side by side with no connection? Intuition alone would suggest that there is a connection. However, more than intuition is necessary to validate Gonsalves’s claim. A retired Lockheed engineer reportedly said in a recent issue of an aeronautical magazine, “We have things that are so far beyond the comprehension of the average aviation authority as to be really alien to our way of thinking.” Or we can turn to an article that appeared in
Gung-Ho
magazine in February 1988. The article, “Stealth and Beyond” by Al Frickey, ends with the following statement: “Rumor has it that some of these systems involve force-field technology, gravity drive systems, and ‘flying saucer’ designs.” Statements such as these by knowledgeable people push the probability of a connection way beyond intuition.

Those who were watching TV the night the Gulf War broke out in 1990 will recall that the CNN reporters remarked about how silent it was overhead while the bombs exploded all over Baghdad. The droning noise usually associated with bombers was totally absent. And how did those bombers cross thousands of miles of Iraqi airspace without being detected, so that all the lights were on in Baghdad even as the bombs fell? Was this the first wartime adventure of America’s newest and most formidable weapon ever developed—an antigravity aircraft? Was this American UFO the final straw that ended the Cold War?

NASA GETS ON BOARD

In 1996, officials at NASA’s Marshall Space Flight Center in Huntsville, Alabama, announced the commencement of a momentous and exciting initiative. They were going to “formulate a comprehensive strategy for advancing propulsion for the next 25 years and . . . to make this strategy more visionary than previous plans.” To be called the Advanced Space Transportation Program, the new program would encompass “the nearer-term technology improvements all the way through seeking the breakthroughs that could revolutionize space travel and enable interstellar voyages.” They would start the program by employing the talents of NASA’s Glenn Research Center in Cleveland, Ohio, headed up by Marc G. Millis. This group already had experience working with the very futuristic Vision-21 exercises. The Glenn group responded by establishing the Breakthrough Propulsion Physics Program to consider totally new ideas in physics theory that could result in “Buck Rogers” propulsion systems, which they called “technology to surpass the limits of existing methods.”

In their announcement, the Glenn group said, “Recent experiments and Quantum theory have revealed that space may contain enormous levels of vacuum electromagnetic energy. This has led to questioning if this vacuum energy can be used as an energy source or a propulsive reaction mass for space travel. Next, new theories suggest that gravity and inertia are electromagnetic effects related to this vacuum energy. It is known from observed phenomena and from the established physics of General Relativity that gravity, electromagnetism, and spacetime are inter-related phenomena. These ideas have led to questioning if gravitational or inertial forces can be created or modified using electromagnetism. Also, theories have emerged from General Relativity about the nature of spacetime that suggest that the light-speed barrier, described by Special Relativity might be circumvented by altering spacetime itself. These ‘wormhole’ and ‘warp drive’ theories have reawakened consideration that the light-speed limit of space travel may be circumvented. Today, it is still unknown whether these emerging theories are correct and, even if they are correct, if they can become viable candidates for creating propulsion breakthroughs.”

Such extravagant language by an official U.S. agency that has the clout, the money, and the resources to really make this happen should have been greeted by huzzahs from those in the “alternative science” community, who have been involved in research and investigation in these areas for many, many years. At long last, true space travel may be just over the horizon.
Star Trek
may become a reality after all. Instead, this announcement was greeted with great cynicism and the widely believed suspicion that NASA was literally forced to finally acknowledge “maverick” developments in this area, which by now form an overwhelming body of knowledge, some of it very scientifically respectable.

This, they say, is an old game—a reluctant official recognition by a prestigious organization of an underground movement that threatens to break through the surface and create a terrific embarrassment because they themselves apparently didn’t have the vision to get there first. Coming, as it does, fifty years after Roswell and after the government has “dissected” and reverse engineered perhaps dozens of alien interstellar craft, this announcement, promising such propulsion systems way off in 2025, is being viewed by many as simply a means of NASA gathering all relevant research and development results unto itself, from which vantage point they can decide, based perhaps on commercial or political considerations, what to develop and what not to. To have taken so long to finally acknowledge the limitations of rocketry seems almost incredible when it was long ago obvious, even to a child, that we could never get to the stars carrying tons of solid rocket propellant. That truly is not “rocket science.”

The cynical view is supported when one considers the almost casual way it came about that NASA took this initiative, as reported by Charles Platt in the March 1998 issue of
Wired
magazine. NASA administrator Dan Goldin was about to attend a
Star Trek
convention, where he was afraid that Trekkies might question him about antigravity craft because of an article that had appeared in the British
Sunday Telegraph
on September 1, 1996, about the work of Russian scientist Eugene Podkletnov. The first sentence read, “Scientists in Finland are about to reveal details of the world’s first antigravity device.” So according to Platt, Goldin asked his scientists about the state of the art, and they finally briefed him on related research. Whit Brantley, chief of the Advanced Concepts Office at the Marshall Space Flight Center, said, “He backed up a step or two, then said he thought NASA should spend a little money on work like this.” But perhaps most revealing of all was the strange remark made to Platt by Tony Robertson, a member of Brantley’s team, at the interview and seconded by Brantley. “The way I see it,” he said (presumably without levity), “NASA has a responsibility to overcome gravity.” This would translate to “We don’t want someone else to get there first.” So it appears that NASA had to get on the ship before it left port or risk being left in the backwash while, perhaps, foreign governments or private organizations started building warp drives.

If true, does this mean that NASA has known about such scientific advances for quite some time and has perhaps worked on these propulsion systems in secret? At least one researcher believes this to be the case. He is Michael McDonnough, also known as Michael Unum (a previously used nom de plume), from San Antonio, Texas. McDonnough has become well known in the underground movement primarily because of his self-published book,
The U.F.O. Technology Hackers Manual,
first released in 1997 and actively promoted at the author’s original website. McDonnough no longer has an active website; however, one used copy of his book is available on Amazon.com, as of this writing. Although it is not widely available now, the book did originally manage to intensify the debate about suppression of technology and therefore inevitably attracted all the relevant government agencies to his website, including NASA.

STAR TREK
PATENTS

McDonnough’s interest in these subjects was probably influenced somewhat by his father, who was in Air Force intelligence and was privy to highly classified information, and also by exposure to Air Force life, since he lived at various air bases all over the country while growing up. But his serious interest was triggered by four dramatic sightings of UFOs over a period of several years. It puzzled him that there appeared to be no overt Air Force interest in these UFOs, when he knew that they had to be highly covetous of the fantastic technology displayed.

McDonnough believes that we could have been traveling to the stars many years ago if developments in propulsion technology had not been suppressed. In fact, he believes it to be entirely possible that such advanced spacecraft have indeed been produced in secret and are already being used for space travel. This is not just fanciful speculation. McDonnough has spent a great deal of time researching patents at the U.S. Patent Depository at the Dallas Public Library and has discovered that all the primary relevant patents necessary to develop and build futuristic spaceships are there, and have been for a long time. Of this discovery, he said in his book, “I could hardly contain my excitement. Here before me, were systems that could explain all of the basic science behind so called UFO’s, which in fact are Electromagnetic and Electromotive Spacecraft.”

McDonnough focuses on four patents in particular that, in his opinion, when put together, provide all the basic science necessary to develop the technology to build interstellar spacecraft. First and foremost is Patent 2,949,550, by the legendary father of antigravity technology, T. Townsend Brown. This now-famous patent, filed on July 3, 1957, was one of several by Brown, all demonstrating the antigravity action of highly charged transducers.

The second, Patent 4,663,932, was filed by James E. Cox of Los Angeles on July 26, 1982. Cox’s invention is called the Dipolar Force Field Propulsion System, a type of magnetohydrodynamic thruster. It is a propulsion engine based on electromagnetic energy, which the inventor claims is capable of producing one million pounds of thrust compared to twenty-nine thousand for a jet engine, for the same weight. Since the engine requires no fuel but rather uses “a propellant comprising neutral particles of matter having an electric dipole characteristic,” it not only can lift a payload off the planet using the earth’s atmosphere as a propellant, but can also operate in deep space. An added advantage of this drive system is the fact that it absorbs microwave energy and would therefore be totally invisible to radar. This engine appears to be of the type most closely related to those “blue light” thrusters used in the
Star Wars
movies.

The third invention also has a science-fiction affiliation. It is an engine that uses electromagnetic energy produced by supercooled, high-density electric power. Patent 5,197,279 was filed by James R. Taylor of Fultondale, Alabama, on March 6, 1992. McDonnough likens this propulsion system to the
Star Trek
impulse engine. According to McDonnough, it “creates ripples on the fabric of space-time on which to ride.” In his drawings accompanying the patent description, Taylor showed a domed, saucer-shaped craft as the optimal design for use with this engine. This bears an uncanny resemblance to a UFO sketch by George Adamski in his classic 1957 book,
Inside the Space Ships.
A powerful slingshot effect is produced by creating two opposing, powerful electromagnetic fields and then suddenly shutting off one of the fields, which propels the craft in a direction opposite to that of the canceled field. Taylor estimated that, using existing or planned superconductors and power supplies, a spacecraft using this principle is capable of a speed of about thirty thousand kilometers per second, which is roughly 10 percent of light speed!

These three patents taken together would provide the antigravity and propulsion technology necessary for space travel. But then there is the matter of protecting the pilots and occupants of the craft from such powerful electromagnetic and acceleration forces. This has not been overlooked. Patent 5,269,482, filed by Ernest J. Shearing of Porterville, California, on September 30, 1991, is for the “Protective Enclosure Apparatus for Magnetic Propulsion Space Vehicle.” Shearing’s device would enclose the craft personnel in an insulated Dewar vessel with walls of superconducting material suspended by superconducting magnets. Accelerometers on all three orthogonal axes would sense the gravity forces and would regulate the superconducting magnets to provide a constant orientation and comfortable gravity force regardless of directional movement. Shearing’s patent is highly delineated, with all the mathematics and scientific aspects meticulously detailed.

McDonnough, although not a scientist, envisions combining all of these technologies in a new spacecraft, using Cox’s Dipolar Force Field Propulsion System for liftoff and the earth’s gas field as the propellant. In deep space, this engine power would be reduced, and main power would be diverted to multiple Taylor engines for interstellar travel. McDonnough also proposes using specialized craft with these drive systems for diverting comets. This type of spaceship would anchor itself to the comet and then use various rotational thrusters to change the path of the comet, perhaps redirecting it to crash into the surface of a planet being explored to provide carbon dioxide and water for space colonies.

McDonnough has no doubt that the existence of these patents has certainly not been ignored by the military-industrial complex. He points out, for example, that the Brown patent was assigned to the Whitehall-Rand Corporation in Washington, D.C., in 1957. He is convinced that all of this technology is just the tip of the iceberg and that the research and development for exotic propulsion systems is probably well advanced by now, up to and including the existence of at least prototype spacecraft. McDonnough expresses outrage throughout his book at this state of affairs. He points out that public information about advanced propulsion systems seems to have been cut off in the 1960s. It seems as if there hasn’t been a single advance since then. He says, “Most of our current energy production systems are based on inventions conceived in the 60’s and 70’s . . . They seem to show the public just enough to placate them . . . by diverting people’s attention away from the true progress, they make [people] lose interest in the science and . . . no explanation for this slow progress is required.” He mentions at least one secret project that he knows of in central Texas, where small, maneuverable, silent, and stealthy craft have been developed using the technology previously described. But he claims there are others who believe that we already have secret colonies on Mars and the moon.

ANTIGRAVITY MARTYRS

There is a lot of other information, now freely available on the Internet and in published books, that supports McDonnough’s claims. Extensive details about the life and work of Brown are now available. His antigravity discovery is known as the Biefeld-Brown effect because it was an elaboration of a theory first proposed by his physics professor, Dr. Paul A. Biefeld, at Denison University in 1923. This discovery really links electricity, magnetism, and gravitation in a new way. In 1926, Brown proposed a “space car” that looked very much like a flying saucer and explained how it could be controlled by moving the positive pole around the periphery. This was thirty years before Patent 2,949,550 was filed. In 1929, he wrote an article for
Science and Invention
titled “How I Control Gravitation,” which elaborated on the relationship between electromagnetism and gravitation and described his invention, called “The Gravitor.” He says in the article, “Smaller . . . units may propel automobiles and even airplanes. Perhaps even the fantastic ‘space cars’ and the promised visit to Mars may be the final outcome. Who can tell?”

While in the navy during World War II, Brown made his experimental results freely available and was called in to work on the Philadelphia Experiment, but his work was never officially endorsed by government scientists. This in itself was highly suspicious since his theories had obvious military applications. In the navy, he had some sort of nervous breakdown, and afterward he never used the term “antigravity” again. It appears that he was effectively silenced for a while. But, being irrepressible, he showed his true colors again in 1956, when he founded the National Investigations Committee on Aerial Phenomena (NICAP) in Washington, D.C., which became the preeminent national UFO organization at that time. After that, he was totally shunned by the scientific establishment.
^*25

Another antigravity pioneer was dealt with more severely. In 1952 in England, Dr. J. R. R. Searl developed a rotating disc, powered by electromagnetic energy, that took off and disappeared into space. He built ten more such discs and lost a few more in space before he learned how to control them. The rotation of the device created a high-voltage circuit with the negative pole at the periphery and ionized the air around it. At first powered from an external source, the disc builds a vacuum around itself, eventually reaching a point where it produces its own energy, and then levitates. It then accelerates at a fantastic speed away from the earth. Government agencies took notice of his work, but like Brown, he was ignored by the scientific establishment. In 1982, government agents invaded his home in Berkshire, England, and confiscated a free-energy generator that he had built and was using to power his house. They tore out all the wiring in his house and left it in shambles. He was prosecuted for “stealing electricity” and was kept in prison for a year while an “arsonist” burned down his house, destroying all his records. He now lives under an assumed name.

McDonnough is angry that he has been denied the opportunity to fulfill his lifelong dream of traveling in space because of this secrecy. How many other men and women of his generation are out there who had similar dreams that could be fulfilled only through rabid interest in science fiction? One can begin to appreciate their numbers and the intensity of their interest by attending a
Star Trek
convention. Perhaps it is this widespread, frustrated, and otherwise inexpressible dream that explains the startling success of the
Star Wars
movies. McDonnough claims that this technology really belongs to the people. He says in his book, “Secrecy denies the Creative Spirit . . . We are creative creatures, driven to explore the vastness of the universe. We are capable of stewarding a planet, and Terra-forming other worlds for our use. Why should we squander our resources paying to see science-fiction movies, when we could invest those same resources and create science fact?” And further, “There is no excuse for retarding the growth, and technological advancement of the human race.”