T. T. Brown’s 1955-1956 Paris Experiments Revealed

 

Townsend Brown flying his discs at the S.N.C.A.S.O. facility outside of Paris.  (photo courtesy of J. Cornillon)

In 1955 and 1956 Townsend Brown made two trips to Paris where he conducted tests of his electrokinetic apparatus and electrogravitic vacuum chamber tests in collaboration with the French aeronautical company Société National de Construction Aeronautiques du Sud Ouest (S.N.C.A.S.O.) .  He was invited there by Jacques Cornillon, the company’s U.S. technical representative.  The project was named Project Montgolfier in honor of the two French brother inventors who performed early aircraft flights.   The project continued for several years until the company changed ownership resulting in a final report which was written up in 1959.

Details of the Project Montgolfier experiments remained a closely guarded secret for many years until Jacques Cornillon courageously decided to make them public prior to his death in July 2008.   Brown’s proposal, the Montgolier Project’s top secret final report, and an assortment of revealing diagrams will be posted here shortly.  Brown’s proposal is in English, whereas the secret Montgolfier Project final report is in French.

The flying disc carousel experiment that the Montgolfier Project conducted in 1955 used 2-1/2 foot diameter discs (75 cm dia.) hung from 4 meter tethers suspended from the ends of a 3 meter arm.  Based on the description given, this seems to have been almost the same flying disc test that Brown gave to the Navy at Pearl Harbor a year or two earlier.

Left: Brown holding a flying disc tested in Project Montgolfier. Right: Close-up of disc showing outboard leading-edge wire. (photos courtesy of J. Cornillon)

 

Based on the angle of the disc suspension cable seen in the photo on the right below, one may estimate that the disc was traveling at a speed of ~8.7 meters per second, or about 20 mph.  It would have completed one revolution of its 18 meter course in 2 seconds.

Left: Carrousel test rig. Right: Disc in flight. (photos courtesy of J. Cornillon)

Brown had finished his collaboration with S.N.C.A.S.O. in 1956.  From a letter that Mr. Cornillon later wrote to a colleague, we learn that in October 1957 Brown was in the process of test flying 10 foot diameter discs energized at a voltage of 300 kV!  Here we see that Brown had followed the plan he had first set out in his 1952 Project Winterhaven proposal which was to eventually test fly a ten foot diameter disc powered by 500 kV (70% more voltage than he used in his 1957 test flight).   Hence we see that by this early date Brown had progressed beyond the toy model stage to flying small scale aircraft.  To reach this stage he must have been receiving substantial funding from either the military or from a major corporation.  More about Project Winterhaven and Brown’s research may be found in the book Secrets of Antigravity Propulsion.

In addition the Project Montgolfier team constructed a very large vacuum chamber for performing vacuum tests of smaller discs at a pressure of 5 X 10-5 mm Hg; see below.

Left: Vacuum chamber vessel (1.4 m diameter) for conducting electrogravitic tests. Right: Vessel opened to show test rotor rig within. (photos courtesy of J. Cornillon)

In reading the section describing the vacuum chamber results, we learn that when the discs are operated at atmospheric pressure they move in the direction of the leading edge wire regardless of outboard wire polarity.  This indicates that in normal atmospheric conditions the discs are propelled forward primarily by unbalanced electrostatic forces due to the prevailing nonlinear field configuration (which causes thrust in the direction of the low field intensity ion cloud regardless of the ion polarity).  On the other hand, the report says that under high vacuum conditions the discs always moved in the direction of the positive pole, regardless of the polarity on the outboard wire.  This indicates that in the absence of the unbalanced forces exerted by ion clouds, the discs moved mainly on the basis of the electrogravitic field effect, always toward the positive (negative G) direction.

These vacuum chamber experiments were a decisive milestone in that they demonstrated beyond a doubt that electrogravitic propulsion was a real physical phenomenon.  The report concludes saying: “It seems perfectly reasonable to conclude that a concentrated force of some kind accumulates within the presence of a strong dielectric.” (i.e., presumably in the presence of a high-K dielectric.)

For more information see: https://soipost.wordpress.com/2013/04/07/project-montgolfier-the-biefeld-brown-and-the-flying-saucer/

Confirmation that the B-2 charges to high voltage its wing leading edge

B-2 Advanced Technology Bomber

Dr. Tom Valone writes in the preface to the 2004 edition of his book Electrogravitics Systems that he was contacted by a Maryland resident who was an eyewitness to a late night flight of the B-2 accompanied by two chase planes.  He told Valone that he could clearly see the bright violet glow around the fighter which verifies the presence of a high voltage corona in the million volt range.  This substantiates the theory presented in my 1993 paper, The U.S. Antigravity Squadron, which proposed that the B-2 charges its wing leading edge to a multimillion volt potential.  Even the B-2’s trailing end would be at a high voltage potential relative to the ions emitted in its exhaust stream and hence could explain why it is seen to be enveloped in a violet glow.

B-2 Sighting confirms field propulsion theory

B-2 Advanced Technology Bomber

In July 2009 I was contacted by someone who described that he and thousands of other people had witnessed a close up sighting of the B-2 bomber in flight. This occurred in 1998 at a time when he was living in Cambridge, Massachusetts and attending Harvard University. Every Fourth of July Boston stages a fireworks display on the Esplanade next to the Charles River and on that evening he had walked down to watch the fireworks and celebratory events. Here is his story in his own words:

As the evening progressed, and before it got dark, a B-2 came flying in to the downtown Boston airspace and made TWO IDENTICAL circular flybys. In other words, it maintained a constant radius, constant banking angle turn, and flew right above the crowd that was assembled below. I was in that crowd.
The wind was very light, and the direction was constant. There were no gusts. The altitude was surprisingly low, maybe around 1,200 ft, which surprised me. The altitude was constant throughout the maneuver.
Now here’s the thing that made the hair on the back of my neck stand right up. The first time the aircraft approached and flew over us, the roar and vibration of the GE engines made themselves clearly known. But the second time the B-2 approached, there was an eerie silence. And I mean absolute silence. As it ‘flew’ above us, I was in a state of shock. There was no sound or vibration whatsoever. It looked like it was gliding, even though it clearly was under powered flight.
After it passed us, I heard a few people around me (some strangers, and some members of my group) quiz each other about the lack of sound/vibration from the B-2 the second time around. So I know that I wasn’t hallucinating.
As a recreational pilot and military technology enthusiast, I was probably more curious than the others in trying to acertain what I had witnessed, but in the following years I was not able to find anything to explain what we had seen. At least until I came across your literature and the industry insiders that spoke out briefly.
The only other possibilities to your explanation is that the B-2 had noise-cancelling technology, or that what we saw was a projected image. Obviously the former has no military advantage and may not even be technically feasible, and the latter is highly unlikely. I believe what I saw was a real B-2, under powered flight. I believe your explanation to be the correct one.
But then, my question is why did the Air Force very clearly demonstrate this classified technology so publicly? It doesn’t make sense to me, and I haven’t been able to shake off this question in my mind for the last 11 years. I hope you can help me answer it.

Apparently, the crowd witnessed the B-2 flying in its silent field propulsion mode. In this mode the B-2 shuts off its jet engines and powers itself solely on scooped air.  As explained in my 1993 paper The U.S. Antigravity Squadron” which is now updated in Chapter 5 of Secrets of Antigravity Propulsion, the B-2 in flight scoops air into its engine cowlings and this air is there seeded with ions to create a multimillion volt potential which the B-2 uses to power its electrokinetic ion drive. The fields induce asymmetrical electrostatic forces on the B-2 which propel it forward silently. This is an overunity drive: unbalanced forces create thrust, which scoops air, which creates multimillion volt potentials.
As to why the Air Force would make such a blatant display, my guess is that it had already been used on the battle field and its silent cruise mode had in the past already been observed by enemy soldiers. Besides the U.S. Antigravity Squadron paper that reverse engineered the B-2’s propulsion system came out five years earlier in 1993. So perhaps by that time the Air Force had concluded they had nothing to lose.