The Secret History of Extraterrestrials: Advanced Technology and the Coming New Race

by Len Kasten

  The extent of Brown’s involvement in the Philadelphia Experiment is not clear. According to William Moore and Charles Berlitz in their book The Philadelphia Experiment, Brown was very much involved. They deduced that from the fact that he did not contradict the account of his participation in the book when given the opportunity. On the other hand, Gerry Vassilatos, in his book Lost Science, says that Brown bowed out prior to the test on the Eldridge. In any case, Brown had a nervous breakdown two months later and retired from the navy in December 1943 on the advice of a team of naval physicians. This would tend to indicate that Brown was severely rattled by the well-known horrific results of the experiment, in which sailors were embedded in the hull of the ship.

  After the war Brown continued his electrogravitic work, financed by his own organization, the Townsend Brown Foundation. He continually improved his results and refined the scientific underpinnings of the effects. Then, in 1953, in an effort to obtain government funding for his experiments, he felt confident enough of his results to propose to the navy that they initiate a ten-year project to develop a manned flying saucer using electrogravitic propulsion with a Mach 3 capability, to be used as an interceptor. He envisioned large discs operating at five million volts that could reach a velocity of 1,800 miles per hour in the upper atmosphere. This proposal became known as Project Winterhaven. Perhaps the most revolutionary and important aspect of the Winterhaven document was Brown’s proposal for “flame-jet” electrostatic generators. These would be modifications to the jet engines to electrify the exhaust stream, turning the engines into powerful electrohydrodynamic generators to provide the extremely high voltages needed for high-speed electrogravitic thrust. Brown’s goal was not military supremacy. He hoped that government funding would hasten the use of electrogravitic propulsion for civilian transportation.

  The navy showed no interest, probably because it already had top-secret development programs under way that were actually technologically more advanced. By 1953, the military had been reverse engineering several crashed alien discs for six years, and Area 51 had been in existence for two years. And if numerous whistle-blower reports are to be believed, military officials had been actually communicating with an alien crash survivor. Apparently, at that point, Brown no longer had access to the top-secret world, probably because of his breakdown and resignation from the navy. But it is known that Brown continued to consult to aerospace companies connected to secret military development until his retirement in the 1970s.

  THE ANTIGRAVITY BOMBER

  In chapter 5 of The Secrets of Antigravity Propulsion, titled “The U.S. Antigravity Squadron,” LaViolette tells us that an article in the March 1992 issue of Aviation Week Magazine “made the surprising disclosure that the B-2 electrostatically charges its exhaust stream and the leading edges of its winglike body.” In other words, the B-2 stealth bomber uses electrogravitic propulsion. The magazine obtained the information from a group of renegade West Coast scientists and engineers who broke the code of silence and literally risked their lives by making the disclosure.

  The B-2 contract was awarded to Northrop Aviation in 1981. Northrop had been experimenting with the electrification of leading wings since 1968, when their scientists reported that their results showed that “when high-voltage DC is applied to a wing-shaped structure subjected to supersonic flow, seemingly new ‘electro-aerodynamic’ qualities appear.” Brown’s influence on the Northrop work is evident. From what is known about the B-2’s technology and flight characteristics, LaViolette extrapolates the probable principles of its design and makes a very convincing case that the B-2 incorporates much of Brown’s research and development. This is most apparent in the four GE-100 jet engines, which seem to incorporate Brown’s “flame-jet” principles. LaViolette says, “The B-2, then, may be the first military antigravity vehicle to be openly displayed to the public! It may be the final realization of the kind of craft that Brown had proposed in Project Winterhaven and that the 1956 Aviation Studies report had disclosed was beginning to be developed by the military in late 1954. Consequently, the designation ‘B-2’ might more appropriately stand for Biefeld-Brown effect.” LaViolette says that in 1997, a three-star general told retired Air Force Colonel Donald Ware that “the new Lockheed-Martin space shuttle and the B-2 both have electrogravitic systems on board . . . Thus, after taking off conventionally, the B-2 can switch to antigravity mode, and, I have heard, fly around the world without refueling.”

  THE NEW CLASSIFIED PHYSICS

  While the black aerospace development world has many national security reasons for remaining secret, there is another, less obvious, but nevertheless critical reason. It turns out that the phenomena observed and used in antigravity propulsion are not explainable by classical physics, and therefore there are no scientists being graduated from conventional universities who have any idea about how it works! Consequently, all the theoretical work must be taught and contained inside the black world since it embraces what LaViolette refers to as the new “classified” physics. In The Secrets of Antigravity Propulsion, LaViolette claims that one of the informants of the B-2 propulsion system, whom he calls “Ray,” told him that “the physics theories that academics and most laboratory physicists currently understand, teach and write about are grossly in error.” Ray claimed that the “classical concepts” are “terribly outdated.” He told LaViolette that the new physics “postulates the existence of an underlying reality consisting of an . . . unobservable subtle substance called a ether . . . which fills all space . . . This new physics regards time and space as absolutes and views Einstein’s notion of relative time and space as incorrect . . . Thus, the ether concept, so long spurned by the academic establishment, turns out to be central to this highly classified new physics.” Ray claimed that ether physics embraces Brown’s electrogravitics phenomenon as well as research that Brown conducted with the navy (the Philadelphia Experiment?) and much of Tesla’s work.

  LaViolette has evolved a new theoretical framework for the new physics that he calls “subquantum kinetics,” which he refers to as an open system that “begins with an ether as its point of departure.” He says, “Unlike closed systems, open systems allow the possibility for order to emerge from disorder. Under the proper conditions, the ether is able to spawn subatomic particles that have wavelike characteristics. They form spontaneously from energy fluctuations of sufficiently large magnitude that occasionally emerge from the ether’s chaos. Thus, sub-quantum kinetics espouses a cosmology of continuous matter creation rather than a single big bang creation event.” So subquantum kinetics can be seen as another piece of LaViolette’s overarching cosmological theory as presented in Genesis of the Cosmos. It seems to tie in nicely with the now-popular fractal geometry theory of Benoit Mandelbrot, which takes the position that there is an underlying aesthetic order to seemingly chaotic manifestations.

  So, it seems that we are entering a new era when the old scientific and philosophical bastions are starting to crumble, and the institutions based on those bastions that have been sacred for so many years must now also go down. The new physics seems to herald a new age of fantastic achievement, once we get past the pain of the transformation.

  14

  B-2: The American UFO

  A METICULOUS MAN

  Everything Tony Gonsalves does, he does meticulously. His attention to painstaking detail was evident when he restored a classic 1965 Mustang, somehow tracking down every small original part. That effort resulted in a cover story in Mustang Monthly magazine. Then there was the thirty-foot sailboat that he built in his backyard. The variety of skills necessary to accomplish that feat included fiberglass molding, carpentry, marine architecture, metalworking, and sail making, to name just a few. It should be understood that Gonsalves doesn’t require a lot of time to acquire his new skills. Nor does he work unusually hard. He works smart, and he works fast. He brought these same capabilities and the same intensity of purpose to focus on the B-2 stealth bomber project.

 
Gonsalves’s experience in the navy may just have supplied him with the perfect background for this type of investigation. He was a plane captain on the carrier Midway in the Atlantic and Mediterranean from 1959 to 1960. A plane captain is totally responsible for the mechanical performance of a single carrier-based jet. The life of the pilot is literally in his hands. Any malfunction, no matter how small, could bring down the plane. In that job, nothing short of perfection is permissible. Perhaps it was in this pressure cooker that Gonsalves learned to be meticulous. But he also learned the principles of jet flight from the best, most pragmatic viewpoint. Under the rigid necessity of keeping his plane in the air, he had to understand, in depth, all about stresses and strains, engine performance, flameouts, flight performance limits, strengths and breaking points of parts and materials, and so on, ad infinitum.

  THE UFO UNDERGROUND

  In the 1980s, Gonsalves was part of a small clique in central Connecticut that could be designated “the UFO Underground.” This group originally revolved around several UFO personalities, including Larry Fawcett and Barry Greenwood, coauthors of Clear Intent; Betty Andreasson Luca (the subject of Raymond E. Fowler’s book The Andreasson Affair); John White, a well-known new age writer and host of an annual UFO conference in North Haven, Connecticut; and several others. The most fundamental characteristics of this coterie were a disbelief in the government’s party line on UFOs and a distrust of the possible motives behind this cover-up. Philosophically nurtured in this group as Gonsalves was, perhaps it should come as no surprise that someone with his navy experience should have cast a suspicious eye at the goings-on in the B-2 stealth bomber program. Then, in 1987, he read Night Siege: The Hudson Valley UFO Sightings by J. Allen Hynek, Phillip J. Imbrogno, and Bob Pratt. He read it again, and re-read it a third time. When he had put the book down for the last time, a light came on, and Gonsalves knew that he had found a new project—one that was very big indeed. He became convinced that the Hudson Valley UFO was actually the B-2 stealth bomber.

  MR. STEALTH

  In the four-year period after he first read Night Siege, Gonsalves published a periodic newsletter giving updates on his ongoing investigations. Copies of the newsletter, titled Stealth B-2 Bomber—The American Made UFO, went all over the world to interested parties, including UFO investigators, scientists, military people, writers, and government officials. During that period, he lectured widely on the subject. Taking along his highly detailed model of the B-2, with a four-foot wingspan, suspended over a football field of green felt, sporting red, green, blue, and white wing-edge lights, with scale models of humans and vehicles to compare it against, Gonsalves appeared before groups in Connecticut, New York, and West Virginia. The wing lights on the model were connected to a control box through which he could vary the flashing sequence. Using this device, he convinced several Hudson Valley UFO sighters that what they saw was indeed the B-2. Now firmly positioned as “Mr. Stealth” in the UFO community, Gonsalves has convinced some of the most important UFO investigators in the world, including physicist Stanton T. Friedman, a lot of MUFON people, and several aeronautical engineers.

  A BRAZEN DISPLAY

  The account of the Hudson Valley UFO sightings in Night Siege by Hynek, Imbrogno, and Pratt, which occurred primarily during the two-year period of 1983 and 1984, is a yeoman’s job of journalism. But the phenomena they reported on were so bold and so widespread that, if they didn’t do it, somebody else surely would have. In what appears to be a deliberately motivated attempt to stir up public interest, boomerang-shaped UFOs stalked the Hudson Valley and southwestern Connecticut, hovering in plain view as if to dare people to see them—but only at night. The latest edition of Night Siege claimed that there were over 5,000 sightings of this same type in that area in the five-year period from 1985 to 1990. This nocturnal flamboyance strongly suggests that they wanted to be seen but not identified. This type of activity lines up nicely with Gonsalves’s hypothesis that the Air Force wanted to see if the B-2s could be passed off as UFOs. If they appeared in daylight, he reasoned, they would certainly have been identified as B-2 stealth bombers. They succeeded, although several eyewitnesses did indeed suspect that they were of government origin! Most interesting of all is the fact that not one of these “UFOs” ever showed up on any radar screen, not even over the Indian Point nuclear facility. When it is understood that the stealth bomber was designed to be invisible to radar, this piece of information becomes incriminating indeed. UFOs are normally picked up on radar.

  PLAYFUL CRAFT

  Virtually every observation reported in Night Siege involved a craft “about the size of a football field,” “larger than a 747,” or “200 to 300 feet long.” When the authors compiled all the observer data on a computer, they found that the most commonly estimated size by far was 100 to 300 feet. The B-2 is 172 feet long. Almost everyone described it as “boomerang-shaped,” V-shaped, or “a flying wing.”

  This configuration is very unusual for a UFO. In perhaps 95 percent or more of UFO sightings worldwide, the circular or saucer shape is reported. In the Hudson Valley sightings, rows of red, blue, green, and white lights along the leading and trailing wing edges were seen in most cases. Some said the lights flashed sequentially in various patterns and appeared to be like intensely bright LED lights. This is totally uncharacteristic of the usual UFO lighting, which is more like a phosphorescent glow that changes color as the craft accelerates. Almost all reported that the craft was silent, or perhaps made a “whooshing” sound or a “faint, deep hum.” Many eyewitnesses said that it remained absolutely stationary, hovering, and then would take off at high speed and disappear. Some saw it rotate 180°, and others saw it roll 360° around the V axis. Many saw it make sharp, right-angle turns and stop suddenly. Almost all said that the object was jet black and completely nonreflective, so that when the lights were out it was virtually invisible, except that it would block out groups of stars. The B-2 is painted flat black. One sighter saw “a long, triangular tail section.” The early version of the B-2 did indeed have such a tail section! Many said they saw a bright, wide, white searchlight beam projected down from the center of the boomerang. This doesn’t sound like very novel technology and is most unusual for a UFO. In most other cases where a beam was projected down from a UFO, as in the Gulf Breeze sightings, it was blue in color and had the power to paralyze people temporarily.*24

  Linda Nicoletti asked the New York State Police what the Hudson Valley object was, and they told her that it was some type of experimental aircraft from nearby Stewart Air Force Base. The police later denied having said that. Only a few of the sighters felt fear; most were fascinated. Some claimed that the UFO seemed to respond to their actions, but there were no close encounters, no reports of “missing time,” and no abductions, all of which we have now learned to associate with alien encounters. For the most part, the craft seemed to be friendly, almost playful. This is not a typical scenario. The Hudson Valley observations were definitely atypical of classic UFO sightings from all over the world.

  A STRANGE DESIGN

  The main thrust of Gonsalves’s argument concerns the design of the B-2. He says that the stealth bomber was not made for straight and level flight. He claims that there are two versions, the real stealth bomber of Hudson Valley fame and a patched-up version intended only for public viewing. The public B-2 has four GE-100 engines. The UFO version has no jet engines. In the much-heralded test flight of the B-2 in 1990, it was only able to reach five hundred miles per hour—not much faster than a Piper Cub and not very impressive for a $500 million aircraft. Some experts were surprised that it flew at all. A professor from the Massachusetts Institute of Technology said, “I fully expect to see it fall to the ground.” A year before the test flight, a Northrop engineer called the B-2 “a real cut-and-paste job” in a nationally broadcast statement. In 1983, after two years of wind tunnel tests, during which it crashed repeatedly, according to one witness, Northrop redesigned the wing at a cost of $1 billion, changing th
e trailing edge from triangular to sawtoothed. According to Gonsalves, the sawtooth design could better accommodate the jet engines, although Northrop claimed that it improved stability. It was during that same year, 1983, that the triangular-wing UFO version was being seen in the Hudson Valley, which means, if Gonsalves is right, that version flew very well indeed.

  Right from the start, Gonsalves claimed that the landing gear was totally inadequate to support three hundred and sixty thousand pounds of bomber. Sure enough, on the plane’s maiden taxi, the landing gear sank through the tarmac, and the plane had to be hoisted out. Then, in the October 1989 issue of Popular Science, an article about the B-2 was subtitled, “Experts Recognize the Landing Gear as a Modified Boeing 757 or 767 Airliner Undercarriage.” This is kind of chintzy for such a state-of-the-art plane but is consistent with the cut-and-patch nature of the public version. The B-2 has no vertical tail stabilizer, which is normally needed to control yaw. The Air Force claims that it doesn’t need one because it uses something called “thrust vectoring.” According to Gonsalves, thrust vectoring is necessary only on a craft that hovers (i.e., the UFO version) and would be totally useless on a normal airplane. The so-called thrust vectoring devices on the flying version are really rudder/speedbrake surfaces, which are clamshell-like devices at the wingtips that open and close under computer control, thereby controlling yaw—a complicated, expensive substitute for a simple stabilizer. Gonsalves says that the absence of a tail stabilizer was dictated by the need to eliminate what would be a wind-catcher that would cause a hovering craft to be turned around like a weather vane. Then there is the problem of the jet exhaust pointing skyward. This would not work with straight flight. However, it would be necessary to maintain stability if the craft were to rotate around a vertical axis, which the UFO version can do. There are a whole host of other design problems with the public version that strongly supports Gonsalves’s argument.