US Has Heavily-Researched
Anti-Gravity Says Jane's Editor

By Bradley Perrett

9-8-1

LONDON (Reuters) - The U.S. military may have conducted serious research into anti-gravity based on Nazi studies, a top defense journalist suggests in a new book.   In ``The Hunt for Zero Point,'' journalist Nick Cook says, based on a decade's research, he believes by the 1950s the U.S. was seriously working on anti-gravity ``electrogravitics'' technology, which would lift and propel vehicles without wings or thrust.   ``I feel intuitively that some vehicle has been developed, particularly given that there is this wealth of scientific data out there, and the Americans have never been slow to pick up on this sort of science,'' Cook, the aerospace consultant for Jane's Defense Weekly, told Reuters in an interview.   Cook uncovered reports and sightings of a Nazi research device that had been hidden in a remote part of Poland, where it had apparently been supplied with great quantities of electricity -- which an electrogravitic experiment would require.   Curiously, barely a hint of such Nazi research appeared after the war, suggesting that whoever captured it -- probably the United States -- immediately stamped it ``secret,'' he said.   Cook noted that, as a respected expert, he is risking his reputation by writing seriously about a technology associated with UFOs, which most scientists dismiss as science fiction embraced by ``hocus-pocus'' believers.   The United States is known to have a huge budget for so called ``black projects,'' because it spends more on defense than can be accounted for by adding up the value of public programs.   Cook admitted he cannot produce a conclusive case. But that is the nature of black projects, in which even the workers usually have no idea what they are working on.   In 1947, amid the early craze of UFO reports, an air force general reported on the possibility of the United States building disc-shaped objects with extreme rates of climb and maneuverability but without noise or evident propulsion.   In the mid 1950s electrogravitics was the subject of a few press reports, including one that described work by most of the United States' major defense contractors, Cook reported.   And then it all went quiet -- just as stealth technology suddenly disappeared from view in the mid 1970s, only to re-emerge as operational aircraft in the late 1980s.   Academic papers on the subject have mysteriously disappeared from libraries.   There is still no firm evidence that electrogravitics is more than science fiction. Civilian scientists and amateurs have experimented with it, and while some have reported success, no one seems to have reproduced their results to prove that it works. ___     Did This Nazi Killer Teach America How To Build UFOs? (Pt 1)   The Sunday Mail - London 9-4-1   For ten years a leading writer on Britain's most authoritative military journal has conducted an extraordinary investigation into aviations greatest mystery: Anti-Gravity. Now he reveals why he believes he has uncovered an incredible secret the truth about flying saucers...   By Nick Cook Aviation Editor of 'Jane's Defence Weekly'   Deputy Sheriff Amelia Lopez led me into the distant scrub of the Sierra Nevada mountains, scratched the soil and said: 'They sieved the dirt for a thousand yards from the impact point. A few weeks after they left, it was like nothing ever happened.'   Whatever happened or not took place back in July 1986. Lopez, after partying until dawn on a camping trip with friends, was settling into her sleeping bag when the crash occurred just a dozen miles from Bakersfield, California. A supersonic jet roared overhead with a sonic boom like a clap of thunder. Then the horizon was flashlit by an enormous explosion, flames shooting skywards as the jet ploughed into a desert canyon nearby.   Lopez and her friends, like others in the area, were determined to fin out what had happened. They had not gone more than half-a-dozen miles towards the point of impact before her face was forced into the dirt, a boot was in her back and a gun was at her head. These were not ordinary soldiers, but SWAT-types brandishing Colt Commandos, wearing night-vision goggles and issuing threats about government property and national security.   It was not until 1988 that the out going Reagan administration admitted the plane, strictly classified even though it had been in service for three years, was an F117A Stealth fighter. The troops at the crash site were part of a Pentagon 'red team' helicoptered in to secure the area and to keep the secret of the Stealth's highly classified technology.   It was a measure of the lengths the US military goes to guard its secrets. But I was to discover there is an even greater secret, which is no less than the aerospace equivalent of the Holy Grail antigravity. In other words, the action of levitation where gravity's force is more than overcome by electrostatic or other propulsion.   For some time I had regarded an antigravity system as the ultimate quantum leap in aircraft design. Something dreamed about, but beyond reach and likely to remain so.   It was the stuff of science fiction. Or so I thought until my investigations, undertaken over the last ten years, led me to change my mind. I am now convinced it is one of the last century's most breath taking and most closely guarded discoveries.   Antigravity is a discovery born of the Nazis' desire to conquer the world. And it could also explain the thousands of sightings of UFOs that have, occurred since the Second World War. In the light of antigravity, the notion of X-Files type flying saucers does not seem so strange.   The draconian measures applied at the Californian crash site were among the final pieces in a jigsaw I had been putting together ever since photocopied pages of an old popular science journal had been placed anonymously on my desk at Jane's Defence Weekly, the British magazine which documents the day-to-day dealings of the multi-billion-dollar global defence industry.   I have worked there for 14 years as aviation editor and aerospace consultant, covering everything from Chinese combat engines to radar systems. But this was way off my usual beat.   The cutting, about revolutionary US military research, was dated 1956. The headline ran: 'The G-Engines Are Coming!' contained a drawing of a US airman stepping out of an aircraft that had no wings and no visible means of propulsion. The article pro-claimed: 'By far the most potent source of energy is gravity. Using it as power, future aircraft will attain the speed of light. Scientists, designers and engineers are perfecting a way to control gravity a force infinitely more powerful than the mighty atom. The result of their labours will be antigravity engines working without fuel weightless airliners and space ships able to travel to 170,000 miles per second.   On any other day, this article would have been consigned to the bin as sheer fantasy. But something in the next paragraph caught my eye.   This gravity research, it said, had been supported by Glenn L. Martin Aircraft Company, Bell Aircraft, Lear and 'several other American aircraft manufacturers who would not spend millions of dollars on science fiction'.   It quoted Lawrence D. Bell, founder of the plane company that was the first to break the sound barrier: 'We're already working on nuclear fuels and equipment to cancel out gravity.' George S. Trimble, head of Advanced Programs at Martin Aircraft, added: 'The conquest of gravity could be done in about the time it took to build the first atomic bomb.'   They were openly predicting a golden age of antigravity in the Sixties. They set out the notion of a fuelless propulsion source, one that could deliver phenomenal performance gains over a jet perhaps including the ability to accelerate rapidly, to pull hairpin turns without crushing the pilot and to achieve speeds that defied imagination. In short, something that resembled a UFO.   I began to research the subject of antigravity and discovered that the seeds of the technology were sown by German scientists in the dying days of the Second World War and appropriated by the conquering Americans under the noses of their allies.   The key man was a German engineer and administrator, Hans Kammler, who began as a civil servant with the Reich Air Ministry but whose ambition led him to the SS, where he became head of the Building and Works divisions that masterminded the concentration camps.   Albert Speer, Hitler's Minister for Armaments, noted that Kammler was 'blond, blue-eyed, long-headed, always neatly dressed and well bred ... capable of unexpected decisions at any minute.'   It was the SS, not the Luftwaffe, that controlled Hitler's secret weapons programme and Kammler, a qualified engineer, soon became deeply involved.   He was clever and cruel 20,000 slave workers died creating the vast galleried complex hacked out under the Hartz Mountains in Germany, where Kammler oversaw production of V1 rockets. One day in March 1945, the guards hanged 52 people in Gallery 41, tying a dozen at a time to a beam, which was then pulled up by a crane. Those next in line were forced to watch. These were Kammler's hallmarks.   Kammler rose to the rank of SS General, in charge not only of all aircraft and missile programmes but also his own highpowered research and development thinktank. He set up his secret operation in the vast Skoda industrial complex in Czechoslovakia, a country which the SS regarded as its own private domain.   According to my researches, scientists there were working on weapons systems so futuristic that they made Germany's V1 and V2 rocket bombs look pedestrian. Among these were nuclear power plants for rockets and aircraft, highly sophisticated guided weapons and antiaircraft lasers.   But there was more. A Polish source told me the extraordinary story of 'The Bell'. Experiments had been taking place in a mine close to the Czech border. They involved feeding large doses of electricity into an underground chamber where a bell-shaped device emitted a pale blue light. Five scientists exposed to the device had died of side-effects. Word had it that they were investigating some kind of anti-gravitational effect. The Bell, which was about the height of a man and glowed during testing, was made of hard, heavy metal, filled with a violet mercury-like substance. This metallic liquid was stored in a flask, encased in lead three centimeters thick.   Experiments always took place under a thick ceramic cover and involved the rapid spinning of two cylinders in opposite directions. The chamber in which the experiments took place was deep below ground. Only The Bell itself was preserved after a series of tests, each lasting about one minute. Even the room was destroyed and rebuilt.   Various plants, and animals such as frogs, mice and rats, were exposed to The Bell's sphere of influence. Rapid decay set in and people who helped conduct the experiments suffered from sleep problems, memory loss and muscle spasms. One of the terms used was 'vortex compression'. Another was 'magnetic fields separation'. Both were associated with antigravity.   These secrets were undoubtedly Kammler's ticket to safety once war had ended. By midApril of 1945 Kammler had dropped off the map. He was a leading Nazi, implicated in the Final Solution yet protracted searches in the US National Archives yielded not a single mention.   How could this monster, the most powerful individual outside Hitler's inner circle, be so easily forgotten?   It was only as I gazed at the single wartime picture that exists of Kammler in his general's uniform, striding for the camera, his cap with death's head badge enough to one side to betray more than a hint of vanity - that I began to understand. Kammler was fair. Take away the uniform, and he could have been any 40yearold European male. In the chaos of the collapsing Reich, Kammler could have gone anywhere, assumed any persona, and no one would have noticed.   Kammler, who had moved his HQ to Munich, told Albert Speer he would offer the Americans 'jet planes and rockets'. He also let slip he had 'other developments' up his sleeve.   He probably went east, back to his 'special projects group' in Czechoslovakia, rather than simply wait for the Americans to arrive in Munich. He had a twofold purpose in making his dangerous journey. First, to retrieve the mother lode of documentation and blueprints. And second, to hide it prior to setting up the deal, which would buy his freedom.   Although the Skoda Works were in, the Soviet zone of occupation, my research shows that US forces had the run of the place for six days before the Red Army turned up.   Plenty of time to remove something you want if you know it is there. Or ignore it, if you have it already. The Americans appeared indifferent to any pointers towards Kammler. Had he already done a deal with the Americans? The answer must be yes.   The Bell was removed by a special SS evacuation team just before the Russians arrived. More than 60 Scientists working on the experiment were then ruthlessly killed to preserve the secrets of the mine. The Bell was shipped out but to where?   One possibility was using one of the northern Adriatic ports that remained in German hands. A U-boat commander could conceivably have run the gauntlet of the Allies to evacuate cargo and personnel by sea. Another possibility was a heavy transport plane used by a special German air force wing and flown under an enemy or neutral flag. Either way, Kammler had the means to move thousands of tons of documentation, equipment and personnel pretty much where he wanted.   At the end of the Second World War, via captured technology from Germany that has never seen the light of day, America acquired knowledge of the most dangerous kind.   Whatever the secrets, of The Bell and other technology, the German secret weapons programme had yielded the ability to design a radically different form of aircraft. A craft that was 'circular or elliptical', made no sound and could turn on a sixpence. And one involving a process, which could also be harnessed to create a weapon more destructive than the hydrogen bomb.   With the help of German-derived science, America's technological lead over the rest of the world accelerated after the war. Kammler's secrets from the Skoda Works had moved 4,000 miles to the west and somehow, I just knew, Kammler had come with it.   The extensive US recruitment programme would have bent over backwards to accommodate Kammler, keeper of the Third Reich's most exotic military secrets.   There is evidence that the Americans did produce such technology. A memo I found in the archives of the Imperial War Museum, written by Lieutenant General Nathan Twining, head of US Army Air Forces' Air Material Command, a brigadier in USAAF intelligence in September 1947, stated that objects 'approximating the shape of a disc, of such appreciable size as to be as large as a manmade aircraft, were neither 'visionary nor fictitious'.   Twining went on to write that it was possible 'within the present US knowledge provided extensive detailed development is undertaken to construct a piloted aircraft which has the general description of the object above which would be capable of an approximate range of 7,000 miles...'   His memo was written just three months after the supposed crash of a UFO at Roswell, New Mexico, in July 1947; the period many people tout as the real start of the modern UFO sightings.   Not all attempts to produce disc technology were successful. It emerged, during the 1959 hearings of the Space Committee of the US Congress, that the US Department of Defense had been working with the Avro Canada company to develop a 'flying saucer'.   The Avrocar, as it was called, was the brainchild of gifted British engineer John Frost, who had moved to Canada after the war. News leaked as early as 1953, when a Canadian newspaper revealed plans for it to take off and land vertically, and fly at 1,500 mph.   It was easy to see why Avro played down reports of the Avrocar. One look at the prototype, underpowered and unstable, was enough to confirm it would never achieve supersonic flight. It became an aviation joke, which drifted into obscurity. Yet, that may have been the intention.   Recently declassified papers show that Avro was working on a range of flying saucers capable of eclipsing existing jet-fighters. And the US air force had bought Avro's disc-shaped designs for craft called Project Silverbug, capable of almost instant high-speed turns in any direction.   Were the Americans using the Canadians to perfect the aerodynamics of a flying saucer? Or had the disastrous Avro programme been hushed up to avoid embarrassment? Either way, it showed that manmade flying saucers existed.   There was no golden age, as 'The G-Engines Are Coming!' had predicted. At least, not in the open. But I discovered evidence of mysterious aircraft which chimed with reduced gravity systems.   Since the Eighties, there has been speculation about the existence of a mythical plane called Aurora that supposedly flew on the edges of space. In 1992, there was a detailed sighting of a massive triangular-shaped aircraft spotted flying in formation with US air force bombers above the North Sea.   In Belgium, in 1989 and again a year later, hundreds of people reported seeing silent triangular shaped craft all over the country. They were tracked by Belgian radar and pulled turns of about 20G40G enough to kill a human pilot. The Belgian air force confirmed their existence in a government report.   I also discovered evidence of the Pentagon's enormous 'black budgets', which finance deeply classified defence programmes.   Huge amounts of money have been spent, often in areas of the US where UFO reports are most common. What happened to Kammler's secrets, and was antigravity among them? My research would soon take me to the deserts of America, home of the strange Stealth fighters, the leading edge of aeronautical science and much more.   Extracted from: "The Hunt For Zero Point: One Man's Journey To Discover The Biggest Secret Since The Invention Of The Atom Bomb" - by Nick Cook, to be published by Century on September 6 //http://www.rense.com/general13/djsk.htm