Perl -- "Electrogravitics Systems"


![](0logo.gif)  
 **[rexresearch.com](../index.htm)**

---



**Electro-Gravitics Systems**

( An examination of electrostatic motion, dynamic
counterbary and barycentric control )

*Report*
GRG-013/56 (February 1956)

Gravity
Research
Group ~ Aviation Studies (Int'l.) Ltd. ~ Special Weapons
Study Unit   
29-31 Cheval Place,
Knightsbridge, London, S.W.7, England

---



**[Introduction:
Electrogravitic Systems](#egsys)**  **[Discussion](#discuss)**  **[Conclusions](#conclus)**  **[Appendix I: Aviation Report extracts](#app1)**
 **[Appendix II: Electrostatic Patents](#app2)**

---

**Electrogravitic
Systems
~**

An examination of
electrostatic motion, dynamic counterbary and barycentric
control.

It has been accepted as
axiomatic that the way to offset the effects of gravity is
to use a lifting surface and considerable molecular energy
to produce a continuously applied force that, for a limited
period of time, can remain greater than the effects of
gravitational attraction. The original invention of the
glider and evolution of the briefly self-sustaining glider,
at the turn of the century led to progressive advances in
power and knowledge. This has been directed to refining the
classic Wright Brothers' approach. Aircraft design is still
fundamentally as the Wrights adumbrated it, with wings,
body, tails, moving or flapping controls, landing gear and
so forth. The Wright biplane was a powered glider, and all
subsequent aircraft, including the supersonic jets of the
nineteen-fifties are also powered gliders. Only one
fundamentally different flying principle has so far been
adopted with varying degrees of success. It is the rotating
wing aircraft that has led to the jet lifters and vertical
pushers, coleopters, ducted fans and lift induction turbine
propulsion systems.

But during these decades
there was always the possibility of making efforts to
discover the nature of gravity from cosmic or quantum
theory, investigation and observation, with a view to
discerning the physical properties of aviation's enemy.

It has seemed to Aviation
Studies that for some time insufficient attention has been
directed to this kind of research. If it were successful
such developments would change the concept of sustentation,
and confer upon a vehicle qualities that would now be
regarded as the ultimate in aviation.

This report summarizes in
simple form the work that has been done and is being done in
the new field of electrogravitics. It also outlines the
various possible lines of research into the nature and
constituent matter of gravity, and how it has changed from
Newton to Einstein to the modern Hlavaty concept of gravity
as an electromagnetic force that may be controlled like a
light wave.

The report also contains
an outline of opinions on the feasibility of different
electrogravitics systems and there is reference to some of
the barycentric control and electrostatic rigs in operation.

Also included is a list of
references to electrogravitics in successive Aviation
Reports since a drive was started by Aviation Studies
(International) Limited to suggest to aviation business
eighteen months ago that the rewards of success are too
far-reaching to be overlooked, especially in view of the
hopeful judgement of the most authoritative voices in
microphysics. Also listed are some relevant patents on
electrostatics and electrostatic generators in the United
States, United Kingdom and France.

Gravity Research Group
  
(25 February 1956)

**Discussion
~**

Electrogravitics might be
described as a synthesis of electrostatic energy used for
propulsion - either vertical propulsion or horizontal or
both - and gravitics, or dynamic counterbary, in which
energy is also used to set up a local gravitational force
independent of the earth's.

Electrostatic energy for
propulsion has been predicted as a possible means of
propulsion in space when the thrust from a neutron motor or
ion motor would be sufficient in a dragless environment to
produce astronomical velocities. But the ion motor is not
strictly a part of the science of electrogravitics, since
barycentric control in an electrogravitics system is
envisaged for a vehicle operating within the earth's
environment and it is not seen initially for space
application. Probably large scale space operations would
have to await the full development of electrogravitics to
enable large pieces of equipment to be moved out of the
region of the earth's strongest gravity effects. So, though
electrostatic motors were thought of in 1925,
electrogravitics had its birth after the War, when Townsend
Brown sought to improve on the various proposals that then
existed for electrostatic motors sufficiently to produce
some visible manifestation of sustained motion. Whereas
earlier electrostatic tests were essentially pure research,
Brown's rigs were aimed from the outset at producing a
flying article. As a private venture he produced evidence of
motion using condensers in a couple of saucers suspended by
arms rotating round a central tower with input running down
the arms. The massive-k situation was summarized
subsequently in a report, Project Winterhaven, in 1952.
Using the data some conclusions were arrived at that might
be expected from ten or more years of intensive development
- similar to that, for instance, applied to the turbine
engine. Using a number of assumptions as to the nature of
gravity, the report postulated a saucer as the basis of a
possible interceptor with Mach 3 capability. Creation of a
local gravitational system would confer upon the fighter the
sharp-edged changes of direction typical of motion in space.

The essence of
electrogravitics thrust is the use of a very strong positive
charge on one side of the vehicle and a negative on the
other. The core of the motor is a condenser and the ability
of the condenser to hold its charge (the k-number) is the
yardstick of performance. With air as 1, current
dielectrical materials can yield 6 and use of barium
aluminate can raise this considerably, barium titanium oxide
(a baked ceramic) can offer 6,000 and there is promise of
30,000, which would be sufficient for supersonic speed.

The original Brown rig
produced 30 fps on a voltage of around 50,000 and a small
amount of current in the milliamp range. There was no
detailed explanation of gravity in Project Winterhaven, but
it was assumed that particle dualism in the subatomic
structure of gravity would coincide in its effect with the
issuing stream of electrons from the electrostatic energy
source to produce counterbary. The Brown work probably
remains a realistic approach to the practical realization of
electrostatic propulsion and sustentation. Whatever may be
discovered by the Gravity Research Foundation of New Boston
a complete understanding and synthetic reproduction of
gravity is not essential for limited success. The
electrogravitics saucer can perform the function of a
classic lifting surface - it produces a pushing effect on
the under surface and a suction effect on the upper, but,
unlike the airfoil, it does not require a flow of air to
produce the effect.

First attempts at
electrogravitics are unlikely to produce counterbary, but
may lead to development of an electrostatic VTOL vehicle.
Even in its developed form this might be an advance on the
molecular heat engine in its capabilities. But hopes in the
new science depend on an understanding of the close identity
of electrostatic motivating forces with the source and
matter of gravity. It is fortuitous that lift can be
produced in the traditional fashion and if an understanding
of gravity remains beyond full practical control,
electrostatic lift might be an adjunct of some significance
to modern thrust producers. Research into electrostatics
could prove beneficial to turbine development, and heat
engines in general, in view of the usable electron potential
round the periphery of any flame. Materials for
electrogravitics and especially the development of
commercial quantities of high-k material is another dividend
to be obtained from electrostatic research even if it
produces no counterbary. This is a line of development that
Aviation Studies, Gravity Research Group is following.

One of the interesting
aspects of electrogravitics is that a breakthrough in almost
any part of the broad front of general research on the
intranuclear processes may be translated into a meaningful
advance towards the feasibility of electrogravitics systems.
This demands constant monitoring in the most likely areas of
the physics of high energy sub-nuclear particles. It is
difficult to be overoptimistic about the prospects of
gaining so complete a grasp of gravity while the world's
physicists are still engaged in a study of fundamental
particles - that is to say those that cannot be broken down
any more. Fundamental particles are still being discovered -
the most recent was the Segre-Chamberlain-Wiegand attachment
to the bevatron, which was used to isolate the missing
anti-proton, which must - or should be presumed to - exist
according to Dirac's theory of the electron.

Much of the accepted
mathematics of particles would be wrong if the anti-proton
was proved to be non-existent. Earlier Eddington has listed
the fundamental particles as:

e. The charge of an
electron

m. The mass of an
electron.

M. The mass of a proton.

h. Planck's constant

c. The velocity of light.

G. The constant of
gravitation, and

lambda. The cosmical
constant.

It is generally held that
no one of these can be inferred from the others. But
electrons may well disappear from among the fundamental
particles, though, as Russell says, it is likely that e and
m will survive. The constants are much more established than
the interpretation of them and are among the most solid of
achievements in modern physics.

Gravity may be defined as
a small scale departure from Euclidean space in the general
theory of relativity. The gravitational constant is one of
four dimensionless constants: first, the mass relation of
the nucleon and electron. Second is (e\*e)/(h\*c) [equation
form], third, the Compton wavelength of the proton, and
fourth is the gravitational constant, which is the ratio of
the electrostatic to the gravitational attraction between
the electron and the proton.

One of the stumbling
blocks in electrogravitics is the absence of any
satisfactory theory linking these four dimensionless
quantities. Of the four, moreover, gravity is decidedly the
most complex, since any explanation would have to satisfy
both cosmic and quantum relations more acceptably and
intelligibly even than in the unified field theory. A
gravitational constant of around 10.E-39 has
emerged from quantum research and this has been used as a
tool for finding theories that could link the two relations.
This work is now in full progress, and developments have to
be watched for the aviation angle. Hitherto Dirac,
Eddington, Jordan and others have produced differences in
theory that are too wide to be accepted as consistent. It
means therefore that (i) without a cosmical basis, and (ii)
with an imprecise quantum basis and (iii) a vague hypothesis
on the interaction, much remains still to be discovered.
Indeed some say that a single interacting theory to link up
the dimensionless constants is one of three major unresolved
basic problems of physics. The other two main problems are
the extension of quantum theory and a more detailed
knowledge of the fundamental particles.

All this is some distance
from Newton, who saw gravity as a force acting on a body
from a distance, leading to the tendency of bodies to
accelerate towards each other. He allied this assumption
with Euclidean geometry, and time was assumed as uniform and
acted independently of space. Bodies and particles in space
normally moved uniformly in straight lines according to
Newton, and to account for the way they sometimes do not do
so, he used the idea of a force of gravity acting at a
distance, in which particles of matter cause in others an
acceleration proportional to their mass, and inversely
proportional to the square of the distance between them.

But Einstein showed how
the principle of least action, or the so-called cosmic
laziness means that particles, on the contrary, follow the
easiest path along geodesic lines and as a result they get
readily absorbed into space-time. So was born non-linear
physics. The classic example of non-linear physics is the
experiment in bombarding a screen with two slits. When both
slits are open particles going through are not the sum of
the two individually but follows a non-linear equation. This
leads on to wave-particle dualism and that in turn to the
Heisenberg uncertainty principle in which an increase in
accuracy in measurement of one physical quantity means
decreasing accuracy in measuring the other. If time is
measured accurately energy calculations will be in error;
the more accurate the position of a particle is established
the less certain the velocity will be; and so on. This basic
principle of the acausality of microphysics affects the
study of gravity in the special and general theories of
relativity. Lack of pictorial image in the quantum physics
of this interrelationship is a difficulty at the outset for
those whose minds remain obstinately Euclidean.

In the special theory of
relativity, space-time is seen only as an undefined interval
which can be defined in any way that is convenient and the
Newtonian idea of persistent particles in motion to explain
gravity cannot be accepted. It must be seen rather as a
synthesis of forces in a four dimensional continuum, three
to establish the position and one the time. The general
theory of relativity that followed a decade later was a
geometrical explanation of gravitation in which bodies take
the geodesic path through space-time. In turn this means
that instead of the idea of force acting at a distance it is
assumed that space, time, radiation and particles are linked
and variations in them from gravity are due rather to the
nature of space.

Thus gravity of a body
such as the earth instead of pulling objects towards it as
Newton postulated, is adjusting the characteristics of space
and, it may be inferred, the quantum mechanics of space in
the vicinity of the gravitational force. Electrogravitics
aims at correcting this adjustment to put matter, so to
speak, 'at rest'.

One of the difficulties in
1954 and 1955 was to get aviation to take electrogravitics
seriously. The name alone was enough to put people off.
However, in the trade much progress has been made and now
most major companies in the United States are interested in
counterbary. Groups are being organised to study
electrostatic and electromagnetic phenomena. Most of
industry's leaders have made some reference to it. Douglas
has now stated that it has counterbary on its work agenda
but does not expect results yet awhile. Hiller has referred
to new forms of flying platform, Glenn Martin say gravity
control could be achieved in six years, but they add that it
would entail a Manhattan District type of effort to bring it
about. Sikorsky, one of the pioneers, more or less agrees
with the Douglas verdict and says that gravity is tangible
and formidable, but there must be a physical carrier for
this immense trans-spatial force. This implies that where a
physical manifestation exists, a physical device can be
developed for creating a similar force moving in the
opposite direction to cancel it. Clarke Electronics state
they have a rig, and add that in their view the source of
gravity's force will be understood sooner than some people
think. General Electric is working on the use of electronic
rigs designed to make adjustments to gravity - this line of
attack has the advantage of using rigs already in existence
for other defence work. Bell also has an experimental rig
intended, as the company puts it, to cancel out gravity, and
Lawrence Bell has said he is convinced that practical
hardware will emerge from current programs. Grover Leoning
is certain that what he referred to as an electro-magnetic
contra-gravity mechanism will be developed for practical
use. Convair is extensively committed to the work with
several rigs. Lear Inc., autopilot and electronic engineers
have a division of the company working on gravity research
and so also has the Sperry division of Sperry-Rand. This
list embraces most of the U.S. aircraft industry. The
remainder, Curtiss-Wright, Lockheed, Boeing and North
American have not yet declared themselves, but all these
four are known to be in various stages of study with and
without rigs.

In addition, the
Massachusetts Institute of Technology is working on gravity,
the Gravity Research Foundation of New Boston, the Institute
for Advanced Study at Princeton, the CalTech Radiation
Laboratory, Princeton University and the University of North
Carolina are all active in gravity. Glenn L. Martin is
setting up a Research Institute for Advanced Study which has
a small staff working on gravity research with the unified
field theory and this group is committed to extensive
programs of applied research. Many others are also known to
be studying gravity, some are known also to be planning a
general expansion in this field, such as in the proposed
Institute for Pure Physics at the University of North
Carolina.

A certain amount of work
is also going on in Europe. One of the French nationalized
constructors and one company outside the nationalized
elements have been making preliminary studies, and a little
company money has in one case actually been committed. Some
work is also going on in Britain where rigs are now in
existence. Most of it is private venture work, such as that
being done by Ed Hull a colleague of Townsend Brown who, as
much as anybody, introduced Europe to electrogravitics.
Aviation Studies' Gravity Research Group is doing some work,
mainly on k studies, and is sponsoring dielectric
investigations.

One Swedish company and
two Canadian companies have been making studies, and quite
recently the Germans have woken up to the possibilities.
Several of the companies have started digging out some of
the early German papers on wave physics. They are almost
certain to plan a gravitics program. Curiously enough the
Germans during the war paid no attention to
electrogravitics. This is one line of advance that they did
not pioneer in any way and it was basically a U.S. creation.
Townsend Brown in electrogravitics is the equivalent of
Frank Whittle in gas turbines. This German overlooking of
electrostatics is even more surprising when it is remembered
how astonishingly advanced and prescient the Germans were in
nuclear research. (The modern theory of making thermonuclear
weapons without plutonium fission initiators returns to the
original German idea that was dismissed, even ridiculed. The
Germans never went very far with fission, indeed they
doubted that this chain would ever be made to work. The
German air industry, still in the embryo stage, has included
electrogravitics among the subjects it intends to examine
when establishing the policy that the individual companies
will adopt after the present early stage of foreign licence
has enabled industry to get abreast of the other countries
in aircraft development.

It is impossible to read
through this summary of the widening efforts being made to
understand the nature of matter of gravity without sharing
the hope that many groups now have, of major theoretical
breakthroughs occurring before very long.

Experience in nucleonics
has shown that when attempts to win knowledge on this scale
are made, advances are soon seen. There are a number of
elements in industry, and some managements, who see gravity
as a problem for later generations. Many see nothing in it
all and they may be right. But as said earlier, if Dr.
Vaclav Hlavaty thinks gravity is potentially controllable
that surely should be justification enough, and indeed
inspiration, for physicists to apply their minds and for
management to take a risk. Hlavaty is the only man who
thinks he can see a way of doing the mathematics to
demonstrate Einstein's unified field theory - something that
Einstein himself said was beyond him. Relativity and the
unified field theory go to the root of electrogravitics and
the shifts in thinking, the hopes and fears, and a measure
of progress is to be obtained only in the last resort from
men of this stature.

Major theoretical
breakthroughs to discover the sources of gravity will be
made by the most advanced intellects using the most advanced
research tools. Aviation's role is therefore to impress upon
physicists of this calibre with the urgency of the matter
and to aid them with statistical and peripheral
investigations that will help to clarify the background to
the central mathematical and physical puzzles. Aviation
could also assist by recruiting some of these men as
advisers. Convair has taken the initiative with its recently
established panel of advisers on nuclear projects, which
include Dr. Edward Teller of the University of California.
At the same time much can be done in development of
laboratory rigs, condenser research and dielectric
development, which do not require anything like the same
cerebral capacity to get results and make a practical
contribution

As gravity is likely to be
linked with the new particles, only the highest powered
particle accelerators are likely to be of use in further
fundamental knowledge. The country with the biggest tools of
this kind is in the best position to examine the
characteristics of the particles and from those countries
the greatest advances seem most likely.

Though the United States
has the biggest of the bevatron - the Berkeley bevatron is
6.2 bev - the Russians have a 10 bev accelerator in
construction which, when it is completed, will be the
world's largest. At Brookhaven a 25 bev instrument is in
development which, in turn, will be the biggest. Other
countries without comparable facilities are of course at a
great disadvantage from the outset in the contest to
discover the explanation of gravity. Electrogravitics,
moreover, unfortunately competes with nuclear studies for
its facilities. The clearest thinking brains are bound to be
attracted to localities where the most extensive laboratory
equipment exists. So, one way and another, results are most
likely to come from the major countries with the biggest
undertakings. Thus the nuclear facilities have a direct
bearing on the scope for electrogravitics work.

The OEEC report in January
made the following points:

The U.S. has six to eight
entirely different types of reactor in operation and many
more under construction. Europe has now two different types
in service.

The U.S. has about 30
research reactors plus four in Britain,, two in France.

The U.S. has two
nuclear-powered marine engines. Europe has none, but the
U.K. is building one.

Isotope separation plants
for the enrichment of uranium in the U.S. are roughly 11
times larger than the European plant in Britain.

Europe's only heavy water
plant (in Norway) produces somewhat less than one-twentieth
of American output.

In 1955 the number of
technicians employed in nuclear energy work in the U.S. was
about 15,000; there are about 5,000 in Britain, 1,800 in
France, and about 19,000 in the rest of Europe. But the
working party says that pessimistic conclusions should not
be drawn from these comparisons. European nuclear energy
effort is unevenly divided at the moment, but some countries
have notable achievements to their credit and important
developments in prospect. The main reason for optimism is
that, taken as a whole, "Europe's present nuclear effort
falls very far short of its industrial potential".

Though gravity research,
such as there has been of it, has been unclassified, new
principles and information gained from the nuclear research
facilities that have a vehicle application is expected to be
withheld.

The heart of the problem
to understanding gravity is likely to prove to be the way in
which the very high energy sub-nuclear particles convert
something, whatever it is, continuously and automatically
into the tremendous nuclear and electromagnetic forces. Once
this key is understood, attention can later be directed to
finding laboratory means of duplicating the process and
reversing its force lines in some local environment and
returning the energy to itself to produce counterbary.
Looking beyond it seems possible that gravitation will be
shown to be a part of the universal electro-magnetic
processes and controlled in the same way as a light wave or
radio wave. This is a synthesis of the Einstein and Hlavaty
concepts. Hence it follows that though in its initial form
the mechanical processes for countering gravity may
initially be massive to deal with the massive forces
involved, eventually this could be expected to form some
central power generation unit. Barycentric control in some
required quantity could be passed over a distance by a form
of radio wave. The prime energy source to energise the waves
would of course be nuclear in its origins.

It is difficult to say
which lines of detailed development being processed in the
immediate future is more likely to yield significant
results. Perhaps the three most promising are: first, the
new attempt by the team of men led by Chamberlain working
with the Berkeley bevatron to find the anti-neutron, and to
identify more of the characteristics of the anti-proton\* and
each of the string of high energy particles that have been
discovered during recent operation at 6. 2 bev. (\* The
reaction is as follows: protons are accelerated to 6.2 bev,
and directed at a target of copper. When the proton
projectile hits a neutron in one of the copper atoms the
following emerge: the two original particles (the projectile
and the struck neutron) and a new pair of particles, a
proton and anti-proton. The anti-proton continues briefly
until it hits another proton, then both disappear and decay
into mesons.)

A second line of approach
is the United States National Bureau of Standards program to
pin down with greater accuracy the acceleration values of
gravity. The presently accepted figure of 32.174 feet per
second per second is known to be not comprehensive, though
it has been sufficiently accurate for the limited needs of
industry hitherto. The NBS program aims at re-determining
the strength of gravity to within one part of a million. The
present method has been to hold a ball 16 feet up and chart
the elapsed time of descent with electronic measuring
equipment. The new program is based on the old, but with
this exceptional degree of accuracy it is naturally
immensely more difficult and is expected to take 3 years.

A third promising line is
the new technique of measuring high energy particles in
motion that was started by the University of California last
year. This involves passing cosmic rays through a chamber
containing a mixture of gas, alcohol and water vapour. This
creates charged atoms, or positive ions, by knocking
electrons off the gas molecules. A sudden expansion of the
chamber results in a condensation of water droplets along
the track which can be plotted on a photographic plate. This
method makes it easier to assess the energy of particles and
to distinguish one from the other. It also helps to
establish the characteristics of the different types of
particle. The relationship between these high energy
particles and their origin, and characteristics have a
bearing on electrogravitics in general.

So much of what has to be
discovered as a necessary preliminary to gravity is of no
practical use by itself. There is no conceivable use, for
instance, for the anti-proton, yet its discovery even at a
cost of $9-million is essential to check the mathematics of
the fundamental components of matter. Similarly it is
necessary to check that all the nuclear ghosts that have
been postulated theoretically do in fact exist. It is not,
moreover, sufficient, as in the past, only to observe the
particles by   
radiation counters. In each
instance a mechanical maze has to be devised and attached to
a particle accelerator to trap only the particle concerned.
Each discovery becomes a wedge for a deeper probe of the
nucleus. Many of the particles of very high energy have only
a fleeting existence and collisions that give rise to them
from bevatron bombardment is a necessary prerequisite to an
understanding of gravity. There are no shortcuts to this
process.

Most of the major programs
for extending human knowledge on gravity are being conducted
with instruments already in use for nuclear research and to
this extent the cost of work exclusively on gravitational
examinations is still not of major proportions. This has
made it difficult for aviation to gauge the extent of the
work in progress on gravity research.

**Conclusions
~**

1. No attempts to control
the magnitude or direction of the earth's gravitational
force have yet been successful. But if the explanation of
gravity is to be found in the as yet undetermined
characteristics of the very high energy particles it is
becoming increasingly possible with the bevatron to work
with the constituent matter of gravity. It is therefore
reasonable to expect that the new bevatron may, before long,
be used to demonstrate limited gravitational control.

2. An understanding and
identification of these particles is on the frontiers of
human knowledge, and a full assessment of them is one of the
major unresolved puzzles of the nucleus. An associated
problem is to discover a theory to account for the cosmic
and quantum relations of gravity, and a theory to link the
gravitational constant with the other three dimensionless
constants.

3. Though the obstacles to
an adequate grasp of microphysics still seem formidable, the
transportation rewards that could follow from
electrogravitics are as high as can be envisaged. In a
weightless environment, movement with sharp-edged changes of
direction could offer unique manoeuvrability.

4. Determination of the
environment of the anti-proton, discovery of the
anti-neutron and closer examination of the other high energy
particles are preliminaries to the hypothesis that gravity
is one aspect of electromagnetism that may eventually be
controlled like a wave. When the structure of the nucleus
becomes clearer, the influence of the gravitational force
upon the nucleus and the nature of its behaviour in space
will be more readily understood. This is a great advance on
the Newtonian concept of gravity acting at a distance.

5. Aviation's role appears
to be to establish facilities to handle many of the
peripheral and statistical investigations to help fill in
the background on electrostatics.

6. A distinction has to be
made between electrostatic energy for propulsion and
counterbary. Counterbary is the manipulation of
gravitational force lines; barycentric control is the
adjustment to such manipulative capability to produce a
stable type of motion suitable for transportation.

7. Electrostatic energy
sufficient to produce low speeds (a few thousand dynes, has
already been demonstrated. Generation of a region of
positive electrostatic energy on one side of a plate and
negative on the other sets up the same lift or propulsion
effect as the pressure and suction below and above a wing,
except that in the case of electrostatic application no
airflow is necessary.

8. Electrostatic energy
sufficient to produce a Mach 3 fighter is possible with
megavolt energies and a k of over 10,000.

9. k figures of 6,000 have
been obtained from some ceramic materials and there are
prospects of 30,000.

10. Apart from
electrogravitics there are other rewards from investment in
electrostatic equipment. Automation, autonetics and even
turbine development use similar laboratory facilities.

11. Progress in
electrogravitics probably awaits a new genius in physics who
can find a single equation to tie up all the conflicting
observations and theory on the structure and arrangement of
forces and the part the high energy particles play in the
nucleus. This can occur any time, and the chances are
improved now that bev. energies are being obtained in
controlled laboratory conditions.

**Appendix
I:
Extracts
from *Aviation Report* ~**

*Anti-Gravitational
Research* ~ The basic research and technology behind
electro-anti-gravitation is so much in its infancy that this
is perhaps one field of development where not only the
methods but the ideas are secret. Nothing therefore can be
discussed freely at the moment. Very few papers on the
subject have been prepared so far, and the only schemes that
have seen the light of day are for pure research into rigs
designed to make objects float around freely in a box. There
are various radio applications, and aviation medicine
departments have been looking for something that will enable
them to study the physiological effects on the digestion and
organs of an environment without gravity. There are however
long term aims of a more revolutionary nature that envisage
equipment that can defeat gravity. (*Aviation Report,*
20 August 1954)

*Managerial Policy For
Anti-Gravitics* ~ The prospect of engineers devising
gravity-defeating equipment - or perhaps it should be
described as the creation of pockets of weightless
environments - does suggest that as a long term policy
aircraft constructors will be required to place even more
emphasis on electro-mechanical industrial plant, than is now
required for the transition from manned to unmanned weapons.
Anti-gravitics work is therefore likely to go to companies
with the biggest electrical laboratories and facilities. It
is also apparent that anti-gravitics, like other advanced
sciences, will be initially sponsored for its weapon
capabilities. There are perhaps two broad ways of using the
science - one is to postulate the design of advanced type
projectiles on their best inherent capabilities, and the
more critical parameters (that now constitutes the design
limitation) can be eliminated by anti-gravitics. The other,
which is a longer term plan, is to create an entirely new
environment with devices operating entirely under an
anti-gravity envelope. (*Aviation Report,* 24 August
1954)

*The Greater The Easier*
~ Propulsion and atomic energy trends are similar in one
respect: the more incredible the long term capabilities are,
the easier it is to attain them. It is strange that the
greatest of nature's secrets can be harnessed with
decreasing industrial effort, but greatly increasing mental
effort. The Americans went through the industrial torture to
produce tritium for the first thermonuclear experiment, but
later both they and the Russians were able to achieve much
greater results with the help of lithium 6 hydride. The same
thing is happening in aviation propulsion: the nuclear fuels
are promising to be tremendously powerful in their effect,
but excessively complicated in their application, unless
there can be some means of direct conversion as in the
strontium 90 cell. But lying behind and beyond the nuclear
fuels is the linking of electricity to gravity, which is an
incomparably more powerful way of harnessing energy than the
only method known to human intellect at present -
electricity and magnetism. Perhaps the magic of barium
aluminium oxide will perform the miracle in propulsion that
lithium 6 hydride has done in the fusion weapon. Certainly
it is a well-known material in dielectrics, but when one
talks of massive-k, one means of course five figures. At
this early stage it is difficult to relate k to Mach numbers
with any certainty, but realizable k can, with some kinds of
arithmetic, produce astounding velocities. They are
achievable, moreover, with decreasing complexity, indeed the
ultimate becomes the easiest in terms of engineering, but
the most hideous in terms of theory. Einstein's general
theory of relativity is, naturally, and important factor,
but some of the postulates appear to depend on the unified
field theory, which cannot yet be physically checked because
nobody knows how to do it. Einstein hopes to find a way of
doing so before he dies. (*Aviation Report*, 31 August
1954)

*Gravitics Formulations*
~ All indications are that there has still been little
cognizance of the potentialities of electrostatic propulsion
and it will be a major undertaking to re-arrange aircraft
plants to conduct large-scale research and development into
novel forms of dielectric and to improve condenser
efficiencies and to develop the novel type of materials used
for fabrication of the primary structure. Some extremely
ambitious theoretical programs have been submitted and work
towards realization of a manned vehicle has begun. On the
evidence, there are far more definite indications that the
incredible claims are realizable than there was, for
instance, in supposing that uranium fission would result in
a bomb. At least it is known, proof positive, that motion,
using surprisingly low k, is possible. The fantastic control
that again is feasible, has not yet been demonstrated, but
there is no reason to suppose the arithmetic is faulty,
especially as it has already led to a quite brisk example of
actual propulsion. That first movement was indeed an
historic occasion, reminiscent of the momentous day at
Chicago when the first pile went critical, and the
phenomenon was scarcely less weird. It is difficult to
imagine just where a well-organised examination into long
term gravitics prospects would end. Though a circular
platform is electrostatically convenient, it does not
necessarily follow that the requirements of control by
differential changes would be the same. Perhaps the
strangest part of this whole chapter is how the public
managed to foresee the concept though not of course the
theoretical principles that gave rise to it, before physical
tests confirmed that the mathematics was right. It is
interesting also that there is no point of contact between
the conventional science of aviation and the New: it is a
radical offshoot with no common principles. Aerodynamics,
structures, heat engines, flapping controls, and all the
rest of aviation is part of what might be called the Wright
Brothers era - even the Mach 2.5 thermal barrier piercers
are still Wright Brothers concepts, in the sense that they
fly and they stall, and they run out of fuel after a short
while, and they defy the earth's pull for a short while.
Thus this century will be divided into two parts - almost to
the day. The first half belonged to the Wright Brothers who
foresaw nearly all the basic issues in which gravity was the
bitter foe. In part of the second half gravity will be the
great provider. Electrical energy, rather irrelevant for
propulsion in the first half becomes a kind of catalyst to
motion, in the second half of the century. (*Aviation
Report*, 7 September 1954)

*Electro-Gravitic
Paradox* ~ Realization of electrostatic propulsion
seems to depend on two theoretical twists and two practical
ones. The two theoretical puzzles are: first, how to make a
condenser the centre of a propulsion system, and second is
how to link the condenser system with the gravitational
field. There is a third problem, but it is some way off yet,
which is how to manipulate kva for control in all three axes
as well as for propulsion and lift. The two practical tricks
are first how, with say a Mach 3 weapon in mind, to handle
50,000 kva within the envelope of a thin pancake of 35 feet
in diameter and second how to generate such power from
within so small a space. The electrical power in a small
aircraft is more than is a fair sized community the analogy
being that a single rocketjet can provide as much power as
can be obtained from the Hoover Dam. It will naturally take
as long to develop electro-static propulsion as it has taken
to coax the enormous power outputs from heat engines. True
there might be a flame in the electro-gravitic propulsion
system, but it would not be a heat engine - the temperature
of the flame would be incidental to the function of the
chemical burning process. The curious thing is that though
electro-static propulsion is the antithesis of magnetism,\*
(\* Though in a sense this is true, it is better expressed in
the body of this report than it was here in 1954) Einstein's
unified field theory is an attempt to link gravitation with
electro-magnetism. This all-embracing theory goes on
logically from the general theory of relativity, that gives
an ingenious geometrical interpretation of the concept of
force which is mathematically consistent with gravitation
but fails in the case of electro-magnetism, while the
special theory of relativity is concerned with the
relationship between mass and energy. The general theory of
relativity fails to account for electro-magnetism because
the forces are proportional to the charge and not to the
mass. The unified field theory is one of a number of
attempts that have been made to bridge this gap, but it is
baffling to imagine how it could ever be observed. Einstein
himself thinks it is virtually impossible. However Hlavaty
claims now to have solved the equations by assuming that
gravitation is a manifestation of electro-magnetism. This
being so it is all the more incredible that electro-static
propulsion (with kva for convenience fed into the system and
not self-generated) has actually been demonstrated. It may
be that to apply all this very abstruse physics to aviation
it will be necessary to accept that the theory is more
important than this or that interpretation of it. This is
how the physical constants, which are now regarded as among
the most solid of achievements in modern physics, have
become workable, and accepted. Certainly all normal
instincts would support the Einstein series of postulations,
and if this is so it is a matter of conjecture where it will
lead in the long term future of the electro-gravitic
science. (*Aviation Report*, 10 September 1954)

*Electro-Gravitic
Propulsion Situation* ~ Under the terms of Project
Winterhaven the proposals to develop electro-gravitics to
the point of realizing a Mach 3 combat type disc were not
far short of the extensive effort that was planned for the
Manhattan District (\* The proposals, it should be added,
were not accepted). Indeed the drive to develop the new
prime mover is in some respects rather similar to the
experiments that led to the release of nuclear energy in the
sense that both involve fantastic mathematical capacity and
both are sciences so new that other allied sciences cannot
be of very much guide. In the past two years since the
principle of motion by means of massive-k was first
demonstrated on a test rig, progress has been slow. But the
indications are now that the Pentagon is ready to sponsor a
range of devices help further knowledge. In effect the new
family of TVs would be on the same tremendous scope that was
envisaged by the X-1, 2, 3, 4 and 5 and D.558s that were all
created for the purpose of destroying the sound barrier -
which they effectively did, but it is a process that is
taking ten solid years of hard work to complete. (Now after
7 years the X-2 has yet to start its tests and the X-3 is
still in performance testing stage). Tentative targets now
being set anticipate that the first disc should be complete
before 1960 and it would take the whole of the 'sixties to
develop it properly, even though some combat things might be
available ten years from now. One thing seems certain at
this stage, that the companies likely to dominate the
science will be those with the biggest computors to work out
the ramifications of the basic theory. Douglas is easily the
world's leader in computor capacity, followed by Lockheed
and Convair. The frame incidentally is indivisible from the
engine". If there is to be any division of responsibility it
would be that the engine industry might become responsible
for providing the electrostatic energy (by, it is thought, a
kind of flame) and the frame maker for the condenser
assembly which is the core of the main structure. (*Aviation
Report*, 12 October 1954)

*Gravitics Study
Widening* ~ The French are now understood to be
pondering the most effective way of entering the field of
electro-gravitic propulsion systems. But not least of the
difficulties is to know just where to begin. There are
practically no patents so far that throw very much light on
the mathematics of the relation between electricity and
gravity. There is, of course, a large number of patents on
the general subject of motion and force, and some of these
may prove to have some application. There is, however, a
series of working postulations embodied in the original
Project Winterhaven, but no real attempt has been made in
the working papers to go into the detailed engineering. All
that had actually been achieved up to just under a year ago
was a series of fairly accurate extrapolations from the
sketchy data that has so far been actually observed. The
extrapolation of 50 mph to 1,800 mph, however, (which is
what the present hopes and aspirations amount to) is bound
to be a rather vague exercise. This explains American
private views that nothing can be reasonably expected from
the science yet awhile. Meanwhile, the NACA is active, and
nearly all the Universities are doing work that borders
close to what is involved here, and something fruitful is
likely to turn up before very long. (*Aviation Report,*
19 October 1954)

*Gravitics Steps* ~
Specification writers seem to be still rather stumped to
know what to ask for in the very hazy science of
electro-gravitic propelled vehicles. They are at present
faced with having to plan the first family of things - first
of these is the most realistic type of operational test rig,
and 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 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.
Meanwhile Glenn Martin now feels ready to say in public that
they are examining the unified field theory to see what can
be done. It would probably be truer to say that Martin and
other companies are now looking for men who can make some
kind of sense out of Einstein's equations. There's nobody in
the air industry at present with the faintest idea of what
it is all about. Also, just as necessary, companies have
somehow to find administrators who know enough of the
mathematics to be able to guess what kind of industrial
investment is likely to be necessary for the company to
secure the most rewarding prime contracts in the new
science. This again is not so easy since much of the
mathematics just cannot be translated into words. You either
understand the figures, or you cannot ever have it explained
to you. This is rather new because even things like
indeterminacy in quantum mechanics can be more or less put
into words. Perhaps the main thing for management to bear in
mind in recruiting men is that essentially electro-gravitics
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. (*Aviation Report*, 19
November 1954)

*Electrogravitics Puzzle*
~ Back in 1948 and '49, the public in the U.S. had a
surprisingly clear idea of what a flying saucer should, or
could, do. There has never at any time been any realistic
explanation of what propulsion agency could make it do those
things, but its ability to move within its own gravitation
field was presupposed from its manoeuvrability. Yet all this
was at least two years before electro-static energy was
shown to produce propulsion. It is curious that the public
were so ahead of the empiricists on this occasion, and there
are two possible explanations. One is that optical illusions
or atmospheric phenomena offered a preconceived idea of how
the ultimate aviation device ought to work. The other
explanation might be that this was a recrudescence of Jung's
theory of the Universal Mind which moves up and down in
relation to the capabilities of the highest intellects and
this may be a case of it reaching a very high peak of
perception. But for the air industries to realize an
electro-gravitic aircraft means a return to basic principles
in nuclear physics, and a re-examination of much in wave
technology that has hitherto been taken for granted.
Anything that goes any way towards proving the unified field
theory will have as great a bearing on electro-gravitics
efforts as on the furtherance of nuclear power generally.
But the aircraft industry might as well face up to the fact
that priorities will in the end be competing with the
existing nuclear science commitments. The fact that
electro-gravitics has important applications other than for
a weapon will however strengthen the case for governments to
get in on the work going on. (*Aviation Report*, 28
January 1955)

*Management Note for
Electrogravitics* ~ The gas turbine engine produced two
new companies in the U.S. engine field and they have,
between them, at various times offered the traditional
primes rather formidable competition. Indeed GE at this
moment has, in the view of some, taken the Number Two
position. In Britain no new firms managed to get a footing
but one, Metro-Vick, might have done if it had put its whole
energies into the business. It is on the whole unfortunate
for Britain that no bright newcomer has been able to screw
up competition in the engine field as English Electric have
done in the airframe business. Unlike the turbine engine,
electro-gravitics is not just a new propulsion system, it is
a new mode of thought in aviation and communications, and it
is something that may become all-embracing. Theoretical
studies of the science unfortunately have to extend right
down to the mathematics of the meson and there is no escape
from that. But the relevant facts wrung from the nature of
the nuclear structure will have their impact on the
propulsion system, the airframe and also its guidance. The
airframe, as such, would not exist, and what is now a
complicated stressed structure becomes some convenient form
of hard envelope. New companies therefore 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,* 8 February 1955)

*Electro-Gravitics
Breakthroughs* ~ Lawrence Bell said last week he
thought that the tempo of development leading to the use of
nuclear fuels and anti-gravitational vehicles (he meant
presumably ones that create their own gravitational field
independently of the earth's) would accelerate. He added
that the breakthroughs now feasible will advance their
introduction ahead of the time it has taken to develop the
turbojet to its present pitch. Beyond the thermal barrier
was a radiation barrier, and he might have added ozone
poisoning and meteorite hazards, and beyond that again a
time barrier. Time however is not a single calculable entity
and Einstein has taught that an absolute barrier to aviation
is the environmental barrier in which there are physical
limits to any kind of movement from one point in space-time
continuum to another. Bell (the company not the man) have a
reputation as experimentalists and are not so earthy as some
of the other U.S. companies; so while this first judgement
on progress with electrogravitics is interesting, further
word is awaited from the other major elements of the air
business. Most of the companies are now studying several
forms of propulsion without heat engines though it is early
days yet to determine which method will see the light of day
first. Procurement will open out because the capabilities of
such aircraft are immeasurably greater than those envisaged
with any known form of engine. (*Aviation Report,* 15
July 1955)

*Thermonuclear-Electrogravitics
Interaction* ~ The point has been made that the most
likely way of achieving the comparatively low fusion heat
needed - l,000,000 degrees provided it can be sustained
(which it cannot be in fission for more than a microsecond
or two of time) - is by use of a linear accelerator. The
concentration of energy that may be obtained when
accelerators are rigged in certain ways make the production
of very high temperatures feasible but whether they could be
concentrated enough to avoid a thermal heat problem remains
to be seen. It has also been suggested that linear
accelerators would be the way to develop the high electrical
energies needed for creation of local gravitational systems.
It is possible therefore to imagine that the central core of
a future air vehicle might be a linear accelerator which
would create a local weightless state by use of
electrostatic energy and turn heat into energy without
chemical processes for propulsion. Eventually - towards the
end of this century - the linear accelerator itself would
not be required and a ground generating plant would transmit
the necessary energy for both purposes by wave propagation.
(*Aviation Report*, 30 August 1955)

*Point About
Thermonuclear Reaction Reactors* ~ The 20 year
estimate by the AEC last week that lies between present
research frontiers and the fusion reactor probably refers to
the time it will take to tap fusion heat. But it may be
thought that rather than use the molecular and chemical
processes of twisting heat into thrust it would be more
appropriate to use the now heat source in conjunction with
some form of nuclear thrust producer which would be in the
form of electrostatic energy. The first two Boeing
nuclearjet prototypes now under way are being designed to
take either molecular jets or nuclear jets in case the
latter are held up for one reason or another. But the change
from molecular to direct nuclear thrust production in
conjunction with the thermonuclear reactor is likely to make
the aircraft designed around the latter a totally different
breed of cat. It is also expected to take longer than two
decades, though younger executives in trade might expect to
live to see a prototype. (*Aviation Report,* 14 October
1955)

*Electrogravitics
Feasibility* ~ Opinion on the prospects of using
electrostatic energy for propulsion, and eventually for
creation of a local gravitational field isolated from the
earth's has naturally polarized into the two opposite
extremes. There are those who say it is nonsense from start
to finish, and those who are satisfied from performance
already physically manifest that it is possible and will
produce air vehicles with absolute capabilities and no
moving parts. The feasibility of a Mach 3 fighter (the
present aim in studies) is dependent on a rather large k
extrapolation, considering the pair of saucers that have
physically demonstrated the principle only a achieved a
speed of some 30 fps. But, and this is important, they have
attained a working velocity using very inefficient (even by
to-day's knowledge) form of condenser complex. These humble
beginnings are surely as hopeful as Whittle's early
postulations. It was, by the way, largely due to the early
references in Aviation Report that work is gathering
momentum in the U.S. Similar studies are beginning in
France, and in England some men are on the job full time. (*Aviation
Report,* 15 November 1955)

*Electro-Gravitics
Effort Widening* ~ Companies studying the implications
of gravitics are said in a new statement, to include Glenn
Martin, Convair, Sperry-Rand, Sikorsky, Bell, Lear Inc. and
Clark Electronics. Other companies who have previously
evinced interest include Lockheed Douglas and Hiller. The
remainder are not disinterested, but have not given public
support to the new science - which is widening all the time.
The approach in the U.S. is in a sense more ambitious than
might have been expected. The logical approach, which has
been suggested by Aviation Studies, is to concentrate on
improving the output of electrostatic rigs in existence that
are known to be able to provide thrust. The aim would be to
concentrate on electrostatics for propulsion first and widen
the practical engineering to include establishment of local
gravity forcelines, independent of those of the earth's, to
provide unfettered vertical movement as and when the
mathematics develops.

However, the U.S. approach
is rather to put money into fundamental theoretical physics
of gravitation in an effort first to create the local
gravitation field. Working rigs would follow in the wake of
the basic discoveries. Probably the correct course would be
to sponsor both approaches, and it is now time that the
military stepped in with big funds. The trouble about the
idealistic approach to gravity is that the aircraft
companies do not have the men to conduct such work. There is
every expectation in any case that the companies likely to
find the answers lie outside the aviation field. These would
emerge as the masters of aviation in its broadest sense. The
feeling is therefore that a company like A. T. & T. is
most likely to be first in this field. This giant company
(unknown in the air and weapons field) has already
revolutionized modern warfare with the development of the
junction transistor and is expected to find the final
answers to absolute vehicle levitation. This therefore is
where the bulk of the sponsoring money should go. (*Aviation
Report,* 9 December 1955)

**Appendix
II:
Electrostatic
Patents ~**

(a) American Patents still
in force:   
2,413,391 ~ Radio Corp.
America: Power Supply System (20-6-42/31-12-46)   
2,417,452 ~ Ratheon Mfg.
Co.:  Electrical System (17-1-44/18-3-47)   
2,506,472  ~W.B.
Smits: Electrical Ignition Apparatus  (3-7-46)   
2,545,354 ~ G.E.C.:
Generator (16-3-50/13- 3-51) (UK 676,953)   
2,567,373 ~ Radio Corp.
America: Electrostatic Generator (10-6-49/11- 9-51)   
2,577,446 ~ Chatham
Electronics: Electrostatic Voltage Generator (5-8-50/
4-12-51)   
2,578,908 ~ US-Atomic
Energy Comm.: Electrostatic Voltage Generator
(26-5-47/18-12-51)   
2,588,513 ~ Radio Corp.
America: Electrstatic High-Voltage Generator
(10-6-49/11-3-52)   
2,610,994 ~ Chatham
Electronics: Electrostatic Voltage Generator (1-9-50/16-
9-52)   
2,662,191 ~ P. Okey:
Electrostatic Machine (31-7-52/8 -12-53)   
2,667,615 ~ R.G.
Brown:Electrostatic Generator (30-1-52/26- 1-54)   
2,671,177 ~ Consolidated
Engg. Corp: Electrostatic Charging Apparatus( 4-9-51/2 -
3-54)   
2,701,844 ~ H.R. Wasson:
Electrostatic Generator (8-12-50/ 8- 2-55)   
2,702,353 ~ US-Navy:
Miniature Printed Circuit Electrostatic Generator
(17-7-52/15- 2-55)

(b) British patents still
in force:   
UK651,153 ~ Metr.-Vickers
Electr.Co.: Voltage Transformation of electrical energy
(20-5-48/14-3-51)   
UK651,295 ~ Ch.F.Warthen:
Electrostatic A.C. Generator (6-8-48/14-3-51)   
UK731,774 ~ Licentia:
Electrostatic High-Voltage Generator (19-9-52 &
21-11-52/15- 6-55)

(c) French patents still
in force:   
FR 753,363  ~ H.
Chaumat: Moteur electrostatique utilisant l'energie
cinetique d'ions gazeux (19-7-32/13-10-33)   
FR 749,832  ~ H.
Chaumat: Machine electrostatique a excitation independante
(24-1-32/29- 7-33)

G or A: The following
patents derive from P. Jolivet (Algiers), marked "A" and
from N.J. Felici, E. Gartner (Centre National des Recherches
Scientifique, CRNS) later also by R. Morel, M. Point, etc.
(S.A. des Machines Electrostatiques, SAMES) and of Societe'
d'Appareils de Controle et d'Equipment des Moteurs (SACEM),
marked "G " because the development was centred at the
University Grenoble.

G (8-11-44) UK 993,017 ~
US 2,486,140 ~  FR 56,027 ~ DE 860,649 (Electrostatic
Influence Machine)   
G (17-11-44) UK 639,653 ~
US 2,523,688 ~ FR 993,052 ~ DE 815,667 (Electrostatic
Influence Machine)   
A (28-2-45) UK 912,444
(Electrostatic Machines)   
G (3-3-45) UK 643,660 
~ US 2,519,554 ~  FR 995,442 ~  DE 882,586
(Electrostatic Machines)   
A (8-6-45) UK 915,929
(Electrostatic Machines)   
A (16-8-45) UK 918,547
(Electrostatic Generator)   
G (20-9-45) UK 998,397 [?]
  
-- (21-9-45) UK 643,664 ~
US 2,523,689 ~ FR 837,267 (Electrostatic Machines)   
A (4-2-46) FR 923,593
(Electrostatic Generator)   
G (17-7-46) UK 643,579 ~ US
2,530,193 ~ FR 1,002,031 ~ DE 811,595 (Generating Machines)
  
G (20-2-47) UK
671,033  ~ US 2,590,168 (Ignition Device)   
G (21-3-47)  US
2,542,49 (Electrostatic Machines)   
G (6-6-47) UK 645,916
~  US 2,522,106 ~ FR 948,409 ~ DE 810,042
(Electrostatic Machines)   
A (16-6-47) FR 947,921 [?]
(Electrostatic Generator)   
G (16-1-48) UK 669,645 ~ US
2,540,327 ~  FR 961,210 ~ DE 810,043 (Electrostatic
Machines)   
G (21-1-49) UK 669,454 ~ US
2,617,976 ~FR 997,991 ~ DE 815,666 (Electrostatic Machines)
  
G (7- 2-49) UK 675,649 ~ US
2,649,566 ~ FR 1,010,924 ~ DE 870,575 (Electrostatic
Machines)   
G (15- 4-49) UK 693,914 ~
US 2,604,502 ~ FR 1,011,902 ~ DE 832,634 (Commutators)
  
G (9-11-49) UK 680,178 ~ US
2,656,502 ~ FR1,004,950 ~ DE 850,485 (Electrostatic
Generator)   
G (9-10-50) UK 702,494 ~ US
2,675,516 ~ FR 1,030,623 (Electrostatic Generator)   
G (29-11-50) UK 702,421 ~
FR 1,028,596 (Electrostatic Generator)   
G (21-11-51) UK 719,687 ~
FR 1,051,430  F10421 (Electrostatic Machines)   
G (20-8-52) UK 731,773 ~ US
2,702,869 ~ FR 938,198 (Electrostatic Machines)   
G (6-11-52) UK 745,489
(Electrostatic Generator)   
G
(12-2-53)    UK 745,783 (Rotating
Electrostatic Machines)   
G (8-1-52) UK 715,010 ~ US
2,685,654~ FR 1,047,59 (Rotating Electrostatic Machines)

---