Nazi Flying Saucers and Ufo Pictures

stranger than fiction the real flying saucers

The Nicap Story - UFO Investigations - FREE MOVIE

Case of the Flying Saucer with Edward R. Murrow - UFOs - FREE MOVIE

UFO Propulsion Systems By Stanton T. Friedman

 http://www.theufochronicles.com/

Tuesday, July 12, 2005

     If we deduce from the mountain of evidence that some flying saucers come to earth from near-by solar systems (there are one thousand stars within fifty-five light years, forty-six of which are like the sun), we are immediately faced with two questions:

     1). How can a spaceship travel from a near-by solar system to earth in a reasonable time?

     2). Once here, how can flying saucers behave the way they are observed to behave?

     How do they achieve their reported high speed flight in the atmosphere (thousands of miles per hour), their ability to stop and start abruptly, to move up and down back and forth seemingly with none of the limitations of conventional aircraft? Typically there are no external engines, wings or tails. Usually the objects are relatively silent compared to conventional craft, and a variety of physical and psychological effects are produced on living and inanimate objects in the vicinity. These are the truly technological challenges we face.

     The problem must be divided into two parts because there is no good reason to assume that the same propulsion system is used for the long haul and local portions of the trip. It seems reasonable to assume that the huge cigar-shaped “mother ships” into and out of which the smaller disc-shaped craft fly, are the interstellar vehicles and the others are “Earth Excursion Modules” for local travel only.

      Mother ships are rarely observed cavorting or flying close to ground level. In Ted Phillips huge collection of trace cases more then 90% of the low-level vehicles are “disc-shaped.” A useful analogy here is the Aircraft Carrier Enterprise, which is nuclear powered and operates at low speed for many months and or years on the surface of the ocean. The much smaller aircraft it carries cannot operate on the ocean but can fly at high speed and altitude for short periods and are highly maneuverable; but they are not nuclear-powered and neither craft could replace the other.

     The problem of traveling to the stars must also be viewed from an entirely different perspective then is useful for understanding our recent flights to the moon and flights of instrument packages to other planets. Distances within the solar system can be measured in light seconds, light-minutes, or at most in a few light-hours. Stars at least several light-years away; our chemical rockets carry our astronauts to the moon in about sixty-0nine hours, and the Viking Spacecraft to Mars took about ten months to reach its destination. But they are propelled by forces other then gravity for only seventeen minutes or one hour respectively. The rockets are coasting or slowing down until they are close to the target for almost the entire trip.

     The Apollo spacecraft, at an altitude of two hundred thousand miles, is only going two thousand mile per hour although it left the earth going twenty-five thousand miles per hour. If it had been able to accelerate at just one G (a twenty-one-mile increase every second) for just one hour, the final velocity would have been 79,000 mph; for just one day it would have been 1.9 million mph! Peak acceleration during an Apollo launch is actually closer to eight G’s (a 168-mph increase every second).

     To understand there forgoing a bit better, note that the acceleration of one G at the surface of the earth equals 32. 17 feet per second, which in turn means that as each second passes velocity is increasing an additional 32.17 feet.

     Translated into miles per hour (mph), one-G acceleration means that velocity is increasing at the rate of 21.9 mph per second! At the end of two seconds it is 21.9 mph plus 21.9 mph, or 43.8 mph, and at the end of three seconds is 64.7 mph, and so on.

     In just one day at one-G acceleration a velocity of almost two million mph would be reached and the craft would be far out of earth’s gravitational field. For each operation near the earth, gravity effectively pulls the craft at 1260 mph; while in space there is practically no gravitational or atmospheric friction. It is extremely important to recognize that it take approximately one year at one G to approach the speed of light—about 670.000,000 mph—and we can speculate that any space travelers may have refueling or rest and relaxation centers at locations between the stars, so that our earth visitors need not have come directly from their home planet.

     Unfortunately, chemical rockets such as we have been using are by their very nature extremely limited in their abilities to provide high velocities in their limited operating times because of their great inefficiency.

     Starship and Earth Excursion Module designers thus face two obvious questions:

     1). How much acceleration can people stand for how long?

     2). What method can provide more miles per hour then chemical rockets, either by operating for longer times or at higher accelerations?

     The amount of acceleration a person can stand depends on many factors; the three most important depends on the duration of acceleration (the greater the force, the shorter the time it can be tolerated), the direction of the force in relation to the body (back to front acceleration is much easier to handle then head to foot acceleration, and for this reason Apollo astronauts have their backs perpendicular to the direction of the thrust, rather then along it as in an elevator), and body environment is important (a person immersed in fluid can withstand greater acceleration then one not so immersed).

     Let’s consider some of the variables. A trained and highly motivated pilot can perform a tracking task while being accelerated at fourteen Gs (about three hundred mph every second) for two minutes. Starting from rest he would be moving at three hundred mph in one second, at three thousand mph in ten seconds, and at thirty-six thousand mph at the end of two minutes!

     Obviously conventional propulsion systems such as airplanes, trains, buses and cars cannot provide fourteen Gs. A trained person properly trained can stand thirty Gs for one second without damage. This data suggests that much higher acceleration could be withstood for shorter times. Reports of EEM (Earth Excursion Module) flight often indicate that the high acceleration—as when making a near right angle turn or changing altitude—takes place in an extremely short period of time. In modern physics and technology, the primary method for providing very high forces for relatively short periods of time is the use of electromagnetic forces such as with lasers, magneto forming of the complex shapes, and the acceleration of the nuclear particles to velocities close to that of light.

     In the mid 1960s an electromagnetic submarine designed by Dr. Stuart Way, [sic] who was on leave from Westinghouse Research Laboratory, was successfully tested. It made use of the fact that electric and magnetic fields at right angles to each other produce a (Lorentz) force at right angles to both. The force pushed against the surrounding electromagnetically conducting fluid (seawater), which pushes back and moves the submarine. It is possible to envision an airborne analog in which seawater is replaced by ionized electrically conducting air, and conventional electromagnetic fields are produced by super-conducting magnets, which need little space, very little power and weight, and generate very high magnetic fields. Substantial research, much of it classified, has been done showing that a electromagneto aerodynamic system would be capable of solving all the problems of high-speed flight by controlling lift, drag heating and sonic-boom production—all electromagnetically, rather then mechanically or chemically. The resulting system would be symmetric, highly maneuverable, and relatively silent, often have a glow around it, and be capable of sudden starts and stops. It could carry its own power supply, or be charged up on board its mother ship in much the same manner as a golf cart which carries only a storage battery.

     The reason much of the research on MAD propulsion systems is classified is that the nose cones of ballistic missiles create an ionized air region around them as they reenter. Modifications of the nose cones can be used to vary the radar profile, lift, drag and light direction and other important parameters with out carrying along fuel or propellant, which normally would be required. It should be stressed that such systems work by interacting with their surroundings and by carrying along something that is thrown out the back end. A real benefit is derived from producing very high magnetic fields since a field ten times as great produces one hundred times as much force.

     For the interstellar trip the obvious first choice, although undoubtedly not the ultimate choice, for replacing primitive chemical rockets is a nuclear rocket. Although most people are unaware of nuclear propulsion systems other then those the Navy built for submarines and surface ships, there have been several other programs for the development of airborne or space propulsion systems. Jet engines were successfully operated on nuclear power the “Aircraft Nuclear Propulsion Program”. A nuclear ramjet was successfully ground tested during the NERVA (Nuclear Engines For Rocket Vehicle Applications) program. Most of the work involved in these multi-dollar-a-year programs was classified and conducted by industrial contractors in conjunction with national laboratories under the direction of NASA, the Air Force, and or the old Atomic Energy Commission. All of the above systems utilize nuclear fission of the Uranium-235 nucleus to produce huge amounts of heat by conversion of a small amount of mass into a large amount of energy. Millions of times more energy can be produced in this way then by burning rocket fuel.

You Still Shouldn't Believe in the emDrive

http://www.popularmechanics.com/

It's a cool idea, but the headlines are getting out of hand... again

By John Wenz

228 Shares

Share 186

Tweet 18

Pin 2

Email

Most Read

Apollo 13 Astronauts Are Now Custom LEGO Minifigs

EmDrive

Extraordinary claims require extraordinary proof. Which is why you should still be suspicious of the "emDrive," a theoretical propulsion system that supposedly could propel objects to near-relativistic speeds, despite this week's headlines touting the technology.
The emDrive, invented by Roger Shawyer, purportedly works by repeatedly bouncing microwaves back and forth in a chamber. Though it would appear to violate the laws of physics, the idea is to create a propellant-less thruster that can move a spacecraft at extraordinary speeds if enough pressure is applied. He claims that it could gain 3 tonnes of thrust with 1 kilowatt of power input by essentially moving the particles around the chamber of the thruster in a vacuum.

Advertisement - Continue Reading Below

The latest news: The site NASA Spaceflight has published an article claiming that this time, the emDrive is really real, and it's gotten picked up a lot by other outlets. In their experiment, 10 kilowatts of power produced 0.00061183 tonnes of force. (Here's some more detail about it from io9.) That's far less than Shawyer's predictions, but at least a weak confirmation that something was going on inside the chamber.

We Recommend

5 Things You Must Know About Scott Kelly's Year in Space

However, there are a few things you should know. Previous tests of emDrive haven't held up to scrutiny. And the NASA agency investigating the EmDrive, informally known as Eagleworks, is specifically devoted to investigation of fringe or far-future ideas such as the Alcubierre Drive, a futuristic warp drive that is both (marginally) technically possible and completely unfeasible due to bonkers energy demands. So just because you hear that NASA is intrigued by an idea, don't assume that it's going to work tomorrow.

Propulsion without propellant

EmDrive dates back at least 15 years. The thrust of the theory, as Shawyer explained in a book published in 2006, goes like this: "A new principle of electric propulsion for spacecraft is introduced, using microwave technology to achieve direct conversion of d.c. power to thrust without the need for propellant." He sought out investors in the United States and Britain but didn't find a ton of well-heeled believers, and by 2008, he was already going abroad for investors. So he moved to China, where one scientist, Prof. Juan Yang, claimed that it worked.
Elsewhere, Shawyer encountered plenty of skeptical push-back. Sci-fi writer Greg Egan was ... not a fan. Responding to the claim that emDrive could produce thrust with a small amount of influence from microwaves, Corey Powell at Discover pointed out in August 2014 that the idea is riddled with holes. That write-up followed a slew of headlines declaring that NASA had verified the emDrive. The reality was closer to NASA engineer shrugging and saying "oh, that's neat."
One of the Shawyer's latest claims is that the EmDrive can create warp bubbles. He says the emDrive created a warp-like bubble in a NASA lab, bending space and time around it and enabling photons to go faster than the speed of light. Yes, it's true that there are concepts out there for a warp drive that are theoretically possible—and which require an absolutely enormous amount of power to work. Take the afore-mentioned Alcubierre Drive, taken ever so slightly seriously by at least a couple NASA scientists. But even if that idea has a solid grounding in physics, it still is unlikely to come into life. At least not soon.
Meanwhile, there's very little scientific literature on Shawyer's proposed spacecraft. There is a recent NASA paper suggesting that a similar device can produce thrust, but a small fraction of the power proposed by Shawyer. And this research, too, was conducted by the NASA Eagleworks lab, whose purpose in life is to investigate the outer limits of physics and find out what might work, someday, to make humans into a true spacefaring society. When New Scientist published Shawyer's findings in 2006, it was lambasted for giving the idea the time of day.

Debate ignited

This week's article over at NASA Spaceflight was the result of a cacophony of debate on the site's forums about the reality of emDrive. The piece includes this:

"The NASASpaceflight.com group has given consideration to whether the experimental measurements of thrust force were the result of an artifact. Despite considerable effort within the NASASpaceflight.com forum to dismiss the reported thrust as an artifact, the EM Drive results have yet to be falsified. After consistent reports of thrust measurements from EM Drive experiments in the US, UK, and China – at thrust levels several thousand times in excess of a photon rocket, and now under hard vacuum conditions – the question of where the thrust is coming from deserves serious inquiry."

That's true—it does deserve serious inquiry. But that's a long way from saying the technology is confirmed. Maybe, one day, the emDrive eventually works and we all eat our hats. In space. But the initial results will have to hold up against the forces of peer reviews and repeated tests (which it hasn't so far). Until then, it remains a far-out idea waiting for its day in the sun, or its timely death.

Worth your time! Documentary: Secret Access

Download

The development of U.S. policy on extraterrestrial life & technology (Mi...

Download

Nanolattices have the potential to increase strength to weight by one million times but massively scaling production is the main hurdle

February 26, 2015

If nanolattice material could be produced in large quantities, they could replace composites and other materials used in a wide range of applications, because they’d be just as strong at a fraction of the weight. Another possibility is to greatly increase the energy density of batteries—the amount of power they can hold at a given size.

So far, they can’t make enough of the nanostructured materials to cover your palm. MIT Technology Review thinks that the production breakthroughs could happen by 2020 for the initial commercialization applications.

Some recent publications:

Extreme Mechanics Letters - Ultra-strong architected Cu meso-lattices

Abstract -Ultra-strong architected Cu meso-lattices

3-dimensional solid Cu octet meso-lattices with characteristic features on the micron-scale were fabricated and mechanically tested under uniaxial compression. These architected cellular materials were fabricated by a three-step process: (1) direct laser writing of the lattice pattern into a polymer template, (2) electroplating of Cu into the template, and (3) removal of the polymer matrix. The microstructure of the electroplated Cu mainly consists of polycrystalline grains with average diameters of such that cross-sections of lattice beams mostly consist of a single grain. We discovered that the compressive yield strengths of the open-cell Cu meso-lattices can exceed the yield strength of monolithic bulk Cu as measured from a Cu thin film made with identical conditions. Meso-lattices with relative density of 0.8 had a strength of 332 MPa, which surpassed the bulk yield strength by 80%. This is diametrically opposite to predictions from structural mechanics theory, which states that strength scales linearly with relative density for the octet structure. We attribute the ability of solid Cu meso-lattices to attain such high strengths to the “smaller is stronger” size effect present in single crystalline metals with sub-micron dimensions. This work demonstrates the use and proliferation of the size-dependent strengthening unique to nanostructures in an architected structural material.

Applied Physics Letters - Ductility and work hardening in nano-sized metallic glasses

A mastery of engineered hierarchy in material microstructures might one day allow us to make ductile metallic glasses that both deform and harden like steels and possess superior strength and stiffness.

Journal of the Mechanics and Physics of Solids - The effect of size, orientation and alloying on the deformation of AZ31 nanopillars

Nextbigfuture has been covering the work since 2013

Nanometer thick walls that are made into hollow trusses to enable far lighter and stronger material.

Julia Greer's web page at Cal Tech

Journal of Materials Science - Mechanical characterization of hollow ceramic nanolattices

A talk was given at a local TEDx event, produced independently of the TED Conferences (TEDx CERN). Imagine being able to hold all the material it took to build an airplane in the palm of your hand. Julia Greer combines different design structures at varying nano-scales to create super strong and super light materials. Her research is changing the landscape of materials available today.

Julia Greer researches lightweight, 3-dimensional nano-architectures and designs experiments to assess their properties and deformation mechanisms. These ‘nano-metamaterials’ have multiple applications, which provide a rich ‘playground’ for fundamental scientific pursuits.

 

 

Abstract

In the analysis of complex, hierarchical structural meta-materials, it is critical to understand the mechanical behavior at each level of hierarchy in order to understand the bulk material response. We report the fabrication and mechanical deformation of hierarchical hollow tube lattice structures with features ranging from 10 nm to 100 μm, hereby referred to as nanolattices. Titanium nitride (TiN) nanolattices were fabricated using a combination of two-photon lithography, direct laser writing, and atomic layer deposition. The structure was composed of a series of tessellated regular octahedra attached at their vertices. In situ uniaxial compression experiments performed in combination with finite element analysis on individual unit cells revealed that the TiN was able to withstand tensile stresses of 1.75 GPa under monotonic loading and of up to 1.7 GPa under cyclic loading without failure. During the compression of the unit cell, the beams bifurcated via lateral-torsional buckling, which gave rise to a hyperelastic behavior in the load–displacement data. During the compression of the full nanolattice, the structure collapsed catastrophically at a high strength and modulus that agreed well with classical cellular solid scaling laws given the low relative density of 1.36 %. We discuss the compressive behavior and mechanical analysis of the unit cell of these hollow TiN nanolattices in the context of finite element analysis in combination with classical buckling laws, and the behavior of the full structure in the context of classical scaling laws of cellular solids coupled with enhanced nanoscale material properties.

Nature Materials - Fabrication and deformation of three-dimensional hollow ceramic nanostructures

Advanced Engineering Materials - Design and Fabrication of Hollow Rigid Nanolattices via Two-Photon Lithography

This paper presents the design and fabrication of 3-dimensional hollow metallic nanolattices using 2-photon lithography. The ability to fabricate structures of any geometry, with resolution down to 150 nm, provides opportunities to engineer structures spanning multiple length scales with potential to capitalize on combined structural and material size effects for use in many technological applications.

Nextbigfuture covered earlier publications of this work in Sept of 2013