Friday, 2 December 2016

SOSUS AND KH-9

SOSUS and satellite based sensor systems worked in tandem to locate Soviet submarines.

http://www.globalsecurity.org/intell/systems/sosus.htm



FOUR PHASES OF LASER BASED MISSILE DEFENCE

Mirrors in orbit were also proposed as a means to increase the range of land based lasers. In some ways a ground based system using mirrors would be more survivable. The mirrors in orbit could be taken out and the ground based laser could still defend the area in which it is situated.

Sunday, 30 October 2016

CESIUM A FISSION BY PRODUCT WAS IN THE "FUEL" AND EXHAUST OF THE SR-71



This document is likely a fabrication. Because exhaust of the Nuclear Powered Blackbird that was used for Soviet Overflight would have been transparent. There would be no flames because nothing is combusting. The exhaust plume would have resembled the plume seen in the NERVA. In the late 1940's it was decided that hydrogen would be the reaction mass used in nuclear aerospace program. This reaction mass would supplement the mass of the atmosphere when planes like the U-2 or Canberra were at high altitude.



SOURCE:
https://www.cia.gov/library/readingroom/docs/DOC_0001458639.pdf

Saturday, 1 October 2016

Ben Rich and Ted Merkle








The names of Ben Rich and Ted Merkle are not exactly household names. In the world of Aviation Engineering Ben Rich is a superstar and Ted Merkle is virtually unknown. Both worked on Mach 3 capable Ramjet engines in the late 50's to mid 60's in the Bay Area just 30 miles from each other. Merkle worked at Lawrence Livermore National Laboratory. Ben Rich worked at NASA's Ames Research Center. A comparison of their two story's reveals that Ben Rich must be lying about how the Blackbird's Ramjet inlets were developed.

The similarities between the two engines are uncanny. Both were Mach 3 plus, produced more than 34,000 pounds of thrust, and had operating temperatures in excess of 2000 degrees. The similarities imply that they were the same engine.

Ben Rich's story makes no sense. Here are the reasons why:
(1) The wind tunnels of Ames Research Center are not capable of Mach 3. So, he is lying on this point. If they had been capable of Mach 3 Ted Merkle's Project Pluto would not have had to construct their special facility at Jackass Flats. He would have just used the facilities at Ames.


(2) The testing of air frames at Mach 3 speeds required building something radically different from your common wind tunnel. 25 miles of oil well casing was required to simulate Mach 3 speeds.

*I find the resemblance between Ben Rich and Ted Merkle to be as uncanny as the similarities between the two engines. Another striking parallel is they both died from cancer. I think that they were the same man.

Ben Rich's Mach 3 Ramjet Development Story
I logged hundreds of hours testing inlet shapes and cone models at NASA's Ames Research Center at Moffett Field in Northern California, a giant complex of high speed wind tunnels. That became my second home, where I spent weeks at a time using their largest, most-powerful supersonic wind tunnel, a twenty foot long, ten foot by ten foot rectangular chamber powered by a gigantic compressor capable of driving an ocean liner, and a three-story cooling tower holding tens of thousands of gallons of water. Running Mach 3 pressures for several hours at a time drained so much electricity needed by local industry that we were forced to test only late at night, working usually until dawn. (Rich 210).


Ted Merkle's Mach 3 Ramjet Development Story
On January 1, 1957, the U.S. Air Force and the Atomic Energy Commission selected the Lawrence Livermore National Laboratory's (LLNL) predecessor, the Lawrence Radiation Laboratory to study the feasibility of applying heat from nuclear reactors to ramjet engines.
This research became known as "Project Pluto" and was moved from Livermore, California to new facilities constructed for $1.2 million on eight square miles of Jackass Flats at the Nevada Test Site (NTS).

The complex consisted of six miles of roads, critical assembly building, control building, assembly and shop buildings, and utilities. Also required for the construction was 25 miles of oil well casing which was necessary to store the million pounds of pressurized air used to simulate ramjet flight conditions for Pluto.

The work was directed by Dr. T.C. Merkle, leader of the laboratory's R-Division.
The principle behind the ramjet was relatively simple: air was drawn in at the front of the vehicle under ram (under great force) pressure, heated to make it expand, and then exhausted out the back, providing thrust.

The notion of using a nuclear reactor to heat the air was fundamentally new. Unlike commercial reactors, which are surrounded by concrete, the Pluto reactor had to be small and compact enough to fly, but durable enough to survive a 7,000 mile trip to a potential target.

The success of this project would depend upon a series of technological advances in metallurgy and materials science. Pneumatic motors necessary to control the reactor in flight had to operate while red-hot and in the presence of intense radioactivity. The need to maintain supersonic speed at low altitude and in all kinds of weather meant the reactor, code named "Tory", had to survive temperatures of 2,500 degrees Fahrenheit, and conditions that would melt the metals used in most jet and rocket engines.


On May 14, 1961, the world's first nuclear ramjet engine, "Tory-IIA," mounted on a railroad car, roared to life for just a few seconds. Despite other successful tests the Pentagon, sponsor of the "Pluto project," had second thoughts. On July 1, 1964, seven years and six months after it was born, "Project Pluto" was canceled.

http://airindustriesresearch.com/siram/pluto.htm
http://www.amug.us/downloads/Pluto-Phoenix%20Facility%20at%20the%20NTS.pdf
NASA'S AMES RESEARCH CENTER'S WIND TUNNEL INFORMATION
 11-by 11-foot Transonic Wind Tunnel
Mach Number: 0.20 to 1.45
• Rn = 0.30 to 9.6 million per foot
• Stagnation Pressure, PSIA: 3.0 to 32.0
• Maximum stagnation temperature = 150°F. Typical Temperature variation over the course of a test = 20°F
• Closed circuit, single return, variable density, continuous flow wind tunnel
• Interchangeability of models between Unitary test sections allows testing across a wide range of conditions
• Internal strain-gage sting mount, model component and floor balances are used for measuring forces and moments. Ames and Langley inventories typically available
• Full support of DTC PSI module capability
• Support strut has simultaneously variable pitch and yaw capability (plus or minus 15°)
• There are two controllable 3000 psi auxiliary air systems capable of flow rates up to 40 lb/sec each. One line can be controlled up to 80 degrees F and the other up to 400 degrees F
• User interaction will be X-terminal based
• Full internal and external network capability. PCs and Macs available to customers as needed
• Typical two weeks of model build up and instrument preparation is included in the facility occupancy charge
http://www.windtunnels.arc.nasa.gov/ATP_Ames_UPWT_11Foot.pdf
http://www.windtunnels.arc.nasa.gov/
9-by 7-foot Supersonic Wind Tunnel
• Mach Range = 1.55 to 2.55
• Rn = 0.50 to 5.7 million per foot
• Pt = 2.8 to 29.5 psia
• Maximum stagnation temperature: 600°R
• Closed circuit, single return, variable density, continuous flow wind tunnel
• Interchangeability of models between Unitary test sections allows testing across a wide range of conditions
• Internal strain-gage sting mount, model component balances are used for measuring forces and moments. Ames and Langley inventories typically available
• Full support of DTC PSI module capability
• Fully automated control of tunnel conditions and simultaneously variable pitch and yaw positions
• Capability for measuring multiple fluctuating pressures
• There are two controllable 3000 psi auxiliary air systems capable of flow rates up to 40 lb/sec each. One line can be controlled up to 80 degrees F and the other up to 400 degrees F
• Full data system support capability included (Unix system with extra X-terminals available)
• Full internal and external network capability. PCs and Macs available to customers as needed
• Typical two weeks of model build up and instrument preparation is included in the facility occupancy charge
http://www.windtunnels.arc.nasa.gov/ATP_Ames_UPWT_9x7.pdf
http://www.windtunnels.arc.nasa.gov/9x7ft1.html



Monday, 5 September 2016

DID A U.S. LASER DESTROY THE SOVIET N1 ON THE GROUND?

I ask this question because this spy satellite photo is rather ominous in the light of the fact that the U.S. Military planned to arm their "spy" satellites with lasers. The United States military shot down the N-1 in order to prevent parity. The Soviets never matched the Americans in going to the moon because the U.S. Military shot down their moonshots with lasers. This was done because taking the high ground has always been paramount in the history of warfare. It is the reason why the Greeks built their cities on tall hills known as acropolis'. It is the reason why air power became paramount during World War 2. So during the Cold War the U.S. Military using the cloak of NASA built a weaponized space capability.


SOURCES:

Targ, Russell. Do You See What I See?: Lasers And Love, ESP And The CIA, And The Meaning Of Life. 1st ed., Hampton Roads Publishing Company, 2010, pp. 98-99.

http://thearea51blog.blogspot.com/2016/04/the-miracle-light-beam-from-mechanix.html





Saturday, 27 August 2016

Note

This is essentially the same horsepower as U-2. 

28 September 1949
“45,000 horsepower is required to drive a 25 ton plane 1500 miles an hour (MACH 2.27) at 70,000 feet. … The power requirement would jump to 200,000 horsepower at sea level because of greater air resistance.”
U.S. May Push Efforts to Make Atomic Engine
Los Angeles Times (1923-Current File); Sep 28, 1949;
ProQuest Historical Newspapers: Los Angeles Times
pg. 12

Friday, 26 August 2016

CANBERRA TIMELINE

09 January 1946 
English Electric received a contract to produce four prototypes, which received the Society of British Aerospace Companies (SBAC) designation A.1; work commenced on the construction of these prototype aircraft in that same year, which were all built on production jigs.
1946
Richard S Leghorn MIT graduate advocates development of high resolution photo reconnaissance of a potential enemy using high altitude aircraft.
05 March 1946
IRON CURTAIN SPEECH
May 1946
NEPA begins
23 February 1947
San Diego Union article declaring a remotely controlled atomic airplane was being built.
24 June 1947
Kenneth Arnold UFO Mt. Rainer flying @ 1700 mph or 2.289060241 Mach. Arnold believes that the craft was remotely controlled.
08 July 1947
The first UFO reports for project sign
July 1947
Pentagon officials were expressing alarm about the flying disk reports
October 1947
In response to Rolls-Royce's difficulties, English Electric elected to have the second prototype modified to use the existing Nene engine in place of the Avon.[6] The implementation of post-war military cutbacks also served to slow development.
20 September 1948
Ramjets being tested in Los Angeles breaking the sound barrier.
February 1949
Project Grudge
13 May 1949
First Canberra Flight
28 September 1949
“45,000 horsepower is required to drive a 25 ton plane 1500 miles an hour (MACH 1.97) at 70,000 feet. … The power requirement would jump to 200,000 horsepower at sea level because of greater air resistance.”
U.S. May Push Efforts to Make Atomic Engine
Los Angeles Times (1923-Current File); Sep 28, 1949;
ProQuest Historical Newspapers: Los Angeles Times
pg. 12
16 October 1949
Caltech scientists on Mount Palomar observe “flying disk” that sets off Geiger counter.
21 February 1951
A British Canberra B.2 flown by Roland Beamont became the first jet to make a nonstop unrefueled flight across the Atlantic Ocean, arriving in the United States for USAF evaluation.
22 February 1951
ATOM PLANE ON WAY TO DRAWING BOARD; FIRST PHASE ENDED: U.S. Announces...
New York Times (1923-Current file); Feb 23, 1951; ProQuest Historical Newspapers: The New York Times with Index pg. 1

Thursday, 11 August 2016

THE TORY II-A REACTOR

Thorton, G. (1963). Introduction to Nuclear Propulsion. Nuclear Materials & Propulsion Operation. General Electric Flight Propulsion Laboratory Department, p.60.
https://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19640019868.pdf
The Tory II-A reactor had a power rating of 155 megawatts. This translates to 207,859 horsepower. The J-58 produced 160,000 horsepower giving it 120 Megawatt power rating. If the Tory II-A had the same thrust to megawatt ratio as the 500 megawatt Tory reactors then it had 10,800 pounds of thrust. This is an interesting result in that at 10,800 pounds it is nearly the same thrust as the J-57 used in the first U-2's. The Tory II-A also had similar dimensions to the J-57.

http://afftcmuseum.org/exhibits/blackbird-airpark-exhibits/j57-engine-u2/

Given the fact that the U2-A only weighed 8 tons (or 3.125 times less than 25 tons); it had the power to go well over Mach 2 at sea level. But since it was flying over 100,000 feet where air resistance is practically nil. The atomic U2-A had the power to travel at 21,642 mph or Mach 32. So, it appears as though what Col. L Fletcher Prouty claimed about the U2 "spy" plane was true. Although he left out the nuclear part. He did make odd claims about the U2 being hydrogen supplemented with a tank approximately the size of a fire extinguisher. He was dog whistling to those in the know about the U2-A being nuclear powered. So, his claims about Gary Powers being set up were true. Because the Soviets did not have the ability to shoot down the U2-A in their wildest dreams.


Interestingly the SNAP 8 reactor was about the size of fire extinguisher. 


https://en.wikipedia.org/wiki/Pratt_%26_Whitney_J57

Specifications (J57-P-23)[edit]


Pratt & Whitney J57 turbojet
Data from[citation needed]

General characteristics

  • Type: Afterburning turbojet
  • Length: 244 in (6197.6mm)
  • Diameter: 39 in (990.6mm)
  • Dry weight: 5,175 lb (2,347 kg)

Components

Performance

Friday, 5 August 2016

Project SIGN Case Number: 172

2nd Lt. GEORGE F. GORMAN INCIDENT 

1 October 1948 
Project SIGN Case Number: 172 

The third most publicly celebrated UFO case of the Project SIGN period would again involve one of the military’s own personnel. A drama would be played out in the North Central area of the United States. In a sparsely populated area of the country a modern cowboy would face a showdown with an unidentified flying object. This case would be listed in the Project SIGN files as Incident Number 172, and to be commonly known as, "The UFO Dogfight over Fargo." 

Twenty-five year old George F. Gorman of Fargo, North Dakota and a Second Lieutenant in the Air National Guard, was putting in some flying time on a cross-country flight in his P-51 Mustang. It was October 1, 1948 at 8:30 p.m. Lt. Gorman was a few minutes away from an incident that would cause an immediate response from the SIGN team at Wright-Patterson AFB. 

Lt. Gorman was enjoying his flight. He headed west on this clear, crisp autumn evening toward Valley City, North Dakota. Getting night flying hours under his belt would be good, or so he thought. Turning 180º he headed back toward Fargo, ND and began circling the football field, enjoying glimpsing the game from the air. 

As he circled the football field he noticed, to the North, a Piper Cub airplane that was approximately 500 feet lower than his P-51. A few moments later a light traveling from the East toward the West caught his eye. The light is between Hector Airport and the football field. It is moving rapidly. Gorman does not know what the object is and decides to radio the control tower at the Hector Airport. Mr. L.D. Jensen, the Air Traffic Control Operator on duty radios back that the only traffic in the near vicinity of Gorman’s aircraft is the Piper Cub being piloted by Dr. L.N. Cannon and his friend, Einar Johnson. 

At this moment Lt. Gorman decided to investigate the object. Heading his plane toward it he found that the object apparently does not take kindly to close inspections. As Gorman would later relate to Major Paul Kubala of Air Technical Intelligence at Wright-Patterson AFB and Major Donald C. Jones of the 178th Fighter Squadron of the North Dakota Air National Guard in two separate interviews:

"My first reaction was to keep it [the lighted object] in sight and circle with it. At the time the object was making a circle around the city of Fargo at approximately 1000 feet [and] traveling at the same rate of speed as I [was]. Putting it in the light of the city, myself above it, I checked it for wings and fuselage but appeared to have none. I could distinguish the outline of the cub [Dr. Johnson’s Piper Cub] distinctly." 

Gorman described the object as, "a white light with no apparent glare and a clear cut edge…it seemed flat…from 6 to 8 inches in diameter." 

Major Jones asked Lt. Gorman to describe what had been happening during the 27 minutes that Gorman was chasing the object. Lt. Gorman replied: 

"After the initial peel off, I realized the speed of the object was too great to catch in a straight chase, so I proceeded to cut it off in turns. At this time my fighter was under full power. My speed varying between 300 and 400 [MPH]. The object circled to the left, I cut back to the right for a head-on pass. The pass was made at approximately 5000 feet, the object [was] approaching head-on until a collision seemed inevitable. 

The object veered and passed approximately 500 feet or less over the top [of my aircraft] above me. I chandelled around, still without the object in sight. The object made a 180º turn an initiated a pass at me. 

This time I watched it approach all the way and as it started to pull up, I pulled up abruptly, trying to ram the object until [it] was straight up; with me following. At approximately 14,000 feet I stalled out with the object apparently 2000 feet above me circling to the left. 

We made two circles to the left. The object then pulled out away from me and made another head-on pass. At this time the pass started and the object broke off a large distance from me heading over Hector Airport to the northwest at apparently 11,000 feet. I gave chase circling to the left trying to cut it off until I was 25 miles southeast of Fargo. 

I was at 14,000 [feet], the object at 11,000 [feet] when I again gave the aircraft full power [attempting] to catch it in a diving turn. The object turned around and made another head-on pass. This time, when pulling up, I pulled up also and observed it traveling straight up until I lost it. I then returned to the field [Hector Airport] and landed." 

Interestingly, Dr. Cannon and Einar Johnson upon landing their Piper Cub went immediately to the control tower at the Hector Airport and listened to the radio transmissions of Lt. Gorman. Dr. Cannon watched the object through binoculars but couldn’t follow the action as well as he wanted to. When the team from Project SIGN arrived they checked out Gorman’s aircraft with a Geiger Counter. The aircraft showed signs of radiation. Unfortunately, the team would later discard this aspect of the incident. 

As was becoming commonplace among the Project SIGN personnel, the investigation of the Gorman Incident would be an exercise in gross inaccuracies and inconsistent reporting, coupled with an affinity to immediately discount a witness statement because it could cause trouble further up the chain of command. Alfred C. Loedding makes this aspect clear in his memorandum of the Gorman Incident to Colonel Howard McCoy. Portions of his memorandum are transcribed as follows: 

"A review of Lt. Gorman’s statement and facts presented, which were considered highly reliable by interrogation from this Headquarters [MCIAXS – Project SIGN], suggests the following… 

The positive statement that the aerial object sighted by Lt. Gorman was a piloted aircraft is unjustified and may lead to serious complications. Although the object apparently performed in a superior manner and as though human thought was involved, nothing was reported to indicate or permit assumption that the object was an aircraft, as the term is accepted today. 

A check with MCIA personnel involved in this case and Project SIGN disclosed that their concept of the configuration was spherical or "ball-like," furthermore, it was officially reported and recorded as such. Actually, the configuration is round, but flat or "disc-like…This error on the part of the Intelligence Department could cause some serious embarrassment and repercussions. 

…It is recommended that the entire comment 2 from MCIAXS be disregarded and not made a matter of official record of the subject incident No. 172…" 

That Alfred C. Loedding was doing in sending his memorandum to Colonel Howard McCoy was two-fold. It alerted Col. McCoy to the fact that the Project SIGN team were making errors in their reports, but more importantly, that the reports were being doctored to avoid both errors in reporting the intelligence data being gathered and to temper the ardent belief of the SIGN team that these objects were obviously extraterrestrial in nature. Loedding was already astute to the fact that the Pentagon brass were extremely divided over whether the UFOs being reported were advanced technology from Russia or really "space ships" from another planet. It did not take long for Col. McCoy to cover his bases. He immediately requested clarification from Major Donald Jones at the North Dakota National Guard. 

Early cases investigated and/or analyzed by the Project SIGN team or through the use of consultants, left much to be desired as far scientific acumen goes. The members were few; there was little support from the Pentagon for the efforts expected by the SIGN project and cooperation was helter-skelter at best. These cases, Mantell, Chiles-Whitted and Gorman have become classics over the last fifty years. Most of them still cause intense debate among Ufologists, but they represent the cream of the crop as far as the early incidents were considered by both the military and the media. They played well in the newspapers of the time and brought the public insight and some comfort knowing that the phenomenon was being investigated. The fears of war were still in the hearts of the American citizens and the Cold War continued to fuel the feeling that the nation and its people were not safe. 

This small group of men comprising the forces of Project SIGN remained extremely busy with reports of unidentified flying objects pouring into the small office at Wright-Patterson AFB. Although the project was understaffed and under funded, the work of gathering the data from the various sightings continued at a frenzied pace. Even so, the Project SIGN team did make a bold attempt to return to the earlier sighting cases that flooded the Air Force Office of Intelligence at the Pentagon and attempt to gather the data into one place and review the analyses that had gone before under the pseudo project known as SAUCER. 

There is little doubt that the Project SIGN staff was aware that many excellent sightings or cases involving UFOs were never assigned to them. Dr. J. Allen Hynek and other prominent researchers have expressed frustration regarding this aspect for many years. There are many elements of the Project SIGN reports that cryptically signal that more was going on regarding the UFO phenomenon than was being expressed or included in the Project SIGN files. 

Looking back into those earlier years, it is of value to rediscover the incident that actually started the process toward the evolution of Project SIGN. That case has become infamous in the annuals of UFO history. Incident Number 17 in the files of Project SIGN was commonly referred to as the Arnold Sighting. 

A common misconception in the American vernacular came from Incident Number 17. It has always been assumed and reported that Kenneth Arnold coined the term, "Flying Saucers." However, this fact is a misnomer. Although the term was used in newspapers following Kenneth Arnold’s sighting, the term "Flying Saucers" was first used by John Martin, a Texas farmer in 1867. He actually called the unidentified object he saw on a hunting trip, a "Flying Saucer." 

Sunday, 10 July 2016

PROJECT AQUATONE WAS PSYCHOLOGICAL WARFARE

These quotes from the CIA's History of Project AQUATONE and Richard Bissell, a principal of the U2 program, show that the overflight program: utilized B-57 Canberra Bombers, the aircraft were rigged to explode and was in reality a psychological warfare campaign to show the Soviets they could not protect their country from nuclear annihilation by the American Ruling Class.



31 August 2018 
Addition

It is my belief that the Soviets always made their protests privately because they did not want to admit to their citizens that the United States could overfly them with impunity and that the government was powerless to do anything about it. This tactic suited us very well, as we did not want public exposure to produce an ultimatum for the Soviets that the world press would convert into a cause for war. What actually actually happened was that the two governments, even in their deep hostility, found it convenient to collaborate and keep the flights secret. (Bissell 113)

As soon as we had a few successful overflights, however, it did occur to me that, if you could demonstrate to an enemy country that you could overfly them with impunity and it couldn't do a goddamn thing to prevent you, that in itself would be a good deterrent. I believe this strongly, and it's a point that has never been made about the history of the U-2. The U-2 was a deterrent because it showed that the United States possessed a significant technological capability that the Soviets could not match. That was a great accomplishment. (Bissell 140)

........

Allen’s approach was that we were unlikely to lose one. If we did lose one, the pilot would not survive…. We were told—and it was part of our understanding of the situation—that it was almost certain that the plane would disintegrate and that we could take it as a certainty that no pilot would survive ... and that although they would know where the plane came from, it would be difficult to prove it in any convincing way(Pedlow, and Welzenbach 11)

The photos from July overnights were generally good, despite occasional problems caused by cloud cover. The huge amount of film taken by these missions provided more information about the Soviet Union's ability to track and intercept U-2s. Photointerpreters examining the films eventually discovered the tiny images of MiG-l5s and MiG-17s beneath the U-2s in various pursuit and attack attitudes: climbing, flipping over, and falling toward Earth. It was even possible to determine their approximate altitudes. These photographs showed that the Soviet air defense system was able w track U-2s well enough to attempt interception, but they also provided proof that the fighter aircraft available to the Soviet Union in 1956 could not bring down a U-2 at operational altitude. (Pedlow, and Welzenbach 11)

The 4 and 5 July overflights brought a strong protest from the Soviet Union on 10 July in the form of a note handed to the US Embassy in Moscow. The note said that the overflights had been made by a "twin-engine medium bomber of the United States Air Force" and gave details of the routes flown by the first two missions. The note did not mention Moscow or Leningrad, however, because the Soviets had not been able to track these portions of the overflights. The Soviet note stated that the flights could only be evaluated as "intentional and conducted for the purposes of intelligence ... As soon as the note arrived at the White House on the evening of 10 July 1956, Colonel Goodpaster called Bissell and told him to stop all U-2 overflights until further notice. The next morning Goodpaster met with Bissell to review the U-2 situation. Bissell said three additional flights had taken place since the missions mentioned in the Soviet note but added that no more were planned. (Pedlow, and Welzenbach 35) 

SOURCES:

Bissell, Richard M et al. Reflections Of A Cold Warrior. Yale University Press, 1996, pp. 113, 140.


Pedlow, Gregory W., and Donald E. Welzenbach. "The Secret History Of The U-2 - And Area 51". Nsarchive.Gwu.Edu, 2018, http://nsarchive.gwu.edu/NSAEBB/NSAEBB434/. Accessed 31 Aug 2018.


Thursday, 7 July 2016

THE NUCLEAR POWERED AIRPLANE WAS "CANCELED"

“All warfare is based on deception. Hence, when we are able to attack, we must seem unable; when using our forces, we must appear inactive; when we are near, we must make the enemy believe we are far away; when far away, we must make him believe we are near.” SUN-TZU

Monday, 4 July 2016

GASEOUS FISSION SHIP VS ORION TRAVEL TIMES TO MARS

Gaseous Fission Ship (GFS)

MPH 340,909
When Mars is in opposition, the shortest distance of 62 million to 36 million miles, GFS travel time to Mars is 4 to 8 Days.  It takes as long as 30 days when Mars is in aphelion (the longest distance). The GFS would take 17 days to get to Mars covering its average distance of 139,808,518 miles.

ORION SPACECRAFT

MPH 33,480,000

When Mars is in opposition travel time for Orion is less than two hours. When Mars is in aphelion Orion travel time is under 8 hours. It would take Orion 4 hours and 10 minutes to get to Mars covering the average distance. 

These are the fastest times for these craft. Manned versions will have to safely accelerate in order to avoid killing the crew. Automated or unmanned versions of these vehicles could be used to rapidly resupply colonies in the solar system. 

Wednesday, 29 June 2016

WHAT WAS THE BLACKBIRDS TOP SPEED? MACH 3+ ?



“45,000 horsepower is required to drive a 25 ton plane 1500 miles an hour (MACH 2.27) at 70,000 feet. … The power requirement would jump to 200,000 horsepower at sea level because of greater air resistance.”
U.S. May Push Efforts to Make Atomic Engine
Los Angeles Times (1923-Current File); Sep 28, 1949;
ProQuest Historical Newspapers: Los Angeles Times
pg. 12



45,000 horsepower 25 ton plane 1500 mph or MACH 2.27 @ 70,000 feet.

Nuclear Turbo Ramjet Lockheed A-12
320,000 horsepower 25 ton plane 2212 mph @ 90,000?

Using two PLUTO 500 megawatt ramjet engines a 75 ton SR-71 has 1,341,022 horsepower. This means extrapolating from the NACA numbers, it has 9.933496296 times the power needed to travel 1,500 mph at 70,000 feet. It could travel 14900 mph or Mach-23. If we extrapolate from the CIA 320,000 horsepower, then the PLUTO 500 megawatt engine had 4.19069375 times the horsepower. It could travel 14900.244444446 or Mach-23. This makes an average of Mach-23.

Using two PLUTO 600 megawatt engines a 75 ton SR-71 had 1,609,226 horsepower. This means extrapolating from the NACA numbers, it has 12 times the power needed to travel 1,500 mph at 70,000 feet. It could travel 17880 mph or Mach-27.

THIS MAKES THE SR-71 AN ORBITAL SPACE PLANE. 


The A-12 also had the horsepower to fly at Mach-3+ at sea level. 

The space shuttle orbiter, we know, orbits at around 8,000 meters per second (18,000 miles per hour) but it does a complete orbit in about 90 minutes. Would a geostationary satellite be going faster or slower?

Physics Buzz: Geostationary orbit: Are satellites faster than t

physicsbuzz.physicscentral.com/2011/07/geostationary-orbit-are-satellites.html

Wednesday, 22 June 2016

KENNETH ARNOLD'S UFO WAS A CANBERRA BOMBER

"Arnold estimated their size at about two-thirds that of a DC-4, and he calculated their speed at over 1500 mph by timing their travel between two mountain peaks of known distance." The length of the fuselage of the Canberra is 66 feet long. The length of a Douglass DC-4 is 94 feet long. This equals the two-thirds estimate of Arnold's. The Canberra test flight program began in at least 1947 and the plane was flying at speeds above MACH-2. Washington State, where Arnold had his sighting, was also home to America's nascent nuclear program. Hanford Washington was a major part of the Manhattan Project. The facilities there would have the ability to service the nuclear aircraft. 

TIMELINE
09 January 1946
English Electric received a contract to produce four prototypes, which received the Society of British Aerospace Companies (SBAC) designation A.1; work commenced on the construction of these prototype aircraft in that same year, which were all built on production jigs.
1946
Richard S Leghorn MIT graduate advocates development of high resolution photo reconnaissance of a potential enemy using high altitude aircraft.
05 March 1946
IRON CURTAIN SPEECH
May 1946
NEPA begins
23 February 1947
San Diego Union article declaring a remotely controlled atomic airplane was being built.
24 June 1947
Kenneth Arnold UFO Mt. Rainer flying @ 1700 mph or 2.289060241 Mach. Arnold believes that the craft was remotely controlled.
08 July 1947
The first UFO reports for project sign
July 1947
Pentagon officials were expressing alarm about the flying disk reports
October 1947
In response to Rolls-Royce's difficulties, English Electric elected to have the second prototype modified to use the existing Nene engine in place of the Avon.[6] The implementation of post-war military cutbacks also served to slow development.
20 September 1948
Ramjets being tested in Los Angeles breaking the sound barrier.
February 1949
Project Grudge
13 May 1949
First Canberra Flight
28 September 1949
“45,000 horsepower is required to drive a 25 ton plane 1500 miles an hour (MACH 2.27) at 70,000 feet. … The power requirement would jump to 200,000 horsepower at sea level because of greater air resistance.”
U.S. May Push Efforts to Make Atomic Engine
Los Angeles Times (1923-Current File); Sep 28, 1949;
ProQuest Historical Newspapers: Los Angeles Times
pg. 12
16 October 1949
Caltech scientists on Mount Palomar observe a “flying disk” that sets off their Geiger counter.
21 February 1951
A British Canberra B.2 flown by Roland Beamont became the first jet to make a nonstop unrefueled flight across the Atlantic Ocean, arriving in the United States for USAF evaluation.
22 February 1951
ATOM PLANE ON WAY TO DRAWING BOARD; FIRST PHASE ENDED: U.S. Announces...
New York Times (1923-Current file); Feb 23, 1951; ProQuest Historical Newspapers: The New York Times with Index pg. 1

http://www.ufoevidence.org/cases/case511.htm

https://en.wikipedia.org/wiki/Martin_RB-57D_Canberra
https://en.wikipedia.org/wiki/Douglas_DC-4