B-2 Electrified

Electrogravitics and the B-2 Stealth Bomber

Jan Riis-Christensen

2nd March 2003


Humanity has a never-ending fascination with the future. Hopefully, the following de facto evidence for antigravity technology based on reverse-engineering, classified and conducted in the Black World, will find its own way to inspire and improve our free world cutting-edge-technology.

Interestingly, in the late 1940’s and early 50’s the investigation and study of the modus operandi of extraterrestrial space-vehicles was the most highly classified subject in the U.S., rating higher even than the hydrogen bomb. The entire matter was considered to be of tremendous significance. Consequently, the work was classified in its entirety, «until such time as it can be assessed for its impact on our civilization.»

According to the declassified report from Wright-Patterson AFB on Electrogravitics Systems (1956):

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

«The B-2 Advanced Technology Bomber – Like surfers ride an ocean wave.»

Paul A. LaViolette, Ph.D.

In flight the B-2’s positively charged electrostatic field, generated on its wing leading edges, and negatively charged (negative ions) exhaust flow, electrostatically alter the local gravity field. The net result is a gravitational potential gradient, which manifests itself as a powerful surge on the craft. The B-2 is capable of supersonic (hypersonic?) flight, with astonishing range, for the reason that the gravitational gradient steepens with increasing speed. The impetus is an electrogravitic drive which effectively produces an exponential change of momentum on the craft (overunity propulsion system/Coefficient Of Performance, COP>1.0).

Comprehensibly, the wing ionizers build up a dense positive ion parabolic cloud ahead of the craft. Combined with the negative ion cloud, trailing the craft, the electrogravitic drive is produced.

The resultant upwind shield dampens thermal stress, drag-factors and sonic barrier effects. With the local gravity field alteration, in flight g-forces (acceleration, sharp turns etc.) on craft and crew are eliminated.

Two pairs of flame-jet high-voltage generators produce the negatively charged/ionized exhaust. The expenditure of negative ions bring about a beneficial potential difference. The resulting positive charge surplus in the electrically insulated engine cells is led, via conductors, to the wing leading edge ionizers.


( Click to enlarge )

The flame-jet generators and air/exhaust mixer ducts are built in fixtures to four General Electric F-118-GE-100 Turbofan engines with a high power-to-weight ratio.

With its large triangular platform, the B-2 has the surface area requisite for a strong antigravity lift force. The airframe outer surface is coated with a high charge-accumulating, dielectric ceramic, and radar transparent material (derived from Martin Black? ). This material stores the extremely high-voltage charge on the surface (high-voltage capacitor) resulting in the electrogravitic lift force.

Control of flight path is made possible with on/off switching the sectional leading edge ionizers. Swivelling exhaust deflectors control the electrogravitic force vector.

The air/exhaust ducts and ion charge cool off the exhaust flow for a reduced thermal signature. Thereby improving the infrared (IR) invisibility and making the B-2 less vulnerable to infrared-seeking missiles. The generated electrostatic field on leading edges reduces radar cross-section by increasing the aerodynamic laminary flow (less vortexes).

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