A Brief History of Science with Levity Page 17

  Before the details of my superconducting turbine were made public, I had visited the Brookhaven National Laboratory. The purpose of my initial meeting was to visit a scientist called Russ Dietz, who was a section head within one of their groups at the time. His group was interested in the developments that my company had made in the North Sea relating to laser diffraction particle analysis in completion fluids, which he thought would be of interest to his group.

  Although this meeting was only scheduled for two hours, I spent the entire day talking with Russ and his group about our operations in the oil and gas industry. In return, he was very forthcoming in providing me with information that his group had previously researched for completely unrelated applications.

  Prior to the Trinity test of the US atomic bomb, Brookhaven undertook groundwater studies in the test area to ensure that no contamination of aquifers supplying urban population centres would occur as a result of the nuclear test. For this purpose, they developed materials in the group of chemicals known as fluoro-benzoic acids. These materials can be detected at sub part per billion levels when derivatised and analysed using gas chromatography. This group at Brookhaven had developed a whole family of uniquely identifiable fluorobenzoic acids for this purpose. I was given all of the research information that they had obtained. I subsequently used this research to develop new applications in water flood operations in the oil and gas industry. These materials have now become the worldwide standards in water tracing.

  The first time that I was due to visit the Brookhaven National Laboratory, my wife, who was very good at reading my e-mails and other communications, got wind of the fact that I would be flying to New York the following week. She had never been there before, and wanted to come with me to do some shopping on Fifth Avenue. She certainly did not need any more clothes, and I figured that this holiday was just to impress her peer group. I informed her of the purpose of my trip, and that I would spend most of my time meeting with various scientists and engineers, but she insisted on accompanying me anyway.

  We arrived in New York three days before my first scheduled meeting. We spent the time shopping and taking in the sights, and I’m sure she had a good time. On the day of my first meeting, my wife said that she would like to come with me as her credit cards (and mine) had already almost self-combusted by that time. I told her that I did not think that she would be allowed to attend, but I let her come anyway just to keep the peace.

  Brookhaven National Laboratory is located on the southern coast of Long Island, close to New York City. We arrived first thing in the morning, and were initially stopped by the security personnel at the outer periphery of the site. We needed to show our passports at this point, and the security personnel then phoned through to the complex in order to confirm that we had been authorised to visit the facility. The security guards at Brookhaven look exactly like NYPD officers, except that their shoulder badges displayed the Brookhaven emblem. When the security guard returned, I was instructed to leave our car and to get into one of their own vehicles before proceeding into the facility.

  My wife got out of the car at the same time, planning to come with me. The security officer said, “Ma’am, you are not on the approved visitors list, and without an invite you don’t get into Brookhaven.” My poor wife had to spend the next seven hours sitting alone in our hire car waiting for me to return.

  In order to pursue my dream for the commercial development of my superconducting turbine, I thought that I would need to establish a facility outside of Europe and the USA. At that time, we already had a facility in an industrial complex in Mussafah, just outside Abu Dhabi. This seemed like an ideal location, as it had ready access to liquid nitrogen and many other industrial materials, together with precision machining services and everything else needed for the construction of another turbine.

  My turbine operations were then transferred to Mussafah. At the time we had a very good agent there. If you need to conduct business in most of the countries in the Arab world, you need an agent. The agent obtains work permits for the personnel, licences for the import of the various materials required, and makes sure that you are in compliance with all of the local and national regulations. As all of the official paperwork must be filled out in Arabic, you need an agent to operate in these countries. The agents there charge you ten percent of the gross value of every invoice that you issue, but this is not a problem as you merely add this cost to your price list in order to recover the money. The agent is only paid after your invoices are paid, which provides him with the incentive to make sure that your invoices are paid promptly.

  Construction of the next turbine then began. My initial turbine had a single-walled housing to contain the liquid nitrogen required to cool the superconducting assembly to below its critical temperature.

  The main operational problem with this was that all of the liquid nitrogen needed to boil off prior to starting the turbine, as running the turbine in a liquid would not allow a sufficient rotational speed to be achieved. When the first turbine was operating, heat generated from the operation would cause the critical temperature of the superconductor assembly to be reached within about fifteen to twenty seconds, meaning that each operation was very limited in its duration.

  The second turbine, developed in Abu Dhabi, was constructed using a double-walled turbine housing. This allowed the constant circulation of liquid nitrogen around the turbine space, in order to allow longer-duration testing to be performed. As a result of these and other developments, we produced a final design which was then prepared for commercial production.

  About twelve months into the operation, we had a break-in at the facility, which was recorded on the discrete security cameras that we had installed. Although nothing was stolen, despite thousands of dollars’ worth of equipment being located on the premises, the intruders merely photographed everything and then left. This left me in no doubt that this facility was attracting unwanted attention.

  I then decided to move the operation to Jebel Ali. Jebel Ali is a free trade zone located between Abu Dhabi and Dubai. This zone has far better security, and you cannot enter the complex without authorisation. Operations continued at Jebel Ali until the final turbine design was completed and proven.

  Within days of the project’s completion, we were visited by the local police. For a second time, everything was confiscated, again on the grounds of alleged interference with radio communications systems. During the turbine development, I constantly measured and recorded the emissions from the turbine when it was operating. Although the turbine emits wide-spectrum electromagnetic radiation while operating, this was largely shielded by a special jacket installed around the turbine housing.

  When very close to the turbine, the EM field would light any fluorescent tubes, and the turbine produced gamma ray dose rates in excess of 7.5 µSv per hour, making it a controlled area under the EU Ionising Radiation Regulations (IRR). However, outside the building itself, the gamma ray emission levels were negligible and mobile phone operation was not hindered.

  There is no doubt in my mind that this excuse was used again and that the whole police operation was conducted at the behest of the US security services. As the UAE purchases most of their military equipment from the US, I guess that they must do what they are told if they want the latest ground attack radar to be installed in their F-18 warplanes.

  Following this second equipment confiscation, which again caused me to shut down my operations, I was told by the authorities in no uncertain terms that if I ever pursued this project in the future, my feet would not touch the ground. I then remembered what my friend Yuri had told me about Dr Bull and the Iraqi supergun project, so I figured that I should heed their warning.

  Some colleagues have since asked me why the authorities would want to shut this technology down. I believe that the answer is clear, as the United States is sitting on an absolute treasure trove of seized Nazi technology which includes gravity drive. It is not in their interest to reveal this inform
ation, although some of this technology is occasionally drip-fed to US industry.

  The reason why it is not in the interest of the US is because giant American corporations such as Exxon Mobil, Conoco Phillips, Boeing and General Motors etc. employ millions of staff and generate hundreds of billions of dollars in tax revenue for the US economy. Any technology introduced that would negate the need for petroleum products as an energy source, or revolutionise the established transportation industry, would not be in the interests of their economy.

  Some of this Nazi technology is occasionally released to benefit American corporations, probably due to their cooperation with the government in other areas. A good example of this is that when the Nazis were conducting their Russian campaign on the Eastern front, the winter temperatures were so cold that tank crews needed to light fires under the engine sumps every morning, as the viscosity of the oil had increased to the point where the engines would not turn over or start.

  This problem was solved by German chemists, who produced the first ever fully synthetic oil, the viscosity of which would allow the tank engines to be started in the severe cold of the Russian winter. This technology was later released by Mobil Oil, as an ultra-high-performance lubricant which they claimed was the world’s first fully synthetic motor oil, and they branded it “Mobil 1”.

  This was an almost direct copy of the Nazi tank engine oil, and it led to Mobil dominating the world market in engine oil for high-performance cars for decades. Not surprisingly, it is recommended by Porsche. Dr Ferdinand Porsche was an important business figure during the days of the Third Reich, and a close friend to Hitler. He was a brilliant engineer, and I have owned several of his 911 Carrera models, which are fantastic cars. However, when you trade in your current Porsche for a new model, the main thing that determines the trade-in price is the service record. If the car has not been serviced by an authorised dealer, and has not been refilled with Mobil 1 oil, you will lose a substantial amount of money on the residual value of the car.

  Other examples of this technology release are suspected in some products launched by DuPont. During the 1940s, German chemists developed new fabric dyes that were previously unavailable. They could produce virtually the entire spectrum of vivid colours that were the envy of textile dye manufacturers the world over. It is suspected that after favours DuPont may have performed for the US government, they obtained the information on how to produce these materials.

  I used to purchase tens of thousands of dollars’ worth of specialised materials from the DuPont facility in Wilmington, Massachusetts. Although I paid all of their invoices promptly, and even purchased their entire world stock of a perfluorocarbon known as “Vertrel 245” (aka Perfluoro Di Methyl Cyclo Butane, or PDMCB) they are yet another major US corporation that will no longer sell me anything. No problem, as today I can purchase everything that I require from Russian suppliers.

  DuPont also developed and patented the non-stick product that we all know as Teflon. Teflon is a temperature-resistant perfluorocarbon, but its application revolutionised the manufacture of kitchenware. The name Teflon is a DuPont copyright, however many other kitchenware manufacturers now use the same coating but are unable to use the word Teflon when describing the coating, although it is usually exactly the same material. Teflon is another perfluorocarbon thought to have been developed by Nazi scientists as a by-product of their research into producing artificial blood.

  CHAPTER 18

  It was a warm summer’s morning in 2008, and I had just arrived by train at Paddington station in London. We were on our way to meet my father who had retired to live in Cornwall in south-west England. However that day I had a meeting with the investigative journalist and author Nick Cook.

  When the children were younger, we often went down to visit my father. However the distance from north-east Scotland to south-west England required two separate flights, together with a one-hour car journey after you arrived at the nearest airport in Devon. Because of this, we always used to take the train from Aberdeen to London, and then continue later by train from London to Cornwall.

  British Rail had a very good train service from Scotland to London, on what is known as the Caledonian Sleeper. It departs Aberdeen railway station at around 9PM every evening. You do not need to queue for one or two hours to pass through airport type security etc. and provided that you arrive at the station five or ten minutes before the departure time, it is a very civilised way to travel.

  The sleeper train has cabins with two bunks in each cabin, so you can sleep for the entire journey and arrive in central London at around 6:30AM, where they have showers with fresh towels etc. After boarding the train and finding our cabins, we would take a table in the dining car as the train departed. We would then watch the world go by as we relaxed with a hot meal before I put my three children, Daniel, Jonathan and Tina, to bed. I remember that I would normally have the excellent British Rail cheeseboard washed down with a glass of wine for my supper.

  In north-east Scotland, due to the latitude, in midsummer it does not get dark until after 10PM, and then dawn breaks at about 3AM. However we paid the price for this in mid-winter, as we only had about five hours of daylight then.

  Before travelling on to see my father, we would normally spend three days in London taking in the many world-class attractions that the city offers. I remember that the children would spend hours at the Science Museum and the Natural History Museum in South Kensington, but to do these venues justice you would probably have to spend several days there. In my opinion, the only other museum to rival the London Science Museum is the German Science and Technology Museum in Munich, which I have visited on several occasions.

  On that day though, I was due to meet Nick Cook. We had arranged to meet at London Zoo in Regent’s Park, as the children could roam around happily there and leave Nick and myself free to talk.

  We arrived at the zoo just as it opened at 10AM, and I started the kids off in the reptile house adjacent to the main entrance while I waited for Nick. I soon recognised him from his photos on the Internet, and we took a seat at one of the restaurants to begin what would be one of the most fascinating conversations that I have ever had.

  He had initially wanted to meet with me to discuss all the aspects of my superconducting turbine that had recently been made public. Nick is an extremely intelligent and well-travelled man. He informed me that he started his career in journalism, but due to his technical training, he eventually worked his way up to become the aviation editor of Jane’s Defence. As the reader will know, this is the bible for the worldwide defence industry. If you need to know the maximum rate of climb of a MIG 21, or the maximum thrust developed by a certain jet engine, you consult Jane’s Defence.

  After we had gone through the operational principles and design concepts of my superconducting turbine, he informed me that it was a virtual certainty that this equipment would be confiscated by the security services and my operations would be shut down. He therefore told me to make no further contact with him by either email or phone, but instead to communicate only via handwritten letters. He would send his communications to my next-door neighbours, Colin and Anne Appleby, which would make it more difficult for people to eavesdrop on us.

  Nick knew far more about the worldwide industrial, defence and military operations than anybody I had previously met. He asked me about subjects such as Red Mercury and other materials that he had encountered during his research into his bestselling book The Hunt for Zero Point. During the research for this book he had interviewed many senior figures, including the director of Lockheed Martin’s Skunk Works in the USA.

  His note of caution regarding our communications was due to the fact that he had previously arranged to meet a senior retired engineer involved in the development of captured Nazi technology pertaining to gravity drive. He flew to the USA for this meeting, but when he phoned the gentleman in question to confirm the meeting time he was told not to come. The meeting which he had previously seemed enthu
siastic about would not now occur. Draw your own conclusions.

  Regarding the Nazi research related to gravity propulsion, a good deal of his information came from a meeting with another investigative journalist in Poland. After the collapse of the Soviet Union, and Poland coming into the Western sphere of influence and eventually into the European Union, a lot of classified documents seized during World War II were made available. This convinced Nick of the authenticity of many previously reported programmes, and that this technology had been taken by the Allies.

  In addition, he informed me that some people believed that gravity drive propulsion had already been used by the Americans in the Northrop Grumman B-2 stealth bomber programme. These warplanes were introduced in 1997 at a reported cost to the US taxpayer of an astonishing $737 million for each aircraft. That was around twenty times the cost of any other warplane the US had previously purchased at that time.

  Nick said that from the known thrust of its engines (General Electric F118s), and by applying basic calculations using the aircraft’s weight and drag, many aeronautical engineers believed that it could not have left the ground at all with a full fuel and armaments payload. The Americans admitted at the time that the B-2 used a flame jet generator to apply a voltage difference of around four million volts between the leading and trailing edges of the wings. It was also suggested that the refuelling probe on the nose of the aircraft was only installed as people would ask how it could make a nonstop return flight from the USA to Iraq.

  Other compelling evidence that the US has on gravity drive came during the first US Apollo moon landing. When Armstrong stepped onto the lunar surface, he left deep boot prints in the fine dust that covered the landing area. When the lunar lander finally took off, a video camera, which they had installed on the lunar surface, recorded live footage of the event which was sent back to Earth. Amazingly, despite this dust layer being hit by a supersonic jet of rocket exhaust gas from only two feet away, no dust particles were disturbed. Many now believe that the “rocket motor” was little more than a large inverted egg-cup containing a firework for show.