DOW-UAP-D166, Relatórios da MUFON Preparados para a BAASS, novembro de 2008

[PAGE 1] MUFON Reports Prepared for BAASS November 2008 Copies[PAGE 2] ------------, J/\UF~ -; Mutual UFO Network Lift MUFON Advanced Technology Establishment Newport Beach, California ABSTRACT Lift is defined as the force or forces that permit a vehicle to hover or remain at constant altitude in flight, without expelling fluids as with a jet engine or rocket, which would be the subject of propulsion. We examine live ways that lift can be generated on our planet and have concluded that the use of the magnetic field of the earth for propelling vehicles using superconductors has merit. ln addition, the study of superconductor materials and properties is a very attractive next step towards identifying the experiments having the potential of achieving gravity control. Ways to generate lift: technical approach and concepts A. For planets that have an atmosphere, it is possible to generate lift in three ways: I. By displacing the atmosphere with an object. For a balloon in air, lift is the upward force equal to the weight of the air displaced. If the balloon is filled with a gas that weighs less than the air displaced, there f?ll be anet µ,ward force. The famous rash of sightings from the late 1890's, recently reponed on by ~ 843(a)(2) _ at the Society for Scientific Exploration annual meeting in 2008, noted large numbers of airship reports having the ch11racteristics of lighter than air balloons. Today it seems that balloon technology is well understood and the rewards from pursuing these technologies are not of the breakthrough sort. 2. If a vehicle is made to move through the uir (perhaps by using a propeller or jet), lift is the component of aerodynamic force perpendicular to the motion direction. For an .airplane flying steadily horizontally, this force exactly baJnnces the force of gravity. The technology of airplanes is constantly pushed by the Government and many corporations. We see promising ideas emerging, such as those using digital simulation of fluid flows. They will get better and better but it's not unique nor does it have breakthrough potential. There is little evidence of anomalous reports of aliens in airplanes. 3. If a propeller shape is used, the axis can be made vertical and the blades push the air down, causing the vehicle to be suspended. VerticaJ takeoff or landing (VTOL) is e bit more interesting. For a helicopter, the blades are long and thin. Rotating blades inside a duct is the same pri nciple but may offer advantages for ooise, safety and fuel efficiency, leading one to consider ducted fans. Ducted fan designs may offer considerable advantage over helicopters. For UFOs, there are numerous reports of hovering craft. Unfortunately, the vast majority of them make little or no noise other than a humming sound, which suggests they do not move air around to stay afloat, since rapid air motion Page 1ofS BAASS CONFIDENTIAL Nov-08 [PAGE 3] always makes a lot of noise. The extensive reports of hovering craft of varied shapes and sizes stronaiy suggest that they are using technologies beyond our CUJTeOt skills. One would think it not unreasonable that the propulsion systems that got them here would also pcm1it them to hover easily, U especially ifthey involve gravity con1rol B. The possibility of using the earth's magnetic field has been suggested. and is scientifically not a problem. For plmcts that have a permanent magnetic field locally of size B, it is possible to create a magnetic dipole ofstrength M, providing a force on the dipole that is given by F-=M•gradB, and the orientation of the force dcpcoda both on the direction of the gradient ofthe field and the direction ofthe axis of the dipole. The torque on such a dipole is vector M X B. For the torque to be um, the axis direction to have a vertical force depends primarily on the latitude. If the dipole were made, for example, by a superoond»ming toroid, a misalignment of torque would have tmt tendency to tum it upside down and suck it right into the earth. However, if the toroid were spinning, the gyroscopic effects would countenct this tendency:, resulting in a wobbling motion. If some of the craft used toroidal supercooductors to get a large magnetic lll01DeDt, and spinning to avoid instability, the kind ofmotions one might expect would p_ossibly be the "'falling leaf' or that of a conical ro1ation. These have been obsctvcd. perhaps more in the past 1han recemly, aod oan be easily explained as a gyroscopic re.,ponse. There have been several reliable reports ofcompass disturbances associated with UFO flyovers, strongly suggesting large magnetic fields involved. C. Jt iR not 1bougbt that planets have a net charge, and therefore they haw no net elec1rostatio field. However, planets with atmospheres may have many local weather disturbances, resulting in abarge exchange. which we call lighting. Interestingly, even on a clear day at sea level, there is an electric field on earth of the order ofa hundred voltalmctor. Thia ia uacful for tloeting objects in the field Gust like Mil1ilam floated his oil drop to measure the cbaqc on an electron) only if the field strcogth does not axceed the corona ducbarge breakdown of the order of 100,000 volts/meter. Any object with a large charge in the atmosphm:e would be l 1expected to show signs ofionization of80IDe ofthe atmospheric molecules close to the vehicle whare the field -..,..., Jtreogth would be largest, probably resulting in colored lights near anomalous craft. The idea of charging an entire C28ft to levitate in the earth's electric field is fundameo1ally sound, and would take high voltage generators to eet the energy to discharge the ions or electrons, whicMver is needed. The expected observables would be various kinds ofcolors ofglow close to the vehicle where the electric field snogth is 1-ge, caused by the mild ionization of a variety ofthe molecules found in air. However, knowlodge ofthe electric field strength at all times would seem neoes.,ary and it would be the equivalent ofconstantly flying in 1he optimum direction in a tlumda:storm. The 1eehnology issues would revolve around light weight and reliable high voltage generatora available to eject either positive or negative charge as required. There might be a possibility ofusing the electrostatic field at the same time as the magnetic :field of the earth ifthe high magnetic field asaoclated withthe dipole would keep the charge from leaking off the craft. Prupeets for reaean:h payoff TonMal Map.et Craft The development of craft that use the Earth's magnetic field for repulsion and then,fore lift is an interesting challenge. The intense magnetic field required to make it work would probably favor 8Jl nnm~ vebic~ ~ess intema1 magnetic shielding could be used to reduce the exposure to adequate levels. To get the 2 necessary nllllber ofamp-m , ofsay with 1000 square meters for a 100 foot diameter craft, we ~t need 1011 amps. Ifthe superconductor had say 100 sq cm, then we are looking for a SllpS'OOllducdvity of 10 aropslcm2. In addition, the stabilization ofthe craft would be critical because 1lp&"Uing toiques would have to be neutrali2:ed and ~bably use physical rotation as I backup. If the inside is not spinning. then there needs to be bearings between the spinning supcroonductor and the non-epinning payload portion. In principle, these craft couJd operate anywhere on 1he planet since the magnetic field is significant evecywhere. It would be easy to use the -..( earth's magnetic field to launch a dipolC>-pOWered craft to orbit easily if it can be made to work at sea level, Pagel ofS BAASS CONFIDENTIAL Nov-08 [PAGE 4] since the earth,s magnetic field only goes down 100/4 at 100 miles altitude. Sec Appendix A for more detailed design parameters. Vravtty Coatrol Tedanolegles It is evident to most who study the UFO reports that the observed accelerations and the implied velocities ftom other star s}'Slmls would clearly imply an ability to .interact with both gravity and the space vacuum and perhaps time as well. There is no accepted theory availablenow, although several researchers claim to be working on it The UFO data suggest that large magnetic fields have often been observed with some craft, and that others hover with a hum, and then accelerate at high g's. While it may be possible to create a gravity control device without superconductors, it is our consemus that an investment in advancing superconductor technology would have 1he largest payoff. Such a plan is recommended in connection with the propulsion scope ofwork, involving ~ nanotechnology and superconductivity iesearcb with defined interim goals. We would recommend that this more "conventional" resc:arc:h. effort be augmented by studying a variety of"leaked" docummt8 ofearlier possi.ble classified real rescarcll for the purpose ofidea stimulatioo, such as notes allegedly involving Einstein. Dactedfam If you visuali7.e the science fiction Ietaon or the Flintstone daily lives, they involve cars that fly easily. Forgetting about balloom and airplanes as discussed above because we understand them prdty well, the first mild opportunity sem is the VTOL using ducted fans for lov.u noise, higher efficiency. Counter-rotating ducted fans might work very well on a variety ofvehicle designs, with the objective ofproviding a lightweight efficient transportation system supported by sophisticated collision avoidance systems. It is our understanding that tbele is lots ofroom for optimization offan technology, since most ofthe research to date bas been driven towards improving single helicopter blade design or single blade horimntal wind turbine designs. Ducted fan optirni:ndion bas not been a priority. One of the theories suggests that a large improvement in efficiency is 1oossiblc. although one could not dcfino this as a breakthrough technology. it might have a handsome ROl AsJ a 1 '-' ..ootoote. the same 1ecbnology that will help on vehicle design is applicabte·to the improving sophistication of wind turbines fans for 1he capture ofwind energy. However, we do not recommend an investment in this area at this time. Plana ofAction Toroidal mapet craft To establish the feasibility of this concept it would be reasonable to prove the concept by designing a small scale model using superconductors W'rtbout au attitude control system, it would not be able to be untethered, but the principle could easily be established by comparing the expecCed forces with the actual ones in a simple test apparatus. A small team, once formed could probably demonstrate a JPlimiMiy conclusion in six months. The team should consist of one physicist who is familiar with magnetism, one superconductor engineer/scientist who is 6unUiar wi1h capabilities and sowces, and one versatile laboratory technician who will actually do the physical work. No 1musuaJ power sources would be expected. since this should be a low power device.. We would suggestthe following milestones: Week 0: Team under coll1ract with facilities and equipmeot available Week 4: Test model sized and designed Weck 8: Parts oniered and wooden fixture complete Week 12: Parts arrived, assembly begun Week 16: Testing begins Week 17: Results surprise everyone, require redesign Week 25: Proofofprinciple established Week 26: Scale up to full size is underway, new budget planned Pagc3 of5 BAASS CONFIDENTIAL Nov-08 [PAGE 5] Gravity Coatrol with Supercoaductor Research One ofthe milestones in this research would be to demonstrate 107 amps/cm.2". U ppendh A- Hovering in the Earth,, Magnetic Field A toroidal or doughnut shape containing a cummt will produce a mqnetic moment M, determined by the strm.gtb. ofthe circulating current i shown in llide 1. Ifit rests in an external magnetic field B, then the force and torque on the ring's cum:ot seructun, are given by the equations shown. The force depends on the gradient of B, or the direction in which it changes most rapidly, as well as the orientation of the toroid. It should be posml>Je to always provide a vertical force for lift against the earth's sravitational pull. The variation of IDIIBIU'1ic field strength B is shown in ■ude 2, both for on the axis ofa dipole and in the plaoc normal to the axis. Both in the plane and along the axis far away trom the dipole, the strength drops off u 1/?-. Therefore, sin.cc the earth's radius is about 4000 miles, at 8,000 miles the magnetic field is one-fourth as strong. However, there is no significant differm.ce between sea level and orbital altitude of only a few hundred miles. Slide 3 shows that the variation of both the field sm,ngtb. and angle vary with latitudo, with the strength being about twice a., strong at die pole as at the equator. As expected, the magnetic field points straight up at the poles and is essentially horimmal at the equator. If the orientation ofthe dipole is assumed to be positioned to minimi1" the IDlwantcd torque that would cause it to change its orientation, the force on the dipole varies from a maximum near the north or south pole to a oomina1 value at the equator,. roughly only a factor oftwo between the pole and the equator, as shown in 1Ude 4. Fortuitously, the angle ofthe force with respect to the vertical varies only plus or minus about 20 degrees, so you always have more than 90% of the force in the lift direction. The value of the nominal force F° depends on the current going aro-.md the toroid and the area of the area of the circle fonned by the (circular) axis of the toroid. ~ for one amp-m2, the force is veey small, since there are about 10 newtons associated with the mass of one kg. One newton is about 3 ounces offorce. U The magnetic field strength produced by the toroidal dipole ls proportional to both the current flowing ..nd to the area surrounded by the toroid. From a practical point of view, designs that ~ a wei~ of less than 1000 pounds are probably not very interesting, so we will be~ above about 1014 amp-m, semi 011 tilde S. For a 20 meter diameter toroid, one would expect about 1 0'° gauss. or 10' msla. This large a field would have major impact on living organisms, ao internal shielding would be in order. For the toroidal vehicle considered, the relationships between force, radi~ si7.e and vehicle density are known as shown. Lines of constant vehicle density correspond to lines of comtant amp-m2• The useful range for consideration is somewhere between that of water and air. Missile, spacecraft and airplane densities range between x and y. This says that we probably need 1015 amp-m1, and for a 10 meb:r radius craft we can get about a 500,000 pound f~ available. for the "design noted" point on alide 6. This will result in interesting designs if superoonducton of 106 amps/cm2 are available such as with yttrium barium copper oxide. Page4of5 B:AASS CONffl)EN'fIAL Nov-08 [PAGE 6] [Diagram: six charts of magnetic-field physics for a toroidal propulsion concept — dipole field lines, field strength vs. distance, field variation with latitude, earth force on the dipole, and moment/field/size design charts] 1 Magnetic dipole 2 Magnetic field for a dipole 3 Variation with latitude 4 Earth force on magnetic dipole 5 Moment, field, size relations 6 Magnetic vehicle parameters. Page 5 of 5 BAASS CONFIDENTIAL Nov-08[PAGE 7] -----------J 1 J1\U_­ Mutual UFO Network ~ POWER GENERATION MUFON Advanced Technology Establishment Newport Beach, California ABSTRACT This proposal suggests the purchase and subsequent use of an already-designed research facility to develop the principles of cold fusion to permit a breakthrough in the planning of full-scale development for low temperature nuclear power. Introduction and background Power generation for aerospace vehicles has been studied extensively especially since the beginning of •11e space age due to the long-term requirements for satellite power. The discovery of how to extract energy "--- .om the zero point vacuum is still awaiting experimental demonstration and a useful theory. The use of conventiona] nuclear power in aerospace vehicles continues to be dominated by the negative effects of radiation safety and attendant weight penalties. If. however. nuc]ear sources could be found that would generate only heat and no hazardous radiation, this would be a potential breakthrough. The results of cold fusion experiments suggest that this is indeed the case. Cold fusion has II marvelous data base of success, but usually at low temperatures, whereas the first anomalous reports involved reactions so hot that there was damage to the laboratory. We have not seen an aggressive attempt to replicate al high temperatures and pressures conditions that result in confinned cold fusion nuclear reactions that emit no neutrons or gammas - nothing but heat. When£ 843(a)(2) l in 1989 reported anomalous heat generated during an experiment' they failed to initi y report that in 1985 they did on experiment that provided ex.cess heat starting from an aqueous solution of deuterium and palladium. However, it boiled dry and got so hot that it melted some ofthe laboratory bench. As in many hard-to-accept anomalous results, there was no accepted theory that would reasonably permit the widespread acceptance of an explanation for the obvious nuclear reactions that were occurring (d+d➔ 4He + 23.8Mev (heat)). The immediate reaction of scientists was to try to replicate these experiments, and the initial attempts were not generally successful. This gave opportunity to the powerfui "hot fusion" community to gradually attack the results m,d the data, partly to ensure a strong continuing budget for bot fusion. In the meantime, laboratories all over the world, with many varied experiments, were able to show over the years very powerful evidence for the reality of the excess heat, but still lacking a theory. A beautifol summary was prepared for the Department ofEnergy by five respected scientists.2 This 30-page paper in effect says: (a) there are numerous reports of energy production at the levels of megajoules/cm3; (b) near- equal ---r •3(a)(2J Page l of7 BAASS CONFIDENTIAL Nov-08 [PAGE 8] atomic mixtures of deuterium and palladium work best; (c) it is more productive at higher temperatures; (d) there are unknown triggering effects to get the reactions started; (e) the ddHe reaction noted above is the main source of energy; (f) sometimes neutron emission is observed; (g) calorimetric studies have left no doubt that these excess energy results are valid. Nevertheless, the study of cold fusion research is still not an accepted national priority. In spite of overwhelming evidence for the reality of the phenomena as reflected in the maverick publication Infinite Energy, and annual meetings of the International Conference on Cold Fusion (ICCF), theories to explain the data have slowly emerged. One idea that seems to survive is that in the experiments involving solid samples that photon exchange (high frequency acoustic vibration) are responsible for stimulating the nuclear reactions. Another theoretic approach was taken by former McDonnell Douglas employees, 1843(a)(2) and his innovative colleague 1843(a)(2) who interacted with 1843(a)(2) of SRI and 1843(a)(2) and developed some basic principles that would be aimed at replicating the conditions of the successful 1843(a)(2) experiment that apparently had high temperatures and internal pressures involved. Taking the position that in order for cold fusion to be a successful business venture, excess energies of Kw/cc will be required, and these will never occur unless we go to high temperatures and pressures. Therefore, by studying the “boil-dry” case of the F&P experiment, they were able to identify the operating regions of interest, shown in Figure 1. At 700 to 900 °C one could expect to attain 5 to 10 Kw/cc. [Diagram: line chart “Power Densities — Significant Experimental Data” (Figure 1), power density in kW/cc (0 to 9) vs. temperature in °C (0 to 1000), plotting D2O Electrolysis (SRI, hundreds of data points at less than 0.005 kW/cc), D2O Electrolysis (F&P, dozens of data points at about 0.1 kW/cc), Molten Salt Electrolysis (Liaw, a few data points at about 0.64 kW/cc), “Life After Death” Boil Dry (F&P, many data points at about 3.6 kW/cc), and F&P “Ignition” Boil Dry (1 cc Pd, sample melted at 1554°C, off scale — part of marble lab tabletop and concrete floor vaporized); a dashed line marks the minimum power density for commercial applications; notes: “SRI = Stanford Research Institute, Inc.” and “F & P = Fleischman & Pons”] Figure 1. Based on nothing but experimental data, this shows that to get several Kw/cc we need to be operating at temperatures above about 600°C. 1843(a)(2) Page 2 of 7 BAASS CONFIDENTIAL Nov-08[PAGE 9] Referring to Figure 1, when 1843(a)(2) allowed his electrolytic cells to increase in temperature from 20°C to 95°C, the power density increases from about 1 W/cc(Pd) to about 100 W/cc(Pd). This is a remarkable increase in power density for just a 75°C increase in temperature. 1843(a)(2) While 1843(a)(2) molten salt experiments were very difficult to replicate, he measured about 640 W/cc(Pd) at 450°C. 1843(a)(2) The experiment that is critical, however, is the 1843(a)(2) “1 Cubic Centimeter – Ignition” experiment that went awry in 1985. 1843(a)(2) were using a 1 centimeter cube of palladium as the cathode in an electrolytic cell that was operating at a controlled 20°C and producing about 1 watt of excess heat. Unaware of an impending electrolyte replenishing system failure, they left the cell operating unattended over a weekend. 1843(a)(2) When they returned, the lab was a mess. Apparently, the cell had run dry so that the heat transfer coefficient from the Pd cube to its surroundings decreased from about 0.9 in the liquid to something closer to 0.1 in air. The few watts of heat being generated was more than could be transferred to the air and positive temperature feedback occurred. The temperature rose as did the fusion reaction rate and the cube of Pd melted its way free of the test apparatus. The Pd temperature was driven to its melting point of 1554°C and part of the palladium vaporized. In addition, the heat from the Pd cube vaporized a hole in the marble-like lab table and created a depression in the floor by vaporizing the concrete. It was apparent that the high intensity reaction had endured for an extended period of time. There is little doubt that high-density heat had been produced at high temperature. 1843(a)(2) 1843(a)(2) thought they had achieved “ignition” and they warned their colleagues never to let that happen to them. This was the first split in the road to practical applications that was missed! 1843(a)(2) 1843(a)(2) later conducted controlled ‘boil dry’ experiments using palladium rod of varying diameters and experienced the same acceleration of the fusion reaction rate into the high-density range when the electrolysis was stopped. This was another split in the road that was missed! Figure 1 suggests that: (1) operating temperatures in excess of 500°C are required to enter into the ‘high density heat’ range and (2) the continuous flow of electric power is not required to accelerate the reaction rate. 1843(a)(2) Can the conditions that existed when 1843(a)(2) produced ‘high density heat’ be replicated? The main thrust should be to design and construct a new fusion reactor based on a ‘gas loading’ principle rather than ‘electrolytic loading’. With gas loading, the system temperature limitation is no longer the boiling temperature of the heavy water electrolyte but rather the strength of the pressure vessel that contains the fusion reaction. By choosing a space-age alloy with high strength at high temperatures, it is possible to create the conditions that existed when high-density heat was produced in the past. Also, with the ability to maintain high D2 gas pressures at high temperature, it makes it possible to maintain system energy levels well above those threshold levels apparent from electrolytic experiments that produced fusion heat. The key variables to control are the concentration of deuterium (D/Pd ratio), the deuterium gas pressure and the temperature. Fortunately, from the interpolation and extrapolation of data from other sources, an equilibrium diagram can be produced and is shown as Figure 2. Page 3 of 7 BAASS CONFIDENTIAL Nov-08[PAGE 10] [Diagram: logarithmic chart “Deuterium-Palladium TCP Equilibrium Diagram” (Figure 4), “Experimentally determined D/Pd atomic ratios for a range of temperature & pressure conditions”, y-axis “Deuterium Gas Pressure - Atmospheres” (0.01 to 10,000,000) vs. x-axis “Concentration - D/Pd Atomic Ratio” (0.0 to 1.0), with a family of isotherm curves (individual temperature labels not legible); note: “(1) The published data represents the average concentration for a number of Pd samples. (2) The published data has been interpolated and extrapolated to produce this data plot.”] Figure 2. If the system is in equilibrium, this chart permits you to determine the pressure required to maintain a reaction at constant temperature and deuterium concentration. Ranges of interest appear to be in the thousands of atmospheres to perform meaningful steady state studies. For example, if we are forcing deuterium gas into the palladium lattice at a concentration of 0.7 and 500 °C, we would need a pressure of 20,000 atmospheres. The goal is to produce an uncontrolled ‘high density heat’ and to repeat it at will. Thereafter, it is an engineering development job to learn how to control the fusion reaction and give it utility. Engineering Development These kinds of requirements led to the design of a reactor capable of studying the reactions at high temperature and pressure, schematically shown in Figure 3. This reactor has actually been built and has never Page 4 of 7 BAASS CONFIDENTIAL Nov-08[PAGE 11] had enough funding to perform any experiments yeL It will pennit the evaluation of reaction rates as a function of tempera~ concentra1ion and pressure for gaseous deuterium forced into solid palladium. A great deal of thought and detailed design work has gone into making this a quality unit. The experimental program would tu:rall ay high attention to the safety issues in the use of this scanning reactor. In collaboration witlf7 1843(a){2) the reactor was designed and built byl1843(a}(2) !EDTEK Corp, who is reportedly willing to selJ~ cost, w 1c was about $10K for materials only. Although this sketch is stamped "Proprietary," we have bee~ given verbal permission to use this sketch in the present context. \ 1843(~}{2) The EDTEK Scanning Reactor Configuration 1-igh-temp "super insulation" Containment chamber 40 wan "start-up" heater Paltadlum test sample Vacuum neross" fitting (Room temp.) -- {Hot zone) (& external piping) Reactor pressure vessel Pro Vacuum (Carper,ter 680 Alloy) 'IJriet: Max 02 gas pre$sure O .1000-C • 4000 atmospheres ary Max O chemical potential• 27 kJ/mol • 1.6 x 10 "'23 eV/mol [Note: AU cross-sections shown arc cylindrical In shape.) 1843(a)(2) 3. This design connguration has b«n buUt and Is now ill place at the EDTEK Corporation, under the control o 1843 who built It and ptjd for it. (a)(2) 2 Once the principle ofproducing high density beat has been proven, one would move on to characterizing the reaction enabling parameters and develop control methods for any anticipated unstable reaction. Intimately tied to the control development is the extraction of useful heat It is called a scanning reactor, and was licensed to a co y called EDTEK., partly owned byp843(a){2) ~ an interested collaborator with 1843(a) and 1843(a) ,..__ _ ____, (2) ._____, 2) Page S of7 BAASS CONFIDENTIAL Nov-08 [PAGE 12] The EDTEK Scanning Reactor is ideally suited t.o this kind ofactivity because its unique cbign allows for quick tumaro1B1d for. the next test The reactor JftSSUfC vessel is inexpensive and can be replaced in short order in the event ofa 'melt-down'. The unique design ofthe scanning react.or makes it practical to modify it U ':' installation of electric feed-througbs and for the introduction of electromagnetic stimuli to support reactor wntrol development. The reactor is called a "samoing i:eactor 11 because ofthe ease of changing samples. Hydrogen is very difficult to contain and it is best to open only one high pressure joint when preparing a new tmt. (Note that the samples are loaded through the "cross" fitting which requires re-sealing only the one pressurejoint) Also, four design features are worth noting: (1) tbe tapered pres.,lJre vessel reduces beat loss by conduction while maincaining uoifonn pressure vessel strength over its length (large wall thickness in the 'hot' mnc); (2) Convection to the outer chamber wall is elimivted by operating in a vacuum; (3) radiation losses are greatly reduced by surrounding the hot pressure vessel with high temperature multi-layer "super insulation"; and (4) although not shown, tbae is a snug-fitting tube, made of 'alumina', inserted over the temp probe t.o fill the space inside the length ofthe pres.me vessel to prew:ot significant cxmvection and conduction losses in the high pressme deuterium gas. Alumina is very good insulator but its presence does not prevent rapid mi&ration ofdeuterium molecules along the length to equalize pres.ue. The Carpenter- 680 Alloy, used in the pressure vessel body, is one ofaevcraJ. high temperature alloys developed for the manufacture ofgas turbine blades in jet engines. Once the pinciple ofproducing high deosity heat by gas loading is proven. we are oo the pathway to a broad mnge ofuseful applications even without lcnowio,g the precise micro-physics involved. It is axiomatic that we are able to ensure that the products of the reaction are just helium and beat Once the principles are established, there is no reason to not visualize scaling oold fusion reactors up and down in me. It is virtually certain that successful production ofhigh demity heat in the existing 9C80Diog reactor will bring new insight 1o the micro-physics ofsolid state fusion and hastal its entry into thei tmdboob. Ifwe succeed in proving both the principle and the practical production ofsafe energy from cold fusion, •ve may allo have dooo a great service 1o our country by moving toward cnmgy independence from foreign oil, U .voiding the eventual depletion of hydrocarbon fuels and be the leader in commercially producing and selling inexpensive energy. For aerospace applications, it might tum out that to be J)OSSl"ble to scale down the normal cold fusion power plant into a self-contained package providing the required energy for a long time. Fe&S11>ility needs to be proven fint. Plu ofAdiH,Mileatoaa ancl Team Once the principles of low tempenture nuclear reactions using palladium and deuterium are proven, the possiDilities for an inexhausti"blc source ofpower are excellent. Deuterium occurs natmally in 9C8 water and can be easily extracted. It will be converted to helium that will escape the planet. Palladium is the first material discovered that seems to iwmote low tempenture ~ but there may be others. Palladium is not destroyed in the process - it is memly the catalyst or host that permits the reaction to proceed. Palladium has u.,c as an auto catalyst for reducing emissions and in jewelry, and typically sells for $750 per ounce, so it's not cheap. Its density is about 12 times that of water (rt is heavy) and can absorb 700 times its volume of hydrogen or deuterium.. However, the basic cost infonnation suggests that one could achieve thousands ofwatts with just one cubic centimeter ~ only a few dollars. The cost of 50 liters ofdeub:rium is about $250 but a small amount produces many Kw-hours of energy. The energy release from two atoms of deuterium combining to fonn hclium is roughly a million times the energy oftwo hydrogen atoms in a fossil fuel burning with oxygen. The first step would be to arrange to examine thf! scanning reactor to ensure its availability as described. and arrange for a purchuc and trmmer to a suitable 1esting location. Theo, a test plan needs to be prepared by jiose familiar with other experimentB1 worlc in cold fusion. I think that designed1843(a)(2) land owner['i"a'ii37 U ~ Page6of7 BA.ASS CONl'IDENTIAL Nov-es [PAGE 13] 1843(a)(2) , I / - !would be happy to assist in some planning pert time.!1843(a)(2) !ofSRI at Menlo Park, Califomia is reported to be enthusiastic in using such a test facility to more accundcly assess the conditions that cause the deuterium atoms to fute. The te.,ting should be done by personnel who have knowledge of the field and the I •jilts to deal with fire and explosion safety issues. A schedule could probably be provided by them if ~uested. The things that would need to be done are to ensure a safe location, Older the measurement instrumenls ifnot available, order the palladimn and deuterium, and prepare a. testing schedule. This probably could be done in six momhs ifa few of the right people ware put on the job. Typical milestones would be: Week 0: Mab initial comact with owner Weck 3: Complete contractnqotiation Week 8: Compleei: staffing Week 8: Move the equipment Week 9: Order the palladium mid deuterium Week 10: Complete test plan Week 16: Attain first positive feedback Week 26: Obtain repeatable data n=cords Steps that follow would address commercial design appliadiom and i.mplancm1ation. In conclusioo, this is a great chance to pick up a well-pl.mn,,d unit designed to prove 1he reality ofcold fusion, explainthe scientific principles involved and pave the way for planning commercial energy sources independeot ofoil. u Page7 of7 BAASS CONftBEN11AL Nov-08 [PAGE 14] Mutual UFO Network j :... ~ Control MUFON Advanced Technology Establishment Fort Collins, Colorado ABSTRACT Tmditiono.l aircraft controls have been perfected over the long history of powered flight. evolving from mechanical hydraulic controls to fly-by-wire computer controls. Today's most sophisticated commercial and military aircraft are almost exclusively fly-by-wire systems with some allowing for manual override. Aerospace vehicles of the next century will use breakthrough propulsion and lift technologies that will require equally innovative vehicle control systems. For example, if a lift vehicle is designed t.o nullify or counteract gravity, traditional aircraft controls that render proper pitch, yaw and roll could be replaced by non-airfoil manipulation technologies that maneuver the: vehicle using the lift/propulsion fieJd itself Technical Approaches and Concepts The design of a control system for an advanced aerospace vehicle is directly dependent on the propulsion and lift method used. Electro-magnetic induced superconductor lift/propulsion could be controlled, for example, by modulating the currcnt in the superconductor through a combination of: o Phase shift modulation (PSM) o Pulse width modulation (PWM) o Frequency modulation (FM) Page 1of 3 8AA5S CONRDENTIAl No, [PAGE 15] u Consider the control system that could be used to control a Superconducting Toroid craft: u The proposed Toroid craft is comprised of an inner ring and an outer ring. The inner ring contains the occupant compartment, power generation system compartment, controls compartment and navigational system. The inner ring would consist ofmultiple sections ofsuperconducting material and a supporting section. This supporting section would interlodc with the corresponding outer ring's channel. The inner ring would not have to rotate. The outer ring bas to contain a channel for an interlocking section of the comspondiog inner ring. There are many possible fonnats for each ring. The principal idea of this design is to maintain the stability ofthe outer ring and the integrity betMcn the inner and outer rings. The primary purpoec ofsections 1and 2 would be to rotate the ring. while section 3 oftho ring would control the speed and direction ofmotion ofthe craft. A For initial startup. we need to impart the energy necessary to bring the outer ring up to superconductivity. This would most libly be by means of direct contact to the outer ring from the vehicle's power souroe. B. After initial startup~ we could use microwave hearning techniques to add power to the outer ring as needed to maintain supcrconductivity. C. The outer ring would be rotated by controlling the inner ring's sections using a push-pull control effect as accompliabed by maglev train systems. Instead of moving in a straight line; however, this system would operate in a closed loop. In order for the craft to have control in a maguetic field, M 'd have.to be able to alter the PSM/PWM/FM in sections which are opposed by 180 degrees - one side pushing agaimt the magnetic field and one side pulling towards the magnetic field. This would be computer controlled allowing for ,changes onthree different axes so as to affect the rol~ yaw aod pitch. The stxaigth of the magnetic field produced by the superconductors would allow you to acc:elerate and decelerate the craft in the desired direction within the earth's magnetic field. The limits would have to be controlled to protect the occupants ofthe craft from exces.,ive G forces. Veldde Coatrol SIUlunuy The functional controls for the superconducting vehicle would consist offive primary systems: System I would control rotation ofthe outer ring. u Page2of3 MASS CONABEN'llAl Ne [PAGE 16] System 2 would control the saturation of the superconductivity in the outer ring and control u speed and direction ofthe craft. System 3 would oomrteract the magne1ic efl'ects between multiple ~ . System 4 would prohibit the vehicle from e,rNWfing G-fmce., which could be bannful to human OQCUpants. System. S would be a fail-safe system to potcct the aaft, including but not limited to, an anti­ collision automatic control system. The entire control system for superconductivity is depeodent upon the pulse width, phuc shift and frequency modulations. PlanofAcdon To establish the feasibility of this concept it would be R'J890oable to prove Che concept by designing a small scale model A small ffl8Dl, once fOtlDed could probably demonstrate a preliminary conclusion in six months. The team should consist ofone Pulse Power Engjneer1 ~ MeclJanicaJ Fnginc,er, one Physicist and one Electrical Engineer with expcriena, with Maglcv technology. We would suggest the following milestones: u Mooth 0: Tcmn uodcir contract with facilities and cquipmeot available. Month 3: Computer IJ)ode)mg onsuperconductor--maglev vehicle control system finelimd Month 4: Parts for small scale mockup purchased Mooth 6: Small scale mocbp labmatory tested .Rdenacel: 1843(a)(2) u Page 3 of3 BMSS OONFIDEMW. N [PAGE 17] HUMAN INTERFACE MUFON Advanced Technology Establishment Delafield, Wisconsin ABSTRACT The human mind is a remarkable instrument that may be used in the future to control various functions, including flight. The scientific study of implants found in human beings may lead to technologies which could lead to this giant leap. Unlimited possibilities for payoff exist in the form of mind control for everything from vehicles to military defense systems to medical advancements. Introduction The human mind "is the most advanced device ever developed for information correlation, pattern recognition and anomaly detection. AU of our senses are superbly designed to collecs correlate, and analyze continuous streams of information; to discard irrelevant information at high speeds; and to make intuitive coMections."1 Current flight technologies are completed by direct physicaJ intervention ofthe operator. This is accomplished by the use of the hand, foot, eye or head movement. Will the remarkable human mind be tapped as a controlling force as well? Future technologies may include: A. Direct mental telepathic interaction with a computer system to control aspects of flight Telepathy has two aspects. First, there is the formulation of a particular thought; secondly, the individual who has the particular thought must have the ability, innate or learned, to send that thought to a receiver. Psychokinesis is a term used for a type of telepathy that goes one step further; it refers to a direct physical influence, such as distortion or movement, utilizing only the power of the mind. To date, studies in psychokinesis have yielded little in the way ofstatistically significant, repeatable results. Page 1 ofS BA.ASS CONFIDENTIAL Nov--08 [PAGE 18] 8. Utilmng the electrical activity in the brain via externally mounted sensors. u Referred to as synthetic telepathy, this technology utilius electrodes in contact with the human scalp. F.missions from the tnin "are passed through an amplifier, which sends the results to a computer for processing.,-2 Research in this area is ongoing bodJ. for military ptapollCS and fur gaming Medical research, which is focused on the ability of a patieot to move various types of controls using only the emissions from their brain, may offer the disabled new avenues of commuoi<:adoo. This technology bas also being studied in relation to flight. Subjec1s at Wright­ Pattenon's Aa-onautical Systems Ceotcr leamed to control their brain emissiom, t.nabling them to send instructions to a flight simulator.3 One ofthe problems eocouotered with this udmology ha., been the difficulty in obtaining precise TPN1i9 A scientist in Berlin is atreog4ing to improve those readings through the use of a cap that is embedded with electrodes. Conductivity is enbanood by the application ofa gel between the cap and the skulL 4 C. Biologic intsface to the vehicle. Some abdnctecs have stated that while onboard a UFO, they observed a place for the craft operator's bands to rest in. This may have reprcsc11ted either the use of 1he band u operating as a lock function or as atactile biologic imrface to the vehicle. D. Virtual reality. Vutu.al reality permits an individual to interact wi1h a computer«mulated cnviromnem. A virtual helmet, goggles with video display, full bodysuit including gloves, boom ann and omnidim:tional tTeadmill i-ovide tactile feedback. ()utfiUed in this manner, the operator 'WOUld feel total immersion in ~wr cnft or vehicle be was controlling. permitting him to comrol and feel all actions and relaaed effects. All body changes or actioDs would be directly converted to oorresponding Wlbicle control or whatever the .int=dcd action wu. Future studies may allow an opaator to direct flight in a virtual mviromnent which could be located anywhere. B. Bi-directional conversion offt1ousht pattttns to mc:ntal electrical stimuli through the use ofbiologically powued implants. Nmnerous implams have been discovered in hmnans aod are being removed at an increasing nu. How the implants \W:l'C placed or what activities and physiological states they monitor is unknown. u Page2of5 BAASS CONPIDENflAL Nov-08 [PAGE 19] The University of Copenhagen has been conducting studies, including one in which they focused a magnetic beam at the back ofthe subject's bead. The beam affected the visual cortex and caused temporary blindness on a consdous level. The studies also indicaled, however, that the individuals were able to react to certain directions on an unconscious level - as if they could still see.s What other human reactions could be temporarily suspended or controlled by focusing a magnetic beam to other parts ofthe brain or body? Might there be an association with implants and transcranial stimulation? An implant may serve as a targeting lead. to the individual and/or to a specific site on the body for magnetic beam placemenL Could a study in this area give us clues as to why so many expericncers are unable to recalJ events on a conscious level, recalling them only under hypnotic regression or while in a subconscious state? Prospect for Research Payoff It is hypothesized that tbe implants noted above are bi-directional communication devices. If it were possible to reverse engineer the implants and understand how they function. we very well may have a direct mind-to-vehicle interface capable ofcontrolling the flight characteristics and defense systems ofa craft. Associated commercial ventures might in.elude mind interface to control vehicles, equipment, and weapons systems. The possibilities are limitless. Plan of Action and MIiestones: Implant Removal To the best of our knowledge, current effons to remove implants do not include proper, oo_mplete scientific investigation. MUFON is in possession of copies of x-rays which may provide evidence of implants in unsuspecting U.S. citi7.ens. The implants. which are about the size ofthe tip of a. pen, were found in a 16-year old femaJe and a 76-year old male from different parts of the country - one from the northeast and one from the southwestern part ofthe U.S. Page 3 ofS BAASS CONFIDENTIAL Nov-08 [PAGE 20] UFO literature reports that some implants exhibit magnetic properti,es and emit a u u u ~ without any.~ exte.mal excitation. Upon removal, they become non­ magneti~ cease transmitting and start to degrade. It is hypotbesi:zed 1hat they derive the power to nm from biochemical means. While it is known that RFID tags are already in military and public use, the implants ofour proposed study are distmgu.isbed by their tiny size and by the fact that they do not require external excitation. A complete investigation protocol has been developed and proposed to MUFON <Implant Jnvgtjptjon Proposal). While odJ.er- rescarcbers have extracted and analyzed implants, MUFOWs poposal is to study them In sihl as well as to extract and analp.e them through unique methods, maio1aining their functional operation for extrmal study or manipulation. The investiplion would seek to capture the waveform, analyze its data stream. and try to correlate possible brain activity with the waveform c.haracteristics. This would be accomplilhed by using a CT scan, MRI scan, electrococepbalog and a RF Spectrum Analyzer. One of the goals of the RF enginea- wou1d be to continue opention of the implant after extraction. A proposal identifying equipment for a Mobile Command Ceola' for multiple J>Giposes, including implant ranovals has been submitted to MUFON (Aptlysis offenb>m,otNeeded to Conduct Field JpvfflliR!D2PI}, The team would be N)DJp09Cd of: 1. Physician or dental surgeon (licm.,ed in the location of axtraction) to perform minor surgery; 2. Radio-ftequeocy and digital electrical engjncn with experience in 1he medical field; 3. A biochemist with a metallurgical badcgrouod.; 4. Abiophysicist; s. Project administrator, and, 6. Two madal health profeasionals. The role of the tint m.emal health professional would be to discuss the pros and cons ofthe procedure with the experieocer prior to signing a ccmsent form. The role of the scwxmd mmtal health professional would be to counsel the experimcc:r and io facilitmc follow-up after the procedure. Volunteerpatic:ut3 with implants that have been detected in relative!y cummt image scans (X-ray, CT scan, MRI scan o. panoramic head scan) would beneeded. Milestones: 11m,e Months - Team iec1uitmtat complete. One to Two Months - Equipment aoquued. In this leCODd phase, items may be purchased or rented depending qpon the avai1ability offiDKls. If renting, we would most likely be able to secure items within a sbon time frame. In the event that a mobile uoit may be utj)jzed as a removal si~ there are a IBIDlber ofunknown variables which would affect the time ftmne. Page4of5 BAA8S CONF1DENTIAL Nov-08 [PAGE 21] U Four to Six Months- Volunteers recruited. One Month - Cases selected. AcommiUee would review and select cases for the project Twelve to F.ighteen Months - Data collected. This phase would include the actual removal, t1uarination, disa89f!IDbly and data collection relative to the implants. One Month - Data reviewed and summarized. In this phase, data collected would be reviewed by OW' sponsor to identify potential ClllgiDeoring projects. At this point. a decision would also be made as to whether the project would continue and ifso, its scope. Tunes for the various phasea may overlap in some instances. The goal for the initial project would be completion within 18 to 24 months. Costs incurred prior to actual equipmem acquisition and testing would be minimal, References 1843(a)(2) u u Nov-08 Page5of5 BA.ASS CONP'IDENTIAL [PAGE 22] PROPULSION MUFON Advanced Technology Establishment Austin,Texas ABSTRACT Chemical based propulsion ofspace vehicles allows for the e,cploration ofour solar system but is not feasible for in1erste11ar travel. A solution to this must come in either the ability to travel near the speed oflight or by changing the dynamics oftravel through some type ofwarping of space. ., Introduction Theories for interstellar travel have been discussed as early as the 1970s by the British Cnterplanetary Society in ''Project Daedalus,', which hypothesized the use of micro fusion explosions to develop thrust sufficient to reach near-light speeds. NASA supported the Breakthrough Propulsion Physics Project from 1996 through 2002. Their object was to seek the ultimate breakthroughs in space transportation: propulsion that requires no propellant mass, that attains the maximum transit speeds physically possible, and breakthrough methods of energy production to power such devices. Topics of interest included experiments and theories regarding the coupling of gravity and electromagnetism, vacuum fluctuation energy, warp drives, wormholes, and quantum effects. NASA continued this thought process with the NASA Institute for Advanced Concepts from 1998 to 2007. The project ended due to funding cuts. There are a myriad of possibilities regarding interstellar travel, but they are a1J still .very hypothetical. It would be beneficial if there was something to point a development project towards~ a research area with the most hope for success. Although controversial, it is worth considering whether the properties of unidentified aerial phenomena that have been witnessed over the last 50 years could be explained by any of the current theories for interstellar propulsion. Observations of this phenomenon by pilots, military personnel, and witnesses with a scientific backgrolllld, provide the following characteristics: Page I of S BAASS CONFIDENTIAL Nov-08 [PAGE 23] 1. Ability for rapid acceleration, deeeleration, and hovering capabilities. 2. Ability for sudden changes in direction. 3. V chicle shapes vary and are often not aerodynamic. 4. Objeds over 400 metas in size capable ofhovering and/or moving slowly. S. No visible rocket nozzles or propulsion systan. 6. There is a Jack ofair dispJacemeut causingturbulence with movement ofthc object 7. There is oo i:octicatioo of the sound burier being broken even though the wi1nesses claim speeds abow Mach-1. 8. Oftm there is no noise associa!rd with the object while it is moving. Somc:times a slight hum is heard ifthe object is hovering. 9. The ~ of electromagnetic fields is suggested due to plasma glows, varied colors, and interference with electronics. A leSC8ld1 team should compare the cum:nt theories for intcntellar travel against these properties and then determine which of the theories best appoximatls the seven conditions noted. This was initially done byp843(a){2) !a funner researdi scientist at NASA aod the Langley Resemch Cmter. 'Ibo ~and DWMIWdi<s io OllllinDll in hia book publi,bed in 1:•)(2) I 11843(a)(2) JIn his treatise he posits that a controlled field such as ioh­ gravny d belt dipiiin flight chancterislics 1hat haw been attributed to unidcmmed aerial phenomena. This theory still best supports the characuristics previously mentioned. u Thi! peragmph summarizes how an anti-gravitational field could c:xplain some of these charact.eristics. Assume that a spacect8ftis developed which is capable ofplacing itself within a field that can repulse the earth's gravitational field in a controlled roaooer so that the craft can hover as wdl as move in diffmnt directioos. Sldl a en.ft would be able to accelerate rapidly and dumge dirc:ctiom without large g-forces being experienced by the occnpants of the craft because the acceleration that occurs is through the movement of a field not the movement ofthe object, per se. Since the cadl is CODtained within a field, the need for an aerodynamic shape is not critical unless it needs the ability to move through an atmosphere ming standard propulsion methods. Since aerodynamic n:quircmenb no longr.r affeet the craft, the size of the a-aft could be very large. No extemal propu1sioo rn«hanisrns would be needed as the end\ is controlling the gravitational field around it in Older to move. But would sudi a aaft mcloeed in a field displace air as it moves, and cause turbulence in the smroundmg atmosphere? Or since gravity is a warping ofspace-time, would the aaft not "truly" be in the atmosphere? This is-a difficuh question and should be addressed by the rcaemdl team that is assembled a., shouldthe otherpoints discussed in this paragraph. And-Gnvtty orNeptive Gndatie.ulJ'ields A oootrolled anti-gravitatiooal field not only explains observations of unknown aerial pbeoomena but will also be bemficial to study for two reasons. The first support ofthis avenue of re.,earch is that there is literature indicating the poss1'ble development of1his propulsion method using current technology. The ~ justification is that since 1his INlll of technology development requires the use of superconductora research in this field may abo have side ~ to other technologies and other p ropulsion techniques that utilize superconductors. u Page2 ofS BAA88 CONRDENTIAL Nov-08 [PAGE 24] u Literature that supports the development ofanti-gravity techniques was first mcmioned in 1he t960s. The Oer18enshtein Effect was postuilded as a wave resonance solution to Einstein's gmoral ldativity field cquatioo. It predicts an emitted gm,itatiooel waw due to an electrnma~ wave propagating 1843 a 2 1843(a)(2) a ~••IJ"w' an through a static ·c field. This effect was teated in the 1aborato and • in • and 1843(a)(2) Utilizing aceramic supcnxiiimiaxir exerts a short repulsive force on small movable objecm along the propagation axis. Within their measurement error, the impulse's eJfect is 1843(a)(2) proportional to the masa oftbe objects and indcpcodont oftheir oomposition. It thcrcroxe resembles a ............... ' ' : .Jbe OertBenshtein Effect has also been covered in recent theoretical papers by 1843(a)(2) •• •••• • ....... that the develgpmcot of &J1M1Btional propulsion should begin DOW 1843(a)(2) ,___-~~---__,describe anexperimeat for the generation mJ detection o ..........-.. onal Waves (HFGWs) in the laboratmy utilizing , peiroftabletop X-ray lasers. Th«e ia also a certain advantage and flexibility to exploring the use of anti-gravity for intastellar propulsion. Even if research in this area does not prove ftuitful. 1hc R:9ellf()h related to the i.mprowmeo.t of current superconductor tcchooloav will bo a valuable business investmeot, which can improve the ability to create higb-deosity magnetic fields that are U9Cd in other propulsion technologies and sciontific fields. Tbcao include propubion through electromagnetic plasma thrusters, ~smadynamic thrusters (I), tbsion RAM jets that use a magnetic field to collect JB'(J1om in ~ , antimattr.c containmcot (10)• and electromagnetic rail guns for sub orbital launcbcs. < > Although these other propulsion teclmologies arc less likolY to JX"Ovide a method of u 11 inta"stmlar tra~ but imtead a more efficient rnedlod of travel within the solar syst.e:rn, what is learned bcrc may also benefit those areas ofresearch. Thoro aro also a myriad of other mes for thl& type of technology in the areas of high current transmissioo. for power lines, improved MAO..LEV trains, and controlled BMP. This is an cxc:cllcmt area of ~h bccauae it affects so many other technology fields and bas the capability ofgenerating potential profits. PlaD ofAedoa The meas of expertiae mtuued for the development of ID.1i-gravity include individuals who have researoh experience in: • (1.) (Matmia1 Scientist) The developneot of state of the art supcrconducton, espocially YB~-v or comparable high tanperatUle superconductors. Experieoce in other types of superconductor materials besides yttrium•barium should be comiclered because it is not yet known what type ofmaterial would make the bmt superconductor. (2.) (Physicist) The physics easoci.md with bigb-demity electromapetic fields. (3.) (Physicist) The UDdentanding of the various theories related to gravitational fields. (4.) (Blcarical &,giott,r) The ability to incorporate those concepts into aworking model. u PagelofS BAA.&'3 CONFIDENTIAL Nov-08 [PAGE 25] (5.) (Mataial Scientist) Expertise in state of the art nanotechnology may be of value to this U team. Some of the initial cxperimeDtal work might be developed at a sulrmicron level since quantum effects are easier to detect at Chis level. Whether a nano-technology expert is needed OD the team may depend OD the route that the team takes to evaluate anti­ gravitation. In addition to their technical expertise, the team members will need to be vary open minded in their approacli to the problem and must be able to wodc well with others. A patent attorney should also be made available to tbc team so that any ideas gm:ntcd that arc directly related to this project or that could be used in other fields, are patented One of the team members, or another individual, will need 1D be selemd u a team manager that can use braimtor:miDI tedmiques and other open-minded mdbods to help the team develop their ideas. This individual will be the driver and motivator ofthe team and may be the most critical peraon to the success ofthe team. This individual does not need to be the strongest penon technically on the team, but this i:odividual's teclmlcal expertise must be sufficient to undcrstmd the basic coacepm that tho team will be addressing. Once the team is selected, the next step will be to develop a project plan. Because this type of re9e8ICh can clumge its cbaractar due to discoveries, the milestones should be flexible and should be developed by the as,emt,led team. An initial example pf milcstooes for the begionh-a stages of this project could be II follows: Week 0: Initiate~ and selection process Weck 16: ldmrtify 1am. leader and complete hiriDg ofby team members Week 18: Team assimilation & tninstorming completed on next steps fur anti-gravity project u Week 20: Team povides project plan to management with milestones for the next 6-12 months -project plan identifies key gates that could affect cbenge in direction ofproject -project plan ktmtifies necesary firumci.al resources & additional manpowa-ifneeded Jproject plan identifies how intellectual property will be captwed in the proccs., RD'ERENCES 1843(a)(2) u . Page4of5 BAASS CONFIDENTIAL Nov-08 [PAGE 26] [no legible text — blank or heavily redacted scan]