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CHAPTER V: HOW TO BUILD A FLYING SAUCER
Author’s Disclaimer
In consideration of the author’s sale, and of the reader’s purchase
or reading of this book, the purchaser or reader is hearby deemed to
understand and agree to the following:
That she or he assumes all physical risks of any harm to anyone,
attendant to the constructing, testing, flying, or attempting to
fly, a flying saucer constructed as herein suggested
that the author assumes no liability whatsoever, either civil or
criminal, as to these suggested plans or the theories contained
herein, and is hereby released from any and all liability or claim,
or allegation of liability
that the purchaser or reader, who is presumed to be an ordinary,
reasonable and prudent person, with control over his or her
decisions and actions, is urged to respect the obvious and inherent
dangers of electricity, the force of gravity, and flight, and to
become familiar with pertinent F.A.A. regulations and applicable
state and federal laws, if any, and hereby assumes complete
responsibility for all such particulars
It is hereby agreed and understood that these plans are
hypothetical, provided only for the purpose of the investigation and
understanding of flying saucer theory, flight and construction, and
that the author gives no warranty, either express or implied, that a
flying saucer constructed according to these plans will work or be
safe to the operator or others
A. GENERAL CONSIDERATIONS
First, it is recommended that a flying model be built and tested
before proceeding further, as it would be very disappointing to
build an elaborate saucer which doesn’t work. The fundamental
principle is simple: to electromagnetically synthesize momentum,
employing a high voltage D.C. brush discharge, in the direction of
desired acceleration, to draw in and cause the exchange of ether
carriers, which also brings in the tubes of electrical force, and to
cause the tubes to dissolve in the conductors of the ship, which
imparts momentum to the conductors, at 90 degrees to the electric
current and magnetic inductance.
In order to facilitate the
dissolution of the tubes of force, an alternating current of
sufficiently high frequency is utilized on the opposite end of the
ship, to compress and block the ether carriers and tubes of force,
so that they cannot pass out the rear, and are thereby forced to
dissolve to impart momentum in the opposite direction. The hull
should be accelerated, creating electromagnetic momentum in the
desired direction almost instantaneously.
A Tesla coil is used to create a negative D.C. brush discharge on
one electrode, and another Tesla coil is used on the opposite
electrode, to create an A.C. high frequency, which compresses the
ether carriers and tubes of force, and blocks their passage. These
two electrodes comprise a “p2”—two different primaries—one—the D.C.
brush— which draws in the tubes of force, and the other—the A.C.
current—which blocks the ether carriers and forces the tubes of
force to dissolve.
The D.C. brush produces “negative (“hairy”)
corona”, and the high frequency A.C. produces “positive (“cloudy”)
corona”. It is believed that this system not only creates instant
momentum in the
direction of the D.C. brush, but eliminates the problem of inertia
in the direction of the
A.C. high frequency current, so that the rate of acceleration is
virtually unlimited, and the destructive effect of acceleration is
eliminated, since all parts of the ship and its contents accelerate
at the same rate, without inertia.
This also applies to instant
turns, in which the force of acceleration acts on all parts of the
ship and its contents, to re-orient the force of momentum on each
atom and molecule, in the new direction, eliminating centrifugal
force. The kind of ship shown by these plans however, is of what I
call the “linear type”, which turns in a curving path, rather than
in sharp angles, because this type of ship is easier to construct
and control.
In order to properly control the currents from the Tesla coils,
specially designed switches, relays, capacitors, dielectrics,
inductors and conductors are required. In these hypothetical plans,
I provide my own design, which could conceivably be built by a
skilled home craftsman. I also describe what I believe to be a
control system which will be practical, reliable, and easy to
construct, probably similar to what Tesla used on his “Flivver”
machine, his manned, electro-propulsive ship of the earliest type.
1. SIZE AND SHAPE Since this ship is to be of the simplest type, it is no larger than
required for one or two people. It is designed to be as small as
possible, yet to have the necessary equipment and space for comfort.
The general shape of the craft can be described as an oblate
spheroid, the shape of a moving “point charge” system. The first
manned ship built by Tesla was described as the approximate size and
shape of a “gas stove”, which would be a sort of long, rectangular
box on legs. The legs were presumably stand-off insulators so the
craft could get off the ground.
I assume that it was of the linear
type, with Tesla crouched inside, perhaps on some sort of support,
which allowed his hands to be free for the controls, with his head
pointed toward a small window at one end. Electromagnets on the
“front”, with switching and polarity provisions to divert the brush
to the right or left, would allow for complete control, with the
‘buoyancy’ control determining altitude.
The bottom and rear would
be activated by the high frequency A.C. blocking current. If Tesla
wanted to turn right, he would use the electromagnets to divert the
brush so that the right corner was pulled, as the air pressure would
cause the ship to swing around in a circular turn. To go down, all
he had to do was to diminish the current to the top brush.
Since the most efficient application of electrical energy is
desired, to conserve energy and to transmit the respective
propulsive force effectively, with the least expenditure of energy,
it is recommended to use rounded surfaces, similar to the design of
electrostatic generators, the design of corona rings, or the design
used by Tesla in his Wardenclyffe Tower electrodes—rather than sharp
points, shapes, or edges—which tend to cause “point discharge”, the
wasteful and uncoordinated leakage of electric charges into space in
a manner which is unproductive.
Since the primary function is to get the ship off the ground and to
remain stable while hovering, the upper surface area is generally a
horizontal surface, but is spheroidally curved and somewhat
symmetrical. I call the electrode from which a brush discharge is
emitted at the center top of the ship, the “buoyancy electrode”.
This electrode is used at almost all times during flight, in
addition to an electrode which may be activated at the front of the
ship, to cause horizontal acceleration and to turn the ship.
Apparently, the ship will not work without the high frequency A.C.
blocking and compressing current to the rear and on the bottom,
otherwise, anything with a D.C. brush discharge would take off and
fly away at fantastic speed. There is always an “equal and opposite”
reaction. In order for there to be a “reaction”, there must be a
“disturbance to the equilibrium”. As the ether carriers continue to
exchange, bringing in the tubes of force, there is nothing to
prevent them from passing out the other end of the ship, so that
there would be no “reaction”, and the ship would acquire no
As Tesla said, the A.C. current (at the rear and bottom of
the ship), when of “sufficiently high frequency”, will draw ether
carriers and tubes of force to itself, until they are so compressed
that no further action will occur. This is apparently intended to
“block” the field of gravity and to block inertia - like Dr. Cavour’s
‘door’, painted with “Cavourite - and to force the tubes of force in the ship’s forward conductors
to dissolve, so that momentum is imparted to the conductors (and the
ship to which they are attached), as J.
J. Thomson said. &
2. POWER SYSTEM One of Tesla’s patents, Method for Signaling, Patent No. 723,188,
which has the two primaries marked as “p1 “and “p2”—possibly the
origin of the title “p2” given to the 1935-38 New Mexico project run
by von Braun—shows an oscillator system having two separate
pancake-coils, tuned differently, running off a common rotary spark
gap and dynamo.
A copy of a drawing from that patent follows:
If one coil is tuned to one quarter wavelength, and the other to a
full wavelength, they would comprise a D.C. brush circuit and a high
frequency A.C. circuit, respectively. The A.C. circuit could be run
at all times on the bottom and rear, with the brush being activated
at the top to lift off, and to the front to go forward or turn.
I can’t recommend a better prime mover than the Tesla turbine,
because of its compactness, light weight, and efficiency. Below are
excerpts from Tesla’s Turbine patent #1,061,206 and related Valvular
Conduit patent #1,329,559. Two conduits supply air and gas,
respectively, to the firing chamber (second turbine):
The second edition of Free Energy Surprise, when issued, will
include my complete set of plans, redesigned, to be constructed
using basic machine tools for the home builder. The turbine shown will produce at least 30 break horsepower and
operate at about 30,000 rpm., and should weigh no more than ten
pounds, including the valvular conduits and firing chamber.
The firing chamber has a glow plug (the kind used in model airplane
engines), and fires in a “reverberatory” way (the explosions come in
rapid succession), producing a continuous supply of expanding hot
gases, which enter the turbine on its outer edge as shown, and
spiral between the disks toward the vents which are near the center
shaft. I have routed the exhaust out one side of the turbine,
through a single exhaust vent, rather than out both sides as Tesla
did, to diminish turbulence, and to free one side of the turbine for
the bearing mount and connection to the gearbox and mounting plate.
The exploding gases will not blow back through the valvular conduit,
which was Tesla’s valve system having no moving parts, and will
continue to move into the turbine inlet vent, as the combustion
chamber continues to produce the pressurized gases.
Judging from the fact that the turbine will produce 30 hp on 125
lbs. steam, it should produce more horsepower on propane or
gasoline, and should be adequate.
For the generator, I recommend a heavy duty high amperage automotive
alternator, such as the type used on heavy equipment, or a high
output, lightweight alternator designed for power generators,
normally having an engine of about 30 hp.
It will be necessary to use step-down gearing to reduce the speed of
the turbine, so that, at the optimum (most efficient) operating rpm
of the turbine (about 25,000 rpm), it will be stepped down to the
optimum operating rpm recommended for the alternator. For example,
if the alternator is to run at 1,200 rpm., and the turbine at 25,000
rpm., the gearing would have to function at a 20:1 ratio. A battery
will also be required to supply the appropriate exciter voltage, and
to store electrical energy for appliances and other necessary
on-demand current. Only herringbone gears should be used in the
By using an unrectified A.C. current from the alternator, it should
be possible to route it directly into the high voltage transformer,
with a variac to regulate it. For example, if the alternator
produces three cycles per revolution, at 1,200 rpm., it would
produce the approximate 60 cycle current for the high voltage
transformer. The high voltage transformer(s) should be capable of
producing a high amperage output commensurate to the horsepower of
the turbine.
A neon light transformer, producing .030 amps at 15 kv., would amount to only 450 watts in the secondary, for a
generator which could produce 45 kw or more. To be on the safe side,
you should use transformers for each pancake module which have high
voltage ratings of at least 5 kw in their secondaries (totalling
almost 50% of the alternator’s capacity). I can’t imagine that this
system would be inadequate. This would be enough power to run about
50 Tesla coils of the powerful types which I have run off the neon
light transformers.
3. HIGH VOLTAGE D.C. BRUSH DISCHARGE
The high voltage D.C. brush discharge allows equal exchange of the
electric and
magnetic tubes of force in opposite directions. The Tesla coil is
tuned to one-quarter
wavelength, emitting negative pulses which are so rapid that the
current continues to
flow in the secondary, during current reversals in the primary.
steady D.C,
“pseudo-electrostatic” brush discharge has a greater effect on the
independent ether
carriers, and ‘rarifies’ them, exerting an elastic, pulling force in
the space in front of the
ship. This induces the rapid exchange of the ether carriers through
the front of the ship,
and draws the tubes of force into the conductor. In the D.C.,
secondary conductor, the tubes of force have nowhere to go, and are
forced to dissolve, as new tubes of force continue to be brought in.
This imparts momentum to the conductor, which must be firmly
attached to the ship.
The thing which makes the tuned Tesla coil the ideal contrivance for
this purpose,
is the fact tat the principles of high frequency inductance make it
possible to create
very high D.C. potentials, using a relatively small coil, which may
be placed flat against
the walls of the ship, powered by a compact alternator. This
eliminates the need for the
large and cumbersome parts of an electrostatic generator, which
would produce only a
fraction of the amperage of the Tesla coil, and a greatly diminished
exchange of the
ether carriers and influx of tubes of force. It has also been shown
that a D.C. pulse
produces a greater effect in Hall effect pumping than a steady D.C.
current.25
The negative D.C. pulse discharges will leave the inside of a closed
hollow conductive vessel—such as a saucer is—and appear on its outer
surface, as Michael Faraday discovered, which conveniently protects
the pilot, crew and internal contents of the saucer from the effects
of electrostatic charges.
4. HIGH VOLTAGE, HIGH FREQUENCY A.C. CURRENT
The high frequency current, required to block the exchange of ether
carriers and passage of the tubes of force through the rear of the
ship, behaves with a “skin effect”, which means it travels over the
surface atoms (the “skin”), rather than through the internal mass of
the conductor, as well as the skin of other solid conductive bodies.
This phenomenon also provides some convenient protection for crew
members from the effects of this type current. Aside from the
phenomenon of the skin effect of high frequency alternating current,
internal circuits must be highly insulated and shielded where
necessary, with care given to shielding of the pilot (and crew or
passenger) from possible high voltage radiation dangers.
The pancake-type coils have a higher threshold for arcing at a given
voltage than cylindrical or conical ones, which makes them best for
these very high voltage applications. Care must be taken at all
times, in the design of high voltage circuits, that the close
proximity of conductors having high opposite potentials is avoided,
and sufficiently insulated and spaced where necessary. Silicone
rubber, transformer oil, Formica, and plexiglass are good
insulators, and there is a dielectric paste which is excellent.
There is a tendency for the air close to the conductors to become
ionized, creating pathways for the current to leak and arc through
space to other conductors of opposite potential, whenever within
range, roughly governed by the parameters of 20 kv/cm., at sea level
pressure, adjusted downward for higher altitude and correspondingly
lower pressure, which requires that the space be increased for the
same difference in potential. Internal high voltage corona leakage
and arcing between conductors, components or contacts, can be
suppressed by use of pressurized inert gas environments, increased
air or gas pressures, solid, rubber, plastic, oil, or paste
insulators of high dielectric strength.
25Beckman Instruments, Inc., Hall Effect Manual, Helipot Division,
Fullerton, California.
5. VERTICAL ASCENT AND DESCENTDue to the tremendous superiority of the electrical attractive force
over the gravitational and aerodynamic forces, it should be possible
to fly a saucer with a greatly diminished electric power system, but
the saucer’s control is a very sensitive matter, requiring the
ability to activate the appropriate electrodes rapidly, in response
to a need to change directions of movement, or to quickly correct
inappropriate movements of the ship, because of its great speed and
ability to “jump around” without inertial/momentive resistance.
The main buoyancy coil, mounted in an area above the cabin, provides
the negative brush discharge, which, when paired with the high
frequency A.C. coil, beneath the cabin floor, accelerates the ship
upward, as the force is balanced to maintain the saucer at a
particular vertical position. The high frequency current used on the
bottom of the ship on hovering, seems to be the equivalent to Dr.
Cavour’s “door”, which when shut, stops the gravitational effects
from forcing the ship to accelerate toward the earth.
The description in 19th century physics literature, as I documented
in Occult Ether Physics (especially the 2nd Edition), implies that a
normal gravitating body moving relative to earth, within earth’s
electric, magnetic and gravitational fields, naturally draws the
tubes of force into itself, where they are dissolved to impart
The downward movement of the saucer can be effected by allowing it
to drop by the force of gravity, with power diminished, though it
can be effected more rapidly by a reversal of the forces which
accelerate it upward, but, to eliminate unnecessary complexity and
danger, I don’t recommend this for a prototype.
The discharge electrodes shown in these plans are of the
“pancake-coil” type, which can be placed parallel to the interior
walls of the ship, and will be the recipient of the momentum, which
is imparted on the third axis, perpendicular to the flat side of the
coil, at 90 degrees to the other two axes, which are the magnetic
inductance and electric current axes. Placing the flat coils
parallel to the outer walls will therefore orient the momentum
perpendicular to the outer surface of the ship.
6. HORIZONTAL TRAVEL Horizontal travel is effected by a pairing, along the ship’s
longitudinal axis, of the two electrodes, the D.C. brush at the
front, and the high frequency A.C. current to the rear. It was
believed at one time, by Heinrich Hertz25, that two systems of
varying current should exert a ponderomotive force on each other due
to their variations, but Tesla proved that the “ponderomotive force”
is due to the respective rarefaction and compression of the ether
carriers, produced by different kinds of currents (D.C, A.C, and
rapidly varying electrostatic forces)26, and their effects on the
25Ann. d Phys. xxxi [ 1887], p. 421; Hertz’s Electric Waves,
translated by D.E. Jones, p. 29.
26Nikola Tesla, Lecture Before theA.I.E.E., Columbia College, New
York [May 20, 1891]; Nikola Tesla, Lecture Before the Institution of
Electrical Engineers, London [Feb., 1892].
B. CONSTRUCTION OF THE HULL
Due to the magnitude by which the electrical attractive force is
greater than the gravitational attractive force, tremendous stress
is created on the hull of a saucer, which must therefore be
constructed very strongly. While a spherical shape readily lends
itself to such requirements, internal structuring members and walls
should be designed, constructed and positioned for maximum rigidity
and strength, to prevent the possible pulling apart of, or crumpling
of the hull, as this would be the supreme misfortune.
Construction of entrance and exit ports and other such contrivances,
should anticipate powerful stresses, since openings are generally
points of weakness. It is desirable that the hull have a smooth and
continuous conductive outer surface, which has little or no small
diameter protuberances, and as few weak or “blank” spots in it as
possible, caused by such things as windows (See “C. Simplified
Drawings and Plans” below for available excellent source of
technical construction literature with materials suppliers). Windows
must be of strong, thick material, firmly attached.
1. POWER PLANT Since the electrical attractive force is so much greater than the
gravitational attractive force, it is logical that a relatively
small engine, such as the Tesla turbine, or a snowmobile or
motorcycle engine, would be adequate to power an alternator of
sufficient power for this size saucer. Tesla designed his tiny
turbines and remarkable high frequency alternators for this purpose,
and they would be preferable.
An independent air intake and exhaust
system, separate from the air supply for the cabin, must be
provided, with careful attention to preclude the mixture of exhaust
gases with the air supply for crew and pilot.
Batteries may be
sufficient to supply electrical power for a saucer, with a small
engine used periodically to recharge the battery system, as needed.
As shown below in “Special Supplementary Notation on the WW II
German Flying Saucers”, construction of manned, ‘hot-rod’-type
saucers or spheres, perhaps only four feet in diameter, may be
feasible, possibly using automotive spark coils (perhaps similar to
some of the “foo fighters” seen and photographed by allied bomber
gunnery crews, in the skies of WW II Germany).
The atmospheric
nitrogen-oxygen combustion system invented by Tesla, for the
production of electrical energy from the air, is too complex to be
covered here, and there is insufficient information as to just
exactly how the system was constructed and used to produce useful
2. SEATING AND VISIBILITY
Ultra-light, strong, fiberglass bucket seats with seat belts, are
recommended. The closer the pilot’s eyes to the windshield, the
smaller the windows required for visibility, with care taken to
electrically insulate the pilot’s head from the ceiling. A spherical
shape will provide better visibility than a ‘discus’ shape, and a
wide-angle optical viewer might be provided directly downward,
between a solo pilot’s legs, if desired.
This type of saucer
involves a restricted pilot position, but since the saucer is so
fast, satisfying flights, over great distances, should be of short
duration. Small video cameras such as those often used on race cars
or by skiers, having wide angle lenses, might be mounted in the
saucer surface, with view screens around the interior of the cabin.
For a small, ‘hot-rod’ saucer as these plans describe, there are
several inconveniences which must be tolerated in the name of
practicality and economy. The more wealthy builder will naturally
find a way to include as much luxury and high-tech controls,
accessories and other facilities as he can afford or desire.
3. FLIGHT SUIT The flight suit should provide electrical and heat insulation, with
ultraviolet protection for the eyes. An insulated, cold-water wet
suit might work well.
Since a pilot will be looking out ports which
are near the hull surface, the helmet should provide extra thick
electrical insulation, to prevent arcing or electric shock to the
head. In general, the suit should provide U.V. radiation protection,
preferably by use of a special plastic already developed for this
(NOTE: It was rumored early in the program, in the ‘50s,
that only women pilots were used, since the male scrotal cavity is
particularly sensitive to the electrical radiation problems of the
Ironically, the kind of pull-over headgear, used by actors or
pilots, often used to
fake the appearances of “aliens”, might be an ideal design for a
saucer pilot’s headgear,
with thick layers of foam insulation in the top (representing the
bulbous brain cavities
often depicted on the phony aliens), and the sunglass-lens eyes
covers would provide
U.V. protection.
C. SIMPLIFIED DRAWINGS AND PLANS
The following drawings, including nomenclature, are presented in a
simplified format. The details of each particular part or section,
are left to the creative imagination, ingenuity and resourcefulness
of the individual reader or experimenter, with the author presenting
his own suggested design, predicated to provide the least possible
obstacles in procurement of materials and actual construction.
skilled experimenter will also recognize that there are relatively
simple methods for construction of a scientifically adequate, test
scale model, and only a fool would embark on such a project without
making such a test, with care taken to insure that the model is
suspended by insulative string running through pullies, so that the
power may not drain to ground. Such details of saucer construction
as particular metals and other materials, fabrication and
technology, are generally omitted from these plans, since a
complete, detailed set of working drawings, with accompanying
technical literature, could conceivably require ten times the length
of this book.
As an excellent source for materials and techniques, I recommend
Andrew C. Marshall’s Composite Basics28. This book even describes
honeycomb metals and other metal/plastic bonding and structural
materials and techniques, etc., and provides sources for a wealth of
expert home-built aircraft construction materials and literature of
many kinds. Aluminum, though light, may not be the best metal,
because there are so many bonding problems with the metal. I am
recommending stainless steel, since the electromagnetic flux used to
divert the brush discharge for turning must be able to pass through
the outer shell.
28Andrew C. Marshall, Composite Basics [1994, Marshall Consulting,
720 Appaloosa Dr., Walnut Creek, Ca. 94596]
1. Special Supplementary Notations on
The WWII German Flying Saucers: In this short summary, I will avoid suspected misinformation, or
material which is unrealistically speculative.
There were purportedly several inventors working in Nazi Germany on
various types of flying saucers, not all of which were
electro-propulsive in concept, meant to operate on rocket, jet,
turbojet, or prop-driven reactions of the aerodynamic type. All the
video or literary material available to me, concerned this
“aerodynamic” type, were either misinformational, or grossly
ill-conceived “science” of the La La Land variety, seeming to be
mostly contemporary Austrian new age ‘thinking’ or CIA-concocted
garbage, containing only grains of truth.
For example, there seems
to be valid documentation concerning one example, the Habermohl
“Pflugerad” (“Flying Wheel”) - which was little more than a re-designed gyrocopter—which actually
may have gotten off the ground, though even in the supposed
‘documents’, was said to be unstable and dangerous to fly. It
combined a gyrocopter or helicopter rotor in a wheel shape,
concentrically rotating around a ball-shaped cockpit. It experienced
several crashes during tests, probably because the rotor gave it too
much gyrostability, so that it was unmaneuverable, there being no
way to decouple the rotor/gyro from the airframe, during turns or
changes in attitude.
Some models showed a vertical stabilizer and
rudder on the rear of the central non-rotating cockpit section, to
turn it in the direction of flight. A rather good idea later used on
“jet copters”, was rocket or jet engines attached to the rotor,
which eliminated the torque problem normally encountered with
shaft-driven rotors. The inertial guidance system (“Peiltochterkompass”, or “polar slave
compass”) was built to meet the requirements of the “full electric”
“Kreisel Teller” , because the electrostatic “Faraday cage” effect
created by its propulsion system made a normal compass worthless,
and the high speeds (c. 9,000 m.p.h.), zig-zag maneuverability,
precession, and poor visibility created navigational problems which
required a special, non-magnetic compass.
The Peiltochterkompass was
coupled to a “Meisterkreiselkompass” (“master gyrocompass”) mounted
on gimbals, which generated its own angular momentum, and operated
independent to the earth’s gravity and the ship’s momentum or
inertia. This would be true even if the saucer externally cancelled
the effects of gravity, inertia and momentum since, just as the sun
transfers momentum to the earth by electrical current, the saucer
power system transfers angular momentum to the gyro.
Moving freely
on its gimbals, the master gyrocompass pointed in the same direction
all the time, no matter which way the ship turned, held into
position by its angular momentum, as the motor on the slave compass
was actuated when needed to turn the compass indicator dial in the
direction of travel.
This book is the only known documentation concerning the “KT-p2”
project, which
from my analysis appeared to be the only true electro-propulsive
saucer, and hence true
“UFO” possessed by the Germans. In reiteration, any other kind of
“saucer” is not a
“saucer” at all, but only some sort of jet, rocket, or fan-driven
plane, which by
coincidence was only shaped like a saucer. There is nothing inherent
in the “saucer”
shape which makes it particularly advantageous over a conventional
aircraft, and in most
cases, is a disadvantage, except in the context of
electro-propulsion only, and this only if it is desired to have
instant 360-degree maneuverability.
The “saucer” projects carried
out in Czechoslovakia were clearly disinformational, given the fact
that von Braun had the electro-propulsive type as early as 1936 by
my documentation. This has come as an embarrassment to those who
have put so much stock in the so-called “S.S. documents from Wiener
Neustadt”, which came under the jurisdiction of the CIA and were
therefore misinformational. It would be wise of you to observe who
among the “UFOlogy” network has been first to make so much of these
documents, as well as who among them have been suckered in by them.
It is likely that true saucers were available at the Wiener Neustadt
base of General Otto Skorzeny, but were not as described in the
tampered literature. It appears that the O.S.I. prepared the
disinformation, and disseminated it with the help of Skorzeny, who
was one of the first to make such deals to stay out of jail.
Skorzeny was also crafty enough to conceal several stashes of high
tech documentation and plans, so that he could coerce either the
Soviets or the Allies into giving him the protection he desired.
The O.S.I. directed attention to the misinformation, through UFOlogy
channels, just in time to anticipate my book. Many suckers fail to
realize that all German saucer materials had already fallen under
the jurisdiction of the CIA O.S.S.), even before the armistice.
One writer/speaker has attempted to distinguish between “saucers of
the secret
societies”, and “saucers which were secret weapons of the Third
Reich”. What is
secret” is secret, and the fact that the electro-propulsive saucers
were used by the Third
Reich in its air defenses meant that the “secret societies” scenario
is only a fantasy
ncouraged by the CIA, while the Gestapo clearly could qualify as a
“secret society”. How secret can it get?
My material is obviously
more secret than the Wiener Neustadt stuff, and I had no help from
the “Knights Templars” or anyone else, and have had to fight tooth
and nail all the way to the day my first edition was finally
published, and am still struggling. Most of my analysis of the
saucer’s propulsion system was extrapolated from my 1953 sighting,
confirmed by what I have learned from my Peiltochterkompass. In the
years since the publishing of my first edition, read by many
engineers and scientists, some of whom are experts on German
aircraft of all kinds, no one has produced any mention of a
“Peiltochterkompass” or the “KT-p2 Projekt”, from another German
source or any other. This alone proves the German “documentation”
has been tampered with, because of the conspicuous omission of this
important project.
From these facts, it is my assessment that the so-called “S.S.
documents” are either complete fakes, or have been seriously
tampered with for misinformational purposes. For example, one type
of German ship is referred to in the documents by the name “Kraut
Meteor”. Despite the fact that this was sometimes how the Allies
referred to it on occasion, the Germans wouldn’t have called it that
in their own documents, which would be tantamount to Idi Amin Dada
building an aircraft, and calling it the “Nigger Watermelon”.
seriously doubt that Hitler would have permitted the use of such
derogatory and “decadent” American slang to name a supposed ‘super
aircraft’ of the Third Reich. Having already been suckered in once
by some of this material, I won’t do it again, and I urge extreme
caution in accepting and repeating this material, unless you want to
be made a sucker out of.
Recently, I was contacted by a California person who sent me a copy
Harbison’s book, Inception (Dell, 1991). He was under the impression
that Harbison’s
book had pre-empted mine. Not so. Harbison’s book not only was
fiction (and very
interesting at that), but was based on the misconception that
“German” flying saucers were the first ones, that they used an
aerodynamic “boundary layer” air propulsion system purportedly
invented by a fictitious American named John Wilson, and that the
saucers we see today are headquartered out of an elaborate
underground city built under the ice of Antarctica, run by the S.S.
and worked by slave labor. Boundary-layer “saucers” would not be
true “flying saucers”, but would only be unusual “air-planes” shaped
like flying saucers.
As proven by my Peiltochterkompass and my sightings and
documentation, the German saucers were electro-propulsive Tesla
craft (requiring an inertial navigation system, because of the
high-voltage electrostatic discharges and “Faraday cage” effects),
some of which had 360-degree peripheral maneuverability in 30-degree
increments, just as I observed between 1947-53, in the night skies
of West Texas.
The purported Schauberger ships (the only information we really have
are photos of models built by Felix Schauberger), purportedly built
in Czechoslovakia, were supposedly designed to use an “implosion
turbine” to generate the power to drive an ‘air-blower’ intended to
propel the ship. As such, it was little more than a (flying?) air
conditioning vent, with an unusual engine, and couldn’t have gotten
off the ground.
And even if by some miracle it could have gotten off
the ground, it couldn’t have gone over 300 m.p.h., with the dumpy
design, much less over 1,000 m.p.h. as claimed by misinformationists,
especially since there is not even reliable information that the
ship was ever built. It is too easy to say “the Russians got it”,
and even if it had been built and had flown, it wouldn’t be worth
classifying, any more than the little engine-powered UFO toys, which
at least were more feasible, and are known to actually fly.
There was purportedly a ship designed by Miethe said to be powered
engines—claimed in documents to run on helium—but said to use the
“boundary layer”
aerodynamics of Prandtl. Such a system, if true, automatically ruled
out electro-propulsive ships. It is my belief that if any of the photos are
partially real, the purported
name and propulsion system were misrepresented, to throw
investigators off the
possibility of electro-propulsive ships. There is a photo (real or
fake?) purporting to
show Miethe explaining this type to Hitler on Apr. 7, 1944. It was
purportedly tested in
November, 1943, which would be only one month after the manufacture
date of my
Peiltochterkompass, which raises a probability against mere
coincidence.
reason, I believe that some of the photos—but not the usual
‘technical descriptions’—of
these ships, may be genuine. The drawings of the basic internal
structures may also be
somewhat accurate, disregarding the misinterpretations given to
them. Large, round ball
shapes are shown in the drawings, and three of these are shown in
the large “mother
ships” (what I call “flying submarines”). These ball shapes could
have been liquid
helium fuel tanks. A “helium power” system could run “BMW engines”,
as shown by
the Papp engine shown in the Appendices.
Twelve engines would
suggest that each
engine drove a separate electrical generator around the periphery of
the saucer, which is
consistent with the Peiltochterkompass design. The “Miethe saucer”
could be from the
“KT-p2 Projekt”, the particulars (name, power system, etc.) having
been obliterated and
faked with misinformation. Though labels and nomenclatures of
drawings allegedly
from Wiener Neustadt appear to have been altered—especially the
written documents
alleged to have been with them, which contain silly language—some of
the physical
designs makes sense in terms of electro-propulsive ships, when
“corrected” by my
One sketch shows a manned “Flying Turtle”, which is very
similar to the ones I
saw in the WW II 8th A.F. film taken by a B-17 bomber crew. I saw
this film while a member of the 26th Strategic Reconnaissance Wing,
Operations Intelligence Division, Strategic Air Command, Lockbourne,
A.F.B., Ohio, in late 1957. We viewed the film with other
intelligence personnel, several of whom had participated in the
actual bombing raids in which the film was shot. My O.I.C., Lt. Col.
Edward R. Jirles, was involved with Operation Paperclip, as he was
among the first Army C.I.C. personnel in the Rheinland. In fact, he
was responsible for hunting down and bringing in the
“Werewolves”—the last fanatical holdouts of the S.S.—for S.E.A.T.O.
Capt. Weismann still carried 9 pieces of shrapnel in his body which
he received as one of the heroes who bombed the Ploesti oil fields
in Romania, and was sufficiently recuperated in time to be aboard a
bomber for the “foo fighter” incidents. Contrary to misinformation,
the “foo fighters” were not radio-controlled, unmanned craft, but
were small electro-propulsive ships flown by pilots, probably
Hitlerjugend.
German daredevils apparently flew these things around the bombers to
disrupt their electrical equipment and ignition systems, and to draw
their fire. Disruption of the equipment would have required no
special equipment, since their dynamic electromagnetic fields and
high frequency corona would have rendered the desired effect on
allied aircraft, just as one shut down the electrical system on my
father’s car in 1957, just outside Levelland, Texas. That ship was
about 200 feet long and was egg shaped, similar to the Flying
Turtles and to those seen by Lonnie Zamora near Soccorro, New
Since the “Flying Turtle” was perhaps the simplest of all the German
types, I present a simplified set of hypothetical drawings and plans
for it. We have no complete, detailed photos or drawings of its
design, other than the 8th A.F. films I saw in 1957, and a
preliminary sketch from German sources, which I give partial
credence to, and present for you with as good an interpretation as
possible. The advantage of the Flying Turtle was its good
visibility, and its cheap, compact, one-man, simple “hot rod”
design, audaciously sacrificing everything to function, to tear into
the skies and interfere with the horrible Allied “fire-bombings”
that killed several hundred thousand civilians in the Hamburg and
Dresden areas.
Because of its oblong (“turtle-shell-shaped”) design,
the control system on these craft appeared to be simplified, with
electromagnets in front to turn the ship. The blast of the air was
relied on to pull the ship into line as the force was applied, to
get the desired maneuverability in the simplest and most direct way.
This explains perfectly how the “Foo Fighters” were able to fly in a spiralling pathway.
The truth of the air combat over Germany reveals heroic tales of
young daredevils and wily old veterans, such as Adolf Galland, who
not only flew with only one leg and one eye, but parachuted out of
several shot-up Gustavs to return immediately to the sky to fight
again, over and over, until there were no more planes to fly29. Many
of Germany’s pilots fought hard, well, valorously, and honorably to
the bitter end.
In the film I saw, in which the Flying Turtles circled the B-17s
helically, along their
flight paths, the gunners were unable to shoot them because they
moved so fast,
although they appeared to hit some of the much slower Me-163
“Komets” (c. 500
m.p.h.) which accompanied the Flying Turtles. The Komets were
cheaply built
“disposable ships”, abandoned in the sky once their rocket fuel was
expended. In one
shot, a Komet pilot could be seen bailing out.
29Heinz Knocke, I Flew For the Fuehrer.
By comparison of
both size and speed
between the Komet and a Flying Turtle (moving more than twice as
fast as the Komet), it was obvious that the central body of the
Turtle was larger than the Komet’s, and was going at least 1,000
m.p.h., in a helical path. This maneuver would be the result of the
pilots simultaneous actuation of both the “up” and “right” modes, in
typical “joystick” fashion. These ships must have required a lot of
dexterity, like a video game or a skate board. The speed was no
surprise to me, since the saucer I saw in 1953 (about 5 years before
I saw the film) was going at least that fast when it did its
90-degree turns.
Since my discovery of how Tesla controlled the brush discharge, to
turn the craft, my plans show only one front electrode, with the
“buoyancy” coils used to create the “up” and “down” movement.
(Actually, an electro-propulsive ship could be flown with only one
set of coils, by diverting the brush at the top to ‘swing’ the ship
sideways “pendulum” fashion, but the speed would not be nearly so
Since the momentum is imparted to the conductor at 90 degrees
to the electric current and magnetic inductance, the flat, pancake
types, which can be firmly imbedded inside the ship’s shell, are
ideal. One would be placed inside the hemispherical nose. A type of
simple joy-stick— controlling the electromagnets to the two sides of
the front coil—divert the brush discharge in the desired direction,
as the body of the craft is swung around by the air to the
corresponding curving pathway, turning the craft right, left, or
straight ahead.
Intelligence agencies have exerted tremendous effort to obliterate
the facts regarding combat reports of German flying saucers, even
inducing false reports of post- war German and Austrian “new-age”
type researchers, by feeding them misinformation. Some of the
researchers even relied on information obtained from the FBI by FOIA
procedures. They just can’t get it through their heads, that NO
CURRENTLY CLASSIFIED INFORMATION CAN BE OBTAINED BY A CITIZEN
THROUGH THE FOIA.
All such information has been “screened out”.
Released documents which (once) contained classified references have
the classified portions censored. That’s what all those blacked out
areas are, stupids! In addition, under the National Security Act,
completely fabricated information is often released through the FBI,
under the FOIA, to mislead researchers who seek to discover
classified secrets. What better way to sucker in those who think
that certain “documents” released by the FBI are necessarily valid?
So-called ‘technical’ descriptions, according to dupes or those who
pretend to know, are downright stupid. For example, the “Feuerball”
(“Fireball”) is described as being a ‘circular’ or ‘spherical’,
remote-controlled craft, from one to two meters in diameter, powered
by a flat (radial) turbo-jet engine, which rotated the outer
periphery around its axis, creating its “glowing” appearance from
the effects of the expulsion of “over-rich” jet exhaust, as it spun
Even more ridiculous, it contained a Klystron tube
(developed around 1939 by the Varian brothers, for Sperry Gyroscope
Company, in America), which pulsed synchronously with Allied radar,
making it invisible to radar.31 If stealth technology were so simple
everyone would have it.
These descriptions just don’t cut the mustard. There was no way to
make a remote- controlled device which did all the things reported,
and the conspicuous effort was to avoid the categories,
“electro-propulsive” and “manned flying saucers”.
30Haarmann, D. H. (1983), Geheime Wundervaffen (supra); Ratthofer,
Norbert Juergen (no date), Demnaechst “Endkampf um die Erde”,
Vienna, A Flugscheiben und Andere Deutsche und Japanische
Geheim und Wunderwaffen im Zweiten Weltkrieg, Sierndorf, Austria.
31Haarmann, Ratthofer (supra).
2. THE TWO BASIC TYPES OF GERMAN SAUCERS:
1. The ovoidal type, (or “linear
type”) which flew lengthwise, and included the “Flying
Turtles”, “Mother Ships”, and “egg-shapes” (which in some
cases appeared to have more cylindrical shapes, like the
“cigar” types, probably due to the necessity to use the most
convenient means of fabrication and control at the time)2. the silvery disk type, which flew peripherally, such as the ones
seen by my mother, with some alterations to produce the “double-wok”
shape seen by us in 1953.
There are some very close correlations
between the alleged “Vril” ships and those seen by my mother and the
entire personnel of the City Hall in Kermit, in 1950, and the ones
seen by our entire family in 1953.1 have some friends who saw a ship
similar to the Vril type (with a slot around its center), near
Pecos, New Mexico a few years back. If the so-called Miethe ship was
electro-propulsive, the “12 BMW engines” idea was probably
misinformational.
A “boundary-layer/flying air conditioning
vent”-type ship couldn’t have lifted off with the 3” tank cannon and
turret alleged, even with 12 BMW engines. The measly vents would
have carried insufficient thrust, and the air friction would have
literally burned up the ship. Consistent with my mother’s
information from Roswell and Alamogordo friends in 1948, helium was
probably used as fuel in the German KT-p2 ships, which is the
probable reason the Zeppelin program was abandoned, since all the
helium was needed for flying saucer fuel. Besides, why have
Zeppelins when you can have flying saucers, using similar
construction techniques?
The helium reactors and the KT-p2 ships probably worked as follows:
NOTE: It is probable that a large Tesla coil system (2 coils for
each direction, one for
AC. and the other for D.C.) surrounded the cockpit area, triggered
in 12 peripheral
directions by “trigatrons”—triggered, helium-filled spark gaps—fired
by 2,500-volt
D.C. trigger currents, actuated by relays connected to the
Peiltochterkompass. These could have controlled the discharges on
demand, on the hull, thus easing problem of handling such high
voltage currents. German technology on trigatrons was first made
available to American electrical engineers at large, in 194632. Very
little of this information was declassified even by 1959.
The following illustrations regard my view of various German WWII
32Published Proceedings of Institute of Electrical Engineering
[Proc. IEE, Vol. 93,1959]. &
3. Recent Notes Regarding American UFOs
In 1995, just after I had completed the manuscript for my second
edition in August, an “Aurora” crashed and burned near La Luz, New
Mexico, just to the north of Alamogordo and Holloman Air Force Base.
This material developed too late for me to include in the second
edition. Around five days after the crash, while at the intersection of Old
Pecos Trail and Rodeo Road at the southeast corner of Santa Fe, I
saw a gray, ‘pug-nosed’ stake bed truck which had exited 1-25 from
the south, as it stopped at a light.
It had a CIA license plate on
the center front of its bumper. As it turned left to go west on
Rodeo Road— which goes across the south side of Santa Fe—I noticed
that it had a tarpaulin on its bed covering some debris. It went
west to Cerrillos Road, turned north to Siler Road, then made a left
down Siler, and took a right down a street leading to a recycling
center which I often went to. There, it unloaded its ‘salvage’.
The following day, I examined the debris, and even
disassembled a
component.
The salvage included the following (drawn to the best of my
recollection):
The debris was blackened from the burning, and someone had taken a
sledge hammer to the dish, in attempt to deface it, but failed to
break a single “power-vac”. The entire assembly appeared to be a
high-amperage switching system which carried 15.5 Kv current to two
places at a time, totaling twelve in all, in bipolar pairs. This
seemed to confirm the rumor that the “Aurora” could hover and use
“UFO-like” electro-propulsive technology, in addition to its normal
turbojet power.
It is interesting that the name “Aurora” is used for this craft,
since the discoveries by Kristian Birkeland and Hannes Alfven, that
the Aurora Borealis is a giant current from the sun into Earth’s
north pole, which transfers angular momentum from the sun to the
earth, and showed the relation to Tesla’s electro-propulsive
technology and Dynamic Theory of Gravity.
The principle was
illustrated by the sighting made by myself and several others as I
sat in a hot tub at the Ten Thousand Waves Japanese Bath House near
Santa Fe, on the evening of Jan. 26, 1996 (illustrated on page 181).
The brush discharge extended above and ahead of the ship as momentum
was transferred to it from the ether carriers.
The usual practice in handling debris from a crashed classified
aircraft, such as the Aurora mentioned above, is to separate it and
haul it to the four winds, using several salvage yards, to avoid
detection or identification of the debris, but how could I have
missed it with the CIA stakebed, only days after the Aurora crash,
coming from the south, with a tarpaulin-covered pile of debris on
its bed? Why didn’t they just fire off flares to signal their
Word apparently reached the CIA that I had examined the debris,
since the salvage yard owner created some phony reasons to ban me
from his yard. He said he had to play ball with the spooks, or they
won’t bring him any more salvage. The time will eventually come when
debris from salvaged saucers will become as common as that from old
cars, and there will even be “used saucer lots”.
The oblong, lozenge-shaped ship with rounded edges, was about 10,000
feet away, and executed a perfect, circular flight in around ten
seconds. Since its circle was around 30 degrees across, its speed
was around 2,000 mph. It was around
3/4 ” long at arm’s length, which
means that it was around 400 feet long, about 250 feet wide, and
appeared to be about 50 feet thick. In other words, the ship was
about the size of a five-story building which occupied the shape of
the area inside the track around a football field.
On July 19,
P.M., my son and I sighted a couple of huge,
saucer-shaped ships, as we exited Furr ‘s Food Emporium, a large
grocery store on St. Michael’s Drive, on the southeast side of Santa
Fe. The ships were hovering and maneuvering between Santa Fe and the
‘tech’ areas to the south of Los Alamos National Laboratory. Due to
the apparent distance to these ships—at least five miles—and their
relative size, they were very large, several hundred feet across.
One ship hovered horizontally for a short time, while the other
appeared to be hovering at an angle, showing its bottom, which had
four large, red lights on it. The horizontal ship had a single row
of red lights around its middle, in what appeared to be a trough.
These round red lights, which had to be around five to ten feet in
diameter, ‘throbbed’ in sequence, from left to right, becoming
bright then dim, one after the other. These were apparently to
stabilize the ship’s precession, and the fact that they
‘throbbed’—increased and diminished gradually in power, rather than
“flashed” abruptly—indicated that they smoothed out the transition
of force from one electrode to another. This would produce a more
stable effect to counteract the precession problem.
The large lights each had a hexagonal, ‘honeycomb-like’ pattern,
indicating that they were composed of many smaller infra-red lights,
each mounted in hexagonal frames. This was probably because of the
difficulty in getting larger I.R. lights, and the fact that, even
though one light might burn out, the others would remain to function
until the burnt out lights could be replaced. The I.R. emissions
seem to have the opposite effect on the brush as a magnetic field,
inducing the brush to follow the beam to counteract its tendency to
spin, since the spinning creates the precession when the ship is
The I.R. lights are to stabilize the ships. Here is a
simplified drawing:
4. MY FLYING SAUCER DRAWINGS AND PLANS:
Preliminary Technical Background
Having determined that a DC. brush discharge induces movement in the
direction it is pointed, by “rarifying” and stretching the ether,
Tesla did intensive research with the phenomenon of rotating brush
discharge, and how it can be controlled.33 This research led up to
Tesla’s proof of concept, by 1894. The rotation of the brush, caused
by rotation of a magnetic field, is the apparent cause of precession
of spinning bodies, and of non-spinning flying saucers. Since the
brush induces movement in the direction pointed, its rotation causes
the precessive oscillations.
This is also consistent with the
rotation of the brush clockwise in the northern hemisphere, and
counterclockwise in the southern hemisphere. Since a spinning body
carries electrostatic charges as it spins, it generates an invisible
brush which moves at a slower rpm, to create precessive movement.
Here, Tesla artificially created a rotating brush by inductance, in
a non-spinning body.
P2 (or p2) is apparently two primaries, since two identical pancake
secondaries can respond at different wave forms, determined by
tuning in each of the two primaries. At one-quarter wave, the
secondary will create a D.C. brush discharge. Referring to the
illustration on page 197, Tesla’s patent #723,188, Method of
Signalling, P1 and P2 are the two differently tuned pancake coil
primaries, each having identical secondaries, run on the same
system, which makes them appropriate for electropulsion.
An electrostatic generator is unwieldy and has a low output for its
size. The problem Tesla faced was how to produce a
pseudo-electrostatic D.C. brush with his small, light-weight high
frequency coils. In reiteration, in the page 197 illustration, the
coil to the left can be tuned to a quarter wavelength, to produce
the brush discharge, while the coil to the right is tuned to a half
or full wave, constituting a high frequency alternating current. The
brush enables the ether carriers and tubes of force to enter the
ship’s conductors (the metallic shell), while the other coil
compresses the ether carriers so that no tubes of force can pass, so
that the ship will have no inertial resistance to hold it back, and
it can be accelerated quickly as well as turned on a dime.
Since the direction of momentum will be normal to the surface of the
conductor, the brush can be diverted around a curved surface which
is perpendicular to the direction of desired movement. It was
necessary for Tesla to learn how to control the position of the
brush, since a brush-control system (magnets) would make it
unnecessary to have a cumbersome system of different coils for every
direction. With a simple two electrode system, the ship could be
propelled in any desired direction. As stated by Tesla34,
rotation may be reversed by a magnet kept at some distance. “
“...the fact that the brush turns, as far as I could observe, in any
position, would speak for this view.”
In his vacuum tube experiments with the brush, using concentric
(double, inner and
outer) bulbs, with a central emission electrode, Tesla stated: “As
to the cause of the
formation of the brush or stream, I think it is due to the
electrostatic action of the
globe and the dissymmetry of the parts... “, saying that if the two
bulbs had been perfect,
concentric spheres, with identical quality and thickness of glass,
he thought the brush would not form, since “...the tendency to pass
would be equal on all sides.“
33Nikola Tesla, Experiments with Alternate Currents of High
Potential and High Frequency (Lecture before the Institute of
Electrical Engineers, London, 1892) McGraw Publishing Co., New York
34Nikola Tesla, Experiments, etc. (Supra) p. 48.
In 1899, after the London lecture, Tesla stated that he had
developed what he called his “single terminal coil”35. The new coil,
which could be in a cone shape or of the “pancake” type, could be
tuned to one-quarter wave to produce the brush discharge by means of
impulses which have a negative preponderance, or tuned to the half
or full wave, to produce the high frequency A.C. current.
As said by
Tesla earlier36,
“...in alternating currents of very high frequency
the positive and negative impulses are not equal, but that one
always preponderates over the other. “
The D.C. nature of high frequency quarter-wave pulses have been
similarly analyzed in modern times37, as follows (in pertinent part,
emphasis mine): “Since electromagnetic effects are not transmitted
instantly from point to point in space...there is a time lag between
changes in charge and current distribution on the dipole” which
“...allows some of the energy to continue flowing outward even
though conditions at the dipole may have changed to indicate an
inward flow of energy...as ij some of the electric and magnetic
field has become detached from the dipole or ‘shaken off’ by the
oscillation. “
The intensity of the emitted wave is dependent upon
the increased frequency, and the time lag becomes more significant,
since “...the power radiated varies as the fourth power of the
frequency. “
Tesla moved his primary to the outside of his new “single terminal
coil”, with each turn of the secondary (inside it) having
progressively increased spacing and insulation, as the potential
increased between the turns, toward its single center terminal. This
allowed for higher voltages with greater effect, since the vector
product of the electric and magnetic force in a region of space
determines the extent of electromagnetic momentum imparted.38
35Nikola Tesla, Letter, Some Experiments in Tesla’s Laboratory with
Currents of High Potential and High Frequency ELECTRICAL REVIEW, N.
Y. (1899). 36Nikola Tesla, Experiments, etc. (supra). 37R. L. Armstrong & J. D. King, The Electromagnetic Interaction,
Prentiss-Hall, Englewood Cliffs, N. J. (1973). 38J. J. Thomson (supra).
as Thomson said, momentum is imparted to conductors at right angles
to the magnetic inductance and current, it naturally follows that
Tesla’s single terminal pancake coil is most appropriate, because
it’s flat profile allow it to be conveniently positioned in the
ship’s peripheral spaces, parallel to and inside its outer surfaces,
which conserves space inside.
The first of my proposed ships, of ultimate simplicity, has an
electromagnetic turning system, with two coils used for vertical
buoyancy, and two coils used for horizontal flight. Two sets of
electromagnets mounted peripherally to the front coil are used to
divert the brush to the right or left.