The above drawing was made by aerospace illustrator Mark McCandlish who based his sketch on the testimony of a friend of his who witnessed several such craft in operation. On November 12, 1988 his friend had the good fortune of viewing this vehicle and two other electrogravitic craft in a restricted hanger at Norton Air Force base while attending an air show that day. They had diameters of 24 feet, 60 feet, and 130 feet. The crafts were being demonstrated to a select group of people who were given special access at the show. He observed them silently hovering a few feet above the ground. McCandlish made a testimony about this at Steven Greer’s Disclosure press conference held at the Washington DC National Press Club in December 2000. Background information about his disclosure can be found here: https://www.youtube.com/watch?v=Z4yhE1l0CcY. I happened to be present at that conference and had the opportunity of meeting Mark.
Here I will attempt to offer some insights as to how such a vehicle might function. The vehicle has been alternately dubbed the “Alien Reproduction Vehicle”. However, in my opinion there are some aspects which raise questions as to whether the craft is of ET origin. The indication that the vehicle had riveted steel plates, a hatch with a wheel lock similar to a World War I submarine, as well as the general design of the vehicle’s seats and mechanical components resembles manmade construction used prior to World War I. Recent disclosures indicate that advanced propulsion vehicles were in fact being researched in the U.S. as early as the beginning of the 20th century and in Germany prior to the rise of the Nazi regime. But Mark reports that the craft used fiber optic cables presumably with optical sensors to control its pitch and yaw. Also through email communication he told me that the crew compartment is probably fabricated of carbon or kevlar filament. Also he said that the coil section and capacitor plate sections are both embedded in a type of optically clear Herkimer Quartz diamond. The capacitor plates, he said, are a foil lamination made of a Dow Chemical alloy (AZ31-X) that is 95% magnesium and 5% zinc, bonded with molten bismuth, then skinned in a thin copper cladding. Also the side panels and oxygen tanks are all made of composite material. He did not tell me where he got these details, for they were not disclosed in his 2000 white paper. Anyway, this new information suggests that these Flux Liners were built post WWII, possibly after the 1950’s. Mark reports that one air force officer had a chance to see one of these vehicles as early as 1973.
I agree with Mark McCandlish that the vehicles are electrogravitic in nature and that the capacitor plates at the bottom of the vehicle, which are divided in 24 sections, function as electrogravitic thrusters similar to the gravitater capacitors developed by T. Townsend Brown. There is also a coil of many turns of thick copper wire positioned near the top of the frustrated cone hull. McCandlish has suggested that this may be part of a Tesla coil for developing the needed high voltages to power the capacitor plates. However, I believe them to be an integral part of an electrogravitic tank circuit propulsion drive.
Electrogravitic capacitors must be alternately charged and discharged in order to maintain a gravitic thrust toward their positive pole. This is because with a DC charging of the plates, the dielectric eventually polarizes, and produces an electrogravitic force opposite to the initial direction, cancelling out the overall developed force. Brown discovered this in his early electrogravitic experiments; as described in Secrets of Antigravity Propulsion. Repeated charging from zero to maximum applied voltage may be accomplished by polarizing the dielectrics of the capacitors with a DC voltage V, applied in a particular direction, and then applying an AC field to the plates having a voltage equal to that of this pre-applied bias field. As a result, the voltage on the capacitors will alternate between zero and twice the voltage (2V).
This AC alternating field is best accomplished by connecting the capacitors in parallel with a coil to form a tank circuit. The diagram below illustrates one type of tank circuit arrangement. In another design, the current would alternately flow between two capacitors; see second circuit diagram below.
As a result, the voltage on one capacitor would approach zero as the voltage on the partner capacitor approaches a maximum. This oscillation would be accomplished by exciting the tank circuit with an oscillator tuned close to the tank circuit’s resonant frequency.
A given set of partner capacitors could be adjacent to one another with a total of 12 sets completing the circle around the craft. A separate coil could be dedicated to each such capacitor plate set. In a given set, one capacitor bank would be attaining a maximum voltage while its adjacent capacitor bank attained its minimum voltage. As a result, the voltage on these sectors would circumferentially oscillate to set up a rotary electrogravitic wave that would travel around the perimeter of the craft. This rotating electrogravitic field could effectively shield the craft from the Earth’s gravitational pull by redirecting the normally downward terrestrial G-etheron flow in a horizontal direction, e.g. outward rather than downward, thereby reducing the local gravity pull. This would be a secondary effect that would assist the upward electrogravitic propulsive effect produced by the capacitor bank.
Lee Dickenson suggests using the following tank circuit; see diagram below (a revision of his previous diagram updated to include d.c biasing, with two series resonators with outputs phase shifted 180°).
He wrote to me the following. If anyone has any questions about his circuit, he can be contacted by answering his posting below.:
The name “Flux Liner” is appropriate for this vehicle since it must maintain an electric flux in its tank circuits consisting of the capacitor pairs and a coil. The name flux capacitor from the movie Back to the Future also comes to mind as an appropriate designator for its capacitor system.
I agree with Mark that the Flux Liner accomplishes its steering by applying more or less voltage to certain capacitor sectors, e.g., more on one side of the craft as opposed to the other side. In the context of the above-suggested propulsion method, one way this could be accomplished is by arranging that power be added to an extra capacitor layer in the stack of capacitor plates. Perhaps the lower most capacitor plate layer could function as a steering plate. Several sectors on one side of the craft could have their lower plate energized along with the other plates, thereby increasing the overall thrust on that side. This could be accomplished easily by use of a vacuum switch which when activated would connect the lower plate in parallel with the plates above it in its stack. But there may be a more feasible way to accomplish this steering, as described below.
The Flux Liner may not need a Tesla coil to achieve its high voltage. This could be accomplished just by the tank circuit itself. Tank circuits have the ability to progressively increase their voltage from an initially low voltage to a very high voltage during their course of oscillation provided that they are excited at their resonant frequency. High-Q tank circuits can potentially achieve voltages 1000 fold higher than their excitation voltage. Hence a 10,000 volt oscillator circuit could excite its tank circuit to yield 10 million volt potentials across the vehicle’s capacitor plates.
This brings up an alternate method for steering the vehicle. If each pair of capacitor plate sectors were connected through a dedicated coil, with 12 coils being used for the 24 capacitor sectors, then these sectors could be separately excited by 12 oscillators. Selecting a frequency that was tuned closer to the resonant frequency of a certain plate sector tank circuit would preferentially boost the power to that set of plates, thereby increasing their thrust compared to other tank circuit plate sections. Thus steering could be accomplished simply with the use of 12 low frequency audio oscillators whose frequency was slightly varied relative to the tank circuit resonant frequency. The same method could be used to increase the vehicle’s upward thrust. As the capacitor banks are excited close to their resonant frequencies, they will achieve higher voltages and hence greater electrogravitic thrust.
One thing that points to a possible earlier construction date for these vehicles is that they use thick copper wire or copper tubes for their coils rather than high temperature superconducting wire. The designers of this craft would have wanted to minimize the resistance of their tank circuits in order to maximize their resonant Q factor and hence the achievable voltage amplification. The fact that they did not indicates that they were designed in an era prior to the discovery of high temperature superconductors. Copper oxide superconductors capable of working at liquid nitrogen temperatures were not discovered until 1986. In 1973, the earliest date we have when someone viewed these craft, superconductors were able to function at temperatures only as high as 23 K, which implies the need for liquid helium cooling. That the designers of this craft could achieve the observed performance without the use of superconductors is quite amazing.
More about T. Townsend Brown’s seminal work may be found in my book Secrets of Antigravity Propulsion.