A New C-130 Prop leads to an incredible weapon of awesome power! I could get put in jail or worse for revealing this but someone has to stop them before they kill a lot of people. I have to start from the beginning to make you understand how some very complex physics is now being developed as the worst weapon man has ever conceived. It all started with a recent discovery by the NRL that has the military scientists scrambling to explain what they have seen. Here is the whole story: The venerable C-130 is a time tested four-engine, turbo-prop aircraft design that we have simply not been able to improve upon. It is rugged, can land on almost anything and carries tons of weight and has very long range. Each new model upgrade has been given a new letter and we are now up to C-130Vs. There is, however a new prototype being tested at NRL. The soon-to-be C-130W was to have only two high efficiency, high torque, high-bypass turbo-prop engines using a new synchronized two bladed 21 foot long prop blade using a new fluid version of a variable ratio transmission (FVRT). This two engine, two bladed prop would seem to be a throwback in design since one of the previous NRL C-130 prototypes used a ten bladed prop but this new blade is very special and in combination with the FVRT, was expected to be a better design The prop blade is very thin and light weight- only about 4 inches at its widest point – and spins at an incredible 45,000 RPM because the high torque engines are able to achieve incredible gear ratios with the FVRT. The blade telescopes outward from the hub after takeoff to reach its full 21 feet without banging into the ground. The inside of the blade has a cable that is controlled within the hub. There is a thin carbon-fiber cable running down the center of the blade to hold it to the hub and to allow it to be extended and still flex as the speed increases. At the tips and along the blade of the props are tiny electric circuits that send back data about speed, air, temperatures, humidity, air density, and other data that lets the computers tweak the blade shape and engine speeds. The reason that all this is important will become clear shortly. The light weight, shape and design makes for a blade that can withstand the very high speeds and still function. In fact, it is the blade that actually sets the peak speed of the prop, not the engine. The mix of torque, FVRT and air density causes the blade to spin up to a maximum speed and then hold a constant speed for a given set of conditions. As the air thins at high altitude, the prop spins faster but eventually it is suppose to reach a maximum speed – or so they thought – let me explain.
As with most props, it does not move the aircraft by pushing air out the back like a jet but by pulling it forward using the forward horizontal lift of the prop blade. At slow speeds, the shorter blade twists to give a greater angle of attack to bite into more air but at its fully extended length and highest speeds, something different happens. At full speed, the fully extended tips of the blades are moving at 19 miles per second – that is more than 67,000 miles per hour or about 1.1% the speed of light. It has long since passed Mach 1, in fact it is moving at 61 mach! In actuality, Mach is meaningless at these speeds because if the plane is not moving very fast, the blade spins in a near vacuum. The air does not have enough time to close in on the space where the blade was before the other blade spins into the same space. In fact, the maximum blade speed was initially thought to be while it was on the ground and creating this near vacuum in which there was very little air density so the blade spun faster. Then as it began to move faster after takeoff, the speed of the rotation actually slowed and then speeded up again. Once it is moving, the blade actually works better and better as the speed of the aircraft increases and so far they have not found a limit on how fast it will go. They have taken a test C-130 up to just under Mach 1 but were afraid that its wings and large tail could not structurally withstand the turbulence of a trans-sonic flight. Newer carbon-fiber swept wings are being developed and a new nose and tail The new engines, blade and transmission are really interesting but that is not the cause of all of the buzz. What is causing a stir is the unusual speed the prop has attained in full speed flight. The blade started going much faster than anyone had predicted. In fact, in a test in 2002, as its speed passed 67,000 RPM, it was shut down manually by the pilot for fear of flying apart. They have spent nearly two years trying to figure out why it is doing this.
High speed rotation was the intent of the design all along so the bearings, shaft and hub strength and mounting are all very robust and were found to be safe up to 100,000 RPM in test-bed tests. Simulated testing based on materials strength indicates that it should be safe up to 150,000 RPM but the entire airframe has not been tested to that level of vibration or speed. Recently, a special test bed flight platform was fixed to the nose of an old KC-135 (Boeing 707 jet airframe). A specially designed blade was built with extra strength and mounted on a new engine with a FVRT. The blade was made so it telescoped down in size until it was extended to its full length in flight. This allowed the KC-135 to take off. It also allowed for the testing of props longer than 21 feet. Once at an altitude of 55,000 ft – normally too high for most prop planes, the new prop and engine were started and gradually run up to maximum. It passed 50,000 RPM within a few minutes and continued to climb in speed for more than an hour. The KC-135 increased in speed with the assist of the prop until the pilot shut off his four jet engines and let the aircraft be driven only by the one prop in the front. The speed dropped initially but eventually was back to its former speed and accelerating – passing 500 knots within another hour. High speed cameras were aimed at the prop from several angles on the KC-135s wing and blade tip data was being recorded. After flying more than 4 hours at over 500 knots and a steady increase in prop speeds, the pilot brought all the jet engines back online and spun down the prop and retracted it for landing. Upon examination of the cameras and blade tip data, they think they have discovered the reason for the over speed prop. The end of the prop was slowly changing shape in a totally unexpected way. More specifically, it appears to be bending and flowing backward as if it was trailing a ribbon behind the blade tip. As the speed increases, the blade appears to get shorter and shorter while the part that trails behind gets longer and longer – as if it were bending backward.
This visual evidence is counter to everything known of metal in the presence of this much centrifugal force. The spinning blade should have such a huge force pulling outward due to the very high centrifugal forces, that nothing should be bending – especially at right angles to the prop and parallel to the line of flight. Finally an explanation was found: The tip of the prop is traveling at over 1% of the speed of light and that gives it a different temporal (time) relationship to the rest of the aircraft. Time slows down as you approach the speed of light so the top of the prop is actually in an earlier time than the rest of the aircraft. Even at 1% of the speed of light, there is a measurable and visual difference. I have not done the math but the Lorentz-Einstein math says that relativistic time stops at the speed of light so if we assume that we get 1% time-space distortion at 1% the speed of light, we can see and calculate the prop distortions. At 500 MPH, our analysis shows that the tips of the prop are moving at around 100,460 MPH in a circle and also moving forward at 733 feet per second. If the very tip is actually not in the same time as the rest of the prop, and time is distorted by 1%, then it will appear to be about 7 feet (88 inches) behind (slower than) the rest of the prop. In other words, what their high speed cameras showed was a prop that curved backward so that the very tip was stretched and bent back by 88 inches. As the speed of the prop and the speed of the aircraft increased, the length of the curvature and the amount of the prop blade involved increased. What it was seeing is the same prop but as it appears slightly in the past and therefore slightly behind where the prop is now. As more and more of the prop reached higher and higher speeds, it appears to be further and further behind giving the false impression that it is bending. It isnt actually bending, we are just seeing it where it was in a recent past time.
But that is not all. The extensive instrumentation of the test prop showed that it actually got easier to spin it as it went faster. The outward centrifugal forces should make it appear that the prop is getting heavier but the instruments are showing that the prop is actually getting lighter in weight as it spins faster. That is contrary to what was expected since the centrifugal forces should have increased its apparent weight but measurements dont reflect that. An extensive study has revealed why. Relative to the measurements taken in the present time – relative to the aircraft – there is a portion of the prop blade that is effectively missing because it is spinning in a different time! The tip is effectively not there NOW because it has moved into an earlier time. Since it is effectively missing as far as the measurements of present time torque, air resistance, friction, momentum, inertia and centrifugal forces, the engine can spin the remaining part of the prop blade easier. But, as the engine sees less load, it can spin faster for the same amount of fuel and as it goes faster, more of the blade moves into the past. Essentially, as the prop speeds up, more and more of the prop is moving into an earlier and earlier time – so the prop continues to go faster and faster. But now it gets really weird. Since the Lorentz-Einstein math says that relativistic space-time effects are a constant and applies to everything, the guys at NRL hooked up a laser to the hub so that it pointed directly at a very tiny reflector attached at the very end of the prop. The idea was to use this laser to measure the length distortions of the prop as a result of the centrifugal forces and to a lesser extent to measure the flex distortions. Because of the dual carbon fiber cables inside the blade and the carbon fiber blade shell, it was not expected to show much distortion – and it didnt or rather not in the way they thought it would. Despite the visual distortion of the shape of the blade as shown in the high speed cameras and explained above, the laser showed that the blade was still straight with no bend or distortion. This confirmed the idea that it was not actually changing shape but was changing time. In a few frames of the camera shots, higher humidity made the beam visible and it showed that the laser beam bent in exactly the same way that the metal prop did. The laser beam curved backward and remained exactly parallel along the apparently bent prop blade.
Quite by accident, one of the reflectors broke off and the laser beam extended passed the end of the prop – out into the air but the cameras showed that it continued to bend until it disappeared completely. At the time, this was seen as a curiosity so a much more powerful laser was installed and the cameras were re-pointed and the experiment repeated. This time the clearly visible beam curved back until they were parallel to the flight path and then at about 4200 feet out, it just disappeared. At that point, it was so far in the past that it effectively was not of this time and could not be photographed. Observable evidence was limited at this point so some of the findings were a function of calculations. The laser light was increased in power to try to create a more visible beam. Theoretically, this beam extended well beyond the prop by miles – when stopped, it was measured to be still strong and visible as much as 30 miles from the aircraft. At the speed of rotation of 50,000 RPM, the laser light at 30 miles was moving at 84.45% of the speed of light meaning that the light beam was experiencing an 84% distortion of the space-time continuum – making the beam change a number of its propagation properties. The accepted theory of science is that light is made up of both waves (like the frequency of the colors of the spectrum) and particles (photons which have no mass – or so we thought). The laser light was a single frequency light from a tunable distributed feedback fiber laser having both thermal and piezoelectric control elements giving a single frequency, wavelength and intensity. Using such a beam of uniform, intensity, high spatial purity and high conversion efficiency, we were able to use the light as a benchmark measure for precise spectrual analysis. What we expected was minor nano-level changes but what happened was beyond anyting we had imagined. The time distortion created a cone shaped vortex that extended back from the plane in both space and time – effectively blanketing the entire countryside with a virtually continuous flood of coverage from the beam. The Doppler shift effect on the frequency of the laser light from of the rotating beam altered the signal over the full range of rotation speeds from the hub to the outter most limits of the beam – dispersing a beam of mixed frequencies that went from its broadcast light frequency up to frequencies of cosmic particle frequencies. The trailing edge of the blade was also emitting the light beam signal but the Doppler effect caused the shift to go down in frequency from its broadcast light frequency down thru all radio frequencies down to ripples in induced direct current. Essentially this cone shaped beam was making a powerful sonic boom kind of coverage but instead of sound, the landscape was bathed in electro-magnetic frequency (EMF) spectrum radio waves and light of virtually every frequency spectrum from DC to light frequencies and beyond.
It was quite by accident that we discovered that some of the emissions were in the X-ray and gamma ray range (measured using Compton scattering) and that the ionizing frequencies were having an affect on almost everything. Upon exploring this further, we could not measure the shortest and longest wavelenght with the equipment we had. After some calculations, we estimated that we were creating frequencies in the vicinity of the Planck length. In other words, we were artificially creating the light radiation frequencies that normally exist within and between atomic particles. We could measure down to around 10 picometers but it was obvious that there was something else there. The energy needed for these intense particles would normally be in the range of 100 keV but we were seeing them being created by this cone of EMF without the benefit of a massive accelerator. The effects of the pass-over of all of these frequencies was startling. Since there are harmonic frequencies for virtually everything in existence and this plane was putting out every known frequency from DC to gamma rays and beyond, the destructive harmonic frequency of thousands, perhaps millions of objects was reached. In addition, the super high frequency of the high end, leading edge (compressed) wave front was bombarding everything with intense high energy ionizing EMF radiation that has only rarely been seen in events like electron-positron annihilation and radioactive decay – on the order of 10-20 Sv (Sieverts)! After the fly over (mostly in the Nevada desert north of Las Vegas), the ground under the flight path was found to not contain any hard rocks or crystals. Only sandstone and sedimentary rocks. Anything that was hard or crystalline was shattered into smaller pieces – dust that was finer than sand – more like talcum powder. Compounds were broken into their component atomic parts and atomic bonding was being destroyed within molecules. Anything that could flex, bend or absorb the intense vibrations was mostly unaffected but even most of the plants were wilted and limp. Those items that were hard, broke apart. The weak signal, large area dispersal and the very short duration of exposure is the only thing that kept everything from sand to mountains from crumbling. Several military ground vehicles were in the area and were totally immobilized. The steel in their vehicles was instantly weakened to the point of falling apart. It had the consistency and strength of a Ritz cracker – said one of the workers. Even the mans diamond ring turned to fine shiny dust. The men were seriously injured by what appeared like massive bleeding but they are keeping all that very secret. We, in the electronics room, suspect they were reacting to the massive dose of radiation in the X-ray and gamma rate region. I don’t even want to think about what happened to their teeth and bones. Now NRL is discussing how to control the beam and its effects but are struggling with the relativistic effects of the time-space distortions and the control of the laser beam. I hope you will take this seriously. I could get in a lot of trouble for posting this. If you doubt any of this, check it out. Do the math. Read the Lorentz-Einstein math or Doppler and the aerodynamics of prop blades. The FVRT is not commercially available yet but will be soon. The two bladed prop is still hush hush but can be found in dozens of aerodynamics books. What is dangerous is that this plane, using this beam and prop as a weapon could be made to increase the beam power and destroy everything under it and either side of it for miles – rocks, glass, buildings, people – turning everything into a fine powdery dust or an oozing mass of jelly. We have enough weapons and this is one that kills and destroys everything. I can only hope tht by letting people know what is happening, we can stop more deaths.