INVENTOR'S 'IMPOSSIBLE' PROPULSION SYSTEM (OURS) PROVEN TO WORK BY NASA
EMDRIVE’S THRUST AND THE BIEFELD-BROWN EFFECT
NASA’s Peer-Reviewed EmDrive Paper Has Finally Been Published
After months of speculation and leaked documents, NASA’s long-awaited EmDrive paper has finally been peer-reviewed and published:
THE BIEFELD-BROWN EFFECT :
From the 1st of Feb. till the 1st of March in 1996, the research group of the HONDA R&D Institute conducted experiments to verify the Biefeld-Brown effect with an improved experimental device to reject the influence of corona discharges and electric wind around the capacitor by setting the capacitor in the insulator oil contained within a metallic vessel. They found that the weight loss by an alternate electric field, i.e. the dynamical effect, was greater than by the static one:
If we place a solid dielectric inside the EmDrive’s cavity then, essentially, we will have an asymmetric capacitor subjected to electromagnetic radiation, i.e. the dynamical Biefeld-Brown effect (the Abraham force).
What if we do not place a solid dielectric inside the EmDrive’s cavity? Then EmDrive’s thrust is still due to the Abraham force, because the Abraham force appears not only in solid dielectrics, but also in liquid and gasdielectrics, like air in the EmDrive’s cavity.
NASA — National Aeronautics and Space Administration
It is a well established fact in the literature, that a force, or thrust, may be generated by a capacitor charged to a high potential [ the Biefeld-Brown effect ]. Although there are different theories regarding the basis for this phenomenon, there is no dispute that a force, or thrust, is generated by capacitors under such high voltages. However, the thrust generated by such high potential capacitors has been minimal and thus this phenomenon has had very limited practical utility:
tldr Thrust data from forward, reverse, and null suggested that the system was consistently performing at 1.2±0.1 mN/kW, which was very close to the average impulsive performance measured in air…The current state-of–the-art thrust to power for a Hall thruster is on the order of 60 mN/kW. This is an order of magnitude higher than the test article evaluated during the course of this vacuum campaign; however, for missions with very large delta-v requirements, having a propellant consumption rate of zero could offset the higher power requirements. The 1.2 mN/kW performance parameter is over two orders of magnitude higher than other forms of “zero-propellant” propulsion, such as light sails, laser propulsion, and photon rockets having thrust-to-power levels in the 3.33–6.67 μN/kW (or 0.0033–0.0067 mN/kW) range.