Jeremy Matthew Partington

Description

The Anti Gravity Drive utilises mechanical energy exerted on constrained masses within gravitational fields to modify the initial trajectory of the apparatus. These two masses are tethered or otherwise constrained, so remain attached and part of the physical body of the apparatus, but are permitted to travel in the required directions. When referring to the two masses, these can be two single masses, two groups of masses, or separate component assemblies with or without payloads, the important distinction is that they are directed in overall opposite directions as the primary function. Most of the main components of the apparatus are designed to provide the constrained motion of the pro- pellable masses. A coupling is required to effect trajectory manipulation of a payload, this coupling assem bly will be located in the centre of the apparatus if minimal accelerative forces are required. Tire central load can be minimised by limiting central componentry to the mass constraining device by incorporating all other componentry and any payloads with the propellable masses. Minimising the central load of the apparatus maximises performance.

For the purpose of explanation, the force action applied to the two masses is equal and opposite. It is pos sible to propel the propellable masses in directions with vector components aligned or unaligned with the apparatus trajectory if the central load is included in the force action. Regardless of the number of compo nents interacting, initial momentum is conserved. Operation to manipulate the orbital plane of the apparatus requires the directed mass vectors to be directed into asymmetrical orbital planes, resulting in asymmetric gravitational forces.

Operation to descend require downwards and/or backwards components to be applied to one of the directed mass vectors.

Operation to affect rotational motion requires the masses to be travelling in different directions relative to each other offset such that a rotational moment between the masses is created, enlarged or negated either partially or fully.

The quantity of mass should be close to balanced in either direction, however, variance of the quantity of mass may be used for directional control. In operation, there may be an exchange of mass between the two masses or other elements of the apparatus for directional control.

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(Rule 26) RO/AU Physics of Motion

For operation to gain altitude or lengthen orbit period, acceleration vectors are initially applied orthogo nally to the orbital and gravitational direction to the masses, resulting in trajectories with less curvature than the orbital trajectory the masses were initially travelling along.

Figure 1 of Drawing 1 shows the different trajectories the apparatus will travel on given the same initial velocity and vector. The two different trajectories depend on whether the masses are separated or not. The separation vectors both contain an“upward” component, allowing the masses to reach an altitude R/coso relative to R (higher).

The separation action of the masses adds kinetic energy to the apparatus which is subsequently trans formed into potential energy (elevation). Kinetic energy is added to the apparatus irrespective of the equal and opposite directions the masses are separated along. The most practical direction to raise a payload is orthogonal to the orbital direction and the dominant gravitational vector. In this case, the orthogonality of the separation vectors is not absolute: as soon as separation commences, orthogonality relative to the gravitational vector disappears as soon as any distance is travelled and an“upwards” component of the trajectory appears, or more precisely, the apparatus accelerates less subject to gravity. The initial condition of this example is presumed to be a circular orbit.

The action of moving the masses in the effective directions increases and decreases gravitational proximity of the apparatus (figure 2).

Once the energy of acceleration is applied, the masses move along their new trajectory, which gains altitude relative to the main gravitational mass. The force of gravity diminishes relative to the elevation gained, but because the gravity vectors operating on the masses diverge, the“downward” gravitational force operating on the apparatus as a whole body is diminished further as the overall gravitational force is radially distributed on the apparatus over a larger sector. Tire amount by which the divergence of the gravitational vectors changes is trigonometrically linked to an amount of work done to elevate the masses. The separation action therefore requires energy to be invested and is subsequently stored as potential energy.

When separation occurs, the gravitational vectors influencing the masses individually change in strength and direction. The closest gravitational proximity is encountered when the two masses are as close as pos sible to each other. The maximum gravitational downward force acting on the centre of mass/gravity of the apparatus is also experienced at this position. As the separation distance between the masses increas es, the gravitational vectors acting on the two masses diverge and the overall downward force diminishes.

As an aside, if an object large enough to make a letter C or O around a gravitational body is placed in a sta- ble gravitationally neutral position, gravitational vectors can be seen to be operating in opposite directions on such an object. A diverging gravitational field will apply compression to any two contacting particles or objects subject to the field. Separation creates more compression which lessens the overall downward force acting on the two objects along a line formed between the centre of mass of the gravitational body and the apparatus.

Gravitational compression is the resultant physical force the Anti Gravity Drive works to induce and op pose. The amount of gravitational compression induced or opposed is trigonometrically related to the vertical gravitational force operating on the apparatus through the centre of mass

Gravitational tension operates parallel with a gravitational field and also has an effect on the operation of

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(Rule 26) RO/AU the Anti-Gravity Drive. Gravitational tension operates between connected objects with differing altitudes relative to the gravitational field because the force of gravity is dependent on proximity Gravitational ten sion is observable when water flows from a tap as a laminar flow being broken into droplets. Gravitational tension also works in orbit by aligning objects with the gravitational field or by causing them to oscillate back and forth pendulum like around the gravitational vector. This type of motion is complex, dependent upon velocities, orbital period, altitude and the overall length of the tensile system under being inspected. Gravitational tension generated by an Anti-Gravity Drive can be used to reduce velocities when divergent trajectories of bodies are made to oppose each other.

In addition to diminishing the effective downward gravitational force of the dominant gravitational body, the separation action also causes the influence of a secondary gravitational field to become proportionally stronger relative to the dominant gravitational field due to the change in relative gravitational proximity (figure 3, drawing 2).

The theoretical simplified gravitational model that excludes secondary gravitational bodies sees the ap paratus enter a more elliptical orbit than the initial trajectory when the masses are separated. If the masses are retracted to their original position after one ore more complete orbits, the apparatus will re-enter its original orbit and trajectory. The potential energy of raising the masses is returned and energy is con- served.

Operation

The energy of separation is stored within the gravitational system, materialising in a more elliptical orbit with less curvature than the original orbital trajectory. After any number of complete orbits, the retraction action can be made to restore the original trajectory with a return of the initial separation energy investment providing it occurs at position 1 (PI, figure 4i).

If the masses are retracted to their original position halfway through the orbit, less energy is available to be collected from what was expended by separating the masses because they“fall” through less gravita tional height than they were“raised”. The supplied energy from the apparatus power source is converted into kinetic energy, which is then converted into potential energy (altitude) as the masses become fully separated. As the gravitational vectors operating on the two discrete masses are not parallel,“raising” the masses requires work. The separation action partially opposes the gravitational force and directs some of this finite force to opposing the separation action and assisting the retraction action.

Implied within these force/energy exchanges is the capability to invest and return energy into modifying the trajectory of the apparatus.

As the masses transit along the intended trajectory during separation, they decelerate as an expected result of the gravitational field. If the retraction is conducted halfway through an orbit (P3, figure 4ii), it is oc curring at the minimum velocity of the trajectory. The full overall“downward” force of gravity is restored at that time causing the trajectory to turn downward with a rapid increase in trajectory curvature followed by the apparatus being accelerated on a straightening trajectory downward towards the gravitational body and finally, the curvature and velocity rapidly increase as the apparatus moves toward a perigee (P4). Tire amount of energy not returned to the apparatus upon retraction remains as potential energy and is subsequently converted to kinetic energy as the apparatus accelerates towards the gravitational body. When the apparatus reaches its closest proximity to the gravitational body (P4, figure 4iii), it reaches its

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(Rule 26) RO/AU minimum potential energy and maximum kinetic energy for the elliptical orbit it is traversing at that time. This is the point in time when separating the masses will require substantial energy and will again modify the trajectory increasing eccentricity, allowing the apparatus to traverse to a higher apogee than the previ ous orbits (P5).

Repeating this process of separation and retraction transforms stored energy into kinetic and potential energy. In a simple gravitational system, the eccentricity can be modified until the trajectory leads to a collision with each iteration travelling greater (and shorter) distance from the gravitational body. In a simple gravitational universe, the solitary dominant gravitational body can never be escaped. However, the universe exerts a complex gravitational field. By aligning with secondary gravitational bodies, the ap paratus is able to escape 'the dominant gravitational field by decreasing proximity relative to a secondary gravitational field until this secondary gravitational field becomes the dominant gravitational field (provid ing the trajectories aren’t altered (atmospheric) or terminated by interactions with the dominant gravita- tional body).

The effectiveness of the action of directing the masses depends upon how much altitude is gained (or lost) by the masses. It is also dependent upon the initial altitude. Geometry dictates that with more altitude, a greater separation of the masses is required to achieve an equivalent incremental altitude gain.

The most effective operation would require an apparatus capable of very large separation distances. For an ideal embodiment, the separation and retraction of the masses is performed as quickly as possible. If the masses can reach a point where another gravitational field becomes more dominant, no further separation is required - the apparatus will accelerate to towards the secondary gravitational body.

If the masses are restored to their retracted positions after sufficient time has elapsed, they will be under the influence a new dominant gravitational field. However, because the initial dominant gravitational body is presumably within close proximity of the apparatus, the action of retracting the masses may place the apparatus back within the initial dominant gravitational field.

Linear analogy

Translating the frame of reference to a linear context can provide a useful analogy to conceptualise how an increase in altitude is achieved. If gravitational control could be manipulated to a bouncing ball (or more specifically oscillating up and down), the ball could be made to travel higher if gravity is diminished. When the ball reaches the apex of its trajectory, gravity could be restored to its original value causing the ball to acquire more velocity than it gained upon the original descent. Repeating this process implies that there is no theoretical limit to the achievable altitude. Likewise, the movement of a ball bouncing wildly could be dampened.

Electromagnetic Analogue

A simple thought experiment can validate the basic principles the Anti-Gravity Drive relies upon. It is possible to make a projectile that responds to a magnetic field capable of splitting in two at precise at titudes (opposites). It could be an explosive charge like a firecracker, or any other method to separate by propulsion the two halves in the desired direction.

This projectile could be fired toward a magnetic source which will affect the trajectory. In this circumstance, it is possible to point the projectile close to the magnet but not directly at it and the projectile will

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(Rule 26) RO/AU strike the magnet. If the projectile doesn’t strike the magnet, but comes very close, the magnet will deflect the course of the projectile, curving the trajectory towards it.

If identical trajectories are applied to the projectile, then the same behaviour will be observed. If the pro jectile splits in two at any stage during its course, the two elements of the projectile cannot be deflected as much as if they remained together.

If the elements are tied together with a piece of string, they will still be less deflected by the magnet than if they were not separated at all.

The Anti-Gravity Drive is analogue to this example, because magnetic fields have the same inverse square proportionality to gravitational fields.

Weight, Mass and Acceleration

Analysing theoretical structures proportionally large relative to the gravitational body they are influenced by is helpful to visualise how the force of gravity is distributed. If an extraordinary large pair of balance scales are imagined sitting on a simple digital scale, it can be seen that the weight of the balance scales read on the digital scale will depend on the horizontal width of the top bar of the balance scales. As the top bar becomes wider, the weight on the digital scales reduces despite identical mass (if the width is adjusted larger on a live structure, work is done). The trays of the balance scale are also pulled inwards in slightly opposite directions, so they can be seen to be applying a compressive force to the top bar on top of the opposing cantilever forces the top bar resists. The decrease in weight is related trigonometrically to this compressive force.

If the chains holding the balance scale trays yielded, they would be seen accelerating at the same rate but in converging directions. The scale trays could strike each other on the way down (by somehow having a form that envelops the base) which demonstrates a horizontal acceleration. The energy of this strike is also related trigonometrically to the energy dissipated when the trays finally reach the ground.

Importantly, the combined acceleration in the overall (the combined body) downward direction (parallel to the balance scales’ vertical centre line) of the trays becomes lower as the top bar of the balance scales is made larger.

Directional and Positional Control

A limited but useful amount of directional control is available by two methods - changing the mass bal ance between the two masses and varying the attitude of the separation vectors.

Positional control refers to the intended destination which will govern the headings of the directional con trol. Positional destination also needs to be defined with a velocity and a heading.

To consider the effect of these two directional control strategies, the problem of positional control needs to be understood with acknowledgement of the challenges of navigation in space compared to navigation on Earth. The most significant aspect of this is the fact that all destinations in space should be considered moving unless you’re anchored to the same body as your destination (even then this can’t be said arbitrarily). Making a safe rendezvous requires two bodies to meet at velocities within the material limitations of the contacting structures.

Operation of the Anti-Gravity drive for the purpose of gaining altitude (directional control) is best

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(Rule 26) RO/AU achieved with propelled mass trajectories perpendicular to the gravitational field. This context of usage is described by three trajectories - those of the two propelled masses and that of the central structure coupling the mass retention cables together with the payload, definable as the central apparatus load. The propelled constrained masses with insignificant central apparatus load will follow two ellipses with mir- rored orbital planes. Interaction with the central load limits the extent of these ellipses and will produce compound elliptical trajectories defined by the positions of the three parts of the apparatus.

The two propelled masses would rendezvous in the mid phase of their respective orbits if they were set on these courses and not perturbed aside from by the effect of gravity. In this situation, with enough length coupling the two masses together, no tension in the cables needs to be resisted because the masses trajecto- ries diverge. The masses will converge slower than their initial forced divergence due to the lower veloci ties on the slow sides of the ellipses. To gain more altitude, the masses need to be coupled together at their first trajectory intersection following separation until the apparatus reaches near the vicinity of maximum velocity. The immediate effect of coupling at the first intersection is restoring the gravitational effect to its maximum, causing a more elliptical trajectory to be followed, accelerating faster towards the gravitational body than if the masses dodged or bounced off each other. As earlier described, this cycle is repeated until the desired altitude is achieved at the orbit perigee.

The effective gain in altitude has an effect of lengthening the orbital period of the spacecraft. This aspect of the possible trajectories allows the spacecraft to wind back its own orbital period to closely synchronies with another orbiting body (sharing similar orbital energy) allowing for a gentle rendezvous.

A motion simulation (drawing 3, figure 5i,ii,iii,iv) of an apparatus transitioning to an orbit of greater ec centricity and magnitude yields an elevation of about 6 Km from an initial orbit 7000 Km from the centre of the Earth, or a little over 600 Km above the Earth’s surface using mass displacement of 425 Km (950 Km total) with an initial acceleration of about 250 ms ^~ 2 for 2 seconds. This potential is somewhat illusory because the velocity of the apparatus is lower at this position. The period of the orbit is increased by 1/550, meaning that after the initial separation leaving the masses unperturbed aside from by the force of gravity, after 550 orbits, the apparatus will rendezvous with another body traversing from the same initial orbital position of the apparatus.

Symmetric Elevation and Period Simulation

The most simple mode of operation of an Anti-Gravity Drive is simulated in these diagrams. Tie blue bodies represent the initial apparatus orbit prior to mass separation and provide a gauge to illustrate the change in orbital period and elevation of the separated masses, represented by the white bodies. Hie direction of travel is counter-clockwise.

This simple operation can be accomplished without providing a retraction force because the separated masses diverge and converge periodically.

This simulation is near to scale aside from the masses which for illustrative purposes are 160 Km in di- ameter relative to the scale. The white bodies are emitted with identical horizontal velocity and the blue bodies have an added vertical (north south) velocity component. The directed mass separation provides an increase in velocity from 7,546 ms-1 to 7,547.6 ms- 1, about 1.6 ms- 1, or 5.7 Kmh- 1.

Maximum separation of about 950 Km occurs as the white bodies pass throught the minor axis of their orbital ellipse. Maximum elevation of 6 Km above the circular orbit of the blue bodies occurs at the apo-

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(Rule 26) RO/AU gee. The orbital period of the blue bodies is about 98 minutes and the orbital period of the white bodies is about 98 minutes and ten seconds. Figure 5i-iv show the relative positions at the end of the third orbit.

Orbital Planes and Vertical Transitions

Operating the Anti-Gravity drive for the purpose of manoeuvring into different orbital planes is possible and can be controlled by manipulating the initial attitudinal vectors of the propelled masses. When the altitudinal vectors are directed with oblique headings compared to the overall trajectory of the spacecraft and the gravitational field, the resultant compound trajectories will be asymmetric. The major axis of the constituent ellipses will not be shared. The two propelled masses would not rendezvous in the mid phase of their respective orbits if they were set on these courses and not perturbed aside from by the effect of gravity.

Given this scenario, there are points in the orbital cycle where one of the propelled mass’ orbital plane is less aligned with the spacecraft’s orbital plane than the other propelled mass’ orbital plane. In addition, the trajectory velocities can be disproportionate, meaning that upon retraction of the masses following separation, the orbital plane may change. Upon retraction of the masses, a small amount of energy is withdrawn from the system representing the loss of velocity and a shift in the orbital plane. This aspect is described further in the simulation described on Drawing 4, Figure 6i,ii and iii.

Verticality in this simulation refers to the North South direction.

This near scale simulation depicts the result of providing the directed masses with disproportionate veloc ity propelled in directions orthogonal wih neither the trajectory or the gravitational field. The direction of travel in this simulation is clockwise. The masses are emitted in a series at regular intervals to show posi tion relative to time.

Disproportionate velocity is imparted on the masses by altering the mass balance between the masses. The heavier masses are represented by the white bodies and the lighter masses are represented by the blue bod ies. The blue bodies are 99.95% of the mass of the white bodies.

This modification of mass aligns the orbital period allowing the white and blue bodies to rendezvous in their initial position while experiencing significantly different gravitational trajectory deviation.

Major and minor axis of the white and blue bodies are shown to be significantly offset. The white and blue body orbital planes can be visualised and the initial orbital plane of the bodies prior to separation is purely horizontal.

Analysis of the orbital ellipses identifies vertical transition points - points where the directed mass vectors transition from downward motion to upward motion. At these transition points, the vectors are aligned with the horizontal axis. The vertical transition points are offset by 3.5° each in opposite directions, so a total of 7° offset exists between the blue and white orbital trajectories following separation.

The relative orbital periods cause the offset to be reduced to about 1°, but the diagram show's the first white body of the series advancing beyond its vertical transition (green sphere) point compared to the first blue body of the series emitted at exactly the same time which at this moment in time has not intercepted its own transition point (blue sphere).

Importantly, the improportionate separation movement creates a situation when one body colour has zero vertical momentum and the other has a non-zero value. Retracting the directed masses at these points

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(Rule 26) RO/AU consolidates the momentum in a direction that has a non zero vertical component thus is not aligned with the initial orbital plane.

The exact orbital positions whereby the maximumal vertical velocity components can be created may not be at the vertical transition points, the purpose of this simulation is to provide a situation where simple numerical analysis can prove that manipulation of the apparatus orbital plane is possible by providing an instance where the consolidation of momentum includes zero as one of the factors.

The separation distance observed on the vertical transition interception is quite large wich gives an indica- tion of the difficulty of manipulating the orbital plane of an apparatus bearing an Anti-Gravity Drive.

It is also the case that any variation of mass balance between the two propelled masses will cause the resultant elliptical trajectories of the masses to be different. In the case of attitudinal initial vectors perpendicular to the gravitational field and the spacecrafts trajectory, a variation of mass will diminish the eleva tion potential and the mass with the lower induced velocity will arrive at the mid phase orbital intersection slightly earlier. The two elliptical trajectories in this case share their major axis, but not their minor axis. Because the two masses were directed with the same energy and share a major axis, the spacecraft orbital plane would remain unchanged.

In the case of attitudinal initial vectors not perpendicular to the gravitational field or the spacecraft’s tra jectory, a variation of mass will affect the ellipses proportionately.

A dilemma for operating trajectories outside the ideal perpendicularity to the trajectory is the effect of in duced rotation. The flip side of this is a feature of the Anti-Gravity drive. Retracting the two masses wffien their initial trajectories don’t intersect will lead to induced rotational energy and potentially a lot of this, which can be converted into mass separation. However, there are instances in the cycles where the rota tional moment between the two masses disappears (apparently twice with the rotational moment reversing beyond zero somewhat) and retraction is possible with a minimised rotational moment of inertia.

This capability allows satellites requiring reaction motors to be assisted with an appropriately sized anti gravity drive to correct the cumulative rotational motion that causes reaction motors to become saturated with rotational velocity to the motors limits and no longer functional.

If the trajectories the masses are propelled along reside within a plane defined by the spacecraft trajectory and the gravitational field and are parallel with the apparatus trajectory (forwards and backwards), rota tion will likely be induced upon retraction of the masses. In the case of propelled mass attitudes perpendicular to the apparatus trajectory, energy will be withdrawn due to the masses invariably accelerating away from each other when separated. Rotation will be induced under these circumstances. The orbital periods will be at their maximum difference at an angle between these two circumstances where one of the propelled masses is directed downwards and backwards, so the maximum proportion of orbital velocity may be cancelled out. The effect of this would be decent of the spacecraft through withdrawal of kinetic energy. Most instances of these circumstances will lead to rotation, although the rotational moment can disappear and reverse in specific positions. As mentioned earlier, gravitational tension has an influence on rotating elongated bodies with rotation motion eventually disappearing to be replaced with pendulum like oscillation.

The physical response of the masses to the deceleration strategy at the extent of separation is important for directional control. Careful design is needed to ensure both elastic and inelastic responses are available. If

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(Rule 26) RO/AU the intention of operation is intended to withdraw energy, an inelastic response is required so the masses don’t spring back together. This is accomplished by controlling the tension of the retaining connections such that the tension is reduced to as close to zero as possible prior to maximum desired separation and that the compressive force induced upon retraction is reduced to zero by the time the masses fully deceler ate. If it is desirable to retain the kinetic energy and simply reflect the mass velocity vectors by some type of spring action, then the elastic reactions should be optimised.

The range of orbital trajectories available to an individual apparatus possessing an Anti-Gravity Drive is limited to a series of ellipses evolved or devolved from or to a circular orbit with a particular energy level and period. This limit can be overcome by using two spacecraft that interact. Two bodies with at least one possessing an Anti-Gravity Drive can work off each other to boost each of their orbital energy quanta. An apparatus bearing an Anti-Gravity Drive is capable if winding back (or forward if the initial spacecraft or bital trajectories have an eccentricity between zero and one, i.e. Elliptical) its own orbital period and adjust its orbital plane, thereby enabling this apparatus to rendezvous gently again with the other body after an initial forceful oppositional action had repelled the other body. This process can be repeated indefinitely, enabling efficient propulsion without expending propellant.

Conservation of Angular Momentum

Conservation of angular momentum applies when there is no translation of the masses via separation or retraction. During the separation and retraction phases, the angular momentum of each of the masses increases with the addition of kinetic energy. Tire scalar sum of the angular momentum energy values of the two accelerated masses exceeds the original scalar sum prior to separation or retraction. In limited circumstances, one of the masses may lose angular momentum upon separation or retraction. This can happen if the applied force causes one of the masses to lose velocity, however, overall, the separation and retraction accelerations add energy to the system. When the masses are halted following separation or retraction, the angular momentum of the individual masses is reduced. The excess energy can be either captured by controlled deceleration or reinvested via an elastic reaction such as a bounce or spring back due to tension.

Restoring the apparatus to its original orbit requires restoring the original angular momentum value at the original elevation.

Industrial Application

The most likely initial application of Anti-Gravity Drives will be for use in spacecraft designed to service and position satellites, or aboard the satellites themselves to assist the reaction motors in retaining correct attitude and limited course adjustments. A pair of spacecraft with at least one bearing an Anti-Gravity Drive can be designed to be capable of working off each other to rendezvous with any orbiting body This means a payload can also be positioned in orbit or directed towards the dominant gravitational body or away from it towards a secondary gravitational body, say the moon from the Earth or vice versa.

Spacecraft will not be entirely propelled by Anti-Gravity Drives - rocketry and other similar propulsive technologies are anticipated to be required for minor course adjustments or unplanned manoeuvres. Re action motors and gyroscopes will also be required to assist with attitude adjustment and to temporarily store surplus rotational energy.

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(Rule 26) RO/AU Coupling

Interactions between spacecraft and payloads that require more force than simple connection or bounces via gentle rendezvous can be accomplished by using tethers with automatic coupling devices. Tethers would be stretched out like spider web filaments used by baby spiders to carry them with the wind arid then be caught on an object with the intent of finding its own territory. The further a web filament stretched out, the more likely the swept path of the filament will intersect with another object.

In a similar way, tethers between spacecrafts and payloads can be directed to intersect and thereby couple across large distances. Couplable tethers will work for a range of divergent trajectories, however, if the tra jectories’ divergence exceeds the capability of the tethers and coupling mechanisms, the tethering system will fail. As the tethers collide, there also is the possibility of them tearing through each other because of a massive difference between velocity vectors typically experienced with space travel.

The tethering system thereby needs to be made robust enough to be useful and handle considerable tether collisions for successful coupling.

With substantial enough tethers and coupling systems, it may be possible to collect sub orbital capable spacecraft and bring them into orbital trajectories.

Decoupling

Decoupling requires some force to be applied to separate two orbiting bodies. Small amounts of decou- pling force can be obtained by direct shove off using a variety of methods including linear motors, explo sive expansion, or even by severing a tensile connection between the two bodies.

To decouple in a way that creates large velocities, complex expansion mechanisms similar to the embodi ments (3 and 4) described can be used. The drawback for this type of decoupling method is the large inertial forces that would need to be applied which may not be survivable by crew inhabiting either of the vessels.

To obtain the types of velocities useful for navigating space and not endangering crew, the inertia needs to be generated slowly. This means that higher velocities require more distance for the decoupling force to be applied, meaning the bodies need to be in“contact” over this entire distance. Obviously, motion derived this way does place the two centres of mass on a collision course, but collision can be avoided with appro- priate design, most typically if one of the bodies has a void in the place of the centre of mass, like a toroid or boomerang shape.

Tethers can be used as a“runway” and can be very long. By interspersing magnets or magnetic materials along a tether, it is possible for a body to traverse along the tether by using controlled magnetic fields. In this instance, the tether and the body together form a linear motor. The design of such a system would need to be able to prevent or substantially limit actual physical contact because the velocities intended would be substantial, meaning a failure of the decoupling system could be catastrophic.

Orbital Network

It is envisaged that the implementation of Anti-Gravity Drives will see the space above Earth and elsewhere controlled mainly by spacecraft bearing such drives co-operating in a network. Rocketry will be used for situations where an Anti-Gravity Drive is impractical and vice versa. As the network population

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(Rule 26) RO/AU increases, the responsiveness of the network also increases - movements of payloads can be more quickly performed because there will be closer proximity due to a multitude of nodes.

With sufficient nodes to the network it is thereby possible to maintain a relatively geocentric position of another body at much lower altitudes than required for a geocentric orbit. This would be accomplished by periodically transferring orbital inertia generated by the Anti-Gravity Drive network to the body requir- ing the periodic provision of lift - individual nodes traversing by the other body would singularly pass on their inertia thereby providing lift one after the other to periodically negate the force of gravity on the body. This attribute of such a network would allow for rendezvous of sub-orbital aircraft or even allow the geocentric positioning of a Space Elevator.

The final result can be visualised as operating like a complex mobile space trapeze act enabling efficient mastery of proximate space.

Embodiments

The minimum embodiment of an apparatus capable of elevating itself consists of two retained masses and retaining mechanisms that embody the capability to create opposing forces between the retained masses that impose separation and retraction of the masses.

Embodiment 1 (drawing 5, figure 7) proposed uses structural members within a repeating scissor lift type configuration. While limited in terms of the scale of its separation distance, the rigidity allows for the separated state to be held at the maximum value for as long as required.

Embodiment 2 (drawing 5, figure 8) proposed functions in much the same way as the first embodiment possessing the same attributes enabled through rigidity. This embodiment uses telescopic segmentation to perform separation and retraction.

One drawback for rigid embodiments is the effects of micro gravity which tends to pitch orbiting struc tures vertically. This effect can be corrected for with gyroscopic stabilisers, however with large separation distances, micro gravity forces may require substantial effort to correct this pitching effect.

A more useful variant may be embodiments designed to augment a simple tether type physical limiting device to retain the masses incorporated with a central component that provides a location for the attach- ment of a payload. This embodiment class utilises explosive forces generated chemically, or alternatively by applying electromotive force via an electrical rail gun or similar electromagnetically powered accelera tion device. The embodiments described are intended to use the explosive force of combusting hydrogen with oxygen because reversal of the chemical reaction is a simple process requiring minimal componentry.

The advantages of utilising tethers to provide a physical connection between the two masses and the payload is the ability to span large separation distances, thus greater gravitational vector manipulation is achieved. Micro gravity forces have less effect on the apparatus compared to rigid embodiments because there is practically no propagation of gravitationally induced bending moments that cause rotation, so less positional and/or rotational rectification is required.

Rather than holding their separated position, these embodiments cycle between separation and retraction, meaning the effective gravitational force is a function of the average mass separation distance if the cycles are substantially more frequent than the orbital period. To calculate precise trajectories, the vector sum of the gravitational force operating throughout the respective cycle as well as the slight divergence of the

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(Rule 26) RO/AU two masses away from opposite headings in response to interacting with the payload assembly need to be evaluated.

Increasing the overall mass, the separation distance capacity and increasing transition velocities provide for optimised performance. The first two factors define capacity and the transition velocities in relation to the distance capacity defines responsiveness. Tire ability to transfer mass between the main components for trajectory manipulation is achievable by including piping with the cables, otherwise shifting mass between components is easily achievable through other means prior to separation. A highly useful way of transferring mass would be transferring a flywheel undergoing significant rotation between the main components, allowing rotational kinetic energy to be exchanged between the main components without requiring the components to be rotated in opposition to each other.

Embodiment 3 utilises a yo-yo type action for efficient transmission and conversion of forces. Drawing 6 figure 9 illustrates the main components of embodiment 3, their purpose· are described herein:

1: Payload Assembly - Consists of a large pulley containing a bearing race supporting a reel to allow the two sides to rotate relative to the payload cable. The payload cable assembly can also be made to adjust the elevation of the payload to assist in controlling the overall heading and to make payload docking easier.

2: Tail Force Absorber Assembly - Transmits the force from the halting of the projectiles to the opposing side. Assembly consists of a dynamically locatable cylinder that slides along the main barrel to increase the duration of the force exchanges, thus minimising stresses throughout the apparatus. A force absorber made of a shock absorbing material such as rubber is located at the end of the assembly to extend the du ration of the force exchanges between the respective projectile and the rest of the apparatus.

3: Reel Assembly Rails - Rails are positioned by retainers at each end. Allow the reel assemblies to travel between the retainers in a controlled manner with springs or driven ballscrews. Lubrication shield may be included to prevent lubrication evaporation.

4: Projectile - Initiate the opposing motion of each side. The projectiles possess substantial mass and are propelled towards the opposing side with explosive force from the propellant.

5: Cables - Three cables connect the two sides and pass through the payload assembly pulley. Slots in the pulley allow the cables to reposition relative to the pulley depending on the direction of the cable reel. A sliding bushing (not detailed) protects the cable from damaging itself on the pulley slots and enables smooth motion back and forth along the slot.

6: Reel Assemblies - Three circular stuctures each contain a reel and ball race assembly on each side of the apparatus to allow rapid unreeling of the cable as the separation motion is engaged. Upon retraction, electric motors or configurations of electromagnetic devices reel in the cable. The reel assemblies also deliver expended propellant and solar generated electricity between the condensers and the main assembly. The reels allow a yo-yo type response to occur upon initiation of separation and at the point of full separation. The reel continues rotating after full separation enabling this kinetic energy to commence reeling in the cable.

7: Solar and Condenser Panels - Position controlled to allow revolution within the reel assemblies, panels have photovoltaic collectors that are positioned to capture full sunlight while the condenser is positioned on the opposite side and has enhanced surface area to radiate excess heat form the expended propellant. Timeline diagrams show the application of pressure resulting in an inflation of the condenser, although this aspect may not be required.

8: Control & Fuel Storage & Conversion Enclosure - Of arbitrary size, this enclosure houses controls

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Substitute Sheet

(Rule 26) RO/AU and communications equipment for the apparatus as well as battery storage, fuel component storage and compressing/pumping equipment, hydrolysis equipment, additional gyroscopic stabilisers etc.

Operation is described via timeline renderings (Drawing 7 figures lOi-v and drawing 8 figures 10 continued vi-x) showing approximate positions relative to a time line of 360 frames. Drawings are not intended to be to scale, rather they are an indication of the rough proportionality of these embodiments excluding the maximum separation dis- tance. Separation distances are expected to be much greater than what appears visually. The left hand sequence features partial cutaway views.

FOOO: Cables retracted, cables fully wound, reel assemblies swing cable through to the outermost position on the payload pulley slots (innermost every second cycle), tail stationary, rest of assembly slows to a halt aside from the projectile, propellant activated.

F002: Projectile accelerates due to activated propellant, main assembly accelerates in response to propel lent activation and a spring located on the payload assembly. The tail assembly may also be sprung to increase the acceleration of the main assembly. Reel assembly remains at a halt as it traverses along the reel assembly rails

F005: Projectile reaches tail creating maximum pressure between the two sides, tail reaches its maximum extension from the main assembly while stationary. Main assembly accelerates further in response, subse quent cable tension causes the cable reels to commence rotating and releasing the cable. Cable reel assem bly continues travelling along the cable reel assembly rails at increased velocity.

F010: Expended propellant discharged to the condenser panels with the assistance of the projectile recoil, main assembly accelerates in response, payload assembly spring ceases contact with the tail assembly. Cable reels accelerated to maximum rotaional speed.

F055: Cable reel assemblies reach their limit along the main assembly providing a small boost to the diminishing rotational speed of the cable reels. Headings of the two sides diverge towards each other away from travelling in opposite directions as a response to the acceleration of the payload. This interaction defines the capabilities of the overall apparatus design relative to the desired payload.

FI 10: Cables reach their limit providing tension through an elastic response decelerating the entire main assembly

FI 15: Cable reels continue spinning causing the cable to transit to the innermost position relative to the payload pulley assembly slots - this event embodies the action of a yo-yo when fully extended.

F240: Cable reel assemblies reach their innermost limit on the main assembly in a controlled manner in combination with motorised assistance to wind back the cable under appropriate tension to avoid any entanglement as the entire main assembly is drawn back towards the payload. Cable reel assemblies begin transiting towards the outer limit in preparation for full retraction.

F350: The two tail assemblies halt as they contact each other and the payload springs contact the main assembly commencing deceleration of the main assembly.

F360: Main assembly reaches its limit relative to the tail, propellant is injected between the projectile and head side of the main assembly, cable reel assemblies reach their outermost limit relative to the main as sembly.

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Substitute Sheet

(Rule 26) RO/AU