Electrogravitics, Science & Classified Propulsion: Breakthrough Aerospace Research into PE/VC
This article explores the longstanding divide between mainstream and classified scientific research in fields like electrogravitics and propulsion physics, highlighting historical, military, and material science efforts that suggest advanced technologies may have been quietly developed outside the public eye. We consider the private funding side of defense and dual use cases for neo-technologies.
In the world of science, physics, and chemistry, two distinct paths have emerged - one for the public and academic mainstream, and another reserved for private-sector defense and classified research. This divide is not new, but it is becoming more openly discussed. Increasingly, members of the U.S. Congress are calling for greater transparency and updates to disclosure laws, spurred in part by growing pressure from foreign powers such as Russia and China.
These nations appear far more willing to explore speculative, boundary-pushing technologies without the cultural stigma often associated with “science fiction” research in the West. In the East, particularly across parts of Europe and Asia, posing bold, hypothetical questions to top scientists is not only accepted but encouraged. As a result, a growing number of voices in the West, including lawmakers, are beginning to question whether such openness might actually be a strategic advantage and whether the West’s reluctance to embrace unconventional scientific inquiry in public forums could risk falling behind, even if similar work continues quietly behind closed doors.
As global tensions rise and security threats evolve, traditional defense models are no longer sufficient to meet the pace and complexity of modern challenges. In response, the LupoToro Group consider how such technologies will flow into wider applications, including cybersecurity and dual-use technologies, uniting top defense leaders and private investors to drive critical innovation across national security and civilian applications. The recognition that many of the most transformative scientific and physics breakthroughs occur behind closed doors are often overlooked, underfunded, or misunderstood by mainstream capital. By identifying and funding these emerging fields early, particularly those with high dual-use potential, we aim to accelerate technologies that not only safeguard nations but also shape the future of energy, mobility, communication, and resilience for society as a whole. This component of the article will be tackled towards the end.
While this may not be the most conventional introduction, it highlights a crucial and timely point.We will commence looking at the historic 1956 article “The G-Engines Are Coming!” by Michael Gladych, published in the November 1956 issue of Young Men magazine.
G-Engines, Before the Stigma
The above mentioned article presents a visionary perspective on the potential of gravity control as a revolutionary propulsion method. This piece delved into the burgeoning field of gravity control propulsion, suggesting that researchers were on the cusp of harnessing gravity as a potent energy source. Gladych’s article highlighted the involvement of major aerospace companies and notable figures in exploring this revolutionary technology. Gladych posited that gravity, being “by far the most potent source of energy,” could be utilised to propel future aircraft to speeds approaching that of light. He noted that while nuclear-powered aircraft were yet to be built, research projects aimed at controlling gravity were already underway, potentially rendering such aircraft obsolete before their inception. The article emphasised that these research endeavours were not mere science fiction but were backed by significant investments from prominent aerospace companies, including:
Glenn L. Martin Aircraft Co.
Convair
Bell Aircraft
Lear Inc.
Sperry Gyroscope
These companies were reportedly investing millions of dollars into gravity research, indicating a serious commitment to exploring this frontier. Gladych’s article featured insights from several industry leaders, including Lawrence D. Bell, founder of Bell Aircraft, who stated, “We’re already working with nuclear fuels and equipment to cancel out gravity.” Another was William P. Lear, founder of Lear Inc., who was noted to be “already figuring out ‘gravity control’ for the weightless craft to come.” The article also referenced theoretical advancements in the field. Gladych mentioned the work of physicists Drs. Stanley Deser and Richard Arnowitt, who identified particles associated with gravitation, suggesting the possibility of manipulating gravity at a fundamental level.
Michael Gladych’s 1956 article “The G-Engines Are Coming!” highlighted a period of intense curiosity and exploration into gravity control and its potential applications. The involvement of major aerospace companies and notable figures underscored the serious consideration given to this field. Thomas Townsend Brown’s research into electrogravitics provided a foundational basis for these explorations, suggesting the possibility of harnessing gravity for propulsion. While the practical realisation of gravity control propulsion remains elusive, the article captures a moment in history where the boundaries between science fiction and scientific research were actively explored.
Thomas Townsend Brown and Electrogravitics
A pivotal figure in the realm of gravity control propulsion is Thomas Townsend Brown, an American physicist and inventor. In the 1920s, Brown discovered the Biefeld–Brown effect, observing that high voltage applied to an asymmetric capacitor produced a net propulsive force toward the smaller electrode. An asymmetric capacitor (typically with a small, highly curved electrode and a larger, flat electrode) produces thrust when a high-voltage is applied across it in a dielectric medium (such as air, oil, or even vacuum).
He believed this phenomenon, which he termed “electrogravitics,” indicated a coupling between electricity and gravity. It was named after himself and his teacher, physicist Paul Alfred Biefeld.
Specifically, Brown’s experiments involved devices like the “gravitator,” which demonstrated motion without moving parts, relying solely on electrical charges. He theorised that such devices could generate their own gravitational fields, allowing for propulsion independent of traditional aerodynamic principles.
Core Experiment:
Townsend Brown’s early experiments in the 1920s and 1930s involved simple setups: two metal plates of different sizes forming an asymmetric capacitor, suspended on a pendulum arm or torsion balance. When a high voltage (in the range of tens to hundreds of kilovolts) was applied, the capacitor would begin to move or tilt in the direction of the positive electrode.
Brown interpreted this as a conversion of electrostatic potential into kinetic energy, and claimed it demonstrated a form of field propulsion—possibly even tapping into gravity or space-time directly. In his patents and writings, he argued that this was not just ion wind (a commonly cited counter-explanation) but an interaction with the electrogravitic field, where high voltages cause a unidirectional thrust due to a distortion of the local space-time curvature or inertia field.
Charles Buhler & NASA’s Re-Evaluation of the Biefeld-Brown Effect
In the early 2000s, Charles Yost and Charles Buhler, both working with NASA or NASA-affiliated organisations, revisited the Biefeld-Brown effect to test its viability for advanced propulsion systems.
Key NASA-related experiment:
Charles Buhler, working with NASA’s Marshall Space Flight Center and later the Electrostatics and Surface Physics Laboratory, took part in lifters experiments - modernised versions of Brown’s asymmetric capacitors - built from balsa wood and aluminium foil, powered by high-voltage DC power supplies.
These lifters did exhibit lift when voltage exceeded ~30 kV, leading some to speculate the presence of the Biefeld-Brown effect.
Main Findings:
Ion wind (electrohydrodynamic thrust) was found to be a major contributor to the observed lift in atmospheric conditions.
In vacuum tests (where ion wind cannot occur), the thrust largely disappeared, suggesting that the Biefeld-Brown effect as originally proposed by Brown - a gravitational interaction or space-warp effect - was not supported under standard physical conditions.
However, Charles Buhler and others in the field did not entirely dismiss the possibility of subtle non-electrohydrodynamic effects, particularly if new materials, higher voltages, or unique dielectric configurationswere employed.
Summary: How It Works (in Theory vs. Experiment)
Theory (Brown’s View):
High-voltage fields distort space-time/inertia field
Produces thrust even in vacuum
Propulsion could work in space
Electrogravitics could replace jet/rocket propulsion
Modern Re-Interpretation (e.g. Buhler)
High-voltage fields create ionized airflow (ion wind)
Most observed effects disappear in vacuum
Propulsion is limited to atmosphere unless new effects are found
Practical applications limited to niche EHD propulsion systems
While mainstream science has not validated Brown’s interpretation of an electrogravitic field interaction formally (i.e. publicly - an important notation to consider), his work - revisited by researchers like Charles Buhler - has influenced fringe propulsion studies, speculative aerospace patents (e.g., those by Boeing, Lockheed, and the “Salvatore Pais” patents), and the search for non-conventional thrust systems.
Modern-day interest continues in classified programs and speculative physics, especially in conjunction with materials like barium titanate, bismuth layers, and magnesium-bismuth composites, which some researchers believe could be part of mass interaction or inertial cancellation systems - extensions of what Brown originally proposed.
1957 Montgolfier Report: A French Perspective
The Montgolfier Report is a 1957 technical document detailing the electrogravitic experiments conducted by Thomas Townsend Brown in France under the auspices of Sud-Ouest Aviation. Named after the pioneering Montgolfier brothers, this project aimed to explore the potential of electrogravitics - a field investigating the interaction between electricity and gravity - for propulsion applications.
Brown’s experiments focused on the Biefeld-Brown effect, which posits that a high-voltage electric field applied to an asymmetric capacitor can produce a net thrust. In the Montgolfier experiments, disc-shaped capacitors were suspended and subjected to high voltages, resulting in observable motion. These tests were conducted in controlled environments to minimise external influences, and the results suggested that the observed thrust was not solely due to ion wind effects.
The report provides detailed descriptions of the experimental setups, methodologies, and observations. It includes data on the voltages applied, the configurations of the capacitors, and the resulting movements. While the findings were intriguing, the report also acknowledges the need for further research to fully understand the mechanisms at play and to determine the practicality of electrogravitic propulsion systems.
Overall, the Montgolfier Report represents a significant historical document in the study of alternative propulsion methods. It captures a period of exploratory research into the possibilities of harnessing electrical forces for motion, reflecting both the innovative spirit and the scientific curiosity of the era.
1960 Patent Consideration
The 1960 U.S. Patent No. 2,949,550, titled “Elektrokinetic Apparatus” and filed by Townsend Brown, outlines a groundbreaking method for converting electrical energy - specifically electrostatic potential - directly into kinetic motion, without relying on traditional mechanical components or propulsion systems. Brown’s invention centers on the principle of generating thrust through the interaction of high-voltage electric fields within a dielectric medium, a phenomenon he referred to as electrokinetic propulsion.
The patent describes a self-propelled apparatus that uses a pair of fixed electrodes held in a specific configuration, charged with opposite polarities and immersed in a dielectric material such as air or vacuum. This configuration creates a directional force—essentially causing the structure to move relative to its surrounding medium - without any moving parts. The core innovation lies in using high-voltage electrostatics to create motion, which implies a form of propulsion that is quiet, efficient, and not dependent on combustion or jet-based thrust.
Notably, Brown’s patent emphasises direct conversion of electrostatic energy into usable motion, which could, in theory, revolutionise vehicle design by enabling propulsion mechanisms that are solid-state and potentially operable in both atmospheric and vacuum conditions. The potential implications of this are vast, ranging from silent aerial craft to space propulsion systems that require no fuel-based exhaust. While the mainstream scientific community has debated the physical validity of the underlying force (often dubbed the “Biefeld-Brown effect”) the concept remains a cornerstone of speculative propulsion research and electrogravitics.
Electroaerodynamics in Supersonic Flow: Northrop’s 1968 Vision for Ion-Controlled Propulsion
In the height of Cold War aerospace innovation, the Northrop Corporation’s research division emerged as a leader in unconventional propulsion concepts. In their pivotal 1968 paper, “Electroaerodynamics in Supersonic Flow,” scientists M.S. Cahn and G.M. Andrew introduced a bold new avenue in aeronautics: the practical application of electroaerodynamics (EAD) to high-speed, supersonic flight.
The core focus of their study was on the use of ionized gases and high-voltage electrostatic fields to manipulate airflow across aircraft surfaces—particularly at supersonic speeds where conventional control surfaces and jet propulsion systems encounter critical thermal and mechanical limits. Rather than relying on brute-force thrust or chemical combustion, EAD aimed to generate force and modify boundary layers using electric fields, fundamentally reshaping airflow dynamics by accelerating ionized air molecules.
At the heart of this concept was the use of corona discharge and ion drift - phenomena in which charged particles move in response to high-voltage differentials, transferring momentum to surrounding neutral air molecules. This mechanism, they hypothesised, could provide a low-weight, high-control system for both propulsion and steering. Significantly, the team explored how this could potentially reduce or eliminate shockwave drag at transonic and supersonic regimes, offering radically improved aerodynamic efficiency.
Northrop’s research was not purely theoretical. The paper outlines both laboratory-scale wind tunnel experiments and computational models demonstrating thrust generation, pressure distribution effects, and potential methods of field modulation across control surfaces. It noted that a properly configured system could function even without moving parts, relying entirely on the electric field’s interaction with air particles - a concept that foreshadowed today’s experimental ion-propelled drones.
The long-term implications proposed in the paper included silent, low-signature flight, vastly improved maneuverability at high altitudes, and even the eventual development of fully electrostatic aircraft. Though technical barriers, particularly related to power supply limitations and ion recombination in turbulent flows, remained unsolved in 1968, Cahn and Andrew believed that these challenges could be overcome through miniaturisation and advances in high-voltage power electronics.
In retrospect, Northrop’s paper stands as a landmark in the early exploration of non-conventional propulsion systems. Though overshadowed at the time by the dominance of jet engines and rocket motors, the ideas contained in “Electroaerodynamics in Supersonic Flow” continue to inspire modern research into EAD drones, plasma actuators, and silent thrust mechanisms in both military and civilian aerospace applications. The vision laid out by Cahn and Andrew remains not only scientifically rigorous but increasingly relevant in the pursuit of low-emission, high-efficiency flight systems of the future.
Northrop’s 1968 Supersonic Flow
In 1968, Northrop Corporation engineers Maurice S. Cahn and Gustav M. Andrew presented a pioneering study titled Electroaerodynamics in Supersonic Flow at the American Institute of Aeronautics and Astronautics (AIAA) 6th Aerospace Sciences Meeting. This work explored the application of high-voltage electrostatic fields to influence airflow around supersonic aircraft, aiming to reduce aerodynamic drag and mitigate sonic booms—two significant challenges in high-speed flight. The core concept involved projecting a strong electric field ahead of a supersonic aircraft to ionize the incoming air. By doing so, the aircraft could potentially repel ionized air molecules before they collided with the airframe, thereby smoothing the airflow and reducing the intensity of shock waves that contribute to sonic booms. Experimental setups included small-scale wind tunnel tests where models equipped with pointed electrodes generated high-voltage fields, demonstrating measurable effects on airflow patterns. The researchers hypothesised that such electrostatic manipulation could decrease wave drag and thermal loads on the aircraft’s surface, potentially enhancing fuel efficiency and performance.
While the theoretical benefits were compelling, practical implementation faced significant hurdles. Generating and maintaining the necessary high-voltage fields required substantial power, raising concerns about the feasibility of integrating such systems into operational aircraft without prohibitive energy costs. Additionally, the technology’s maturity at the time limited its immediate application. Nonetheless, the study laid foundational insights into the interplay between electromagnetic fields and aerodynamics, influencing subsequent research in areas like plasma aerodynamics and stealth technology. Notably, discussions around the Northrop B-2 Spirit’s potential use of electrostatic fields for radar signature reduction and aerodynamic benefits trace conceptual roots back to this 1968 study. In retrospect, Cahn and Andrew’s work represents an early and innovative attempt to harness electromagnetic forces for aerodynamic control in supersonic flight. Their exploration into electroaerodynamics opened new avenues for research, some of which continue to evolve with advancements in materials science and power generation. As the aerospace industry revisits supersonic and hypersonic travel, the principles outlined in this seminal paper remain relevant, offering potential pathways to overcome enduring challenges in high-speed aerodynamics.
NASA’s Technical Memorandum
In the 1985 NASA Technical Memorandum TM-77912, titled Supersonic Flow with Feeding of Energy, W. Zaremba presents experimental investigations into the attenuation of shock waves in supersonic flows through the application of external electrical energy. This research, rooted in the field of electroaerodynamics, explores the potential of using high-voltage electrostatic fields to influence and control shock wave behavior, with the aim of reducing the intensity of sonic booms produced by supersonic aircraft. The fundamental premise of the study involves charging a metallic aircraft with an electrostatic potential similar to that of the surrounding atmospheric molecules. This like-charge scenario induces repulsion between the aircraft and the ionized air molecules, potentially altering the flow characteristics ahead of the aircraft. In the experiments, models equipped with electrodes were subjected to high-voltage fields in supersonic wind tunnels. For instance, a flat plate model with a sharp leading edge demonstrated a forward displacement of the shock wave when subjected to a 66,000-volt field, indicating a measurable attenuation of wave intensity.
Further experiments involved a double-wedge model at Mach 1.8, where the application of a 42,000-volt, 1.9-milliampere current resulted in a noticeable forward shift of the shock wave and an increase in the Mach line angle. Notably, at Mach 1.4, the introduction of a 70,000-volt, 0.01-ampere current led to the complete disappearance of the shock wave from the field of view, achieved with a power input of merely 0.7 watts. These findings suggest that electrostatic fields can effectively manipulate shock wave structures at relatively low energy costs. The study also proposes a conceptual design for integrating this technology into supersonic aircraft. A conical pipe affixed to the aircraft’s nose, maintained at a high negative electrostatic potential, would generate a coronal discharge, ionizing the incoming air and imparting a negative charge to atmospheric molecules. An insulated antenna with a positively charged accumulator at the aircraft’s rear would collect these charged molecules, allowing for partial energy recovery. This system aims to attenuate the shock wave and reduce the sonic boom’s intensity, potentially making supersonic flight more acceptable over populated areas.
While the experiments yielded promising results at lower Mach numbers, challenges remain in scaling the technology for higher-speed applications. At Mach 3, the experiments did not achieve the desired shock wave attenuation, possibly due to insufficient voltage levels. The study acknowledges that voltages up to 500,000 volts might be necessary for effective control at such speeds. Nevertheless, the research provides a foundational understanding of how electrostatic fields can be harnessed to influence supersonic aerodynamics, offering a potential pathway toward mitigating sonic booms and enhancing the feasibility of commercial supersonic travel.
A Consideration of Unique Materials, For Unique Study
We should divert temporarily to focus on material science, of which is directly applicable here. Specifically, we can look at Magnesium Bismuth composites, which when viewed through the lens of electrogravitic research pioneered by Townsend Brown, represent a potentially critical advancement in the evolution of field-based propulsion systems. Brown’s foundational work - particularly his discovery of the Biefeld-Brown effect - centered on the notion that high-voltage electrostatic fields could induce directional thrust in asymmetric capacitors, particularly when immersed in dielectric media. While his original devices relied heavily on specific capacitor geometries and materials like barium titanate, emerging attention has shifted toward materials that inherently enhance or amplify such effects. Among these, Magnesium Bismuth alloys stand out for their anomalous electromagnetic and kinetic behaviour under high-voltage excitation.
Magnesium, as a highly reactive and lightweight metal, when combined with bismuth - a dense, diamagnetic element known for its strong magnetic repulsion and high Hall effect coefficient - appears to create a unique lattice or structural condition that echoes Brown’s theories. Experimental observations suggest that when subjected to pulsed or oscillating electric fields, Magnesium Bismuth can exhibit directional force or repulsion in a manner analogous to the Biefeld-Brown effect, but potentially more efficient due to the compound’s intrinsic electronic and diamagnetic properties. This positions it as a material analog to the active geometries Townsend Brown explored - essentially transforming the material itself into a thrust-generating system, rather than relying solely on external capacitive constructs.
Additionally, Bismuth’s extreme diamagnetism has long been speculated to interact anomalously with gravitational or inertial fields. In several post-Brown research experiments - particularly those conducted by private sector aerospace and fringe physics labs - bismuth alloys have been integrated into layered electrostatic configurations, where their behaviour has included not just electromagnetic shielding, but apparent reductions in inertia, lift under high-voltage stress, and even thermal isolation. When coupled with Magnesium’s conductive reactivity, the resulting material matrix serves as both an efficient medium for charge propagation and a potential amplifier of non-conventional forces - similar in purpose, if not structure, to Brown’s original capacitors.
In essence, the Magnesium Bismuth compound can be seen as a modern material realisation of Townsend Brown’s vision: a system in which electrical potential is directly converted into mechanical motion, without the need for combustion or traditional propulsion mechanisms. It supports a new generation of electrogravitic experimentation where the material substrate itself plays an active role in field interaction. As researchers continue to investigate the boundary between electromagnetism, inertia, and gravitation, Magnesium Bismuth stands as one of the most promising candidates for unlocking practical applications of Brown’s once-radical theories - reinvigorating interest in propulsion technologies long deemed speculative, but now increasingly backed by advanced materials science.
An Argument Against: Gravity, Weak
It’s a reasonable and well-supported position to say that gravity is a very weak force, especially when compared to other fundamental forces like electromagnetism. In practical terms, gravitational interactions are so weak that they only become significant on very large, astronomical scales. For example, the gravitational force between two protons is about 10³⁶ times weaker than the electromagnetic force between them. This enormous disparity poses a major challenge for any propulsion system that seeks to rely on gravity, whether directly or indirectly.
The concept of a “gravity drive” often implies manipulating or generating gravitational waves to create thrust. However, the energy required to produce even minuscule gravitational waves is extreme. Events that emit measurable gravitational radiation (such as the collision of black holes) release energy on the scale of entire stars, and yet the resulting spacetime ripples are incredibly small. Translating that to a spacecraft-sized application would likely demand power inputs that far exceed those of other known propulsion methods, with very little resulting force.
By comparison, photon-based propulsion is inefficient but at least grounded in currently understood physics. A photon drive - essentially a device that uses light to produce thrust - requires about 300 megawatts of power to generate one newton of force. That’s a high threshold, but it’s within the realm of engineering feasibility, unlike the scale of energy needed for gravity wave generation. Unless new physics is discovered that allows for more efficient manipulation of gravitational fields, gravity-based propulsion will almost certainly remain far less efficient than electromagnetic or photon-based systems.
While gravitational phenomena are important in cosmology and orbital mechanics, they do not currently offer a practical path to propulsion. Electromagnetic systems (though imperfect) are orders of magnitude more efficient and better understood, making them far more suitable for space propulsion technologies.
US Navy’s (Former) Engineer: Dr Salvatore Cezar Pais - A Brief Consideration
In 2019, Dr. Salvatore Cezar Pais, an aerospace engineer affiliated with the U.S. Navy’s Naval Air Warfare Center Aircraft Division, filed a patent for a compact fusion reactor. This development is part of a series of unconventional patents attributed to Dr. Pais, which encompass concepts such as room-temperature superconductors, gravitational wave generators, and hybrid aerospace-underwater vehicles. These patents have garnered attention due to their ambitious nature and potential implications for advanced propulsion and energy systems.
The compact fusion reactor described in the patent aims to achieve nuclear fusion - a process where atomic nuclei combine to release energy - within a relatively small device. Traditional fusion reactors are typically large and complex, requiring substantial infrastructure. In contrast, Dr. Pais’s design proposes a more contained system that could, in theory, provide significant power output suitable for various applications, including potential integration into vehicles.
The patent outlines a mechanism involving high-energy electromagnetic fields to compress and contain plasma, facilitating the fusion process. While the theoretical framework presents an innovative approach to fusion energy generation, it’s important to note that the practical realisation of such a device would require overcoming significant scientific and engineering challenges. As of now, there is no publicly available evidence indicating that a working prototype has been developed or tested.
Dr. Pais’s series of patents, including the compact fusion reactor, have sparked discussions within the scientific community regarding their feasibility and the motivations behind their publication. Some speculate that these patents may serve as strategic placeholders or deterrents in the context of global technological competition. Regardless of their immediate practicality, these filings contribute to ongoing dialogues about the future of energy and propulsion technologies.
Division Between Public Science and Private: Answering the Introduction
The division between publicly accepted science and classified or defense-based research is no longer merely a speculative distinction—it is a growing reality. The accumulation of declassified documents, historical corporate investments, and now Congressional calls for greater transparency reveal that science, particularly physics, may well be practiced in two parallel worlds. On one side exists mainstream academic inquiry, bound by peer review and institutional conservatism. On the other is a shadowed ecosystem of defense-funded experimentation, where radical theories, exotic materials, and fringe propulsion technologies are tested with fewer limitations and potentially decades ahead of the public domain.
Evidence strongly supports the existence of this bifurcated scientific paradigm. Articles such as the 1956 “The G-Engines Are Coming!” and the more technical Montgolfier Report of 1957 detail real investments and field experiments in gravity-based propulsion - well outside the then-accepted norms of physics. Similarly, the Northrop Corporation’s 1968 paper on electroaerodynamics, and NASA’s TM-77912 in 1985, suggest deep institutional interest in technologies capable of altering airflow, shockwave patterns, and drag using high-voltage electric fields. These concepts (fringe in public circles) were funded and explored by aerospace giants and federal labs, indicating that they were taken seriously in military research long before public academia even acknowledged their feasibility.
The continued reference to Townsend Brown’s electrogravitic research, the recent resurfacing of interest in materials like magnesium-bismuth alloys, and the contemporary patents filed by U.S. Navy-affiliated scientist Dr. Salvatore Pais, further illustrate a persistent thread of classified investigation into unconventional physics. These efforts reflect not fringe theorising but an ongoing lineage of high-level experimentation. Materials such as bismuth, with anomalous diamagnetic and inertial properties, are being incorporated into newer experimental setups, pointing to efforts to practically test theories once confined to the pages of speculative journals.
Crucially, the technological efforts of countries like Russia and China to pursue boundary-pushing concepts, unencumbered by Western stigma around “sci-fi physics”, puts pressure on democratic governments to reassess their openness to speculative science. Congress’s recent interest in reviewing disclosure policies reflects the growing concern that excessive secrecy may be a strategic liability. If the West continues to ridicule or dismiss unconventional research publicly, while simultaneously pursuing it privately, it risks being outpaced by rivals who are more culturally aligned with scientific risk-taking and intellectual openness.
The evidence suggests that the “two sciences” model is not only real, but increasingly consequential. The mainstream version, while reliable and rigorously verified, is constrained by academic orthodoxy and political optics. The classified version, though hidden and unverified by traditional standards, appears to be where some of the most advanced exploratory work is occurring - especially in propulsion, materials science, and energy systems. If the Western world wishes to maintain its scientific and technological leadership, it may need to reconcile these two spheres - either through strategic disclosure or a reinvigoration of bold, public scientific inquiry.
Dual Use Technologies and Venture Capital: Where and How it Fits
Expanding on the foundational ideas above, it becomes increasingly evident that the next wave of breakthrough technologies will emerge from cross-disciplinary convergence, where theoretical physics, material science, AI, quantum computing, and aerospace engineering merge to address both defense needs and civilian market demands. These synergies create not only a compelling vision for the future but also a practical investment roadmap for private sector defense capital and long-term strategic investors. The LupoToro Group has ensured that it is strategically positioned to serve as both a financial catalyst and a governance partner in this evolution, as such a position is in our estimation mandatory.
As geopolitical tensions escalate and reshape the global defense landscape, the need for a new wave of defense innovation has never been clearer. Traditional military-industrial approaches are no longer sufficient to address the speed, scale, and multidimensional nature of emerging threats. In response to this shifting paradigm, the LupoToro Group continue to delve into research and development of purpose-built investment considerations dedicated to Cybersecurity and Dual-Use Technologies for national security needs. It is imperative that we - along with our peers - bring together a world-class coalition of defense leaders, technologists, institutional investors, and strategic advisors, united by a common goal: to drive the future of defense by investing in frontier technologies that can secure both nations and the societies they protect. By funding breakthrough innovation across quantum communications, advanced propulsion, artificial intelligence, and next-gen aerospace, we (and others) can serve as the bridge between private capital, national interest, and transformative global impact.
Electrogravitics and Drone Technology: A Dual-Use Revolution
Electrogravitic and electroaerodynamic propulsion offer game-changing potential in the unmanned aerial vehicle (UAV) space. For defense, drones powered by such systems could operate completely silently, without heat signatures or conventional emissions, allowing for undetectable surveillance and high-risk insertion missions in denied environments. These systems would be ideally suited for electronic warfare, operating as aerial jammers, SIGINT/ELINT platforms, or as stealth payload delivery systems for special operations.
From a civilian standpoint, the implications are equally profound. Silent, high-efficiency drones could transform urban logistics, providing environmentally friendly delivery services that bypass regulatory noise thresholds. The agricultural sector could benefit from long-endurance monitoring drones that use little energy and avoid disturbing livestock or wildlife. Disaster response units could deploy these platforms for rapid assessment and rescue in unstable or high-risk environments where combustion engines may pose a fire or safety risk.
LupoToro Group sees this as a critical area of dual-use development. We advocate for investment into modular, scalable drone systems that can be fielded in both tactical and commercial contexts. We also emphasise the need for export-ready civilian variants, designed from the ground up to meet emerging regulatory frameworks, such as the European Union’s U-space and Australia’s CASA drone guidelines.
Quantum & Electromagnetic Cybersecurity: A New Layer of Infrastructure
The integration of electrogravitics and exotic materials like bismuth-magnesium alloys isn’t just about movement or thrust - it may form the foundation of next-generation electromagnetic shielding and cybersecurity systems. For instance, materials with high diamagnetic and Hall effect coefficients may offer novel ways to isolate sensitive electronics from hacking attempts via EMP (electromagnetic pulse) or radiative interference.
In the quantum space, the secure transmission of data using quantum key distribution (QKD) and other entangled-particle-based methods is a top priority for defense agencies and financial institutions alike. The very same experimental systems that manipulate inertial or gravitational fields may also serve as testbeds for localised quantum information transfer, especially when combined with AI-assisted tuning of environmental noise.
Civilian uses are not far behind. Telecommunications firms, cloud infrastructure providers, and banks are already preparing for post-quantum cryptography, a transition that will require physical layers of security as much as software. Investing in these technologies early offers long-term value, with the ability to license IP or hardware architectures to major cloud and fintech firms globally. LupoToro’s strategy here is clear: support proof-of-concept demonstrations, fund IP development, and help navigate both civilian and defense certifications to ensure dual-track commercial pathways.
AI and Autonomous Systems: The Intelligence Backbone
Electrogravitic propulsion systems and quantum-enhanced materials generate vast streams of sensor data, environmental feedback, and dynamic response metrics. AI plays a critical role in interpreting this information. For military applications, AI-driven autonomous decision-making allows for real-time field adaptability - adjusting thrust, altitude, or communication strategies based on dynamic battlefield conditions. In contested electronic environments, AI can optimise spectrum management and signal encryption on the fly.
On the civilian front, this same infrastructure empowers self-regulating aircraft, precision navigation, and autonomous infrastructure inspection, all of which are central to the emerging Advanced Air Mobility (AAM) sector. Electric air taxis, automated cargo craft, and smart logistics drones will require robust onboard AI systems that interface directly with propulsion and environmental systems. LupoToro Group recognises that AI must be embedded into the hardware, not just layered over it. Our investment model focuses on supporting companies that integrate AI into their propulsion, navigation, and security systems at the core design level. We also emphasise the importance of ethically sound AI development, including military-grade accountability systems and civilian transparency features.
Funding & Strategic Positioning: LupoToro’s Role
LupoToro Group views its position not simply as an investor but as a strategic partner and curator of long-term value. Technologies like electrogravitics, AI-optimized aerospace, quantum communications, and non-combustion propulsion require more than capital - they require strategic foresight, regulatory insight, and geopolitical awareness.
We propose dual-use acceleration hubs - private sector R&D labs co-funded by sovereign wealth, private equity, and institutional defense capital - focused on technologies with both battlefield relevance and commercial scalability. These hubs would produce IP portfolios, deploy fieldable prototypes, and work closely with global standards bodies to fast-track the civilianisation of previously military-only technologies.
For investors, this offers a compelling narrative: defense-level upside, with commercial market access. For governments, it presents a model for cost-sharing and civilian benefit. And for society, it ensures that innovation (no matter how exotic) does not remain confined to secrecy, but contributes to global progress in mobility, cybersecurity, energy efficiency, and environmental stewardship.
The LupoToro Group believes the future lies in responsibly unlocking hidden technologies, guiding them toward dual-use outcomes, and ensuring that the capital deployed today serves not only strategic superiority but broader societal advancement tomorrow.
A Divided but Converging Scientific Landscape
The research and historical documentation explored throughout this article highlight a long-standing and subtle divide within the scientific world - between publicly acknowledged academic research and a quieter stream of classified, defense-oriented inquiry. While the mainstream approach to physics and propulsion adheres to well-established methods and peer-reviewed standards, there is credible evidence that alternative lines of investigation have been, and continue to be, pursued within aerospace and defense sectors. These include studies into electrogravitics, electroaerodynamics, and exotic materials, often beyond the scope of conventional scientific discussion.
Figures such as Thomas Townsend Brown, and later institutional efforts by Northrop, NASA, and others, illustrate that serious resources have been directed toward concepts that remain largely absent from academic discourse. Whether due to national security concerns or institutional caution, these projects often unfold in relative obscurity, though they hint at a broader spectrum of inquiry than is typically visible to the public.
At the same time, changing global dynamics - particularly the willingness of other nations to explore speculative science more openly - have prompted a reconsideration of how such research is handled in the West. Calls for increased transparency, including from within U.S. Congress, reflect a growing awareness that openness in scientific exploration may offer both strategic and technological advantages.
While many of these unconventional technologies remain unproven or impractical by current standards, the continued interest in them suggests that the boundary between mainstream and classified science may slowly shift. Whether through gradual disclosure or renewed public research, a more complete picture of these efforts may eventually emerge, contributing to a fuller understanding of what is scientifically possible and where future breakthroughs might come from.
