A PROPOSAL                        
              TO CONSTRUCT AN ELECTRICALLY PROPELLED         
                      MANNED SPACE VEHICLE                   


            To Recover The Hubble Telescope For Repair       
       And To Perform Cursory Impromptu Manned Exploration   
                      Of The Moon And Mars                   

                        by  Mark A. Solis
                      Shreveport, Louisiana
                         April 28,  2005



                            ABSTRACT 

     As of 2005 A.D., technology exists with which to construct
and operate a large manned space vehicle utilizing methods of
propulsion other than rocketry.  Experience with space hardware
spanning half a century provides a basis for engineering suitable
on-board systems of every type required for general space travel.
Immediate construction of such a large manned space vehicle is
restrained not by technical issues, or even financial issues, but
only by acceptance issues, and the lack of a prototype design for
a complete vessel.  The project objective for constructing such a
vessel therefore is (1) overcoming acceptance issues, and (2) the
preparation of a suitable prototype design.


                           DISCUSSION 
                       (Technical Issues)

     Electric field propulsion for a space vehicle falls under the
well known, if misnamed, heading of "electrogravitics."  A better
name for this technology is "field gradient propulsion," since
(1) there is no demonstrated direct relationship to gravitational
phenomena, and (2) dynamic field gradients are always involved in
the operation of such devices.  (Field gradient drives should not
be confused with so-called "ion wind" drives, or "lifters," which
are completely different.  Any true field gradient drive works in
vacuum.)
     The so-called "Brown Drive," probably the best known example
of this technology, has existed for decades, and has been well
demonstrated.  The Brown Drive is an advanced device which uses
an effect first observed in the late 1880s, involving asymmetric
capacitors driven by high voltage electrical pulses with a given
polarity.
     Like many new technologies, the Brown Drive had a drawback
that initially seemed to doom the device to the status of a mere
scientific curiosity: the device required huge amounts of power
in order to work.  A demonstration performed by T. T. Brown for
the Department of the Army in 1960 involved a one-meter diameter
disk flying about a pole on a tether, powered by equipment that
filled a large ten-wheeled truck parked near the pole.  The first
impression of the device was that it was interesting, but frankly
impractical, as the disk could not carry the power equipment that
was required to operate it.
     Developments in new energy technologies in recent years now
have obviated that issue.  Specifically, the research work done
by Drs. Paulo and Alexandra Correa of Toronto, Ontario, using the
"pulsed anomalous glow discharge" (PAGD) has resulted in a device
with a demonstrated power density of about 12 KW per cubic foot.
Moreover, there is the distinct possibility that a clever design
might improve on this figure.  Even so, a power density of some
12 KW per cubic foot is impressive, and is more than enough to
render the Brown Drive usable for spaceflight, or aerospace lift
and propulsion applications in general.
     For example, consider a Correa "pile" the size of a standard
53-foot cargo trailer for an 18-wheeler.  The cubic footage this
provides, at 12 KW per cubic foot, results in a power output of
over 40 MW (MegaWatts), or about 54,563 horsepower.  This is more
than enough power to lift a vessel weighing 17 tons vertically at
a speed of 600 mph, or a vessel weighing 170 tons at a speed of
60 mph.
     The consequences for the application of this new form of
power technology to a space vessel equipped with a Brown Drive
are obvious.  Not only does this union of technologies provide an
immediate form of cheap, frequent and unlimited space access, but
it also eliminates the dangers of ballistic departure and re-entry
that have claimed the lives of at least 14 astronauts to date, a
direct result of using rockets generally.  The electrically run
Correa/Brown alternative is clearly safer and superior overall,
not to mention far more economical both operationally, and in
terms of a comparison of required ground support, flight prep,
flight management, and other issues.
     To generalize, a Correa/Brown space vessel can fly to space
at any time with minimum preparation, maintain subsonic speed at
all times within the atmosphere whether entering or leaving it,
can accelerate to orbital and higher speeds in space as needed,
and then decelerate to, for example, a leisurely 5 mph vertical
descent if so desired, and all with excellent carrying capacity.
The vessel also can glide back to earth like an aircraft, after
a subsonic re-entry, should flight power fail while descending.


              THE COST OF SPACE ACCESS: COMPARISONS 
                       (Financial Issues) 

     A figure commonly quoted for the cost of space access using
rockets is $10,000 USD per pound to low earth orbit (LEO).  This
figure deals only with the cost of the actual operation of the
launch vehicle, and does not include all of the costs of ground
support and flight preparation as practiced, for example, by the
Government, whether through NASA or the military.
     Even so, the cost of operation of rocket launch vehicles
normally tends to be prohibitive by reason of their very nature,
including ballistic stress issues in their design affecting both
construction and cost of materials, vehicle disposability issues
("throw away" boosters), fuel and oxidizer, and payload factor
(typically below 2 %), to name but a few of the more important
items.
     Add to these costs an inflated bureaucracy, ground support,
ground-based flight management, and other such items, and it is
no wonder that spaceflight heretofore has been an exercise in
"Government Only" prerogatives.
     An electrically propelled space vehicle overcomes issues of
ground support and ground flight management common to vehicles
using rockets, requires no ballistic design elements, is 100 %
reusable, can operate from any level surface in any location,
and can have a payload factor well above 50 % in most cases.  In
light of these advantages, cost of operation to LEO ought to be
comparable to that of overland or overseas shipping, and nowhere
near the $10,000 USD per pound of rocket-based systems.
     The Correa/Brown technology makes an electrically propelled
spacecraft with these advantages immediately feasible.  The cost
of operation of such a vehicle will be limited to life support
consumables, crew pay, and any repairs needed due to accidents
or mishaps.
     Operating costs for a Correa/Brown manned space vehicle
should resemble those of a comparably-sized jet aircraft, but
minus the fuel and engine maintenance costs, and plus the cost
of life-support consumables.


                       ACCEPTANCE ISSUES 

     The Correa and Brown technologies, though well established
and adequately demonstrated, nonetheless represent capabilities
the very existences of which are hard for people to accept.  In
general, people tend to reside in a psychological "comfort zone"
which such departures alienate in a significant way.  For space
travel in particular, people are conditioned to believe that
it is expensive, it requires Government funding and management,
and rockets are the only way to get there.  The very notion of
a Correa/Brown space vessel runs altogether contrary to any such
views, hence it is "unacceptable."
     In earlier times, this tendency for people to "live in
denial" had a chilling effect on aviation development until the
application of air power in the first world war.  It was the
weaponization of the airplane that finally overcame the
psychological barrier formed by people's life in the comfort
zone of prior scientific assertions about the impossibility of
self-propelled heavier-than-air flight.  Obviously, this was
because of the difficulty faced by persons engaged in combat
who would have wanted to deny the existence of a machine that
was in the process of trying to kill them and everyone around
them.  Clearly, the former "comfort zone" had become decidedly
uncomfortable, and persons' views changed accordingly.
     It is evident that there are two aspects to the process
of changing people's views from denial to acceptance.  First,
they must be made aware of the existence of the new technology
in a dramatic way.  Secondly, the capabilities of the new
technology must be made evident in an unequivocal and highly
demonstrative manner, so as to demolish prejudices based upon
assertions of their impossibility.  In this sense, one must
demonstrate the technology in such a way as to deliberately
target criticisms, thereby smashing them.  Once this is done,
people's views of the technology will change of necessity, as
continued denial would label one as a social misfit (namely,
a fool), thereby accomplishing the required "change of comfort
zone" from one of denial to one of acceptance.
     Making people aware of the existence of the Correa/Brown
technology naturally should involve a major media event, such
as a special public demonstration at an air show.  Operation
of the technology using parameters clearly outside the norm
for conventional aircraft or spacecraft should complete the
transition of public perceptions from "That's impossible!" to
"Look at that!  It's amazing!"


                PROTOTYPE DESIGN CONSIDERATIONS 

     The prototype vessel is to be designed with only one or
two specific types of missions in mind: (1) satellite rescue
(such as the Hubble telescope), and (2) cursory manned space
exploration (involving no landings or EVAs, but only close
approaches and videography or photography).  Demonstration
of the advantages of the technology is the primary design
objective otherwise.
     The advantages to be demonstrated specifically are lift
capability (including the ability to hover), payload capacity
(including crew and passenger capacity), maneuverability and
mission versatility.
     Lift capability is a direct function of the on-board
power generation capability of the vessel, and the number of
Brown Drives used for lift.  Hence, more power and more drives
means more lift.  The Correa "pile" should be the largest
single area of the ship, while the entire underside of the
vessel should be Brown Drives.
     Payload capacity is a function of physical size of the
vessel, so the larger the vessel, the better.  Moreover, the
ability to lift the vessel and payload easily suggests that
the vessel be wide and flat, whether discoid or some other
convenient shape, such as rectangular or triangular.  Such
a shape will provide broad, deep hangars and cargo bays, but
perhaps with less overhead clearance than other possible
vessel configurations.
     Maneuverability should be considered in the light of
both power-on and power-off operations.  For power-on, the
maneuverability of the craft is a function of both thrusters
and aerodynamics.  For power-off, maneuverability is strictly
aerodynamic.  For safety, the ship's hull design should be
flyable in the atmosphere under "dead stick" circumstances,
and the vessel should be capable of landing on a runway like
any conventional fixed-wing aircraft.
     Mission versatility should be a function of the vessel's
ability to operate for long periods without external support
or supplies, hence payload factor is again the key.  The more
life support consumables can be carried for a given crew size,
the longer the vessel can remain in space, on station, etc.,
as power and propulsion are not limited in duration.  Ability
to operate in the hostile radiation/micrometeor environment
of space for long periods also is of importance, so the hull
design should take these factors into account.
     In summation, the vessel should be a large, broad, flat,
basically aerodynamic design with a large Correa "pile" and
numerous lifters underside and thrusters elsewhere.  There
should be large hangar areas, spacious crew quarters, ample
life support, and plentiful on-board supplies.  The outer hull
should be a double- or multi-wall construction, perhaps filled
with a suitable package foam or other material to provide a
"self-healing" feature in the event of micrometeoroid impact.
The vessel should be flyable both entirely on thrusters and
lifters, as well as "dead stick" on final approach to any
commercial air facility.
     Hangars need not be pressurizable, although that might
be considered as a potentially useful option, especially if
a manned presence in the hangars is desirable at any time
during a mission.  Alternatively, hangar personnel could wear
pressure suits while the vessel is in space, and access the
hangars through one or more airlocks.
     Systems for externally grappling the Hubble or other
satellites should not be needed if the hangar doors are big
enough for the vessel to basically "envelop the target" by
"backing up" to it, essentially "flying around it" until it
is inside the intended hangar.  Then, once the target is
inside, an indoor grappler can be used to secure the object
by remote control from a crew area.


           PROTOTYPE CONSTRUCTION CONSIDERATIONS 

     The simplest way to achieve a low-cost and rapidly
buildable vessel is to regard the "airframe" as an external
chassis, with the interior as a set of mountable modules.
The Correa "pile" (power system) would be one module, the
flight deck would be another module, crew quarters would be
modules, and the rest of the vessel would be hangar space.
     While the airframe should be constructed to withstand
the anticipated external stresses of high-subsonic flight
in the atmosphere, solar heat in space, etc., the modules,
being protected within, can be made of simpler and lighter
materials, such as double-wall fiberglass with package
foam filler, etc.  Mountability of the modules within the
airframe will be the only issue besides basic mechanical
stresses to be withstood in normal flight operations, due
to acceleration and deceleration of the vessel.
     Construction within the modules can be whatever is
desired, with whatever materials are convenient.  Parts
available "off the shelf" can be used throughout.  Stress
protocols for bolts can be those used in the automobile
industry for seat belt hardware.  Tools used can be from
a local tool supply house or hardware store.


                        TERMINOLOGY 

1.  Correa Tube -- a vacuum tube device which, when excited
by high voltage at a power of about ten watts, produces an
output power of 1,000 watts (1 KW).  The device utilizes a
phenomenon called the "pulsed anomalous glow discharge," or
the "PAGD," to produce a usable charge avalanche originating
from the quantum vacuum.  Patent # 5,502,354, March 26, 1996.

2.  Correa Pile -- a "pyramid connection" of Correa tubes,
so that a 1 KW device drives 100 other 1 KW devices, thus
producing 100 KW.  These 100 devices in turn can drive up
to 10,000 other devices, producing 10 MW, and so on.

3.  Brown Drive -- a form of "field gradient" propulsion
device, patented in the 1960s by Thomas Townsend Brown, and
based on a pulsed asymmetric capacitor effect discovered in
the late 19th century.  The force produced is given by the
equation,

                       F = k grad dV/dt 

where F is force, k is a proportionality constant, and dV/dt
is the rate of change of the applied voltage, with polarity
held constant.  Patent # 3,187,206, June 1, 1965.  Prior art
patent # 2,949,550, August 16, 1960.

4.  Correa/Brown Space Vessel (CBSV) -- a spacecraft powered
by a Correa pile, and propelled by a Brown Drive.  Such a
vessel uses no "fuel" or "oxidizer," and can operate under
power indefinitely.