Vimana Aircraft

Vimana Aircraft - Childress did deep study on the Vaimanika Shastra, spoke with many Sanskrit scholars and spent time in deciphering its hidden technology. Here his experience on working with vimanas that are running on a mercury vortex propulsion system is re-produced with his observations.

This system was developed by, created by Bill Clendenon, an inventor of the mercury vortex propulsion system. Naturally, Indian scientists did not take the texts very seriously, but then became more positive about the value of them when the Chinese announced that they were including certain parts of the data for study in their space program!

Vimana Aircraft

This was one of the first instances of a government admitting to researching anti-gravity. "Bhima flew along in his car, resplendent as the sun and loud as thunder... The flying chariot shone like a flame in the night sky of summer... it swept by like a comet... It was as if two suns were shining.

Vaimanika Shastra Vimanas On Mercury Vortex Propulsion System

Then the chariot rose up and all the heaven brightened.” Clendenon points out the danger of this mercury vortex propulsion system. When the liquid metal mercury is heated, it gives forth a hot vapor. This hot vapor is deadly poisonous, because, he further stated "if the liquid metal mercury is made radioactive and heated sufficiently to emit radiation, any leaks in the mercury would, therefore, be a double danger to the crew and maintenance personnel of any vehicle

powered by a mercury vapor turbine.” (Quoted from the book by Bill Clendenon and David Hatcher Childress, Mercury: UFO Messengers of the Gods, 1990, p. 85) The Vaimanika Sastra (or Vymaanika-Shaastra) has eight chapters with diagrams, describing three types of aircraft, including apparatuses that could neither catch on fire nor break.

It also mentions 31 essential parts of these vehicles and 16 materials from which they are constructed, which absorb light and heat; for which reason they were considered suitable for the construction of Vimanas. This document has been translated into English and is available by writing the publisher:

Click on the image for an enlarged, readable view

Dangers Of Mercury Vortex Propulsion

Here is a scientific view on the so-called invisibility of an aerial craft. All these ideas are taken from an ancient manuscript called the Vimana Shastra. In this manuscript there are many detailed characteristics about what could very possibly have been mercury vortex generators.

These mercury vortex generators could have been used in various types of vimanas. Texts say "Vimanas are powered by some jet engines. This seems to be true from the description of the flight behavior. Elephants ran away in panic;

grass was thrown out because there was a lot of pressure from behind those Vimanas. The Vimanika Shastra refers to metals used in these crafts. There is mention of electricity and power sources, of pilots and their flying clothing, about the food that they eat.

It even talks about the weapons that are kept on these airships. The flight manuals of the Vimanas are quite similar to the flight manuals you find in the modern civil and military aircraft. It suggests that Vimanas were powered by several gyroscopes placed inside a sealed liquid mercury vortex.

Aeronautics On The Beautiful Plane Us

One of the texts talks about mercury rotating and driving some sort of a powerful propeller or fan. “Quote: The electromagnetic field coil, which consists of the closed circuit exchanger / condenser coil circuit containing the liquid metal mercury and / or its hot vapor, is placed with its core axis vertical to the craft.

Here is a list of some secrets from Vaimanika Shastra According to David Hatcher Childress : > secrets for the construction of airplanes, how to avoid breaking them, cut them, set them on fire and destroy them;

> secret to immobilize the airplane; > secret cloaking technology for the airplane; > to listen to the enemy's secret conversations in other places; > recover secret photographs of the interior of enemy planes; > secret to ascertain the direction of an approaching enemy aircraft;

> secret to lose consciousness to the pilots of enemy planes; > secret of destroying enemy planes. The existence of the text was revealed in 1952 by G. R. Josyer, according to whom it is due to one Pandit Subbaraya Shastry, who dictated it in 1918-1923.

Rukma Vimana As Described In Vaimanika Shastra

A Hindi translation was published in 1959, the Sanskrit text with an English translation in 1973. Their method of propulsion, she said, was "anti-gravitational" and was based upon a system analogous to that of "laghima," the unknown power of the ego existing in man's physiological makeup, "a centrifugal force strong enough to counteract all gravitational

pull.” According to Hindu Yogis, it is this “laghima” which enables a person to levitate. The so-called "Rama Empire" of Northern India and Pakistan developed at least fifteen thousand years ago on the Indian sub-continent and was a nation of many large, sophisticated cities, many of which are still to be found in the deserts of Pakistan

, northern, and western India. Rama existed, apparently, parallel to the Atlantean civilization in the mid-Atlantic Ocean, and was ruled by "enlightened Priest-Kings" who governed the cities, The seven greatest capital cities of Rama were known in classical Hindu texts as "The Seven Rishi

Cities.” Vaimanika Shastra translated in early 20th century covers definitions of airplane, pilot, aerial routes, and planes are described in great detail. In 1991, a book by David Hatcher Childress, 'Vimana Aircraft of Ancient India & Atlantis' covered the secrets of constructing aero planes that will not break, will not catch fire, and cannot be destroyed.

Also secret of making planes motionless (hovering), of making them invisible (stealth), the secret of retrieving photographs of the interior of enemy planes (intelligence), the secret of ascertaining the direction of enemy planes approach (radar), the secret of

making persons in enemy planes lose consciousness and the secret of destroying enemy planes. It has been suggested by many writers that these "Brotherhoods" keep some of their Vimanas and Vailixi in secret caverns in Tibet or some other place is Central Asia, and the Lop Nor Desert in western China is known to be the center of a great UFO

mystery. Perhaps it is here that many of the airships are still kept, in underground bases much as the Americans, British and Soviets have built around the world in the past few decades. It is evident that ancient Indians flew around in these vehicles, all over Asia, to Atlantis presumably;

and even, apparently, to South America. Writing found at Mohenjodaro in Pakistan (presumed to be one of the “Seven Rishi Cities of the Rama Empire”) and still undeciphered, has also been found in one other place in the world: Easter Island!

Writing on Easter Island, called Rongo-Rongo writing, is also undeciphered, and is uncannily similar to the Mohenjodaro script. Was Easter Island an air base for the Rama Empire's Vimana route? (At the Mohenjo-Daro Vimana-drome, as the passenger walks down the concourse, he hears the sweet, melodic sound of the announcer over the loudspeaker,

That secret societies or "Brotherhoods" of exceptional, "enlightened" human beings would have preserved these inventions and the knowledge of science, history, etc., does not seem surprising. Many well known historical personages including Jesus, Buddha, Lao Tzu, Confucius, Krishna, Zoroaster, Mahavira, Quetzalcoatl, Akhenaton, Moses, and more recent inventors and of course many other people who will probably remain anonymous, were probably members of such a secret

organization. There are references of highly maneuverable and powerful Vimanas launching single projectiles charged with 'all the power of the Universe' against cities, resulting in huge columns of smoke and fire equivalent to tens of thousands of suns.

This Iron Thunderbolt gigantic messenger of death reportedly reduced to ashes the entire race of the Vrishnis and Andhakas. These kinds of records are not isolated and can be cross-correlated with similar reports in other ancient civilizations.

Were these nuclear weapons? According to the Dronaparva, part of the Mahabarata, and the Ramayana, one Vimana described was shaped like a sphere and born along at great speed on a mighty wind generated by mercury.

It moved like a UFO, going up, down, backwards and forwards as the pilot desired. In another Indian source, the Samar, Vimanas were, Most of the knowledge given in Vaimanika Shastra on constructing airplanes, fighter jets were lost due to series of invasions happening in India.

Nalanda University had original Vedic texts and Vaimanika Shastra which was destroyed when an illiterate Muslim terrorist Bakhtiyar Khilji demolished the world's most ancient University. It was later telepathically delivered to an Indian Sage by Rishi Bhardwaj.

A vimana is a word with several meanings ranging from temple or palace to mythological flying machines described in Sanskrit epics. References to these flying machines are commonplace in ancient Indian texts, even describing their use in warfare.

As well as being able to fly within Earth's atmosphere, vimanas were also said to be able to travel into space and travel underwater. The Vimana AAV (autonomous air vehicle) is being developed by Vimana Global, in Redwood City, CA, USA.

The Vimana is an eVTOL with 8 rotors, 4 mounted on each wing. The wings of the AAV rotate to facilitate vertical takeoff and landing and also accelerated forward flight. Still, not all UFO activity can be accounted for by old Vimanas making trips to the Moon for some reason.

Undoubtedly, some are from the Military Governments of the world, and possibly even from other planets. Vimanas were kept in a Vimana Griha, a kind of hanger, and were sometimes said to be propelled by a yellowish-white liquid, which sounds more like gasoline.

Perhaps Vimanas had a number of different propulsion sources, including combustion engines and even "pulse-jet" engines. It is interesting to note that when Alexander invaded India in 300 BC, his historians chronicled that at one point they were attacked by "fiery flying shields" that dived at his army and frightened the cavalry.

Many western researchers studying UFOs tend to overlook possible origins in ancient India. Even many modern day Indians did not take the texts very seriously, but woke up when the Chinese announced that they were studying this data for their space program.

From the manuscripts it is not clear if interplanetary travel was ever made but there is a mention of a planned trip to the Moon. However, the Ramayana, does have a highly detailed story of a trip to the moon in a Vimana, including details of a battle on the moon with an 'Asvin' (Atlantean airship).

The manuscripts did not say definitely that interplanetary travel was ever made but did mention, of all things, a planned trip to the Moon, although it is not clear whether this trip was actually carried out.

However, one of the great Indian epics, the Ramayana, does have a highly detailed story in it of a trip to the moon in a Vimana (or "Astra"), and in fact details a battle on the moon with an "Asvin"

(or “Atlantean” airship.) Another work called the Samarangasutradhara describes how the vehicles were constructed. It is possible that mercury did have something to do with the propulsion, or more possibly, with the guidance system. Curiously, Soviet scientists have discovered what they call "age-old instruments used in navigating cosmic vehicles" in caves in Turkestan and the Gobi Desert.

The "devices" are hemispherical objects of glass or porcelain, ending in a cone with a drop of mercury inside. Click on the image for an enlarged, readable view

/2015/01/Rukma_Vimana_Vaimanika_Shastra.jpg" alt="Rukma vimana found in ancient India Vedic guide on aeroplanes" width="450" ​​height="509" srcset="https://haribhakt.com/wp-content/uploads/ 2015/01/Rukma_Vimana_Vaimanika_Shastra.jpg 596w, https://haribhakt.com/wp-content/uploads/2015/01/Rukma_Vimana_Vaimanika_Shastra-265x300.jpg 265w" sizes="(max-width: 450px) 100vw, 450px" /> By the time of the Mahabharata (400 BC), these flying chariots had grown in size but they never lost the large wheels.

Mahabharata mentions the genius Yavanas as creator (Chief Designer) of a finite dimensioned Vimana with four solid wheels owned by Asura Maya. Jain literature talks of the various Tirthamkaras flying different types of flying machines. Starting from the 4th tirthamkara traveling in Jayanta Vimana, to the very famous 24th Tirthamkara Mahavira emerging out of a great Vimana Pushpa-uttara.

Skeptics who make fun of ancient Hindu texts should note that the US Air force and their secret intelligence units are already working on 7 physics bending aircraft and 2 space crafts to travel within earth and inter-planetary journeys.

Read about one of the craft patents here. As per John Burrows, Sanskrit texts have references to gods who fought battles in the sky using Vimanas equipped with weapons as deadly as in current times. Indra's Dart operated using a circular reflector.

When switched on, it produced a 'shaft of light' which, when focused on any target, immediately consumed it with its power (Laser Weapons). The special characteristic of this vehicle is, "What ever may be the number of people sitting in it, always there will be one more seat vacant i.e., If N people sit, There will be (N+1) seats".

It was basically a vehicle that could soar the skies for long distances. It shows that even in ancient times, people were curious about flight and might have tried to design flying vehicles. Important is that this mercury vortex propulsion model is invented for terrestrial flight only.

The strange ball of light that is often seen by UFO like craft, is the ball of light that surrounds a craft also: the magneto-hydrodynamic plasma, a hot continuously recirculating air flow through the ship's gas turbine which is ionized (electrically conducting).

Magneto-hydro-dynamics (MHD) is described by Childress as an ionized gas that is passed through a magnetic field to generate electricity. (Childress (2000), p.182) Perhaps the most disturbing and challenging, information about these allegedly mythical Vimanas in the ancient records is that there are some matter-of-fact records, describing how to build one.

In their way, the instructions are quite precise. Only a few years ago, the Chinese discovered some Sanskrit documents in Lhasa, Tibet and sent them to the University of Chandrigarh to be translated. Dr. Ruth Reyna of the University said recently that the documents contain directions for building interstellar spaceships!

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White Lightning Aircraft

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What Is Aircraft Trim

What Is Aircraft Trim - If you reduce power for cruise, you'll need to trim the elevator up slightly to maintain level flight. The higher you fly, the lower your indicated airspeed will be (although your true airspeed may be higher), so the pitch trim setting in cruise flight will usually be more nose-up at higher altitudes and/or lower engine power.

As fuel burns off, the center of gravity may change, requiring you to re-trim the airplane slightly. As you should know, if the airplane is trimmed for an indicated airspeed (IAS) slower than your current IAS, it will tend to nose up.

What Is Aircraft Trim

If the airplane is trimmed for an IAS faster than your current IAS, it will tend to nose down. By definition, to "trim" an aircraft is to adjust the aerodynamic forces on the control surfaces so that the aircraft maintains the set attitude without any control input.

Go Around

While all axes of rotation are affected by aerodynamic forces, not all aircraft types are capable of being trimmed in all three axes. Virtually all aircraft designs incorporate some form of pitch axis trim and most have provisions of some description for trimming in the yaw axis.

Roll axis trim exists on many aircraft but it is the least frequently encountered installation of the three. There are several different types of trim systems in use and more than one type may be found on a given aircraft.

Note this is independent of density altitude. Airplane performance, including trim function, is a function of indicated airspeed. Indicated speeds for desired performance do not change with density altitude; it just takes a longer or faster run to get to a given indicated airspeed when the air is less dense.

When flying a conventional single, adding power causes more airflow over the trim tabs, making the trim "think" the airplane is flying faster. Hence most airplanes will pitch up with power applications, and conversely will pitch down with power reductions.

Not Primary

Twin-engine airplanes can put a great deal more wind over the tail, so a pitch change following a power adjustment may be even more dramatic. The T-tail craze of the late 1970s, which continues among some designers and their airplanes, was a successful attempt to reduce the natural response to power changes by getting the elevator and its trim tabs up and out of the propeller blast.

The NTSB tells us that loss of control accidents—mainly stalls—most frequently occur immediately after takeoff, during the first moments of a missed approach, or as the pilot is attempting a go-around (see the diagram above). These are all situations when the airplane's trim is most likely to be set to a position for the previous phase of flight but which is not correct for the new one.

It's vital to know that, even if you perform a go-around correctly, you'll probably need to push on the controls—hard—to avoid excessive pitch and angle of attack until you can re-trim. To level off, add power to return to the same setting it was at in cruise at the higher altitude.

Following the principle of trim, the nose will come up to a level attitude and the airplane will fly level at the trimmed IAS. At most you may need to make very minor adjustments to the trim from this on-speed target.

Final Approach

If the aircraft is trimmed, the flight controls are in a state where no force needs to be exerted in order to continue straight and level flight. Aerodynamic and gravitational moments about all three axes are nulled out.

You're coming down final approach. Flaps are full, retractable gear is down, and power is at its normal setting. Airspeed is spot on and you are trimmed, flying at a fairly high angle of attack. Suddenly a deer runs out onto the runway and you need to go around.

Assume one of these two scenarios: For example, a Beech Bonanza's takeoff trim-setting range may be from three to six degrees up, but if only the front seats are occupied and the pilot trims off pressure for final approach and during the flare, it will be at 19 to 21 degrees

up at the point the wheels touch the pavement. Why is this important? Because it leads to one of the deadliest scenarios in aviation: the go-around. Using trim makes it very easy to plan an en route descent: If you reduce power you'll get a corresponding rate of descent, because the airplane will seek its trimmed airspeed.

Takeoff Trim

In many piston-powered light airplanes, changing manifold pressure by one inch will cause a roughly 100 fpm change in vertical speed. – It initiates the trim change from cruise climb speed to cruise speed, allowing you to make smaller trim changes a bit at a time instead of having to command a big trim change all at once.

The diagram above illustrates how pitch trim settings can change during climb through the transition to level cruise flight. Cruise climb occurs at a target indicated airspeed, with a resulting trim setting. In most airplanes this will be a few degrees nose up on the trim indicator, if the indicator is calibrated in degrees or units of deflection from neutral, or at an identifiable number of "dots" or distance nose up from the takeoff setting in other airplanes

. For example, when I take off in a 300-hp Beech A36 Bonanza with flaps up, if I smartly rotate at the book liftoff speed, the takeoff trim setting causes the airplane to be accelerating through VX almost immediately, 50 feet above the runway.

If I have a taller obstacle further out and need to maintain a VX climb longer, I'll need to increase back pressure slightly to maintain VX in the initial climb. With the trim properly set for takeoff, however, I know the airplane will do pretty much what I want it to do initially after liftoff.

Effectively its a way to fine tune/change the control surface to elevate control forces. Since airplanes can be loaded differently and the Center Of Gravity moves as the aircraft burns fuel the control surfaces must be slightly adjusted for each flight/flight segment to achieve straight and level flight for a given configuration/load.

An airplane's pitch trim system is considered a secondary flight control. Other secondary controls include flaps, spoilers and wing leading edge devices. Of these, the pitch trim system is of special importance because its proper (or improper) setting has a direct impact on the operation of the primary flight controls: the elevator, aileron and rudder.

For our purposes, we'll focus on elevator trim (or pitch control, depending on the airplane's configuration). Your trim setting in climb is highly dependent upon the density altitude, the power setting and the rate of climb you use.

Whatever speed for which you trim in climb, however, except for in the lowest-powered training airplanes there will be a large difference between the cruise-climb indicated airspeed and the indicated speed in cruise flight. This brings me to something I find to be little understood among even experienced pilots, but that has a significant impact on precision and the resulting performance when leveling off from climb into cruise: since you are trimming for an indicated airspeed, there will be a gradual

but dynamic change in trim required to keep the airplane precisely on your desired altitude. An airplane will seek the indicated airspeed for which it is trimmed. We might call this “the principle of trim,” and it is the basis for pitch stability and airplane control.

If you understand this basis, you can predict an airplane's response to just about any change in power, control input, autopilot command and even wind shear. In my mind from growing up watching hundreds of hours of Seconds from Disaster / Air Crash Investigation, trimming an aircraft is turning a dial that changes the airplanes "forward" direction.

So maybe it changes the control surfaces so that the plane is flying straight forward even though the rudder for example is at some deflection angle that isn't 0. We all should know by now to adjust attitude with the pitch control, then trim off the pressure so the elevator stays where you want.

But according to the NTSB, the most common fatal crash scenario directly results from inadequate pilot knowledge of and response (or lack of response) to the principle of trim. What is this principle of trim? How can he use this understanding to anticipate airplane control requirements, and to avoid the most frequent cause of fatal accidents?

When the deer runs onto the runway, you apply go-around power. This causes the airplane to pitch up. If you don't push, hard, against the nose-up trim, the angle of attack may become critical, and the airplane may stall.

The trim is generally adjusted any time the aircraft transitions flight phase (climb to cruise, cruise to decent etc) or when the power setting is changed or periodically in cruise if the CG is greatly affected.

For example if you climb out at full power, reach your cruising altitude of 3000 ft. push the nose over and pull the power back to your cruise power setting you may find you are still applying forward control pressure to keep the airplane from climbing.

In this case you would trim off the control pressure by rolling the wheel forward until you no longer needed to apply control pressure to keep the plane level. At this point you could fly "hands off".

On final approach with the runway in sight, you'll usually extend full flaps and slow the airplane to final approach speed. With flap extension and power reduction, in most aircraft, you'll need to re-trim the airplane nose up in order to maintain hands-off flying.

In light training airplanes this often puts the trim approximately in the takeoff position. But in larger or heavier airplanes, especially those with long cabins and therefore wide ranges of possible CG loadings, the trim setting on final approach may be well outside the safe takeoff range.

Like any other control surface, a trim tab does its job based on the airflow across it. Increase the air flow and it will have greater authority—it will exert greater force on the primary control surface.

Decrease the airflow and the tab has less authority, moving the primary control surface less. Changing the power setting, or adding or reducing drag (changing flaps and retractable landing gear position), changes the airflow across the trim tabs, driving a performance change.

The one time most Pilot's Operating Handbooks (POHs) or other manuals specify a specific trim setting is at takeoff. The relevant checklist will direct your attention to some sort of mark or pointer indicating the pitch trim is set appropriately before takeoff.

What does the takeoff trim setting give you? Elevator trim frees the pilot from exerting constant pressure on the pitch controls. Instead, the pilot adjusts a longitudinal trim control (often in the form of a wheel) to cancel out control forces for a

given airspeed/weight distribution. Typically, when this trim control (wheel or lever) is rotated or moved forward, the nose is held down; conversely, if the trim control is moved back, the tail becomes "heavy". Many newer aircraft, especially jet aircraft, have electric

trim controls. If the aircraft was in straight and level flight and the trim changes because of a change in any of the above, it can be compensated for by the other factors. Elevator deflection is fastest but requires a pilot force which is uncomfortable for longer periods, that is why the forces can be trimmed out to make the new stick position the neutral force one.

We're taught about trimming early in our flying career, and many of us get pretty good at using trim to fly accurately and smoothly. The deeper principles of trim operation to reduce workload, predict airplane performance and avoid the most common cause of fatal aviation crashes often isn't taught at all.

In your surprise at seeing the deer on the runway you instinctively pull back on the controls—what I call “the panic pull.” Airspeed declines and angle of attack increases. You then think about what you have done, and you add full throttle an instant later.

The increase in power pitches the airplane's nose even higher, increasing the angle of attack to the critical point. If you don't push the nose down now, hard, you may stall, with not enough altitude to recover.

Upon reaching your cruise altitude, lower the nose to level flight and allow the airplane to accelerate. As indicated airspeed increases, the airplane—following the principle of trim—will pitch up to try to slow down to the airspeed for which it is trimmed.

You'll have to apply nose-down pressure as speed builds, trimming off the pressure as you go. It won't all happen at once...the airplane accelerates, you hold forward control pressure and trim a little nose down to relieve that pressure;

the airplane accelerates some more, you hold more forward pressure and trim the nose down more; the airplane accelerates more yet and you hold more forward pressure and trim even more nose down...all the way until the airplane stabilizes on cruise indicated airspeed.

If you're flying an airplane with that characteristic, and want to descend at 500 fpm while maintaining your current indicated airspeed, then reduce manifold pressure by five inches. The airplane will nose down to remain on speed, and by doing so it will make your desired descent.

Adjust the throttle as needed to keep the manifold pressure constant during your descent and the vertical speed and IAS will also remain constant.

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