LETTER TO ALLEN W. DULLES FROM J. A. HESSEY

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80B01676R003800080092-4
• Release Decision: RIPPUB
• Original Classification: K
• Document Page Count: 10
• Document Creation Date: December 12, 2016
• Document Release Date: April 5, 2002
• Sequence Number: 92
• Publication Date: January 1, 1958
• Content Type: LETTER

J.A. HESSE
January 1958.
Allen W. :DULLES
Director of Central Intelligence
2430 H. Street
WASHINGTON. (U.S.A.
Dear Sir,
of I am pleased to submit herewith a study on the subject
"SCIENTIFIC AERONAUTICAL THEORY OF tt ELiTIVITY""
wich conclusions I reached after realising the impossibility for
the air-craft designer to transpose the architectonical disposi-
tions of aerodynamics according of the principles of relativity
projection field angular gravity dynamic equation.
Technicians have never been able to realise the outline of
the fourth dimension or any mechanical application of relativity,
because they lack technics diapositive subsequent to the outline
derived from the plumb-line and the water-level, which elements
only represent the first phase on the sixteen representing the
development which includes speed with the mechanical application
of gravity relative inertia dynamics polarisation.
I am alone to possess a complete demonstration to be
able to establish an architectonical plan and to give the necessa-
ry directives for the construction of a model prototype of the
hypersonic air-craft built technically according to the laws of
relativity which are indispensable for the mechanisation of both
steering and stabilisation control, thus doing away with any ar-
chitectonical deficiencies such as have been found in construction.
It would, therefore, appear urgent to inform that hyper-
sonic dynamism cannot be realised without taking relativity into
account and that the mechanical application of relativity is only
possible within the complete processus of architectonics of which
I am alone to possess both the intellectual and technical synthe-
sis realising first of all the Relativity Synchromatic Steering
Dispositive Hessey Centric Double Quadri-Vector Formula for Hyper-
sonic Engines and Air-Craft to Unlimited Mach Numbers.
My proposal consist to the creation of H V 8 C models
prototyp specialised to Hypersonic Steering design, conform to the
Relativit Circular Generalized Space of the dynamic gravitation
force effect mathematics, un own y the constructors of the worlds
competition industr
of ai
y
r-craft and aero-engines.
Yours faithfully
J.fi. HESSEY
Relativity Dynamicist
Speed Championship Holder
IdU~ u- nevolu t1 on and
Abolition, ave eel, L)r-Lvativ ransmz e y Posen aum
pedagogue from the University of Geneva.
~.R~ j-/masse y.
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CON.Fli)EN'Tl&L DEMONS ThATION
In sending the aeronautical Theor,
o
explain that my scientific demonstration is inStheloubjelcttorder
to proclaim the relativity principle, according hypersonic veering
superspeed to the steering and stabilisation driving.
g
Actually, the technic is insufficient to make aerodynamical
application of relativity and the fact to learn at present time in
a technic school made practical impossibility to demonstrate
tivity physics gravitation projection field of the an8 chi-
rela-
tectonic
tectonic dynamic equation for stabilisation and steering archi-
steering controls
s
Architectonics technical laws, arbitrarily supressed about
1805, are not taught. The negatives dimensional schemes subse uen
to this epoch became fictitious as a gravitation application of t
them could not be found and thus
any knowledge of relativity that ccouldebe realisedlmechanicall impart
Y
The polytechnic diplomas do not include the elements of
architectonic knowledge. Being mainly a statistician through professional training, the engineer, in the absence of an architec-
tonic teaching, cannot claim the abilit to apply
relativity inherent in aerod Y mechanically the
ynamic~ .
In basing the system of hypersonic aerodynamics on the
principles of a teaching which does not correspond to the true facts
the possibility of really efficient mechanic realisations is
elimi-
nated. The failure at the present time of high speed flight is due '
above all to the constructor's physic of gravitation ignor elimi-
regard to architectonic technics
the non a (ingineer is only statistician) nand
application of_ relativity to mechanical science.
Proceeding itself from architectonic origin, ; _
lion was existing (technic and physic) long time beoreuEinstein,
but actually mechanical explanation of f ourth dimension is only
possible with the architectonic secret keeped synthesis of my own
of which otherwise I an alone to realise experimental application.
~. ~. fless~ y.
J.A.
hl - v
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 Approved F r-Release 200210 2-CIA-RDP-80BOa-6-76RS --
Hypersonic Veering Superspeed
ff ECC E V
RELATIVITY
HV8C 1,7 OXNR CC'CRAFT
MACH 2 SYNCHROMATIC STEERING
0
The relativity of the achitectonic statico - dynamics dimensional
rhythms of universal gravitation is mechanising the fundamental element
of aerodynamics, the dynamic transposition of gravity, which makes it pos-
sible for an engine technically conformable to the refraction angular prin-
ciple of mass gravitation, to perform its evolution in every condition of
hypersonic superspeed.
Architectonic statico - dynamics dimensional rhythms with tensors
reference system represent the principle of relativity, in its entire mecha-
nical conception.
In spite of the progress of mechanics, the aeroplane in its dif-
ferent aspects does not constitute an example of a perfectly constructed
machine conceived on an architectonic basis and becomes uncontrollable
at very high speeds as a consequence of imperfect technics. The data of
relativity which are also valid for rocket driven engines as well as for
propulsion based on reaction, for all systems, whatever they may be, are
subject, physically speaking, to the dynamic laws of gravitation, taking in
consideration the concentration of the forces in motion and its phenomenon
of repercussion, the dynamic field of gravitation, the geometrical harmony
between motion tho space and the dynamic gravity.
Despite their apparently revolutionary aspect, the most recent speedy
plane models do not fulfil the demands of the gravitation, the controls
being worked on angles contrary tho the right arrangement required by the
principle of relativity.
The form of the wings, their extension, the position of the stabili-
zers have never yet been conceived according to the laws of gravitation in
relation to motion from the relativity principle.
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Statistics enable one to establish facts, to compare, to codify, but
do not save one from error; architectonics alone afford the means of
creating without neglecting the dynamic principles of gravitation.
Technics not being inspired, however, by the principles derived from
architectonics, the theorist is proceeding intellectually by means of 'conjec-'
ture on a basis that is only secondary in regard to the purely architec-
tonic sphere.
The phenomenon of power. depression proceeds from a centre inter-
mediary to the static and dynamic centres, this being a negative particu-
larity of aerodynamics. This depression increases proportionately to the
square of acceleration and represents a fixed angular factor in the geo-
metrical disposition of elevator and rudder control hinges. Up to the present,
this factor has never been utilised in the practical field.
The difficult problem that has to be solved by the dynamist arises
from the spheroid relativity principle, according to which air gravity is
acting on a certain object and from the transposition of this static pressure
into an obliquity in two directions remaining immutable under the sway of
the speed of displacement. The use of a numbered scale enabling to work
by means of circumferences requires the knowledge of an intellectual
statico-dynamic relativity factor beyond the academic limits of all official
teaching.
Errors are committed in this way by constructors who do not
dispose of the necessary physical elements and who, on the most recent
speedy performance models. try to articulate the hinges of controls in a
direction which does not accord with the angle of aerodynamic gravity
depression.
The fin, for instance, has to be directed backward in a proper
manner but, in order to avoid the increasing risk of accidents, the essen-
tial principle of the control hinges must be established on an entirely dif-
ferent basis to that employed at present.
It is well known that at the moment with the power of the propel-
lers, the controls, as they are placed in former and recent constructions,
lose all possibility of control and become inoperative at a certain degree
of speed.
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The system of airplane controls is indirect as regards mechanics;
logically the controls have to be joined to the angle of depression instead
of to the angle of pression,
For any machine that is not constructed according to the above-
mentioned data, the safety limit is reached shortly before the sound barrier
The constructor is not able to master the divergency difficulties pertaining
to the new hypersonic aviation without the knowledge of architectonic
statico-dynamics dimensional rhythms of mechanical relativity dispositive.
Thus, by the fact that technics are trying to establish a theory of
dynamism without having obtained so far marked results showing the way
out the kind of blind-alley in which they find themselves, one may state
that such a result. would require the mathematic application of architectonic
rhythms to motion. Of all different theories, architectonic dynamics alone
must necessarily constitute the basis of a new technology, as instruction
has not yet freed itself from the fictions of mechanics and physics imposed
as a dogma and which the author had to overcome.
It is necessary therefore, to fix the constructor's attention particu-
larly on the advantages resulting from 'mechanical norms quite unknown to
technics, whereas all statistical researches in the matter of relativity
remain uncertain.
The application of these new norms mean a scientific revolution
going beyond the restricted limits of irrational academical technics. The
principal reason for the anarchy prevailing in the researches made in the
matter of structural rhythms applied to moving engines resides in the fact
that aerodynamic science completely ignores at present any doctrine con-
cerning the mechanism of gravitation in respect of motion.
The technical data of the above-mentioned motion theory make pos-
sible the construction of the prototype of an aircraft that will pass the
sound barrier without being affected by the inconveniencies resulting from
the wrong disposition of the control devices.
The present day aircraft does not function according to the laws
of gravitation, in consequence of the non-application of the dynamic depres-
sion principle ; therefore the use of complete architectural technics with
regard to their principal elements is necessary for construction ; ratio of
angles, in the position of part hinges.
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The relativity dimensions of a plane, afford the means of ascer-
taining whether one exaggerated tendency is developing to the detriment of
another and of revealing any derogation element that could present a danger
in the working of the machine; any error with regard to gravitation laws
must be considered as a capital factor of the highest importance when
proceeding at a certain speed.
The progressional capacity of a normalized machine is much higher
than that of a glider launched by traction, without taking into account the
geometrical relations of gravity, which cause disturbances of the organic
parts of all machines previously constructed with an imperfect knowledge
of physical relativity.
The wings are curved on the horizontal plane, on account of the
pressure wave principle, the wing profile is double cambered with sharp
edges. The wing curvature is calculated proportionately to the displacement
mass and the gravitation field, the right wing, as well as the back-swept
wings are not concordant with the principle of equidistance from the pres-
sure wave in its spread as pression and depression are both functions of
a centre: thus a wing conceived according to the principles of the law of
gravitation can logically only be disposed in its design in a curve.
The static proportions of elaborating the organic parts are contrary
to the aerodynamic characteristics of an aircraft capable of passing beyond
the speed of sound in its normal evolutions and of proceeding at such a
speed, as the surface distribution remains confined to the gravitation
field curve.
The articulated prolongation of the planes works in relation with
the axis; this partiqularly, as well as the disposition in direct incidence
requires the knowledge of dynamic gravity.
The direction and elevating controls are arranged according to the
incidence on an angle proportionate to the air depression; the whole direc-
tion scheme is based on the laws of dynamic gravity.
The assembling of inertia planes by means of the relativity of gra-
vitation elements, the specific gravity of an engine, the static pressure of
the ambient air on the latter and the speed, comparatively, require for the
laying out of the tensors reference system the use of the relativity fourth
dimension.
Relativity Mathematics Source
A. EINSTEIN and J. BECQUEREL
Polytechnician Dr. HAENIS ('r E S C G
1957.
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Hessey HVBC 1,7 OXNR CC'CRAFT Relativity
Divergency statico-dynamic dispositive synchromatic steering
inertia mass radius refraction gravity tensor, positive negative
trajectory inductor graphic, restricted and generalized circular
force effect four dimensional space limitation, mechanical and
physical impulsion energy moving part extensible cradle frame,
p'i delta associated potency number rhythms, fluid drive coupled
equation minor and major interval square, translation funda-
mental vector hypersonic veering superspeed formula 1957.
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C 1,7 40X (2)
HV80XNRC
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FORM N0. 237 Replaces Form 30-4 (40)
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