Magnetic Plasma Fusion Containment Engine built by David Adair

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On 20 June 1971, at White Sands Missile Range in New Mexico, David Adair launched a self-built rocket. Not unusual for a kid to build model rockets. But this was no ordinary kid, and no ordinary rocket. It was powered by a magnetically contained plasma fusion reaction. The engine was David Adair's own design. He immediately gained the attention of the United States Department of Defense.

That explains why you have never seen his engine design, in spite of the fact that such an engine would bring interplanetary travel within the reach of do-it-yourself tinkerers. The home-built aircraft industry would morph into the home-built spacecraft industry almost overnight, if this engine were to become available at the consumer level.

The government and many large corporations and financial institutions will buy out and shelve virtually every new innovation coming from the civilian sector if such an innovation could revolutionize consumer access to power production and travel. The basic rule of thumb is, if an invention can make a majority of the population self sufficient at an up front cost that the majority of the population can afford, then banking magnates, corporate magnates, lawyers, and politicians will make sure you either cannot afford it or cannot obtain it even if you could afford it.

Allow me to share a small example from my own experience. I have been fascinated by developments of an internal combustion engine that Studebaker initiated as early as 1916. The design has been through various iterations over the decades.

In the 1940s, the engine in question powered various torpedoes. It is uniquely suited for aircraft and torpedoes because it has a small frontal area, affording low drag. It also produces tremendous torque and has a power-to-weight ratio competitive with a turbine engine, but with a fraction of the specific fuel consumption. The design includes few moving parts and excellent long term durability, resulting in extremely low maintenance requirements. Double headed pistons are arranged parallel to the crankshaft. The pistons drive a sinusoidal cam that is part of the crankshaft.

In the 1980s, a start-up company called Dyna-Cam built and flew a production-ready version of this engine in a Piper Arrow. The engine was FAA certified for use in general aviation aircraft. Today, assuming you can find anyone who knows what it is you are talking about in the first place, you will hear lies telling you such an engine never gained FAA certification. Horse manure.

You will never hear about this engine design from any mainstream advertisers. You will never see this engine at any public event or symposium. Go to the Reno Air Races. Go to any major airshow where there are tech booths advertising the latest aircraft engine technologies. You will see Lycoming, Continental, and others with overhaul specials and tricked out parts for the same old engine designs that have been around for a century. You will not see anything like a Dyna-Cam or an axial vector engine. Ironically, that design has also been around for a century.

You might not find information on this engine anymore, even if you dig for it. Stashed away in a box that I cannot immediately locate, I have brochures from Dyna-Cam that I ordered when I was a kid in the mid 1980s. Most of this information has been wiped from the internet over the past decade. Dyna-Cam no longer exists. The company was bought out by Axial Vector Engine Company, which was later named Axial Vector Energy Corporation (AVEC). They have a facility in United Arab Emirates (UAE).

A few years ago, I called AVEC and asked about purchasing one of their axial vector engines. I could not have afforded one. I simply wanted to see what information I could get by asking.

The representative who spoke to me on the phone was genuinely proud of the engine his company had perfected. He told me the axial vector engine is a fully electronic internal combustion engine capable of burning virtually any flammable liquid.

It is a truly omnivorous engine. It can electronically adjust ignition timing, valve timing, fuel-air mixture ratio, fuel injection, and every other parameter commensurate with a true omni-fuel design. It can automatically detect and compensate for different fuels on the fly. The representative described these details with enthusiasm, as if he were trying to sell me an engine. That was before I told him I was a civilian consumer.

Upon disclosing my civilian status, the AVEC representative told me I could not buy one of their engines. Period. These engines are only sold to government and military organizations. They are not available to individual consumers.

Bear in mind that this axial vector engine is not merely in development. It has been in production and in operational use, particularly running advanced, 98 percent efficient, electric generators also produced by AVEC, for the past decade.

This engine is far beyond the flex-fuel technology the automotive industry is peddling. In fact, what the automotive industry sells as new and efficient breakthrough technology is no such thing.

The automotive industry, their financiers, and others who profit at the top, want you to think they are giving you the best tech there is, but what they are really doing is keeping you in the dark about the fact that there is tech out there, already in production, in widespread use, but unpublicized and outright concealed from private sector consumers. That tech to which you are not privy is orders of magnitude more advanced, and in some cases more affordable than what the major dealers are selling.

Government and corporate practices of buying out and shelving laymen innovations constitute the let-you-live deal. Often, such entities assassinate or otherwise ruin the lives of paradigm-shifting inventors. Look at what J.P. Morgan did to Nicola Tesla.

J. P. Morgan made money on copper. Tesla developed a means of transmitting electrical power without wires. J.P. Morgan saw that as a threat to the profitability of copper, so he ceased any further plans to fund Tesla.

Look at the offer the DoD made to David Adair after they saw his rocket demonstration. They drafted him to work at Langley, expecting him to rebuild his rocket engine. General Curtis LeMay had warned him to never build another rocket engine. Adair spent the next ten years in the Navy working on jet engines. After that, he became a "space technology transfer consultant" forbidden to develop his inspired rocket engine design.

And, by the way, that symbiotic engine Adair examined at Groom Lake. It's not alien. It probably came from the City of Enoch. And not by accident.

Roswell, 1947, probably Luciferian genetic hybrids, given the descriptions of the bodies recovered.