Sandy Kidd Inventor of possible antigravity machine 1986

Research physicist Dr. Bill Ferrier of Dundee Universityexamined the device on campus of the Dundee University. “Its potential is mind-boggling,” Ferrier announced. After Sandy Kidd moved to Australia, a second prototype was tested in Melbourne for three days under the supervision of specialist engineers. Placed in a sealed wooden box, it was suspended from a cord attached to an overhead beam fitted with sensitive measuring instruments. Powered by a model aircraft engine, the entire device due to vertical thrust overcame the force of gravity.
Dr. Bill Ferrier of Dundee University talking about Sandy Kidd’s machine in 1986:
There is no doubt that the machine does produce vertical lift. Several modifications were then made at my suggestions in order to disprove other possibilities of lift, particularly aerodynamic effects.
I am fully satisfied that this device needs further research and development. I have expressed myself willing to help Mr Kidd whose engineering ability is beyond question, and for whom I now have the greatest respect. I am currently trying to interest the university in housing the development and also in finding ‘enterprise’ money to fund the next stage.
I do not as yet understand why this device works. But it does work! The importance of this is probably obvious to the reader but, if it is not, let me just say that the technological possibilities of such a device are enormous. Its commercial exploitation must be worth billions.

In March 1990, Dr. Ronald Evans of BAe Defense Military Aircraft’s Exploratory Studies group, chaired a two-day University-Industry Conference of Gravitational Research, sitting around a table with a gathering of distinguished academics to identify any emerging “quantum leaps” that might impact on BAe’s military aircraft work. Gravity control figured extensively on the agenda.
Imagine it. A technology, popping out of nowhere, that rendered all of BAe’s current multi-billion-dollar work on airliners and jet fighters redundant at a stroke.
The company also undertook some practical laboratory work in a bid to investigate the properties of a so-called “inertial-thrust machine” developed by a Scottish inventor, Sandy Kidd.
In 1984, after three years’ work building his device—essentially, a pair of gyro-rotors at each end of a flexible crossarm—Kidd apparently turned it on and watched, startled, as it proceeded to levitate.
In May 1990, BAe began a series of trials to test whether there was anything in Kidd’s claims, knowing full well that he wasn’t alone in making them.
In the mid-1970s, Eric Laithwaite, Emeritus Professor of Heavy Electrical Engineering at Imperial College London, demonstrated the apparent gyroscopic weight loss.
The accepted laws of physics said that this was not possible, out of the question—heresy, in fact. But Laithwaite’s claims were supported by a top-level study into gyroscopes published by NATO’s Advisory Group for Aerospace Research and Development (AGARD) in March 1990.
The authors of the AGARD report concluded that a “force-generating device, such as Laithwaite’s, if integrated into a vehicle of some kind, could, in theory, counteract gravity. Clearly, if such a counteracting force was of sufficient magnitude it would propel the vehicle continuously in a straight line in opposition to said field of force and would constitute an antigravity device.”
The report went on to say that there was at least one “gyroscopic propulsive device” that was known to work and that the inventor, E.J.C. Rickman, had taken out a British patent on it.
The trouble was, the report concluded, the impulses generated by these machines were so slight they would be useless for all practical applications, except, perhaps, to inch a satellite into a new orbit once it had already been placed in space by a rocket.
It was hardly a quantum technological leap. But that wasn’t the point, Dr. Evans told me. What was being talked about here was an apparent contravention of the laws of physics; the negation, at a stroke, of Newton’s Third Law, of action-reaction. Which was why the BAe sponsored tests on the Kidd machine had a relevance that went way beyond their immediate and apparent value. If there were ways of generating internal, unidirectional, reactionless forces in a spacecraft, and in time they could be refined, honed and developed, the propulsion possibilities would be limitless.