An Autobiographical Account
Trevor James Constable

Radar played an indispensable role in developing this new scientific art, especially after 1978. During the late 1960s through the mid-1970s, fixed-base regional rain engineering projects were guided by satellite visual loops, radar loops and radar facsimile maps available from US Government sources. In this period, weather engineering operations utilized batteries of over 100 large-bore , water-grounded tubes, emplaced mainly in remote desert sites in southern California. The effects wrought by such installations were sometimes so extensive geographically as to strain credulity. The operations overall were ponderous and difficult to manage.

Operational effects were often readily discernible in visual satellite loops, and sometimes on . government radar. The sophistication and coverage of weather satellite technology continually progressed. Documentation of operations was thereby available in the 1970s, including comprehensive weather radar, that did not exist when the late Dr. Wilhelm Reich pioneered weather control technology decades previously. That Dr. Reich was able to develop this technology as far as he did, without the abundant documenting aids available today, generated a profound, permanent respect for the genius-level awareness of this great scientist.

Operating on shipboard in the late 60s, and on into the 70s as a Radio Electronics Officer, vessel radar was among my professional technical responsibilities. This was a radical change from dependence on faraway government radar facilities. I was in a completely different environment in every respect. Gone was the highly-resistant, virtually etherless aridity of the southern California desert and the Los Angeles region. Gone also were the costly, long road trips, to tend and adjust the huge, water-grounded batteries of tubes then in vogue. Not only were the pristine ocean expanses regions of highly active etheric forces, they could be scanned continually with what was, in effect, my own radar. U.S. Merchant Marine ships normally run their radars 24 hours a day while at sea, so there was no waiting for facsimile schedules or satellite information. Engineered effects could be studied as they occurred. Excluded from the new set-up were the immense, water-powered batteries of weather guns with which I had begun my weather engineering investigations in 1967-8. Drastic downsizing of equipment was mandatory, at the same time as radar came to my personal hand. I would have to learn to make do with a single tube, on shipboard.

The new format in which I would henceforth operate, anchored to and dependent upon radar evidence, suddenly became local. This was an almost revolutionary change. The massive installations used ashore could, and often did, produce mind-boggling long-distance effects. Even associates most sympathetic to the projects had difficulty accepting results that sometimes influenced hundreds of square miles. In 1977 for example, a directional change of our equipment (150 guns) located at Thousand Palms Oasis in the desert interior of California, produced a sudden,180 degree wind change in Santa Barbara, on the Pacific coast 150 miles distant. These dramatic effects occurred fortuitously, and not on purpose, when the city was about to be consumed by the ferocious Sycamore Canyon fire. The wind-driven holocaust was stopped in its tracks and blown back up the hill by a cool wind off the Pacific Ocean, on the same vector as our changed operational direction from the desert. This operation is well documented. Furthermore, a scientist from the University of Southern California who was a neighbor of mine in San Pedro, happened to be offshore from Santa Barbara in the research ship Vallero IV. He saw the overpowering of the fire, and was duly impressed. “Big John” usually joshed me unmercifully, but not on this occasion. Many other friends had difficulty accepting that these remote effects were possible with such crude, almost ridiculously primitive equipment. This was a conceptual problem of some magnitude.

The maritime rain engineering situation left all this behind. What people could not grasp or comprehend because of its immense scale, could now be brought down to horizon distance, and within reach of ship’s radar, and was also recordable with cameras and the portable video recorders then coming into use. Operating at horizon distance, held the possibility of eventually convincing even the skeptical and the faint-hearted that etheric rain engineering was indeed an objective reality, as Dr. Reich had shown decades previously to an impervious world.

Mankind was technologically tapping the ether of space. Operations like the Sycamore Canyon Fire, and Kooler in Los Angeles, showed that this was a continuum of high power, able to influence millions of tons of atmosphere. The philosophical situation had also changed in favor of proving the ether’s presence as a physical entity, and its accessibility via geometry. Proving the ether mathematically, or disproving it mathematically, with arguments back and forth, had been going on for a century. All that now seemed irrelevant. Radar proved that a person knowledgeable in basic etheric functions could physically “get hold” of the ether. Radar provided the evidential and methodological key, linking the rain that was being engineered to what could be electronically and visually demonstrated. Denying what was objectively happening was like saying there was no such thing as a punch in the nose. My own radar installation, so to speak, could be consulted at any hour of the day or night.

The pristine, active ocean environment provided abundant rain engineering results, both visual and electronic. Forced reduction on shipboard in the size of the installations used ashore, proved to be the greatest of all blessings. Simplification and size reduction from that point, have continued down to this day. Physically smaller rain engineering gear produced radar-detectable results as far away as 30-40 nautical miles. The behavior of these rain formations relative to the ship’s movement, was plotted and studied. Definite evidence appeared of a basic law of etheric potential originally formulated by Dr. Reich: Etheric energy flows FROM LOW potential TO HIGH.

Dr. Reich termed the energy he discovered orgone. There is no personal doubt on my part that orgone energy is functionally identical to the chemical ether described in the “What is Ether?” section of this website. There are at least forty different names, in various cultures and epochs, for this same force. Dr. Reich termed its basic law the Law of Reversed or Orgonotic Potential. Rain engineering functions become achievable by understanding and applying this law. Radar played an indispensable role in elucidating the working applications of this law, which lie behind all successful etheric rain engineering and weather control. Radar was totally objective, divested of all emotion. All-new facts were disclosed in the glowing phosphors of those marine radar screens. Without this irrefutable testimony, and constant access to such testimony on the empirical pathway, progress could not have been made.

As long as I was being assigned to different ships for every voyage, no consistency of operational activity was feasible. Most of the ships served in during this period were fitted with single, 10 centimeter radars. These particular radar units tended to penetrate rain formations for vessel-to- vessel safety, rather than provide echoes from such rain. Occasional assignments to vessels fitted with newer, 3 centimeter radars, convinced me that in such units lay a dependable means to develop maritime mobile etheric rain engineering. 3 centimeter units when well-tuned, returned echoes from rain formations out to 40 nautical miles, and sometimes more when the rainy systems were large and reached miles up in the atmosphere. The extent, intensity and motion of rain formations was well-defined by 3 centimeter radars. Such technology came into vogue mainly because of its superiority over 10 centimeter units in piloting functions, such as detecting small buoys, through the higher resolution the shorter wavelength provided. My occasional encounters with such 3 centimeter radars during this period of temporary assignments, exposed me to alluring glimpses of what was possible, only to be followed by my transfer away from such 3 centimeter units.

When I received permanent assignment to the SS Maui, flagship of the Matson Navigation Company fleet, on her maiden voyage in 1978, all this changed. There would be no more transfers, every two or three months. On vacation leave, any material or equipment could be left securely aboard in the vessel’s abundant storage spaces. Cooperative understandings and arrangements could be forged with permanently assigned shipmasters and officers. Matson was a wonderful, “people-oriented “ company. Furthermore, the Maui had two modern Sperry radars: 3 centimeter and 10 centimeter. The 33,000 hp ship made 23 knots, which was to prove itself an important operational asset. The Maui was also an official station of the World Meteorological Organization, and was equipped with all required and officially approved meteorological instruments. The barometer and approved wet-and-dry bulb thermometers were eventually integrated into the numerous video sequences that were taped aboard.

Commodore C. C. Wright Jr., senior Matson Lines master at that time, was in command of the Maui. Intelligent, open-minded and a consummate gentleman, this former captain of Matson passenger liners readily assented to my carrying on rain engineering experiments aboard the ship. Commodore Wright took a lively interest in results. The radars would provide objective confirmation of any rain formations that were developed. Following is an account of an early Maui rain engineering success, excerpted from “Loom of the Future,” a heavily-illustrated interview book dealing with the overall development of etheric weather engineering. From this beginning, aboard the Maui, a new epoch of etheric rain engineering opened, based on radar’s trustworthy guidance. Stabilization of etheric rain engineering investigations, by virtue of my permanent assignment to the vessel, completed the new scenario with all its promise. The excerpt from “Loom of the Future” describes an early operation:

“Rain engineering aboard the Maui started with a single, rack-mounted , 4-inch diameter tube, equipped with a water ground. This was absolutely the bare bones, rock-bottom type of cloudbuster device. I started out by simply pointing the tube aft – that is, aiming it over the stern along the fore-and-aft line of the ship. This followed Dr. Reich’s admonition always to aim the device in the OPPOSITE direction from which you want the rain to come. The ship was on a southwesterly course for Hawaii. We were in about 1020 millibars at the barometer, and around 70 percent relative humidity, so the likelihood of rain was virtually nil.

“The 3 centimeter radar display started out completely clear of rain echoes, until about 40-50 minutes after this simple assembly was aimed and energized. To my happy astonishment, small, sharp squalls then began to materialize about 10-12 miles head of the vessel, right on our course line. These squalls fell away on each side of the ship’s course, giving rise to an arrowhead type of formation, which I will sketch. As the rain squall echoes passed down each side of the ship, many miles out, they were obviously losing their cohesion and reflectivity. Rain echoes faded rapidly once the squalls passed abaft the beam on each side of the ship. All the while, more rain squalls continued to generate at the same point dead ahead. The exact distance of this point was readily ascertainable – and was monitored – with the range marker control. The engineered echoes always came up right on this electronically-marked point. A geometric distribution of this engineered activity was taking place before my eyes. Radar does not lie.

“When Commodore Wright came on the bridge to write his night orders, he went straight to the radar and took it all in immediately. ‘I’ll be darned’ he said, ‘a blooming arrowhead.’ He suggested right away that I turn off the cloudbuster unit, and see if the arrowhead formation faded out. I did this, and the collapse and dissipation of this engineered, artificial system commenced immediately the water was turned off and the tube disoriented. You could see the whole display lose energy and reflectivity very rapidly. In half an hour, only the faintest remnants of that once vivid arrowhead formation remained abeam, and all generative activity dead ahead of the vessel had ceased.

“We then tried reactivating the unit. The formation did indeed return in an hour or so, but in diminished strength and clarity. I would caution here against attempting to transfer to this new engineering art – dealing with an incredibly subtle force – mechanistic procedures pitchforked over from the regular science and engineering fields. An entirely new attitude is necessary. We are dealing with something that is alive. We need to ensure that reality and technological utility are not extinguished or buried, by compulsively demanding compliance with gross, on-off expectations. The latter are typical of the cruder aspects of intelligence. The need to change ourselves is universally apparent in this decadent world, and weather engineering makes that demand on us. With the ether, we are handling a baby right now. Great care will give us a sturdy infant in due course.”

From this beginning, the experiments remained solidly anchored to radar results, right up until the time my sea service ended in 1992. When Commodore Wright retired, his successor was Commodore K.R. Orcutt USNR, a gentleman of formidable mentality, intelligence and technical skills. In the course of my seagoing career, I had sailed with about 60 different shipmasters, under three different flags, in all kinds of vessels ranging from RMS Queen Mary on the North Atlantic, down to Liberty ships and tramp ships. As a result of this experience, I knew a good shipmaster from a mediocre one. Commodore Orcutt was without a peer in my experience. He knew radar, both operationally and technically. He gave quiet support to my work. He ensured it was known that no one was to interfere with my installations on the Maui’s flying bridge. There were those aboard the ship, emotionally upset by its presence and effects, who would have clandestinely thrown it all overboard.

From time to time, the Commodore offered significant, quiet suggestions – such as suggesting to me that I get the technology airborne – that were intriguing. He also occasionally asked me to intervene operationally in foggy conditions, which was usually successful, and sometimes spectacularly so. Scientifically-minded and technically skilled in four or five disciplines – including computer programming – Commodore Orcutt’s eye was always on those radars. “Radar does not lie,” was a phrase he much favored.

In the first years aboard the Maui, the rain engineering research continued with the use of two or three large-bore tubes on the flying bridge that were water-grounded. Extensive, irrefutable time- lapse videotapes were made of operational results. Radar guided this work, and confirmed the reality of the etheric laws involved. When proceeding on southwesterly courses outbound to Hawaii at night, with weather guns in function, radar often confirmed the presence of vast rain lines 30-40 miles in extent, perpendicular to the ship’s course. Without radar we could not otherwise have seen, or understood these accretions of thousands of tons of water. By aiming the muzzles of these large tubes abaft the beam, with the depressed, water-fed end lying forward in the direction of magnetic west, the etheric flow coming out of the west toward the east, could be locally blocked. The low-to-high flow law of etheric force, and the forward drainage of the ether away from the ship created this strange, “backwash” effect. The resultant local etheric blockage near the surface, produced an elevation of the etheric potential over the ocean ahead of the ship. Atmospheric moisture would be drawn as though by a magnetic force to this area of higher potential. Rain materialized in the high potential region, whereupon it became visible electronically on radar. 3 cm radar clearly showed the rain accreting and not moving. Such operations as these would not be attempted unless we were proceeding in rain-negating barometric pressure of 1025 millibars or more. This was all being done at night, when the etheric continuum is most amenable to such manipulations.

Etheric force from farther west meanwhile, beyond the blockage area, would run toward the high potential blockage, drawing still more atmospheric water vapor and causing the saturated region to spread each side of Maui’s course line. From these accretions, deluges would descend to the ocean surface. This whole sequence was unerringly revealed on radar. The convincing climax would come when the Maui, with etheric force still draining forward and away to both sides from the shipboard gun, would sail right through the engineered front in virtually rainless conditions. On moonlit nights when carrying out this kind of operation, we could see rain descending copiously on both sides of us, while we sailed between these walls of deluge with only drizzles on the Maui. This aspect of our operations we christened the “Moses Effect,” because of the parting of the waters. Countless dozens of deck officers and others saw the “Moses Effect” during their Maui service.

All of this was depicted unequivocally on radar, many times in similar circumstances, pressed down and running over. Dr. Reich’s Law of Reversed or Orgonotic Potential was valid, as was the west to east etheric flow in temperate latitudes. A photograph is included in this section of the Maui’s radar screen, taken during one of these operations while en route to Hawaii from Los Angeles. Another photograph in the presentation shows a similar kind of operation near Oahu, Hawaii, but with the opposite, east-west flow of etheric force that prevails in the tropics, blocked by rain engineering equipment on the Maui. Thus was the ether engineered to “brew up” a massive rain formation. This would contain countless thousands of tons of water, and extend horizontally over 30-40 nautical miles. Once again, it is 3cm radar that allows the entire happening to be analyzed and understood as the application of a law new to mankind. This law may one day apply etheric force to lift a craft into the air as easily as it now lifts thousands of tons of water. “Fuel” is not needed to produce this lift.

In due time, a Collision Avoidance System (C.A.S.) was added to the two Maui radars. This was a computerized depiction of radar echoes, which displayed the course and speed of such targets on a separate large screen between the two originating radars. The C.A.S. similarly projected Potential Areas of Danger (PADs) wherein the computer had determined that a collision might occur should the Maui, and the detected ships (or other echoes), maintain their original courses and speeds. In short, the entire display was automatically plotted, updated and analyzed by the computer, relieving the deck officers of the plotting task. With the aid of this sophisticated addition, the behavior of squalls could be readily determined, such as any changes of their directions of motion and speed. Experience with the CAS left no doubt that rain squall echoes were reacting to some kind of emission or influence from the ship. The results naturally varied with latitude and Maui’s course and speed, and the season of the year, which determined the direction of the etheric flows at that particular time: north to south in the northern hemisphere fall and winter, and south to north in the northern hemisphere spring and summer. Moon phases definitely ruled the intensity of the west-east etheric flow in temperate latitudes.

The water-powered rain engineering situation on the flying bridge eventually became a definite threat to the continuation of my privilege of having an installation there. The scuppers (drains) on the flying bridge were of inadequate design. Water from my equipment, or rain, or both, would therefore slosh over the retaining edge of the flying bridge as the vessel rolled slightly, and cascade down on to the bridge deck below and on down to other decks further below. This led to one of Commodore Orcutt’s genius recommendations. He suggested to me that I did not really need the water to power my equipment. I ought to find a way to get rid of this water dependence. That would be technical progress, because it would allow me to take the equipment anywhere and operate it without water. There had to be a way, he opined, and he expected that the Chief Engineer and myself, working as a team, could find that way.

This development was being quietly forced on me, just as had the downsizing of the massive tube batteries used ashore. The Chief Engineer of the Maui, Mr. Louis Matta, was among the most highly valued of my associates. He is a gentleman of noble motives, ethics and character. He had been interested for many years avocationally in sacred geometry, and was a student of Tai Chi. He took the ether in his stride, having long ago come across it as CHI, in Oriental philosophy. Given Commodore Orcutt’s gentle ultimatum, we got cracking on discussions, theories and endless sketching. Finally, we found a way that we theorized should work, and we fabricated what was needed in the ship’s workshop. Lou Matta was and is, an outstanding sheet metal artisan, as well as a top-flight marine engineer. A simple geometric assembly, not using water power, was put into action. Such a device required a certain familiarization period, but in a short time revealed that Commodore Orcutt had been right. We did not need the water.

Once again, radar proved out this advance objectively. Large rain buildups were possible without water grounding. The same general type of geometric unit proved useful on automobile roofs ashore, under suitable circumstances. Operating water-powered guns in cars had proved messy and functionally unsatisfactory. The airborne translators of today, are descended in a line of provings from the first “waterless’ rain guns fabricated by Lou Matta.

Years of tests and trials ensued. In their course, many variants of geometric rain engineering devices were tested and tried under the steadfast eye of the Maui’s radar. One of Lou Matta’s inspirations, was to fabricate a translator that would theoretically “stir” the ether into vortices as we raced across the ocean. He designed a resonant chamber with two 13 inch projectors at 90 degrees to each other, so that they pointed skyway at 45 degrees to the vertical. The 45 degree angle was “locked” into the structure, which could withstand the gale force winds common on Maui’s flying bridge. This simple assembly was then rotated by a small electric gear motor as the vessel moved. Given the appellation “Box Apache,” this unit laid down parallel rain lines on each side of the Maui’s course, which at times extended back behind the ship as far as 30 miles. Photographs of the Box Apache’s rain pattern were taken directly off the the Maui’s CAS, survive to this day and will appear on this website.

Golden Section cones, usually four of them, were mounted with their apices pointing skyward, at an angle of 72 degrees from the horizontal. This type of unit was named a “Spider,” because the mounting cross-bars, upside down on the deck and minus the cones, resembled a huge aluminum spider. Rotating the Spider on the Maui under way, surrounded the moving vessel with rain or near-rain conditions, which could be readily detected on radar. This circle of often massive rain echoes, would move across the surface of the ocean synchronously with the Maui, an astonishing distribution of engineered rain, once again verified by radar’s dependable eye. The Spider was obviously generating implosive etheric vortices steadily, to produce these anomalous rain patterns by “screwing” the rain into physical existence. In daylight, the existence of the vortex pattern was evident to the eye in the surrounding scenario, as well as on the radar screen. Directly above the ship, and moving along with it, was a shimmering blue ring of sky, carved right through the overcast... All around the horizon meanwhile, the rain clouds were being crushed down in a giant doughnut formation, 360 degrees around, 6-8 miles out from the moving ship. The entire vortex pattern moved synchronously with the ship, centered on the ship. Radar confirmed the objectivity of this scenario, examples of which appear in the publicly-released video “Etheric Rain Engineering on the High Seas.” There are also in this same video examples of virtually all the functions mentioned in this summary of radar’s vital role in opening us to understanding of this engineering art. Especially noteworthy is the video sequence recording rain pillars descending into the ocean, with relative humidity at 45 percent, and a 10F differential between wet and dry bulb thermometers.

Perhaps the most significant part played by radar, overall, is the development of operating acumen, stimulated by radar’s constant guidance. Some quarters might call it intuition or instinct. When the legacy of all these thousands of hours was converted to use on aircraft, that operating acumen found its most useful application: operating without radar if need be. Velocity in airborne etheric rain engineering had greatly increased over shipboard operations. The speed of all happenings was now raised. Effects were magnified by virtue not only of greater speed, but also by having the translator completely clear of the earth.  Especially in tropical locales, reaction of the ether was rapid and could be violent. The operating acumen built up on the Maui and guided by radar’s yield proved invaluable, especially as a safety factor.

With certainty it may be said that without the 14 years aboard the Maui, more than 300 crossings of the north Pacific, and those radars – in particular the radars – I would still be down in the dark where etheric rain engineering is concerned. The basis was laid by this work for the future, further investigations of the ether that will be carried out by formally qualified and trained scientists – using radar. These scientists will use radars of such sophistication, sensitivity and specialized capability, that the simple SSV (Ship to Surface Vessel) radars of the Maui would appear primitive by comparison. These capable men and women will, one day soon, lose their structural apprehensions of the ether, and overwhelm such fears with healthy curiosity about the etheric presence all around them. Funding will perhaps appear from those few in authority who are capable of conviction that a different and better world will be born of a comprehensive understanding, and technological use of the ethers. Fortunately, on the Maui, we did not have to depend on retarded people, or waste our time trying to convince compulsive skeptics. Otherwise, radar would not have been able to deliver the enlightenment that was its gift to us, and to the whole world.

Copyright 1990-2008 Etheric Rain Engineering Pte. Ltd.
October 9, 2008

Research Links:
BorderlandResearch * ExplorationScience * Free-Energy