A Preliminary Study of Fifty
Seven Pilot Sighting Reports
Involving Alleged Electro-Magnetic
Effects on Aircraft Systems
Richard F.
Haines Dominique F. Weinstein
Los Altos,
California Paris, France
Copyright
April 5, 2001
Abstract
This preliminary report presents
the findings of a comprehensive review of over fifty years of pilot reports in
which permanent or transient electro-magnetic (EM) effects occurred on
in-flight aircraft systems allegedly as a direct or indirect result of the
relatively near presence of one or more unidentified aerial phenomena (UAP).
From a total of 1,300 reports fifty seven (4.4%) were found that involved E-M
effects. Of these, twenty seven (2.1 %)
case reports contained 52 different E-M effects that fit the authors’ level 1
(highest) acceptance criteria. Of these
cases, the (fundamental) aircraft system most frequently affected was
electrical (40 cases; 77%) followed by power plant (4 cases; 7.7%), on-board
radar contact (4 cases; 7.7%), and miscellaneous (3 cases; 5.8%). Of the forty electrical system interference cases
the radio’s function was affected most often (15 cases; 37.5%) followed by
compass reading errors in 10 cases (25%). In general, it was found that general
aviation aircraft were more likely to be affected than commercial or military
type aircraft. The most commonly
reported UAP shape is round or oval. Interestingly, most of the E-M effects
occurred when the UAP was nearby the aircraft. These findings are potentially
important and deserve further in-depth study and confirmation by obtaining
additional high quality aviation reports.
Introduction
Civilian, military, and commercial
pilots have reported seeing unidentified aerial phenomena (UAP) for over fifty
years. These ubiguitous phenomena have
been reported by air crews of almost every nation on earth and have led, in the
past, to the establishment of several official civilian or military review
boards or study groups (e.g., Chile, France, Soviet Union, United States of
America). The interested reader should consult (Haines, 1983, 1992, 1993, 1994, 2000; Hall, 1964; Jacobs,
1975, Gillmor, 1968; Ruppelt, 1956) for examples of such accounts.
As interesting as these general
pilot sighting reports are there is another type of aviation event that is even
more interesting and of more potential importance to those who are
technically and scientifically minded, viz., UAP-related electro-magnetic
effects on board the aircraft that could have impacted flight safety. The
primary purpose of this paper is to review
over fifty years of pilot reports which
both authors have compiled over the years. These cases involve one or more
on-board systems (navigation, guidance and control equipment, cockpit displays,
circuit breakers, other electro-magnetically controlled systems) were
influenced allegedly when one or more UAP were physically near the
aircraft. Clearly, it is both the
physical proximity of the UAP as well as the transient nature of these E-M
effects that make them so interesting.
If it can be shown that there is a direct, range-related influence of
UAP on cockpit (and other) on-board systems then the application of traditional
laws of physics is appropriate. And, if these effects last only as long as the
UAP is near the aircraft and return to normal function after the UAP departs,
it suggests that they are caused directly by the UAP and are not random or
unrelated energy interactions within the airborne system(s). The following section discusses how these
cases were selected for study?
- Electro-Magnetic Case
Acceptance Rating Methodology (EMCARM)
-
This methodology provides a set of
rating criteria for pilot reports involving EM effects. EMCARM represents a
clear and relatively simple set of acceptance guidelines with which to accept
or reject candidate EM reports. Table 1 presents the eleven factors and their
ratings.
Table 1
EMCARM Evaluation Factors
________________________________________________________________
No.
Factor Criterion Rating
________________________________________________________________
1.
Pilot Flying Experience > 5000 hrs. (commercial / military) 4
1
to 5000 hrs.(commercial / military) 3
>
1000 hrs. (private) 2
1
– 1000 hrs (private) 1
Not
mentioned 0
2.
Number of Aircrew Witnesses >3 3
2
pilots (or 2 rated aircrew) 2
1
pilot/aircrew 1
Not
mentioned 0
3. Aircraft and UAP Altitude
Scoring Matrix (use number in
appropriate cell)
50 0 1 2 4 2
Aircraft Altitude
30 0 1 4 2 0
(ft. x 1000) 10 1 4 3 1 0
1 3 2 1 0 0
__________________________
1 10 30 50
70
UAP Altitude (ft. x 1000)
4. Separation Distance (d)
Very near (within
30 feet) 4
between Aircraft and UAP Moderately
near (30<d<100 feet) 3
Moderately
distant (100<d<5000 ft) 2
Very
distant (> 5000 feet) 1
Can’t be
determined/not mentioned 0
5.
Ambient illumination Full
daylight 3
Very
dim ( incl. dawn or dusk) 2
Dark 1
Not
mentioned 0
6.
Duration of EM Effect(s) Only
during closest approach and
ceased after UAP departed 4
Appeared
when UAP arrived and
did not return to normal after
UAP departed 2
7.
Severity of EM Effect(s) More than 3 independent sub-
systems affected 4
1
sub-system affected 3
1
or more sub-systems had to be
replaced
3
Not
specified 0
8.
Sighting Duration (t) > 60
min. 5
10<t<60
min. 4
2<t<10
min. 3
0.5<t<2
min. 2
<0.5
min 1
Not
specified 0
9.
Aircraft Ground Speed (v) > Mach 1.0 3
(Note: UAP must be near 250<v<600 mph (~Mach 1) 2
and maintaining
station with Stall<v<250
mph 1
aircraft to
validly apply these If not
specified (private single
ratings) engine aircraft = 1; twin
engine jet aircraft = 2) 1 or 2
10.
UAP Ground Speed Ditto
9 above
11.
UAP Maneuverability UAP
circles aircraft that is flying
(Relative to
aircraft) on constant heading 3
(UAP must be nearby)
UAP maintains “station”
precisely
as aircraft changes heading,
altitude, etc. 3
UAP executes high precision
flight,
high-g turns, hi accel. stops/starts
over relatively long periods of
time (typ. > 5 min.) 3
Other Maneuvers 3
Not
specified 0
____________________________________________________________________________________
Max.
score = 40
In this report, a Category 1
incident achieved an ENCARM score of 22 or more and was included in the study
while a Category 2 incident had a score of less than
22 and was not included.
Category 3 incidents possessed scores between
20 and 21 and were reserved for possible future investigation as more
information became available. The
Category 1 threshold score is admittedly somewhat arbitrary yet it does provide
an approximate boundary between the top 40%
It
should be understood that this type of report rating methodology is most useful
in evaluating a large number of cases, each of which differs along different
lines of evidence.
Since no two cases are likely to be the same EMCARM employs enough different
factors and criteria to bridge the broad array of case detail differences. Of course, one
practical difficulty in applying this methodology is that many reports lack
sufficient detail to complete all eleven factors or to judge them
accurately. This calls for
significantly more rigorous data collection in the future.
E-M Effect
Taxonomy
One of the authors (R.F.H.)
developed a descriptive aircraft systems taxonomy that was found to be useful
in his ongoing AirCatalogue (AIRCAT) research. This taxonomy (cf. Appendix)
provides a three level designation system so that on-board systems can be
grouped according to common functions in computer-based analyses. It was found to be useful in the present
study.
Consistent use of such a two- or
three-letter code will efficiently capture a large majority of EM effects
experienced on-board an aircraft. Of course multiple codes should be used if
more than one system was affected.
Aviation specialists and mechanics can study these codes and learn what
they share in common (besides electrical current and pulse frequency) and
thereby possibly understand what might have caused the system effect(s).
Preliminary
Results
The following subjects are
discussed in this section: (A) Statistical Overview of Twenty Seven (47%) of the
Total Fifty Seven Cases Scoring 22 or Higher on the EMCARM Rating Scale, (B)
Study of E-M Effects – Experimental Questions, (C). How E-M Effects Are
Distributed by Type of Aircraft, (D). Correlation Between Specific E-M Effects
and Distance to UAP, (E) Relationship
between E-M Effects and Reported UAP Maneuverability, and (F) Position of UAP
relative to the Aircraft and E-M Effects.
A. Statistical Overview of Twenty Seven (47%) of the
Total Fifty Seven
Cases Scoring 22 or Higher on the EMCARM Rating Scale.
Fifty seven E-M cases were subjected to
the EMCARM "filter.” The results follow:
Scores No. of Cases
__________________________________________
Minimum
score 9 1 case
Maximum
score 31 2
cases
Mean
score 22 4 cases
From
22 to 31 27
cases (category 1)
From 9 to 21 30
cases (category 2)
______________________________________________
EMCARM
Criteria Selection Results for the 27 “Category 1” cases:
Factor 1: Pilot Flying Experience
No. of Cases
________________________________________________
>500 hrs. (Commercial Rated Pilot – military
pilot) 6
1-500
hrs (commercial pilot – military pilot)) 2
>1000
hrs (private pilot)
4
1-1000
hrs (Private pilot 5
not
mentioned 10
________________________________________________
The "not mentioned" factor has
the highest score (10). High time
commercial pilots also tend to see (or only report?) more than do low time
pilots.
Factor 2 : Number of Aircrew Witnesses
No. of Cases
________________________________________________
>3
pilots / aircrew members 7
2
pilots (or 2 rated crew members) 10
1
pilot / aircrew member 10
not
mentioned 0
________________________________________________
Factor 3 : Aircraft and UAP Altitude
|
altitude
|
nb
of a/c
|
nb
of UAP
|
|
<1000 ft
|
0
|
0
|
|
<10000 ft
|
16
|
10
|
|
<30000 ft
|
08
|
05
|
|
<50000 ft
|
03
|
03
|
|
not specified
|
0
|
09
|
Factor 4 : Aircraft and UAP Separation Distance (d)
No. of Cases
_________________________________________________
Very
near (within 30 ft) 3
Moderately
near (30<d<100 ft) 2
Moderately
distant (100<d<5000 ft) 11
Very
distant (>5000 ft) 5
Not
mentioned 6
__________________________________________________
Separation distance between aircraft and
UAP is probably the single most important factor for E-M cases. The above table
shows that 16 cases occurred at a distance of from 10 and 5,000 feet.
Factor 5 : Ambient illumination
No. of Cases
_________________________________________________
Full
daylight 12
Very
dim (dawn or dusk) 0
Darkness 15
Not
mentioned 0
_________________________________________________
Factor 6 : E-M Effect Duration
No. of Cases
_________________________________________________
Only
during closest approach phase 24
(thereafter E-M symptoms disappeared)
E-M
symptoms appeared with UAP
1
(and did not return to normal after UFO
departure)
Not
mentioned
2
_________________________________________________
The main results for this factor indicate
that these effects were transient in most of the cases - 24 of the 27 (89%). In
only one case did the E-M effects not return to normal. This indicates that E-M
symptoms were very likely caused by the UAP.
Factor 7 : E-M Effect Severity
No.
of Cases
__________________________________________________
More
than 3 independent sub-systems affected 2
1
sub-system affected 25
1 or
more sub-systems had to be replaced 0
Not
specified 0
__________________________________________________
Comments : In most of the 27 cases only one or two sub-systems of the
aircraft were affected by E-M effects. But for case 24/03/1955, 9 different
sub-systems were affected (electrical system and power plant).
Factor 8 : Sighting Duration (t)
No.
of Cases
__________________________________________________
>60 min. 0
10<t<60 min. 9
2<t<10 min. 11
0.5<t<2 min. 3
<0.5 min. 3
Not
specified 1
__________________________________________________
Factor 9
: Aircraft Ground Speed (v)
No.
of Cases
__________________________________________________
>Mach 1.0 2
250<v<600 mph
(Mach.1) 5
Stall<v<250
mph. 20
Not
specified 0
__________________________________________________
During E-M effects, Aircraft ground speed
was, for most of the cases (20 among 27), between stall and 250 mph. More
exactly, for 16 cases the aircraft speed was between 100 and 250 mph. The
minimum aircraft speed was: 80 mph.
Factor
10 : UAP Ground Speed (v)
No.
of Cases
_________________________________________________
>Mach 1.0 3
250<v<600 mph
(Mach.1) 5
Stall<v<250
mph. 10
Not
specified 9
_________________________________________________
There are fewer cases where the speed of
the UAP was mentioned, but when it was (18 cases) the speed of the UAP and the
speed of the aircraft were the same in 14 cases (78%).
Factor
11 : UAP Maneuverability - Relative to Aircraft (UAP must be nearby aircraft)
UAP Maneuver
No. of Cases
______________________________________________________________________
UAP circles aircraft when aircraft flies
straight 2
UAP flies “station” (paces) precisely as
aircraft changes heading, altitude, etc. 12
UAP executes high precision flight, high-g
turns, high acceleration, stop/starts
8
for relatively long period of time (e.g.,>5 minutes)
Other maneuvers 5
Not specified 0
______________________________________________________________________
B. Study of E-M Effects –
experimental questions
Distribution of E-M effects for the 27 "category 1" cases,
using Haines' Airplane E-M Effects Nomenclature / Taxonomy list:
A. Distribution of E-M Effects symptoms for each cases (including EMCARM
aircraft/UAP separation distance criteria 4)
|
Case
n°
|
Date
|
Location
|
Type
of
a/c*
|
distance
a/c
– UAP
(ft)
|
EMCARM
factor
4
**
|
No
EME
|
EME
Type
Level1
(Level2)
|
EMCARM
total
score
|
|
3
|
00/02/44
|
Bass
Strait
|
M
|
100
|
MD
|
2
|
E(D)+E(R)
|
27
|
|
8
|
24/07/49
|
Mountain
Home ID
|
P
|
1500
|
MD
|
1
|
P(P)
|
23
|
|
11
|
10/02/51
|
Gander,
NewFoundland
|
M
|
100
|
MD
|
2
|
E(D)+E(M)
|
31
|
|
12
|
00/04/51
|
Atlanta,
Georgia
|
P
|
|
0
|
3
|
E(M)+P(P)+M(O)
|
24
|
|
13
|
18/09/51
|
Goose
Bay, Labrador
|
M
|
170184
|
VD
|
1
|
E(D)+R(A)
|
26
|
|
15
|
02/02/55
|
SW
of Barquisemeto
|
C
|
1320
|
MD
|
1
|
E(R)
|
23
|
|
16
|
24/03/55
|
Ryukyu
Islands
|
P
|
900
|
MD
|
9
|
E(A)+E(B)+E(D)+E
(E)+E(T)+E(V)+P(P)
|
27
|
|
19
|
31/05/57
|
Rochester,
Kent
|
C
|
|
0
|
1
|
E(R)
|
23
|
|
23
|
13/08/59
|
Roswell,
NM
|
P
|
500
|
MD
|
1
|
E(M)
|
22
|
|
26
|
20/04/64
|
McMurdo
Sound
|
M
|
|
0
|
3
|
E(R)+P(P)+R(A)
|
24
|
|
28
|
03/02/67
|
Lima
|
C
|
48614
|
VD
|
3
|
E(L)+E(M)+E(R)
|
22
|
|
34
|
02/02/73
|
Wanganui
area
|
C
|
90
|
MN
|
3
|
E(D)+E(M)+E(V)
|
27
|
|
35
|
16/07/73
|
Palamos / Playa de
Oro
|
P
|
|
VD
|
1
|
E(R)
|
25
|
|
36
|
18/10/73
|
Mansfield,
OH
|
M
|
500
|
MD
|
2
|
E(M)+E(R)
|
29
|
|
38
|
28/11/74
|
Shabbona, Illinois
|
P
|
1320
|
MD
|
1
|
E(M)
|
23
|
|
39
|
13/08/76
|
Diepholz/Petershagen
|
P
|
|
0
|
2
|
E(M)+M(O)
|
23
|
|
40
|
19/09/76
|
Tehran
|
M
|
15000
|
VD
|
3
|
E(I)+E(N)+E(R)+
R(A)
|
23
|
|
41
|
12/03/77
|
Syracuse
|
C
|
3000
|
MD
|
3
|
A(H)+E(G)+E(M)
|
29
|
|
42
|
17/06/77
|
Castelo
de Bode
|
M
|
18
|
VN
|
2
|
E(G)+M(O)
|
28
|
|
43
|
26/10/77
|
Abilene,
Texas
|
M
|
121560
|
VD
|
1
|
E(R)
|
22
|
|
45
|
26/05/79
|
Hailey,
ID
|
P
|
|
0
|
4
|
E(D)+E(M)+E(R)+
P(P)
|
22
|
|
46
|
10/09/79
|
Myrtle
Creek, Oregon
|
P
|
160
|
VN
|
1
|
E(R)
|
30
|
|
48
|
08/04/81
|
San
Luis Reservoir
|
P
|
500
|
MD
|
3
|
E(E)+E(R)+E(T)
|
25
|
|
49
|
18/06/82
|
Gong
Huei, Hubei
|
M
|
|
0
|
2
|
E(G)+E(R)
|
24
|
|
50
|
24/10/82
|
Lowell,
IN
|
P
|
10
|
VN
|
1
|
E(A)
|
25
|
|
53
|
17/11/86
|
Fort Yukon, AL
|
C
|
500
|
MD
|
1
|
E(R))
|
31
|
(*) M = military, P = private, C = commercial
(**)VN = very near, MN = moderately near, MD =
moderately distant, VD = very distant
B. Distribution of the E-M effects for Taxonomy Level 1and 2 cases
Level 1 No. of Level 2 No. of
Basic
System
Cases Specific Hardware Affected Cases
Autopilot 1 Heading mode of operation 1
Electrical system 40 Altimeter 1
Automatic
direction finder 5
Distance
Measuring Equipment 1
Gyro-compass
system 3
Inertial
navigation system 1
Cabin
lights 1
Magnetic compass system, RMI,
&/or slaved gyro-compass 10
Military weapon 1
Radio system 15
Transponder system 1
VOR system 1
Power plant 4 Reciprocating engine 4
Radar 4 On-board 4
Air
visual contact simultaneously 2
Miscellaneous 3 Other 3
________________________________________________________________________
Total 52 E-M effects for 27 reports
Comments. Fifty two different E-M effects were
discovered among these 27 cases. The aircraft electrical system category had
the most with 40 (77%), then power plant and on-board radar 4 (8%) effects each
with 3 more (6%) in the miscellaneous category. In 26 cases there is at least
one E-M effect on the electrical system.
Concerning the distribution of the 40 E-M
effects on electrical system, the radio system(s) had 15 (38%) effects and the
magnetic compass system had 10 (25%) effects.
Concerning the E-M effects upon on-board radar, only cases involving E-M
effects registered on air-borne radar with at least one other E-M effect on
another system (electrical, power plant or autopilot) were selected for
inclusion in this report. These results will change when an additional 58
on-board radar cases will be added to this study. Autopilot function, lights,
and VOR system were affected in only three cases, all commercial aircraft.
Altimeter, distance measuring equipment,
and transponder systems were affected in only three private aircraft cases.
On-board radar effects (in, correlation with
other E-M effects) occurred in only four military aircraft cases.
C. How E-M
Effects are Distributed by Type of Aircraft
The 27
"Category 1" cases are distributed as follows: Military (M) = 10
cases, Commercial (C) = 6, Private (P) = 11 cases. For all 57 E-M cases
(category 1 + category 2), the
distribution is: M = 22, C = 13, P = 22. This may be compared with the
distribution found in 1,305 cases of a larger aircraft/UAP database (D.F.W.)
where the overall distribution of cases is: M = 606, C = 444, P = 193, not
mentioned = 43, multiple aircraft types
(C & M, C & P, or P & M) = 19. Private aircraft clearly
experience a disproportionately larger percentage of reported EM effects than
the distribution of UAP reports in the larger database. Most of the pilot reports in the larger
database are only of visual sightings.
Level 1 Level 2 Type of aircraft (M/C/P)
__________________________________________________________________________________
Autopilot Heading
mode of operation M=0 C=1 P=0
Electrical system Altimeter M=0 C=0 P=1
Automatic
direction finder M=3* C=1 P=2
Distance
Measuring Equipment M=0 C=0 P=1
Gyro-compass
system M=2 C=1 P=0
Inertial
navigation system M=1 C=0 P=0
Lights M=0 C=1 P=0
Magnetic
compass system, RMI,
&/or slaved gyro-compass M=2** C=3 P=5
Military weapon M=1 C=0 P=0
Radio system M=7 C=4 P=4
Transponder system M=0 C=0 P=1
VOR system M=0 C=1 P=0
Power plant Reciprocating
engine M=1 C=0 P=3
Radar On-board M=4 C=0 P=0
Air
visual contact simultaneously (not
an EME case)
Miscellaneous Other M=1 C=0 P=2
Comments: It is known that many types of
military aircraft are specially shielded against spurious and deliberate
external enemy E-M radiation. This fact deserves further study in relation to
reported E-M effects from UAP on various aircraft types for it may shed light
on specific aspects of the radiation thought to originate from UAP.
Among the 10 military cases, there were
E-M effects on the magnetic compass system, RMI, and/or slaved gyro-compass
system in only two cases. Furthermore, for these two cases the type of aircraft
is important, viz., one helicopter and a transport airplane, (U.S. Navy R5D),
which is the military version of the commercial DC-4.
E-M
effects on radio systems occurred most frequently (15 cases; 37.5%).
Concerning the reported E-M effects on
automatic direction finding (ADF) hardware (five cases), two are military
cases, but they took place in the early-years (1944 and 1951).
It
appears that private aircraft are more prone to E-M effects as mentioned above.
Magnetic compasses (5 cases) and radios (4 cases) are the most affected systems
on private aircraft. E-M effects also occurred on power plants (3 cases).
D. Correlation Between Specific E-M effects and Distance to the UAP
The approximate distance between the
airplane and UAP is known in 20 cases of the 27 cases. The distribution of
aircraft type by distance for these 20 cases is:
Distance : No. of cases
Type of aircraft
______________________________________________
>10,000 ft 4 cases M
= 3 A = 1 P = 0
< 3,000 ft 16 cases M = 5 A
= 4 P = 7
< 2,000 ft 15 cases M = 5 A
= 3 P = 7
< 1,000 ft 11 cases M = 4 A
= 2 P = 5
< 500 ft
9 cases M = 3 A = 2 P
= 4
< 100 ft
5 cases M = 3 A = 1 P
= 1
< 50 ft 2 cases M*=
1 A = 0 P
= 1 (* the military aircraft was a
unknown
7 cases M = 2 A = 1 P
= 4 light plane)
______________________________________________
Distance No. of cases Type
of EME (See Appendix)
_______________________________________________________________________
>10,000 ft 4 cases E(D) E (L) E(M) E(R) E(I) E(N) R(A)
< 3,000 ft 16 cases A(H) E(D) E(R) E (M) E(A) E(B) E(E) E (G)
E(T) E(V) R(A) P(P)
< 2,000 ft 15 cases E(D) E(R) E
(M) E(A) E(B) E(E) E (G) E(T) E(V) R(A) P(P)
< 1,000 ft 11 cases E(D) E(M) E(R) E(A) E(B) E(E) E(G) E(T) E(V)
P(P) M(O)
< 500 ft 9 cases E(A) E(D) E(M) E(R) E(V) E(G) M(O)
< 100 ft 5 cases E(A) E(D) E(M) E(R) E(V) E(G) M(O)
< 50 ft 2 cases E(A) E(G) M(O)
_______________________________________________________________________
Curiously, in the two cases in which the
aircraft were at the smallest distance (ten feet and 18 feet) from the UAP
there was only one E-M effect for each case: the altimeter (at 10 feet) and electrically driven directional gyroscope (at 18 feet). In
the first case (n°50), a UAP paced a Piper Cherokee at an estimated 150 feet
distance for 10 minutes with no E-M effects, then suddenly it crossed the
aircraft flight path and passed about 10 feet from the right wing tip. The
altimeter malfunctioned as it passed. In the second case (n°42), a Dornier 27
light plane began to vibrate violently and went into an uncontrolled dive while
it was at no more than 18 feet from another UAP. The directional gyroscope
rotated wildly and deviated by 180° relative to the magnetic compass.
E-M effects on automatic direction finders (ADF) occurred at
relatively short distances (between 90 and 100 ft) in 3 cases (n°3, 11, 34).
|
Case
n°
|
Date
|
Location
|
UAP
maneuverability
|
EME Type *
Level1 (Level2)
|
|
3
|
00/02/44
|
USA
|
pace
|
E(D)+E(R)
|
|
8
|
24/07/49
|
USA
|
passed on the left, turn right ahead and passed on the
right
|
P(P)
|
|
11
|
10/02/51
|
Canada
|
came toward, reversed
its course and disappeared
|
E(D)+E(M)
|
|
12
|
00/04/51
|
USA
|
stationary with
oscillating motion
|
E(M)+P(P)+M(O)
|
|
13
|
18/09/51
|
Canada
|
parallel
|
E(D)+R(A)
|
|
15
|
02/02/55
|
Venezuela
|
came toward, leveled
off and raced away
|
E(R)
|
|
16
|
24/03/55
|
Japan
|
came to the left,
flew around
|
E(A)+E(B)+E(D)+E
(E)+E(T)+E(V)+P(P)
|
|
19
|
31/05/57
|
UK
|
came toward, reversed its course
|
E(R)
|
|
23
|
13/08/59
|
USA
|
passed across in front from left to right
and around aircraft
|
E(M)
|
|
26
|
20/04/64
|
Antarctic
|
came from above and paced on the left side
|
E(R)+P(P)+R(A)
|
|
28
|
03/02/67
|
Peru
|
came toward, stopped
above, went away, came again behind
|
E(L)+E(M)+E(R)
|
|
32
|
24/10/68
|
USA
|
approached from right rear, moved to the left, paced
|
E(R)+R(A)
|
|
34
|
02/02/73
|
NZ
|
paced parallel
|
E(D)+E(M)+E(V)
|
|
35
|
16/07/73
|
Spain
|
paced and maintained
same position on right
|
E(R)
|
|
36
|
18/10/73
|
USA
|
came toward, stopped
above and followed its course
|
E(M)+E(R)
|
|
38
|
28/11/74
|
USA
|
flew parallel on the left, tipped up and
disappeared
|
E(M)
|
|
39
|
13/08/76
|
Germany
|
paced on the left side slightly behind, accelerated
forward
|
E(M)+M(O)
|
|
40
|
19/09/76
|
Iran
|
stationary, then came toward aircraft, various
maneuvers
|
E(I)+E(N)+E(R)+R(A)
|
|
41
|
12/03/77
|
USA
|
stationary on the
left side
|
A(H)+E(G)+E(M)
|
|
42
|
17/06/77
|
Portugal
|
appeared on the right, paced, accelerated and
disappeared
|
E(G)+M(O)
|
|
43
|
26/10/77
|
USA
|
came toward then went on the opposite direction
|
E(R)
|
|
45
|
26/05/79
|
USA
|
came toward , went
over to the left, approached closer
|
E(D)+E(M)+E(R)+P(P)
|
|
46
|
10/09/79
|
USA
|
paced behind and below, moved toward, underneath
|
E(R)
|
|
48
|
08/04/81
|
USA
|
pulled alongside and shot forward
|
E(E)+E(R)+E(T)
|
|
49
|
18/06/82
|
China
|
stationary , climbed rapidly and increased speed.
|
E(G)+E(R)
|
|
50
|
24/10/82
|
USA
|
pace
|
E(A)
|
|
53
|
17/11/86
|
USA
|
flew in front and in formation with aircraft
|
E(R))
|
N°
|
Date
|
UAP position
|
E-M symptom
|
|
03
|
00/02/44
|
beside
|
Radio
system and ADF complete failure
|
|
08
|
24/07/49
|
beside /
below
|
Engine began
to malfunction
|
|
11
|
10/02/51
|
behind / in
front
|
Magnetic
compass rocking back and forth / ADF needle jumping
|
|
12
|
00/04/51
|
beside /
above
|
Magnetic
compass spinning wildly / engine began to run rough
|
|
13
|
18/09/51
|
beside
|
ADF went out
a few min. / radar jamming and went out
|
|
15
|
02/02/55
|
in front
|
Radio
interference
|
|
16
|
24/03/55
|
circled
|
All
instruments stopped working and engine sputtered
|
|
19
|
31/05/57
|
in front
|
Radio total
failure
|
|
23
|
13/08/59
|
circled
|
Magnetic
compass rotating continuously (360° swing)
|
|
26
|
20/04/64
|
above /
beside
|
Radio dead /
engine stopped and altitude maintained / radar stopped working
|
|
28
|
03/02/67
|
above /
behind
|
Magnetic
compass oscillated 15° left then 20° right / lights reduced / radio went out
|
|
32
|
24/10/68
|
beside /
below
|
Radio became
inoperative
|
|
34
|
02/02/73
|
beside
|
ADF needles
rotating aimlessly / magnetic compass screwed up / VOR lock on UAP
|
|
35
|
16/07/73
|
beside
|
Radio failed
|
|
36
|
18/10/73
|
above
|
Magnetic
compass rotating slowly radio UHF and VHF frequencies was dead
|
|
38
|
28/11/74
|
beside
|
Magnetic
compass rotated counter-clockwise
|
|
39
|
13/08/76
|
beside
|
Magnetic
compass spinning rapidly in clockwise direction
|
|
40
|
19/09/76
|
in front
|
Inertial
navigation system fluctuated / radio communications lost
|
|
41
|
12/03/77
|
beside
|
Magnetic
compass offset from normal direction / Autopilot failed to operate normally
|
|
42
|
17/06/77
|
beside
|
Gyro-compass
rotated wildly
|
|
43
|
26/10/77
|
in front
|
Radio static
|
|
45
|
26/05/79
|
beside
|
ADF&
magnetic compass spinning / radio blocked by static / engine running rough
|
|
46
|
10/09/79
|
behind /
below
|
Radio
interference
|
|
48
|
08/04/81
|
beside
|
DME went out
/ radio failed / transponder went out
|
|
49
|
18/06/82
|
in front/
beside
|
Gyro-compass
gave a wrong direction 30° on right / radio jamming
|
|
50
|
24/10/82
|
behind /
beside
|
Altimeter
malfunctioned
|
|
53
|
17/11/86
|
beside / in
front
|
Radio
interference
|
References
Gillmor, D.S., (Ed.), Scientific
Study of Unidentified Flying Objects. Bantam Books,
New
York, 1968.
Haines, R. F., A review of selected aerial phenomenon sightings from aircraft
from 1942
to
1952. Proceedings of 1983 MUFON
Conference. Pp. 14-44, Pasadena, CA,
July
1-3, 1983.
Haines, R.F., Fifty-six aircraft pilot sightings involving electromagnetic
effects. Proceedings
of
1992 International UFO Symposium, MUFON, Albuquerque, NM, July10-12,
1992.
Haines, R.F., Advanced Aerial
Devices Reported During the Korean War.
LDA Press,
Los
Altos, CA, 1993.
Haines, R.F., Project Delta: A study
of multiple UFO. LDA Press, Los
Altos, CA,
1994.
Haines, R.F., Aviation Safety in America – A Previously Neglected Factor.
NARCAP TR-1,
October
15, 2000.
Hall, R. H., (Ed.), The UFO Evidence.
National Investigations Committee on Aerial Pheno-
mena,
Washington, D.C., 1964.
Hall, R.H. (Ed.), The UFO Evidence II.
The Scarecrow Press, New York. 2001.
Jacobs, D. M., The UFO Controversy in America. Indiana University Press,
Bloomington,
Indiana,
1975.
Ruppelt, E.J., The Report on Unidentified Flying Objects. Garden City, New York, 1956.
Appendix
|
Airplane E-M Effects Nomenclature / Taxonomy List
(27 “Category 1” cases)
|
Level
1(primary)
|
|
Level
2 (secondary)
|
|
Level
3 (symptoms)
|
|
|
|
|
|
|
|
|
|
A Autopilot system
|
1
|
A altitude-hold mode of operation
|
|
F failed to operate normally
|
1
|
|
|
|
H heading mode of operation
|
1
|
|
|
|
|
|
L localizer (VOR) mode of operation
|
|
|
|
|
|
|
|
|
|
|
|
E
Electrical system driven/electrical
|
40
|
A altimeter system (all types)
|
1
|
E erroneous readout
|
1
|
|
|
|
B bank/turn indicator
|
|
S shorted out
|
|
|
|
|
C circuit breakers/fuses/etc.
|
|
|
|
|
|
|
D Automatic Direction Finder (ADF)
|
5
|
B burnt out
|
|
|
|
|
|
|
F failed to
operate normally
|
2
|
|
|
|
|
|
R needle(s) rotated continuously
|
3
|
|
|
|
|
|
O needle(s) oscillates (back and forth)
|
|
|
|
|
|
|
S needle(s) offset from normal
|
|
|
|
|
|
|
L low frequency radio pulsing
|
|
|
|
|
E Distance Measuring Equipment
|
1
|
F failed to operate normally
|
1
|
|
|
|
G gyro-compass system
|
3
|
I irregular needle swings (no apparent
pattern, aimless)
|
|
|
|
|
|
|
R rotating continuously (specify direction,
rate, etc.)
|
1
|
|
|
|
|
|
S offset from normal direction and stable
(specify angle)
|
2
|
|
|
|
|
|
|
|
|
|
|
|
|
P precessed slowly
|
|
|
|
|
|
|
A aimed toward UFO
|
|
|
|
|
|
|
|
|
|
|
|
I inertial navigation system (all types and
components)
|
1
|
|
|
|
|
|
|
|
|
|
|
|
|
L lights (all types)
|
1
|
C changed apparent color/hue
|
|
|
|
|
|
|
D dimmed (but didn’t go out)
|
1
|
|
|
|
|
|
E extinguished completely
|
|
|
|
|
|
|
F appeared to flicker (but not go out 100%)
|
|
|
|
|
M magnetic compass system, RMI, &/or
slaved gyro-compass
|
10
|
I irregular needle sswings (no apparent pattern, aimless)
|
1
|
|
|
|
|
|
P precessed slowly and continually
|
|
|
|
|
|
|
R rotating continuously (specify direction,
rate, etc.)
|
5
|
|
|
|
|
|
S offset from normal direction and stable
(specify angle)
|
3
|
|
|
|
|
|
O other abnormal effet(s) (unspecified)
|
1
|
|
|
|
N military weapon (any type attached to
airplane)
|
1
|
F total failure (lasting until landing)
|
|
|
|
|
|
|
P personnel incapable of activating weapon(s)
(any reason)
|
|
|
|
|
|
|
T temporary failure (only during AAP contact)
|
1
|
|
|
|
|
|
|
|
|
|
|
P (power) generator, alternator, APU (jet)
|
|
F total failure (lasting until landing)
|
|
|
|
|
|
|
R reduced power output level from normal
|
|
|
|
|
|
|
T temporary failure (only during AAP contact)
|
|
|
|
|
|
|
|
|
|
|
|
Q Auxiliary power system (e.g., APU or electr.
generator)
|
|
T total failure
|
|
|
|
|
R Radio system (all kinds)
|
15
|
C carrier circuit affected/malfunctions
|
1
|
|
|
|
|
|
F complete failure (permanent)
|
7
|
|
|
|
|
|
T temporary failure
|
|
|
|
|
|
|
R receiving circuit affected/malfunctions
|
2
|
|
|
|
|
|
S static
|
3
|
|
|
|
|
|
U unusual noise(s)
|
2
|
|
|
|
|
|
V change in perceived volume (specify change
dir. and amt.)
|
|
|
|
|
T transponder system
|
1
|
|
|
|
|
|
|
|
|
|
|
|
|
V VHF Omnidirectional Range (VOR) system
|
1
|
F complete and permanent failure (to landing)
|
|
|
|
|
|
|
I intermittent malfunction
|
1
|
|
|
|
W wiring, connectors
|
|
|
|
|
|
|
|
|
|
|
|
P Pover
plant
|
4
|
P reciprocating engine only
|
4
|
A engine(s) rpm accelerated
|
|
|
|
|
J turbo-jet engine only
|
|
I intermittent operation (restarted in flight)
|
1
|
|
|
|
O other (ram-jet, misc.)
|
|
R runs roughly
|
3
|
|
|
|
|
|
S stopped (permanently)
|
|
|
|
|
|
|
|
|
|
R Radar
contact
(all
types of non
|
4
|
A On-board airplane (any type of set)
|
4
|
F complete permanent equipment failure
|
1
|
|
correlated;
|
|
G Ground radar contact
|
|
I intermittent failure/malfunction
|
1
|
|
unidentified)
|
|
|
|
J jamming symptoms
|
1
|
|
|
|
|
|
M multiple returns (n>2) from obviously
airborne objects
|
|
|
|
|
V Air visual contact simultaneously
|
2
|
|
|
|
M.Miscellaneous
|
3
|
C Camera / sensing system
|
|
|
|
|
on-board
effects
|
|
|
|
|
|
|
or
experienced
|
|
F Fire visible on-board
|
|
|
|
|
|
|
G accelerative changes
|
|
|
|
|
|
|
H heat experienced
|
|
|
|
|
|
|
|
|
|
|
|
|
|
P Air pressure change
|
|
|
|
|
|
|
|
|
|
|
|
|
|
T Auditory tone(s) heard
|
|
|
|
|
|
|
O Other
|
3
|
|
1
1
1
|
Appendix B
List of
the 27 "category 1" cases
Case
3 Score
: 27
February, 1944
2:30
Bass Strait, Australia (39°30 S / 145°50 E)
During
february 1944, at 2:30 am, the crew of a RAAF Beaufort bomber flying at about
4,500 feet above Bass Strait sighted a “ dark shadow ” which appeared
alongside the plane and kept pace with it, at a distance of only 35 meters. The
Bristol Beaufort was travelling at about 235 mph. The object had a flickering
light and flame belching from its rear end. The strange object stayed with the
bomber for some 20 minutes, during which
time all radio and direction-finding instruments refused to function. It
finally accelerated away from the plane at approximately three times the speed
of the bomber.
Sources :
The OZ files, Bill Chalker, 1996 p.35
Case
8 Score
: 23
July 24,
1949 12:03
Mountain
Home, Idaho (43°10 N / 115°35°W)
The
pilot of an American Piper Clipper aircraft flying at 19,000 ft altitude
reported being passed by two rows of three objects each flying in perfect
formation with a seventh object slightly to the rear of the others. When they
passed they turned right about 1,500 ft ahead and 500 ft below his aircraft.
Then they turned right again and passed his right side at a velocity estimated
to be from 450 to 500 mph. They were all the same shaped with a delta shaped
wing and a dark colored circle about 12 feet in diameter located midway between
the tips of the object. Its top surface was perfectly flat and a shallow dome
was seen on top about 2 to 5 feet high. Each object had a needle sharp nose and
a flat tail. Some type of outer panels seemed to oscillate. They disappeared
from full view suddenly. The wing to wing span was 35 to 55 feet. As the pilot flew through the
objects’flight path he expected some turbulence but there was none. His
Lycoming 4 cylinder opposed engine was brand new but began to malfunction at
this time. Upon landing a mechanic found all fur spark plugs to have been
shorted and burned out.They had ne visible means of propulsion and the
trailing edge of the wings were flat (not tapered). (From "Review of
selected aerial phenomenon sightings from aircraft from 1942 to 1952", by
Dr Richard F. Haines, MUFON Symposium proceedings, 1983)
Sources :
"Review of selected
aerial phenomenon sightings from aircraft from 1942 to 1952", by Dr
Richard F. Haines, MUFON Symposium proceedings, 1983
Case 11
score : 31
February
10, 1951 0:55
90
miles west of Gander, Newfoundland, Canada (49°50 N / 50°03 W)
From by Lt Graham E. Bethune's ooficial
report in 1951 and interview 1998 :
"I,
Graham E. Bethune, was co-pilot on Flight 125 from Keflavik, Iceland to Naval
Air Station, Argentia on the 10th of February 1951. At 0055Z I
signed and observed the following object : While flying in the left seat
of the R5D at 10,000 ft on a true course of 230 degrees at a position of 49°50
North / 50°03 West, I observed a glow of light below the horizon about 1,000 to
1,500 feet Above the water. Its bearing was about 2 O’Clock. There was no
overcast, there was a thin transparent group of scuds at about 2,000 feet altitude.
After examing the object for 40 to 50 seconds I called it to the attention of
Lieutenant Kingdon in the right hand seat. It was under the thin scuds at
roughly 30 to 40 miles away. I asked « What is it, a ship lighted up or a
city, I know it can’t be a city because we are over 250 miles out ». We
both observed its course and motion for about 4 or 5 minutes before calling it
to the attention of the other crew members. Its first glow was a dull yellow.
We were on an intercepting course. Suddenly its angle of attack changed, its
altitude and size increased as though its speed was in excess of 1,000 miles
per hour. It closed in so fast that the
first feeling was we would collide in mid air. At this time its angle changed
and the color changed. It then definitely circular and reddish orange on its
primiter, it reversed its course and tripled its speed until it was last seen
disappearing over the horizon. Because of our altitude and misleading distance
over water it is almost impossible to estimate its size, distance and speed. A
rough estimate would be at least 300 feet in diameter, over 1,000 miles per
hour in speed, and approached within 5 miles of the aircraft. I initially has
disconnected the autopilot in order to avoid colliding with the object. My intention
was to fly under it. When it became obvious that we would not collide, because
the object has stopped moving toward us, I reconnected the autopilot. In those
"Antique" airplanes, every autopilot engagment had to be coordinated
with the magnetic heading of the airplane. This was done by referring to the
magnetic compass, which was located on the frame separating the two cockpit
windows. this is just like compasses sold for use in automobiles, consisting of
a circular "needle" immersed in a transparent fluid. The fluid
provides some dampening so that the needle movement is slow and steady, and
relatively unaffected by turbulence. it is completely independent of all other
aircraft systems. I glanced up to note
our magnetic heading, and saw that the compass was rocking back and forth. this
is most unusual. I mentioned it to Lt Kingdon, and he said, "You should
have seen it when the object was close. The compass was spinning". We looked at our radio direction finders,
which are essentially low frequency radio receivers. A ground station is tuned
in, and needles point to the relative bearing of the radio transmitter. The
needles were jumping all over the place. We had another compass system which
used magnetic compasses located near the wing tips. That was spinning. Finally, we had a vacuum-driven compass
system. Alone among our direction finding instrument, this was steady, and we
used it to calibrate the autopilot. I conclude from this that the object
had a very strong magnetic field, perhaps pulsing. The instruments returned to
normal after the object left our vicinity. lt Jones recalls hearing me and Lt
Kingdon discussing the spinning compass."
Sources :
Confidential US Navy intelligence report, Fleet Logistic Air Wing,
Atlantic/Continental Air Transport Squadron One, U.S. Naval Air Station,
Patuxent River, Maryland, Memorandum report to Commanding Officer, Air
Transport Squadron One, Subject : "Report of unusual sighting on
Flight 125 / 9 February 1951" by Lt Graham E. Bethune
Draft of a report by Bob Durrant, inculding
interview with Graham Bethune(1998)
Case
: 12
score : 24
April,
1951 Morning
Atlanta,
Georgia, USA (33°45 N / 84°23 W)
From
the pilot’s report (sent to Major Donald Keyhoe, NICAP) in March 1965.
“ One
Morning in April 1951, flying an Loan L-4, I took off as from Atlanta Municipal
Airport. I took a 180° heading from the airport. I had only a Airboy receiver,
no transmitter. The tower cleared me for take off and then cleared me to leave
the pattern. I climbed to 3000 feet on a 180° heading. The wind was from the
west, 270° at 12 to 15 mph and there was some low ground fog and scud.
Overhead, it was very clear, no overcast or cloud. I was in the rear seat, as
the aircraft was placarded for solo flights the pilot was to fly from the rear.
I was about 20 minutes out of Atlanta, completely relaxed enjoying the cool air
and smooth flight when I saw a perfectly round disc slightly SW at about the
two o’clock position. My first thoughts were that I had lost my heading and
that I was looking at the sun through an overcast.. I glanced at my compass and
I was steady on 180° heading. I looked to the East and saw the sun well above
the horizon. My next thought was it a weather balloon ? I ruled this out because it was not moving
at all. I then headed in the direction of the disc which I noted was 210° and
high, I recall. I tried to guess how far away the object was, but there wasn’t
anything to compare or estimate the distance again. I began to climb in the
direction of the object, constantly observing it. The disc was a white silvery
color and seemed to be oscillating but remaining perfectly stationary as far as
vertical or horizontal motion was concerned. I continued towards the object and
after 8 to 10 minutes of steady observation
the L-4’s engine began to run rough and the instrument panel began to vibrate
very bad. I looked at the compass and it appeared to be spinning wildly. As
I mentioned I was in the back seat and I immediately thought the engine was
icing up and that I must get the carburator heat on. I had to loosen my seat
belt and reach around the front seat to pull the heat full on. After pulling on the carb. heat nothing
happened, the vibration and roughness continued seemingly getting worse, I
actually thought the engine was going to quit any second. My thoughts were
of disappointment not to be able to continue towards the object but my thoughts
were that possibly I could glide to the field or to some open field where I had
practised emergency landings. I turned back to North and headed for the airport
and at the same time continued to look back over my left shoulder and watch the
object, which was still in the same position. I was looking directly at the
object, and as if someone pulled a switch the object completely disappeared, no
vapor trail or anything, it was just gone.
Immediately the vibration and roughness disappeared and the L-4 ran as smooth
as ever. I landed at Atlanta, tied down the aircraft and proceeded to work
one half hour late. ”
Source :
Capt.
Robert H. Pasley written report sent to Major Donald Keyhoe, NICAP) in March
1965.
Case : 13 score
: 26
September
18, 1951 4:35
Goose
Bay, Labrador, Canada (65°40 N / 71°40 W)
On
18-20 september 1951, three B-36 flew a training flight from Goose Bay,
Labrador to Resolute NWT, Thule, Greenland, and return to Goose Bay. At 3:20
GMT, the radar operator on the B-36 n°44-92668 noticed a radar interference on the radar scope which was finally determined
to be an unidentified aircraft on a relative bearing of 130 degrees and 28
nautical miles from the B-36. The position of the B-36 at that time was 61°30N
/ 68°50W. There was a very noticeable
jamming at approximately 4:20 GMT when the aircraft position was 63°30N /
70°00W. The anti-jamm device on the
APQ-24 was turned « on » but there was no change in the jamming
pattern on the radar scope. The crew was informed at this time that
« it looked as though the aircraft was being tracked by a aircraft or
ground station. At 4:35 GMT, a radar
interference was coming from the right side of the B-36 and covered 120° on
the radar scope. When the B-36 was at the position 65°40N / 71°40W the
unidentified « aircraft » crossed over from the right side of our
aircraft to the left side at 18,000 ft and at a speed estimated to be 30 knots
faster than the B-36 (B-36’speed was 208 knots according to navigator’s log).
Passing lights were not standard. Instead of having the usual red and green
lights on the wing tips, all the lights were white, and it had a twin flashing
white tail lights. At 4:50 GMT, the
auto-pilot and the APQ-24 radar set went out. They came back a few minutes
later.
Source :
USAF Air
Intelligence Information Report n°IR-17-51, October 10, 1951
USAF
Project Blue Book 16 mm microfilms from Maxwell AFB
Case 15 score
: 23
February
2, 1955 11:15
25-30
miles southwest of Barquisimento, Venezuela (09°00 N / 070°00 W)
On
February 2, 1955, a Venezuelan Aeropost airliner piloted by Captain Dario Celis, a famous Venezuelan flyer, was
flying at 7,500 ft feet between Barquisimento and Valera (enroute from
Maiquetia to Merida). It was a clear day, with unlimited visibility. Until
11:15 the flight was normal. Suddenly Captain Celis and his co-pilot spotted a
strange round « apparatus » flying swiftly toward the plane. Rotating
counter clockwise, the mysterious machine shone with a greenish light. Around
its center was a red ring or band which emitted flashes of brilliant light.
Above and below this band were lighted portholes. Hurriedly the pilot cut in
his mike to call the Barquisimeto radio station. After reporting the saucer, he
waited for an answer. But the receiver
had had gone dead. Later the Barquisimeto radio operators stated that just as
the pilot had begun his report, communication was cut off. As the pilot
went back to alert the passengers, the co-pilot banked toward the rotating UFO.
Instantly the object whirled downward. Then leveling off, it raced away at
tremendous speed. When the plane landed, the pilots learned of the sudden break in radio communication not
only at Barquisimento, but at Valera, which was also receiving the information.
Not until the airliner was a few miles from Valera airport had the radio resumed normal operation.
(From The Flying Saucer conspiracy », Major Donald Keyhoe)
Source :
Dr Richard F. Haines files
The Flying Saucer Conspiracy », Major Donald Keyhoe, Holt
Case 16 score
: 27
March 24, 1955 14:30
Ryukyu Islands, Japan
On
March, 1955, a pilot was giving flying lessons to a student pilot over Ryukyu
Islands. A glowing « hat-shaped » object with three
« windows » in the « crown », came into view to his left.
This extraordinary object changed color from white to orange, as it flew around
the Beechcraft plane, « looking it over ». None of the instruments worked and the engine sputtered. In a
panic, the instructor pilot went into a dive to lose the unwelcome aerial
companion, but the UFO easily stayed with the single engine aircraft. Two jets
were sent from Kadena AFB.
Sources :
Dr Richard F. Haines files
UFOs a history: 1955, Loren E. Gross
Case 19 score
: 23
May
31, 1957 7:17
2 NM
south of Rochester, Kent, UK (51°21 N / 00°29 W)
On
May 31th, 1957, at 07:17 hours a British airliner was flying over Kent, the
pilot was in command of a scheduled airline service from Croydon airport to
Holland. As They got to a position two nautical miles south of Rochester the
First Officer and the pilot became aware of a brilliant object bearing 110° (T)
from north and elevated about 10° above the haze level. They were flying at
5,000 feet above sea level, heading 080° magnetic 074° (T). The UFO was about
two-thirds the size of a sixpence in the windscreen at first. It then appeared
to come towards them. When it was about the size of a sixpence the object
became oval in shape and turned away. Then it became as before and reduced in
size to about half the size of a sixpence. Then to their astonishment the UFO
disappeared completely as they watched it. We did not see the UFO go, but
became aware that we were looking at an empty sky. “We were unable to contact London Radar due to a complete radio failure
in the aircraft, nor were we able to report to London Airways, nor to London
Flight Information. Radio failure, especially complete radio failure, is rare
these days, and in our case was due to our circuit breakers not keeping
“ in ”. A radio circuit breaker “ breaks circuit ” when the
system is overloaded by an extra source of electrical or thermal energy. On
this occasion we were not using all our equipment, so there was no cause for overloading. However, our radio
equipment became fully service-able
after the UFO had gone, and all circuit breakers stayed
“ in ”. (from Pilot’s account in Timothy Good’s “ Beyond Top
Secret, 1997)
Source :
Beyond Top Secret, Timothy Good, 1997
Flying Saucer Review, Vol.4 n°3
Case 23 score
: 22
August
13, 1959 16:00
Between
Roswell and Corona, New Mexico, USA (33°52 N / 05°06 W)
On
August 13, 1959, Jack H. Goldsberry, former US Navy PBY, pilot of a Cessna 170
was flying from Hobbs to Albuquerque, New Mexico, at 8,000 feet. At halfway
between Roswell and Corona, his Magnesyn
electric compass suddenly moved around a slow 360° swing (a complete
revolution) in about four to five second sweeps. He glanced out to orientate
himself with known landmarksand saw that he was on course. Looking at his other
standard magnetic compass, he was amazed to see it spinning crazily. About
this time, he saw three small elliptical objects in close echelon formation
passing across in front from left to right and on around to his plane at a
distance about 150 to 200 yards and a speed of about 200 mph. They appeared
about as large as a half dollar held at arm’s length. They were gray and
slightly fuzzy. The Magnesyn compass was
following their exact speed indicating their position as the objects circled
laterally around the plane. They began another circle and disappeared to the
rear of the plane. Both compasses setteled down their normal reading. After
his strange encounter, he contacted the FAA controller at Albuquerque who told
him that they were canceling his flight plan and that he was to land at
Kirtland AFB, where he was interrogated for about two hours by an Air Force
major, the UFO officer at the field, who told him to say nothing of the
incident to anyone except his wife. The major told him also that if any unusual
illness happened to him to get to a government hospital and they would take
care of him.
Sources :
NICAP Files
(complete report from NICAP Bay area subcommittee including drawing of the
objects and map)
Dr Richard F. Haines Files (interviewed of the
pilot conducted by Dr. James McDonald on January 20, 1968
Case 26 score
: 24
April 20, 1964 Early
morning
McMurdo Sound, Naval Air Station, Antartic (77°04 S /
166°17 E)
During
Operation Deep Freeze six members of a US coast Guard aircraft sighted a V
formation of nine objects glowing white and flying at an estimated 35,000 fet
altitude. They were flying from McMurdo Naval Base with supllies and were
travelling in a C-130 turbo-prop transport airplane . The right side
observer first sighted the objects approaching at about 400 knots from above
and to their right side. When they came abreast of the airplane they showed to its speed. After a
« short time » they flew above above the airplane and took up
position above and to their left side. The pilot attempted to radio the ground
but the radio was dead and their radar
also stopped working. When the pilot try to switch to auxiliary power it too
was not functioning. At one point the airplane’s engines stopped (the oil began
to congeal in the very cold air). Instead of loosing altitude it maintained
« a steady altitude and course. ». The airplane alledgly continued
flying in complete silence ! Then it entered a « strange
haze »(likened to a white-out) with air filled with static electricity.
There was electrical arcing from one’s body to metal inside the fuselage. The
haze vanished after about 20 minutes. The power suddenly returned and the crew
was able to restart the engines in sequence. The airplane had covered a distance
of 265 nautical miles during the 45-50 minute period while travelling at from
an indicated airspeed of from 160-190 knots. (From Dr Richard F. Haines ‘
« Project Delta : a study of multiple UFO, LDA Press, 1994)
Source :
Dr Richard F. Haines ‘ « Project Delta:
a study of multiple UFO, LDA Press, 1994
Aerial Phenomena Research Organisation (APRO)
bulletin Vol. 23 n°3
Case 28 score
: 22
February 3, 1967 0:30
Near Lima, Peru (12°02 S / 77°02 W)
Pilot’s
report : « … I was flying my plane, a Douglas DC-4 of the Compania de
Aviacion Fawcett S.A. of Lima, from Chiclayo to on February 2, altitude 7,000
feet, and at 24:30 GMT, we saw at the west of ur plane a very luminous object
which we confused initially with a star or planet, but after we were very sure
that the apparent movement of the object was not the effect of our plane, we
could see that the object was coming fast closer to our plane ; we
estimated the distance about 8 nautical miles. At this time it was really a
spectacle, it had so much light taht all passengers of our plane saw it and
started to be very nervous and exclaimed, « There is an OVNI ». After
a while the UFO passed over my plane and stopped right over us. At this moment we noticed a 15° left
oscillation on our radio compass and later a 20° right oscillation without
stopping, and all the lights in the main cabin started to reduce in intensity,
the as our fluorescent lights of the cockpit and all radio receptions went out,
and a bit of static noise. (After the flight we were informed that our
transmission was 5X5 OK). The UFO, from the 90° position over our plane, moved
over to the east of our plane, increasing its light by about 50% into a bluish
light and disappeared with a fantastic speed… After 5 minutes the UFO returned
with another one and situated itself at a close distance from our tail section
and in this formation we flew for 5 minutes before landing at the Lima
International airfield. » (Timothy Good’s Beyond Top Secret, p.267)
Sources :
Beyond Top Secret, by Timothy Good
Project 1947, Jan Aldrich
Case 32 score
: 27
February
2, 1973 2:02
VOR
Ohara 157° radial, Wanganui area, New Zealand (38°51'20 S / 174°59'20 E)
Captain
Peter Telling, flying a Grand Commander aircraft at a altitude of 10,000 ft
over the Ohura Beacon area thought he had a fire in his starboard engine. His
flight position was 157° radial from Ohura Beacon. About 30 yards from the
aircraft was a ball of intense bluish-white light, much like a welding arc,
that was 20 to 20 feet in diameter, and stayed with his aircraft for about 20
to 25 sec. The Automatic Direction
Finding Compass, and both the gyroscopic compass and magnetic one, went haywire
and spun at a speed of about 12 revolutions per minute. All directional
equipment remained non-functional until he passed over the Wanganui area.
The ADF needle rotationg aimlessly, the magnetic compass screwed up (not
reliable) and needles rotated several rom for some times. The VOR stayed lock
on the source.
Source :
Dr Richard F. Haines files (pilot’s report))
Case 35 score: 25
July 16,
1973 18:30
Between
Palamo and Playa de Oro, Spain
On July 16, 1973, Miguel Romera Fernandez de
Cordoba was flying a forest fire aircraft from Palamos to Playa de Oro at 3,000
feet altiude, and with a clear sky and a good visibility. Suddenly he saw a
strange object which looked like a rugby ball cutted on lower part. The object
paced and maintened same position on the right of the aircraft for 10-12
minutes. Te aircraft radio system failed during the sighting. The movment of
the object gave to the pilot a sensation of fear.
Source :
Dr Richard F. Haines Files
Case 36 score : 29
October
18, 1973 23:05
Mansfield,
Ohio, USA (40°47 N / 82°31 W)
The
Army helicopter 68-15444 was returning from Columbus, Ohio to Cleveland, Ohio,
and, Ohio, and at 2305 hours east, southeast of Mansfield Airport in the
vicinity of Mansfield, Ohio while flying at an altitude of 2500 feet and on a
heading of 030 degrees, SSG Yanacsek observed a red light on the east horizon,
90 degrees to the flight path of the helicopter.Approximately 30 seconds later,
SSG Yanacsek indicated the object was converging on the helicopter at the same
altitude at an airspeed in excess of 600 knots and on a midair collision
heading. Captain Coyne observed the converging object, took over the controls
of the aircraft and initiated a power descent from 2500 feet to 1700 feet to
avoid impact with he object. A radio call was initiated to Mansfield Tower who
acknowledged the helicopter and was asked by capt. Coyne if there were any high
performance aircraft flying in the vicinity of Mansfield Airport, however there
was no response received from the tower. The crew expected impact from the
object ; instead the object was observed to hesitate momentarily over the
helicopter and then slowly continued on a westerly course accelerating at a high
rate of speed, clear west of Mansfield Airport then turn 45 degrees heading to
the Northwest. Capt. Coyne indicated
the altimeter read a 100 fpm (feet per minute) climb and read 3500 feet with
the collective in the full down position. The aircraft was returned to 2500
feet by capt. Coyne and flown back to Cleveland, Ohio. The flight plan was
closed and the FAA Flight Service Station notified of the incident. The radio returned to normal 10 minutes
after the incident, having gone completely dead on both UHF and VHF frequencies
just after Coyne had established contact with Mansfield control tower. Some
witnesses on the ground reported seeing the helicopter as well as and object
« like a blimp » and « as big as a school bus » hovering
above the helicopter. When the UFO’s green light appeared it was described by
the witnesses as « like rays coming down…. The helicopter, the trees, the
road….everything turned green. »
Capt
Coyne : « From a speed of 600 mph, it
abruptly slowed down to our exact speed of 100 mph and hovered above us. »
Co-pilot
Jezzi : « The object was cigar-shaped,
metallic grey, with a dome on top. »
Staff
Sergeant Healey : « it was about 60 feet
long, without any portholes or intake openings that we could see. At first it
was just showing a red light in nose. Then a green spotlight at the back swept
around and shone into our cabin. »
Sources :
Army disposition form, 23 nov 1973)
Above Top Secret, by Timothy Good
Coyne helicopter incident » by Jennie
Zeidman, CUFOS
Case 38 score
: 23
November
28, 1974 0:10
Shabbona, Illinois, USA
(41°46 N / 88°52 W)
On
November 28, on a bright day with visibility limited to 6-7 miles due to haze,
Hugo W. Feugen was flying his own Aeronca « Champ » aircraft from
Dekalb to Mendota, Illinois, at 2,500 feet altitude with a compass bearing
direction of 240 degrees to compense for a cross wind. As he passed over the
small town of Shabbona,, Illinois, he was checking his position on the
aeronautical map that he held in his lap to determine if he was still « on
course » with visual navigation to his destination of Mendota. When he
looked up from his map, he noticed with amazment that the magnetic compass on the panel of his old Aeronca Champ number
N82198 was rotating counter-clockwise at a rate of four or five revolutions per
minute. He immediately became concerned for the radical behaviour of his
compass because this was one of the few instruments in the aircraft used for
navigational purposes. He looked to his right side and saw nothing but the town
of Shabbona below him. When he turned to his left, he saw an object flying
parallel to his aircraft at the same speed (ground speed 75 to 80 mph) and
altitude, pacing him at 120 degrees at an estimated one quarter of a mile
distance. He described the object as being shaped like a disc or an elipse. If
it was one-fourth mile away, he estimated the size as 120 feet long and 30 feet
thick. It appeared to be a solid object, white or dull silver in color, without
any openings or protusions. There may have been a depression on the top, but
this angle was observed only for a brief second as it was departing. After pacing him for 8-10 seconds, while
the compass continued to spin, the object tipped slightly and the pilot
could observe that it was not an ellipse, but was round in shape. As it tipped
up on an angle, it accelerated to a fantastic speed toward the east andwas out
of sight in less than one second.. The pilot did not have his radio turned on,
so there is no report of interference with radio communications. (From Skylook
n°89, MUFON)
Sources :
Skylook n°89, MUFO
Case 39 score
: 23
August
13, 1976 17:00
Between
Diepholz and Petershagen, Germany (52°22 N / 09°00 E)
The
pilot of a Piper Arrow PA-28 was flying at 3,500 feet between Diepholz and
Petershagen when he noticed a strange light approaching from the northeast at
his 9 o’clock. After 3-5 minutes, the object came closer and took a fixed
position off the Piper’s left wing. The object was oval-shaped and very bright
yellow in its center with an indistinct flame-orange boundary. Its diameter
subtented about 3.5 degrees of arc. Suddenly the Piper went into two rapid 360° clockwise rolls
from which the pilot had to recover manually. He discovered that he had dropped
about 500 feet during the roll and recovery maneuver. When he next checked his
instrument panel, he discovered that his
magnetic compass was spinning in clockwise direction so fast that he couldn’t
read the number in its square window. Looking outside again, he saw that
the UFO was still behind him, suggesting that he had too had lost the same
amount of altitude. The pilot climbed back to his cruise altitude and called on
the radio to Flight control at Hannover airport to the east of his position.The
air traffic controller told him that the radar showed both his airplane and
another object nearby him. The controller said that aircraftwould be sent to
investigate. Little more than four minutes later, two USAF F-4 Phantom jets
arrived on either side of him travelling brtween 400 and 500 mph. The jet on the
right side was slightly lower, closer, and ahead of the jet on the left. The
pilot was cetain that they were American planes. Just as the jets arrived, the
UFO accelerated forward and then upward at about a 30° angle above the
horizontal and turned right, passing in front of his aircraft. It quickly
outdistanced its pursuers and was out of sight in a matter of seconds. The compass eventually returned to normal
operation after the UFO departed. The pilot was interrogated after his
landing by « military men ». (From International UFO Reporter, CUFOS,
Vol.24 #4, An aircraft UFO encounter over Germany, by Dr Richard F. Haines)
Sources :
Dr Richard F. Haines Files
Case
40 score
: 23
September
19, 1976
75 km
north of Tehran, Iran
At
about 12:30 am on 19 sep. 1976 an
Irabian Air Force high ranking officer received four telephone calls
from citizens living in the Shemiran area of Tehran saying that they had seen
strange objects in the sky. Some reported a kind of bird-like object while
others reported a helicopter with a light on. There were no helicopters
airborne at that time. After he told the citizens it was only stars and had
talked to Mehrabad Tower, he decided to look for himself. He noticed an object
in the sky similar to a star, bigger and brighter. He decided to scramble an
F-4 from Shahrokhi AFB to investigate. At 01:30 on the 19th th F-4 took off and
proceeded to a point about 40 NM (nautical miles) north of Tehran. Due to its
brilliance, the object was easily visible from 70 miles away. As the F-4 approached a range of 25 NM, he
lost all instrumentation and communications (UHF and intercom). He broke off
the intercept and headed back to Shahrokhi. When the F-4 turned away from the
object and apparently was no longer a threat to it, the aircraft regained all
instrumentation and communications. At 01:40 a second F-4 was launched. The
backseater acquired a radar lock on at 27 NM 12 o'clock high position with the
VC (rate of closure) at 150 NMPH. As the range
decreased to 25 NM the object moved away at a speed that was visible on
the radar scope and stayed at 25 NM. The size of the radar return was
comparable to that of a 707 tanker. The visual size of the object was difficult
to discern because of its intense brilliance. The light that it gave off was
that of flashing strobe lights arranged in a rectangular pattern and
alternating blue, green, red and orange in color. The sequence of the lights
was so fast that all the colors could be seen at once. The object and the
pursuing F-4 continued on a course to the south of Tehran when another brightly
lighted object, estimated to be one-half to one-third the apparent size of the
moon, came out of the original object. This second object headed straight
toward the F-4 at a very fast rate of speed. The pilot attempted to fire an AIM-9 missile at the object but at that
instant his weapons control panel went off and he lost all communications (UHF
and interphone). At this point the pilot initiated a turn and negative G
dive to get away. As he turned the object fell in trail at what appeared to be
about 3-4 NM. As he continued in his turn away from the primary, the second
object went to the inside of his turn then returned to the primary object for a
perfect rejoin. Shortly after the second
object joined up with the primary object another object appeared to come out of
the other side of the primary object going straight down at a great rate of
speed. The F-4 crew had regained communications and the weapons control panel
and watched the object approached the ground anticipating a large explosion.
This object appeared to come to rest gently on the earth and cast a very bright
light over an area of about 2-3
kilometers. The crew descended from their altitude of 25,000 ft to 15,000 ft
and continued to observe and mark the object's position. They had some
difficulty in adjusting their night visibility for landing, so after orbiting
Mehrabad a few times they went out for a straight in landing. There was a lot of interference on the UHF
and each time they passed through a mag. bearing of 150 degrees from Mehrabad
they lost their communications (UHF and interphone) and the INS fluctuated from
30 degrees to 50 degrees during 360° orbit by F-4 pilot's dark adaptation was
regained (est. duration of INS fluctuation of 10-15 sec, while at radial of
150° from Mehrabad). The one civil airliner that was approaching Mehrabad
during this same time experienced communications failure in the same vicinity
(Kilo Zulu) but did not report seeing anything. While the F-4 was a long
final approach the crew noticed another cylinder-shaped object (about the size
of a T-bird at 10 M) with bright steady lights on each end and a flasher in the
middle. When queried the tower stated there was no other known traffic in the
area. During the time that the object passed over the F-4 the tower did not
have a visual on it but picked up after the pilot told them to look betwen the
mountains and the refinery. During daylight the F-4 crew was taken out to the
area in a helicopter where the object apparently had landed. Nothing was
noticed at the spot where they thought the object landed (a dry lake bed) but
as they circled off to the west of the area they picked up a very noticeable
beeper signal. At the point where the return was the loudest was a small house
with a garden. They landed and asked the people within if they had noticed
anything strange last night. The people talked about a loud noise and a very
bright light like lightning. The aircraft and area where the object is believed
to have landed are being checked for possible radiation. (from the confidential
DIA report declassified on August 31, 1977)
Sources :
UFO
government documents (CIA), volume 2, FUFOR
Uninvited
Guests, Richard
Hall, 1988
Case 41 score
: 30
March
12, 1977 21:05
South
of Syracuse, New York, USA
This
case occurred at 21:05 est on March 12, 1977, between Buffalo and Albany, New
York, and involved United Airlines flight 94, a non stop flight from San
Fransisco to Boston. The DC-10 airplane was under the control of autopilot
system #2 and was flying at 37,000 feet altitude. The entire sky was dark and
clear ahead and above the airplane, except for a partial undercast with small
clouds extending to about 20 miles ahead. The aircraft was flying at an
indicated air speed of 275 knots (true air speed 530 knots). The aircraft was
about half way between BUFFALO and Albany, and had just changed from contact
with the “ FROM ” VOR (Very -High-Frequency Omnidirectional Bearing)
signal emanating from Buffalo to the “ TO ” signal from Albany. The
aircraft was just south of Syracuse New York. Suddenly and unexpectedly, the airplane began to turn left, making a 15
degree bank. Within a few seconds, the
first officer and the captain looked to the left side of their plane and
saw an extremely bright white light at about their own altitude. Subsequently,
the Flight Engineer also looked and saw the light source. It appeared to be
perfectly round and its apparent diameter was about 3 degrees of arc. However,
the captain estimated the object to be about 1,000 yards away and to be about
100 feet in size, that corresponds to an angular size of 2 degrees. “ Its
intensity was remarkable, about the intensity of a flashbulb, ” he
remarked. Boston ATC radioed to ask “ United 94, where are you
going? ” The captain replied “ Well, let me figure this out. I will
let you know. ” He then noticed
that the three cockpit compasses (that use sensors in different parts of the
plane) were all giving different readings. At this point, the co-pilot turned
off the autopilot and took manual control of the airplane. Based upon the
fact that the object did not move laterally in the cockpit window during 45
degree left heading change from knowledge of the turn radius of this airplane
as its stated velocity, Dr Richard F. Haines calculated the approximate
distance to the object to be about 10 nautical miles. If the pilot’s angular
size estimate for the object is accurate, this suggests that the light source
was about 2100 feet across. The object appeared to stay with the airplane for 4
to 5 minutes, after which it departed very rapidly, disappearing within 15
seconds behind them to the west. The captain asked ATC if they had any radar traffic in the area and received a
negative reply. The navigation system involves two gyro-suspended compasses,
each coupled to a special circuit with a “ mismatch annunciator
flag . ”. If the reading from the two compasses differ by 3 degrees
or more, the autopilot should automatically disengage and the mismatch
annunciator flag should be displayed. This forces the pilot to take manual
control of the airplane. However in this event the readings on the two
compasses differed by more than 3 degrees yet the airplane remained on
autopilot and the mismatch annunciator flag was not displayed. Dr Haines
reviewed several possible interpretations of this event. It seems most probable
that the malfunction of the three compasses was due to a transient perturbing
magnetic field that disturbed the two primary magnetic compasses, the sensor on
the wing tip nearest the object (which was controlling the active autopilot at
the time) being disturbed more than the other wing-tip sensor. Upon landing,
the compasses were checked and found to be in normal operating condition. (from
the Proceedings of the Pocantico workshop, New York 1997, from Peter Sturrock,
case discussed by Dr Richard F. Haines)
Sources :
Proceedings of the Pocantico workshop, New York
1997, from Peter Sturrock
The UFO Enigma, Dr Peter Sturrock
Case 42 score
28
June
17, 1977 12:00
Castelo
de Bode Dam, Portugal (39°33 N / 08°19 E)
On
june17, 1977 José Fransisco Rodrigues was flying a portuguese Air Force Dornier
27 light plane.He was flying over the Castelo de Bode dam at around noon when
suddenly, emerging from the clouds, he saw a dark object against a backdrop of
white stratocumulus, slightly to the right of his plane. Thinking that the
object was perhaps a cargo plane, he banked to the left and immediately radioed
to ask if there was any traffic in the vicinity. The reply was negative. As the
pilot completed a turn to port, the unknown object suddenly appeared at his
eleven o’clock position « no more than six meters away ». It was
definitely not a cargo plane. The upper section, partially concealed by cloud,
was black, and on the lower section there appeared to be four or five panels.
The object was approximately 13 to 15
meters in diameter. Suddenly it accelerated and vanished from what the pilot
believes was an initial stationary position. The Dornier began to vibrate violently and went into uncontrolled dive.
Struggling to regain control, the pilot pushed the control column forward. Air
speed increased to 140 knots then 180 knots as the ground came nearer. Control
was fortunately regained when almost « touching the tree tops » and
the plane was landed in one piece. - with a badly shaken pilot. During the encounter the directional
electric gyroscope (connected to a magnetic compass) rotated wildly, and by the
time the plane landed it had deviated by 180° relative to magnetic compass.
Source :
Beyond Top Secret, by Timothy Good, 1998
Case 43 score
: 22
October 26, 1977 18:45
Abilene,
Texas, USA
En
route from Dyess AFB, Texas toward Dallas, cruising at 15,000 ft MSL in a T-38,
I, the aircraft commander, 1st Lt Seth Bryant (instructor pilot) and
1st Lt Choate (student pilot) overheard transmissions from Fort
Worth Center to another pilot. From listening to the center’s transmissions it
was obvious the other aircraft had sighted a red object which he could not
identified. We chuckled at the idea of a UFO and for the next 5-6 minutes were
busy with enroute procedures. At this time, 1st Lt Choate sighted
the red object and informed me of its position. The bright red glowing object
was at our 12:30 position, approximately 10,000-12,000 ft, and seemed
stationary (no trajectory). The distance was very difficult to determine but
was estimated to be about 20 NM. Initially, the red glowing light was very
brilliant and after viewing the object for approximately 15 seconds the object
appeared to be closing very rapidly. An evasive maneuver was considered but
determined unnecessary. It appeared the closing had ceased. The size of
theobject at this time was about that of a dime. At this time I contacted Fort
Worth Center giving the position of the red object and asked if he was painting
anything on radar. He replied he wasn’t. The size of the red light slowly
decreased, similar to a very slowly rotating beacon, and was lost from sight.
The total time of the sighting was less than a minute. 1st Lt Choate recalled static over his head set at time of
sighting. Fort Worth Center relayed this sighting to the first aircraft
that had sighted the object. The other pilot seemed to be reassured that
someone else had seen the object. An airliner in the general vicinity was
queried, negative results. (From the pilot’s report, Dr Richard F. Haines
files)
Source :
Dr Richard
F. Haines Files
Case 45 score
: 22
May 26,
1979 0:05
Hailey,
Idaho, USA (43°15 N / 114°00 W)
The
pilot of a private plane sighted five orange objects flying in a horizontal
line formation. They tilted and spread out. Then they regrouped into a vertical
line formation and they got all mixed up. They seemed to come right at the
plane as the distance was closing. They lengthened the distance from the pilot
out front and went over to his left. At
that time the magnetic compass started spinning and the automatic direction
finder started spinning. At that stage they were again in a straight line
formation just before blinking out.
According to the pilot, the radio interception was blocked by static and the
engine started running rough. At the same time, ground radar had contacted
both the plane and the objects. Finally, a large orange object approached the
aircraft at a tremendous speed. The pilot climbed rapidly and did not see the
object again. (From Dr Richard F. Haines ‘ Project Delta)
Sources :
Dr Richard F. Haines files
Project
Delta: a study of multiple UFO, Dr R. Haines, 1994
Case 46 score
: 30
September
10, 1979 13:15
10
miles north of Myrtle Creek, Oregon, USA (43°02 N / 123°16 W)
Two
pilots were flying ten miles north of Myrtle Creek at 5,000 ft in a Piper Aztec
and about a half mile off formation with a Cessna 182 which was a brand new
airplane. They were just getting ready to let down at Myrtle Creek when one
"thing" came for about a four o'clock position from the coast and
looked - when it was facing the Aztec pilot - like the round fuselage of an
airliner with a reflection in front but not on the sides. Then it moved in
behind the Cessna, several hundred feet behind and below it. And then it
started moving directly toward the Cessna and I called him. The Aztec pilot
tried to tell the Cessna pilot that there was a plane coming up on him. The
Cessna pilot got only the word "plane", he looked around on both
sides and couldn't any word from the other pilot. The Aztec pilot tried on two different transmitters and all he
could hear was static all the time the object was around. The object moved
underneath the Cessna, several hundred feet below him, then it lifted up
vertically to pretty close underneath him - within 25 feet - and hung there for
a minute. The object was probably 30 feet in diameter and shaped like a sphere.
There was nothing sticking out from it and it was metal. Then it dropped back
down and slid behind the Cessna. And then it pulled underneath the Cessna again
but not so close this time. Finally it moved off to the right at about four or
five o'clock position and dropped down over the coast mountain range. All the
observation lasted for about five minutes. (From the APRO Bulletin Volume 31
#10)
Sources :
Dr Richard F. Haines files
Aerial Phenomena Research Organization (APRO)
Bulletin Volume 31 #10
Case : 48 score
: 25
April
8, 1981 2:30
San
Luis Reservoir, California, USA (37°03 N / 121°07 W)
On
April 8, 1981, Mr Dennis was flying his Piper Archer II from Palm Springs,
California to Novato, California. He was just above San Luis Reservoir, 45
miles southeast of San Jose, when he saw the same bullet of saturn-shaped
object that he had seen in November 5, 1980. It pulled alongside his 3 o’clock
position. In the same time his DME
(Distance measurment equipment (DME) went out, and then his navigation and
communications radios** likewise. When his transponder went out, this caused
some concern at the tower for he had disappear from their scope. Now the
object Shot forward of the aircraft some 500 yards, the pilot estimates, and
executed some very erratic motions. Then, slowly drifting backwards until it
was at his 9 o’clock position, it paced him, « obviously looking me
over » said the pilot, maintening a steady course. He drifted behind and
somewhat below it, as close as 500 ft to it at one instant. The pilot continued
to drop back, placing the object first at his 1-2 o’clock position and then
finally at his 11 o’clock position. The object was bullet-shaped emiting an
orange glow with a whirling bluish ring. This bluish ring started close to the
body of the craft, whirling at right angles to it, and then, as it whirled
faster and faster, it expanded, becoming thinner and finally dissipating. Then
the front part of the object began to pulsate, faster and faster, and now
appeared as a bright solid intense red-orange glow. It then shot forward to
about four or five miles ahead of the plane, about twice as far as the first
time. Then it made an instantaneous right-angle turn upward and in four or five
seconds it was lost in the black sky above. In the same time all the radios came back on again, by themselves, and
the pilot could heard the Center frequency talking and called them up. They had
been worried about him as they didn’t have a primary target on him. (From: International
UFO Reporter – CUFOS, January 1982 and Dr Richard F. Haines’ Files)
Sources :
Dr Richard F. Haines ‘ Files
International UFO Reporter, CUFOS, January 1982
Case 49 score
: 24
June
18, 1982 21:57
Gong
Heui area, Hubei, China (44°20 N / 114°31 E)
In Northern
China on June 18, 1982, many sightings were reported from Heilongjiang
Province, between 21:10 and 22:53. One of the most interesting case is that
reported by five Chinese Air Force pilots on patrol over north China’s military
frontier. At about 21:57 the jet
fighter’s electrical systems malfunctioned ; communications and navigation
systems failed. Suddenly the pilots encountered and UFO of a milky
yellowish-green luminous color, about the size of the full moon. The object
grew larger and picked up speed, at which point it looked « as big as a
mountain of mist ». Then black spots were seen in the interior of the
phenomenon. One pilot stated in his report : « When I first saw the
object, it flew toward me at a high rate of speed as it whirled rapidly. While
it was rotating it generated rings of light. In the center of the light ring
was fire. In ten seconds the center of the ring exploded, then the body of the
object expanded rapidly The planes were forced to return to base because
of the equipment failures. The other four pilots also prepared reports. It is
not known if gun-camera film was taken. After 30 seconds, the beam of light
disappeared completly and replaced by a yellow sphere with clear edges. This
sphere climbed rapidly and increased its size and brightness………The instruments returned to normal when
the pilot went down to 500 meters altitude. At 22:01, One of the pilot arrived
to his first turn at Cong Huei. Then after he flew for 3 mn toward his second
step when his radio began to jamm :
big noises resounded in the receiver, as if rain clouds and thunderstorm were
in front of him, and the voice of the control tower operator became less
audible. The radio compass instead of giving the direction of the tracking
station direction gave a direction 30° on his right. He climbed to 6,000
then 7,000 meters, then he flew horizontally but the unusual noises continued to be heard in the receivers and the
radio compas was still indicating a wrong direction 30° on the right. The
pilot saw a bright object above the horizon. Very quickly this object became a
beam of yellow light like a car headlight This beam of light was directed
vertically toward the ground, in the
same direction indicated by the radio compass.
Sources :
Beyond Top Secret, Timothy Good, 1996
Case 50 score
: 25
October
24, 1982 9:20
Lowell,
Indiana, USA (41°17 N / 87°25 W)
On
October 24, 1982 Michael Davis pilot and his father student-pilot of a Cherokee
140 single-engine were returning to the Lowell airport after practicing
navigation and landings. Approximately 4-5 minutes after takeoff, and just
after reaching their cruising altitude of 2,300 ft (above ground level), on a
240° course, the pilot noticed an object that at first he took to be a
malfunctioning parachute. It first appeared in their 10 o’clock position
sufficiently enough below their level to be silhouetted against the ground. The
object would pass beneath him, so the pilot initiated a left-hand (45°) turn,
applying power and climbing to 2,800 ft. Immediately before this turn, the UFO
appeared to be on a bearing of 355° (almost due north) and at a height of
approximately 1,700 ft. The pilot planned to turn and pursue, looked around for
the target and was startled to find it just 10 seconds later only 50 yards
behind them holding their course and speed. Just after the pilot began a slow
turn to the right, away from the object, and initiated a gradual descent from
2,800 ft to 1,100 ft.As they descended through the object’s original flight
path, they encountered about 2 seconds of heavy turbulence. According to the
pilot, it was like hitting the vortex of a large airliner. Until then, the
flight had been entirely smooth. After making a 270° turn, they levelled out at
1,100 ft on a bearing of 90° at 140 kts, with the object still holding at 50
yards at their 4:30 position. After a mile or two, the pilot banked slightly to
the right across the UFO’s path coming to a bearing of 120°. The object did not
turn with them, but slowed down to remain on the inside of the curve. At this
point they have a good look at the object for almost one minute. It has a
complex 3-part structure consisting of a set of four tubes and a nozzle with
two upper ringed-dome sections. The nozzle itself was cream colored but had
small dark markings resembling cooling vents or fins. The rest of the lower
structure was transluscent grey with a tinge of blue, like some type of raw
plastic stock. The upper structures consisted of two pod-like domes, connected
at their bottom center by a sort of tubular swivel-joint. The major portion of
the dome surfaces were of a silver-blue color, with the right dome being
approximately 20 % larger then the
other. Both « domes » were encircled at their equators by a ring of
goedesic-type panels made out of some glass-like substance, clearish but with
an almost iridescent blue-grey sheen. Now as the object slowed to stay inside
their curve, the two domes began to gyrate in a peculiar manner, best described
as a twisting motion, like holding two tennis balls, one in each hand, and
rotating one ball away from you, and the other in the opposite sense (while
still touching them together), and then reversing the directions. The UFO now,
without any sort of transition, instantly reversed course, heading back on a
mirror image bearing of 270°, remaining at its level of 1,100 ft at a speed of
140 knots, in a period of no more than two seconds. The pilot completed his
turn to the right and took a pursuit position directly behind the object, about
a mile to its rear. The moment they fell in directly behind, they again
encountered the same heavy turbulence as before. This time the turbulence
continued for the length of the pursuit. The pilot increased his aircraft speed
to its maximuml (140 knots), but the object began to pull directly away from
them, gradually building between 50 and 100 mph, separation speed, and drawing
almost 5 miles away. After 3-4 minutes,
the pilot was just about to give up the chase when, suddenly, despite
the distance, the dome-spheres went into their peculiar rotation again. Almost
instantly the object reversed course once again, picking up speed fast by this
time, and giving them only enough time to realize that it had reversed course,
where it was headed. Then at the last moment, the object flicked across their
nose, veering to its left and missing the aircraft'’ right wing tip by no more
than 10 feet. At the instant that it
passed, the vortex hit them so hard that the plane’s airframe groaned in
protest, and the altimeter « went wacky ». It continued to curve
to the left, back on what appeared to be its original heading of 355°, still
accelerating, and eventually beginning to climb until it finally disappeared
into the distance haze. At no time during the encounter had the UFO shown any
sort of exhaust trail. (From the International UFO Reporter, CUFOS, May-June
1983)
Source :
International UFO Reporter, CUFOS, May-June 1983
Case 53 score
31
November
17, 1986 17:11
Fort
Yukon, Alaska, USA (66°34 N / 145°16 W)
At
17:11, on November 17, 1986, Capt Terauchi, pilot of a JAL B-747 cargo, was
flying above Alaska heading southwestward at an altitude of 35,000 ft, when he
saw unusual lights on his left and below. He first thought that they were
lights of fighters. After a few minutes, the lights appeared to travel along
the plane.After
changing his direction, according to Anchorage Air Route Traffic Control
(AARTCC) instruction, the pilot spotted like aircraft lights 30° left in front
of his aircraft. The lights were 2,000 ft
below, moving in the same direction and about the same speed : 525 kts.
These lights stayed in the same position for a few minutes. Then two
"spaceships" stopped in front of the cockpit shining brightly.
Immediatly Capt. Terauchi felt warm in his face. The pilot saw two pairs of
nearly rectangular arrays of lights. Then the two objects moved immediately
nearly in front of the plane and seemed now stationary. After a few seconds,
they began to fly in level flight at the same speed as the B-747, between 500
and 1,000 ft in front of it. The shape of the object was square, its middle
sparked a stream of light from left to right and the reverse. After flying in
formation with the airliner for 3-5 minutes, the objects changed their position
from one above the other to side by side. The lights looked like flames (amber
and whitish in color) coming out of multiple rocket exhaust ports. The copilot
described the lights as "Christmas assorted lights" red, orange and
white, pulsating. The pilot added that the two rectangular arrays of lights
were separated by a rectangular area. At 17:19, AARTCC, which had tracked an
unidentified target in front of the airliner track, asked the copilot if they could identify a traffic in front of
them, the copilot said yes. AARTCC had no other known traffic in the area. The pilot attempted to take a picture but in the same time the Boeing
became to vibrate and he gave up taking a picture.When the objects came closer, the VHF communications (in transmitting
and receiving) were extremely difficult for 10-15 minutes (communications was 2
out of 5). No other effects on the aircraft's equipments. The pilot
observed now only a "pale white flat light" on the same direction.
AARTCC reported that they lost the unidentified target. At 17:23, AARTCC asked
Elmendorf Regional Operational Control Center (ROCC) if they saw approximately
40 miles south of Fort Yukon the JAL 1628 and a primary target. At 17:24, the
pilot saw in the direction of the "pale white flat light", two white
fluorescent lights. He had the impression that the two lights were on a very
large mothership. AARTCC had nothing on his radar. Suddenly a large green round
object appeared, 7-8 miles away. At 17:25, AARTCC radar and the airborne radar
picked up the unidentified target again, which remained on the screens for
several minutes. Then the two "pale white lights" moved gradually to
the left and disappeared behind the airliner. At 17:26, AARTCC and ROCC got an
unknown traffic about 8 miles in front of the JAL 1628 at the same altitude
35,000 ft. At 17:27, while approaching Fairbanks and Eielson AFB, the pilot saw
"two very bright lights" which appeared suddenly from the north. At
17:30, The lights of the city (Fairbanks) were very bright and when the crew
checked the two "pale white lights" behind them, they saw the
silhouette of a gigantic spaceship (fig.5). The copilot requested quickly
AARTCC for a change of course to right 45°. Checking the rear, they saw the
huge object which was still following them. At 17:32, They requested a change
of altitude from 35,000 ft to 31,000 ft. The Fairbanks Approach Radar
controller had no other target than the airliner. At 17:33, the pilot had still
the traffic on his radar, "coming right in formation". At 17:36, it
appeared that the object had stayed in the same position relative to the
airliner and had descended with it to an altitude about 31,200 ft. AARTCC asked
then the pilot to make a 360° turn to test the object. ROCC confirmed to AARTCC
request that there were no other traffic in the area. At 17:39, the pilot said
to AARTCC that the object had disappeared during the turn. During the turn ROCC
confirmed an anomalous radar target near the plane. The JAL 1628 was then
directed to Talkeetna At 17:40 a United Airlines jet took off from Anchorage
and headed north to Fairbanks. When it was at 29,000 ft, AARTCC asked the UAL
pilot if he could see anything behing the JAL 1628 (as the unknown target was
still following the plane on the radar). At 17:51, when the two planes got
closer, the object disappeared. At 18:20, JAL 1628 landed at Anchorage airport.
Sources :
FAA
documents
