-
- The following two
encounters were excerpted from:
-
- Aviation Safety in America - A Previously Neglected
Factor
- by Richard F. Haines, Chief
Scientist
-
- National Aviation Reporting Center on
Anomalous
Phenomena
- - NARCAP -
- October 15, 2000
- http://www.nidsci.org/articles/pdf/narcap.pdf
-
-
- January, 1967
- Night UP SW New Mexico
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- Jimmie Moran, a passenger on a
Lear Jet 23 en route to
Las Vegas, NV from Houston, Hobby Airport,
Texas was the first to sight
the bright red light associated with a
sharply defined object ahead of
them at their 10 o'clock position in
the dark sky. He was seated on the
left-hand side of the passenger
cabin. Flying at FL410 to the NW just beyond
jetway J-86 which ended at
El Paso, the pilot, Carl M., filed for a direct
flight to Winslow (AZ)
on a heading of 300 degrees. He was delivering the
new aircraft to its
owner. An unnamed FO was also on board and saw the
UAP which kept pace
with the jet off its left-hand side for 29 minutes.
Their airspeed was
300 kts. (Mach 0.82).
-
- In the pilot's own words, I told Jimmie and the other
passengers in the back, that maybe it was a light on a weather balloon.
A few minutes later my passengers called me again, saying the bright red
light was moving, so I told them that the light was in a military flight
training block, so it might be a military plane.The light had a red ray
below the light towards the ground and about 2000 ft. below the first
light,
a second oval light appeared, then a third light, and then a
fourth, said
Capt. M. Each had a red ray of about 2000 ft. from one to
the other. Then
the lights retracted one at a time until there was one
light shining bright
red. Then it ran the lights down again, but at a
40 degree angle. And then
retracted the lights the same way. Capt. M.
then radioed Albuquerque Center
to inquire if they showed any aircraft
at their 9 to 10 o'clock position.
They replied they did not have any
transponder signal there.
At this moment the UAP's light
extinguished for 30 seconds and came back
on again. Then Albuquerque
Radar (AR) called me and said they had the object
on their radar... 39
miles west of our aircraft and moving at the same
heading. Next
Albuquerque Radar contacted a National Airlines DC-8 then
over Casa
Grande, AZ heading for Houston and learned from its captain that
. ..he
had been watching the light and said it did everything the Captain
on
the Lear Jet said it was doing. AR asked the DC-8 captain if he would
like to make a UFO report, and the captain said no. AR asked the captain
for his name, and he told them it was none of their damn business. It was
at this point that the frightfully close near miss occured.
-
- In the pilot's own
words, AR called me to tell me the
object was closing in on me, and
before they finished telling me, the vehicle
was so close that the
blips on the radar screen became one. [The captain's
sketch of his
cockpit window outline shows the UAP filling at least 75
percent of the
window's forward area!] The red light was so bright that
when I looked
up from the instrument Panel and would look back at the panel
my eyes
were having trouble ajusting (sic) each time to the panel white
lights.
At this close formation the encounter lasted 29 minutes.. .. My
passengers in the back were hollering at me to get them away from the
object...
After a few minutes the bright red light of the vehicle went
out, but I
could not get a good look at the vehicle, because my eyes
couldn't adjust
to the darkness before the vehicle turned the bright
light back on. Then
the vehicle slowed down [meaning unclear] to the
point that I pulled away
from him.
The passengers
were overjoyed when the light went behind the left engine...
But that
was short lived. The vehicle passed us up at a speed so that the
red
light was trailing the object like a comet for as much as 150 yards.
It
slowed down again, which allowed me to overtake the vehicle at Winslow.
We both made a left turn over Winslow at 41,000 feet. The UAP remained
with the jet to beyond Flagstaff (where the aircraft was now under Los
Angeles Center control which, the captain learned, also had the UAP on
their radar). The captain said, My passengers were still hollering and
in a panic for me to get them away from the vehicle. The UAP finally
accelerated
to the west at a 30 degree climb angle when we were only
fifteen minutes
from landing at Las Vegas. No official inquiry was made
of this high altitude
encounter. (Pilot report form)
_____
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- October 27, 1967
0300L UP NE Jacksonville
(Atlantic Ocean)
-
- This fascinating aerial encounter involved Charlie Little,
pilot of a Piper-Twin Commanche PA-30 (N7942Y). He was multi-engine rated
and a flight instructor. Two other commercially rated pilots, and a
passenger
were also on board. Having taken off from Opa-Locka, FL to
Morristown,
NJ, they were headed ENE at 8,000 feet altitude in
uncontrolled airspace
under an IFR flight plan but were in radio
contact with Jacksonville ARTCC
for safety reasons. Stars were visible
in the dark sky.
Ground control helped them maintain a
correct heading when their two VORs
apparently displayed significantly
large angular deviations toward the
east. About half-way between
Jacksonville and Charleston, SC over the ocean
at least three of the
occupants saw a light moving across the sky and interpreted
it to be a
commercial flight at high altitude bound for Miami. But the
light began
to descend and approach their airplane. The pilot radioed radar
control
to inquire if any other traffic was seen in their vicinity (now
at
their one o'clock position high and seemingly southbound). The answer
was negative.
-
- Little turned his landing and taxi lights on. He said
(later),
As the light came closer and closer, it was very apparent that
we were
going to pass very close and that the aircraft was not making any
move
to avoid us. He then asked for permission to descend immediately...
We
may need all the way to the deck immediately. He received permission
to
do so even though permission was not legally required. Under the
circumstances,
he was probably trying to set an example of extra-safe
procedures for the
benefit of the other two pilots on board. Little
then disengaged the autopilot,
pulled the throttle back and pushed the
wheel forward ...trying to avoid
a head-on collision. We descended to
6,500 feet but the lights came closer
and closer. Then they saw not one
but six, huge, round, bright, white lights
in a (horizontal) row. A
collision seemed imminent. Panicking, I yelled,
'We can't get away from
him!' The situation seemed hopeless; there was
no way to avoid him. We
were all going to die because the pilot in the
other craft wasn't
paying attention. Little had to shield his eyes with
his hands the
lights were so intense. Suddenly, a soft green light was
all over our
cockpit.
-
- At the very instant of collision, ...the craft made an
unbanked
180 degree turn, remained ahead for a few seconds and then took
off and
disappeared like a flash bulb. At least two of the witnesses agreed
that the huge object was a gray equilateral triangle, each side at least
200 feet long and twenty feet thick. Its outer edges were very smooth and
sharply defined (with no rivets, doors, antennae, windows, etc.) while
at its center there was a triangular-shaped opening or hole large enough
to fly through. It flew with one side directly forward.
As a pilot, I did not believe in UFOs but we had just had a near mid-air
collision with one! When Little told radar control what had just happened
he was met with ridicule. Later he recalled, I became very angry and threw
the microphone on the floor instead of hanging it on the clip... We all
knew we had just seen a UFO but we didn't know what to say. We were afraid
that if we told anybody we would lose our pilot's licenses. This was very
important to us because we were all hoping to become commercial airline
pilots. It could be the end of our careers. Investigator Smith also
discovered
that Little was told by radar control that a United B727
captain allegedly
had just reported the same shaped object over
Washington (about 535 miles
away)! I could not locate any record of
this other claimed sighting which
isn't surprising given the continuing
attitude of derision shown toward
air crew by authorities on the ground
and the understandable reticence
to report bizarre aerial sightings. `
One final word is appropriate. Is it possible that
Jacksonville radar was
actually tracking the UAP and not the aircraft
when the several clock-wise
deviating VOR events were taking place? It
isn't clear whether the aircraft
had a transponder (they were
relatively expensive at the time) so that
ground radar might have had
only a weak return from the aircraft's skin
paint. Indeed, broadband
radar in the 1960s wasn't particularly effective
when it comes to a
non-transponder equipped aircraft. The far larger radar
skin paint
return from the triangular object might have been significantly
larger
than that of the aircraft. If true, this would explain the progressive
clockwise deviation of the ground radar's track that also corresponded
with the south-bound movement of the UAP before it apparently changed its
heading to approach the aircraft. (Smith, W., A huge open triangular UFO,
International UFO Reporter, Pp. 4-6, Sept./October 1984, Center for UFO
Studies, Chicago, Illinois).
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