Monday, October 05, 2015

Roswell's Bizarre Aircraft Boneyard | VIDEO

Roswell's Bizarre Aircraft Boneyard

By Flanker41

     This ordinary small town holds extraordinary significance for aviation: it's home to Elvis' private jet, an airplane demolition yard, and the most famous aircraft that no one's ever seen. [...]

Boyhood Encounter with UFO Produces World Renown Artist

Ionel Talpazan's 'Fundamental UFO'

By Scott Simon

      Ionel Talpazan thought he saw a UFO when he was a boy, and never stopped seeing them. Of course, he created them.

Ionel Talpazan was 60 years old when he died this week, of diabetes and stroke. He was a boy in a small village in Romania, given up by his parents and raised by a succession of foster parents. He told interviewers he escaped into the woods one night because he thought he would be beaten.

He saw a blue, beating light in the sky above, and was sure it was a spacecraft.

Ionel began to draw spacecraft; I'm not sure you can call them UFOs when an artist gives them such a vivid, colorful identify.


By the time he died, his works had hung at the American Visionary Art Museum, and museums in San Franciso, London, Berlin, Madrid, and France. Talpazans were sold in fancy galleries from Soho to Chelsea. [...]

The Size of the 'Roswell Debris Field'

Rowell Debris Field - Circa Early 1990's
The Debris Field as identified by Bill Brazel as it appeared in the early 1990s. (© Kevin Randle)

By Kevin Randle
A Different Perspective

      Since I posted the article that suggested that Bessie Brazel’s testimony might be in error and that it was contradicted by that given by so many others, we have been all over the board. Nearly everyone was selecting that data which tended to support their position and ignore everything else. So, I thought I would take some of those points and provide the data available about them. I realize that some of you are so far to one side or the other that any sort of compromise is impossible, but for those who are interested in all the information, I will try to publish a series of articles that look at some aspect of this case.

First, I’ll tackle the size of the debris field because it seems to range from a square mile down to an area about 200 feet in diameter. That’s quite a big difference, and I know that we’ll never reach a consensus, but heck; we might have a little fun and learn something by accident.

The testimonies given after 1978 which is when Jesse Marcel, Sr. was identified as having recovered pieces of a flying saucer provide some of the data. Marcel himself told Bill Moore (The Roswell Incident, p. 63) that it was “about three quarters of a mile long and a couple of hundred feet wide.”

Stan Friedman, in his book, Crash at Corona (p.10) wrote of Marcel’s description, “The area covered with wreckage was roughly three quarters of a mile long and several hundred yards wide.”

Moore also quotes Walt Whitmore, Jr. as giving a description. Whitmore hadn’t seen the field before the Army cleaned it up, according to his testimony at that time. Moore wrote (p. 89), “Several days later Whitmore, Jr., ventured out to the site and found a stretch of about 175 – 200 yards of pastureland uprooted in a sort of fan-like pattern with most of the damage at the narrowest part of the fan.”

Whitmore told Karl Pflock (p. 154), “The debris covered a fan- or roughly triangle-shaped area, which was about 10 or 12 feet wide at what I thought was the top end. From there it extended about 100 to 150 feet, widening out to about 150 feet at the base. This area was covered with many, many bits of material.”

Bill Brazel, who hadn’t seen the debris in the field except for the small pieces he said he had found, also talked of a gouge that ran through the pasture. He said that it was narrow at one end spread out toward the center and then narrowed again. Although he didn’t give us a length of the gouge, he eventually took us to what he thought of as the top of the gouge. Later, during the CUFOS archaeological dig there, we measured down from that point, about three quarters of a mile, placing little flags along the way.

Bud Payne, who was a judge in New Mexico, said that he had been out to the debris field but had been turned back by the military cordon. He did get close to it and this would be irrelevant, except he took me out to the location he thought was the debris field. When he stopped his vehicle and we got out, I nearly stepped on one of those little flags we had placed there. We have attempted to gather them all but had missed the last one. Payne took me to the same three quarter of a mile stretch of New Mexico desert and through this provided, to a degree, the size of the field.

And, of course, there is the testimony in the affidavit signed by Bessie Brazel. She said, “There was a lot of debris scattered sparsely over an area that seems to me now to have about the size of a football field [or about an acre].”

The most widely quoted size of the field is that given by Marcel. It can be found in a number of books but as noted here, it is traceable to that interview supplied to Bill Moore.

We are told, of course, that these memories are decades old and might be unreliable. Studies of memory and how it works suggest that confabulation (as opposed to lying) can often fill in gaps in memory, that each time a memory is accessed it is subject to alteration, and sometimes the memories simply no longer exist, yet the witness (I can think of no other word that fits here because they were involved in 1947) as he or she concentrates begins to put together a story that seems plausible.

We do have quite a few newspaper stories that were written in 1947, literally within hours of some of the men walking the fields, so that their memories should be clear and accurate. I say this knowing full well that some of the information given to the reporters was less than accurate and some of it that was published had been misunderstood.

The Roswell Daily Record, for example, reported, “The rubber [from the debris] was smoky gray in color and scattered over an area about 200 yards in diameter.”

The Fort Worth Star-Telegram, in a later edition of their “Disc-overy Near Roswell Identified as Weather Balloon by FWAAF Officer,” reported, “Brazell [sic], whose ranch is 30 miles from the nearest telephone and has no radio, knew nothing about flying discs when he found the broken remains of the weather device scattered over a square mile of his land.”

The Albuquerque Tribune, in a story attributed to Jason Kellahin on July 9 reported, “Scattered with the materials over an area about 200 yards across were pieces of gray rubber.”

What does this tell us about the size of the debris field? Not much, actually. Those who wish to believe it was small, have several sources they can quote. Cavitt, in his interview with Colonel Richard Weaver didn’t provide a very vivid account of the size. He said that it was about twenty feet, but the statements were somewhat confusing. He might have been describing what he suspected was the size of the object or he might have been describing the distribution of the debris. He told Weaver, “Some here, some here, some here. No concentration of it. No marks on the ground, dug up, anything hidden or anything like that, just out on the territory around the bottom of New Mexico…”

I don’t believe Whitmore’s testimony on this is reliable but suspect there was some collusion between Max Littell of the Roswell museum and Whitmore to come up with some debris, no matter what it was. They talked about creating a display in Roswell, but I don’t believe that Littell had thought that through. If Whitmore’s debris were pieces of a balloon, as he suggested to Pflock, then the mystique of the Roswell case eroded at that point and not many people would drive out of the way to look at a museum dedicated to a weather balloon.

Whitmore had told Moore that the site had been cleaned before he got there but contradicted that when he told Pflock that he saw the debris and even claimed to have some of it. The debris had been locked in his safe deposit box, but when the box grew too full, he moved the debris to his “junk room.” Although searches were made, nothing was ever found. It was just one more bit of debris that vanished.

There is Jesse Marcel’s testimony about the size of the field which he gave after 1978, but there is one story that provides some corroboration which was published in 1947. In Linda Corley’s book, Marcel said, “It was about a mile long and several hundred feet wide of debris.”

Brazel, according to one newspaper account agreed with that size, saying it was scattered over a square mile of the land. This was in a story other than the one written by J. Bond Johnson.

Returning to the Roswell Daily Record, Brazel, it seems, was saying that the debris field was about 200 yards in diameter and the Albuquerque Tribune changed the wording to 200 yards across which is not quite the same thing but is close. The by-line on the Albuquerque Tribune story, as noted, was by Kellahin, so he was apparently working from his notes made in Roswell.

All this means is that if you are a skeptic, you have some evidence that the size of the debris field was relatively small. If you are a believer, you have some evidence that the debris field is relatively large. You have the majority of the testimonies suggesting a large field from the record after 1978 but Bessie Brazel suggests it was about 100 yards by 50 yards, or about the size of a football field.

Or, in other words, this is a wash. Whatever side you come down on, there is testimony to support it. Not exactly a profound finding but just an observation that suggests there are facts for everyone to cherry pick.

Former US Navy Pilot Says Huge Fireball Maneuvered Above the Hanford Atomic Plant During World War II: First Attempted Intercept of a UFO by a Military Fighter?

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Navy Fighters Chase UFO Over Hanford Atomic Plant in 1945

By Robert Hastings
The UFO Chronicles

      UFO incursions at U.S. atomic/thermonuclear weapons sites, from the 1940s onward, are detailed in thousands of declassified Army, Air Force, Navy, FBI, and CIA documents. Moreover, hundreds of U.S. military veterans have now discussed their involvement in one or more of those incidents in video interviews.

One of them, former U.S. Navy Lieutenant Junior Grade Clarence R. “Bud” Clem, says that a UFO monitored one of our fissile materials facilities—the Hanford plutonium-production plant in Washington State—on three different nights in January 1945, some seven months before Hiroshima and Nagasaki were bombed. Clem says that members of his Navy Hellcat F6F fighter squadron chased them away.
UFOs and Nukes researcher Robert Hastings first learned of the incidents when Clem wrote to him in 2009, but it was not until December 2013 that funds became available to capture the former fighter pilot on video. The edited, four-minute interview may be seen here:

In July 2014, UFO historian Jan Aldrich revealed that his research group, Project 1947, had secured World War II-era documents from Headquarters Fourth Air Force, which referred to overflights of the Hanford site by “unidentified aircraft”. One of them, dated January 23, 1945, and directed to the Commanding General of the Army Air Forces and the Assistant Chief of Air Staff, Training, states:
Resulting from an unidentified aircraft flying over the Hanford Engineering Company Plant at Pasco, Wash. on at least three nights in the past month (this Company is engaged in undisclosed projects for the War and Navy Departments) this HQ was requested by [Western Defense Command], about ten days ago, to move one [battery] of searchlights from Seattle to the Pasco plant. The Thirteenth Naval District has made arrangements for Naval Air Station, Pasco, to employ both radar and fighter aircraft in attempting interception of these unidentified aircraft. The airspace over the Hanford Company is both a Danger area and a Restricted area. Our battery of searchlights has been in place since 15 January; one incident has occurred since that date in which a brief radar contact was made—attempted night interception again failed.
So here we have an official document referring an unidentified aircraft flying over the Top Secret Hanford atomic materials production plant on three occasions in January 1945. At least one of those “aircraft” was tracked on radar and successfully eluded the U.S. Navy fighter sent up to intercept it.
In conclusion, declassified military documents confirm the events described by former USN fighter pilot Bud Clem. Unfortunately, when Robert Hastings attempted to notify Clem of the discovery of those documents by Jan Aldrich, in July 2014, he learned that Clem had died the previous month.

Reports Confirm UFO Activity at A-Bomb Plant in 1945 (Redux)

Reports Confirm UFO Activity at A-Bomb Plant

By Robert Hastings
The UFO Chronicles

     UFO incursions at U.S. atomic/thermonuclear weapons sites, extending from the 1940s to nearly the present day, are well-established. Hundreds of U.S. military veterans and thousands of declassified Army, Air Force, Navy, FBI, and CIA documents make reference to these incidents. In fact, it can now be said that UFOs apparently monitored our atomic weapons program even before Hiroshima and Nagasaki were bombed in August 1945.

During the war, Clarence R. “Bud” Clem was a Lieutenant Junior Grade in the U.S. Naval Reserves, serving as an F6F Hellcat fighter pilot assigned to Air Group 50 aboard the U.S.S. Cowpens CVL-25. In an April 2, 2009 email, Clem told me:
Our group was deployed to NAS (Naval Air Station) Pasco, Washington for ground support training in March 1945. The Hanford Ordnance Works was just across the Columbia River from Pasco and designated Top Secret. We experienced an unknown object over the Hanford site in March/April, 1945. I did not fly after the object, as two members of our squadron did, but I did assist in trying to determine what was going on. I am 84 and I do not know if any other members of our squadron are still alive [who] could add more information. If you have any information about our experience, I would like to see what the official report stated.
The Hanford site was the plutonium-production plant that manufactured the fissile material used in the first atomic bomb—exploded on July 16, 1945, near Alamogordo, New Mexico—as well as in the bomb dropped on Nagasaki, Japan three weeks later, on August 9th. I wrote back to Clem, saying that I didn’t have any official reports relating to the incident at Hanford and asked for more details. He responded:
One night, shortly after the evening meal, the officers were gathered at the Officers Club for relaxation when the duty officer at the tower called our commander with a request. Lt. Commander Richard Brown took the call, as the Captain was in conference. Ensign C.T. Neal and I were with Brown and he asked us if we would volunteer to go with him to the flight line for possible duty. We both agreed and a jeep was waiting at the door to take us to the flight line. We learned that an unknown ‘bogey’ was over the Hanford Ordnance Works, according to the radar operator located at an auxiliary field just across the Columbia River from Hanford reservation.

We had been instructed upon arrival that the Hanford Ordnance Works was Top Secret and no flights over any part were permitted...We did not know about the radar, but the duty officer stated that something was in the sky over the area and wanted someone to investigate. A plane was [already] armed and warmed-up on the tarmac. Brown stated he would go and Neal was to stand-by in another plane, in case of trouble. I was to join the [controller] in the tower and communicate info from radar to the pilots.

Brown quickly found the object, a bright ball of fire, and took chase. But he could not close [on it], even with water injection that gave a quick boost in speed. The object headed out NW towards Seattle and was quickly lost by radar. Brown returned to base and we three retired to the club, still shaking and wondering what we had encountered. Memory does not recall details of two similar experiences—I think Neal was to take the next chase—but the object disappeared before he got airborne. I was assigned to fly the entire [Hanford] reservation at low altitude (200 feet or so) to give the radar operator the blind spots [caused by the terrain]…

I do not know if any other incidents occurred after we left Washington. None of the above information was mentioned in the ‘history’ of our squadron but I wonder what is on record at NAS Pasco.
I asked Clem, “During the first incident, how long did it take for the aircraft to get to Hanford?” He replied, “Not long. An aircraft was always ready to fly on short notice to intercept the Japanese incendiary balloons. If you’ve read the history of that project, and the concern the balloons caused, it would have been logical to intercept them before they could reach Hanford.”

I asked Clem if the pilot on the first night, Lt. Commander Brown, had described the object in detail, either over the radio or back at the Officers Club. Clem replied, “He just said it was so bright that you could hardly look directly at it. As he closed on it, it took off to the northwest at a high rate of speed. No maneuvers really, just a straight-line course.”

Other questions to Clem added few details. He later sent me his military records which revealed that his fighter squadron was actually at Pasco from January 9 to February 15, 1945, not during March and April, as he had first indicated. This fact is important in light of subsequent developments.

On July 6, 2014, UFO historian Jan Aldrich wrote to me saying that his research group, Project 1947, had secured documents from Headquarters Fourth Air Force, written during the war, which referred to overflights of the Hanford site by “unidentified aircraft”. One of them, dated January 23, 1945, and directed to the Commanding General of the Army Air Forces and the Assistant Chief of Air Staff, Training, states:
Daily Diary (Period 1600 22 January 1945 to 1600 23 January 1945)
- Click on image(s) to enlarge -
Courtesy of Jan Aldrich / Project 1947

Resulting from an unidentified aircraft flying over the Hanford Engineering Company Plant at Pasco, Wash. on at least three nights in the past month (this Company is engaged in undisclosed projects for the War and Navy Departments) this HQ was requested by [Western Defense Command], about ten days ago, to move one [battery] of searchlights from Seattle to the Pasco plant. The Thirteenth Naval District has made arrangements for Naval Air Station, Pasco, to employ both radar and fighter aircraft in attempting interception of these unidentified aircraft. The airspace over the Hanford Company is both a Danger area and a Restricted area. Our battery of searchlights has been in place since 15 January; one incident has occurred since that date in which a brief radar contact was made—attempted night interception again failed.
So here we have an official document referring to one or more unidentified aircraft flying over the Top Secret Hanford atomic materials production plant on three occasions between late December 1944 and late January 1945. At least one of those “aircraft” was tracked on radar and successfully eluded the U.S. Navy fighter sent up to intercept it.

A second record, dated January 25, 1945, states:
Daily Diary (Period 1600 23 January 1945 to 1600 25 January 1945) (Emphasis Added)
Click on image(s) to enlarge -
Courtesy of Jan Aldrich / Project 1947
Western Defense Command and Army Commands represented at the Hanford Engineering Co, Pasco, have informally asked HQ Fourth Air Force for one or more night fighter aircraft to be based, temporarily, at Naval Air Station, Pasco, for employment against the alleged "bogie" which has been detected by radar on several nights in the past three weeks.
Here we learn that the radar trackings of the unidentified aircraft occurred more than once. No known records exist which confirm that any Japanese fixed-winged aircraft ever overflew the Hanford site. Regarding the balloon bombs, on March 10, 1945, one of them descended near the facility, resulting in a short circuit in the power lines supplying electricity for the nuclear reactor’s cooling pumps, but power was quickly restored.

In any case, given Bud Clem’s description of the object that outran Lt. Commander Brown, it seems highly unlikely that it was Japanese in origin. Once again, Clem told me, “[Brown] just said it was so bright that you could hardly look directly at it. As he closed on it, it took off to the northwest at a high rate of speed. No maneuvers really, just a straight-line course.”

Given the available data, it appears that bona fide UFOs were in fact operating near the Hanford site in early 1945, only months prior to the attacks on Hiroshima and Nagasaki. If this was the case, one might ask if the unknown craft—whether piloted or remote-controlled—were also monitoring other operations associated with the U.S. atomic weapons program.

Indeed, one might wonder whether UFOs were present during the atomic attacks themselves! It must be stressed that no credible evidence is available which would substantiate this possibility, however, military records confirming sightings of the orb-like “Foo Fighters” by U.S. Army Air Force bomber crews on missions over Japan, during the early months of 1945, are a matter-of-record.

John Callahan & The JAL-1628 UFO Encounter; FAA Credentials Finally Confirmed -pt2-

Paul Dean By Paul Dean

      By anyone’s measure, the skies of Alaska were visited by something extraordinary during the evening of the 17th of November, 1986. Flight 1628, Japan Airlines had front row seats. Very briefly, for 31 minutes, three UFO’s of varying forms were witnessed by a flight crew of three, as well as ground-based air traffic controllers watching primary radar display screens. Hundreds of pages of authorized, officially released records appeared in the public domain within months of the event. Furthermore, John Callahan, Federal Aviation Administration (FAA) Chief of Accidents, Evaluations and Investigations came forward in 2001 with far more to add to the story. The question I have attempted, in the last four months, to answer is whether John Callahan did indeed head the FAA roles he has always claimed; and, if so, how can we verify those claims, and to what degree of satisfaction. As this is Part 2 of this series, for anyone not up to speed, I would encourage them to appraise Part 1, which can be found here.

On 19, 2015, after lengthy email exchanges, Callahan posted to me an impressive 51 pages of resume material and official FAA employment documents which detailed his entire career. What surprised me the most was that these records were not copies, but originals. These were old – the paper, the ink, the rubber stamping – certainly none of it was thrown together recently. Space and time restrict me from displaying the entire 51 page file here, but I will most certainly present some of the more important pages. For example, Callahan provides us with a mulit-page Federal Office of Management and Budget “Form 171”. On the Personal Qualifications Statement continuation-from-page-1 sheet a section titled “Name and address of employer’s organization” resulted in a type-writer entry of “FAA ATS-1 Washington Headquarters”. The box to the right of asks for “Dates employed (provide month and year)” to which was answered “Oct. 1986 to present”. Most importantly, a third box asks for “Exact title of your position”. The phrase “Division Mgr. Investigations/Evaluations” answers this section, and thankfully so. “Name of immediate supervisor” is entered as “Harvey B. Safeer”. The actual page itself is here:

Personal Qualifications Statement - John Callahan

Thus it is established, on a legally binding Federal Government form, that Callahan was indeed employed with the FAA in Washington DC in the year 1986. This is precisely the first claim I wanted to verify. The second issue was the not-insignificant matter of all this “Accidents, Evaluations and Investigations” business that he says he managed. As one can see above, the term “Investigations/Evaluations” is listed. But where is the term “Accidents”? Callahan consistently claims that he ran “Accidents, Evaluations and Investigations”. The answer to this can be found when we move on to another page of his employment records. It turns out that just prior to him managing “Investigations/Evaluations” (or as Callahan usually says “….Evaluations and Investigations”) his role happened to be manager of the “Accident/Incident Analysis” branch. Also, during that time period he was also manager of the “Quality Control” branch.

Confused yet? To simplify all this, I highlight his “FAA Headquaters Experience” page of his lengthy resume. The top few line items read:
John J. Callahan



Oct 86 to Present Division Manager Investigation and
Evaluation Division, ATS 100.

Jul 85 to Oct 86 Branch Manager Quality Control Branch
and Accident/Incident Analysis Branch, AAT 60
Below is the copy of this page.

FAA Headquaters Experience

So, to sum up, in a two year period, Callahan had run both the “Accidents/Incident Analysis Branch” and the “Investigation and Evaluation Division”. Critically, this period was from July 1985 to after the beginning of 1987 – which is precisely when the JAL 1628 incident occurred. One may ask why Callahan never made any of this clearer in the various documentary appearances and conference presentations he has been a part of. Obviously, to list the above position titles in full is not what listeners or viewers quite need to hear. The general notion that he was managing multiple areas of critical FAA officialdom in a very short period of time is more than enough. However, two things were entirely new news to me. Keen readers may have noticed that his “Accidents” Branch was actually titled “Accident/Incident Analysis” Branch, and, while managing it he was also managing the “Quality Control Branch”! Much of this is mere semantics, but it does make clear the exact nature of the roles and responsibilities Callahan had in this 1985 to 1987 time period.

More specific than the above imaged list of roles, another page in Callahan’s resume contains a full paragraph of summarised roles he held going back to the late 1970’s. This page acts as a cover sheet to a dozen pages of far more detailed position duties and role responsibilities, and the core of it matter-of-factually reads:
“Presently assigned as Division Manager Investigation/Evaluation Division, ATS-100. Prior to this assignment I held the position of Branch Manager for both the Quality Control Branch, AAT-63 and the Accident/Incident Branch, AAT-340. I have also held the following positions: Assistant Staff Manager, Quality Assurance Division, ACT-60; Assistant Division Manager, Test and Evaluation Division, ACT-500; Branch Manager, National Automation Support Branch, AAT-550; Assistant Chief, National Enroute Data System Branch-540, and other managerial and supervisory positions in Air Route Traffic Control Facilities.”
Here it is, imaged from John Callahan’s resume material:

John Callahan’s Resume Material

To sum up, there are over 50 pages of material similar to what I have been able to present here. As stated before, Callahan sent me the original file, and it held up to scrutiny. So armchair sceptics can move on to greener pastures, because the providence of John J. Callahan is firmly and finally established. So does any of this matter? I argue that it matters enormously. Testing the credentials of someone directly involved with one of the most potent UFO cases in history is surely of great significance as we painstakingly continue to compile the history of the UFO matter for future generations. Possibly of greater importance is that it may encourage other high ranking officials to also come forward and risk disclosing their role in the UFO matter. Of course, none of this solves the actual case. I often wonder what became of pilot Kenji Teriuchi. Maybe one day we will know what engaged his aircraft that night, and he, and John Callahan, can be vindicated.

UFO Spotted Near Watertown, New York

Motorists Report UFO Near Watertown, New York

By Cheryl Costa

     On Sept. 28, 2015, a couple from Syracuse witnessed a gray, circular UFO. Ethan and his wife, Shemlynn, were driving on Interstate 81 south and were about nine miles south of the Watertown exit. The couple said that the sky was overcast, with little sunlight still out.

“All of a sudden, Shemlynn pointed out a gray mass in the sky,” he said. “The UFO was circular shaped, and it came twisting out of the clouds for about 5-10 seconds, then receded.”

Shemlynn said that when the UFO came out of the clouds, it seemed unstable or like it was experiencing turbulence.

“The UFO had was making an almost twisting motion.” she said.

Ethan said that the surface texture seemed rough and first took it to be a meteor. The craft then receded to the clouds. The event lasted about 5-10 seconds.

The couple said that the UFO had no lights and was certainly not a weather balloon, as it was much too large. They added that it was not a conventional aircraft. [...]

Protecting Planets Against An Alien Invasion

Adult Tardigrade
An adult tardigrade. Photo: Schokraie E, Warnken U, Hotz-Wagenblatt A, Grohme MA, Hengherr S, et al. CC BY 2.5.

By Brian Koberlein

     NASA has an Office of Planetary Protection. Its purpose is not to protect Earth from invasion by some green skinned monsters, but rather to protect the rest of the Universe from us. With the recent evidence of liquid water on Mars , the possibility of life on the red planet has become a bit more possible, and protecting potential martians from an alien threat is a real challenge.

While Earth is the only planet for which the presence of life is certain, we know that living things can be extraordinarily hardy. We’ve seen organisms thrive in areas of extreme temperature and acid environments. Tardigrades (also known as water bears) have survived the cold vacuum of space, and bacteria have been found within nuclear waste. So it’s not unreasonable to imagine a terrestrial organism hitching a ride on a spacecraft. If that spacecraft comes into contact with a potentially habitable environment they could become an invasive species on another world. [...]

Saturday, October 03, 2015

John Callahan & The JAL-1628 UFO Encounter; FAA Credentials Finally Confirmed -pt1-

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John Callahan of Japan Airlines 1628 Fame

Paul Dean By Paul Dean

      One of my favourite UFO cases is the infamous Japan Airlines flight 1628 event which occurred on November 17th, 1986, over Alaska. So wide spread was the media coverage of this incident that even people who know little to nothing about the UFO matter have at least vaguely heard of it. For anyone who doesn’t recognize the case, put simply, a cargo flight from Paris to Tokyo encountered three UFO’s for a duration of 31 minutes, all of which were picked up, to varying degrees, by Federal Aviation Administration (FAA) primary radar and United States Air Force (USAF) primary radar. The voice tapes of the radio communications, target data print outs, Air Traffic Controller statements, etc were all released in 1987 and make for some of the most powerfully compelling evidence found regarding the UFO matter. Probably the best report on the event was written by retired United States Navy physicist Bruce Maccabee. His final report can be viewed here:

Adding even more weight to the event was the testimony of retired official John Callahan who was, in 1986, the FAA’s Accidents, Evaluations and Investigations Division Chief. Callahan came forward and blew the whistle in 2001, and, came forward with hitherto unknown paper records, video tapes, voice tapes and other material to back up his claims. Since then, Callahan has participated in two documentaries, three “disclosure” style conferences, and made numerous statements for researchers concerning his involvement with the JAL 1628 case – and the cover-up of the event, as we shall see.

The JAL 1628 case is, to me at least, a key event in UFO history. I have periodically – as anyone who knows me would expect – studied it at some length. One issue key to the case has, however, troubled me for some time: Despite the wealth of information, much of it official record, about this extraordinary event, it seems that no one thus far has been willing or able to actually verify John Callahan’s exact role at the FAA. Some armchair debunkers have even claimed he may even be a fraud. In both this post, and a sequel, I shall present an appraisal of Callahan’s employment with the FAA, and the various high level positions he held in the late 1980’s. Through substantial digging, plus lengthy discussions with Callahan himself, I am now entirely satisfied with his public statements and assertions.

For those who are unfamiliar with John Callahan’s side of the story, the long-and-the-short of it is this: Firstly, no one in FAA officialdom outside Alaska was aware of the incident until the pilot of the JAL flight, Kenji Teriuchi, decided he would no longer stay silent. In early-December, weeks after the UFO encounter, Teriuchi contacted the huge Kyoda News Agency for a private meeting in his London hotel room. Kyoda subsequently contacted the FAA’s Alaska Region Headquarters on the 24th of December. They were informed by an off-guard Public Information Officer at Anchorage, Paul Steucke, that a UFO event had indeed taken place. Throughout the last days of December and throughout January, 1987, the story exploded across the worlds press. As this played out, Alaska Region HQ contacted John Callahan, who, as stated, was the Division Chief of Accidents, Evaluations and Investigations in Washington DC. Callahan had been entirely unaware of the UFO incident and told the Alaskan FAA officials to inform the media, and anyone else who came knocking, that “the event was under investigation”. Callahan further asked Alaska Region to forward the relevant data to the FAA Technical Center in Atlantic City, where he and his superior, Harvey Safeer, analysed the evidence, and, most importantly, played back the radar data on a Plan View Display. The radar data was matched in with the voice tapes of the conversation that had occurred between the pilot and Air Traffic Controllers from both the FAA and the USAF. This playback and tie-in was filmed on a video recorder for later use.

The same day Callahan and Safeer briefed FAA Administrator Vice Admiral Donald D. Engen. Adm. Engen initially gave them five minutes of his time. When he realised the gravity of the event he started cancelling his upcoming meetings. Engen watched the whole of the video recording that had been made earlier in the day, and, furthermore, instructed Callahan and Safeer not do discuss the situation with anyone to prepare an encompassing presentation, or “dog and pony show” as Callahan likes to call it, for various officials the following day at the FAA Round Room. Engen had even spoken to the President to facilitate the attendance of the upcoming meeting by Presidential scientific and technical staff. This presentation went ahead as scheduled and was attended by a number of FAA technical specialists, plus, perhaps more ominously, three representatives of the Central Intelligence Agency (CIA), three representatives of the Federal Bureau of Investigations (FBI) and three scientists from President Reagan’s Scientific Study Team, among unknown others. At the end of the meeting, one of the CIA staff stated:
“This even never happened. We were never here. We are confiscating all this data, and you are sworn to secrecy.”
Moreover, the same CIA staff instructed Callahan that they were taking all the data, the paperwork, the video tape, any-and-all material that the FAA had accumulated. What no one knew was this: Callahan kept copies, in some cases originals, of everything, including the primary radar target printouts, the video tape of the first analysis on the Plan View Display, the pilots report, the first FAA report, first generation copies of the voice communications tapes, etc. Callahan has allowed serious researchers to study this material, and is willing to further testify that all of what he, and his documented evidence, says is true.

As I mentioned at the beginning of this post, John Callahan’s employment history and career credentials, especially his claimed role as Division Chief of the FAA’s Accidents, Evaluations and Investigations area, have barely, if at all, been verified. I wished, this year, to change that. Without detailing every investigative step, I have variously searched for records – in US Government directories, FAA press releases, etc both the existence of a John Callahan ever being at the FAA in the 1980’s, and, the existence of an “Accidents, Evaluations and Investigations” branch or division within the FAA in the 1980’s. Worryingly, only a handful – and by that I mean literally four – referances came up for a John Callahan being at the FAA, and none of them really matched his claimed “Accidents, Evaluations and Investigations” area. In fact, all I could find was a John Callahan who was “Quality Control Branch Manager” of the “Quality Assurance Staff” under the “Associate Administrator for Air Traffic”. Below is a capture of one such listing.

Associate Administrator for Air Traffic

Not knowing how to track down Callahan directly, on the 10th June this year I got in contact with author and journalist Leslie Kean who has spoken to him at length. The JAL 1628 story appears in Kean’s excellent book “UFOs: Generals, Pilots, and Government Officials Go on the Record”Luckily I had been in contact with Kean previously, so it was not an issue for me to ask her for a favour: Get Callahan to contact me, and iron this FAA employment issue out once and for all. Within a day, she got back to me and indicated that she would ask Callahan if I could contact him. He was agreeable to this, and on the 12th of June I introduced myself via email, and outlined some of the questions I would be presenting him in the future. Over the next few months – and indeed even to this day – Callahan and I have been in contact, and we have covered a lot of ground regarding his role at the FAA and the infamous Japan Airlines 1628 case itself. In my next blog post I will detail, with documentation, Callahan’s FAA career; especially during the mid-1980’s when the UFO event occurred. For now, a teaser – I am entirely satisfied that Callahan is the real deal, and hopefully all of you will be too.

Hillary’s Campaign Chairman Encourages (Space) Alien Inquiry

Hillary’s Campaign Chairman Encourages (Space) Alien Inquiry

By Alejandro Rojas

      Hillary Clinton presidential campaign chairman John Podesta tweeted his approval of a recent interview with Clinton by Lena Dunham, and in the tweet he encouraged Dunham to ask Clinton about aliens next time.

Dunham’s interview was posted in her new email newsletter called Lenny. It is in collaboration with her colleague Jenni Konner, who co-produces and co-writes the television show Girls with Dunham. The interview with Clinton has nothing to do with aliens, but apparently Podesta wishes it had.

On Tuesday, Podesta tweeted: