| ID | #1549644788 |
| Añadido | Vie, 08/02/2019 |
| Autor | July N. |
| Fuentes | |
| Fenómenos | |
| Estado | Estudio
|
Datos iniciales
En la noche del 14 de julio de 1952, el pan American World Airways DC-4 operaba un vuelo normal, con diez pasajeros y una tripulación de tres, incluido el capitán F. W. Koepke, primer oficial William B. Nash. y el segundo oficial William H. Fortenberry.
El sol se había puesto una hora antes, aunque la costa todavía era visible y la noche estaba clara y casi completamente oscura. Con el avión montado en piloto automático mientras volaba a 8, 000 pies sobre La bahía de Chesapeake en el área de Norfolk (Virginia), tuvieron que volar sobre la estación de Radio VRF en seis minutos y hacer un informe de ubicación. Al mismo tiempo, dado que este fue el primer lanzamiento de Fortenberry en este curso, Nash, mientras estaba en el asiento del piloto izquierdo, se centró en Fortenberry, señalando puntos de referencia y luces remotas de las ciudades a lo largo de la ruta.
Nash acababa de señalar la ciudad de Newport News y Cumberland, al frente y a la derecha del avión, cuando de repente apareció un brillo rojo-naranja en el Suelo, detrás y un poco al este de Newport News. El brillo pareció aparecer de repente, y ambos pilotos fueron testigos de una aparición sorprendente prácticamente en el mismo momento. En la emoción, alguien soltó: "¿Qué demonios?»
El capitán Nash describió más tarde sus observaciones iniciales ...
"Casi de inmediato, sentimos que estaba compuesto por seis objetos brillantes que volaban hacia nosotros a una velocidad tremenda y, obviamente, muy por debajo de nosotros. Tenían el aspecto ardiente de las brasas calientes, pero eran mucho más brillantes, quizás veinte veces más brillantes que cualquier linterna dispersa sobre la que pasaran, o las luces de la ciudad a la derecha. Su forma estaba claramente delineada y claramente redonda. Los bordes estaban claramente delineados y el color rojo anaranjado era uniforme en la superficie superior de cada nave ".
"A los pocos segundos de que seis objetos caminaran la mitad de la distancia desde donde los vimos por primera vez, pudimos notar que tenían una formación de escalones estrechos, una línea reforzada ligeramente inclinada hacia la derecha, con un líder en el punto más bajo donde cada objeto siguiente era un poco más alto. A mitad de camino, el líder parecía intentar frenar repentinamente. Obtuvimos esta impresión porque el segundo y el tercero se tambaleaban ligeramente y parecían casi alcanzar al líder, por lo que en un breve momento durante el resto de su aproximación, las posiciones de estos tres cambiaron. Todo parecía que se había introducido un elemento de error 'humano' o 'inteligencia', ya que los dos siguientes no reaccionaron lo suficientemente rápido cuando el líder comenzó a disminuir la velocidad".
Lo que sucedió después sorprendió completamente a los pilotos. La procesión avanzó como una corriente de balas que seguían, sobre la bahía de Chesapeake a media milla del avión.Al darse cuenta de que la línea pasaría por debajo de la nariz del avión y a la derecha del copiloto, Nash rápidamente se desabrochó el cinturón de seguridad para poder pasar a la ventana de ese lado. Durante este intervalo, Nash perdió brevemente de vista los objetos. Ambos recordaron más tarde:
"Todos juntos, giraron a la izquierda y subieron, con la superficie brillante apuntando hacia la derecha. Aunque las superficies inferiores no eran claramente visibles, teníamos la impresión de que no estaban iluminadas. Los bordes expuestos, tampoco iluminados, parecían tener unos 15 pies de grosor, y la superficie superior al menos parecía plana. En forma y proporción, eran muy similares a las monedas. Mientras todos estaban en una posición extrema, los últimos cinco se deslizaron por encima y más allá del líder, por lo que el escalón ahora estaba en la cola, por así decirlo, y el barco superior o final ahora estaba más cerca de nuestra posición".
Este cambio tomó solo un segundo y terminó cuando Nash llegó a la ventana. Luego, ambos pilotos observaron cómo los discos giraban desde el borde hacia una posición plana, y toda la línea se alejaba hacia el oeste en una dirección que había formado un ángulo agudo con su curso original, manteniendo la nueva formación. Los pilotos notaron que los objetos parecían oscurecerse un poco justo antes de un giro brusco en ángulo y recuperaron el brillo después de eso. Al tratar de describir las acciones extremas de los objetos, Nash sugirió: "La única comparación descriptiva que podemos ofrecer es rebotar la pelota contra la pared".
Un momento después, otros dos objetos idénticos volaron detrás del ala derecha en la parte trasera y debajo del avión a la misma altura que los otros. Notaron que estos dos parecían brillar significativamente más que los otros, como si estuvieran aplicando la fuerza para ponerse al día. Cuando los miraron, aturdidos, de repente, las luces de todos los objetos se apagaron, solo para aparecer un momento después, manteniendo una Altitud baja sobre la oscuridad de la bahía, a unas 10 millas más allá de Newport News, cuando comenzaron a elevarse en un arco elegante que los llevaba muy por encima de la altura del avión. Al levantarse, parpadearon accidentalmente y finalmente desaparecieron en el oscuro cielo nocturno. Describiendo la desaparición de los objetos unos años más tarde, Nash escribió:
"A medida que subían, oscilaban hacia arriba y hacia abajo uno tras otro de manera irregular, como si fueran extremadamente sensibles al control. Al hacerlo, corrieron verticalmente uno detrás del otro, rebotando hacia arriba y hacia abajo (al igual que los tres delanteros corrieron horizontalmente uno detrás del otro cuando los seis primeros se acercaron a nosotros. Fue como un error intelectual, "atrayendo a las filas"): desaparecieron bateando de una manera mixta, sin mucho orden ".
Su sorprendente reacción inicial se confirma mejor con las palabras de Nash.
"Los miramos, aturdidos y probablemente con la boca abierta. Miramos hacia el cielo, medio esperando que apareciera algo más, aunque no sucedió nada. Había platillos voladores y los vimos. Lo que presenciamos fue tan abrumador e increíble que podríamos creer fácilmente que si alguno de nosotros lo viera solo, dudaría en denunciarlo. Pero aquí nos encontramos cara a cara. No podríamos equivocarnos con un espectáculo tan brillante".
La hora era 8: 12 AM EDT. Cuando su experiencia se dio cuenta de ellos, la primera pregunta que se me ocurrió fue si alguien más a bordo había visto el espectáculo. Fortenberry pasó por un pequeño salón de pasajeros, donde el capitán tenía la intención de tramitar los documentos. En la cabina principal, una encuesta exhaustiva sobre si alguien había visto algo inusual no dio resultados.
De vuelta en la cabina, los pilotos se comunicaron por Radio con Norfolk e informaron su posición según lo programado, y después de recibir la confirmación, agregaron un segundo mensaje para ser transmitido a los militares:
"Los dos pilotos de este vuelo notaron ocho objetos no identificados cerca de Langley field; estimar velocidades superiores a 1, 000 mph; la Altitud se estimó en 2, 000 pies".
En ese momento, el capitán Koepke avanzó y tomó el control del DC-4, mientras que Nash y Fortenberry se embarcaron en una reconstrucción de vigilancia.
Con la computadora Dalton Mark 7, determinaron el ángulo de convergencia de los objetos y lo mismo para el ángulo de salida. La diferencia entre los dos era de unos 30 grados, por lo que los objetos cambiaron el rumbo en 150 grados casi instantáneamente.
Pudieron determinar con precisión su posición visualmente y con referencia a su posición en el rango de VHF en Norfolk. Los objetos aparecieron por primera vez fuera y al este de Newport News y llegaron al DC-4 en línea recta, cambiaron de dirección debajo del avión y se movieron en línea recta hacia el oeste, pasando una vez más por el borde suburbano de Newport News, y parecían viajar por un área oscura antes de que comenzaran a elevarse abruptamente hacia el cielo nocturno. Determinaron que Newport News estaba a 25 millas de distancia y agregaron 10 y 30 millas adicionales que estimaron que los objetos viajaban en cada dirección, alcanzando una distancia total de 90 millas. Para ser conservadores, decidieron usar 50 millas, ya que los vieron viajar al menos a esa distancia. Determinar la Duración del seguimiento no fue tan simple. Queriendo ser precisos, reprodujeron la secuencia exacta de eventos siete veces, y con los cronómetros de una hora en el panel determinaron que el período de tiempo no excedía los 12 segundos cada vez. Una vez más, para ser conservadores, tomaron 15 segundos en el cálculo final, lo que significaba que los objetos volaban a 200 millas por minuto, ¡o 12, 000 mph!
Calcularon que los objetos estaban a poco más de una milla por debajo del plano, o aproximadamente 2, 000 pies sobre el nivel del Suelo, y al comparar mentalmente su apariencia con la envergadura del DC-3 a esa distancia, estimaron el Tamaño en aproximadamente 100 pies de diámetro y 15 pies de grosor. Las definiciones de distancia, Tamaño y velocidad siempre se cuestionan por el hecho de que los objetos observados fueron fenómenos no identificados. Sin embargo, este incidente en particular fue particularmente único en el sentido de que los pilotos observaron objetos entre la tierra y el avión. La mayoría de las observaciones ocurren en el cielo vacío sin ningún estándar de comparación con objetos o distancia conocidos, pero en este caso, los aviones a 8, 000 pies establecieron la distancia final como referencia.
"Ambos volamos muchos miles de horas, ya sea a 7, 000 o 8, 000 pies, porque esas alturas eran lo suficientemente altas como para evitar más turbulencias, pero no tan altas como para que llegara la falta de oxígeno. En consecuencia, una especie de "juicio de instinto" sobre la altura de los objetos se desarrolló gradualmente. Si después de 10, 000 horas de vuelo a la misma Altitud, un piloto no puede juzgar si algo (incluso algo desconocido) está a medio camino entre su avión y el Suelo y lo divide por la mitad nuevamente, es mejor que se vaya. Nuestro juicio después de ver estas cosas viajar casi cien millas y observarlas tanto a distancia como casi directamente debajo de nosotros fue que mantuvieron 2, 000 pies durante la mayor parte del tiempo observado".
Además, Nash y Fortenberry sirvieron en la Marina durante la guerra, en la que Nash voló bombarderos de patrulla para el Servicio de transporte aéreo de la Fuerza aérea patrullando las costas de África y América del sur en busca de submarinos alemanes. Fortenberry sirvió en el ala experimental de la Armada de los Estados Unidos durante dos años y era muy consciente de los desarrollos aeronáuticos de la época. En el entrenamiento naval, ambos pilotos recibieron instrucciones intensivas en la identificación del avión y aprendieron a identificar cada barco en la flota alemana.
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El 14 de julio de 1952, los pilotos William Nash y William Fortenberry observaron ocho Ovnis en forma de disco brillando con una luz roja y naranja que se acercaron a su avión a casi 20, 000 km/h, giraron en un ángulo agudo de 30 grados y desaparecieron nuevamente. Los oficiales del libro Azul, después de entrevistar a los pilotos en detalle, llegaron a la conclusión de que los objetos que vieron deben clasificarse como no identificados.
En la noche del 14 de julio de 1952, volamos un avión DC 4 de nueva York a Miami. A bordo viajaban 3 tripulantes y 10 pasajeros. La noche estaba clara, la visibilidad era ilimitada. Casi invisibles para nosotros, las nubes delgadas estaban a 6.100 m.volamos a 2.400 m y nos acercamos a Norfolk (Virginia). El sol se había soleado hace una hora y la noche estaba oscura, aunque pudimos ver la costa. A nuestra derecha se veían las luces de la ciudad de Newport News. De repente hacia esta ciudad de Newport News. De repente, algo rojo brillante apareció en la dirección de esta ciudad. Vimos 6 objetos grandes volando hacia nosotros a una velocidad creciente, y parecía que volarían debajo de nosotros. Eran como brasas brillantes, pero su fuerza de brillo era 20 veces mayor que la de las luces de la ciudad, los bordes de las siluetas circulares eran claramente visibles y un brillo rojo-naranja uniforme difería sobre cada objeto.
Vimos que en pocos segundos los objetos cubrían la mitad de la distancia al avión. que vuelan en forma escalonada. formando una línea inclinada, con el objeto de la cabeza volando por debajo del resto. Entonces nos pareció que el objeto principal se desaceleró porque el segundo y tercer objeto se deslizaron más allá de él. Parecía que se había cometido algún tipo de error, ya que estos dos objetos no reaccionaron lo suficientemente rápido para frenar el objeto principal y lo perdieron.
Estimamos el diámetro de los objetos a 30 metros y la Altitud de vuelo a 1000 m sobre el Suelo (1500 m debajo de nosotros). Cuando un grupo de objetos apareció debajo de nosotros y un poco delante de nosotros, cambiaron sorprendentemente la dirección de su vuelo. Todos los discos volaban "en el borde" con el lado izquierdo hacia arriba, y como su parte inferior era poco visible, teníamos la impresión de que era oscura. Los objetos tenían forma de monedas y su grosor era de aproximadamente 4,5 metros.
Moviéndose "a lo largo del borde", los cinco elementos se deslizaron más allá de la cabeza para que todo el escuadrón tomara la forma de una cuña, y el primero y el último estaban cerca de nosotros. Luego bajaron y de repente se apresuraron hacia atrás en un ángulo agudo. Esto se puede comparar con una pelota rebotando contra una pared. Inmediatamente detrás de estos seis objetos aparecieron dos más, que comenzaron a ponerse al día con el grupo principal. Los ocho objetos luminosos se alinearon y comenzaron a ascender en un arco suave antes de desaparecer uno por uno, oscureciéndose. Debe haber una cierta relación entre el brillo y la velocidad de estos objetos. Antes de girar en un ángulo agudo, seis objetos se oscurecieron significativamente y luego se volvieron más claros. Los dos objetos perseguidores también se iluminaron cuando alcanzaron a otros.
Los observamos de cerca y esperábamos que aparecieran más objetos de este tipo, pero no sucedió nada. Eran discos voladores y los vimos. Todo esto fue tan inusual y sorprendente que es difícil de creer. Si solo uno de nosotros lo viera, dudaríamos si lo informáramos, pero éramos dos. Todo sucedió a las 8.12 y duró unos 12 segundos.
Decidimos verificar si alguien más los había visto a bordo, y el copiloto les hizo una pregunta cautelosa a los pasajeros si habían observado algo inusual, pero no obtuvimos confirmación.
Luego llamamos a Norfolk por Radio, informamos sobre la ubicación y agregamos:Dos pilotos de nuestro vuelo cerca de Langley field observaron 8 Ovnis que volaban a más de 1600 km/h a una Altitud de aproximadamente 1000 metros.Luego le contamos todo al comandante de la nave, y él tomó el control, y comenzamos a preparar una descripción de lo que sucedió.
Calculamos el ángulo en el que el OVNI hizo la reversión. Resultó que giraron 150 grados. No podíamos imaginar el efecto de la fuerza de inercia que experimentaban al hacerlo. Determinamos que la distancia entre el punto sobre el que notamos los objetos y el punto sobre el que desaparecieron fue de aproximadamente 80 Km. Tomando el tiempo con un margen de 15 segundos, conseguimos que los objetos volaran a 320 km/min, o 19200 km/h. Incluso si mostramos aún más cuidado y reducimos la distancia a la mitad, la velocidad seguirá siendo muy alta…
Debido a que no sabemos Quiénes eran, qué hicieron y de dónde vinieron, creemos nuestra suposición de que estas son máquinas inteligentemente controladas de origen extraterrestre. Estamos seguros de que ningún piloto puede imaginar un avión terrestre que desarrolle tales velocidades y aceleraciones con un cambio inesperado de dirección y resista el calor de la fricción durante un vuelo rápido a baja Altitud a través de densas capas de la atmósfera. Y aunque no sabemos si se controlan desde el interior de los objetos o de forma remota, no podemos imaginar que las personas compuestas de carne y hueso puedan soportar los golpes y las sobrecargas de cambios tan drásticos en el rumbo opuesto. También estamos seguros de que no es un arma secreta controlada a distancia. Sabemos una cosa: la humanidad todavía tiene mucho que aprender de alguien".
La observación de los pilotos fue confirmada por siete testigos que estaban en tierra. El mayor de la fuerza aérea Davey Fournet, quien en ese momento dirigía El proyecto Blue Book, caracterizó el mensaje de Nash y Fortenberry como el más preciso y confiable recibido por los militares. Además, resultó que un oficial de la Armada también vio ocho Ovnis a bordo del crucero ligero Roanoke quince minutos antes de que llamaran la atención de Nash y Fortenberry.
Uno pensaría que los pilotos de aviación civil tienen un gran poder de imaginación, que son fáciles de engañar con diferentes cosas. No, conducir aviones de $ 5 millones de un aeropuerto a otro no se basa en suposiciones. Estamos constantemente revisando y volviendo a verificar. Cada mes pasamos 120 horas en el aire y, por lo tanto, podemos ser considerados los observadores más experimentados de los objetos que se ven desde la cabina del avión. ¿Se puede imaginar, Dr. Menzel, que hemos visto y estudiado miles de reflexiones diferentes? ¿Crees que no hemos visto miles de meteoritos? Los he estado observando toda la noche.
¿Crees que no podemos distinguir los reflejos de un avión normal y nunca hemos visto la Aurora boreal? Usted argumenta que estábamos tan emocionados que no pudimos realizar verificaciones científicas básicas. Pero los pilotos no se excitan tan rápido, de lo contrario no serían pilotos durante mucho tiempo... te ríes de nosotros y dices que es imposible obtener impresiones claras en 12 segundos. Mientras servíamos en el ejército, Fortenberry y yo, como todos los pilotos militares, fuimos entrenados para evaluar la situación. Tuve que recordar las siluetas de todos los barcos de las flotas alemana y japonesa y todos los aviones enemigos.
Noticias originales
On the evening of July 14,1952, a Pan American World Airways DC-4 was on a routine flight, ferrying from New York to Miami with ten passengers and a crew of three, including, Captain F. V. Koepke, First Officer William B. Nash and Second Officer William H. Fortenberry.
The sun had set an hour before though the coastline was still visible, and the night was clear and almost entirely dark. With the aircraft set on automatic pilot, while cruising at 8000 feet over the Chesapeake Bay approaching Norfolk, Virginia, they were due to over fly the VRF radio range station in six minutes and make a position report. In the mean time, since this was Fortenberry’s first run on this course, Nash, in the left pilot’s seat, was orientating Fortenberry by pointing out landmarks and the distant lights of the cities along the route.
Nash had just pointed out the city of Newport News and Cumberland, ahead and to the right of the plane, when unexpectedly a red-orange brilliance appeared near the ground, beyond and slightly east of Newport News. The brilliance seemed to have appeared all of a sudden and both pilots witnessed the startling appearance at practically the same moment. In the excitement someone blurted out, “What the hell is that?”
Captain Nash later described their initial observations…
“Almost immediately we perceived that it consisted of six bright objects streaking toward us at tremendous speed, and obviously well below us. They had the fiery aspect of hot coals, but of much greater glow, perhaps twenty times more brilliant than any of the scattered ground lights over which they passed or the city lights to the right. Their shape was clearly outlined and evidently circular; the edges were well defined, not phosphorescent or fuzzy in the least and the red-orange color was uniform over the upper surface of each craft.”
“Within the few seconds that it took the six objects to come half the distance from where we had first seen them, we could observe that they were holding a narrow echelon formation, a stepped-up line tilted slightly to our right with the leader at the lowest point, and each following craft slightly higher. At about the halfway point, the leader appeared to attempt a sudden slowing. We received this impression because the second and third wavered slightly and seemed almost to overrun the leader, so that for a brief moment during the remainder of their approach the positions of these three varied. It looked very much as if an element of “human” or “intelligence” error had been introduced, in so far as the following two did not react soon enough when the leader began to slow down and so almost overran him.”
What occurred next utterly astonished the pilots. The procession shot forward like a stream of tracer bullets, out over the Chesapeake Bay to within a half-mile of the plane. Realizing that the line was going to pass under the nose of the plane and to the right of the copilot, Nash quickly unfastened his seat belt so that he could move to the window on that side. During this interval, Nash briefly lost sight of the objects, though Fortenberry kept them in view below the plane and both would later recollect…
“All together, they flipped on edge, the sides to the left going up and the glowing surface facing right. Though the bottom surfaces did not become clearly visible, we had the impression that they were unlighted. The exposed edges, also unlighted, appeared to be about 15 feet thick, and the top surface, at least, seemed flat. In shape and proportion, they were much like coins. While all were in the edgewise position, the last five slid over and past the leader so that the echelon was now tail-foremost, so to speak, the top or last craft now being nearest to our position.”
This shift had taken only a brief second and was completed by the time Nash reached the window. Both pilots then observed the discs flip back from on-edge to the flat position and the entire line dart off to the West in a direction that formed a sharp angle with their initial course, holding the new formation. The pilots had noticed that the objects seemed to dim slightly just prior to the abrupt angular turn and had brightened considerably after making it. Attempting to describe the objects extreme actions, Nash proposed, “The only descriptive comparison we can offer is a ball ricocheting off a wall.”
An instant later, two more identical objects darted out past the right wing, from behind and under the airplane at the same altitude as the others and quickly fell in behind the receding procession. They observed that these two seemed to glow considerably brighter than the others, as though applying power to catch up. As they stared after them dumbfounded, suddenly the lights of all of the objects blinked out, only to reappear a moment later, maintaining low altitude out across the blackness of the bay, until about 10 miles beyond Newport News when they began climbing in a graceful arc that carried them well above the plane’s altitude. Sweeping upward they randomly blinked out and finally vanished in the dark night sky. Describing the disappearance of the objects some years later, Nash wrote,
“As they climbed, they oscillated up and down behind one another in a irregular fashion, as though they were extremely sensitive to control. In doing this, they went vertically past one another, bobbing up and down, (just as the front three went horizontally past one another, as the initial six approached us. This appeared to be an intelligence error, ‘lousing up the formation’)—they disappeared by blinking out in a mixed-up fashion, in no particular order.”
Their bewildered initial reaction is best affirmed in the words of Nash…
“We stared after them, dumbfounded and probably open-mouthed. We looked around at the sky, half expecting something else to appear, though nothing did. There were flying saucers, and we had seen them. What we had witnessed was so stunning and incredible that we could readily believe that if either of us had seen it alone, he would have hesitated to report it. But here we were, face to face. We couldn’t both be mistaken about such a striking spectacle.”
The time was 8:12 Eastern Standard Time. As the reality of their experience dawned on them the first question which came to mind was whether anybody else onboard had seen the spectacle. Fortenberry went through the small forward passenger compartment, where the captain was intent on paper work. In the main cabin a cautious inquiry whether anyone had seen anything unusual produced no results.
Back in the cockpit, the pilots radioed Norfolk and gave their position according to schedule, and upon receiving confirmation added a second message to be forwarded to the military: “Two pilots of this flight observed eight unidentified objects vicinity Langley Field; estimate speed in excess of 1,000 mph; altitude estimated 2,000 feet.” At this point, Captain Koepke came forward and took over control of the DC-4 while Nash and Fortenberry went to work reconstructing the sighting.
With a Dalton Mark 7 computer they determined the objects’ angle of approach and the same for the angle of departure. The difference between the two was about 30 degrees; therefore, the objects had made a 150-degree change of course almost instantaneously.
They were able to accurately determine their position visually and by reference to their position to the VHF range at Norfolk. The objects first appeared beyond and to the east of Newport News and came toward the DC-4 in a straight line, changed direction beneath the plane and departed in a straight line to the West once again passing a suburban edge of Newport News and seemed to travel out over a dark area before they began to climb steeply into the night sky. They determined that Newport News was 25 miles away and added the additional 10 and 30 miles that they estimated the objects had traveled in each direction, arriving at a total distance of 90 miles. To be conservative they decided to use 50 miles, since they had seen them travel at least that distance. Determining the time duration of the sighting was not so straightforward. Wanting to be accurate, they reenacted the exact sequence of events seven times, and using the panel stopwatch clocks determined that the time period did not exceed 12 seconds each time. Again, to be conservative they adopted 15 seconds in the final computation, which meant that the objects were flying at the rate of 200 miles per minute, or 12,000 miles per hour!
They estimated that the objects were slightly more than a mile below the plane, or about 2000 feet above ground level, and by mentally comparing their appearance with the wingspread of a DC-3 at that distance, judged the size to be approximately 100 feet diameter and 15 feet thick. Determinations of distance, size and speed are always open to question by the fact that the objects observed were unidentified phenomena. However, this particular incident was especially unique in the sense that the pilots observed the objects between the ground and the plane. Most sightings occur against an empty sky without any standard of comparison to known objects or distance, but in this case the planes altitude of 8000 feet established a finite distance for reference. Nash later qualified his ability to estimate the altitude of the objects in a letter to astrophysicist, Dr. Donald H. Menzel.
“We both had flown many thousands of hours at either 7000 or 8000 feet, because these altitudes were high enough to avoid most turbulence but not so high as to starve us for oxygen. Hence, a sort-of “instinct-judgment” about the height of objects gradually developed. If after 10,000 hours of flying at the same altitude a pilot cannot judge if something (even an unfamiliar something) is halfway between his plane and the ground, and split that in half again, he best quit. Our judgment, after seeing these things travel nearly a hundred miles, and observing them both from a distance and almost directly beneath us, was that they were holding 2000 feet for most of the observed time.”
Further, both Nash and Fortenberry had served in the Navy during the war in which Nash flew patrol bombers for the Naval Air Transport Service patrolling between the African and South American coastlines in search of German submarines. Fortenberry served in the U.S. Navy Air experimental wing for two years and was well aware of aeronautical developments for the time. In naval training, both pilots had received intensive instruction in aircraft identification and had learned to identify every ship in the German Navy.
While Nash and Fortenberry were still discussing the matter, the lights of a northbound airliner came into view on a course about 1,000 feet above. Ordinarily the head-on approach of two airliners at 500 mph seems fairly rapid. But in this instance, compared to the streaking speed of the discs, the oncoming plane seemed to be standing still. If any normal happening could have increased the effect of the night’s experience, it was just such a commonplace event.
They landed at Miami International Airport shortly after midnight. Upon entering the operations office, they found a copy of the message they had transmitted to the military through Norfolk, with an addition: “Advise crew five jets were in area at the time.” This didn’t exactly apply since the things they had seen were eight in number, and they were dead sure they were not jets.
At 7 A.M. Air Force investigators telephoned and an appointment was set for an interview later that morning. USAF Wing Intelligence officer Major John H. Sharpe and four officers from the 7th District Office of Special Investigations met Nash and Fortenberry at the airport. In separate rooms, the pilots were questioned for one hour and forty-five minutes and following that, for a half-hour together. The pilots were duly impressed by the skill and thoroughness of their interrogators. Questions had been prepared in advance and posed individually to the two pilots in order to evaluate their recall. Map overlays were compared and they had a complete weather report for the area, which coincided with the previous night’s flight plan. It stated; 3/8 Cirrus clouds about 20,000 feet. No inversion and a sharply clear night, probably unstable air. Visibility was unusually good. Following the interview, the investigators advised the pilots that they had already received seven additional reports from persons who had witnessed similar incidents within 30 minutes, in the same area. The best was from a Lt. Commander and his wife who described a formation of red discs traveling at high-speed and making immediate directional changes without a turning radius. Being told that their particular experience was by no means unique surprised the pilots.
None of these reports appear in the official Blue Book files, though three reports requested by ATIC in August describe multiple objects cavorting over Washington D.C. at 9:00 A.M., the morning of the sighting. Fortunately, NICAP retained copies of some of the confirmatory reports for the evening of July 14, which were published in the Norfolk newspapers. Although none of the reported sightings appear to describe the identical maneuvers that the pilots witnessed, a couple are sufficiently similar to be taken as reasonable substantiations. For example, one witness stated that,
“She and a friend were sitting on a bench in Stockley Gardens when they saw what appeared to be flying saucers ‘circling overhead and then going north.’ She said they saw seven or eight altogether ‘the first three white and the others were yellow and red.’”
In a letter to the editor of the Norfolk Virginian-Pilot, the naval officer from the cruiser Roanoke, apparently mentioned to Nash and Fortenberry during the OSI investigation, reported that he had sighted eight red lights in the direction of Point Comfort that proceeded in a straight line and then disappeared. He saw the objects at about 8:55 P.M. Eastern Daylight-Saving Time, approximately 15 minutes before the pilot’s sighting, as he was driving towards the Naval base for a 9:00 P.M. appointment.
Especially interesting is that as a result of the press coverage of the Pan American pilots sighting the following day, Paul R. Hill, an aerodynamicist at the NASA-Langley facility, decided to watch the sky for UFOs on the evening of July 16. Expecting “conformance to pattern” he parked at the waterfront a little before 8:00 P.M. and soon observed two amber-colored objects approach from the South and turn West taking them directly overhead. At this point, the objects curiously appeared to be alternatively jumping forward of each other slightly. Then after passing zenith, they made an astounding maneuver. They began to revolve around a common center, and after a few revolutions, switched to the vertical plane! Within a few more seconds two more similar objects joined the first two before all four headed south. Hill later wrote,
“Up to that point I had been just a fascinated spectator. Now they had convinced me. At that moment, I realized that here were visitors from another world. There is a lot of truth in the old saying, ‘It’s different when it happens to you.’ It was within my line of business to know that no Earthcraft could remotely approach those maneuvers.”
This sighting prompted Paul Hill to a life-long study collecting and analyzing sightings’ reports for physical properties and propulsion possibilities in an attempt to make technological sense of the unconventional objects. The study was eventually published posthumously, under the title, Unconventional Flying Objects: A Scientific Analysis (Hampton Roads, 1995), in which Hill presents his thesis that UFOs “obey, not defy, the laws of physics.”
At the time of these sightings flying saucers had been big news for many weeks and the staff of nine at Project Blue Book were swamped with sighting reports, far more than they could properly deal with. By mid-July they were getting about twenty reports a day and frantic calls from intelligence officers at every Air Force base in the U.S. The reports they were getting were good ones and could not be easily explained. In fact, the unexplained sightings were running at about 40 percent. All this was leading inexorably to the following weekend when UFOs were picked up by radar at Washington National Airport in restricted air space over the nation’s capitol, and would become one of the most highly publicized sightings of UFO history. For those reasons, the Nash/Fortenberry sighting received a less than adequate investigation. Project Blue Book quickly determined that the five jets flying out of Langley, AFB could not have possibly been responsible for the sighting, and the case was dropped and filed as an “Unknown.”
It was not until 1962 that the case would be reexamined by the Director of the Harvard College Observatory, astrophysicist Donald H. Menzel, and published in his book, The World of Flying Saucers: A Scientific Examination of a Major Myth of the Space Age (Doubleday, 1963). At the time, Professor Charles A. Maney, a physicist at Defiance College, had been engaged in a rather lengthy correspondence with Menzel, and when the Nash/Fortenberry sighting came up, Maney forwarded copies of the correspondence to Nash, then an advisor to NICAP. This led to a series of lengthy correspondences over a six-month period between Nash and Menzel providing considerable insight into the process by which Menzel arrived at his eventual solution to the inexplicable sighting.
Based on the meager data contained in the official report, Menzel assumed that the sighting could be reasonably explained as a reflection in the cockpit windows, especially considering the nearly instantaneous reversal, which seems to defy the laws of physics pertaining to inertia. In support of this explanation he underscored the apparent failure of the crew and Air Force investigators to make any tests for possible reflections, and generally called into question the credibility of the pilots. In a fairly scathing letter, Nash remonstrated Menzel on this critical point:
“Dr. Menzel, regardless of your figures the western horizon was not quite bright, and regarding your “reflection theory,” in the first place the objects were between us and the West. In the second place, they would have had to be damned persistent, consistent and impossible reflections to have manifested in three cockpit windows in exactly the same way. We first observed them through the front window. As they approached and I moved across the cockpit, I kept my eyes on the objects and saw them through the curved window of the windshield, and we both finished our observations looking through the right side window. That is why there is no evidence (as you complain to Dr. Maney) that the pilots considered that what they saw was a reflection; and you state that we were too excited by what we saw to make the most elementary scientific tests. Again, Doctor, pilots do not excite easily or they would not be airline pilots—please—a little respect for us?”
Dr. Menzel’s next line of inquiry concerned whether the reflection could have been caused by an illumination within the cockpit, or possibly a “hostess taking a drag of a cigarette.” Dr. Maney’s rather sardonic response to this possibility was, “Quite a long drag, wouldn’t you say?” But, nevertheless, the pilots weren’t smoking, the cockpit door was closed, there were no hostesses on the flight and the pilot’s observed the object’s reversal out of the right window below the plane. This pretty well convinced Menzel that an internal reflection was unlikely to explain the phenomenon and what Captain Nash had seen was something outside the plane.
Still, Menzel concluded that Nash’s observations “… are completely consistent with the theory that the discs were immaterial images made of light.”
Therefore, to explain the sighting he theorized that, “…a temperature inversion can lead to a sharp concentration of haze, ice crystals, smoke or other particles in a relatively thin layer. The layer is often invisible until the plane actually goes through it, when it appears as a thin, bright, hazy line that disappears a moment later when the plane breaks through it. Multiple layers of such haze are not unknown, stacked one on top of the other. Now, a sharply focused searchlight, shining at night through a series of such hazy layers, will show up as a series of discs. As the searchlight moves, the discs will appear to spread out, exhibit perspective, and, as the searchlight turns around, the discs will appear to ricochet.”
The soundness of his theory depended on the prevailing weather conditions. Since the official weather reports for that evening indicated that there were no temperature inversions present, Dr. Menzel carefully constructed a scenario in which inversions (albeit in meteorological parlance, a sub refractive condition) could have been present though undetectable by the weather service.
“In the summer of 1952 all the eastern states were suffering from a intense heat wave and drought, and the ground cooled rapidly after sunset, because of the lack of cloud cover during the day. In a period of heat and drought, the nightly cooling produces marked inversions favorable to extreme refraction and reflection. Small in extent, existing only briefly in one place, constantly changing location, such inversions may not be detectable by radiosonde observations.”
Dr. Menzel admitted that his solution does not identify the particular beacon or searchlight responsible for the sightings, though he suggests that, “A light on the Virginia coast, shining northeast toward the plane, could easily have been spread out into a series of images like those observed.” Apparently, the location of the light is assumed to be at the point of the pilot’s initial sighting of the red-glow, beyond and to the East of Newport News. This begs the question why experienced pilots could not identify an apparently fixed high-intensity (red!) light source if it were emanating from a position 25 miles in front and below and directed toward their aircraft. Since the discs were organized in a stepped-up echelon, with the leading disc at the lowest point, one would deduce that the source of the light must have been from behind the aircraft. Had the light source been in front of the aircraft, as Dr. Menzel postulates, the leading disc would have appeared in the highest position in the echelon. Further, a searchlight reflecting off a horizontal cloud layer at an oblique angle to the observer would produce a gradual elongation of the disc as it moves relative to the observer. Nor does the theory account for the two discs that darted out from under the plane and conjoined the original six before disappearing into the night sky. Or the mechanism that would need to be in effect to make the discs appear to flip vertically on edge, reverse position in formation while maintaining relative distances, and then flip back to the horizontal plane (while executing a 150-degree course change at, well, in the words of investigating officer, Major John Sharpe, “…a speed fantastic to contemplate.” Incidentally, 90 miles in 12 seconds equals 27,000 mph!)
In his book, Dr. Menzel asserts that his solution offers, “a highly probable explanation that is consistent with all observations and does not depend on the presence of an extraterrestrial spacecraft.” I have to agree with the later part of the statement, but have no doubt that readers will find further inconsistencies in Dr. Menzel’s impracticable solution.
Some years later, in early 1957, Bill Fortenberry was lost in a Boeing B-377 Stratocruiser crash in the Pacific Ocean, with all onboard. In the early sixties, Captain Nash transferred to Germany, and for the next 15 years flew the Berlin corridors before retiring from Pan American. In a recent interview for the Sign Oral History Project, a still vivacious Captain Nash provided their concluding supposition…
“Looking at the thing shook us up. We stared at each other, and all of a sudden there was this realization that our world is not alone in the universe. Because, nothing could have advanced to that degree of scientific progress without some of the intermediate steps having become public knowledge, or, at least known to the people who were flying. Bill had just come out of the Navy and was fully acquainted with their latest developments. We just knew that they were not from this planet. I know to this day, that it was nothing from this planet.”
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