Simpson went on to say that he had heard about the experience off Maury Island but that he wanted Brown and Davidson to hear it firsthand. He had called the two harbor patrolmen and they were on their way to the hotel. They arrived and they told their story.
I'll call these two men Jackson and Richards although these aren't their real names. In June 1947, Jackson said, his crew, his son, and the son's dog were on his patrol boat patrolling near Maury Island, an island in Puget Sound, about 3 miles from Tacoma. It was a gray day, with a solid cloud deck down at about 2,500 feet. Suddenly everyone on the boat noticed six "doughnut-shaped" objects, just under the clouds, headed toward the boat. They came closer and closer, and when they were about 500 feet over the boat they stopped. One of the doughnut-shaped objects seemed to be in trouble as the other five were hovering around it. They were close, and everybody got a good look. The UFO's were about 100 feet in diameter, with the "hole in the doughnut" being about 25 feet in diameter. They were a silver color and made absolutely no noise. Each object had large portholes around the edge.
As the five UFO's circled the sixth, Jackson recalled, one of them came in and appeared to make contact with the disabled craft. The two objects maintained contact for a few minutes, then began to separate. While this was going on, Jackson was taking photos. Just as they began to separate, there was a dull "thud" and the next second the UFO began to spew out sheets of very light metal from the hole in the center. As these were fluttering to the water, the UFO began to throw out a harder, rocklike material. Some of it landed on the beach of Maury Island. Jackson took his crew and headed toward the beach of Maury Island, but not before the boat was damaged, his son's arm had been injured, and the dog killed. As they reached the island they looked up and saw that the UFO's were leaving the area at high speed. The harbor patrolman went on to tell how he scooped up several chunks of the metal from the beach and boarded the patrol boat. He tried to use his radio to summon aid, but for some unusual reason the interference was so bad he couldn't even call the three miles to his headquarters in Tacoma. When they docked at Tacoma, Jackson got first aid for his son and then reported to his superior officer, Richards, who, Jackson added to his story, didn't believe the tale. He didn't believe it until he went out to the island himself and saw the metal.
Jackson's trouble wasn't over. The next morning a mysterious visitor told Jackson to forget what he'd seen.
Later that same day the photos were developed. They showed the six objects, but the film was badly spotted and fogged, as if the film had been exposed to some kind of radiation.
Then Simpson told about his brush with mysterious callers. He said that Jackson was not alone as far as mysterious callers were concerned, the Tacoma newspapers had been getting calls from an anonymous tipster telling exactly what was going on in Simpson's hotel room. This was a very curious situation because no one except Simpson, the airline pilot, and the two harbor patrolmen knew what was taking place. The room had even been thoroughly searched for hidden microphones.
That is the way the story stood a few hours after Lieutenant Brown and Captain Davidson arrived in Tacoma.
After asking Jackson and Richards a few questions, the two intelligence agents left, reluctant even to take any of the fragments. As some writers who have since written about this incident have said, Brown and Davidson seemed to be anxious to leave and afraid to touch the fragments of the UFO, as if they knew something more about them. The two officers went to McChord AFB, near Tacoma, where their B-25 was parked, held a conference with the intelligence officer at McChord, and took off for their home base, Hamilton. When they left McChord they had a good idea as to the identity of the UFO's. Fortunately they told the McChord intelligence officer what they had determined from their interview.
In a few hours the two officers were dead. The B-25 crashed near Kelso, Washington. The crew chief and a passenger had parachuted to safety. The newspapers hinted that the airplane was sabotaged and that it was carrying highly classified material. Authorities at McChord AFB confirmed this latter point, the airplane was carrying classified material.
In a few days the newspaper publicity on the crash died down, and the Maury Island Mystery was never publicly solved.
Later reports say that the two harbor patrolmen mysteriously disappeared soon after the fatal crash.
They should have disappeared, into Puget Sound. The whole Maury Island Mystery was a hoax. The first, possibly the second-best, and the dirtiest hoax in the UFO history. One passage in the detailed official report of the Maury Island Mystery says:
Both ——— (the two harbor patrolmen) admitted that the rock fragments had nothing to do with flying saucers. The whole thing was a hoax. They had sent in the rock fragments [to a magazine publisher] as a joke. ——— One of the patrolmen wrote to ——— [the publisher] stating that the rock could have been part of a flying saucer. He had said the rock came from a flying saucer because that's what ——— [the publisher] wanted him to say.
The publisher, mentioned above, who, one of the two hoaxers said, wanted him to say that the rock fragments had come from a flying saucer, is the same one who paid the man I called Simpson $200 to investigate the case.
The report goes on to explain more details of the incident. Neither one of the two men could ever produce the photos. They "misplaced" them, they said. One of them, I forget which, was the mysterious informer who called the newspapers to report the conversations that were going on in the hotel room. Jackson's mysterious visitor didn't exist. Neither of the men was a harbor patrolman, they merely owned a couple of beat-up old boats that they used to salvage floating lumber from Puget Sound. The airplane crash was one of those unfortunate things. An engine caught on fire, burned off, and just before the two pilots could get out, the wing and tail tore off, making it impossible for them to escape. The two dead officers from Hamilton AFB smelled a hoax, accounting for their short interview and hesitancy in bothering to take the "fragments." They confirmed their convictions when they talked to the intelligence officer at McChord. It had already been established, through an informer, that the fragments were what Brown and Davidson thought, slag. The classified material on the B-25 was a file of reports the two officers offered to take back to Hamilton and had nothing to do with the Maury Island Mystery, or better, the Maury Island Hoax.
Simpson and his airline pilot friend weren't told about the hoax for one reason. As soon as it was discovered that they had been "taken," thoroughly, and were not a party to the hoax, no one wanted to embarrass them.
The majority of the writers of saucer lore have played this sighting to the hilt, pointing out as their main premise the fact that the story must be true because the government never openly exposed or prosecuted either of the two hoaxers. This is a logical premise, but a false one. The reason for the thorough investigation of the Maury Island Hoax was that the government had thought seriously of prosecuting the men. At the last minute it was decided, after talking to the two men, that the hoax was a harmless joke that had mushroomed, and that the loss of two lives and a B-25 could not be directly blamed on the two men. The story wasn't even printed because at the time of the incident, even though in this case the press knew about it, the facts were classed as evidence. By the time the facts were released they were yesterday's news. And nothing is deader than yesterday's news.
As 1947 drew to a close, the Air Force's Project Sign had outgrown its initial panic and had settled down to a routine operation. Every intelligence report dealing with the Germans' World War II aeronautical research had been studied to find out if the Russians could have developed any of the late German designs into flying saucers. Aerodynamicists at ATIC and at Wright Field's Aircraft Laboratory computed the maximum performance that could be expected from the German designs. The designers of the aircraft themselves were contacted. "Could the Russians develop a flying saucer from their designs?" The answer was, "No, there was no conceivable way any aircraft could perform that would match the reported maneuvers of the UFO's." The Air Force's Aeromedical Laboratory concurred. If the aircraft could be built, the human body couldn't stand the violent maneuvers that were reported. The aircraft-structures people seconded this, no material known could stand the loads of the reported maneuvers and heat of the high speeds.
Still convinced that the UFO's were real objects, the people at ATIC began to change their thinking. Those who were convinced that the UFO's were of Soviet origin now began to eye outer space, not because there was any evidence that the UFO's did come from outer space but because they were convinced that UFO's existed and only some unknown race with a highly developed state of technology could build such vehicles. As far as the effect on the human body was concerned, why couldn't these people, whoever they might be, stand these horrible maneuver forces? Why judge them by earthly standards? I found a memo to this effect was in the old Project Sign files.
Project Sign ended 1947 with a new problem. How do you collect interplanetary intelligence? During World War II the organization that was ATIC's forerunner, the Air Materiel Command's secret "T-2," had developed highly effective means of wringing out every possible bit of information about the technical aspects of enemy aircraft. ATIC knew these methods, but how could this be applied to spaceships? The problem was tackled with organized confusion.
If the confusion in the minds of Air Force people was organized the confusion in the minds of the public was not. Publicized statements regarding the UFO were conflicting.
A widely printed newspaper release, quoting an unnamed Air Force official in the Pentagon, said:
The "flying saucers" are one of three things:
Solar reflections on low-hanging clouds.
Small meteors that break up, their crystals catching the rays of the sun.
Icing conditions could have formed large hailstones and they might have flattened out and glided.
A follow-up, which quoted several scientists, said in essence that the unnamed Air Force official was crazy. Nobody even heard of crystallized meteors, or huge, flat hailstones, and the solar- reflection theory was absurd.
Life,Time,Newsweek, and many other news magazines carried articles about the UFO's. Some were written with tongue in cheek, others were not. All the articles mentioned the Air Force's mass- hysterical induced hallucinations. But a Veterans' Administration psychiatrist publicly pooh-poohed this. "Too many people are seeing things," he said.
It was widely suggested that all the UFO's were meteors. Two Chicago astronomers queered this. Dr. Gerard Kuiper, director of the University of Chicago observatory, was quoted as flatly saying the UFO's couldn't be meteors. "They are probably man-made," he told the Associated Press. Dr. Oliver Lee, director of Northwestern University's observatory, agreed with Dr. Kuiper and he threw in an additional confusion factor that had been in the back of many people's minds. Maybe they were our own aircraft.
The government had been denying that UFO's belonged to the U.S. fromthe first, but Dr. Vannevar Bush, the world-famous scientist, and Dr.Merle Tuve, inventor of the proximity fuse, added their weight."Impossible," they said.
All of this time unnamed Air Force officials were disclaiming serious interest in the UFO subject. Yet every time a newspaper reporter went out to interview a person who had seen a UFO, intelligence agents had already been flown in, gotten the detailed story complete with sketches of the UFO, and sped back to their base to send the report to Project Sign. Many people had supposedly been "warned" not to talk too much. The Air Force was mighty interested in hallucinations.
Thus 1947 ended with various-sized question marks in the mind of the public. If you followed flying saucers closely the question mark was big, if you just noted the UFO story titles in the papers it was smaller, but it was there and it was growing. Probably none of the people, military or civilian, who had made the public statements were at all qualified to do so but they had done it, their comments had been printed, and their comments had been read. Their comments formed the question mark.
The Classics
1948 was only one hour and twenty-five minutes old when a gentleman from Abilene, Texas, made the first UFO report of the year. What he saw, "a fan-shaped glow" in the sky, was insignificant as far as UFO reports go, but it ushered in a year that was to bring feverish activity to Project Sign.
With the Soviets practically eliminated as a UFO source, the idea of interplanetary spaceships was becoming more popular. During 1948 the people in ATIC were openly discussing the possibility of interplanetary visitors without others tapping their heads and looking smug. During 1948 the novelty of UFO's had worn off for the press and every John and Jane Doe who saw one didn't make the front pages as in 1947. Editors were becoming hardened, only a few of the best reports got any space. Only "The Classics" rated headlines. "The Classics" were three historic reports that were the highlights of 1948. They are called "The Classics," a name given them by the Project Blue Book staff, because: (1) they are classic examples of how the true facts of a UFO report can be twisted and warped by some writers to prove their point, (2) they are the most highly publicized reports of this early era of the UFO's, and (3) they "proved" to ATIC's intelligence specialists that UFO's were real.
The apparent lack of interest in UFO reports by the press was not a true indication of the situation. I later found out, from talking to writers, that all during 1948 the interest in UFO's was running high. The Air Force Press Desk in the Pentagon was continually being asked what progress was being made in the UFO investigation. The answer was, "Give us time. This job can't be done in a week." The press respected this and was giving them time. But every writer worth his salt has contacts, those "usually reliable sources" you read about, and these contacts were talking. All during 1948 contacts in the Pentagon were telling how UFO reports were rolling in at the rate of several per day and how ATIC UFO investigation teams were flying out of Dayton to investigate them. They were telling how another Air Force investigative organization had been called in to lighten ATIC's load and allow ATIC to concentrate on the analysis of the reports. The writers knew this was true because they had crossed paths with these men whom they had mistakenly identified as FBI agents. The FBI was never officially interested in UFO sightings. The writers' contacts in the airline industry told about the UFO talk from V.P.'s down to the ramp boys. Dozens of good, solid, reliable, experienced airline pilots were seeing UFO's. All of this led to one conclusion: whatever the Air Force had to say, when it was ready to talk, would be newsworthy. But the Air Force wasn't ready to talk.
Project Sign personnel were just getting settled down to work after the New Year's holiday when the "ghost rockets" came back to the Scandinavian countries of Europe. Air attaches in Sweden, Denmark, and Norway fired wires to ATIC telling about the reports. Wires went back asking for more information.
The "ghost rockets," so tagged by the newspapers, had first been seen in the summer of 1946, a year before the first UFO sighting in the U.S. There were many different descriptions for the reported objects. They were usually seen in the hours of darkness and almost always traveling at extremely high speeds. They were shaped like a ball or projectile, were a bright green, white, red, or yellow and sometimes made sounds. Like their American cousins, they were always so far away that no details could be seen. For no good reason, other than speculation and circulation, the newspapers had soon begun to refer authoritatively to these "ghost rockets" as guided missiles, and implied that they were from Russia. Peenemunde, the great German missile development center and birthplace of the V-l and V-2 guided missiles, came in for its share of suspicion since it was held by the Russians. By the end of the summer of 1946 the reports were widespread, coming from Denmark, Norway, Spain, Greece, French Morocco, Portugal, and Turkey. In 1947, after no definite conclusions as to identity of the "rockets" had been established, the reports died out. Now in early January 1948 they broke out again. But Project Sign personnel were too busy to worry about European UFO reports, they were busy at home. A National Guard pilot had just been killed chasing a UFO.
On January 7 all of the late papers in the U.S. carried headlinessimilar to those in the LouisvilleCourier: "F-51 and Capt. MantellDestroyed Chasing Flying Saucer." This was Volume I of "TheClassics," the Mantell Incident.
At one-fifteen on that afternoon the control tower operators at Godman AFB, outside Louisville, Kentucky, received a telephone call from the Kentucky State Highway Patrol. The patrol wanted to know if Godman Tower knew anything about any unusual aircraft in the vicinity. Several people from Maysville, Kentucky, a small town 80 miles east of Louisville, had reported seeing a strange aircraft. Godman knew that they had nothing in the vicinity so they called Flight Service at Wright-Patterson AFB. In a few minutes Flight Service called back. Their air Traffic control board showed no flights in the area. About twenty minutes later the state police called again. This time people from the towns of Owensboro and Irvington, Kentucky, west of Louisville, were reporting a strange craft. The report from these two towns was a little more complete. The townspeople had described the object to the state police as being "circular, about 250 to 300 feet in diameter," and moving westward at a "pretty good clip." Godman Tower checked Flight Service again. Nothing. All this time the tower operators had been looking for the reported object. They theorized that since the UFO had had to pass north of Godman to get from Maysville to Owensboro it might come back.
At one forty-five they saw it, or something like it. Later, in his official report, the assistant tower operator said that he had seen the object for several minutes before he called his chiefs attention to it. He said that he had been reluctant to "make a flying saucer report." As soon as the two men in the tower had assured themselves that the UFO they saw was not an airplane or a weather balloon, they called Flight Operations. They wanted the operations officer to see the UFO. Before long word of the sighting had gotten around to key personnel on the base, and several officers, besides the base operations officer and the base intelligence officer, were in the tower. All of them looked at the UFO through the tower's 6 x 50 binoculars and decided they couldn't identify it. About this time Colonel Hix, the base commander, arrived. He looked and he was baffled. At two-thirty, they reported, they were discussing what should be done when four F-51's came into view, approaching the base from the south.
The tower called the flight leader, Captain Mantell, and asked him to take a look at the object and try to identify it. One F-51 in the flight was running low on fuel, so he asked permission to go on to his base. Mantell took his two remaining wing men, made a turn, and started after the UFO. The people in Godman Tower were directing him as none of the pilots could see the object at this time. They gave Mantell an initial heading toward the south and the flight was last seen heading in the general direction of the UFO.
By the time the F-51's had climbed to 10,000 feet, the two wing men later reported, Mantell had pulled out ahead of them and they could just barely see him. At two forty-five Mantell called the tower and said, "I see something above and ahead of me and I'm still climbing." All the people in the tower heard Mantell say this and they heard one of the wing men call back and ask, "What the hell are we looking for?" The tower immediately called Mantell and asked him for a description of what he saw. Odd as it may seem, no one can remember exactly what he answered. Saucer historians have credited him with saying, "I've sighted the thing. It looks metallic and it's tremendous in size. . . . Now it's starting to climb." Then in a few seconds he is supposed to have called and said, "It's above me and I'm gaining on it. I'm going to 20,000 feet." Everyone in the tower agreed on this one last bit of the transmission, "I'm going to 20,000 feet," but didn't agree on the first part, about the UFO's being metallic and tremendous.
The two wing men were now at 15,000 feet and trying frantically to call Mantell. He had climbed far above them by this time and was out of sight. Since none of them had any oxygen they were worried about Mantell. Their calls were not answered. Mantell never talked to anyone again. The two wing men leveled off at 15,000 feet, made another fruitless effort to call Mantell, and started to come back down. As they passed Godman Tower on their way to their base, one of them said something to the effect that all he had seen was a reflection on his canopy.
When they landed at their base, Standiford Field, just north of Godman, one pilot had his F-51 refueled and serviced with oxygen, and took off to search the area again. He didn't see anything.
At three-fifty the tower lost sight of the UFO. A few minutes later they got word that Mantell had crashed and was dead.
Several hours later, at 7:20P.M., airfield towers all over the Midwest sent in frantic reports of another UFO. In all about a dozen airfield towers reported the UFO as being low on the southwestern horizon and disappearing after about twenty minutes. The writers of saucer lore say this UFO was what Mantell was chasing when he died; the Air Force saysthisUFO was Venus.
The people on Project Sign worked fast on the Mantell Incident. Contemplating a flood of queries from the press as soon as they heard about the crash, they realized that they had to get a quick answer. Venus had been the target of a chase by an Air Force F-51 several weeks before and there were similarities between this sighting and the Mantell Incident. So almost before the rescue crews had reached the crash, the word "Venus" went out. This satisfied the editors, and so it stood for about a year; Mantell had unfortunately been killed trying to reach the planet Venus.
To the press, the nonchalant, offhand manner with which the sighting was written off by the Air Force public relations officer showed great confidence in the conclusion, Venus, but behind the barbed-wire fence that encircled ATIC the nonchalant attitude didn't exist among the intelligence analysts. One man had already left for Louisville and the rest were doing some tall speculating. The story about the tower-to-air talk. "It looks metallic and it's tremendous in size," spread fast. Rumor had it that the tower had carried on a running conversation with the pilots and that there was more information than was so far known. Rumor also had it that this conversation had been recorded. Unfortunately neither of these rumors was true.
Over a period of several weeks the file on the Mantell Incident grew in size until it was the most thoroughly investigated sighting of that time, at least the file was the thickest.
About a year later the Air Force released its official report on the incident. To use a trite term, it was a masterpiece in the art of "weasel wording." It said that the UFO might have been Venus or it could have been a balloon. Maybe two balloons. It probably was Venus except that this is doubtful because Venus was too dim to be seen in the afternoon. This jolted writers who had been following the UFO story. Only a few weeks before,TheSaturdayEveningPosthad published a two-part story entitled "What You Can Believe about Flying Saucers." The story had official sanction and had quoted the Venus theory as a positive solution. To clear up the situation, several writers were allowed to interview a major in the Pentagon, who was the Air Force's Pentagon "expert" on UFO's. The major was asked directly about the conclusion of the Mantell Incident, and he flatly stated that it was Venus. The writers pointed out the official Air Force analysis. The major's answer was, "They checked again and it was Venus." He didn't know who "they" were, where they had checked, or what they had checked, but it was Venus. The writers then asked, "If there was a later report they had made why wasn't it used as a conclusion?" "Was it available?" The answer to the last question was "No," and the lid snapped back down. This interview gave the definite impression that the Air Force was unsuccessfully trying to cover up some very important information, using Venus as a front. Nothing excites a newspaper or magazine writer more than to think he has stumbled onto a big story and that someone is trying to cover it up. Many writers thought this after the interview with the major, and many still think it. You can't really blame them, either.
In early 1952 I got a telephone call on ATIC's direct line to the Pentagon. It was a colonel in the Director of Intelligence's office. The Office of Public Information had been getting a number of queries about all of the confusion over the Mantell Incident. What was the answer?
I dug out the file. In 1949 all of the original material on the incident had been microfilmed, but something had been spilled on the film. Many sections were so badly faded they were illegible. As I had to do with many of the older sightings that were now history, I collected what I could from the file, filling in the blanks by talking to people who had been at ATIC during the early UFO era. Many of these people were still around, "Red" Honnacker, George Towles, Al Deyarmond, Nick Post, and many others. Most of them were civilians, the military had been transferred out by this time.
Some of the press clippings in the file mentioned the Pentagon major and his concrete proof of Venus. I couldn't find this concrete proof in the file so I asked around about the major. The major, I found, was an officer in the Pentagon who had at one time written a short intelligence summary about UFO's. He had never been stationed at ATIC, nor was he especially well versed on the UFO problem. When the word of the press conference regarding the Mantell Incident came down, a UFO expert was needed. The major, because of his short intelligence summary on UFO's, became the "expert." He had evidently conjured up "they" and "their later report" to support his Venus answer because the writers at the press conference had him in a corner. I looked farther.
Fortunately the man who had done the most extensive work on the incident, Dr. J. Allen Hynek, head of the Ohio State University Astronomy Department, could be contacted. I called Dr. Hynek and arranged to meet him the next day.
Dr. Hynek was one of the most impressive scientists I met while working on the UFO project, and I met a good many. He didn't do two things that some of them did: give you the answer before he knew the question; or immediately begin to expound on his accomplishments in the field of science. I arrived at Ohio State just before lunch, and Dr. Hynek invited me to eat with him at the faculty club. He wanted to refer to some notes he had on the Mantell Incident and they were in his office, so we discussed UFO's in general during lunch.
Back in his office he started to review the Mantell Incident. He had been responsible for the weasel-worded report that the Air Force released in late 1949, and he apologized for it. Had he known that it was going to cause so much confusion, he said, he would have been more specific. He thought the incident was a dead issue. The reason that Venus had been such a strong suspect was that it was in almost the same spot in the sky as the UFO. Dr. Hynek referred to his notes and told me that at 3:00P.M., Venus had been south southwest of Godman and 33 degrees above the southern horizon. At 3:00P.M. the people in the tower estimated the UFO to be southwest of Godman and at an elevation of about 45 degrees. Allowing for human error in estimating directions and angles, this was close. I agreed. There was one big flaw in the theory, however. Venus wasn't bright enough to be seen. He had computed the brilliance of the planet, and on the day in question it was only six times as bright as the surrounding sky. Then he explained what this meant. Six times may sound like a lot, but it isn't. When you start looking for a pinpoint of light only six times as bright as the surrounding sky, it's almost impossible to find it, even on a clear day.
Dr. Hynek said that he didn't think that the UFO was Venus.
I later found out that although it was a relatively clear day there was considerable haze.
I asked him about some of the other possibilities. He repeated the balloon, canopy-reflection, and sundog theories but he refused to comment on them since, as he said, he was an astrophysicist and would care to comment only on the astrophysical aspects of the sightings.
I drove back to Dayton convinced that the UFO wasn't Venus. Dr. Hynek had said Venus would have been a pinpoint of light. The people in the tower had been positive of their descriptions, their statements brought that out. They couldn't agree on a description, they called the UFO "a parachute," "an ice cream cone tipped with red," "round and white," "huge and silver or metallic," "a small white object," "one fourth the size of the full moon," but all the descriptions plainly indicated a large object. None of the descriptions could even vaguely be called a pinpoint of light.
This aspect of a definite shape seemed to eliminate the sundog theory too. Sundogs, or parhelia, as they are technically known, are caused by ice particles reflecting a diffused light. This would not give a sharp outline. I also recalled two instances where Air Force pilots had chased sundogs. In both instances when the aircraft began to climb, the sundog disappeared. This was because the angle of reflection changed as the airplane climbed several thousand feet. These sundog-caused UFO's also had fuzzy edges.
I had always heard a lot of wild speculation about the condition of Mantell's crashed F-51, so I wired for a copy of the accident report. It arrived several days after my visit with Dr. Hynek. The report said that the F-51 had lost a wing due to excessive speed in a dive after Mantell had "blacked out" due to the lack of oxygen. Mantell's body had not burned, not disintegrated, and was not full of holes; the wreck was not radioactive, nor was it magnetized.
One very important and pertinent question remained. Why did Mantell, an experienced pilot, try to go to 20,000 feet when he didn't even have an oxygen mask? If he had run out of oxygen, it would have been different Every pilot and crewman has it pounded into him, "Do not, under any circumstances, go above 15,000 feet without oxygen." In high-altitude indoctrination during World War II, I made several trips up to 30,000 feet in a pressure chamber. To demonstrate anoxia we would leave our oxygen masks off until we became dizzy. A few of the more hardy souls could get to 15,000 feet, but nobody ever got over 17,000. Possibly Mantell thought he could climb up to 20,000 in a hurry and get back down before he got anoxia and blacked out, but this would be a foolish chance. This point was covered in the sighting report. A long-time friend of Mantell's went on record as saying that he'd flown with him several years and knew him personally. He couldn't conceive of Mantell's even thinking about disregarding his lack of oxygen. Mantell was one of the most cautious pilots he knew. "The only thing I can think," he commented, "was that he was after something that he believed to be more important than his life or his family."
My next step was to try to find out what Mantell's wing men had seen or thought but this was a blind alley. All of this evidence was in the ruined portion of the microfilm, even their names were missing. The only reference I could find to them was a vague passage indicating they hadn't seen anything.
I concentrated on the canopy-reflection theory. It is widely believed that many flying saucers appear to pilots who are actually chasing a reflection on their canopy. I checked over all the reports we had on file. I couldn't find one that had been written off for this reason. I dug back into my own flying experience and talked to a dozen pilots. All of us had momentarily been startled by a reflection on the aircraft's canopy or wing, but in a second or two it had been obvious that it was a reflection. Mantell chased the object for at least fifteen to twenty minutes, and it is inconceivable that he wouldn't realize in that length of time that he was chasing a reflection.
About the only theory left to check was that the object might have been one of the big, 100-foot-diameter, "skyhook" balloons. I rechecked the descriptions of the UFO made by the people in the tower. The first man to sight the object called it a parachute; others said ice cream cone, round, etc. All of these descriptions fit a balloon. Buried deep in the file were two more references to balloons that I had previously missed. Not long after the object had disappeared from view at Godman AFB, a man from Madisonville, Kentucky, called Flight Service in Dayton. He had seen an object traveling southeast. He had looked at it through a telescope and it was a balloon. At four forty-five an astronomer living north of Nashville, Tennessee, called in. He had also seen a UFO, looked at it through a telescope, and it was a balloon.
In the thousands of words of testimony and evidence taken on the Mantell Incident this was the only reference to balloons. I had purposely not paid too much attention to this possibility because I was sure that it had been thoroughly checked back in 1948. Now I wasn't sure.
I talked with one of the people who had been in on the Mantell investigation. The possibility of a balloon's causing the sighting had been mentioned but hadn't been followed up for two reasons. Number one was that everybody at ATIC was convinced that the object Mantell was after was a spaceship and that this was the only course they had pursued. When the sighting grew older and no spaceship proof could be found, everybody jumped on the Venus band wagon, as this theory had "already been established." It was an easy way out. The second reason was that a quick check had been made on weather balloons and none were in the area. The big skyhook balloon project was highly classified at that time, and since they were all convinced that the object was of interplanetary origin (a minority wanted to give the Russians credit), they didn't want to bother to buck the red tape of security to get data on skyhook flights.
The group who supervise the contracts for all the skyhook research flights for the Air Force are located at Wright Field, so I called them. They had no records on flights in 1948 but they did think that the big balloons were being launched from Clinton County AFB in southern Ohio at that time. They offered to get the records of the winds on January 7 and see what flight path a balloon launched in southwestern Ohio would have taken. In a few days they had the data for me.
Unfortunately the times of the first sightings, from the towns outside Louisville, were not exact but it was possible to partially reconstruct the sequence of events. The winds were such that a skyhook balloon launched from Clinton County AFB could be seen from the town east of Godman AFB, the town from which the first UFO was reported to the Kentucky State Police. It is not unusual to be able to see a large balloon for 50 to 60 miles. The balloon could have traveled west for a while, climbing as it moved with the strong east winds that were blowing that day and picking up speed as the winds got stronger at altitude. In twenty minutes it could have been in a position where it could be seen from Owensboro and Irvington, Kentucky, the two towns west of Godman. The second reports to the state police had come from these two towns. Still climbing, the balloon would have reached a level where a strong wind was blowing in a southerly direction. The jet-stream winds were not being plotted in 1948 but the weather chart shows strong indications of a southerly bend in the jet stream for this day. Jet stream or not, the balloon would have moved rapidly south, still climbing. At a point somewhere south or southwest of Godman it would have climbed through the southerly-moving winds to a calm belt at about 60,000 feet. At this level it would slowly drift south or southeast. A skyhook balloon can be seen at 60,000.
When first seen by the people in Godman Tower, the UFO was south of the air base. It was relatively close and looked "like a parachute," which a balloon does. During the two hours that it was in sight, the observers reported that it seemed to hover, yet each observer estimated the time he looked at the object through the binoculars and timewise the descriptions ran "huge," "small," "one fourth the size of a full moon," "one tenth the size of a full moon." Whatever the UFO was, it was slowly moving away. As the balloon continued to drift in a southerly direction it would have picked up stronger winds, and could have easily been seen by the astronomers in Madisonville, Kentucky, and north of Nashville an hour after it disappeared from view at Godman.
Somewhere in the archives of the Air Force or the Navy there are records that will show whether or not a balloon was launched from Clinton County AFB, Ohio, on January 7, 1948. I never could find these records. People who were working with the early skyhook projects "remember" operating out of Clinton County AFB in 1947 but refuse to be pinned down to a January 7 flight. Maybe, they said.
The Mantell Incident is the same old UFO jigsaw puzzle. By assuming the shape of one piece, a balloon launched from southwestern Ohio, the whole picture neatly falls together. It shows a huge balloon that Captain Thomas Mantell died trying to reach. He didn't know that he was chasing a balloon because he had never heard of a huge, 100-foot- diameter skyhook balloon, let alone seen one. Leave out the one piece of the jigsaw puzzle and the picture is a UFO, "metallic and tremendous in size."
Itcouldhave been a balloon. This is the answer I phoned back to the Pentagon.
During January and February of 1948 the reports of "ghost rockets" continued to come from air attaches in foreign countries near the Baltic Sea. People in North Jutland, Norway, Denmark, Sweden, and Germany reported "balls of fire traveling slowly across the sky." The reports were very sketchy and incomplete, most of them accounts from newspapers. In a few days the UFO's were being seen all over Europe and South America. Foreign reports hit a peak in the latter part of February and U.S. newspapers began to pick up the stories.
The Swedish Defense Staff supposedly conducted a comprehensive study of the incidents and concluded that they were all explainable in terms of astronomical phenomena. Since this was UFO history, I made several attempts to get some detailed and official information on this report and the sightings, but I was never successful.
The ghost rockets left in March, as mysteriously as they had arrived.
All during the spring of 1948 good reports continued to come in. Some were just run-of-the-mill but a large percentage of them were good, coming from people whose reliability couldn't be questioned. For example, three scientists reported that for thirty seconds they had watched a round object streak across the sky in a highly erratic flight path near the Army's secret White Sands Proving Ground. And on May 28 the crew of an Air Force C-47 had three UFO's barrel in from "twelve o'clock high" to buzz their transport.
On July 21 a curious report was received from the Netherlands. The day before several persons reported seeing a UFO through high broken clouds over The Hague. The object was rocket-shaped, with two rows of windows along the side. It was a poor report, very sketchy and incomplete, and it probably would have been forgotten except that four nights later a similar UFO almost collided with an Eastern Airlines DC-3. This near collision is Volume II of "The Classics."
On the evening of July 24, 1948, an Eastern Airlines DC-3 took off from Houston, Texas. It was on a scheduled trip to Atlanta, with intermediate stops in between. The pilots were Clarence S. Chiles and John B. Whitted. At about 2:45 A.M., when the flight was 20 miles southwest of Montgomery, the captain, Chiles, saw a light dead ahead and closing fast. His first reaction, he later reported to an ATIC investigation team, was that it was a jet, but in an instant he realized that even a jet couldn't close as fast as this light was closing. Chiles said he reached over, gave Whitted, the other pilot, a quick tap on the arm, and pointed. The UFO was now almost on top of them. Chiles racked the DC-3 into a tight left turn. Just as the UFO flashed by about 700 feet to the right, the DC-3 hit turbulent air. Whitted looked back just as the UFO pulled up in a steep climb.
Both the pilots had gotten a good look at the UFO and were able to give a good description to the Air Force intelligence people. It was a B-29 fuselage. The underside had a "deep blue glow." There were "two rows of windows from which bright lights glowed," and a "50-foot trail of orange-red flame" shot out the back.
Only one passenger was looking out of the window at the time. The ATIC investigators talked to him. He said he saw a "strange, eerie streak of light, very intense," but that was all, no details. He said that it all happened before he could adjust his eyes to the darkness.
Minutes later a crew chief at Robins Air Force Base in Macon, Georgia, reported seeing an extremely bright light pass overhead, traveling at a high speed. A few days later another report from the night of July 24 came in. A pilot, flying near the Virginia-North Carolina state line, reported that he had seen a "bright shooting star" in the direction of Montgomery, Alabama, at about the exact time the Eastern Airlines DC-3 was "buzzed."
According to the old timers at ATIC, this report shook them worse than the Mantell Incident. This was the first time two reliable sources had been really close enough to anything resembling a UFO to get a good look and live to tell about it. A quick check on a map showed that the UFO that nearly collided with the airliner would have passed almost over Macon, Georgia, after passing the DC-3. It had been turning toward Macon when last seen. The story of the crew chief at Robins AFB, 200 miles away, seemed to confirm the sighting, not to mention the report from near the Virginia-North Carolina state line.
In intelligence, if you have something to say about some vital problem you write a report that is known as an "Estimate of the Situation." A few days after the DC-3 was buzzed, the people at ATIC decided that the time had arrived to make an Estimate of the Situation. The situation was the UFO's; the estimate was that they were interplanetary!
It was a rather thick document with a black cover and it was printed on legal-sized paper. Stamped across the front were the words TOP SECRET.
It contained the Air Force's analysis of many of the incidents I have told you about plus many similar ones. All of them had come from scientists, pilots, and other equally credible observers, and each one was an unknown.
The document pointed out that the reports hadn't actually started with the Arnold Incident. Belated reports from a weather observer in Richmond, Virginia, who observed a "silver disk" through his theodolite telescope; an F-47 pilot and three pilots in his formation who saw a "silver flying wing," and the English "ghost airplanes" that had been picked up on radar early in 1947 proved this point. Although reports on them were not received until after the Arnold sighting, these incidents all had taken place earlier.
When the estimate was completed, typed, and approved, it started up through channels to higher-command echelons. It drew considerable comment but no one stopped it on its way up.
A matter of days after the Estimate of the Situation was signed, sealed, and sent on its way, the third big sighting of 1948, Volume III of "The Classics," took place. The date was October 1, and the place was Fargo, North Dakota; it was the famous Gorman Incident, in which a pilot fought a "duel of death" with a UFO.
The pilot was George F. Gorman, a twenty-five-year-old second lieutenant in the North Dakota Air National Guard.
It was eight-thirty in the evening and Gorman was coming into Fargo from a cross-country flight. He flew around Fargo for a while and about nine o'clock decided to land. He called the control tower for landing instructions and was told that a Piper Cub was in the area. He saw the Cub below him. All of a sudden what appeared to be the taillight of another airplane passed him on his right. He called the tower and complained but they assured him that no other aircraft except the Cub were in the area. Gorman could still see the light so he decided to find out what it was. He pushed the F-51 over into a turn and cut in toward the light. He could plainly see the Cub outlined against the city lights below, but he could see no outline of a body near the mysterious light. He gave the '51 more power and closed to within a 1,000 yards, close enough to estimate that the light was 6 to 8 inches in diameter, was sharply outlined, and was blinking on and off. Suddenly the light became steady as it apparently put on power; it pulled into a sharp left bank and made a pass at the tower. The light zoomed up with the F-51 in hot pursuit. At 7,000 feet it made a turn. Gorman followed and tried to cut inside the light's turn to get closer to it but he couldn't do it. The light made another turn, and this time the '51 closed on a collision course. The UFO appeared to try to ram the '51, and Gorman had to dive to get out of the way. The UFO passed over the '51's canopy with only a few feet to spare. Again both the F-51 and the object turned and closed on each other head on, and again the pilot had to dive out to prevent a collision. All of a sudden the light began to climb and disappeared.
"I had the distinct impression that its maneuvers were controlled by thought or reason," Gorman later told ATIC investigators.
Four other observers at Fargo partially corroborated his story, an oculist, Dr. A. D. Cannon, the Cub's pilot, and his passenger, Einar Neilson. They saw a light "moving fast," but did not witness all the maneuvers that Gorman reported. Two CAA employees on the ground saw a light move over the field once.
Project Sign investigators rushed to Fargo. They had wired ahead to ground the plane. They wanted to check it over before it flew again. When they arrived, only a matter of hours after the incident, they went over the airplane, from the prop spinner to the rudder trim tab, with a Geiger counter. A chart in the official report shows where every Geiger counter reading was taken. For comparison they took readings on a similar airplane that hadn't been flown for several days. Gorman's airplane was more radioactive. They rushed around, got sworn statements from the tower operators and oculist, and flew back to Dayton.
In the file on the Gorman Incident I found an old memo reporting the meeting that was held upon the ATIC team's return from Fargo. The memo concluded that some weird things were taking place.
The historians of the UFO agree. Donald Keyhoe, a retired Marine Corps major and a professional writer, author ofTheFlyingSaucersAreRealandFlyingSaucersfromOuterSpace, needles the Air Force about the Gorman Incident, pointing out how, after feebly hinting that the light could have been a lighted weather balloon, they dropped it like a hot UFO. Some person by the name of Wilkins, in an equally authoritative book, says that the Gorman Incident "stumped" the Air Force. Other assorted historians point out that normally the UFO's are peaceful, Gorman and Mantell just got too inquisitive, "they" just weren't ready to be observed closely. If the Air Force hadn't slapped down the security lid, these writers might not have reached this conclusion. There have been other and more lurid "duels of death."
On June 21, 1952, at 10:58P.M., a Ground Observer Corps spotter reported that a slow-moving craft was nearing the AEC's Oak Ridge Laboratory, an area so secret that it is prohibited to aircraft. The spotter called the light into his filter center and the filter center relayed the message to the ground control intercept radar. They had a target. But before they could do more than confirm the GOC spotter's report, the target faded from the radarscope.
An F-47 aircraft on combat air patrol in the area was vectored in visually, spotted a light, and closed on it. They "fought" from 10,000 to 27,000 feet, and several times the object made what seemed to be ramming attacks. The light was described as white, 6 to 8 inches in diameter, and blinking until it put on power. The pilot could see no silhouette around the light. The similarity to the Fargo case was striking.
On the night of December 10, 1952, near another atomic installation, the Hanford plant in Washington, the pilot and radar observer of a patrolling F-94 spotted a light while flying at 26,000 feet. The crew called their ground control station and were told that no planes were known to be in the area. They closed on the object and saw a large, round, white "thing" with a dim reddish light coming from two "windows." They lost visual contact, but got a radar lock-on. They reported that when they attempted to close on it again it would reverse direction and dive away. Several times the plane altered course itself because collision seemed imminent.
In each of these instances, as well as in the case narrated next, the sources of the stories were trained airmen with excellent reputations. They were sincerely baffled by what they had seen. They had no conceivable motive for falsifying or "dressing up" their reports.
The other dogfight occurred September 24, 1952, between a Navy pilot of a TBM and a light over Cuba.
The pilot had just finished making some practice passes for night fighters when he spotted an orange light to the east of his plane. He checked on aircraft in the area, learned that the object was unidentified, and started after it. Here is his report, written immediately after he landed:
As it [the light] approached the city from the east it started a left turn. I started to intercept. During the first part of the chase the closest I got to the light was 8 to 10 miles. At this time it appeared to be as large as an SNJ and had a greenish tail that looked to be five to six times as long as the light's diameter. This tail was seen several times in the next 10 minutes in periods of from 5 to 30 seconds each. As I reached 10,000 feet it appeared to be at 15,000 feet and in a left turn. It took 40 degrees of bank to keep the nose of my plane on the light. At this time I estimated the light to be in a 10-to-15-mile orbit.
At 12,000 feet I stopped climbing, but the light was still climbing faster than I was. I then reversed my turn from left to right and the light also reversed. As I was not gaining distance, I held a steady course south trying to estimate a perpendicular between the light and myself. The light was moving north, so I turned north. As I turned, the light appeared to move west, then south over the base. I again tried to intercept but the light appeared to climb rapidly at a 60- degree angle. It climbed to 35,000 feet, then started a rapid descent.
Prior to this, while the light was still at approximately 15,000 feet, I deliberately placed it between the moon and myself three times to try to identify a solid body. I and my two crewmen all had a good view of the light as it passed the moon. We could see no solid body. We considered the fact that it might be an aerologist's balloon, but we did not see a silhouette. Also, we would have rapidly caught up with and passed a balloon.
During its descent, the light appeared to slow down at about 10,000 feet, at which time I made three runs on it. Two were on a 90-degree collision course, and the light traveled at tremendous speed across my bow. On the third run I was so close that the light blanked out the airfield below me. Suddenly it started a dive and I followed, losing it at 1,500 feet.
Inthisincident the UFOwasa balloon.
The following night a lighted balloon was sent up and the pilot was ordered up to compare his experiences. He duplicated his dogfight— illusions and all. The Navy furnished us with a long analysis of the affair, explaining how the pilot had been fooled.
In the case involving the ground observer and the F-47 near the atomic installation, we plotted the winds and calculated that a lighted balloon was right at the spot where the pilot encountered the light.
In the other instance, the "white object with two windows," we found that a skyhook balloon had been plotted at the exact site of the "battle."
Gorman fought a lighted balloon too. An analysis of the sighting by the Air Weather Service sent to ATIC in a letter dated January 24, 1949, proved it. The radioactive F-51 was decontaminated by a memo from a Wright Field laboratory explaining that a recently flown airplane will be more radioactive than one that has been on the ground for several days. An airplane at 20,000 to 30,000 feet picks up more cosmic rays than one shielded by the earth's ever present haze.
Why can't experienced pilots recognize a balloon when they see one? If they are flying at night, odd things can happen to their vision. There is the problem of vertigo as well as disorientation brought on by flying without points of reference. Night fighters have told dozens of stories of being fooled by lights.
One night during World War II we had just dumped a load of bombs on a target when a "night fighter" started to make a pass at us. Everyone in the cockpit saw the fighter's red-hot exhaust stack as he bore down on us. I cut loose with six caliber-.50 machine guns. Fortunately I missed the "night fighter"—if I'd have shot it I'd have fouled up the astronomers but good because the "night fighter" was Venus.
While the people on Project Sign were pondering over Lieutenant Gorman's dogfight with the UFO—at the time they weren't even considering the balloon angle—the Top Secret Estimate of the Situation was working its way up into the higher echelons of the Air Force. It got to the late General Hoyt S. Vandenberg, then Chief of Staff, before it was batted back down. The general wouldn't buy interplanetary vehicles. The report lacked proof. A group from ATIC went to the Pentagon to bolster their position but had no luck, the Chief of Staff just couldn't be convinced.
The estimate died a quick death. Some months later it was completely declassified and relegated to the incinerator. A few copies, one of which I saw, were kept as mementos of the golden days of the UFO's.
The top Air Force command's refusal to buy the interplanetary theory didn't have any immediate effect upon the morale of Project Sign because the reports were getting better.
A belated report that is more of a collectors' item than a good UFO sighting came into ATIC in the fall of 1948. It was from Moscow. Someone, I could never find out exactly who, reported a huge "smudge- like" object in the sky.
Then radar came into the picture. For months the anti-saucer factions had been pointing their fingers at the lack of radar reports, saying, "If they exist, why don't they show up on radarscopes?" When they showed up on radarscopes, the UFO won some converts.
On October 15 an F-61, a World War II "Black Widow" night fighter, was on patrol over Japan when it picked up an unidentified target on its radar. The target was flying between 5,000 and 6,000 feet and traveling about 200 miles per hour. When the F-61 tried to intercept it would get to within 12,000 feet of the UFO only to have it accelerate to an estimated 1,200 miles per hour, leaving the F-61 far behind before slowing down again. The F-61 crew made six attempts to close on the UFO. On one pass, the crew said, they did get close enough to see its silhouette. It was 20 to 30 feet long and looked "like a rifle bullet."
Toward the end of November a wire came into Project Sign from Germany. It was the first report where a UFO was seen and simultaneously picked up on radar. This type of report, the first of many to come, is one of the better types of UFO reports. The wire said:
At 2200 hours, local time, 23 November 1948, Capt. ——— saw an object in the air directly east of this base. It was at an unknown altitude. It looked like a reddish star and was moving in a southerly direction across Munich, turning slightly to the southwest then the southeast. The speed could have been between 200 to 600 mph, the actual speed could not be estimated, not knowing the height. Capt. —- —- called base operations and they called the radar station. Radar reported that they had seen nothing on their scope but would check again. Radar then called operations to report that they did have a target at 27,000 feet, some 30 miles south of Munich, traveling at 900 mph. Capt. ——— reported that the object that he saw was now in that area. A few minutes later radar called again to say that the target had climbed to 50,000 feet, and was circling 40 miles south of Munich.
Capt. ——— is an experienced pilot now flying F-80's and is considered to be completely reliable. The sighting was verified by Capt. ——— , also an F-80 pilot.
The possibility that this was a balloon was checked but the answer from Air Weather Service was "not a balloon." No aircraft were in the area. Nothing we know of, except possibly experimental aircraft, which are not in Germany, can climb 23,000 feet in a matter of minutes and travel 900 miles per hour.
By the end of 1948, Project Sign had received several hundred UFO reports. Of these, 167 had been saved as good reports. About three dozen were "Unknown." Even though the UFO reports were getting better and more numerous, the enthusiasm over the interplanetary idea was cooling off. The same people who had fought to go to Godman AFB to talk to Colonel Hix and his UFO observers in January now had to be prodded when a sighting needed investigating. More and more work was being pushed off onto the other investigative organization that was helping ATIC. The kickback on the Top Secret Estimate of the Situation was beginning to dampen a lot of enthusiasms. It was definitely a bear market for UFO's.
A bull market was on the way, however. Early 1949 was to bring "little lights" and green fireballs.
The "little lights" were UFO's, but the green fireballs were real.
Green Fireballs, Project Twinkle, Little Lights, and Grudge
At exactly midnight on September 18, 1954, my telephone rang. It was Jim Phalen, a friend of mine from the Long BeachPress-Telegram, and he had a "good flying saucer report," hot off the wires. He read it to me. The lead line was: "Thousands of people saw a huge fireball light up dark New Mexico skies tonight."
The story went on to tell about how a "blinding green" fireball the size of a full moon had silently streaked southeast across Colorado and northern New Mexico at eight-forty that night. Thousands of people had seen the fireball. It had passed right over a crowded football stadium at Santa Fe, New Mexico, and people in Denver said it "turned night into day." The crew of a TWA airliner flying into Albuquerque from Amarillo, Texas, saw it. Every police and newspaper switchboard in the two-state area was jammed with calls.
One of the calls was from a man inquiring if anything unusual had happened recently. When he was informed about the mysterious fireball he heaved an audible sigh of relief, "Thanks," he said, "I was afraid I'd gotten some bad bourbon." And he hung up.
Dr. Lincoln La Paz, world-famous authority on meteorites and head of the University of New Mexico's Institute of Meteoritics, apparently took the occurrence calmly. The wire story said he had told a reporter that he would plot its course, try to determine where it landed, and go out and try to find it. "But," he said, "I don't expect to find anything."
When Jim Phalen had read the rest of the report he asked, "What was it?"
"It sounds to me like the green fireballs are back," I answered.
"What the devil are green fireballs?"
What the devilaregreen fireballs? I'd like to know. So would a lot of other people.
The green fireballs streaked into UFO history late in November 1948, when people around Albuquerque, New Mexico, began to report seeing mysterious "green flares" at night. The first reports mentioned only a "green streak in the sky," low on the horizon. From the description the Air Force Intelligence people at Kirtland AFB in Albuquerque and the Project Sign people at ATIC wrote the objects off as flares. After all, thousands of GI's had probably been discharged with a duffel bag full of "liberated" Very pistols and flares.
But as days passed the reports got better. They seemed to indicate that the "flares" were getting larger and more people were reporting seeing them. It was doubtful if this "growth" was psychological because there had been no publicity—so the Air Force decided to reconsider the "flare" answer. They were in the process of doing this on the night of December 5, 1948, a memorable night in the green fireball chapter of UFO history.
At 9:27P.M. on December 5, an Air Force C-47 transport was flying at 18,000 feet 10 miles east of Albuquerque. The pilot was a Captain Goede. Suddenly the crew, Captain Goede, his co-pilot, and his engineer were startled by a green ball of fire flashing across the sky ahead of them. It looked something like a huge meteor except that it was a bright green color and it didn't arch downward, as meteors usually do. The green-colored ball of fire had started low, from near the eastern slopes of the Sandia Mountains, arched upward a little, then seemed to level out. And it was too big for a meteor, at least it was larger than any meteor that anyone in the C-47 had ever seen before. After a hasty discussion the crew decided that they'd better tell somebody about it, especially since they had seen an identical object twenty-two minutes before near Las Vegas, New Mexico.
Captain Goede picked up his microphone and called the control tower at Kirtland AFB and reported what he and his crew had seen. The tower relayed the message to the local intelligence people.
A few minutes later the captain of Pioneer Airlines Flight 63 called Kirtland Tower. At 9:35P.M. he had also seen a green ball of fire just east of Las Vegas, New Mexico. He was on his way to Albuquerque and would make a full report when he landed.
When he taxied his DC-3 up to the passenger ramp at Kirtland a few minutes later, several intelligence officers were waiting for him. He reported that at 9:35P.M. he was on a westerly heading, approaching Las Vegas from the east, when he and his co-pilot saw what they first thought was a "shooting star." It was ahead and a little above them. But, the captain said, it took them only a split second to realize that whatever they saw was too low and had too flat a trajectory to be a meteor. As they watched, the object seemed to approach their airplane head on, changing color from orange red to green. As it became bigger and bigger, the captain said, he thought sure it was going to collide with them so he racked the DC-3 up in a tight turn. As the green ball of fire got abreast of them it began to fall toward the ground, getting dimmer and dimmer until it disappeared. Just before he swerved the DC-3, the fireball was as big, or bigger, than a full moon.
The intelligence officers asked a few more questions and went back to their office. More reports, which had been phoned in from all over northern New Mexico, were waiting for them. By morning a full-fledged investigation was under way.
No matter what these green fireballs were, the military was getting a little edgy. They might be common meteorites, psychologically enlarged flares, or true UFO's, but whatever they were they were playing around in one of the most sensitive security areas in the United States. Within 100 miles of Albuquerque were two installations that were the backbone of the atomic bomb program, Los Alamos and Sandia Base. Scattered throughout the countryside were other installations vital to the defense of the U.S.: radar stations, fighter-interceptor bases, and the other mysterious areas that had been blocked off by high chain-link fences.
Since the green fireballs bore some resemblance to meteors or meteorites, the Kirtland intelligence officers called in Dr. Lincoln La Paz.
Dr. La Paz said that he would be glad to help, so the officers explained the strange series of events to him. True, he said, the description of the fireballs did sound as if they might be meteorites —except for a few points. One way to be sure was to try to plot the flight path of the green fireballs the same way he had so successfully plotted the flight path of meteorites in the past. From this flight path he could determine where they would have hit the earth—if they were meteorites. They would search this area, and if they found parts of a meteorite they would have the answer to the green fireball riddle.
The fireball activity on the night of December 5 was made to order for plotting flight paths. The good reports of that night included carefully noted locations, the directions in which the green objects were seen, their heights above the horizon, and the times when they were observed. So early the next morning Dr. La Paz and a crew of intelligence officers were scouring northern New Mexico. They started out by talking to the people who had made reports but soon found out that dozens of other people had also seen the fireballs. By closely checking the time of the observations, they determined that eight separate fireballs had been seen. One was evidently more spectacular and was seen by the most people. Everyone in northern New Mexico had seen it going from west to east, so Dr. La Paz and his crew worked eastward across New Mexico to the west border of Texas, talking to dozens of people. After many sleepless hours they finally plotted where it should have struck the earth. They searched the area but found nothing. They went back over the area time and time again— nothing. As Dr. La Paz later told me, this was the first time that he seriously doubted the green fireballs were meteorites.
Within a few more days the fireballs were appearing almost nightly. The intelligence officers from Kirtland decided that maybe they could get a good look at one of them, so on the night of December 8 two officers took off in an airplane just before dark and began to cruise around north of Albuquerque. They had a carefully worked out plan where each man would observe certain details if they saw one of the green fireballs. At 6:33P.M. they saw one. This is their report:
At 6:33P.M. while flying at an indicated altitude of 11,500 feet, a strange phenomenon was observed. Exact position of the aircraft at time of the observation was 20 miles east of the Las Vegas, N.M., radio range station. The aircraft was on a compass course of 90 degrees. Capt. ——— was pilot and I was acting as copilot. I first observed the object and a split second later the pilot saw it. It was 2,000 feet higher than the plane, and was approaching the plane at a rapid rate of speed from 30 degrees to the left of our course. The object was similar in appearance to a burning green flare, the kind that is commonly used in the Air Force. However, the light was much more intense and the object appeared considerably larger than a normal flare. The trajectory of the object, when first sighted, was almost flat and parallel to the earth. The phenomenon lasted about 2 seconds. At the end of this time the object seemed to begin to burn out and the trajectory then dropped off rapidly. The phenomenon was of such intensity as to be visible from the very moment it ignited.
Back at Wright-Patterson AFB, ATIC was getting a blow-by-blow account of the fireball activity but they were taking no direct part in the investigation. Their main interest was to review all incoming UFO reports and see if the green fireball reports were actually unique to the Albuquerque area. They were. Although a good many UFO reports were coming in from other parts of the U.S., none fit the description of the green fireballs.
All during December 1948 and January 1949 the green fireballs continued to invade the New Mexico skies. Everyone, including the intelligence officers at Kirtland AFB, Air Defense Command people, Dr. La Paz, and some of the most distinguished scientists at Los Alamos had seen at least one.
In mid-February 1949 a conference was called at Los Alamos to determine what should be done to further pursue the investigation. The Air Force, Project Sign, the intelligence people at Kirtland, and other interested parties had done everything they could think of and still no answer.
Such notable scientists as Dr. Joseph Kaplan, a world-renowned authority on the physics of the upper atmosphere, Dr. Edward Teller, of H-bomb fame, and of course Dr. La Paz, attended, along with a lot of military brass and scientists from Los Alamos.
This was one conference where there was no need to discuss whether or not this special type of UFO, the green fireball, existed. Almost everyone at the meeting had seen one. The purpose of the conference was to decide whether the fireballs were natural or man-made and how to find out more about them.
As happens in any conference, opinions were divided. Some people thought the green fireballs were natural fireballs. The proponents of the natural meteor, or meteorite, theory presented facts that they had dug out of astronomical journals. Greenish-colored meteors, although not common, had been observed on many occasions. The flat trajectory, which seemed to be so important in proving that the green fireballs were extraterrestrial, was also nothing new. When viewed from certain angles, a meteor can appear to have a flat trajectory. The reason that so many had been seen during December of 1948 and January of 1949 was that the weather had been unusually clear all over the Southwest during this period.
Dr. La Paz led the group who believed that the green fireballs were not meteors or meteorites. His argument was derived from the facts that he had gained after many days of research and working with Air Force intelligence teams. He stuck to the points that (1) the trajectory was too flat, (2) the color was too green, and (3) he couldn't locate any fragments even though he had found the spots where they should have hit the earth if they were meteorites.
People who were at that meeting have told me that Dr. La Paz's theory was very interesting and that each point was carefully considered. But evidently it wasn't conclusive enough because when the conference broke up, after two days, it was decided that the green fireballs were a natural phenomenon of some kind. It was recommended that this phase of the UFO investigation be given to the Air Force's Cambridge Research Laboratory, since it is the function of this group to study natural phenomena, and that Cambridge set up a project to attempt to photograph the green fireballs and measure their speed, altitude, and size.