On June 25, 1950, the North Korean armies swept down across the 38th
parallel and the Korean War was on--the UFO was no longer a news
item. But the lady, or gentleman, who first said, "Out of sight is
out of mind," had never reckoned with the UFO.
On September 8, 1950, the UFO's were back in the news. On that day
it was revealed, via a book entitled _Behind_ _the_ _Flying_
_Saucers_, that government scientists had recovered and analyzed
three different models of flying saucers. And they were fantastic--
just like the book. They were made of an unknown super-duper metal
and they were manned by little blue uniformed men who ate
concentrated food and drank heavy water. The author of the book,
Frank Scully, had gotten the story directly from a millionaire
oilman, Silas Newton. Newton had in turn heard the story from an
employee of his, a mysterious "Dr. Gee," one of the government
scientists who had helped analyze the crashed saucers.
The story made news, Newton and "Dr. Gee" made fame, and Scully made
money.
A little over two years later Newton and the man who was reportedly
the mysterious "Dr. Gee" again made the news. The Denver district
attorney's office had looked into the pair's oil business and found
that the pockets they were trying to tap didn't contain oil.
According to the December 6, 1952, issue of the _Saturday_ _Review_,
the D.A. had charged the two men with a $50,000 con game. One of
their $800,000 electronic devices for their oil explorations turned
out to be a $4.00 piece of war surplus junk.
Another book came out in the fall of 1950 when Donald Keyhoe
expanded his original UFO story that had first appeared in the
January 1950 issue of _True_ magazine. Next to Scully's book Keyhoe's
book was tame, but it convinced more people. Keyhoe had based his
conjecture on fact, and his facts were correct, even if the
conjecture wasn't.
Neither the seesaw advances and retreats of the United Nations
troops in Korea nor the two flying saucer books seemed to have any
effect on the number of UFO reports logged into ATIC, however. By
official count, seventy-seven came in the first half of 1950 and
seventy-five during the latter half. The actual count could have been
more because in 1950, UFO reports were about as popular as sand in
spinach, and I would guess that at least a few wound up in the
"circular file."
In early January 1951 I was recalled to active duty and assigned to
Air Technical Intelligence Center as an intelligence officer. I had
been at ATIC only eight and a half hours when I first heard the words
"flying saucer" officially used. I had never paid a great deal of
attention to flying saucer reports but I had read a few--especially
those that had been made by pilots. I'd managed to collect some 2,000
hours of flying time and had seen many odd things in the air, but I'd
always been able to figure out what they were in a few seconds. I was
convinced that if a pilot, or any crew member of an airplane, said
that he'd seen something that he couldn't identify he meant it--it
wasn't a hallucination. But I wasn't convinced that flying saucers
were spaceships.
My interest in UFO's picked up in a hurry when I learned that ATIC
was the government agency that was responsible for the UFO project.
And I was really impressed when I found out that the person who sat
three desks down and one over from mine was in charge of the whole
UFO show. So when I came to work on my second morning at ATIC and
heard the words "flying saucer report" being talked about and saw a
group of people standing around the chief of the UFO project's desk I
about sprung an eardrum listening to what they had to say. It seemed
to be a big deal--except that most of them were laughing. It must be
a report of hoax or hallucination, I remember thinking to myself, but
I listened as one of the group told the others about the report.
The night before a Mid-Continent Airlines DC-3 was taxiing out to
take off from the airport at Sioux City, Iowa, when the airport
control tower operators noticed a bright bluish-white light in the
west. The tower operators, thinking that it was another airplane,
called the pilot of the DC-3 and told him to be careful since there
was another airplane approaching the field. As the DC-3 lined up to
take off, both the pilots of the airliner and the tower operators saw
the light moving in, but since it was still some distance away the DC-
3 was given permission to take off. As it rolled down the runway
getting up speed, both the pilot and the copilot were busy, so they
didn't see the light approaching. But the tower operators did, and as
soon as the DC-3 was airborne, they called and told the pilot to be
careful. The copilot said that he saw the light and was watching it.
Just then the tower got a call from another airplane that was
requesting landing instructions and the operators looked away from
the light.
In the DC-3 the pilot and copilot had also looked away from the
light for a few seconds. When they looked back, the bluish-white
light had apparently closed in because it was much brighter and it
was dead ahead. In a split second it closed in and flashed by their
right wing--so close that both pilots thought that they would collide
with it. When it passed the DC-3, the pilots saw more than a light--
they saw a huge object that looked like the "fuselage of a B-29."
When the copilot had recovered he looked out his side window to see
if he could see the UFO and there it was, flying formation with them.
He yelled at the pilot, who leaned over and looked just in time to
see the UFO disappear.
The second look confirmed the Mid-Continent crew's first impression--
the object looked like a B-29 without wings. They saw nothing more,
only a big "shadowy shape" and the bluish-white light--no windows, no
exhaust.
The tower had missed the incident because they were landing the
other airplane and the pilot and the copilot didn't have time to call
them and tell them about what was going on. All the tower operators
could say was that seconds after the UFO had disappeared the light
that they had seen was gone.
When the airliner landed in Omaha, the crew filed a report that was
forwarded to the Air Force. But this wasn't the only report that was
filed; a full colonel from military intelligence had been a passenger
on the DC-3. He'd seen the UFO too, and he was mighty impressed.
I thought that this was an interesting report and I wondered what
the official reaction would be. The official reaction was a great
big, deep belly laugh.
This puzzled me because I'd read that the Air Force was seriously
investigating all UFO reports.
I continued to eavesdrop on the discussions about the report all day
since the UFO expert was about to "investigate" the incident. He sent
out a wire to Flight Service and found that there was a B-36
somewhere in the area of Sioux City at the time of the sighting, and
from what I could gather he was trying to blame the sighting on the B-
36. When Washington called to get the results of the analysis of the
sighting, they must have gotten the B-36 treatment because the case
was closed.
I'd only been at ATIC two days and I certainly didn't class myself
as an intelligence expert, but it didn't take an expert to see that a
B-36, even one piloted by an experienced idiot, could not do what the
UFO had done--buzz a DC-3 that was in an airport traffic pattern.
I didn't know it at the time but a similar event had occurred the
year before. On the night of May 29, 1950, the crew of an American
Airlines DC-6 had just taken off from Washington National Airport,
and they were about seven miles west of Mount Vernon when the copilot
suddenly looked out and yelled, "Watch it--watch it." The pilot and
the engineer looked out to see a bluish-white light closing in on
them from dead ahead. The pilot racked the DC-6 up in a tight right
turn while the UFO passed by on the left "from eleven to seven
o'clock" and a little higher than the airliner. During this time the
UFO passed between the full moon and DC-6 and the crew could see the
dark silhouette of a "wingless B-29." Its length was about half the
diameter of the full moon, and it had a blue flame shooting out the
tail end.
Seconds after the UFO had passed by the DC-6, the copilot looked out
and there it was again, apparently flying formation off their right
wing. Then in a flash of blue flame it was gone--streaking out ahead
of the airliner and making a left turn toward the coast.
The pilot of the DC-6, who made the report, had better than 15,000
hours' flying time.
I didn't hear anything about UFO's, or flying saucers, as they were
then known, for several weeks but I kept them in mind and one day I
asked one of the old hands at ATIC about them--specifically I wanted
to know about the Sioux City Incident. Why had it been sloughed off
so lightly? His answer was typical of the official policy at that
time. "One of these days all of these crazy pilots will kill
themselves, the crazy people on the ground will be locked up, and
there won't be any more flying saucer reports."
But after I knew the people at ATIC a little better, I found that
being anti-saucer wasn't a unanimous feeling. Some of the
intelligence officers took the UFO reports seriously. One man, who
had been on Project Sign since it was organized back in 1947, was
convinced that the UFO's were interplanetary spaceships. He had
questioned the people in the control tower at Godman AFB when Captain
Mantell was killed chasing the UFO, and he had spent hours talking to
the crew of the DC-3 that was buzzed near Montgomery, Alabama, by a
"cigar-shaped UFO that spouted blue flame." In essence, he knew UFO
history from _A_ _to_ _Z_ because he had "been there."
I think that it was this controversial thinking that first aroused
my interest in the subject of UFO's and led me to try to sound out a
few more people.
The one thing that stood out to me, being unindoctrinated in the
ways of UFO lore, was the schizophrenic approach so many people at
ATIC took. On the surface they sided with the belly-laughers on any
saucer issue, but if you were alone with them and started to ridicule
the subject, they defended it or at least took an active interest. I
learned this one day after I'd been at ATIC about a month.
A belated UFO report had come in from Africa. One of my friends was
reading it, so I asked him if I could take a look at it when he had
finished. In a few minutes he handed it to me.
When I finished with the report I tossed it back on my friend's
desk, with some comment about the whole world's being nuts. I got a
reaction I didn't expect; he wasn't so sure the whole world was nuts--
maybe the nuts were at ATIC. "What's the deal?" I asked him. "Have
they really thoroughly checked out every report and found that
there's nothing to any of them?"
He told me that he didn't think so, he'd been at ATIC a long time.
He hadn't ever worked on the UFO project, but he had seen many of
their reports and knew what they were doing. He just plain didn't buy
a lot of their explanations. "And I'm not the only one who thinks
this," he added.
"Then why all of the big show of power against the UFO reports?" I
remember asking him.
"The powers-that-be are anti-flying saucer," he answered about half
bitterly, "and to stay in favor it behooves one to follow suit."
As of February 1951 this was the UFO project.
The words "flying saucer" didn't come up again for a month or two.
I'd forgotten all about the two words and was deeply engrossed in
making an analysis of the performance of the Mig-15. The Mig had just
begun to show up in Korea, and finding out more about it was a hot
project.
Then the words "flying saucer" drifted across the room once more.
But this time instead of belly laughter there was a note of hysteria.
It seems that a writer from _Life_ magazine was doing some research
on UFO's and rumor had it that _Life_ was thinking about doing a
feature article. The writer had gone to the Office of Public
Information in the Pentagon and had inquired about the current status
of Project Grudge. To accommodate the writer, the OPI had sent a wire
out to ATIC: What is the status of Project Grudge?
Back went a snappy reply: Everything is under control; each new
report is being thoroughly analyzed by our experts; our vast files of
reports are in tiptop shape; and in general things are hunky-dunky.
All UFO reports are hoaxes, hallucinations, and the misidentification
of known objects.
Another wire from Washington: Fine, Mr. Bob Ginna of _Life_ is
leaving for Dayton. He wants to check some reports.
Bedlam in the raw.
Other magazines had printed UFO stories, and other reporters had
visited ATIC, but they had always stayed in the offices of the top
brass. For some reason the name _Life_, the prospects of a feature
story, and the feeling that this Bob Ginna was going to ask questions
caused sweat to flow at ATIC.
Ginna arrived and the ATIC UFO "expert" talked to him. Ginna later
told me about the meeting. He had a long list of questions about
reports that had been made over the past four years and every time he
asked a question, the "expert" would go tearing out of the room to
try to find the file that had the answer. I remember that day people
spent a lot of time ripping open bundles of files and pawing through
them like a bunch of gophers. Many times, "I'm sorry, that's
classified," got ATIC out of a tight spot.
Ginna, I can assure you, was not at all impressed by the
"efficiently operating UFO project." People weren't buying the hoax,
hallucination, and misidentification stories quite as readily as the
Air Force believed.
Where it started or who started it I don't know, but about two
months after the visit from _Life's_ representative the official
interest in UFO's began to pick up. Lieutenant Jerry Cummings, who
had recently been recalled to active duty, took over the project.
Lieutenant Cummings is the type of person who when given a job to do
does it. In a few weeks the operation of the UFO project had improved
considerably. But the project was still operating under political,
economic, and manpower difficulties. Cummings' desk was right across
from mine, so I began to get a UFO indoctrination via bull sessions.
Whenever Jerry found a good report in the pile--and all he had to
start with was a pile of papers and files--he'd toss it over for me
to read.
Some of the reports were unimpressive, I remember. But a few were
just the opposite. Two that I remember Jerry's showing me made me
wonder how the UFO's could be sloughed off so lightly. The two
reports involved movies taken by Air Force technicians at White Sands
Proving Ground in New Mexico.
The guided missile test range at White Sands is fully instrumented
to track high, fast-moving objects--the guided missiles. Located over
an area of many square miles there are camera stations equipped with
cinetheodolite cameras and linked together by a telephone system.
On April 27, 1950, a guided missile had been fired, and as it roared
up into the stratosphere and fell back to earth, the camera crews had
recorded its flight. All the crews had started to unload their
cameras when one of them spotted an object streaking across the sky.
By April 1950 every person at White Sands was UFO-conscious, so one
member of the camera crew grabbed a telephone headset, alerted the
other crews, and told them to get pictures. Unfortunately only one
camera had film in it, the rest had already been unloaded, and before
they could reload, the UFO was gone. The photos from the one station
showed only a smudgy dark object. About all the film proved was that
something was in the air and whatever it was, it was moving.
Alerted by this first chance to get a UFO to "run a measured
course," the camera crews agreed to keep a sharper lookout. They also
got the official O.K. to "shoot" a UFO if one appeared.
Almost exactly a month later another UFO did appear, or at least at
the time the camera crews thought that it was _a_ UFO. This time the
crews were ready--when the call went out over the telephone net that
a UFO had been spotted, all of the crews scanned the sky. Two of the
crews saw it and shot several feet of film as the shiny, bright
object streaked across the sky.
As soon as the missile tests were completed, the camera crews rushed
their film to the processing lab and then took it to the Data
Reduction Group. But once again the UFO had eluded man because there
were apparently two or more UFO's in the sky and each camera station
had photographed a separate one. The data were no good for
triangulation.
The records at ATIC didn't contain the analysis of these films but
they did mention the Data Reduction Group at White Sands. So when I
later took over the UFO investigation I made several calls in an
effort to run down the actual film and the analysis. The files at
White Sands, like all files, evidently weren't very good, because the
original reports were gone. I did contact a major who was very co-
operative and offered to try to find the people who had worked on the
analysis of the film. His report, after talking to two men who had
done the analysis, was what I'd expected--nothing concrete except
that the UFO's were unknowns. He did say that by putting a correction
factor in the data gathered by the two cameras they were able to
arrive at a rough estimate of speed, altitude, and size. The UFO was
"higher than 40,000 feet, traveling over 2,000 miles per hour, and it
was over 300 feet in diameter." He cautioned me, however, that these
figures were only estimates, based on the possibly erroneous
correction factor; therefore they weren't proof of anything--except
that something was in the air.
The people at White Sands continued to be on the alert for UFO's
while the camera stations were in operation because they realized
that if the flight path of a UFO could be accurately plotted and
timed it could be positively identified. But no more UFO's showed up.
One day Lieutenant Cummings came over to my desk and dropped a stack
of reports in front of me. "All radar reports," he said, "and I'm
getting more and more of them every day."
Radar reports, I knew, had always been a controversial point in UFO
history, and if more and more radar reports were coming in, there was
no doubt that an already controversial issue was going to be
compounded.
To understand why there is always some disagreement whenever a
flying saucer is picked up on radar, it is necessary to know a little
bit about how radar operates.
Basically radar is nothing but a piece of electronic equipment that
"shouts" out a radio wave and "listens" for the echo. By "knowing"
how fast the radio, or radar, wave travels and from which direction
the echo is coming, the radar tells the direction and distance of the
object that is causing the echo. Any "solid" object like an airplane,
bird, ship, or even a moisture-laden cloud can cause a radar echo.
When the echo comes back to the radar set, the radar operator doesn't
have to listen for it and time it because this is all done for him by
the radar set and he sees the "answer" on his radarscope--a kind of a
round TV screen. What the radar operator sees is a bright dot, called
a "blip" or a "return." The location of the return on the scope tells
him the location of the object that was causing the echo. As the
object moves through the sky, the radar operator sees a series of
bright dots on his scope that make a track. On some radar sets the
altitude of the target, the object causing the echo, can also be
measured.
Under normal conditions the path that the radar waves take as they
travel through the air is known. Normal conditions are when the
temperature and relative humidity of the air decrease with an
increase in altitude. But sometimes a condition will occur where at
some level, instead of the temperature and/or relative humidity
decreasing with altitude, it will begin to increase. This layer of
warm, moist air is known as an inversion layer, and it can do all
kinds of crazy things to a radar wave. It can cause part of the radar
wave to travel in a big arc and actually pick up the ground many
miles away. Or it can cause the wave to bend down just enough to pick
up trucks, cars, houses, or anything that has a surface perpendicular
to the ground level.
One would immediately think that since the ground or a house isn't
moving, and a car or truck is moving only 40, 50, or 60 miles an
hour, a radar operator should be able to pick these objects out from
a fast-moving target. But it isn't as simple as that. The inversion
layer shimmers and moves, and one second the radar may be picking up
the ground or a truck in one spot and the next second it may be
picking up something in a different spot. This causes a series of
returns on the scope and can give the illusion of extremely fast or
slow speeds.
These are but a few of the effects of an inversion layer on radar.
Some of the effects are well known, but others aren't. The 3rd
Weather Group at Air Defense Command Headquarters in Colorado Springs
has done a lot of work on the effects of weather on radar, and they
have developed mathematical formulas for telling how favorable
weather conditions are for "anomalous propagation," the two-bit words
for false radar targets caused by weather.
The first problem in analyzing reports of UFO's being picked up on
radar is to determine if the weather conditions are right to give
anomalous propagation. This can be determined by putting weather data
into a formula. If they are, then it is necessary to determine
whether the radar targets were real or caused by the weather. This is
the difficult job. In most cases the only answer is the appearance of
the target on the radar-scope. Many times a weather target will be a
fuzzy and indistinct spot on the scope while a real target, an
airplane for example, will be bright and sharp. This question of
whether a target looked real is the cause of the majority of the
arguments about radar-detected UFO's because it is up to the judgment
of the radar operator as to what the target looked like. And whenever
human judgment is involved in a decision, there is plenty of room for
an argument.
All during the early summer of 1951 Lieutenant Cummings "fought the
syndicate" trying to make the UFO respectable. All the time I was
continuing to get my indoctrination. Then one day with the speed of a
shotgun wedding, the long-overdue respectability arrived. The date
was September 12, 1951, and the exact time was 3:04P.M.
On this date and time a teletype machine at Wright-Patterson AFB
began to chatter out a message. Thirty-six inches of paper rolled out
of the machine before the operator ripped off the copy, stamped it
Operational Immediate, and gave it to a special messenger to deliver
to ATIC. Lieutenant Cummings got the message. The report was from the
Army Signal Corps radar center at Fort Monmouth, New Jersey, and it
was red-hot.
The incident had started two days before, on September 10, at
11:10A.M., when a student operator was giving a demonstration to a
group of visiting brass at the radar school. He demonstrated the set
under manual operation for a while, picking up local air traffic,
then he announced that he would demonstrate automatic tracking, in
which the set is put on a target and follows it without help from the
operator. The set could track objects flying at jet speeds.
The operator spotted an object about 12,000 yards southeast of the
station, flying low toward the north. He tried to switch the set to
automatic tracking. He failed, tried again, failed again. He turned
to his audience of VIPs, embarrassed.
"It's going too fast for the set," he said. "That means it's going
faster than a jet!"
A lot of very important eyebrows lifted. What flies faster than a jet?
The object was in range for three minutes and the operator kept
trying, without success, to get into automatic track. The target
finally went off the scope, leaving the red-faced operator talking to
himself. The radar technicians at Fort Monmouth had checked the
weather--there wasn't the slightest indication of an inversion layer.
Twenty-five minutes later the pilot of a T-33 jet trainer, carrying
an Air Force major as passenger and flying 20,000 feet over Point
Pleasant, New Jersey, spotted a dull silver, disklike object far
below him. He described it as 30 to 50 feet in diameter and as
descending toward Sandy Hook from an altitude of a mile or so. He
banked the T-33 over and started down after it. As he shot down, he
reported, the object stopped its descent, hovered, then sped south,
made a 120-degree turn, and vanished out to sea.
The Fort Monmouth Incident then switched back to the radar group. At
3:15P.M. they got an excited, almost frantic call from headquarters
to pick up a target high and to the north--which was where the first
"faster-than-a-jet" object had vanished--and to pick it up in a
hurry. They got a fix on it and reported that it was traveling slowly
at 93,000 feet. They also could see it visually as a silver speck.
What flies 18 miles above the earth?
The next morning two radar sets picked up another target that
couldn't be tracked automatically. It would climb, level off, climb
again, go into a dive. When it climbed it went almost straight up.
The two-day sensation ended that afternoon when the radar tracked
another unidentified slow-moving object and tracked it for several
minutes.
A copy of the message had also gone to Washington. Before Jerry
could digest the thirty-six inches of facts, ATIC's new chief,
Colonel Frank Dunn, got a phone call. It came from the office of the
Director of Intelligence of the Air Force, Major General (now
Lieutenant General) C. P. Cabell. General Cabell wanted somebody from
ATIC to get to New Jersey--fast--and find out what was going on. As
soon as the reports had been thoroughly investigated, the general
said that he wanted a complete personal report. Nothing expedites
like a telephone call from a general officer, so in a matter of hours
Lieutenant Cummings and Lieutenant Colonel N. R. Rosengarten were on
an airliner, New Jersey-bound.
The two officers worked around the clock interrogating the radar
operators, their instructors, and the technicians at Fort Monmouth.
The pilot who had chased the UFO in the T-33 trainer and his
passenger were flown to New York, and they talked to Cummings and
Rosengarten. All other radar stations in the area were checked, but
their radars hadn't picked up anything unusual.
At about 4:00A.M. the second morning after they had arrived, the
investigation was completed, Cummings later told. He and Lieutenant
Colonel Rosengarten couldn't get an airliner out of New York in time
to get them to the Pentagon by 10:00A.M., the time that had been set
up for their report, so they chartered an airplane and flew to the
capital to brief the general.
General Cabell presided over the meeting, and it was attended by his
entire staff plus Lieutenant Cummings, Lieutenant Colonel
Rosengarten, and a special representative from Republic Aircraft
Corporation. The man from Republic supposedly represented a group of
top U.S. industrialists and scientists who thought that there should
be a lot more sensible answers coming from the Air Force regarding
the UFO's. The man was at the meeting at the personal request of a
general officer.
Every word of the two-hour meeting was recorded on a wire recorder.
The recording was so hot that it was later destroyed, but not before
I had heard it several times. I can't tell everything that was said
but, to be conservative, it didn't exactly follow the tone of the
official Air Force releases--many of the people present at the
meeting weren't as convinced that the "hoax, hallucination, and
misidentification" answer was
The first thing the general wanted to know was, "Who in hell has
been giving me these reports that every decent flying saucer sighting
is being investigated?"
Then others picked up the questioning.
"What happened to those two reports that General ------ sent in from
Saudi Arabia? He saw those two flying saucers himself."
"And who released this big report, anyway?" another person added,
picking up a copy of the Grudge Report and slamming it back down on
the table.
Lieutenant Cummings and Lieutenant Colonel Rosengarten came back to
ATIC with orders to set up a new project and report back to General
Cabell when it was ready to go. But Cummings didn't get a chance to
do much work on the new revitalized Project Grudge--it was to keep
the old name--because in a few days he was a civilian. He'd been
released from active duty because he was needed back at Cal Tech,
where he'd been working on an important government project before his
recall to active duty.
The day after Cummings got his separation orders, Lieutenant Colonel
Rosengarten called me into his office. The colonel was chief of the
Aircraft and Missiles branch and one of his many responsibilities was
Project Grudge. He said that he knew that I was busy as group leader
of my regular group but, if he gave me enough people, could I take
Project Grudge? All he wanted me to do was to get it straightened out
and operating; then I could go back to trying to outguess the
Russians. He threw in a few comments about the good job I'd done
straightening out other fouled-up projects. Good old "Rosy." With my
ego sufficiently inflated, I said yes.
On many later occasions, when I'd land at home in Dayton just long
enough for a clean clothes resupply, or when the telephone would ring
at 2:00A.M. to report a new "hot" sighting and wake up the baby, Mrs.
Ruppelt and I have soundly cussed my ego.
I had had the project only a few days when a minor flurry of good
UFO reports started. It wasn't supposed to happen because the day
after I'd taken over Project Grudge I'd met the ex-UFO "expert" in
the hall and he'd nearly doubled up with laughter as he said
something about getting stuck with Project Grudge. He predicted that
I wouldn't get a report until the newspapers began to play up flying
saucers again. "It's all mass hysteria," he said.
The first hysterical report of the flurry came from the Air Defense
Command. On September 23, 1951, at seven fifty-five in the morning,
two F-86's on an early patrol were approaching Long Beach,
California, coming in on the west leg of the Long Beach Radio range.
All of a sudden the flight leader called his ground controller--high
at twelve o'clock he and his wing man saw an object. It was in a
gradual turn to its left, and it wasn't another airplane. The ground
controller checked his radars but they had nothing, so the ground
controller called the leader of the F-86's back and told him to go
after the object and try to identify it. The two airplanes started to
climb.
By this time the UFO had crossed over them but it was still in a
turn and was coming back. Several times they tried to intercept, but
they could never climb up to it. Once in a while, when they'd appear
to be getting close, the UFO would lazily move out of range by
climbing slightly. All the time it kept orbiting to the left in a
big, wide circle. After about ten minutes the flight leader told the
ground controller, who had been getting a running account of the
unsuccessful intercept, that their fuel was low and that they'd have
to break off soon. They'd gotten a fairly good look at the UFO, the
flight leader told the ground controller, and it appeared to be a
silver airplane with highly swept-back wings. The controller
acknowledged the message and said that he was scrambling all his
alert airplanes from George AFB. Could the two F-86's stay in the
area a few more minutes? They stayed and in a few minutes four more F-
86's arrived. They saw the UFO immediately and took over.
The two F-86's with nearly dry tanks went back to George AFB.
For thirty more minutes the newly arrived F-86's worked in pairs
trying to get up to the UFO's altitude, which they estimated to be
55,000 feet, but they couldn't make it. All the time the UFO kept
slowly circling and speeding up only when the F-86's seemed to get
too close. Then they began to run out of fuel and asked for
permission to break off the intercept.
By this time one remaining F-86 had been alerted and was airborne
toward Long Beach. He passed the four homeward-bound F-86's as he was
going in, but by the time he arrived over Long Beach the UFO was gone.
All the pilots except one reported a "silver airplane with highly
swept-back wings." One pilot said the UFO looked round and silver to
him.
The report ended with a comment by the local intelligence officer.
He'd called Edwards AFB, the big Air Force test base north of Los
Angeles, but they had nothing in the air. The officer concluded that
the UFO was no airplane. In 1951 nothing we had would fly higher than
the F-86.
This was a good report and I decided to dig in. First I had some
more questions I wanted to ask the pilots. I was just in the process
of formulating this set of questions when three better reports came
in. They automatically got a higher priority than the Long Beach
Incident.