/ FAA

J. Glen Harperattorney at law

I20I I SKore CircleAnchorage, Alaska 99515

(907) 344-9140

April 3, 1995

Walter Andrus, Jr.MUFON103 Oldtowne RoadSequin, Texas 78155-4099

Dear Mr. Walt:

Enclosed is a final draft of an article that I had previouslycirculated for comment to you, Norm Mark (MUFON Alaska Director),the FAA, and Dr. Richard Haines. Norm suggested many changes whichI have incorporated. The FAA sent a letter saying no one there wasable to comment. Dr. Haines sent a letter regarding his personalinvolvement with this case and apparently helped Captain Terauchiregain flying status with JAL. I have included his new materialin the article, page 7.

I am submitting the article to be included in MUFON's casefiles, or for publication in the MUFON UFO Journal, or I would evenenjoy doing a 5 minute presentation at the MUFON annual meeting inSeattle this year, and have it included in the SymposiumProceedings, if possible. I would point out that no article hasappeared in a MUFON publication from this neck of the woods, andof course, we in Alaska would like to become a more visible partof this great organization by having this article appear. If youwould prefer a shorter article, I would be happy to edit it. Inaddition, further research has discovered that Dr. Bruce Maccabeewrote an article for the International UFO Reporter, (The FantasticFlight of JAL 1628) in the March/April 1987 issue (pg. 4-23).

In regard to the pictures attached to the article, I canredraw these on white paper with ink if that would be helpful tomaking them more suitable for publication. I am looking forwardto hearing from you.

Sincerely,

-I/

J./ Glen Harper

ALASKA UFO MOTHERSHIP REVISITED

April 3, 1995By: J. Glen Harper, MUFON Section Director, Anchorage, Alaska

From his Japanese Air Line (JAL) 747 cargo plane, CaptainKenju Terauchi suddenly spots a large bright light very near andalmost directly in his flight path; FAA—Terauchi interview, pg.3. Stunned, he looks very carefully at the object because of thehigh risk of collision. His speed is .84 Mach: 565 statute miles(s.m.) per hour—a mile every 6.4 seconds, 905 kilometer per hour(km) or 492 knots—nautical miles (n.m.) per hour. He is at flightlevel 350, 35,000 feet, or 10,600 meters above Mean Sea Level, MSL,assuming standard atmospheric pressure; Terauchi, PersonalStatement, pg. 6. He has just crossed into the northeast cornerof Alaska from the frozen Beaufort sea, heading toward Anchorage.

It is November 17, 1986; 6:10 p.m., Alaska Standard Time. Infront, the sun dips into the western horizon painting the sky witha thin red strip. Dusk forms ahead. Behind, it is ink black,except for a full moon shining directly behind and below on thefar horizon over Greenland.

JAL flight 1628 holds a full cargo of expensive French redwine. It is enroute from Paris to Tokyo, with necessary fuel stopsin Iceland and another in Anchorage, Alaska. Terauchi boarded theplane before dawn in Iceland with the two other members of theflight crew: First officer/copilot Takanori Tamefuji and flightengineer Yoshio Tsukuba. The takeoff weight from Iceland wasmaximum at 770,000 Ibs (350,000 kilograms). They had room for noexcess fuel. They have been in the air about four hours. Fuellevel is low. All three now see the unexpected light ahead.

As they watch, the light gradually becomes two separatelights. As Terauchi looks closer, each light takes the shape ofa cylinder, as long as it is wide, (see Drawing A) Each cylinderhas three sections. Two sections consist of multiple rows andcolumns, with rows of about five or six white spot lights, likestadium lights. In the center is a dark section of amber likeembers, like coals from a fire, glowing and changing. This sectionseparates the two other sections. The two cylinders appearidentical to each other, and are about the size of a DC-8 aircraft(about 1/2 the size of a 747). The two now fly in formation.The sky is clear. There are only thin wispy clouds on the hillsfar below (25,000 feet, 7600 meters, or 5 miles below). Thelights began swaying like a swing, back and forth in formation,"like two bear cubs playing with each other;" Terauchi's personalstatement, pg. 8. Terauchi asks the flight engineer to bringforward his camera bag. But, because of the dim light outside,Terauchi can not get a good snapshot. The lights in the cockpitare dimmed to make sure they are not seeing a reflection off the

windshield. They still do not know what it is. The lights arestill in front of them several miles, now going in their direction.On the onboard color radar, Terauchi sees a target for the object7 to 8 miles (12 km) ahead. Confusingly, the target appears greeninstead of red—the color that should register for large solidtargets which are this close to the 747.

Both pilots watch the lights for six or seven minutes beforecopilot Tamefuji calls the Anchorage Air Route Traffic ControlCenter (ARTCC) on the radio. He asks if there is any otherreported traffic near the 747. ARTCC at first says there is noreported traffic and no other craft near the 747, then:

ARTCCJapan Air 1628.... I'm picking up a hit on radar fivemiles in trail of your six o'clock position [directlybehind the 747]

Then, the Air Force Regional Operations Command Center (ROCC)is asked by ARTCC by radio (in this transcript) if they see anyother aircraft (a/k/a target, primary, surge, return or traffic)on their radar screen near the 747, which is now 40 miles south ofFort Yukon, a village 146 s.m., 127 n.m. or 234 km north (magnetic)of Fairbanks.

ROCC....It looks like I am getting some surge, primaryreturn...I don't know if it's erroneous or whatever...

ARTCCNegative, uhuh, it' s not erroneous. I want you (ROCC)to keep a good track on there, and if you pick up a code,[sic] and verify that you do not have any aircraftoperating in that area....

ROCCThat is affirm. We [military] do not have anybody upthere right now....

ARTCCOkay...I'm picking up a primary...right in front of [the 747]50 miles south of [Fort Yukon].

ROCCOkay, I've got him about his-ah, oh-it looks like about, ah,ten o'clock [60 degrees left-front of the 747], at about thatrange, yes. [several miles in front of the 747]

ARTCCAlright keep an eye on that, and ah-see if-ah, any othermilitary in that area.

Then, the lights move to the rear of the 747 as it flies overFairbanks. At this point, the 747 requests permission (since itis on an ARTCC controlled IFR flight) to take evasive action, eventhough very low on fuel. ARTCC says okay. The 747 makes a turnand drops 4000 feet (1220 meters) to 31,000 feet (9500 meters) MSL

to see if the lights follow. They do. Then, ARTCC requests the747 to take additional evasive action.

ARTCCJapan Air 1628...request you to make a right turn, 360degrees [a complete circle]...and advise me what yourtraffic does then.

ROCCThis is [ROCC] again. On some other equipment here we haveconfirmed [emphasis not in original] there is a flight sizeof two around [the 747],

ARTCCOkay, where is—is he following him?

ROCCIt looks like he is, yes.

ARTCCJapan Air 1628. Sir, the military radar advises they do havea primary target in trail of you at this time.Okay (ROCC), do you have anybody you can scramble up there.

ROCCI'll tell you what, we1 re gonna talk to your liaison sir aboutthat.

ARTCCJapan Air 1628 heavy. Military radar advises they arepicking up intermittent primary target behind you in-trail. In-trail, I say again.

ROCCAh-I'm gonna talk to my other radar man here...he's got someother equipment watching this aircraft.

ARTCCRoger sir, Would you (JAL 1628) like our military to scrambleon the traffic?

JAL 1628Negative, negative.

Captain Terauchi refuses the scramble because he worries aboutthe safety of the 747 in that situation, and he does not feel itis an imminent threat at that time; personal statement, pg. 4.

The above are excerpts from the live transcript of the radiocommunications at the time of the sighting. In fairness, therewere a number of radio transmissions during this time period (30minutes) where controllers could not find the other target on theirradar, or having once found the target, intermittently lost it.

When he does the 360 degree turn near Fairbanks, Terauchicatches a glimpse of the craft following the 747, which now appearsdifferent than before: It now appears to be two bright lights,1000 feet apart, with a silhouette of a walnut or saturn shaped"mothership" in between which is as large as "two aircraftcarriers." See Drawing "B". Note, the small 747 drawn under theright side of the larger object.

After the 360 degree turn, Terauchi immediately requests aflight path directly to Anchorage because of low fuel. The"mothership" disappears 10 minutes later, in the vicinity of Mt,McKinley/Mt. Denali. After the 747 passes Mt. McKinley, two otheraircraft enroute from Anchorage to Fairbanks are asked to look forthe object by ARTCC. Both say the object is not in sight. JAL1628 lands safely in Anchorage 25 minutes later.

This story was carried in dozens of newspaper and magazinearticles during the next several months. (See end note for partiallist of 57) The FAA did an investigation that included recordedinterviews with the crew, written statements from the crew andcontrollers, accumulation of radar data, transcription of theoriginal live radio communications, and an analysis of the radarimages. This together with other correspondence in the FAA filetotals about 1000 pages. It is all now located at the NationalArchives in Anchorage, Alaska. The FAA interviews of the crewmembers were conducted in a courteous and professional manner withno attempt to intimidate them. An FAA Inspection and SurveillanceRecord states James Derry interviewed the crew immediately afterthe flight landed, and that they "were shook up but professional."In another report the FAA investigator who questioned the crewconcluded that the crew were rational and professional and showedno evidence of drug or alcohol use. Terauchi was a 47 year oldpilot with 20 years of experience at that time. There wasdifficulty in transcribing the interviews because the crew oftenspoke in Japanese and an interpreter at times translated bothquestions and responses. The FAA had the radar image data reviewedby the FAA1s Technical Center in Atlantic City, N.J., using"identical" equipment. They determined that a second radar targetnear the 747 at the time of the reported sightings was not anotheraircraft but rather a split radar image from the 747. Apparently,this is the FAA's official explanation of what their controllerssaw on their radar screen.

A more critical look, however, reveals that the FAA's officialstory can not and does not adequately explain the radar images seenby the controllers as reported on the live transcript. Here is theFAA's explanation, from a March 5, 1987 official release by PaulSteucke of the FAA Public Affairs office in Anchorage:

Radar data received by the FAA and used to trackJapan Airlines flight 1628 on the night of the [sic]November 17, 1986, was retained by FAA. Review of thisradar data by FAA experts using identical equipment atthe FAA's research technical center in Atlantic City, NewJersey, revealed that the radar system was receiving whatis called an "uncorrelated primary and beacon target".[sic]

This electronic phenomena [sic] is not unusualaccording to Steucke who said, "It is unfortunate that

the uncorrelated target phenomena [sic] occurred justwhen a pilot was reporting seeing something outside hisaircraft.

The controller's statements, released by the FAA,indicate that they thought there might be anotheraircraft or object in the area of the JAL flight. Steuckesaid, "The controllers were doing their job right becausethey have to work with what is right there in front ofthem on the screen, especially when you [sic] have aCaptain that is reporting "other traffic" [sic] in hisimmediate area. The radar data they had was one target,moving slowly across the radar screen. They don't havethe benefit of "monday [sic] morning guarterbacking"[sic] with multiple radar images as was the case inregenerating the radar data." Review of the radar databy FAA experts revealed the "uncorrelated target"phenomena [sic].

FAA electronic technicians explained that an"uncorrelated primary and beacon target" on the radarscreen occurs when the radar energy that is sent uptoward the aircraft, (primary signal) returns to theradar receiver along with the aircraft transponder(beacon) signal and the two do not match up as being atthe same exact location. [See drawing "C"]

This explanation implies that the controllers did not see a"real" target and therefore, the flight crew must have also beenmistaken about what they saw. The problem with this officialexplanation is that it does not account for what the controllersreported seeing as stated in the 1 ive transcript. This is why:The official FAA explanation can only account for two targets thatwere within a quarter mile of each other (one radar cell apart) andonly if in the same line or flight path, because the two radarsignals, originating from the same target, must necessarily followeach other, since they are coming from the same moving source butwith a slight timing difference. That is, the timing differencebetween the reception of the primary and the secondary signalswhile the plane is crossing from one radar cell to another is theonly way an uncorrelated signal occurs.

But, in the live transcript, the controllers are talking aboutseeing the other target in locations more than 1/4 mile away fromthe 747. In one instance, the controller is talking about seeingthe other target five miles or more from the 747 ( "five miles intrail"), or out to the side ("ten o'clock position"); in anotherinstance it was reported several miles from the 747 (50 miles southof Fort Yukon, when the 747 was 40 miles south of Fort Yukon justearlier). In another instance, the controllers report a flightsize of two around the 747, which means a total of three targets,which cannot be accounted for by the split radar image, which canonly yield two targets. Also, note above that the controllers say

they are picking up another "primary" target near the 747; theynever talk about picking up another secondary (transponder) target.To restate, the primary target is the ground radar signal bouncingoff an aircraft and returning to the ground receiver; it is not atransponder code coming in. This means that whatever was up theredid not have an active transponder in it, which is required by FAAregulations for civilian aircraft at that altitude. The ROCCstates clearly that no military craft are in the area. This factstends to eliminate another airplane, either civil or military, asan explanation for these unexplained signals.

This is not to say controllers did not see "uncorrelated radarsignals", which is a common phenomenon when dealing with a planegoing 565 miles per hour and where the ground radar is locatedseveral hundred miles away. The controllers probably did see them.This is so because the plane advances into a new radar cells (1/4mile increments) every 1.6 seconds, while the FAA radar does asweep (updates the position of the plane by taking a new radarreading) approximately every three seconds. Rather, the 1ivetranscript confirms that the controllers saw something eitherseparate from or in addition to these very common split returns.Furthermore, controllers are trained to recognize these splitimages, so that it is doubtful that this type of error actuallyoccurred in this instance, especially by 3 or 4 differentcontrollers.

The fact that the UFO appears intermittently and finallydisappears is consistent with stealth technology, which is reportedin many other UFO reports. Stealth technology means that the craftcan hide itself or "cloak" itself from radar. In new conventionalaircraft, stealth is achieved by making a craft out of somethingother than ferrous metals and by making the craft in a shape wherethere are no sharp angles formed by the body which will catch theradar wave and bounce it back toward the ground radar receiver.Modern stealth crafts, like the F-117A and the B-2, are built usingthese principles: They are made of composites (non-metals, suchas Kevlar, Boron Fibers, and others) and have minimal sharp angles.A round object, a cy1inder, a cigar shaped object, or a Saturnshaped disk would seem to have a shape consistent with knownstealth technology.

According to an article in the Anchorage Daily News by HalBernton on January 6, 1987, Dr. Richard Haines, a NASA scientistat that time, working for the Ames Research Center in Californiasaid this: In the past 20 years, more than 3000 sightings of UFO'shave been reported by pilots. The sightings are reported bymilitary, civilian and commercial pilots who fly both national andinternational routes. Dr. Haines has done extensive studies ofthese 3000 pilot reports. See: Haines, R. F. "Fifty-Six AircraftPilot Sightings Involving Electromagnetic Effects", MUFON SymposiumProceedings 1992, pg 102; and, Haines, R. F. "Insights of StudyingGroups of UFO's", MUFON Symposium Proceedings 1994, pg 154. It is

believed that these 3000 reports are only a small percentage ofactual pilot sightings. Pilots do not report sightings because ofthe fear of ridicule, transfer, breach of military regulation, orlosing a job. Terauchi, who had lived in Anchorage and owned ahome in Anchorage for years, was not permitted to fly for JAL,according to the Chief Medical Officer for JAL in a statement toDr. Haines. Dr. Haines told this medical officer that in hisopinion Captain Terauchi was indeed a very good pilot: "He kepthis airplane in control at all times, he followed all requiredprocedures, he actually reported the event, and he delivered hiscargo (wine from France) to his intended destination."

Dr. Haines was informed that the main reason for terminatingTerauchi's flying status was something to the effect "we don' tthink that pilots who experience such hallucinations should beflying." Dr. Haines pointed out to the medical officer that he hadnot only personally interviewed Captain Terauchi but had studiesmany similar cases involving very large and unusually shaped aerialphenomena/objects flying at high altitude. Then, the Chief MedicalOfficer simply said that he would be pleased to receive anydocumentation of these things. Dr. Haines later mailed a ratherthick package of information from his research files to JAL. Eightmonths later Dr. Haines learned that Captain Terauchi was returnedto flying status. Dr. Haines said, "I was glad that my researchmight have helped someone else in a difficult situation." (Dr.Haines, personal communication)

The military, in this FAA file and as reported in newspaperarticles, says it believes the secondary radar images were"clutter", and therefore, it is not interested in furtherinvestigating. In the past, the military often cites the 1968Condon Report or 1969 Project Blue Book conclusion that UFO's donot exist as justification for not investigating further. Thisresponse by the military has become so predictable that it hardlyneeds any comment here. For example, there are numerous UFOreports where military jets are in hot pursuit of a UFO but theofficial explanation is always: we are not interested. Forexample, see: Maccabee, B. "Gulf Breeze UFO Photo Analyzed," MUFONUFO Journal, June 1994, pg. 3, wherein an F-15 and a UFO arephotographed together over Gulf Breeze, Florida, by Ed Walters inJanuary of 1994.

CONCLUSION1) Captain Terauchi and the two other crew members all saw

unexplained lights. They were seen many times during a half anhour. The 747 took evasive action while low on fuel in order totry to escape from the UFO. The FAA states that these men were allconsidered reliable, professional and showed no evidence of drugor alcohol use; they were, however, "shook up", which is consistentwith an actual UFO incident. 2) The controllers, both ARTCC andROCC, did see primary radar returns which were separated severalmiles from, or offset out of the flight path of, the JAL 747.

These returns could not be "uncorrelated primary and beacon(secondary) radar images" according to the FAAfs own descriptionof this phenomenon. The UFOs seen by Terauchi and his flight crewtherefore were confirmed by radar. 3) These UFOs have cloakingability, not only from radar but apparently from the naked eye.It can be inferred from this cloaking ability that these UFOs aremore sophisticated than our conventional aircraft. 4) Althoughthe military officially said the UFO image was "clutter" andtherefore, it was not interested in investigating this sightingfurther, it appears to have considered doing a "scramble" on theobject at the time. This response, of course, is the standardinconsistency supplied by the military in almost all UFO caseswhere they are involved. Furthermore, the military (ROCC) in thelive transcript states that "on some other equipment here we haveconfirmed there is a flight size of two around" the 747. Thetranscript does not say what this other equipment is, but whateverit is the UFO' s existence in not in doubt as measured by thatequipment. In sum, this case presents substantial reliableeyewitness evidence and corroboration by reliable and trustworthyindependent radar controllers. The original live transcript hereis more reliable evidence of what actually happened than subsequent"official stories" because there is no opportunity and no motiveto tell it other than the way it was.

"ftFLIGHT TO REMEMBER: Veteran JAL pilot recounts sighting ot

» .1"' oVC^tf !ffiMSi£:.ta ciy*biiarre in Alaska aviation But Terauchi remains coo-history. Since fint becoming vlnced that tb« lights be saw H R R B m l & n R B As lb*public in late December, the ID November were spaceships HlSB^^^^^Sj^^SjSI^^B&SiS^B^B&5ES^^^B&^S^^SS^BK&^B& Fairbanks Vreport* have transformed Uiia of some unknown, extra-ter- ^^BI^S^B^^^SJ^B&S^^E^SBSS&ES&BlitBBBi^^Bs^^^S^^^fn&SSSB city gave'Ter*soft-spoken. 47-year-old. An- rectrlal origin. In Interview ^8j ^^H^^E^^BJSH|B^ lBHn^^9^^^B^^^^H^^^BBS^BE^B^^H^BaHf view of the new*"chorafe-based pilot into an after interview, be method)- i&g^mmSxSiSSBE&BBSll^^S&BI&5E&[&£9^^HBXSn "7» the band ofInternational celebrity, Inter- cally makes his case, charting aBS^H^^Sffl&f&BBBSSSSBSSSSSiS&S/^SBUSStB&lmiBa » hu«e walnut-thaped.viewed by People magazine, the events of the lighting on MMHBHJ^BB9flBnHB^HH^B^^^8^^B^^^^9«li ^^Si9i th*1 appeared to b« twI^VTokyo television and more flight maps of the arctic iky |H^Bi lHBiSSV?i ^^^HlR9H^HBBil BnHi HI sU« of at> aircraft carrier.than a dozen other national One day. he's convinced HH^^H^BHD;*' i ^^B^HD^HK^^flBHEBBBBH^^BHand International public*- .oraeone else will tee the H H H ' ^ > did °' "* d'T

three yean. He ipends TeraucbTi encounter began MBS^S^BKSim tH^ • t - "-000 to 3I-500 ***- The ob-- - -several weekj i a month .flying with bit sighting of the two aSSSSSSSL^ iflwWr*' BJlYfl J"lJjflFf ™™»"»BBeg Ject descended "lo fortta-polar routes between Europe belts of amber lights. To L^offiflHwHS"*' • **1CT *-- WBFT- * *tvl* * sSK3B&&&Bm tlon." heiald.- . .and Alaika. During his time check them out. he radioed fflBKlHfflfifE^L^ . — fPT^' •J^'Vlfci' '* f:Tr-* ffffffiwP™""" ^^ TeraucU. after CDO-ofl. be enjoy* flihing for red Anchorage air traffic control- Wi&^Bi&SB^Sxfi^WaiSS&^^MS^&tKB&^^&BfBB&BSt noting with the contnllm,-*niSIw Ml?0^ L. . len~ >n>* controllers replied ^WBiH^S^^SsBSSf^SK^SSWSX^SKSSB mjde two <^'fn« turn* to- This week. Teraucbl !• that DO mlllUry or civilian •««^™i»1if1fHfgffirffffimfflHm the right, then completed ahozn« again. His phone rings fl|,bU wen In the vicinity. &SaaBSBK§&BmK^S^mn&SBBi^&llBSfB&ttBl&^&l 3lXMegre« turn. The objectoften with reporters eager to Tbe two belts of light con- Vf^^^n^an^BKmnmmaiaBHB^^^iaa^^Bf^mMi^n^^Bmi&a remained In view,bear about bis strange No- tlnued to dance In front oUhe l^&BB&BSttBaSSBBll^^^EK§S&KKSSE&&S3B^S^^Ki As the JAL plane flew putvember Olgbt. pl^e. Tenuchl grabbed for W^S&i^^H!&SBRB33B^aB^SKiS&&§SeBBttSf&ee£Sfm WoUDt UcKlnley, controllers

Tenuchi hu an Impreulve hU camnra. but realized that BfflBHfflBBffiimna^ asked a Fairbanks-boundlilt of professional credentials taking a picture would be JUiiiHklligsBilBBIiB*U^ United Airlines flight to tryto lend weight to bis rather futile becauM' there wu not PfflffifffFflff1*8™*^" iffi W to cooflrm the lighting. TheIncredible tale. He baa 20 enough light to expose the mSB^BBBBB&E&Bffl&imf&3BB&&K&HB&S&B&l Uolt#* Plu>« v<*™* off toyean flying experience. He film properly. . BffiHSgB is»iBmHB igaaaiW follow the JAL flight path at•ay« be hasn't often navigated Five minutes after Ibo m&S8B^H&tt&9&EU^HBI^BE^&B^&S5uBB&8B^Sn • lower aJtltude.the Icelind-Greenland-An- UghU flnt appeared In front W&&HU&BHBUttSSSSniUiBl^Sn&uMSlS^U^^f Jtut ^ton *** tw° planeschorage route, but he haj rou- of the plane, they suddenly ^^^^^^^^^^^^^^^^^^^^^^^^^uJ^^USUTuIT P*ssed one another, the whitetlneJy Gown other IrWM-polar moved farther out ahead of Aboy. u m muatmtlon b*«d on • description Japan Air LlnM pJlot Kenju Tervuchl pravtdtd "•*»* <"*»PP**red-f0"1**- *« P™- ".T*. ?* r^ir Wuatnlor William Haym. It •now* two *nmn»f craft Ter.uchl wy« hovered In front of the "It was like a dream. Un-

UntU November, TereuchJ fj*" ^,.J ™ _ ev]lnderl ex>ckpft window of huj 747 cargoplan on Nov. 17. At •dJctanc* lh*y app«*rt«J r»cttngul«r and. oeJlevable/'Terauchl aald.says, bfl never believed In " ll-J3 1 IB Ut*ral I lines of " *"** n*0"^ eto«er, »qu«re (M c*r*r«n h€«). He d*»crlb*d ttw lights M pulsating In th« Mulling thing* over In lieUFOs. Now. he does. He uJht that extended from • direction of the darker panel In th« mktfe. whletl h« «ald uld rewmbled black charcoal dorttd living room of hl« Anchoragethink, they're .eat by vbltor. l^itr^n^ n?u™ V *«» fl^^a P"^« «nb.n. • . ."«»«. J*r"ueh> PO.tul.Usfrom outer space. In fact, lut "f*!l .TTT' i." c^tieii tbtt wh*tever he "w w«Sunday. TerauchJ again re- P*™* to *f ™T V tli L friendly. "1 can't understaad

" ported mysterious lights of a ^T. ISLr JT*".-? K!i!" S Se*ln| tbe W° ftrange "?hUl « lowinK white »tf«. ilmllar chorage. Three controllers the technology, but it was notjpacethip during • flight to J!*"1 :™"? «"« l*° siaea_°j I »»* >everal lights In front lo the light emitted by a monitoring mdar saw what dangerous. It was completelyAnchorage. the cylln der .They appeared of and then 1 couldn't see fluorescent bulb. He turned (hey thought was an object at controlled." TT

Tbhj time, however. h« »d- to be cootroUed by comput- them, and the captain told me on hli wealber radar and »bo«t tbe lame re/eren« If be se« the objects agaJn.mlU be made a mistake He f™' be ** ". J( j!!, J*,, tbe' verc °n the le"-h»nd ll«>«* 'l '<> • 20-mile radius. polni on their monitor, ac- he's ready to try communlcat-now concede* that there waa a J*V' ^^ff? dIrBCl10"- l"* ilde." he said. At eight miles, on the left cording to Sam Rich, an air ing. Perhaps four blinks pfmore terrestrial explanation „ *1fl ! *"* •PP**™ io After about IS minutes, the *ide of ihe tcreeo. the radar traffic controller, and Paul the wing llgbti. then twolo what he taw. He agrees n«« brtgDter. lint two light* disappeared. showed a tiny ball. Steurke. an FAA spokesman. more. ,'^-

^ trlib Federal AvlMloo Ad- Co-pllot TamefuJI. lo a sep- Terauchl s*ld. Then, on his Terauchl radioed the FAA Steucke. however, suid jub- In Morse code, he iay».^min is t ra t ion of/lcUli who ante Interview, also reported left, be saw a big band of flight control ceoter in An- sequent examination of the that's "HI."

: AIR LINESOISTRIC i OFFICE OF OPERATIONS // //ANCHORAGE INTERNATIONAL AIRPORT "p o. BOX i90Q4«ANCHORAGE. ALASKA 9951*00*8

n f) A i . //I / X" <*WK/J IA/'/v S> >

An "uncorrelaced primary, and beacon(secondary) return on a radarscreen "occurs-when Che radar energy chat is senc up coward che aircraft(primary signal) return3 off che surface of che aircraft ac a slighclydifferenc moment Chan che beacon (secondary) transponder signal and thetwo do not match up as being at the sane place or same computer radarcell.

—RADAR COMPUTER CELL. 1/4 MILE- RADAR CELL

SAME AIRCRAFT

SECONDARYRADAR

• RETURN

(Beacon)(Transponder)

PRIMARYRADARRETURN(Skin-Surface)

PRIMARY RADAR RETURN

NW .KfS &X/t RADAR

SECONDARY RADAR RETURN

-CORRELATED RETURN(Combined Return)

Drawing by Paul SteuckeMarch 5, 1987 1 X 1 -UNCORRELATED RETURN

jril 15,April 15, 1987

Articles sent along with request for material on UFO sighting ofJAL #1628, November 17, 1986, -Alaska:

NEWSPAPERS:

Washington Post 1San Francisco Chronicle 7Statesman-Journal, Salem, Oregon 2Fresno Bee 1The Sacramento Bee 1New York Daily News 1The Seattle Times 1News day 4Los Angeles Herald Examiner 4The Charlotte Observer, NC 1The Dallas Morning News 2Chicago Tribune 2Knoxville New-Sentinel 1Seattle Post-Intelligencer 1Indy News, Indiana 1New York City Tribune 1Daily Record, Northwest, N.J 1The Press, Atlantic City, N.J 1

TOTAL 33

Cities/states articles came from (do not have name of paper):

Bakersfield, California 1Las Vegas, Nevada 1Rhode Island , 1New York 1Los Angeles, CaliforniaSalem, Oregon 1Mesa, Arizona 1Long Beach, California 1Atlanta, Georgia 1San Francisco, California. 1

TOTAL

Five (5) articles with no name of newspaper or the city/statewhere they came from

GRAND TOTAL

ILmlt'ii

Phutetariuin

March 15, 1988

Dear

For your edification, I have enclosed copies of a partialexchange of correspondence between myself and S&T relating tothe JAL case. The paperwork that my original letter and Bruce'sfollowup generated from S&T is nothing short of unbelievable!It was hardly worth their effort. Apparently, the magazine willgo to great lengths in order to accommodate their letter-writers—even if it means emasculating the letter.

I had given up a long time ago and wish they had simplydecided not to print my letter at all. You can see that I mailedin the original eight months agol

Mr. Schmidt's response really hit the nail squarely on thehead, don't you think?

cc: Walt AndrusBruce MaccabeeDennis StacyDave Webb

MUSEUM OF SCIENCE-SCIENCE PARK- BOSTON - MASSACHUSETTS 02114-1099 -617/589-0100

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Kaufmann's Universe, which we publish S^Kp^^SVPTflMiH^gi have liked a closer look at Comet Halleywith a list pr>ce of S34.95, actually costs f^Mr ' M^H9lftF9 might visit °ttawa duri[18 tne Festival ofthe student less than many of the other Kj5</^VlS^B^HEiv&i Spring to see the next best thing!

Refractors for Research? H^T^ ^3SSw«E A R"Sh *° JudSment?

I enjoyed Roger W. Sinnott's article, ^^lt\ *!,?*. fll^N|UjEJE& pniIiP Klass has claimed (hat the pilots."The Wandering Stars of Allegheny," in ^^V% *£$£. jfflSfrt^S*$* Wh° sighted lhe Japan Air Lines UFO

the October, 1987, issue. The beautiful ^^^tfffe j^fjm- J»^I? WCrC slaring al JuP i ter *June issue- Pa6e

instrument pictured on the cover stands in H^&"- ' M-V^ :'.f«j?R^ 603/- He made this conclusion on thestark contrast to the sad state of the l||Rv* * ~^S ^^SO bas'S °f a Curs0ry ana!ysis of the available18V5-inch Clark refractor at Northwestern EcTI 1* ^\ JT^lMSl data' A more detailed sludv- '"eluding aUniversity's Dearborn Observatory. ^jjf^ V v 3 » 3j3t£ft close examination of the recorded commu-

late last fall during an evening session for . jT . controllers, appears in the March/April,the public. The instrument has been sadly observers°The two arrowed here^fc at the '987' 'SSUe °^ lhe *n{ernalional ^^neslectcd in favor of the university's 16- north end of ^ riUe Bin 1, £*r the ^porter. There Bruce Maccabee citesand 40-inch refiectors at the Lindheimer Straight Wall. This photograph, from evidence refuting Klass's assertion that theAstronomical Research Center several hun- Zdenek Kopal's Photographic Aij i j of the UFO was a celestial body,dred yards away. Moon, was taken with the 24-inch refractor WALTER N. WEBB

h appeared from a giance through the o/Pic du Midi Observatory,logbook thai the refractor hasn't been

Charles Hayden PlanetariumMuseum of Science

Al- Boston, Mass. Q2U4used for years, except at Friday night using a 4%-inch f/10 Newtorpublic sessions. Yet it contains the very though I didn't notice the rille, 1 Sketched EDITOR'S NOTE: Klass published a secondlens wilh which Alvan G. Clark first saw an ova| area at the correct position^ of the report on the JAL incident in the Summer,the companion to Sirius in 1862. In the domes. V 1987, Skeptical Inquirer. He siiJ) maintains thaidecades after the Civil War, such skilled The new lunar dome survey of the the pilots saw jupiier. not a UFO.observers as S. W. Burnham, G. W. Association of Lunar and PlaneiaryXpb-Hough, and Philip Fox exploited the servers is continuing with success. Anytelescope's exceptional suitability for dou- observers interested in the program shoultL Sorry, Wrong Numberble star work. write 10 me. N. i u- i i_ - j j i„ . , 101/ • , , , w i u c i u i u c . \1 think the computer-aided telescope, or

Perhaps the 18!/:-mch lens is no longer IAMP<; w PHII i IPS M n ^W • ,M u • ,0,.,, , ,. i j .. i JAMbb H. PHlLLlPb. M.D. CAT^JS great {November issue, page 484).'of adequate quality — I don't know. «r.ihh« Si i ^sl • ^ u j trOtherwise, it's a real shame not to use Charleston S C 29401 W^W-^T5i ^ L

such a resource. There may be some types Charleston, S. C 29401 someone "rmght spemMO-minute,, star-ofresearcb,for which the Dearborn refrac- '"8 .J°, f'nd lhe 8»'«y NGC891.

. . , -. j .u „ „ j /-. j. /^ *. This beautifu edge-on spiral is due east ofJenecto' Canachan Comets Gamma Andro*edae.

p If you center

M. MICHAEL DORR The space missions to Halley's comet in Gamma in the low-power eyepiece of an531 E. Carpenter Dr. 1986 unexpectedly enabled me to appreci- equatorially mounted telescope and sweep

Palatine, III. 60067 ate a locaJ seasonal phenomenon that is eastward in right ascension about 19m,universally regarded with disgust. NGC 891 will be in your field of view. If

|-» J n ^ere m ^-anac^a's capital region more your mounting is well aligned on thethan 80 inches of snow falls each winter. celestial pole, you can also sweep l h 22m

1 read Stephen J. O'Meara's article on Whai lands on the roads is scraped up and west of Gamma to NGC 7662, a reallythe lunar Straight Wall with interest and trucked to dumps where small mountains nice planetary nebula,very much enjoyed his drawings (S&T: of snow are created. As the Sun melts and Two years ago 1 used Revue des Constel-June, 1987, page 639). However, he appar- evaporates the top layers, road dirt is left lotions by Robert Sagoi and Jean Tex-ently overlooked two interesting lunar behind to form a darkened crust. The ereau to compile a list of interestingdomes (possible volcanic mounds) north black hills far outlast the winter, usually astronomical objects that lie within 20 arcof the rille Bin I. They are difficult to see surviving well into June. minutes of a sweep line in any of the fourunless observed very near the terminator. The analogy to a comet nucleus is cardinal directions from a 4th-magniiudebui I have spotted them with an 8-inch f/6 obvious. This realization has transformed or brighter star. These include NGC 7009,reflector an eyesore into an object of curiosity. The the Saturn nebula (5* west of Nu

Those with smaller instruments should snow dumps may not have made it into Aquarii); NGC 6826, the Blinking plane-know that I also drew this region in i967 the tourist guides, but those who would lary (5!4° north of Delta Cygni); M33,

23£ Sky & Telescope, March, 1988

Robert A. Esposito6311 DeBarr Road #427

Anchorage, Alaska 99504-1799

July 7, 1992

Mr Walter H. Andrus, Jr.Mutual UFO Network, Inc.103 Oldtowne RoadSeguin, Texas 78155-4099

Dear Walt,

I have located a source for a map of Alaska's boroughs for you. Iexpect to obtain the chart and ship it to you by this week's end.

As a computer programmer at Anchorage Center, I was notpersonally involved with, nor do I have direct knowledge of, the Japan AirLines flight that reported the UFO sighting on November 17, 1986.However, my friend, Carl E. Henley, was the air traffic controller on dutyat the sector where and when the incident occurred. He was in radiocontact with the pilot when the pilot reported the anomaly. I spoke withCarl today about your interest in those events and he gave mepermission to submit his name to you as a primary information source.His telephone number is 907-552-4418. His current address is

Carl E. HenleyFederal Aviation AdministrationSystems Management Branch, AAL-535222 West 7th AvenueAnchorage, Alaska 99513-7587.

I hope this information wilt prove useful. Please let me know if Ican be of further service.

Warm regards as usual,

SKY PUBLISHING CORPORATION • 49 Bay State Road

P. O. Box 9702 • Cambridge, Mass. 02238-9702 • 677-864-7360

Cable: SKYTEL Boston

October 15, 1987

Walter N. WebbCharles Hayden PlanetariumMuseum of ScienceBoston, MA 02114

Dear Mr. Webb:

Jerome Clark has sent me the March/April, 1987, issueof the INTERNATIONAL UFO REPORTER with Bruce Maccabee'sanalysis of last year's JAL UFO sighting. What is one tomake of a situation where two researchers (the other beingPhilip Klass ) draw opposite conclusions from the same data?I have a suggestion that I hope will satisfy all concernedand lay this matter to rest, at least as far as SKY &TELESCOPE is concerned.

I am willing to run a VERY brief letter over yoursignature stating that Klass 's analysis doesn't tell thewhole story and that a conflicting analysis can be found inthe INT'L. UFO REPORTER. I propose to avoid any mention ofthe details other than to say that the latter article citesevidence refuting Klass 's claim that the UFO had anastronomical origin. Under your letter I'd run an evenbriefer "Editor's Note" indicating that Klass has publishedhis revised analysis in the Summer, 1987, issue of THESKEPTICAL INQUIRER. I'd suggest readers go directly to 7these sources to make up their own minds about the best fexplanation of the incident. J

If that sounds OK to you, I can distill the letter fromyour original dated July 15th. Or, if you'd prefer, you canwrite me a new letter. In any case, please let me know ifthis strikes you as a fair way to handle the matter.

Incidentally, friends tell me the Hayden Planetariumrenovations are terrific. I've finally joined the Museum ofScience after living here 8 years, and I look forward tovisiting the planetarium again in the near future to see theimprovements for myself.

Sincerely yours,

Richard Tresch FienbergAssistant Editor

Sky and Telescope magazine, star atlases, and educational materials in astronomy since 7947.

10706 Meadowhill Re!.Silver Spring, hd 20901Sept. 3, 1997

Richard T. Fienberg , Ass ' t EditorSky and Telescope MagazineSky F'ubl i shi ngBox 9102Cambridge, Mass. 02238-9102

Dear Mr. Fienberg:

I was di sappointed to learn -from Walter Webb o-f the Hay denPlanetarium in Boston that you have decided not to publi sh his1etter to you disputing the claim by Philip Klass that the JapanAir Lines sighting could be explained, at 1 east in part as ami si denti-f icati on o-f the planet, Jupiter, (re: your NEWS NOTESo-f June, 19B7, Webb 's letter to you o-f July 15, and yours to Webbo-f July 30. )

Mr. Klass was not very care-ful in his analysis o-f the FAAdata and his CSICOP publication is somewhat mi sleading. My ownanalysis o-f the FAA data disagrees with his. I was able toobtain through non-FAA sources -further FAA data which establ ishthe -flight path o-f the JAL. My analysis is based on the taperecordi ng o-f the conversations between the airplane and the airtra-f-fic controllers, the testimony o-f the crew and the othermaterial. A brief summary o-f the results of my analysis iscontained within the enclosed "comments" Klass' explanation. Ihave asked the Center for UFO Studies to send you a copy of mycomplete analysis, which provides the most complete history ofthe sighting available. As you will see, there is clear evidenceagainst Mr Klass' Jupiter explanation.

Perhaps after reading the enclosed brief analysis of Klass'expl anati ons and the much 1 arger arti cle in the ILJR you wi 11reconsider your decision not to publish Mr. Webb 's letter.

Si ncerely,

/.2 i*-t-c-t tffiBruce Maccabee

W. Webb, C.H. PlanetariumJ. Clark, IUR/CUFOS

SKY PUBLISHING CORPORATION • 49 Bay State Road

P. O. Box 9102 • Cambridge. Mass. 02238-9102 • 617-864-7360

Cable: SKYTEL Boston

August 10, 1987

Walter N. WebbCharles Hayden PlanetariumMuseum of ScienceBoston, MA 02114

Dear Mr. Webb:

I have at last received the Summer '87 SKEPTICALINQUIRER containing Philip Klass's updated analysis of lastyear's JAL UFO incident, which was the subject of yourletter of July 15th. After having spoken with Mr. Klass andread his latest article, I have concluded that SKY &TELESCOPE did not err in its June News Note reporting theastronomical origin of the UFO.

It's true there are new revelations that were notcovered by the News Note, but these appear to have simpleexplanations that don't bear on the veracity of the Jupiterexplanation for the long-lasting, bright UFO. That beingthe case, publication of your letter would seem superfluous.

Still, I thank you very much for sharing your thoughtswith us and for your continued interest in SKY & TELESCOPE.

Sincerely yours,

Richard Tresch Fienberg VAssistant Editor

Sky and Telescope magazine, star atlases, and educational materials in astronomy since 1941.

Museum of Science

\

July 15, 1987

Editor, Sky & TelescopeSky Publishing Corporation49 Bay State RoadCambridge, Ma 02238-1290

Dear Editor:

Regarding the Japan Air Lines UFO sighting (June issue,pages 603-604), Philip Klass's Jupiter hypothesis does not explainthe facts of this complicated case. (Klass himself has since revisedhis explanation.)

When the sighting began, two lights were reported about30 to the left of the aircraft's heading (215°); brilliant Jupiterwould have appeared more than ,70° to the left of . the plane, dimmerMars.about 55° left.

Klass appears to have ignored the pilot's complete descrip-tion of what he said he observed. The captain stated that he watchedtwo pairs of rectangular arrays of many lights and later a third muchlarger oval object dimly outlined. .The other two crew members veri-fied seeing a multitude of lights in front of the plane. The air-craft's weather radar displayed a target (range about 8 miles) whichappeared in the same direction and altitude as the oval object seenvisually by the pilot (again ruling out Jupiter). At -the end of thelengthy sighting, it was reported that the large object dropped behindthe aircraft far from Jupiter's position.

I believe the most detailed study of the JAL case is a 20-page discussion and analysis by Bruce Maccabee, a Navy optical physicist,in the International UFO Reporter, March-April 1987 issue, publishedby the J. Allen Hynek Center for UFO Studies, 2457 Peterson Avenue,Chicago, IL 60659. Maccabee examines chronologically the recordedcommunications between the crew and ground controllers.

Walter N. Webb

Charles Hayden PlanetariumMuseum of ScienceBoston, MA 02114

SCIENCE PARK- BOSTON- M A S S A C H U S E T T S 02H4-1099- 617 /589 -0100 - T E L E X 910 240 3601

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Outer spaces

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lin AND Dt AIM IN 17 «TILAW.(»

VENN'* PROFESSOR OF Pits

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THE UFO THAT CAN'T BE EXPLFor nearly an hour, a huge, unrecognizable something, performingamazing maneuvers, followed JAL Flight No. 1628 over Alaska.Veteran pilots saw it. Three different radar scopes tracked it.And once it disappeared, it still wasn't gone . . .

AINED

THE PILOTS DRAWINGS"Two •pacvaHp* md •moltwnMp,- b ham wtntar JALCapL Kwnjw TanucMdncrlbtjd whai t*0td rdaBowtng T47. Hb drnrhtoi hv

nra•quarlah, fBcfctrfttg bwvtit-Bkf objwet* (lop mad), DM

noutv*.- M iTMr «ppw«rwtl hITM w*v3»M*td ot Ma ajbrcnjtt.The vnonnoa* aphM* with • Bparound Th* mhMte, thw COtoMal«Jt* of two aberaft urrtora,dwart»0 M* conwMrattrarf ibifMnbebat

aaaaaaaaaaaaaaaaaaaaaj uenriim UFO M^imy^^^^^^^^^^H en j i of Alaika happened iom* wlnteti ago

By ** * ^ ^P™*" whtn the clllunry of A nthoreje erupt/id' ^^H wiih rtporl* of wevrrini light* floalinf

U ABAaaraaW ^ H high In lha night iky Tn* duty officer* elmAKUUG.nl ft ^^B tht Federal Avlmlnn Admlnlttrallon were

Vlwfl golni wlM TTit public affair* |uy »M up

DEL QIUDICE ^H •" n^hl °n th* Phon* n h« ••«""!^^^H llghlbolli weri belnj reported rivyutxn^^H — It wet w*lrd end people wer* piling

^^^H looeyV_Vfl Somebody called up ih* control lower^^H el Anchorage International and tht Uiw^^H ei laid Wefl Ihry look likeKallooniloui^^H 80 lh« reporter! Immediately went u> Lh»^^^1 hot ilr balloon p*ople and Mid HIT* iron^^H bwn flyln« balloon*? en<1i()ufleo^^^ happened that ill th» hoi el' billoon

people had full hold i banquet and awry ilngle one of them wajther*. artounled for —10 trial blew thai theory.

It wit a n'g* '.mere jnlll aotna FAA employee* with i*«nagen ita*ted ciueLt| up toih* public aTa riguy PaulSteueke, eeymg ihlnp In the hallway* llk*,"Uh, Paul mykid I* Hi me

ll tuini oul that iheleenaiata had devlied an Inventive »iy in* mute- [hfm*H>ea IDUwWling dry. d*«pt,jl*ly ur>«"«"trul AUikan wlnttr at T0b*low They wold tak*lhc*e flirmy bap from Un dn cleaner* and fe»Mon a conlrlnllm Involving thincardboard with a votive eandlHitiKk toll and »oda itrawe ilrunj logelhcr lnih«ihap*oi an X. Ir you I1|M Ih* candl* and breithe into lh« bof, ih* Utlnj will Till with light andfloat In a w»v*rr gl™ *ll tht wey up lo S 000 feel. Hu tot naj«r» would tend up di ofthne over half a mil* confoundln* Ih*adutti with manufactured ll(tith*ll(

Thee*** wai*hii|A rtllef Born* b*pflrull* turned up hin|ln| nfT It It phone«nrn — Piul Suuck* look plctum —tnd Lhal wu the mm capUvaUnt enniUi cmtr|i fmrji the vi»l fir NotlJi Intninjr jmiri

Until newt broka Ian 1 ChrlnmAtlimelhai would pro™* ff • "iore iroublwom* 10eipliln.

A v*tci>n Japan Air 1 Inn pilot In eJumbo ft! reported b»ln| ihanowrd foi•Imoei an hour bv irim«iMn| Lhel lnok«dInd bthivtd Ilk* noihlnt h» had eip*rlrnc«d inhli ?9vwrt In uieiVlra. Hitrt port btfin Tuo ihnaond ^ort ojfo i/dfcunlrr MU> o TV how did h* oVvnV ii laOlriff pwW/1 My i iptitnrt icatormlor (otnil. ft crrclrd rnnn, qutitioni thai e•lurvui bring tannai nniuvr

Hit namf TO ""apt. K*njj TtrauihlTht rre»wa««h*b(nbulllaNf -and

convinced they had *ttn nvrut'iirM thaicould bf nrlth«T i|nor*d nor r«adilf elpinned But nohirrjihed berndon* «ndat firt I ill th* PAA «r>p«ircd to bin onIt* handt *tr« highly credible peopleMPTUnt hl|hly Incrtdibl* Uiinp — (udnallng bul Inronrlmlvt The leant fllr*on ihe matter drnpprd o.nl*tly lo theboitnm of Lh« InifttlfarJon htiip, and thellthUna* Memtd detilned lofodo*n ai)ml one of thoet (riiv Alukin thlnft

Of roun* thai t not what happ«ntd.For C«pl Tt reurhl had unwlitirujly act

In moUon a wqurnc* n( tvtnlt Lhal wouldt object him u>lni«rnadoiial aiKnllon —to tinted rurioaiiy ind ga»kloi andndiculi — and ibmrh lh« PAA In proba-bly liie WUMI UFOmnucrvtnr tobtaired in the public domain tine* Uia AirForrtiol cyi of Lhc UFObutlnttaln1969

Ltt'i b*< kirtck to that b*mtn« Menday In Nevtmbtt ar<vnd lupprnlm* Intbanorlaernikleicjl Alaika where thttun dhappeati unui ihi middle ofMatch. ...

MAffGUERTTE DEL GIUDtCE it m/nquuv uefl lariltr.

JAPAN AIR LINES FlIOHT NO IS^L• Bo*ln|7*T — a heavy — lift Ictlindbound fnr Anchora|e on lha after nooo ofNr>* tT Dylnj ibovaSOOOO fMt ertdunder a ntirly full oioon. k »M lh«mlddl* I'l of i Pirl*-to-Tokyo tatfodtlivtry A bliloedofBeauJolaliwlrMh*d be*n picked up In Parit lha daybcfort along with CapL Kenju Tarauchl,F>r«t OrTictt Ttkanorl Tamafull andFlii hi Pnglneer Ycahto Tiukuba — whorode "Ith the wJ-« to '««!and and Iptrtthe night at a new hotel when til* bed*w«it too imall

Th* nc ll (fly thu> Ux>k DlB flit!irncicnl Crf el T,r clt H.o<i1 1 Over the poleAn urutahleeir cuirtnl ihmk Ih* plan*fot ebtxji two hour*, olhf rwlae ih* fliihi•aiunercniful. Bul than ihey croe»«<) theCanadian AUikjn border and headed to-ward Fort Vukon

Thirty flv* Ihouiand feel btlow. CarlH«"J«y *«• plrif Ing lh(in on h't 'tfa;•rope. The FAA i Inchorne Air Rout*Traffic Coni/ol Ctrutr hummed wfLh adim mw nilly ind flowed In redar frwn— the climau of m Inner unclumHenley i e bit muitachlowl fellow fromAjkiniai m ih k*vy black hilr md teven

Start Mpedcltcgai a rontroller Tnii WM1* tilth day of work, en overtime ibtn.

He directed IflIB t* nT dlredlj toTaJ-kretrii. md It *•* at tnu point, at UN .piana l_m«d left In ratpontt, thai thacraw headad dead Into thelt curlout doa*eneounlcr.

At flrtt, whit«v«r ll WH looked to thecnw Jial like i couple of liihU, movln|ofTIn thedlilaiwe TTielifnta could havabc«n flihier Jet* or ipeclal aircraft onip*-!*l minion*. Th« rrew Ifmrad thvm.

But ihfi light* dldn I |e awty, to FlntOfflier 1 emcln|l radioed to (round ranLrol IA Trnd om whfihci anrtwdv »1ie walunlherf with ijitm. When Henley u>ldhim no TeTiefull r tolled In ha1Un| buled«i|uaie Enflbti "Ah. ** ID ngbt twotraffic H fioni uf ui,on* mill about" A

Hcnlcv wanted to know If It wu mili-tary or cMllin, but thi crew couldn't tell

They did iw whai looked llkr avigallon-*1 llfhta, itrobe llfhti.

HatwCfi Roiet, lit. Say the • nlni of thalimb* and beacon llf htaT '

JALi Th» color la whlta and vrllow, Ithink.

Now that we* odd. White i»>d yellow.but no red, tha International < nlor forairaaft be«cona.

THPnO WFRGTHIN ANti 'irOTTYcloud t nur the mountain bct<<wthaplane The air current waiii' "dy, the ikywe* clter ai a wtndihltld an 1 Teraurhlthought the flying condition wertqult*pltaunL

Then the two ll|ht* nan«<l manauver-Inf liJu two tar mt» pbyuut "iifi eorAodor, Tiruchl would write iner. Hr hadlo trj to uk* * plrtur* of ihi — mayb*aoneoneelie would know wl 'Ml was.

Fllghi Engln*er Tiukub* ' ™<|«d Tcr.eurhl hltcamere ba|[ end a m»dyofe i rtbefUL T*raucnleMli Ita Alpha-y*) •wloaded «llh A3A 1 "> film.Intended for outdoor daytlrr- ir«neryonlha pound, and bet* b* wai tlyltifOuou|h lha ahftdowi of Iba.Ky.alimUatup. In a daikerwd cockpit ll nould nmrwotk.

H* airotd Th* autofocua 1'ru whlmdtn andout, open and elowd, like a dllatlnipupil — ll wouldn l«*i a foii'i in thedark. H* awluhtd lo manua' rocua, butUi*lhuUaT*ou1dntr*)*aar Thatheplane aumedu>ihudd*t anil h* couldn'thold the cameta «UIL

1 placrd my romtn back in ihr tamtratatarvlcorKtrimttdanefa"Vittlirtifnu

Th* cr*w wu flui*d on llitu objecta,not knowing whalloihlnk. Ihrntheeiptrienn lumed hairy — ilie ihlnjn)t&mt el them iiopptd in frwti c/ our /on.•VMini a/1 bfhJi

Tha Tntld* of the cockpit ''lonebilthlLr likea«mallden«Hih*b:' IV andT«reufhlfeli warmuionhl' lire IheaelhJnnwtr*b>|,aileaatlhr< n-^iOCS.He thoufht r* nlf hi b* flyi | lntc(h«rev t nd of *oma aircraft, In< . e mldilrcoll « 1 0

The ihlpa app«ar*d to h • -r in f'om olU>» Jumbo JeU liien flew In i vrlftlihlalth*um*ip**d allthUj hif ' M IDOOfMl*wav — a tu>n*e threw rry i'i« dull onrule ol th« iky Tiriuchio <-j u* whatlooked like eihautl pipe* i d rotailrtgrow* of arjibei end white tlfi'i* In th«middle of lht*a flylni no»l \

SotDilhlnt about UNO r iinded himof e chareaeJnr*.

None mad* toathl n» r- iMdowhitlh«M*.k|fCt* w»r*dotn(. 1<r|uchilhou|ht. Flyinj In tandem c-urtd ahjmbojet hunJIni thtoujb DacvatMOml let *n SnitT It mad* no -nti.

For IhrMtofiv* mlnulfi Ihalhlpamyed in (ormaUon witli U fumbnjtt,Lb*n mov«d forward and on lothelafLHormirv m ifrrw timafy tt- it/itatat

Thefearofamidaucolli ion hadpUMd

Wt pr&oblj iMuU hoot t '(martindanger and uoutd haw arm prrporrd Utttapt if (tit ipocohux mrr nhating un>anailytrutnuHabutoti pthrmirhia.But than was nothlnf uw »ady about

(lawteaa.conm, ucnneripoo*

•*_ ' • |,'i »'.' ,' ; '••" ' 'i1 *'|~' ' " • '• ,;'«'

THE ENCOUNTERi Ih*eighttngb*gm mar Ihabordat boiween Alaaka tndCeieOa. Anl two llghitt OMifort Yukon Hlh*J&L<>•• d**c*ndM 1o 31.000 l*«lth«| i vpoftwt b«tng loll<ni*d InfOinullOfV. 1. Trt«f linrwd In •etrd* ont Falrbmiit to th»*«whalwwItvM Bgt iitayxt with thtm. «. Rnifrf,•!)•* SO ndnutw, II dlup*purad IMW THkHthg AM tMt toward Canada.

I

U SEEN ON RADARTh» tmaB dtoflontJ elnhM

raptMantJALFOolilHa. •1B2B a* R appeared on lhaFAA'i radar icop*. At •Hntlh«FAAiaIdlrw

n«rt to tht

—...^. ob|act orobt*cie Than, altar(••towing the radarlap**, ih* •gann •»'<*

..t* Imepee lootM Okar "epwl b**con* —

accidental *choee ol Iha fumbo|atlla«H laminar ledarqulrha •that )uii happened 10 eolneldawith in* e**» e viiua) raporta.

UFO

Gconlinuw from rxeitoui poQ*

WOUND RADAR HAHNTrtflitared inylhlni near1678, w notrilni *u Iik«hrtnthe* up on trie cockpit a»eaker X band weili"erofx Pul Lh< ctpUIn MlLht dlilanre ran|e to V)mlle» — and uhiieutprtte, aomethlnf popp*dup A lirft, ptDn, r-Hindobjeti, *»*i>"(eljM toilet1»IT in tht direction of

the lhin| outaide hit »lndi*Hndar.Jipan Ali ICia DoytutUD

have vhuil eonUci "iLh Ih* uafTlcTJALi AflltmaUv* *• have radar

contact...And Iben, to did Henley — a radar hit

•bout five to Hint mild from 1026.He radioed Elrorodorf Air Force Haw.

and lh» rortre'Vr there r«pc-*td pkklr4up lomaLhinf too — e n«k nturn abouteiihi roilrt arieed of 1621 at 10 o'clock. ItUiitd e mlnuu. mi nut* aod a half. RadioInttiftitnrt andenob)»cl twnlnftorffiitcr in thr»« diflerenl radar imp**.

JAU It a. ah. I think *h .bl| ah plane

I "i ill on *»t dlafonally r*lo»tnd

palnud the tby in a redHlahaUlp«.Thaeaii tide the tide *hf r» the object! w«a

M* hadnfi/mn to tor bul tfgan Jnmrryrinr* in hod no idtq ft* Of" purputt 'I Ip ehred lh?^ could e^e llf hu liorn

Pielvon All Pr>tr* P*M and Felrbanit,

ll *Foi

(hoi U"T u^< lo <hf dartuai1 Htum juii add* (h» rVynJ afjbjnlt ondii* rhft^d bfhLnifw AhuiL/IITT IPOJ o nlhatir't' iV<3 fuToniu ipac«-ifiip Ht mial fuiouoi ipueklyt

JALiJtp«n All 1928 Ah, r«qu«tt d*-ictnl rwqueti tht» ofl* into.

H*n**r Jip*n . 1618 ketvj. Dmnnd•1 pilot dL*creUon. .. Do you (till haveyour lufTic'

4AL ^LilL eh. forriiii. eh, ah, ri|btfortnuunn In »h (ormatlon.

Harder Japtn All 1618 heavy... devi-aUona appicnnj aj n*c«iuiy for traffic.

Ihf injri /oQdAnJ uj Wt hod Co ffl<rjn^ fnjtn itiat oo;erf A ilobuUT cnft• iih a lip around the middle, the cokaulalteof iBoalrrreflcerTlen laid end toend

Wriai could II ponlbly -tnt — the

. _ ., . jp«n Ali ICiah«e«y Sir. I ea|nln| to requli ymi w m«k* a rl|ht lum.Ihrteiii le.adriieet thirr hundredand-ility<defTe« tuin AndedvUtm*what your Uafflr dtwi then

JAL Right lum, ihret liny.

bank Mrnottrrai ..

It had disappearedH e u»iy TrwrrfiJ IV« rclunwd1 ID levtl

vmr rJu

On rJi.jround.Ctrl H»nl»v «n|lu*dto hit ndar icorte. You r* not iuppo**d tohi» unknumj In air traffic control

on a

TVr* lin I much room ffir n i nnd th«lyiucn itli«i on an unquM'l "H muiualtnul between ton uol 1*1 and i iloL AconLialkr ha» (»dlnjri about n tirplina,*v«n thouih It i )uii a biUs r1 <ih on a»cof*. VVhitn be t Ulktnf U> >> I'l'oi, ha 4lnild*lhrcMkpll*lihDiir> irtponini unlduiuriabl* all' if I, andI lenity t)ob*ii topi him My awaHa and lh» oiber oont/olttr* viinwlth«

-1»ccnd

-1 D«V«I Utoufht of It a* a ' 'Ft)," h*•outdujliUi

VBTBriAN CONTROLLEH 1AM RICHrtturnrd from a lunch break nnd took

Hanlrr could davotaaDhEiitttcnltaii toI02& Etrotrujori radioed ovi i that "on•••-B oUwi Mulpmcnt btn ur hav« coo-ft o*d then U a l\\jM. OM <•! 1*0,"around 1618.

Wat It he fcJIowtnf hlraTttna«*rt U Loka Ilka to- n, yn.Oh, Cod. ...Henley ttdimd the tuw« < • < JAL and

•akedlfthaciewwutad th' military toacremhle on in* tnfllc.

fitli*. nr]lUve-aa ha wu, the pll i di<tn t »en(

tochanaiomvonrelMpllIni to r*tp him end hlirno

g hutt try

n<_«( Inftnntrfi W no_

gutmnln of talrty againit tl.Ti irgrt* QJ i. <if i/it trch

.

tpattthlp wotta ei a'L

The PAA Iblfl lupervltoi HlondSuphrni, e lean, older Irllon * n> * (inyinfnddilh b«ir<j »h^lJ|U«n tltinj ti«aand rrvhoy bo«U, lhou|hl )ott ancnAmljhi t* Mlo*4r-t IGZSalu I t* intoAiuhorgf.*.

Hb radlnand navljatioi -oighihtv^quit, Stephen* fl(urtd

So he follow*! prandurr nd alcitodIh* U 1 diatom* ofTtee. at / ichorvc*IntamaUoQaieni! tesiebod railed HankBliu — Lh« UimplanUd IJLljhomsn•hotlnchai|*olth*PAA *itd'rtjion In AJaila.

Ella* cr>uldn i knn* whei i.er Iteiitfra (aituiaot elfe rJur itenlof iilu»-Uoo. And ihvproilmlty of lite SovietUnion *u aln/t * litlat it oould b*anewrtkubtrltDtnuJ oil' oiadff*ct-

waa a

United Slaioiiplhert ihni i*oruyilneliht nwniha had UJtfilrv r rlWanonthe Trtnan R#rin| Sliall (if the AlukADliliDd of Ljttl* Diora*d* t" i bt Sonetbland of UiJ Diooied*. Th' • ml Unionlike* to tend tu D«ai boml- •* mio Ala*kanair tpace, orrjrinl (I* '••. nl« «noot>-ln| davicn tod Kmtuinn ' nviln tadIh* Unll«d Slalet like* u> »<l m lal*tl? 1 j« w Inttrctpl and eao ' L them nflTliey llalen lotaHi oth»i i < idio linnlmiulonj, obuiin radaj fren 'rnrjt*, try to

airctaiX SoniBijtn**, a3(ni iflfhlnrwdlUtrk In «o Uflil b«blnd thr i nlofaw mm* i id! aJTllnei that (!•' pilot novereven ijiowt And If the S(" • i )»i <ho**uponr|H*r h» M rrfliter ri«di<ill]ronly aia liitledoi — loohi jn»i l.l» aaplil heacon tni«ldfnin iplit |ma|«.o(lh« airliner Sh*do«ln« iitaU'd

Ovei Uie phone. Eliajti "fd ih«f«Uov•ho oiled. U riat did the p.ioi da, Uj,

IM? Did the centtr have any flight pUnion anybody Oil) could b*'

r: Do you Mil l hav* thn traflle?JAL:Afl1nnatJv« Nliwo clock.

WH ATP VER HAD SHOWED UP ONlha mllltsry radar man t Ihtr* anyrnnr*And Hmfoy wajn't I*«|A| mixh tllhtrHA hid nrvti rcilly > oUen a (ood (rackon whal*^n It *u. Unli*d Alrlmt* F1l|htN» 63 hod Jut' Uitnolf from

radioed th« pilot lojo lak* • look aroundIu25. ind a Toum C IX military nifh!«<th flirt fu offered to fty or«t aa nil

Up In ih* JAL (txkplt. 163 «*ldmak* out ih« Unll*d airliner Tb* twoplane* fluhH landlu lifhi* ai *»eh

ud •IBZ8,Ht

other

agalntl a llghl background\\tufrrflytnfihftaiindiol Mount

MrKinlfy n r tn/u- (Aal chry afrtucrrhinj m HVn (he United plant aunttry our udr Ihf ipotnrup daappnfrd fntdiirnly and tnrr* tau nottung tut thtItfhJ o/ tht mnon

Neither Unll«d nor tha ToLem C 130unaihlng other lhan th*JALfumho}et

Whatevor it «u had anlll — InalanL*.neoiury It aeemed lo Ih* ct*w — inwardthe MO, toward Cvud*

THESTUNNPDCnewof Flight Ho I6?flland«dabout 8-J6 p ID. rn Runway6R at Amborege lr>lemabonnl, ending * 60-mlnul*ordeal lh*l »fli lerrlfyHnfend fenUMlr Henley ImmediaLflv took * breath*!lofleal ihvknoUoulofhl*juL Wiih queelloni lr mymind lhal I couldn Iana*er heaal down Lo writ*

hit report, ai Ih* head of ucurity for Lb*FAA pulled up In hli Lincoln

Thi« «ould b* Jim 0*rry a atwly.bulky bearded man ftithoul hair. wSow«i onr* an advlter viih Ihe Army aSpeml Forces in Vl»tnjm He leojnlyagrnl Flon Mickle nnd liimia Vinflhl fmmflight ttandarda ran the crew aiound thebl«k a couple of limri on what they daeen We weren I leally aurt whal »enad, Derry uid luler Wa* ll a eeciinlyaituatinn. or a vlolaiiin of nil apac«7 ll

L a tirenge ihmjDeny juilifH the ceplalri lo be (very

Itab'e rompet'ni profeenon*! lle^a*lure he •«« ronr* med ll i like drMogdt'irn the hiihmay nn eji emply toad and•U of • tudden lour lighLa come up ov«rvour left windihield and folio* you for anhour laid Derry 'It pi) yourattention

Thf lirit ofTuer and flif hi engineerhadn I had ai clear or lutlamed a •!«• *tthecaplam But »hal they ia« they u«prelrv much Ih* lime," Dtrry uld Henude note* |udgedlhecre«lob*norrTuLprv/nrooof. m/uxuJ no dniftnuokfnfnt

It didn t»»»mio FWrry ihsl any furtherInvriiigadon would be wgrranleo by Mcurlly There »u nnLhlng Ihf re ne*ald U> Indicate lhal anything *a* Iniecum. If any bod; derided to do anything.It would have u> b* Lh* people *i ftlf hiatandaidi. or air liefflt conLrol

Flni»h«d al the airporl Dorrvdrov*ovar to a hilel In Anchorage where ••acurltv fuy from Waihlngtnn vat iiay-ln| — Dav* Smith manager of the FAA'aInveallgatloni and Serurlly IHvttlon. mho•a* m lorn to LaJk about dni| monitorIng program*. Dnry had ipent the d«ahonlnf himanund HelookSmllhcoffee, tnldhlmallahnullhealghting aridthe tno m*n muMd O>*r the b*vlld*rln|Ihlnp Lhal *omelimet h»pp*n In itit va*iofenttrrain «flh* far Far North, tnAjceHc* i tail fronll*r

7foi

FOR WEEKS NOTMINOhappened

Tlia FAA lnipertor» alreadyhad lh«jr hand* full -ilh farmor*prM*ln| taaea. ciatht*In *hfchptvpl* had died *n<1IhaJAI ilfhlliui rot bun I * hen1

lo Ih* hollnm of lh< InvnlrjtUontpllr Out of niht,li*a*out of mind — until the daybtfon ChriMmti, «h«n Paul8t*uck« (ol a phon* call fnMfl

Shoklchl Elba, an Anchorai* mlaurat*ur and cormpondenl for Ih* KyodoN«W»S«TIIC* of Japan.

ll f»mi [hat Cipl Tenuirhl * ip«llbinding r«pnrl «o Ih* talk if lh«<-«kpilamoni Japanru pllota The London bureau chief fm -\'iS Ihrmihl IfniKI huHfotlf n Kind of ll Tom mma Jap«netaflier* he »«J friendly wiih, ajid he hidinwrvlt^wJ Lh* capialn al Ih* FnnjmHnlel « JAl. blunt, vh«n Trrauf hi H(<Tlhrou|hUr»!onlnr>*<-rmb«r SmnKNS

irhi KlbelofonHrmIh*<lorx*ith8t*uck* ThtforjolUnJAI ii|hiln| •« aboul U> b* r»l»«d frcmItigdrarl

picked up pretty roodInform i Ucn *ald Stauck*. a l*an. illverhalrvd carxr |ov*rnm«nl employe*. Ilk*hn father btfoT* him •hodrl>*< • ohll*Pnneh* and ke«p* a Jar of MAM t on hitorganized de*k Rib* **nt*d to kno» If ll•of true

Sleuck* locked back n»* weeki In hbfll« and ItM h m Yeah ll had »mpleiely >lipp*d Ki» tnmd Klb«>ai»rlroma locnmeotar — Struck • would in*him wruKc*! inforrnalron ***avallnhleAftriall Uii*mAla>Vt Youajaallrtl|hl quettion up hw» you ten• ill aighi ani>^r

9t«>i<ke had no M«a «hai h* vat *t>ouito in into after Lht holiday* awn afterJetl Berliner of Unli*d Vren InmrnaUonalln AnchvragoiBlied untrng la

elv.ul thla JAL iiRhUni (Sit •**making the pipen lnTokyo> Steutke |0ltheTileoutaialn Berliner Ullea to JinDfrry prr>bedali(iledeap«ruidflleditlory lhal nr|hl that WM tniUtnltuMlnulionvMa

The neit day ratllty let In. Hie phone*ranj and rant and rant ll rcmlnitadSleuck* of ih* flnt bit; itory he hidhandl*Hlhr**w*ak»afrritakin|(hli tabm IftW »S*n a Kcresn Air Llnri Roel~fDC lOlaklnloffonafwntyday hadutiled down Ih* wrong lunvip in lh«*mn| itirKllun anrl nm ovu a N«»«>otHin engine rommuler OijKt *IDi elgnlp*«pl» nn bnard Th* offlre wai Inundated «llh InqulTin, day and nlghi, untilSl«uck*fouMgel lh«nev*oul that noona had beenkill«d

Bui ihli tlcrj- «aj Tar mor* IdlMynrrat

Ic — and ukUer to ahalie Struck* AMgoing to have ai m'i<h lrnublegellln|ridof i( M the JAL (re» had >ilh whaleverthot* tanacl<iua Ijjhu wer* thai had *nado»*d Ihem

Of court* moat Inquirletome Fromrtrx-rieri. Bui 9i»uck*Juil look ihtlaiarellabl* rvHectlon of genuine tunotilyamong exrage dUien* — th* r*p-*>n*rt•naonlvacting«n ihelr behalf aiatouti.

Before long Steucle atarl*d hearingmmblmga from afar thai higher upa InLh* FAA wer« queaay about any auncialion "Ilh unidtniified flying object* TB**g*ncy » Imaje mlghl b* LamlaheH

8t«u(ka had iplit for Alajka 12 ytanago, log*l a*ay frotn Lh* rommui*! andh>n!ei of the Eaii COUL and word of Lh*honeho* uneulnet* made him yearn logltptlnl picture*— hl» avocallon Heatarted to wonder where lie *M Lr*adlnghow far He ahould go.

Uk* CapL TeraurhL Sieucke had onlered ihe Jang»roi« tren* Into which arecall ill ihoM vhodare tnpuhllclv lnn>tnlh«maelvei with unidentified flying obbcu UR> mdlcatea )iui that, a flvln|objefl that la limply unidentified regard-le*t of ipe<~i'laLlon aboul Iti origin. But Lomany Ih* term h»i torn* Loeujmeal theflyinj (aurm of au per market lahlnldi.Tho»e who ahow Inltml n«k rminj U-b«l»d aa Inn beheier* In viailora fromoul«r iparc inltllertual flyntiihii otJull blrdbralni with plenty of room up-ilaln lo rent Toavoid ridloile moitMrloul relearcher* hate ttunitd to Lb*ihiHow* and ke«n iheir mnuthi ahutabout whal (oula h* [oin| on In ih****mlngly InHnltt unlvtn*

CapL Ttrauchl probably would h*v*been wtier to dn lhaL. heinild hm*«p*r*d hlmielf ihe phone till* Lh* rubbern*cklng the motbery Rut try eliteccunti he u an hone«l and forlhtljhlman By doln| htaduly by reporting Ingood<nntrlence*cim*lhing In ihe iky lhal• *in I aupp-«ed to he Ihen ht hroufhlpublic conlrovrniy unnn hlmaetl and embarianlnj u-mtlnv wlihln a profvnlooLhal li highlv conirii>u* nf ImKge

The FAA meanwhile did nol *anl loeruxiurage publrc hytlerla by cavalierlyreleairng Infnrmalion whoi* meanln| IIrould nol aaceriain. ll ^tiodlH not want locait upenlona on the crew — it had noration 10 — or cmla the Imnreulon uulIt had snythlnf to rover un, becau** Itdldn'L The FAA juil didn i knot

It wai a Icw-lou aliuatlon

THE AIR FORCE HADapent 21mndd«nlnf ynaninveiligallng UFOMDOrt*before t foil ng dow" '»•lui governtnent vauhdof.Ptfjert Blue Donk -andihaFAAruidnnlnKretllnpicking IIP where ihe retreating AU Fone hed leftoff. The UFO blue had'»it Ilielf too readily lofanlaiy end ho«i li *a*

I0(r>nlrnl |t»hii(ory had b»enpn li«r|*d «mpll(a'*d and attended Lobv myriad paneli and pro|«(jihaipn»*dIh* hni pnLaln around viihoul aettlmganyLhing — 6»cenarto laid nuiln TVVWConinvmjinA'ntnce.t 1916 bookbr Temtile Unlvanlly profewor DavidMichael Jacob*.

Ground control:Do you still havethe traffic?JALi Affirmative.Nine o'clock.

Project Blua Book hid b*en , recededby Project SlgrL Pro»rt Qr\jd» PrelectT*tnkle »llhLn*hliripolnloi A.rForc*tnvolnmtnl o«urr ln| In IS1? rhitnl hadb*eri i irtmendoua number ol ' 'FO re-port* Lhal yen _ Including is i u anpa•IfhOppJtUrdeemed in*coinie thaiiMth* Air Fore* lotcianiblej '< loIntaraptUFOa above thtnin mcapltal.3olheC1Aconv*n*dep*.. InffN*(UlUngulihed nonmillury Kin IFI* —the Rotwuon Panel — to *m m«whether the alg bllnp Ih f*»l« n InallonaJweurilv Aflet llhour»ofelu.l ™«ithmdayi, the panel conclud' ' lhal thereal danger dldn t a*em lo be n - UFOi.TrttnolilenferwuLhaUFO' porti-iwai'ni'y mor« credible b*c«i o ol Ih*Al> Porc*aauitaln»d InLerni i«p«Uthai rould eipoa* ih« public i piycho-logleaJvarrar* and akillfulr -*ti|epro-puande lhal might Induce "fitrkalMnavlor and harmful dktlruii f dulycona ll ruled authority "Th*.RiK»iai»would lurely gel u*

Inform*! critic* argued that Ihe fov-eminent *a» golnf about the invMll(l-tlan all wrong lhal Inieitlgatnri wenpTBocfupled with ihepo'ra*!*1 *'•••*.• lonational tecijrlly — Lhb IKU (I. 50*,ifUr ail Lh* h*l|ht ol Lh* Col' W a/ —•nd nol with Mrioui adenllflr nnlj n ofthe Lhoujindi of am (ram til mer lh«•wld

But nomalUr *hai Lht AJi ' impe-iple did ttrUIn UFO quart n ro-.j-unety auaperted lh»m of orch- i ratingelaborate rawer up*.

The flyliuj uucer buitnet*i n the bt|>p»l public Kleilont headech m AtrKoirt hl»lory Finally iheCoi 'on Com-mittee «n academic fnnipcon tn«dlnI WO locum* up with i nomni'iinrjr rtnAonlhealiiiau'cm.aaldeiartly i iiatlheAirFort* wanted to hear — kno» 'Igewouldn I be *dv*n<ed by funi r ttud>and Project Blu* Bonk thouM i * put totlwp

It vit. In I960 uid Lht *im mo don ofUFO* p*n*d into Ih* htndi • mdrprnd*nl mrarch^rt and print* nr mnalnvu*iKh u MUFON uA CUFOC lUMuiiulUFON«[vorkbit«d. Vfuni.T*i*\ *nd ih* J AUfn Hint I • mut fot TUFOSwdl«jlnCleTul*w 111 'havui 1

anlof currenirwearthcari

volv» Li«umaiic m*dlc*l *i«ni mioni onEnarjitnrt of difTtitnl |«D*Ta1i ntoflh*Mm* famllirt — hair Lbin t\f I In InHK-*d up lh« no** plup of ikln ii>kpn forob*<ki, «roit Iria.

No — tha FAA had no lnl» >i in•reuiJnf hl|lor7 • landtnn i .^rsl llWITT h« tov<rniTi*nl had IMI •<! iUtmon ft\L Th» »mo Monti, u> amlj hluar«lii*du>unid«nllflMin n[ob)rrt**«n In no "tr cooduclM to I ipaucrauccoDtroL

ocmrro- of Pag*. It

UFOconinuadfioniPage 17

SO "O1" YOU 1PE "'HAT

the captain and lh« FAA

Dot en* <if Uroei dav altei day(he phone unf In PnjlSUuck* 1office NHC in MB- Vnik RadioHa»eli Siat Magnime CanadianBio*d<eiting The Sunday Londoo Muroi The Fienrh NanAgenc j 1 ne. nashmninn offic* 01TRIO (he So«iet National DailyNewspaper Natinnal Public Re

1 nblir mp<in>c vtt in greatihm [he FAA decided In inter

and review (h» radii lapel Andateucke. ilartrd thinking iiralegf Vi hat »ai the FAA i rule andruponiibilily' ""hit did it *nou>7

The flcii offlfei and Ito Hlghlengineer again corroborated lhacapumi dramatic report- Buithe FAA rfftdded thai lh« radaitapei did not — namaa/ily Thefphj*ri on i«dar *a» no* thought(is h* an acddrnlal iplil image ofIhf. JAL 717 Sleucke laid and

not a wp«ret* nhjwt — a familiar

mendcrf meanwhile •dphulzad]that Uwli ledai ugvh hadn'tUtled long enough U> be con-riim*d, and they attributed thaappaiem blu to coincidentaleleclionlc rlulla:

kept falUnj new blu ofraalailaJ.•n4 uia> ihrrad of the ftoiy krplnjideHnj H» f«|t ai 1) he urnblowing "P • balloon — each

Uma ha doled oui e bit of Infoination, Uia atoiy |o( blnrr Me

In the data and trying la itayahnad of Ihe reporter* — nol

Hit BemUm, (oi ona, of lh«Anf homgd Daily Neva.

Alin lh« FAA uplalnnd lladouble ladu iignat u e "iplitb»ac«n, Bemlon Hacked downcontroller Sam Rkh who l ldblm thai thie4 conimlleii hudMm a ladar Image of an objectnear 16?* thai nlgSu and allIh'e* of ui ihoufhl ltMr« m adark or slictcO. {TbaL wculdb* RJCD Henley and John Aar-

nink, •'h" Kad iteppeJ In to h*'p

batn vfrv eit.>nf Rich (old Bernton bui nonanf lhart>nlroll«i •'tha Ume thought It might b* «(plil Imajf of Jie 7*7

Si'u'kf railed Rich In far achat- lla mndr Rich airaia of Lhtawkward r»«ition he had put theother coni'NIen In — ipesllnffnr them iilthnui (hair knowl-»die And from then on, P''1*rtleited mirrview tnquests Id6l»uc»«i ofHc* >hrrt re portrn•era mfoim*d that Rich dldn i

oui over ihe FAA amployeei"code a phonei ai work, warn

them nn Ihn itory and that fMpuliry r^iulied Ihem to gothrough public iflun.

St«uck« vnrried Uiet this milup mada him look bid. One daybe* nylng only on* control Ifbad handled 1628. and no* heflndioul ihere. mug for counting•unerviiort and lhay i«emed tob« duputing Ihe FAAl publiclyitatad p«liion' H/Tiot in tht utrtduoi nrryfady fanf (oCunkf

*> '-a-' t-e wajn't handling u

la>~intiing and (nlnn kept hap-prnm( FjHy on Jan It foiImianf* CtpL Terauchi againiepoii<d feln| unuiua) lighuinhila Hving o^ei Aujika. Onrt halanded and learned (he Iocs Lionof a rrfxirird (*oip«nHur« Inveilion he provided an riplanallni.Ai he flew near AidJC Village, th«lovn lighU had |nll»n diltnTledby bouncing fff lev trvtlall ci«aied >ben cold air got tand•ich*d b*l«n»en l>o uyeri of

nnn fliit, mliially the bforma-li-n wtt pre«enl«d aJ If tha FAA

tiyn Teranthl cojnplelned 10 r«-porter Hal flemtnn awna Ibat Itmade him look Ilka a crackpoL

Hunt EJiu tha Alaika airliafTic manifeT fell bad for thecaptain A pilot If aJvap* teeing(htn|im th*iky h*t*yi. b«caujettutl * when h* i looklnt all Ihelime. You le* thlnft, he aayi,and you rallonalite." Thai* a

itar, (hall another ilrpLmB*.Lhat'i a nivlgaUonal bticon. So

lh«r*ptalnw«t nelhi ig, and It

icen In 59 yMj« 1 flying TTienu>i Eliu h* • git to look ateverything euJ) , nl albtml ttomnow on the i -ci fijy'a |ot totake a real hud • k and My, 'Iithat another oni

Irnlda the FA ' . fTlfti, mean-•bile, the allil i Ir mtt. f can'tbtiuvtti HTwr - ill tlta intmsll

woodei Poi all ' vine line». theUiill«d 9utw or i lie. Soviet UnionWB* IfctUni ion - idvanecd «i-

plnc«7 Or coa> - ihrii vaa •physical Mplan mn he\ond Oui

onc« wtte ai 1 rtdi ••activityatomic fin Ion ih< anotntlouimotion ol th« LI uliellnn of Maifury And *u i' Mely thai In ulthe *49t unjvr t only Bdrthwould h«iln|le.i utfoi l.fef

Wa dl cairi mh uj Uia ae«dof the ponlbllli ihnt vhat Capt. 'Tereuchi docn1 '-d could actual-ly h*v* twee thr ' uyi Staucke."ffkv dvbunkrM on trytnf tokeep ui he&ttt A t the utn« Una,

SURGEON GENERAL'S WARNING SmokingBv Pragnant Women Mav Rnstjlt in FeralInjury Piemarijrp Bmh And Low Birth Weight

*'££*»:* **/'V&&M

fcRichland Kdlla"d

, ,W t ^ 1 ; /'•

Every lime thepublic affairsguy doted outInformation, thestory ballooned.

it* tollvnre «r» tayinf to k*«pth* po**lUlii7 eJli*

T1IB INQUinlRfl KPfT COMIng _ m fully Ifonj lh« m»dia end•om* from Imii-pf nJi-nl (IPO in«wU|atori Ilk* Richard llainrt. trumpart, predl*, polite Celifornu *dmUj( in irirt rimmrf bi/o-eab *ho rtill pullt out (hurt fen•timrn Wh*n pnople c*1l*dStout: t«en moiJrii to I no* •bom oihet

Blot tlfhUntv h* lent them toimaLhirinf the day, HaJna *orkt

•I NA3Ain Mountain Vlr* tt chlrf of tlw8p«o Humin Ftctott OfTlf* —lh«J t* helpln| r)rtJ|n |Ji« Intt-rim at lh* fp*r* nttipn u mil nnr» «p*C» lulU At nl|ht «nd Ml•nkendk, *t hb own vlprrua, b«tri» li k« uttk oi >.id npUIn

* tlftitlnp liki CipLTenuchr« — hb hobbr (or »jnnj.

Unnwt. hl|htY tnfiUnled, menUfkiHy IndmMl ind unlilflj lo

b« BtnbamiBedpecn. Phn, in ifrplane canairith httnunenU that etn recordphenomena — "« fly) n| Ubonta-

h*jIpblned t,E>00 of thra u illu*ir.n»or muidtnd/kfl'Jnnj of aimo*pheilt phtnoni»n«. "8gi noneih«len," h* un, I K«T« quiu «It* Lh«l tf* v«nr un»>pl»ln*d. I

r WO " Tli* AJgtl* il|hC-ln| ti one nl ihcm — but h« MytUi« onl; mJtr unuiutl thln|•bmrt II *n Uu publicity P*o-p]« lend not U> nw Aboot th«Other*. "

Like Lht <fc«n or 10 l'FO» ch»(tli fireillun )•( flfhUn <hnedfur hallinhOMi U*tM*^a(l»ilh«

r»rf*r In 3taOi

pilot H*ln*« hai )uii written aboot about — who \n JS78 rttwrt»d a iu*n(« tt*n In hit vtclnIlT then diieppeerad, whlltflyln* In a CfMne to buy wmtnayhih fot * pany

llalnei htard ebout Ih* JAL

cale hlnwK about lh* relevantrtdei tyderrj and (he dyn*mlriot Ihf IW)n| ">tl H* |fiL llnlH ofwind •'oft rhirU and irtaihriphotrajraphy H* worked theph(ine» Elmvadorf, Siauckg,

D»iry JAL. th« pilot nnd firstofficii nf (h» Unllrt Jet. And h*lnt»rvl»B»d CapL T*'(»fhl f™Lhi«* hnur» by lelephon* «ii h th*fce/p of • Japilolwlih a Ph.D. In eminc-tlni

Vfbtn Hilna whwl Tmeuchldo* thi tva objaett fi* flni **•h»d loovcd In ipicA, 1h« npulnMid They mo**, toffihtt u Iftli«7 hire t eoanon ernter ol

ilh t r»ndrwn

United |«U -h

mtin," Hilna «ked. And Ta-

ochl uldTh» l(/ht» *«nt out-"

ITWA9BOMFTIMe AFTERHf)n(# ipoke -lih lh, ctp-Uln that Philip Klin, *D

othri notnj Independent UFOfnvttilfoL^i tditncrdi > Biddypublithft Lh«T7 thii the cipulnh*d«rtu4llf b««n loollrtj *i Juplt«T tnd mi>b* Mit*.

It *•* UL* hi Jenuari by ihtn.Fot roiny y«nr», unul hcunri)-

ntJnnitnt Ujt June, Kim hidbMn Lh* unlor liHonla cdltot efAittiian II *r* and Span Tttkitd*off Mj/mn* And I™ Oinr» (htnW yttit, ht* hobby hu b«n toln»*tll(«l* •(•rrnlruly myitctl-ou> ut fen>oa» UPu t*»et," h«

H* ihlnU pdoU mate food"1 have «mf ri«d — ll toundl

hnmodMU but I UUnt II i inn —n jnohably IM fftdinf itapUalUrO Invntiftut (n th« rauntrj,If not thr *aild." hi my*. "AfUrII pan, I furi rrt (o find < CCMthit 1 did not beller* rouU beirpUlnecJ In ptoMlc or t«rLhhtens*. DM«U» o' l iri p-aldon. ll'Jwrt !i IT Important nt» UFO

TOM mil ll * Mrt ofllolrni vere * [«*l pchion Uvuif\fAnj htaxjldnlelfoidlolfnorgJimmy Ifoi7» t romplfu dbap-peg me* or other tu<h »*eiTifrt|rymy»»flrnri crim»«.

KtiM di</n t (nUf^wr DM p).lit, b#nut* t/let hsirlnj him onLATty Kln|t l«if nl(hi rtdlo•hov. n« u>>, ll •»» evidentthat h» ta rwi loo t\\l\*4 In Pni'Uh, and 1 (ton t *r-«k J«p*.n«*eflul h)i PAA ronr»cL» en»bWMm In "r**d end r-i»b« eitenilvenoU* of t Ugn*rilpif>l th* tapedrenrvriaUon bet>t«r> Ihn rorkplt•nd Ihe iround Th«n h* »fiproilmtltd Inrtouilieitterly dltrcllonIn which the rnplaln end (ten*tr*l«kln| roniijlled t profr*gWgl etlronomet " mil worked

and vliible In Ihe dirtf linn nl in*reponodUFO and Mnr» »it lu*ib«ln* end to the il|hi of Jupflfrvhlih (iiuM upltm the pilot IlnlU»l rfpntt of twi llghll.

Junll" «iu f>nly 10 ddfrwigbme th* hoilton m»llnj It »p-

comniva on n*d poo*

|^ASSACHUSETT§

Tilt SPlRrTOFM^SSACHUSETTSGREAT VALUEGLTAWAY GUIDE

PLANGETA\y

In find the bet vacant'M:issachiuera, you'll uti< our new Great Vofo>(midt (t'lfifledwfihsjon everything from fri'a'id breakfasts to glimh. >tdi From Boston t<si lire*. From Cape An< od and the islands. >ullbrdable packages fr1

i' i one went. And thenil is-it'syours free. P-< < 'upon bebw or call il-800-892-MASS>

FREE. fc.fti.nuh.

"•~

* ****

Or,

S««r InPlnar cadi in Scrt d K'

IThe sprit afNis the spirit of/

READING GLASSI

ttHtbca \1

left eoattane to k^tm to th>1aDy •roood lor i

Suit

Powe-

Ouanllly

RnnndTbOffi rttKHBTjiHOOl) Be

^ffrMf! ^ B,I MATtRNTTY• • • • • • HI iff nt If

^a^Ha^ataa^aK^ •• •• •• •• aai aai B

^a^a^^a^H?^^M.J^r^i L^LV Pa^*M^^HA^^ I

i : ^ ^ ^D^ HDH^ ^ I'• ^ ^ B^B^ I H^H

{ a aHnSBl i iBHHB• •HiBH

f ^HHHHc ^^^^^ •VOB^BMjfl Lt LlE' <onltm| n,j,y

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)nB^ ^H .

. ^^^^^- - - - r**

n^ ^Hnii ""i1- *i*°

^J^^H^ _•I BI BI•Jb H. THE COURT ATa^^ftor PRUSSIA

rf^^H- 1714 WrtlNUT

j ^B- 1714 WALNUT

f nrJt ^ ^ F'1-' ' HB*WE

"^^^f

*i n^^^B^Hfcin'CSllmb

"~ ^L^LimAaB ^BiM,r r aji HCIII'S *^L^BkB • fattfloiHIB/tai Btn b iw koiJ'T^^^d ' .....^^^w t^m • mtai

t^^^ftm \ Juf^^jM

JB MIHifl£.• JflNMJH J'KH^^•fiTCB•itL^H I uM•yBHii ^HM^ Bj ^V / "I[ ^ •• H / xrt a^a^Ba l ll / \f*|^H^^(f " *« * o'*\^^^H \*»t "fllll IlL nim.t« TL" *" "

l ^^Kd •!( IT ^kf

t L^L^EJt ta*tUIMM(•^^^^KwMrtttt4 ' •• •Vtittfuncej 1 | B*' litimt*

(JBB tahPMw

^ VB4tcd Lift* BVnl 3» Jh d dBMU'y^^ lVul wu0i|JUlljr

^W^662-Olil^••'eD9i xsa-soso

•1' ^

Ua^ rCVllW^ t^~™ t*J^

pear lo lh* pilM to b* rourhlj alhii ("w. I'tXVlfool aitilufle."Klu* vrnle la a leport for theBuffalo bw-d Commllin* fnt theSnendfic InvMlintJon of Claim*of the Paranormal of which ho uia founder

HAlNP^ COULDN Tbuvthaiheonr Itfocwedonly on the vwy gnd of

111* M-mlnute epliodo, gnd dkdnot take the crow • endre iiparl-«nn Into atrnunL

"nwra'i no vav ll could b* •planet," he MJI "TTif *utnpllotWM flrli'f Lh* airplarut |n t

itnfght line. TentKhl telli methat the ob|*rt fl™t inp^nrrd alllo'dock. then moved mil i«lh«iquiekrj U> 10 odnfk m 10-TQbafora It carne b*f I a^tlrx

That'i nnl Jupilrr he tsjt.brume Jupiter (twin 1 mriva IfIhf airplane 1* lUhle andJupiter ll liable, ll d™e*n 1 elpluln th<i bunineti" of lh». ohjert*moving tntfk and lorth Be«id*«,he «ayt the object* •*'« *nv tnoblgto be plangU.

When the. ltor> »lxnji hianJupilei ihcritT c^me over thewht» «t Um Anfhnrate DalyNe*», Hal Her nion called upTetauchl The pilot *a* ade>r>Cn| —he had rettgnlwHl Juplier duringL}U fliffhL Arwt vhfttAvAr hMLait*H him vu no ptan*L

Klsst lunched mhm tnld lhalIhe pDoi han r«t«rl«dKiieiplantlinn. Thut li par for tV cr>nr**-Wh*n a pervon b a deditaltdUKO ryllever at ihe pilot •• andm, he II alvayt deny a proulceiplanilioii Ymknnv nfoum,lhal hr i a UF"0 r*Malrr

hleif wra Tefenlruj tn Lh* rap-lain t ascend lrl«rvl*» with tnFAA ".hen aiked if Ihe No* fllfhting vni DM (aplalri e flnteip*rl«n'» " Ihe captii'n u<ld '-Itwo olhe' <>m*rnnL (Iruv fromhit borne h* had olnenM hruhllighu foi 10 mlnuli-e al *hai hejudgad U-h* 10000 fn?t And Tiv«yeara o^o. on • eargo flu hi murlhof Formosa, "when •'•lUirl cllmhm ta* tpflhand lid* hi« molh*rihlp But ha uid II vai too*»ird he »atn 1 feehng »*IL

and ha irnortd ILAih*n lo comment nn Iheie

lemitrki Sl*ucke aAi<l Th* feelthai he inv a couple r.f otherIhlng^ 1 thmi li <>var(irti|[hed byIhe h«lsn<T of ih« fad lhat he * •caplam for a lar|e airlm* end hatflown for a long lime end haJ •great daal of ret pontlblllly

AT A TEI1TA1N POINT. THFPAA decided nol to rclerua anymore Information until all themaienal h«! bre- ia^(— 'd a-dKmilniitd While iFie lid «ei on.Dm, the air IrefTir munagrrhandrerri*d Ihe radat <tnr parklo WejtiinjWm and picked up

IkrvTvSafTet t be FAA'i directorof An TiefHc Bvg'uaU^B andAnalj h. Then rnlst-km *u tolakeaflneli<xidlook al iheioditretuin*. vlLh the help of ihe rtoTfal lh« FAA Txhniuil CantCT biAtlanllc City The computertht re njuld r*(en«tl« Lh* ilfiulaLnlo a pMlRTn by ilrin|lng ijwraIOtelh*r like pearli

TTidf looked and looked andlonkeo ei IL They played theradio lap**, uylni to if malethe actual •ccnarbi. P^va Umeithey 1o"k*d «i IL

"We come lo lh» conclirtlon.1*tayi Eliii, lhal, uh, xfu know

w* can 1 confirm tMir deny tfUu Icrewl had nervi «*id anyU-'"(. w »oyld hav» aa.d. We•e« thai erory day.'" It wouldbase b*cn parwd off ai a iplllbeacon m urHnrrelated taigeL

Thli oeoin when th« ngnalcorning off Lha tktn of the allplant and the ttgnel cooling outof Lh* airplane a Iraniprj-derdon 1 hit lh« ground »l eiactJyIhe tam* m^mrnL ll i tu*l litean Mho " uy* Flint. On In* ladaitcfff lilwt<ilikealilllednln*jtID in* t)*ih lhal reprwnli Ihealrplnne. Flia* nolired one oddIhJnf The dou jumped around Inrelation Lo the tin*1!, ll >un'tunhee'd of bui ll mm t uraaleither

What ney hav* caur^d thetpMl beacon cei not detetmlned.flirt r ilh 5iAuek« and £llAtafietd Lhat the cotnddenc* inueiliaordmnry — a rrei* r*rKTTljrgjeorrjeihmi ouUlde then windo*and on Iheir corkjjll f»dar at lh«U3e lima thai Ivith the, mUiiiijand the FAA trrit irrtMra Enter-mlUrm >a<1ar ilgnnti in Uwplanee nrmily 1lfucl» penadoff Ihe tynchronlrlly of «vnntl n•Ironic

3ey* Rim "Vou un 1 be abM>-luiply pmiiive Thai a an hornetanivtr The PAA la nol Mjlrflll poeiUvelv abeolulelf vithoutaihiadow of a doubt, u t aplltbtacon. . . We neither confirmDOT den;."

Rlln relumed to AlatLa withhit 'imnrliMk* mulu The Ad-miral" PAA administrator Don-tk) Pnicn, an old jel pOVit,•ant*d to b« k*pl ahteaM of *hat•a> ghat, »« Elir« and the con-trfillerbriefed him hv phnne Andinmo-ine on Heriev StJT*r > «taffbntfed Ihe ptrtrdenUal tdann»d»l^>r

nVTIHSTIMB, AU TI ITMAU-mli releted to Ihe No' 17tifhllng *ere Ukkllng Inui PaulSieutke i ofTiie fiom half a doiendifferent plncri. and he Kbod-uleil a ne<n n>nfrience for Marcht In Anchorage

He tlio dtew up an eilraoidi-nary ordei form c! maicrlaJa re-lated to the lighting —Terauchl't narrative report, forInilanee (11.10), or tapta of ton-venation between rrourid con-

The pilot wasadamant —whatever hadtailed him wasno planet.

ground cnntrol could he Lurnrdav»r lo lh« Am^rlar iMlr frr •fee.

Beak in Ftbroary hpost card from C«pL

Halnn folln* up Ictlertfoi lh» rirltbut thinflv Art galling hit" ^—

rni Ih. ihlflmntrol foom

n.jht of (he tlghllrif fru hadacme m*r)inl problem* and la on

ck leave Hf MI<I (Sii if hi had

trol and lh« JAL (150). or9 by-'P f'swy b'nw-

up* of radii eignali (HO) The

the ullimit* milrl* Inoh *tInritniinft/ biurt* lilllf lnrlHrnL A tu>ry aluml It ran <r*ti the

kept hl«•hni, in i. ild ahil hf hod lo tf|] ua hu

(.arl llrnloj, fho hamtler! th«JAL (light that night, «.»nu youto bnim he » jun antonuoner wnitlifcH hn jib |l«dlike to talk tn CapL Tngurhl rn«

— Vi* fcali ihLhruughand find mil wheiher ihereanything h«th( ptlnl thai h* rjirjri I do

Paul Slciicke and hn W«out to d'"M toni(ht of Ihe final nut* rvnlfrtnrr .In Alaila »*t» f irrMng hitaitwoik h» WAI fliOmi wUr. aIhirrt In llr.r, tnlu «nrf r,f nuabfint lo I* nnm»d aployre of tln» tf^r In a romprulion Imolv.nj 30 U 1 ectnrUi If,the

And I apt.vtlfiin pil I »hi did hi* dutyand rr|Nirii-'l *hat h* ia* hatmoved h«fk in Tolvo aflfi lhi»eVf »t» in Ani.hi>i«l« tlirrr he had

tn rinh foi ird andMlmon. The ta*y (|>»t ulnlion Itinrt h« dedrted w <ti«r«ri(? himtf\f Frnni B" "vfnl thBt h«d

m mo'tharn than g.udOut IAIK",iiir,t ii uiinn Th» <-«jiiain Iffllnai'iii.[i,iM fiih (he anlmr loUN .n, nr «Vu> , Dili thai heilandt Cv bn srtrHinl — «nd d

i1.* U

New» n-pxirter Hali *«h

Ml he gotChoosesofas.sleepers,sectiorecllnersranging

more ltd. *ni »llh; h« tfitwi fi.nlmtr-l Put

ha rrmoinrit runvmrfd lhalFlight No I£:K had m(rxinlfrrd H m«lhmn hifh\y nd

Irrhnolof Ically andrlv (n havp r-il|ir.Atad si

EarthI fin I undmland th* t«h-

nnlngv lit i,. Id Btmran. "but ItftM n.ii (tin»-ioui

* n nf|(llTB«,Trraiiehlum) n» nujjhi try blinking his• Ing lijhu f.. if hmr?l ""•" t»(femore Hi m Mor»» fodf Andpi-rh«p* . nf ilny w.mi-..ne flsemil ™« ahM I r n,n hr (aid «ndhis conn, vcmnl fiji'ricnfe »ill

You getCustonon

"I think imtl Ih» cupUtm "ntn «r»i> Iln» rwr rl D

There "fr» Kunditdi fit r»fjueita foi "enout part* ofpacing* Mdtr iJiAn a few wantedLh« »Mf thing*a.nlfl it fight a1

THE FI'LL AND FINALiinwa cunfennce thai WBIIntenrlsd tn kill thii imrv

once «iid foi all «u an mi,.limaetie fvpnl n( uhirh iht r A Arf'patpd t»o |v unfit of rlwnmfntiand nnconrlmlon" litplur* in a <pnci"ii( rnom »nh anArnfrii-in fl«( In a foinff <ndunfalhoniablf Hiapiann ff anpi AI if * And rn^flr ilgnali upon I he*hil* boafdl Innt Irnfij [hf h^i

SUijtkt *a> ih* nnlT FAA p<»on available I.'Iff hhd c«ll(-d up Ihe Allp*Hiplf end theyijilnci I" «»y Thtir rMdniwjs rlutt" lh»t vaa no nmrnble end lh<And nonf of thf FAA « ttthmrnl

qnr>lion> ha laid, b*(«u>«Mil

ahoul it.rtf inlr*, the FAA

UFO buKinc-K HM,lA*jt br inLh« UFO bii^in«M i»l|U Future,nnd did nM inl»nd t««Btrittrl a

' W« pimurd [hit (rot«would rail an rprialinrtalvif* W» *pre oul tmirrt if Ihprf ni another aurmlilhi>if »hich vt weft nof ablr Indo on* >av or thf oLhf r

l)» HIil rntnh. n a cuuple nfolhur unuiual (ft If M dramaticpital vgiriiinjr* abo^e Ataaha, birl(Jif hntMrn line on (Mt (jn« »a«Ihtil IVi> lately nl Ihe aJi IrafTU

EPILCMWB

R I C H A R D HMt.EJrnin.-ftj on (n olhr<r 'kfUJnjnj hy

go flo»n ea • gmxl ent» h»Nnl [hf hm li.ii « ijgivl ti.li

fgaf fof fchifh ihfm ia no I ical fiiilftnfl[i^n Riil hf'athe publi'ilv it general

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ANCHORAGE, ALASKA, FRIDAY, MARCH 6, 1987

THE OFFICIAL WORD ON MYSTERY IN TI

i.igr PnJv News'Mictw'1 Pr-rv

FAA spokesman Paul Steucke waits as reporters read his agency's findings about the JAL pilot's sighting of a UFO.

FAA has no conclusion about UFOBERNTON The FAA originally said radar data flying over McGrath. As two pilot-

News reporter confirmed a UFO sighting in the area, examined a weather radar, they noLir.-dThe Federal Aviation Administra- But after a lengthy review of tapes, the a "target" out in front of them.

tion Thursday released the results of its agency determined that three control- "Up at our altitude. (35,000 feet)investigation of the celebrated Nov. 17 lers on duty that day were mistaken — you haven't had any UFO repor^sighting of UFOs by V Japanese Air the radar did not pick up an object. lately?" one of the pilots radioed t i nLines crew. There was first-person tes- However, reporters who flocked to FAA controller.timony from the JAL crew members, the press conference from as far away The crew reported the target quick I.-.statements from controllers and reams as Japan and Philadelphia did not go moved off their radar screen .v ..-of radar data. Everything but a conclu- away empty-handed. Each received a estimated speed of 300 miles a m i ' i i i i -sion. free copy of the FAA's anthology of the They reset their screen from a 50 rv

• "The FAA does not have enough event, a thick packet of documents, to a 100-mile radius. They briefly sp-i-material to say that something was tapes and radar photographs. And also the target again. Then it became losi ithere," said Paul Steucke, an agency news of a new mystery to puzzle. the radar clutter created by the AinCspokesman. "We are accepting the de- The FAA disclosed another UFO Range. The crew never saw the U'scriptions of the crew but are unable to sighting on the evening of Jan. 29 by Q~»Rsupport what they saw." the crew of an Alaska Airlines plane . See Back Page. UFO

Anchorage Daily News Friday, March 6, 1987

UFO: FAA releases reams of data from investigation, but comes to no conclusion about pilot's sightingContinued from Page A-1

the UFOs on FAA rad; ir. considers the air traffic sys- There was no danger, but it lines plane to check out the strange intensity that "I can-__ , But also on Thursd iay, the tern safe and the case closed. created many questions that a sighting. n°t describe . . . not even inexcept on radar FAA released a formal . review "We are not in the UFO human being cannot answer." In an interview with FAA Japanese.

The FAA did not have °f ^e controller rad< ir tapes business and don't intend to . Terauchi said ne first saw °ffici*LSl. Te,rauchi Sid JhS But in two interviews withground radar coverage in the by New Jersey-based agency be Steucke said. two spaceships that hovered Nov. 17.^ident was^ ^VJilr FAA officials, he said he

-. ^ r ,

McGrath area, so there was technicians that conch aded the Does that mean the FAA almost stationary. then rapid- UFO siehtlftfi °' hlf. 2.9-ve,a.r didn't know whether the ob-no way to confirm the plane's controllers mistaken! .y inter-, doesnt believe the reports of t lsed across the sky. career as a pilot. A fourth jects were UFQs .iwhen r

sighting. Agency officials in- P«ted a split-image: of the the sightings from the JAL .fM£t unexpectedly. two sT

lg g I**?? n^HS « was interviewed here the firstterviewed crew members af- JAL plane as a seconc 1 object. crew?. Not at all. "As far as spaceships stopped in front of t 01}3?, jate

tr dlSmi«!rtf5 time by FAA personnel," Tsu-

ter they landed, but formed e, « « u rV for t una te " we know the whole crew are o£r f shooting off lights. fhe lights of a town reflected kuba said in his second inter-no opinion about the Alaska Steucke said, that the split people of mtegnty and did Tfae inside cockpit shined m the clouds by an air mver- view> -j was not sure whetherAirlines sighting. im,aee appeared "jus .t when a report what they saw accu- brightiy and i fclt warm in Slon' . the object was a UFO or not.

FAA officials Thursdav P|lot *as reP<>rtin g seeing rately. Steucke said. the f ,. Terauchi wrote in Co-pilot Takanori Tamefuji My mind has not changedhad mo« to ?av about the SOI"eJt

hln« outside his air' ^^J^^ ?* ^ot his report to JAL officials. ' and engineer Yoshio Tsukuba since then."naa more to say aoout tne craft. of the JAL plane, describes - j t^ M«ltarrtuD^ ««K4- ^ ^ * •• -^ i. ** jNov. 17 reported sighting of Steucke said t .he FAA the sightings in almost mysti- Later, as the JAL plane ^d the November sighting Tamefuji said he spottedtwo smaJl UFOs and an enor- launched its three-] month ex- cat terms in a December re- flew over Fairbanks, Terau- J?* ™i?h P A A ««• " f the first senes of lights aboutmous "mothership." The JAL amination of the November port titled "Meeting the Fu- chi reported a third UFO. a yiews "J th FAA officials the same time as the captain,pilot's initial report appeared sighting to make sure some ture" to JAL management. huge spaceship the size of two confirined parts of Terauchi s and that they followed theto be partially confirmed by strange airc.raft w asn't men- "Once upon a time if a battleships. He said the space- account. plane. 'But he said he couldthree -ground controllers, who acing tne jjafety of the air hunter saw a TV. how did he ship followed the JAL plane Tsukuba. the flight engi- not make out the large object.saSd in statements released at ^traffic control 'sys tem Since describe it to other people? south of Fairbanks, then neer, said he saw strange spotted oveiiJ Fairbanks oe-the press conference they the radar didn't pick up a My experience was similar to abruptly disappeared as con- whi te and amber-colored cause .Jj followed on Terau-thought they picked up one of second aircraft, th-t; FAA now this," he began his tale. ". . . trollers directed a United Air- lights that glowed with a chi's side of the plane.

PHONE 512/379-9216

MUTUAL UFO NETWORK, INC.Th« Scientific fnvti/igofron

of Ur\id*ntifi+d Flying Ob/vcfi

WALTER H ANOPUS. JR IC3 OldttMrna floaol-lerna'ioral D.:BC:CT Seguin. Te-as 78155US*

APARTMENT OF TRANSPORTATION

FEDERAL AVIATION ADMINISTRATION

March 5, 1987 ALASKAN REGIONFAA Public Affairs p- °- B°* '«Alaskan Region 701 c STREET701 C Street, Box 14 ANCHORAGE. ALASKA 99510Anchorage, Alaska 99513 n - - , ~ "

6 OFFICIAL BUSINESS

PENALTY FOR PRIVATE USE. »3OO

MEDIA:

HERE IS A COMPLETE COPY OF ALL THE MATERIALS FAA HAS RELATIVE TO THE JAL 1628

FLIGHT WHICH REPORTED SEEING: UNIDENTIFIED AIR TRAFFIC ON NOVEMBER 17, 1986.

NOTE THE YELLOW TAG ITEMS. THEY WILL BE OF YOUR PRIMARY INTEREST.

ITEMS # 5, 7, 8, 9, lOd, 13, 20, and 21.

(SEE ENCLOSED ORDER FORM FOR WHAT THEY ARE.)

I SUGGEST WE TAKE CARE OF SOME HOUSEKEEPING AGENDA BEFORE WE START TAPING AND

OR RECORDING.

I SUGGEST IMMEDIATELY AFTER THAT WE TAKE 15 OR SO MINUTES FOR YOU TO LOOK AT

THESE EARLY ITEMS BEFORE I START MY BRIEFING. THINK ABOUT IT.

PAUL STEUCKE

Anchorage Daily News65 96 PAGES ANCHORAGE, ALASKA, FRIDAY. MARCH 6, 1987 Pt

THE OFFICIAL WORD ON MYSTERY IN THE SKY

Anchorage Daily News/Michael Penn

FAA spokesman Paul Steucke wafts as reporters read his agency's findings about The JAL pilot's sighting of a UFO.

FAA has no conclusion about UFOBy HAL BERNTON The FAA originany sajd radar data flying over McGrath. As two pilotsDaily News reporter confirmed a UFO sighting in the area, examined a weather radar, they noticed

The Federal Aviation Administra- But after a lengthy review of tapes, the a "target" out in front of them,tion Thursday released the results of its agency determined that three control- "Up at our altitude, (35,000 feet) . . .investigation of the celebrated Nov. 17 lers on duty that day were mistaken — you haven't had any UFO reportssighting of UFOs by a Japanese Air the radar did not pick up an object. lately?" one of the pilots radioed theLines crew. There was first-person tes- However, reporters who flocked to FAA controller.timony from the JAL crew members, the press conference from as far away The crew reported the target quicklystatements from controllers and reams as Japan and Philadelphia did not go moved off their radar screen at anof radar data. Everything but a conclu- away empty-handed. Each received a estimated speed of 300 miles a minute,sion. free copy of the FAA's anthology of the They reset their screen from a 50-mile

• "The FAA does not have enough event, a thick packet of documents, to a 100-mile radius. They briefly spiedmaterial to say that something was tapes and radar photographs. And also the target again. Then it became lost inthere," said Paul Steucke, an agency news of a new mystery to puzzle. the radar clutter created by the Alaskaspokesman. "We are accepting the de- The FAA disclosed another UFO Range. The crew never saw the UFOscriptions of the crew but are unable to sighting on the evening of Jan. 29 by csupport what they saw " the crew of an Alaska Airlines plane See Bac* Pa9e- UFO

Anchorage Daily News Friday, March 6, 1987

UFO:~^^^^^^^^^^^^^

FAA releases reams of data from investigation, but comes to no conclusion about pilot's sighting1 from Pao« A I the UFOs on FAA radf ir- considers the air traffic sys- There was no danger, but it lines plane to check out the strange intensity that "I cai— 9 But also on Thursd lav. the tern safe and the case closed. created manv Questions that a siehtine. not describe . . . not even iContinued from Page A-1 the UFOs on FAA radf ir. considers the air traffic sys- There was no danger, but it lines plane to check out the strange intensity that "I can-

But also on Thursd jay, the tern safe and the case closed. created many questions that a sighting. not describe . . . not even inexcept on radar FAA released a forma] . review "We are not in the UFO human being cannot answer." In an interview with FAA Japanese."

The FAA did not have Pf ^e controller radj ir tapes business and don't intend to Terauchi said he first saw ?Tfficia!,s'. T^ra"chi s*id*h* But in two interviews with

ground radar coverage in the by New Jersey-based agency be Steucke said, two spaceships that hovered Noy^ 17 incident was the third FAA off ic ia lSj he said heMcGrath area, so there was technicians that conch jded the Does that mean the FAA almost stationary, then rapid- UFO sighting °* h« 29-year didn>t know whether the ob_no way to confirm the plane's controllers mistaken! .y inter- doesn t believe the reports of , pulsed across the sky. career as a P1! ' A _?OUI1n jects were UFOs. "When Isighting. Agency officials in- P«Jed, a split-image of the the sightings from the JAL .fMo

Fst unexpectedly, two sighting Terauchi reported in was interviewed here the first

terviewed crew members af- JAlK?lan.e as a s^onc J obJect" crew?' Not at a!L , As far as spaceships stopped in front of Jan"a?i

ne !ate.r dlsmissed as time b FAA personnel," Tsu-ter they landed, but formed „ rt IS u n f o r t unate ," we know, the whole crew are Q^r face shooting off iights the lights of a town reflected kuba said in his second inter.no opinion about the Alaska Steucke said, that the split people of integrity and did The ins'ide cockpit shined m the clouds by an air mver- view, "I was not sure whetherAirlines sighting. iniage appeared "jus .t when a report what they saw accu- brigntly and I felt warm in Slon' the object was a UFO or not.

FAA officials Thursday ±ethTnfi oTsUe" Vs^l? ^Keniu Terauchi the pilot the face," Terauchi wrote in Co-pilot Takanori Tamefuji My mind .has not changedhad" more to say about the "aft" of the JAL p^e describes his report to JAL officials. and engineer Yoshio Tsukuba since then."Nov. 17 reported sighting of Steucke said 1 ,he FAA the sightings in almost mysti- Later, as the JAL plane said the November sighting Tamefuji said he spottedtwo small UFOs and an enor- launched its three-j month ex- cal terms in a December re- flew over Fairbanks, Terau- was their first. Both, in inter- the first series of lights aboutmous "mothership." The JAL animation of the November port titled "Meeting the Fu- chi reported a third UFO, a views Wltn *A* officials, the same time as the captain,pilot's initial report appeared sighting to make sure some ture" to JAL management. huge spaceship the size of two confirmed parts of Terauchi s and that they followed theto be partially confirmed by strange aircraft w asn't men- "Once upon a time if a battleships. He said the space- account. plane. But he said he couldthree ground controllers, who acing the safety of the air hunter saw a TV, how did he ship followed the JAL plane Tsukuba, the flight engi- not make out the large objectsaW in statements released at 1 traffic control lsys tern. Since describe it to olher people? south of Fairbanks, then neer, said he saw" strange spotted overf1 Fairbanks ber-the press conference they tne radar didn't pick up a My experience was similar to abruptly disappeared as con- white and amber-colored cause il followed on Terau-thought they picked up one of second aircraft. th-£: FAA now this," he began his tale. "... trollers directed a United Air- lights that glowed with a chi's side of tne plan6-

I'NCuRRELATtD RADAR SIGNALS

An "uncorrelated primary and beacon(secondary) return on a radarscreen occurs when the radar energy chat Is sent up toward the aircraft(primary signal) returns off the surface of the aircraft at a slightlydifferent moment than the beacon (secondary) transponder signal and thetwo do not match up as being at the same place or same computer radarcell.

—RADAR COMPUTER CELL, 1/4 MILE-- RADAR CELL

SAME AIRCRAFT

SECONDARYRADARRETURN

(Beacon)(Transponder)

PRIMARYRADARRETURN(Skin-Surface)

^PRIMARY RADAR RETURN

SECONDARY RADAR RETURN

CORRELATED RETURN(Combined Return)

Drawing by Paul Steucke5§ 198? ( ] -UNCORRELATED RETURN

© MemorandumUS Departmentof Transportation

Federal AviationAdministration

Subject'INFORMATION Date: „ , _ l f t e _March 5, 1987

Material relative to JAL, Nov. 17, 86,sighting of unidentified air traffic

Reply toFrom: Attn. ol:

PUBLIC AFFAIRS OFFICER, AAL-5

To:ALL REGIONAL FACILITY MANAGERSREGIONAL DIVISION MANAGERS AND STAFF OFFICERS

The attached selected information regarding the November 17, 1986,sighting of unidentified air traffic by the crew of JAL flight 1628, hasbeen forwarded to you for you use. This is public information, no copyright,and you can share it with anyone else.

Thought you might like to read the data yourself.

Sincerely,

Paul SteuckePublic Affairs Officer

March 5, 1987

Selected MaterialRelative to the FAA Investigation of

Japan Air Lines flight 1628Sighting of Unidentified Air Traffic

on November 17, 1986.

CONTENTS

1. Alaskan Region News Release #87-09, "Release of Documents..."2. Selected Portions of (Voice) Transcriptions, Pilot/Controllers,3. "Uncorrelated Radar Signals", an explanation.4. "Lack of "Scientific" Investigation", a statement.5. Record (transcript) of interview with JAL Captain Terauchi.6. Drawings by Captain Terauchi.7. "Meeting the Future", statement by Captain Terauchi.8. Record (transcript) of interview with JAL First Officer.9. Record (transcript) of interview with JAL Flight Engineer.10. Statements of air traffic controllers at Anchorage Center.11. Investigator statement, Form 1600-32, James Derry.12. Investigator statement, Form 1600-32, Ronald Mickle.13- Inspection & Surveillance Record, James Wright.14. Other "Unidentified Air Traffic" sightings, FAA file, Alaska.

Prepared byFAA Public Affairs Office

AAL-5Alaskan Region

701 C St., Box 14, Anchorage, AK, 99513

News:US DeportmentofTronspcmtion

Federal Avjatlon K2M". 995 ,3Administration oo?) 271-5296

FOR RELEASE ON CONTACT: PAUL STEUCKEMARCH 5, 1987#87-09

FAA P^IOTES pncHHEOTS ONREPORTED UFO SIGHTING LAST NOVEMBER

The Federal Aviation Administration today released documents relating to thereported sighting of an unidentified flying object (UFO) over Alaska by a JapanAir Lines flight crew on November 17, 1986, saying it was unable to confirm theevent.

The material was issued by FAA's Regional Office in Anchorage, Alaska, andincluded transcripts of pilot-controller communications, interviews withcontrollers and the flight crew, radar plots and other data.

FAA's Regional Public Affairs Officer Paul Steucke pointed out that FAAnormally does not investigate UFO sightings but pursued the JAL incident in itsrole as the operator of the air traffic control system. He said the agency'sobjective was to determine if there was an unreported aircraft in the vicinityof the JAL flight that could present a safety hazard.

As part of the inquiry, Steucke said, radar data of the JAL flight track wasreviewed by FAA experts at the agency's Technical Center in Atlantic City,N.J., using identical equipment. They determined that a second radar targetnear the JAL flight at the time of the reported sighting was not anotheraircraft but rather a split radar return from the JAL Boeing 747.

Technically, this is known as an "uncorrelated primary and beacon targetreturn." It means that the primary radar signal reflected off the aircraft'ssurface did not correlate exactly with the pulse etr.itted by the aircraft'sradar beacon transponder. This phenomenon is not unusual and gives theimpression of two separate radar targets.

Steucke also noted that FAA controllers who monitored the JAL aircraft saidin their statements that they thought there might have been another aircraftbecause of the dual radar targets. However, a northbound United Air Lines jetthat was diverted by controllers to intercept the JAL flight path did establishvisual contact with that aircraft but the pilots saw nothing else.

The Nov. 17 UFO sighting was reported by JAL Captain Kenjyu Terauchi on acargo flight over the polar cap from Iceland to Japan via Anchorage. CaptainTerauchi said he had visual contact from approximately the U.S.-Canadian borderto south of Fairbanks. On Jan. 11, 1987, Captain Terauchi also reportedanother sighting in the same general area as the first.

Steucke said FAA is satisfied that the safety of the air traffic controlsystem was not compromised by the Nov. 17 incident and plans no furtherinvestigation of the circumstances.

AAL-5, FAAFebruary 4, 1987

SELECTED PORTICOS OF TRANSCRIPTIONCONCERNING THE INCIDENT INVOLVING JAPAN AIRLINES FLIGHT 1628

ON NOVEMBER 18, 1986, AT APPROXIMATELY 0218 UTC(Universal Time Coordinated - Novennber 17, 1986

Alaska Standard Time, 6:18 p.m.)

0219:15 JL1628 Anchorage Center, Japan Air sixteen twenty eight; ah do youhave any traffic, ah seven o'clock above?

0219:32 R/D15 Japan Air sixteen twenty eight heavy; negative.

0219:36 JL1628 Ah, Japan Air sixteen twenty eight; roger and, ah we insight-ah-two traffic-ah, in front of us one mile, about.

0221:19 R/D15 Japan Air sixteen twenty eight heavy; Sir if your able toidentify the type of aircraft, ah-and see if you can tellwhether its military or civilian.

0221:35 JL1628 Ah, Japan Air sixteen twenty eight; we cannot identify ah,the type, ah but, ah we can see, ah navigation lights and ah,strobe lights.

0221:48 R/D15 Roger sir, say the color of the strobe and beacon lights?

0221:56 JL1628 The color is ah, - white and yellow, I think.

0223:37 R/D15 Ya, could you (ROOC) look ah, approximately forty miles southof Fort Yukon, there should be a code up there of one five-five-zero. Can you tell me you see a primary target abouthis position?

0225:02 R/D15 Japan Air sixteen twenty eight heavy; roger. Sir, I'mpicking up a-ah, hit on the radar approximately five miles intrail of your six o'clock position, do you concur?

0225:12 JL1628 Ah negative, ah eleven o'clock, ah eight miles, ah same levelover.

0225:43 ROCC Okay, I've got your squawk. It looks like I am getting somesurge, primary return, ah I dcn't know if it's erroneous orwhatever but...

JL1628 = Japan Air Lines flight #1628R15 = Controller position. Anchorage Air Route Traffic Control CenterD15 = Controller position. Anchorage Air Route Traffic Control CenterROOC = (Military) Regional Qperaticns Command Center

page two - flight 1628

0225:50 R/D15 Negative, uhuh, it's not erroneous. I want you (RDOC) tokeep a good track on there, and if you pick up a code, andverify that you do not have any aircraft operating in thatarea military.

0225:57 ROCC That is affirm. We do not have anybody up there right now,ah. Can you give me the position of the primary yourreceiving?

0226:03 R/D15 Okay, I'm not. I'm ah, picking up a primary - approximatelyfive zero miles, south, right up there - right In front ofthe ah, one five five zero code.

0226:18 ROOC Okay, I've got him about his-ah, oh-it looks like about, ah-ten o'clock, at about that range, yes.

0226:25 R/D15 Alright keep an eye on that, and ah-see if-ah, any othermilitary (unintelligible) in that area.

0227:53 ROOC It is an unknown, okay, we've lost contact with it new.

0230:56 JL1628 It's ah, I think ah, very quite big ah, plane.

0231:48 R15 Are you (Fairbanks FAA tower) pickin up a primary targetright with that aircraft?

0231:58 FBKS Ah, no. It's (the JL1628) the only target I see there.

0232:04 R15 If you see a primary with it, keep your eye on it. And heshould be at three five oh ("zero) also.

0232:05 FBKS Alright, very good, we're watching.

0232:07 JL1628 Japan Air sixteen twenty eight, ah request descent.

0232:20 JL1628 Japan Air sixteen twenty eight, request three one zero.

0232:25 R15 Japan Air sixteen twenty eight heavy, understand, requestingflight level three one zero.

0232:41- R15 Japan Air sixteen one er correction sixteen twenty eight •heavy, descend at pilot discretion-maintain flight levelthree one zero.

0232:45 JL1628 Leaving three five zero to three one zero.

0232:58 R15 Japan Air sixteen twenty eight heavy, do you still have yourtraffic?

0233:00 JL1628 Still, ah, coming ah, ah, right formation, in ah formation.

page 3 - flight 1628

0234:52 R15 Japan Air sixteen twenty eight heavy, understand your trafficis over Fairbanks at this time.

0234:56 JL1628 Affirmative - - ah request heading two one zero.

0235:02 R15 Japan Air sixteen twenty eight heavy, roger. Deviationsapproved as necessary for traffic.

0235:24 D15 Approach center (Fairbanks FAA tower) on the sixty one line.

0235:27 FBKS Approach.

0235:30 D15 Look at your radar. We got a Japan Air one six two eight,ah-he's deviating. He's about ah-five miles north ofFairbanks V-O-R squawking one five five zero.

0235:39 D15 Do you have any traffic with him? He sees traffic, he wasdeviating.

0235:44 FBKS Ah - ya, no we don't. I 6onft see anything there aside frcmhis, ah-his target.

0236:12 JL1628 Ah-Anchorage Center; Japan Air one six two eight, requestdirect ah-Talkeetna.

0236:18 R15 Japan Air sixteen twenty eight heavy, cleared directTalkeetna, and in-ah-advise me of your position of yourtraffic?

0236:24 JL1628 Ah, same po, same position.

0236:37 R15 Japan Air sixteen twenty eight heavy, ah-sir I'm gonnarequest you to make a right turn, three six zero degrees,three hundred and sixty degree turn, and advise me what yourtraffic does then.

0236:47 JL1628 Right turn, three sixty.

0237:23 ROCC Okay. We have, no, we have confirmed, we have no militaryaircraft working up there.

0237:25 D15 Okay thank you very much.

0237:29 D15 You have no traffic at all?

0237:30 ROOC That's correct, does he (JAL-1628) still have somebodyvisual?

0237:32 D15 He says he does.

FBKS = Fairbanks Airport FAA Approach Control (Tower)

page 4 - flight 1628

0237:55 R15 Japan Air sixteen twenty eight heavy. Sir, does your trafficappear to be staying with you?

0238:00 JL1628 (unintelligible) just looking.

0239:01 R15 Japan Air sixteen twenty eight. Say again?

0239:04 JL1628 It ah-disappeared. Japan Air sixteen twenty eight.

0239:58 ROOC Ya, this is one dash two again. Cn some other equipnent herewe have confirmed there is a flight size of two around yourone five five zero. Squawk one primary return only.

0240:05 D15 Okay, where is is he following him?

0240:07 ROOC It looks like he is, yes.

0240:10 R15 Japan Air sixteen twenty eight heavy; roger. At your" discretion proceed direct Talkeetna, Jay one two fiveAnchorage. (J125 = air route)

0240:23 R15 Japan Air sixteen twenty eight; roger. Sir, the militaryradar advises they do have a primary target in trail of youat this time.

0240:24 D15 Okay do you have anybody you can scramble up there?

:0240:30 ROCC I'll tell you what, we're gonna talk to your liasion sirabout that.

0240:35 R15 Japan Air sixteen twenty eight heavy. Military radar advisesthey are picking up intermittent primary target behind youin-trail, in-trail I say again.

0240:51 ROOC Ah-I'm gonna talk to my other radar man here - has gotta,he's got some other equipment watching this aircraft.

0240:54 D15 Okay.

0240:13 R15 Roger sir. Would you (JAL 1628) like our military toscramble on the traffic?

0240:17 JL1628 Negative, negative.

0242:04 JL1628 Anchorage Center. Japan Air sixteen twenty eight. Confirmdirect to Talkeetna, three one zero.

0242:09 R15 Japan Air sixteen twenty eight heavy; affirmative. DirectTalkeetna and descend, at pilot's discretion, maintain flightlevel two five zero.

page 5 - flight 1628

0242:24 ROOC It looks like he, he-ah-offset left, and then possibly fellback in-trall. However, I can't see him now, I can't pickhim out.

0242:29 D15 Okay thank you very much S-R.

0244:13 R15 Japan Air sixteen twenty eight heavy. Do you still have thetraffic?

0244:17 JL1628 Ah-affirmative. Ah-nine o'clock, ah, ah.

0244:39 R15 United sixty nine. Anchorage request.

0244:41 UA69 Ah, go ahead. United sixty nine heavy.

0244:43 R15 United sixty nine heavy. Sir, I've got a Japan Air sevenforty seven presently in your eleven o'clock position and onehundred and one, correction, one, one, zero miles, and he hastraffic (unintelligible) I'll keep you advised, ah-whenyou're closer to him I want you to see if you see anythingwith him.

0245:04 UA69 Okay fine, ah-we'll look for ya.

0245:49 R15 United sixty nine heavy. In your eleven o'clock position,one, zero, zero miles, southbound, is a Japan Air, sevenforty seven. He is at flight level three one zero. Says hehas traffic at his nine o'clock position same altitude.

0246:06 UA69 We'll be looking, that's ah-ah, can't see anything yet.

0246:59 R15 Japan Air sixteen twenty eight; roger. I'm gonna have aUnited aircraft get close to you and take a look, ah-to seeif he can identify your traffic.

0247:06 JL1628 Thank you.

0247:09 R15 United sixty nine heavy, turn ten degrees left, radarvectors, ah-to see traffic.

0248:31 R15 Japan Air sixteen twenty eight heavy. Say the position ofyour traffic.

0248:34 JL1628 Ah-now, ah-ah-moving to ah-around ten mile, now-ah-ah-position-ah-seven, ah-eight o'clock, ten mile.

0248:52 R15 Japan Air sixteen seventy eight heavy; roger.

UR69 => United Airlines flight #69

page 6 - flight 1628

0249:52 R15 United sixty nine heavy; roger. The Japan Air says thetraffic is in his seven to eight o'clock position and onezero miles in-trail.

0250:00 UA69 Ckay, we're lookin.

0250:05 UA69 . Why don't you get us a little closer?

0250:07 R15 United sixty nine heavy; roger. Another additional tendegrees left.

0250:14 UA69 Roger, United sixty nine.

0250:46 R15 United sixty nine, that's what he says. Japan Air sixteentwenty eight heavy, say the position of your traffic now.

0250:52 JL1628 Ah-now distinguishing but, ah-ah-your I guess, ah-twelveo'clock below-ah-you, over.

0251:32 UA69 Ah, Center from United ah sixty nine. Ah-the-ah-JapanAirliner is silhouetted against a-ah-light sky. I don't seeanybody around him at all. I can see his contrail but I suredon't see any other airplanes. Do you see him?

0251:49 R15 United sixty nine heavy, ah-negative sir. We got just a veryfew primary hits on the ah-target and i±ien ah-we reallyhaven't got a good track on him ever.

0252:31 TOTEM If you want we've got extra gas we could bop up another fiveor six thousand feet and turn around.

0252:36 R15 Totem (military CL30 flight) seven one, ah roger sir. Ifyou'd HJce ah-standby, Totem seven one, turn ah-rlght,heading two five, correction turn right, hearting two sevenzero, radar vectors to intercept.'

0253:10 R15 Japan Air sixteen twenty eight heavy, descend at pilotdiscretion, maintain flight level two five zero.

0253:13 JL1628 Japan Air sixteen twenty eight, ah-pilot's discretion,maintain ah-ah-two five zero, so-ah-ah-I cannot, I couldn'tsee ah-U-F-O, over.

0253:27 R15 Japan Air sixteen twenty eight heavy. Understand'you do notsee the traffic any longer.

0253:31 JL1628 Affirmative.

0254:04 TOTEM Okay sir, we're searching this time, we think we have him.

TOTEM = Military CL30 aircraft

page 7 - flight 1628

0254:09 R15 Japan Air sixteen twenty eight heavy, flash your landinglights please.

0255:25 TOTEM Ah, yes sir, we've got him insight.

0255:35 R15 Totem seven one, do you see any traffic in his vicinity?

0255:38 TOTEM Not flashing any lights at this time sir.

0323: JL1628 landed at Anchorage International Airport(approximate)

Paul SteuckeFAA Public Affairs701 C Street, Box 14Anch. AK 99513 March 5, 1987

UNCORRELATED RADAR SIGNALS

Radar data received by the FAA and used to track Japan Airlines flight 1628on the night of the November 17, 1986, was retained by FAA. Review of thisradar data by FAA experts using identical equipment at the FAA's researchtechnical center in Atlantic City, New Jersey, revealed that the radar systemwas receiving what is called an "uncorrelated primary and beacon target".

This electronic phenomena is not unusual according to Steucke who said, "Itis unfortunate that the uncorrelated target phenomena occurred just when apilot was reporting seeing something outside his aircraft.

The controller's statements, released by the FAA, indicate that they thoughtthere might be another aircraft or object in the area of the JAL flight.Steucke said, "The controllers were doing their job right because they have towork with what is right there in front of them on the screen, especially whenyou have a Captain that is reporting "other traffic" in his immediate area.The.-radar data they had was one target, moving slowly across the radar screen.They don't have the benefit of "monday morning quarterbacking" with multipleradar images as was the case in regenerating the radar data." Review of theradar data by FAA experts revealed the "uncorrelated target" phenomena.

FAA electronic technicians explained that an "uncorrelated primary andbeacon target" on the radar screen occurs when the radar energy that is sent uptoward the aircraft, (primary signal) returns to the radar receiver along withthe aircraft transponder (beacon) signal and the two do not match up as beingat the same exact location.

J;:;COR?.:LATE:D RADAR SIGNALS

An "uncorrelated primary and beacon(secondary) return on a radarscreen occurs'when the radar energy that is sent up toward the aircraft(primary signal) returns off the surface of the aircraft at a slightlydifferent moment than the beacon (secondary) transponder signal and thetwo do not match up as being at the same place or same computer radarcell.

—RADAR COMPUTER CELL, 1M MILE- RADAR CELL

SAME AIRCRAJT

SECONDARYRADARRETURN

(Beacon)(Transponder)

PRIMARYRADARRETURN(Skin-Surface)

PRIMARY RADAR RETURN

SECONDARY RADAR RETURN

CORRELATED RETURN(Combined Return)

Drawing by Paul SteuckeMarch 5, 1987 ' ^ -UNCORRELATED RETURN

Q MemorandumUS Departmentat Transporranon

Federal AviationAdministration

: INFORMATION: Description of Radar Split Image; Oate rrp n 7 (987AAI/-5 Memo of 2/5/87

Reply toFrom- Manager, Airway Facilities Division, AAL-400 Attn 0(

T°: Public Affairs Officer, AAL-5

This letter transmits our analysis of the radar targets associated withJAL flight 1628, on November 17, 1986, and supplements discussions we havehad regarding what has been referred to as "split images".

We concur with the interpretation provided to you by the Alaskan RegionAir Traffic Division.

The attached Analysis of Uncorrelated Primary and Beacon Targets by DennisSimantel covers the subject in more detail, and addresses the questionsraised in your letter.

Paul, I appreciate the team approach you have taken to more fullyunderstand a complex issue. The issue is an excellent example of how"interdependent" we are. If we can provide any more information, pleasedo not hesitate to call.

David F. Morse

Attachment

ns*

orn

ANALYSIS OF UNCORRELATED PRIMARYAND BEACON TARGETS

(JAL-1628, 11/17/86 AKST)

Approximately 61 minutes of data was extracted from the EARTS CDRprintouts relating to the November 18 incident involving JAL-1628and the alleged UFO sighting.

Review of the data involving this incident did not show anyabnormalities that could be associated with any type of target asindicated by the pilot of JAL-1628.

Radar returns from the aircraft and surrounding terrain vary withthe different segments of the flight, but are considered normalfor the area.

Returns relating to the incident can be categorized as threetypes: primary radar reinforced by a beacon reply (primary radarreturns and beacon returns are both evident in the same 1/4 milerange cell), beacon only reply and beacon with an associatedradar reply. Seventy-two percent of the replies were radar withbeacon reinforcement (same range cell) which is normal for theMurphy dome radar system.

Approximately 25 percent were beacon only and of those thatregistered as beacon only, 90 percent of those had a primary onlyreply within 1/8 of a mile, either ahead or behind the beacontarget (5 behind, 12 ahead).

These uncorrelated primary returns are not uncommon, due to thecritical timing associated with the delay adjustments in theaircraft transponder for beacon systems and the targetcorrelation circuitry within the radar equipment.

When an aircraft is being interrogated as it passes through thebeginning of adjacent range cells the intricate timing betweenthe two systems very often is off Just enough to declare both abeacon and a radar target in different range cells, resulting inuncorrelated radar replies.

The data derived from the JAL-1628 flight is representative ofthe data from another aircraft in the same general area and isconsidered normal.

February 25, 1987

lennis R. SimantelZAN-AAL-ARTCC

Paul Steucke . March 5, 1987FAA, Public Affairs OfficerAlaskan Region701 C Street, Box 14Anchorage, Alaska 99513

LACK OF "SCIENTIFIC11 INVESTIGATION

The Federal Aviation Administration has a number of employees who doscientific research with regard to aircraft, aviation, and related electronicequipment. The FAA does not have the resources or the Congressional mandate toinvestigate sightings of unidentified flying objects.

We have not tried to determine what the crew of Japan Airlines flight 1628saw based on scientific analysis of the stars, planets, magnetic fields, angleof view, etc. We have received letters from several persons suggesting that weask the crew and others a variety of detailed questions from a scientificviewpoint. This we have not done and do not intend to do. We reviewed the datathat was created by our systems, the interviews that were done by FAA todetermine the status of the crew and the aircraft, and have provided thatinformation to the public.

The FAA has completed its investigation of JAL flight 1628, and does notintend to pursue it any further."

RECORD OF INTERVIEW tflTH JAL CAPTAIN —^

-—7Richard Gordon, Manager, FSDO-63 ^__/Kenju Terauchi, Captain, JALFrank Fuji!, Interpreter, JALSayoko Himoto, FAA Airways FacilitiesMr. Shinbashi, Station Manager

On January 2, 1987, Inspector Richard 0. Gordon, FSDO-63» and JapaneseInterpertor Sayoko Mimoto, FAA Airways Facilities, interviewed JALCaptain Kenju Terauchi at JAL Operations, Anchorage, Alaska. The interviewwas conducted for the purpose of gathering first-hand witness testimony withregard to a sighting on November 17* 1986, by Captain Terauchi and his crew ofan unidentified flying object. The following text is a record of theinterview:

R. Gordon Think what I'm going to ...

Garbled

R. Gordon I have a, oh, a few questions here, and I'll be glad to let youread them and it's just some clarification because I didn't doit, but one of the people that work for me, I'm the office"manager over here at the FSDO, the Flight Standards Office. AndJack Wright, one of my people came over and met with the Captainthe first night . . .

K. Terauchi Oh yeah.

R, Gordon Jack Wright gave you his card . . .

K. Terauchi Yeah.

R. Gordon Well then that's what Jack wrote down here. Well when they cameI was out of town, I was in Washington DC, but when I came back,then I asked a couple questions and then the Administrator isasking some questions and I said, well we don't know we didn'task that, so they gave me that list of questions right there, andwe'll Just address them along the way and then talk about them.

K. Terauchi Okay.

R. Gordon And it's almost reiterating what we've been through already onthis thing.

K. Terauchi Sometimes, sometimes.

F. Fuji! Reiterating questions, but, was this the first experience,Captain?

K. Terauchi No, third time. '

R. Gordon This Is the third time that ah that you've seen, where, in thesame area or ...

K. Terauchi No, no, no .'. . umt ah I saw, urn, mothership. Taipai, Kushung,Formosa, south of Formosa.

H. Gordon Around, near Formosa.

K. Terauchl Yeah ah no

F. Fuji! This Tlapal mainland China

R. Gordon Uh uh

K. Terauchl And Taipai, Kushung is here, so ah this cargo flight ah I tookoff ah 2 am midnight, after midnight, after takeoff. When westart climb we saw left-hand side big mothership, but ah ... itwas so wierd, I ignored it (did not look).

F. Fuji! Cause he wasn't feeling well . . .

R. Gordon Ho I can understand that, but that was the first time?

K. Terauchl Big Ship - yes and the second time ah, the, in my home I saw asky clear daytime; ah, we can, we saw bright lights, I guessmaybe ah 10,000 feet so ah ... the light continued for aboutten minutes.

F. Fuji! The light continued for about ten minutes, so ah disappearedsuddenly.

K. Terauchl It's ah I guess this one.

R. Gordon Okay now this one you saw off mainland China what timeframe didthat happen, when did that happen?

F. Fuji! What-time was it?

K. Terauchi 2 am

R. Gordon When last month

Interruption

R. Gordon Okay, excuse me one moment, but ah ... Okay Frank I was tryingto figure out that first sighting last year or this year

K. Terauchi Five years ago

R. Gordon Oh five years ago, just trying to get the timeframe that wesighted these things ah, the next one was that we wanted to talkabout ...

F. Fuji! Was it the first experience, for the crew members?

R. Gordon First time for the other crew members, okay that's fine.

K. Terauchi I think it was the first time.

F. Fuji! Who was the first person who saw it?

K. Terauchi It was me. I saw it in - inside.

F. Fujii What did you notice at first?

K. Terauchi During first time we saw light, I think a navigation light.

R. Gordon Ah ha, but you saw it visually first you didn't pick it up onradar or anything you Just saw some light out there, okay andthat really coinsides with the air traffic statement, you calledand said do you have any traffic in my area

K. Terauchi Yeah, yeah before, before, about six minutes before I saw thisone so ah . . .

R. Gordon You were watching him for about five or six minutes before youcalled . . .

K. Terauchi Before I contact Anchorage Center

R. Gordon Ah ah, okay

F. Fuji! Okay fourth question, what did you see exactly shape, light, andall, the shape, lighting, etc. . . .

R. Gordon Well if you can just explain these to me cause it looks likeyou've done alot of drawing here so it's not necessary for you toredraw all this stuff

K. Terauchi This light was amber and whitish, but, when it came to here itwas only amber . . . white light. Why don't I understand.(Japanese) right

F. Fujii First of all it's like amber and whitish color, came closely itseems like all the output exhaust position of the. jets, all theseChallenger

R. Gordon Look like something like after burners . . . okay okay, like eachone of these was an individual exhaust

? Yes

R. Gordon Okay

K. Terauchi So this light is special like (Japanese) when ah Challenger, yes& F. Fujii like Challenger took off amount of flame going on, we can't see

Challenger by this flame

R. Gordon Okay, yes

K. Terauchi But this one 13 nozzle direction (Japanese)(garbled) we couldn'tsee this light this direction we could see big flame

R. Gordon Maybe we're saying then if you're looking at the back of it andthen when it turns sideways this doesn't show. Okay Iunderstand.

F. Fujii From the forward you could see the flame and the exhaust andflame were surrounding it.

R. Gordon Okay

F. Fujii So maybe ah, I - I think ah, urn exhaust started (garbled)

R. Gordon Being okay these things here, maybe being each one of thesethings here, so these were maybe stacked* in otharvarda if youwere looking at the top view down, you would just see one if youcome around here you would see all of those lights. Okay yeah

K. Terauchi So if they moved up or I guess this ah exhaust moved to ah, thisway down so finally five years ago I saw the rocket.

R. Gordon Maybe that would account for that bright light he saw five yearsago. In otherwords if these turned down you.couldn't see themand then when it looked like it moved over here some over hereturned up and then you could see them where it looked like itmoved over there? So you're saying . . .

K. Terauchi Anyway ah (Japanese) right (Japanese) . . . Talk to me ...Could not see but only here and here . . . and this, here, darkarea, I saw sparks, like fire. When using gasoline or carbonfuel. You can see a great big flame, but I could not see (flame)at all in this angle, although there was a big blast.

F. Fuji! Seems like it's really high technology because you can't seeanything over here unless it's spinning rotation.

R. Gordon Yeah, okay, yeah, somebody said sometimes the sparks kick overinto that and you could see the exhaust, now with ah that in mindthis other picture you have here, where would this be on thisthing captain?

F. Fujii What you're asking him where this (garbled) . . .

K. Terauchi Quite different, this is just small space ship, this one size ofcarrier, two times carrier so mothership, so ah after they flewwith us three ah five minutes like home mission, then move to amothership. So then I found mothership light, but this is notlight, all engine, because ah we have contact seven or eight milehere, so we saw this first-lights, so urn after light contact ahthey move behind so we saw this pairs of light, so we saw thislight same size, this one, same size.

R. Gordon Same distance apart . . . Now do you think that was just themothership and then these little things were ...

K. Terauchi But, yes, that right

R. Gordon I mean they were moving along, at that time where were theselights , captain?

F. Fuji! (Japanese) disappear

R. Cordon Okay, okay

K. Terauchi Then we find this light, so I think this one is light, but Ithink now this is engine, so ah, same type of engine, the samelogic . . . the same type of engine. This one and this one, thesame logic, this point and this point are the same Just bigger insize. This is the small one so it looked like this, but thebigger one, I could not see but only here, small size, big size,same technology. Yeah

R. Gordon Oh, oh

F. Fujii The mothership seems like it, he said that, this, this, sametechnology, type of engine

R. Gordon Well they're alot, much larger,

EC. Terauchi Yes, much larger . . .

R. Gordon So this right here would be ah, sitting . . .

S. Himoto No, this light is sitting here

K. Terauchi Yeah, yeah, yeah, yeah, yeah, yeah, .yeah . . .

R. Gordon . . . Only much larger (garbled)

K. Terauchi Yeah much larger, much power. But, this color is white uh . . .it's ah urn dark white pole . . . weak light . . .(unintelligible)

R. Cordon Maybe because it's so much bigger.

K. Terauchi Yeah

R. Gordon Now this distance, now you ware speaking of these were fairlyclose uh?

K, Terauchi Hum uh, ah distances is ah, ah, not this, this one ah, 500, ah.between 500 and 1,000 feet.

R. Cordon Okay, out from you, and then it took off and went out here andmaybe this is, ah, you said five to seven miles or something onthe radar.

K. Tarauchi A no, seven, seven or eight miles.

R. Gordon Okay seven or eight miles, that'3 what they were saying on theradar.

K. Terauchi Yeah, this later, so we saw about seven or eight miles . . .

R. Gordon Okay

K. Terauchi And, 60 degrees left . . .

R. Gordon Okay

K. Terauchi So out in here small ship is disappear.

R. Gordon Okay, I understand, now lets (unintelligible) what else, see if Iforget anything, visual was a first, what, you showed me exactlywhat you saw. Visually sighting, you saw it first uh?

K. Terauchi First

R. Gordon Okay

F. Fujii And (unintelligible) probably how long had you contacted thetarget.

R. Gordon No that's what we were saying, five to six minutes before youcalled ATC.

K. Terauchi Yeah, yeah, yeah, yeah, yeah, yeah, that's right.

R. Gordon Okay, did the other crew have trouble sighting the object?

F. Fuji! Did the rest of the crew see the lights?

K. Terauchi (More Japanese) So I tried to fix it, but I ah, failed.

Laughter

K. Terauchi Just, shutter was open, did not close, so ...

F. Fujii Yes every crew has seen it.

R. Gordon Okay all the crew members they did see it. Okay. Laughter . . .Yeah that's what I would do (more laughter)

F. Fujii What type of onboard radar?

R. Gordon Yeah, what type of radar was onboard, that ah ?

K. Terauchi It was the kind, ditigal, but I don not know.

R. Gordon Digital color?

K. Terauchi Yea colored, digital . . .

R. Gordon Okay, fine, yeah, that's all we need! I don't need to knownumbers. Ah did the target appear on the radar as unusual or, orsolid target or intermitt . . .

F. Fuji! Was it clear?

K. Terauchi Clearly, clearly . . .

R. Gordon Very clearly

K. Terauchi But, ah, ah, strong, ah return signal is strong in case of astorm, show ah red, and next yellow.

R. Gordon Okay

? The, but weak is green . . .

R. Gordon Right.

K. Terauchi So ah is green light.

R. Gordon It showed green . . .

K. Terauchi Green

R. Gordon Okay, yeahr that's, that's where even some of the stuff could getthrough it, like when you take a picture of a cloud on theradar'. . .

K. Terauchi Oh yeah . . .

R. Gordon If it's green, but if it'9 got heavy rain in it or thunderstormin it then it shows red . . .

K. Terauchi Yea, yes

R. Gordon So it's light green, maybe the waves can go through this thing.Okay so it showed green on the radar, on the color radar.

F. Fujii When did you pick it up, the radar?

K. Terauchi Time? Time?

F. Fujii Time, is it by time, when?

R. Gordon Oh after, how long after you saw it with your eyes did you pickit up on the radar?

K. Terauchi Okay ah, urn seven minutes, five minute, makes it twelve minutes,so, ah, fifteen minutes after contact.

R. Gordon Fifteen minutes after you visually contacted it, okay, okay.

K. Terauchi Yeah, fifteen minutes . . . when ah ...

R. Gordon See, it Just says did you paint anything that's did you seeanything else on the radar, weather or anything else . . .

K. Terauchi No, no, nothing.

R. Gordon Just that target . . .

K. Terauchi Yeah, yes, yes.

R. Gordon Okay, okay . . . The only thing we saw on the radar then was thattarget

F. Fujii How about the aircraft, any turbulence?

K. Terauchi No, ah, no

R. Gordon No, no turbulence, no turbulence at all, okay. Autopilot stayedon all the time.

K. Terauchi Yeah . . .

R. Gordon Okay

K. Terauchi Working good

R. Gordon Good, (laughter)

F. Fujii Now how about communications, navlagion, or interferring of anysort . . .?

K. Terauchi This ah small aircraft near the here, so ah all the way VHPtransmit on (unintelligible) with ah some we got a like some kindof ... like ah. Jamming.

R. Gordon . Some kind of interference?

EC. Terauchi Interference.

R. Gordon On the 7HF?

K. Terauchi Yes then this one leave for mother3hip . . .

R. Gordon Ah ha

K. Terauchi Back to normalf?)

R. Gordon Okay, did you say it's like German talking uh?

K. Terauchi Yeah, yeah, yeah.

R. Gordon Okay

S. Mimoto Mas it's sound like speaking in German, or Just jamming noise?

K. Terauchi It was Just noise, sounded zaa, zaa

R. Gordon Oh Just noise . . . Okay, okay I misunderstood you, I'm glad youbrought that out.

K. Terauchi Normally when you can hear clearly it is digital 5« 5, 4» 3» 2,1 - but it was about 2.

F. Fujii You know five by five radio communication

R. Gordon Oh yeah uh hu, okay sure

F. Fuji! It was like two . . .

R. Gordon Okay okay, like two

K. Terauchi Sometimes missing, sometimes missing.

R. Gordon Like, almost like, ah, background noise?

K. Terauchi Yes, yes.

R. Gordon Okay, and then when it, when the little small lights departed thenoise went away, then back to real clear communications?

K. Terauchi Yes, that's right.

R. Gordon Okay, fine, ah, lets see, I'm going to come back to thirteen,because ah ...

F. Fujii Okay

R. Gordon What was there any question?

F. Fujii Did you see any reflection on the glass (window)?

R..Gordon Inside the cockpit, was it dark, all the light off inside thecockpit?

K. Terauchi Oh ah, dark yeah, yeah, yeah.

K. Terauchi Therefore, there was not reflection of inside. No reflectionfrom inside. So when I took the camera bag, finding the object,all the lights were turned off, made room dark - cargo room andpassenger room, there was nothing to reflect.

F. Fujil We have ah, on a cargo plane we have a back lounge.

R. Gordon Yeah, I'm familiar with it, yeah I've been on there.

F. Fuji! So he turned the light off on that, because they were trying totake a photo.

R. Gordon Okay, okay

F. Fuji! So the (unintelligible) was dark.

R. Gordon Okay, that's good, I Just wanted to make sure that everything inthe cockpit you know, you see something and then you turn thelight cause, me being a pilot, normally when I see something outthere I'll turn the lights off and get everything dark inside.

K. Terauchi Yes that's right.

F. Fuji! When you changed you aircraft position, did they make any specialmoves?

K. Terauchi Ho, they didn't. See here, I began to circle 360 degrees, theystayed at the same position with us.

F. Fuji! Uh uh, same position

K. Terauchi Same position, same position, same position all the way(unintelligible)

R. Gordon Okay following you right around uh?

K. Terauchi Yes

R. Gordon And it was here, and then here, and here, and here, and then yourolled out and it was right there, okay.

K. Terauchi So ah, ah, I tried next, ah, descent, 3, 5, 0, 3, 1, 0.

R. Gordon Ah ah, okay, 3, 1, 0, when you descended to 3* 1* 0, still thereuh?

K. Terauchi Yeah, same formation, uh formation descent . . . formationdescent. It was Impressive, the same formation, smooth!

R. Gordon Okay

K. Terauchi We, we used autopilot when descending, so (unintelligible).

R. Gordon Okay, yeah, yeah went right down with him, okay uh . . .

F. Fuji! Can we go to the next one?

R. Gordon Sure, yeah, I was just was ah ...

10

F. Fuji! Size, estimate, ah, size

K. Terauchi (More Japanese) Two times, or ah, I guess ah ...

F. Fuji! (unintelligible) seven four seven

R. Gordon Okay

K. Terauchi So ah, size is ah, carrier ...

R. Gordon Ah uh, in other words this being the Jumbo Jet was about as bigas just the light . . .?

K. Terauchi See this is the Jumbo jet. 1.5i two times this light.

R. Gordon Okay, okay, I have ... so the side light on this thing wasabout, the Jumbo is about two to two-and-a-half time the size ofthis light, so when you stack 'em up, you . . .

K. Terauchi Yeah, yeah, yeah . . .

R. Gordon . . . were saying about two times as big as an aircraft carrier.

K. Terauchi Yeah, yeah, yeah.

R. Gordon Okay

K. Terauchi It felt like this big - (he made a circle by using his fingers);seven to eight miles away and it was this big. Normally, an aircarrier is seven - eight miles away, it looks like this.

F. Fujii Seven or eight miles away, usually the aircrafts are likethis . . .

R. Gordon Ah uh, okay

F. Fujii About this big so ...

R. Gordon Okay

F. Fujii . . . with his estimate.

R. Gordon So he's kinda comparing it to another Jumbo jet?

F. Fujii Yeah, yeah . . .

R. Gordon Okay

S. Himoto (More Japanese) Tremendous

R. Gordon Oh yeah (laughter), boy, okay\.

F. Fujii Go for this size here, this one.

11

R. Gordon Yeah, let's see what would you estimate the size of the smallships to be?

K. Terauchi Ah ... (unintelligible), up here equal to.(unintelligible) wesaw, ah, second (unintelligible), square, but I saw this on here,ah here, for so I guess this one is ma/be separate, separate,then move to here. So ah, ah, (Japanese).

R. Gordon Right, yeah, ah uh.

S. Himoto if this one was two stacked together, how large was one?

K. Terauchi This here ah fuselage, fuselage of DC-8, DC-3 fuselage.

R. Gordon DC-8, okay . . . yeah ah uh, in other words this part right herewould be like fuselage of a DC-8.

K. Terauchi Oh yes . . .

R. Gordon Like this ...

K. Terauchi Yeah, yeah, yeah ...

R. Gordon Okay

K. Terauchi Maybe, maybe about like this

R. Gordon Uh ah, yeah I understand, okay, I got it. That's good.

F. Fujii Any other lighted or unlight objects, any other lights?

K. Terauchi Yeah, we saw ah, some unusual light from ah, top of mothership.

R. Gordon Uh ah

K. Terauchi Ah, it was not regular, but - not regularly, but white -silverish lights, not in equal span of time, but occasionallyflashed, irregularly lighted at all times.

S* Himoto Occasional flash

K. Terauchi Flash* flash

R. Gordon And since I've got this on tape, if you will help me later, youknow when we write this down, because I can't remember all thisstuff. Thank you.

K. Terauchi (Japanese) First time we cannot see ah, this (unintelligible) soah, ah, we saw this light, this light, and . . .

R. Gordon Ah uh, okay, thank you very^much.

12

F. Fuji! (Japanese) No ah magnetic

K, Terauchl No ah no . . .

R. Gordon No gages, or the instruments or the RHI on everything stayedokay, no magnetic disturbances? Okay. Ah, did the intensity ofthe objects lights change? I think he just explained that didn'the on that ah ...

S. Mimoto (unintelligible) you mean intensity of light?

R. Gordon No on this object here, did the, did the intensity of theselights change, and I think he just explained that, ah ...

F. Fujii You mean by distance, right?

R. Gordon No the intensity, the brightness of the, ah ...

S. Mimoto (unintelligible)

F. Fujii Did the intensity of lights change?

K. Terauchi No, it did not change.

R. Gordon They didn't change, huh?

K. Terauchi Steady, steady.

R. Gordon Okay, the intensity was steady?

K. Terauchi Yes

K. Terauchi Visibility ah, more clear, all the way clear, clear sky.

R. Gordon Okay . . .

K. Terauchi Clear sky

R. Gordon How about visibilty? What would you estimate, you know whenyou're coming down from up there where we enter over Alaska whereyou come off the sea and hit Alaska, you come up a ways and thenyou can see Fairbanks out here, no problems seeing Fairbanks?

K. Terauchi When flying over Fort Yukon ...

R. Gordon Fort Yukon, yeah.

K. Terauchi We can see ah Fairbanks and Eilsen Air Base.

R. Gordon Okay, yes, good, that's real clear, that's that's fine.

Shinbaahi It was near full moon wasn't it?

13

K. Terauchi But we came this way. Full moon (unintelligible) Greenland,after we, we cross ah Greenland we saw moon right side(unintelligible) . . . but moon move to ah behind us so whencrossing the Canadian, Canadian, ah, FLR (unintelligible) somaybe ah moon, ah stay near the horizon, so we couldn't use themoon light.

R. Gordon Ah uh, I understand.

K. Terauchi (Japanese)

R. Gordon So the moon was very low?

K. Terauchi Very low, very low, okay.

R. Gordon That's good, I appreciate you bringing that up, I didn't thinkabout the moon, but that's good.

K. Terauchi Full moon, full moon, was very low, full moon.

R. Gordon Well that's good, I'm glad you folks did that, uh . . .

K. Terauchi So ah,

R. Gordon There's one last question . . .

? Yea

R. Gordon This, and it's just threw it in here, is there anything else that• • I didn't ask you that you could help us sort this thing out?

K. Terauchi Ah, yes, they

R. Gordon Frank, see how that tapes doing. We still got plenty?

F. Fujii Yes, ah uh.

R. Gordon That's good, because the mike is right there that's super.

K. Terauchi See it is recoil blasting, Just a little bit high here, it isblasting jets, then if it was at the same altitude as we were* Iassume they are using an atomic energy, there will be someradiation left on our aircraft. Also the other is, that airturbulence be created. So they did not want to leave anyevidence of their ailstance. Also the reason, why they werethere (position) is that they wanted to leave no evidence. Seeit is round, the air current goes this way (he is drawing apicture), see if they were at the same altitude, they wouldcreate air turbulance, but they never positioned when the airturbulance would disturb us.

R. Gordon Those are the small one now?

14

K. Terauchi Yeah. . .

R. Gordon The little one huh?

K. Terauchi (Japanese) . . .

F. Fuji! That flight level right there does not leave any evidence, alsoif it on the same level, it would give this aircraft a littleturbulence cause of this air.

R. Gordon You got no turbulence?

K. Terauchi No turbulence.

R. Gordon So it's just suspended there, really.

K. Terauchi (Japanese) Right

F. Fuji! (unintelligible) leave the evidence . . .

R. Gordon Yeah, well that's what I'm saying, it's so moving, it's either soareodynamic that it's not causing, so you're saying when he wasright in front of you there was not turbulence and if you hadbeen that close to another object that large you should have gotsome buffetting?

K. Terauchi Yeah

R. Gordon Okay, I understand

K. Terauchi The turbulance would assure their existance, therefore, theypositioned themselves to here from the beginning.

R. Gordon Yes

K. Terauchi Certainly, ah approaching Fort Yukon, west side, this side eastside, so ah (unintelligible)(Japanese) big mothership (Japanese),horizon, sunset, we caught up the sunset, two - three millimetersstrip of it. Then there was the raothership. They never came tothis side. Because of the sunset (if they came to the otherside) they would be seen, their shape by us. They positionedthemselves at the darkest side, difficult place for us to see.But see, our aircraft was in front of the sunset and visible forany movement we make. They took the trouble to position*themselves to be in the darkest place. I think they did not wantto be seen.

F. Fuji! He thinks that they don't want, of course they don't want theship to see it, so they go to the place where it's dark . . .

R. Gordon Yeah

F. Fuji! . . . and because there's a sunset over here, and about one

15

K. Terauchl (Japanese) 0.1 ah, inch

F. Fuji! About 0.1 ...

R. Gordon Just right on the horizon, the sun was setting?.

F. Fujii Teah, yes. So they don't want to go toward the ship side, theystayed away from it.

R. Gordon Toward the dark side.

F. Fujii Yes

R. Gordon So that would have put them to the east like on the Canadian sideyou're coming down on your side (unintelligible) captain's side?

K. Terauchi Yes

R. Gordon Okay I understand.

K. Terauchi I think, perhaps, they have regulations like they must not beseen by humans. But it was a surprise to see the suddenappearance in front of us. If the machine was set automaticallyfor the distance of eight miles away from us, the machine willnot come closer than eight miles (but they Jumped in front ofus), so I felt there was a living creature in it. It jumped infront of us, very unusual. They took such unexpected action.Try the other one(?)

('F. Fujii Seems like they're trying to stay away, I guess there's some kind

of regulation for them to not be seen by ...

R. Gordon Ah oh, I understand. I have one more question that came up thatI was thinking; now when he departed, departed east? Is thatwhat someone told me; which direction did, when he departed, wentaway?

F. Fujii Which direction did it take off to?

K. Terauchi I don't know. Probably to the east.

F. Fujii He thinks it's east, he's not really sure. He was looking at it• and it Just disappeared, so ...

R. Gordon Okay, appeared that it went east, but it went so fast?

K. Terauchi So fast.

R. Gordon Okay

F. Fujii He was watching it and it just disappeared . . .

16

R. Gordon Okay, fine. Well I can't think of anything else I need to askyou* ah, I really appreciate you taking time to talk to us,because it's very, very interesting and we need to see if we canfigure out what is there, you know.

K. Terauchi So ah, one things, they ah, completely they're controled ofinertial and gravity. Yeah, so their technology was unthinkable.Unimaginable high technology.

F. Fujii High tech.

R. Gordon Oh yeah, it just sounds like it. All I can say is let's hopethey're on our side . . . (laughter)

Shinbashi This kind of information (unintelligible) before?

R. Gordon No I can't, I haven't so that's why we're trying to get as muchinformation as we have; we're going to send it back toWashington DC, and have them try to marry it up with anythinglike this before and then maybe we can say, oh, it happened here,or it happened here . . .

K. Terauchi Oh yeah

R. Gordon . . . other sightings, we have a lot of stuff where pilots havehad other sightings.

K. Terauchi Oh yes

R. Gordon So we don't know if these lights and all these pictures you drew;maybe they'll be the same and it happened in Arizona or New Yorkor wherever, so we got a place in Washington DC, we'll put themall together and say is any two of them alike. But, but as we gothrough this thing I would be glad to keep you folks informedand, -of what we find out, or if we find out anything, but I'll beglad to tell you and see how we're doing. Could I get thosedrawings, if you don't mind ah? I think that's all we need.

K. Terauchi (unintelligible)

R. Gordon Yes, yes, you could probably explain that with the thing you havedrawn here. Now these are the same drawings?

K.'Terauchi Oh no, no, no

R. Gordon Yeah

K. Terauchi This one, this one, are the same.

R. Gordon Same

K. Terauchi So I like (unintelligible) -

17

R. Gordon I get a copy of that Frank? Could we take a picture of that, Iwould certainly appreciate It. Tes. Alright. I think that'sall, can you think of anything we need.

K. Terauchi (unintelligible)

R. Gordon Yea, please if I could have one. Oh one thing, this track

K. Terauchi Oh yeah. This one is ah (unintelligible) so after this one is ah(unintelligible) this point ah ...

R. Gordon Okay, right about the . . .

K. Terauchi This point, so we contact Anchorage Center here, so ah two orthree minutes, proceed right direct to Talkeetna, so we flew thisdistance . . .

R. Gordon Okay from that point direct to Talkeetna and ah, and then some soyou went about there you saw this thing.

K. Terauchi Yes, yes, I saw from here ... ao ah ...

R. Gordon Okay, and then maybe five minutes later along here sayingAnchorage do you have anything out there?

K. Terauchi Oh yeah, yeah, yeah

R. Gordon Okay I have it. To just about Talkeetna?

K. Terauchi No no, disappear 75 miles north of Talkeetna . . .

R. Gordon Okay 75 miles north of Talkeetna ...

K. Terauchi Yeah, yeah

R. Gordon ... it went away.

S. Himoto The small one, not the mothership, were there many light?

K. Terauchi Oh yea, there were numerous lights. The exhausts on the enginewere lined up all the way, but when they were blasting recoilJets were so strong I could not see it because it was so bright.Once the recoil blast stopped, the speed was absolutely steady,not faster or slower, and I could see them very clearly.

S. Himoto Just one group?

K. Terauchi See there were two, appeared in front of us. Right here andright here . . . both exactly the same.

S. Himoto Only two?^

K. Terauchi All I saw was two.

18

R. Gordon Yeah, I got that out of that other one that there was two andthen It went back to the mothership.

K. Terauchl Yeah

S. Mimoto I thought maybe there was more then two.

R. Gordon Oh I see, I'm glad you asked that. There were only two?

S. Mimoto Only two.

R. Gordon But one was larger then the other like there was two of 'em werestuck together, right?

S. Miaoto Then both are the same size, possible got (stuck) together later?

K. Terauchi Yes, possibly. The one I saw first, it was this long. See ifthey were stacked together at the beginning, one must havereturned to the mothership soon after the separtation.

S. Mimoto This (unintelligible)

R. Gordon Oh you saw that, and then they separated like they were togetherand then they came apart.

K. Terauchi (Japanese)

R. Gordon Ah uh, okay. Same thing, and make sure that I'm right here, thatah, ah airplane, first sighting, and say this is over here, thenit would have . . .

S. Mimoto (unintelligible)

R. Gordon Okay, fine just so we know If someone asks us that question wecan answer. Very good. Well I have a lot better understandingof what transpired then what we got out of a bunch of people whenwe talked, and I want to thank you folks for your time. I reallyappreciate it.

fat

19

AIR LINESDISTRICT OFFICE OF OPERATIONSANCHORAGE INTERNATIONAL AIRPORTP.O. BOX 190048ANCHORAGE. ALASKA 99519-0046PHONE: (907) 243-31W

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JA* / AIR LINE3DlSTRlL- OFFICE OF OPERATIONSANCHORAGE INTERNATIONAL AIRPORTPO. BOX 1900*3ANCHORAGE. ALASKA 99519-0048PHONE: (907) 24W164

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Meeting the Future by Kenju Terauchi

Page i. e>f> r+* fb( %

Once upon a time if a hunter saw a t.v., how did he describe itto other people? My experience was similar to this. The northof Alaska in mid-November you cannot even see the sun; thedarkness continues, until the middle of March. Flight JL 1628,B747 jumbo cargo encountered two spaceships and a Mother shipabout 50 minutes above Alaska* There was no danger but itcreated many questions that a human being cannot answer.

Page 2.

So I am writing that experience down here. In mid-October/ I wasexcited to hear the special flight. This special flight was toimport special French wine f r o m Iceland to Anchorage forapproximately a 6 hour and 20 minute flight. It is an extremelyshort flight compared to most flights. It takes about two-thirdsnormal flight hours. There are only two landings at Kefurab ik(sp.?) International Airport.

Page 3.

This particular flight was planned to stop at Iceland and increasecargo items rather than flying direct from Paris to Anchorage.However/ since being wintertime if the condition of the runwaywas poor, we may have to reduce the cargo, therefore, everyonewas paying special attention to the amount of cargo. Thetemperature of Kefurabik Airport in November is approximatelymaximum of 3 degrees C. and the lowest was minus 3 degree C.

Page 4.

Six of us Japan Airline employees arrived at Kefurabik Airport atmidnight and three people welcomed us as usual. We headed on toa new hotel. The bed was extremely small. I understood whythe down blanket was only 135 centimeters. We stayed only about17 hours. The weather became good and the runway was not frozenand we left the Kefurabik at 2042.

Page 16.

Co-employees are married, have children and are young. I ampleased that nothing happened. The ending of this encounter wasvery well. We worried because we do not know the purpose of thespaceship/ but there is no immediate danger. What do you thinkabout our experience? I hope we humans will meet them in the nearfuture and confirm my experience.

[Personal statement concerning JAL Flight 1628 sighting ofunidentified air traffic, Nov. 17, 1986. Written by Capt.Kenju Terauchi; translated by Sayoko Mimoto, FAA Alaskan Region,Airway Facilities Division. Received by FAA 1/2/87]

MEETING THE FUTURE

We took a flight course Southeast of Greenland direct to

Chule(sp?) where a U.S. military base ia by crossing the great

icy highland midwest of Greenland.

The flight above Greenland, under a nearly full noon which

was raising on the right front aide of our aircraft helped

visibility for the night flight. The flight was smooth despite

the unstable air current that shook the plane for about two

hours, but was still a rather stressless flight as compared to a

passenger flight.

We aimed towards Single Point, on the north coast of Canada,

by passing through the Canadian north polar regions and down

southwest along an Arctic flight course. It was 4:25 p.m. Alaska

time when we reported our location to Edmonton Center from above

Single Point, Canada (68 degrees 55 minutes the North Latitude,

137 degrees 15 minutes West Longitude). It had become oiteh-

dark perhaps because the moon was directly behind us near the

horizon. We received an order from Edmonton Center that we should

contact the

[Personal statement concerning JAL Flight 1628 sighting ofunidentified air traffic, Nov. 17, 1986. Written by Capt.Kenju Terauchi; translated by Sayoko Mimoto, FAA AlaskanRegion, Airway Facilities Division. Received by FAA 1/2/87]

6*

Anchorage Center when we reach above Pottat(sp?) where Alaska

Territorial Air begins. Pottat locates approximately 480 miles,

approximately 690 kilometers, North-northeast of Anchorage, 67

degrees 56 minutes North Latitude, 141 degrees West Longitude.

We began the communication with the Anchorage Center about

5:05 p.m. The flight course we had acknowledged was Jet 529,

direct to Ft. Yukon and Jet 125 via Nenana, Talkeetna, Chaiger

(sp?)» and to Anchorage. The Anchorage Center ordered us to fly

direct to Talkeetna, provided us transponder codes and placed us

on a radar scope at the same time. The strange phenomenon

happened immediately 'after we began left rotation, following the

order of taking the direct flight course.

There was an unidentifiable light ahead of the rotation. We

set the course toward Talkeetna and began level flight. Then we

saw lights that looked like aircraft lights, 30 degrees left

front, 2,000 feet (600 meters) below us, moving exactly in the

same direction and with the same speed as we were. We were at

the altitude of 35,000 feet (10,600 meters), flying speed was

900 kilometer per hour to 910 kilometer per hour.

[Personal statement concerning JAL Flight 1628 sighting ofunidentified air traffic, Nov. 17, 1986. Written by Capt.Kenju Terauchi; translated by Sayoko Mlmoto, FAA AlaskanRegion, Airway Facilities Division* Received by FAA 1/2/87]

We ignored the lights, thinking probably they were special

missioned aircrafts or two fighters because we did not notice the

lights while communication (with the Anchorage Center?) or on

prior visual inspection. However, the position of the lights had

not changed even after a few minutes and that called our

attention. The First Officer, Tameto(?), called the Anchorage

Center and asked to report to us if there were any aircraft other

than ours in the area. The Anchorage Center told us that there

were no other aircraft in the North area. We immediately

reported back that we were seeing aircraft lights. They again

reported that there was no military aircraft and the ground radar

did not show any aircraft but us. They also asked us several

times if there were clouds near our altitudes. We saw thin and

spotty clouds near the mountain below us, no clouds in mid-to-

upper air, and the air current was steady and conditions were

quite pleasant. Perhaps the controllers were concerned that an

increased use of improved lazer beams using clouds was creating

moving images.

[Personal statement concerning JAL Flight 1628 sighting ofunidentified air traffic, Nov. 17, 1986. Written by Capt.Kenju Terauchi; translated by Sayoko Mimoto, FAA AlaskanRegion, Airway Facilities Division. Received by FAA 1/2/87]

We kept observing the lights below us in left front, thinking it

was ridiculous to have lazer beam testing at the end of a tundra

area. Then the two lights began to move in a manner different

from ordinary aircraft maneuvers, like two bear cubs playing with

each other. We continued the flight South along a straight

course since the distance from the lights was far enough from us

and their movement was not extreme and we felt no immediate

danger. I thought perhaps it is one of those things called UFO

and taking a photo might help to identify the object later. I

asked to bring forward my camera bag that was placed in the rear

of the cockpit and began to take a picture. The area in which

the plane was flying was unchanged but the lights were still

moving strangely. I had ASA 100 film in my camera, mainly to

take scenery and had auto-focus on, aimed at the object but the

lens kept adjusting and never could set a focus. I changed auto-

focus to manual-focus and pressed the shutter but this time the

shutter would not close. Then our aircraft started to vibrate

and I gave up taking a photo. I placed my camera back in the

camera bag and concentrated on observing the lights.

[Personal statement concerning JAL Flight 1628 sighting ofunidentified air traffic, Nov. 17, 1986. Written by Capt.Kenju Terauchi; translated by Sayoko Mimoto, FAA AlaskanRegion, Airway Facilities Division. Received -by FAA 1/2/87]

9"

It was about seven or so minutes • since we began pa/ing

attention to the lights, moat unexpectedly two spaceships stopped

in front of our face, shooting off lights. The inside cockpit

shined brightly and I felt warm in the face. Perhaps firing of

Jets was the result to kill inertia of their quick high speed

maneuver, but the ships appeared as if they were stopped in one

place in front of us. Then three to seven seconds later a fire

like from Jet engines stopped and became a small circle of lights

as they began to fly in level flight at the same speed as we

were, showing numerous numbers of exhaust pipes. However, the

center area of the ship where below an engine might be was

invisible . The middle of the body of the ship sparked an

occasionally stream of lights, like a charcoal fire, from right

to left and from left to right. Its shape was a square, flying

500 feet to 1000 feet in front of us, very slightly higher in

altitude than us, its sice was about the same size as the body of

a DC -8 Jet, and with numerous exhaust pipes. The firing of the

exhaust Jets varied, perhaps to maintain balance, some became

stronger than others and some became weaker than others, but

seemed controlled automatically.

We did not feel threatened or in danger because the

spaceship

[Personal statement concerning JAL Flight 1628 sighting ofunidentified air traffic, Nov. 17, 1986. Written by Capt.Kenju Terauchi; translated by Sayoko Mlmoto, FAA AlaskanRegion, Airway Facilities Division. Received by FAA 1/2/87]

."Page 10*

moved so suddenly. We probably would have felt more in danger

and would have been prepared to escape if the spaceships were

shaking unsteadily or were unable to stop themselves. It is

impossible for any man-made machine to make a sudden appearance

in front of a Jumbo jet that is flying 910 kilometers per hour

and to move along in a formation paralleling our aircraft. The

ships moved in formation for about three to five minutes, then

two ships moved forward in a line, afain slightly higher in

altitude as we were, 40 degrees to our left. We did not reporti

this action to the Anchorage Center. Honestly, we were simply

breathtaken. The VHF communication, both in transmitting and

receiving were extremely difficult for ten or fifteen minutes

while the little ships came close to us and often interfered with

communication from the Anchorage Center; however, communication

conditions became just as good as soon as the ships left us.

There were no abnormalities in the equipment or the aircraft. I

have no idea why they came so close to us. '

Then again, there was a pale white flat light on the

direction where the ships flew away, moving in a line along withi

us, in the same direction and same speed and in the same altitude

as we were.

[Personal statement concerning JAL Flight 1628 sighting ofunidentified air traffic, Nov. 17, 1986. Written by Capt.Kenju Terauchi; translated by Sayoko Mimoto, FAA AlaskanRegion, Airway Facilities Division. Received by FAA 1/2/87]

"Pace 11"

Again, we began communicating with the Anchorage Center. We &aid

that we could aee a light in the 10 o'clock position at the same

altitude and wondered if they could aee anything in their radar.

The Anchorage Center replied that they see nothing in their

radar. I thought it would be impossible to find anything on an

aircraft radar if a large ground radar did not show anything but

I judged the distance of the object visually and it was not very

far. I set the digital weather radar distance in 20 miles, radar

angle to horizon. There it was, on the screen, a large, green,

and a round object had appeared in seven or eight miles (13

kilometers to 15 kilometers) away, where the direction of the

object was. We reported to the Anchorage Center that our aircraft

radar caught the object within seven or eight miles in 10 o'clock

position. We asked if they could catch it on the ground radar

but did not seem they could at all. Normally it appears in red

when an aircraft radar catches another aircraft. I wonder if the

metal used in the spaceship is different from ours. While we

were communicating with the Anchorage Center, the two pale white

lights gradually moved to the left aide and to left diagonally

back 30 degrees as if they understood our conversation and then

when they were beside our aircraft they totally disappeared from

our radar.

[Personal statement concerning JAL Flight 1628 sighting ofunidentified air traffic, Nov. 17, 1986. Written by Capt.Kenju Terauchi; translated by Sayoko Mlmoto, FM AlaskanRegion, Airway Facilities Division. Received tey FAA 1/2/87]

"Page 12*

When they were in front of us, the ships were positioned

slightly higher in altitude than we were, but now they placed

themselves slightly below the horizon where it was most difficult

for us to see. The distance between us was still about seven

miles to eight miles visually. When we started to see Ft. Yukon

diagonally below us at the right, the sun was setting down in the

Southwest, painting the sky in a slightly red stripe,

approximately two to three millimeters and gave a bit of light

but the east side was still pitch dark. Far in front of us there

were lights increasing from the U.S. Military Eielson Air Force

Base and Fairbanks. The lights were still following us at

exactly the same distance; however, it was too dark to identify

by only the lights whether or not they were the same two

spaceships that appeared in front of us a few minutes ago. It

seemed that we were flying in the lighter side and gave them the

advantage of being on the dark side. We had no fears so far but

began to worry since we had no idea for their purpose. When the

lights from the Eielson Air Force Base and Fairbanks became clear

and bright, two very bright lights appeared suddenly from the

North from a belt of lights, perhaps four or five mountains away.

[Personal statement concerning JAL Flight 1628 sighting ofunidentified air traffic, Nov. 17, 1986. Written by Capt.Kenju Terauchi; translated by Sayoko Mimoto, FAA AlaskanRegion, Airway Facilities Division. Received by FAA 1/2/87]

-Page 13'

The extremely bright lights reflected on anow on the side of

the mountains and seemed even brighter. We wondered if they were

searching something on the ground surface or to (attract?)lead

something. The flight above Alaska territory is generally in the

daytime and it is confusing to identify the kind of lights. It

cannot be a base for the spaceship. Is it a movie? There was

something. Oh, yes, it is the Alaska pipeline. The lights must

be a pump station for the pipeline. I got it.

We arrived at the sky above the Eielson Air Force Base and

Fairbanks. It was a clear night. The lights were extremely

bright to eyes that were used to the dark. Bow bright it was!

We were Just above the bright city lights and we checked the pale

white light behind us. Alas! there was a silhouette of a

gigantic spaceship. We must run away quickly! "Anchorage

Center. This is JL 1628, requesting a change of course to right

45 degrees" It felt like a long time before we received

permission. When we checked our rear there was still the ship;i

following us; "This is JL 1628. Again requesting for change the!i

course 45 degrees to the right." We had to get away from that'

object. "JL 1628. This is the Anchorage Center. We advise you . j

continue and -take 360 degree turn.** "JL 1626, thank you. we will

continue 360 degree turn."

[Personal statement concerning JAL Flight 1628 sighting ofunidentified air traffic, Nov. 17, 1986. Written by Capt.Kenju Terauchi; translated by Sayoko Mimoto, EAA AlaskanRegion, Airway Facilities Division. Received by FAA 1/2/87]

It was too slow to circle in the auto-pilot mode; therefore,

wo switched to the manual mode and set to turn right on a 30

degrees bank. We looked to our right forward but did not see any

light. We were relieved, thinking the object may have left us

and returned to the level flight but when we checked to our rear

the object was still there in exactly the same place. "Anchorage

Center, This is JL 1628. The object follows us in formation. We

request a change in altitude, 3,100 feet * yes, 3,100 feet."

"This is the Anchorage Center, JL 1628, ascend to 3,100 feet.

The consumption of fuel during this flight was almost as

expected but there was only 3,800 pounds left and as such was not

enough for extra flying for running around. We have got to

arrive at Anchorage. "Anchorage Center, this is JL 1628. We

request permission for the direct flight to Talkeetna." "JL1628,

this is the Anchorage Center, we authorize the direct flight to

Talkeetna." We checked behind us again. The ship was in

formation and ascending with us. We wondered and feared as to

their purpose. "JL 1628, this is the Anchorage Center. Would you

like to request gnramhl^ for confirmation?" "The Anchorage

Center, this is JL 1628. We would not request aerambl*." We

turned the offer down quickly.

[Personal statement concerning JAL Flight 1628 sighting ofunidentified air traffic, Nov. 17, 1986. Written by Capt.Kenju Terauchi; translated by Sayoko Mimoto, FM AlaskanRegion, Airway Facilities Division. Received by FAA 1/2/87]

-Page 15"

I knew that in the past there was a U.S. military fighter

called the mustang that had flown up high for a confirmation and

a tragedy had happened to it. Even the F-15 with the newest

technology had no guarantee of safety against the creature with

an unknown degree of scientific technology. We flew toward

Talkeetna at an altitude of 3,100 feet. The spaceship waa still

following us, not leaving us at all.

About the same time a United Airline .passenger aircraft

which left Anchorage to Fairbanks flew into the same air cone and

began communicating with the Anchorage Center. We heard them

transmitting that there was an object near JL 1628 and requesting

for confirmation. We heard that the Anchorage Center was saying

to the United Airline aircraft that JL 1628 was at an altitude

of 3,100 feet, therefore, United Airline should maintain an

altitude of 3,300 feet. It sounded as if Anchorage Center had

the United Airline aircraft fly above the spaceship. We were

flying the East side of Mt. McKinley. The United Airline

aircraft came close to us. The United Airline aircraft requested

us to flash landing lights for visual confirmation and we both

confirmed our positions visually. The United Airline aircraft

was coming close to us. We knew that they were watching us.

When the United plane came by our side, the spaceship disappeared

suddenly and there was nothing but the light of moon.

[Personal statement concerning JAL Flight 1628 sighting ofunidentified air traffic, Nov. 17, 1986. Written by Capt.Kenju Terauchi; translated by Sayoko Mimoto, FAA AlaslcanRegion, Airway Facilities Division. Received 'by FAA 1/2/87]

16

The strange encounter ended at 75 miles North of Talkeetna, 150

miles (Approximately 276 kilometers) away from Anchorage. It

comprised approximately 50 minutes of flight time, (line 5)

[Personal statement concerning JAL Flight 1628 sighting ofunidentified air traffic, Nov. 17, 1986. Written by Capt.Kenju Terauchi; translated by Sayoko Mlmoto, FAA AlaskanRegion, Airway Facilities Division. Received "by FAA 1/2/87]

RECORD OF INTERVIEW WITH JAL FIRST OFFICES

On January 5, 1987» Inspector Peter E, Beckner, AAL-207. and JapaneseInterpertor Sayoko Mimoto, FAA Airways Facilities, interviewed JAL FirstOfficer Takanori Tamefuji at the Federal Building, Anchorage, Alaska. Theinterview was conducted for the purpose of gathering first-hand witnesstestimony with regard to a sighting on November 17* 1986, by FirstOfficer Tamefuji of an unidentified flying object. The following is a recordof the Interview:

P. Beckner Conducted at this time in the Flight Standards Division Office,this is Pete Beckner with AAL^207, and we're here with FirstOfficer, Mr. Tamefuji.

? (unintelligible)

P. Beckner Did I say that correctly?

T. Tamefuji Tarn - a - fuji.

P. Beckner Okay, thank you, and Sayoko Mimoto from A A - ah. AirwaysFacilities in AL-400. To begin the questioning, I'd like tofirst of all ask you, urn, is this the first time anything of thisnature Is, have you seen this sort of thing?

T. Tamefuji This, this is, is my first time.

P. Beckner First time, okay. What, if you will, if you could describe forme, what exactly did you see? And I'll provide the paper for youso, here, just kind of let me know, if you would, Just describewhat you saw. Was there more than just one thing that you saw?And ah, if you would just kinda put it down for ah, for me onpaper if that's okay.

T. Tamefuji First off . . . Captain Terauchi, what ah. Captain Terauchi sawwas ah, I couldn't see.

P. Beckner Okay

T. Tamefuji And ah, first part of the incident . . .

P. Beckner Incident?

T. Tamefuji Yeah.

P. Beckner That's fine.

T. Tamefuji Ahhh . . . about ten minutes I could see, but after that time,hummmm ... I couldn't see because of my seat is co-pilot right-hand side . . .

P. Beckner Right.

T. Tamefuji . . . and ah, the object was In left-hand aide . . .

P. Beckner Okay,

T. Tamefuji . . . and very dark vision, so . . «

p. Beckner Okay.

T. Tamefuji . . . ao I couldn't see, but ah at first ah, hunm,(unintelligible) what can I write . . .

P. Beckner Just klnda picture in your mind what you saw . . .

T. Tamefuji Hunm. . .

P. Beckner . . . and then put that on paper, and I'm going to shut the doorhere.

T. Tamefuji Hunm, it was ah, left right clock head-on traffic . . .

P.Beckner Okay.

T. Tamefujl I Just to see and ah, hunm, left right?

P. Beckner Yes

T. Tamefuji Ah, in night flight head-on traffic we can see Just ah,light . . .

P. Beckner Lights, okay.

T. Tamefuji ... we cannot see the total shape . . .

P. Beckner Shape

T. Tamefuji . . . shape

P. Beckner Okay

T. Tamefuji ... so (unintelligible) I thought it was ah, head-ontraffic . . .

P. Beckner Okay

T* Tamefuji Mmmm, so I couldn't, can't write ah, exactly . . .

P. Beckner Would you say it was Just . . . ?

T. Tamefuji Just light . . .

P. Beckner Okay it was more than, s- was there more than like what would yousay there was six lights . . .?

T. Tamefuji No! Mo!

P. Beckner . . . would you say there was a multitude of lights?

T. Tamefuji Ah, (unintelligible) just I want to describe just ah, light, onlylight. . .

P. Beckner Okay

T. Tamefuji Yeah, so if ah, there was something flying, but ah, I couldn'tsee at that time.

P. Beckner Okay, ah was there, was there clear night?

T. Tamefuji Yes . . .

P. Beckner Okay

T. Tamefuji . . . clear.

P. Beckner And you could distinguish this lights as being different from thestar . . .?

T. Tamefuji NNNooo . . .

P. Beckner . . . from the stars?

T. Tamefuji Different is fine.

P, Beckner Okay (unintelligible) Alright ah urn. How was it first detected?Was It - someone saw it visually, or cjid you see it on radar?Who, well, how was it first found?

T. Tamefuji What's found, humm?

P. Beckner Er, first sighted?

T.Tamefuji Ah, as you know, all the crew ah ...

P. Beckner Right

T. Tamefuji . . . must watch outside?

P. Beckner Right

T. Tamefuji So ah, I must watch instrument and ah, outside so, and ah, asnormal flight so I have traffic inside, also Captain traffic,inside, but ah, I'm not sure but a engineer landing calculate sohe was just sit down back desk calculate . . .

P. Beckner (unintelligible)

T. Tamefuji departing direction

P. Beckner Right

T. Tamefuji ... 30 maybe he couldn't see at that time, but the Captain andme (unintelligible) have ah, had traffic inside . . .

P. Beckner Visually saw . . .

T. Tamefuji Yes

P. Beckner Okay

T. Tamefuji (unintelligible) I saw there was two small aircraft.

P. Beckner Okay

T. Tamefuji And two small aircraft(unintelligible)

P. Beckner That's what you saw?

T. Tamefuji Yes

P. Beckner Okay

T. Tamefuji And ah, and ah, I ask Captain ah, we should ask ATC so ah, I AirTraffic . . .

P. Beckner Okay

T. Tamefuji ... So as I thought, ah, very same 3imlliar altitude andCaptain said, ah, hum, I don't remember exactly but ah, ah, hesaid - ah, but a little bit high or same level, but I thoughlittle bit lower, you can know . . .

P. Beckner Right

T. Tamefuji ... it is very difficult to (unintelligible) heed-ontraffic . . .

P. Beckner Right

T. Tamefuji ... so ah ...

P. Beckner It was actually at your twelve o'clock . . .

T. Tamefuji No

P. Beckner . . . then . . .

T. Tamefuji Slightly . . .

P. Beckner ... or slightly '. . .

T. Tamefuji- . . . left-*hand and ah, ten or eleven . . ,

P. Beckner Ten or eleven?

T. Tamefuji Right

P. Beckner Okay

T. Tamefuji And I thought that it was low . . .

P. Beckner Okay

T. Tamefuji And, (unintelligible) I thought ah, traffic way, I image aircraftah, lighting, navigation lights . . .

P. Beckner Right

T. Tamefuji . . . and landing lights . . .

P. Beckner Okay

T. Tamefuji (unintelligible) - light

P. Beckner Right

T. Tamefuji . . . but ah, it is my (unintelligible) for now I thought it wasan aircraft so ...

S. Himoto I thought it was an aircraft.

P. Beckner Okay

S. Himoto Ah ...

P. Beckner Did you in your mind try to make it ...

T. Tamefuji Yes

P. Beckner . . . look like an aircraft?

T. Tamefuji Yeah

P. Beckner I can do the same thing, . . .

T. Tamefuji Yes

P. Beckner ... so ah ... I understand.

T. Tamefuji And, but ah, very strange ah, I ah, it was too many lights . . .

P. Beckner Too many?

T. Tamefuji Yes

P. Beckner Okay

T. Tamefuji But so It was so luminous, I don't mean luminous ah, it was toomuch forever.

P. Beckner Right, okay. How 'bout the colors of the lights? Is thatalso ...

T. Tamefuji Humm, might Captain, maybe for different thing and Mr. Fukuda,maybe different thing, but ah, ah I say it was the aircraft so Ithought but actually I think . . .

P. Beckner Okay

T. Tamefuji ... I think ah, salmon, Just like Christmas assorted . . .

P. Beckner Okay, okay assorted.

T. Tamefuji * . . and ah, I remember, red or orange, hum, and a white landinglight. Just like landing light. And weak green, ah,blinking . . .

S. Himoto Flashing . . .

P. Beckne Flashing . . .

S. Mlmoto . . . blinking, blinking

P4 Beckner Blinking

S. Himoto (unintelligible) yes

P. Beckner Okay

T. Tamefuji How should I say - looks Just like this, (hand-signs were made byMr. Tamefuji) moving like in one . . .

S. Himoto Oh, swinging

P. Beckner Swinging?

T. Tamefuji (Japanese)

P. Beckner Movement

T. Tamefuji Yes, and ah, ah if there was, there are ah, how should I say,very good formation flight . . .

P. Beckner Close formation flight?

T. Tamefuji Yes close.

P. Beckner Okay . . . Does -I - I did not meet the Captain so I don't know,but does he wear glasses?

T. Tamefujl Hunm, no

P. Beckner No, do you wear glasses, sir?

T. Tamefuji Humm, . . .

P. Beckner FOP flying.

T. Tamefujl Oh, I use, but ah, at that time I don't wear, but ah, I howshould I say . . . but I do use it ...

S. Mimoto He usually wears glasses but at that time he was not wearingglasses . . .

T. Tamefuji No, I don not mean it. I normally do not wear glasses.

P. Beckner Okay

T. Tamefuji The licensing requires me to wear glasses.

3. Mlmoto Oh, I'm sorry, he didn't mean that.

T. Tamefuji I need no glasses in daily life.

S. Mlmoto Oh, in dally life he does not wear glasses.

P. Beckner Okay

T. Tamefuji But, ah, ah, result of the physical exam, I am required to -* towear glasses . . .

S. Hlmoto Ch, okay . . .

P. Beckner (unintelligible)

S. Mimoto The physical requires him to wear glasses.

P. Beckner Okay, how 'bout - how 'bout the flight engineer, does he ...

T. Tamefujl Hummm . . .

P. Beckner ... do you remember if he wore . . .

T. Tamefuji I don't remember.

P. Beckner Okay

T. Tamefuji But ah, I have numerous visions . . .

S. Hlmoto (unintelligible)

P. Beckner Okay

T. Tamefuji . . . and I use ah, humm . . . how should I say?

S. Hlmoto I will not - I do not need to wear glasses In daily life.

P. Beckner Okay, okay. Now - the time of the incident, when - when you guysfirst saw the objects, ah what were the lighting conditionsoutside?. Was it dark . . .

T. Tamefuji Hum

P. Beckner ... or was it dusk? Or was the sun still up erf how would youdescribe . * •?

T. Taoefuji Just after sunset ...

P. Beckner Just after sunset*

T. Tamefuji (unintelligible)

P. Beckner Righti

T. Tamefuji . . . dark, dark red.

P. Beckner Dark red, okay.

T. Tamefuji But almost dark I must say night . . .

P. Beckner Okay, you could see the stars real clearly?

T. Tamefuji Yes, yes.

P. Beckner Okay. Okay, was the - what you saw - was it real obvious to you?

T. Tamefuji Yes

P. Beckner Okay. Ah, at what point did you see it on the radar?

T. Tamefuji Humm, what point mean?

P. Beckner What - you saw the lights* and then how much later before you sawsomething on the radar? On your -. your radar in the aircraft, ordid you see it on the radar?

T. Tamefuji I just don't understand.

S. Mimoto When did you see the object on the radar?

T. Tamefuji Oh, and, hum ah, I can't tell you exactly • . .

P. Beckner Well ah ...

T. Tamefuji . . . but ah, at first we have In flight . . .

? Hum huh.

T. Tamefuji ... at ATC, air traffic, and no traffic, so •* we aresuprised . . .

P. Beckner Yeah . . .

T. Tamefuji . . . and ah, Captain operates the radar . . .

P. Beckner Radar, okay yeah . . .

T. Tamefuji . . . and so Captain ah, try to search object by the radar . . .

P. Beckner Okay

T. Tamefuji ... we fix - ah, give to ten minutes (unintelligible).

P. Beckner Okay, and then what did you see on the rad - were you able to seethe radar from where you were sitting?

T. Tamefuji ?

P. Beckner Okay, what did you see on the radar as far as ...

T. Tamefuji Humm, Just like ah - ah, traffic, other traffic, but ah, Ithought a little bit large . . .

P. Becker Urn hum

T. Tamefuji . . . echoa

P. Beckner Large echoa, okay. Was it ah, what - I understand you have colorradar in - in the . . .

T. Tamefuji Yes

P. Beckner . . . aircraft. What color was the . . .?

T. Tamefuji Humm I thought ah, green.

P. Beckner Green?

T. Tamefuji Yes

P. Beckner Okay. And about what range did -did you - did you guys . . .?

T. Tamefuji Humm, twenty miles . . .

P. Beckner Twenty?

T. Tamefuji . . . and ah, seven to eight miles to object.

P. Beckner Okay, from you, from you. Did it pretty ouch maintain thatposition for moat of the flight?

T. Tamefuji Humm, ah ...

P. Beckner Or did it move around a whole lot, or did it ...

T* Tamefuji No, no (unintelligible) oblong?

P. Beckner Right

T. Tamefuji ... so ah, hummm, don't - it didn't move just like this, justlike this . . .

P. Beckner Okay

T. Tamefuji . . . Just like a other traffic stay on, but ah, I can't say, itwas moving or not moving.

P. Beckner Okay, it sort of seemed to stay in formation with you, would thatbe ...

T. Tamefuji Hummm ...

P. Beckner . . . seven to eight mile formation?

T. Tamefuji Hummm, formation means same position?i"P. Beckner Right - same general direction in this case,

T. Tamefuji Oh ...

P. Beckner Seem to travel with you?

T. Tamefuji Humm, I saw ah, light, just like landing lights, so ah, I'm pilotIt has landing light so, head-on traffic . . .

P. Beckner Right.

T. Tamefuji ... at that time, but ah, I can - I cannot say which directionthey move.

P. Beckner Ckay, okay. This head-on traffic, how long did you see thistotal, the length of time that you saw it?

T. Tamefuji Humm, humm

P. Beckner Just you.

T. Tamefuji Humm, five minutes at first inside and ah, five minute33 Captainand ATC call short conversation • . .

10

P. Beckner Conversation, right.

T. Tamefuji . . . (unintelligible) hummm, hummm I can't say (unintelligible)five minutes. . .

P. Beckner Okay

T. Tamefuji . - . hummm, and ah, I have ah, monitoring, monitor 30 inside andoutside ...

P. Beckner Okay, inside and an outside, yeah.

T. Tamefuji . . .ah, while doing those, it became unvisible.

S. Mimoto While looking outside and looking on the Inside, and then so hecouldn't see anymore.

P. Beckner Okay, so - you sa •* you saw the head-on traffic - whatever wewant to call that - for about five, five minutes, ten minutes,somewhere in there?

T* Tamefuji Humm, yes . . .

P. Beckner Okay

T. Tamefuji Yeah

P. Beckner Okay, ah, was there anything else that you saw aside from this -from this pattern here, was there, was there anything else thatyou saw?

T. Tamefuji Humm, you mean ah, other stars or what?

P. Beckner Other than, I mean as far as these obj - the objects wereconcerned, was there any other ah, features that you saw, wasthere any shape that you saw, or you Just saw the head-on light?

T. Tamefuji Yes, and of course it ah, was clear so ground you could see . . .

P. Beckner Okay you saw . . .

T. Tamefuji . . . but ah, hummm, how should I say, but ah, the traffic, Imean the UFO . . .

P. Beckner Yes

T. Tamefugi . . . it's ah, so, I'm sure it was not on ground . . .

P. Beckner Okay

T. Tamefuji (unintelligible)

11

P. Beckner Yeah, could you aee the horizon, the . . .

T. Tamefuji Yea

P. Beckner . . . mountains?

T. Tamefuji Yea, ah, perfect.

P. Beckner Right

T. Tamefuji This ia ah, horizon . . .

P. Beckner Of the horizon?

T. Tamefuji . . . and I could aee . . .

P. Beckner Okay

T. Tamefuji . . . the horizon*

P. Beckner Okay. So these were above the horizon line?

T. Tamefuji (unintelligible) I don't mean ah, (unintelligible)

P. Beckner Okay

T. Tamefuji Ah, we can see the flying over aircraft ah, near thehorizon . . .

P. Beckner Okay

T. Tamefuji (unintelligible)

P. Beckner Right

T. Tamefuji . . . ao ...

P. Beckner You saw this . . .

T. Tamefuji . . . I cannot say it was ah, (unintelligible)

P. Beckner Okay, okay, urn somewhere down, I gueaa by Fairbanks area, youguys, the Captain or yourself requested a 360?

T. Tamefuji Hnmm hum

P. Beckner Did you happen to see the object while in the 360?

T. Tamefuji Humm, the pilot was right-hand . . .

P. Beckner Right-hand turn, right?

T. Tamefuji Humm, so I watch, what . . .

12

P. Beckner Right

T. Tamefuji ... so I couldn't find what Captain saw.

P. Beckner Okay, you were flying the aircraft then, is that correct?

T. Tamefuji Ah, yes

P. Beckner Okay

T. Tamefuji But ah, urn, I saw (unintelligible) ah, Captain said ah, UFO big,quite big Captain said, and how should I say - so I tried doingthis. . .

S. Mimoto I looked all over the place.

T. Tamefuji And the Captain was in the way(Japanese). . .

S. Mimoto Oh so Captain was in the way.

P. Beckner Well, okay he was in the way of you seeing?

T. Tamefuji Yes, and ah, some ah, pillar, window pillars . . .

P. Beckner Ch, pillars?

T. Tamefuji Yeah

p.. Beckner Okay

T. Tamefuji ... so ah, we* ah, I couldn't see well, but some hum, humthis - this is not exact picture, but ah, like similiar likeaircraft is (unintelligible) . . .

P. Beckner Okay

T. Tamefuji I dark is background, but I - you cannot say it was UFO or not.

P. Beckner Okay, was it different then what you saw here?

T. Tamefuji Completely different.

P. Beckner Completely different, okay. But was it brighter, were thesebrighter, er . . .?

T. Tamefuji . . . brighter ...

P. Beckner These are brighter?

T. Tamefuji Yes, ah ...

P. Beckner The first sighting was brighter?

13

T. Tamefuji Yes

P. Beckner Ckay, the head-ons were brighter?

T. Tamefuji Er, yes

P. Beckner Ckay, urn - was there anything else on the radar that you wereable to see, or was that the only target that you had on theradar?

T. Tamefuji Ch yes, and ah, I think ah, Captain tilt . . .

P. Beckner Tilt right

T. Tamefuji . . . and ah, a certain tilt angle could catch the object . . .

P. Beckner Okay, so, so was there anything else showing on the radar . . .

T. Tamefuji Hummm . . .

P. Beckner (unintelligible)

T. Tamefuji . . . that should be something spot or ground-echo, ah, . . . ?

P. Beckner (unintelligible) . . . okay

T* Tamefuji . . . ah, I -I have many experience ah, ah, aircraft, echo orradar screen . . ., echo . . .

P. Beckner Right

T. Tamefuji .• . . yeah, ah, so I could identify that Is ... ah aircraftecho ... I have many experiences before in checking oncomingalrcrafts on a radar.

S. Himoto I experienced often in checking oncoming aircraft on radarbefore.

T. Tamefuji Just like ah traffic.

P. Beckner Okay ...

T. Tamefuji . . . Just the right (unintelligible) . . . talking.

P. Beckner . * . so what you saw was similiar to what you seen before, whenyou were picking up other traffic?

T. Tamefuji Yes

P. Beckner Ckay, okay, urn, the lighting conditions, I talked about thelighting conditions outside. How 'bout the lighting conditionsinside the aircraft? Were there cockpit lights on ...

T. Tamefuji Hummra, no ...

P. Beckner . . . and all that sort of stuff or ...

T. Tamefuji . . . hummm. It was for night flights seeting.

P. Beckner Right, okay.

T. Tamefuji Bright, it looked bright . . .

P. Beckner Not bright but . . .

T. Taraefuji Dim

P. Beckner . . . dim, okay. Was there? Was there any attempt to - did youguys turn them down all the ways* or ...

T. Tamefuji Hummmm . . .

P. Beckner . . . what you saw outside couldn't have possibly, could havepossible been a reflection or something from inside the cockpit?

T. Tamefuji Huounmm ...

P. Beckner I'm Just, Just asking . . .

T. Tamefuji Yeah, yeah ... I understand that. Ah, I - I want to say thereis not possibility what you think . . .

P. Beckner Okay of reflection . . .

T. Tamefuju . . . ah, no.

P. Beckner Okay. Was the light turned all the way off Just to see if itmade any difference, er . . . ?

T. Tamefuji Urn ...

P. Beckner ... do you remember if - if you did that, er, the Captain mayhave done it? .

T. Tamefuji Umn, ah, I was very busy, so, ahv I ...

P. Beckner That's right you were the flying pilot . . .

T. Tamefuji Yes, and ah, 150 feet ...

P. Beckner Yeah

T. Tamefuji . . . and so, but ah, maybe, maybe not good word but, maybe ah,Captain try down dark - darker * . .

15

P. Beckner Okay, darker, okay

T. Tamefuji . . . and ah, I flight engineer calculator (unintelligible) so hehad ah . * .

P. Beckner So he had a spot on his table?

T. Tamefuji Yea

P. Beckner By the engineer table?

T. Tamefuji Yes, I - when I saw, but ah, cockpit was ah, dark.

P. Beckner Okay. Ah, what size would you estimate this - this object to be?

T. Tamefuji Hunnmn, it la hard to say, but - ummm, I thought It was ah, ah, Ithought it was larger than ah, aircraft.

S* Hlmoto What kinds of aircrafts?

T. Tamefuji An originally oncoming aircraft . . .

S* Hlmoto It feels like it's larger than normal airplane. Oncomingairplane . . .

P. Beckner Okay. Okay* Ah, did you notice any magnetic disturbances, ah,the compass . » •

T. Tamefuji No ...

P. Beckner .. . . suing or anything . . .

T. Tamefuji . . . but ah, urn, I .think you have ATC tape of that time?

P. Beckner Right

T. Tamefuji And controllers tape, ah, said that several times you'regarbling . . .

P. Beckner No ...

T. Tamefuji . . . but ah, my English is so hee . . . how should I said thatreasoning ... I thought perhaps the air traffic controller didnot understand my English, so, he said 'garbling1.

S. Hlmoto Ch, maybe Air Traffic Control did not understand my English,so ...

P. Beckner No

S. Hlmoto ... he was polite and said 'garbling*

P. Beckner . . . said (unintelligible) government garble, okay.

16

T. Tamefuji (unintelligible) but ah ...

S. Mlmoto That's the way I thought ...

P. Beckner Was that all the way, the whole length of the trip? He feltthat, er, er, was it just during this period of time when youwere working with . . .

T. Tamefuji Oh yeah, humram . . .

P. Beckner . . . when you were asking him about the other traffic?

T. Tanefujl Yes

P. Beckner Okay. How 'bout later on in the flight? Did he ask you to sayagain, you're garbled, er . . .?

T. Tamefuji No, no ...

P. Beckner . . . okay, Just . . .

T. Tamefuji . . . just ah, ah, from Pottat, Alaska til . . .

P. Beckner Right

T. Tamefuji . . . and ah, radar contact with controllers, and ah, there wasno garbling ...

P. Beckner Okay

T. Tamefuji . . . ah, at that time.

P. Beckner And your initial contact was Center?

T. Tamefuji Yes

P. Beckner Okay

T. Tanefuji It clear after that moment.

P. Beckner Okay

T. Tamefuji (unintelligible)

P. Beckner How 'bout navigation, did you notice any navigation interference,ah . . . ?

T. Tamefuji (unintelligible)

P. Beckner ... I understand you're on I N S, so there, there is no problemthere, okay. Was there any turbulance, did the airplaneexperience any turbulance anytime you saw this, the objects?/

17

T. Tanefuji (unintelligible)

P. Beckner Ckay. How 'bout the autopilot, did - was it on autopilot?

T. Tamefuji Yes

?'. Beckner Ckay, did the autopilot kick off?

T. Tamefujl No

P. Beckner Er, it stayed on all the time?

T. Tamefuji Mo

P. Beckner Okay. Urn, let me just read my notes here and see if I have goteverything I needed to ask you about. You say that you hadsuggested to the Captain that you call Center and ask if they hadany targets?

T. Tamefuji Hum . . .

P. Beckner About how long after you first saw this did you go, b-beforeasking about calling Center?

T. Tamefuji Hummm, hum •* at first in my mind . . .

P. Beckner Right, yeah

T. Tamefuji . . . and conversation so it was not too long but, ah - hummm, Ican't say exactly but two or three minutes.

P. Beckner Okay, okay. Urn - Was the Captain the first one to spot the ob -the ah, lights?

T. Tamefuji The who?

P. Beckner First saw the object?

T* Tamefuji Hummm, I think ah, at the same time, almost.

P. Beckner Ckay

T. Tamefuji But ah, it Is not impossible to at same time . . .

P. Beckner Right, but . . .

T. Tamefuji (unintelligible)

P. Beckner . . . but - but communicating, yeah.

T. Tamefuji Humm, urn, not so much different between . . .

18

P. Beckner Ckay. So pretty much at the same time you both saw It?

T. Tamefuji Right

P. Beckner And at that time it was ten to eleven?

T. Tamefuji Hummmt I thought.

P. Beckner That's what I'm asking is what you thought?

T. Tamefuji Yeah

P. Beckner Okay. Urn. Okay we discussed the ah, turn, the 360?

T. Tamefuji Urn hum

P. Beckner I understand somewhere in the flight you guys also descended from3. 5, 0 to 3. 1, 0?

T. Tamefuji Yes

P. Beckner Did - did the object stay with you at that point, or did thelights stay with you, or whatever?

T. Tamefuji Humm, hum at that time . . .

P. Beckner At that time did you still have them in sight?

T. Tamefuji Yes, but ah, different.

P. Beckner Urn hum

T. Tamefuji Ah, the object was different side the captain's side so I cannot • • •

P. Beckner Okay you could not see it, okay. So you actually saw it only forabout five to ten minutes?

T. Tamefuji ftjomrn, I think so.

P. Beckner Ah, because I understand that the - the target was ah., nottarget, but the item, object, lights, whatever, were in sight forupwards of around fifty minutes, total. That's what the Captainsaw, was about that length of time.

T. Tamefuji Umm, urn

P. Beckner And ah, but I understand that from where you were sitting youmight not have been able to see it as long as he could have?

T. Tamefuji Yeah

P. Beckner Especially during the turn?

19

T. Tamefuji Yeah

P. Beckner Ckay, Were there any other ah - was there any other aircraft?Did you see any other aircraft during that particular flight?

T. Tamefuji No ah, no other ATC ah, I mean ah, urn, as ...

P. Beckner Right

T. Tamefuji . . . and ah ...

P. Beckner You didn't see any other aircraft at all?

T. Tamefuji In last part of the incident United Air . . .

P. Beckner Right

T* Tamefuji ... ah» from Anchorage.

P. Beckner Hum* huh

T. Tamefuji . . . And we can - what's that.- we could see . . .

P. Beckner You could see (unintelligible)

T. Tamefuji United

P. Beckner Okay you could see United . . .

T. Tamefuji (unintelligible)

P. Beckner Okay, did he - did United when you saw him was he flashing-hislights at you or anything* er Just normal nav lights, er . . .

T. Tamefuji Humm . . .

P. Beckner . . . do you remember what . . .?

T. Tamefuji Humm, remember, Just she passed my left-hand side . . .

P. Beckner Hum huh

T. Tamefuji . . . and ah, I can't say.

P. Beckner Okay. Ckay ah, did the Intensity of these lights change, atall . . .

T. Tamefuji Humm . . .

P. Beckner . . . or were they pretty much the same Intensity for the timethat you saw them?

20

T. Tamefuji Hummm, was it a change of intensity? How should I say . . . ?On and off but became stronger ah, became weaker, becamestronger, became weake, different from the strobe lights.

S. Himoto Some got stronger, and changed to weaker stronger again thenweaker, and stronger, weaker . . .

P. Beckner Okay. Okay. Okay. Okay, ah, you mentioned the lights thatyou've shown me here. This pattern that you've shown me here,the Captain has also, shown us also. But Just so I, make sure Iunderstand everything here, let me just show you ah, the detailsof what the Captain - and I don't know if you've seen these ornot, but you've . . .

T. Tamefuji Hum, hum

P. Beckner This was In the newspaper here in Anchorage, for example. Andthis shows a slmiliar type pattern is what you have here . . .

T. Tamefuji Humm

P. Beckner . . . but I Just wonder if you - you also may have seen this' particular ah, shape or ah, object?

T. Tamefuji Hummm

P. Beckner And you can probably read what is - is written here so, justkinda read that over, and ... Do you remember seeing anythinglike that yourself?

T. Tamefuji Humm, I don't see ah, anything like this, but ah, as I told . .

P. Beckner Yeah, this ah ...

T. Tamefuji . . . and you if, we can connect these lights - are - it will bea big object but, ah ...

P. Beckner Right

T. Tamefuji I can not just - there are some lights ahead or not.

P. Beckner Okay, that was during the turn . . .?

T. Tamefuji No ah, I think it was before turn . . .

P. Beckner Oh okay

T. Tamefuji . . . and ah, we of course we convesed a lot and . . .

S. Himoto We are talking, discussing . . .

T. Tamefuji And while we were talking I saw it momentarily.

21

S. Mimoto While conversation was going, I peeked out and momentarily I sawit.

P. Beckner You saw this, okay. Urn, after the turn. Were you able to seeanything anymore, like this light pattern here?

T. Tamefuji No

P. Beckner Ckay, er this - this pattern here?

T. Tamefuji Hunan, no.

P. Beckner Okay. And tha - so that was the last time you saw it, was priorto the turn • . .

T. Tamefuji Humm

P. Beckner Ckay, okay. Well sir, that's all I can think to ask you. Isthere anything you'd like ta - to further add - and give us somemore understanding to what you folks saw up there?

T. Taoefuju Humm, no well, I am certain that I saw something.

3. Mimoto Well I'm - I'm sure I saw something.

T. Tamefuji It was clear enough to make me believe taht there was an oncomingaircraft.

S* Himoto This is clearly enough to make me believe it was an oncomingairplane.

P. Beckner Okay

T. Tamefuji That's the starting point of this story.

3. Himoto That*s the beginning of this story.

P. Beckner No the story, ah, (laughter). Okay urn, well that pretty muchconcludes the questions I have for you. And again I appreciateyou coming in. Especially on such.short notice. And Sy Iappreciate you coming in also on such short notice. So thank youvery much . . .

T. Tamefuji And ah, can I ask one question?

P. Beckner Sure

T. Tamefuji Ah, I read the FAA news human, ah, humm, I found military radarpicked up some kind of target on their radar, (unintelligible)What type of understanding?

P. Beckner Umm, I*m not sure what they seen on that radar, right at thepresent moment.

22

T. Tamefuji Ah huh

P. Beckner And urn, let me Just do this. I can find out and let you know.

T. Tamefuji Arid ah f well Saturday ah t ah, TV interview from Mew York.

P. Beckner Oh is that right.

T. Tamefuji Yeah

P. Beckner Oh

T. Tamefuji And ah, the interview said military, some kind of commander Idon't remember( but, ah, some military . . .

P. Beckner Military - military ah, commander?

T. Tamefuji Ah, how should I say, but some personnel from military said thiswas a weather interference.

S* Mimoto . And this military commander said it was a weather interfere . . .interference.

P. Beckner (unintelligible)

T. Tamefuji Ah, on the radar

S. Himoto On the radar

P. Beckner Okay, that I - that I don't know, urn ...

T. Tamefuji But ah, it was clear sky, so ...

P. Beckner Right

T. Tamefuji . . . there's no possibility of weather interference.

P. Beckner On the weather, Interference, okay. Well I'll do this, I willfind out what the result of the analysis is on those. We'regoing to eventually get that anyway. And I'll let you know whatwe have. Okay? I have your phone number so I'll do that. Okay?

T. Tamefuji Yes

23

A JAL -flight engineer, Yoshio Tsukuba, was interviewed by Pet*Beckner of FAA on January 15, 1987, through an interpreter,Sayoko Mimoto, regarding to the UFQ which had been sighted on the17th of November, 1986, by Captain Terauchi.

Beckner: Describe what you saw.

Tsukuba: May I speak in Japanese?

Becknera Oh! Yes, please.Mimoto: Oh! yes, please.

Tsukuba: The f irst time I saw it was through the LI window, atthe 11 o'clock position. It looked larger thannavigation lights. I do not remember exactly how manyo-f those (lights) were there but clusters of lightswere undulating.

Beckner: What was the color o-f those lights, was it green?

Tsukuba: I can not describe the details but it was white oramber colored lights.

Beckner: When you saw the abject was it obvious to you? Did younotice it immediately?

Tsukuba: Yes, it was. I noticed it immediately.

Beckner: Did it stay with you at position 11 o'clock? How longdid you see this object?

Tsukubai Yes, approximately 5 minutes, 10 minutes, I think I sawit for about 1O minutes after I sighted it the firsttime. The reason is because the Captain wanted to takepictures. His camera bag was placed behind his seat,beside mine, and I handed it to him. But h« could nottake pictures, so I placed his camera bag beside myseat again. So I think it took about 10 minutes.

Beckner: Why could he not take any pictures?

Tsukuba: Well, his camera is Alpha 7,000, with film ASA 1OO. Hecould not operate it well. I mean the operatingprocedure of the camera was not understood well.

Beckner: What kind of camera did he have?

Tsukubaa Alpha 7,OOO. It is made by Minoruta. I wanderwhat itis called in America.

Beckner: Have you seen this kind of thing be-fore? Was this the•first time anything of this nature has happened to you?

Tsukubai Yesf this was the first time.

Beckners Who first sighted the abject?

Tsukubaa I do not know which person picked it up first. I wasmaking a landing data. The Captain told us to see ifthere is a some kind of object outside.

Beckneri Did you see the radar?

Tsukubai When the Captain told me to look, I could see theradar.

Beckners Were you able to see it on radar? What did you see onthe radar?

Tsukubaa Yes* a green dot like, not exactly like a dot. It wasnot a dot, but stream like, I think the range Mas about1C miles. I do not think it (an the radar) Mas thesame lights as the one I saw in front of us.

Beckner: How Mas the intensity of the lights? Did the intensityof the objects' lights change?

Tsukubaa Basically the same. I cannot describe it. Not even inJapanese. The first one did not change. The secondlight Mae very difficult to see. It Mas so vague.

Beckneri Was any other target picked up an radar?

Tsukubas I cannot remember. The tilt angle of the radar Masdifficult to see.

Beckners Difficult to remember, on the radar, did you have tolook for the abject?

Tsukubaa I identified immediately the one in front of us .

Becknera At the time of sighting, how Mere the lightingconditions outside?

Tsukubas It was just at sunset at right -front of us. There was. a stripe of red lino and almost dark, it was almost

pitch dark behind us.

Beckner: How was the lighting conditions inside the cockpit?

Taukuba: We had night illumination at above sideways. I wasusing a spot light while calculating the data. I donot remember whether the Captain had the lights turnedoff or not. There i s a switch that can turn the 1 i ghtto regular fluorescent or to dark. It was set to dark.

Beckner: How long did you see the abject?

Tsukuba: The one in -front of us, as I mentioned earlier, I sawit for about 10 minutes, then, the one on our left sideat 9 o'clock, together, a total of 3O minutes. Thelights in front of us and the other one were of twoabsolutely different nature of lights.

Beckner: Would you show us what they looked like on this paper?

Tsukuba: The lights in front of us were clusters of lights likethis. I think they were made of two parts. How shouldI say this, but the lights were shaped like windows ofa passenger aircraft.

Beckner: What was the shape of the object like?

Tsukuba: I do not know. It was just lights. The one in frontof us was like an aircraft viewed from another aircraftwhich was ours.

Beckner: Did'the object move with your aircraft when you changeddirection or altitude?

Tsukubaa When we saw the first one in front of us, we did notchange the heading, but the second one, it was reallyhard to see, I had to try real hard to see it, so wechanged heading. I think the abject was with us whenw« changed altitude. When we changed altitude, I couldnot see. The Captain said it was still there, so Ifelt like it was there.

Beckner> Did you see another aircraft?

Tsukuba: I saw United Air Line.

Beckner: Any other lighted, or unlighted objects?

Tsukubas When the United aircraft was passing by, we Mere seeingthe second lights.

Becknera Did the intensity of lights change?

Tsukuba: The -first lights I saw was unchanged until theydisappeared* The second one, it was so hard to see.In my mind, I am not certain whether it was lights o-f adistant town or a strange abject.

Beckner: What were the weather conditions?

Tsukubaa It was clear.

Becknera Did you see any stars?

Tsukuba: I think there were stars* but...

Beckners Any magnetic disturbance?

Tsukubas No.

Becknert Mere there any instrument fluctuations on your FlightEngineer's panel during the objects presence?

Tsukubaa No, it didn't (there weren't).

Beckner: Do you wear glasses?

•Tsukubaa No, I don't.

Beckner: Was there any re-flection on the inside of the glass?

Tsukubai Reflection? What do you mean?

Mimoto: Did you see any reflection of inside lights on theaircraft window glass?

Tsukubas No. there was not any*

Backneri Would you like to add anything? Do you have anyquestions? We have come here and interviewed you alot. Is there anything we can answer regarding yourquestions?

Tsukubaa The points I would like to reinforce are that thelights in -front of us were different from town lights.I can not describe the shape. I am not as certain as Iam about the lights on the left side. I do not knowwhat the shape of the objects was. So I am sure thatthe lights that were in front of us were different fromtown lights. When I was interviewed here at the firsttime by FAA personnel, I was not sure whether theobject was an UFO or not. My mind has not changedsince then.

Peter E. Beckner Sayoko D*. Mi motoA.S.I. Interpreter

V

PERSONNEL STATEMENT

FEDERAL AVIATION ADMINISTRATION

Anchorage Air Route Traffic Control Center

The following is a report concerning the incident to aircraft JL1628 onNovember 18, 1986 at 0230 UTC.

My name is Carl E. Henley (HC) I am employed as an Air Traffic ControlSpecialist by the Federal Aviation Administration at the Anchorage Air RouteTraffic Control Center, Anchorage, Alaska.

During the period of 2030 UTC, November 17, 1986, to 0430 UTC, November 18,1986 I was on duty in the Anchorage ARTCC. I was working the D15 positionfrom 0156 UTC, November 18, 1986 to 0230 UTC, November 18, 1986.

At approximately 0225Z while monitoring JL1628 on Sector 15 radar, theaircraft requested traffic information. I advised no traffic in hisvicinity. The aircraft advised he had traffic 12 o'clock same altitude. Iasked JL1628 if he would like higher/lower altitude and the pilot replied,negative. I checked with ROCC to see if they had military traffic in the areaand to see if they had primary targets in the area. ROCC did have primarytarget in the same position JL1628 reported. Several times I had singleprimary returns where JL1628 reported traffic. JL1628 later requested a turnto heading 210°, I approved JL1628 to make deviations as necessary fortraffic. The traffic stayed with JL1628 through turns and decent in thevicinity of FAI I requested JL1628 to make a right 360° turn to see if hecould identify the aircraft, he lost contact momentarily, at which time Iobserved a primary target in the 6 o'clock position 5 miles, I then vectoredUA69 northbound to FAI from ANC with his approval to see if he could identifythe aircraft, he had contact with the JL1628 flight but reported no othertraffic, by this time J11628 had lost contact with the traffic. Also amilitary C-130 southbound to EDF from EIL advised he had plenty of fuel andwould take a look, I vectored him toward the flight and climbed him to FL240,he also had no contact.

Note: I requested JL1628 to identify the type or markings of the aircraft.He could not identify but reported white and yellow strobes. I requested theJL1628 to say flight conditions, he reported clear and no clouds.

s,.\

November 19, 1986

PERSONNEL STATEMENT

FEDERAL AVIATION ADMINISTRATIONAnchorage Air Route Traffic Control Center

January 6, 1987

The following Is a report concerning the incident to Japan Airlines Flight1628 (JL1628) North of Fairbanks, Alaska on November 18, 1986 at 0218 UTC,

My name is Carl E. Henley <HC). I am employed as an Air Traffic ControlSpecialist by the Federal Aviation Administration at the Anchorage AirRoute Traffic Control Center (ARTCC), Anchorage, Alaska.

During the period of 2030 UTC, November 18, 1986, to 0430 UTC, November18, 1986 I was on duty in the Anchorage ARTCC. I was working the R/D15position from 0156 UTC, November 18, 1986 to 0230 UTC, and the R15position from 0230 UTC, November 18, 1986 to 0258 UTC, November 18, 1986.

I am making this statement to clarify certain points in my originalstatement dated November 19, 1986.

Ref paragraph 4:

I stated in paragraph four that several times I had several primaryreturns vhere JL1628 reported traffic; in actuality I observed three typesof targets. I saw tentative radar targets which showed up as a (-)symbols. I saw (+) symbols that Indicate radar only tracks. I also sawnon run lenth targets which show up as a (.) symbols.

Additionally, I stated the traffic stayed with JL1628 through turns anddescent, this information was what I received from JL 1628.

Carl E. HenleAir Traffic Control SpecialistAnchorage ARTCC

PERSONNEL STATEMENT

FEDERAL AVIATION ADMINISTRATIONAnchorage Air Route' Traffic Control Center

January 7, 1987

The following Is a report concerning the Incident involving aircraft JL 1628north of Fairbanks on November 18, 1986 at 0218 UTC.

My name is Samuel J. Rich (SR). I am employed as an Air Traffic ControlSpecialist by the Federal Aviation Administration at the Anchorage Air RouteTraffic Control Center, Anchorage, Alaska.

During the period of 0035 UTC, November 18, 1986, to 0835 UTC, November 18,1986, I vas on duty in the Anchorage ARTCC. I was working the D15 positionfrom 0230 UTC, November 18, 1986, to 0530 UTC, November 18, 1986.

The pilot of JL 1628 reported that he had traffic at his altitude. He statedit was a big plane with yellow and white lights. We advised him we had notraffic in his position. We adjusted the radar PVD to approximately a 25 milescale and there vas a radar return in the position the pilot had reportedtraffic.

I called ROCC to ask if they had any military traffic operating near JL 1628.The ROCC said they had no military traffic in the area. I then asked them ifthey could see any traffic near JL 1628. ROCC advised that they had trafficnear JL 1628 In the same position we did.

I asked ROCC if they had any aircraft to scramble on JL 1628, they said theywould call back. However, there was no further communication regarding therequest for a scramble.

Samuel J.Air Traffic Control SpecialistAnchorage AR^CC

PERSONNEL STATEMENT

FEDERAL AVIATION ADMINISTRATIONAnchorage Air Route Traffic Control Center

January 9, 1986

The following Is a report concerning the Incident to Japan Airlines Flight1628 (JL1628) north of Fairbanks, Alaska on November 18, 1986 at 0218 UTC.

My name is John L. Aarnink (AA). I am employed as an Air Traffic ControlSpecialist by the Federal Aviation Administration at the Anchorage Air RouteTraffic Control Center (ARTCC), Anchorage, Alaska. During the period of 2230UTC, November 17, 1986 to 0630 November 18, 1986 I was on duty in theAnchorage ARTCC. I was training on Sector D13 from 2300 UTC, November 17,1986, to 0300 UTC, November 18, 1986.

I was on my way to take a break when I noticed the unusual activity at theSector 15 positions. I plugged into the C15 position and assisted them byanswering telephone lines, making and taking, handoffa, and coordinating asnecessary. As to the specific Incident, I monitored the aircraftstransmissions and observed data on the radar that coinslded with informationthat the pilot of JL1628 reported. I coordinated with the ROCC on the BRAVOand CHARLIE lines. They confirmed they also saw data la the same location.At approximately abeam CAW IN intersection, I no longer saw the data and thepilot advised he no longer saw the traffic. I called the ROCC and theyadvised they had lost the target. I then unplugged from the position andwent on a break.

L. AarninkTraffic Control Specialist

Anchorage ARTCC

PERSONNEL STATEMENT

FEDERAL AVIATION ADMINSTRATIONAnchorage Air Route Traffic Control Center

January 9, 1987

The following is a report concerning the incident involving Japan AirlinesFlight 1628 (JL1628) North of Fairbanks, Alaska on November 18, 1986 at 0218UTC.

My name is Joseph Rollins (JR). I am employed as an Air Traffic ControlSpecialist by the Federal Aviation Administration at the Anchorage Air RouteTraffic Control Center (ARTCC), Anchorage, Alaska. During the period of 2340UTC, November 17, 1986 to 1850 UTC, November 18, 1986 I was on duty in theAnchorage ARTCC. I was working the El position from 0006 UTC, November 18,1986 to 0425 UTC, November 18, 1986.

During the time period prior to this incident all operations were normal. Ihad assigned Mr. Henley to the combined R15, D15 position to work byhimself. The traffic was light and lunch breaks were in progress. Atapproximately 0220 UTC Mr. Henley informed me that JL1623 had indicated thathe had traffic and wanted information. I then advised the Area Manager thatJL1628 was requesting information on traffic that we were not aware of. Mr.Rich returned from lunch and was assigned the D15 position and Mr. Henley wasmoved to the R15 position. I understood that Mr Aarnink had plugged into theC15 position only to observe. During the time following my being notified, Iwas involved in operational supervision and coordinatation between thecontrollers and the Area Manager. I intermittently monitored the radar butat no time observed any radar data that in my opinion, conclusively indicatedtraffic for the JL1628 flight. At 0254 UTC I informed the Area Manager thatthe pilot of JL1628 had lost visual contact with his traffic.

Joseph Rollins AArea Supervisor \Anchorage ARTCC )

PERSONNEL STATEMENT

FEDERAL AVIATION ADMINISTRATIONAnchorage Air Route Traffic Control Center

January 9, 1987

The following is a report concerning the incident to Japan Airlines Flight1628 (JL1628) north of Fairbanks, Alaska on November 18, 1986 at 0218 UTC.

My name is Erland D. Stephens (AS). I am employed as an Air Traffic ControlSpecialist by the Federal Aviation Administration at the Anchorage Air RouteTraffic Control Center (ARTCC), Anchorage, Alaska.

During the period of 0100 UTC, November 18, 1986, to 0900 UTC, November 18,1986, I was on duty in the Anchorage ARTCC. I was working the Area Managerin Charge position from 0100 UTC, November 18, 1986, to 0900 UTC, November18, 1986.

At 0221 UTC I was notified by Joe Rollins, Area B Supervisor, that JL1628,had reported traffic at his altitude (FL 350), distance one (1) mile with awhite and yellow strobe light. I notified the Alaska Regional OperationsCenter (ROC) and the Elmendorf Regional Operational Control Center (ROCC)about this observed traffic.

At 0233 UTC, after Mr. Rollins advised me that JL1628 had reported thetraffic to be paralleling his route and that Sector R15 radar and ROCC hadintermittent radar returns in the area of JL1628s observed traffic I notifiedthe U.S. Customs office at Anchorage International Airport about thepossibility of a lost aircraft following JL1628 to Anchorage. At 0245 UTC,Mr. Rollins advised me that JL1628 had lost visual contact with the unknowntraffic at 0257 UTC. Mr. Rollins advised me that ROCC had lost radar contactwith the unknown traffic. At 0423 UTC I gave this information to theWashington D.C. ROC.

Erland D. StephensAir Traffic Control SpecialistAnchorage ARTCC

PERSONNEL STATEMENT

FEDERAL AVIATION ADMINISTRATIONAnchorage Air Route Traffic Control Center

January 9, 1987

The following Is a report concerning the Incident to aircraft JL1628 north ofFairbanks, Alaska, on November 18, 1986 at 0218 GMT.

My name Is Manfred F. Keller (FK). I am employed as an AutomationsSpecialist by the Federal Aviation Administration at the Anchorage Air RouteTraffic Control Center, Anchorage, Alaska.

I Interpreted the recorded data (radar) reference JL1628. I searched thespecific areas where the pilot reportedly had traffic and could not find anyindications of other target information.

Manfred FiJ KellerAir Traffic Control SpecialistAnchorage ARTCC

PERSONNEL STATEMENT

FEDERAL AVIATION ADMINISTRATIONAnchorage Air Route Traffic Control Center

January 7, 1987

The following is • a report concerning the incident to JL1628 North ofFairbanks, Alaska, on November 18, 1986 at approximately 0218 UTC.

My name is Anthony M. Vylle (AW). I am employed as a Quality AssuranceSpecialist by the Federal Aviation Administration at the Anchorage Air RouteTraffic Control Center, Anchorage, Alaska.

I have reviewed the Continuous Data Recording of ZAN EARTS, (radar data),reference JL1628 alleged sightings. I could not find any target informationin the vicinity of the reported traffic. The radar track appeared to benormal and consistent with other tracking data I have reviewed in the past.

AnthonyQuailty/rfssuranee SpecialistAnchorage AKTCC

DEPARTMENT OF TRANSPORTATION

rCQCAAL AVIATION AOMINISTMATlQM

MM THANIPOHTATION SCCUftlTV

On November 17, I responded to a call from the POC reference anincident involving unidentified air traffic (UAT) following JAL flight1628 into Anchorage. I asked Agent Hickle to meet me at AnchorageAirport.

Upon arriving at ANC, I met Agent Mickle and Inspector Wright(FSDO-63) who had been at the aircraft. All three of us then pro-ceded to JAL operations to interview the crew. At JAL Operationswe met with Captain Terauchi, 1st Officer Tamefuji, and 2nd OfficerTsukuda along with Mr. Shimbashi, the JAL Operations Manager atAnchorage.

The three crewnen stated that just after passing POTAT inter-section inbound to Anchorage on J529 they observed strange lightsahead of their B-747. These lights changed position after 2 minutesbut remained in front of the A/C for another 10 minutes, then movedto the left side of the A/C. They stated that all they could seewere the lights and at no time could they see any craft. However,they did show an object on their VK radar at about 7 miles. Thelights were yellow, amber, and green, but no red. The lights werein two separate sets which changed position relative to one another.The crew said that they contacted APTOC confirmed that they also hadit on radar. Near Fairbanks, the crew executed a 360° turn and thelights stayed with them off of their left side. They then precededto Anchorage.apd the lights were still visible until around 40 milesnorth of TKjTwhen they moved away to the east. The crew reportedtheir speed as 0.84 Mach and their altitude between FL390 and 310 asassigned along the route.

The only problem noted with their systems was some static in theVHF receiver. The Navigational system in use was INS with no apparentproblems.

Upon completion of my discussion with the crew, I called CaptainStevens (Duty Officer to NQRAD) and asked if he had any question otherthan what I had asked. He said he had no other questions, but theyalso showed two targets on radar (one was JAL). He stated that theywould give all data to Intelligence in the morning. I then *ci"v3Bobby Lamkin by phone if AF was holding the data and he said yes.

ember_17,_1287_ , AT .Anchcracje, Alaska t

Special Agent^e"te^^ *9&SQf9^P*~ FILE H0<

FAA Fern 1600-32-I (MM FOR OFFICIAL USE ONLY(Pubilc mJJaU/Jtp n b* <*•-

«»0 t4i*f 4 Mm'nW wi*e 3 U. 5. C 532)

DEPARTMENT OF TRANSPORTATION

FEDERAL AVIATION ADMINISTRATION

AtR TRANSPORTATION SECURITY

Agent Mickle and I then net with Dave Snith (ACS-300) and briefedhim on the incident.

On the morning of November 18, I briefly discussed the incidentwith AAI/-1 & 2.

Attached is a statement f ran Agent Mickle and a chart and drawingsby the JAL Captain.

r A*x.~H ^ 4fl,..?/);</,/ $

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Anchorage, Alaska(S~ ~m**"t j^r/y^"" — — — — -^ — » — — — — — — — — — — — »

,Y$>ecial Agej^J^s&r^i^p^Mm^^ F |LEHO( ^

FAA Form 1600^2-1 iw» FOR OFFICIAL USE ONLYfoWdb-

•PO t«a-«t4 te_>j,Mj ^^^ 3 U. J. C 552)

AT P<>TftT

DEPARTMENT OF TRANSPORTATION

FEDERAL AVIATION ADMINISTRATION

AIM TRANSPORTATION SECURITY

As per telephonic request fron FSDO63, the following are the eventswhich took place on November 17, 1986 and were taken from my personalnotes during the interview: Responded to Japan Airlines stationoffice as instructed by Manager (James S. Derry), AAL-700. Myselfand Jim Derry interviewed the crew of JAL Flight 1628, which reportedthe sighting of unidentified air traffic. The flight crew consistedof the Captain, Kenju Terauchi, First Officer Takanori Tamefuji,. andFlight Engineer Yoshio Tsukuda. Captain Terauchi stated the cargoonly flight had departed Reykjavik, Iceland. Captain Terauchi statedhe first sited (visually) the unidentified air traffic (UAT) in thevacinity of Potat intersection and the ADIZ. The aircraft he waspiloting (B747) was at flight level 390, airspeed 0.84 Mach. CaptainTerauchi indicated the UAT was in front of his aircraft at a distanceof approximately seven to eight nautical miles for approximately 12minutes. The Captain stated the distance was indicated by the onboardBendix color radar. Captain Terauchi stated that while he had avisual on the UAT, he spotted yellow, amber and green lights, and arotating beacon, but no red lights. The Captain said there were twodistinct sets of lights, but appeared to be joined together (as fixedto one object). Captian Terauchi ascertained through visual sightingand radar, that the UAT was equal in size to a B747, possibly larger.

Captain Terauchi stated that during the visual sighting, the lights ofthe UAT changed fron a horizontal position to a vertical position andhad positioned itself from in front of the B747 to port side. TheUAT stayed on the port side for approximately 35 minutes.

Captain Terauchi said he was communicating with AfclCC personnel duringthe sighting. The raptain stated he requested, and received, permissionto perform a 360 degree turn while in the vacinity of Fairbanks, Alaska,which he had a visual on. Captain Terauchi stated the UAT maintainedits position on the port side during the turn. Captain Terauchi statedvisual sight of the UKT was lost approximately 40 nautical miles northof Talkeetna, while continuing on to Anchorage.

Additional information regarding the flight:

Captain Terauchi stated there was static during VHP canmunications withthe AKTCC.

Captain Terauchi indicated there was erratic movement with lights of theUAT during the visual contact.

Navigation was being performed by coupling of the onboard ETS's.

INTERVIEWED/REVIEWED ON I entoJ-T/ 1986 ( AT Jtochorage, Alaska ^

BY Ronald E. Mickle, FAA S/A ,lutt M0.

FAA Form 1600-32-112.73) FOR OFFICIAL USE ONLY(PuUJc flMlfabfflfr »• b« d»-

OPO »«3-*fl4 Mra/iMd mdbr 5 U. S. C 55JJ

DEPARTMENT OF TRANSPORTATION

FEDERAL. AVIATION ADMINISTRATION

Aid TMAN1FOMTATION •KCUHITV

Captain TERAUGHI stated that FftA ATC had indicated to him the presenceof a primary target in addition to his aircraft.

LcfclePSI, AAL-700

Addendum: Through a confidential source at Japan Airlines, it was statedto me that this was not the first sighting of an unidentifiedaircraft by Captain IBRflPTHI. <-^>*

toer_17,_198£ __ _ __ t ATAnchorage, Alaska ___ (

PAA Form 1600 2-1 (2.7» FOR OFFICIAL USE ONLYfPw6/lc owoJfoU/lfr » b« db-

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FAA offering UFOmail-order packageTHflAUOdATEDF*CM

ANCHORAGE - If you wantan inside look at the UFO sightingmade by a Japan Air Lines flightcrew recently, the Federal Avia-tion Administration will send youeverything you ever wanted toknow about the incident for$194.30. ;

The complete package in^eludes tapes of interviews with1

trew members, spaceship draw-ings by the JAL pilot and air con-troller statements. But that's notall. You even get four glossy colorphotos of regenerated radar data..'

The unusual FAA mail-order,offer is an agency effort to copewith enormous public interest inthe November sighting, said FAAspokesman Paul Steucke. |

Since the sighting was publiclydisclosed in January, the FAA'sAnchorage office has received in-formation requests from morethan 200 members of the news me-dia, as well as 46 requests fromindividuals.

For those on tight budgets, theFAA's UFO package can be bro-ken down. The agency is offering20 individual items, ranging froma $50 cassette tape of communica-tions between the controllers andChe flight crew, to a 30-cent copyof an FAA form summarizing thesighting Orders of less that $5 arefree.- The FAA on March 5 is sched-uled to release the results of its in-vestigation of the sighting.

Editor** Note: The FAA addressis 701 C St., Box 14, Anchorage, Alas-ka. 99513. .:"

PAA offers UFO mail-order packageANCHORAGE, Alaska (AP) — enormous public interest in the For those on tight budgets, the

H you want an inside look at a November sighting, said spokes- FAA's UFO package can be bro-Japan Air Lines pilot's recent man Paul Sleucke. ken down. The agency is offeringclaim that he saw a UFO, the Since the pilot's claim was 20 individual items, ranging fromFederal Aviation Administration publicly disclosed, the FAA's An- a $50 cassette tape of communica-will send you everything you ever chorage office has received infor- tions between the controllers andwanted to know about the incident matjon requests from more than the flight crew, to a 30-cent copyfor $194.30. 200 members of the news media, of an FAA form summarizing the

The complete package in- as well as 46 requests from indi- sighting. Orders of less than $5eludes tapes of interviews with viduals. are free.crew members, spaceship draw- Steucke said the information JAL Capt. Kenjyu Terauchiings by the JAL pilot and air requests exceed those that fol- reported on Nov. 17 that hiscontroller statements, even four lowed the 1983 downing of a Ko- Boeing 747 cargo jet was shad-glossy color photos of regenerated rean Air Lines jet by the Soviets, owed by two belts of light as itradar data. "Without a doubt, this thing has crossed into Alaska airspace on

The unusual FAA mail-order had the most inquiries," Steucke a night from Iceland to Anchor-'fer is un effort to cope with said./^^^/^ J\££a/W age' 9*~ ~* *"'"" ^ ~*

oc:

t i

<*

Anchorage Daily NewsMail order ANCHORAGE, ALASKA. TUESDAY, FEBRUARY 24, 1987 PRICE 25 CENTS

Will QGt VOU ~~—————————-— 'ncn riAtoiic FAA: Information on UFO sighting available by mail orderdetailsBy HAL BERNTON

Continued from gets or limited interest, the need," Steucke said.FAA has broken down the The incident unfolded on

DaityNewsreponer - - from individuals. ^mP1^t.e'.VF9 Pa&asejato Nov. 17 as a JAL flight crew who saw what they thoughtTo all those hungering for Paul Steucke. the FAA 20 individual items They on a cargo flight from Iceland was „, object On their own

an inside look at th^S^iSe spokesman, said the informs- range from a $50 cassette tape to Anchorage entered Alaska radar at about the same refcEworld of F«rtratSrrestri3 ha? -• tion requests for the UFO °f J»"J»«n«:ations between air space. Capt. Kenju Terau- ence point. The objects, Ter-rataffi hTre's aTSciaT off"? t *«"«» excead those that Io1' contr?ue« "J* the fllght chi reP°rtcd seeinS two belts auchi said, "were not made,

lowed 1983 downin8 of a ?! A **° " ^^ ™P? °' *?* °f light that followed his by human kind. They were ofMaU hc F e d e r v i tion A * * .Administration a che^k for Korean Air Unes ^et b^ the ^- fo™ J"™anan8 the plane, pulsating and emitting very high technology andsSSSHnd they'U sSd yoi Soviets. sighting. Orders less than $5 amber glows. intelligence."everything you ever wanted "Without at a doubt, this ^'£!%,flntpH *„ h* „< r^. ^ an encounter that lastedto know about the celebrated thing has had the most inqui- SDon^ve S we can to the ±£H «^U i^.f^ ? K°S i 1 5|,th* 1S

UFO siphtinp hv a Tanan Air HPC " qtourlrp «irt p? 7?lve,. , ported seeing a third aircraft, scheduled to release the re-Lto«flfStlrew I Steucke said. public. We don't want them to a huge spaceship which he suits of its own investigation

The complete ' package in- For those with tight bud' ' spen S1°° for data they don>t said was the size of two bat' of tne sighting. No charge.eludes tapes of interviewswith all the crew, spaceship •• • •• ••• • ••• —^^— • ^— • ^ • • • ^^^ •• ^ • • • • ^—• •-••iM^Ma i ^HWMMM™. * »'. . •drawings by the JAL pilot [

air controller statements.even get four glossy color

tbs of regenerated radardata.

The unusual FAA mail-order business is an effort to?cpe with the enormous pub-lic interest in the bizarre No-"cmber sighting, which trig-gered a burst of internationalpublicity. Since the sightingwas publicly disclosed in ear-ly January, the FAA's An-chorage office has receivedinformation requests frommore than 200 members 01" themedia, as well as 46 requests

See Back Page, FAA

USDeporttnent Alaskan Region 70, c s l ree t> BOX ,4

Of Transportation Anchorage: A laskaFederal Aviation 99513Administration

February 21, 1987

IN RESPONSE TO YOUR REQUEST:

The attached order form is in response to your request for

Federal Aviation Administration information regarding the unidentified

traffic sighting by the flight crew of Japan Airlines flight 1628, on

November 17, 1986.

We have described, itemized and listed all the materials that

have been produced or obtained by the FAA in this investigation. They

are listed on the attached order form.

Some persons may have found the cost of purchasing the entire

inquiry package of materials to be expensive and contain items that they

might not want. Hence, we have taken the opportunity to list and describe

each item, with cost, so that your order can be tailored to fit your needs

and budget. Please note that an order which totals $5.00 or less will

be provided free of charge.

Please read the instructions carefully and return your request

with payment in full.

Sincerely,

Paul SteuckePublic Affairs Officer

SO Yvmn of Air Traffic Control £jrca//arice- A Standard tor thm World -

US Deportment —_^___of Transportation °ffic» °'Putotic *"***^ Alaskan RegionFederal Aviation 7°'c street BOX 14

Anchorage. Alac(907) 271-5296

Administration Anchorage. AlasKa 99513

LIST OF RECORDS AVAILABLE

ORDER FORMfor

JAL FLIGHT 1628UHIDENTTFTED TRAFFIC SIGHTING

NOVEMBER 1H. 1QH6 UTE(The event occurred on November 17, 1986 Alaska Standard Time)

Add fees for items ordered. Make payable to Federal AviationAdministration. Send check or money order; no credit cards. Do notsend cash.

(Note: Do "not send payment if total amount of order is less thanS5.QQ.)

TOTAL AMOUNT ENCLOSED: $

FAA WILL PAY COST OF DELIVERY SERVICE BY REGULAR FIRST CLASSU.S. POSTAGE ONLY. IF YOU WISH TO HAVE COPIES SENT TO YOU BY FEDERALEXPRESS, DHL7~3ft OTHER DELIVERY SERVICE, PLEASE INDICATE SERVICEDESIRED, AND PROVIDE YOUR ACCOUNT NUMBER FOR BILLING OF SHIPPINGCOSTS:

Service desired

Account number

Your Name

Address

LIST OF RECORDS AVAILABLE

ORDER FORMfor

JAL FLIGHT 1628UNIDENTIFIED TRAFFIC SIGHTING

NOVEMBER 1flr IQfifi UTC(The event occurred on November 17, 1986 Alaska Standard Time)

PLEASE MARK ITEMS DESIRED,

$194*30 Complete package of all written records and photographsplus all tape recordings.

$94.30 Complete package of written records and photographs only.OO «.

O

O

O

O

O

O

,05 Complete Inspection/Investigator (Flight Standards)package, includes items 1 through 9-

$0 .30 1. FAA Form 8020-5, A i r c r a f t Inc iden t Record .(Br ief summary s tatement , submit ted by FlightS tanda rds Divis ion , January 26, 1987) (2pages)

$0.45 2. FAA Form 3112, Inspection and Surve i l lanceR e c o r d ; notes b y I n s p e c t o r J a c k W r i g h taf te r i n t e rv i ew of pilot and crew, 11/17/86.L3 pages w r i t t e n p lus 2 pages d r a w i n g s )

$0.30 3* FAA Form 1600-32-1, Notes of i n t e rv i ew wi thall three crew members of JAL Flight 1628;c o m p l e t e d b y Secur i ty I n s p e c t o r R o n a l dE. Hickle , 11/17/86. (2 pages)

$0.40 4. FAA Form 1600-32-1, Notes on in t e rv i ew wi thall three crew members of JAL Flight 1628,m a p , and drawing by the pilot; completed bySpecial Agent James D e r r y , 11/17/86.(4 pages)

$1.15 5 . T r a n s c r i p t o f I n t e r v i e w w i t h C a p t a i nT e r a u c h i , 1 /2 /87 , b y R i c h a r d G o r d o n , ,m a n a g e r o f f l i g h t s t a n d a r d s d i s t r i c toff ice in Anchorage. (19 pages)

$1.10 6. W r i t t e n S t a t e m e n t and D r a w i n g by Capta inT e r a u c h i ; in Japanese . (16 pages w r i t t e n ,plus 2 pages d rawings )

-more-

fage 2

J*l. I1HTDEHTIFIEP TRAFFIC SIGHTTHG Order Mat cont.lnued

$0.85 7 . W r i t t e n S t a t e m e n t by C a p t a i n T e r a u c h i ;trans lated by S. M i m o t o of FAA A l a s k a nR e g i o n . E n g l i s h translation of item 16.( 13 pages)

$1.35 8. Transcript of Interview with First OfficerT a m e f u j i , on 1/5/87 by I n s p e c t o r P e t e rE. Beckner . (23 pages)

$0.50 9- Transcr ip t of In t e rv iew wi th Flight E n g i n e e rT s u k u b a o n 1/15/87 b y I n s p e c t o r P e t eBeckner . (5 p a g e s w r i t t e n , p lus 1 paged rawing )

o $67.70 Complete AIB TRAFFIC PACKAGE, includes Items 10 through12.

o

o

$3.05 10. Chronology of Even t s , report of Un iden t i f i edTra f f i c Sighting by Japan Ai r l ines F l igh t1628, November 17, 1986. (5 pages)

. Transcr ipt ion of communication between airt r a f f i c control and JAL Flight 1628.(23 pages)

Flight path chart. 1 page (map)

Personnel s tatements. (Sta tements by sevenair t r a f f i c control specialists at AnchorageCente r . ) (8 pages)

FAA Form 7230-4, Dai ly Record of Faci l i tyOperat ions for Anchorage Air Route T r a f f i cC o n t r o l C e n t e r , s h o w i n g t i m e a n d w a t c hsuperv isors ' entr ies of m a j o r i t ems infaci l i ty log. (3 pages)

FAA Form 7230-10, Position Logs. ( R e c o r do f which employees w e r e w o r k i n g e a c hposition at what time.) (2 pages)

$7.75 11 . . Anchorage Air Route Tra f f i c Control Centerc o m p u t e r p r i n t o u t o f C o n t i n u o u s D a t aRecordings ( radar t racking d a t a )(151 pages)

-more-

Page 3

JAL UNIDENTIFIED TRAFFIC SIGHTING Order List continued

$57.25 12. Simulated Radar Data, JAL Flight 1628.(5 color 7 1/2" X 7 1/2" photos, 5 pages)

$0.55 13. Selected portions of voice transcriptions, pilotof JAL 1628 and FAA controllers, in chronologicalorder; as released by FAA Public Affairs Office,March 5, 1987. (Data extracted from transcriptionin item #9)

$10.00 14. Series of four black and white 5" X 7" glossyphotographs of partially regenerated radar data,as photographed by Paul Steucke, January 7, 1987.

$11.00 15. Series of four color 5" X 7" photographs ofpartially regenerated radar data, as photographedby Paul Steucke, January 7, 1987.

$25.00 16. Cassette tape of Interview with Captain Terauchi.57 minutes. (Same data as item tf5)

$25.00 17. Cassette tape of Interview with First OfficerTamefuji. 45 minutes. (Same data as item #7)

$50.00 18. Cassette tape of communi cat ions between AirTraffic Control and JAL Flight 1628.1 hour 30 minutes. (Same data as 23 page-transcription in item

ooo

FRF.F TTEMS:

C~j"

free 19. News release by FAA Public Affairs (Information' constructed from personal notes provided by Jim

Derry , obtained in interviews with JAL Flight 1628crew the evening of 11/17/86) (2 pages)

free 20. News release statement March 5 i 1987, by FAAPublic Affairs Office upon release of investigationmaterials.

free 21. Description of "Split -Beacon Target" by FAAAlaskan Region Airway Facilities Division. (1 page)

-more-

Page 4JAL UNIDENTIFIED TRAFFIC SIGHTING Order List continued

free 22. Alert Report from Director of FAA Alaskan Regionto FAA Administrator, 12/31/86. Record of telephoneconversations of Deputy Director, FAA AlaskanRegion with General Nichols, Colonel Wick, andCaptain Jim Crickenberger (U.S. Air Force) on1/2/87. Table of contents of file kept in FAAAlaskan Region Directors office, pertaining to11/17/86 unidentified object sighting by Japan AirLines flight 1628. (5 pages)

PLEASE COMPLETE AND RETURN THE ENTIRE ORDER FORM TO

FEDERAL AVIATION ADMINISTRATIONATTN: PUBLIC AFFAIRS OFFICE, AAL-5701 C STREET, BOX 14ANCHORAGE, ALASKA 99513

LIST OF RECORDS AVAILABLE

ORDER FORMfor

JAL FLIGHT 1628UNIDENTIFIED TRAFFIC SIGHTING

NOVEMBER I8f 1Q86 UTC(The event occurred on November 17, 1986 Alaska Standard Time)

PLEASE MARK ITEMS DESIRED.

$194.30 Complete package of all written records and photographsplus all tape recordings.

$94.30 Complete package of written records and photographs only.Of) $5.05 Complete Inspection/Investigator (Flight Standards)

package, includes items 1 through 9*

$0.30 1. FAA Form 8020-5, Aircraft Incident Record.(Brief summary statement, submitted by FlightStandards Division, January 26, 198?) (2

O

O

o

o

o

pages)

$0.45 2. FAA Form 3112, Inspect ion and Survei l lanceRecord; notes by I n s p e c t o r J a c k W r i g h taf ter in t e rv iew of pilot and crew, 11/17/86.(3 pages w r i t t e n plus 2 pages d r a w i n g s )

$0.30 3. FAA Form 1600-32-1, Notes of in te rv iew withall three crew members of JAL Flight 1628;c o m p l e t e d b y Secu r i t y In spec to r R o n a l dE. Mickle, 11/17/86. (2 pages)

$0.40 4. FAA Form 1600-32-1, Notes on in te rv iew wi thall three crew members of JAL Flight 1628,m a p , and d rawing by the pi lot ; completed bySpecial Agent James D e r r y , 11/17/86.(4 pages)

$1.15 5 . T r a n s c r i p t o f I n t e r v i e w w i t h C a p t a i nT e r a u c h i , 1 / 2 / 8 7 , b y R i c h a r d G o r d o n ,m a n a g e r o f f l i g h t s t a n d a r d s d i s t r i c tof f i ce in Anchorage . (19 pages)

$1.10 6. W r i t t e n S t a t e m e n t and D r a w i n g by Cap ta inT e r a u c h i ; in Japanese . ( 1 6 pages wr i t t en ,plus 2 pages d r awings )

-more-

Page 2

JAL UHIDEHTIFIED TRAFFIC STGHTIHG Order List continued

$6.85 7 . W r i t t e n " S t a t e m e n t by C a p t a i n T e r a u c h i ;t r a n s l a t e d by S. M i m o t o of FAA A l a s k a nR e g i o n . Engll3h____fr_r_anjs.l_at.iQn of item f f i .(13 pages)

$1.35 8. Transcript of In te rv iew with First O f f i c e rT a m e f u j i , on 1/5/8? by I n s p e c t o r P e t e rE. Beckner. (23 pages)

$0.50 9. Transcript of Interview with Flight EngineerT s u k u b a o n 1 / 1 5 / 8 7 b y I n s p e c t o r P e t eBeckner. (5 p a g e s w r i t t e n , p lus 1 paged r a w i n g )

o $67.70 Complete AIR TRAFFIC PACKAGE, includes Items 10 through12.

O

o

$3*05 10. Chronology of Events, report of UnidentifiedTraffic Sighting by Japan Airlines Flight1628, November 17, 1986. (5 pages)

Transcription of communication between airtraffic control and JAL Flight 1628.(23 pages)

Flight path chart. 1 page (map)

Personnel statements. (Statements by sevenair traffic control specialists at AnchorageCenter.) (8 pages)

FAA Form 7230-4, Daily Record of FacilityOperations for Anchorage Air Route TrafficControl Center, showing time and watchsupervisors' entries of major items infacility log. (3 pages)

FAA Form 7230-10, Position Logs. (Recordof which employees w e r e w o r k i n g eachposition at what time.) (2 pages)

$7.75 11. Anchorage Air Route Traffic Control Centercomputer printout of Continuous DataRecordings (radar tracking data)(151 pages)

-more-

Page 3

JAL UMIDEHTIFIED TRAFFIC SIGHTING Order Mat continued

$57.25 12. Simulated Radar Data, JAL Flight 1628.(5 color 7 1/2" X 7 1/2" photos, 5 pages)

O $0.55 13. Selected portions of voice transcriptions, pilotof JAL 1628 and FAA controllers, in chronologicalorder; as released by FAA Public Affairs Office,March 5, 1987. (Data extracted from transcriptionin item #9)

$10.00 14. Series of four black and white 5" X 7" glossyphotographs of partially regenerated radar data,as photographed by Paul Steucke, January 7, 1987.

$11.00 15. Series of four color 5" X 7" photographs ofpartially regenerated radar data, as photographedby Paul Steucke, January 7, 1987.

$25.00 16. Cassette tape of Interview with Captain Terauchi.57 minutes. (Same data as item #5)

$25.00 17- Cassette tape of Interview with First OfficerTamefuji. 45 minutes. (Same data as item #7)

$50.00 18. Cassette tape of communi cations between AirTraffic Control and JAL Flight 1628.1 hour 30 minutes. (Same data as 23 pagetranscription in item"#9)

FREE ITEMS:

free 19. News release by FAA Public A f f a i r s ( I n f o r m a t i o nconstructed f rom personal notes p r o v i d e d by J imDer ry , obtained in in te rv iews wi th JAL Flight 1628crew the even ing of 11/17/86) (2 pages)

free 20. N e w s r e l e a s e s t a t e m e n t M a r c h 5 , 1987, b y . F A APublic A f f a i r s O f f i c e upon release of inves t iga t ionmaterials .

free 21. D e s c r i p t i o n of " S p l i t - B e a c o n T a r g e t " by FAAAlaskan Region Ai rway Facilities D i v i s i o n . (1 page)

-more-

OoO

Cj

Page 4JAt. IIHIDEHTIFTED TRAFFIC STRHTIHG Order List continued

free 22. Alert Report from Director of FAA Alaskan Regionto FAA Administrator, 12/31/86. Record of telephoneconversations of Deputy Director, FAA AlaskanRegion with General Nichols, Colonel Wick, andCaptain Jim Crickenberger (U.S. Air Force) on1/2/87. Table of contents of file kept in FAAAlaskan Region Director's office, pertaining to11/17/86 unidentified object sighting by Japan AirLines flight 1628. (5 pages)

PLEASE COHPLETE AND RETURN THE ENTIRE ORDER FORM TO

FEDERAL AVIATION ADMINISTRATIONATTN: PUBLIC AFFAIRS OFFICE, AAL-5701 C STREET, BOX 1HANCHORAGE, ALASKA 99513

March 5, 1987FAA, Alaskan RegionPublic Affairs Office701 C Street, Box 14Anchorage, Alaska 99513

COMPUTER CDR PRINTOUTReference to Japan Air Lines Flight //1628

November 17, 1936, 5:19 pm AKSTRECORDED FAA RADAR DATA

TIME:11/18/86, 02:11.23 UTC11/18/86, 02:49.13 UTC*

(38 minutes computer time)(20 minutes between first and last uncorrelated return)

RANG£:35-215, AZIMUTH: 1-90

1550 = Computer assignment number for JAL #1628.

RB = Reinforced Beacon return (Normal)RT = Primary radar return, uncorrelated (Skin/surface)BT = Secondary radar return, (Beacon/transponder)

Number of pages in computer printout = 15Pages with uncorrelated returns: 2,3,4|5,6,7,10.

19 = NUMBER OF UNCORRELATED RETURNS-86 = NUMBER OF USABLE RADAR RETURNS105 = TOTAL NUMBER OF RETURNS FOR ABOVE TIME FRAME.

0219:15, (5:19 pm) Pilot first questioned ARTCC re other traffic0253:13, (5:53 pm) Pilot said, "I couldn't see UFO".

*UTC = UNIVERSAL TIME COORDINATED

C D B E D I f 0 B L I S T I N G

El

DATA SELECTED

BT- RT BB • - •

FILTERS

T I M E : 11/16/86 fl£:ll:efl-ll/16/ee 0£:b0:00 CONTBOIiLBBtA L T I T U D E : - A C I I : SUBSYSTEM: 01

BEACON CODE: BANGE: 35-215 A Z I M U T H ! 1- 90 -ITG: N 1 N T E R F A C I L I T T :

Range+Azimuth Dlrectloi" miaequal JAL ffloZo - - - - - - - —

B U C C N T A R G E T BEPrpTS I ' / 'S'Be PA" 1S1IML R A N G E A C P - DEG -Q - BEACON- ALT - QUA- - SYS

<:M:Z3.b4£ 165.00 t€i 75 7 - • RT 1S U P S Y S = 1 TOTAL = 1

2:11 :Z2.700 194.75 152 13 7 1550-3 350-3 . . . - - - RB 12:ll:2J:.5ie 103.25 606 71 7 RT 1

S U B S Y S = 1 T O T A L = 2 - M O D E G-TOTAt = \ - - —2:11:45.735 193.12 153 13 7 1550-32 :11 :47 .6 19 1B3.37 - -607 70 7

S U i S Y S = 1 T C T A L = 4 HOI

UNCORKELATEDPRIMARY

RETURN (skin)

RE 1RT 1

RB 1RT -> RT 1

S U K S Y S = 1 T C T A L «=2 i l l :£7 .7b l 191.50 1£4 13 7 1550-3 350-32:l l :b9.637 103.25 8K6 70 7

S U f c S Y S = 1 T O T A L = 2 MODK C T O T A L - = -1 • - — —lit 12 7 1^50-3 351-3 ' RB 1

S U B S Y 5 = 1 T O T A L = 1 MODE G TOTAL 12:12:21.827 188.25 „ . 7 1550-3 RB 1

S U B S Y S • 1_ . - T O T A L = 1 /DISTANCE BETWEEN|g';J2;33.6g3 ] 144.37 /SIGNAL RETURN

103.25"* \I/8 to 1/4 MILE

RT/BT

7

7 RT 17

1550-37=M1550- Computerassigned

2:12:45.630 184.b7 0 1550-3number

11 1BT 1

BT 1S U E S Y S = 1 T C T A L 1 MOI L- JALM628 4

2: l i :^7.7ie 183.25 160- 14 Z • - - 1550-3 - -- WA-* --BT _ - 1S U b S Y S = 1 T O T A L = 1 MODE C TOTAL - 1

2:13:29.799 It 1.62 160 14 7 1550-3 - 351-3 RB *-—&• RB lS U B S Y S = 1 T O T A L = 1 MODE C T O T A L = 1

2:13:21. BIcS 1E0.20 161 14 7 1550-3 351-3S U t S Y S = 1 T O T A L = 1 MODE C TOTAL = 1

2: l3t33.723 178.37 - 163 - 14 - 7 --- 1650-3 - 351-3S U B b U = 1 T O T A L = 1 MODI C TOTAL - 1

2:13:45. B10 144.12 146 12 7 - -

EXAMPLE OF •

COORDINATED RB 1or rein-forced return RB 1

RT 1176.7b 165 14 7 1550-3 350-3 RB 1

SUBSYS = 1 TOTAL = 2 MODE C TOTAL = 12:12:1:7.626 175.12 164 14 7 1550-3 350-3 RB 12:14:09.551 144.12 37 3 7 . .-- - - - - - - . . .. . _. BT -- 1

SUFEYS = 1 T01AL = 2 MODE C TOTAL = 12:14:09.yi6 173.50 167 14 7 1550-3 350-32:14 :ll .Be? 103.25 fc!0 71 7

S U E S Y S .f 1 T C T A L 2 MODE C TCTAL = 1171.871 167 14 0 U550-31 350-3171.62 16S 14 7

Z:14:i;.823 103;Z5 806 70 7SUiSYS = 1 TOTAL = 3_.MQDE C TOTAL = 1

\2:14:34.0427 170712] 172 15 7J 170.251 169 14 0 l!E50-3\ -350-3

2:14:25.916 TBSTTS--1 607 70 7SUBSYS « 1 TOTAL = 3 MODE C -TOTAt - - - - 1 - - - -

@ BBNORMAL Rfreinforcedbeacon( re tu rn ) £•[

BT

Return(UncorrelatedSkin/Surface

(FT)SECONDARY(Transpond.)

2:l4:45»b72 168.62 170 14 7 1550-3 350-3 RB 1SUBSYS = 1 TOTAL = 1 MODE C TOTAL = 1 . . . .

2:14:57.954 167.00 17Z - 15 7 1550-3 349-3 RB 12:14:59.833 103.37 6 0 7 7 0 7 . . . . . . _ . . R T j

S U B S Y S * 1 T O T A L * 2 MODE C TOTAL = 12 : l t l l0 .041 165.37 -173 Ib - 7 155B-3 ^40-5 H B-— - 1

B E A C O N T A R G E T REPORTS 11/16/86 PACE 2S t i f f . B A N G E - A G P - D B G Q BEACON AM <jyA- . SYS

2:15:10.416 35.25 240 21 7 1200-3 <—1200-3 CodeS U P S Y S = 1 T C T A L = 2 MODE C TOTAL 2 , VFR Aircraft, not

163.75 175 15 7 1550-3 under FAA control:15:i:2.444 35.75 236 20 7

S U E S Y S = 1 T O T A L2:15:34.159 162.25 17£ 15 Z 1550-3 BT 1

162.12 178 15 7 1550-1 - HB 136.37 235 20 7 12065-3 RB 1

2:15:26.036 103.25 807 70 7 - FT 1S U E S Y S = 1 T O T A L = ,_

15349-3

20

1550-3 I1200-3- J.

RB 1

RB 1RB 1

S U E S Y S = 1 T O T A L = _12:15:58.0B3"~| |l£8.87l 176 15 7 , _-, RT 1

' " _ 15 0 /1550-3\ 349-3 / ET\ 12:15:58.458 ""37*62 231 -- 20 - 7 1200-3 75-3 R B 1

70 7 RT 1S U B S Y S •= 1 TOTAL = 4 MODE C TOTAL 2 - - -

2:16:10.170 157.25 Iti0 15 7 1550-3 349-3 ' RB 119 0 1200-3 75-3 - . . .. . BT 1

SUtSYS = 1 TOTAL = 2 MODE C TOTAL = 22:16:22.196 155;75 - 162 15 7 I5b0-?-- 649-3 RB 1

0 120tf-3 75-3 BT 12:lfc:24.126 103.25 806 70 7 RT 1

S U B S Y S = 1 T O T A L = 3 MODE C T O T A L ° 22:16:24.300 154.12 184 16 7 1550-2 349-3

19 7 RT 119 e. 1200-2 -75-3 BT 172 7 RT 1

S U B S Y S = 1 TOTAL - _—4 BQDE C TOTAL - 216 7 r— -\ RT 116 019 7

*\-3JJE50-21 349-3 BT 1

120*0-3 75-3S U h S Y S = 1 T O T A L - 3 MODE C TOTAL - 2 - - - - - -------- - -- - ...... - --------- ------------- — ._ --- . _. . .

2 : 16 : 5d .344 1 50 .87 1 e? 16 7 1 550-3 349-3 RB 119 7 1200-2 75-3 RB 1

S U E S Y S = 1 T O T A L2:17:10.371 149.25 169 16 7 1S50-2 349-3 RB 1

41.12 2lb 19 7 1200-3 75-3 RB 1S U f S Y S " 1 T O T A L - 2 *ODE C TOTAL - 2-

2:17:i2.2E? 147.62 198 16 7 1550-3 34S-2 RB 141.75 215 IE 7 1200-3 75-3 RB 1

S U I S Y S = 1 T O T A L = 2 MODE C TOTAL = 2i:17;24.4ZC 146.00 1££ 16 7 1550-3 349-3 ........ - - - RB

42.37 212 18 0 1200-3 - 75-3 BT2:17:37.050 36*75 ------ 1033 - 9 0 - - - 0 ----- 0313-* --- - --- 6-3 ---------------------- BT--

S U P S T f S = 1 T O T A L = 3 MOEE C TOTAL * 32:17:46.444 144.37 1S4 17 7 1550-2 ..... 349-S- - ---------- . _ . _ . . . . . _ . RB 1

43.00 210 IB 7 1200-3 75-3 RB 12:17:48.701 36.37 1015 89 0 6313-3 ---- --6-3- -- — ----- — • — ---- -— BT 1

36.50 1B31 90 0 0313-3 BT 1S U b S Y S * I TOTAL » 4 •- MODE e~TCTAt-- ----- 3 ----- - ----------------------

BtACCh TARGET REFCRTS 11/18/86 FACE 3STIKE RANGE - AGP DE5 - <J -- BEACON - -ALT ftUA SYS

\2:l7;£tj'.464\ 142.6?142.75

17 7 1 - - - -• RT 1196 17 e . 11550-3 35fl-3 BjJ 1

43.62 208 IP e ' 1200 -3 74-3 - - BT 12:18:00.716 36.00 1022 89 0 C313-J 8-3 BT 1- 1 TOTAL " 4 MODB C TOTAL - -- 8- - - - - - •2:lt:10.3ee 141.12 196 17 7 1550-3 3t0-3 RB 12:1H:10.685 44.12 206 16 0 1200-3 74-3 — -- BT 12:18:12.938 35.62 1005 88 0 0313-1 BT 1

Sb.75 1017 89 0 0313-3 11-3 - - BT 1SUBSYS = 1 TOTAL = 4 MODE C TCTAL - 3

2:lB:i:2.327 139.62 19i* —17- 7 - lb50-3 ---360-3 RB 1Z:lb:22.7tt2 44.75 205 16 0 1200-3 74-3 BT 12:18:1:4.956 35.37 1806 80 2 0313-3 13-3 _ .. . BT 1

SUbSlfS • 1 TOTAL = 3 MODE C TOTAL = 32:18:34.415 137.87 201 1? 7 1550-3 350-3 • - - - - RB 1

45.37 202 17 K 1200-3 74-3 BT 1SUESYS - 1 TOTAL - £ MODE C TOTAL- £-• - -

2:16:4fc.4S£ 136.25 203 17 7 U50-3 350-3 RB 145.b7 19S 17 -0 1200-3 74-3 - - BT 1

SUFSYb = 1 T01AL «= 2 ttODE C TOTAL = 2 r .18 7 . - - - RT\ 116 0 Vi£5J3c2-} 350-3 Lsjj 117 0. 120M-3 __ 75^3— BT—. -- 170 7 RT 1

SUfcSYS = 1 TC1AL = , 4 MODE C TCTAL = 217 0 1200-3 75-3 BT 1Itt 7 1550-3 - 350-3 RB 1

SUISYb = 1 TOTAL = 2 KODi C TOTAL = 216 2— lc00-3- ?&-3— BI 118 7 15t0-3 350-3 PB 170 7 - - RT 14 7 R T 1

S U B S Y S16 Z 1200-3 75-3 BT 1Ifa - 7 41)50-3 350-3 - RB 1

SUPEYS =15 £ 1200-3 74-3 BT 117 0 1200-3 BT 1IB - 7 1550-3 350-3 RB 13 7 B T 1

SUESYS1C Z 1200-3 74-3 BT 118 7 1550-3 350-3 - - RB 1

SUESYS =16 7 0000-0 • RB 116 0 1200-3 6T 119 7 - - 1550-3 350-3 RB- 1

S U B S Y S ^—1 T51AL = 3 hOEE C TOTAL = 1^ 2:20:22.662) r-^2^\

lei I5 « 1200-3 74-319 7 < -\ I RT

7

SUPSYS = 1 TOTAL » ' 3 M O D E C TOTAL = 22:20:24.493 51.37 -160 -- - - I B - 0 - 1200-3

BIACON TARGET BEPCBTS l l / l fa /BC P A G iBAWfi-E ACP DM 0 BEACON - ALT. - - - - Q U A £1

E:E0:34.868 - -121 .89- • 224 19 7 lb50-3 350-3 Mi iSUBSTS - 1 T O T A L = 2 MODE C TOTAL « 1

—2:20:46.594 62.00 164 16 •- 0 1200-3 7b-3 bT i177 15 7 1200-3 1

112:20:46.9461 g20l25j 2Z7 19 0 - Vl550^3\ 350-3».__!_—^j^L...^-_4 - H O D E - U TOTAL - 2

—*¥»-.1115.

--!rrT4~

S9-+ 236 20

fzT

(TS)

SUBSTS2:20:58.585 52.50 177 15 0 1200-3 74-3 bT 1

- 2:20:56.962- 118.6E - - 226 ,20 7 1550-3 350-3 RB ]SUBSTS - 1 TOTAL « 2 MODE C TOTAL = ' Z

-195 • - -15 - 0 - -1200-2 - 74-3 - UT 1• 2:21:11.041 117.00 232 20 7 1550-3 350-2 H t 1

2:21:12.543 103.3? 806 70 7 HT 1S U B S K S • 1 T01AL - 3 KOBE C TOTAL = c

- /2T2l:22.950> 63.62 171 15 rr hT 1' ' 53V75, 176 15 0 1200-3 75-3 bT 1

,50_\ £25 20 0 l550-3( 350-3SOBSIS •--!- - TOTAL -----4- MODE C TOTAL » £

2:21:34.775 54.3? 175 15 7 1*00-3 75-3 Ht. . ... ------ ------ 113.87 236 20 7 1550-2 350-3 hB 1

SDBSTS = 1 TOTAL » 2 MODE C TOTAL = Z- Bt£l-fr46.«*& — - - - - £4.-B9 - - - - - - - - 1*4 - - - - - - - 1 5 - — 0 - - - - - - - - 1200-3 . . . . B T 1

2:21:46.990 112.3? 240 21 7 1550-3 350-3 R2 iSUBSTS - 1 T01AL • 2 MODE C TOTAL - 1

2_;21;5fi.6S£- r-^-SJL 1?4 lb 7 1200-3 75-2 h t i— \ 2131:59.073] iTBTesA 246 21 7 /— - —\ RT I 1

^' --- 21 tJ ( 1550-3 35t)-3 l b T _ l 1SUBSKB - — 1 - TOSAIr— — 3 MODE-C-yOTAL— ---- £ ------ --- - — ---- ' ---- - -- •

2:22:10.716 E6.25 175 15 7 hT 1- - • - 15 0 1200-3 bT i

2:22:11.094 109.12 247 21 7 1550-3 350-3 R b 1SUBSTS--- 1 - -TOTAL - 3 MODE C TOlAL • 1

2:22:22.794 56.75 172 15 7 1200-3 B P 121- 7 1660-3 ..... 350-3 KB 1

2:22:24.672 103.25 807 76 7 RT 11

2:22734.8e0\ 57.37 171 15 1 1200-3 RP 122 7 ,— — hT22 7 1550-3\ 350-3 K B

11

3 - 7- * - - - • - - RT 1SUBSTS • 1 TOTAL " 4 MODE C TOTAL •= 1

-—EtE2:46.918 -58.00 - 169 14 7 1200-3 75-3 Rb ]2:22:4? .217 104.37 25? 22 7 1550-3 hB 1

. - -SUBSTS--—1 TOTAL - — £ KODK-C TOTAL - 1J ' 2:22:58.800 58.62 168 14 7 1Z00-3 75-5 h B ]

E:EE:OS.l-99 IWrBT 858 -£2 - 9 -- 1550-3- - 350-S' — — Rb 1SUBSTS • 1 TOTAL » 2 MOEE C TOTAL •= 2

-> £:£3:ie.8£6-- - 59.00 -191 15 7 - KT 159.25 Ifa? 14 0 1200-3 75-3 bT 1

2:23?11.20f» 101-.85 "263 £3 7 1550-3 - 350-3 • Rb 1*- SUBSTS - 1 TOTAL = 3 MODE C TOTAL •= 2

E:E3:£t.9U &»-.-« 1€6 14 7 1E00-3 96-2 HP 1

B U C O N T A R G E T R E P O R T S 11/18/86 PACE £ST1MI RANGE ACP DEC C BEACON ALT . . . . QUA SYS

2 :23:23 .Z 9962\ 271 23266 22 Z a550-3l 350-3

~RT\BJ_\RTl 1BJ\ 1

2:23:25.169 '35 .MB 932 81 0 '02b0-3 BT 1SUBSYS = 1 TOTAL = 4 MODS C TOTAL = 2

2:23:34.W44 60.37 - • 16t> - - 14 7 12»«-3 --75-3- RB - - 12:23:35.320 98.12 270 23 7 1550-3 350-3 RB 12:23:37.228 35.12 928 81 0 0260-3 - BT 12:23:37.575 36.67 1034 90 0 1200-3 BT 1

S U P S Y S = 1 TOTAL = 4 MOD£ C TOTAL 2 . . . .2:23:47.040 61.00 163 14 7 1200-3 75-3 RB 12:23:47.414 96.62 2 7 4 - - - - 2 4 7 1550-3 350-3 — R B 12:23:49.291 35.00 927 81 0 0260-3 BT 1

36.62 1030 £0 0 1200-3 - - BT 1S U B S Y S = _1 JO1AL = 4 hODE C TOTAL = 2

l2:23:56.93E\ .€1.50 161 14 7 1200-3 -- JB 1~^_ "~~^C> 95.25] 283 24 7 , . /RTl 1L2!2J^59.443J 95.12 -- - -279 - 24 -0 -

*T2T:01 .572 '36.1* 1023 89 0S U f c S Y S = 1 TOTAL = 4 MODE C TOTAL = 1

2:24:10.961 62.12 155 13 7 1200-3 75-3 RB 162.25 168 14 0 1200-3 75-3 BT 1

2:24:11.462 93.50 282 24 7 1550-3 350-3 RB 12:24:13.593 35.75 1015 69 0 1200-3 - il-3 •— -- - BT - 1

S U B S Y S = 1 T O T A L = 4 MODS C TOTAL - 42:24:23.047 62.75 160 14 7 1200-3 75-3 RB 12 :24 :23 .422 92.00 2EC i5 7 1550-3 350-3 RB 12:24:25.301 35.25 1012 68 0 1200-3 14-3 BT 1

S U B S T S = 1 TOTAL = 3 MODE C TOTAL = 32:24i35_.0_72. ,63.. 37 158 13 7 1200-3- 75-3-- - - - - - -JIB 1

~^ ' 9g.'37\ 293 25 7 A 550-3 V. 350-3 [R|J 1SUBSYS = 1 TOTAL = 3 MODE C TOTAL » 2 *~ '

2:24147.090 64.00 156 13 7 1200-3 75-3 RB 12:24:47.466 66.67 296 26 7 1550-3 350-3 RB 1

S U h S Y S = 1 TOTAL = 2 MOD* C TOTAL = 2 - - - - -2:24:59.110 64.62 155 13 7 1200-3 74-3 RB 12:24:59.48? 87.37 304 26 7 1550-3 350-3 KB 12:25:01.741 46.12 1025 90 7 1200-3 RB 1

S U B S Y S = 1 TOTAL = 3 MODE C TOTAL « 22:25:10.951 65.12 155 13 7 RT 1

65.25 154 13 « 1200-3 . 74-3 - - — -- - -- - B T . - - 12:25:11.325 85.67 307 £6 g 1550-3 351-3 BT 12:25:13.579 - 48.37 1018 89 7 1200-3 114-3 RB 1

S U B S Y S = 1 T O T A L = 4 MODE C TOTAL = 32:25:22.988 65.75 153 13 7 1208-3 74-3 RB 12:25:23.4fc0 84.37 314 27 7 1550-3 350-3 RB 12;25i25.b69 46.62-- 4011- ~ - 66 8 - 1200-3 -- —112-3 —BT 1

S U B S Y S = 1 TOTAL «* 3 MODE C TOTAL = 32:25:35.071 66.37 150 12 0 1200-1 - BT 1

66.50 154 1.1 7 1200-3 RB 12:25:35.446 82.67 319 28 7 1558-3 350-3 - RB 12:25:37.700 46.87 996 87 7 1200-3 109-3 RB 1

SUBSTS = 1 TOTAL > 4 MODE C TOTAL •-- - 2 - - - - - --• — - -

B I A C O N TAFtr .VT K ^ F C R T S 11/18/86 PAGE 6S T I M i R A N G E ACP DEC Q •- - B E A C O N - - - ALT - - — ... —QUA SYS

2:25:47.153 67.00 150 13 0 1200-3 75-3 BT 12 :25:47.529 81.37 326 28 7 1550-3 350-3 RB 12:25:49.408 49.25 983 86 7 1200-3 105-3 RB 1

S U I S Y S = 1 T01AL = 3 MODE C TOTAL = 22:25:59.169 67.75 151 12 7 - - — R T — - 1

67.62 151 13 0 1200-3 75-3 BT 12:25:59.543 79.87 331 29 7 1550-3 350-3 RB 12:26:01 .485 49.75 967 84 E 1200-3 W7-3 BT 1

SUiSYS = 1 TOTAL = 4 MODE C TOTAL - 32:26:11.004 68.12 158 13 7 RT 1

66.25 - 150 12 » 1200-3 - -75-3 -— &T- I2:2e:11.814 76.37 236 £9 7 lb50-3 350-3 RB 12:26:13.318 £0.37 955 83 0 1200-3 88-3 BT 1

S U B S Y 5 <= 1 TOTAL = 4 MODI C TOTAL = 32:26:23.149 66.87 149 13 7 1200-3 75-3 RB 12:26:22.y0i 76.67 344 3B 7 1550-3 350-3 . RB 12:26:25.405 £1.00 952 83 7 - - - - - RT 1

50.87 946 83 0 1200-3 79-3 BT 1S U P E Y S - 1 T O T A L « 4 *ODE C TOTAL - 3

2:26:35.174 69.50 14G 12 0 1200-3 74-3 BT 12:26:35.925 75.37 352 31 7 1550-3 350-3 RB 12:26:27.429 51.50 924 81 7 U00-3 71-3 RB 1

S U F S Y S - 1 T O T A L « 3 MODE C TOTAL - 3 - • - _ . . . _ . . . - _ . . . .2:gb:47..Z56, ,^2^0, 146 12 7 1200-? 74-3

\2:26:47.7 591 l?3.B7l 362 31 7 r „.* — J \74.00\ 360 31 7 \1550~3j 350-32:26:49.514 51.62 917 80 7 ^ -1

£1.75 916 60 1 1200-3 61-3 BT 1SUfcSYS " 1 TOTAL" 5 MODE C TOTAL - 3 -• -- . . . _ .

2:26:59.279 70.62 144 12 0 1200-1 BT 170.75 150 12 7 1200-3 75-3 HB 1

2:26:59.654 72.50 36b 32 7 l£50-3 350-3 RB 12:27:01.220 52.62 911 80 7 RT 12:27:01.594 £1.12 902 79 7 1200-3 45-3 RB 1

SUP.SYS = 1 TOTAL = 5 MODE C TOTAL 3 - - . . .2:27:11.364 71.25 146 13 7 1200-2 75-3 RB 12:27:11.740 71.12 373 32 7 1550-3 350-3 RB 12:27:13.242 52.87 903 79 7 RT 1

£0.37 690 78 7 1200-3 46-3 RB 1SUBSYS = 1 TOTAL = 4 MODE C TOTAL = 3

2:27:23.203 71.50 14S 13 7 • - . . . _ fljp_. — j71.87 147 12 0 1200-3 75-3 BT 1

2:27:23.954 69.62 262 33 7 1550-3 RB 169.87 392 34 0 0000-0 ' BT 1

2:27:25.45? 49.87 876 76 7 1200-3 56-3 RB 12:27:25.822 37.12 1024 90 0 0162-3 BT 1

SUBSY5 = 1 TC1AL = 6 MODE C TOTAL- - c2:27:35.226 72.50 146 12 7 1Z00-3 75-32:27:35.9b0 68.25 390 34 0 1550-3 350-32:27:27.172 103.25 806 70 7

52.25 675 76 72:27:27.548 £0.37 868 76 7 1200-3 64-3

36.87 1035 90 0 - 016E-3 "•

0162 Code

under AnchorageAirport Approach

enroute)

Reserved for aircraft ^

1

Control. (Not ._. , . nm i

BEACON TARGET PEPCflTS 11/18/86 PAGE 7STIME BANG! AGP - BEG Q BEACON ALT •- - - — QUA SYS

SUPSYS = 1 TOTAL = 6 MODE C TOfAL = 32:27:47.316 73.1Z 147 12 7 1200-3 75-2 RB 12:27:48.070 66.87 3S£ 24 B 1E50-3 350-3 - BT 12:27:49.197 51.75 860 75 7 RT 1

50.3? - 664 7? 7 - - — - RT 1Z: 27:49.572 50.50 877 77 0 1200-3 45-3 BT 12:27:49.946 36.75 1030 90 0 0162-3 BT 1

SUBSYS = 1 TOTAL = 6 MODE C TOTAL - Z2:27:e9.396 73.62 146 iz 7 1200-3 75-3 — - - RB i2:2b:00.151 65.37 426 37 0 0000-0 BT 1

66.58-- 404- _-. 35 . 0 - 1550-3 --350^3 BT- 12:26:01.276 50.87 854 75 7 RT 1

50.is eee 77 7 ... .. . . ~ . .._ RT i50.50 888 78 e 1200-3 46-3 BT 1

2:28:02.029 36.50 1026 90 0 0162-3 -- BT 1SUESTS = l TOTAL = 7 MODE C TOTAL = 3

2:28:11.415 74. S5 146 - 12 - 7 — - 1Z00-3- 35-3 Rfl 12:28:12.220 64.00 417 36 7 1550-3 350-3 RB 12:28:13.354 49.87 860 75 7 -• RT 1

50.25 886 78 7 RT 151.25 907 79 7 - - . . . . _ . . . . _ . . BT 1

2:28:13.729 51.12 902 79 0 1200-3 58-3 BT 126.26--- - 1022- 89 0 - -0162-3 BT—- — 1

SUBEYS = 1 TOTAL = 7 MOEE C TOTAL * 32:28:23.314 74.87 14E 12 7 1200-3 75-3 RB 12:28:24.066 62.75 425 37 0 1550-3 3£0-3 BT 1

62.62 438 28 7 0000-0 - RB 12:26:25.1 S3 46.75 858 75 7 RT 12:28:2 .569 51.75 903 79 0 1200-3 78*3— - - - -— BT - - 12:28:25.945 36.12 1017 89 0 0162-3 BT 1

SUBSYS = 1 TOTAL = 6 MODE C TOTAL ° 32:26:25.332 75.52 14t 12 7 1200-3 75-3 RB 12:28:36.083 61.37 437 36 7 1f£0-3 350-3 RB 12:28:27.564 52.12 89B 78 7 1200-3 101-3 RB 12:28:38.094 35.87 1013 89 (i 0162-3 . . . . .. . „ . .. BT 1

SUBSYS = 1 TOTAL = 4 MODE C TOTAL - 32:28:48.174 60.00 448 39 7 1550-3 350-3 RB 12:28:49.677 52.00 689 78 0 1200-3 105-3 BT 12:Z6:5e.0£Z 35.62 ICie 86 0 0162-3 BT 1

SUBSYS = 1 TOTAL • 3 MODE C TOTAL = 22:29:00.193 58.62 457 40 0 1550-3 --350-3 - -- - BX-.- 12:29:01.756 £1.62 863 77 0 12E0-3 102-2 BT 1

48.00 900 79 7 RT 125.37 1005 66 0 0162-3 BT 1

2:29:02.131 37.62 1031 9 0 0 1200-3 . . . B T 1SUBSYS = 1 TC1AL » 5 MODE C TOTAL = 2

2:29:12.262 £7.37 - 468 -41- - - -7- — 1550-3- 350^3 EB 12:29:13.406 49.37 897 76 7 RT 12:29:13.765 51.00 W?6 76 7 1200-3 107-3 RB i

35.12 1002 66 e 0162-3 BT 1S U B S Y S = i T O T A L = 4 MODE c TCTAL = 2 • - - -

2:29:24.372 56.12 460 42 7 1550-3 350-3 HB 12i29:25.497 50.12 • 875 - - - - 76 -ft — - 1200~3 —-112-3- BT- - 1

BFACON TARGET REPORTS 11/16/66 PACE 8STIME RANGE ACP - DEC Q BEACON- -- -AIT- .. . QUA SIS

50.25 eee 77 ? - RT i2:29:25.875 35.00 999 B7 0 . 0162-3 BT 12:29:26.2£0 37.00 1035 90 0 ' 1200-3 BT 1

?UPSYS = 1 TOTAL = 5 fODE C TOTAL = 22:29:36.3fc9 £4.75 494 - 4 3 7 • 1550-3 550-3 —• RB 12:29:37.517 50.00 879 77 7 RT 1

49.62 864 77 7 1200-3 101-3 RB 12:29:26.266 36.75 1833 90 0 1200-3 BT 1

SUESYS = 1 TOTAL = 4 MODE C TOTAL 2 -2:29:48.598 53.62 507 44 7 1550-3 350-3 BB 12:29:49.727 49*25 877 77 7 - - - - - . . _ . . . . BT 1

50.25 693 76 7 1200-3 45-3 RB 12:29:50.226 36.37 1025 90 0 1200-3 - BT 1

36.50 1019 89 0 120SJ-2 6-3 BT 1SUESKS = 1 TC1AL « 5 MODE C TOTAL = 2 - --

2:30:00.313 99.12 361 32 7 RT 12:30:00.669 52.37 522 45 7 1550-3 - 350-3 - • — RB — — 12:30:01.814 46.75 887 77 7 RT 1

51.00 900 79 0 1200-3 61-3 -- - - - BT 12:30:e2.192 36.00 1020 69 0 1200-3 6-3 BT 1

SUfcSYS •= 1 TOTAL - 5 MODE C TOTAL 3 . . _ . . .2:32:12.711 51.12 £36 47 7 1550-3 350-3 RB 12:38:12.826 46.12 696- 76 - •• 7 - — RT- 1

51.00 912 80 7 1200-3 79-3 RB 12:30:14.213 3b.62 1018 fib tf 1200-3 10-3 BT 1

SUESYS = 1 TOTAL = 4 MODE C TOTAL = Z2:30:24.765 50.00 £49 46 9, 1550-3 350-3 - - BT 12:30:25.916 48.75 697 78 7 RT 1

50.75 911 80 7 —- _ . _ _ _ . . ._ p-T \50.62 91S 60 0 1200-3 94-3 ET 1

2:30:2C.ZS1 35.12 1008 66 0 1200-3 - 12-2 BT 1SUBSYS = 1 TOTAL - 5 MODE C TOTAL * 3

2:30:26.bV2 46.67 567 49 0 1550-2 350-2 BT 12:2e:27.99i. 50.12 928 80 7 1200-3 101-3 RB 1

SUISKS = 1 TOTAL = 2 MODE C TOTAL 2 _ . . _. _ . _ .2:30:4b.958 47.62 579 50 0 1550-3 BT 1

47.75 • 587 51 7 1550-3 350-2 RB 12:32:49.718 50.62 697 78 7 RT 1

49.62 912 60 7 1200-3 103-3 RB 1SUBSlfS = 1 TOTAL = 4 MODE C TOTAL = 2

2:31:00.662 46.37 594 52 0 155«-3 350-3- —- — • --—' — BT 12:31:01.9fc£ 49.62 90£ 79 7 RT 1

49.67 904 79 £ 1200-3 77-3 - - BT 1S U i S Y S = 1 T O T A L = 3 MODE C TOTAL * 2

2:31:12.256 44.67 607 53 7 1550-3 350-3 . _ . _ RB 12:31:14.006 £0.37 6G2 76 7 1200-3 30-3 BB 1

49.75 -918 " -Be ? • - _ . .. . __ . — . . — .. .._.fiT . _.. ±SUBSYS •= 1 TOTAL •= 3 MODE C TOTAL = 2

2:31:24.959 43.37 612 53 « 1550-3 - 350-3 - BT 12:31:ib.32£ 51.25 7C0 66 2 1200-3 BT 12:31:26.086 £1.25 665 77 7 1200-3 ~ - - 50-3 ' RB 1

SUBSYS « 1 TOTAL = 3 MODE C TOTAL - 22:31:26.965 4li87 -- —615 54- • -0 1 50-3 349-3- BT—

BEACON TARGET REPORTS li."8'8e PAGE 9STIMI R A N G E - - A G P - - - D E C • -$ BEACON • A L T - - - - - - - -QUA S Y S

2:31:37.736 48.3? 699 75 7 RT 12:31:38.114 51.87 893 7fa 7 1200-3 65-3 RB 1

S U E S J S = 1 T O T A L = 3 MODE C TOTAL « 22:31 MS.066 40.25 623 54 ? 1550-3 350-3 RB 12:3H49.B36 48.87 - -869 -78 - 7 - - - EX - - 1

52.12 896 7b 7 1200-3 81-3 RB 1S U B S Y S = 1 T O T A L = 3 MODE C TOTAL 2 - - • --

2:32:01.307 38.75 629 55 7 1550-3 349-3 RB 12:32:01.807 103.37 806 70 7 - RT 12:32:02.122 £0.00 892 7eJ 7 RT 1

52.0«- - 005 78 - - 7 -.1200-3 - --01-3 EB 1S U b S Y S - 1 _ TOTAL « ,_-A__MpDB C TCTAL = 2

\.2:'32Tl3.011\ I 37.25( 632 55 7 . _^"2:32:13.367 1 37.121 636 l 55 K 0550-31 349-32:32:13.764 50.62 6££ 7 7 7 * R T 12:32:14.141 51.37 905 79 7 1200-3 89-3 RB 1

S U B S Y S =.-_l____TOTAL = .-4— HOPE-C- TOTAL - --Z- - - —644 56 7 r644 56 e 1 L550-3) 349^3nnn fmr+ n 1 • •

/2 : 35.7535.62'

2:32:25.656 ^0.62 876 77 7 »" ' . KT 15V.&7 000 7 9 0 1200-3 56-3 . . . B T 1

S U P S Y S = 1 T O T A L = 4 KOCE C TOTAL * 22:32:27.S?y 40.87 6C2 ... - - 75 - 7 - BT- _. _ . .12:32:38.255 50.00 8S2 76 7 1200-3 3B-3 RB 1

S U b S Y S = 1 TOTAL = 2 MODi C TOTAL - 1i. :32:49 .SC7 49.25 697 76 ? 1200-3 69-3

S U t S Y S = 1 TOTAL = 1 MODE C TOTAL - 12:33:01.955 49.37 904 79 7 1200-3 92-3

S U E S Y S = 1 TOTAL = 1 MOCE C TOTAL = 1 - — - —2:33:14.212 49.75 926 79 7 1200-3 99-3 RB 12:33:14.714 37.12 1033 90 0 4441-3 6-3 BT I

S U P S Y S = 1 T C T A L = 2 MODI U TOTAL = 22:33:25.yi£ 103.37 806 70 7 BT 12:33:26.293 £1.25 904 79 7 RT 1

50.25 910 79 7 1200-3 - 14)1-3 - R B . . . 12:33:26.666 37.00 1033 90 0 4441-3 BT 1

SUBSYS = 1 TOTAL = 4 KOEE C TOTAL = 12:33:37.946 51.62 891 76 7 RT 12:33:38.321 50.62 907 79 7 1200-3 103-3 RB 12:33:36.696 36.67 1025 90 0 4441-3 BT 1

S U B S Y S = 1 T O T A L = 3 -hODE C TCTAL = 12:33:49.966 51.75 877 77 72:33:50.408 50.50 898 7« 7 1200-3 56-32:33:50.720 36.87 1032 90 0 4441-3

SUBSYS = 1 TOTAL = 3 MODE C TOTAL = 12:34:02.056 El.50 873 76 7

49.87 - 8W7 77 7 -1*08-3 43-3 —2:34:02.806 36.75 1032 90 0 4441-3 6-3

SUBSYS = 1 TOIAL • 3 MODE C TOTAL = 2 -2:34:14.061 103.25 806 7e 7

49.00 888 7b 0 1200-3 71-3 . . BT 12:34:14.833 36.75 1032 90 0 4441-3 6-3 ET 1

S U B S Y S •= 1 T O T A L = 3 - MOCK C-TOTAL •* - 2-- • - - - - - - -—

4371 Code- C-130

- Military Fits DT }

B E A C O N T A R G E T REPORTS 11/18/86 P A C E 10S T I M E R A N G E ACF - - EEC- Q - - -BEACON - *LT - . . . . Q U A S Y S

2:34:1:5.911 103.25 60t> 70 7 RT 12:34:26.2b7 SB.25 870 76 7 RT 1

48.62 900 79 7 1200-3 98-3 RB 15 U I S Y S = 1 T O T A L = 3 MODE C TOTAL = 1

2:34:38.377 50.25 - 890 78 7 - — --RT 148.75 905 79 7 1200-3 1(37-3 RB 1

S U i S Y S = 1 T O T A L » 2 MODE C TOTAL » 12:34:50.359 £1.12 892 7B 7 RT 1

49.12 904 7S 7 RT 149.25 902 79 0 1200-3 103-3 BT 1

2i34:5e.7?3 36.87 1833 08 0 4441-1 6-3 - - — BT 1S U E S Y S = 1 T O T A L = 4 MODE C TOTAL = 2

2:35:B2.111 51.50 884 77 7 HT 12:35:02.549 49.87 902 79 0 1200-3 70-3 BT 1

36.67 1030 98 0 4441-3 6-3 BT 1S U B S Y S = 1 TOTAL = 3 MODE C TOTAL - Z

2:35:14.133 50.50 898 7b 7 • - — - - . - - - - R T 151.12 876 76 ? RT 1

2:35:14. MB 50.75 8S3 78 0 1200-3 33-3 BT 12:35:14.947 36.87 10*9 90 £ 0000-0 BT 1

S U B S Y S = 1 T O T A L = 4 MODE C TOTAL - 12:35:26.222 50.37 865 76 7 RT 1<:35:Z€.5t;e 51 »i5 901 79 7 1200-3 - - - 50-3 — - • - • • - - RB- - 1

36.87 1029 90 0 0000-0 BT 1SUESTfS = 1 TOTAL = - 3 MODE C TOTAL = 1

2:35:28.4 £7 49.87 878 77 7 RT 151.37 Sll 80 7 - RT 151.12 90S 79 0 1200-3 68-3 BT 1

2:35:38.801 36.75 1029 90 0 4441-3 - . . . BT 1S U E S Y S = 1 TOTAL = 4 MOEE C TCTAL = 1

2:35:50.511 50.25 69Z 78 7 - RT 150.62 913 80 7 1200-3 81-3 RB 1

2:35:50.886 36.75 102S 90 0 4441-3 6-3 ET 1S U P S Y S = 1 T O T A L = 3 MODE C TOTAL = 2

2:36:02.1=6 1B2.37 605 70 7 - RT 12:36:02,533 49.75 900 ?y ? BT 1

50.12 912 80 7 1*00-3 RB 1i:Z6:ei.9e? 36.75 1030 90 0 4465-3 484-3 ID BT 1

S U b S Y S = 1 T O T A L = 4 MODE C TOTAL « 12:36:14.612 50.12 905 79 7 1200-3 58-3 RB 1

36.87 1030 90 0 4441-1 - - - BT 1S l l S Y S = 1 TC1AL = 2 MOCE C TOTAL = 1

2:36:i!fa.3?2 50.50 892 78 ? 1200-3 33-3 RB 12:36:26.698 ' 36.87 1024 90 0 1200-3 BT 12:36:27.074 36.62 1029 9fc 0 1200-1 • BT 1

S U i S Y S = 1 T O T A L = 3 MODE C T O T A L = 12:36:38,526 50.62 676 77 7 1200-3 • 60-3 - -- - RB • 1 "

50.25 916 80 7 RT 12:36:3fa.914 36.75 1026 90 0 4441-1 - -• BT 1

36.50 1029 90 0 0000-0 BT 1SUESYS = 1 TOTAL = 4 MODE C TOTAL = 1

2:36:50.625 50.75 869 76 7. 1200-3 88-3 RB 12:36:51.000 36.50 - 10E2 - 69 fl--- 0000-0 --Bf 1

BIACON TARGET REPORTS 11/18/66 PAGE 11STIMt RANGE ACP -- IEG •- Q -- BSAGGN - ALT - -• — - -• --QUA SYS

36.3? i0it ye e 1721-3 464-s BT i36.75 1031 90 0 4441-1 BT 1

S U P S Y S = 1 TOTAL = 4 MODi C TOTAL •= 22:27:0£.2ee 103.25 80S ?e 7 RT 12:37:02.645 50.62 859 75 7 1200-3 • -B8-3 - - - - RB 12 :37:02.023 36.75 1028 90 0 4441-3 6-3 BT 1

SUBSYS = 1 TOTAL = 3 MODE C TOTAL = 22:37:14.414 49.67 860 75 ? 1200-3 82-3 KB 1

51.12 8CZ 78 7 HT 12:37:14.769 36.75 1029 90 0 4441-3 292-3 BT 1

SUBSYS = 1 TOTAL = 3 MODE C TOTAL «- -S - -- —2:37: £6.41:7 103.25 606 72 7 RT 1

51.37 873 7e 7 RT 149.50 8b7 77 0 1200-3 64-3 BT 1

2:37126.936 36.75 1028 90 0 4441-3 - - BT 1SUBSYS = 1 TOTAL = 4 MODE C TOTAL » 1

2:3Vl38.«39 49.00 895-- - 7t* 7 - - 1200-3 &&-3 RB 136.75 1029 90 0 4441-3 292-3 BT 1

SUESYS = 1 TCTAL = 2 MODE C TOTAL 2 •2:37:50.299 48.25 768 67 0 1200-3 BT 12:37:50.800 48.12 906 78 7 • RT 1

48.25 901 79 0 1200-3 52-3 BT 12:3?:£1.0Se 36.75 - 1026 90 0 4441-3 •-• *&2-3 - -B-T —- - 1

SUBSYS = 1 TOTAL - 4 MODE C TOTAL • 22:38: fc»2.7 53 48.37 879 7 7 7 RT 1

47.62 918 80 7 1200-3 53-3 KB 12:36:02.11:5 36.75 10Z9 90 0 4441-3 6-3 BT 1

SUbSYS = 1 TOTAL = 3 MODE C TOTAL •= 22:38:14.771 47.87 927 81 7 —• --- - - — - RT 1

48.00 934 82 K 1200-3 72-3 BT 12:36:15.146 36.75 1028 90 0 4441-3 292-3 BT 1

SUiSlfS « 1 TOTAL = 3 MODE C TOTAL » 22:38:26.485 46.62 897 7b 7 RT 12:38:i6.861 48.62 923 81 0 1200-3 90-3 BT 1

48.75 U4B 82 0 - 1200-3 - --• - - BT 12:38:27.236 36.75 1028 90 « 4441-3 6-3 BT 1

SUBSYS = 1 TOTAL « 4 MOLE C TOTAL = 22:38:28.956 49.12 918 80 0 1200-3 95-3 BT 1

36.75 1029 90 £ 4441-3 BT 1SUBSYS = 1 TOTAL =* 2 MODE C TOTAL - 1

2:38150.604 46.50 930 81 7- - - .-. - — ET~ - -- -12:38:50.9?S 49.12 903 79 7 1200-3 90-3 RB 1

36.75 1029 90 0 4441-3 . BT 1SUBSYS « 1 TOTAL = 3 MODE C TOTAL = 1

2:39:02.818 48.37 09b 78 7 1200-3 • 103-3 • RB 12:39:03.1 £.3 36.75 1029 90 0 4441-3 292-3 BT 1

SUBSYS = 1 TCTAL - 2 MODE C- TOTAL -• -2 - • • - - •-2:39:14.906 47.62 699 79 7 RT 1

47.75 896 78 0 1200-3 124-3 BT 12:39:15.283 36.75 1029 . 90 0 4441-3 292-3 BT 1

SUflSYS = 1 TOTAL = 3 MODE C TOTAL " £2:39:26.927 47.12 903 79 7 1200-3 1?S-3 RB 12:39:27.304 36.75 - 1016 - 89 - 0 - 4441-3 — -292-3 — BT ..1

BIACON TARGET REPORTS 11/18/86 pACE ^STIMI RANGE - - - ACP-- - DEC Q BEACON -ALT . QUA, . sxs

SUBSYS = 1 TOTAL " 2 MODE C TOTAL «= 22:39:26.625 48.75 89C 7fi 7 RT 12:39:39.«*10 47.25 917 80 0 1200-3 115-3 BT 12:39:29.385 36.87 1029 90 0 4441-3 BT 1

SUlbYS - 1 TOUL • 3 MOCB C TOTAL - 1 -- - - --- - • - -2:39:bl .091 48.12 923 81 7 1200-3 111-3 BB 1

36.87 1030 90 0 4441-3 BT 1SUPSYS = 1 T01AL = 2 MODE C TOTAL - 1

2:4e:Bi.723 47.12 E66 79 7 RT 12:40:02.110 48.75 91? 80 7 1200-3 82-3 RB 1

36*07 ieiJ3 89 0 4441-3 - 6-3 BT - • 1G U E S T S = 1 T O T A L = 3 MOEE C T O T A L = £

2:40:14.948 46,62 910 79 7 RT 146.50 905 79 7 1200-3 39-3 RB 1

2:40:15.441 36.87 1027 90 0 4441-3 BT 1S U I S Y S = 1 T01AL = 3 MODE C TOTAL = I

2:40:27.02;= 48i75 8S5 ?8 7 1200-3 61-3 - . . . . _ . BB 148.25 916 60 7 RT 1

2:40:27.408 36.67 1029 90 0 4655-1 BT 1SUESYS = 1 TOTAL = 3 MODE C TOTAL = 1

2:40:i9.0£0 49.25 867 77 7 1200-3 76-3 RB 147.62 928 81 7 RT 1

2:40:39.425 36.87 1026 90 0 4441-3 -6-» . - .. - - -- . . - - BT 1SUBSYS = 1 TOTAL = 3 MODE C TOTAL •= 2

2:4B:51.130 49.75 697 78 7 1200-3 65-3 HB 12:40:bl.504 36.75 1027 90 0 4441-3 BT 1

SUBSYS = 1 TOTAL • 2 MODE C TOTAL " 12:41:02.624 49.67 90E 76 7 RT 12:41:03.206 50.00 909 79 0 1200-3 - 90-3 - — - - - BT 1

36.75 1027 90 0 4441-3 6-3 BT 1S U B S Y S - 1 T O T A L - 3 MODE C TOTAL « 2

2:41:1£.026 49.67 912 60 Z 1200-3 BT 12:41:15.411 36.87 1026 90 0 4441-3 6~3 BT 1

S U E S Y S = 1 TOTAL = 2 MODE C TOTAL = 12:41:27.U3 49.12 916 60 0 1200-3 70-3 - - •— - BT 1

S U B S Y S = 1 TC1AL = 1 MODE C TOTAL "= 12:41:3b.7ti0 48.00 776 68 0 0000-0 BT 12:41:39.156 48.00 907 79 7 1200-3 38-3 RB 1

SUbSYS = 1 TC1AL = 2 MODE C TOTAL » 12:41:51.245 47.37 909 79 0 1200-3 79-3 BT 1

47.12 913 • 60 7 - - . . . . _ . _ . _ _ -..._ ___ RT \S U E S Y S «= 1 T O T A L = 2 MODE C T O T A L « 1

2:42:0£.94E 49.50 901 79 7 HT 147.12 922 61 7 HT 1

2:42:03.324 47.25 914 80 0 1200-3 94-3 BT 1SUBSYS = 1 TOTAL = 3 MODE C TOTAL = 1

2:42:14.966 49.IE 904 7S ? • — . • - - - -- — HT - 12:42:15.343 47.62 924 81 0 1200-3 99-3 BT 1

SUESYS = 1 TOTAL • 2 MODE C TOTAL - 12:42:27.173 48.12 9£E 61 7 RT 1

46.25 929 81 9 1200-3 97-3 BT 1SUBSYS = 1 TOTAL = 2 MODE C TOTAL «= 1

2:42:39.257 48.12 919 - 60 7 1200-3 - 63-3-- ~ ~- • • --RB -- 1

blACON TARGET REPORTS 11/18/66 PAGE 13Stlfl RANGE ACP CBG Q - BEACON ALT — --- - -- QUA SYS

SUfcSYS = 1 TOTAL = 1 MODE C TOTAL « 12:42:51.282 46.62 906 79 7 HT 1

48.62 907 7G 7 '• 1200-3 33-3 BB 1SUBSYS = 1 TOTAL = 2 MODE C TOTAL = 1

2:43:03.3fc? 46.87 - 917 60 7 - -. - . .- - - RT - I49.25 909 79 0 1200-3 56-3 - BT 1

SUESYS = 1 TOTAL = 2 MODE C TOTAL * 1 .2:42 :i4.659 49.37 777 66 £ 1200-3 BT 12:43:15.074 47.75 9l£ 8 0 7 - . _ . . . . H T 1

49.37 913 80 0 1200-3 69~3 BT 12:43:24.843 121.£5 63- -7 7 — ._ . ™ ET 1

S U i S Y S = 1 T O T A L = 4 MODE C TOTAL- = 12:43:27.475 49.12 022 81 0 1200-3 73-3 . . - - . BT 1

S U E S Y S = 1 T O T A L - 1 MODE C TOTAL = 12:43:39.2£« 48.50 931 81 I 1200-3 73-3 BT 1

SUliSYS = 1 TOTAL = 1 MODE C TOTAL = 12:43151.338 47.62 932 81 - 7 RT 1

47.75 928 81 B 1200-3 71-3 BT 1S U I S Y S = 1 T O T A L = £ MODE C TOTAL = 1 -

2:44:03.362 47.12 924 81 7 1200-3 71-3 HB 1S U B S Y S = 1 TOTAL = 1 MODE C TOTAL = 1

i:44:15.449 47.12 925 81 7 RT 146.75 - 800 - --78 7 - 1200-3 - 71-3 . . _ . ... AB .. - - - 1

SUESYS = 1 TOTAL « 2 MODE C TOTAL = 12:44:27.475 46.87 901 79 7 1200-3 70-3 RB 1

SUESYS = 1 TCTAL = 1 MODE C TOTAL = 12:44:39.163 47.25 691 78 7 1200-3 71-3 RB 1

SUiSYS = 1 TOTAL = 1 MODE C TOTAL - 12:44:51.393 47.75 885 77 7 1200-3 — 72-3 - • - -- . .. ._ . ., . HE. . 1

SUESYS = 1 TOTAL = 1 MODE C TOTAL = 12:45:03.466 46.37 StZ 77 7 1200-3 74-3 RB 1

SUfcSYS = 1 TOTAL = 1 MODE C TOTAL - 12:45:15.502 48.87 886 77 7 RT 1

49.00 860 V7 7 1200-3 76-3 RB 12:45:24.955 144.37 46 4 7 . . .. RT - - i

5UBSYS «= 1 TOTAL - 3 MODE C TOTAL = 12:45:27.583 49.87 861 77 7 1200-3 77-3 RB 1

SUESYS = 1 TOTAL = 1 MODE C TOTAL = 12:45:38.912 50.50 757 66 G 1200-1 BT 12:45:39.2d7 50.37 684 77 7 RT 12:45:39.662 -50.50 -887 -. - 7 7 -7 1200-3- - .81-3 RB -1

SUBSYS = 1 T01AL = 3 MODE C TOTAL * 12:45:51.502 51.00 687 77 7 1200-3 64-3 HB 1

SUBSYS = 1 TOTAL = 1 MODE C TOTAL = 12:46:03.213 51.37 766 67 0 1200-3 - BT 1

51.37 888 78 7 1200-3 85-3 RB 12:46:03.714 51.50 -909 79 7 1200-3 8&-3 RB - 1

SUESYS = 1 TOTAL = 3 MODE C TOTAL = 22:46:15.621 51.75 910 79 7 1208-3 85-3 RB 1

SUBSYS = 1 TOTAL = 1 MODE C TOTAL « 12:46:27.706 52.12 920 80 7 1200-3 86-3 - - . RB 1

SUBSYS = 1 TOTAL - 1 MODE C TOTAL = 12l46l39.731 52.50 926 81 -—7 1200-3 86-3 — _BB-- 1

B E A C O N T A R G E T R E P O R T S 11/18/86 PACE 14ST1ME BANGE AOF DEC Q -BfcACGN ALT-- ftOfc STS

SUBSYE = 1 TOTAL = 1 MODE C TOTAL - 12:46:51.820 52.87 935 82 7 1200-3 85-3 R8 1

Sl'BSYS = 1 TOTAL = 1 MODE C TOTAL " 121:47:63.664 53.37 948 83 7 1200-3 83-3 KB 1

SUtSYS = 1 TOTAL - 1 MODE C TOTAL 1 • • ~ - -2:47:15.691 53.50 960 84 7 RT 1

53.87 955 83 0 1200-3 62-3 • - - - BT 1SUBSYS = 1 TOTAL = 2 MODE C TOTAL = 1

2:47:27.776 54.37 966 64 7 1200-3 60-3 RB 1SUBSYS = 1 T01AL = 1 MODE C TOTAL = 1

2:47:39.4E6 103;37 605 70 ? - -- -• — —- - -RT- 12:47:39.863 54.87 976 85 7 1200-3 78-3 RB 1

SUBSYS •= 1 TOTAL • 2 MODI C TOTAL - 12:47: 1.886 55.37 977 8^ 7 1200-3 76-3 RB 1

SUtSYS = 1 TOTAL = 1 MODE C TOTAL « ' 12:48:03.974 55.75 995 87 7 1200-3 74-3 RB 1

SUBSYS = 1 TOTAL • 1 MODE C TOTAL 1 — — — • - •-•—- —2:48:16.120 56.00 997 87 2 4431-3 74-3 BT 1

SUfcSYS = 1 TOTAL = 1 MODE C TOTAL - 12:48:28.160 56.3? 100E 86 7 4431-3 70-3 RB 1

SUBSYS •= 1 TOTAL = 1 MODE C TOTAL <* 12:48:40.246 56.37 1021 89 7 RT 1

56.50 1016 89 7 4431-3 -66-3 -- — — -RB — 1SUBSYS = 1 TOTAL = 2 MODE C TOTAL = 1

c:«£:&£.32? 56.37 10£8 90 7 - RT 156.50 1026 90 Z 4431-3 64-3 BT 1

SUBSYS - 1 TOTAL - 2 MODE C TOTAL 12:49:03.973 56.12 1035 90 7 RT 12:49:12.427 121.00 89 7 7 - - RT 1

SUBSYS = 1 TOTAL = 2

INSPECTION AND SURVEILLANCE RECORD

1. WORK ACTIVITY J. HOURS

4. NAME AND ADDRESS OF CARRIER, OPERATOR. AIRPORT.AGENCY. OR AIRMAN

3. CERTIFICATE NO.ORAIRCRAFT REGIS-TRATION MARK (Wo.)

«. RESULTS 7. FURTHERACTION REQ.

9A HI FACTONY

UNIATtSFACTOHYtn Itmn « action In

Itmm 9)8. FINDINGS/RECOMMENDATIONS

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NAME AND ADDRESS OF CARRIER, OPERATOR, AIRPORT,AGENCY, OR AIRMAN

3. CERTIFICATE NO.ORAIRCRAFT REGIS-TRATION MARK <Wo.,»

«. RESULTS 7. FURTHERACTION REQ.

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FAIRBANKS

NOVEMBER 17, 1986RE-GENERATED RADAR IMAGE CHART OF JAL NO. 1628

USDepOTTmenr A laskan Regionof Transportation

Federal Aviation ? o t c S t r e e i . SGAdministration _ Ancncr.iq*.

99513

February 21, 1987

IK RESPONSE TO YOUR REQUEST:

The attached order form is in response to your request for

Federal Aviation Administration information regarding the unidentified

traffic sighting by the flight crew of Japan Airlines flight 1628, on

November 17, 1986.

We have described, itemized and listed all the materials that

have been produced or obtained by the FAA in this investigation. They

are listed on the attached order form.

Some persons may have found the cost of purchasing the entire

inquiry package of materials to be expensive and contain items that they

might not want. Hence, we have taken the opportunity to list and describe

each item, with cost, so that your order can be tailored to fit your needs

and budget. Please note that an order which totals $5.00 or less will

be provided free of charge.

Please read the instructions carefully and return your request

with payment in full.

Paul SteuckePublic Affairs Officer

60 Yaarm of Air Traffic Control Excellence- A Standard for tha World -

USDeportment . .ofTransportotion ?^°ffi *"*'Federal Aviation 7°'c street. BOI u* -j_-.^. Anchorage. Alaska 99513Aaminisrranon O07j 2/1-5296

LIST OF RECORDS AVAILABLE

ORDER FORMfor

JAL FLIGHT 1628TRAFFIC SIGHTING

NOVEMBER 18. 086 UTC(The event occurred on November 17, 1986 Alaska Standard Time)

Add fees' for items ordered. Make payable to Federal AviationAdministration. Send check or money order; no credit cards. Do notsend cash.

(Note: Do not send payment if total amount of order is less thantS^QQ.)

TOTAL AMOUNT ENCLOSED: $_

FAA W I L L PAT COST OF D E L I V E R Y S E R V I C E BY R E G U L A R FIRST CLASSU.S. POSTAGE QflLl. IF YOU WISH TO HAVE COPIES SENT TO YOU BY FEDERALEXPRESS, DHL7UH OTHER DELIVERY S E R V I C E , PI FASE INDICATE SERVICEDESIRED, AND PROVIDE Y O U R A C C O U N T N U M B E R FOH BILLING OF SHIPPINGCOSTS:

Service desired FIRST c^A^S IA s. t>gs-rAg

Account number

Your Name *QTU*L- DFO N&TWC»g*f " i M C .

Address I6>3 OlpTgwis/ t-

*J T CrX A- S—y

LIST OF RECORDS AVAILABLE

ORDER FORMfor

JAL FLIGHT 1628UHIDEHTIFIED TRAFFIC SIGHTING

NOVEMBER 18T 1Q86 UTC(The event occurred on November 17, 1986 Alaska Standard Time)

PLEASE MARK ITEMS DESIRED.

$194.30 Complete package of all written records and photographsplus all tape recordings.

$9*1.30 Complete package of written records and photographs only.

O

o

O

o

o

o

$5.05 Complete Inspection/Investigator (Fl ight Standards)package, includes items 1 through 9*

$0 .30 1 . FAA Form 8020-5, A i r c r a f t I nc iden t Record .(Br ie f summary s t a tement , submi t t ed by Fl ightS t a n d a r d s D i v i s i o n , J a n u a r y 26, 1987) (2pages)

$0.45 2. FAA Form 3112, Inspec t ion and Surve i l l anceR e c o r d ; notes b y I n s p e c t o r J a c k W r i g h ta f t e r i n t e r v i e w of pilot and c r e w , 11/17/86.(3 p a g e s w r i t t e n p l u s 2 pages d r a w i n g s )

$0.30 " 3. FAA Form 1600-32-1, Notes of i n t e rv i ew wi thall three crew m e m b e r s of JAL Flight 1628;c o m p l e t e d b y S e c u r i t y I n s p e c t o r R o n a l dE. M i c k l e , 11/17/86. (2 pages )

$0.40 4. FAA Form 1600-32-1, Notes on i n t e rv i ew w i t hall three crew members of JAL Flight 1628,m a p , and d r a w i n g by the pilot; completed bySpecial Agent James D e r r y , 11/17/86.( 4 pages)

$1.15 5 . T r a n s c r i p t o f I n t e r v i e w w i t h C a p t a i nT e r a u c h i , 1 / 2 / 8 7 , b y R i c h a r d G o r d o n ,m a n a g e r o f f l i g h t s t a n d a r d s d i s t r i c to f f i ce in A n c h o r a g e . ( 1 9 pages)

$1.10 6. W r i t t e n S t a t e m e n t and D r a w i n g by Cap ta inT e r a u c h i ; in J a p a n e s e . ( 1 6 pages w r i t t e n ,plus 2 pages d r a w i n g s )

-more-

Page 2

JAL 11MTDEHTIFIED TRAFFIC SIGHTTMH Order Mat continued

$0.85 7- W r i t t e n S t a t e m e n t by C a p t a i n T e r a u c h i ;t r ans l a t ed by S. M i m o t o of FA A A l a s k a nR e g i o n . Engl ish translation of item *6.( 13 pages)

$1.35 8. Transcript of In terview with First OfficerT a m e f u j i , on 1/5/87 by I n s p e c t o r P e t e rE. Beckner. (23 pages)

$0.50 9. Transcript of In te rv iew with Flight Eng inee rT s u k u b a o n 1 / 1 5 / 8 7 b y I n s p e c t o r P e t eBeckner. (5 pages w r i t t e n , plus 1 paged r a w i n g )

$67.70 Complete AIR TRAFFIC PACKAGE, includes Items 10 through12.

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$3.05 10. Chronology of Events , report of Unident i f iedTraf f ic Sighting by Japan Air l ines F l igh t1628, November 17, 1986. (5 pages)

Transcr ipt ion of communication between airt ra f f ic control and JAL Flight 1628.(23 pages)

Flight path chart . 1 page ( m a p )

Personnel s ta tements . (S ta tements by sevenair traffic control specialists at AnchorageCen te r . ) (8 pages)

FAA Form 7230-1, Dai ly Record of Facil i tyOpera t ions fo r A n c h o r a g e Ai r Rou te T r a f f i cC o n t r o l C e n t e r , s h o w i n g t i m e a n d w a t c hsuperv i sors ' en t r i e s of m a j o r i t e m s infac i l i ty log. (3 pages)

FAA Form 7230-10, Position Logs. ( R e c o r do f which employees w e r e w o r k i n g e a c hposition at what t i m e . ) (2 pages)

$7.75 11. Anchorage Air Rou te T r a f f i c Control Cen te rc o m p u t e r p r i n t o u t o f C o n t i n u o u s D a t aRecordings (radar tracking data)(151 pages)

-more-

Page 3

JAL UHTDEHTIFTED TRAFFIC SIGHTTHR Order List continued

$57.25 12. Simulated Radar Data, JAL Flight 1628.(5 color 7 1/2" X 7 1/2" photos, 5 pages)

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$0.55 13. Selected portions of voice transcriptions, pilotof JAL 1628 and FAA controllers, in chronologicalorder; as released by FAA Public Affairs Office,March 5, 1987- (Data extracted from transcriptionin item tf9)

$10.00 14. Series of four black and white 5" X 7" glossyphotographs of partially regenerated radar data,as photographed by Paul Steucke, January 7, 1987.

$11.00 15. Series of four color 5" X 7" photographs ofpartially regenerated radar data, as photographedby Paul Steucke, January 7, 1987.

Ooo

$25.00 16. Cassette tape of I n t e r v i e w wi th C a p t a i n Te rauch i57 minu tes . (Same data as i tem #5)

$25.00 17. Cas se t t e t ape of I n t e r v i e w w i t h F i r s t OffT a m e f u j i . 45 minu t e s . (Same data as item //

$50.00 18.. C a s s e t t e t a p e o f c o m m u n i c a t i o n s b e t w e e n Ai rTra f f i c Control and JAL Flight 1628.1 hour 30 minutes . (Same da^a as 23 paget ranscr ip t ion in i tem .

FRFF TTFHS

C J^^^

free 19. News release by FAA Public Affairs (Informationconstructed from personal notes provided by JimDerry, obtained in interviews with JAL Flight 1628crew the evening of 11/17/86) (2 pages)

free 20. News release statement March 5, 1987, by FAAPublic Affairs Office upon release of investigationmaterials.

free • 21. Description of "Split-Beacon Target" by FAAAlaskan Region Airway Facilities Division. (1 page)

-more-

Page 4.TAL UHIDEHTTFIED TRAFFIC SIGHTING Order List continued

free 22. Alert Report from Director of FAA Alaskan Regionto FAA Administrator, 12/31/86. Record of telephoneconversations of Deputy Director, FAA AlaskanRegion with General Nichols, Colonel Wick, andCaptain Jim Crickenberger (U.S. Air Force) on1/2/87. Table of contents of file kept in FAAAlaskan Region Director's office, pertaining to11/17/86 unidentified object sighting by Japan AirLines flight 1628. (5 pages)

PLEASE COMPLETE AND RETURN THE ENTIRE ORDER FORH TO

FEDERAL AVIATION ADMINISTRATIONATTN: PUBLIC AFFAIRS OFFICE, AAL-5701 C STREET, BOX 14ANCHORAGE, ALASKA 99513

UTC Universal Time Coordinated. (Used to be Greenwich Time, Zulu)

NORAD North American Defense Air Command

FSDO-63 FAA Flight Standards District Office, Anchorage/S.C. Area

POTAT Intersection location name on airway map. (Northwest of •Fort Yukon.

J529 Airway route

INS Internal Navigation System

ARTCC (Anchorage) Air Route Traffic Control Center (Enroute traffic)

PVD Plan View Display (Radar Screen)

ROCC Regional Operations Command Center (Military, AF)

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2. FLIGHT NO. 4. MA INT DESIGNATORAS #53 ASAA

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FAA Form 8020*5 u-aoi SUPERSEDES PREVIOUS EDITION

iVtemorarxjunUS Deportmentof TfonsporroTton

fectoral Avkitton

iNFOFHATION; Transcription concerning the Daie FEE 9 1987incident involving Alaska Airlines 53 onJanuary 30, 1987

Rcoiy to

From Bobby J. Larokin A1tn of

Air Traffic Service EvaluatorAlaskan Region

To

This transcription covers the time period from January 30, 1987, 0336 OTC toJanuary 30, 1987, 0349 UTC.

Agencies Making Transmissions Abbreviation

Anchorage Air Route Traffic Control Center ZAN

Alaska Airlines Flight 53 AS53

I HEREBY CERTIFY that the following is a true transcription of the recordedconversations pertaining to the subject aircraft incident.

Name

ATS EvaluatorTitle

(0336)

*.

(0337)

(0338)

0339:29 AS53 Center fifty-three

0339:30 ZAN Alaska fifty-three—go ahead

0339:33 AS53 Any traffic in this ah area do you headed towards Anchorage

0339:36 ZAN Ah I have one caning outbound from Anchorage towards McGrathat this time—its a piper navajo at twelve thousand and ah—Ihave a same direction Ryan Air beech zero two estimating overMcGrath zero four zero eight at two five zero other than thatI don't have any other airplanes

0339:52 AS53 Okay we're just curious up at about our altitude ah headedthat direction—thanks you haven't had any UPO reportslately—huh

0340:10 ZAN Well I was just getting ready to ask you about that ah couldyou tell me ah the position of that aircraft

0340:15 AS53 * (Ahead) just underneath our radar pickup up a blip he'smoving about a mile a second just pulled right away(unintelligible) shot at him but ah—*(man) he was there andthen he was gone

0340:26 ZAN Alaska fifty-three roger and ah—ah did you have any visualsighting with that aircraft or anything like that

0340:32 AS53 Negative we just pickup up on radar the ah traffic and ahjust watched it just pulls out straight ahead of us and justjust disappear in a natter of seconds

0340:41 ZAN Alaska fifty-three roger standby please

0344:31 AS53 Anchorage Alaska fifty-three McGrath

0344:34 ZAN Alaska fifty-three go ahead

0344:36 AS53 Fifty-three McGrath at zero three four four level three fivezero—Anchorage zero four one four landing

0344:45 ZAN Alaska fifty-three roger contact Anchorage Center one oneeight point two six zero DME southeast of McGrath—and I justchecked on this we don't have military as active there

shouldn't be any any military aircraft over we're ah nottalking too at this time operating in }*xir vicinity ah haveyou shown any else on radar since that last ah contact

0345:03 AS53 Ah no sir

0345:06 ZAN Alaska fifty-three will see you next tine good day

0345:08 AS53 (unintelligible)

(0346)

(0347)

(0348)

(0349)

End of Transcript

*Ihie portion of the recording is not entirely clear, but this representsthe best interpretation possible under the circumstances.

USDeportmert Alaskan Region*510 U. In t ' l . Airport Ro»d. Suite JO2AachongB. Al«k* 99502-1088

STATEMENT OF INTERVIEW WITH ALASKA AIRLINES CREW

January 29, 1987 at 1930 AST

At approximately 1900 on January 29, 1987» I received a call fromAnchorage Center Manager, stating that Alaska Airlines Flight No. 53 hadreported to Anchorage Center that it had seen a target on their weatherradar and asked if the Center had any other aircraft operating in thearea. I informed the ARTCC Manager that I would interview the crew atAnchorage International Airport.

I interviewed the crew at Alaska Airlines Operations on January 29, 1987at approximately 1930 AST. The crew stated that they had departed Nome,Alaska at 1800 enroute to Anchorge. The incident happened approximately60 miles west of McGrath, Alaska. The aircraft was operating on a headingof East at an altitude of 35 » 000 feet and an airspeed of Mach .73. Theweather was clear and the visibility was unlimited. At approximately 1835AST the crew noticed a return on the weather radar at their 12 o'clockposition and at a range of 25 miles. Both pilots stated that the targetwas strong and bright. They both looked outside and could not see anylights or targets. Looking back at the radar the target had movedapproximately 5 miles further ahead of them to approximately 30 miles.Each sweep of the radar (approximately 1 second) the target would move 5miles further ahead of them until it went off the radar scope at 50 miles.The captain stated that since the military was having "war games" in thearea that it was probably a USAF Aircraft going at a very high rate ofspeed. He then called Anchorage Center and asked the controller if therewas any reported aircraft in the area and reported what he had seen.

The area is not within radar coverage of the Anchorage ARTCC. Thecontroller on duty checked with the USAF (Alaska Air Command) and was toldthe they did not have aircraft operating in that area at that time.

Richard 0. GordonManagerAAL FSDO-63

PERSONNEL STATEMENT

FEDERAL AVIATION ADMINISTRATIONAnchorage Air Route Traffic Control Center

February 3, 1987

The following is a report concerning the incident involving Alaska AirlinesPlight 53 (AS53) at approximately 40W HCG on January, 30 1987 at 0340 UTC.

My name is Briggs N. Willoughby (BW). I am employed as the Assistant Managerof Automation by the Federal Aviation Administration at the Anchorage AirRoute Traffic Control Center (ARTCC), Anchorage, Alaska.

I have reviewed recorded radar data covering the time and location of thereported incident. I found nothing to indicate that an aircraft performingas reported was present.

Ass iterant Manager, Automatic!Anchorage ARTCC

NewsUS Deportment oit.ee of Pu&ttcOf Transportation Alas" n° Regwn

7Ql C Street. Box uAnchorage. Aiasna 99513

Administration OOTJ 271-5296

CONTACT: PAUL STEUCKE

FOR MEDIATE RELEASEFebruary 6, 1987 (REVISED FEB.21.1987)*086-06 t»87-OQ)

UMCMOMN TRAFFIC SIGHTEDON ONBOARD HEATHER RADAR

The Alaska Airlines flight crew of a Boeing 737 aircraft, flight 053,enroute from Nome to Anchorage, Alaska, on January 29, 1987, reported to theFAA Anchorage Air Route Traffic Control Center, the sighting of unidentifiedair traffic on their onboard weather radar system. The incident occured atabout 6:39 pro, 60 miles west of the community of McGrath, which isapproximately 200 miles northwest of Anchorage. The aircraft was flying at35,000 feet altitude at night, the weather was clear.

Both pilots noticed the target on their weather radar scope and looked tosee if there was any "traffic" in front of them. At no time did eithercrewmember see anything outside the aircraft. The Captain asked the FAA airtraffic contoller in Anchorage if there was "any traffic in this-ah-area, doyou—-headed towards Anchorage?".

The FAA controllers at the air route control center in Anchorage reported apiper navajo at twelve thousand outbound from Anchorage towards McGrath, and aBeech estimated to be over McGrath at 4:04 pm, but nothing else.

The Alaska Airlines Captain responded, "Okay, we're just curious. Up atabout our altitude (35,000) ah..headed that direction—thanks—...You haven"thad any UFO reports lately...huh?". The controller responded, "Well I was justgetting ready to ask you about that ...ah...could you tell me ...ah...theposition of that aircraft."

The area is not within radar coverage of the FAA air route traffic controlcenter. Control of aircraft in the area is done by the center with the use ofradio contact. The controller on duty checked with the USAF, Alaskan AirCommand, and was told that they did not have military aircraft operating inthat area at that time.

more...

-2- ALASKA AIRLINES RADAR SIGHTING, JAN.29, 1987.

The flight crew reported that the target on their radar moved at a very highrate of speed, approximately 5 miles on each sweep of the radar (5 MILES PERSECOND). As the target moved off their radar they changed the range of theirradar from 50 miles to 100 miles and saw the target briefly before it becamelost in the ground clutter created by the Alaska Range of mountains.

The flight crew was interviewed by FAA inspectors when they landed atAnchorage.

Material developed as a result of this investigation will be released on orabout March 5, 1987, in Anchorage, Alaska.

* Release updated due to additional available material from inquiry.

UFO POTPOURRI

AN MR FORCE chiefhas admitted he

has rock-solid proof hismen' spotted andtracked a UFO.

Only after an exhaustivetwo-year investigation byaeronautical experts didZimbabwe Air CommodoreDavid Thome see fit to re-veal the findings relatingto the mind-boggling sight-ing.

Dozens of people wit-nessed a round objecttopped by a cone streakover southern Zimbabwe,according to a report in amagazine.

"We have not been ableto identify the object/'Thome said_"We have hadto classify it as a UFO. Our MVCTMV -= ^ ^ 5estimates indicates that w«f r OBJECT was Incredibly shinv~the UFO was traveling at . 7'twice the speed of sound." "Two air force jets went the colors of the sunset"

After the mysterious after the object," adds .But as night fell, thespacecraft was spotted, air Thorne. "The pilots de- team tracking the UFOtraffic controllers tracked scribed the object as in- realized it was giving off itsit on radar..i - "•--"cYfedibly shiny;'reflettirig • '6wh light

Uber Alaska:

Crew Claims a UFO Followed | Riesiges UFOPlane Across the Arctic CircleANCHORAGE, Alaska CUPI) on radar, but Alaska Air Com-

— The crew of a Japan Air mand Capt. Robert Morris said * •Lines cargo jet claimed that a officials believe the object may K ANCHORAGE (dpa) Ein ..„.,„mysterious UFO with bright have been some sort of "ran- }<* unbekanntes Flugobjekt (UFO), dasflashing white and yellow lights dom clutter or weather inter- S angebllch eine Japanlsche Frachtma-followed it across the Arctic ference." <X» schine fiber Alaska verfolgte, gtbt zurCircle en route from Reykja- The strange sight reported by ^ Zeit ln den USA M*«l »«*• Dervik, Iceland, to Tokyo. the pilot, copilot and flight en- Vs Zwischeniall, der sich berelts am 17.

The three-man crew radioed gineer of JAL Flight 1628 re- -4 US^uftfahr^hard*.FAAuwT d«air traffic controllers in Ancho- mains a mystery. & Luftwaffe teUwelse bestnUgt worden.rage, reporting the huge UFO v^ Das unbekannte Objekt war aul denflying "in formation" with Flight 1628 had left Reyk]a- f\ Radarscblrmen der FAA und der Airthem, and the controller in vik, flying over the North Pole ^ Forcegesichtetworden.charge of the Boeing 747 picked to Tokyo with a stop in Ancho- '•) Der in Anchorage (Alaska) statio-up the second unknown object rage. Following the UFO sight- s nierte Flugkapitan Kenju Terauchion his radar screen. Federal ing, it landed at Anchorage In- j^ ^^^r^^^UFOflU^^^^IbSSA v i a t i o n A d m i n i s t r a t i o n ternational Airport and FAA *• foraSe?GebUde^as^TOumUtfrofleVspokesman Paul Steucke said security manager Jim Dcrry Vft ^ e£ Flugreugtrager" gewesen undyesterday. interviewed all three crewmen, y von zwei kleineren Objekten begleitet

But Steucke said electroni- Accordin£T to the FAA ar °C wordenseL ,.cally recorded radar data count lights apDearedbnlv a Das beleuchtete fliegende Objekt selshows no second object and m i l P fr!fm thii rSarii « S '• parallel zu dem Jumbo-Jet der Japan"we can't reconcile the differ- j ?. . • «- , . ""' Airlines geflogen und habe sich ihm soence " reconcue ine Q1Iler .crossed the Arctic Circle about . .weit genlhert dafl er die FAA fiber

Tv,« A J ^ IPM«A ^i, * -i 30 miles southeast of the town' . Funk urn Erlaubnis gebeten haben, einThe Air Force also reported Of Fort Yukon ..- - ' • • : . - - • - - - . Ausweichmanover zS fliegen..-

bncfly seeing a second object . • . . Er habe die Hughohe darauflun urnmehr als tausend Meter veningert undoei Kurven geflogen, bericliteta Te-rauchi. aber nsic folgten uns immernoch". Der Pilot kann sich die flberir-disch schnelle und wendige Elrschei-nung nur so erklaren, dafl es sich um

eine Flugmaschine von Auflerirdischenhandelte.

Die Flugkontrolle der FAA berlch-tete, das auf dem Radarschirm beob-achtete Objekt babe den JAL-Flug 1628mindestens 32 Minuten lang begleitetund sich dem Jumbo dabei bis auf funf'Meilen genaherL Dem Kapitan kam esnoch erheblich langer vor.

Auf die Prage, waruro das UFO wphlausgerechnet seine Frachtmaschineverfolgt habe, batte Terauchi lachelndeine einleuchtende Erkiarung parat.Wir batten Beaujolais an Bord, einensehr beruhmten Wein aus Frankreich.Vielleicht wollten sie ihn trinken."

* »C*" -/

JOHN F. S C H U E S S L E R

P. O- BOX 5 8 4 8 5

STRCTT o />?Scf , <#. 5

We're Going to Ruin the Ending:The Split-Radar Returns Did It

By KEN WELLS in the vicinity of the JAL jet were actuallyStaff Reporter O/THE WALL STREET JOURNAL "Split-radar retUmS"-ShadOWS - Of the

Publishers who sell paperback myster- plane's primary echo.ies for $2.98 may be envious of the Federal The conclusion was bolstered, says Mr.Aviation Administration's regional office in Steucke, by a report of a United AirlinesAnchorage, Alaska. The office is offering a Pilot who. at the request of Anchoragepricey mystery that's drawing a lot of at- flight controllers, Hew near the path of thetention-a $194.30 unbound collection of re- JAL jet at the time of the mysterious ra-ports dealing with the celebrated sighting dar readings. He saw no other aircraft,of a UFO by a Japan Air Lines pilot over The FAA normally doesn't get into ei-the Arctic Ocean last Nov. 17. ther the UFO or the publishing business.

"We've sold 50 complete packages so But it investigated this incident because anfar," and received about 300 orders for aircraft might have ventured unreportedportions, says Paul Steucke, an FAA into the airspace of the JAL cargo carrier,spokesman in Anchorage. which was en route from Iceland to An-Glossy Color Photos chorage, Mr. Steucke says.

In consideration of UFO-watchers A Pilot's Viewwhose resources aren't astronomical, the And though the agency routinely makesagency will sell separately any, of the 20 certain reports available, it has been as asitems in the collection. These include a $50 mystified by the demand for its costly doc-cassette recording of the conversation be- uments as some people are by the sightingtween flight controllers and the JAL crew itself. But the graphic testimony of Kenjuduring the 50-minute encounter, and a $56 Terauchi, the JAL pilot who reported theset of glossy color photos of radar read- sighting, probably hasn't hurt sales,outs. The prices are based on the cost of He told the FAA immediately after thereproducing the materials. incident that he had been followed by two

Orders continue to roll in despite the strands of lights, pulsating with amberFAA's conclusion-in a separate report glows, and a huge craft that appeared tothat costs nothing-thai it couldn't substan- be a "mother ship." He later said the largetiate the sighting. Its technical experts in UFO was the "size of two battleships" andAtlantic City, N.J., said blips on a radar appeared to be made by "a very high tech-scrpen that appeared ^confirm an object yiology and intelligence." T.

FAA says UFO on radar screen'. - - j*~ CA t i S ^f

was just a double image of jetUnited Press International miles from the plane. The Anchor- review of data, Steucke said.

ANCHORAGE — Federal in- age Air Route Traffic Control Steucke said the pilot, co-pilotvestigators say a. review of radar Center directed the crew to take and flight engineer have told the \tapes failed to show a UFO evasive maneuvers, including a same story: Blinking yellow, am- » £shadowing a Japan Air Lines cargo 4,000-foot drop and a 360-degree ber and green lights appeared too V sjet, contradicting reports made by turn.'. i • close to their plane for comfort. *£ sthe crew and the air-traffic con- Co-ptlot Takanori Tamefuji, 39, ' The FAA says the controller * t(roller who handled the plane. said yesterday he did not know apparently misinterpreted what he *\ 5 V• The Federal Aviation Adminis- why the FAA' first confirmed a saw on nis screen. But Steucke * ^tration's examination of the tapes nearby object and now dismisses it defended the controller's response, *o *** Ashows what appears to be a second as an image of the 747. saying, "He had a pilot tell him he p •object near JAL Flight 1628 on In his second interview with the was seeing something right there. t J ^Nov. 17, but investigators now FAA Tuesday, Tamefuji reiterated This is not something where he can ^o "think it is a double image from the that he saw lights, and Steucke take a risk even if it is a double <% i ^Boeing 747, FAA spokesman Paul said, "The co-pilot's testimony image." v\ ^Steucke said yesterday. supported the pilot's." The radar image seen in the• On Dec. 29 the FAA released Although the FAA is satisfied JAL cockpit and by the controllerdetails of the UFO sighting, reveal- with the double-image explanation, also appeared intermittently on Airing the flight controller handling the inquiry is continuing with Force radar. Air Force spokesmenthe jet saw an object on radar five interviews of the crew and a dismissed it as "random clutter,"

UFO POTPOURRI* $ ^agefl, Section 1 Houston Chronicle Saturday, February 28, 1987

Sea find may be 'Flight 19' planeKEY WEST, Fla. (AP) - Treasure seekers have dis- Salvors "stumbled across" the wreckage in 1971 during

covered the wreckage of a plane they say might be one of a search for a galleon and were in the vicinity again lastfive Navy aircraft that disappeared more lhan 40 years week, Kincaid said,ago on a routine training flight. "Mel just wanted to pull it up out of curiosity,'1 he said.

The crew of Mel Fisher's Swordfish pulled a Grumman "We ran across it again on a whim. We're not in theAvenger airplane from the 1940s out of mud in water 13 business of looking lor Bermuda Triangle wreckage."feet deep 20 miles west of Key West on Tuesday, saidJDon The five Avengers left a World War II training field atKincaid, vice president of Treasure Salvors Inc. Fort Lauderdale on a training mission Dec. 5,1945, each

The disappearance of Navy Flight 19, consisting of the carrying a pilot and radio operator.five TBM-3 Avengers, torpedo-bombers normally based The flight leader was soon lost in hazy skies, despiteon carriers, and the loss of a twin-engine Navy Martin the prevalent clear and sunny weather. Radio contactMariner subsequently sent to search for them is fre- was maintained until the planes ran out of fuel stillquently mentioned in the lore of the "Bermuda Triangle." searching for the way home.

The Bermuda Triangle, off the southeastern coast of A Martin Mariner, a twin-engine patrol plane with 13the United States, was popularized by Charles Berlitz in a aboard, left the Banana River Naval Air Station nearbest-selling 1974 book of that title that told of ships and Cocoa Beach the next morning to search for the squad-planes vanishing into a mysterious void. ron.

Navy and Coast Guard officials have scoffed at the The plane failed to return and no trace was found,theory, noting that some of the world's busiest shipping No human remains were found in the Avenger sal-and flight lanes cross the area and that over the years, vaged this week, said Mel Fisher's son, Kim.accidents are bound to occur. When the fuselage was hoisted from the water, an open

Key West also is far beyond the westernmost boundary parachute spilled out, said Scott Nierling, a Treasureof the legendary Miami-Bermuda-San Juan triangle. Salvors photographer.

But Fisher, who has made millions salvaging treasure The plane, estimated at 40 feet from tip to tail and withoff the Florida coast, said he believes the plane could be a wingspan around 60 feel, was brought to Key West forone of the five. identification. It still bears Navy markings.

Can't rule out UFO FAA steps Up UFO lnquiry>v-** wi %^i ^^ ANCHORAGE, Alaska (AP) - The Federal Aviation Ad-

ministration has .stepped up its investigation of wavering lightsthat dogged a Japan Air Lines cargo jet across Alaska's night ckyfor nearly an nour i11 November, an official said Sunday.

The veteran pUot, Kenji Terauchi, told investigators that two ofthe lights were small, perhaps no larger than eight feet across He

From Lindy Whiteburst, Houston. said the third light was on an aircraft, a huge darkened globe withThe November sighting of a large UFO by the crew of a Japan Air Lines ? <*™eter of perhaps two aircraft carriers placed end-to-end.

747 cargo jet was reportedly tracked briefly by the Federal Aviation Admin- st£uckesa! d. . . * , . .islration. the US. Air Force and the 747's own radar A few days later the Terauchi said the large UFO showea up on his cockpit weatherFAA claimed a "split image" of the 747 while the USAF chimed in with' radar- But images on military radar screens at the time were"electronic clutter." Never mind the 747's on-board radar picking it up and dismissed as "clutter," and a blip that showed up on FAA screensthe visual sighting by all three crew members. was analyzed as a coincidental "split image" of the aircraft,

Such radar malfunction "coincidences" are common throughout the history Steucke said.of the UFO, with stories of angryveteran civilian and military pilotswho report, only to have some desk- / ..

L*C'flying lieutenant tell them they wereseeing Venus, which often was not

«„„,,.„ Chronide

the goal of the US. program to de-sign radar-proof fighters and bomb-ers. UFOs flying under and thoughU.S. radar not geared to track themare unlikely to generate substantialradar evidence lo prove their exis- - „ , . r ntence. Still, the lack of radar confir- BY JOHN F. S C H U E S S l E Rmation lo a major UFO sighting can _^ , „ ,

K- u- ou* J ° Jnever be considered a blot on its re-Cord' HOUSTON, T E X A S 77258-8485

Seattle Post-Intelligencer, Thursday. January 1.1987

Pilot tells of UFO so big that it made

a

w A a« United Press International dose> *•*! Terauchi, 47, who^ A *i C*£\HW\ ! " - - "flu***! and received FAA per-I ** f AVsdl.L ANCHORAGE, Alaska — A n™ion to take whatever evasive* veteran pilot whose sighting of an action was necessary to avoid the

unidentified flying object was con- UFO, which appeared for a timefirmed on radar screens said the on FAA and Air Force radar andthing was so enormous that his on the radar screen in the cockpitJapan Airlines cargo plane was of-JAL flight 1628.tiny compared with the mysteri- Terauchi spoke to Unitedous object p^ international Tu«day, one

. t . thJ: P * JU if1**1*1""180. Baid dfiy *&«• th« UFO incident on the*-!.// / tinl^ n^ r her,,flmalluunid?n- evening of Nov. 17 was revealed byK>"tt7< ~/Q*et trfied objecte, smaller than his the FAA. Additional FAA data

Boeing 747, that did not appear on released Tuesday again confirmedTV*, u- .1. -, . tnat government radar picked upTerauchi. the cp-p.lot and the the object that Terauchi said

night _ engineer all told Federal followed his jumbo jet.lT±°tK ^u11"'811*^ y^' Terauchi, a pilot for 29 years,gahim that they saw UFO hghte. said he briefly glimpsed the large

Hiey were flying parallel and _ _ _then suddenly approached very See UFO, Page A10

UFO: Pilotsays his 747was dwarfedFrom Page 1_unknown object in silhouette, andhe said, "It was a very big one —two times bigger than an aircraftcarrier."

Terauchi made a drawing ofthe large UFO, looking somethinglike a giant walnut-shaped object,with big bulges above and below awide, flattened brim.

The captain, who is stationedin Anchorage with his family, wasflying from Iceland to Anchorageon a Europe-to-Japan flight when United Piess imemationaithe crew had its unexplained pilot Ken|u Terauchi provides sketches related to his reported UFOencounter in clear weather over sighting. Top: Lights appear almost in front of the plane; a closeup ofAlaska. the lights is at right. Center: The UFO dwarfs Terauchi's Boeing 747'just

Terauchi said the three un- to right ol the UFO. Bottom: The UFO first appears on the radar screen,identified objects followed his jetfor 400 miles. . , , . .

"It was unbelievable," he said, auchi said, "They were still follow-- translator, Terauchi drew maps,acknowledging that some of his ing us." - pictures and supplied technicalcolleagues have doubts about what He said the evasive maneuvers annotation to describe the ewentathe crew saw. were of no avail and the lights Asked why he thought UFO*

FAA investigators who ques- stayed close — once appearing in would tail his chartered cargotioned the crew in Anchorage front of the cockpit. Radar showed plane, Terauchi laughed and jok-concluded they were "normal, pro- one close object. ingly replied: "We were carryingfessional, rational, (and had) no Terauchi said he could not Beaujolais, a very famous winedrug or alcohol involvement," the explain the mysterious events that made in France, Maybe they wantreport by FAA security manager have been partly confirmed by the to drink it."Jim Derry said. Crew cockpit FAA and the Air Force, except to Asked if he was nervous, Ter-experience totals more than 46 speculate that he witnessed some- &uchi replied, "No, I arn^ theyears, the pilot said. thing of extraterrestrial origin of a captain. I cannot be nervous.

Terauchi said the crew was not far more advanced technology. t FAA flight control reports in-frightened but wanted to avoid He expressed amazement that dicate the object stayed with JALwhatever was all lit up in their the objects moved so quickly and Flight 1628 for at least 32 minutes,night path: "We want to escape stopped suddenly. Terauchi said he thought it waafrom this." Terauchi referred to the ob- longer.

That's why they went along jects •- - ' - n two small ships and The flight controller directing-.vith FAA directives to drop 4,000 !' :P-" the JAL plane reported the objectfeet and make turns - including a ^"glish but n— nn his radar as close as five miles

' '

UFO POTPOURRI

Th* Houston P«1/Tues.( December 30, 1986/ 11C

UFO followed them, jet crew saysObject reportedly flew 'in formation' with JAL plane

ANCHORAGE, Alaska.(UPI) — The Incident occurred Nov. 17 50 miles. The crew estimated theyThe crew of a Japan Air lines car- but was not made public until a were 7 miles away. The lightinggo jet claimed that a mysterious news reporter queried the FAA. was not normal aircraft-markingUFO with flashing white and yel- Flight 1628 had left Reykjavik, pattern, the crew reported,low strobe lights followed them Hn\na over the North Pole to To- W*16" the reP°rt *" "^^ *°across the Arctic Circle en route kyo with a stop in Anchorage. Af- ^ *** X™** Traffic Control Cen-from Reykjavik, Iceland, to To- ter the UFO sighting, it landed at ^ flt 6:19 P-m- Steucke said con-kyo. Anchorage International Airport, ^"e™ "^.J0 locat* £* obiccl

The three-man crew radioed air and FAA Becurity manager Jim on radar bui werc unable to con-trafflc controUcrs in Anchorage, Derry interviewed all three crew- flrm a wcond target with ourreporting the huge UFO flying "In men equipment. Our radar system.formation" with them, and the Air AccordinB to the FAA account plcked up one S61-"Force conlirmed an object briefly itataSSwd onb- alJtefrSm • to other words' FAA c0"4™"^flew near the plane, Federal Avia- ffSiS^tt<S2ed Se Arctic" located only JAL 'umbo &-tion Administration spokesman oSctertoS30S^southeastof At 6:2S p'm- Steucke "" Paul Steucke said Monday. thVtov^of FortTiST ' FAA c«"acted the Military Re-

But, although the Air Force ra- me lown w ,| KUKOn; glonai Operations Control Centerdar briefly picked up a second ob- "They said they could not see at Etaendorf Air Force Base inJect, Steucke said, FAA control- the shape, only the lights, Anchorage, and "we asked them IIlers in Anchorage and Fairbanks Steucke said pt the crew s ac- tl,ey ^re receiving any radar re-(Udnot count. "The lights Indicated to turns."

The 'strange sight reported by them it may be a Urge aircraft or The Air Force told the FAA Itthe pilot, copilot and flight engi- a large something. "sav a second target (object) 8neer of JAL Flight 1628 remains a The white and yellow strobe miles away (from the JAL Jet),mystery. lights followed the Boeing 747 for but they contacted us a minute lat-

er and said they were no longer.;receiving any radar return (of-*-second object)," Steucke said. __

"At 6:32 the JAL pilot requested-and received permission for a <£*^scent from 35,000 feet to 31,OOQ£_Steucke said. Air controllers askvd;if the lights were still there, andwere told, "It is descending in tocl"ma tion." -^

Four minutes later, the JAI7.plane received permission for-a-360-degree turn. Then, at €:39 p.mT— 20 minutes after the lights wetCfirst reported — the JAL crewmeit-said they no longer saw the lighfiC

At 6:45 p.m., Fairbanks controC.lers authorized a United Airlii££northbound jet to make a 10-de-gree turn to better view the JAtplane and asked the United crew;!!it saw anything besides the Boeing747. It did not. Nor did the JALcrew see the lights again. ~"t.

BY " JOHN F. 5 C H U E S S L E R

P. O. BOX 5 8 4 8 5

HOUSTON, T E X A S 77253-8^85

UFO sighting Tuesday, December 30, \m Houston Chronicle * * * * Sect ion 1, Page 3

Crew of cargo jet reports seeing mysterious flashing lights in sky

ANCHORAGE. Alaska (UPI) - The crew of a Japan Air When the report was made to (he Air Route Tra f f i c Con-Lines cargo jet says that a mysterious UFO with flashing trol Center at 6:19 p.m.. Stcucke said controllers tried 10while and yellow strobe lights followed them across the locate the object on radar hut "were unable to confirm aArctic Circle en route from Reykjavik, Iceland, to Tokyo. second target with our equipment. Our radar system picked

The three-man crew radioed air traffic controllers in An- up one target."chorage, reporting the huge UFO flying "in formation" with In other words, FAA controllers located only the JALthem, and the Air Force confirmed an object briefly flew jumbo jet.near the plane. Federal Aviation Administration spokesman Al 6:26 p m steuckc said the FAA contacted the Mi l i t a ryPaul Steucke said Monday Regional- Operations Control Center at Elmendorf Air Force

But. although the Air Force radar briefly picked up a Base in Anchorage, and "we asked them if thov were recciv-second object, Steuckc said, FAA controllers in Anchorage jng anv ra(jar returns"

the pi,, c^ot and flightengineer of JAL Flight 1628 remains j a mystery. Wed us a minute later and said they were no longer

The incident occurred Nov 17 but was not earlier made recciving any radar return (of a secoild object);- Slcuc*kepublic until a news reporter queried the FAA. ^-i 6 ' •

Flight 1628 had lef t Reykjavik, flying over the North Pole . ' ,„... ... ., . , .to Tokvo with 3 stop in Anchorage! Following the unidenti- . At *» thf ,JAL P''°< rc?u? cdi?±r^,lved

tp ^ *

fiod flying object sighting, the plane landed at Anchorage for « Ascent from 35.000 feet to 31000 Steucke said. AirInternational Airport and FAA security manager Jim DerFy wnt«Jler» ajked !f l,he "ihfs w..ere sll» lhere- and werc ln!d'interviewed all lh7ee crewmen. Il IS descending in format.on.

According to the FAA account, lights appeared only a mile Four minutes later, the JAL plane received permission forfrom the plane as it crossed the Arctic Circle about 30 miles a 360-degree turn. Then, at 6:39 p.m. - 20 minutes after thesoutheast of Fort Yukon, " lights were first reported — the JAL crewmen said they no

"They said they could not see the shape, only the lights," .longer saw the lights.Steucke said of the crew's account. "The lights indicated to At 6:45 p.m. Fairbanks controllers authorized a Unitedthem it may be a large aircraft or a large something." Airlines northbound jet to make a 10-dcgree turn to hotter

The while and yellow strobe lights followed the Boeing 747 view the JAL plane and asked the United crew if it sawfor 50 miles. The crew estimated they were seven miles anything besides the Boeing 747. It did not. Nor did the JALaway, and were not normal aircraft marking pattern. crew see the lights again.

HUGE SQUARE UFOHOVERS NEAR CHURCH

BergenCountyNewJerseyhas was hovering above us about 800 One of the more importantbeen the scene of numerous UFO feet when we got out of the car. It jjpo events of recent times hap-sightings over the years. One inter- was about two or three houses pened in Bergen county near theesting sighting involved an wide and two houses high. It was a Wanaque Reservoir in Pomptonamateur astronomer and his family square shaped ship, not disc- Lakes Many people watched awhile they were on their way to shaped as most are reported to be. iignt over ^e reservojr tnat flew

church. The sighting began when I could see the entire ship, almost right over che heacis of some of-the three of them spotted a light in see the metal itself." them. Military officials were calledthe sky. It flashed red, yellow, and The witnesses were excited in to take charge after a light beamblue in the night sky. and amazed, but this is not the only ^s snot jown jnto the ice of

As the trio drove along high- sighting in Bergen County. In reservoir, melting the ice.way 202, the light seemed to be August 1957, a 16-year old boy UFO sjghrings often repeaf {napproaching them. By the time spotted and photographed a UK) certain areas of the COunrryi buf

they reached the church, the light in a field near Ramsey. In Septem- Bergen County officials werewas overhead The daughter said ber 1962, eight witnesses saw a wondering what atracts the strange"It was very dramatic. I was a UFO land in the Oradell Reser- craft to their area. Maybe it is just adoubting Thomas at the time voir. Police switchboards lit up in new form of tourismabout these things, but this thing 1963 when hundreds of residents

. of Haclcr.ns;ick reported a red light

UFO POTPOURRI309

Jet crewsays UFO

22A /The Houston Post/Thurs., January 1, 1987

colleagues have doubts about what • "thing of extraterrestrial origin of a- far more advanced technology.

• Stunned by speed" He expressed amazement that

the objects moved so quickly andstopped suddenly.

Terauchi referred to the objects

he and his colleagues saw.

'Normal' crew; • FAA investigators who 'ques-tioned the crew in Anchorage con-cluded they were "normal, profes-sional, rational, (and had) no drug

alcohol involvement," the re- as "the two small ships and the. . • port by FAA security manager mother ship.*'

aircraft Carrier ;Jlm Den-y said. Crew cockpit ex- Speaking In English but occa-perlence totals more than 46 sionally seeking assistance from a

. ANCHORAGE, Alaska (UPI) — years, the pilot said. translator, Terauchi drew maps.A veteran pilot whose UFO sight- • Terauchi said the crew was not pictures and supplied technicalIng was conf i rmed on radar • .frightened but wanted to avoid annotation to describe the eventsscreens said the thing was so enor- ' whatever was all lit up in their ; Asked why he thought UFOsmous that his Japan Airlines car- - night path: "We want to escape -"would tail his chartered cargogo plane was tiny compared to the from this." plane, Terauchi laughed and )ok-mysterious object. That's why they went along .ifigly replied, "We were carrying• Capt. Kenju Terauchi also said with FAA directives to drop 4,000 Beaujolais, a very famous winethere were two other small uniden- feet and make turns — including a made In France. Maybe they wantlifted objects — smaller than his complete 360-degree turn, but Ter- to drink it.".cargo carrier — that did not ap- auchi said, "They were still fol- • Asked if he were nervous, Ter-Pe|Jr on r^dar- J M | lowing us." :auchl replied, "No, I am the cap-

Terauchi, his co-pilot and flightengineer all told Federal AviationAdministration investigators theysaw UFO lights.

"They were flying parallel andthen suddenly approached veryclose," said Terauchi, 47, who re-quested and received FAA permis-sion to take whatever evasive ac-tion was necessary to avoid theUFO, which appeared for a timeon FAA and Air Force radar andon the radar screen in the cockpitof JAL flight 1628.

Terauchi spoke to UPI Tuesday,describing the UFO incident ofNov. 17 that was revealed by theFAA Monday. Additional FAAdata released Tuesday again con-firmed that government radarpicked up the object.

Veteran pilot

He said the evasive maneuvers J,taln. I cannot be nervous."were of no avail and the lights \' FAA flight control reports indi-stayed close — once appearing in fcate the object stayed with JALfront of the cockpit. Radar showed -Flight 1628 for at least 32 minutes.

. -one close object. Terauchi said he thought It wasTerauchi said he could not ex- longer.

plain the mysterious events that The flight controller directinghave been partly confirmed by the the JAL plane reported the objectFAA and the Air Force, except to on Jris radar as close as flvespeculate that he witnessed some- '-to the jet.

;A "Japan Air Lines cargo plane's movies.cfietf "reports it saw mysterious Formal investigations failed toflashing white and yellow lights on a prove anything, and also failed to

Terauchi a pilot for 29 years November flight across the Arctic discourage the true believers. In re-said he briefly glimpsed the largeunknown object in silhouette, andhe said, "It was a very big one —two times bigger than an aircraftcarrier."

Terauchi made a drawing of thelarge UFO, looking something likea giant walnut-shaped object, withbig bulges above and below a wideflattened brim.

The captain, who is stationed inAnchorage with his family, wasflying the jumbo jet from Icelandto Anchorage on a Europe-to-Ja-pan flight when the crew had itsunexplained encounter in clearweather over Alaska.

Terauchi said ihe three uniden-tified objects followed his jet for400 miles.

"It was unbelievable," he said,acknowledging that some of his

UFO mystery has been missedfThe- -UFOs are back, and we've something unusual. The UFO theme

b£eri wondering where they were. became popular on television and in

Circle. A U.S. Air Force radar sta- cent years, claims about sightingsli'On even picked up a return from an diminished,object :a few miles away from the UFOs represent the unknown.JAL crafl. The object was large, and They present the possibility thatits-lights didn't fit any known pat- somewhere out there there is a supe-tern. . '. ' rior race of beings who will solve all'Remember when the UFOs were our problems, even if they do so by

sighted frequently? The sightings eliminating all of us. The JAL sight-usually came in bunches, and many ing restores a bit of mystery to allpeopje were positive they had seen our lives.

Page IU, Section 3 Houston Chronicle Friday-January 2, 198?

BY JOHN F. S C H U E S S L E R

P. O. BOX 5 8 4 8 5

HOUSTON, T E X A S 77258-8485

12F/Th»Hou»1on Post,

/Thurv, December 18, 1986

Several reportspotting UFOin Mexico City

MEXICO CITY (Reuter) -Mexico City International Airportreceived dozens of calls reportingan unidentified flying object overthe capital Tuesday, the officialNotimex News Agency reportedWednesday.

The multi-colored object wasmaking a faint buzzing noise as itrapidly circled the city betoreshooting off at high speed, witness-es said.

There was no word on the obfJect's shape or on how long it wasvisible.

Notimex said the crew of a PanAmerican Airways jet also report-ed having seen the object briefly.

The agency said an unidentifiedflying object was seen at the sametime and place on Nov. 2, 1973.

Page 6, Section 1 *• * •* Houston Chronicle Thursday. December 4, W86 •

Radar can miss small planes,FAA expert says .

~ —— Waller White, the controller handling ihe DC-9.fts&ociated Press • testified Tuesday the smaller plane never appeared

on his radar screen even though life system wasLOS ANGELES - The control system al Los Anec- ^orKing welt and traffic at the time *as light

les Imcrnat ional Airport can fail to show small Cox was questioned by the NTSB par.e'., a technicalpianos on radar for several reasons a tower manager advisory committee and groups from Ihe airlines,testified ai a safetv hearing inlo 'the Acromcxico Mexico and awaUon associations about the [our typesdisaster. ' - °' air-traffic monitoring equipment used at Tracon.

Richard Cox. a Federal Aviation-Administration He also was asked about operations at Tracon,air i r a f f i c manager al the airport 's control center ai wt"c5 *m$?y*.« controllers and five assistants. HeTracon. said hoover Ural he doesn't consider the called slaffingjadequate and said he was working toabsence of a r a d a r b l i p d deficiency because fie'rec- reduce overtime.ORni/cs the limnaTion-, 51 raflarr Hr described the two primary ASR radar systems

Cux was asKefl u h v a small plane didn't appear on used by controllers and explained backup systems,radar before ii collided Aug. 31 wi th an Aeromexico including a 10-channcl beacon'decoder, the systemDf i over Ccrrilos. k i l l ing 82 people used before ASR was installed.1

I ( , m ihmk of several reasons Sjzc j)f a jrcrafL Cox said a controller's primary duties were senara-n^punder strength of aircraft, atmospheric condi- l inn of air Iraffic and safety advisories.

HOIK ,nd sp^jof_aircraft." Cox s a i u ~ * ~ Depending on the types of planes involved, he saidCox said iv was j g l n < h iti;ii daia from a small ;> ^W advisory would be issued if a pair of

plane would be recorded on computer pr intouts bin WCrc ' miles apart. In the Aug. 31 crash, no warn-not seen on radar si rccn> in& was §w™ to !he Aeromexico jel, he said.

"It is my understanding (In*, is an inherent nrnhlpm "The controller said he did not see the (Piper)in thc_ASK (radar tracking -vslcm)." he said, aircraft, so there would have been no obligation to

Cox answered questions for about three hours Wed- issue anything," Cox said.nosday during the second day of a National Transpor- Cox confirmed there had been eight problems re-lation1 Safety Board hearing. ported with Tracon's radar system the week before

(h<: crash, but he insisted it was working adequatelyAug. 31.

UFO abduction victimsCaution!Discs Overhead

Gang, a major Norwegiannewspaper, recently told us about PalKrotian Vug, an ordinary chap whoone day happened to (pot a UFO calcu-lated to be 33-50 ft. in diameter hoveringoverhead.

The unearthly craft continued to hov-er while V»ag ran for his Kodak Dttc4000 camera. Click. Verdens Gang ranthe pictures in full color on its frontpage. The next day, it ran a two-pageipread on the story, along with a largepicture of Vaag proudly holding hisDisc 4000.

Since then, the Royal Norwegian AirForce has announced that the pictureshave not been retouched, nor were anyother signs of technical chicanery found.

Tpe pictures have beenNASA for further study"

" — Talon g~adv!Htage of the Disc's in-vo'ivemsni, Kodak Ncrwa> rar. i seriecof ads about the camera's new-found ca-pability. The whole thing 10 capturedthe imagination of the Norwegians thaian increase- in Disc camera sales fol-lowed shortly thereafter. .

are sane and telling thetruth, says psychologist

RESEARCH found in rape victims. unconvinced.^^^^^^^^^^^ "The test findings are Says New York City ufo-C _ D ) _ \fjLjr\ not inconsistent with the logist FrancisSeigaJ: This

I • h possibility tha t the re- study will make the skep-Ciaim they were ported abductions have, in tics think twice about cal-a b d u c t e d by fact, actually occurred," ling the victims of alien

space aliens are telling adds Slater. abduc t ions crackpots .the t ru th — and are The s t u d y was con-* That's the easy way out.quite sane, says a psy- I ducted by the Maryland- It's about time we believed

Pchologlst.

The results of a batterybased Fund for^ UFO Re- those people.search. "I don't care what some

of tests administered to "any UK) in- psychologists say about so-nine abductees ranging vestigators agree that it called neurological quirksfrom a tennis instructor to Jas g.ven y ,c l i ins of ex- and perceptual flaws hean audio technician indi- ^"terrestrial abduction adds. "Thats a cop-out.cate the victims arc nor- mort-' credibilily. although =====mal, but seem to sufft-r manyskepticsst. i l remain 6from trauma caused bytheir mind-boggling expe-riences, explains psycholo-gist Lisa Slater.

The test subjects wcircdistrustful and exhibitedsome paranoia, especiallyin personal relationships.Such symptoms ;m.- often

Spies prowl skiesSPY satellites and other £Yc~U;>high- tech snooping de-vices collect 85 per cent ofAmerica's intelligence,Harper's Index reports.

UFO POTPOURRI3/0

Jet Pilot Reports 3 UFOs Over ArcticANCHORAGE, Alaska (UPI) —

A veteran pilot says three unidenti-fied flying objects — two smallones and one twice the size of anaircraft carrier — trailed his JapanAir Lines cargo jet for 400 milesacross the Arctic.

- "It was unbelievable," said thepilot Kenju Terauchl, when inter-viewed Tuesday.

He acknowledged that some ofhis colleagues doubted what he, hisco-pilot and flight engineer saythey saw on Nov. 17.as they flewthe 400 mites across northeasternAlaska on a trip from Iceland toAnchorage.

.The crewmen of (he plane —JAL Flight 1628 — reported seeingHashing lights trailing their jet. TheFederal Aviation Administration in-terviewed the three In Anchorage,and the plane later went on to.Tokyo.

FAA officials confirmed Monday

that the controller who handledFlight 1628 had seen a mysteriousobject behind the jet on his radar.Air Force officials at the Alaska AirCommand said their radar hadpicked up something near the JAL

' plane.On Tuesday, TerauchJ, 47, said

that be had seen three UFOs andthat at one point lights from thetwo smaller-ones had appeared di-rectly in front of the Boeing 747'scockpit at close range.

Terauchl referred to the objectsas "the two small'ships'and themother ship," and expressedamazement tbat they bad disap-peared, reappeared, moved quicklyand stopped suddenly.

Terauchl repeatedly jsald the ob-ject that appeared on FAA and Air'Force radar had been "a very* bigone — two times bigger than anaircraft carrier."

'- The smaller UFOs did not appearon his radar, he said. Nor were ad-

ditional objects picked up on radarby the FAA or the Air Force,

The crew was .not frightened,Terauchl said. He, described theirfeeling as,- "We want to escapefrom this." With permission and di-rection from the FAA, the crewdropped in altitude and made manyturns, but the objects remained.

"They were still following' us,rTeraucni said, and FAA radar con-'firmed that at least one object re-mained despite the maneuvers.

• FAA security manager Jim Der-. ry Interviewed the •crewmen andsaid tbey were "normal, profession-,al, rational, (and bad) no drug oralcohol Involvement" . .

FAA flight control reports indi-cate that the mysterious objectstayed with Flight 1628 for at least32 minutes.' Tne flight controller di-recting the JAL plane reported theobject on his radar as close as 5miles to the Jet

t- Q < / Jtt^ . / ?<$ 7

FAA steps upprobe of AlaskaUFO sighting

. _.. Terauchi said the large UFO showed TANCHORAGE, Alaska (AP) - The up on his cockpit weather radar. But T

Federal Aviation -Administration has jmages On military radar screens at crying. at , 5stepped up its investigation of waver- lflc tjme were dismissed as "clutter" Alaska frorn Canada. just norineastof ,ing lights that dogged a Japan Air and a b!ip that appeared on FAA ' Fort Yukon. As the plane fle^at35:OWvLines cargo jet across .Alaska's night screens was analyzed as a coincidental feetrTerauchi satd he saw three lightsskv for nearly an hour in November -sp|it jmage- oi ^e aircraft Steucke ei!ht rmles W front , hjs ™*ntl-

"We're looking at it to ensure that said The pilorreported the lights weresomebody didn't violate airspace we R . tr3n<wrihed intern^ yellow, amber and green. Steucke said.control." FAA sokesman Paul Steucke bul n°l 4 ** internaUonal c°Inr for

and radio essaeesre to be sensaid Sunday. -"We looked at it about six ,hp FAA ?n^/S?t«n nr Yhi?£L* aircrafl

£*• ago. but since then we've gotten ' £ "^ Washm t^ D.c. thls week ^ ^ §

a lot of public interest, so we went back f^^'^^^Si Sunday said biL chanfied their angle' smaller

and re-interviewed the pilot." ^aMwT^StS^S^ oncs did not show up on 7eather

The veteran pilot ffenji Terauchi, ™_a™ *ffJf ]*"*? h t j ??j!?! L "dar onboard," Steucke said. "The« "told investigators hat two of the 1 - thr^.^n , larger one did."

were smalF, per^ps no Jarwr than ^ N

eight feet across. He said he third Jight wine^un(l for To(cvo fronT ParisTrer-W,3K °n •?? a'^flr i?ferS*?wJ auchi and his crew "»«* lheg obe with a diameter of perhaps two _4_ Ice|and

aircraft carriers placed end-to-end. Ancboraw 1' -Stcuckesaid. s ' "" *

BY JOHN F. SCHUESSLER

P. O. BOX 5 8 4 8 5

HOUSTON, T E X A S 77258-8485

Radar tapes don'tsupport UFO sighting

Thursday, January 8,1987 Houston Chronicle Section 1, Page 9

ANCHORAGE. Alaska (UPI) - A re- FAA pians to interview the third crew t troller in charge of JAL Flight 1628 inview of radar tapes failed to confirm member, flight engineer Yoshio Tsu- which the controller slated that an-an unidentified (lying object in the ku((a f0r a second lime. Steucke said. other object was following the JAL jetHight path of a Japan Air Lines cargo ™,;nu) „» rarf,r data indirat« ^ closc *& five miies away-jet'over Alaska, a federal Aviation Ad- u, no

l^^w^^3 Sleucke did not fault the controllermimsirauon spokesman said. reprSnte a reversal of earlier FAA for apparently misinterpreting data be-

The FAA has concluded that the un- statements that a second object was cause "he had a pilot tell him he wasidentified object on radar now appears confirmed on radar. seeing something right there. This is

EvCT .Kh the r«view o,screens at the Anchorage Air and new crew, interviews. Steucke said,

But a second crewman backed the Route Trpilot's statement thai lights followed jcase(j a[

the plane across the Arctic Ocean. De-spite the agency's conclusion that ra-dar tapes seem to show two images ofthe jetliner. Steucke said that "the co-pilot's testimony supported the pilot's."

The agency interviewed co-pilot Tak-anori Tamefuji tor the second limeTuesday, and the man reiterated thatthe crew saw lights near the jumbo jetNov. 17 as it flew from Reykjavik. Ice-land, vo Anchorage as part of a Paris-lo-Tokyo charter flight.

The pilot. Capt. Kenju Tcrauchi. alsohas been interviewed twice, and the

EXAMINER. San Francisco. CA - Aug. 6, 1965

Radar Crews GetSolid Fix on UFOsHOUGHTON iMlch.)— (UPI)

— Personnel at the U.S. AirForce radar base in the Ke-weenan Peninsula yesterday

, ¥ _reported solid radar con*tact" with seven to 10 un-identified flying objects mov-ing in a "V" formation overLake Superior.

The objects were movingout of the southwest a n dwere heading north • north-east at about 9,000 miles perhour, the men said. Theyw e r e 5,200 to 17,000 feethigh.

A ^ _ _ # 4 % _ _ - 1. At V _ ...

said three other radar sta-tions, In North Dakota, Min-nesota and Luther. Air Sta-tion in Canada, also reportedspotting the objects. He saidanother station reported elec-tronic jamming of it£ radar.

Seven other objects w e r espotted over Duluth and jetinterceptors gave chase, hesaid, but they could not main-tain the tpeed of the UFO'sand were easily outdistanced.

The radar personnel, AirForce enlisted men, askedthat their names not b« dlf-_i*.__j

attic Control Center and re- the FAA is no closer to knowing whatincident report by the con- the lights were that the crew reported.

" ' ' ^

NASA designing aircraftthat stays aloft 3 months

iHouston Chronicle News Services *a"s-

While the concept is exotic andthe technology untried, NASA and

ATLANTA - Space agency plan- .Lockheed engineers say the aircraftners are designing an aircraft that muM to flvin? within rhn»p wa« <,. i-.*t « i it. vuuiu IK ujriuK wiuiui uuce ycdracould stay aloft for up to three -at an initial cost of more than $30months without landing or refueling j^Won. Contract competition is ex-- an aerial endurance test that p,, to 5™ ^ rdwarfs the recent nine-day around- . . ,.~~ , , " ,the-world night of Dick Rutan and ta P*** «* proposal stems from .Jeana Yeager. growing concern over a possible •

£FeiSHS SISHsS? •miles above the Earth as it tests toe _a osP6erc-atmosphere for a possible buildup EVCT ?!ter

L almost 30 years ofof carbon dioxide. spaceflight, the outer fringes of the

The airplane's 40-horsepower en- aj™^h£* rem*n *"»&."»«- .rinc would be powered bTa 2 mil- Ptor^ To^y tne only contimioasItni^virftit1 WA*»P»* A! fmi \ m ^j'LmtfciMfc AH. rCflUltlKS Oi UIC CwiUJ B UpuCT 01*HVirWclH Ln^altl VI HtlwiUWUW CLr^ • ri_ii__L t •-,-, l^~±^ • *

ergy broadcast from scores of n**l**re .come from instruments .transmitters on the ground. n mwnw'ntops.

"Rutan's Voyager can only stay But scientists at the U5. Depart-up for 10 to 12 days." says program ™nl pf Energy hope a plane capa-manager Don Bouquet at Lockheed- ble °' long-duration flight cooldGeorgia Co., which just completed continuously monitor carbon diox-an 11-month study for the National «te levels at a fixed point in theAeronautics and Space Administra- "PP61" atmosphere,tion on the practicality of a long- Officials in the Pentagon's Slrate-duration aircraft. "Our missions gic Defense Initiative program alsowould be 60 to 90 days. Essentially are interested in the craft as part ofwe could stay up until something an airborne early warning system.

I

Wednesday, January 7,1987 Houston Chronicle **** Section!, Page J

UFO POTPOURRI

UFO Was Twice The SizeOf An Aircraft Carrier,Veteran JAL Pilot Says

By JEFF BERLINERANCHORAGE, Alaska (UPI) — A veteran pilot says three uniden-

tified flying objects — two small ones and one twice the size of anaircraft carrier — trailed his Japan Air Lines cargo jet for 400 milesacross the Arctic skies.

"It was unbelievable," Kenju Terauchl said Tuesday, acknowl-edging thai some of his colleagues have doubts about what he, hisco-pilol and flight engineer saw Nov. 17 as they (lew the 400 milesacross northeastern Alaska from Iceland to Anchorage.

The crewmen of JAL Flight 1628 reported seeing flashing lightstrailing their jet that clear night to the Federal Aviation Administra-tion, which interviewed the three in Anchorage. The plane laterwent on to Tokyo.

FAA officials Monday confirmed the controller who handledFUghfl628 saw a mysterious object trail the jet on his radar, and AirForce officials at. the Alaska Air Command said their radar pickedup something near the JAL plane.

In an interview Tuesday, Terauchl, 47, a pilot with 29 years experi-ence who lives in Anchorage with his family, said he saw threeUFOs and that at one point lights from the two smaller ones ap- . ._peared directly in front of the Boeing 747 cockpit at close range. f*> ft/5 O 171 A' ?i: *£ 2 i 7 -i I- *>

Terauchi referred to the objects as "the two small ships and the ffr i f fei i JVU-mother ship," and expressed amazement that they disappeared and - , ' ' 'reappeared and moved quickly and stopped suddenly. He said he fct»»*»-<i"could not explain the events, except to speculate he saw somethingof extraterrestrial origin.

Speaking in English with occasional help from a translator, Te-rauchi drew maps, pictures and supplied technical annotation to de- ^ - : 2oscribe the incident. \ rr-3 f^rd jgjjj

Terauchi repeatedly said the object that appeared on FAA and Air () * . . ., £3i 7«.r °Force radar was "a very big one —two times bigger than an aircraftcarrier."

The smaller UFOs did not appear on his radar, he said. Nor were J "*^>- - " \,t ^S 1 v 7 -w\additional objects picked up on FAA or Air Force radar.

Terauchi said the three crewmen saw lights (rom the two smallobjects. He drew a picture for the FAA showing lights in a forma-tion, each object having what appeared to be two panels of lights.

The captain said he saw lights on the larger object and once, nearFairbanks, saw il in faint silhouette 8 miles away. He drew a pictureof what he saw — something resembling a large shelled walnut.

The crew was not frightened, Terauchi said. Their feeling was, hesaid, "We want to escape from this." And so — with FAA permissionand direction - the crew dropped in altitude and made numerous WHAT pii 0T SAW - JAL pilot Keniu Terauchi prepared .$turns, but the objects remained. . th iih,c(rfltion<; nf what he saw when his Boeine 747 en-"They were still following us," Terauchi said, and FAA radar con- ines® "lustrations m wnai ne saw wnen ms °oemg m enfirmed that at least one objlct remained despite the maneuvers. countered strange lights over Alaska last month In the op <v

Asked it he was nervous, Terauchi replied, "No, I am the captain. picture, Terauchi shows the UFO lights nearly m front of the \>I cannot be nervous." Plane and a close-up of the lights. In the middle, he depicts

Asked why he thought the UFOs would tail his plane, Terauchi what the UFO looked like after he glimpsed it in silhouette,laughed and replied, "We were carrying Beaujolais, a very famous The JAL jumbo jet is dwarfed by the huge object. In the bot-wine made in France. Maybe they want to drink it." torn drawing, the pilot shows where the UFO first appeared

FAA security manager Jim Derry, who interviewed the crewmen, on the plane's radar. (UPI Telephoto)said they 'were "normal, professional, rational, (and had) no drug oralcohol involvement." • BY ' JOHN F. S C H U E S S L E R

10 Wednesday, December31,1986 P, O. BOX 58485EVENING OBSERVER, Dunklrk-Fredonla. N.Y. H O U S T O N , T E X A S 77258-8485

If

"i-^asr5§==.5b - c 9sr OTQ

UFO POTPOURRI3/1

10 Tuesday, December 30,1986EVENING OBSERVER, Dunkirk-Fredonia, N.Y.

Air Controller Confirms UFOHad Bejit Trailing Jumbo Jet

By JEFF BERLINERANCHORAGE, Alaska < U I M , - An air controller

said radar showed a mysterious ol'jeel lollowing a Ja-pan Air Lines cargo f l igh t al the tinii.- Hie crew re-ported a UFO with flashing lights trailing ihe jumbojet near the Arctic Circle.

AJI three crewmen on JAL Flight 1G2« lold FederalAviation Administration investigators they saw whileand yellow lights close to their Boeing 7-17 on Nov. 17after they crossed the Arctic Circle '-M miles southeastof Fort Yukon in an over-llie-pule Might from Reykja-vik, Iceland, to Tokyo via Anchorage.

The FAA released details of Ihe incident Mondaywhen queried by United Press IntiTiialioiul.

Air Force officials confirmed llieir rad.ir picked upsomething near the JAL plane, luil ("api Uohert Mor-ris of the Alaska Air Command suggested the UFOwas "random clutter or weather interference." An-other Air Force spokesman, Sgt. Jack llul.anson, said,"We got out of the UFO business some lime ago."

FAA security manager Jim UUTV interviewed thethree crewmen — Capl. lu-njui Tcniiicli;, 1st OfficerTakanori Tamefuji and Kli^hi Kngineer Yushio Tsu-kuda — and concluded they wuv not hallucinatingand not on drugs or alcohol imd were r.tlkmul. Theweather was clear, the KA A .taid

FAA spokesman Paul Steucke said (here was noother air traffic along ihe same little-traveled routethat night. Steucke also timed ihe KAA's electroni-cally recorded radar data did not support the UFOsighting.

But the existence 01 an unident i f ied uhjuct was con-firmed by a report from the night conlruller in chargeof JAL 1628. Sleucke said ihe controller, who was notnamed, had tuo years experience.

During the flight, the controller asked Terauchi toidentify the craft and then wrote, "He could not iden-tify but reported white and >ellow slrotH.*." The lighting was not a normal aircraft marking pattern, the

crew said.In his one-page report, the controller said repeat-

edly he saw another object on radar staying near theJAL jet despite FAA-approved turns and altitudechanges. The object was as close as 5 miles, the con-troller wrote.

According to the FAA account, the pilot contactedAnchorage controllers about planes In the area at 6: 19p.m., reporting the UFO 1 mile away from his plane.Al 6: 25, the crew reported it 8 miles away.

At 6:26, the FAA contacted the Military OperationsControl Cenler al Elmendorf Air "Force Base inAnchorage to find out if the UFO appeared on its ra-dar. Military radar- watchers reported an object 8miles from the JAL jet, but one minute later they toldthe FAA the object no longer appeared on radar.

At 6:31, the JAL crew told the FAA the unidentifiedobject was "quite big" and the FAA directed the crewlo drop from 35,000 feet to 31,000 feet.

"When asked if the traffic (the UFO) was descend-ing also, the pilot stated it was descending in 'in for-mation.'"

Al 6:35, Fairbanks controllers were asked for assis-tance, but reported nothing unusual on radar.

Anchorage controllers directed the JAL plane tomake a 360-degree turn, and .the crew reported they nolonger saw the lights, but Air Force officials told theFAA they saw a "flight of two" and "advised it lookedas though ihe (unidentified) traffic had dropped backand to the right" of JAL 1628.

Al 6:45, the FAA asked a northbound United Air-lines flight to make a lO-degree turn to better see theJAL plane to confirm the existence of the UFO —which the crew was then reporting 8 miles away andnearly behind them. That was their last sighting. TheUnited crew reported seeing nothing out of the ordi-nary, Nor did a military C-130 the FAA asked to help.

Steucke said the FAA has drawn no conclusionabout the incident.

WALTERM ANDHUS.JR 103 Oifflo^n. Ho«jintwrwi.or.at O,.ecl* S in. TM§ 7a)w

MUTUAL UFO NETWORK. INC.

BY JOHN F. S C H U E S S L E R

P. O- BOX 5 8 4 8 5

HOUSTON, TEXAS 77258-8485

Japanese PilANCHORAGE, Alaska (AP) —

For the second time In two months,a Japan Air Lines pilot has report-ed spotting an unidentified objectthat seemed to be flying near hiscargo jet over central Alaska.

Capt. Kenjyu Terauchl reportedhis second sighting Sunday on acargo flight to a refueling stop inAnchorage from London, said PaulSteucke, a spokesman, for the Fed-eral Aviation Administration.

Terauchi's co-pilot reported see-ing the lights, Steucke said, but theflight engineer, who sits fartherback in the Boeing 747 cockpit, "in-dicated he was uncertain whetherhe saw any lights at all."

On Nov. 17, Terauchi reported

ot Reports Set'that two bright objects and a thirdobject as wide as two aircraft carri-ers placed end-to-end followed hisplane for more than 300 miles as itflew to Anchorage from Iceland.

"We asked him point-blank If thiswas like the Nov. 17 sighting, andhe said, 'No, no, there's no similar-ity between the two,' " Steuckesaid.

Terauchl said he had seen thelights twice Sunday, once for about20 minutes and again for about 10minutes as his plane flew at 37,000feet. He notified an air traffic con-troller in Anchorage of the sighting.

"His statement to the controllerwas 'irregular lights, looks like aspaceship,' " Steucke said.

wnd UFOUnlike the lights that he reported"'

in November, which seemed to staywith him even when he took eva--si ve' action, the lights seen Sunday "appeared to approach from the,front of the plane, went beneath Itand reappeared to the rear.

In the incident Nov. 1 7, air traffic .controllers spotted what^they be^'lleved was a split image of the air-craft caused by a minor problem".1

with the plane's radar transponder,-Steucke said earlier. It was a coin-"cidence that the split image was'located where Terauchi reported •seeing the objects, he said.

The armed services also dls- ;missed the blip seen. in the earlier •*incident, calling it radar clutter.

Jet Pilot Reports 3 UFOs Over ArcticANCHORAGE, Alaska (UPI) —

A veteran pilot says three unidenti-fied f ly ing objects — two smallones and one twice the size of anaircraft carrier — trailed his JapanAir Lines cargo jet for 400 milesacross the Arctic.

"It was unbelievable," said thepilot, Kenju Terauchi, when inter-viewed Tuesday.

He acknowledged that some ofhis.colleagues doubted what he, hisco-pilot and f l ight engineer saythey saw on Nov. 17 as they newthe 400 miles across northeasternAlaska on a trip from Iceland toAnchorage.

The crewmen of the plane —JAL Flight 1628 — reported seeingflashing lights trailing their jet. TheFederal Aviation Administration in-terviewed the three in Anchorage,and the plane later went on toTokyo. '

FAA officials confirmed Monday

that the controller who handledFlight 1628 had seen a mysteriousobject behind^ the jet on his radar,Air Force officials at the Alaska AirCommand said their radar hadpicked up something near the JALplane.

On Tuesday, Terauchl, 47, saidthat he had seen three UFOs andthat at one point,1 lights from thetwo smaller ones had appeared di-rectly in front of the Boeing 747'scockpit at close range.

Terauchi referred to the objectsas "the two small ships and themother ship," and expressedamazement that they had disap-peared, reappeared, moved quicklyand stopped suddenly.

Terauchi repeatedly said the ob-ject that appeared on FAA and AirForce radar had been "a very bigone — two times bigger than anaircraft carrier."

The smaller UFOs did not appearon his radar, he said. Nor werfe ad-

7

ditional objects picked up on radarby the FAA or the Air Force.

The crew was not frightened.Terauchi said. He described theirfeeling as, "We want to escapefrom this." With permission and di-rection from: the FAA, the crewdropped in altitude and made manyturns, but the objects remained.

"They were still following' us."Terauchi said, and FAA radar con-firmed that at least one object re-mained despite the maneuvers.

FAA security manager Jim Def-ry Interviewed the crewmen andsaid they were "normal, profession-al, rational, (and had) no drug oralcohol Involvement."

FAA flight control reports indi-cate that the mysterious objectstayed with Flight 1628 for at least32 minutes. The flight controller di-recting the JAL plane reported theobject on his radar as close as 5miles to the Jet.

Report Of UFO Worth Second LookANCHORAGE. Alaska (UP!) —

The Federal Aviation Administra-tion has reopened its inquiry intoreports of UFOs over Alaska from(he crew of a Japan Air Lines Boe-ing 747, an FAA spokesman saidSaturday.

FAA investigators interviewedCapt. Kenju Terauchi, the pilot, fora second time Friday and are re-viewing all radar records from theevening of Nov. 17. .That night, anunexplained blip appeared on ra-dar screens as the JAL crew report-ed seeing mysterious lights.

"The reason we're exploring it isthat it was a violation of airspace,"FAA spokesman Paul Steucke said."That may sound strange, but that's

what it was."Last week, when news of the

sighting surfaced, Ihe FAA said thatit was no longer investigating theincident. But Stuecke said the re-gional director of the FAA had or-dered a review of the case Friday.

The object was reported to haveappeared on radar screens of theAnchorage Air Route Traffic Con-trol Center, the Alaska Air Com-mand at Elmendorf Air Force Baseand the cockpit of the JAL cargoplane.

In an interview Friday with twoFAA investigators, the pilot said thethree-man crew had seen strangewhite, yellow and amber lights inthe plane's f l ight path for six min-

utes before they called air-trafficcontrollers.

He told the FAA that the crewhad t u r n e d off cockpit lights,

, checked navigational equipmentand taken several steps to ellmi'nate possible causes of the lightsthey saw.

Terauchi. a veteran pilot with 29years experience, said only one ob-ject had appeared on radar. But hesaid he believed that there had

1 been two small, brightly lit objectsand one enormous object, perhapsas big as two aircraft carriers.

Steucke said the Air Force nolonger had a record of its radarfrom that night The FAA radar re-cords are being reconstructed.

INTERNATIONAL UFO REPORTER

•fc* \ £*

The JAL incident: a special issue

The fantastic flight of JAL1628

by Bruce Maccabee

I

had called the plane just about two minutes earlier, at 5:09:20<4-1' (20seconds past 5:09 P.M.) to report the initial radar contact with the

Bruce Maccabee, PhD., an optical physicist employed by the Naval plane, which at that time was about 90 nautical miles (nm) northeastSurface Weapons Laboratory, is one of the most respected figures in of Fort Yukon. (1 nm - 1.15 statute miles - 1.85 km.) The flightufology. A frequent contributor to IUR, he heads the Fund for UFO controller had asked the plane to head directly toward an air routeResearch. reporting point called Talkeetna, after the small Alaskan town nearby

(and not far from Mount McKinley).w In doing so the plane wouldpass south of Fort Yukon and Anchorage. The copilot, who handledthe airplane communications, acknowledged the AARTCC requestand then turned the plane to the left ("left rotation") about 15° to aheading of 215°. It was during this rum that Capt. Terauchi, sittingon the left side of the plane, first saw unidentifiable lights "ahead ofthe rotation."*2* (See Figure 1.)

After the plane leveled out he observed "lights that looked likeaircraft lights, 30 degrees left front, 2,000 feet below us, movingexactly in the same direction and with the same speed as we were."At that time the plane was flying at about 525 knots (nautical milesper hour) ground speed (972 km/hr or about £05 mph) according tothe tracking dataP' Subsequently the speed decreased to about 500kts.

It is important to note the pilot's statement of his belief that thelight* were 2,000 feet below him. He could not know how far belowthe lights were just from his visual sighting. (To determine thedistance below he would have to know the exact depression angle andthe distance to the lights.) Nevertheless his statement indicates thathis sighting line to the lights had a noticeable depression angle (thedepression angle is the angle below horizontal). At 35,000 feet thehorizon distance is about 214 nm so the depression angle to thehorizon is about 1.5°, which is hardly noticeable. The pilot's state-ment therefore implies that the lights appeared below his horizon,i.e., between himself and the ground, thus ruling out any astronomicalsource for the lights.

The captain's initial reaction to the lights was to ignore them"thinking probably they were special missioned aircraft* [sic] or twofighters,"**) probably military aircraft from one of the nearby AirForce bases (Eielson or Elmendorf). But "the position of the lightshad not changed even after a few minutes and that called ourattention."*3) The lights of these "two aircraft*" stayed at the left fora while and then the unbelievable happened.'6*

'Traffic in front of us"

n mid-October 1986 Capt. Kenju Terauchi was exdted to learn

of a special Japan Airlines flight from Paris to Anchorage and then toTokyo. It was to cany a cargo of French wine. There would be anintermediate stop at Reykjavik, Iceland.

When the flight began on November 16, he and two other JALflight crew members were passengers. The plane landed in Icelandand waited for good weather. The next day the plane took off withCapt. Terauchi and his crew of two. They headed north. A brightmoon helped with visibility for the night flight over Greenland, but asthe plane continued over northern Canada the moon set behind them.When the plane reached a location called Shingle Point the sky aheadwas dark except for an afterglow of sunset in the west. The pianoreported its position to Edmonton Flight Control Center and contin-ued on across the Canada-Alaska border, where it made history.

Although this wasn't a routine flight, it certainly was notsupposed to be a newsworthy event. But something happened overAlaska which caught the attention of the world and for several days inlate December and early January 1987. Virtually every newspapercarried a story about what Capt. Terauchi and his crew saw overAlaska. This is the story of that sighting as told to the FederalAviation Administration by the crew members and flight controllerson the ground.

Unidentifiable lights

It was about 11 minutes past five on the late afternoon of

November 17 (local time), while Japan Airlines flight 1628 was highover the frozen northeastern part of Alaska, that Capt. Terauchi firstrealized that the lights to the left and below were unusual He hadfirst noticed them about a minute earlier while his plane was turningto the left. After watching them for a short time he decided that theywere lights of "special missioned aircraft* or two fighters" on some ,,.mission. He decided to ignore them. But "the position of the lights . t . . .. . . . . * r • . jrf-T it j JLt was about seven or so minutes since we began payinghad not changed even after a few minutes and that called our e~ i-v -oattention." The lights appeared to be traveling along with hisplane.<ii2)

At that time the Boeing 747 freighter was operating on autopilotand heading southwestward (a heading of about 215°) at an altitudeof 35,000 feet.B> The sky to the right had the afterglow of sunset, butahead and to the left it was very dark.

The Anchorage Air Route Traffic Control Center (AARTCC)

4 INTERNATIONAL UFO REPORTER M^O//X/>WL/SW7

I,attention to the lights [when], most unexpectedly, two spaceshipsstopped in front of our face, shooting off lights. The inside cockpitshined brightly and I felt warm in the face."

What the captain saw suddenly appear ahead of him and to theleft is illustrated in Figure 2, which was drawn only a few hours afterthe incident, f71 He taw two pairs of nearly rectangular arrays of lights,one pair above the other. The pilot believed that the "two aircrafts"

that he had seen previously at the left had "immediately," apparentlywithin a matter of seconds, moved from the far left to a locationnearly in front of his jet. In his written testimony Terauchi hasspeculated that the "spaceships" fired jets to "kill the inertia [actuallymomentum] of their high speed maneuver." After this maneuver,from the left of the plane to the front, "the ships appeared as if theywere stopped in one place in front of us. Then three to seven secondslater a fire like from jet engines stopped and became a small circle oflights as they began to fly in level flight at the same speed as we were,showing numerous numbers of exhaust pipes. However, the centerarea of the ship where below an engine might be was invisible.[From] the middle of the body of the ship sparked an occasionally[sic] stream of lights, like a charcoal fire, from right to left and fromleft to right. Its shape was square, flying 500 feet to 1,000 feet in frontof us, very slightly higher in altitude than us. Its size was about thesame size as the body of a DC-8 jet, and with numerous exhaustpipes."

In retrospect the pilot speculates that the "firing of the exhaustjets varied, perhaps to maintain balance. Some became stronger thanothers and some became weaker than others, but [they] seemedcontrolled automatically. "<a) At the time of this startling appearancethe pilot "did not feel threatened or in danger because the spaceshipmoved so suddenly. We probably would have felt more in danger andwould have been prepared to escape if the spaceships were shakingunsteadily or were unable to stop themselves." The pilot concludedthat he had been looking at something realty unusual because, in hiswords, "it is impossible for any man made machine to make a suddenappearance in front of a jumbo jet that is flying 910 kflometers perhour and to move along in a formation paralleling our aircraft."^

After this sudden appearance in front of the jet the lights movedin formation with the jet for three to five minutes and then abruptlyrearranged their orientation from one above the other to side-by-side.(See Figure 3.)f>

The lights were like flames coming out of multiple rocketexhaust ports arranged in two rectangular arrays, according to thecaptain's drawings (Figures 2 and 3). He compared them to "outputexhaust" like the "Challenger [as it took off]."(1) He described thecolors as "amber and whitish." He stated that the "numerous lights"were "exhausts on the engines" which were "lined up all the way."(See Figures 2,3,4.) When "they were blasting recoil [the] jets[were] so strong that I could not see [the individual lights and theirarrangement] because it was so bright." However, "once the recoilblast stopped the speed was absolutely steady, not faster, not slower,and I could see them [the individual lights or exhaust ports] veryclearly."*1) Besides the lights of the "exhaust ports" the captain alsoreported seeing "sparks, like a fire when using gasoline or carbonfuel."

The copilot, Takanori Tamefuji, compared the numerous lightsof flames to "Christmas assorted" lights with a "salmon" color.w Hesaid, "I remember red or orange, and a white landing light, just like alanding light. And weak green, ah, blinking." The intensity wasn'tconstant but rather it pulsated: "became stronger, became weaker,became stronger, became weaker, different from strobe lights" whichhave very quick bright flashes. The lights were "swinging" in unisonas if there were 'Very good formation flight...dose [formation]" oftwo aircraft flying side by side. He had no doubt that he was seeingsome sort of aerial object or objects just ahead and to the left of theairplane. He compared the clarity of the lights to seeing "night flight

INTERNATIONAL UFO REPORTER MARCH/APRIL 1987 5

POTATPH

A A f t T C C C O N T A C T S PLAN90 nm fJOIlTIIEAST OFFT. YUKON. LEFT TURND t a t C T TO T A L K C E T f M ;IN IT IAL S I C I t T l K C

.AT ACCUT & ;10 Ptl

PLAIIE C A L L SREPORT

AHEAD

40 nm SOUTHtonOil A IRPLANE

oit nocc

6

64

Figure 1: Flight track ofJAL1628

head-on traffic" at which time it is only possible to see the lights onthe approaching aircraft and "we cannot see the total shape."

Upon seeing the lights he first thought he was seeing "two smallaircraft." But they were 'Very strange" because there were "toomany lights" and "it was so luminous." Subsequently he had thefeeling that "it was larger than normal aircraft." He thought thelights were "a little bit lower" than the altitude of the plane, whileCapt. Tcrauchi recalled that the lights might have been a bit higher.Tamefuji pointed out that "it is very difficult" to judge the altitudeof "head-on traffic." He summarized his impressions by saying, "I'msure I saw something. It was clear enough to make me believe thatthere was an oncoming aircraft."*** Of course, these "aircraft" werenot oncoming. Instead, they were matching exactly the speed of the747 jet.

• According to the captain's drawing, the two rectangular arraysof lights associated with either of the "aircraft" were separated by anarrow rectangular dark area (see Figures 2,3,4). The copilot'sdrawing was similar.*9* The arrays were "swinging" or rocking to theleft and right as if they were rigidly bound together and rotatingback and forth about a central pivot point within the dark region/8*

The flight engineer, Yoshio Tsukuba, who was sitting behindthe copilot and thus had a poorer view of the lights than either thepilot or copilot, recalled that when he first saw them he was looking"through the LI window at the 11 o'clock position" (about 30° tothe left of straight ahead) and he saw "clusters of lights undulat-ing."110* The clusters were "made of two parts-shaped like windowsof an airplane" (i.e., arranged in square or rectangular dusters). Heemphasized that "the lights in front of us were different from townlights." He described the colors as white or amber.

6 INTERNATIONAL UFO REPORTER MARCH/APRIL 1987

Apparently having clusters of blinking, undulating and rotating("swinging") Lights nearly in front of their plane was too much for thecrew. After discussing the situation over the next 60 seconds or sothey decided to try to find out what was going on. Mr. Tamefuji, whowas the 'Voice" of the aircraft, called the AARTCC. It was nowabout nine minutes since Capt. Terauchi had first noticed Lights on"two aircrafts" at the left of his plane and it was probably only abouta minute after the "spaceships" had abruptly appeared nearly in frontof the jet where they could be seen by the whole crew. At the time ofthe call the two "ships" were still traveling one above the other(Figure 2).

Times listed below art minutes and seconds after 5:00 P.M.,Alaska Standard Time, November 17,1986. JAL1628 is the plane andAARTCC is Anchorage flight control. <">

5:19:15 JAL1628 Anchorage Center, Japan Air 1628, ah,do you have any traffic, ah, seven (eleven ?) o'clock above?

5:19:24 AARTCC JAL 1628 heavy, say again...

5:19:28 JAL1628 Do you have any traffic in front of us?

It appears that Tamefuji's reference to "seven" o'clock in thefirst tape recorded statement above is erroneous, ort the part of eitherthe copilot or the person who transcribed the conversations. Seveno'clock, which is a direction nearly 150° to the left of straight ahead, isnearly in back of the plane where the copilot could not see anything.Probably ihe statement should read "eleven o'clock above." It isinteresting to note that the copilot used the term "above" suggest-

ing that the "traffic" was higher than his aircraft. This is consistentwith the pilot's subsequent recollection that the "ships" were "veiyslightly higher in altitude above us."tJ)

5:79:32 AARTCC JAL1628 heavy, roger.

5:19:36 JAL1628 Ah, roger and, ah, we [have]in sight, ah, two traffic [sic], ah, in front ofus one mile about.

At the time of the event copilot Tamefuji estimated the distanceto the lights as being about one mile, which is quite a bit greater thanthe "500 to 1000 feet" that Capt. Terauchi recalled in his testimonywritten about a month and a half later/2*

5:19:49 AARTCC JAL162S, roger, do you have, ah, canyou identify the aircraft?

5:19:58 JAL1628 Ah, we are not sure, but we havetraffic in sight now.

5:20:04 AARTCC JAL1628 heavy, roger. Maintain visualcontact with your traffic and, ah, can you say thealtitude of the traffic?

5:2ftMJAL1628 Uh, almost*4) [at] the same altitude.

5:20:21 AARTCC JAL1628, roger. Would you like ahigher or lower altitude?

5:20:27 JAL162S Ah, no, negative. JAL1628.

About a minute elapsed and then the AARTCC tried again tolearn the identity of the "traffic."

5:21:19 AARTCC JAL1628 heavy, see if you are ableto identify the type of aircraft, ah, and seeif you can tell whether it's military or civilian.

5.-2J.-35JAL1628 JAL1628. We cannot identify the type,ah, but we can see, ah, navigation lightsand, ah, strobe lights.

5:21:48 AARTCC Roger, sir. Say the color of thestrobe and beacon lights.

5:21:56 JAL1628 The color is, ah, white and yellow, I think.

5:22-0? AARTCC White and yellow. Thank you.

The reference to "navigation lights and strobe lights" is consis-tent with the subsequent testimony that the crew were seeing bothsteady (like navigation) and pulsating or flashing (like strobe) lights.The colors, white and yellow, are not the conventional colors (red,white, green) for aircraft lights but they might be consistent with thecolor of "rocket exhaust" which is what Terauchi compared them toin his interview and testimony.*1-2*

By this time the personnel of the AARTCC were aware of theJAL report of traffic. The watch supervisor entered the following

into the Daily Record of Facility Operation:Daity Record, 5:21 P.M. JL1628, HB747, BKF-ANC reported

traffic at his altitude (FL350) one mile with a white and yellow strobe.AAL ROC and EDFROCC notijitd. No known traffic identified.

It should be noted that in the above statement the reference toAlaskan Airlines Regional Operations Center should probably havebeen JAL ROC. Also, the Elmendorf (EOF) Regional OperationalControl Center (ROCC) was not actually contacted until 5:23 P.M.

After flying in a one-above-the-other orientation for severalminutes the "two ships" changed their relative positions. The captainrecalls, "the ships moved in formation for about three to five minutes[and] then the ships moved forward in a line, again slightly higher inaltitude as [sic] we were, 40 degrees to our left. We did not reportthis action to the Anchorage Center. Honestly, we were simplybreathtaken." (See figure 3.)

At some time while the arrays of lights were ahead and to theleft, Capt. Terauchi decided to take a picture of them. He askedTsukuba to get the camera. This incident helped Tsukuba later toremember how long the lights had been in front of the plane. Herecalled during the interview,*10) "I think I saw it for about 10 minutesafter I sighted it the first time. The reason is because the captainwanted to take pictures. His camera bag was placed behind his seat,beside mine, and I handed it to him. But he could not take pictures,so I placed his camera bag beside my seat again. So I think about 10minutes."

When asked why the captain couldn't take pictures, Tsukubaresponded, "Well, his camera is Alpha 7,000, with film ASA 100. Hecould not operate it welL I mean the operating procedure of thecamera was not understood well."

The captain recalls the attempt at photographing the lights asfollows:*2* "I thought perhaps it is one of those things called UFO andtaking a photo might help to identify the object later. I asked to bringforward my camera bag that was placed in the rear of the cockpit andbegan to take a picture. The area in which the plane was flying wasunchanged but the lights were still moving strangely. I had ASA 100film in my camera but the lens kept adjusting and never could set afocus. I changed auto-focus to manual-focus and pressed the shutterbut this time the shutter would not close. Then our aircraft began tovibrate and I gave up taking a photo. I placed my camera back in thecamera bag and concentrated on observing the lights."

After learning the color of the strobe lights, the AARTCC beganto ask about flying conditions ("normal") and clouds ("oclow us"). Ittook from 5:22:11 to 5:23:05, or about a minute, for the AARTCC toget an answer about the clouds because of interference with the radiotransmissions. At 5:22:41 the AARTCC told the plane the transmis-sions were "garbled" and asked it to change transmitting frequencies.In his testimony the pilot recalled the several requests for cloud alti-tude: "They also asked us several times if there were clouds near ouraltitudes [sic]. We saw thin and spotty clouds near the mountainbelow us, no clouds in mid-to-upper air, and the air current was quitesteady."(3) The repeated questions about clouds caused Terauchi towonder why the controller was so interested in clouds. He specu-lated, "Perhaps the controllers were concerned that an increased useof improved lazer [sic] beams using [illuminating] clouds was creatingmoving images."

The pilot also remembered the communication problem: "TheVHP communication(s), both in transmitting and receiving, wereextremely difficult for 10 to 15 minutes while the little ships cameclose to us and often interfered with communication from Anchorage

INTERNATIONAL UFO REPORTER MARCH/APRIL 1987 7

plane and at the AARTCC.It was now about 14 1/2 minutes since Capt. Terauchi had first

seen lights traveling along with his plane, about six to seven minutessince the lights had appeared abruptly in front of the plane, and onlya minute or so since the "ships" quickly moved away from the JALjet, apparently in the direction of the "flat pale white light"^ whichthe captain described as like "two white fluorescent-like lights."*11)His drawing^ (see Figure 5) indicates that the lights were horizon-tally oriented and spaced apart, like two fluorescent tube lights with alarge dark gap between them. At this time in the flight he could onlysee the two white lights. He was not sure whether the two "ships"had become pale white lights after they moved away from the jet, or ifthe white lights were something entirely different. (Later in the flighthe could see the outline of a large shape connecting the lights. Afterseeing the outline the captain had the impression that the distantlights were on a very large "mothership" and that the two small

Figure 1 Original drawing by Capt. TenuuM of the two yaconips' in ftont of "^P*" had Heeled over to the "mothership."<») It was difficult forJAL1628. Objects wm situated one above the other for two minutes. the other crew members to see the pale lights through the left window

and they didn't try to describe any particular orientation or shape tothe lights. They did, however, agree that there were some lights at

Center. However, communication conditions became as (sic) good as the left where the pilot indicated.soon as the ships left us. There were no abnormalities in the equip- Tjp to tnj5 time the AARTCC had not acknowledged thement or the aircraft.'^ When he was interviewed the captain was detection of any anomalous target on the ground radar. Terauchiasked to describe the type of interference he heard. He described the recalled his feelings at the time: "We [had earlier) said we could see ainterference as "some kind of, like, ah, jamming...it was just a noise, light in the 10 o'clock position (i.e., about 60° to the left] at the samesounded like zaa^aa"*1'. The communications capability, was he said, altitude and wondered if they could see anything on their radar. Thetwo out of five possible levels (5, 4, 3, 2, 1) with five being perfectly Anchorage Center replied that they could see nothing on their radar."clear/1' Normally communications with a plane in that area would be (See the responses from the AARTCC at 5:19:32 and particularly atBood- 5:23:19.) Copilot Tamefiiji recalled that, even though the lights were

now farther away, the captain decided to "search the object by theRadar contact radar.-w

Terauchi wrote/2' "I thought it would be impossible to find

S anything on an aircraft radar if a large ground radar did not showhortly after the copilot told the AARTCC, at 5:23:05, that the anything, but I judged the distance of the object visually and it was

, . . „ , „ . _ . .. „ not very far. I set the digital weather radar distance in [sic] 20clouds were "below us , he reported a new, sudden event: . . '„ .. . ^. . . . r. . . , ,^^ [nautical] miles, radar angle to horizon [i.e., no depression angle].

There it was on the screen. A large green and a [sic] round object5:23:13 JAL16M And now the target, ah, traffic is extinguished had appeared in [sic] seven or eight miles [13 km to 15 km] away,

We cannot see [it] now. wherc the ^^ Of the object was. We reported to Anchorage

5:25; 7 9 AARTCC JAL1628 roger. And I'm not receiving any radarreplies.

It was probably at this time that the "two ships" which had beenquite dose to the plane since 5:18 or 5:19 P.M. suddenly movedfarther away to the left. Looking to the left, the captain could nowsee that "there was a pale white fiat light on [sic] the direction wherethe ships flew away, moving in a line along with us, in [sic] the samedirection and same speed and in [sic] the same altitude as we were."*2}

About this time the AARTCC controller decided to find out ifthe Air Force at Elmendorf Regional Operational Control Centerhad anything on its radar. "X *

5:23:35 AARTCC [To the ROCC] Could you look approximatelyforty miles south of Fort Yukon? There should be[JAL 1628] up there. Can you tell me [if] you seeprimary target about his position?

It took the ROCC radar operator about two minutes to answerthequestion- In the meantime significant events occurred aboard the «

8 INTERNATIONAL UFO REPORTER MARCH/APRIL 1987

Center that our radar caught the object within seven or eight miles in[the] 10 o'clock position. We asked if they could catch it on theground radar but it did not seem they could catch it at all."(2) Duringthe January interview Terauchi recalled that the radar detectionoccurred about 15 minutes after he first saw the lights, i.e., at about5:25:00 PM.<!> He was not far off.

5:24:50 AARTCC JAL1628 do you still have, ah visualcontact with the, ah, traffic?

5:24:53 JAL1628 Affirmative. Also,<4> we [have] radarcontact, ah...[unintelligible; broken transmission]

5:25;02 AARTCC JAL1628 heavy, roger, sir. I'm picking FigureSA: Copt. Terauchi's November 17 drawing of two flat pale lights andup a hit on the radar aproximately five miles 0* 'silhouette of a gigantic spaceship"in trail of your six o'clock position [behindthe plane). Do you concur? Figure 5B: Copt Terauchi's map of the track of the aircraft with numbers

indicating locations of the plane when the 'traffic" appeared as illustrated in5:25:12 JAL1628 Ah, negative, ah, 11 o'clock, ah, **&"* 2 <**>> 3 <*2> "* M <*3>

eight miles, ah, same level over. «not faum whether it was lights of a distant town or a strangeobject."<10} He reported that the weather was clear and that none of

A month and a half afterward the captain had not remembered ^ instruments showed any disturbances.the direction accurately (he recalled 10 o'clock instead of 11 o'clock) Copilot Tamefuji recalled that the radar echo was "just likebut he had recalled the range correctly. other traffic, but, ah, I thought a little bit large." He said the radar

Flight Engineer Tskuba recalled seeing on the radar screen at larget Q green a at a distance of seven to eight (nautical)"about 10 miles" a "green dot like, not exactly a dot. It was not a dot, ^^ He ftad ..many experiences before in checking oncomingbut a stream like." He did "not think it [the target on the radar] was airCTaft& on a radar" and in his opinion the radar echo was similar tothe same lights as the one [sic] I saw in front of us." Here the a conventional aircraft echo.engineer is referring to the visual difference between the two bright ^ ^^ ^ fl picture of the radar echo during the inter-"ships" which had been nearly in front of the aircraft and the pale vie9r on November 17.O (See Figure 6.) The drawing shows a largewhitish light of the "mothership." Tsukuba described this "second" dot a ]ins through it suggesting that whatever was reflecting thelight as 'Very difficult to see" and "Vague," although he did indicate radar ^ quite e. In commenting on the echo the captainthat he saw it for "a total of 30 minutes."'10) p^^, oul »normal]v it appears in red when an aircraft radar

According to Tsukuba (and also the pilot and copilot) there was ^^ anolher aircraft" whereas green is usually the color of a weakno problem with internal cockpit lights reflecting off the windows weather target ^ as B cloud. The fact that the echo was green onsince the internal lights had all been turned off (except dim instru- Ae radar screen led him to ask whether or not the "metal used in thement lights). Tsukuba was sure that the "molhership" light was spaceship is different from ours.""> One might also speculate on theindeed outside the aircraft. But it was sufficiently indistinct and use Of radar signature reduction techniques generally classified as"hard to see" from his seat on ihe right side of the jet that he was "stealth "

The radar echo remained on the screen for an undeterminedlength of time, but probably for no more than several minutes."While we were communicating with Anchorage Center," the captainsaid, the two pale white lights gradually moved to the left side and to[the] left diagonally back 30 degrees as if they understood our conver-sation and then when they were beside our aircraft [i.e., at about thenine o'clock position or 90° to the left] they totally disappeared fromour radar. " This is to be expected since the forward-lookingweather radar does not sweep left and right to angles larger than 90°.

While the "mothership" lights were dropping back to the left andthe radar echo was going off the screen, the Air Force and theAARTCC were having their own radar detections. At 5:25:43, afterspending about two minutes looking, the ROCC radar controllerreported back to the AARTCC that he was getting some "surgeprimary return." By this he meant an occasional radar echo unaccom-panied by a transponder signal. (A transponder is a transmitter on anairplane which sends out a coded signal in response to a signal fromthe ground station.) The ROCC controller added, "I don't know if

Figure 4: The 'spaceships" as seen through cockpit window it's erroneous or whatever, but..." The AARTCC responded:

INTERNATIONAL UFO REPORTER MARCH/APRIL 19S7 9

5:25:50 AARTCC Negative, its not erroneous. I want you tokeep a good trade on there and if you pick up a[transponder signal] and verify that you do not haveany [military] aircraft operating in that area.

J:25:J7 ROCC That is affirm [ative]. We do not haveanybody up there right now. Can you give me theposition of the primary you're receiving?

5:26:03 AARTCC "I'm picking up a primary approximately50 miles southeast/'' But itfsW right infront of the [JAL162S].

Unfortunately the AARTCC controller did not say what theprimary return was southeast of. He may have meant southeast ofFort Yukon, since it was displayed on the radar screen. At this timethe plane was about 60 nm south southwest, relative to geographicnorth, of Fort Yukon. But with respect to magnetic north (which isused on air route maps), the plane was southeast of Fort Yukon.(The reason for this difference in direction is that in that area ofAlaska magnetic north has a deviation of about 30° clockwise fromtrue geographic north.)

The conversation continued as follows:

5:26:13 ROCC OK. Fve got him his about...

5:26-75 AARTCC Eight miles in front of the [JAL1628] he'sgot traffic at the same altitude [35,000 feet].

5:26:18 ROCC OK. IVe got him about his, ah, oh, itlooks like about, ah, 10 o'clock at aboutthat range, yes.

It appeared that the ROCC radar set was showing a "primaryreturn" at the approximate location reported by the pilot. TheAARTCC then asked the ROCC to check on any military flights inthe area around the plane and ended the conversation at 5:26:35.

About a minute later AARTCC called ROCC to report that the"target in front of the [JAL1628]<4> is an unknown to us." ROCCresponded (5:27:53), "OK. WeVe lost contact with it now." TheAARTCC controller then went on to say, "OK. We're not workingthat aircraft [meaning the unknown target] in the... [unintelligible].,well, the aircraft [JAL1628] still has visual contact only he can'tidentify the [unknown] aircraft. He believes it has white and yellowstrobes." To this the ROCC controller responded (5:28:04), "OK.I'm still not, I, we lost contact on him. I don't see him at all." Inother words, there was no longer an unknown primary return on theROCC radar display.

During this conversation the flight was continuing along astraight line heading of about 215° (southwestward) towardTalkeetna. The unusual lights were at the left side. The captainrecalled, "When they were in front of us they were position[ed]slightly higher in altitude than we were, but now they placed them-selves slightly below the horizon where it was most difficult to see.The distance between us was still about seven miles to eight milesvisually." The airplane radar no longer showed a radar echo since thelights were too far to the left.*75

Many minutes earlier, when the sighting began (about 5:10 P.M.),

10 INTERNATIONAL UFO REPORTER MARCH/APRIL 1987

Fort Yukon was at the right side of the plane. The captain recalledthe lighting conditions of the sky at the time: "When we started to seeFort Yukon diagonally below us at the right the sun was setting downin the Southwest, painting the sky in a slightly red stripe, approxi-mately two to three millimeters (at arms length?) and gave a bit oflight but the east was still pitch dark."

A calculation of the angular elevation and azimuth of the sunshows that at the time of the sighting the sun was about 15° below thehorizon, from ground level, and was at an azimuth of about 270°, ordue west. This would place it below the horizon and about 55° to theright of straight ahead of the plane. Thus the astronomical calcula-tion shows that the captain was incorrect in referring to the sunset di-rection as "southwest" although. The calculation is, however,consistent with the claim of the captain and crew that the sun had setand that there was a thin reddish stripe just at the horizon to the rightof straight ahead.

Under these conditions the sky to the left of the plane wouldhave been very dark, and stars would have been visible. The nearlyfull moon, which had lighted the sky while the plane was over Green-land, was now well behind the plane at an azimuth of about 50° andan elevation of about 10°. Two planets were visible above the horizonin the southeast: Jupiter at an azimuth of about 140° and an eleva-tion of somewhat more than 11° and Mars at about the same azimuthbut only several degrees above the horizon. Jupiter was quite brightand Mars was much dimmer than Jupiter. Jupiter and Mars were 70°to the left of straight ahead as the plane flew southwestward.

By the time that the "small ships" had moved away from theaircraft and the ROCC had detected some "surge primary return"near the jet, the sun was several more degrees below the horizon, thesky in the southeast was darker and the plane was well south of FortYukon. The captain picks up the narrative: "Far in front of us therewere lights increasing from the U.S. Military Eielson Air Force Baseand Fairbanks." Each was about 40 miles away at this time. 'Thelights were still following us at exactly the same distance. However, itwas too dark to identify by only the lights whether or not they werethe same spaceships that were flying in front of us a few minutes ago.It seemed that we were flying in the lighter side and gave them theadvantage of being on the dark side."

That is, from the viewpoint of the supposed "mothership" theairplane was silhouetted against the light western sky, but the crew ofthe jet could not see the outline of the "mothership" because it wassilhouetted against the dark sky in the southeast. The captain wasable to see only the faint lights from the "mothership."

As the plane approached Eielson and Fairbanks, the captain saw"two very bright lights" appear "suddenly from the north...perhapsfour or five mountains away." He speculated at the time what thesemight be. He couldn't identify all the normal ground lights because"the flight above Alaska territory is generally in daytime and it isconfusing to identify the kind of lights" on the ground. He finallydecided that the lights were along the Alaska pipeline.

Continuing his narrative, Capt. Terauchi recalled, "We arrived atthe sky above Eielson Air Force Base and Fairbanks." (Actually, atthis time, about 5:30 P.M., the plane was about 2p miles northeast ofEielson and about 30 miles east-northeast of Fairbanks.) "The lights[of the city] were extremely bright to eyes that v/cre used to the dark."(The cockpit lights had been turned off to eliminate window reflec-tions of internal lights.) "We were just above the bright city lightsand we checked the pale white light behind us. Alas' There was asilhouette of a gigantic spaceship. We must run away quickly.

take

'Anchorage Center. This is JAL1628 requesting a change of course toright 45°.' It felt like a long time before we received permission."11)

Actually it took only 15 seconds to get permission, as thetranscript of the AARTCC tape recording shows. But it did tlonger to actually begin the turn (see Figure 7.)

5:30:16 JAL1628 [Very broken communication; unintelligible]

5:30:20 AARTCC JAL1628 heavy, you're coming in broken.Say again.

5:30:23 JAL1628 Request, ah, deviate, ah, an, from,ah, object, ah, request heading two four zero.

5:30:31 AARTCC JAL1628 rogcr. Fly heading two four zero.... JAL1628 heavy, deviations approved asnecessary for traffic.

5:30:49 JAL1628 It's, ah, quite big...Figure 6: Captain's sketch of how objects moved with respect to the plane and

5:30:52 AARTCC JAL1628 heavy, you're still broken.,, . the lower left of ttte round display screen at about 7 nm range.

5:30:56 JAL1628 It's, ah, very quite big, ah, plane.

The radar tracking data show that by asking for a heading of 240°Tamefuji was requesting a 60° turn to the right. At 5:31:08, about 50seconds after Tamefuji called for permission to turn, the plane beganto turn from its magnetic heading of 182( + /-1) degrees (about 215°with respect to geographic north). By 5:32:08 the plane had settledon its new heading of 222° magnetic (255° true), a turn of 40°, which isclose to the 45° that the captain recalled but less than the 60° turnrequested by Tamefuji.

The captain's narrative continues after the right turn: "Wechecked our rear (and] there was still the ship following us. This isJAL1628. Again requesting for change course 45° to the right.' Wehad to get away from that object. 'JAL 1628. This is AnchorageCenter. We advise you, continue and take 360° turn.' 'JAL 1628,thank you. We will continue 360° tum."ta)

Unfortunately the captain was not entirely accurate in his recallof these apparently frightening events. The AARTCC transciptshows that there was no request for a second right turn. There was,however, a request for a descent in altitude from 35,000 feet to 31,000feet at 5:32:07, followed by a request to turn to a heading of "two onezero," i.e., about a 12-degree turn to the left, at 5:34:56. Later on, at5:3637, the AARTCC controller asked the plane to make a 360° rightturn. But all of this is getting ahead of the story

Before continuing let us consider what the captain may havemeant by his claim that he saw the "silhouette of a gigantic space-ship." The term silhouette is applied to a situation in whjch theobserver sees the outline of a relatively dark objea against a brightbackground, or vice versa. The location of the plane just before theturn was northeast of Eielson and roughly east of Fairbanks. East ofEielson there are no cities, just mountains. Looking behind and to theleft, then, the pilot was looking away from city lights. This wouldmean that anything in the sky at an altitude close to that of the planewould not be silhouetted against a bright background unless themoon (on the horizon behind the plane) provided a bright enoughsky. Perhaps this is what happened, in which case one could ask why

how the radar echo appeared onihc weather record display. Radar target is in

the captain hadn't seen the silhouette before. On the other hand, ifthe "gigantic spaceship" were below the horizon, it would not besilhouetted against the sky and the moon would be of little help sinceit was so low on the horizon. Perhaps what the captain saw was areflection of the ground lights off the object and thus was able to seeits outline silhouetted against a dark background. At any rate, he gotthe impression that the objea was very big, in fact, much larger thanhis aircraft. He could still see the horizontal pale white lights but hecould also see other structure such as illustrated in Figure 5, madeseveral hours after the event, and Figure 8, which he drew about amonth and a half after the event.

Just after the plane turned to the right the AARTCC controllercalled the Fairbanks Approach Radar controller to find out whetheror not the short range radar had a target near the Japan Air jet. Theapproach radar reported no target other than JAL1628.

Just after the right turn the plane was flying on a heading ofabout 255° (true) and was about 20 miles north of Eielson AFB and30 miles east of Fairbanks. At 5:32 P.M. the conversation betweenthe controller and JAL 1628 continued.

5.-J207JAL1628 JAL1628, ah, request descent.

5:3220 JAL1628 JAL1628. Request three one zero.

5:32-25 AARTCC JAL1628 heavy, understand. Requestingflight level three one zero.

5:32:34 AARTCC JAL1628 heavy, your transmissionsare broken. Say again.

5:32:39 JAL1628 Flight level three one zero.

5:32:41 AARTCC JAL1628 heavy, descend at pilot discretion.Maintain flight level three one zero.

5:32:45 AL1628 Leaving three five zero to three one zero.

INTERNATIONAL UFO REPORTER MARCH/APRIL 1987 11

The tracking data show that the plane descended from 35,000feet to 31,000 feet over the next four minutes, reaching the lower

same position relative to the aircraft and had descended with theLdt

5:32:58 AARTCC JAL1628 heavy, do you still have your traffic?

altitude when the plane was almost due south of Fairbanks and just .before it entered the 360° turn (See Figure 7.) "™»«° M «»* wjuch <«* «*>ut 31,200 feefV(3). The

AARTCC decided it was time to "test this unusual "traffic."

5:33:00 JAL1628 Still, ah, coming, ah, ah, right information, in, ah, formation.

then.

3:33:07 AAKTCC JAL1628, understand.5:36:47 AU628 Right turn 360.

A minute and a half went by, during which time the plane flewon a straight heading while decreasing in altitude. Then AARTCCdecided to find out what had happened to the traffic

5:34:38 AARTCC JAL1628 heavy, say position of your traffic,

5:34:42 JAL1628 Affirmative. Just over.w Fairbanks.

5:34:52 AARTCC JAL1628 heavy, understand. Yourtraffic is over Fairbanks at this time.

5:34:56 JAL1628 Affirmative..ah, request headingtwo one zero.

5:35:02 AARTCC JAL1628 heavy, roger. Deviations approvedas necessary for traffic

This portion of the transcript shows that the captain wasincorrect in recalling a second right turn. Instead, the plane turnedleft about 12ADAo beginning at 535:09 and it continued to turn (seeFigure 7) as if it were heading back in the direction of Talkeetna. Bythe time of the left turn the altitude had decreased to about 33,000feet.

The statement at 534:42 that the object was "over Fairbanks"could not be correct if the object was at the left side of the planebecause at that time Fairbanks was still ahead and somewhat to theright (See Figures 1 and 7.)

5:35:15 AARTCC JAL1628, say altitude of your traffic,

5:35:20 JAL1628 Ah, oh, sa, ah, same level

Another minute passed by during which the AARTCC called theFairbanks approach radar again and once again the approach radarreported no target other than the JAL1628 itself. The copilot indi-cated that he wanted to resume his flight straight directly toTalkeetna.

The "mothership" was behind and to the left before the right

5:36:12 JAL1628 Ah, Anchorage Center, JAL1628. Requestdirect [to] Talkeetna.

5:36:18 AARTCC JAL1628 heavy, cleared direct toTalkeetna and in, ah, advise me of your [sic]position of your traffic

5:36:24 JAL1628 Ah, same po...same position.

12 INTERNATIONAL UFO REPORTER MARCH/APRIL J9S7

In other words it appeared that the "traffic" had stayed in the

5:36:37 AARTCC JAL1628 heavy, sir, I'm gonna request youto make a right turn three six zero degrees, 360degree turn and advise me what your traffic does

The plane commenced the turn at about 5:37:15. The pilot, inhis testimony written a month and a half later, recalled these events,although his recall of a second right turn was in error and he incor-rectly placed the altitude descent after the turn instead of before it.In the captain's testimony, commencing just after the wrong state-ment about a second right turn, he has written, "We had to get awayfrom that object. 'JAL1628. This is the Anchorage Center. We adviseyou, continue and take a 360-degree turn.' 'JAL1628, thank you. Wewfl] continue 360-degree turn.' It was too slow to circle in the auto-pilot mode; therefore we switched to the manual mode and set to turnright on a 30 degrees bank. We looked to our right forward but didnot see any light. We were relieved, thinking the object may have leftus and returned to the level flight, but when we checked to our rearthe object was still there in exactly the same place." (Following thesestatements in his testimony the captain has recalled the descent from35,000 to 31,000 feet, which he incorrectly placed after the turn. Ac-tually the descent to 31,000 had been completed just before the turn.(See Figure 7.)

While the plane began the turn the AARTCC conwnicatedwith the ROCC. At 537:23 the ROCC confirmed that no militaryaircraft were "working up there" and at 53730 that there was no"traffic" on the radar screen. AARTCC then called the plane again.By this time the plane had been turning for about a minute and a half.

5:38:55 AARTCC JAL1628 heavy, sir, does your trafficappear to be staying with you?

5:38:57 JAL1628 Ah, (unintelligible) distinguished.

5:39:01 AARTCC JAL1628 say again?

5:39:04 JAL1628 It, ah, disappeared. JAL1628.

5:39:10 AARTCC JAL1628 heavy, roger. At your discretionproceed direct to TaDceenta, J125 [to] Anchorage.

hand-turn. Therefore there were three possible results of the turn: (a)if the object remained stationary while the plane turned it wouldinitially "disappear" behind the plane and then reappear nearlybehind the plane on the right side before the turn was completed; (b)if the object also made a right turn but on the outside (i.e., at a muchlarger turning radius) of the turn made by the aircraft, it would stay atthe left and be continually visible; and (c) if the object also made aright turn but trailed behind the aircraft it would remain invisibleduring the turn.

Rgure 7: Flight track 0/ML1628

The fact that it "disappeared" very soon after the plane startedthe turn indicates that the "mothership" did not make a turn on theoutside of the turn of the plaj.c. On the other hand, the captain andcopilot recall that they looked out the right hand side to see if itwould reappear during the turn, but they did not see it. Therefore itmay have trailed the aircraft during the turn. But it did not staydirectly behind the aircraft after the turn because the captain recalledthat after the turn had been completed and they were again headingsouthward "we" [the captain, since it was behind and to the leftwhere only he only he see it] checked to our rear and "the object wasstill there in exactly the same place."

The conclusion that the object may have trailed behind duringthe turn is consistent with a radar report made at that time. Whilethe plane was turning, the ROCC confirmed an anomalous radartarget in the vicinity of the plane. (Note: Many of the times givenbelow do not agree with the times in the FAA transcript. This is be-cause some of the transcript times are in error. The times givenbelow agree with the FAA-supplied tape recording of the conversa-tions between the FAA controllers, the ROCC and the aircraft.)

5:38:57 AARTCC Anchorage Center.

5:38:58 ROCC Ya, this is one dash two again. On someother equipment here we have confirmed there is a

flight size of two around [JAL1628J. One primary returnonly.

5:39:47 JAL1628 I think so..<4>5:39:05 AARTCC OK. Where is, is he following him?

As the conversation between the plane and one AARTCC con-5:39:07 ROCC It looks like he is, yes.

INTERNATIONAL UFO REPORTER MARCH/APRIL 19S7 13

5:39:10 AARTCC OK. Standby.

The use of the term "flight of two" indicated that, on the radarscreen, JAL1628 had a companion. Moreover, it appeared to theROCC that the companion was "following," that is, it was behind theplane.

Soon after the ROCC confirmed a "flight of two," the AARTCCcontroller who was conversing with the plane at 5:39:04 reported:

5:39:10 AARTCC JAL1628 heavy, roger, at your discretionproceed direct [to] Talkeetna J125, Anchorage.[J125 is a flight route.]

5:39:15 JAL1628 [unintelligible]

5:39:23 AARTCC JAL1628 heavy, roger, sir. The militaryradar advises thay do have a primary target in trailof you at this time.

5:30:32 JAL1628 Ah, say again? JAL1628.

5:39:35 AARTCC JAL1628 heavy. Military radar advisesthey are picking up intermittent primary target

behind you in trail, in trail, I say again.

trotler was occurring, another AARTCC controller was continuing toconverse with the ROCC.

5:39:24 AARTCC OK. Do you want to, do you have anybodyyou can scramble up there or do you want to do

5:39:30 ROCC I'll tell you what. We're gonna talkto the liaison officer about that.

5:39:33 AARTCC OK. Uh, it's starting to concern JapanAirline [unintelligible] 1628, a 747. He's making a360 now and it's still following... <4>6>

5:39:46 ROCC Where is this search return at, rightbehind him or where?

5:39:50 AARTCC Say again?

5:39:51 ROCC Ah, I'm gonna talk to my other radar manhere has gotta, he's got some other equipmentwatching this aircraft.

5:39:54 AARTCC OK.do that?

5:39:55 ROCC OK. We're going to call the militarydesk on this.

At this point the conversation with the ROCC ended and theplane was contacted again.

JAL1628 was also confused momentarily.5:40:10 AARTCC JAL1628, Anchorage request.

5:40:44 TOTEM Anchorage Center, you have TOTEM 71 up here.5:40:12 JAL1628 Go ahead.

5:40:13 AARTCC Roger, sir. Would you like our militaryto scramble on the traffic?

5:40:17 JAL1628 Negative. Negative.

Capt. Terauchi's immediate reaction to the offer of militaryassistance was to decline it. In his testimony he recalled the eventand explained his reaction:" MAL1628, this is Anchorage Center.Would you like to request scramble for confirmation?' [underlining inthe original text] The Anchorage Center, this is JAL1628. We wouldnot request scramble.' We turned down the offer quickly. I knewthat in the past there was a U.S. military Tighter called the Mustangthat had flown up high for a confirmation and a tragedy had hap-pened to it. Even the F-15 with the newest technology had noguarantee of safety against the creature with an unknown degree ofscientific technology."

Despite the immediate negative reply the AARTCC waspersistent:

5:40:26 AARTCC JAL1628 heavy, sir, we do have militaryah, at Eielson 40 miles away. I can put them upand let them check the traffic for you.

5:40.34 JAL1628 Roger.

5:40:35 AARTCC JAL162S9, roger. Would you like us to

At this point a military aircraft referred to as TOTEM, whichwas not a fighter aircraft but was already in the air, offered to checkout the traffic. The transmission was somewhat garbled, however,and the AARTCC controller thought he was hearing JAL1623.

We might be. able to get dose to him.

"This is a silhouette of theship we could see because of "This is the same

I the lights around Fairbanks." | size as an aircraft1 ' [carrier."

"1.5 to 2times largerin size."

"Pale whitelight."

Jumbo Jet

Figure 8: Copt Teroacta's drawing a month and a haif after sighting, of "gigantic spaceship"

14 INTERNATIONAL UFO HEPOKTER MARCH/APRIL 1987

5:40:48 AARTCC JAL1628, you were broken. Say again.

5:40:55 JAL1628 Ah, say again? JAL1623.

5:40:59 AARTCC JAL1628. Your transmission was broken,sir. We do have military aircraft in your vicinitythat we can, ah, check on the, ah, traffic with you.

5:41:07 JAL1628 Ah, [unintelligible] 162S. No radar trafficabove.

It was now one minute since the AARTCC had directed theplane to fly directly to Talkeetna. At that time, 5:39:10, the plane wasabout 1/3 of the way around the circle (See Figure 7.) Finally at5:42:04 the plane responded. By this time the circle had been 3/4completed.

5:44:07 AARTCC JAL1628, sir, do you still have the5:4204 JAL1628 Anchorage Center, Japan Air 1623. Confirm traffic?

direct to Talkeetna three one zero.5:44:12 JAL1628 Ah, say again please.

5:42:09 AARTCC JAL1628 heavy. Affirmative. Direct toTalkeetna and descend at pilot's discretion.Maintain flight level two five zero.

5:42:16 JAL1628 Ah, pilot's discretion. Two Fivezero. JAL1628.

Capt. Terauchi recalled the reappearance of the "mothership:"While the plane was being directed to Talkeetna the AARTCC

and the ROCC continued discussing the radar targets.

5:41:51 AARTCC Where's that, ah, are you still paintinga primary, ah, by that JAL flight?

5:41:56 ROCC OK. Let me look at my other....

5:47:59 AARTCC If so, where's the position of it?

5:42:00 ROCC OK. Standby.

5:42:24 ROCC It looks like he, ah, offset left and thenpossibly fell bade in-trail. However, I can't seehim now. I can't pick him out.

While this conversation was going on, the Capt. Terauchi waslooking to his left and backwards. It was there again.

5:42-35 JAL1628 Ah, we have... Anchorage Center, JAL1628.We have in sight same position, over.

5:42:42 AARTCC JAL1628, understand. In sight, sameposition.

see if he can identify your traffic.This statement, made while the plane was just coming out of the

turn to head southward (see Figure 7), indicates, as describedpreviously, that the "mothership" may have followed behind theplane. The captain remembers the events this way: "The consump-tion of fuel during this flight was almost as expected but there wasonly 3,800 pounds left and as such was not enough for extra flying for

running around. We have got to arrive at Anchorage." At this pointin his testimony the captain recalled the direction to proceed directlyto Talkeetna. But he incorrectly remembered that the plane hadinitiated the request (the AARTCC initiated the request; see above).He continued, "We checked behind us again. The ship was in forma-tion and ascending with us. We wondered and feared as to theirpurpose." The word ascending should have been descending (theplane never ascended during the sighting) and furthermore, it is in thewrong temporal location in the testimony because the descentoccurred before, not after, the turn.

His testimony continues at this point with his recollection of thequery about a scramble of a military aircraft. But according to thetranscript, the discussion of a scramble came before the planecompleted the turn rather than, as the captain recalled, after the turn.

About a minute and a half later the AARTCC decided to findout whether or not the traffic was still with the plane.

5:44:13 AARTCC JAL1628 heavy. Do you still have thetraffic?

5:44:17 AARTCC Ah, affirmative, ah, nine o'clock.

"We flew toward Talkeetna at an altitude of 31,000 feet. Thespaceship was still following us, not leaving us at all."

By this time the plane was completely out of the turn and headedtoward Talkeetna. At about 5:40 a United Airlines passenger jet tookoff from Anchorage and headed north to Fairbanks. Several minuteslater it reported being at 29,000 feet and on a 350ADAo (magnetic)heading. The AARTCC controller decided to ask the UA pilot if hecould see anything behind the JAL flight. At 5:44:43 he called theUA pilot to say that the JAL flight was in his 11 o'clock position and110 run north "and he has traffic following him, sir. It's unknowntraffic...! want you to see if you see anything with him." The UA pilotsaid he would look when he got closer. The controller asked the JALflight to stay at 31,000 feet and the UA flight to stay at 29,000 feet.He then directed the UA flight to turn some more so that the planeswould pass within five miles of one another.

5:46:48 AARTCC JAL1628 heavy. Maintain flight level threeone zero.

5:46:54 JAL1628 JAL1628 (unintelligible) maintainthree one zero.

5:46:59 AARTCC JAL1628, roger. I'm gonna have a Unitedaircraft get close to you and take a look, ah, to

5:47:06 JAL1628 Thank you.

Several minutes later the planes were much closer together andclosing on one another rapidly (the separation was decreasing at arate between 15 and 20 nm per minute).

INTERNATIONAL UFO REPORTER MARCH/APRIL 1987 15

5:51:02 AARTCC JAL1628 heavy, say again. You're broken.5:48:16 UNITED United 69. Can you point the

traffic out again please?

5:48:19 AARTCC United 69, heavy, affirmative.The, ah, Japan Air is in your eleven o'clockposition and five zero [50] miles [away], southbound.

5:48:28 UNITED Ah, roger. Thank you.

5:48:31 AARTCC JAL1628 heavy, sir. Say the position ofyour traffic.

5:48:34 JAL1628 Ah, now, ah, ah, moving to, ah, around10 miles now, ah, ah, position, ah, seven, ah,eight o'clock, 10 miles.

5:48:34 AARTCC JAL1628 heavy, roger.

As the planes approached each other in the dark sky, the"mothership" apparently dropped back, allowing the JAL plane to getfar ahead. Of course the 10-mile distance was only the pilot's guess.He could not measure the distance because the airplane radar couldnot "see" back that far. The United pilot asked the AARTCC tohave the JAL pilot flash the headlights on his aircraft so he couldlocate the plane. At 5:49:45 the JAL pilot did that. At this time theplanes were about 25 miles apart.

Terauchi says: "About the same time [the time his plane headedtoward TaDceetna after the 360*0*0 turn] a United Airline passengeraircraft which left Anchorage to Fairbanks flew into the same air zoneand began communicating with Anchorage Center. We heard themtransmitting that there was an object near JL 1628 and requesting forconfirmation. We heard that the Anchorage center was saying to theUnited Airline aircraft that JL 1628 was at an altitude of 31,000 feet,and therefore, United Airline should maintain 33,000 feet. [Actuallythe transcript shows that UA altitude was 29,000 feet.] It sounded asif Anchorage Center had the United Airlines aircraft fly above thespaceship. We were flying the east side of Mount McKinley. TheUnited Airline's aircraft came close to us. The United Airline aircraftrequested us to flash our landing lights for visual confiration and weboth confirmed our positions visually. The United Airlines aircraftwas coming close to us. We knew that they were watching us. Whenthe United plane came by our side, the spaceship disappearedsuddenly and there was nothing left but the light of moon."

When the planes were about 12 miles apart and still approachingone another, the UA plane reported seeing the JAL plane andnothing else. But by this time apparently the "mothership" haddisappeared.

| and landed at 6:20 PM.5:50:35 UA69 UA69 heavy. We've got the Japan Airliner

insight. I don't see anybody around him. He's at The aftermathhis seven o'clock position, huh?

5:50:46 AARTCC UA69, that's what he says. JAL1628 heavy,

5:5052 JAL1628 Ah, now distinguishing, but, an, an,your, I guess, ah, 12 o'clock below you. information:» . . . . .

I received a call from Dick Powers concerning a JAL flight which theCapL had stated he was being followed or shadowed. I observed the aircraft

16 INTERNATIONAL UFO REPORTER MARCH/APRIL 1987

5:51:06 JAL1628 Just ahead of United, ah, [unintelligible]

Considering Terauchi's later recollection that the objectdisappeared when the two planes got close to each other, it is inter-esting that the copilot used the word "distinguishing" and followedthis with "I guess 12 o'clock below you." Previously he had used theword "distinguished" when he meant "extinguished" because theobject had disappeared shortly after the 360° turn began (see 5:38:57and 5:39:04 above). Apparently he meant "extinguishing" orextinguished at this time as well. Furthermore, if the object had beenstill visible he would not have said "I guess 12 o'clock below you"because the captain would have been able to see where the object wasrelative to the UA jet. Thus it appears that the object/light had dis-appeared by this time.

It is also interesting to note that the copilot used the words"below you" which suggests that at the time of the flight crewmembers thought the UA plane was above their altitude. This is asthe Captain subsequently remembered it. Perhaps they did not hearthe controller tell the UA plane to maintain 29,000 feet.

At 2:5132, after the planes had passed one another, the UAplane reported being able to see the JAL plane silhouetted againstthe sky. The captain could see the contrail as well as the plane butnothing else. The controller responded, "We got just a few primaryhits on the target and then, ah, we really haven't got a good track onhim ever," meaning that the radar never showed a continuous trackof primary-only radar targets associated with the unusual "traffic."

After the UA plane had passed the JAL flight at a point about60 nm south of Fairbanks (see Figure 7 at time 5:50:52), theAARTCC requested that TOTEM also fly toward the JAL plane fora look. AARTCC then directed the JAL plane to descend and theplane reported on the "traffic."

5:57:70 AARTCC JAL1628 heavy, descend at pilot discretion.Maintain flight level two five zero. (25,000 feet)

5:53:13 JAL 1628 JAL1628, ah, pilot's discretion maintainah, two five zero, so, ah, ah, I cannot,I couldn't see, ah UFO, over.

5:53:27 AARTCC JAL1628 heavy, understand. You do notsee the traffic any longer,

5:53:31 JAL1628 Affirmative.

During the next several minutes TOTEM viewed the JAL planebut couldn't see any other traffic. JAL1628 proceeded to Anchorage

Because of the report of unusual traffic the crew was inter-say the position of your traffic now.

viewed immediately by FAA official Jack Wright and then by agentsJames Deny and Ronald Mickle. Wright recorded the following

land at 1820 hours [6:20 P.M.]. No other aircraft was noted. The B747 taxiedinto the international ramp area. I interviewed Capt. Terauchi and the crewof two. The captain stated that this was the first lime anything like this hadhappened to him. He slated that approximately five nm after passing theCanadian/Alaskan border at 35,000 feet something appeared five to seven nmin front of the aircraft. It had lights, four to five in a line [see drawings) andsaid it was bigger than they were [B-747]. At times the object would be to thecaptain's side of the aircraft [left]. Never the other side [right]. He referredto the dark side. After passing the Fairbanks area he requested to fly parallelto course and this was granted. When he turned to the right and flewparallel, the object was gone. [In all cases the weather radar was also used toidentify the object and the five-to-seven nm distance was taken from theradar display - 20 nm range.) They returned to course and the captain said,There it was, as if it was waiting for me." At approximately the Talkeetnaarea the object took off to the east and was gone. A United flight departedfrom Anchorage and was requested to check if they could see anything but itwas gone before United got there. Nothing different with the cargo exceptsome expensive wine. The captain and crew were shook-up but professional.James Deny interviewed the crew at JAL operations. Capt. Terauchi hadasked AARTCC if they were picking up two targets and was told 'just one.'The total time was approximately 55 minutes. A new crew took the flight onto Tokyo. Capt. Terauchi and the crew were to be in Anchorage for daysdays before any additional flights. James Deny requested that the tapes andany other information be saved.('O)

The sparse amount of information contained in this initial reportindicates that Wright did not carry out an extensive interview of thepilot and crew. It also indicates that he did not learn exactly whathappened probably because of a combination of factors: (a) hisfailure to ask for a minute-by-minute history of the flight, (b)Terauchi's failure to recall events accurately and in the correct order,and (c) the communication problem (Japanese-to-English transla-tion).

The failure to get the complete and exact story during the firstinterview was, unfortunately, repeated in the next interview by Special

Deny recorded the second interview as follows:*14*"On November 171 responded to a call from the ROC reference an

incident involving unidentified air traffic (UAT) following JAL flight 1628into Anchorage. 1 asked Agent Mickle to meet me at Anchorage Airport.Upon arriving at the ANCI met Agent Mickle and Inspector Wright who hadbeen at the aircraft. All three of us then proceeded to JAL operations tointerview the crew.

At JAL operations we met with (the crew] and Mr. Shimbashi, JALoperations manager at Anchorage. The three crewmen slated that just afterpassing POTAT intersection inbound to Anchorage on JS29 they observedstrange lights ahead of their B747. These lights changed position after twominutes but remained in front of the aircraft for another 10 minutes, thenmoved to the left side of the aircraft. They stated that all they could see werethe lights and at no lime could they see the craft. However, they did show anobject on their WX radar at about seven miles. The lights were yellow,amber and green, but no red. The lights were in two separate sets whichchanged position relative to one another. The crew said that they contactedAARTCC (and the AARTCC) confirmed that they also had it on radar.

Near Fairbanks the crew executed a 360° turn and the lights stayed withthem off of their left side. They then proceeded to Anchorage and the lightswere still visible until around 40 miles north of Talkeetna when they movedaway to the east. The crew reported their speed as 0.84 Mach and theiraltitude between FL390 and 310 as assigned along the course. The onlyproblem with their systems was some static in the VHP receiver. Thenavigations system in use was INS with no apparent problems. Uponcompletion of my discussion with the crew I called Capt. Stevens, DutyOfficer to NO RAD, and asked if he bad any questions other than what I hadasked. He said he had no other questions, but they also showed two targetson radar (one was JAL). He slated that they would give all data to Intelli-gence in the morning. I then asked Bobby Lamltin by phone if the Air Forcewas holding the data and he said yes/10)

Figure 9: Pilot's sketch of side and top views of a "spaceship." Lights weremoving to left and right as indicated by arrows.

Special Agent Ronald Mickle recorded the second interview asfollows:*14'

As per telephonic request from [Wright], the following are the eventswhich took place on November 17, 1986 and were taken from my personalnotes during the interview. [I went to the) Japan Airlines station office asinstructed by the Manager (Deny). Myself [sic] and Jim Derry interviewedthe crew of JAL Flight 1628, which reported the sighting of unidentified airtraffic. The flight crew consisted of [Terauchi, Tamefuji, and TsukudaJ.

„ . -v n . . . T> , j » * - , , j i . Captain Terauchi stated the cargo only flight had departed Reykjavik.Agent James Derry. Both he and Ronald MickJe made notes. Agent . ; . r „, . T .. , . * . ,:f . ". ., . v i .u J -r * •* * ^ Iceland. Captain Terauchi stated he first sited [visually] the unidentified air

traffic [UAT) in the vicinity of POTAT intersection and the ADIZ. Theaircraft he was piloting [B747] was at flight level 390, airspeed 0.84 Mach.Captain Terauchi indicated that the UAT was in front of bis aircraft at adistance of aproximately seven to eight nautical miles for approximately 12minutes. The captain stated the distance was indicated by the onboardBend tx color radar. Captain Terauchi stated that while he had a visual on theUAT he spotted yellow, amber and green lights and a rotating beacon but nored lights. The captain said there were two distinct sets of lights, butappeared to be joined together [as fixed to one object]. Captain Terauchiascertained through visual sighting and radar that the UAT was equal in sizeto a B747, possibly larger.

Captain Terauchi stated that during the visual sighting the lights of theUAT changed from a horizontal position to a vertical position and had posi-tioned itself in front of the B747 to the port side. The UAT stayed on theport side for approximately 35 minutes. Captain Terauchi uid he wascommunicating with AARTCC personnel during the bighnng The captainstated he requested and received permission to perform a 360 degree turnwhile in the vicinity of Fairbanks which he had a visual on Capiam Terauchistated the UAT maintained its position on the port side during the turn.Captain Terauchi stated that visual sight of the UAT was completely lostapproximately 40 nm north of Talkeetna, while continuing to Anchorage.[The captain] staled that there was static during VHP communications withthe AARTCC, that there was erratic movement with lights of the UATduring the visual contact, that navigation was being performed by coupling ofthe onboard INS's, and that the AARTCC had indicated to him the presenceof a primary target in addition to his aircraft. Through a confidential sourceat JAL it was stated to me that this is not the first sighting of an unidentifiedaircraft by Captain Terauchi/10)

A comparison of the above versions of the interviews shows thatthe full and accurate story as determined by the transcript and the

INTERNATIONAL UFO REPORTER MARCH/APRIL 1987 17

pflot's subsequent testimony did not come through in the initial inter-views. Furthermore, the interviewers had somewhat divergentopinions on what the captain told them. Part of this problem mayhave been, literally, in the translation (from Japanese to English), butpart of the problem also is that different people react to and remem-ber different elements of a story.

It is unfortunate that the interviewers did not think to tape-record the conversations for later analysis but instead simply reliedupon their recollections and their brief notes on what was said.Nevertheless, the basic core of the story is clearly expressed in theseearly interviews and thus they support the captain's subsequent moredetailed testimony, written about a month and a half later. Particu-larly supportive of the Captain's later testimony were the drawingsmade during the interview with Deny and Mickle (Figures 2,3,5,6).They show how the lights appeared at various times and how thetarget appeared on the radar scope. These sketches, made only hoursafter the event, agree generally with the drawings that the captainmade a month and a half later to illustrate the to illustrate histestimonial report (see Figures 4,8-11). These latter drawings werepublicized in the news media. Figure 12 is Terauchi's map of theflight path and locations of certain events.

The air traffic controller who was responsible for guiding theJAL flight recorded his recollections the next day, evidently withoutfirst listening to the tape of AARTCC tape recording of the events:*13'

During the period of 2030 UTC [universal time coordinated], November17,1986, to 0430 UTS, November 18,19861 was on duty in the AnchorageARTCC I was working the D15 position from 0156 UTC to 0230 UTC,November 18,1986. [This corresponds to 4:56 to 5:30 P.M. Alaska StandardTime, November 17,1986]. At approximately 022SZ [5:25 P.M.] whilemonitoring JL1628 on Sector 15 radar the aircraft requested traffic informa-tion. I advised no traffic in his vicinity. The aircraft advised he had traffic 12o'clock same altitude. I asked JL1628 if he would like higher/lower altitudeand the pilot replied negative. I checked with ROCC to see if they hadmilitary traffic in the area and to see if they had primary targets in the area.ROCC did have [a] primary target in the same position JL1628 reported.Several limes I had primary returns where JL1628 reported the traffic.JL1628 later requested a him to heading 210°. I approved JL1628 to makedeviations as necessary for traffic Hie traffic stayed with JL1628 throughturns and decent [sic].

In the vicinity of Fairbanks I requested JL1628 to make a right 360°turn to see if he could identify the aircraft. He lost contact momentarily atwhich time I observed a primary target in the six o'clock position, five miles.I then vectored UA69 northbound to Fairbanks from Anchorage with hisapproval to see if he could identify the aircraft. He had contact with theJL1628 flight but reported no other traffic. By this time JL1628 had lostcontact with the traffic. Also a military C-130 southbound to Elmcndorf AFBfrom Eielson AFB advised he had plenty of fuel and would take a look. Ivectored him toward the flight and climbed him to Flight Level 240 [24,000feet]. He also had no contact.

I requested JL1628 to identify the type or markings of the aircraft Hecould not identify but reported white and yellow strobes. I requested theJL1628 to say flight conditions. He reported clear and no clouds. The phrase"single primary returns" [used above] is in reference to [a] target other thanJAL and "the traffic" is in reference to the unidentified object/10)

Although the Anchorage FAA alerted the the FAA SecurityOffice in Washington, D.C., no further action regarding the reportedtraffic was taken. This is unfortunate since a careful debriefing at thetime of the event possibly could have uncovered details which hadbeen forgotten by the time the crew was interviewed in January 1987.

The FAA investigates

JLt is quite likely that the JAL sightings would never have been

investigated if it hadn't been for the interest by the Americannewsmedia afterword leaked out of Japan about the sighting. Thefirst public mention of the sighting was in the Kyoda Press in Japanon December 29. The news story was based on information from thecrew as well as the FAA in Anchorage.

According to Public Information Officer Paul Steucke (in aninterview with Walter Andrus of MUFON), "The first thing I got wasa phone call from Kyoda News Service out of Japan. That was theday before Christmas, December 24. They sent a correspondent overand the correspondent said to me - you know that we've got someinformation on 'such and such.' Is it true? I said, well, yeah, andhere's what we've got. On the 29th after the Christmas holidays thatstory must have been printed somewhere in Japan because UnitedPress International picked it up. Japan picked it up. Then the UnitedPress reporter over here asked me the same question and I told himthe same thing."

UPI reporter Jeff Berliner broke the story in the United Stateson December 29. Numerous newspapers reprinted the story and theFAA headquarters in Washington, D.C., learned about it from thepress reports including the January 1 report in the Washington Post.When FAA headquarters called Anchorage for the full story, itlearned that the radar data tape had been saved (which was unusualsince usually the radar tapes are reused within 30 days after a use).[On January 1 the FAA re-opened its inquiry. Capt. Terauchi wasinterviewed on January 2 (1), at which time he supplied his writtentestimony (2). On January 4 the national press reported that theFAA had re-opened the inquiry and numerous news stories followed.

The FAA released portions of the information as it becameavailable through Mr. Steucke. Unfortunately the FAA did not havea complete and accurate story to report and consequently the earlynews stories contained errors. The most amusing of these was in thereported time of the sightings. For some reason someone had hand-written a note on the master copy of the first FAA release, which wasa summary of the AARTCC tape recording. The note indicated thatthe events had begun at 6:19 P.M., even though the summary itselfclearly said 0219 UTC which translates to 5:19 P-M. Alaska standardtime. This time error was perpetuated in news reports even thoughthe captain recalled the correct time and stated it during an interviewwith Larry King on January 2,

While the press was having fun with the story, the FAA contin-ued with its inquiry. The copilot was interviewed on January 5ro andthe flight engineer on January 15<10>. A complete transcript of theAARTCC tape recording, although with some time errors, wascompleted on January 9 and the radar data tape recording was sent toa special FAA facility for analysis. The FAA announced that it wouldrelease the material it had collected after it completed the inquiry.

January went by and then February with still no word from theFAA. But then, on March 5, the FAA announced the results of theinquiry. According to the press release the FAA "was unable toconfirm the event."14 The event was unconfirmed because "a secondradar target near the JAL flight at the time of the reported sighting

U INTERNATIONAL UFO REPORTER MARCH/APRIL 1987

was not another aircraft but rather a split radar return from the JALBoeing 747." In other words, the FAA could not confirm the eventon radar because the "traffic" or "primary return" reported by thecontroller at the time was merely an artifact of the radar set. Or sothe FAA said. The press release did not mention that the "splitreturn effect" was contradicted by the fact that the extra echo did notcome back with every sweep of the radar and by a statement by an airtraffic controller who said that they don't usually get a split image inthe area that the JAL jet flew. The press release offered no explana-tion for the sighting, nor did it dispute the crew's claim that some-thing unusual was seen.

The March FAA release made a smaller splash in the press thanhad the original January release of information. This may have beenbecause the media misinterpreted the FAA statement. For example,NBC News incorrectly reported that 'Terauchi'E crewmates were notsure that they had seen a UFO" and that the FAA "concluded athree-month investigation saying there is nothing to substantiate thepilot's story." The NBC story failed to mention that the copilot andflight engineer had independently confirmed the pilot's report ofseeing numerous lights appear in front and to the left of the aircraftand that the airplane radar had picked up a large target in the samedirection as the unknown lights.

The debunking that failed

TJL he FAA wisely decided not to try to explain what the air. 4 „ , ,.. . . , ... .... an object at at about seven to eight miles distance in the direction of

crew reported. A small group of would-be debunkers did not exhibit . .A-.,-* „ . . . . . .. , . . ., u u j, / J f, . , . the UFO. Perhaps the analyst rejected this claim, but if he hadsuch wisdom, however. Not content to wait for the complete release .t .. . . ? * * • * • i ». U L . J L... . , M , _ . , « . . ! - , . waited for the FAA information package, he would have learned thatof information on January 22 the Committee for Scientific Investiga- .,...,. . . . ... j -

e ™ • t ». n , /<-oT^.xxnv • , B the other crew members also saw the radar image,lion of Claims of the Paranormal (CSICOP) issued a news release °entitled "UFO Mystery Solved."<15) The cover letter announced "ther A- _ r.i. r^cij-vMn • . - * • - - . * ,u i A - i - sighting directions to the UFOs at various times, by the descriptionsfindings of the [CSICOP1 investigation into the Japan Air Lines L .. ._ - ,_ . . . „„-«? . . J L .ci- •.. iito ircU • -j I-VT i. 10 inoit i f i . i • if by the crew members of the colJeaions of UFO lights and by theFlight 1628 UFO incident of November 18, 1986. The release itself . . "&• jstated that "according to a leading UFO investigator" [Philip J. Klass] ^\T _, ™.-rt¥,. " . . . , , . . , . ....at least one extraterrLrial object was involveAe planet Jupiter, Had CSICOP waited until all of the informal was availableand possibly another-Mars." The press release asserted that at the **?** fhe "V™™* would "<>' "*« P"^*6 JuPlter ,time of the sighting (incorrectly given as as one hour earlier than it «P^uon. In retrospect it appears that the CSICOP press release

actually occurred) Jupiter was "extremely bright" at a -2.6 magnitudeand would have been about 10 degrees above the horizon on the leftside of the aircraft where the pilot first reported seeing the UFO.Mars would have been slightly lower and about 20 degrees to theright of Jupiter.

The release contends, "Although the very bright Jupiter, and lessbright Mars, had to be visible to JAL Capt. Kenjyu Terauchi, the pilotnever once reported seeing either-only a UFO that he described asbeing a *white and yellow* light in his initial radio report to FederalAviation Administration controllers at Anchorage."(10>

The release could also have noted, but of course does not, thatTerauchi also didn't mention to the controllers that he could seenumerous stars in the sky, city lights on the ground and a glow ofsunset in the west.

The CSICOP explanation was based largely on the transcript ofthe AARTCC tape recording of the plane and air traffic controller.Apparently the pictorial information publicized in the news mediawas essentially discounted. The CSICOP analyst made a major errorin not waiting for the release of the complete package of informationcompiled by the FAA. Had he waited he would have found that the

publicized versions of the sighting were actually quite accurate intheir descriptions of the lights, although they were far from complete,and the descriptions certainly rule out Jupiter and Mars as explana-tions for the reported lights,

For example, because the analyst did not have the informationpackage he did not know that the widely publicized drawings of thearrays of lights were more detailed versions of the sketches made bythe captain only hours after event. Nor did he know that the othercrew members, in separate interviews, supported the captain's reportof seeing a multiplicity of lights appear in front of the plane and pacethe aircraft for ten minutes or more. Nor did he know that the arraysof lights rearranged themselves from one above the other to side byside, a reorientation that Jupiter and Mars would have found difficultto do.

Without the information package it was impossible to recon-struct from radar data the flight path of the aircraft. Without theflight path it was impossible to determine the exact heading of theaircraft, and therefore the directions that the pilot and crew werelooking at various times, since they gave sighting directions withrespect to the heading of the aircraft. Therefore the analyst mightnot have realized that just before the end of the sighting, whenJupiter was ahead of the plane and to the left (about at the 10 o'clockposition), the UFO "mothership" was behind and to the left (at theseven-to-eight o'clock position).

Although the CSICOP release discussed and rejected the FAAand Air Force radar detections, curiously it did not mention thewidely publicized claim by the pilot that the airplane radar did detect

In summary, the Jupiter-Mars explanation is contradicted by the

which was marked "FOR IMMEDIATE RELEASE" should havebeen marked "FOR PREMATURE RELEASE."<17>

Analysis

Natu rally the question arises as to what the JAL crew actually

saw. Were the arrays of lights exhaust ports on two "spaceships,"figment of their imaginations or misinterpreted stars? Did thecaptain really see a "gigantic spaceship" or something else behind hisplane? These questions cannot be definitively answered, but it ispossible to rule out some conventional phenomena.

To analyze the sighting it is best to divide it into four parts whichfollow the changing nature of the "unusual lights." First, the captainsaw lights below and to his left just after the left turn when the planewas still northeast of Fort Yukon. According to the captain, the onlything that made these lights seem unusual is that they appeared to bepacing his aircraft. Nevertheless, he decided that they were two

INTERNATIONAL UFO REPORTER MARCH/APRIL 1987 19

Figure 10: tnitJai view of*two spaceships* to the left front ofairtiner

\

Figure I I : Artists'reconstruction of captain's sketch of how object appeared on aircraft radar

20 INTERNATIONAL UFO REPORTER MARCH/APRIL 19S7

military aircraft on some mission. One might be tempted to acceptthe captain's initial identification of these lights as military aircraft ifit weren't for the fact that only about IS minutes later the ROCC toldthe AARTCC that there were no military aircraft in the area aroundthe JAL flight.

Then, according to the captain, the lights which were initiallybelow and to the feft moved rapidly to a location nearly in the frontof, and quite close to, the jet where the whole crew could see them.If he is correct that the lights moved abruptly in front of his aircraft,then, of course, military aircraft are ruled out.

The multiple-witness sighting of the arrays of lights seemsinexplicable. The sighting cannot have been a hallucination by thewhole crew. The lights could not have been stars or planets. Thesestars and planets were visible before the "ships" appeared in front ofthe plane and were still visible after the "ships" had moved away.There is no natural phenomenon that can account for the rectangulararrangement of lights in horizontal rows, for the occasional sparking,for the vertical rectangular dark space between the rows, for thereorientation of the pairs of arrays from one above the other to onebeside the other, for the heat which the captain felt on his face, andso on. The action of ground lights or moonlight on clouds wouldcreate rather blobby dim light shapes that would be generally whitishin color, not distinct point-like lights that resemble the exhaust portsof a rocket. The only conventional light sources available to accountfor this part of the sighting are stars, planets, the moon and distantcity lights on the ground. It seems inconceivable that these sources,separately or together, could explain the arrays of lights reported bythe crew.

The third part of the sighting occurred after the "ships" haddeparted and the captain and crew could see only two dim pale whitelights at the left at the same time that they picked up an echo on theairplane radar. Although it is remotely possible that the radar couldhave had a temporary (self-repairing) failure which "created" anecho, it seems much more likely that there was some object out there.The captain claimed that the radar tilt control was set to horizontalThis would imply that the radar target, at a distance of seven or eightmiles, was at a considerable altitude above the ground. Even if theradar tilt were not exactly horizontal but were tilted down somewhat,the detection woud imply that the object was at a large distance . . ._. „ r/ . I- - . ^ • i f interview Capt. Terauchi reported two previous UFO sightings,above the ground. For example, an object at a depression angle of _ _ ? t™ r « ,v k- »^ * ' J v ^ About five years before the present sighting he saw a "mothership"

behind the jet were intriguing, the failure of the radar to show acontinuous trade of some unknown primary target makes the radarconfirmation ambiguous at best. Therefore it seems that, at the veryleast, the last portion of the sighting is not so convincing as the earlierportions.

Even if one arbitrarily ignores that latter part of the "FantasticFlight of JAL1628" one is still left with an intriguing sighting of thetwo "ships" which paced the aircraft. It seems, then, that theJAL1628 was accompanied during part of its flight by at least twoTRUFOS (True UFOs).

Postscript

On January 11,1987, Capt. Terauchi had another sightingover Alaska. Unlike the November 17 sighting, he passed over these"irregular pulsating lights." He reported his sighting to the AARTCC.When he was interviewed after landing in Anchorage he said that hethought he saw village lights that had been obscured by ice crystals inthe atmosphere. The FAA "agrees with the Captain that the phe-nomena was most likely caused by ice crystals."041

On January 29, an Alaska Air Lines jet flying from Nome toAnchorage reported to the AARTCC "the sighting of unidentified airtraffic on their onboard weather radar system." The crew reported,upon landing, that it had picked up a very rapidly moving radar echowhich indicated that some object was moving at about five miles persecond, which corresponds to 18,000 mph. It crossed in front of them.There was no visual sighting in this case in spite of the clear flyingweather at 35,000 feet. The radar detection has not been ex-plained/16*

Bibliography and footnotes

. . ... .no_ .Interview of Capt. Kenju Terauchi, January 2, 1987. During thef intef _

.. , . offint .1 .u .k10° and eight nm distant would be about 8600 feet lower than the . . . _ , . . „, . • • k * «r u . - . «i . i.-. A r.iu. •'hcnmr..! «.». .t « rfM«c«n« shortly after taking off from Taipai, south of Formosa, but it was "soplane, or at an altitude of about 26,000 feet. Even at a depression . /. . J * __ . r , . . . . . . . .•.• •. L I J L k .• 1.1 . JL ~. . • weird I ignored it. Then he saw, from his home dunng the daytime,, which surely would have been noticeable to the captain, * ' * * ^, IUMIM.IV17 . ., . . _..

.nnnnr . u A -TV -. that continued for about ten minutes. This was, however,the altitude woud have been about 17,000 feel above ground. Thus it . "1 . . . , .. .,. . v. »_ .w .u J^. .. . . . . . • . .. , . . the first sighting of unidentified phenomena by the other two crewappears that the radar did detect something beside the plane about ^k .8^^ m the £ m Januaiyl987 Capt. Terauchieight nm away and high above the ground. sighting which he reported and then explained. (FederalThe fourth part is basically a single-witness sighting after the moth- . . . 4 J . . . ,., ... f . T «^o • Jl- \i iH.iwHiii ip«»i>uaM MuV -ft. -a. -B Aviation Administration file on the JAL 1628 sighting.)ership" lights drifted so far back to the left that the other crew ... ... v . _ ^ •*;.*_ v .. , . _.. . . , t. .. . .. (2) Wntten testimony of Capt. Kenju Terauchi as received by themembers couldn't see them. This part includes the discovery by the :,' ' A

r J. . f .. . .. . . „ .. „ rTt. , . i • .k *.k- FAA on January 2, 1987. A comparison of the transcript of thecaptain of a (noantic spaceship and the subsequent claim that this . . r L • «- „ / « • . . . _ , * • • .F . . , . . , 7 , J t ^^«, J L j- conversations with the air traffic controller (ref. 4 below) withspaceship followed the plane around the 360° turn and then disap-

peared as the plane flew south before the UA jet got close enough tosee it. Of course, if the captain's drawing of the object or phenome-non is correct, then there is no conventional explanation. But in viewof the difficulty of seeing this thing and in view of the fact that thecaptain had already been been confronted by two "spaceships" almostin front of his jet, it seems at least plausible that he may havemisinterpreted oddly lighted clouds which the crew had reported tobe below the aircraft. Although the several ground radar returns

UFO BOOKS for sate.Send SASE for .list to:

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Trenton, NJ 08606-1174

INTERNATIONAL UFO REPORTER MARCH/APRIL 1087 21

Terauchi's testimony shows that, a month and a half after the sighting,he recalled the individual events quite, but not perfectly, accuratelyand that he confused the order of some of the events. The order ofthe events as presented in Terauchi's testimony has been modifiedsomewhat in this presentation to make them agree with the orderfound on the air traffic control tape. (Terauchi's testimony is takenfrom the English translation of the Japanese original as found in theFAA file on the JAL 1628 sightings.)(3) Flight path as reconstructed from the radar data packagesupplied by the FAA (FAA file on the JAL 1628 sighting).(4) Information obtained from the tape recording of the communica-tions between the airplane and the Air Route Traffic Control Center(ARTCC) (FAA file on the JAL 1628 sighting).(5) Writing somewhat more than a month after the event, the pilotrecalled'2) that the plane first communicated with Anchorage at 5:05P.M. He correctly recalled that the plane was asked to fly directly toTalkeetna and then take air route J-125 to Anchorage.(6) The order of events as presented here follows the order in theAARTCC transcript (ref. 11). The order of presentation in thecaptain's written testimony is somewhat different. It appears that heaccurately recalled most of the events which make up the totalsighting, but he did not always present them in the proper order. Hispresentation seems to jump forward and back in time occasionally.The order of events as presented here seems, to this author at least,to be the most consistent with the testimony of the copilot and theflight engineer and with the AARTCC transcript. It should be notedthat the lights were first seen by the captain in a location to the leftand below the plane where neither the copilot nor flight engineerwould be likely to look. Whether or not the captain mentioned them

at that time is not known. But all three witnesses recalled seeing thelights remaining in front and somewhat to the left of the aircraft for anumber of minutes and then seeing the lights return to the left side asfar back as the nine o'clock position. After the lights dropped backfarther than that, only the pilot was easily able to see them because ofhis position on the left side of the plane. Thus the sighting wasbasically a single witness sighting at the beginning and the end and amultiple witness sighting in the middle.(7) Notes made by Special Agents Jack Wright, James Deny andRonald Mickle after the crew was interviewed just after the planelanded at Anchorage on November 17 (FAA Tile on the JAL 1628sighting).(8) Interview of Capt. Kenju Terauchi by Dr. Richard Haines(private communication).(9) Information found in the January 5,1987, interview of CopilotTakanori Tamefuji. The difficulty in communicating through aninterpreter is evident in the transcript of this interview. At one pointthe interviewer asked Tamefuji, referring to the arrays of lights aheadand to the left, "And you could distinguish these lights [sic] as beingdifferent from the star....?" Tamefuji's response is transcribed as"NNNooo ," which some might interpret as meaning that Tamefujicouldn't distinguish the lights from stars. But the interviewerimmediately continued "....from the stars?" to which Tamefuji replied,"Different is fine." Subsequently Tamefuji made it quite clear thatthe lights were very different from stars (FAA file on the JAL 1628sighting.)(10) Information found in the January 15,1987, interview of theflight engineer, Yoshio Tsukuba (FAA file on the JAL 1628 sighting).(11) Transcript of the conversations between the airplane and the

310 . \ l-'H-l*T"B*-I- J

Figure 12: Copt. Terauchi's event map

22 INTERNATIONAL UFO REPORTER MARCH/APRIL 19S7

AARTCC and between the AARTCC and the Air Force RegionalOperations Command Center (ROCC) (FAA file on the JAL 1628sighting).(12) Interview with Capt. Terauchi published in People magazine,Januaiy 26,1987.(13) Personal statement by Carl Henley of the AARTCC, released bythe FAA office oji December 29,1986.(14) "FAA Releases Documents on Reported UFO Sighting LastNovember" by Paul Steucke, Office of Public Affairs, AlaskanRegion, Federal Aviation Administration, U.S. Department ofTransport (March 5,1987).(15) "UFO Mystery Solved," a press release by the Committee forScientific Investigation of the Paranormal (CS1COP), January 22,1987 (Buffalo, New York).(16) This investigation of the JAL sighting was supported by theFund for UFO Research.

(17) Klass no longer believes that Jupiter and Mars can explain thearrays of lights that appeared in front of the jet. According to a letterwritten by Klass, "A revised press release was issued at CSICOP'sconference in Pasedena in late April, which indicates that I nowbelieve the 'jet/rocket-engine' type UFO miinlly reported byTerauchi was a reflection of the full moon, almost directly behind theJAL and at an elevation of about 12 degrees bouncing off the spotclouds that he reported to be ahead and at or just below his ownaltitude (see transcript at 0222:16)." If Klass had read farther in thetranscript, he would have found that Tamefuji actually reported, at0223:05 or 5:23:05 P.M., that the clouds were below the altitude of theplane. There was some confusion at this point in the transcriptbecause of interference with the transmission of signals. See the textfor a more complete description.

(c) B. Maccabee, 1987

We're Going to Ruin the Ending:The Split-Radar Returns Did It

By KEN WELLS in the vicinity of the JAL jet were actuallyStaff ncpnricrnfTiin WAI. I .STKKKT J I I U M N A I . "split-radar retUHlS"—ShadOWS Of the

Publishers who sell paperback myster- plane's primary echo,ies for $2.98 may be envious of the Federal The conclusion was bolstered, says Mr.Aviation Administration's regional office in Steucke. by a report of a United AirlinesAnchorage. Alaska. The office is offering a pilot who, at the request of Anchoragepricey mystery that's drawing a lot of at- flight controllers, flew near the path of thetention-a $194.30 unbound collection of re- JAL jet at the time of the mysterious ra-pons dealing with the celebrated sighting dar readings. He saw no other aircraft,of a UFO by a Japan Air Lines pilot over The FAA normally doesn't get into ei-the Arctic Ocean last Nov. 17. ther the UFO or the publishing business.

"We've sold 50 complete packages so But it investigated this incident because anfar." and received about 300 orders tor aircraft might have ventured unreportedportions, says Paul Steucke, an FAA into the airspace of the JAL cargo carrier,spokesman in Anchorage. which was en route from Iceland to An-Glossy Color Photos chorage, Mr. Steucke says.

In consideration of UFO-watchers A Pilot's Viewwhose resources aren't astronomical, the And though the agency routinely makesagency will sell separately any of the 20 certain reports available, it Has been as asitems in the collection. These include a $50 mystified by the demand for its costly doc-cassette recording of the conversation be- uments as some people are by the sightingtween flight controllers and the JAL crew itself. But the graphic testimony of Kenjuduring the 50-minuie encounter, and a $56 Terauchi. the JAL pilot who reported theset of glossy color photos of radar read- sighting, probably hasn't hurt sales,outs. The prices are based on the cost of He told the FAA immediately after thereproducing the materials. incident that he had been followed by two

Orders continue to roll In despite the strands of lights, pulsating with amberFAA's conclusion-in a separate report glows, and a huge craft that appeared tothat costs nothing-thai it couldn't substan- be a "mother ship." He later said the largetiate the sighting. Its technical experts in UFO was the "size of two battleships" andAtlantic City, N.J., said blips on a. radar appeared to be made by "a very high tech-screen that appeared to confirm an object nology and intelligence."

Wall Street Journal. March 12,1987

INTERNATIONAL UFO REPORTER MARCH/APRIL 1987 23

ALASKAN AIR COMMAND—PART 7

Isolated Alaskan Radar ProvidesMissile Warning, Space Track DataCRAIG COVAULT/CLEAR AIR FORCE STATION. ALASKA

'"Phe isolated U. S. Air Force ballistic1 missile early warning system site here

is providing a manned attack warning ca-pability to back up missile warning space-craft, and daily satellite tracking data toUSAF Space Command.

The Clear AFS BMEWS site is underthe direct control of the North AmericanAerospace Defense Command and theUSAF Space Command, and is supportedby the Alaskan Air Command.

The 11,000-acre Clear site is located onthe northwestern flank of the AlaskaRange, about 80 mi. southwest of Fair-banks. Considered an isolated duty sta-tion, it is operated by 450 personnel.

The radar site is one of only a few facil-ities in the world where USAF and Cana-dian Forces controllers sit and actuallywatch radar screens to assess any poten-tial ballistic missile attack against NorthAmerica.

The Clear radar data would help vali-date missile attack data from other, moreautomated sources,, such as the USAF De-fense Support Program's infrared missilewarning satellites in geosynchronous orbit.

"The public wants a man in the loopfor confidence in warning against attack,instead of just having a computer saysomething is happening," Lt. Col. JamesC. Phillips, outgoing commander of the13th Missile Warning Sqdn. here, said."Clear provides that manned backup."Lt. Col. Timothy McMahon is takingover command of the site.

While dear's three 106.ft.-taU. 400-ft.-

wide antennas search for Soviet and Chi-nese ballistic missiles, the most immediatethreat to the BMEWS facility here comesfrom reduced U. S. defense budgets andthe sites' aging equipment. The FederalElectric Services, Inc. (FSI) Div. of ITT,which manages the Clear site, recentlywon a new three-year contract for man-agement of the facility. A key element ofthe FSI proposal was implementation of anew manpower plan to reduce costs by $3million per year

The cost-savings plan was importantnot only for FSI's contract win overRaytheon, but also in helping to keep thesite open as a cost-effective operation, ac-cording to Alan G. Dion, FSI site manag-er.

Several USAF officers said the Clearsite is an important element in U. S. stra-tegic deterrence, even though it is 25years old.

Its radars throw beams deep into theUSSR. This extra element in warning ca-pability directly deters an attack, officershere said.

The facility went into operation inabout 1962, along with similar BMEWSsites at Thule, Greenland, and Fyling-dales, England. The Thule site was up-graded to a phased array radar severalyears ago, and the Fylingdales site isabout to be upgraded.

Depending upon future defense budgetand operational decisions involving armstreaties between the U. S. and SovietUnion, the Clear site could be given aphased array upgrade in about four years.

The site functions like a small town,with its own coal-fired electrical powerplant and numerous recreational facilities.

The manning is divided among 125 uni-formed Air Force personnel, 75 civil ser-vice personnel and 250 contractorpersonnel. Of these, about 80 mission-crit-ical personnel are on duty 24 hr. a dayand directly involved in ballistic missilewarning and space track observations.

Clear's radars send a 2,500-3,000-mi.-long radar fence into the Soviet Unionand toward China.

During a missile attack, tracking datafrom the site would show the latitude andlongitude from which a missile waslaunched, and also predict the U. S. im-pact point within about 2 mi. This attackassessment data would be important indetermining a U. S. military response.

In addition to missile warning and at-tack assessment, the site provides exten-sive space track data to USAF SpaceCommand. USAF personnel here fall un-der management of the 1st Space Wing,

Two of thru 108-fL-tall, 400-ft.-wida ballistic missile tarty warning radars sit near the large, round dome housing an 84-M tracking radar at ClaarAFS, Alaska. Tha radars scan 120 deg. of azimuth to datact Soviet and Chinese ballistic missiles The tracking radar also provides space (rack data.

AVIATION WEEK & SPACE TECHNOLOGY/August 1. 1988 65

ALASKAN AIR COMMAND—PART 7

Canadian controller who had the primaryresponsibility of verifying the accuracy ofany missile warning data that might ap-pear. The controllers must adjust their ra-dars to prevent interference from theMoon and Earth's aurora, according toCapt. Scott Shepherd, chief of standardi-zation/evaluation here.

Display boards on the walls showedsystem status and data on simulated in-coming missiles.

DAILY EXERCISESThe crews normally run three exercises aday to maintain their proficiency, and inan exercise observed by this editor, theteam handled multiple system failuresand a missile raid against the U. S.

The exercise opened with the malfunc-tion of a full transmitter building feedingthe Sector- 1 radar watching China and'Sector-2, covering the central USSR. Thecombat crew worked with contractor per-sonnel to switch to another transmitterbuilding that would feed both the Sector-2 and Sector-3 fans covering the USSR.They also had a 2-min. time limit inwhich to simulate configuring the 84- ft.dish antenna as a backup to watch theChinese sector. The move was accom-plished within 1 min.

The Sector-3 radar then registered ascanner problem that killed its monitoring

capability. Since monitoring the USSR isa higher priority than monitoring China,the crew simulated commanding the dishantenna from its role of backup monitor-ing of China to backing up Sector-3 moni-toring of the Soviet Union.

The crew commander also simulatedcalling the NORAD missile warning cen-ter to tell it thai a malfunction had oc-curred and what was being done about it.

The crew simulated the clearing of in-terference off their screens. Snowmobilesrunning in the area around the site willsometimes cause such interference, forc-ing security police to ask the drivers ofthose vehicles to leave.

After the malfunction training wascomplete, the team simulated a missile at-tack.

A large group of radar targets beganmoving through the lower beams on fanscovering all three regions.

"Mass targets in No. 3 lower," the Sec-tor-3 controller, Senior Airman TenaBuffington called out. Within 5 sec., thetargets had disappeared.

A few seconds later the same targetsappeared again in the upper beams of thefans and more targets appeared in theSector-2 lower fan. This indicated a mul t i -ple ICBM raid from both China and theSoviet Union was under way, and the mis-siles were climbing out of the lower beam

into the upper beam in a trajectory to-ward the U. S.

At about 45 sec. into the run, the dis-play boards showed six unknown objects,and at about 1 min. into the run the firstlaunch and impact point locations beganto be printed out in the room.

The crew commander began talkingwith the Missile Warning Center at Colo-rado Springs while the deputy command-er called the contractor consoles to verifythe validity of the data. The contractorengineers determined the data was notvalid and the exercise was terminated.

Electrical power for the entire radarsite is generated by a large power plantadjacent to the tracker antenna.

GOOD FOR FISHINGThe site can generate up to 22.5 mega-watts, but normally runs at 7.8 to 9.6megawatts. About 90% of that is used topower the radars, with the rest used forhousing and utilities.

The missile warning operations hereare also good for the local fishing. Wa-ter that is used to cool the radar Kly-stron tubes is channeled to an AlaskanFish and Game Dept. fish hatchery ad-jacent to the radars. The hatchery usesthe warmed water to grow thousands oftrout and other fish for release in Alas-kan streams. D

We can make sure your ideas fly.R&D on aviation electronic defense systems isn't complete uniil llighi lesi requite wariaie and air defense flight services to the U.S. Defense Department. We havements have been met. Long delays and budget jamming costs havt always been the largest private Heel ol iei aucraft in the world and we have the internal capa-considered inevitable. But. now there is an innovative solution Fhgtii International biliry io adapt or modify our a rcialt to meet your mosi rigorous testing reqoirments.provides airborne testing platforms with a full range ol capabilities including towing Coll Tom Grigsby, Vice President M arkeling, at [804] 86G 5657 lor more information,and EW systems, and testing at all altitudes, speeds and envnonrrienss.Whelhet .nyv JTJ jfi-iT Telex: 901428.you require a Cessna 172 for low-speed, radar calibration or an F-5 lor high-speed.high aririude applications testing. Flight International is the fast, economical "3JPC IMTCD AIVITJ/'IAJ A Iahernairv? 10 uaditipnal options. 'Tlrr f/V I CfC/V/4 / /L//V/4L

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AVIATION WEEK & SPACE TECHNOLOGY/AuguSi 1. 1988 69

ALASKAN AIR COMMAND—PART FIVE

Airborne Intercepts BolsteredWith New Radar Data LinksCRAIG COVAULT/ANCHORAGE

Map shows positioning of Alaskan Air Command radars that hava just bean upgraded with long-rango FPS-II7 systems undor the Seak Igloo program.

/Control of U. S. fighter and surveillanceN-'aircraft monitoring Soviet activity inthe Alaskan Arctic and North Pacific isbeing improved with the addition of newairborne radar data links here to theNorth American Aerospace DefenseCommand's air defense center.

Significant improvements to AlaskanAir Command ground-based radar andcommunications facilities also have beenmade.

The NORAD Region Operations Con-trol Center (ROCQ at Elmendorf AFB isabout to be upgraded, enabling it to re-ceive real-time data transmissions fromBoeing E-3 AWACS aircraft operating inthe far reaches of the Alaskan Arctic andNorth Pacific. This will give the surveil-lance and weapons control officers in theROCC at Anchorage the same radar im-age available on the AWACS.

The upgrade will enhance control ofAlaskan Air Command F-15 intercepts ofSoviet Bear bombers at increasing dis-tances—a primary objective because ofthe growing range of cruise missiles car-

ried by the bombers. It also will be usefulin providing time-critical information toROCC commanders on future Blackjackbomber intercept missions, which couldoccur at higher speeds and at ranges faroutside that of ground-based radar.

The data link will furnish more real-time information to the full NORAD bat-

The control facility isdesignated 'Top ROCC,' a

reference to its location nearthe top of the world

tie staffs at Elmendorf and NORADheadquarters, the latter of which is buriedwithin Cheyenne Mt., Colorado Springs,Colo.

The ROCC is in charge of all air inter-cept activity here. Without the E-3 link, ithas had access only to real-time data ex-

tending to about 200 mi. from the coast.This is the maximum range of Alaska'sground based radars.

The control facility is designated "TopROCC," a reference to its location nearthe top of the world. It is in charge ofU. S. air sovereignty and radar surveil-lance in an arc extending north and west-ward tha t roughly follows Alaska'sborder with Canada.

The ROCC/AWACS data link capabil-ities are scheduled to be operational laterthis year. Until then, intercepts involvingthe E-3 will continue to use a "voice tell"technique to keep the radar plots in theROCC updated on the course of the air-craft being tracked.

This involves the E-3 controller fre-quently telling the ROCC controller thelocation and direction of the target air-craft. That information is manually en-tered into the ROCC's radar scopes toprovide data on what is beyond the rangeof the ground-based radars.

In addition to the new E-3 links, Alas-kan Air Command has improved commu-

AVIATION WEEK & SPACE TECHNOLOGY/July 11. 1988 111

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Al ASKAN AIR COMMAND—PART FIVE

Airborne Intercepts BolsteredWith New Radar Data LinksCRAM;

Map ihovi floslllontno ol Alaskan Air Command radara thai han h»1 b«n omradtd vttti long-rose FPS-117 irttaou rotor tin Seek Iglw program.

Coutrol of U. S lighter and surveillanceaircraft monitoring Soviet activiiy in

[he Alaskan Arctic and North Pacific isbeing improved with the addition of newairborne radar data links here to theNorth American Aerospace DefenseComnuiidX air defense center

Significant improteinenis to AlaskanAir Command ground-based radar andcommunications factlitiia also have beennudf

Tlie NORAD Region Operation'. Con-trol Center (KOCC) a( Elmcndorf AHB isuhoul 10 be upgraded, enabling il (o re-ii-ivc real-tune d;na transmissions frnHiving T-J AWACS Jircrjfi operiilmgihu far rejdics of ihe AliihLin Arctic ,11Ntirili I'iicitic. 1 Ins «'ill give ihe survcl.iricc and »'c.ipoiiN conirnl oiriccrs in 1KOCC ji Anuliiirugi: Iht sjine ml.ir im-jigt .nuilalilc -in ihe AWACS

II10 upgrade will erilunce Cdrnrol ofAluskjii Air C'ininiaiid I:-IJ intercept ofSnvit-i Hc,ir hoinbcrs a I increasing dis-lanciri—:i pnnurj- objective bocjuso ofthe growing range of cruise ninsile* ear-

ned by ihe bombers It also will be usefulin providing time-critical information toROCC commander; on future Bbckjackbomber intercept missions, which couldoccur at higher speeds and ai ranges faroutside that of ground-based radar.

The data link will furnish more real-time information to the full NORAD bal-

The control facility isdesignated 'Top ROCC.' a

reference to iis location nearthe top of the world

lie sulT-, at Elmendorf .ind NORADli&idquLiners, ihe l.iiter of uhicli is buncdwithin Chejcnne Ml., Culorado Sprmg\Colo.

The ROCC is in charge of all air inter-cept actnily here Without ihc li-J ImL. itha* had access only to real-time data ex-

tending to about 200 mi. from the coast.This is the maximum range of Alaska'sground based radars

The control facility is designated "TopROCC." a reference to its location nearihe lop of ihe world Ii is in charge ofU. S air sovereignly and radar surveil-lance in an arc extending north and «CM-uard that roughly follous Alaska'sborder with Canada

The ROCC/AWACS data link capabil-ilics are scheduled to be operational bierthis jcar Unlil ihen. intercepts invokingihe E-3 mil continue to use a "voice tell"lechniquc to keep ihe radar plots in theROCC updated on (he course of ihe air-crjft being tracked

Tins involves ihe E-J comrolkr fre-quently telling ihe ROCC corn toller thekvaiion and direction of the target air-crjfi. That information is niaiiuull; en-tered inio ihe ROCC's radar scope> 10prnude djia on what is beyond the raneeof the ground-based radars

In addition to the ne» E-J links, Alas-kan Air Command has improved commu-

*

AVIATION WEEK i SPACE lECHNOLOGV/Ju^ 11. 1968 ' 11

pilots, and they have instilled in them a ^* --. mountains below. Naturally mostlarge devotion to duty He said neither /%^^ •* people know Alaska is full of tallof the other two crew members would j f f ^j2^7-sjs5 mountains, including North America'shave even suggested getting up to look. &?f$&\?t3> tallest, Mt. McKinley at over 17,000 feetThey would just continue monitoring ^ljfflb&ff^y'*~* y above sea level, so that explanationtheir systems. Lear said an atomic I W_^^=»"^ /^ ' sounds logical. However, plotting thebomb could've gone off out there, but ^f^*^~l^~^Sr ^^~ 's coursc over a Sectionalthe other two probably still would have g^f ^^^Tj\ Aeronautical Chart showing contouredwaited to have a look until the captain ^^J ^ terrain reveals the majority of thetold them to. ^fc^^k terrain below the 747 during the time of

77 j^^'^'A 'ts S|9^tin9 *s 'ow- Thfi on'V mountainRADAR /S8^r\v^!^^7 range crossed was about a hundred

^rf^^^^^W^'^f miles northeast of Fairbanks whose7) Concerning the two smaller J^SnBlsJK^^ff'y highest peaks rose to 5000 feet above

objects not appearing on radar; they r^M^USMa««afl'--t sea ^^ Subtracting off the groundwere probably too small, but most likely elevation left highest peaks only in thetheir curved cylindrical shapes Weather radar operates on a area of 4000 feet above ground level;represent those inherent to radar- longer wavelength than air traffic hardly tali enough to have an effect onf o i l i n g "Steal th" technology . control radar. Consequently, it doesn't the 747's radar and clearly anEssentially, sharp edges, flat surfaces, have the capability of showing up explanation that stretches it badly,and especially hot engine exhausts ordinary-sized aircraft. It's function is to 9) I also read a newsclip quotingcause strong radar returns while show large cloud masses in order to Paul Steucke, FAA Administrator, ascurved surfaces do not. The giant UFO avoid rough weather enroute. Only saying he had gotten several letterssimply was too big to not show up at those objects as large as a cloud would advising the FAA how to scientificallyleast periodically on the FAA, USAF, show up, aircraft carrier-sized, stealth- interrogate the pilots, but he said heand 747 radars. The globe shape with shaped flying objects certainly being wasn't going to ask any scientificno visible hot exhausts made it difficult roughly of cloud size. If 747's carried air questions; that it wasn't FAA'sto reflect radar beams. Together with traffic-type radar systems capable of responsibility to probe any further. Itmodem radar-absorbent materials, the detecting small aircraft, we would seems incredible to admit to the pressprospect of a strong radar image is already have the often-in-the-news that they weren't going to make anmade even more diff icul t . The elusive "collision avoidance system", attempt to ask any really meaningfultranscripts also stated the color only in the initial stages of experimen- questions.weather radar onboard the 747 showed tation. They only carry weather radars. I have tried to bring out only pointsthe huge globe in green, symbolic of the 8) Klass claimed the reason for the I have not yet seen in print, withweakest kind of reflection. Red would radar image on the 747's scope was the emphasis on refuting public statementsbe the strongest. *• radar refracted off one of the big made by Philip Klass.

KLASS CONCERNS

By Budd Hopkins

Budd Hopkins, a leading we have, I hope, done the only thing complex as this demands thoroughresearcher in UFO abductions, is that these circumstances demand — investigation, probing, face-to-facethe author of Missing Time and we have avoided that individual, interviews, psychological testing and soIntruders. refusing to allow ourselves to become on. In this arena an author will

entangled in any way. It should be clear inevitably be judged by his investigatoryDear colleagues: At some time in to everyone by now that Philip Klass is methods, not his opinions. Now, a few

the past each of us has probably had the such a man — an incompetent months ago 1 appeared on the Oprahmisfortune of encountering one or two investigator. We must recognize that Winfrey television program with twoUFO investigators who were simply fact and from now on decline to women abductess, both of whom areincompetent — ill-informed, filled with cooperate with him in any way. intelligent people of good will. Philipzany preconceptions, laden with Klass has announced that he is Klass also appeared on this program, atheory, unable to read the evidence writing a book on UFO abductions. circumstance which provided him with acorrectly. And when this has happened Without any doubt a subject as perfect opportunity to research his

13

Lawrence Fawcott and Barry J.Grecnwood

INTENT

book by in te rv iewing the two off-the-cuff theorizing. • As a corollary, 1 would like toabductees. I was stunned when he For investigator Klass, interviews suggest to the many objective, non-made no attempt to do so either during with men and women reporting fanatic, gentlemanly members ofor after the show. A woman in the abduction experiences are obviously CSICOP that I will be pleased to talk toaudience stood up and began to irrelevant to a book on abduction those among your membership who arerecount her abduction experience, experiences. The answer comes first, genuinely interested in investigating thethereby providing our author with yet ready-made: since UFOs don't exist, UFO abduction phenomenon, noanother opportunity for an interview UFO abductions can't exist either. matter what your prel iminaryafter the program. He declined to do so Why bother looking into the reports hypotheses. Surely the majority of yourand instead told the woman this: when it is so much easier just to write a members must disavow Philip Klass's"Speak to Budd Hopkins." The book denouncing them? According to behavior as strongly as we, fromimplication was unmistakeable: Philip Klass anyone reporting such an another point of view, would disclaimHopkins might actually interview experience is by definition either a liar such unethical and mindless fanaticismpeople making this sort of claim, but he, or somehow mentally disturbed, so why emanating from one of our own. All ofPhilip Klass, would surely not waste his trouble oneself by conducting an us, from whatever point of view, shouldtime doing so. inquiry? welcome fair criticism and careful,

During the recent MUFON If these points illustrate Klass's knowledgeable investigation — andconference in Washington, D.C., Klass "investigative methods" and his ethical condemn bigotry and intellectualobserved the panel on abductions and sensitivities, another well-known intimidation wherever it occurs,photographed each of the abductees as incident reveals his sense of fair play,he or she spoke. One of these was When the University of Nebraska"Kathie Davis," the central figure in my hosted a conference on unexplainedbook Intruders, a work which Klass has phenomena in 1983, Klass phonedsaid he is attempting to refute. Yet after Robert Mortenson, the University'sthe panel and for the entire next day he Director of Conferences and Institutes,avoided asking so much as one According to Mr. Mortenson, Klassquestion of Kathie or any of the other stated that many UFO investigatorsabductees who had spoken. So far as I believed the U.S. government was notknow Klass has never conducted a telling the truth about the UFOsingle face-to-face invest igat ive phenomenon. Therefore, Klass wentinterview with any abductee, the on, by promulgating distrust of the U.S.individuals about whom he plans to government, UFO investigators werewrite with authority. lending support to the Communist

movement! Klass's despicable tactic isKLASSICAL METHODOLOGY vintage McCarthyism, but apparently

effective; The University of NebraskaHis methods of investigation, had declined to host any more such

however, are clear. He easily "solved" conferences,the Frederick Valentich disappearanceover Australia's Bass Strait by simply SOLUTIONannouncing to Dr. Richard Haines, theleading authority on the case, that The solution to our problem is nowValentich must have been a dope dealer self-evident. Klass must be treated thewho concocted his own disappearance way one treats any other grosslyand then stole the aircraft! incompetent investigator. He must be

Now Klass, so far as I know, never totally ignored. The day after thevisited Australia. He never met or Washington conference I made theinterviewed any of Valentich's family, decision that I will never again receiveteachers or colleagues, never, his phone calls and I will return hisapparently, acquired any first-hand letters unopened. I will not appear withknowledge of the event before him on any television or radio program,pronouncing such a scandalous I will simply treat him as someone with"solution". There is precisely the same no competence to speak about UFOamount of evidence that Philip Klass is, investigations. The sad truth is thatsay, a child molester, as there is that Philip Klass is to UFO research asFrederick Valentich is a drug smuggler Lyndon LaRouche is to political— namely, none whatsoever. My discourse. Conspiracy-theorists ,analogy, of course, is designed to whose strange ideas are set in cement,underline the gratuitous cruelty of such just cannot be dealt with.14

THEGOVERNMENTCOVERUP

What does the government knowabout UFOs and why won't it tell us?

With a foreword by Dr. J. Allen Hynek

YEARS•IS LONG

•ENOUGH

the correct format of "an authentic does not mention the detailed in fact, are currently seeking anTruman letter" which, according to investigation conducted well be/ore this independent, unbiased, investigation ofKlass, would contain the name and document was either received in the documents' authenticity. We doaddress of the recipient in the lower left December 1984 or released. (The claim, however, that no evidence (ofcorner. documents were sent anonymously to which we are aware) exists that

The document, however, is not a Shandera on 35mm film.) This effort by conclusively proves the documents to"letter" but an executive memoran- Friedman and Moore established, on be false, and we encourage furtherdum, the style and format of which, the basis of interviews with nearly 100 investigation of these extraordinaryaccording to one expert who claims to different persons coupled with papers."have handled virtually all of the extensive travel, documentation andunclassified and declassified Executive other legwork, that an unknown objectOrders from that era, "looks absolutely with extraordinary characteristics hadauthentic." Indeed, nothing about this crashed outside Roswell, New Mexico,document suggests that it is not in July 1947; that an announcement to SERVICEauthentic-including the date of the this effect was made by the ^ ,,_rt

, . .. , , . ., 4 The UFONEWSCLIPPING SERVICEmemorandum and the typeface used. government; that a cover-up waswit] keep you informed of all the latest

United States and World-Wide UFOactivity, as it happens! Our service wasstarted in 1969, at which time wecont rac ted with a reputableinternational newspaper-clippingbureau to obtain (or us, those hard tofind UFO reports (i.e., little known

,,T n r- yv i » i— . j. .j i i j . i photographic cases, close encounterpage Top Secret Eyes Only Five individuate involved in the .. . , „ . .r s r ' and landing reports, occupant cases)

Moore, Friedman and Shandera say instigated within 24 hours of thatthey have strong additional evidence announcement; that alien bodies wereconcerning the authenticity of this found; that material was sent to Wrightmemorandum and will publish it at a Field in Ohio for analysis; and thatlater date. civilians were debriefed and warned to

A third item the debunkers change their stories to conform toattempt to explain away is the seven- official pronouncements.

Eisenhower briefing paper to which the Roswell event, including the Air ForceTruman document was attached. Klass officer who led the original retrieval,claims that it describes a 1947 UFO have testified that strange symbolscrash in New Mexico as if Eisenhower were attached to portions of thehad never heard of it. That judgment crashed vehicle. These symbols arecannot be reached on the basis of the mentoned in the MJ-12 document.data in the document, especially if, as Klass docs not mention that the 12 containing.he laies. United States and

r Canadian UFO newschppings, withour foreign section carrying the latestBritish, Australian, New Zealand andother foreign press reports. Alsoincluded is a 3-5 page section of"Fortean" clippings (i.e. Bigfooi andother "monster" reports). Let us keep

° *latcs'hppnin3S

was the case, the primary custody of persons named as members of Majesticthese materials resided with the Office Twleve all had high-level securityof the President. Even if Eisenhower clearances and close interlocking ofhad been informed of the crash, he past activities.would not have known all the details. In summary, none of the manyEisenhower had already made a public questions raised thus far concerningannouncement (with presidential the alleged Eisenhower briefing papers . . .__ . _. .. .. „r ^ j r- r- m the UFO and Fortean fields.approval) in June 1947 (prior to the and accompanying documents leadsalleged crash/retrieval) that he would inevitably to the conclusion that theyassume the presidency of Columbia are counterfeits. At least one formerUniversity around the end of the year. U.S. senator (and presidentialThe named members of the Majestic 12 candidate), Barry Goldwater ofgroup were all high-ranking scientists, Arizona, has stated on the record thatintelligence officers, and technology when he attempted to find out the truthexperts. There is no reason at all why about UFOs, he was "denied thisGeneral Eisenhower, despite his many request" and that the matter "is stillmilitary achievements, would have classified above Top Secret." Thebeen considered for membership in senator said he had heard that a plansuch a group. To suggest that the was underway to "release some, if notdocument is "phony" on this basis, all, of this material in the near future."instead of the basis of any mistaken Mark Rodeghier, scientific directorinformation in it (of which there is of the J. Allen Hynek Center for UFOnone), is to engage, at the very least, in Studies, made the following statementconclusion-jumping. about ten M J-12 documents: "The

Center for UFO Studies has not yetROSWELL INCIDENT concluded that the documents from

Moore and his colleagues are eitherThe CSICOP press release also authentic papers or a clever hoax. We,

and all other UFO reports, many ofwhich are carried only in small town orforeign newspapers."Our UFO Newsclipping Serviceissues are 20-page monthly reports,reproduced by p h o t o - o f f s e t ,

For subscription information andsample pages from our service, writetoday to:

UFO NEWSCUPP1NG SERVICERoute 1 — Box 220

Plumerville. Arkansas 72127

MUFON103 Oldtowne Rd.

Seguin, Texas78155

n

JAL: KLASS DISPUTED

By Lindy Whitehurst

I have been boking into the claims change and the westwardly motion of arranged in rows and columns with amade by Philip Klass and comparing the planets during the ensuing 37 dark gap at each one's center, but mostthem to the transcripts of the pilots and minutes, Jupiter and Mars moved 3.5 papers d i d n ' t . Klass c la imsto the FAA reports on the Japan Air degrees westwardly while the UFO Jupiter/Mars were at the right altitudeLines flight 1628 over Alaska. The moved 70 degrees eastwardly! to have been what the pilots saw asfollowing represents what I have found I saw many clippings from their UFOs. This intimates one or bothand what I have not seen in print. newspapers around the country accept of the planets refracted through the

1) Klass claimed Jupiter and/or Klass's Jupiter/Mars position claims dense part of the atmosphere low onMars were in the precise direction of without checking them out. Even the the horizon, causing them to appear tothe two bright UFO's at the time of the amateur astronomer magazine, dance about, change colors andsighting. Using my computer programs "Astronomy," accepted the claim in a confuse the pilots. When stars andto reconstruct the location of the brief mention; examples of a gullible bright planets are near the horizon, thiss ight ing (Alaska l a t i tude and "take-it-at-face-value press" simply certainly happens, but they show uplongitudes), time, date, and directions because Klass is a recognized quotable only as fuzzy, indistinct blobs.of Jupiter and Mars, I have found large source. The key here is that thedeviations from Klass's claims. 2) The pilot described the two atmosphere acts as a lens when bright

At the initial sighting of the UFO, UFOs as of equal size and brightness. objects are low to the horizon andthe JAL flight was at Longitude 144 Jupiter at the time was at magnitude of- diverges the light, with the turbulentdegrees West and Latitude 67 degrees 2.1 while Mars was -KJ.2 (each integer of atmosphere causing them to moveNorth about 2:14 am GMT or 6:14pm magnitude represents a difference of about erratically. However, theAlaska Standard Time. The pilot 2.5 times in actual brightness, therefore atmosphere does not have a secondreported the UFOs at the 11 o'clock the difference in brightness between lens to focus the image to show anyposition while the 747 was on a course the planets was 5.75 times, with Jupiter kind of structure at all, such as theof 220 degrees southwesterly. The 11 being the brighter of course. distinct rows and columns of lights. Justo'clock position then places the UFO at 3) If Jupiter and Mars were putting to be sure, I asked a number ofan azimuth of 185 degrees (azimuth is on such a show, why didn't the United members of the Houston Astronomicalmeasured from north at 0 degrees flight and the C-130 pilots see it also? Society, all with over 20 yearseastward with east being 90 degrees, Both planets didn't set until several experience observing, photographing,south 180 degrees, and west 270 hours later. It would be an odd building, and selling telescopes whetherdegrees). At that time, Jupiter was at coincidence for such an unprecedented it was possible for any low-horizonAzimuth 141 degrees and Mars was at "natural" atmospheric show to end in bright object to show structure throughazimuth 159 degrees according to my the two or three short minutes between the dense atmosphere. All agreed, itcomputer program (program by the last sighting by the 747 and the initial just isn't possible.Zephyr Services: oldest and most sighting of the 747 by United Air Lines 6) Klass comments that only thewidely used amateur astronomer flight 69. JAL captain saw the huge dark globesoftware). 4) Klass claimed the JAL pilots and not the other two crew members.

This means Jupiter was 44 degrees were seeing the UFO while the United The dark globe was visible only fromaway from the UFO in an eastwardly pilots could see the entire volume of the captain's window on the left side ofdirection and Mars was 25.5 degrees airspace around the JAL and saw no the aircraft. It did not fly in front of theeastwardly of the UFO, both being a UFO. He failed to mention the JAL cockpit as the two smaller objects did.significant difference. As the 747 did a pilots claimed the big UFO vanished At the Washington, D.C. MUFON360 degree turn over Fairbanks, it took shortly before the United Air Lines symposium, a few of us were askingup a heading of 200 degrees toward came into range, which timing can be airline captain John Lear about that.Anchorage. The 747's last sighting of verified with the FAA transcripts sold to One guy said if he'd been up there, hethe UFO came at 2:51 am GMT or 6:51 the general public. would certainly have gotten up to leanpm Alaska time. The UFO was over the captain's shoulder and lookdescribed in the 8 o'clock position REFRACTION? out his window. I was wondering aboutwhich translates to an azimuth of 75 that, too.degrees. At that time Jupiter was at 5) Some newspapers published the Then John Lear told us we have toazimuth 144.5 degrees and Mars was at pilot's sketch showing the two objects understand the oriental mind and their163 degrees. Allowing for the course with the numerous individual lights society's discipline. Those were JAL12

That UFO was just old JupiterBy Henry Gordon "•• "•••"•••••• "•••••• (which was in the direction ofSpecial to The Star SJChtillCS Jupiter). At 4.50 p.m. the United

Like the Phoenix risine from the o o — pilot reported he coud see JAL, but

^ffiJ^nAsffi ^•j^^H SSSrHnSS^Tttotmber a story out of H^^^I^^B ^S^^ldnto.mAlaska grabbed headlines across HF^ -"- ^H lha\ area P 'the continent and received major V --^^^fH J c £ i ~ ™ - • . *u r- 4television and r a d i o n e t w o r k M. ' ^^^H ,>/lSa!s: Z^:'*"^6/^

Lines 747 en route to Anchorage,reported an Unidentified FlyingObject following his aircraft In-deed he d.l»& seeing three of

Photographed by his radio reportwhich wouTd^mto7avec7rrob? Voyager I spacecraft. ;'My suspicionsi that this UFOrated the reports of Terauchi, an *0 «» risht of TunitPr m'S a bright celestial bodyexperienced oilot and his crew -S VI JUP'ter- , . . were prompted by the fact that theexperieniea puoi, ana nis crew. -j^g pl]0t never rep0rted seeing Dji0t renortpri wina thp nhippt fnr

The story was resurrected re- (hp,p n\anp^ ;n hi<: raHin rpnnrt in PJ nP?Tl^ ™"?1^e ODJecl lor

centlv in another Toronto Sundav S P anets in his radio report to many mmutes," said Klass.paper wftr? the Author S Fed,er1 Avi?ll

A°n ,Admimsira ion Another clue was t h a t whens^nesxmport to theprobabU tvof contr?U

Hers at Anchorage. He just F]ighl i628 descended 4,000 feet,strong support 10 ine proDaoiiny oi reported seeing a "white and yel- the UFO still annparpri tn hp at Ihnan extraterrestrial object having i n £ i i f f h t " ine urui i i i i appearea 10 oe ai me

hPPn ^iohtpri low ngni. , , , , . . , , plane's altitude. At Jupiter's greatWeU he was rieht But what he +KMa-ny^°f !he o^J^a''* .of distance th i s change in altitudewen, ne was ngnioui wnaine the incident, as carried by the would oroducp no annarpnt rhanppdidn't say was that investigation npw<. mprfifl wprp HSCPH nn *!*. wouia proauce no apparent cnange

'had revealed a natural and n?oiair , media, were based on six- in the planet's apparent altitude.ewlanatfon fo" tS• sSting- The ?fek"°rd ff?"6?101" of ?f P1*01- This is the same effect one getsexTraterrestrial bbiect wai the J0?88 found J1!11? f thf de" when etching the moon from aextra terrestrial O D J G C I was ine tjuls wnra rnntrariirtpri hv A Iran- -..4* .un. n .1* • .tails were contradicted by a Iran- m o v i n g automobile. It a lways

script of the radio messages to seems lo be in thp «wmp nlarpPhilip Klass, for many years a FAA controllers while the incident ^Te claims of "adar sShlines

AntsolcP Vnnn".^Um,pWeenk WaS l^*^ W* ^reeLay explained Had rfope?And Space Technology magazine rauchi had "forgotten" severa atine in mountainnin; tPrrain ran

and one of the world's leading UFO important details which had a ?c"!iie™w"o^investigators, went to great pains bearing on the solution of the case, radar enerev bouncine off an air-to investigate the Alaska claim, and had "remembered" some de^ c?aft fs " reffecled a Lond timeHis conclusions make more sense tails which did not occur - a com- from mountains. This is quite com-than the speculation about flying mon occurrence in eyewitness re- mon. In addition in this case aSaA?«r.f 4 - r * u i r i rn - -^ * countings. spurious echo appeared briefly be-

At the time of the UFO incident For example, an important item fon<i the aircraft whereas the pilotthe JAL airliner was flying south omitted was that another airlineer, rpnortpd thp HFO was in fmni nrin twilight conditions, so that an United Airlights Flight 69, heading to the leftextremely bright Jupiter was vis- north to Fairbanks, was directed shnrtlv th^rpaftpr u / h i i P thpible on the pilot's left, as reported, to the vicinity of Terauchi's Flight J$?™L ^\\r^lr^a\^QIt was only 10 degrees above the 1628 by radar controllers to see if & * e !}1 'LXr w&s Jn Shorizon, which made it appear to it could spot the UFO. thp7aSr vwnl P

be around the plane's altitude of At 4.48 p.m. Terauchi reported screens. .35,000 feet. Mars, not as bright, that the UFO was to his far left and D Henry Gordon Is an interna-was slightly lower on the horizon, about 16 km (10 miles) distant tional lecturer and broadcaster.

(8)STANTON T. FRIEDMAN

NUCLEAR PHYSICIST - LECTURER

79 PEMBROKE CRESCENTFREDERICTON. NEW BRUNSWICK E3B2VI ps I agree

CANADA arcicle re the JAL cage

(506) 457-0232 lndeed p°orl!

STF

Mr. James W. MoseleyFOB 1709Key West, FL 33041 USA Feb. 14, 1987

Dear Jim:

Rarely has the Intellectual bankruptcy of anti-ufology been more clearly demonstratedthan with Phil Klass1 explanation of the JAL UFO sighting as Jupiter and/or Mars.T spoke with the FAA, have read their report, collected other information and evenviewed a slide of how Jupiter and Mars looked the night of the sighting. Some factsignored by Phil include that the UFO was observed on the aircraft weather radar;That the ground radar observer observed the primary UFO over an extended period ofLime; that the primary UFO station kept with the 747 through an extended period oftime and flight at different altitudes ; that the drawings made by the crew immediatelyupon landing show an object with a large sold angle not a point object. Jupiterand Mars fail all of these tests. In addition the pilot has more than 10,000 hoursas a pilot and has been flying polar routes for more than 2 years. To suggest thathe is unfamiliar with the planets in skies which are usually quite clear during longwinter nights is patently absurd.

Perhaps even more reprehensible is the fact that the pilot speaks rather j>oor Englishand is now stationed in Japan.!. Obviously he is not in a good position to sue Philfor the libelous or slanderous accusations which amount to suggesting total incompetenceI would expect that Phil has not talked to the crew with or without an interpreter.It seems strange that Dick Raines a scientist with considerable professional experienceconcerning perceptual skills spoke to the pilot through an interpreter with a PhD forthree hours and came away completely convinced that Jupiter and Mars could not explainche case. It reminds me of Phil's investigation of the Roswell Incident. Despite theCact that Bill Moore and I have talked to 91 persons involved in the case, Phil hastalked to none and yet claims he has explained it away!! It is no wonder I was ableto note more than 20 mistakes in his treatment in his last book-fantasy. Despitepersistent claims on his part that no secrets can be kept from the Woodward-Bernsteinso£ Washington, DC , Press corps, he has still failed to provide a copy of even oneo£ the more than 150 documents about UFOs that the NSA states it is withholding oreven an unexpurgated version of the Top-Secret NSA affidavit! to a federal courtjudge justifying Non-release.

Incidently the interest in UFOs certainly seems to be very high. I spoke at 7 collegecampuses in 5 states and provinces in a one week tour. Many overflow and very enthus-iastic audiences. Many friendly radio , TV, and newspaper interviews. My documentarymovie"UFOs Are Real"has played in several cities (TV) including New York. Videotapesare still available (VHS-or Beta) for only $40. US for the 93 minute full colorHollywood production. Hopefully all will ignore the last 2 minutes about BillyMeier which I tried to keep from being included.

Also I have been working full time on a study for Environment Canada on the use ofelectron beams for the treatment of powerplant flue gas to reduce acid rain. And Ihave started a new company SCAT Science and Technology Inc. to provide a uniqueCanadian service with regard to monitoring home radon levels. Busy tiimef. . . regards

Consultant • Lecturer • Autnor • BroadcasterStan

Feb. 20, 1987

Dear Walter Andrus:

How very sad that the passing years seem to have turned aonce gentle, and gentlemanly, person like yourself into someonewho is so very embittered and so very intolerant of viewsdifferent from his own.

To the best of my recollection, I have not levelled causticbarbs at you because of your belief in UFOs, either in myletters or in any of my book or articles.

Nor have I levelled your repeated accusations of a "closedmind" on the issue of UFOs. I subscribe to and read The MUFONUFO Journal and to the International UFO Reporter. Do yousubscribe to and read CSICOP's publication. The SkepticalInquirer?????

I am delighted that MUFON has seen fit to put out a pressrelease challenging my own analysis, for that is the modusoperandi of scientific methodolgy—challenge and counter-chal-lenge on scientific controversies.

Unlike you, I do not reject dialogue with those whose viewson UFOs {or other issues) differ from my own, even if I doubtthat such dialogue will change their views. I enjoy having myviews challenged, for it forces me to re-examine them morecarefully.

Finally, I shall study carefully your report on the JALincident when I receive my February issue of The MUFON UFOJournal.

Based on what you claim is a more thorough MUFON investi-gation, I assume that your published account will include thefact that United Airlines Flight #69 was vectored to the vicinityof JAL but could see NO UFO despite the fact that JAL reportedthe UFO was directly in front of United. And that the USAF C-130flight crew also in the vicinity was unable to see the UFO thatJAL was reporting. Unlike Capt. Terauchi, surely MUFON will NOT"forget" to include these all-important facts.

With sincere hopes that your bitterness will subside andthat your tolerance for the rights of others to their own viewswill grow, I remain,

Mutual UFO Network, Inc.103OLDTOWNE ROAD

SEGUIN, TEXAS 78155 U.S.A.WALTER H.ANDRUSJR. Telephone:International Director A Texas Non-ProfIt Corporation (512)379-92)6

February 16, 1987 Pl«« AddreuReplyTo:

Mr. Philip J. Klass404 "N" St. SouthwestWashington, DC 20024

Dear Phil:

Thank you for your "prosaic explanation" of the JAL 1628 sightingover Alaska on November 17, 1986. I could proceed to shoot down someof your points as totally inaccurate or twisting of the facts, how-ever you have already made up your mind and committed yourself. Isuggest that you will have to wait to receive the February 1987 is-sue of the MUFON UFO JOURNAL to learn what really happened in Alaska.(I interviewed some of the participants by telephone.)

I would like to make one point crystal clear, which you totally ig-nore when you repeatedly refer to "six-week old recollections of thepilot of JAL flight 1628; he remembered some colorful details;forgotseveral inportant events, etc." All three crew members were inter-viewed immediately upon landing their Boeing 747 on November 17,1986 at Anchorage by FAA investigators headed by Mr. Jim Newberry,FAA Security Manager. My facts are quoted from this investigation,not the reopening of the inquiry by the FAA after Christmas. A fullpage report was made by Sam Rich, FAA controller on November 17 ofthe incident. Mr. Rich's report and Mr. Newberry's investigationconfirm in writing exactly what tooK place. How can you as an "arm-chair Ufologist" sit in your apartment in Washington, D.C. and tellcompetent people in Alaska what they saw and ignore the facts tofit your own "prosaic explanation"? It is amazing that you knowmore about the sighting than the actual participants.

MUFON submitted a News Release to Associated Press rebutting yourincongruous 'claim that the pilot saw nothing more than the planetJupiter and maybe Mars." In the past you hav.e come up with somewild stories to explain a UFO sighting "to your own satisfaction,"however your ridiculous claims on this case have reached a new highin absurdity.

To carry on a dialogue with you is utterly foolish, and I apologizefor having done so in this brief correspondence. I shall not letit happen again. Your efforts to explain away something that does

MUFON UFO JOURNALThe Monthly Magazine of the Mutual UFO Network

DEDICATED TO THE SCIENTIFIC STUDY OF UNIDENTIFIED FLYING OBJECTS

not exist is an exercise in futility. Some of us wonder whatmotivates you in this negative quest for the answers to the UFOphenomenon. Do not bother to answer since my time can be betterutilized in constructive and positive investigation and research,

Sincerely,

Walter H. Andrus Jr.

P.S.: I have enclosed an appropriateNote Pad for you.

WHA:vc

PHILIP J. KLASS4O4 "N" ST. SOUTHWEST

WASHINGTON. D. C. 2OO24

12O2) 594.S801

Feb. 10, 1987

Mr. Walter Andrus, Jr.MUFON103 Oldtowne RoadSeguin, Tex. 78155

Dear Walter:

This is in response to your recent comments on the resultsof my investigation into the Nov. 17, 1986, UFO report by aJapan Air Lines 747 pilot.

I regret that the AP account of my findings as published inthe San Antonio Light was a much abbreviated version of myreport submitted to and released by CSICOP.

I therefore enclose a copy of my original, submitted toCSICOP before departing on my ski vacation, in the hope that youmight find some of the newly revealed details of interest.Especially the fact that United Airlines Flight 69 and an AirForce C-130 both were vectored to the vicinity of the JAL 747 andneither could see the "UFO" being reported by JAL—for reasonsexplained in the report.

Reference your unwillingness to participate in my UFOsurvey, that is your inalienable right and will be so noted inwhatever I write.

Sincerely,

fPHILIP J. KLASS4O4 "N" ST. SOUTHWEST

WASHINGTON. D. C. ZOO24

<2O2> DD4.BQO1

Feb. 10, 1987

Mr. Walter Andrus , Jr .MUFON

103 Oldtowne RoadSeguin, Tex. 78155

Dear Walter:

This is in response to your recent comments on the resultsof my investigation into the Nov. 17, 1986, UFO report by aJapan Air Lines 747 pilot.

I regret that the AP account of my findings as published inthe San Antonio Light was a much abbreviated version of myreport submitted to and released by CSICOP.

I therefore enclose a copy of my original, submitted toCSICOP before departing on my ski vacation, in the hope that youmight find some of the newly revealed details of interest.Especially the fact that United Airlines Flight 69 and an AirForce C-130 both were vectored to the vicinity of the JAL 747 andneither could see the "UFO" being reported by JAL—for reasonsexplained in the report.

Reference your unwillingness to participate in my UFOsurvey, that is your inalienable right and will be so noted inwhatever I write.

Sincerely,

EXTRATERRESTRIAL OBJECT INVOLVED IN JAPAN AIR LINES PILOT'S UFO

SIGHTING, ACCORDING TO LEADING UFO INVESTIGATOR

Buffalo, N.Y. /—/An investigation of the incident in whichan Unidentified Flying Object reportedly paced a Japan AirLines 747 enroute to Anchorage, Alaska, for nearly 40 minutes onNov. 1%, 1986, reveals that at least one extraterrestrial objectwas involved—the planet Jupiter, and possibly another—Mars.

The investigation was conducted by Philip J. Klass, aninternationally recognized skeptical UFOlogist and chairman ofCSICOP's UFO Subcommittee. His investigations have yieldedprosaic explanations for many famous UFO cases during the past 20years.

At the time the UFO incident began near Ft. Yukon, the JALairliner was flying south in twilight conditions so that anextremely bright Jupiter {-2.6 magnitude) would have beenvisible on the pilot's left-hand side, where he first reportedseeing the UFO, according to Klass. Jupiter was only 10 degreesabove the horizon, making it appear to the pilot to be at roughlyhis own 35,000 ft. altitude. Mars, slightly lower on thehorizon, was about 20 degrees to the right of Jupiter but not asbright.

Although the very bright Jupiter, and less bright Mars,had to be visible to JAL Capt. Kenjyu Terauchi, the pilot neveronce reported seeing either—only a UFO that he described asbeing a "white and yellow" light in his initial radio report toFederal Aviation Administration controllers at Anchorage.

Many of the colorful details of the incident carried by thenews media, largely based on the six-week old recollections ofthe pilot of JAL Flight 1628, are contradicted by a transcript ofradio messages from the pilot to FAA controllers while theincident was in progress.

For example, news media accounts quoting the 747 pilotsaid that when he executed a 360 deg. turn the UFO had followedhim around during the turn. But this claim is contrary to whatthe pilot told FAA controllers at the time.

During the pilot's media interviews, he "remembered" somecolorful details which did not really occur, judging fromhis earlier radio reports to the FAA, and Terauchi "forgot"several important events that would challenge his claim of beingpaced by an unknown craft.

For example, that another airliner. United Airlines Flight69, heading north from Anchorage to Fairbanks, had agreed todeviate slightly from its course to allow FAA radar controllersto vector it to the vicinity of the JAL 747, while maintaining

safe altitude and distance separation, to see if the United crewcould spot the UFO.

At approximately 4:48 p.m., as the United flight neared JAL,Terauchi reported that the UFO was to his far left and about 10miles distant—which was in the direction of Jupiter. Atroughly 4:50 p.m., the United pilot reported he now could see JALbut a short time later the United pilot said: "I don't seeanybody around him."

Shortly afterwards, the JAL pilot reported that the UFO nowwas "just ahead of United" which is where Jupiter would appearto be from Terauchi's location. The United pilot would notnotice Jupiter because it was to his right while his attentionwas focused on JAL which was to his far left.

Shortly afterward, the pilot of a USAF C-130 transport inthe area volunteered to be vectored to the vicinity of the JALairliner to see if he could spot any object near the airliner.The C-130 crew readily spotted the JAL 747, but they too couldnot see any object in its vicinity.

"This is not the first time that an experienced pilot hasmistaken a bright celestial body for a UFO, nor will it be thelast," Klass said. In one case, investigated by the late Dr. J.Allen Hynek in the early 1950s, a military pilot chased a "UFO"for more than 30 minutes, which turned out to be the bright starCapella. In this case, as with the recent Alaska incident, aradar operator reported briefly seeing an unknown blip on hisradar scope.

During World War II, B-29 pilots flying at night from theMariana Islands in the Pacific to bomb Japan reported being pacedby a mysterious "ball-of-fire" which B-29 gunners tried, unsuc-cessfully, to shoot down. Some Army Air Corps intelligenceofficers suspected the object was a long-range Japanese aircraftequipped with a powerful searchlight, to illuminate the B-29s sothey could be attacked by fighter aircraft, but such attacksnever materialized. Finally, the mysterious glowing object thatseemed to pace the B-29s was identified. It was Venus, which wasparticularly bright at the time.

More than 25% of all UFOs reported during a 15-month periodto the Center for UFO Studies (created in 1973 by Hynek) turnedout upon investigation to be a bright planet or star. Someeyewitnesses reported that the celestial UFO "darted up anddown," or "wiggled from side-to-side," and a variety of shapeswere described.

In the Capt. Terauchi*s recollected account to the media sixweeks after the incident, he described seeing two small UFOs inaddition to a large one. But the transcript reveals that the

pilot only briefly reported seeing two lights, not three, andthereafter he referred only to one in his radio communicationswith FAA controllers.

News media accounts of the UFO incident stressed that oneunidentified object had been detected by a USAF radar in thevicinity of the 747's "blip", which seemed to confirm the pilot'svisual sighting. However, radars operating in mountainous terrainsuch as that where the UFO incident occurred can receive spuriousechoes when radar energy bouncing off an aircraft is reflected asecond time from mountains and snow-covered terrain.

When the pilot first reported seeing the UFO, FAA trafficcontrollers—ever concerned over the risk of a mid-air collision-—requested that radar controllers in an Air Force RegionalOperations Command Center examine their displays to see if theycould spot an unknown intruder. A radar operator there spottedsomething, but was unsure whether it might be a spurious echo.However, the echo appeared only briefly and was behind the 747whereas the pilot had reported that the UFO was in front or tothe left of his aircraft.

Later, as the JAL 747 came within range of an FAA radar atthe Fairbanks International Airport, a radar controller there wasasked if he could spot another object in the vicinity of theairliner. Although the JAL pilot still was reporting a UFO, thecontroller replied that there were no unknown blips in thevicinity of JAL 1628.

On Jan. 11, the Capt. Terauchi again reported seeinga UFO while flying in approximately the same part of Alaska. Butafter an FAA spokesman in Anchorage suggested that this UFOmight only be lights from a distant village bouncing off clouds,the JAL pilot acknowledged that this could explain his second UFOsighting.

The transcript of radio communications during the Nov.18 incident indicates that there were broken clouds at or belowFlight 1628fs altitude, which may help explain Capt. Terauchifsmistaking Jupiter for a UFO.

Even a scientifically trained former Navy officer, whowould later become President, once mistook a bright planet for aUFO. The "victim" was Jimmy Carter and the incident occurredabout 7:15 p.m. on Jan. 6, 1969, following his talk to the LionsClub of Leary, Ga. As Carter later recalled the incident, hespotted the UFO in the west at an elevation he estimated to beabout 30 deg. An investigation conducted by Robert Sheaffer,vice-chairman of CSICOP's UFO Subcommittee, was complicated bythe fact that Carter had recalled an erroneous date for theincident. Once Sheaffer managed to determine the correct date, hefound that a brilliant planet Venus was to the west and about 25

deg. above the horizon, where Carter reported seeing the UFO.

Klass credits astronomers Nick Sanduleak and C.B. Stephen-son, of Case Western Reserve University, in Cleveland, for theirvaluable assistance in computing the positions and bearings ofbright celestial bodies relative to the 747 airliner at the timeof the incident.

"My suspicions that this UFO might be a bright celestialbody were prompted by the fact that the pilot reported seeingthe object for more than 30 minutes," Klass said. "Past exper-ience has shown that when a UFO remains visible for many minutes,it almost always proves to be a celestial object." Another cluewas the fact that when Flight 1628 descended 4,000 ft., the UFOstill appeared to be at the airliner's altitude. At Jupiter'sgreat distance, a change of 4,000 ft. in aircraft altitude wouldproduce no noticeable change in the planet's apparent altitude.

Klass, who was a senior editor with Aviation Week & SpaceTechnology magazine for nearly 35 years until his partial-retire-ment this past June, as been investigating famous UFO cases as ahobby for more than 20 years. His most recent book on thesubject is "UFOs: The Public Deceived," published by PrometheusBooks, Buffalo, N.Y.

— 30—

Mutual UFO Network, Inc.103OLDTOWNE ROAD

SEGUIN, TEXAS 78155 U.S.A.WALTER H. ANDRUS, |R. Telephone:International Director A Texas Non-Prof it Corporation (512) 379-9216

Please Address Reply To:

NEWS RELEASE

A professional astronomer for the Mutual UFO Network has chal-

lenged the explanation offered by Philip J. Klass, that Capt. Terauchi

Japan Air Lines veteran pilot saw nothing more than the planet Jupiter

and possibly Mars on the night of November 17, 1986 when the pilot

reported to the F.A.A. the observation of J> UFOs over Alaska

Mr. Klass' approach to "solving" some UFO sightings is highly

questionable. He will select a prosaic natural phenomenon and then

grossly exagerate both what the phenomenon is capable of doing and

what the witness imagined that it is doing.

It cannot be argued that the planet Jupiter, coincidentally

shone in the approximate direction of the pilots initial sighting.

And atmospheric effects can cause bright planets and stars to appear

to move and change brightness, color and shape. Viewing planets from

any moving vehicle can also cause these celestial objects to shift

position.

However, Mr. Klass ignored some crucial facts. Jupiter - or

Jupiter and Mars together (which were separated by about 19 degrees) -

does not in the slightest resemble the pilot's description of seeing

2 cylinders flying parallel to each other, each arrayed with rows of

lights and each rotating in an opposite direction.

Nor does the third UFOs appearance fit the Jupiter hypothesis.

The pilot at one time glimpsed this object as an oval silhouette

MUFON UFO JOURNALThe Monthly Magazine of the Mutual UFO Network

DEDICATED TO THE SCIENTIFIC STUDY OF UNIDENTIFIED FLYING OBJECTS

looking much like a walnut with a protruding rim containing lights,

and with a band through the middle. The pilot obviously was impressed

by something of immense size, something that may have appeared simul-

taneously on the aircraft's radar. If it is assumed that the blip

was not a false weather target, planets do not show up on radar-

scopes.

Furthermore, if press reports are accurate, the large object

eventually dropped behind the plane far away from Jupiter's position

in the sky.

And finally, planets do not just disappear in a clear sky as

the UFOs were reported to have done.

Perhaps worst of all, the planet explanation makes a liar out of

the Japan Air Lines veteran pilot for over 20 years, who must have

been aware of the bright planet or star visible from his cockpit

night after night last fall.

Despite the pilot's apparently solid background and experience,

his sighting may yet turn out to have some conventional explanation.

But,in my opinion Captain Kenju Terauchi did not mistake Jupiter and/

or Mars for the 3 UFOs he said he had observed.

It is quite remarkable that Philip Klass, in his published

claim, has contradicted or ignored the testimony of Jim Derry, FAA

Security Manager and Paul Steucke FAA spokesman in Alaska, who inter-

viewed the flight crew; Sam Rich, FAA controller on duty at the time

of the sighting; and the other two flight crew members of JAL 1628,

First Officer Takanori Tamefuji and Flight Engineer Yoshio Tsukuda.

Walter N. Webb, is an astronomy consultant to the Mutual UFO

Network, Inc. (MUFON), headquartered in Seguin, Texas; a scientific

organization dedicated to resolving the UFO phenomenon.

v y-r/J-t^Pfav,

JAL pilot spottedJupiter, not UFO,investigator saysAssociated Press

NEW YORK - A Japan AirLines pilot who claimed to have

, 1 / 7 OAA'Z seen a U^° alongside his airplane* / }° w**A*f j • in November was seeing an unusu

ally bright image of Jupiter andpossibly Mars, an investigator saidTuesday.

Philip J. Klass said astronomicalcalculations show that on Nov. 17.the night of the sighting, Jupiterwas extremely bright and was visible precisely where the pilot re-ported that he saw the UFO.

Mars was just below and to theright of Jupiter, and may explainthe pilot's initial report that he sawtwo lights, Klass said.

Klass, an editor with the maga-zine Aviation Week and Space1

Technology and a long-time inves-tigator of claimed UFO sightings,said the pilot's claims that the object followed him as he made a 360-degree turn are contradicted bywhat he told flight controllers.

Klass' report was issued by theCommittee for the Scientific Inves-tigation of Claims of the Paranorma! in Buffalo, N.Y., an organizelion of scientists.

"This is not the first time that anexperienced pilot has mistaken ubright celestial body for a L'FO,nor will it be the last." Klass said.

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UFO lightsidentifiedas planets

NEW YORK (AP) — A Japan AirLines pilot who claimed to haveseen an unidentified flying objectalongside his airplane last Novem-ber actually was seeing an unusual-ly bright image of the planet Jupi-ter and possibly Mars, aninvestigator said Tuesday.

Phi l ip Klass said astronomicalcalculations show that on Nov. 17,when the pilot claimed to have seenthe UFO, Jupiter was extremelybright and was visible preciselywhere the pilot reported that hesaw the UFO.

Mars was just below and to theright of Jupiter, and may explainthe pilot's ini t ial report that he sawtwo lights, Klass said.

Klass, an editor with the maga-zine Aviation Week and SpaceTechnology and a longtime investi-gator of claimed UFO sightings,said the pilot's claims that the ob-ject followed him as he made a 360-degree t u r n are contradicted bywhat he told flight controllers.

John Leyden, a spokesman forthe Federal Aviation Administra-tion in Washington, quoted from asummary of conversations betweenthe pilot and ground controllers inwhich the pilot reported losingsight of the object after completinghis turn.

The object reappeared a few mo-ments later, according to the FAAsummary quoted by Leyden.

The pilot. Capt. Kenjyu Terauchi,was over Alaska en route from Eu-rope, via Iceland, to Tokyo when heclaims to have sighted the object.

Paul Steucke, a spokesman forthe FAA in Anchorage, said thatTerauchi told FAA officials in an In-terview that the object stayed withhim as he tu rned .

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as planetsNEW YORK (AP)'— A Japan Air

Lines pilot who claimed to have.•n an unidentified flying object

alongside hie airplane last Novem-jer actually was seeing an unusuul-y bright Image of the planet Jupi-ter and possibly Mars, un

said Tuesday.Philip Klass said astronomical

calculations show that on Nov. 17,when the pilot claimed to have seenthe UFO. Jupiter was extremelybright and was visible preciselywhere the pilot reported that hesaw the UFO.

Mars was just below and to theright of Jupiter, and muy explainthe pilot's initial report that he sawtwo lights. Klass said.

Klass. an editor with the maga-zine Aviation Week and SpaceTechnology and a longtime investi-gator of claimed UFO sightings,said the pilot's claims that the ob-ject followed him as he made a 3GO-

lurn are contradicted bywliai he told flight controllers.

John Leyden, a spokesman forthe Federal Aviation Admimslra- ^tiun in Washington, quoted from a ^summary of conversations between Q^ ^the pilot and ground controllers in ^ O 4*which the pilot reported lobing ** p U ^sight of thu object after completing * ^ -his turn- 3 J w

Tho object reappeared a lew mo- jf & ^menis later, according 10 the FAA j. fc ^summary ijuoied by Leyden. ^ IA £ j

The pilot. Capt. Kenjyu Terauchi, -

was over Alaska tin roulo (roni Ku-rope, via Iceland. 10 Tokyo when heclaims 10 havt.1 sighiud thr obji-ci. " ^ >

Paul Sit:ucki'. a spokesman tor Jj c1 ^ u ^tin: FAA in Anchorage, said that i — 3Terauchi told FAA officials in an in-lerview that the ohject ^^ayed wiihhim as he turned.

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Pilot saw Jupiter, notUFd, investigator says

NEW YORK (AP) -A Japan Air was -over Alaska enrouteUnes pilot who claimed to have teen Europe, via Iceland, to Tokyo when b £an : unidentified < > flying "object claims to have sighted the object **•alongside bis airplane last November Paul Steucke, a spokesman forwas actually seeing an unusually FAA In Anchorage, said that Terauchlbright Image of the planet Jupiter and told FAA off idala In an Interview Uiatpouibly loan, an investigate* said the object stayed ' with Urn '«s heTuesday. • '' ' - -1"' "' " • turned. ' . , - ' . " . ( ' •

Philip J. Klass said astronomical Steucke said the FAA would becalculation* show that on Nov. 17,' releasing 'the results of its ownwhen the pilot claimed to have teen tavesUgaUonrnmid-February.the UFO, Jupiter was- extremely ' According to Klaas, who reviewed abright and was visible precisely complete copy of the transcript thewhere the pilot reported that he 'saw pilot never reported seeing Jupiter orthe UFO. ' ' • • • • ' • " ' '• ', '.; rl ' Mara, even though they were dearly

1 Man was Just below and to the visible.' ' - '•• ' i'right of Jupiter, and may explain the - Klass's report was issued by thepfloTs initial report that hfi saw two' Committee '- (or the 'Scientificfights, Klass said. Investigation of Claims of the' Klan, an editor with the magaxiitt Paranonnal in Buffalo, N.Y., ao

Aviation Week and. Space Technology organlxatlop >f .scientists whoand a low-time Investigator til Investigate claims of UFO sightings,claimed UFO sightings, 'Mid -the ESP occurrences and other lihpalledpilot's claims that tbe'objetfe followed paranormal phenomena.himashemateaSSOHiegreetuznare Klasttw|ipheadstbeorgaal«aUon>Bcontradlctfld by what he told flight UFO wbopmmitu*, is the.autbor ofoontroUersatthfttlme i "UFO*: Tfee Public Deceiyed.1'

John Leyden, a spokesman for the Morris Simopcelll, a spokesman forFederal Aviation Administration * to Japan Air Unes in New York, said,Washington, Quoted from a summary "We have no position on this a| theof coavenaUoaj between the pilot airline. Tbe captain said he sawand ground controllers In which the something; be reported ^it. Hepilot' reported^ losing sight of the followed procedure!.1' -• • ..obtect after computing Us turn. • ' " Jupiter w« only JO degrees above1 TV object reappeared a, few the horium, leaking It appear to the

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t l - - / ^ - * f l a n i J | ' f ^ Ii m A L *4 -it ^ n I; Jft li 1t ^ * A '» * 4 J: i ~1 *•' *< A* (i <?) * £ /i- £ Hi Jn i: ' •) JR ^r ? t ^ 7 ^ n « ( c i c i j : 3 i ? u t • w T-v ^ j h w -^ T- i it a A a co » u ^ tj w5 ? t /- 5R 1 t* T It- ' .% tt t $ E& U * /^ ^ > * W fit A i-0 i h t , A r - f f i < S : ^ L ^ 6 0 * 4 h ^ o ^ ii J iA tf) life U ^ fHl < A f T' (i* fr i w * K (i fc i- t * t ^J ') fl ^ & Tr I- -% li (j t li ' A ^ *L JF2 ± flS 2 ^ i ° Af fi T t T- (i i T i. ^4 b « i - ^ n i * W & ? AT T fc fc $x ') -» /_' ^ -t & ^ A ^ li -^ ' XJ fc L v ^ ^ v ^ M * £ 1$ -5.

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