/ FAA

J. Glen Harper
attorney at law I 2 0 I I SKore Circle Anchorage, Alaska 99515 (907) 344-9140

April 3,

1995

Walter Andrus, Jr. MUFON 103 Oldtowne Road Sequin, Texas 78155-4099 Dear Mr. Walt: Enclosed is a final draft of an article that I had previously circulated for comment to you, Norm Mark (MUFON Alaska Director), the FAA, and Dr. Richard Haines. Norm suggested many changes which I have incorporated. The FAA sent a letter saying no one there was able to comment. Dr. Haines sent a letter regarding his personal involvement with this case and apparently helped Captain Terauchi regain flying status with JAL. I have included his new material in the article, page 7. I am submitting the article to be included in MUFON's case files, or for publication in the MUFON UFO Journal, or I would even enjoy doing a 5 minute presentation at the MUFON annual meeting in Seattle this year, and have it included in the Symposium Proceedings, if possible. I would point out that no article has appeared in a MUFON publication from this neck of the woods, and of course, we in Alaska would like to become a more visible part of this great organization by having this article appear. If you would prefer a shorter article, I would be happy to edit it. In addition, further research has discovered that Dr. Bruce Maccabee wrote an article for the International UFO Reporter, (The Fantastic Flight of JAL 1628) in the March/April 1987 issue (pg. 4-23). In regard to the pictures attached to the article, I can redraw these on white paper with ink if that would be helpful to making them more suitable for publication. I am looking forward to hearing from you. Sincerely,
-I/

J./ Glen Harper

ALASKA UFO MOTHERSHIP REVISITED April 3, 1995 By: J. Glen Harper, MUFON Section Director, Anchorage, Alaska From his Japanese Air Line (JAL) 747 cargo plane, Captain Kenju Terauchi suddenly spots a large bright light very near and almost directly in his flight path; FAATerauchi interview, pg. 3. Stunned, he looks very carefully at the object because of the high risk of collision. His speed is .84 Mach: 565 statute miles (s.m.) per houra mile every 6.4 seconds, 905 kilometer per hour (km) or 492 knotsnautical miles (n.m.) per hour. He is at flight level 350, 35,000 feet, or 10,600 meters above Mean Sea Level, MSL, assuming standard atmospheric pressure; Terauchi, Personal Statement, pg. 6. He has just crossed into the northeast corner of Alaska from the frozen Beaufort sea, heading toward Anchorage. It is November 17, 1986; 6:10 p.m., Alaska Standard Time. In front, the sun dips into the western horizon painting the sky with a thin red strip. Dusk forms ahead. Behind, it is ink black, except for a full moon shining directly behind and below on the far horizon over Greenland. JAL flight 1628 holds a full cargo of expensive French red wine. It is enroute from Paris to Tokyo, with necessary fuel stops in Iceland and another in Anchorage, Alaska. Terauchi boarded the plane before dawn in Iceland with the two other members of the flight crew: First officer/copilot Takanori Tamefuji and flight engineer Yoshio Tsukuba. The takeoff weight from Iceland was maximum at 770,000 Ibs (350,000 kilograms). They had room for no excess fuel. They have been in the air about four hours. Fuel level is low. All three now see the unexpected light ahead. As they watch, the light gradually becomes two separate lights. As Terauchi looks closer, each light takes the shape of a cylinder, as long as it is wide, (see Drawing A) Each cylinder has three sections. Two sections consist of multiple rows and columns, with rows of about five or six white spot lights, like stadium lights. In the center is a dark section of amber like embers, like coals from a fire, glowing and changing. This section separates the two other sections. The two cylinders appear identical 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 hills far below (25,000 feet, 7600 meters, or 5 miles below). The lights began swaying like a swing, back and forth in formation, "like two bear cubs playing with each other;" Terauchi's personal statement, pg. 8. Terauchi asks the flight engineer to bring forward his camera bag. But, because of the dim light outside, Terauchi can not get a good snapshot. The lights in the cockpit are dimmed to make sure they are not seeing a reflection off the

windshield. They still do not know what it is. The lights are still in front of them several miles, now going in their direction. On the onboard color radar, Terauchi sees a target for the object 7 to 8 miles (12 km) ahead. Confusingly, the target appears green instead of redthe color that should register for large solid targets which are this close to the 747. Both pilots watch the lights for six or seven minutes before copilot Tamefuji calls the Anchorage Air Route Traffic Control Center (ARTCC) on the radio. He asks if there is any other reported traffic near the 747. ARTCC at first says there is no reported traffic and no other craft near the 747, then: ARTCC Japan Air 1628.... I'm picking up a hit on radar five miles in trail of your six o'clock position [directly behind the 747] Then, the Air Force Regional Operations Command Center (ROCC) is asked by ARTCC by radio (in this transcript) if they see any other aircraft (a/k/a target, primary, surge, return or traffic) on their radar screen near the 747, which is now 40 miles south of Fort 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, primary return...I don't know if it's erroneous or whatever... ARTCC Negative, 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 aircraft operating in that area.... ROCC That is affirm. We [military] do not have anybody up there right now.... ARTCC Okay...I'm picking up a primary...right in front of [the 747] 50 miles south of [Fort Yukon]. ROCC Okay, 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 that range, yes. [several miles in front of the 747] ARTCC Alright keep an eye on that, and ah-see if-ah, any other military in that area. Then, the lights move to the rear of the 747 as it flies over Fairbanks. At this point, the 747 requests permission (since it is on an ARTCC controlled IFR flight) to take evasive action, even though very low on fuel. ARTCC says okay. The 747 makes a turn and drops 4000 feet (1220 meters) to 31,000 feet (9500 meters) MSL

to see if the lights follow. They do. 747 to take additional evasive action. ARTCC

Then, ARTCC requests the

Japan Air 1628...request you to make a right turn, 360 degrees [a complete circle]...and advise me what your traffic does then. ROCC This is [ROCC] again. On some other equipment here we have confirmed [emphasis not in original] there is a flight size of two around [the 747], ARTCC Okay, where isis he following him? ROCC It looks like he is, yes. ARTCC Japan Air 1628. Sir, the military radar advises they do have a primary target in trail of you at this time. Okay (ROCC), do you have anybody you can scramble up there. ROCC I'll tell you what, we1 re gonna talk to your liaison sir about that. ARTCC Japan Air 1628 heavy. Military radar advises they are picking up intermittent primary target behind you intrail. In-trail, I say again. ROCC Ah-I'm gonna talk to my other radar man here...he's got some other equipment watching this aircraft. ARTCC Roger sir, Would you (JAL 1628) like our military to scramble on the traffic? JAL 1628 Negative, negative. Captain Terauchi refuses the scramble because he worries about the safety of the 747 in that situation, and he does not feel it is an imminent threat at that time; personal statement, pg. 4. The above are excerpts from the live transcript of the radio communications at the time of the sighting. In fairness, there were a number of radio transmissions during this time period (30 minutes) where controllers could not find the other target on their radar, or having once found the target, intermittently lost it. When he does the 360 degree turn near Fairbanks, Terauchi catches a glimpse of the craft following the 747, which now appears different 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 aircraft carriers." See Drawing "B". Note, the small 747 drawn under the right side of the larger object.

After the 360 degree turn, Terauchi immediately requests a flight 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 other aircraft enroute from Anchorage to Fairbanks are asked to look for the object by ARTCC. Both say the object is not in sight. JAL 1628 lands safely in Anchorage 25 minutes later. This story was carried in dozens of newspaper and magazine articles during the next several months. (See end note for partial list of 57) The FAA did an investigation that included recorded interviews with the crew, written statements from the crew and controllers, accumulation of radar data, transcription of the original live radio communications, and an analysis of the radar images. This together with other correspondence in the FAA file totals about 1000 pages. It is all now located at the National Archives in Anchorage, Alaska. The FAA interviews of the crew members were conducted in a courteous and professional manner with no attempt to intimidate them. An FAA Inspection and Surveillance Record states James Derry interviewed the crew immediately after the flight landed, and that they "were shook up but professional." In another report the FAA investigator who questioned the crew concluded that the crew were rational and professional and showed no evidence of drug or alcohol use. Terauchi was a 47 year old pilot with 20 years of experience at that time. There was difficulty in transcribing the interviews because the crew often spoke in Japanese and an interpreter at times translated both questions and responses. The FAA had the radar image data reviewed by the FAA1s Technical Center in Atlantic City, N.J., using "identical" equipment. They determined that a second radar target near the 747 at the time of the reported sightings was not another aircraft but rather a split radar image from the 747. Apparently, this is the FAA's official explanation of what their controllers saw on their radar screen. A more critical look, however, reveals that the FAA's official story can not and does not adequately explain the radar images seen by the controllers as reported on the live transcript. Here is the FAA's explanation, from a March 5, 1987 official release by Paul Steucke of the FAA Public Affairs office in Anchorage: Radar data received by the FAA and used to track Japan Airlines flight 1628 on the night of the [sic] November 17, 1986, was retained by FAA. Review of this radar data by FAA experts using identical equipment at the FAA's research technical center in Atlantic City, New Jersey, revealed that the radar system was receiving what is called an "uncorrelated primary and beacon target". [sic] This electronic phenomena [sic] is not unusual according to Steucke who said, "It is unfortunate that

the uncorrelated target phenomena [sic] occurred just when a pilot was reporting seeing something outside his aircraft. The controller's statements, released by the FAA, indicate that they thought there 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 to work with what is right there in front of them on the screen, especially when you [sic] have a Captain that is reporting "other traffic" [sic] 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 [sic] morning guarterbacking" [sic] with multiple radar images as was the case in regenerating the radar data." Review of the radar data by FAA experts revealed the "uncorrelated target" phenomena [sic]. FAA electronic technicians explained that an "uncorrelated primary and beacon target" on the radar screen occurs when the radar energy that is sent up toward the aircraft, (primary signal) returns to the radar receiver along with the aircraft transponder (beacon) signal and the two do not match up as being at the 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 been mistaken about what they saw. The problem with this official explanation is that it does not account for what the controllers reported seeing as stated in the 1 ive transcript. This is why: The official FAA explanation can only account for two targets that were within a quarter mile of each other (one radar cell apart) and only if in the same line or flight path, because the two radar signals, originating from the same target, must necessarily follow each other, since they are coming from the same moving source but with a slight timing difference. That is, the timing difference between the reception of the primary and the secondary signals while the plane is crossing from one radar cell to another is the only way an uncorrelated signal occurs. But, in the live transcript, the controllers are talking about seeing the other target in locations more than 1/4 mile away from the 747. In one instance, the controller is talking about seeing the other target five miles or more from the 747 ( "five miles in trail"), or out to the side ("ten o'clock position"); in another instance it was reported several miles from the 747 (50 miles south of Fort Yukon, when the 747 was 40 miles south of Fort Yukon just earlier). In another instance, the controllers report a flight size of two around the 747, which means a total of three targets, which cannot be accounted for by the split radar image, which can only yield two targets. Also, note above that the controllers say

they are picking up another "primary" target near the 747; they never talk about picking up another secondary (transponder) target. To restate, the primary target is the ground radar signal bouncing off an aircraft and returning to the ground receiver; it is not a transponder code coming in. This means that whatever was up there did not have an active transponder in it, which is required by FAA regulations for civilian aircraft at that altitude. The ROCC states clearly that no military craft are in the area. This facts tends to eliminate another airplane, either civil or military, as an explanation for these unexplained signals. This is not to say controllers did not see "uncorrelated radar signals", which is a common phenomenon when dealing with a plane going 565 miles per hour and where the ground radar is located several hundred miles away. The controllers probably did see them. This is so because the plane advances into a new radar cells (1/4 mile increments) every 1.6 seconds, while the FAA radar does a sweep (updates the position of the plane by taking a new radar reading) approximately every three seconds. Rather, the 1ive transcript confirms that the controllers saw something either separate from or in addition to these very common split returns. Furthermore, controllers are trained to recognize these split images, so that it is doubtful that this type of error actually occurred in this instance, especially by 3 or 4 different controllers. The fact that the UFO appears intermittently and finally disappears is consistent with stealth technology, which is reported in many other UFO reports. Stealth technology means that the craft can hide itself or "cloak" itself from radar. In new conventional aircraft, stealth is achieved by making a craft out of something other than ferrous metals and by making the craft in a shape where there are no sharp angles formed by the body which will catch the radar wave and bounce it back toward the ground radar receiver. Modern stealth crafts, like the F-117A and the B-2, are built using these principles: They are made of composites (non-metals, such as Kevlar, Boron Fibers, and others) and have minimal sharp angles. A round object, a cy1inder, a cigar shaped object, or a Saturn shaped disk would seem to have a shape consistent with known stealth technology. According to an article in the Anchorage Daily News by Hal Bernton on January 6, 1987, Dr. Richard Haines, a NASA scientist at that time, working for the Ames Research Center in California said this: In the past 20 years, more than 3000 sightings of UFO's have been reported by pilots. The sightings are reported by military, civilian and commercial pilots who fly both national and international routes. Dr. Haines has done extensive studies of these 3000 pilot reports. See: Haines, R. F. "Fifty-Six Aircraft Pilot Sightings Involving Electromagnetic Effects", MUFON Symposium Proceedings 1992, pg 102; and, Haines, R. F. "Insights of Studying Groups of UFO's", MUFON Symposium Proceedings 1994, pg 154. It is

believed that these 3000 reports are only a small percentage of actual pilot sightings. Pilots do not report sightings because of the fear of ridicule, transfer, breach of military regulation, or losing a job. Terauchi, who had lived in Anchorage and owned a home in Anchorage for years, was not permitted to fly for JAL, according to the Chief Medical Officer for JAL in a statement to Dr. Haines. Dr. Haines told this medical officer that in his opinion Captain Terauchi was indeed a very good pilot: "He kept his airplane in control at all times, he followed all required procedures, he actually reported the event, and he delivered his cargo (wine from France) to his intended destination." Dr. Haines was informed that the main reason for terminating Terauchi's flying status was something to the effect "we don' t think that pilots who experience such hallucinations should be flying." Dr. Haines pointed out to the medical officer that he had not only personally interviewed Captain Terauchi but had studies many similar cases involving very large and unusually shaped aerial phenomena/objects flying at high altitude. Then, the Chief Medical Officer simply said that he would be pleased to receive any documentation of these things. Dr. Haines later mailed a rather thick package of information from his research files to JAL. Eight months later Dr. Haines learned that Captain Terauchi was returned to flying status. Dr. Haines said, "I was glad that my research might have helped someone else in a difficult situation." (Dr. Haines, personal communication) The military, in this FAA file and as reported in newspaper articles, says it believes the secondary radar images were "clutter", and therefore, it is not interested in further investigating. In the past, the military often cites the 1968 Condon Report or 1969 Project Blue Book conclusion that UFO's do not exist as justification for not investigating further. This response by the military has become so predictable that it hardly needs any comment here. For example, there are numerous UFO reports where military jets are in hot pursuit of a UFO but the official explanation is always: we are not interested. For example, see: Maccabee, B. "Gulf Breeze UFO Photo Analyzed," MUFON UFO Journal, June 1994, pg. 3, wherein an F-15 and a UFO are photographed together over Gulf Breeze, Florida, by Ed Walters in January of 1994. CONCLUSION 1) Captain Terauchi and the two other crew members all saw unexplained lights. They were seen many times during a half an hour. The 747 took evasive action while low on fuel in order to try to escape from the UFO. The FAA states that these men were all considered reliable, professional and showed no evidence of drug or alcohol use; they were, however, "shook up", which is consistent with an actual UFO incident. 2) The controllers, both ARTCC and ROCC, did see primary radar returns which were separated several miles 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 description of this phenomenon. The UFOs seen by Terauchi and his flight crew therefore were confirmed by radar. 3) These UFOs have cloaking ability, not only from radar but apparently from the naked eye. It can be inferred from this cloaking ability that these UFOs are more sophisticated than our conventional aircraft. 4) Although the military officially said the UFO image was "clutter" and therefore, it was not interested in investigating this sighting further, it appears to have considered doing a "scramble" on the object at the time. This response, of course, is the standard inconsistency supplied by the military in almost all UFO cases where they are involved. Furthermore, the military (ROCC) in the live transcript states that "on some other equipment here we have confirmed there is a flight size of two around" the 747. The transcript does not say what this other equipment is, but whatever it is the UFO' s existence in not in doubt as measured by that equipment. In sum, this case presents substantial reliable eyewitness evidence and corroboration by reliable and trustworthy independent radar controllers. The original live transcript here is more reliable evidence of what actually happened than subsequent "official stories" because there is no opportunity and no motive to tell it other than the way it was.

"ft
FLIGHT TO REMEMBER: Veteran JAL pilot recounts sighting ot
biiarre in Alaska aviation But Terauchiremainscoohistory. Since fint becoming vlnced that tb lights be saw H R R B m l & n R B public in late December, the ID November were spaceships HlSB^^^^^Sj^^SjSI^^B&SiS^B^B&5ES^^^B&^S^^SS^BK&^B& report* have transformed Uiia of some unknown, extra-ter- ^^BI^S^B^^^SJ^B&S^^E^SBSS&ES&BlitBBBi^^Bs^^^S^^^fn&SSSB soft-spoken. 47-year-old. An- rectrlal origin. In Interview ^8j^^^H^^E^^BJSH|B^^lBHn^^9^^^B^^^^H^^^BBS^BE^B^^H^BaHf chorafe-based pilot into an after interview, be method)- i&g^mmSxSiSSBE&BBSll^^S&BI&5E&[&9^^HBXSn International celebrity, Inter- cally makes his case, charting aBS^H^^Sffl&f&BBBSSSSBSSSSSiS&S/^SBUSStB&lmiBa viewed by People magazine, the events of the lighting on MMHBHJ^BB9flBnHB^HH^B^^^8^^B^^^^9li^^^Si9i Tokyo television and more flight maps of the arctic iky |H^Bi^lHBiSSV?i^^^^HlR9H^HBBil^BnHi^HI than a dozen other national One day. he's convinced HH^^H^BHD;*' i^^^B^HD^HK^^flBHEBBBBH^^BH and International public*- .oraeone else will tee the H H H ' ^ >

.1"' oVC^tf !ffiMSi:.ta ciy*

As lb* Fairbanks V city gave'Ter* view of the new*" "7 the band of hue walnut-thaped. th 1 * appeared to b twI^V sU of at> aircraft carrier. did ^ ' "* d'T

three yean. He ipends several weekji a month.flying polar routes between Europe and Alaika. During his time ofl. be enjoy* flihing for red -*niSIw Ml?0^ L. . - This week. Teraucbl ! hozn again. His phone rings often with reporters eager to bear about bis strange November Olgbt. Tenuchi hu an Impreulve lilt of professional credentials to lend weight to bis rather Incredible tale. He baa 20 yean flying experience. He ay be hasn't often navigated the Icelind-Greenland-Anchorage route, but he haj routlneJy Gown other IrWM-polar f0"1**UntU November, TereuchJ says, bfl never believed In UFOs. Now. he does. He think, they're .eat by vbltor. from outer space. In fact, lut Sunday. TerauchJ again re" ported mysterious lights of a jpacethip during flight to Anchorage. Tbhj time, however. h dmlU be made a mistake He now concede* that there waa a more terrestrial explanation lo what he taw. He agrees ^ trlib Federal AvlMloo Ad^ m i n i s t r a t i o n of/lcUli who

TeraucbTi encounter began MBS^S^BKSim tH^ t "-000 to 3I--500 ***- The obwith bit sighting of the two aSSSSSSSL^ iflwWr*' BJlYfl J"lJjflFf "BBeg Ject descended "lo forttabelts of amber lights. To L^offiflHwHS"*' **1CT^*-- WBFT- * *tvl*r * sSK3B&&&Bm tlon." heiald. . . check them out. he radioed fflBKlHfflfifE^L^ . ^ fPT^' J^'Vlfci' '* f : T -* ffffffiwP""" ^^ TeraucU. after CDOAnchorage air traffic control- Wi&^Bi&SB^Sxfi^WaiSS&^^MS^&tKB&^^&BfBB&BSt noting with the contnllm, len mjde two ~ >n>* controllers replied ^WBiH^S^^SsBSSf^SK^SSWSX^SKSSB <^'fn turn* to that DO mlllUry or civilian ^i1if1fHfgffirffffimfflHm the right, then completed a fl|,bU wen In the vicinity. &SaaBSBK&BmK^S^mn&SBBi^&llBSfB&ttBl&^&l 3lXMegre turn. The object Tbe two belts of light con- Vf^^^n^an^BKmnmmaiaBHB^^^iaa^^Bf^mMi^n^^Bmi&a remained In view, tlnued to dance In front oUhe l^&BB&BSttBaSSBBll^^^EKS&KKSSE&&S3B^S^^Ki As the JAL plane flew put WoUDt pl^e. Tenuchl grabbed for W^S&i^^H!&SBRB33B^aB^SKiS&&SeBBttSf&eeSfm UcKlnley, controllers hU camnra. but realized that BfflBHfflBBffiimna^ asked a Fairbanks-bound taking a picture would be JUiiiHklligsBilBBIiB*U^ United Airlines flight to try futile becauM' there wu not PfflffifffFflff1*8*^" iffi W to cooflrm thev lighting. The Uolt enough light to expose the mSB^BBBBB&E&Bffl&imf&3BB&&K&HB&S&B&l #* Plu> <** off to film properly. . BffiHSgB^isiBmHB^igaaaiW follow the JAL flight path at Five minutes after Ibo m&S8B^H&tt&9&EU^HBI^BE^&B^&S5uBB&8B^Sn lower aJtltude. tw Jtut UghU flnt appeared In front W&&HU&BHBUttSSSSniUiBl^Sn&uMSlS^U^^f ^ton *** planes of the plane, they suddenly ^^^^^^^^^^^^^^^^^^^^^^^^^uJ^^USUTuIT P*ssed one another, the white moved farther out ahead of Aboy. u m muatmtlon b*d on description Japan Air LlnM pJlot Kenju Tervuchl pravtdtd "** <"*PP**red* P- ".T*. ?* r^ir Wuatnlor William Haym. It now* two *nmnf craft Ter.uchl wy hovered In front of the "It was like a dream. Unfj*" ^ , . J _ e v]lnderl ex>ckpft window of huj 747 cargoplan on Nov. 17. At dJctanc* lh*y app*rtJ rcttngulr and. oeJlevable/'Terauchl aald. 0 "ll-J31 IB Ut*ralI lines of " *"** n* "^ etoer, qure (M c*r*rn h). He d*crlb*d ttw lights M pulsating In th Mulling thing* over In lie uJht that extended from direction of the darker panel In th mktfe. whletl h ald uld rewmbled black charcoal dorttd living room of hl Anchorage l r ueh ^itr^n^ n?u V * fl^^a P"^ nb.n. . .". J*tever > PO.tul.Us " tbtt wh he "f*!l .TTT' i." c^tieii * "w w to P** *f T V tli Se ln| tbe W trange friendly. "1 can't understaad L ^T.^ISLr JT*".-? K!i!" S * f "?hUl lowin K white tf. ilmllar chorage. Three controllers the technology, but it was not J!*"1 :"? " l* siaea_j I * >everal lights In front lo the light emitted by a monitoring mdar saw what dangerous. It was completely the cylln der.They appeared of ^ and then 1 couldn't see fluorescent bulb. He turned (hey thought was an object at controlled." TT to be cootroUed by comput- them, and the captain told me on hli wealber radar and bot tbe lame re/eren If be se the objects agaJn. be tbe verc n the h d ll f' **^ ". J( j ! !, J*,, ' le"- n >* 'l '<> 20-mile radius. polni on their monitor, ac- he's ready to try communlcatJ *V' ^^ff? dIrBCl10"- l"* io ilde." he said. At eight miles, on the left cording to Sam Rich, an air ing. Perhaps four blinks pf *1fl ! *"* PP** After about IS minutes, the *ide of ihe tcreeo. the radar traffic controller, and Paul the wing llgbti. then two n brtgDter. lint two light* disappeared. showed a tiny ball. Steurke. an FAA spokesman. more. ,'^Co-pllot TamefuJI. lo a sep- Terauchl s*ld. Then, on his Terauchl radioed the FAA Steucke. however, suid jubIn Morse code, he iay. ante Interview, also reported left, be saw a big band of flight control ceoter in Ansequent examination of the that's "HI."

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

RADAR COMPUTER CELL. 1/4 MILE-

RADAR CELL

SAME AIRCRAFT

SECONDARY RADAR
RETURN

(Beacon) (Transponder)

PRIMARY RADAR RETURN (SkinSurface)

PRIMARY RADAR RETURN

NW

.KfS^&X/t

RADAR SECONDARY RADAR RETURN

-CORRELATED RETURN (Combined Return)

Drawing by Paul Steucke March 5, 1987

1 -UNCORRELATED RETURN

April 15, 1987 jril 15, Articles sent along with request for material on UFO sighting of JAL #1628, November 17, 1986, -Alaska:

NEWSPAPERS: Washington Post

San Francisco Chronicle Statesman-Journal, Salem, Oregon

1
7 2

Fresno Bee
The Sacramento Bee New York Daily News The Seattle Times News day Los Angeles Herald Examiner The Charlotte Observer, NC The Dallas Morning News Chicago Tribune

1
1 1 1 4 4 1 2 2

Knoxville New-Sentinel Seattle Post-Intelligencer

Indy News, Indiana

1 1
1

New York City Tribune Daily Record, Northwest, N.J

The Press, Atlantic City, N.J TOTAL

1 1
1 33

Cities/states articles came from (do not have name of paper): Bakersfield, California Las Vegas, Nevada Rhode Island New York Los Angeles, California Salem, Oregon Mesa, Arizona Long Beach, California Atlanta, Georgia San Francisco, California. 1 1 1 1 1 1 1 1 1 TOTAL Five (5) articles with no name of newspaper or the city/state where they came from

GRAND TOTAL

ILmlt'ii

Phutetariuin

March 15, 1988 Dear For your edification, I have enclosed copies of a partial exchange of correspondence between myself and S&T relating to the JAL case. The paperwork that my original letter and Bruce's followup generated from S&T is nothing short of unbelievable! It was hardly worth their effort. Apparently, the magazine will go 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 simply decided not to print my letter at all. You can see that I mailed in the original eight months agol Mr. Schmidt's response really hit the nail squarely on the head, don't you think?

cc:

Walt Andrus Bruce Maccabee Dennis Stacy Dave Webb

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Kaufmann's Universe, which we publish with a list pr>ce of S34.95, actually costs the student less than many of the other

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might visit

have liked a closer look at Comet Halley ttawa duri[18 tne Festival of Spring to see the next best thing!

Refractors for Research?

I enjoyed Roger W. Sinnott's article, "The Wandering Stars of Allegheny," in the October, 1987, issue. The beautiful instrument pictured on the cover stands in stark contrast to the sad state of the 18V5-inch Clark refractor at Northwestern University's Dearborn Observatory. late last fall during an evening session for the public. The instrument has been sadly neslectcd in favor of the university's 16and 40-inch refiectors at the Lindheimer Astronomical Research Center several hundred yards away. h appeared from a giance through the logbook thai the refractor hasn't been used for years, except at Friday night public sessions. Yet it contains the very lens wilh which Alvan G. Clark first saw the companion to Sirius in 1862. In the decades after the Civil War, such skilled observers as S. W. Burnham, G. W. Hough, and Philip Fox exploited the telescope's exceptional suitability for doublestar work. . , 101/ , , , ,Perhaps the 18!/:-mch lens jis no longer , ,. i .. i of adequate quality I don't know. Otherwise, it's a real shame not to use such a resource. There may be some types ofresearcb,for which the Dearborn refrac.. , -. j .u j M. MICHAEL DORR 531 E. Carpenter Dr. Palatine, III. 60067 |- J n

H^T^ ^3SSwE
^^lt\ *!,?*. fll^N|UjEJE& ^^V% *$. jfflSfrt^S*$* ^^^tfffe j^fjm- J^I? H^&"' M-V^ :'.fj?R^ l| | R * * ~^S v ^^SO EcTI^1* ^\ JT^lMSl ^jjf^ V v 3 3j3tft . jT . observersThe two arrowed here^fc at the north end of ^ riUe Bin 1, *r the Straight Wall. This photograph, from Zdenek Kopal's Photographic Aijij of the Moon, was taken with the 24-inch o/Pic du Midi Observatory,

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claimed (hat the pilots.

WCrC slaring al J u i t e r P 603 He made this

* June issue- Pa6e /conclusion on the bas S f a Curs0ry ana! sis of the ' y available data A more detailed sludv ' - '"eluding a close examination of the recorded commu-

sighted lhe Japan Air Lines UFO

Jenecto'

Alusing a 4%-inch f/10 Newtor though I didn't notice the rille, 1 Sketched an ova| ar ea at the correct position^ of the domes. V The new lunar dome survey of the Association of Lunar and PlaneiaryXpbservers is continuing with success. Any observers interested in the program shoultL Sorry, Wrong Number write i10 ime.. N. i think the computer-aided telescope, or -j j i wiuc u uc \1 u- i i_ IAMP<; w PHII i IPS M n ^W great ,M u ,0,., JAMbb H. PHlLLlPb. M.D. CAT^JS {November issue, page 484).' r.ihh Si i ^sl ^ u j tr W Charleston S C 29401 ^W-^T5i ^ L Charleston, S. C 29401 someone "rmght spemMO-minute,, star^'"8 .J, f ' nd lhe 8'y NGC891. /-. j. /^ *. This beautifu edge-on spiral is due east of p

controllers, appears in the March/April, '987' 'SSUe ^ lhe *n{ernalional ^^ ^porter. There Bruce Maccabee cites evidence refuting Klass's assertion that the UFO was a celestial body, refractor WALTER N. WEBB Charles Hayden Planetarium Museum of Science Boston, Mass. Q2U4 EDITOR'S NOTE: Klass published a second report on the JAL incident in the Summer, 1987, Skeptical Inquirer. He siiJ) maintains thai the pilots saw jupiier. not a UFO.

Canachan Comets

Gamma

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center

1 read Stephen J. O'Meara's article on the lunar Straight Wall with interest and very much enjoyed his drawings (S&T: June, 1987, page 639). However, he apparently overlooked two interesting lunar domes (possible volcanic mounds) north of the rille Bin I. They are difficult to see unless observed very near the terminator. bui I have spotted them with an 8-inch f/6 reflector Those with smaller instruments should know that I also drew this region in i967

The space missions to Halley's comet in 1986 unexpectedly enabled me to appreciate a locaJ seasonal phenomenon that is universally regarded with disgust. ^ere m ^-anac^a's capital region more than 80 inches of snow falls each winter. Whai lands on the roads is scraped up and trucked to dumps where small mountains of snow are created. As the Sun melts and evaporates the top layers, road dirt is left behind to form a darkened crust. The black hills far outlast the winter, usually surviving well into June. The analogy to a comet nucleus is obvious. This realization has transformed an eyesore into an object of curiosity. The snow dumps may not have made it into the tourist guides, but those who would

Gamma in the low-power eyepiece of an equatorially mounted telescope and sweep eastward in right ascension about 19m, NGC 891 will be in your field of view. If your mounting is well aligned on the celestial pole, you can also sweep l h 22m west of Gamma to NGC 7662, a really nice planetary nebula, Two years ago 1 used Revue des Constellotions by Robert Sagoi and Jean Texereau to compile a list of interesting astronomical objects that lie within 20 arc minutes of a sweep line in any of the four cardinal directions from a 4th-magniiude or brighter star. These include NGC 7009, the Saturn nebula (5* west of Nu Aquarii); NGC 6826, the Blinking planelary (5!4 north of Delta Cygni); M33,

23 Sky & Telescope, March, 1988

Robert A. Esposito 6311 DeBarr Road #427 Anchorage, Alaska 99504-1799

July 7, 1992 Mr Walter H. Andrus, Jr. Mutual UFO Network, Inc. 103 Oldtowne Road Seguin, Texas 78155-4099 Dear Walt, I have located a source for a map of Alaska's boroughs for you. I expect to obtain the chart and ship it to you by this week's end. As a computer programmer at Anchorage Center, I was not personally involved with, nor do I have direct knowledge of, the Japan Air Lines flight that reported the UFO sighting on November 17, 1986. However, my friend, Carl E. Henley, was the air traffic controller on duty at the sector where and when the incident occurred. He was in radio contact with the pilot when the pilot reported the anomaly. I spoke with Carl today about your interest in those events and he gave me permission to submit his name to you as a primary information source. His telephone number is 907-552-4418. His current address is Carl E. Henley Federal Aviation Administration Systems Management Branch, AAL-535 222 West 7th Avenue Anchorage, Alaska 99513-7587. I hope this information wilt prove useful. Please let me know if I can 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. Webb Charles Hayden Planetarium Museum of Science Boston, MA 02114 Dear Mr. Webb: Jerome Clark has sent me the March/April, 1987, issue of the INTERNATIONAL UFO REPORTER with Bruce Maccabee's analysis of last year's JAL UFO sighting. What is one to make of a situation where two researchers (the other being Philip Klass ) draw opposite conclusions from the same data? I have a suggestion that I hope will satisfy all concerned and lay this matter to rest, at least as far as SKY & TELESCOPE is concerned. I am willing to run a VERY brief letter over your signature stating that Klass 's analysis doesn't tell the whole story and that a conflicting analysis can be found in the INT'L. UFO REPORTER. I propose to avoid any mention of the details other than to say that the latter article cites evidence refuting Klass 's claim that the UFO had an astronomical origin. Under your letter I'd run an even briefer "Editor's Note" indicating that Klass has published his revised analysis in the Summer, 1987, issue of THE SKEPTICAL INQUIRER. I'd suggest readers go directly to 7 these sources to make up their own minds about the best f explanation of the incident. J If that sounds OK to you, I can distill the letter from your original dated July 15th. Or, if you'd prefer, you can write me a new letter. In any case, please let me know if this strikes you as a fair way to handle the matter. Incidentally, friends tell me the Hayden Planetarium renovations are terrific. I've finally joined the Museum of Science after living here 8 years, and I look forward to visiting the planetarium again in the near future to see the improvements for myself. Sincerely yours,

Richard Tresch Fienberg Assistant Editor

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

10706 Meadowhill Re!. Silver Spring, hd 20901 Sept. 3, 1997 Richard T. Fienberg , Ass ' t Editor Sky and Telescope Magazine Sky F'ubl i shi ng Box 9102 Cambridge, Mass. 02238-9102 Dear Mr. Fienberg: I was di sappointed to learn -from Walter Webb o-f the Hay den Planetarium in Boston that you have decided not to publi sh his 1etter to you disputing the claim by Philip Klass that the Japan Air Lines sighting could be explained, at 1 east in part as a mi si denti-f icati on o-f the planet, Jupiter, (re: your NEWS NOTES o-f June, 19B7, Webb 's letter to you o-f July 15, and yours to Webb o-f July 30. ) Mr. Klass was not very care-ful in his analysis o-f the FAA data and his CSICOP publication is somewhat mi sleading. My own analysis o-f the FAA data disagrees with his. I was able to obtain through non-FAA sources -further FAA data which establ ish the -flight path o-f the JAL. My analysis is based on the tape recordi ng o-f the conversations between the airplane and the air tra-f-fic controllers, the testimony o-f the crew and the other material. A brief summary o-f the results of my analysis is contained within the enclosed "comments" Klass' explanation. I have asked the Center for UFO Studies to send you a copy of my complete analysis, which provides the most complete history of the sighting available. As you will see, there is clear evidence against 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 11 reconsider your decision not to publish Mr. Webb 's letter. Si ncerely,

/.2^i*-t-c-t tffi Bruce Maccabee

W. Webb, C.H. Planetarium J. 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. Webb Charles Hayden Planetarium Museum of Science Boston, MA 02114 Dear Mr. Webb: I have at last received the Summer '87 SKEPTICAL INQUIRER containing Philip Klass's updated analysis of last year's JAL UFO incident, which was the subject of your letter of July 15th. After having spoken with Mr. Klass and read his latest article, I have concluded that SKY & TELESCOPE did not err in its June News Note reporting the astronomical origin of the UFO. It's true there are new revelations that were not covered by the News Note, but these appear to have simple explanations that don't bear on the veracity of the Jupiter explanation for the long-lasting, bright UFO. That being the case, publication of your letter would seem superfluous. Still, I thank you very much for sharing your thoughts with us and for your continued interest in SKY & TELESCOPE. Sincerely yours,

Richard Tresch Fienberg Assistant Editor

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

Museum of Science
\

July 15, 1987 Editor, Sky & Telescope Sky Publishing Corporation 49 Bay State Road Cambridge, Ma 02238-1290 Dear Editor: Regarding the Japan Air Lines UFO sighting (June issue, pages 603-604), Philip Klass's Jupiter hypothesis does not explain the facts of this complicated case. (Klass himself has since revised his explanation.) When the sighting began, two lights were reported about 30 to the left of the aircraft's heading (215); brilliant Jupiter would have appeared more than , 0 to the left of . the plane, dimmer 7 Mars.about 55 left. Klass appears to have ignored the pilot's complete description of what he said he observed. The captain stated that he watched two pairs of rectangular arrays of many lights and later a third much larger oval object dimly outlined. .The other two crew members verified seeing a multitude of lights in front of the plane. The aircraft's weather radar displayed a target (range about 8 miles) which appeared in the same direction and altitude as the oval object seen visually by the pilot (again ruling out Jupiter). At -the end of the lengthy sighting, it was reported that the large object dropped behind the aircraft far from Jupiter's position. I believe the most detailed study of the JAL case is a 20page discussion and analysis by Bruce Maccabee, a Navy optical physicist, in the International UFO Reporter, March-April 1987 issue, published by the J. Allen Hynek Center for UFO Studies, 2457 Peterson Avenue, Chicago, IL 60659. Maccabee examines chronologically the recorded communications between the crew and ground controllers. Walter N. Webb Charles Hayden Planetarium Museum of Science Boston, MA 02114

S C I E N C E PARK- BOSTON- M A S S A C H U S E T T S 0 2 H 4 - 1 0 9 9 - 6 1 7 / 5 8 9 - 0 1 0 0 - T E L E X 910 240 3601

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THE UFO THAT CAN'T BE EXPL

For nearly an hour, a huge, unrecognizable something, performing amazing 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 JAL CapL Kwnjw TanucM dncrlbtjd whai t*0td rda Bowtng T47. Hb drnrhtoi hv

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quarlah, fBcfctrfttg bwvtitBkf objwet* (lop mad), DM noutv*.- M iTMr ppwrwtl h ITM w*v3M*td ot Ma ajbrcnjtt. The vnonnoa* aphM* with Bp around Th* mhMte, thw COtoMal Jt* of two aberaft urrtora, dwart0 M* conwMrattrarf ibif Mnbebat

uenriim UFO M^imy They did iw whai looked llkr ^avigallonenj i of Alaika happened iom* wlnteti ago *1 llfhta, itrobe llfhti. whtn the clllunry of A nthoreje erupt/id HatwCfi Roiet, lit. Say the nlni of tha wiih rtporl* of wevrrini light* floalinf limb* and beacon llf htaT ' U ABAaaraaW ^^H high In lha night iky Tn* duty officer* el JALi Th color la whlta and vrllow, I mAKUUG.nl ft ^^B tht Federal Avlmlnn Admlnlttrallon were think. Vlwfl golni wlM TTit public affair* |uy M up Now that we* odd. White i>d yellow. but no red, tha International < nlor for DEL QIUDICE ^H " n^hl nth* Phon* n h ""! ^^^H llghlbolli weri belnj reported rivyutxn airaaft becona. ^^H It wet w*lrd end people wer* piling THPnO WFRGTHIN ANti 'irOTTY ^^^H looey V_Vfl Somebody called up ih* control lower cloud t nur the mountain bct<<wtha ^^H el Anchorage International and tht Uiw plane The air current waiii' "dy, the iky ^^H ei laid Wefl Ihry look likeKallooniloui we* clter ai a wtndihltld an 1 Teraurhl ^^H 80 lh reporter! Immediately went u> Lh thought the flying condition wertqult* ^^^1 hot ilr balloon p*ople and Mid HIT* iron pltaunL ^^H bwn flyln balloon*? en<1i()ufleo Then the two ll|ht* nan<l manauver^^^ happened that ill th hoi el' billoon Inf liJu two tar mt pbyuut "iifi eorA people had full hold i banquet and awry ilngle one of them wajther*. artounled for odor, Tiruchl would write iner. Hr had 10 trial blew thai theory. lo trj to uk* * plrtur* of ihi mayb* aoneoneelie would know wl 'Ml was. It wit a n'g* '.mere jnlll aotna FAA employee* with i*nagen ita*ted ciueLt| up to ih* public aTa riguy PaulSteueke, eeymg ihlnp In the hallway* llk*,"Uh, Paul my Fllghi Engln*er Tiukub* ' <|d Tcr. kid I* Hi me eurhl hltcamere ba|[ end a mdyof ll tuini oul that iheleenaiata had devlied an Inventive iy in* mute- [hfm*H>ea ID e i rtbefUL T*raucnleMli Ita Alpha UwWling dry. d*pt,jl*ly ur>""trul AUikan wlnttr at T0b*low They wold tak* -y*) wloaded llh A3A 1 "> film. lhc*e flirmy bap from Un dn cleaner* and feMon a conlrlnllm Involving thin Intended for outdoor daytlrr- irneryon cardboard with a votive eandlHitiKk toll and oda itrawe ilrunj logelhcr lnihihap* lha pound, and bet* b* wai tlyltif oi an X. Ir you I | Ih* candl* and breithe into lh bof, ih* Utlnj will Till with light and Ouou|h lha ahftdowi of Iba.Ky.alimUat 1M float In a wv*rr gl *ll tht wey up lo S 000 feel. Hu tot najr would tend up di of up. In a daikerwd cockpit ll nould nmr thne over half a mil* confoundln* Ih* wotk. JAPAN AIR LINES FlIOHT NO IS^L adutti with manufactured ll(tith*ll( H* airotd Th* autofocua 1'ru whlmd Thee*** wai*hii|A rtllef Born* b*p Bo*ln|7*T a heavy lift Ictlind tn andout, open and elowd, like a dllatlni flrull* turned up hin|ln| nfT It It phone bound fnr Anchora|e on lha after nooo of pupil ll wouldn l*i a foii'i in the nrn Piul Suuck* look plctum Nr>* tT Dylnj ibovaSOOOO fMt ertd dark. H* awluhtd lo manua' rocua, but under a ntirly full oioon. k M lh tnd Lhal wu the mm capUvaUnt enni Ui*lhuUaT*ou1dntr*)*aar Thathe Ui cmtr|i fmrji the vil fir NotlJi In mlddl* Il of i Pirl*-to-Tokyo tatfo ' plane aumedu>ihudd*t anil h* couldn't dtlivtry A bliloedofBeauJolaliwlrM tninjr jmiri hold the cameta UIL Until newt broka Ian 1 ChrlnmAtlime 1 placrd my romtn back in ihr tamtra h*d be*n picked up In Parit lha day f lhai would pro* f "iore iroublwom* 10 bcfort along with CapL Kenju Tarauchl, tatarvlcorKtrimttdanefa"Vittlir F>rt OrTictt Ttkanorl Tamafull and eipliln. tifnu A v*tci>n Japan Air 1 Inn pilot In e Flii hi Pnglneer Ycahto Tiukuba who Th* cr*w wu flui*d on llitu objecta, Jumbo ft! reported bln| ihanowrd foi rode "Ith the wJ- to '!and and Iptrt not knowing whalloihlnk. Ihrnthe Imoei an hour bv irimiMn| Lhel lnokd the night at a new hotel when til* bed* eiptrienn lumed hairy ilie ihlnjn) Ind bthivtd Ilk* noihlnt h had eip*rl wit too imall t&mt el them iiopptd in frwti c/ our /on. Th* nc ll (fly thu> Ux>k DlB flit! VMini a/1 bfhJi rncd inhli ?9vwrt In uieiVlra. Hit rt port btfin Tuo ihnaond ^ort ojfo i/d irncicnl Crf el T,rclt H.o<i1 1 Over the pole Tha Tntld* of the cockpit ''lonebilthl fcunlrr MU> o TV how did h* oVvnV ii la An urutahleeir cuirtnl ihmk Ih* plan* Lr likeamalldenHih*b:' IV and Olriff pwW/1 My i iptitnrt icatormlor (o fot ebtxji two hour*, olhf rwlae ih* fliihi Treufhlfeli warmuionhl' lire Iheae tnil. ft crrclrd rnnn, qutitioni thai e aiunercniful. Bul than ihey croe<) the lhJnnwtr*b>|,aileaatlhr< n-^iOCS. lurvui bring tannai nniuvr Canadian AUikjn border and headed toHe thoufht r* nlf hi b* flyi | lntc(h ward Fort Vukon Hit namf TO ""apt. K*njj Ttrauihl rev t nd of *oma aircraft, In< . e mldilr Tht rrewah*b(nbulllaNf -and Thirty flv* Ihouiand feel btlow. Carl coll 1^0 convinced they had *ttn nvrut'iirM thai H"Jy * plrif Ing lh(in on h't 'tfa; The ihlpa appar*d to h -r in f'om ol could bf nrlthT i|nor*d nor radilf el rope. The FAA i Inchorne Air Rout* U> Jumbo JeU liien flew In i vrlftlihlal pinned But nohirrjihed berndon* nd Traffic Coni/ol Ctrutr hummed wfLh a th*um*ip**d allthUj hif ' M IDOOfMl at firt I i l th* PAA r>pircd to bin on dim mw nilly ind flowed In redar frwn l *wav a tu>n*e threw rry i'i dull on It* handt *tr highly credible people the climau of m Inner unclum rule ol th iky Tiriuchio <-j u* what MPTUnt hl|hly Incrtdibl* Uiinp (u Henley i e bit muitachlowl fellow from looked like eihautl pipe* i d rotailrtg dnallng bul Inronrlmlvt The leant fllr* Ajkiniai m ih k*vy black hilr md teven row* of arjibei end white tlfi'i* In th on ihe matter drnpprd o.nl*tly lo the tart Mpedcltcgai a rontroller Tnii WM middle of lht*a flylni nol \ boitnm of Lh InifttlfarJon htiip, and the SotDilhlnt about UNO r iinded him 1* tilth day of work, en overtime ibtn. He directed IflIB t* nT dlredlj toTaJof e chareaeJnr*. llthUna* Memtd detilned lofodo*n ai )ml one of thoet (riiv Alukin thlnft kretrii. md It ** at tnu point, at UN . None mad* toathl n r- iMdowhit Of roun* thai t not what happntd. piana l_md left In ratpontt, thai tha lhM*.k|fCt* wr*dotn(. 1<r|uchi For Cpl Tt reurhl had unwlitirujly act craw headad dead Into thelt curlout doa* lhou|ht. Flyinj In tandem c-urtd a hjmbojet hunJIni thtoujb DacvatMO In moUon a wqurnc* n( tvtnlt Lhal would eneounlcr. t object him u>lnirnadoiial aiKnllon At flrtt, whitvr ll WH looked to the ml let *n SnitT It mad* no -nti. to tinted rurioaiiy ind gakloi and cnw Jial like i couple of liihU, movln| For IhrMtofiv* mlnulfi Ihalhlpa ofTIn thedlilaiwe TTielifnta could hava myed in (ormaUon witli U fumbnjtt, ndiculi and ibmrh lh PAA In probabcn flihier Jet* or ipeclal aircraft on bly liie WUMI UFOmnucrvtnr tobt Lb*n movd forward and on lothelafL aired in the public domain tine* Uia Air ip*-!*l minion*. Th rrew Ifmrad thvm. Hormirv m ifrrw timafy tt- it/itatat Forrtiol cyi of Lhc UFObutlnttaln But ihfi light* dldn I |e awty, to Flnt Thefearofamidaucolli ion had Offlier 1 emcln|l radioed to (round ran pUMd 1969 Ltt'i b*< kirtck to that b*mtn Men Lrol IA Trnd om whfihci anrtwdv 1ie wal Wt pr&oblj iMuU hoot t '(martin day In Nevtmbtt ar<vnd lupprnlm* In unlherf with ijitm. When Henley u>ld danger and uoutd haw arm prrporrd U tbanorlaernikleicjl Alaika where tht tttapt if (tit ipocohux mrr nhating un> him no TeTiefull r tolled In ha1Un| bul edi|uaie Enflbti "Ah. ** ID ngbt two anailytrutnuHabutoti pthrmirhia. tun dhappeati unui ihi middle of traffic H fioniuf ui,on* mill about" A But than was nothlnf uw ady about Match. ... By '

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MAffGUERTTE DEL GIUDtCE it m /nquuv uefl lariltr.

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UFO

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I

WOUND RADAR HAHNT rtflitared inylhlni near 1678, w notrilni *u Iikhr tnthe* up on trie cockpit a eaker X band weili" erofx Pul Lh< ctpUIn Ml Lht dlilanre ran|e to V) mlle and uhiieut prtte, aomethlnf popp*d up A lirft, ptDn, r-Hind objeti, **i>"(eljM toilet 1IT in tht direction of the lhin| outaide hit lndi* Hndar.Jipan Ali ICia DoytutUD have vhuil eonUci "iLh Ih* uafTlcT JALi 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 rpc-*td pkklr4 up lomaLhinf too e nk nturn about eiihi roilrt arieed of 1621 at 10 o'clock. It Uiitd e mlnuu. mi nut* aod a half. Radio Inttiftitnrt andenob)cl twnlnfto rffiitcr in thr diflerenl radar imp**. JAU It a. ah. I think *h . bl| * plane ll ah Foi I "i ill on *t dlafonally r*lotnd

TVr* lin I much room ffir n i nnd th lyiucn itlii on an unquM'l "H muiual tnul between ton uol 1*1 and i iloL A conLialkr ha (dlnjri about n tirplina, *vn thouih It i )uii a biUs r 1 <ih on a cof*. VVhitn be t Ulktnf U> >> I'l'oi, ha 4 lnild*lhrcMkpll*lihDiir> i rtponini unlduiuriabl* all' if I and , I lenity t)ob*ii topi him My awa Ha and lh oiber oont/olttr* viinwl th ccnd -1 DVI Utoufht of It a* a ' 'Ft)," h* outdujliUi VBTBriAN CONTROLLEH 1AM RICH rtturnrd from a lunch break nnd took Hanlrr could davotaaDhEiitttcnltaii to I02& Etrotrujoriradioedovi i that "on -B oUwi Mulpmcnt btn ur hav cooft o*d then U a l\\jM. OM <! 1*0," around 1618. Wat It he fcJIowtnf hlraT ttna*rt U Loka Ilka to- n, yn.

Oh, Cod. ...

Henley ttdimd the tuw << JAL and akedlfthaciewwutad th' military to acremhle on in* tnfllc. fitli*. nr]lUveaa ha wu, the pll i di<tn t en( tochanaiomvonrelMpll g hutt try Ini to r*tp him end hlirno _ n<_( Inftnntrfi W no gutmnln of talrty againit tl .Ti irgrt* QJ i. <if i/it trch
.

THE ENCOUNTER
i Ih*eighttngb*gm mar Iha bordat boiween Alaaka tnd CeieOa. Anl two llghit t OMifort Yukon H lh*J&L <> d**c*ndM 1o 31.000 l*l th| i vpoftwt btng loll<ni*d In fOinullOfV. 1. Trtf linrwd In etrd* ont Falrbmiit to th* whalwwItvM Bgt i itayxt with thtm. . Rnifrf, !)* SO ndnutw, II dlup*

palnud the tby in a redHlahaUlp.Tha eaii tide the tide *hf r the object! wa M* hadnfi/mn to tor bul tfgan Jnmrry rinr* 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, (hoi U"T u^< lo <hf dart uai1 Htum juii add* (h rVynJ afj bjnlt ondii* rhft^d bfhLnifw Ahui L/IITT IPOJ o nlhatir't' iV<3 fuToniu ipacifiip Ht mial fuiouoi ipueklyt JALiJtpn All 1928 Ah, rqutt d*ictnl rwqueti tht ofl* into. H*n**r Jip*n . 1618 ketvj. Dmnnd 1 pilot dL*creUon. .. Do you (till have your lufTic' 4AL ^LilL eh. forriiii. eh, ah, ri|bt fortnuunn In h (ormatlon. Harder Japtn All 1618 heavy... deviaUona appicnnj aj n*ciuiy 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 cokaul alteof iBoalrrreflcerTlen laid end to end Wriai could II ponlbly -tnt the . _ ., . jpn Ali ICiahey Sir. I ea |nln| to requli ymi w mk* a rl|ht lum. Ihrteiii le.adriieet thirr hundred and-ility<defTe tuin AndedvUtm* what your Uafflr dtwi then JAL Right lum, ihret liny.
on a

tpattthlp wot

ta ei a'L
The PAA Iblfl lupervltoi HlondSu phrni, e lean, older Irllon * n> * (inyinf nddilh bir<j h^lJ|Un tltinj tia and rrvhoy boU, lhou|hl )ott ancnA mljhi t* Mlo*4r-t IGZSalu I t* into Aiuhorgf.*. Hb radlnand navljatioi -oighihtv^ quit, Stephen* fl(urtd So he follow*! prandurr nd alcitod Ih* U 1 diatom* ofTtee. at / ichorvc* IntamaUoQaieni! tesiebod railed Hank Bliu Lh UimplanUd IJLljhomsn hotlnchai|*olth*PAA *it d'rtjion In AJaila. Ella* cr>uldn i knn* whei i.er Itwaa a eiitfra (aituiaot elfe rJur itenlof iiluUoo. And ihvproilmlty of lite Soviet Union *u aln/t * litlat it oould b* anewrtkubtrltDtnuJ oil' oiadff*ctUnited Slaioiiplhert ihni i*oruyiln eliht nwniha had UJtfilrv r rlWanon the Trtnan R#rin| Sliall (if the AlukAD liliDd of Ljttl* Diora*d* t" i bt Sonet bland of UiJ Diooied*. Th' ml Union like* to tend tu Dai boml- * mio Ala* kanair tpace, orrjrinl (I* '. nl noot>ln| davicn tod Kmtuinn ' nviln tad Ih* Unlld Slalet like* u> <l m lal*tl ? 1 j w Inttrctpl and eao ' L them nfl Tliey llalen lotaHi othi i < idio linnl miulonj, obuiin radaj fren 'rnrjt*, try to airctaiX SoniBijtn**, a3(ni iflfhlnrwdl Utrk In o Uflil bblnd thr i nlofa w mm* i id! aJTllnei that (!' pilot nover even ijiowt And If the S(" i )i <ho** uponr|H*r h M rrfliter ridi<ill]r only aia liitledoi loohi jni l.l a aplil heacon tnildfnin iplit |ma|. o(lh airliner Sh*doln iitaU'd Ovei Uie phone. Eliajti "fd ihfUov ho oiled. U riat did the p.ioi da, Uj,

purad IMW THkHt

hg AM tMt toward Canada.

U SEEN ON RADAR
Th tmaB dtoflontJ elnhM raptMantJALFOolilHa. 1B2B a* R appeared on lha FAA'i radar icop*. At HntlhFAAiaIdlrw nrt to tht ...^. ob|act or obt*cie Than, altar (towing the radar lap**, ih* gann '<* ..t* Imepee lootM Oka "epwl b**con* r accidental *choee ol Iha fumbo |atllaH laminar ledarqulrha that )uii happened 10 eolnelda with in* e** e viiua) raporta.

bank Mr nottrrai .. It had disappeared H e uiy TrwrrfiJ IV rclunwd1 ID levtl

vmr rJu
On rJi.jround.Ctrl Hnlv n|lu*d to hit ndar icorte. You r* not iuppo**d to hi unknumj In air traffic control

IM? Did the centtr have any flight pUni on anybody Oil) could b*' r: Do you Mill hav* thn traflle? JAL:Afl1nnatJv Nliwo clock. WH ATP VER HAD SHOWED UP ON lha mllltsry radar man t Ihtr* anyrnnr* And Hmfoy wajn't I*|A| mixh tllhtr HA hid nrvti rcilly > oUen a (ood (rack on whal*^n It *u. Unli*d Alrlmt* F1l|ht N 63 hod Jut' Uitnolf from radioed th pilot lojo lak* look around Iu25. ind a Toum C IX military nifh! <th flirt fu offered to fty ort aa n l i Up In ih* JAL (txkplt. 163 *ld mak* out ih Unll*d airliner Tb* two plane* fluhH landlu lifhi* ai *eh other ud IBZ8,Ht agalntl a llghl background \\tufrrflytnfihftaiindiol Mount MrKinlfy n r tn/u- (Aal chry afrt ucrrhinj m HVn (he United plant aunt try our udr Ihf ipotnrup daappnfrd f ntdiirnly and tnrr* tau nottung tut tht ItfhJ o/ tht mnon Neither Unlld nor tha ToLem C 130 unaihlng other lhan th*JALfumho}et Whatevor it u had anlll InalanL*. neoiury It aeemed lo Ih* ct*w inward the MO, toward Cvud*

Flnihd al the airporl Dorrvdrov* ovar to a hilel In Anchorage where acurltv fuy from Waihlngtnn vat iiayl | Dav* Smith manager of the FAA'a n Inveallgatloni and Serurlly IHvttlon. mho a* m lorn to LaJk about dni| monitor Ing program*. Dnry had ipent the d ahonlnf himanund HelookSmllh 7 foi coffee, tnldhlmallahnullhealghting arid the tno m*n muMd O>*r the b*vlld*rln| Ihlnp Lhal *omelimet hpp*n In itit va*i ofenttrrain flh* far Far North, tn AjceHc* i tail fronll*r

HESTUNNPDCnew of Flight Ho I6?fllandd about 8-J6 p ID. rn Runway 6R at Amborege lr>lema bonnl, ending * 60-mlnul* ordeal lh*l fli lerrlfyHnf end fenUMlr Henley Im mediaLflv took * breath*! lofleal ihvknoUoulofhl* juL Wiih queelloni lr my mind lhal I couldn Ian a*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. wSo wi onr* an advlter viih Ihe Army a Speml Forces in Vltnjm He leojnly agrnl Flon Mickle nnd liimia Vinflhl fmm flight ttandarda ran the crew aiound the blk a couple of limri on what they d aeen We weren I leally aurt whal e nad, Derry uid luler Wa* ll a eeciinly aituatinn. or a vlolaiiin of nil apac7 ll L a tirenge ihmj Deny juilifH the ceplalri lo be (very Itab'e rompet'ni profeenon*! lle^a* lure he ronr* med ll i like drMog dt'irn the hiihmay nn eji emply toad and U of tudden lour lighLa come up ovr vour left windihield and folio* you for an hour laid Derry 'It pi) your attention Thf lirit ofTuer and flif hi engineer hadn I had ai clear or lutlamed a ! *t thecaplam But hal they ia they u prelrv much Ih* lime," Dtrry uld He nude note* |udgedlhecrelob*norrTuL prv/nrooof. m/uxuJ no dnif tnuokfnfnt It didn tmio FWrry ihsl any further Invriiigadon would be wgrranleo by M curlly There u nnLhlng Ihf re ne *ald U> Indicate lhal anything *a* Inie cum. If any bod; derided to do anything. It would have u> b* Lh* people *i ftlf hi atandaidi. or air liefflt conLrol

Ic and ukUer to ahalie Struck* AM going to have ai m'i<h lrnublegellln|rid of i( M the JAL (re had >ilh whalever thot* tanacl<iua Ijjhu wer* thai had *nad o*d Ihem Of court* moat Inquirletome From rtrx-rieri. Bui 9iuck*Juil look ihtlaia rellabl* rvHectlon of genuine tunotily among exrage dUien* th* r*p-*>n*rt naonlvactingn ihelr behalf aiatouti. Before long Steucle atarl*d hearing mmblmga from afar thai higher upa In Lh* FAA wer queaay about any auncia lion "Ilh unidtniified flying object* TB* *g*ncy Imaje mlghl b* LamlaheH OR WEEKS NOTMINO happened 8tu(ka had iplit for Alajka 12 ytan Tlia FAA lnipertor already ago, log*l a*ay frotn Lh* rommui*! and had lhjr hand* full -ilh far h>n!ei of the Eaii COUL and word of Lh* mor*prM*ln| taaea. ciatht* honeho* uneulnet* made him yearn lo In *hfchptvpl* had died *n<11 gltptlnl picture* hl avocallon He IhaJAI ilfhlliui rot bun I * hen atarted to wonder where lie *M Lr*adlng lo Ih* hollnm of lh< Invnlrjt how far He ahould go. Uontpllr Out of niht,li*a* Uk* CapL TeraurhL Sieucke had on out of mind until the day lered ihe Jangroi tren* Into which are btfon ChriMmti, hn Paul call i l ihoM vhodare tnpuhllclv lnn>tn l 8t*uck (ol a phon* call fnMfl lhmaelvei with unidentified flying ob Shoklchl Elba, an Anchorai* mlaura bcu UR> mdlcatea )iui that, a flvln| t*ur and cormpondenl for Ih* Kyodo objefl that la limply unidentified regardNWSTIIC* of Japan. le*t of ipe<~i'laLlon aboul Iti origin. But Lo ll fmi [hat Cipl Tenuirhl * ipll many Ih* term hi torn* Loeujmeal the binding rpnrl o Ih* talk if lh<-kpil flyinj (aurm of au per market lahlnldi. amoni Japanru pllota The London bu Thoe who ahow Inltml nk rminj Ureau chief fm -\'iS Ihrmihl IfniKI huH bld aa Inn beheier* In viailora from fotlf n Kind of ll Tom mma Japneta oulr iparc inltllertual flyntiihii ot flier* he J friendly wiih, ajid he hid Jull blrdbralni with plenty of room upinwrvlt^wJ Lh* capialn al Ih* Fnnjm ilaln lo rent Toavoid ridloile moit Hnlel JAl. blunt, vhn Trrauf hi H(<T Mrloul relearcher* hate ttunitd to Lb* lhrou|hUr!onlnr>*<-rmbr SmnKNS ihiHow* and ken iheir mnuthi ahut irhi KlbelofonHrm about whal (oula h* [oin| on In ih* Ih*<lorx*ith8t*uck* ThtforjolUn ***mlngly InHnltt unlvtn* JAI ii|hiln| aboul U> b* rld frcm CapL Ttrauchl probably would h*v* Itigdrarl been wtier to dn lhaL. heinild hm* picked up pretty rood p*r*d hlmielf ihe phone till* Lh* rub Inform i Ucn *ald Stauck*. a l*an. illver bern*cklng the motbery Rut try elite halrvd carxr |ov*rnmnl employe*. Ilk* ccunti he u an honel and forlhtljhl hn father btfoT* him hodrl>*< ohll* man By doln| htaduly by reporting In Pnneh* and kep* a Jar of MAM t on hit good<nntrlence*cim*lhing In ihe iky lhal organized de*k Rib* **nt*d to kno If ll *in I aupp-ed to he Ihen ht hroufhl of true public conlrovrniy unnn hlmaetl and em Sleuck* locked back n* weeki In hb barianlnj u-mtlnv wlihln a profvnloo fll and ItM h m Yeah ll had m Lhal li highlv conirii>u* nf ImKge pleiely >lipp*d Ki tnmd Klb>airl The FAA meanwhile did nol *anl lo roma locnmeotar Struck would in* eruxiurage publrc hytlerla by cavalierly him wruKc*! inforrnalron ***avallnhle releairng Infnrmalion whoi* meanln| II Aftriall Uii*mAla>Vt Youajaa rould nol aaceriain. ll ^tiodlH not want lo llrtl|hl quettion up hw you ten cait upenlona on the crew it had no i l aighi ani>^r l ration 10 or cmla the Imnreulon uul 9t>i<ke had no Ma hai h* vat *t>oui It had snythlnf to rover un, becau** It to in into after Lht holiday* awn after dldn'L The FAA juil didn i knot Jetl Berliner of Unli*d Vren Inmrna It wai a Icw-lou aliuatlon Uonalln AnchvragoiBlied untrng la elv.ul thla JAL iiRhUni (Sit ** HE AIR FORCE HAD making the pipen lnTokyo> Steutke |0l apent 21mnddnlnf ynan theTileoutaialn Berliner Ullea to Jin inveiligallng UFOMDOrt* before t foil ng dow" ' Dfrry prr>bedali(iledeapruidflledi tlory lhal nr|hl that WM tniUtnltuMl lui governtnent vauhdof. nulionvMa Ptfjert Blue Donk -and The neit day ratllty let In. Hie phone* ihaFAAruidnnlnKretlln ranj and rant and rant ll rcmlnitad picking IIP where ihe re treating AU Fone hed left Sleuck* of ih* flnt bit; itory he hid handl*Hlhr**w*akafrritakin|(hli tab off. The UFO blue had m IftW S*n a Kcresn Air Llnri Roel~f 'it Ilielf too readily lo DC lOlaklnloffonafwntyday had fanlaiy end hoi li *a* utiled down Ih* wrong lunvip in lh I0(r>nlrnl |thii(ory had ben *mn| itirKllun anrl nm ovu a N>o pn lir|*d mpll(a'*d and attended Lo tHin engine rommuler OijKt *IDi elgnl bv myriad paneli and pro|(jihaipn*d Ih* hni pnLaln around viihoul aettlmg p*pl nn bnard Th* offlre wai Inundat ed llh InqulTin, day and nlghi, until anyLhing 6cenarto laid nuiln TV Sluck*fouMgel lhnev*oul that no VWConinvmjinA'ntnce.t 1916 book ona had beenkilld br Temtile Unlvanlly profewor David Bui i l tlcrj- aj Tar mor* IdlMynrrat hi Michael Jacob*.

Ground control: Do you still have the traffic? JALi Affirmative. Nine o'clock.
Project Blua Book hid b*en , receded by Project SlgrL Prort Qr\jd Prelect T*tnkle llhLn*hliripolnloi A.rForc* tnvolnmtnl ourr ln| In IS1? rhitnl had b*eri i irtmendoua number ol ' 'FO report* Lhal yen _ Including is i u anpa IfhOppJtUrdeemed in*coinie thai iMth* Air Fore* lotcianiblej '< lo IntaraptUFOa above thtnin mcapl tal.3olheC1Aconv*n*dep*.. InffN* (UlUngulihed nonmillury Kin IFI* the Rotwuon Panel to *m m whether the alg bllnp Ih f*l n InallonaJ weurilv Aflet llhourofelu.l i thmdayi, the panel conclud' ' lhal the real danger dldn t a*em lo be n - UFOi. TrttnolilenferwuLhaUFO' portiiwai'ni'y mor credible b*ci o ol Ih* Al> Porc*aauitalnd InLerni ipU thai rould eipoa* ih public i piychologleaJvarrar* and akillfulr -*ti|epropuande lhal might Induce "fitrkal Mnavlor and harmful dktlruii f duly cona ll ruled authority "Th*.RiKiai would lurely gel u* Inform*! critic* argued that Ihe foveminent *a golnf about the invMll(ltlan all wrong lhal Inieitlgatnri wen pTBocfupled with ihepo'ra*!*1 *'*. lo national tecijrlly Lhb IKU (I. 50*, ifUr ail Lh* h*l|ht ol Lh* Col' W a/ nd nol with Mrioui adenllflr nnlj^n of the Lhoujindi of am (ram til mer lh wld But nomalUr *hai Lht AJi ' im pe-iple did ttrUIn UFO quart n ro-.junety auaperted lhm of orch- i rating elaborate rawer up*. The flyliuj uucer buitnet*i n the bt|> pl public Kleilont headech m Atr Koirt hllory Finally iheCoi 'on Committee n academic fnnipcon tndln I WO locum* up with i nomni'iinrjr rtnA onlhealiiiau'cm.aaldeiartly i iiatlheAir Fort* wanted to hear kno 'Ige wouldn I be *dv*n<ed by funi r ttud> and Project Blu* Bonk thouM i * put to tlwp It vit. In I960 uid Lht *im mo don of UFO* p*n*d into Ih* htndi mdrprnd *nl mrarch^rt and print* nr mnalnvu *iKh u MUFON uA CUFOC lU MuiiulUFON[vorkbitd. Vfuni. T*i*\ *nd ih* J AUfn Hint I mut fot UFOSwdljlnCleTul*w 111 'havui anlof currenirwearthcari volv Liumaiic m*dlc*l *ini mioni on Enarjitnrt of difTtitnl |D*Ta1i ntoflh* Mm* famllirt hair Lbin t\f I In InHK*d up lh no** plup of ikln ii>kpn foro b*<ki, roit Iria. No tha FAA had no lnl >i in reuiJnf hl|lor7 landtnn i .^rsl ll WITT h tov<rniTi*nl had IMI <! iU tmon ft\L Th mo Monti, u> amlj h luarlii*du>unidnllflMin n[ob)rrt* *n In no "tr cooduclM to I ipaucrauc coDtroL ocmrro- of Pag*. It

T 1

UFO
coninuadfioniPage 17

not a wpret* nhjwt a familiar mendcrf meanwhile dphulzad] that Uwli ledai ugvh hadn't Utled long enough U> be conriim*d, and they attributed tha appaiem blu to coincidental eleclionlc rlulla: kept falUnj new blu ofraalailaJ. n4 uia> ihrrad of the ftoiy krpl njideHnj H f|t ai 1) he urn blowing "P balloon each Uma ha doled oui e bit of Infoi nation, Uia atoiy |o( blnrr Me In the data and trying la itay ahnad of Ihe reporter* nol Hit BemUm, (oi ona, of lh Anf homgd Daily Neva. Alin lh FAA uplalnnd lla double ladu iignat u e "iplit bacn, Bemlon Hacked down controller Sam Rkh who l^ld blm thai thie4 conimlleii hud Mm a ladar Image of an object near 16?* thai nlgSu and all Ih'e* of ui ihoufhl ltMr m a dark or slictcO. {TbaL wculd b* RJCD Henley and John Aar-

nink, 'h" Kad iteppeJ In to h*'p

batn v f rv eit.>nf Rich (old Bern ton bui nonanf lhart>nlrolli ' tha Ume thought It might b* (plil Imajf of Jie 7*7 Si'u'kf railed Rich In far a chat- lla mndr Rich airaia of Lht awkward rition he had put the other coni'NIen In ipesllnf fnr them iilthnui (hair knowldie And from then on, P''1* rtleited mirrview tnquests Id 6luci 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 fM puliry r^iulied Ihem to go through public iflun. Stuck vnrried Uiet this mil up mada him look bid. One day be* nylng only on* control If bad handled 1628. and no* he flndioul ihere. mug for counting unerviiort and lhay iemed to b duputing Ihe FAAl publicly itatad pliion' H/Tiot in tht utrtd uoi nrryfady fanf (oCunkf

* > '-a-' t-e wajn't handling u la>~intiing and (nlnn kept happrnm( FjHy on Jan It foi Imianf* CtpL Terauchi again iepoii<d feln| unuiua) lighui nhila Hving o^ei Aujika. Onrt ha landed and learned (he Iocs Lion of a rrfxirird (*oipnHur Invei lion he provided an riplanallni. Ai he flew near AidJC Village, th lovn lighU had |nlln diltnTled by bouncing fff lev trvtlall ci aied >ben cold air got tand ich*d b*lnen l>o uyeri of nnn fliit, mliially the bformali-n wtt preenld aJ If tha FAA tiyn Teranthl cojnplelned 10 rporter Hal flemtnn awna Ibat It made him look Ilka a crackpoL Hunt EJiu tha Alaika air liafTic manifeT fell bad for the captain A pilot If aJvap* teeing (htn|im th*iky h*t*yi. bcauje ttutl * when h* i looklnt all Ihe lime. You le* thlnft, he aayi, and you rallonalite." Thai* a itar, (hall another ilrpLmB*. Lhat'i a nivlgaUonal bticon. So

lhr*ptalnwt

nelhi ig, and It

SO "O1" YOU 1PE "'HAT the captain and lh FAA

Dot en* <if Uroei dav altei day (he phone unf In PnjlSUuck* 1 office NHC in MB- Vnik Radio Haeli Siat Magnime Canadian Bio*d<eiting The Sunday Lon doo Muroi The Fienrh Nan Agenc j 1 ne. nashmninn offic* 01 TRIO (he Soiet National Daily Newspaper Natinnal Public Re 1 nblir mp<in>c vtt in great ihm [he FAA decided In inter and review (h radii lapel And ateucke. ilartrd thinking iiral egf Vi hat ai the FAA i rule and ruponiibilily' ""hit did it *nou>7 The flcii offlfei and Ito Hlghl engineer again corroborated lha capumi dramatic report- Bui the FAA rfftdded thai lh radai tapei did not namaa/ily The fphj*ri on idar *a no* thought (is h* an acddrnlal iplil image of Ihf. JAL 717 Sleucke laid and

icen In 59 yMj 1 flying TTien u>i Eliu h* git to look at everything euJ) , nl albtml ttom now on the i -ci fijy'a |ot to take a real hud k and My, ' i I that another oni Irnlda the FA ' . fTlfti, meanbile, the allil i Ir mtt. f can't btiuvtti HTwr - ill tlta intmsll woodei Poi all ' vine line. the Uiilld 9utw or i lie. Soviet Union WB* IfctUni ion - idvanecd iplnc7 Or coa> - ihrii vaa physical Mplan mn he\ond Oui onc wtte ai 1 rtdi activity atomic fin Ion ih< anotntloui motion ol th LI uliellnn of Mai fury And *u i' Mely thai In ul the *49t unjvr t only Bdrth would hiln|le.i utfoi l.fef Wa dl cairi mh uj Uia aed of the ponlbllli ihnt vhat Capt. ' Tereuchi docn1 '-d could actually h*v* twee thr ' uyi Staucke. "ffkv dvbunkrM on trytnf to keep ui he&ttt A t the utn Una,

SURGEON GENERAL'S WARNING Smoking Bv Pragnant Women Mav Rnstjlt in Feral Injury Piemarijrp Bmh And Low Birth Weight

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Wt^ ;

Every lime the public affairs guy doted out Information, the story ballooned.
it* tollvnre r tayinf to k*p th* po**lUlii7 eJli* T1IB INQUinlRfl KPfT COM Ing _ m fully Ifonj lh mdia end om* from Imii-pf nJi-nl (IPO in wU|atori Ilk* Richard llainrt. t rumpart, predl*, polite Celifor nu *dmUj( in irirt rimmrf bi/oeab *ho rtill pullt out (hurt fen timrn Wh*n pnople c*1l*d Stout: t en moiJrii to I no* bom oihet lot tlfhUntv h* lent them to ima Lhirinf the day, HaJna *orkt I NA3A in Mountain Vlr* tt chlrf of tlw 8po Humin Ftctott OfTlf* lhJ t* helpln| r)rtJ|n |Ji Inttrim at lh* fp*r* nttipn u mil n nr p*C lulU At nl|ht nd Ml nkendk, *t hb own vlprrua, b tri l k uttk oi >.id npUIn i * tlftitlnp liki CipL Tenuchr hb hobbr (or jnnj. H* ihlnU pdoU mate food Unnwt. hl|htY tnfiUnled, men UfkiHy IndmMl ind unlilflj lo b BtnbamiBed pecn. Phn, in ifrplane cana irith httnunenU that etn record phenomena " fly) n| Ubontah*j

Diry JAL. th pilot nnd first officii nf (h Unllrt Jet. And h* lntrvlBd CapL T*'(fhl f Lhi* hnur by lelephon* ii h th* fce/p of Ja pilolwlih a Ph.D. In eminc-tlni Vfbtn Hilna whwl Tmeuchl do* thi tva objaett fi* flni ** hd loovcd In ipicA, 1h npuln Mid They mo**, toffihtt u If tli7 hire t eoanon ernter ol ilht rndrwn United |U -h mtin,

|^ASSACHUSETT

PLAN GETA\y
In find the bet vacant' M:issachiuera, you'll u ti< our new Great Vofo> (midt (t'lfifledwfihsj on everything from fri' a'id breakfasts to glim h. >tdi From Boston t< si lire*. From Cape An < od and the islands. > ullbrdable packages fr1 i' i one went. And the nil is-it'syours free. P< < 'upon bebw or call i l-800-892-MASS> FREE. fc.fti.nuh.
"~

" Hilna ked. And Taochl uld Th l(/ht *nt out-" TWA9BOMFTIMe AFTER Hf)n(# ipoke -lih lh, ctpUln that Philip Klin, *D othri notnj Independent UFO fnvttilfoL^i tditncrdi > Biddy publithft LhT7 thii the cipuln h*drtu4llf bn loollrtj *i Jupl tT tnd mi>b* Mit*. It ** UL* hi Jenuari by ihtn. Fot roiny ynr, unul hcunri)-

*^****
Or,

ntJnnitnt Ujt June, Kim hid

bMn Lh* unlor liHonla cdltot ef Aittiian II *r* and Span Tttkitd* off Mj/mn* And I Oinr (htn W yttit, ht* hobby hu bn to ln*tll(l* (rrnlruly myitctlou> ut fen>oa UPu t*et," h "1 have mf rid ll toundl hnmodMU but I UUnt II i inn njnohably IM fftdinf itapUal UrO Invntiftut (n th rauntrj, If not thr *aild." hi my*. "AfUr II pan, I furi rrt (o find < CCM thit 1 did not beller* rouU be irpUlnecJ In ptoMlc or trLhh tens*. DMU o' l^iri p-aldon. ll 'Jwrt !i IT Important nt UFO TOM mil ll * Mrt of llolrni vere * [*l pchion Uvuif \fAnj htaxjldnlelfoidlolfnorg Jimmy Ifoi7 t romplfu dbappeg me* or other tu<h *eiTifrt|ry myflrnri crim. KtiM di</n t (nUf^wr DM p). lit, b#nut* t/let hsirlnj him on LATty Kln|t lif nl(hi rtdlo hov. n u>>, ll evident that h ta rwi loo t\\l\*4 In Pni 'Uh, and 1 (ton t *r-k Jp*.n*e flul h)i PAA ronrcL enbW Mm In "r**d end r-ib eitenilve noU* of t Ugn*rilpif>l th* taped renrvriaUon bet>tr> Ihn rorkplt nd Ihe iround Thn h* fiproil mtltd Inrtouilieitterly dltrcllon In which the rnplaln end (ten *tr*lkln| roniijlled t profr* gWgl etlronomet " mil worked and vliible In Ihe dirtf linn nl in* reponodUFO and Mnr it lu*i bln* end to the il|hi of Jupflfr vhlih (iiuM upltm the pilot I lnlUl r f pntt of twi llghll. Junll" iu f>nly 10 ddfrwi gbme th* hoilton mllnj It pcomniva on n*d poo*

Sr In Plnar cadi in Scrt d K'

Tilt SPlRrTOFM^SSACHUSETTS GREAT VALUEGLTAWAY GUIDE

IThe sprit afN

is the spirit of/

READING GLASSI
ttHtbca \ 1
left eoattane to k^ tm to th> 1aDy roood lor i Suit

I pblned t,E>00 of thra u illu*ir.n or muidtnd/kfl'Jnnj of aimo* pheilt phtnonin. "8gi none ihlen," h* un, I KT quiu It* Lhl tf* vnr un>plln*d. I r WO " Tli* AJgtl* il|hCl | ti one nl ihcm but h Myt n Ui onl; mJtr unuiutl thln| bmrt I *n Uu publicity P*oI p] lend not U> nw Aboot th Other*. " Like Lht <fcn or 10 l'FO ch( tli fireillun )( flfhUn <hned fur hallinhOMi U*tM*^a(lilh rrf*r In 3ta

Oi
pilot H*ln* hai )uii written a boot about who \n JS78 rt twrtd a iu*n( tt*n In hit vtcln IlT then diieppeerad, whllt flyln* In a CfMne to buy wmt nayhih fot * pany llalnei htard ebout Ih* JAL cale hlnwK about lh* relevant rtdei tyderrj and (he dyn*mlri ot Ihf IW)n| ">tl H* |fiL llnlH of wind 'oft rhirU and irtaihri photrajraphy H* worked the ph(ine Elmvadorf, Siauckg,

Powe-

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pear lo lh* pilM to b* rourhlj al hii ("w. I'tXVlfool aitilufle." Klu* vrnle la a leport for the Buffalo bw-d Commllin* fnt the Snendfic InvMlintJon of Claim* of the Paranormal of which ho ui a founder

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A l N P ^ COULDN T buvthaiheonr Itfocwed only on the vwy gnd of 1 1 M-mlnute epliodo, gnd dkd 1* i :^^^^^^D^^HDH^^^^I not take the crow endre iiparl'^^^^^B^B^^I^H^H nn Into atrnunL "nwra'i no vav ll could b* planet," he MJI "TTif *utnpllot { a a ^ ^ H S n B WM flrli'f Lh* airplarut |n t itnfght line. TentKhl telli me that the ob|*rt flt inp^nrrd al llo'dock. then moved mil ilhi quiekrj U> 10 odnfk m 10-TQ bafora It carne b*f I a^tlrx That'i nnl Jupilrr he tsjt. brume Jupiter (twin 1 mriva If jfl^Lt^LlE' <onltm| n,j,y Ihf airplane 1* lUhle and ' U ^ H " 'kvnl a n^ { l | i t n B ^ H . ^ ^ Jupiter ll liable, ll de*n 1 el ) ** pluln th<i bunineti" of lh. ohjert* .^^^^^^- - - 1 n^^^Hnii ""i - *i* moving tntfk and lorth Beid*, he ayt the object* *' *nv tno ^J^^H^ _ blgto be plangU. I^BI^BI When the. ltor> lxnji hian Jb^H. THE COURT AT a^^ftor PRUSSIA Jupilei ihcritT c^me over the wht t Um Anfhnrate Daly rf^^H- 1714 WrtlNUT Ne*, Hal Her nion called upTet auchl The pilot *a* ade>r>Cn| ^j^^B- 1714 WALNUT he had rettgnlwHl Juplier during f nrJt^^^^^F' -' ' HB*W L}U fliffhL Arwt vhfttAvAr hM Lait*H him vu no ptan*L "^^^f Klsst lunched mhm tnld lhal *i ^^^B Ihe pDoi han rtrldKiieiplant linn. Thut l par for tV cr>nr**i Wh*n a pervon b a deditaltd UKO ryllever at ihe pilot and "~ ^L^LimAaB ^BiM m, he II alvayt deny a proulc eiplanilioii Ymknnv nfoum, ^L^BkB fattfloiHIB/ lhal hr i a UF"0 r*Malrr tai^Btn b iw koiJ hleif wra Tefenlruj tn Lh* rap^^^w t^m mtai lain t ascend lrlrvl* with tn FAA ".hen aiked if Ihe No* f llfhting vni DM (aplalri e flnt t^^^ftm \ Juf^^jM eip*rln' " Ihe captii'n u<ld '-I two olhe' <>m*rnnL (Iruv from hit borne h* had olnenM hruhl lighu foi 10 mlnuli-e al *hai he judgad U-h* 10000 fn?t And Tiv yeara o^o. on eargo flu hi murlh of Formosa, "when 'lUirl cllmh m ta* tpflhand lid* hi molh*r ihlp But ha uid II vai too *ird he atn 1 feehng *IL HM^^Bj^^V / "I and ha irnortd IL [^^^^^H x Aih*n lo comment nn Iheie rt^a^a^Ba^l^ll // \ f*|^H^^(f " * * o'*\ lemitrki Sl*ucke aAi<l Th* feel ^^^H \*t "f thai he inv a couple r.f other Ihlng^ 1 thmi li <>var(irti|[hed by ll I l^l l Lnm t TL" *"^" i . Ihe hlsn<T of ih fad lhat he * l^^^Kd !( IT ^kf caplam for a lar|e airlm* end hat flown for a long lime end haJ t^L^L^EJt ta*tUIMM great daal of ret pontlblllly

l i i H B ^^B H ^ ^ HB i H

^Hfcin'C Sllmb
n

... ..

JH J'KH

JB MIHifl . JflNM

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IkrvTvSafTet t be FAA'i director of An TiefHc Bvg'uaU^B and Analj^h. Then rnlst-km *u to lakeaflneli<xidlook al iheiodit retuin*. vlLh the help of ihe rtoTf al lh FAA Txhniuil CantCT bi Atlanllc City The computer tht re njuld r*(entl Lh* ilfiula Lnlo a pMlRTn by ilrin|lng ijwra IOtelh*r like pearli TTidf looked and looked and lonkeo ei IL They played the radio lap**, uylni to if male the actual ccnarbi. P^va Umei they 1o"k*d i IL "We come lo lh conclirtlon.1* tayi Eliii, lhal, uh, xfu know w* can 1 confirm tMir deny tf Uu Icrewl had nervi *id any U-'"(. w oyld hav aa.d. We e thai erory day.'" It would base b*cn parwd off ai a iplll beacon m urHnrrelated taigeL Thli oeoin when th ngnal corning off Lha tktn of the all plant and the ttgnel cooling out of Lh* airplane a Iraniprj-der don 1 hit lh ground l eiactJy Ihe tam* m^mrnL ll i tu*l lite an Mho " uy* Flint. On In* ladai tcfff lilwt<ilikealilllednln*jt ID in* t)*ih lhal reprwnli Ihe alrplnne. Flia* nolired one odd IhJnf The dou jumped around In relation Lo the tin*1!, ll >un't unhee'd of bui ll mm t uraal either What ney hav* caur^d the tpMl beacon cei not detetmlned. flirt r^ilh 5iAuek and llAt afietd Lhat the cotnddenc* inu eiliaordmnry a rrei* r*rKTTljrgj eorrjeihmi ouUlde then windo* and on Iheir corkjjll fdar at lh U3e lima thai Ivith the, mUiiiij and the FAA trrit irrtMra EntermlUrm >a<1ar ilgnnti in Uw planee nrmily 1lfucl penad off Ihe tynchronlrlly of vnntl n Ironic 3ey* Rim "Vou un 1 be abM>luiply pmiiive Thai a an hornet anivtr The PAA la nol Mjlrfl ll poeiUvelv abeolulelf vithouta ihiadow of a doubt, u t apllt btacon. . . We neither confirm DOT den;." Rlln relumed to AlatLa with hit 'imnrliMk* mulu The Admiral" PAA administrator Dontk) Pnicn, an old jel pOVit, ant*d to b k*pl ahteaM of *hat a> ghat, Elir and the contrfillerbriefed him hv phnne And inmo-ine on Heriev StJT*r > taff bntfed Ihe ptrtrdenUal tdann dl^>r nVTIHSTIMB, AU T I I T M A U-mli releted to Ihe No' 17 tifhllng *ere Ukkllng Inui Paul Sieutke i ofTiie fiom half a doien different plncri. and he Kboduleil a ne<n n>nfrience for March t In Anchorage He tlio dtew up an eilraoidinary ordei form c! maicrlaJa re-

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^W^662-Olil ^'eD9i xsa-soso

AT A TEI1TA1N POINT. THF PAA decided nol to rclerua any more Information until all the maienal h! bre- ia^('d a-d Kmilniitd While iFie lid ei on. Dm, the air IrefTir munagrr handrerri*d Ihe radat <tnr park lo WejtiinjWm and picked up

lated to the lighting

Terauchl't narrative report, for Inilanee (11.10), or tapta of tonvenation between rrourid con-

^ 1 '

The pilot was adamant whatever had tailed him was no planet.
trol and lh JAL (150). or 9 by-'P f'swy b'nwup* of radii eignali (HO) The the ullimit* milrl* Inoh *t Inritniinft/ biurt* lilllf lnrl HrnL A tu>ry aluml It ran <r*ti the There "fr Kunditdi fit r fjueita foi "enout part* of pacing* Mdtr iJiAn a few wanted Lh Mf thing *a.nlfl it fight a1

ground cnntrol could he Lurnrd avr lo lh Am^rlar iMlr frr

fee.

Beak in Ftbroary h post card from CpL Halnn folln* up Ictlert foi lh rirlt but thinflv Art galling hit" ^ rni I . ihlfl h mntrol foom n.jht of (he tlghllrif fru had acme m*r)inl problem* and la on ck leave Hf MI<I (Sii if hi had

kept hl hni, in i. ild ahil hf hod lo tf|] u a hu

(.arl llrnloj, fho hamtler! th JAL (light that night, .nu you to bnim he jun an tonuoner wnitlifcH hn jib |ld like to talk tn CapL Tngurhl rn Vi* fcali ih Lhruugh and find mil wheiher ihere anything h th( ptlnl thai h* rjirjri I do Paul Slciicke and hn W out to d'"M to ni(ht of Ihe final nut* rvnlfr

HE FI'LL AND FINAL iinwa cunfennce thai WBI Intenrlsd tn kill thii imrv once iid foi all u an mi,.li maetie fvpnl n( uhirh iht r A A rf'patpd to |v unfit of rlwn mfntiand nnconrlmlon" lit plur* in a <pnci"ii( rnom nh an Arnfrii-in fl( In a foinff <nd unfalhoniablf Hiapiann ff an pi 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 cll(-d up Ihe All p*Hiplf end they ijilnci I" y Thtir rMdni wjs rlutt" lht vaa no nmrn ble 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 in Lh UFO bii^inM il|U Future, nnd did nM inlnd tBtrittrl a ' W pimurd [hit (rot would rail an rprialinrtal vif* W *pre oul t mirrt if Ihprf ni another aurmli lhi>if hich vt weft nof ablr In do on* >av or thf oLhf r l) HIil rntnh. n a cuuple nf olhur unuiual (ft If M dramatic pital vgiriiinjr* abo^e Ataaha, birl (Jif hntMrn line on (Mt (jn a Ihtil IVi> lately nl Ihe aJi IrafTU

tnrr .
In Alaila *t firrMng hit aitwoik h WAI fliOmi wUr. a Ihirrt In llr.r, tnlu nrf r,f nu abfint lo I* nnmd a ployre of tln tf^r In a rompru lion Imolv.nj 30 U 1 ectnrUi If,

the
And I apt. vtlfiin pil I hi did hi* duty and rr|Nirii-'l *hat h* ia* hat moved hfk in Tolvo aflfi lhie Vf t in Ani.hi>il tlirrr he had tn rinh foi ird and Mlmon. The ta*y (|>t ulnlion It inrt h dedrted w <tirri(? him tf\f Frnni B" "vfnl thBt hd m mo'tharn than g.ud Out IAI K",iiir,t ii uiinn Th <-jiiain Iffl lnai'iii.[i,iM fiih (he anlmr lo UN .n, nr Vu> , Dili thai he ilandt Cv bn srtrHinl nd d 1 i .* U New n-pxirter Hal i *h

Ml he got
more ltd. *ni llh ; h tfitwi fi.nlmtr-l Put ha rrmoinrit runvmrfd lhal Flight No I:K had m (rxinlfrrd H mlhmn hifh\y nd Irrhnolof Ically and rlv (n havp r-il|ir.Atad si Earth I fin I undmland th* thnnlngv lit i,. Id Btmran. "but It ftM n.ii (tin-ioui * n nf|(llTB,Trraiiehl um) n nujjhi try blinking his Ing lijhu f.. if hmr?l """ t(fe more Hi m Mor fodf And pi-rhp* . nf ilny w.mi-..ne flse mil ahM I r n,n hr (aid nd his conn, vcmnl fiji'ricnfe ill "I think imtl Ih cupUtm tn ri> Iln rwr rl "n D

Choose sofas. sleepers, sectio recllners ranging

EPILCMWB R I C H A R D HMt.EJ rnin.-ftj on (n olhr<r 'kfUJnjnj hy go flon ea gmxl ent h Nnl [hf hm li.ii ijgivl ti.li fgaf fof fchifh ihfm ia no I ^i cal fiiilftnfl[i^n Riil hf'a the publi'ilv it general

You get Custo non

rralrtf that whiiifvei ihy tell

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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 UFO

BERNTON

News reporter

The FAA originally said radar data confirmed a UFO sighting in the area,

flying over McGrath. As two pilotexamined a weather radar, they noLir.-d

The Federal Aviation Administration Thursday released the results of its investigation of the celebrated Nov. 17 sighting of UFOs by V Japanese Air Lines crew. There was first-person testimony from the JAL crew members, statements from controllers and reams
of radar data. Everything but a conclusion.

But after a lengthy review of tapes, the agency determined that three controllers on duty that day were mistaken the radar did not pick up an object. However, reporters who flocked to the press conference from as far away as Japan and Philadelphia did not go
away empty-handed. Each received a free copy of the FAA's anthology of the

a "target" out in front of them. "Up at our altitude. (35,000 feet) you haven't had any UFO repor^ lately?" one of the pilots radioed t i n FAA controller. The crew reported the target quick I.-. moved off their radar screen .v ..estimated speed of 300 miles a m i ' i i i i They reset their screen from a 50 rv

"The FAA does not have enough material to say that something was there," said Paul Steucke, an agency
spokesman. "We are accepting the de-

event, a thick packet of documents, tapes and radar photographs. And also news of a new mystery to puzzle.
The FAA disclosed another UFO

to a 100-mile radius. They briefly sp-ithe target again. Then it became losi i the radar clutter created by the AinC
Range. The crew never saw the U'

scriptions of the crew but are unable to support what they saw."

sighting on the evening of Jan. 29 by the crew of an Alaska Airlines plane

Q~R 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 sighting
__ Continued from Page A-1 except on radar
the UFOs on FAA rad; ir. considers the air traffic sysThere was no danger, but it lines plane to check out the

But also on Thursd iay, the FAA released a formal . review

f ^e controller rad< ir tapes

tern safe and the case closed. "We are not in the UFO
business and don't intend to

created many questions that a human being cannot answer."

.
Terauchi said ne

sighting. In an interview with FAA

ffici*LSl.
Te rauchi

strange intensity that "I can-

t describe . . . not even in Japanese.

But in two interviews with

The FAA did not have

ground radar coverage in the McGrath area, so there was no way to confirm the plane's sighting. Agency officials interviewed crew members after they landed, but formed no opinion about the Alaska Airlines sighting.
FAA officials Thursdav had mo to ?av about the naa more to say aoout tne Nov. 17 reported sighting of mous "mothership." The JAL pilot's initial report appeared

by New Jersey-based agency technicians that conch aded the controllers mistaken! .y inter-, Pted a split-image: of the JAL plane as u r seconc 1 object. a fort V unate " e, Steucke said, that the split im a e , e appeared "jus .t when a
SOI e

Steucke said. Does that mean the FAA doesnt believe the reports of the sightings from the JAL crew?. Not at all. "As far as we know the whole crew are people of mtegnty and did report what they saw accu-

be

P |lot *as reP<>rtin g seeing " hln o u t s i d e his a i r ' craft.Jt Steucke said t .he FAA

two spaceships that hovered UFO 17..^ident was^^2 9 ve a r r FAA officials, , he said he Nov. si htlft ^VJilr e fi ' hlf. . - - , . didn't know whether the obalmost stationary. then rapidcareer as a pilot. A fourth jects were UFQs .iwhen r t lsed across the sky. s lg g .fMt unexp ectedly. two I**?? n^HS was interviewed here the first T t^01}3?, jatetr dlSmi!rtf5 time by FAA personnel," Tsuspaceships stopped in front of shooting off lights. fhe lights of a town reflected kuba said in his second interor f m the clouds by an air mver- view> -j was not sure whether Tfae inside cockpit sh ined Slon ' . the object was a UFO or not. brightiy and i fclt warm in
Co-pilot Takanori Tamefuji My mind has not changed and engineer Yoshio Tsukuba since then." - j t^ M ltarrt u D ^ K4- ^ ^ * -^ i. ** j ^d the November sighting Tamefuji said he spotted
y

first saw

Sid JhS

rately. Steucke said. ,. Terauchi wrote in the f ot ^^J^^ of the JAL plane, ?* ^ describes his report to JAL officials. ' the sightings in almost mystiLater, as the JAL plane port titled "Meeting the Future" to JAL management. describe it to other people? My experience was similar to this," he began his tale. ". . .

two smaJl UFOs and an enor-

amination of the sighting to make

acin g tne

launched its three-] month exNovember sure some

cat terms in a December re-

chi reported a third UFO. a huge spaceship the size of two

flew over Fairbanks, Terau-

iews "J th FAA officials confirined parts of Terauchi s

J?* i?h P A A " f

the same time as the captain, and that they followed the

the first senes of lights about

to be partially confirmed by three -ground controllers, who

strange airc.raft w asn't men"Once upon a time if a j ja f e ty of the air hunter saw a TV. how did he

battleships. He said the spaceship followed the JAL plane

south of Fairbanks, then abruptly disappeared as controllers directed a United Air-

account. Tsukuba. the flight engineer, said he saw strange w h i t e and amber-colored lights that glowed with a

plane. 'But he said he could not make out ^the large object.
cause

saSd in statements released at ^traffic control 'sys tem Since the press conference they the radar didn't pick up a thought they picked up one of second aircraft, th-t; FAA now

spotted oveiiJ Fairbanks oe.Jj followed on Terauchi'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 l-lerna'ioral D.:BC:CT IC3 OldttMrna floao Seguin. Te-as 78155US*

APARTMENT OF

TRANSPORTATION

FEDERAL AVIATION ADMINISTRATION

March 5, 1987 FAA Public Affairs

Alaskan Region

ALASKAN REGION p - - B* '

701 c

STREET

701 C Street, Box 14 Anchorage, Alaska 99513 6

ANCHORAGE. ALASKA 99510 n - - , ~ "

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. ITEMS # 5, 7, 8, 9, lOd,

THEY WILL BE OF YOUR PRIMARY INTEREST. 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 DailyNews
65 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 UFO

By HAL BERNTON Daily News reporter The Federal Aviation Administration Thursday released the results of its investigation of the celebrated Nov. 17 sighting of UFOs by a Japanese Air Lines crew. There was first-person testimony from the JAL crew members, statements from controllers and reams of radar data. Everything but a conclusion. "The FAA does not have enough material to say that something was there," said Paul Steucke, an agency spokesman. "We are accepting the descriptions of the crew but are unable to support what they saw "
The FAA or i g i na n y sa jd ra dar data confirmed a UFO sighting in the area, But after a lengthy review of tapes, the agency determined that three controllers on duty that day were mistaken the radar did not pick up an object. However, reporters who flocked to the press conference from as far away as Japan and Philadelphia did not go away empty-handed. Each received a free copy of the FAA's anthology of the event, a thick packet of documents, tapes and radar photographs. And also news of a new mystery to puzzle. The FAA disclosed another UFO sighting on the evening of Jan. 29 by the crew of an Alaska Airlines plane

flying over McGrath. As two pilots examined a weather radar, they noticed a "target" out in front of them, "Up at our altitude, (35,000 feet) . . . you haven't had any UFO reports lately?" one of the pilots radioed the FAA controller. The crew reported the target quickly moved off their radar screen at an estimated speed of 300 miles a minute, They reset their screen from a 50-mile to a 100-mile radius. They briefly spied the target again. Then it became lost in the radar clutter created by the Alaska Range. The crew never saw the UFO
c 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 sighting
the UFOs on FAA radf -ir. considers the air traffic sys- There was no danger, but it it lines plane totocheck out the strange intensity that "I"I canThere was no danger, but lines plane check out the strange intensity that cai considers the air traffic sysnot But also on Thursd lav. the But also on Thursd jay, the tern safe and the case closed. tern safe and the case closed. created manv Questions that a created many questions that a siehtine. sighting. not describe ...... not even iin describe not even except 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 UFO 17 incident was the third FAA o f f i c i a l S j he said he Noy^ McGrath area, so there was technicians that conch jded the Does that mean the FAA almost stationary, then rapidsighting * h 29-year didn>t know whether the ob_ career as a no way to confirm the plane's controllers mistaken! .y inter- doesn t believe the reports of , F pulsed across the sky. P1!^' A _?OUI1n jects were UFOs. "When I sighting. Agency officials in- PJed, a split-image of the the sightings from the JAL .fMo st une xpectedly, two sighting Terauchi reported in was interv iewed here the first crew? Not at a L As far as terviewed crew members af- JAlK?lan.e as a s^onc J obJect" ' ! , spaceships stopped in front of Jan"a?i ne !ate.r dlsmissed as time b FAA personnel," Tsuter they landed, but formed r t I S u n f o r t u n a t e , " 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 sh ined m the clouds by an air mver- view, "I was not sure whether inia Airlines sighting. ge 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 changed had" 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 mystiLater, as the JAL plane said the November sighting Tamefuji said he spotted two small UFOs and an enor- launched its three-j month ex- cal terms in a December re- flew over Fairbanks, Terau- views Wltn was their first. A Both, in inter- the first series of lights about mous "mothership." The JAL animation of the November port titled "Meeting the Fu- chi reported a third UFO, 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 the to 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 could three 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 1the large object saW 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 overf Fairbanks beril 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 side followed on Terauchi s of tne 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 ' plan61 from Pao A Continued from Page A-1 9 I
the UFOs on FAA radf ir

I'NCuRRELATtD RADAR SIGNALS

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

RADAR COMPUTER CELL, 1/4 MILE--

RADAR CELL

SAME AIRCRAFT

SECONDARY RADAR RETURN

(Beacon) (Transponder)

PRIMARY RADAR RETURN (SkinSurface)

^PRIMARY RADAR RETURN

SECONDARY RADAR RETURN

CORRELATED RETURN (Combined Return)

Drawing by Paul Steucke

5 198?

( ^

] -UNCORRELATED RETURN


US Department of Transportation Federal Aviation Administration Subject'INFORMATION Material relative to JAL, Nov. 17, 86, sighting of unidentified air traffic
From:

Memorandum
Date: , _ lfte_ March 5, 1987
Reply to Attn. ol:

PUBLIC AFFAIRS OFFICER, AAL-5

To:

ALL REGIONAL FACILITY MANAGERS REGIONAL 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, has been 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 Steucke Public Affairs Officer

March 5,

1987

Selected Material Relative to the FAA Investigation of Japan Air Lines flight 1628 Sighting of Unidentified Air Traffic on November 17, 1986.
CONTENTS

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 1314.

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

Prepared by FAA Public Affairs Office AAL-5 Alaskan Region 701 C St., Box 14, Anchorage, AK, 99513

US Deportment ofTronspcmtion Federal Avjatlon Administration

News:
K2M". 995 ,3 oo?) 271-5296 CONTACT: PAUL STEUCKE
FAA P^IOTES pncHHEOTS ON REPORTED UFO SIGHTING LAST NOVEMBER

FOR RELEASE ON MARCH 5, 1987 #87-09

The Federal Aviation Administration today released documents relating to the reported sighting of an unidentified flying object (UFO) over Alaska by a Japan Air Lines flight crew on November 17, 1986, saying it was unable to confirm the event. The material was issued by FAA's Regional Office in Anchorage, Alaska, and included transcripts of pilot-controller communications, interviews with controllers and the flight crew, radar plots and other data. FAA's Regional Public Affairs Officer Paul Steucke pointed out that FAA normally does not investigate UFO sightings but pursued the JAL incident in its role as the operator of the air traffic control system. He said the agency's objective was to determine if there was an unreported aircraft in the vicinity of the JAL flight that could present a safety hazard. As part of the inquiry, Steucke said, radar data of the JAL flight track was reviewed by FAA experts at the agency's Technical Center in Atlantic City, N.J., using identical equipment. They determined that a second radar target near the JAL flight at the time of the reported sighting was not another aircraft but rather a split radar return from the JAL Boeing 747. Technically, this is known as an "uncorrelated primary and beacon target return." It means that the primary radar signal reflected off the aircraft's surface did not correlate exactly with the pulse etr.itted by the aircraft's radar beacon transponder. This phenomenon is not unusual and gives the impression of two separate radar targets. Steucke also noted that FAA controllers who monitored the JAL aircraft said in their statements that they thought there might have been another aircraft because of the dual radar targets. However, a northbound United Air Lines jet that was diverted by controllers to intercept the JAL flight path did establish visual contact with that aircraft but the pilots saw nothing else. The Nov. 17 UFO sighting was reported by JAL Captain Kenjyu Terauchi on a cargo flight over the polar cap from Iceland to Japan via Anchorage. Captain Terauchi said he had visual contact from approximately the U.S.-Canadian border to south of Fairbanks. On Jan. 11, 1987, Captain Terauchi also reported another sighting in the same general area as the first. Steucke said FAA is satisfied that the safety of the air traffic control system was not compromised by the Nov. 17 incident and plans no further investigation of the circumstances.

AAL-5, FAA February 4, 1987

SELECTED PORTICOS OF TRANSCRIPTION CONCERNING THE INCIDENT INVOLVING JAPAN AIRLINES FLIGHT 1 2 68 ON NOVEMBER 18, 1 8 , AT APPROXIMATELY 0 1 UTC 96 28

(Universal Time Coordinated - Novennber 17, 1 8 96 Alaska Standard Time, 6 1 p.m.) :8 0219:15 0219:32 0219:36 0221:19 JL1628 R/D15 JL1628 R/D15 Anchorage Center, Japan Air sixteen twenty eight; ah do you have any traffic, ah seven o'clock above? Japan Air sixteen twenty eight heavy; negative. Ah, Japan Air sixteen twenty eight; roger and, ah we insightah-two traffic-ah, in front of us one mile, about. Japan Air sixteen twenty eight heavy; Sir if your able to identify the type of aircraft, ah-and see if you can tell whether its military or civilian. 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. Roger sir, say the color of the strobe and beacon lights? The color is ah, - white and yellow, I think. Ya, could you (ROOC) look ah, approximately forty miles south of Fort Yukon, there should be a code up there of one fivefive-zero. Can you tell me you see a primary target about his position? Japan Air sixteen twenty eight heavy; roger. Sir, I'm picking up a-ah, hit on the radar approximately five miles in trail of your six o'clock position, do you concur? Ah negative, ah eleven o'clock, ah eight miles, ah same level

0221:35

JL1628

0221:48 0221:56 0223:37

R/D15 JL1628 R/D15

0225:02

R/D15

0225:12 02:3 254

JL1628 ROCC

over.
Okay, I've got your squawk. It looks like I am getting some surge, primary return, ah I dcn't know if it's erroneous or whatever but...

JL1628 R15 D15 ROOC

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

page two - flight 1628 0225:50 R/D15 Negative, uhuh, it's not erroneous. I want you (RDOC) to keep a good track on there, and if you pick up a code, and verify that you do not have any aircraft operating in that area military. That is affirm. We do not have anybody up there right now, ah. Can you give me the position of the primary your receiving? Okay, I'm not. I'm ah, picking up a primary - approximately five zero miles, south, right up there - right In front of the ah, one five five zero code. Okay, I've got him about his-ah, oh-it looks like about, ahten o'clock, at about that range, yes. Alright keep an eye on that, and ah-see if-ah, any other military (unintelligible) in that area. It is an unknown, okay, we've lost contact with it new. It's ah, I think ah, very quite big ah, plane. Are you (Fairbanks FAA tower) pickin up a primary target right with that aircraft? Ah, no. It's (the JL1628) the only target I see there. If you see a primary with it, keep your eye on it. And he should be at three five oh ("zero) also. Alright, very good, we're watching. Japan Air sixteen twenty eight, ah request descent. Japan Air sixteen twenty eight, request three one zero. Japan Air sixteen twenty eight heavy, understand, requesting flight level three one zero. Japan Air sixteen one er correction sixteen twenty eight heavy, descend at pilot discretion-maintain flight level three one zero. Leaving three five zero to three one zero. Japan Air sixteen twenty eight heavy, do you still have your traffic? Still, ah, coming ah, ah, right formation, in ah formation.

0225:57

ROCC

02:3 260

R/D15

0226:18 0226:25 0227:53 03:6 205 03:8 214 0231:58 03:4 220 03:5 220 03:7 220 0232:20 0232:25 0232:41-

ROOC R/D15 ROOC JL1628 R15 FBKS R15 FBKS JL1628 JL1628 R15 R15

0232:45 03:8 225 03:0 230

JL1628 R15 JL1628

page 3 - flight 1628 0234:52 03:6 245 0235:02 0235:24 0235:27 0235:30 R15 JL1628 R15 D15 FBKS D15 Japan Air sixteen twenty eight heavy, understand your traffic is over Fairbanks at this time. Affirmative - - ah request heading two one zero. Japan Air sixteen twenty eight heavy, roger. approved as necessary for traffic. Deviations

Approach center (Fairbanks FAA tower) on the sixty one line. Approach. Look at your radar. We got a Japan Air one six two eight, ah-he's deviating. He's about ah-five miles north of Fairbanks V-O-R squawking one five five zero. Do you have any traffic with him? He sees traffic, he was deviating. Ah - ya, no we don't. I 6onft see anything there aside frcm his, ah-his target. Ah-Anchorage Center; Japan Air one six two eight, request direct ah-Talkeetna. Japan Air sixteen twenty eight heavy, cleared direct Talkeetna, and in-ah-advise me of your position of your traffic? Ah, same po, same position. Japan Air sixteen twenty eight heavy, ah-sir I'm gonna request you to make a right turn, three six zero degrees, three hundred and sixty degree turn, and advise me what your traffic does then. Right turn, three sixty. Okay. We have, no, we have confirmed, we have no military aircraft working up there. Okay thank you very much. You have no traffic at all? That's correct, does he (JAL-1628) still have somebody visual? He says he does.

0235:39 0235:44 0236:12 0236:18

D15 FBKS JL1628 R15

0236:24 03:7 263

JL1628 R15

0236:47 0237:23 0237:25 03:9 272 03:0 273 0237:32

JL1628 ROCC D15 D15 ROOC D15

FBKS = Fairbanks Airport FAA Approach Control (Tower)

page 4 - flight 1 2 68 0237:55 03:0 280 03:1 290 03:4 290 0239:58 R15 JL1628 R15 JL1628 ROOC Japan Air sixteen twenty eight heavy. Sir, does your traffic appear to be staying with you? (unintelligible) just looking. Japan Air sixteen twenty eight. Say again? It ah-disappeared. Japan Air sixteen twenty eight. Ya, this is one dash two again. Cn some other equipnent here we have confirmed there is a flight size of two around your one five five zero. Squawk one primary return only. Okay, where is is he following him? It looks like he is, yes. Japan Air sixteen twenty eight heavy; roger. At your " discretion proceed direct Talkeetna, Jay one two five Anchorage. (J125 = air route) Japan Air sixteen twenty eight; roger. Sir, the military radar advises they do have a primary target in trail of you at this time. Okay do you have anybody you can scramble up there? I'll tell you what, we're gonna talk to your liasion sir about that. Japan Air sixteen twenty eight heavy. Military radar advises they are picking up intermittent primary target behind you in-trail, in-trail I say again. Ah-I'm gonna talk to my other radar man here - has gotta, he's got some other equipment watching this aircraft. Okay. Roger sir. Would you (JAL 1628) like our military to scramble on the traffic? Negative, negative. Anchorage Center. Japan Air sixteen twenty eight. Confirm direct to Talkeetna, three one zero. Japan Air sixteen twenty eight heavy; affirmative. Direct Talkeetna and descend, at pilot's discretion, maintain flight level two five zero.

04:5 200 04:7 200 04:0 201

D15 ROOC R15

04:3 202

R15

04:4 202 04:0 : 2 0 3 04:5 203

D15 ROCC R15

04:1 205 04:4 205 04:3 201 04:7 201 04:4 220 04:9 220

ROOC D15 R15 JL1628 JL1628 R15

page 5 - flight 1628 0242:24 ROOC It looks like he, he-ah-offset left, and then possibly fell back in-trall. However, I can't see him now, I can't pick him out. Okay thank you very much S-R. Japan Air sixteen twenty eight heavy. Do you still have the traffic? Ah-affirmative. Ah-nine o'clock, ah, ah. United sixty nine. Anchorage request. Ah, go ahead. United sixty nine heavy. United sixty nine heavy. Sir, I've got a Japan Air seven forty seven presently in your eleven o'clock position and one hundred and one, correction, one, one, zero miles, and he has traffic (unintelligible) I'll keep you advised, ah-when you're closer to him I want you to see if you see anything with him. Okay fine, ah-we'll look for ya. United sixty nine heavy. In your eleven o'clock position, one, zero, zero miles, southbound, is a Japan Air, seven forty seven. He is at flight level three one zero. Says he has traffic at his nine o'clock position same altitude. We'll be looking, that's ah-ah, can't see anything yet. Japan Air sixteen twenty eight; roger. I'm gonna have a United aircraft get close to you and take a look, ah-to see if he can identify your traffic. Thank you. United sixty nine heavy, turn ten degrees left, radar

0242:29 0244:13 0244:17 04:9 243 04:1 244 04:3 244

D15 R15 JL1628 R15 UA69 R15

04:4 250 04:9 254

UA69 R15

0246:06 0246:59

UA69 R15

04:6 270 04:9 270 04:1 283 04:4 283 0248:52

JL1628 R15 R15 JL1628 R15

vectors, ah-to see traffic.

Japan Air sixteen twenty eight heavy. Say the position of your traffic. Ah-now, ah-ah-moving to ah-around ten mile, now-ah-ahposition-ah-seven, ah-eight o'clock, ten mile. 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 the
traffic is in his seven to eight o'clock position and one zero miles in-trail.

05:0 200

UA69

Ckay, we're lookin.

05:5 200
05:7 200

UA69 .
R15

Why don't you get us a little closer?

United sixty nine heavy; roger. Another additional ten

degrees left. 0250:14

05:6 204 05:2 205 0251:32

UA69
R15 JL1628 UA69

Roger, United sixty nine.

United sixty nine, that's what he says. Japan Air sixteen

twenty eight heavy, say the position of your traffic now.

Ah-now distinguishing but, ah-ah-your I guess, ah-twelve

o'clock below-ah-you, over.

Ah, Center from United ah sixty nine. Ah-the-ah-Japan

Airliner is silhouetted against a-ah-light sky. I don't see anybody around him at all. I can see his contrail but I sure don't see any other airplanes. Do you see him?
05:9 214 R15 United sixty nine heavy, ah-negative sir. We got just a very few primary hits on the ah-target and iien ah-we really haven't got a good track on him ever. If you want we've got extra gas we could bop up another five

0252:31

TOTEM

or six thousand feet and turn around. 0252:36 R15 Totem (military CL30 flight) seven one, ah roger sir. If
you'd HJce ah-standby, Totem seven one, turn ah-rlght,

heading two five, correction turn right, hearting two seven zero, radar vectors to intercept.' 0253:10
05:3 231

R15
JL1628

Japan Air sixteen twenty eight heavy, descend at pilot

discretion, maintain flight level two five zero. Japan Air sixteen twenty eight, ah-pilot's discretion,

maintain ah-ah-two five zero, so-ah-ah-I cannot, I couldn't see ah-U-F-O, over.
05:7 232 R15 Japan Air sixteen twenty eight heavy. Understand'you do not

see the traffic any longer. 0253:31

05:4 240

JL1628
TOTEM

Affirmative.
Okay sir, we're searching this time, we think we have him.

TOTEM = Military CL30 aircraft

page 7 - flight 1628 05:9 240 0255:25 0255:35 0255:38 0323: R15 TOTEM R15 TOTEM Japan Air sixteen twenty eight heavy, flash your landing

lights please.
Ah, yes sir, we've got him insight. Totem seven one, do you see any traffic in his vicinity? Not flashing any lights at this time sir. JL1628 landed at Anchorage International Airport (approximate)

Paul Steucke FAA Public Affairs 701 C Street, Box 14 Anch. AK 99513

March 5, 1987

UNCORRELATED RADAR SIGNALS

Radar data received by the FAA and used to track Japan Airlines flight 1628 on the night of the November 17, 1986, was retained by FAA. Review of this radar data by FAA experts using identical equipment at the FAA's research technical center in Atlantic City, New Jersey, revealed that the radar system was receiving what is called an "uncorrelated primary and beacon target". This electronic phenomena is not unusual according to Steucke who said, "It is unfortunate that the uncorrelated target phenomena occurred just when a pilot was reporting seeing something outside his aircraft. The controller's statements, released by the FAA, indicate that they thought there 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 to work with what is right there in front of them on the screen, especially when you 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 multiple radar images as was the case in regenerating the radar data." Review of the radar data by FAA experts revealed the "uncorrelated target" phenomena. FAA electronic technicians explained that an "uncorrelated primary and beacon target" on the radar screen occurs when the radar energy that is sent up toward the aircraft, (primary signal) returns to the radar receiver along with the aircraft transponder (beacon) signal and the two do not match up as being at the same exact location.

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

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

RADAR COMPUTER CELL, 1M MILE-

RADAR CELL

SAME AIRCRAJT

SECONDARY RADAR RETURN

(Beacon) (Transponder)

PRIMARY RADAR RETURN (SkinSurface)

PRIMARY RADAR RETURN

SECONDARY RADAR RETURN

CORRELATED RETURN (Combined Return)

Drawing by Paul Steucke March 5, 1987

' ^

^ -UNCORRELATED RETURN

Q
US Department at Transporranon

Memorandum
Oate

Federal Aviation Administration

: INFORMATION: Description of Radar Split Image; AAI/-5 Memo of 2/5/87

From-

rrp n 7 ( 8 97

Reply to Manager, Airway Facilities Division, AAL-400

Attn 0(

T :

Public Affairs Officer, AAL-5

This letter transmits our analysis of the radar targets associated with JAL flight 1628, on November 17, 1986, and supplements discussions we have had regarding what has been referred to as "split images". We concur with the interpretation provided to you by the Alaskan Region Air Traffic Division. The attached Analysis of Uncorrelated Primary and Beacon Targets by Dennis Simantel covers the subject in more detail, and addresses the questions raised in your letter. Paul, I appreciate the team approach you have taken to more fully understand a complex issue. The issue is an excellent example of how "interdependent" we are. If we can provide any more information, please do not hesitate to call.

David F. Morse Attachment

ns*

o
rn

ANALYSIS OF UNCORRELATED PRIMARY AND BEACON TARGETS (JAL-1628, 11/17/86 AKST) Approximately 61 minutes of data was extracted from the EARTS CDR printouts relating to the November 18 incident involving JAL-1628 and the alleged UFO sighting. Review of the data involving this incident did not show any abnormalities that could be associated with any type of target as indicated by the pilot of JAL-1628. Radar returns from the aircraft and surrounding terrain vary with the different segments of the flight, but are considered normal for the area. Returns relating to the incident can be categorized as three types: primary radar reinforced by a beacon reply (primary radar returns and beacon returns are both evident in the same 1/4 mile range cell), beacon only reply and beacon with an associated radar reply. Seventy-two percent of the replies were radar with beacon reinforcement (same range cell) which is normal for the Murphy dome radar system. Approximately 25 percent were beacon only and of those that registered as beacon only, 90 percent of those had a primary only reply within 1/8 of a mile, either ahead or behind the beacon target (5 behind, 12 ahead). These uncorrelated primary returns are not uncommon, due to the critical timing associated with the delay adjustments in the aircraft transponder for beacon systems and the target correlation circuitry within the radar equipment. When an aircraft is being interrogated beginning of adjacent range cells the the two systems very often is off Just beacon and a radar target in different uncorrelated radar replies. as it passes through the intricate timing between enough to declare both a range cells, resulting in

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

February 25, 1987

lennis R. Simantel ZAN-AAL-ARTCC

Paul Steucke

March 5, 1987

FAA, Public Affairs Officer Alaskan Region 701 C Street, Box 14

Anchorage, Alaska 99513

LACK OF "SCIENTIFIC11 INVESTIGATION

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

We have not tried to determine what the crew of Japan Airlines flight 1628 saw based on scientific analysis of the stars, planets, magnetic fields, angle of view, etc. We have received letters from several persons suggesting that we ask the crew and others a variety of detailed questions from a scientific viewpoint. This we have not done and do not intend to do. We reviewed the data that was created by our systems, the interviews that were done by FAA to determine the status of the crew and the aircraft, and have provided that information to the public. The FAA has completed its investigation of JAL flight 1628, and does not intend to pursue it any further."

RECORD OF INTERVIEW tflTH JAL CAPTAIN

Richard Gordon, Manager, FSDO-63 Kenju Terauchi, Captain, JAL Frank Fuji!, Interpreter, JAL Sayoko Himoto, FAA Airways Facilities Mr. Shinbashi, Station Manager

^-7 ^__/

On January 2, 1987, Inspector Richard 0. Gordon, FSDO-63 and Japanese Interpertor Sayoko Mimoto, FAA Airways Facilities, interviewed JAL Captain Kenju Terauchi at JAL Operations, Anchorage, Alaska. The interview was conducted for the purpose of gathering first-hand witness testimony with regard to a sighting on November 17* 1986, by Captain Terauchi and his crew of an unidentified flying object. The following text is a record of the interview: R. Gordon Garbled R. Gordon I have a, oh, a few questions here, and I'll be glad to let you read them and it's just some clarification because I didn't do it, but one of the people that work for me, I'm the office" manager over here at the FSDO, the Flight Standards Office. And Jack Wright, one of my people came over and met with the Captain the first night . . . Oh yeah.
Jack Wright gave you his card . . .

Think what I'm going to

...

K. Terauchi
R, Gordon

K. Terauchi R. Gordon

Yeah. Well then that's what Jack wrote down here. Well when they came I was out of town, I was in Washington DC, but when I came back, then I asked a couple questions and then the Administrator is asking some questions and I said, well we don't know we didn't ask that, so they gave me that list of questions right there, and we'll Just address them along the way and then talk about them. Okay. And it's almost reiterating what we've been through already on this thing. Sometimes, sometimes. Reiterating questions, but, was this the first experience, Captain? No, third time. ' This Is the third time that ah that you've seen, where, in the same area or ...

K. Terauchi R. Gordon K. Terauchi F. Fuji! K. Terauchi R. Gordon

K. Terauchi H. Gordon K. Terauchl F. Fuji! R. Gordon K. Terauchl

No, no, no .'. . umt ah I saw, urn, mothership. Taipai, Kushung, Formosa, south of Formosa. Around, near Formosa. Yeah ah no This Tlapal mainland China Uh uh And Taipai, Kushung is here, so ah this cargo flight ah I took off ah 2 am midnight, after midnight, after takeoff. When we start climb we saw left-hand side big mothership, but ah ... it was so wierd, I ignored it (did not look). Cause he wasn't feeling well . . . Ho I can understand that, but that was the first time? Big Ship - yes and the second time ah, the, in my home I saw a sky clear daytime; ah, we can, we saw bright lights, I guess maybe ah 10,000 feet so ah ... the light continued for about ten minutes. The light continued for about ten minutes, so ah disappeared suddenly.

F. Fuji! R. Gordon K. Terauchl

F. Fuji!

K. Terauchl It's ah I guess this one. R. Gordon F. Fuji! Okay now this one you saw off mainland China what timeframe did that happen, when did that happen? What-time was it?

K. Terauchi 2 am R. Gordon When last month Interruption R. Gordon K. Terauchi R. Gordon Okay, excuse me one moment, but ah ... Okay Frank I was trying to figure out that first sighting last year or this year Five years ago Oh five years ago, just trying to get the timeframe that we sighted these things ah, the next one was that we wanted to talk about ... Was it the first experience, for the crew members?

F. Fuji!

R. Gordon K. Terauchi F. Fuji!

K. Terauchi

First time for the other crew members, okay that's fine. I think it was the first time. Who was the first person who saw it?
It was me. I saw it in - inside.

F. Fujii
K. Terauchi

What did you notice at first?

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 on radar or anything you Just saw some light out there, okay and that really coinsides with the air traffic statement, you called and said do you have any traffic in my area

K. Terauchi Yeah, yeah before, before, about six minutes before I saw this one so ah . . . R. Gordon K. Terauchi R. Gordon F. Fuji! R. Gordon You were watching him for about five or six minutes before you called . . . Before I contact Anchorage Center Ah ah, okay Okay fourth question, what did you see exactly shape, light, and all, the shape, lighting, etc. . . . Well if you can just explain these to me cause it looks like you've done alot of drawing here so it's not necessary for you to redraw all this stuff

K. Terauchi This light was amber and whitish, but, when it came to here it was 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 it seems like all the output exhaust position of the. jets, all these Challenger Look like something like after burners . . . okay okay, like each one of these was an individual exhaust
Yes

R. Gordon

?
R. Gordon K. Terauchi & F. Fujii

Okay So this light is special like (Japanese) when ah Challenger, yes 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't see 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 and then when it turns sideways this doesn't show. Okay I understand. From the forward you could see the flame and the exhaust and flame were surrounding it. Okay So maybe ah, I - I think ah, urn exhaust started (garbled) Being okay these things here, maybe being each one of these things here, so these were maybe stacked* in otharvarda if you were looking at the top view down, you would just see one if you come around here you would see all of those lights. Okay yeah

F. Fujii R. Gordon F. Fujii R. Gordon

K. Terauchi So if they moved up or I guess this ah exhaust moved to ah, this way down so finally five years ago I saw the rocket. R. Gordon Maybe that would account for ago. In otherwords if these and then when it looked like turned up and then you could moved over there? So you're that bright light he saw five years turned down you.couldn't see them it moved over here some over here see them where it looked like it saying . . .

K. Terauchi

Anyway ah (Japanese) right (Japanese) . . . Talk to me ... Could not see but only here and here . . . and this, here, dark area, I saw sparks, like fire. When using gasoline or carbon fuel. You can see a great big flame, but I could not see (flame) at all in this angle, although there was a big blast. Seems like it's really high technology because you can't see anything over here unless it's spinning rotation. Yeah, okay, yeah, somebody said sometimes the sparks kick over into that and you could see the exhaust, now with ah that in mind this other picture you have here, where would this be on this thing captain? What you're asking him where this (garbled) . . .

F. Fuji! R. Gordon

F. Fujii

K. Terauchi Quite different, this is just small space ship, this one size of carrier, two times carrier so mothership, so ah after they flew with us three ah five minutes like home mission, then move to a mothership. So then I found mothership light, but this is not light, all engine, because ah we have contact seven or eight mile here, so we saw this first-lights, so urn after light contact ah they move behind so we saw this pairs of light, so we saw this light same size, this one, same size.

R. Gordon K. Terauchi R. Gordon F. Fuji! R. Cordon K. Terauchi

Same distance apart . . . Now do you think that was just the mothership and then these little things were ... But, yes, that right I mean they were moving along, at that time where were these lights , captain? (Japanese) disappear Okay, okay Then we find this light, so I think this one is light, but I think now this is engine, so ah, same type of engine, the same logic . . . the same type of engine. This one and this one, the same logic, this point and this point are the same Just bigger in size. This is the small one so it looked like this, but the bigger one, I could not see but only here, small size, big size, same technology. Yeah
Oh, oh

R. Gordon

F. Fujii
R. Gordon

The mothership seems like it, he said that, this, this, same technology, type of engine
Well they're alot, much larger,

EC. Terauchi R. Gordon

S. Himoto

Yes, much larger . . . So this right here would be ah, sitting . . .

No, this light is sitting here

K. Terauchi R. Gordon K. Terauchi

Yeah, yeah, yeah, yeah, yeah, yeah, .yeah . . . . . . Only much larger (garbled) Yeah much larger, much power. But, this color is white uh . . . it's ah urn dark white pole . . . weak light . . . (unintelligible) Maybe because it's so much bigger.

R. Cordon

K. Terauchi Yeah R. Gordon Now this distance, now you ware speaking of these were fairly close 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 and maybe this is, ah, you said five to seven miles or something on the radar.

K. Tarauchi A no, seven, seven or eight miles. R. Gordon Okay seven or eight miles, that'3 what they were saying on the radar.

K. Terauchi Yeah, this later, so we saw about seven or eight miles . . . R. Gordon K. Terauchi R. Gordon K. Terauchi R. Gordon Okay And, 60 degrees left . . . Okay So out in here small ship is disappear. Okay, I understand, now lets (unintelligible) what else, see if I forget anything, visual was a first, what, you showed me exactly what you saw. Visually sighting, you saw it first uh? First Okay And (unintelligible) probably how long had you contacted the target. No that's what we were saying, five to six minutes before you called ATC.

K. Terauchi R. Gordon F. Fujii R. Gordon

K. Terauchi Yeah, yeah, yeah, yeah, yeah, yeah, that's right. R. Gordon F. Fuji! K. Terauchi Okay, did the other crew have trouble sighting the object? Did the rest of the crew see the lights? (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 R. Gordon F. Fujii R. Gordon K. Terauchi Yes every crew has seen it. Okay all the crew members they did see it. Okay. Laughter . . . Yeah that's what I would do (more laughter) What type of onboard radar? Yeah, what type of radar was onboard, that ah ? 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 know numbers. Ah did the target appear on the radar as unusual or, or solid target or intermitt . . . Was it clear? Clearly, clearly . . . Very clearly But, ah, ah, strong, ah return signal is strong in case of a storm, show ah red, and next yellow. Okay The, but weak is green . . . Right. So ah is green light. It showed green . . .

F. Fuji! K. Terauchi R. Gordon K. Terauchi R. Gordon ? R. Gordon K. Terauchi R. Gordon

K. Terauchi Green R. Gordon Okay, yeahr that's, that's where even some of the stuff could get through it, like when you take a picture of a cloud on the radar'. . .

K. Terauchi Oh yeah . . . R. Gordon K. Terauchi R. Gordon F. Fujii

K. Terauchi

If it's green, but if it'9 got heavy rain in it or thunderstorm in it then it shows red . . . Yea, yes 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. When did you pick it up, the radar?
Time? Time?

F. Fujii R. Gordon K. Terauchi

Time, is it by time, when? Oh after, how long after you saw it with your eyes did you pick it up on the radar? Okay ah, urn seven minutes, five minute, makes it twelve minutes, so, ah, fifteen minutes after contact.

R. Gordon K. Terauchi R. Gordon K. Terauchi R. Gordon K. Terauchi R. Gordon F. Fujii K. Terauchi R. Gordon K. Terauchi R. Gordon K. Terauchi R. Gordon F. Fujii K. Terauchi

Fifteen minutes after you visually contacted it, okay, okay. Yeah, fifteen minutes . . . when ah ... See, it Just says did you paint anything that's did you see anything else on the radar, weather or anything else . . . No, no, nothing. Just that target . . . Yeah, yes, yes. Okay, okay . . . The only thing we saw on the radar then was that target How about the aircraft, any turbulence? No, ah, no No, no turbulence, no turbulence at all, okay. Autopilot stayed on all the time. Yeah . . . Okay Working good Good, (laughter) Now how about communications, navlagion, or interferring of any sort . . .? This ah small aircraft near the here, so ah all the way VHP transmit on (unintelligible) with ah some we got a like some kind of ... like ah. Jamming. . Some kind of interference? Interference. On the 7HF? Yes then this one leave for mother3hip . . . Ah ha Back to normalf?) Okay, did you say it's like German talking uh?

R. Gordon EC. Terauchi R. Gordon K. Terauchi R. Gordon K. Terauchi R. Gordon

K. Terauchi Yeah, yeah, yeah. R. Gordon S. Mimoto Okay Mas it's sound like speaking in German, or Just jamming noise?

K. Terauchi It was Just noise, sounded zaa, zaa R. Gordon K. Terauchi F. Fujii R. Gordon F. Fuji! R. Gordon
K. Terauchi R. Gordon

Oh Just noise . . . Okay, okay I misunderstood you, I'm glad you brought that out. Normally when you can hear clearly it is digital 5 1 - but it was about 2. You know five by five radio communication Oh yeah uh hu, okay sure It was like two . . . Okay okay, like two
Sometimes missing, sometimes missing. Like, almost like, ah, background noise?

5, 4 3 2,

K. Terauchi Yes, yes. R. Gordon K. Terauchi R. Gordon F. Fujii R. Gordon F. Fujii R..Gordon K. Terauchi K. Terauchi Okay, and then when it, when the little small lights departed the noise went away, then back to real clear communications? Yes, that's right. Okay, fine, ah, lets see, I'm going to come back to thirteen, because ah ... Okay What was there any question? Did you see any reflection on the glass (window)? Inside the cockpit, was it dark, all the light off inside the cockpit? Oh ah, dark yeah, yeah, yeah. Therefore, there was not reflection of inside. No reflection from inside. So when I took the camera bag, finding the object, all the lights were turned off, made room dark - cargo room and passenger room, there was nothing to reflect. We have ah, on a cargo plane we have a back lounge.

F. Fujil

R. Gordon F. Fuji! R. Gordon F. Fuji! R. Gordon

Yeah, I'm familiar with it, yeah I've been on there. So he turned the light off on that, because they were trying to take a photo. Okay, okay So the (unintelligible) was dark. Okay, that's good, I Just wanted to make sure that everything in the cockpit you know, you see something and then you turn the light cause, me being a pilot, normally when I see something out there 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 special moves?

K. Terauchi Ho, they didn't. See here, I began to circle 360 degrees, they stayed at the same position with us. F. Fuji! K. Terauchi R. Gordon K. Terauchi R. Gordon Uh uh, same position Same position, same position, same position all the way (unintelligible) Okay following you right around uh? Yes And it was here, and then here, and here, and here, and then you rolled 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 there uh?

K. Terauchi Yeah, same formation, uh formation descent . . . formation descent. It was Impressive, the same formation, smooth! R. Gordon K. Terauchi R. Gordon F. Fuji! R. Gordon Okay We, we used autopilot when descending, so (unintelligible). Okay, yeah, yeah went right down with him, okay uh . . . Can we go to the next one? Sure, yeah, I was just was ah ...

10

F. Fuji! K. Terauchi F. Fuji! R. Gordon K. Terauchi R. Gordon K. Terauchi R. Gordon

Size, estimate, ah, size (More Japanese) Two times, or ah, I guess ah (unintelligible) seven four seven Okay So ah, size is ah, carrier ... Ah uh, in other words this being the Jumbo Jet was about as big as just the light . . .? See this is the Jumbo jet. 1.5i two times this light. Okay, okay, I have ... so the side light on this thing was about, the Jumbo is about two to two-and-a-half time the size of this light, so when you stack 'em up, you . . .
Yeah, yeah, yeah . . .

...

K. Terauchi

R. Gordon K. Terauchi R. Gordon K. Terauchi

. . . were saying about two times as big as an aircraft carrier. Yeah, yeah, yeah. Okay 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 air carrier is seven - eight miles away, it looks like this. Seven or eight miles away, usually the aircrafts are like this . . .
Ah uh, okay

F. Fujii
R. Gordon

F. Fujii R. Gordon F. Fujii R. Gordon F. Fujii R. Gordon S. Himoto R. Gordon F. Fujii

About this big so Okay

...

. . . with his estimate. So he's kinda comparing it to another Jumbo jet? Yeah, yeah . . . Okay (More Japanese) Tremendous Oh yeah (laughter), boy, okay \. Go for this size here, this one.

11

R. Gordon

Yeah, let's see what would you estimate the size of the small ships to be?

K. Terauchi Ah ... (unintelligible), up here equal to.(unintelligible) we saw, 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 S. Himoto K. Terauchi R. Gordon K. Terauchi R. Gordon K. Terauchi R. Gordon K. Terauchi R. Gordon F. Fujii K. Terauchi R. Gordon K. Terauchi Right, yeah, ah uh. if this one was two stacked together, how large was one? This here ah fuselage, fuselage of DC-8, DC-3 fuselage. DC-8, okay . . . yeah ah uh, in other words this part right here would be like fuselage of a DC-8. Oh yes . . . Like this ... Yeah, yeah, yeah ... Okay Maybe, maybe about like this Uh ah, yeah I understand, okay, I got it. That's good. Any other lighted or unlight objects, any other lights? Yeah, we saw ah, some unusual light from ah, top of mothership. Uh ah Ah, it was not regular, but - not regularly, but white silverish lights, not in equal span of time, but occasionally flashed, irregularly lighted at all times. Occasional flash

S* Himoto

K. Terauchi Flash* flash R. Gordon And since I've got this on tape, if you will help me later, you know when we write this down, because I can't remember all this stuff. Thank you. (Japanese) First time we cannot see ah, this (unintelligible) so ah, ah, we saw this light, this light, and . . . Ah uh, okay, thank you very^much.

K. Terauchi R. Gordon

12

F. Fuji!

(Japanese) No ah magnetic

K, Terauchl No ah no . . . R. Gordon No gages, or the instruments or the RHI on everything stayed okay, no magnetic disturbances? Okay. Ah, did the intensity of the objects lights change? I think he just explained that didn't he on that ah ... (unintelligible) you mean intensity of light? No on this object here, did the, did the intensity of these lights change, and I think he just explained that, ah ... You mean by distance, right? No the intensity, the brightness of the, ah (unintelligible) Did the intensity of lights change?
No, it did not change. They didn't change, huh? Steady, steady.

S. Mimoto R. Gordon F. Fujii R. Gordon S. Mimoto F. Fujii

K. Terauchi R. Gordon K. Terauchi

...

R. Gordon K. Terauchi

Okay, the intensity was steady? Yes

K. Terauchi Visibility ah, more clear, all the way clear, clear sky. R. Gordon K. Terauchi R. Gordon Okay . . . Clear sky How about visibilty? What would you estimate, you know when you're coming down from up there where we enter over Alaska where you come off the sea and hit Alaska, you come up a ways and then you can see Fairbanks out here, no problems seeing Fairbanks? When flying over Fort Yukon ... Fort Yukon, yeah. We can see ah Fairbanks and Eilsen Air Base. Okay, yes, good, that's real clear, that's that's fine. It was near full moon wasn't it?

K. Terauchi R. Gordon K. Terauchi R. Gordon Shinbaahi

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 when crossing the Canadian, Canadian, ah, FLR (unintelligible) so maybe ah moon, ah stay near the horizon, so we couldn't use the moon light. R. Gordon K. Terauchi R. Gordon K. Terauchi R. Gordon K. Terauchi R. Gordon Ah uh, I understand. (Japanese) So the moon was very low? Very low, very low, okay. That's good, I appreciate you bringing that up, I didn't think about the moon, but that's good. Full moon, full moon, was very low, full moon. 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 K. Terauchi R. Gordon F. Fujii R. Gordon K. Terauchi

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? Ah, yes, they Frank, see how that tapes doing. We still got plenty? Yes, ah uh. That's good, because the mike is right there that's super. See it is recoil blasting, Just a little bit high here, it is blasting jets, then if it was at the same altitude as we were* I assume they are using an atomic energy, there will be some radiation left on our aircraft. Also the other is, that air turbulence be created. So they did not want to leave any evidence of their ailstance. Also the reason, why they were there (position) is that they wanted to leave no evidence. See it is round, the air current goes this way (he is drawing a picture), see if they were at the same altitude, they would create air turbulance, but they never positioned when the air turbulance would disturb us. Those are the small one now?

R. Gordon

14

K. Terauchi Yeah. . . R. Gordon K. Terauchi F. Fuji! The little one huh? (Japanese) . . . That flight level right there does not leave any evidence, also if it on the same level, it would give this aircraft a little turbulence cause of this air. You got no turbulence? No turbulence. So it's just suspended there, really.
(Japanese) Right

R. Gordon K. Terauchi R. Gordon

K. Terauchi

F. Fuji! R. Gordon

(unintelligible) leave the evidence . . . Yeah, well that's what I'm saying, it's so moving, it's either so areodynamic that it's not causing, so you're saying when he was right in front of you there was not turbulence and if you had been that close to another object that large you should have got some buffetting? Yeah Okay, I understand

K. Terauchi R. Gordon

K. Terauchi The turbulance would assure their existance, therefore, they positioned themselves to here from the beginning. R. Gordon K. Terauchi Yes Certainly, ah approaching Fort Yukon, west side, this side east side, so ah (unintelligible)(Japanese) big mothership (Japanese), horizon, sunset, we caught up the sunset, two - three millimeters strip of it. Then there was the raothership. They never came to this side. Because of the sunset (if they came to the other side) they would be seen, their shape by us. They positioned themselves at the darkest side, difficult place for us to see. But see, our aircraft was in front of the sunset and visible for any movement we make. They took the trouble to position* themselves to be in the darkest place. I think they did not want to be seen. He thinks that they don't want, of course they don't want the ship to see it, so they go to the place where it's dark . . . Yeah . . . and because there's a sunset over here, and about one

F. Fuji! R. Gordon F. Fuji!

15

K. Terauchl F. Fuji! R. Gordon F. Fujii R. Gordon F. Fujii R. Gordon

(Japanese) 0.1 ah, inch About 0.1 ...

Just right on the horizon, the sun was setting?. Teah, yes. So they don't want to go toward the ship side, they stayed away from it. Toward the dark side. Yes So that would have put them to the east like on the Canadian side you're coming down on your side (unintelligible) captain's side?

K. Terauchi Yes R. Gordon K. Terauchi Okay I understand. I think, perhaps, they have regulations like they must not be seen by humans. But it was a surprise to see the sudden appearance in front of us. If the machine was set automatically for the distance of eight miles away from us, the machine will not come closer than eight miles (but they Jumped in front of us), so I felt there was a living creature in it. It jumped in front of us, very unusual. They took such unexpected action. Try the other one(?) Seems like they're trying to stay away, I guess there's some kind of regulation for them to not be seen by ... Ah oh, I understand. I have one more question that came up that I was thinking; now when he departed, departed east? Is that what someone told me; which direction did, when he departed, went away? Which direction did it take off to? Probably to the east.

(' F. Fujii

R. Gordon

F. Fujii

K. Terauchi I don't know. F. Fujii R. Gordon K. Terauchi R. Gordon F. Fujii

He thinks it's east, he's not really sure. He was looking at it and it Just disappeared, so ... Okay, appeared that it went east, but it went so fast? So fast. Okay He was watching it and it just disappeared . . .

16

R. Gordon

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

K. Terauchi So ah, one things, they ah, completely they're controled of inertial and gravity. Yeah, so their technology was unthinkable. Unimaginable high technology. F. Fujii R. Gordon Shinbashi R. Gordon High tech. Oh yeah, it just sounds like it. All I can say is let's hope they're on our side . . . (laughter) This kind of information (unintelligible) before? No I can't, I haven't so that's why we're trying to get as much information as we have; we're going to send it back to Washington DC, and have them try to marry it up with anything like this before and then maybe we can say, oh, it happened here, or it happened here . . . Oh yeah . . . other sightings, we have a lot of stuff where pilots have had other sightings. Oh yes 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 York or wherever, so we got a place in Washington DC, we'll put them all together and say is any two of them alike. But, but as we go through this thing I would be glad to keep you folks informed and, -of what we find out, or if we find out anything, but I'll be glad to tell you and see how we're doing. Could I get those drawings, if you don't mind ah? I think that's all we need. (unintelligible) Yes, yes, you could probably explain that with the thing you have drawn here. Now these are the same drawings?

K. Terauchi R. Gordon K. Terauchi R. Gordon

K. Terauchi R. Gordon

K.'Terauchi Oh no, no, no R. Gordon K. Terauchi R. Gordon Yeah This one, this one, are the same. Same

K. Terauchi So I like (unintelligible) -

17

R. Gordon

I get a copy of that Frank? Could we take a picture of that, I would certainly appreciate It. Tes. Alright. I think that's all, can you think of anything we need. (unintelligible) Yea, please if I could have one. Oh one thing, this track

K. Terauchi R. Gordon

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 or three minutes, proceed right direct to Talkeetna, so we flew this distance . . . R. Gordon K. Terauchi R. Gordon K. Terauchi R. Gordon Okay from that point direct to Talkeetna and ah, and then some so you went about there you saw this thing. Yes, yes, I saw from here ... ao ah ...

Okay, and then maybe five minutes later along here saying Anchorage do you have anything out there? Oh yeah, yeah, yeah Okay I have it. To just about Talkeetna?

K. Terauchi No no, disappear 75 miles north of Talkeetna . . . R. Gordon K. Terauchi R. Gordon S. Himoto K. Terauchi Okay 75 miles north of Talkeetna ... Yeah, yeah ... it went away. The small one, not the mothership, were there many light? Oh yea, there were numerous lights. The exhausts on the engine were lined up all the way, but when they were blasting recoil Jets 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. Just one group? See there were two, appeared in front of us. Right here and right here . . . both exactly the same. Only two?

S. Himoto K. Terauchi S. Himoto

K. Terauchi All I saw was two.

18

R. Gordon

Yeah, I got that out of that other one that there was two and then It went back to the mothership.

K. Terauchl Yeah S. Mimoto R. Gordon S. Mimoto R. Gordon S. Miaoto I thought maybe there was more then two. Oh I see, I'm glad you asked that. There were only two? Only two. But one was larger then the other like there was two of 'em were stuck together, right? 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 if they were stacked together at the beginning, one must have returned to the mothership soon after the separtation. S. Mimoto R. Gordon K. Terauchi R. Gordon This (unintelligible) Oh you saw that, and then they separated like they were together and then they came apart. (Japanese) Ah uh, okay. Same thing, and make sure that I'm right here, that ah, ah airplane, first sighting, and say this is over here, then it would have . . . (unintelligible) Okay, fine just so we know If someone asks us that question we can answer. Very good. Well I have a lot better understanding of what transpired then what we got out of a bunch of people when we talked, and I want to thank you folks for your time. I really appreciate it.

S. Mimoto R. Gordon

fat

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JA*

/ AIR LINE3

DlSTRlL- OFFICE OF OPERATIONS ANCHORAGE INTERNATIONAL AIRPORT PO. BOX 1900*3 ANCHORAGE. ALASKA 99519-0048 PHONE: (907) 24W164

/',,,,
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 it to other people? My experience was similar to this. The north of Alaska in mid-November you cannot even see the sun; the darkness continues, until the middle of March. Flight JL 1628, B747 jumbo cargo encountered two spaceships and a Mother ship about 50 minutes above Alaska* There was no danger but it created many questions that a human being cannot answer. Page 2.
So I am writing that experience down here. In mid-October/ I was excited to hear the special flight. This special flight was to i m p o r t special F r e n c h w i n e f r o m Iceland to Anchorage f o r approximately a 6 hour and 20 minute flight. It is an extremely short flight compared to most flights. It takes about two-thirds normal flight hours. There are only two landings at K e f u r a b i k (sp.?) International Airport. Page 3.

This particular flight was planned to stop at Iceland and increase cargo items rather than flying direct from Paris to Anchorage. However/ since being wintertime if the condition of the runway was poor, we may have to reduce the cargo, therefore, everyone was paying special attention to the amount of cargo. The temperature of Kefurabik Airport in November is approximately maximum of 3 degrees C. and the lowest was minus 3 degree C. Page 4. Six of us Japan Airline employees arrived at Kefurabik Airport at midnight and three people welcomed us as usual. We headed on to a new hotel. The bed was extremely small. I understood why the down blanket was only 135 centimeters. We stayed only about 17 hours. The weather became good and the runway was not frozen and we left the Kefurabik at 2042. Page 16. Co-employees are married, have children and are young. I am pleased that nothing happened. The ending of this encounter was very well. We worried because we do not know the purpose of the spaceship/ but there is no immediate danger. What do you think about our experience? I hope we humans will meet them in the near future and confirm my experience.
[Personal statement concerning JAL Flight 1628 sighting of unidentified 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 military base ia by crossing the great

Chule(sp?) where a U.S.

icy highland midwest of Greenland. The flight was raising on visibility for above Greenland, under a nearly full noon which the right front aide of our aircraft helped

the night flight.

The flight was smooth despite the plane for about two

the unstable air current that

shook

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 It was 4:25 p.m. Alaska

southwest along an Arctic flight course.

time when we reported our location to Edmonton Center from above Single Point, Canada (68 degrees 55 minutes the 137 degrees 15 minutes West Longitude). North Latitude,

It had become oitehus near the

dark perhaps because the moon was directly behind

horizon. We received an order from Edmonton Center that we should contact the
[Personal statement concerning JAL Flight 1628 sighting of unidentified 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]

6*

Anchorage

Center

when

we

reach above Pottat(sp?) where Alaska

Territorial Air begins. approximately 690

Pottat locates approximately 480 miles, North-northeast of Anchorage, 67

kilometers,

degrees 56 minutes North Latitude, 141 degrees West Longitude. We began the communication 5:05 p.m. The flight course with the we had Anchorage Center about

acknowledged was Jet 529, Talkeetna, Chaiger

direct to Ft. Yukon and Jet 125 (sp?) and to Anchorage.

via Nenana,

The Anchorage Center ordered us to fly

direct to Talkeetna, on a radar scope

provided us transponder codes and placed us 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 set the rotation. We Then we

course toward Talkeetna and began level flight. like aircraft lights, 30

saw lights that looked front, 2,000 feet (600

degrees left

meters) below

us, moving exactly in the we were. We were at was

same direction and with the same speed as the altitude of 35,000 feet (10,600

meters), flying speed

900 kilometer per hour to 910 kilometer per hour.

[Personal statement concerning JAL Flight 1628 sighting of unidentified air traffic, Nov. 17, 1986. Written by Capt. Kenju Terauchi; translated by Sayoko Mlmoto, FAA Alaskan Region, 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 attention. called our 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. were no other aircraft The Anchorage Center told us that there in the North area. We immediately They again

reported back that we were seeing aircraft lights.

reported that there was no military aircraft and the ground radar did not show any aircraft but us. They also asked us several We saw thin and

times if there were clouds near our altitudes.

spotty clouds near the mountain below us, no clouds in mid-toupper air, and the air current quite pleasant. Perhaps was steady and conditions were

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 of unidentified 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]

We kept observing the lights below us in left front, thinking it was ridiculous to have lazer beam testing at the end area. Then the two lights of a tundra

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 from us

course since the distance from the lights was far enough and their movement was not extreme

and we felt no immediate things called UFO I

danger.

I thought perhaps it is one of those

and taking

a photo might help to identify the object later.

asked to bring forward my camera bag that was placed of the cockpit and began to take a picture. the plane was flying was moving strangely. unchanged but

in the rear

The area in which were still

the lights

I had ASA

100 film in my camera, mainly to the object but the

take scenery and had auto-focus on, aimed at

lens kept adjusting and never could set a focus. focus to manual-focus and pressed the shutter would not close. Then shutter but

I changed autothis time the

our aircraft started to vibrate I placed my camera back in the

and I gave up taking a photo.

camera bag and concentrated on observing the lights.

[Personal statement concerning JAL Flight 1628 sighting of unidentified 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]

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. face. The inside cockpit Perhaps firing of

shined brightly and I felt warm in the Jets was the result to kill

inertia of their quick high speed were stopped in one

maneuver, but the ships appeared as if they 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 However, the

were, showing numerous numbers of exhaust pipes. center area of the ship where below

an engine might be was ship sparked an

invisible . The middle occasionally stream

of the body of the

of lights,

like a charcoal fire, from right Its shape was a square, flying

to left and from left to right. 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 some became

exhaust Jets varied, perhaps to maintain stronger than others

balance,

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 of unidentified air traffic, Nov. 17, 1986. Written by Capt. Kenju Terauchi; translated by Sayoko Mlmoto, FAA Alaskan Region, Airway Facilities Division. Received by FAA 1/2/87]

."Page 10*

moved so and would shaking

suddenly.

We probably would have felt more in danger

have been prepared to escape if the spaceships were unsteadily or were unable to stop themselves. It is

impossible for any man-made machine to make a in front of a

sudden appearance

Jumbo jet that is flying 910 kilometers per hour our aircraft. The

and to move along in a formation paralleling ships moved in formation for about

three to five minutes, then slightly higher in

i

two ships moved forward altitude as we were,

in a line, afain 40 degrees to our left.

We did not report

this action to the Anchorage Center. breathtaken. The VHF

Honestly, we were simply

communication, both in transmitting and or fifteen minutes

receiving were extremely difficult for ten

while the little ships came close to us and often interfered with communication from the Anchorage Center; however, conditions became just as good communication

as soon as the ships left us. I ' flat light on the

There were no abnormalities in the equipment or the aircraft. have no idea why they came so close to us. Then again, there was a pale white

direction where the ships flew away, moving in a line along with i us, in the same direction and same speed and in the same altitude as we were.

[Personal statement concerning JAL Flight 1628 sighting of unidentified 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]

"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 in their radar.

altitude and wondered if they could aee anything The Anchorage radar. Center replied that they

see nothing in their anything on an

I thought it would be impossible to find

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. and a round object There it was, on the screen, a large, green, had appeared in seven or eight miles (13 direction of the

kilometers to 15 kilometers) away, where 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 in red

but did not seem they could at all. Normally it appears

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 back 30 degrees as the left aide and to left diagonally

if they understood our conversation and then disappeared from

when they were beside our aircraft they totally our radar.

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

"Page 12*

When they slightly higher

were in front of us, the

ships were positioned now they placed

in altitude than we were, but

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. Base and Fairbanks. The Military Eielson Air Force

lights were

still following us at dark to identify

exactly the same distance; however, it was too by only the lights whether or not they

were the same two It

spaceships that appeared in front of us a few minutes ago.

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 When the

began to worry since we had no idea for their purpose.

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 of unidentified 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]

-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 something. on the ground surface or to (attract?)lead

The flight above Alaska territory is generally in the kind of lights. It

daytime and it is confusing to identify the cannot be a base something. for the spaceship.

Is it a movie?

There was

Oh, yes, it is the Alaska pipeline. I got it.

The lights must

be a pump station for the pipeline. We arrived Fairbanks. at the

sky above the Eielson Air Force Base and night. The lights were extremely

It was a clear

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. We Alas! there must run away was a silhouette of a "Anchorage

gigantic spaceship. Center. This 45 degrees"

permission. following us;

quickly!

is JL

1628, requesting a change of course to right like a long time before we received

It felt
When we

checked our

rear there was still the ship;

"This is JL 1628.

Again requesting for change the!

course 45 degrees to
object.

the right."

i We had to get away from that'

We advise y o u . j we will

"JL 1628. This is the Anchorage Center.

continue and -take 360 degree turn.** "JL 1626, thank you. continue 360 degree turn."

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

It was too slow to circle in the auto-pilot mode; therefore, wo switched degrees bank. light. to the manual mode and set to turn right on a 30

We looked to our right forward but did not see any relieved, thinking the object may have left us to our rear "Anchorage We

We were

and returned to the level flight but when we checked the object was still there in exactly the same place. Center, This is JL 1628. request a change

The object follows us in formation. 3,100

in altitude,

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 arrive at Anchorage. around. We have got to We

"Anchorage Center,

this is JL 1628.

request permission for the direct flight to Talkeetna." this is the Anchorage Talkeetna." We

"JL1628,

Center, we authorize the direct flight to us again. The ship was in

checked behind ascending with

formation and their purpose. like to

us.

We wondered and feared as to

"JL 1628, this is the Anchorage Center. Would you gnramhl^ for confirmation?" 1628. We would not request "The Anchorage aerambl*." We

request

Center, this is JL

turned the offer down quickly.

[Personal statement concerning JAL Flight 1628 sighting of unidentified air traffic, Nov. 17, 1986. Written by Capt. Kenju Terauchi; translated by Sayoko Mimoto, FM Alaskan Region, 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 against the creature with We flew toward

technology had no guarantee of safety an unknown

degree of scientific technology.

Talkeetna at an altitude of 3,100 feet. The following us, not leaving us at all. About the

spaceship waa still

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 that JL 1628 was at an altitude

to the United Airline aircraft of 3,100 feet, therefore,

United Airline

should maintain an Center had We were

altitude of 3,300 feet. the United flying the

It sounded as

if Anchorage the spaceship. The

Airline aircraft fly above East side of Mt.

McKinley.

United Airline

aircraft came close to us. us to flash landing

The United Airline aircraft requested and we both

lights for visual confirmation

confirmed our positions visually. was coming close to us.

The United Airline aircraft were watching us.

We knew that they

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 of unidentified air traffic, Nov. 17, 1986. Written by Capt. Kenju Terauchi; translated by Sayoko Mimoto, FAA Alaslcan Region, Airway Facilities Division. Received 'by FAA 1/2/87]

16

The strange encounter ended at 75 miles North miles (Approximately 276 kilometers) away

of Talkeetna, 150 from Anchorage. It

comprised approximately 50 minutes of flight time, (line 5)

[Personal statement concerning JAL Flight 1628 sighting of unidentified air traffic, Nov. 17, 1986. Written by Capt. Kenju Terauchi; translated by Sayoko Mlmoto, FAA Alaskan Region, 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 Japanese Interpertor Sayoko Mimoto, FAA Airways Facilities, interviewed JAL First Officer Takanori Tamefuji at the Federal Building, Anchorage, Alaska. The interview was conducted for the purpose of gathering first-hand witness testimony with regard to a sighting on November 17* 1986, by First Officer Tamefuji of an unidentified flying object. The following is a record of 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 First Officer, Mr. Tamefuji. (unintelligible) Did I say that correctly? Tarn - a - fuji. Okay, thank you, and Sayoko Mimoto from A A - ah. Airways Facilities in AL-400. To begin the questioning, I'd like to first of all ask you, urn, is this the first time anything of this nature Is, have you seen this sort of thing? This, this is, is my first time. First time, okay. What, if you will, if you could describe for me, what exactly did you see? And I'll provide the paper for you so, here, just kind of let me know, if you would, Just describe what 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 on paper if that's okay. First off . . . Captain Terauchi, what ah. Captain Terauchi saw was ah, I couldn't see. Okay And ah, first part of the incident . . . Incident? Yeah. That's fine. Ahhh . . . about ten minutes I could see, but after that time, hummmm ... I couldn't see because of my seat is co-pilot righthand side . . . Right.

? P. Beckner T. Tamefuji P. Beckner

T. Tamefuji P. Beckner

T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji

P. Beckner

T. Tamefuji P. Beckner T. Tamefuji p. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P.Beckner T. Tamefujl P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji

. . . and ah, the object was In left-hand aide . . . Okay, . . . and very dark vision, so . . Okay. . . . ao I couldn't see, but ah at first ah, hunm, (unintelligible) what can I write . . . Just klnda picture in your mind what you saw . . . Hunm. . . . . . and then put that on paper, and I'm going to shut the door here. Hunm, it was ah, left right clock head-on traffic . . . Okay. I Just to see and ah, hunm, left right? Yes Ah, in night flight head-on traffic we can see Just ah, light . . . Lights, okay. ... we cannot see the total shape . . . Shape . . . shape

P. Beckner
T. Tamefuji P. Beckner T* Tamefuji P. Beckner T. Tamefuji P. Beckner

Okay
... so (unintelligible) I thought it was ah, head-on traffic . . . Okay Mmmm, so I couldn't, can't write ah, exactly . . . Would you say it was Just . . . ? Just light . . . Okay it was more than, s-^was there more than like what would you say there was six lights . . .?

T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P, Beckner

No! Mo! . . . would you say there was a multitude of lights? Ah, (unintelligible) just I want to describe just ah, light, only light. . . Okay Yeah, so if ah, there was something flying, but ah, I couldn't see at that time. Okay, ah was there, was there clear night? Yes . . . Okay . . . clear. And you could distinguish this lights as being different from the star . . .? NNNooo . . . . . . from the stars? Different is fine. 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? What's found, humm? Er, first sighted? Ah, as you know, all the crew ah Right . . . must watch outside? Right So ah, I must watch instrument and ah, outside so, and ah, as normal flight so I have traffic inside, also Captain traffic, inside, but ah, I'm not sure but a engineer landing calculate so he was just sit down back desk calculate . . . (unintelligible) departing direction ...

T. Tamefuji P. Beckner T.Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji

P. Beckner T. Tamefuji

P. Beckner T. Tamefuji P. Beckner

Right ... 30 maybe he couldn't see at that time, but the Captain and me (unintelligible) have ah, had traffic inside . . . Visually saw . . .

T. Tamefuji Yes P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji Okay (unintelligible) I saw there was two small aircraft. Okay And two small aircraft(unintelligible) That's what you saw? Yes Okay And ah, and ah, I ask Captain ah, we should ask ATC so ah, I Air Traffic . . . Okay ... So as I thought, ah, very same 3imlliar altitude and Captain said, ah, hum, I don't remember exactly but ah, ah, he said - ah, but a little bit high or same level, but I though little bit lower, you can know . . . Right ... it is very difficult to (unintelligible) heed-on traffic . . . Right ... so ah ... It was actually at your twelve o'clock . . . No . . . then . . .

P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner

T. Tamefuji Slightly . . . P. Beckner ... or slightly '. . .

T. Tamefuji- . . . left-*hand and ah, ten or eleven . . , P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji S. Himoto P. Beckner
S. Himoto

Ten or eleven? Right Okay And I thought that it was low . . . Okay And, (unintelligible) I thought ah, traffic way, I image aircraft ah, lighting, navigation lights . . . Right . . . and landing lights . . . Okay (unintelligible) - light Right . . . but ah, it is my (unintelligible) for now I thought it was an aircraft so ... I thought it was an aircraft. Okay
Ah ...

P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji

Did you in your mind try to make it Yes . . . look like an aircraft? Yeah I can do the same thing, . . . Yes ... so ah ... I understand.

...

And, but ah, very strange ah, I ah, it was too many lights . . . Too many? Yes

P. Beckner
T. Tamefuji P. Beckner T. Tamefuji

Okay
But so It was so luminous, I don't mean luminous ah, it was too much forever. Right, okay. How 'bout the colors of the lights? also ... Is that

Humm, might Captain, maybe for different thing and Mr. Fukuda, maybe different thing, but ah, ah I say it was the aircraft so I thought but actually I think . . . Okay ... I think ah, salmon, Just like Christmas assorted . . . Okay, okay assorted. * . . and ah, I remember, red or orange, hum, and a white landing light. Just like landing light. And weak green, ah, blinking . . . Flashing . . . Flashing . . . . . . blinking, blinking Blinking (unintelligible) yes Okay How should I say - looks Just like this, (hand-signs were made by Mr. Tamefuji) moving like in one . . . Oh, swinging Swinging?

P. Beckner T. Tamefuji P. Beckner T. Tamefuji

S. Himoto P. Beckne S. Mlmoto P4 Beckner S. Himoto P. Beckner T. Tamefuji S. Himoto P. Beckner

T. Tamefuji (Japanese)
P. Beckner T. Tamefuji P. Beckner T. Tamefuji Movement Yes, and ah, ah if there was, there are ah, how should I say, very good formation flight . . . Close formation flight? Yes close.

P. Beckner T. Tamefujl P. Beckner T. Tamefuji P. Beckner T. Tamefujl S. Mimoto T. Tamefuji P. Beckner T. Tamefuji 3. Mlmoto T. Tamefuji S. Mlmoto P. Beckner T. Tamefuji S. Hlmoto P. Beckner S. Mimoto P. Beckner T. Tamefujl P. Beckner T. Tamefuji P. Beckner T. Tamefuji S. Hlmoto

Okay . . . Does - I - I did not meet the Captain so I don't know, but does he wear glasses? Hunm, no No, do you wear glasses, sir? Humm, . . . FOP flying. Oh, I use, but ah, at that time I don't wear, but ah, I how should I say . . . but I do use it ... He usually wears glasses but at that time he was not wearing glasses . . . No, I don not mean it. I normally do not wear glasses. Okay The licensing requires me to wear glasses. Oh, I'm sorry, he didn't mean that. I need no glasses in daily life. Oh, in dally life he does not wear glasses. Okay But, ah, ah, result of the physical exam, I am required to -* to wear glasses . . . Ch, okay . . . (unintelligible) The physical requires him to wear glasses. Okay, how 'bout - how 'bout the flight engineer, does he Hummm . . . ... do you remember if he wore . . . I don't remember. Okay But ah, I have numerous visions . . . (unintelligible) ...

P. Beckner T. Tamefuji S. Hlmoto P. Beckner

Okay . . . and I use ah, humm . . . how should I say? I will not - I do not need to wear glasses In daily life. Okay, okay. Now - the time of the incident, when - when you guys first saw the objects, ah what were the lighting conditions outside?. Was it dark . . . Hum ... or was it dusk? Or was the sun still up erf how would you describe . * ?

T. Tamefuji P. Beckner

T. Taoefuji Just after sunset ... P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner Just after sunset* (unintelligible) Right
i

. . . dark, dark red. Dark red, okay. But almost dark I must say night . . . Okay, you could see the stars real clearly? Yes, yes. Okay. Okay, was the - what you saw - was it real obvious to you?

T. Tamefuji Yes P. Beckner T. Tamefuji P. Beckner Okay. Ah, at what point did you see it on the radar?

Humm, what point mean? What - you saw the lights* and then how much later before you saw something on the radar? On your -. your radar in the aircraft, or did you see it on the radar? I just don't understand. When did you see the object on the radar? Oh, and, hum ah, I can't tell you exactly . . Well ah ...

T. Tamefuji S. Mimoto T. Tamefuji P. Beckner

T. Tamefuji

. . . but ah, at first we have In flight . . .

?
T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner

Hum huh.
... at ATC, air traffic, and no traffic, so * we are suprised . . . Yeah . . . . . . and ah, Captain operates the radar . . . Radar, okay yeah . . . . . . and so Captain ah, try to search object by the radar . . . Okay ... we fix - ah, give to ten minutes (unintelligible). Okay, and then what did you see on the rad - were you able to see the radar from where you were sitting?

T. Tamefuji ? P. Beckner T. Tamefuji P. Becker T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner Okay, what did you see on the radar as far as ...

Humm, Just like ah - ah, traffic, other traffic, but ah, I thought a little bit large . . . Urn hum . . . echoa Large echoa, okay. Was it ah, what - I understand you have color radar in - in the . . . Yes . . . aircraft. What color was the . . .? Humm I thought ah, green. Green? Yes Okay. And about what range did -did you - did you guys . . .?

Humm, twenty miles . . . Twenty?

T. Tamefuji P. Beckner T. Tamefuji P. Beckner T* Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner
T. Tamefuji

. . . and ah, seven to eight miles to object. Okay, from you, from you. Did it pretty ouch maintain that position for moat of the flight? Humm, ah ... ...

Or did it move around a whole lot, or did it No, no (unintelligible) oblong? Right

... so ah, hummm, don't - it didn't move just like this, just like this . . . Okay . . . Just like a other traffic stay on, but ah, I can't say, it was moving or not moving. Okay, it sort of seemed to stay in formation with you, would that be ...
Hummm ...

P. Beckner T. Tamefuji i" P. Beckner T. Tamefuji P. Beckner T. Tamefuji

. . . seven to eight mile formation? Hummm, formation means same position? Right - same general direction in this case, Oh ...

Seem to travel with you? Humm, I saw ah, light, just like landing lights, so ah, I'm pilot It has landing light so, head-on traffic . . .

P. Beckner
T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji

Right.
... at that time, but ah, I can - I cannot say which direction they move. Ckay, okay. This head-on traffic, how long did you see this total, the length of time that you saw it? Humm, humm Just you. Humm, five minutes at first inside and ah, five minute33 Captain and ATC call short conversation . .

10

P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji S. Mimoto P. Beckner

Conversation, right. . . . (unintelligible) hummm, hummm I can't say (unintelligible) five minutes. . . Okay . - . hummm, and ah, I have ah, monitoring, monitor 30 inside and outside ... Okay, inside and an outside, yeah. . . .ah, while doing those, it became unvisible. While looking outside and looking on the Inside, and then so he couldn't see anymore. Okay, so - you sa * you saw the head-on traffic - whatever we want to call that - for about five, five minutes, ten minutes, somewhere in there? Humm, yes . . . Okay Yeah Okay, ah, was there anything else that you saw aside from this from this pattern here, was there, was there anything else that you saw? Humm, you mean ah, other stars or what? Other than, I mean as far as these obj - the objects were concerned, was there any other ah, features that you saw, was there any shape that you saw, or you Just saw the head-on light? Yes, and of course it ah, was clear so ground you could see . . . Okay you saw . . . . . . but ah, hummm, how should I say, but ah, the traffic, I mean the UFO . . . Yes . . . it's ah, so, I'm sure it was not on ground . . . Okay (unintelligible)

T* Tamefuji P. Beckner T. Tamefuji P. Beckner

T. Tamefuji P. Beckner

T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefugi P. Beckner T. Tamefuji

11

P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji

Yeah, could you aee the horizon, the . . . Yea . . . mountains? Yea, ah, perfect. Right This ia ah, horizon . . . Of the horizon? . . . and I could aee . . . Okay . . . the horizon* Okay. So these were above the horizon line? (unintelligible) I don't mean ah, (unintelligible) Okay Ah, we can see the flying over aircraft ah, near the horizon . . . Okay (unintelligible) Right . . . ao ... You saw this . . . . . . I cannot say it was ah, (unintelligible) Okay, okay, urn somewhere down, I gueaa by Fairbanks area, you guys, the Captain or yourself requested a 360? Hnmm hum Did you happen to see the object while in the 360? Humm, the pilot was right-hand . . . Right-hand turn, right? Humm, so I watch, what . . .

12

P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji

Right ... so I couldn't find what Captain saw. Okay, you were flying the aircraft then, is that correct? Ah, yes Okay But ah, urn, I saw (unintelligible) ah, Captain said ah, UFO big, quite big Captain said, and how should I say - so I tried doing this. . . I looked all over the place. And the Captain was in the way(Japanese). . . Oh so Captain was in the way. Well, okay he was in the way of you seeing? Yes, and ah, some ah, pillar, window pillars . . . Ch, pillars? Yeah Okay ... so ah, we* ah, I couldn't see well, but some hum, hum this - this is not exact picture, but ah, like similiar like aircraft is (unintelligible) . . . Okay I dark is background, but I - you cannot say it was UFO or not. Okay, was it different then what you saw here? Completely different. Completely different, okay. But was it brighter, were these brighter, er . . .? . . . brighter ... These are brighter? Yes, ah ...

S. Mimoto T. Tamefuji S. Mimoto P. Beckner T. Tamefuji P. Beckner T. Tamefuji p.. Beckner T. Tamefuji

P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner

The first sighting was brighter?

13

T. Tamefuji P. Beckner T. Tamefuji P. Beckner

Yes Ckay, the head-ons were brighter? Er, yes Ckay, urn - was there anything else on the radar that you were able to see, or was that the only target that you had on the radar? Ch yes, and ah, I think ah, Captain tilt . . . Tilt right . . . and ah, a certain tilt angle could catch the object . . . Okay, so, so was there anything else showing on the radar . . . Hummm . . . (unintelligible) . . . that should be something spot or ground-echo, ah, . . . ? (unintelligible) . . . okay . . . ah, I - I have many experience ah, ah, aircraft, echo or radar screen . . ., echo . . . Right . . . yeah, ah, so I could identify that Is ... ah aircraft echo ... I have many experiences before in checking oncoming alrcrafts on a radar. I experienced often in checking oncoming aircraft on radar before. Just like ah traffic.

T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T* Tamefuji P. Beckner T. Tamefuji

S. Himoto T. Tamefuji

P. Beckner
T. Tamefuji P. Beckner

Okay ...
. . . Just the right (unintelligible) . . . talking. . * . so what you saw was similiar to what you seen before, when you were picking up other traffic?

T. Tamefuji Yes P. Beckner Ckay, okay, urn, the lighting conditions, I talked about the lighting conditions outside. How 'bout the lighting conditions inside the aircraft? Were there cockpit lights on ...

T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Taraefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuju P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji

Hummra, no

... ...

. . . and all that sort of stuff or

. . . hummm. It was for night flights seeting. Right, okay. Bright, it looked bright . . . Not bright but . . . Dim . . . dim, okay. Was there? Was there any attempt to - did you guys turn them down all the ways* or ... Hummmm . . . . . . what you saw outside couldn't have possibly, could have possible been a reflection or something from inside the cockpit? Huounmm ... I'm Just, Just asking . . . Yeah, yeah ... I understand that. Ah, I - I want to say there is not possibility what you think . . . Okay of reflection . . . . . . ah, no. Okay. Was the light turned all the way off Just to see if it made any difference, er . . . ? Urn ... ... do you remember if - if you did that, er, the Captain may have done it? . Umn, ah, I was very busy, so, ahv I ...

That's right you were the flying pilot . . . Yes, and ah, 150 feet ... Yeah . . . and so, but ah, maybe, maybe not good word but, maybe ah, Captain try down dark - darker * . .

15

P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji S* Hlmoto T. Tamefuji S* Hlmoto P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji

Okay, darker, okay . . . and ah, I flight engineer calculator (unintelligible) so he had ah . * . So he had a spot on his table? Yea By the engineer table? Yes, I - when I saw, but ah, cockpit was ah, dark. Okay. Ah, what size would you estimate this - this object to be?

Hunnmn, it la hard to say, but - ummm, I thought It was ah, ah, I thought it was larger than ah, aircraft. What kinds of aircrafts? An originally oncoming aircraft . . . It feels like it's larger than normal airplane. airplane . . . Oncoming

Okay. Okay* Ah, did you notice any magnetic disturbances, ah, the compass . No ...

.. . . suing or anything . . . . . . but ah, urn, I .think you have ATC tape of that time? Right And controllers tape, ah, said that several times you're garbling . . . No ...

. . . but ah, my English is so hee . . . how should I said that reasoning ... I thought perhaps the air traffic controller did not understand my English, so, he said 'garbling1. Ch, maybe Air Traffic Control did not understand my English, so ... No ... he was polite and said 'garbling*

S. Hlmoto P. Beckner S. Hlmoto

P. Beckner

. . . said (unintelligible) government garble, okay.

16

T. Tamefuji S. Mlmoto P. Beckner

(unintelligible) but ah

...

That's the way I thought ... Was that all the way, the whole length of the trip? He felt that, er, er, was it just during this period of time when you were working with . . . Oh yeah, humram . . . . . . when you were asking him about the other traffic? Yes Okay. How 'bout later on in the flight? again, you're garbled, er . . .? No, no ... Did he ask you to say

T. Tamefuji P. Beckner T. Tanefujl P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tanefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner

. . . okay, Just . . . . . . just ah, ah, from Pottat, Alaska til . . . Right . . . and ah, radar contact with controllers, and ah, there was no garbling ... Okay . . . ah, at that time. And your initial contact was Center? Yes Okay It clear after that moment. Okay (unintelligible) How 'bout navigation, did you notice any navigation interference, ah . . . ? (unintelligible) ... I understand you're on I N S, so there, there is no problem there, okay. Was there any turbulance, did the airplane experience any turbulance anytime you saw this, the objects?/

17

T. Tanefuji P. Beckner T. Tamefuji ?'. Beckner T. Tamefujl P. Beckner T. Tamefuji P. Beckner

(unintelligible) Ckay. Yes Ckay, did the autopilot kick off? No Er, it stayed on all the time? Mo Okay. Urn, let me just read my notes here and see if I have got everything I needed to ask you about. You say that you had suggested to the Captain that you call Center and ask if they had any targets? Hum . . . About how long after you first saw this did you go, b-before asking about calling Center? Hummm, hum * at first in my mind . . . Right, yeah . . . and conversation so it was not too long but, ah - hummm, I can't say exactly but two or three minutes. Okay, okay. Urn - Was the Captain the first one to spot the ob the ah, lights? The who? First saw the object? Hummm, I think ah, at the same time, almost. Ckay But ah, it Is not impossible to at same time . . . Right, but . . . (unintelligible) . . . but - but communicating, yeah. Humm, urn, not so much different between . . . How 'bout the autopilot, did - was it on autopilot?

T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T* Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji

18

P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner

Ckay. So pretty much at the same time you both saw It? Right And at that time it was ten to eleven? Hummmt I thought. That's what I'm asking is what you thought? Yeah Okay. Urn hum I understand somewhere in the flight you guys also descended from 3. 5, 0 to 3. 1, 0? Yes Did - did the object stay with you at that point, or did the lights stay with you, or whatever? Humm, hum at that time . . . At that time did you still have them in sight? Yes, but ah, different. Urn hum Ah, the object was different side the captain's side so I can not Okay you could not see it, okay. about five to ten minutes? So you actually saw it only for Urn. Okay we discussed the ah, turn, the 360?

T. Tamefuji ftjomrn, I think so. P. Beckner Ah, because I understand that the - the target was ah., not target, but the item, object, lights, whatever, were in sight for upwards of around fifty minutes, total. That's what the Captain saw, was about that length of time. Umm, urn And ah, but I understand that from where you were sitting you might not have been able to see it as long as he could have? Yeah Especially during the turn?

T. Tamefuji P. Beckner T. Tamefuji P. Beckner

19

T. Tamefuji Yeah P. Beckner T. Tamefuji Ckay, Were there any other ah - was there any other aircraft? Did you see any other aircraft during that particular flight? No ah, no other ATC ah, I mean ah, urn, as ...

P. Beckner
T. Tamefuji P. Beckner T. Tamefuji P. Beckner T* Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner

Right
. . . and ah ... You didn't see any other aircraft at all? In last part of the incident United Air . . . Right ... ah from Anchorage. Hum* huh . . . And we can - what's that.- we could see . . . You could see (unintelligible) United Okay you could see United . . . (unintelligible) Okay, did he - did United when you saw him was he flashing-his lights at you or anything* er Just normal nav lights, er . . . Humm . . . . . . do you remember what . . .? Humm, remember, Just she passed my left-hand side . . . Hum huh . . . and ah, I can't say. Okay. Ckay ah, did the Intensity of these lights change, at all . . . Humm . . . . . . or were they pretty much the same Intensity for the time that 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, became stronger, became weake, different from the strobe lights. Some got stronger, and changed to weaker stronger again then weaker, and stronger, weaker . . . Okay. Okay. Okay. Okay, ah, you mentioned the lights that you'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 I understand everything here, let me just show you ah, the details of what the Captain - and I don't know if you've seen these or not, but you've . . . Hum, hum This was In the newspaper here in Anchorage, for example. And this shows a slmiliar type pattern is what you have here . . . Humm . . . but I Just wonder if you - you also may have seen this ' particular ah, shape or ah, object? Hummm And you can probably read what is - is written here so, just kinda read that over, and ... Do you remember seeing anything like that yourself? Humm, I don't see ah, anything like this, but ah, as I told . . Yeah, this ah ...

S. Himoto P. Beckner

T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner

T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji S. Himoto T. Tamefuji

. . . and you if, we can connect these lights - are - it will be a big object but, ah ... Right I can not just - there are some lights ahead or not. Okay, that was during the turn . . .? No ah, I think it was before turn . . . Oh okay . . . and ah, we of course we convesed a lot and . . . We are talking, discussing . . . And while we were talking I saw it momentarily.

21

S. Mimoto P. Beckner

While conversation was going, I peeked out and momentarily I saw it. You saw this, okay. Urn, after the turn. Were you able to see anything anymore, like this light pattern here?

T. Tamefuji No P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner Ckay, er this - this pattern here? Hunan, no. Okay. And tha - so that was the last time you saw it, was prior to the turn . . Humm Ckay, okay. Well sir, that's all I can think to ask you. Is there anything you'd like ta - to further add - and give us some more understanding to what you folks saw up there? Humm, no well, I am certain that I saw something. Well I'm - I'm sure I saw something. It was clear enough to make me believe taht there was an oncoming aircraft. This is clearly enough to make me believe it was an oncoming airplane. Okay That's the starting point of this story. That*s the beginning of this story.

T. Taoefuju 3. Mimoto T. Tamefuji S* Himoto P. Beckner T. Tamefuji 3. Himoto

P. Beckner

No the story, ah, (laughter). Okay urn, well that pretty much
concludes the questions I have for you. And again I appreciate you coming in. Especially on such.short notice. And Sy I appreciate you coming in also on such short notice. So thank you very much . . .

T. Tamefuji And ah, can I ask one question? P. Beckner T. Tamefuji Sure Ah, I read the FAA news human, ah, humm, I found military radar picked up some kind of target on their radar, (unintelligible) What type of understanding? Umm, I*m not sure what they seen on that radar, right at the present moment.

P. Beckner

22

T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner T. Tamefuji S* Mimoto P. Beckner T. Tamefuji S. Himoto P. Beckner T. Tamefuji P. Beckner T. Tamefuji P. Beckner

Ah huh And urn, let me Just do this. I can find out and let you know.

Arid ah f well Saturday ah t ah, TV interview from Mew York. Oh is that right. Yeah Oh And ah, the interview said military, some kind of commander I don't remember( but, ah, some military . . . Military - military ah, commander? Ah, how should I say, but some personnel from military said this was a weather interference. . And this military commander said it was a weather interfere . . . interference. (unintelligible) Ah, on the radar On the radar Okay, that I - that I don't know, urn ... But ah, it was clear sky, so Right . . . there's no possibility of weather interference. On the weather, Interference, okay. Well I'll do this, I will find out what the result of the analysis is on those. We're going to eventually get that anyway. And I'll let you know what we 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 the 17th of November, 1986, by Captain Terauchi. Beckner: Tsukuba: Becknera Mimoto: Tsukuba: Describe what you saw. May I speak in Japanese? Oh! Yes, please. Oh! yes, please. The f irst time I saw it was through the LI window, at the 11 o'clock position. It looked larger than navigation lights. I do not remember exactly how many o-f those (lights) were there but clusters of lights were undulating. What was the color o-f those lights, was it green? I can not describe the amber colored lights. details but it was white or Did you

Beckner: Tsukuba: Beckner: Tsukuba: Beckner: Tsukubai

When you saw the abject was it obvious to you? notice it immediately? Yes, it was. I noticed it immediately.

Did it stay with you at position 11 o'clock? did you see this object?

How long

Yes, approximately 5 minutes, 10 minutes, I think I saw it for about 1O minutes after I sighted it the first time. The reason is because the Captain wanted to take pictures. His camera bag was placed behind his seat, beside mine, and I handed it to him. But h could not take pictures, so I placed his camera bag beside my seat again. So I think it took about 10 minutes. Why could he not take any pictures? Well, his camera is Alpha 7,000, with film ASA 1OO. He could not operate it well. I mean the operating procedure of the camera was not understood well. What kind of camera did he have?

Beckner: Tsukuba:

Beckner:

Tsukubaa

Alpha 7,OOO. It is made by Minoruta. is called in America.

I wanderwhat it

Beckner: Tsukubai Beckners Tsukubaa

Have you seen this kind of thing be-fore? Was this the first time anything of this nature has happened to you? Yesf this was the first time. Who first sighted the abject? I do not know which person picked it up first. I was making a landing data. The Captain told us to see if there is a some kind of object outside. Did you see the radar? When the radar. Captain told me to look, I could see the What did you see on

Beckneri Tsukubai Beckners Tsukubaa

Were you able to see it on radar? the radar?

Yes* a green dot like, not exactly like a dot. It was not a dot, but stream like, I think the range Mas about 1C miles. I do not think it (an the radar) Mas the same lights as the one I saw in front of us. How Mas the intensity of the lights? of the objects' lights change? Did the intensity

Beckner: Tsukubaa

Basically the same. I cannot describe it. Not even in Japanese. The first one did not change. The second light Mae very difficult to see. It Mas so vague. Was any other target picked up an radar? I cannot remember. difficult to see. The tilt angle of the radar Mas have to

Beckneri Tsukubas Beckners Tsukubaa Becknera

Difficult to remember, on look for the abject?

the radar,

did you

I identified immediately the one in front of us . At the time of sighting, conditions outside? how Mere the lighting

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. How was the lighting conditions inside the cockpit? We had night illumination at above sideways. I was using a spot light while calculating the data. I do not remember whether the Captain had the lights turned off or not. There i s a switch that can turn the 1 i ght to regular fluorescent or to dark. It was set to dark. How long did you see the abject?

Beckner: Taukuba:

Beckner: Tsukuba:

The one in -front of us, as I mentioned earlier, I saw it for about 10 minutes, then, the one on our left side at 9 o'clock, together, a total of 3O minutes. The lights in front of us and the other one were of two absolutely different nature of lights. Would you show us what they looked like on this paper? The lights in front of us were clusters of lights like this. I think they were made of two parts. How should I say this, but the lights were shaped like windows of a passenger aircraft. What was the shape of the object like? I do not know. It was just lights. The one in front of us was like an aircraft viewed from another aircraft which was ours. Did'the object move with your aircraft when you changed direction or altitude? When we saw the first one in front of us, we did not change the heading, but the second one, it was really hard to see, I had to try real hard to see it, so we changed heading. I think the abject was with us when w changed altitude. When we changed altitude, I could not see. The Captain said it was still there, so I felt like it was there. Did you see another aircraft? I saw United Air Line. Any other lighted, or unlighted objects?

Beckner: Tsukuba:

Beckner: Tsukuba:

Beckner: Tsukubaa

Beckner> Tsukuba: Beckner:

Tsukubas Becknera Tsukuba:

When the United aircraft was passing by, we Mere seeing the second lights. Did the intensity of lights change? The -first lights I saw was unchanged until they disappeared* The second one, it was so hard to see. In my mind, I am not certain whether it was lights o-f a distant town or a strange abject. What were the weather conditions? It was clear. Did you see any stars? I think there were stars* but... Any magnetic disturbance? No. Mere there any instrument fluctuations on your Flight Engineer's panel during the objects presence? No, it didn't (there weren't). Do you wear glasses? No, I don't. Was there any re-flection on the inside of the glass? Reflection? What do you mean? of inside lights on the

Beckner: Tsukubaa Becknera Tsukuba: Beckners Tsukubas Becknert Tsukubaa Beckner: Tsukubaa Beckner: Tsukubai Mimoto: Tsukubas Backneri

Did you see any reflection aircraft window glass? No. there was not any*

Would you like to add anything? Do you have any questions? We have come here and interviewed you a lot. Is there anything we can answer regarding your questions?

Tsukubaa

The points I would like to reinforce are that the lights in -front of us were different from town lights. I can not describe the shape. I am not as certain as I am about the lights on the left side. I do not know what the shape of the objects was. So I am sure that the lights that were in front of us were different from town lights. When I was interviewed here at the first time by FAA personnel, I was not sure whether the object was an UFO or not. My mind has not changed since then.

Peter E. Beckner A.S.I.

Sayoko D*. Mi moto Interpreter

PERSONNEL STATEMENT FEDERAL AVIATION ADMINISTRATION

Anchorage Air Route Traffic Control Center The following is a report concerning the incident to aircraft JL1628 on November 18, 1986 at 0230 UTC.
My name is Carl E. Henley (HC) I am employed as an Air Traffic Control Specialist by the Federal Aviation Administration at the Anchorage Air Route Traffic 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 position from 0156 UTC, November 18, 1986 to 0230 UTC, November 18, 1986. At approximately 0225Z while monitoring JL1628 on Sector 15 radar, the aircraft requested traffic information. I advised no traffic in his vicinity. The aircraft advised he had traffic 12 o'clock same altitude. I asked 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 area and to see if they had primary targets in the area. ROCC did have primary target in the same position JL1628 reported. Several times I had single primary returns where JL1628 reported traffic. JL1628 later requested a turn to heading 210, I approved JL1628 to make deviations as necessary for traffic. The traffic stayed with JL1628 through turns and decent in the vicinity of FAI I requested JL1628 to make a right 360 turn to see if he could identify the aircraft, he lost contact momentarily, at which time I observed a primary target in the 6 o'clock position 5 miles, I then vectored UA69 northbound to FAI from ANC with his approval to see if he could identify the aircraft, he had contact with the JL1628 flight but reported no other traffic, by this time J11628 had lost contact with the traffic. Also a military C-130 southbound to EDF from EIL advised he had plenty of fuel and would 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 the JL1628 to say flight conditions, he reported clear and no clouds.

\ November 19, 1986

s,.

PERSONNEL STATEMENT FEDERAL AVIATION ADMINISTRATION Anchorage Air Route Traffic Control Center January 6, 1987

The following Is a report concerning the incident to Japan Airlines Flight 1628 (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 Control Specialist by the Federal Aviation Administration at the Anchorage Air Route Traffic Control Center (ARTCC), Anchorage, Alaska. During the period of 2030 UTC, November 18, 1986, to 0430 UTC, November 18, 1986 I was on duty in the Anchorage ARTCC. I was working the R/D15 position from 0156 UTC, November 18, 1986 to 0230 UTC, and the R15 position from 0230 UTC, November 18, 1986 to 0258 UTC, November 18, 1986. I am making this statement to clarify certain points in my original statement dated November 19, 1986. Ref paragraph 4: I stated in paragraph four that several times I had several primary returns vhere JL1628 reported traffic; in actuality I observed three types of targets. I saw tentative radar targets which showed up as a (-) symbols. I saw (+) symbols that Indicate radar only tracks. I also saw non run lenth targets which show up as a ( ) symbols. . Additionally, I stated the traffic stayed with JL1628 through turns and descent, this information was what I received from JL 1628.

Carl E. Henle Air Traffic Control Specialist Anchorage ARTCC

PERSONNEL STATEMENT FEDERAL AVIATION ADMINISTRATION Anchorage Air Route' Traffic Control Center

January 7, 1987 The following Is a report concerning the Incident involving aircraft JL 1628 north of Fairbanks on November 18, 1986 at 0218 UTC. My name is Samuel J. Rich (SR). I am employed as an Air Traffic Control Specialist by the Federal Aviation Administration at the Anchorage Air Route Traffic 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 position from 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 stated it was a big plane with yellow and white lights. We advised him we had no traffic in his position. We adjusted the radar PVD to approximately a 25 mile scale and there vas a radar return in the position the pilot had reported traffic. 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 if they could see any traffic near JL 1628. ROCC advised that they had traffic near JL 1628 In the same position we did. I asked ROCC if they had any aircraft to scramble on JL 1628, they said they would call back. However, there was no further communication regarding the request for a scramble.

Samuel J.

Air Traffic Control Specialist Anchorage AR^CC

PERSONNEL STATEMENT FEDERAL AVIATION ADMINISTRATION Anchorage Air Route Traffic Control Center

January 9, 1986

The following Is a report concerning the Incident to Japan Airlines Flight 1628 (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 Control Specialist by the Federal Aviation Administration at the Anchorage Air Route Traffic Control Center (ARTCC), Anchorage, Alaska. During the period of 2230 UTC, November 17, 1986 to 0630 November 18, 1986 I was on duty in the Anchorage 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 the Sector 15 positions. I plugged into the C15 position and assisted them by answering telephone lines, making and taking, handoffa, and coordinating as necessary. As to the specific Incident, I monitored the aircrafts transmissions and observed data on the radar that coinslded with information that the pilot of JL1628 reported. I coordinated with the ROCC on the BRAVO and 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 the pilot advised he no longer saw the traffic. I called the ROCC and they advised they had lost the target. I then unplugged from the position and went on a break.

^L. Aarnink Traffic Control Specialist Anchorage ARTCC

PERSONNEL STATEMENT FEDERAL AVIATION ADMINSTRATION Anchorage Air Route Traffic Control Center

January 9, 1987
The following is a report concerning the incident involving Japan Airlines Flight 1628 (JL1628) North of Fairbanks, Alaska on November 18, 1986 at 0218 UTC.

My name is Joseph Rollins (JR). I am employed as an Air Traffic Control Specialist by the Federal Aviation Administration at the Anchorage Air Route Traffic Control Center (ARTCC), Anchorage, Alaska. During the period of 2340 UTC, November 17, 1986 to 1850 UTC, November 18, 1986 I was on duty in the Anchorage 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. I had assigned Mr. Henley to the combined R15, D15 position to work by himself. The traffic was light and lunch breaks were in progress. At approximately 0220 UTC Mr. Henley informed me that JL1623 had indicated that he had traffic and wanted information. I then advised the Area Manager that JL1628 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 was moved to the R15 position. I understood that Mr Aarnink had plugged into the C15 position only to observe. During the time following my being notified, I was involved in operational supervision and coordinatation between the controllers and the Area Manager. I intermittently monitored the radar but at no time observed any radar data that in my opinion, conclusively indicated traffic for the JL1628 flight. At 0254 UTC I informed the Area Manager that the pilot of JL1628 had lost visual contact with his traffic.

Joseph Rollins A Area Supervisor \ Anchorage ARTCC ^)

PERSONNEL STATEMENT FEDERAL AVIATION ADMINISTRATION Anchorage Air Route Traffic Control Center

January 9, 1987

The following is a report concerning the incident to Japan Airlines Flight 1628 (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 Control Specialist by the Federal Aviation Administration at the Anchorage Air Route Traffic 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 Manager in Charge position from 0100 UTC, November 18, 1986, to 0900 UTC, November 18, 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 a white and yellow strobe light. I notified the Alaska Regional Operations Center (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 the traffic to be paralleling his route and that Sector R15 radar and ROCC had intermittent radar returns in the area of JL1628s observed traffic I notified the U.S. Customs office at Anchorage International Airport about the possibility of a lost aircraft following JL1628 to Anchorage. At 0245 UTC, Mr. Rollins advised me that JL1628 had lost visual contact with the unknown traffic at 0257 UTC. Mr. Rollins advised me that ROCC had lost radar contact with the unknown traffic. At 0423 UTC I gave this information to the Washington D.C. ROC.

Erland D. Stephens Air Traffic Control Specialist Anchorage ARTCC

PERSONNEL STATEMENT FEDERAL AVIATION ADMINISTRATION Anchorage Air Route Traffic Control Center January 9, 1987

The following Is a report concerning the Incident to aircraft JL1628 north of Fairbanks, Alaska, on November 18, 1986 at 0218 GMT. My name Is Manfred F. Keller (FK). I am employed as an Automations Specialist by the Federal Aviation Administration at the Anchorage Air Route Traffic Control Center, Anchorage, Alaska. I Interpreted the recorded data (radar) reference JL1628. I searched the specific areas where the pilot reportedly had traffic and could not find any indications of other target information.

Manfred FiJ Keller

Air Traffic Control Specialist Anchorage ARTCC

PERSONNEL STATEMENT FEDERAL AVIATION ADMINISTRATION Anchorage Air Route Traffic Control Center

January 7, 1987 The following is a report concerning the incident to JL1628 North of Fairbanks, Alaska, on November 18, 1986 at approximately 0218 UTC. My name is Anthony M. Vylle (AW). I am employed as a Quality Assurance Specialist by the Federal Aviation Administration at the Anchorage Air Route Traffic 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 information in the vicinity of the reported traffic. The radar track appeared to be normal and consistent with other tracking data I have reviewed in the past.

Anthony

Quailty/rfssuranee Specialist Anchorage AKTCC

DEPARTMENT OF TRANSPORTATION rCQCAAL AVIATION AOMINISTMATlQM MM THANIPOHTATION SCCUftlTV

On November 17, I responded to a call from the POC reference an incident involving unidentified air traffic (UAT) following JAL flight 1628 into Anchorage. I asked Agent Hickle to meet me at Anchorage Airport. Upon arriving at ANC, I met Agent Mickle and Inspector Wright (FSDO-63) who had been at the aircraft. All three of us then proceded to JAL operations to interview the crew. At JAL Operations we met with Captain Terauchi, 1st Officer Tamefuji, and 2nd Officer Tsukuda along with Mr. Shimbashi, the JAL Operations Manager at Anchorage. The three crewnen stated that just after passing POTAT intersection inbound to Anchorage on J529 they observed strange lights ahead of their B-747. These lights changed position after 2 minutes but remained in front of the A/C for another 10 minutes, then moved to the left side of the A/C. They stated that all they could see were 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. The lights were yellow, amber, and green, but no red. The lights were in two separate sets which changed position relative to one another. The crew said that they contacted APTOC confirmed that they also had it on radar. Near Fairbanks, the crew executed a 360 turn and the lights stayed with them off of their left side. They then preceded to Anchorage.apd the lights were still visible until around 40 miles north of TKjTwhen they moved away to the east. The crew reported their speed as 0.84 Mach and their altitude between FL390 and 310 as assigned along the route. The only problem noted with their systems was some static in the VHF receiver. The Navigational system in use was INS with no apparent problems. Upon completion of my discussion with the crew, I called Captain Stevens (Duty Officer to NQRAD) and asked if he had any question other than what I had asked. He said he had no other questions, but they also showed two targets on radar (one was JAL). He stated that they would give all data to Intelligence in the morning. I then *ci"v3 Bobby Lamkin by phone if AF was holding the data and he said yes.

ember_17,_1287_

, AT .Anchcracje, Alaska
FILE H0<

^Special Agent^e"te^^ *9&SQf9^P*~

FAA Fern 1600-32-I (MM
0 t4i*f 4

FOR OFFICIAL USE ONLY

(Pubilc mJJaU/Jtp n b* <*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 briefed him on the incident. On the morning of November 18, I briefly discussed the incident with AAI/-1 & 2. Attached is a statement fran Agent Mickle and a chart and drawings by the JAL Captain.

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FOR te_>j,Mj

OFFICIAL USE ONLY foWdb^^^ 3 U. J. C 552)

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DEPARTMENT

OF TRANSPORTATION ADMINISTRATION

FEDERAL A V I A T I O N

AIM T R A N S P O R T A T I O N S E C U R I T Y

As per telephonic request fron FSDO63, the following are the events which took place on November 17, 1986 and were taken from my personal notes during the interview: Responded to Japan Airlines station office as instructed by Manager (James S. Derry), AAL-700. Myself and Jim Derry interviewed the crew of JAL Flight 1628, which reported the sighting of unidentified air traffic. The flight crew consisted of the Captain, Kenju Terauchi, First Officer Takanori Tamefuji,. and Flight Engineer Yoshio Tsukuda. Captain Terauchi stated the cargo only flight had departed Reykjavik, Iceland. Captain Terauchi stated he first sited (visually) the unidentified air traffic (UAT) in the vacinity of Potat intersection and the ADIZ. The aircraft he was piloting (B747) was at flight level 390, airspeed 0.84 Mach. Captain Terauchi indicated the UAT was in front of his aircraft at a distance of approximately seven to eight nautical miles for approximately 12 minutes. The Captain stated the distance was indicated by the onboard Bendix color radar. Captain Terauchi stated that while he had a visual on the UAT, he spotted yellow, amber and green lights, and a rotating beacon, but no red lights. The Captain said there were two distinct sets of lights, but appeared to be joined together (as fixed to one object). Captian Terauchi ascertained through visual sighting and radar, that the UAT was equal in size to a B747, possibly larger. Captain Terauchi stated that during the visual sighting, the lights of the UAT changed fron a horizontal position to a vertical position and had positioned itself from in front of the B747 to port side. The UAT stayed on the port side for approximately 35 minutes. Captain Terauchi said he was communicating with AfclCC personnel during the sighting. The raptain stated he requested, and received, permission to perform a 360 degree turn while in the vacinity of Fairbanks, Alaska, which he had a visual on. Captain Terauchi stated the UAT maintained its position on the port side during the turn. Captain Terauchi stated visual sight of the UKT was lost approximately 40 nautical miles north of Talkeetna, while continuing on to Anchorage.
Additional information regarding the flight:

Captain Terauchi stated there was static during VHP canmunications with the AKTCC. Captain Terauchi indicated there was erratic movement with lights of the UAT during the visual contact. Navigation was being performed by coupling of the onboard ETS's.

INTERVIEWED/REVIEWED ON I^entoJ-T/ 1986 BY

FAA Form 1600-32-112.73)

( AT

Jtochorage, Alaska^

Ronald E. Mickle, FAA S/A

OPO 3-*fl4

,luttM0.
FOR OFFICIAL USE ONLY
(PuUJc flMlfabfflfr b dMra/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 presence of a primary target in addition to his aircraft.

Lcfcle PSI, AAL-700

Addendum: Through a confidential source at Japan Airlines, it was stated to me that this was not the first sighting of an unidentified aircraft by Captain IBRflPTHI. <-^>*

toer_17,_198 __ _ __

ATAnchorage,

Alaska

___

PAA Form 1600^2-1 ( . 27

9i0 ***

FOR OFFICIAL USE ONLY

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W^ m^ \i

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FAA offering UFO mail-order package

THflAUOdATEDF*CM

fietsglss 1 "3-3&3B.S|.

ANCHORAGE - If you want an inside look at the UFO sighting made by a Japan Air Lines flight crew recently, the Federal Aviation Administration will send you everything you ever wanted to know about the incident for $194.30. ; The complete package in^ eludes tapes of interviews with1 trew members, spaceship drawings by the JAL pilot and air controller statements. But that's not all. You even get four glossy color photos of regenerated radar data..' The unusual FAA mail-order, offer is an agency effort to cope with enormous public interest in the November sighting, said FAA spokesman Paul Steucke. | Since the sighting was publicly disclosed in January, the FAA's Anchorage office has received information requests from more than 200 members of the news media, as well as 46 requests from individuals. For those on tight budgets, the FAA's UFO package can be broken down. The agency is offering 20 individual items, ranging from a $50 cassette tape of communications between the controllers and Che flight crew, to a 30-cent copy of an FAA form summarizing the sighting Orders of less that $5 are free. - The FAA on March 5 is scheduled to release the results of its investigation of the sighting.
>r
Editor** Note: The FAA address is 701 C St., Box 14, Anchorage, Alaska. 99513. .:"

sir! l

? If <D

PAA offers UFO mail-order package

ANCHORAGE, Alaska (AP) H you want an inside look at a Japan Air Lines pilot's recent claim that he saw a UFO, the Federal Aviation Administration will send you everything you ever wanted to know about the incident for $194.30. The complete package ineludes tapes of interviews with crew members, spaceship drawings by the JAL pilot and air controller statements, even four glossy color photos of regenerated radar data. The unusual FAA mail-order 'fer is un effort to cope with enormous public interest in the November sighting, said spokesman Paul Sleucke. Since the pilot's claim was publicly disclosed, the FAA's Anchorage office has received informatjon requests from more than 200 members of the news media, as well as 46 requests from individuals. Steucke said the information requests exceed those that followed the 1983 downing of a Korean Air Lines jet by the Soviets, "Without a doubt, this thing has had the most inquiries," Steucke said./^^^/^ J\a/W For those on tight budgets, the FAA's UFO package can be broken down. The agency is offering 20 individual items, ranging from a $50 cassette tape of communications between the controllers and the flight crew, to a 30-cent copy of an FAA form summarizing the sighting. Orders of less than $5 are free. JAL Capt. Kenjyu Terauchi reported on Nov. 17 that his Boeing 747 cargo jet was shadowed by two belts of light as it crossed into Alaska airspace on a night from Iceland to Anchorage ' 9*~ ~* *"'"" ^ ~*

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Anchorage Daily News

Mail order
Will QGt VOU
By HAL BERNTON

ANCHORAGE, ALASKA. TUESDAY, FEBRUARY 24, 1987

PRICE 25 CENTS

ncn riAtoiic

~~-
Continued from

details

FAA: Information on UFO sighting available by mail order

gets or limited interest, the need," Steucke said. FAA has broken down the The incident unfolded on ^mP1^t.e'.VF9 Pa&asejato Nov. 17 as a JAL flight crew who saw what they thought 20 individual items They on a cargo flight from Iceland was , object On their own range from a $50 cassette tape to Anchorage entered Alaska radar at about the same refcE f J"Jn:ations between air space. Capt. Kenju Terau- ence point. The objects, Tercontr u , ? e "J* the fl l ght chi rePrtcd seeinS two belts auchi said, "were not made ?! AA*** " ^^an P? ' *?* f light that followed his by human kind. They were of * . ^- fo J" an8 the plane, pulsating and emitting very high technology and sighting. Orders less than $5 amber glows. intelligence." ^'!%,flntpH * h* < r^. ^ an encounter that lasted U ^i^.f^ ? KS i 1 5| , th * ^ 1S ^ p on^ve S we can to the H ^ lve SD ? 7? ,. , ported seeing a third aircraft, scheduled to release the republic. We don't want them to a huge spaceship which he suits of its own investigation spen S1 for data they don>t said was the size of two bat' of tne sighting. No charge.

'

DaityNewsreponer - from individuals. To all those hungering for Paul Steucke. the FAA an inside look at th^S^iSe spokesman, said the informstion world ofFrtratSrrestri3 ha? - requests for the UFO rataffi hTre's aTSciaToff"? t *" excead those that Io1' lowed 1983 downin 8 of a MaU hc F e d e r v i tion Korean ^ Unes Air Administration a che^k for ^et b^ the sSSSHnd they'U sSd yoi Soviets. everything you ever wanted "Without at a doubt, this to know about the celebrated thing has had the most inquiUFO siphtinp hv a Tanan Air HPC " qtourlrp irt LtoflfStlrew I Steucke said. For those with tight bud The complete ' package in' ' eludes tapes of interviews with all the crew, spaceship ^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^-iM^Ma^i^^HWMMM.^* '. . drawings by the JAL pilot [ air controller statements. even get four glossy color tbs of regenerated radar data. The unusual FAA mailorder business is an effort to ?cpe with the enormous public interest in the bizarre No"cmber sighting, which triggered a burst of international publicity. Since the sighting was publicly disclosed in early January, the FAA's Anchorage office has received information requests from more than 200 members 01" the media, as well as 46 requests
See Back Page, FAA

USDeporttnent Of Transportation Federal Aviation Administration

Alaskan Region

70, c

slreet> BOX ,4 Anchorage: A l a s k a 99513

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. 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.

They

Sincerely,

Paul Steucke

Public Affairs Officer

SO Yvmn of Air Traffic Control jrca//arice - A Standard tor thm World -

US Deportment of Transportation ^ Federal Aviation

Administration

_^___ ffic 'Putotic *"*** Alaskan Region 7 ' c street BOX 14

Anchorage. Alac Anchorage. AlasKa 99513 (907) 271-5296

LIST OF RECORDS AVAILABLE ORDER FORM

for

JAL FLIGHT 1628 UHIDENTTFTED TRAFFIC SIGHTING NOVEMBER 1H. 1QH6 UTE (The event occurred on November 17, 1986 Alaska Standard Time)

Add fees for items o r d e r e d . Make payable to Federal Aviation Administration. Send check or money order; no credit cards. Do not send cash. (Note: S5.QQ.) Do "not send payment if total amount of order is less than

TOTAL AMOUNT ENCLOSED: $

FAA W I L L PAY 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 CLASS U.S. POSTAGE ONLY. IF YOU WISH TO HAVE COPIES SENT TO YOU BY FEDERAL EXPRESS, DHL7~3ft OTHER DELIVERY SERVICE, PLEASE INDICATE SERVICE DESIRED, AND PROVIDE YOUR A C C O U N T NUMBER FOR BILLING OF SHIPPING COSTS: Service desired Account number

Your Name Address

LIST OF RECORDS AVAILABLE ORDER FORM for

JAL FLIGHT 1628 UNIDENTIFIED TRAFFIC SIGHTING

NOVEMBER 1fl r IQfifi UTC (The event occurred on November 17, 1986 Alaska Standard Time)
PLEASE M A R K ITEMS DESIRED,

$194*30

Complete package of all written records and photographs plus all tape recordings. Complete package of written records and photographs only. Complete Inspection/Investigator ( F l i g h t Standards) package, includes items 1 through 91. FAA Form 8020-5, A i r c r a f t I n c i d e n t R e c o r d . ( B r i e f summary statement, s u b m i t t e d by F l i g h t S 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) (2 pages) FAA Form 3112, Inspection and S u r v e i l l a n c e R 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 t a f t e r i n t e r v i e w of pilot and crew, 11/17/86. L3 p a g e s w r i t t e n p l u s 2 p a g e s d r a w i n g s ) FAA Form 1600-32-1, Notes of i n t e r v i e w w i t h all three crew members of JAL Flight 1628; c o m p l e t e d by Security Inspector Ronald E. H i c k l e , 11/17/86. (2 p a g e s ) FAA Form 1600-32-1, Notes on i n t e r v i e w w i t h all three crew members of JAL Flight 1628, m a p , and d r a w i n g by the p i l o t ; completed by Special Agent James D e r r y , 11/17/86. ( 4 pages) T r a n s c r i p t of I n t e r v i e w w i t h C a p t a i n Terauchi, 1/2/87, by R i c h a r d Gordon,, manager of flight standards district office in A n c h o r a g e . (19 pages) 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 C a p t a i n T e r a u c h i ; i n 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 )

O
O

$94.30

.,05

O O O O O O

$0.30

$0.45

2.

$0.30

3*

$0.40

4.

$1.15

5.

$1.10

6.

-more-

fage 2 J*l. I1HTDEHTIFIEP TRAFFIC SIGHTTHG Order M a t cont.lnued

$0.85

7.

W r i t t e n Statement

by C a p t a i n T e r a u c h i ;

translated by S. M i m o t o of FAA A l a s k a n Region. E n g l i s h t r a n s l a t i o n of item 16. ( 13 p a g e s )

$1.35

8.

Transcript of Interview with First Officer T a m e f u j i , o n 1/5/87 b y I n s p e c t o r P e t e r E. B e c k n e r . (23 pages) T r a n s c r i p t of I n t e r v i e w w i t h Flight E n g i n e e r T s u k u b a on 1/15/87 by I n s p e c t o r Pete Beckner. ( 5 p a g e s w r i t t e n , p l u s 1 p a g e drawing)

$0.50

9-

$67.70

Complete AIB TRAFFIC PACKAGE, includes Items 10 through 12.

$3.05

10.

Chronology of E v e n t s , report of U n i d e n t i f i e d T r a f f i c Sighting by Japan A i r l i n e s F l i g h t 1628, November 17, 1986. (5 p a g e s ) . T r a n s c r i p t i o n of communication between air t r a f f i c control and JAL Flight 1628. (23 p a g e s ) Flight path chart. 1 page (map)

Personnel statements. ( S t a t e m e n t s by seven a i r t r a f f i c control specialists a t Anchorage C e n t e r . ) (8 pages) FAA Form 7230-4, D a i l y Record of F a c i l i t y O p e r a t i o n s for Anchorage Air Route T r a f f i c Control Center, showing time and watch supervisors' entries of m a j o r items in f a c i l i t y log. (3 p a g e s ) FAA Form 7230-10, Position Logs. (Record o f which employees w e r e w o r k i n g e a c h position at what time.) (2 pages) $7.75 11.. Anchorage Air R o u t e T r a f f i c Control Center computer printout of Continuous Data Recordings ( r a d a r t r a c k i n g d a t a ) ( 1 5 1 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, pilot of JAL 1628 and FAA controllers, in chronological order; as released by FAA Public Affairs Office, March 5, 1987. (Data extracted from transcription in item #9)

$10.00

14. Series of four black and white 5" X 7" glossy photographs of partially regenerated radar data, as photographed by Paul Steucke, January 7, 1987. 15. Series of four color 5" X 7" photographs of partially regenerated radar data, as photographed by Paul Steucke, January 7, 1987. 16. 17. 18. Cassette tape of Interview with Captain Terauchi. 57 minutes. (Same data as item tf5) Cassette tape of Interview with First Officer Tamefuji. 45 minutes. (Same data as item #7) Cassette tape of c o m m u n i cat ions between Air Traffic Control and JAL Flight 1628. 1 hour 30 minutes. (Same data as 23 pagetranscription in item

$11.00

o o o

$25.00 $25.00 $50.00

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 1628 crew the evening of 11/17/86) (2 pages)
News release statement March 5 i 1987, by FAA

free

20.

Public Affairs Office upon release of investigation materials. free 21. D e s c r i p t i o n of "Split -Beacon Target" by FAA Alaskan Region Airway Facilities Division. (1 page) -more-

Page 4 JAL UNIDENTIFIED TRAFFIC SIGHTING Order List continued

free

22.

Alert Report from Director of FAA Alaskan Region to FAA Administrator, 12/31/86. Record of telephone conversations of Deputy Director, FAA Alaskan Region with General Nichols, Colonel Wick, and Captain Jim Crickenberger (U.S. Air Force) on 1/2/87. Table of contents of file kept in FAA Alaskan Region Directors office, pertaining to 11/17/86 unidentified object sighting by Japan Air Lines flight 1628. (5 pages)

PLEASE COMPLETE AND RETURN THE ENTIRE ORDER FORM TO FEDERAL AVIATION ADMINISTRATION ATTN: PUBLIC AFFAIRS OFFICE, AAL-5 701 C STREET, BOX 14 ANCHORAGE, ALASKA 99513

LIST OF RECORDS AVAILABLE ORDER FORM

for

JAL FLIGHT 1628 UNIDENTIFIED TRAFFIC SIGHTING NOVEMBER I8 f 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 photographs plus all tape recordings. Complete package of written records and photographs only. Complete Inspection/Investigator (Flight Standards) package, includes items 1 through 9*

$94.30

f ) $5.05

$0.30

1.

FAA Form 8020-5, Aircraft Incident Record. (Brief summary statement, submitted by Flight Standards Division, January 26, 198?) (2 pages)
FAA Form 3112, I n s p e c t i o n and S u r v e i l l a n c e Record; notes b y I n s p e c t o r J a c k W r i g h t a f t e r i n t e r v i e w of pilot and c r e w , 11/17/86. (3 pages w r i t t e n plus 2 pages d r a w i n g s ) FAA Form 1600-32-1, Notes of i n t e r v i e w w i t h all three crew members of JAL Flight 1628; completed by Security Inspector Ronald E. M i c k l e , 11/17/86. (2 p a g e s ) FAA Form 1600-32-1, Notes on i n t e r v i e w w i t h all three crew members of JAL Flight 1628, m a p , and d r a w i n g by the p i l o t ; completed by Special Agent James D e r r y , 11/17/86. ( 4 pages) T r a n s c r i p t of I n t e r v i e w w i t h C a p t a i n Terauchi, 1/2/87, by Richard Gordon, manager of flight standards district office in Anchorage. (19 pages) W r i t t e n S t a t e m e n t and Drawing by Captain T e r a u c h i ; i n 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 )

$0.45

2.

$0.30

3.

o
o

$0.40

4.

$1.15

5.

$1.10

6.

-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 n R e g i o n . Engll3h____fr_r_anjs.l_at.iQn of item ffi. ( 1 3 pages) Transcript of I n t e r v i e w with First O f f i c e r T a m e f u j i , o n 1/5/8? b y I n s p e c t o r P e t e r E. Beckner. (23 pages) Transcript of Interview with Flight Engineer Tsukuba on 1/15/87 by I n s p e c t o r Pete Beckner. ( 5 p a g e s w r i t t e n , p l u s 1 p a g e drawing)

$1.35

8.

$0.50

9.

$67.70

Complete AIR TRAFFIC PACKAGE, includes Items 10 through 12. 10. Chronology of Events, report of Unidentified Traffic Sighting by Japan Airlines Flight 1628, November 17, 1986. (5 pages) Transcription of communication between air traffic control and JAL Flight 1628. (23 pages) Flight path chart. 1 page (map)

$3*05

Personnel statements. (Statements by seven air traffic control specialists at Anchorage Center.) (8 pages) FAA Form 7230-4, Daily Record of Facility Operations for Anchorage Air Route Traffic Control Center, showing time and watch supervisors' entries of major items in facility log. (3 pages) FAA Form 7230-10, Position Logs. (Record of which employees w e r e w o r k i n g e a c h position at what time.) (2 pages) $7.75 11. Anchorage Air Route Traffic Control Center c o m p u t e r p r i n t o u t of C o n t i n u o u s D a t a Recordings (radar tracking data) (151 pages)
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Page 3
JAL UMIDEHTIFIED TRAFFIC SIGHTING Order Mat $57.25 12. continued

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, pilot of JAL 1628 and FAA controllers, in chronological order; as released by FAA Public Affairs Office, March 5, 1987. (Data extracted from transcription in item #9) Series of four black and white 5" X 7" glossy photographs of partially regenerated radar d a t a , as photographed by Paul Steucke, January 7, 1987. Series of four color 5" X 7" photographs of partially regenerated radar data, as photographed by Paul Steucke, January 7, 1987. Cassette tape of Interview with Captain 57 minutes. (Same data as item #5) Terauchi.

$10.00

14.

$11.00

15.

$25.00 $25.00 $50.00

16. 1718.

o
O

Cassette tape of Interview with First Officer Tamefuji. 45 minutes. (Same data as item #7) Cassette tape of c o m m u n i c a t i o n s between Air Traffic Control and JAL Flight 1628. 1 hour 30 minutes. (Same data as 23 page transcription in item"#9)

FREE ITEMS: free 19. N e w s release by FAA P u b l i c A f f a i r s (Information c o n s t r u c t e d f r o m personal n o t e s p r o v i d e d b y J i m D e r r y , o b t a i n e d in i n t e r v i e w s w i t h JAL Flight 1628 crew the e v e n i n g of 11/17/86) (2 p a g e s ) 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, by.FAA P u b l i c A f f a i r s O f f i c e upon release o f i n v e s t i g a t i o n materials. 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 FAA A l a s k a n Region A i r w a y Facilities D i v i s i o n . ( 1 p a g e ) -more-

Cj free

20.

free

21.

Page 4
JAt. IIHIDEHTIFTED TRAFFIC STRHTIHG Order List continued

free

22.

Alert Report from Director of FAA Alaskan Region to FAA Administrator, 12/31/86. Record of telephone conversations of Deputy Director, FAA Alaskan Region with General Nichols, Colonel Wick, and Captain Jim Crickenberger (U.S. Air Force) on 1/2/87. Table of contents of file kept in FAA Alaskan Region Director's office, pertaining to 11/17/86 unidentified object sighting by Japan Air Lines flight 1628. (5 pages)

PLEASE COHPLETE AND RETURN THE ENTIRE ORDER FORM TO FEDERAL AVIATION ADMINISTRATION ATTN: PUBLIC AFFAIRS OFFICE, AAL-5 701 C STREET, BOX 1H ANCHORAGE, ALASKA 99513

March 5, 1987 FAA, Alaskan Region Public Affairs Office 701 C Street, Box 14 Anchorage, Alaska 99513 COMPUTER CDR PRINTOUT Reference to Japan Air Lines Flight //1628 November 17, 1936, 5:19 pm AKST RECORDED FAA RADAR DATA TIME:11/18/86, 02:11.23 UTC 11/18/86, 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 = 15 Pages with uncorrelated returns: 2,3,4|5,6,7,10. 19 = NUMBER OF UNCORRELATED RETURNS -86 = NUMBER OF USABLE RADAR RETURNS 105 = TOTAL NUMBER OF RETURNS FOR ABOVE TIME FRAME. 0219:15, (5:19 pm) Pilot first questioned ARTCC re other traffic 0253:13, (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 ALTITUDE: ACII: BEACON CODE: ITG: N 1 N T E R F A C I L I T T : CONTBOIiLBBt BANGE: 35-215 A Z I M U T H ! SUBSYSTEM: 01 1- 90 -

Range+Azimuth Dlrectloi " equal JAL mia B U C C N T A R G E T BEPrpTS S1IML <:M:Z3.b4 SUPSYS = 1 TOTAL 2:11 :Z2.700 2:ll:2J:.5ie SUBSYS = 1 TOTAL 2:11:45.735 2 :11 :47 .6 19 SUKSYS = 1 TCTAL 2ill:7.7bl 2:ll:b9.637 SUfcSYS = 1 TOTAL = = = = 191.50 14 13 103.25 8K6 70 2 MODK C T O T A L - = -1 lit 12 1 MODE G TOTAL 1 188.25 . 1 /DISTANCE BETWEEN 144.37 /SIGNAL RETURN RT/BT RANGE ACPDEG 75 13 71 \ 13 70

ffloZo -Q 7 7 7 7 7 7 7 7 7
7 7

I'/'S'Be BEACON-

- ALT -

- - - -

PA" QUA- . RT RB RT
RE RT

1 SYS 1 1 1
1 1 1 1

165.00 ti 1 194.75 152 103.25 606 2 - M O D E G-TOTAt = 193.12 153 1B3.37 - -607

1550-3 - 1550-3 1550-3 1^50-3 1550-3

350-3

UNCORKELATED
PRIMARY

350-3 351-3

RETURN (skin)

RB RT -> RT

'

RB RB
RT 1 1
BT

1 1
1 1
1

SUBSY5 = 1 TOTAL = 2:12:21.827 SUBSYS 1_ . - T O T A L = |g';J2;33.6g3 ]

SUiSYS = 1 TCTAL 2:12:45.630 SUESYS = 1 TCTAL 2:li:^7.7ie SUbSYS = 1 TOTAL 2:13:29.799 SUBSYS = 1 TOTAL 2:13:21. BIcS SUtSYS = 1 TOTAL 2:l3t33.723 SUBbU = 1 TOTAL 2:13:45. B10

= = = =

SUBSYS = 1 TOTAL = 2:12:1:7.626 2:14:09.551 SUFEYS = 1 T01AL = 2:14:09.yi6 2:14 :ll .Be? S U E S Y S .f 1 TCTAL Z:14:i;.823 SUiSYS = 1 TOTAL = \2:14:34.0427
J

2:14:25.916 SUBSYS 1 TOTAL = 2:l4:45b72 SUBSYS = 1 TOTAL = 2:14:57.954 2:14:59.833 SUBSYS * 1 TOTAL * 2:ltll0.041

1550-37=M1550- Computer assigned 7 103.25"* \I/8 to 1/4 MILE number 4 HOI 184.b7 0 1550-3 L 1 MOI JALM628 4 183.25 16014 Z - 1550-3 - -- WA-* 1 MODE C TOTAL 1 I t 1.62 160 14 7 1550-3 - 351-3 1 MODE C T O T A L = 1 1E0.20 161 14 7 1550-3 351-3 1 MODE C TOTAL = 1 178.37 163 14 7 --- 1650-3 -351-3 1 MODI C TOTAL 1 144.12 146 12 7 - 176.7b 165 14 7 1550-3 350-3 2 MODE C TOTAL = 1 175.12 164 14 7 1550-3 350-3 144.12 37 3 7 . .-2 MODE C TOTAL = 1 173.50 167 14 7 1550-3 350-3 103.25 fc!0 71 7 2 MODE C TCTAL = 1 171.871 167 14 0 U550-31 350-3 171.62 16S 14 7 103;Z5 806 70 7 3_.MQDE C TOTAL = 1 170712] 172 15 7 170.251 169 14 0 l!E50-3\ -350-3 1 ^TBSTTS-607 70 7 3 MODE C -TOTAt - - - - 1 - - 168.62 170 14 7 1550-3 350-3 1 MODE C TOTAL = 1 . . . 167.00 17Z 15 7 1550-3 349-3 103.37 607 70 7 . . . . . 2 MODE C TOTAL = 1 165.37 -173 Ib 7 155B-3 ^40-5

BT

--BT _ RB *-&
EXAMPLE OF

1 l 1 1

RB RB RB

COORDINATED or reinforced return

RT
RB - ----. . .. . _. RB BT -BB
Rf

1
1 1 1

@NORMAL

reinforced beacon (return)

BT [

Return (Uncorrelated Skin/Surface

(FT)SECONDARY
(Transpond.) RB . . _ . . RB RT 1 j 1

H B- - 1

B E A C O N T A R G E T REPORTS Stiff. 2:15:10.416 SUPSYS = 1 TCTAL = :15:i:2.444 SUESYS = 1 TOTAL 2:15:34.159

BANGE

-AGP

-DBG 21 2 15 20 15 15 20 70

Q 7 7 7 Z 7 7 7

11/16/86 BEACON 1200-3 1550-3 1200-3

PACE

AM <1200-3 Code , VFR Aircraft, not I under FAA control

<jyARB

2 SYS
1

35.25 240 2 MODE C TOTAL 163.75 175 35.75 236 17 178 235 807

J.
349-3

RB RB
BT HB RB FT

1 1
1 1 1 1

162.25 162.12 36.37 2:15:26.036 103.25 SUESYS = 1 T O T A L = ,_

1550-3 1550-1 12065-3

15
20

SUESYS = 1 TOTAL = _ 12:15:58.0B3"~| |l8.87l ' " _ 2:15:58.458 ""37*62 S U B S Y S = 1 TOTAL = 2:16:10.170 SUtSYS = 1 TOTAL = 2:16:22.196 2:lfc:24.126 SUBSYS = 1 TOTAL = 2:16:24.300

176 231

4 MODE C TOTAL 157.25 Iti0 2 MODE C TOTAL = 155;75 162 103.25 806 3 MODE C T O T A L 154.12 184

15 15 -- 20 70 2 15 19 2 15 70 2 16 19 19 72 2 16 16 19 2 - 16 19

7 0 - 7 7 7 0 7 0 7 7 7 e. 7
7 0 7 -

, _-, /1550-3\ 1200-3 1550-3 1200-3 I5b0-?-120tf-3 1550-2 1200-2

349-3 75-3 - - 349-3 75-3 649-3 75-3 349-3 -75-3 ' . . .. .

RT / ET\ RB RT RB BT RB BT RT
RT BT RT RT BT

1 1 1 1 1 1 1 1 1
1 1 1 1 1

SUBSYS =

T O T A L - _4

BQDE C TOTAL -

SUhSYS = 1 TOTAL 2 : 16 : 5d .344 SUESYS = 1 TOTAL 2:17:10.371 SUfSYS " 1 TOTAL 2:17:i2.2E? SUISYS = 1 TOTAL = i:17;24.4ZC 2:17:37.050 SUPSTfS = 1 TOTAL = 2:17:46.444 2:17:48.701 SUbSYS * I TOTAL

3 MODE C TOTAL 1 50 .87 1 e?

*\ r -\ JE50-21 349-3 -3J 120*0-3 75-3 - -------- - -- - ...... 1 550-3 349-3 1200-2 75-3

---------

-------------

._

---

_.

. RB RB RB RB

. 1 1 1 1 1 1

149.25 169 16 7 1S50-2 349-3 41.12 2lb 19 7 1200-3 75-3 2 *ODE C TOTAL 2147.62 198 16 7 1550-3 34S-2 41.75 215 IE 7 1200-3 75-3 2 MODE C TOTAL = 2 146.00 1 16 7 1550-3 349-3 ........ 42.37 212 18 0 1200-3 - 75-3 36*75 ------ 1033 - 9 0 - - - 0 ----- 0313-* --- - --- 6-3 ---------------------3 MOEE C TOTAL * 3 144.37 1S4 17 7 1550-2 ..... 349-S- - ---------- . _ . _ . . . . . 43.00 210 IB 7 1200-3 75-3 36.37 1015 89 0 6313-3 ---- --6-3- - ----- ---36.50 1B31 90 0 0313-3 4 - MODE e~TCTAt-- ----- 3 ----- -

RB RB RB BT BT--

_. -

RB 1 RB 1 BT 1 BT 1 ----------------------

BtACCh TARGET REFCRTS STIKE \2:l7;tj'.464\ 2:18:00.716 - 1 TOTAL " 2:lt:10.3ee 2:1H:10.685 2:18:12.938 SUBSYS = 1 TOTAL = 2:lB:i:2.327 Z:lb:22.7tt2 2:18:1:4.956 SUbSlfS 1 TOTAL = 2:18:34.415 SUESYS - 1 TOTAL 2:16:4fc.4S SUFSYb = 1 T01AL =

RANGE 142.6? 142.75 43.62 36.00 4 MODB 141.12 44.12 35.62 Sb.75 4 MODE 139.62 44.75 35.37 3 MODE 137.87 45.37 MODE 136.25 45.b7 2 ttODE

- AGP

DE5

- <J -7 e. e ' 0 --- 7 0 0 0

11/18/86 BEACON
1

FACE -ALT
-

ftUA
- -
RT BjJ BT BT

3 SYS
1 1 1 1

C C C

17 196 17 208 IP 1022 89 TOTAL - -- 8196 17 206 16 1005 88 1017 89 TCTAL 3 19i* 17205 16 1806 80 TOTAL = 3 201 1? 202 17 TOTAL- 203 17 19S 17 TOTAL = 2
18

11550-3 1200^-3 C313-J 1550-3 1200-3 0313-1 0313-3 lb50-3 1200-3 0313-3 1550-3 1200-3 U50-3 1200-3
. -

35fl-3 74-3 8-3 3t0-3 74-3 11-3 ---360-3 74-3 13-3 350-3 74-3 350-3 74-3
-

--

--

RB BT BT BT RB BT BT RB BT

1 1 1 1 1 1 1 1 1 1 1
1

7 0 2 7 K 7 -0
7

_ .. . - - -

RB BT .
RT\

SUfcSYS = SUISYb =

1 1

TC1AL = , TOTAL =

4 2

MODE C TCTAL = KODi C TOTAL =

16 17 70 2 17 Itt 2 16 18
70 4

0 0. 7 0 7 2 7
7 7

Vi5J3c2-} 120M-3 1200-3 1550-3 lc00-315t0-3

350-3 __ 75^3 75-3 - 350-3 ?&-3 350-3

-

Lsjj 1 BT. -- 1 RT 1 BT RB BI PB
RT R T

1 1 1 1
1 1

SUBSYS 16 Ifa SUPEYS = 15 17 IB 3 SUESYS 1C 18 SUESYS = 16 16 19 1 I5 7 0 7- 0000-0 1200-3 1550-3 1200-3 350-3 74-3 RB 6T RB1 1 1 Z 7 1200-3 1550-3 74-3 350-3 BT RB 1 1 0 7 7 1200-3 1200-3 1550-3 74-3 350-3 BT BT RB B T 1 1 1 1 Z -7 1200-3 41)50-3 75-3 350-3 BT RB 1 1

S U B S Y S ^1 T51AL = ^ 2:20:22.662)

3 hOEE C TOTAL = lei r-^2^\

19
SUPSYS = 1 TOTAL ' 3 M O D E C TOTAL = 2 2:20:24.493 51.37 -160 -- - - I B -

7
7

<

-\
1200-3

I RT

0 -

BIACON TARGET BEPCBTS BAWfi-E ACP DM 19 1 16 15 0 7 - 0 7 0 0 7 -0 7 7

r

ll/lfa/BC BEACON lb50-3 1200-3 1200-3 Vl550^3\ 1200-3 1550-3 -1200-2 1550-3 -

ALT. 350-3 7b-3 350-3 74-3 350-3 74-3 350-2

- -

PAGi QUA Mi bT
1

1 i i
1

E:E0:34.868 - -121 .89 224 SUBSTS 1 TOTAL = 2 MODE C TOTAL 2:20:46.594 62.00 164 177

12:20:46.9461 g20l25j 2Z7 19 2 SUBSTS .__!_^j^ L ...^-_ 4 - H O D E - U TOTAL 2:20:58.585 52.50 177 15 2:20:56.962118.6E - - 226 ,20 SUBSTS - 1 TOTAL 2 MODE C TOTAL = ' Z -195 - -15 2:21:11.041 117.00 232 20 2:21:12.543 103.3? 806 70 SUBSKS 1 T01AL 3 KOBE C TOTAL = c - /2T2l:22.950> 63.62 171 15 ' ' 53V75, 176 15

bT RB UT Ht HT hT bT

1 ] 1 1 1 1 1

25 20 0 l550-3( SOBSIS --!- - TOTAL ------4- MODE C TOTAL 4~ 2:21:34.775 54.3? 175 15 7 1*00-3 . . ... ------ ------ 113.87 236 20 7 1550-2 SDBSTS = 1 TOTAL 2 MODE C TOTAL = Z - Btl-fr46.*& -- - -4.-B9- - -- - - - -1*4- - - - - - -1 5 - 0- - - - - - - -1200-3 2:21:46.990 112.3? 240 21 7 1550-3 SUBSTS - 1 T01AL 2 MODE C TOTAL 1 lb 7 2_;21;5fi.6Sr-^-SJL 1?4 1200-3 \ 2131:59.073] iTBTesA 246 21 7 /-\ ^' --21 tJ ( 1550-3 SUBSKB - 1-TOSAIr 3 MODE-C-yOTAL---- ------ --- - ---- ' 2:22:10.716 E6.25 175 15 7 - - - 15 0 1200-3 2:22:11.094 109.12 247 21 7 1550-3 SUBSTS--- 1 - - T O T A L 3 MODE C TOlAL 1 2:22:22.794 56.75 172 15 7 1200-3 217 1660-3 ..... 2:22:24.672 103.25 807 76 7 1 2:22734.8e0\ 57.37 171 15 1 1200-3 fzT
!rrT

*-. S9-+
1 1 1 5 .,50_\

r 0

1200-3

75-3 350-3 75-3 350-3 . 350-3 75-2 35t)-3 ---350-3 350-3 -- . . .

236

20

Ht hB R2 ht RT I lbT_l hT bT Rb BP KB RT RP
hT KB RT

1 BT i i 1 1 1 i 1 1 1 1 1
1 1 1

22

22
3 -

7
7-

1550-3\
* -

350-3
- -

. J

-> *-

SUBSTS 1 TOTAL " 4 MODE C -EtE2:46.918 -58.00 2:22:4? .217 104.37 -SUBSTS--1 TOTAL - KODK-C ' 2:22:58.800 58.62 E:EE:OS.l-99 IWrBT SUBSTS 1 TOTAL 2 MOEE C :3:ie.86-- 59.00 59.25 2:23?11.20f 101-.85 SUBSTS - 1 TOTAL = 3 MODE C E:E3:t.9U &-.-

TOTAL 169 25? TOTAL 168 858 TOTAL -191 Ifa? "263 TOTAL 16

= =

1 14 22 1 14 -2 2 15 14 3 2 14

7 7 7 9 7 0 7 7 --

1200-3 1550-3 1Z00-3 1550-31200-3 1550-3 1E00-3

75-3 75-5 - 350-S' 75-3 350-3 962

Rb hB hB Rb KT bT Rb HP

] 1 ] 1 1 1 1 1

(TS)

BUCON TARGET REPORTS ST1MI 2 :23:23 .Z 2:23:25.169 SUBSYS = 1 TOTAL = 2:23:34.W44 2:23:35.320 2:23:37.228 2:23:37.575 SUPSYS = 1 TOTAL = 2:23:47.040 2:23:47.414 2:23:49.291 S U B S Y S = _1 JO1AL = l2:23:56.93E\ ~^_ "~~^C> L2!2J^59.443J *T2T:01 .572 SUfcSYS = 1 TOTAL = 2:24:10.961 2:24:11.462 2:24:13.593 SUBSYS = 1 TOTAL = 2:24:23.047 2:24:23.422 2:24:25.301 SUBSTS = 1 TOTAL = 2:24i35_.0_72. ~^ ' SUBSYS = 1 TOTAL = 2:24147.090 2:24:47.466 SUhSYS = 1 TOTAL = 2:24:59.110 2:24:59.48? 2:25:01.741 SUBSYS = 1 TOTAL = 2:25:10.951 2:25:11.325 2:25:13.579 SUBSYS = 1 TOTAL = 2:25:22.988 2:25:23.4fc0 2;25i25.b69 SUBSYS = 1 TOTAL *

RANGE 9962\

ACP 271

DEC 23

11/18/86 BEACON

ALT

. . .

PACE QUA

SYS
1 1 1

266

22

Z
0 7 7 0 0 7 7 0

a550-3l
'02b0-3 12-3 1550-3 0260-3 1200-3 1200-3 1550-3 0260-3

350-3
--75-3350-3 . 75-3 350-3 . . .

'35.MB 932 81 4 MODS C TOTAL = 2 60.37 - 16t> - - 14 98.12 270 23 35.12 928 81 36.67 1034 90 4 MOD C TOTAL 2 61.00 163 14 96.62 274---24 35.00 927 81

~RT\ RTl BJ_\ BJ\ BT

RB RB BT BT RB RB BT -

1 1 1 1 1 1 1

36.62

1030

1200-3
, 1200-3 .

- --

BT
JB /RTl

1
1 1

4 hODE .1.50 95.25] 95.12 -'36.1* 4 MODE 62.12 62.25 93.50 35.75 4 MODS 62.75 92.00 35.25 3 MODE ,63.. 37 9g.'37\ 3 MODE 64.00 66.67 2 MOD* 64.62 87.37 46.12 3 MODE 65.12 65.25 85.67 48.37 4 MODE 65.75 84.37 46.62-3 MODE

C TOTAL 161 283 --279 1023 C TOTAL 155 168 282 1015 C TOTAL 160 2EC 1012 C TOTAL 158 293 C TOTAL 156 296 C TOTAL 155 304 1025 C TOTAL 155 154 307 1018 C TOTAL 153 314 4011C TOTAL

= =

2 14 24 24 89 1 13 14 24 69 4 14 i5 68 3 13 25 2 13 26 2 13 26 90 2 13 13 6 89 3 13 27 - 66 3

7 7 -0 0 7 0 7 0 7 7 0 7 7 7 7 7 7 7 7 g 7 7 7 8 -

1200-3 1200-3 1550-3 1200-3 1200-3 1550-3 1200-3 1200-3A 550-3 V. *~ 1200-3 1550-3 1200-3 1550-3 1200-3 1200-3 1550-3 1200-3 1208-3 1550-3 1200-3 -.

75-3 75-3 350-3 il-3 75-3 350-3 14-3 75-3-350-3 75-3 350-3

--

RB BT RB BT RB RB BT

1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

- - - -JIB [R|J ' RB RB ----RB KB RB

74-3 350-3

74-3 351-3 114-3 74-3 350-3 112-3

- -

--

--

RT BT.-BT RB RB RB BT

= ~ =

2:25:35.071

66.37

150

12

0
7 7 7 --

1200-1
1200-3 1558-3 1200-3 - 350-3 109-3

--

BT
RB RB RB --

1
1 1 1

2:25:35.446 2:25:37.700 SUBSTS = 1 TOTAL >

66.50 154 82.67 319 46.87 996 4 MODE C TOTAL --

1.1 28 87 -2-

B I A C O N TAFtr.VT K ^ F C R T S STIMi 2:25:47.153 2 :25:47.529 2:25:49.408 SUISYS = 1 T01AL = 2:25:59.169 2:25:59.543 2:26:01 .485 SUiSYS = 1 TOTAL = 2:26:11.004 2:2e:11.814 2:26:13.318 S U B S Y 5 <= 1 TOTAL = 2:26:23.149 2:26:22.y0i 2:26:25.405 SUPEYS 1 TOTAL 2:26:35.174 2:26:35.925 2:26:27.429 SUFSYS 1 TOTAL 2:gb:47..Z56, \2:26:47.7 591 J * 2:26:49.514 SUfcSYS " 1 TOTAL" 2:26:59.279 2:26:59.654 2:27:01.220 2:27:01.594 SUP.SYS = 1 TOTAL = 2:27:11.364 2:27:11.740 2:27:13.242 SUBSYS = 1 TOTAL = 2:27:23.203 2:27:23.954 2:27:25.45? 2:27:25.822 SUBSY5 = 1 TC1AL = 2:27:35.226 2:27:35.9b0 2:27:27.172 2:27:27.548

RANGE 67.00 81.37 49.25 3 MODE 67.75 67.62 7.7 98 49.75 4 MODE 68.12 66.25 76.37 0.37 4 MODI 66.87 76.67 1.00 50.87 4 *ODE 69.50 75.37 51.50 3 MODE ,^2^0, l?3.B7l \74.00\ 51.62 1.75 5 MODE 70.62 70.75 72.50 52.62 1.12 5 MODE 71.25 71.12 52.87 0.37 4 MODE 71.50 71.87 69.62 69.87 49.87 37.12 6 MODE 72.50 68.25 103.25 52.25 0.37 36.87

ACP 150 326 983 C TOTAL 151 151 331 967 C TOTAL 158 - 150 236 955 C TOTAL 149 344 952 946 C TOTAL 14G 352 924 C TOTAL 146 362 360 917 916 C TOTAL 144 150 36b 911 902 C TOTAL 146 373 903 690 C TOTAL 14S 147 262 392 876 1024 C TOTAL146 390 806 675 868 1035

DEC 13 28 86 2 12 13 29 84 3 13 12 9 83 3 13 3B 83 83 3 12 31 81 3 12 31 31 80 60 3 12 12 32 80 79 3 13 32 79 78 3 13 12 33 34 76 90 c 12 34 70 76 76 90

Q 0 7 7 7 0 7 E 7 7 0 7 7 7 0 0 7 7

11/18/86 -BEACON-1200-3 1550-3 1200-3 1200-3 1550-3 1200-3 1200-3 lb50-3 1200-3 1200-3 1550-3 1200-3 1200-3 1550-3 U00-3 1200-? . r \1550~3j ^ -1 1200-3 1200-1 1200-3 l50-3 1200-3

ALT 75-3 350-3 105-3

...

PAGE QUA BT RB RB

6 SYS 1 1 1 1 1 1 1 1 I 1 1 1 1 1 1 1 1 1

75-3 350-3 W7-3 --75-3 350-3 88-3 75-3 350-3 79-3 74-3 350-3 71-3 74-3 350-3 61-3 - -. . . 75-3 350-3 45-3 . . . 75-3 350-3 46-3 75-3 56-3 75-3 350-3 64-3 "
0162 Code Reserved for aircraft under Anchorage Airport Approach Control. (Not ._. enroute)

RTBT RB BT RT &TRB BT RB RB - - RT BT BT RB RB ....

. -

_ . . . _ . . . - _

7 7 7 7 1 0 7 7 7 7 7 7 7 7 7 0 7 0 7 0 7 0 7 7 7 0 -

BT _. BT HB RB RT RB RB RB RT RB . ' . . _
f l jp_.

1 1 1 1 1 1 1 1 1 1 j 1 1 1 1 1

1200-2 1550-3 1200-3 1200-3 1550-3 0000-0 1200-3 0162-3 1Z00-3 1550-3 1200-3 016E-3

BT RB BT RB BT

1
, . nm i

BEACON TARGET PEPCflTS STIME SUPSYS = 1 TOTAL = 2:27:47.316 2:27:48.070 2:27:49.197 Z: 27:49.572 2:27:49.946 SUBSYS = 1 TOTAL =

BANG!

AGP

- BEG 3 12 24 75 7? 77 90 Z

Q 7 B 7 7 0 0

11/18/86 BEACON 1200-3 1E50-3 1200-3 0162-3

ALT 75-2 350-3

- -

PAGE QUA RB BT RT RT BT BT

7 SYS 1 1 1 1 1 1

2:27:e9.396
2:2b:00.151 2:26:01.276

6 MODE C TOfAL = 73.1Z 147 66.87 3S 51.75 860 5.? 03 664 50.50 877 36.75 1030 6 MODE C TOTAL -

- - -

45-3

73.62 50.is

146

iz

7
. 0 0 7 -

1200-3
0000-0 1550-3 1200-3 0162-3 1Z00-31550-3 1200-3 -0162-3 1200-3 1550-3 0000-0 1200-3 0162-3 1200-3 1f0-3 1200-3 0162-3 1550-3 1200-3 0162-3 1550-3 12E0-3 0162-3 1200-3 1550-31200-3 0162-3 1550-3 1200~3

75-3
--350^3

--

RB
BT BTRT BT BT Rfl RB RT RT BT BT BT- RB BT RB RT BT BT RB RB RB .. BT RB BT BT

i
1 1 1

65.37 66.58-50.87 50.50 36.50 7 MODE 74. S5 64.00 49.87 50.25 51.25 51.12 26.26--7 MOEE 74.87 62.75 62.62 46.75 51.75 36.12 6 MODE 75.52 61.37 52.12 35.87 4 MODE 60.00 52.00 35.62 3 MODE 58.62 1.62 48.00 25.37 37.62 5 MODE 7.37 49.37 51.00 35.12 56.12 50.12

426 404854

eee

37 _-. 35 75

77

...
46-3 -35-3 350-3 - 58-3 75-3 30-3 78*3 75-3 350-3 101-3 . . . 350-3 105-3 --350-3 102-2 . 350^3 107-3 . --

.. . . ~ . .._ RT

2:28:02.029 SUESTS = l TOTAL = 2:28:11.415 2:28:12.220 2:28:13.354 2:28:13.729 SUBEYS = 1 TOTAL = 2:28:23.314 2:28:24.066 2:26:25.1 S3 2:28:2^.569 2:28:25.945 SUBSYS = 1 TOTAL = 2:26:25.332 2:28:36.083 2:28:27.564 2:28:38.094 SUBSYS = 1 TOTAL = 2:28:48.174 22:967 :84.7 2:Z6:5e.0Z SUBSYS = 1 TOTAL 2:29:00.193 2:29:01.756 2:29:02.131 SUBSYS = 1 TC1AL 2:29:12.262 2:29:13.406 22:375 :91.6

SUBSYS = i

TOTAL =

4 MODE c TCTAL =
460 875 - - - -

888 1026 TOTAL 146 417 860 86 8 907 902 1022TOTAL 14E 425 438 858 903 1017 TOTAL 14t 437 89B 1013 TOTAL 448 689 ICie TOTAL 457 863 900 1005 1031 TOTAL 468 897 W?6 1002

78 e 90 0 3 - 12 - 7 36 7 75 7 78 7 79 7 79 0 89 0 3 12 7 37 0 28 7 75 7 79 0 89 0 3 12 7 36 7 78 7 89 (i 3 39 7 78 0 86 0 2 40 0 77 0 79 7 66 0 90 0 2 -41- - - - 7 - 76 7 76 7 66 e

1 1 1 1 1 1 1 1 1

. . . . _ . . . . _ . .

---

1 1 1 1 - 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 i 1 1 - 1

. ..

. .

BX-.BT RT BT BT EB RT RB BT HB BT-

--350-3 -112-3-

2:29:24.372 2i29:25.497

42 76

7 -ft -

BFACON TARGET REPORTS STIME 2:29:25.875 2:29:26.20 ?UPSYS = 1 TOTAL = 2:29:36.3fc9 2:29:37.517 2:29:26.266 SUESYS = 1 TOTAL = 2:29:48.598 2:29:49.727 2:29:50.226 SUESKS = 1 TC1AL 2:30:00.313 2:30:00.669 2:30:01.814 2:30:e2.192 SUfcSYS = 1 TOTAL 2:32:12.711 2:38:12.826 2:30:14.213 SUESYS = 1 TOTAL = 2:30:24.765 2:30:25.916

RANGE

ACP

DEC

11/16/66 B E A C O N - -0162-3 1200-3 1550-3 1200-3 1200-3 1550-3 ---1200-3 1200-3 120SJ-2 1550-3

-AIT-

PACE . . QUA .

8 SIS

50.25

eee

77
B7 90 2 -43 77 77 90 2 44 77 76 90 89 2 32 45 77

?
0 . 0 ' 7 7 7 0 7 7 7 0 0 7 7 7 550-3 101-3 350-3 .._... 45-3 6-3 - -- 350-3 - . -

RT
BT BT RB RT RB BT BB BT RB BT BT RT RB RT

i
1 1 1 1 1 1 1 1 1 1 1 1 1 1

35.00 999 37.00 1035 5 fODE C TOTAL = 4.75 494 50.00 879 49.62 864 36.75 1833 4 MODE C TOTAL 53.62 507 49*25 877 50.25 693 36.37 1025 36.50 1019 5 MODE C TOTAL = 99.12 361 52.37 522 46.75 887

51.00

900

79
69 3 47 76 80 fib Z 46 78 80 60

0
0 7 - 7 7 tf 9, 7 7 0 -

1200-3
1200-3 1550-3 1200-3 1200-3 1550-3 1200-3

61-3
6-3 . . 350-3

-- _ .

BT
BT RB RTRB BT

1
1 1 1 1 1 1 1 \ 1

36.00 1020 5 MODE C TOTAL 51.12 36 46.12 69651.00 912 3b.62 1018 4 MODE C TOTAL = 50.00 49 48.75 697 50.75 911 50.62 91S

79-3 10-3 350-3 _.___.. 94-3 - ._

BT RT p-T ET

2:30:2C.ZS1
SUBSYS = 1 TOTAL 2:30:26.bV2 2:2e:27.99i. SUISKS = 1 TOTAL = 2:30:4b.958 2:32:49.718 SUBSlfS = 1 TOTAL = 2:31:00.662 2:31:01.9fc SUiSYS = 1 TOTAL = 2:31:12.256 2:31:14.006 SUBSYS = 1 TOTAL =

35.12
5 MODE 46.67 50.12 2 MODE 47.62 47.75 50.62 49.62 4 MODE 46.37 49.62 49.67 3 MODE 44.67 0.37 49.75 3 MODE

1008
C TOTAL 567 928 C TOTAL 579 587 697 912 C TOTAL 594 90 904 C TOTAL 607 6G2 -918 C TOTAL *

66
3 49 80 2 50 51 78 60 2 52 79 79 2 53 76 "-Be 2

0
0 7 0 7 7 7 0 7 7 7 ?

1200-3
1550-2 1200-3 _ . 1550-3 1550-3 1200-3 155-3 1200-3 1550-3 1200-3

- 12-2
350-2 101-3 . _. 350-2 103-3 350-3- 77-3 350-3 30-3 . .. . . __ _._ . . --' _ ._ .

BT
BT RB BT RB RT RB BT RT BT

1
1 1 1 1 1 1 1 1 1 1 1

RB BB . .. .._. fiT . _..

2:31:24.959
2:31:ib.32 2:31:26.086 SUBSYS 1 TOTAL =

43.37

612

53
66 77 2

2 7

1550-3
1200-3 1200-3

- 350-3
~ - - 50-3

'

BT
BT RB

1
1 1

51.25 7C0 1.25 665 3 MODE C TOTAL -

2:31:26.965

4li87 -- 615

54- -0

1^50-3

349-3-

BT

BEACON TARGET REPORTS STIMI 2:31:37.736 2:31:38.114 SUESJS = 1 TOTAL = 2:31 MS.066 2:3H49.B36

RANGE

--AGP-- -DEC

-$

li."8'8e BEACON

ALT

- - - - -

PAGE -QUA RT RB RB EX RB -

9 SYS 1 1 1 1 1 1 1 1 1

48.3? 699 75 7 51.87 893 7fa 7 1200-3 65-3 3 MODE C TOTAL 2 40.25 623 54 ? 1550-3 350-3 48.87 - -869 -78 7 - 52.12 896 7b 7 1200-3 81-3 SUBSYS = 1 TOTAL = 3 MODE C TOTAL 2 2:32:01.307 38.75 629 55 7 1550-3 349-3 2:32:01.807 103.37 806 70 7 2:32:02.122 0.00 892 7eJ 7 52.0- 005 78 - - 7 -.1200-3 - --01-3 SUbSYS 1 _ TOTAL ,_-A__MpDB C TCTAL = 2 \.2:'32Tl3.011\ I 37.25( 632 55 7 . _^ l "2:32:13.367 1 37.121 636 55 K 0550-31 349-3 2:32:13.764 50.62 6 7 7 7 * 2:32:14.141 51.37 905 79 7 1200-3 89-3 S U B S Y S =.-_l____TOTAL = .-4 HOPE-C- TOTAL - --Z- 644 56 7 /2 : 35.75 r 644 56 e 1 L550-3) 349^3 35.62' nnn fmr+ n 1 2:32:25.656 ^0.62 876 77 7 " ' 5V.&7 000 79 0 1200-3 56-3 SUPSYS = 1 TOTAL = 4 KOCE C TOTAL * 2 2:32:27.S?y 40.87 6C2 ... - - 75 7 2:32:38.255 50.00 8S2 76 7 1200-3 3B-3 SUbSYS = 1 TOTAL = 2 MODi C TOTAL 1 i. :32:49 .SC7 49.25 697 76 ? 1200-3 69-3 SUtSYS = 1 TOTAL = 1 MODE C TOTAL 1 2:33:01.955 49.37 904 79 7 1200-3 92-3 SUESYS = 1 TOTAL = 1 MOCE C TOTAL = 1 2:33:14.212 49.75 926 79 7 1200-3 99-3 2:33:14.714 37.12 1033 90 0 4441-3 6-3 SUPSYS = 1 TCTAL = 2 MODI U TOTAL = 2 2:33:25.yi 103.37 806 70 7 2:33:26.293 1.25 904 79 7 50.25 910 79 7 1200-3 14)1-3 2:33:26.666 37.00 1033 90 0 4441-3 SUBSYS = 1 TOTAL = 4 KOEE C TOTAL = 1 2:33:37.946 51.62 891 76 7 2:33:38.321 50.62 907 79 7 1200-3 103-3 2:33:36.696 36.67 1025 90 0 4441-3 SUBSYS = 1 TOTAL = 3 - h O D E C TCTAL = 1 2:33:49.966 51.75 877 77 7 2:33:50.408 50.50 898 7 7 1200-3 56-3 2:33:50.720 36.87 1032 90 0 4441-3 SUBSYS = 1 TOTAL = 3 MODE C TOTAL = 1 2:34:02.056 El.50 873 76 7 4.7 98 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 2:34:14.833 36.75 1032 90 0 4441-3 6-3 S U B S Y S = 1 TOTAL = 3 - MOCK C-TOTAL * 2-- - - - - - -

-RB RT RT EB

T RB

1 1

. . . .

KT BT BT- _ . _ . RB

1 1 .1 1

RB BT BT RT -RB . . . BT RT RB BT 1 I 1 1 1 1 1 1 1

- Military Fits 4371 Code- C-130

DT

. .

BT ET

1 1

B E A C O N T A R G E T REPORTS STIME 2:34:1:5.911 2:34:26.2b7 5UISYS = 1 TOTAL = 2:34:38.377 SUiSYS = 1 TOTAL 2:34:50.359 2i34:5e.7?3 SUESYS = 1 TOTAL = 2:35:B2.111

RANGE

ACF

-- EEC70 76 79 1 78 79 1 7B 7S 79 08 2 77

Q 7 7 7 7 7 7 7 0 0 7

--

11/18/86 -BEACON

*LT

PACE ....QUA RT RT RB --RT RB RT RT BT BT HT

10
SYS

103.25 60t> SB.25 870 48.62 900 3 MODE C TOTAL = 50.25 - 890 48.75 905 2 MODE C TOTAL 1.12 892 49.12 904 49.25 902 36.87 1833 4 MODE C TOTAL = 51.50 884

1200-3 1200-3

98-3 1(37-3

1 1 1 1 1 1 1 1 1 1

1200-3 4441-1

103-3 6-3

2:35:02.549
SUBSYS = 1 TOTAL = 2:35:14.133

49.87

902
1030 TOTAL 898 876 8S3 10*9 TOTAL 865 901 1029 TOTAL 878 Sll 90S 1029 TCTAL 69Z 913 102S TOTAL 605 900 912 1030 TOTAL 905 1030 TOTAL 892 1024 1029 TOTAL 676 916 1026 1029 TOTAL 869 10E2 -

79
98 Z 7b 76 78 90 1 76 79 90 1 77 80 79 90 1 78 80 90 2 70 ?y 80 90 1 79 90 1 78 90 9fc 1 77 80 90 90 1 76 69

0
0 7 ? 0 7 7 0 7 7 0 0 7 7 0 7 ? 7 0 7 0 ? 0 0 7 7 0 0 7. fl---

1200-3
4441-3 1200-3 0000-0 1200-3 0000-0 -

70-3
6-3 33-3 -. -

BT
BT --RT RT BT BT RT - RB- BT RT RT BT BT RT RB ET RT BT RB BT RB BT RB BT BT - RB RT BT BT RB --Bf

1
1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1" 1 1 1 1 1

36.67 3 MODE C 50.50 51.12 2:35:14. MB 50.75 2:35:14.947 36.87 SUBSYS = 1 TOTAL = 4 MODE C 2:35:26.222 50.37 <:35:Z.5t;e 51 i5 36.87 SUESTfS = 1 TOTAL = 3 MODE C 2:35:28.4 7 49.87 51.37 51.12 2:35:38.801 36.75 SUESYS = 1 TOTAL = 4 MOEE C 2:35:50.511 50.25 50.62 2:35:50.886 36.75 SUPSYS = 1 TOTAL = 3 MODE C 2:36:02.1=6 1B2.37 2:36:02,533 49.75 50.12 i:Z6:ei.9e? 36.75 SUbSYS = 1 TOTAL = 4 MODE C 2:36:14.612 50.12 36.87 SllSYS = 1 TC1AL = 2 MOCE C 2:36:i!fa.3?2 50.50 2:36:26.698 ' 36.87 2:36:27.074 36.62 SUiSYS = 1 TOTAL = 3 MODE C 2:36:38,526 50.62 50.25 2:36:3fa.914 36.75 3.0 65 SUESYS = 1 TOTAL = 4 MODE C 2:36:50.625 50.75 2:36:51.000 36.50 -

- - - 50-3

- -

1200-3 4441-3 1200-3 4441-3

68-3

81-3 6-3

. . .

1*00-3 4465-3 1200-3 4441-1 1200-3 1200-3 1200-1 1200-3 4441-1 0000-0 1200-3 0000-0 -

484-3 58-3 33-3 60-3 - -88-3 -

ID

= -

BIACON TARGET REPORTS STIMt

RANGE

ACP

--

IEG

- Q --

11/18/66 BSAGGN

ALT

PAGE --QUA

11 SYS

36.3?
SUPSYS = 1 TOTAL = 2:27:0.2ee 2:37:02.645 2 :37:02.023 SUBSYS = 1 TOTAL = 2:37:14.414 2:37:14.769 SUBSYS = 1 TOTAL = 2:37: 6.41:7 2:37126.936 SUBSYS = 1 TOTAL = 2:3Vl38.39 SUESYS = 1 TCTAL = 2:37:50.299 2:37:50.800 2:3?:1.0Se SUBSYS = 1 TOTAL 2:38:fc2.753 2:36:02.11:5 SUbSYS = 1 TOTAL = 2:38:14.771 2:36:15.146 SUiSlfS 1 TOTAL = 2:38:26.485 2:38:i6.861 2:38:27.236 SUBSYS = 1 TOTAL 2:38:28.956 SUBSYS = 1 TOTAL =* 2:38150.604 23:09S :85.? SUBSYS 1 TOTAL = 2:39:02.818 2:39:03.1 .3 SUBSYS = 1 TCTAL 2:39:14.906 2:39:15.283 SUflSYS = 1 TOTAL = 2:39:26.927 2:39:27.304

i0it

ye

e
0 7 7 0 ? 7 0 7 7 0 0 7 0 0 7 0 0 7 7 0 7 K 0 7 0 0 0 77 0 7 0 7 0 0 7 0 -

1721-3
4441-1 1200-3 4441-3 1200-3 4441-3

464-s
-B8-3 6-3 82-3 292-3 -- 64-3 - &&3 292-3 - -

BT
BT RT RB BT KB HT BT RT RT BT BT RB BT BT RT BT -B-T RT KB BT --- - - RT BT BT RT BT - BT BT BT BT

i
1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 - - 1 1 1 1 1 1 1 1 1 1 1 1 1

36.75 1031 90 4 MODi C TOTAL = 2 103.25 80S ?e 50.62 859 75 36.75 1028 90 3 MODE C TOTAL = 2 49.67 860 75 51.12 8CZ 78 36.75 1029 90 3 MODE C TOTAL - -S 103.25 606 72 51.37 873 7e 49.50 8b7 77 36.75 1028 90 4 MODE C TOTAL 1 49.00 895-- 7t* 36.75 1029 90 2 MODE C TOTAL 2 48.25 768 67 48.12 906 78 48.25 901 79 3.5 67 - 1026 90 4 MODE C TOTAL 2 4.7 83 879 7 7 47.62 918 80 36.75 10Z9 90 3 MODE C TOTAL = 2 47.87 927 81 4.0 80 934 82 36.75 1028 90 3 MODE C TOTAL 2 4.2 66 897 7b 48.62 923 81 48.75 U4B 82 36.75 1028 90 4 MOLE C TOTAL = 2 49.12 918 80 36.75 1029 90 2 MODE C TOTAL 1 46.50 930 81 49.12 903 79 36.75 1029 90 3 MODE C TOTAL = 1 48.37 09b 78 36.75 1029 90 2 MODE C- TOTAL - -2 47.62 699 79 47.75 896 78 36.75 1029 . 90 3 MODE C TOTAL " 47.12 903 79 36.75 - 1016 89 -

1200-3 4441-3 - 1200-3 4441-3 1200-3 1200-3 4441-3 1200-3 4441-3 1200-3 4441-3 1200-3 1200-3 4441-3 1200-3 4441-3 - - .-. 1200-3 4441-3 1200-3 4441-3 -1200-3 4441-3 1200-3 4441-3 -

52-3 *23 &53-3 6-3 72-3 292-3 90-3

-- 6-3 95-3

90-3 . 103-3 292-3 124-3 292-3 1?S-3 -292-3

ET~ - -- -1 RB 1 BT 1 RB BT RT BT BT RB BT 1 1 1 1 1 1 ..1

BIACON TARGET REPORTS STIMI SUBSYS = 1 TOTAL " 2:39:26.625 2:39:39.*10 2:39:29.385 SUlbYS - 1 TOUL 2:39:bl .091 SUPSYS = 1 T01AL = 2:4e:Bi.723 2:40:02.110 GUESTS = 1 TOTAL = 2:40:14.948 2:40:15.441 SUISYS = 1 T01AL = 2:40:27.02;= 2:40:27.408 SUESYS = 1 TOTAL = 2:40:i9.00 2:40:39.425 SUBSYS = 1 TOTAL = 2:4B:51.130 2:40:bl.504 SUBSYS = 1 TOTAL 2:41:02.624 2:41:03.206 SUBSYS 1 TOTAL 2:41:1.026 2:41:15.411 SUESYS = 1 TOTAL 2:41:27.U3 SUBSYS = 1 TC1AL 2:41:3b.7ti0 2:41:39.156 SUbSYS = 1 TC1AL 2:41:51.245 = = =

RANGE 2 MODE 48.75 47.25 36.87 3 MOCB 48.12 3.7 68 2 MODE 47.12 48.75 36*07 3 MOEE 46,62 46.50 36.87 3 MODE 48i75 48.25 36.67 3 MODE 49.25 47.62 36.87 3 MODE 49.75 36.75 2 MODE 49.67 50.00 36.75 3 MODE 49.67 36.87 2 MODE 49.12 1 MODE 48.00 48.00 2 MODE 47.37 47.12 2 MODE 49.50 47.12 47.25 3 MODE 49.IE 47.62 2 MODE 48.12 46.25 2 MODE 48.12

---

A C P - - - DEC

11/18/86 BEACON

-ALT

pACE QUA, RT BT BT

^ . sxs 1 1 1

S U E S Y S = 1 TOTAL = 2:42:0.94E 2:42:03.324 SUBSYS = 1 TOTAL = 2:42:14.966 2:42:15.343 SUESYS = 1 TOTAL 2:42:27.173 SUBSYS = 1 TOTAL = 2:42:39.257

C TOTAL = 89C 917 1029 C TOTAL 923 1030 C TOTAL E66 91? ieiJ3 C TOTAL = 910 905 1027 C TOTAL = 8S5 916 1029 C TOTAL = 867 928 1026 C TOTAL = 697 1027 C TOTAL " 90E 909 1027 C TOTAL 912 1026 C TOTAL = 916 C TOTAL "= 776 907 C TOTAL 909 913 C TOTAL 901 922 914 C TOTAL = 904 924 C TOTAL 9E 929 C TOTAL = 919 -

2 7fi 7 80 0 90 0 1 -- 81 7 90 0 1 79 7 80 7 89 0 79 7 79 7 90 0 I ?8 7 60 7 90 0 1 77 7 81 7 90 0 2 78 7 90 0 1 76 7 79 0 90 0 2 60 Z 90 0 1 60 0 1 68 0 79 7 1 79 0 60 7 1 79 7 61 7 80 0 1 7S ? 81 0 1 61 7 81 9 1 60 7

1200-3 4441-3 1200-3 4441-3 1200-3 4441-3 1200-3 4441-3 1200-3 4655-1 1200-3 4441-3 1200-3 4441-3 1200-3 4441-3 1200-3 4441-3 1200-3 0000-0 1200-3 1200-3 - -

115-3 --111-3 -

-BB BT RT RB BT RT RB BT 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 \ 1 1 1 1 1 1 1 1

82-3 6-3 39-3 61-3 . . . . _ .

BB RT BT RB RT - BT HB BT --RT BT BT BT BT

76-3 -6- 65-3 . - .. -.. -

90-3 6-3 6~3 70-3 38-3 79-3 . . . . _ . _ . _ _ -..._

BT BT RB

BT _ _ _ RT HT HT BT

1200-3 . 1200-3 1200-3 1200-3

94-3 - 99-3 97-3 - 63-3-- ~ ~- -

HT BT RT BT - - R B --

blACON TARGET REPORTS Stlfl SUfcSYS = 1 TOTAL = 2:42:51.282 SUBSYS = 1 TOTAL = 2:43:03.3fc? SUESYS = 1 TOTAL = 2:42 :i4.659 2:43:15.074 2:43:24.843 SUiSYS = 1 TOTAL = 2:43:27.475 SUESYS = 1 TOTAL 2:43:39.2 SUliSYS = 1 TOTAL = 2:43151.338 SUISYS = 1 TOTAL = 2:44:03.362 SUBSYS = 1 TOTAL = i:44:15.449 SUESYS = 1 TOTAL 2:44:27.475 SUESYS = 1 TCTAL 2:44:39.163 SUiSYS = 1 TOTAL 2:44:51.393 SUESYS = 1 TOTAL 2:45:03.466 SUfcSYS = 1 TOTAL 2:45:15.502 2:45:24.955 5UBSYS = 1 TOTAL 2:45:27.583 SUESYS = 1 TOTAL 2:45:38.912 2:45:39.2d7 2:45:39.662 SUBSYS = 1 T01AL 2:45:51.502 SUBSYS = 1 TOTAL 24:323 :60.1 = = = =

RANGE 1 MODE 46.62 48.62 2 MODE 46.87 49.25 2 MODE 49.37 47.75 49.37 121.5 4 MODE 49.12 1 MODE 48.50 1 MODE 47.62 47.75 MODE 47.12 1 MODE 47.12 46.75 2 MODE 4.7 68 1 MODE 47.25 1 MODE 47.75 1 MODE 4.7 63 1 MODE 4.7 88 49.00 144.37 3 MODE 4.7 98 1 MODE 50.50 50.37 -50.50 3 MODE 51.00 1 MODE 51.37 51.37 51.50 3 MODE 51.75 1 MODE 52.12 1 MODE 52.50

ACP

CBG

11/18/66 - BEACON

ALT

---

--

PAGE QUA HT BB

13 SYS 1 1 I 1 1 1 1 1 1 1 1 1 1 1 1 1 1 . 1 1 1 1 i 1 1 1 -1 1 1 1 -1 1 1 1

= =

2:46:03.714 SUESYS = 1 TOTAL = 2:46:15.621 SUBSYS = 1 TOTAL = 2:46:27.706 SUBSYS = 1 TOTAL 2l46l39.731

C TOTAL 1 906 79 7 907 7G 7 ' C TOTAL = 1 917 60 7 909 79 0 C TOTAL * 1 777 66 9l 80 7 913 80 0 63-7 7 C TOTAL- = 1 022 81 0 C TOTAL = 1 931 81 I C TOTAL = 1 932 81 - 7 928 81 B C TOTAL = 1 924 81 7 C TOTAL = 1 925 81 7 - 800 --78 7 C TOTAL = 1 901 79 7 C TOTAL = 1 691 78 7 C TOTAL 1 885 77 7 C TOTAL = 1 StZ 77 7 C TOTAL 1 886 77 7 860 V7 7 46 4 7 C TOTAL = 1 861 77 7 C TOTAL = 1 757 66 G 684 77 7 -887 -. - 7 7 -7 C TOTAL * 1 687 77 7 C TOTAL = 1 766 67 0 888 78 7 -909 79 7 C TOTAL = 2 910 79 7 C TOTAL 1 920 80 7 C TOTAL = 1 926 81 -7

1200-3 1200-3 1200-3

33-3 56-3 . . _ . . . . -. . -

.- - - RT BT BT HT BT ET - . BT BT RT BT HB

1200-3 1200-3 1200-3 1200-3 1200-3 - 1200-3 1200-3 1200-3 1200-3 1200-3 1200-3 1200-3 1200-1 1200-31200-3 1200-3 1200-3 1200-3 1208-3 1200-3 1200-3 -

69~3 ._ . 73-3 73-3 71-3 71-3 71-3 . 70-3 71-3 72-3 74-3 76-3 . . 77-3

. . -

. _.

.. .

RT AB .. - - RB RB

--

--

. .. ._

. .,

HE. RB RT RB RT RB BT RT RB HB

..

- .81-3 64-3 85-3 8&-3 85-3 86-3 863 - .

BT RB RB RB RB _BB--

BEACON TARGET REPORTS ST1ME SUBSYE = 1 TOTAL = 2:46:51.820 Sl'BSYS = 1 TOTAL = 21:47:63.664 SUtSYS = 1 TOTAL -

BANGE

AOF

DEC 1 82 1 83 1

Q 7 7

11/18/86 -BfcACGN 1200-3 1200-3

ALT-85-3 83-3 ~ - -

ftOfc

PACE

14
STS

1 MODE C TOTAL 52.87 935 1 MODE C TOTAL " 53.37 948 1 MODE C TOTAL

R8 KB

1 1

2:47:15.691
SUBSYS = 1 TOTAL 2:47:27.776 SUBSYS = 1 T01AL 2:47:39.4E6 2:47:39.863 SUBSYS = 1 TOTAL 2:47:^1.886 SUtSYS = 1 TOTAL 2:48:03.974 SUBSYS = 1 TOTAL 2:48:16.120 SUfcSYS = 1 TOTAL 2:48:28.160 SUBSYS = 1 TOTAL 2:48:40.246 = = = = =

53.50 53.87
2 MODE 5.7 43 1 MODE 103;37 54.87 2 MODI 55.37 1 MODE 55.75 1 MODE 56.00 1 MODE 56.3? 1 MODE 56.37 56.50 2 MODE 56.37 56.50 2 MODE 56.12 121.00

960 955
C TOTAL 966 C TOTAL 605 976 C TOTAL 977 C TOTAL 995 C TOTAL 997 C TOTAL 100E C TOTAL 1021 1016 C TOTAL 108 1026 C TOTAL 1035 89 = =

84 83
1 64 1 70 85 1 8^ ' 1 87 1 87 1 86 1 89 89 1 90 90 1 90 7

7 0
7 ? 7 7 7 2 7 7 7 7 Z 7 7

1200-3
1200-3 1200-3 1200-3 1200-3 4431-3 4431-3 4431-3 4431-3

62-3
60-3 -- - 78-3 76-3 74-3 74-3 70-3 -66-3 64-3 -

RT BT
RB

1 1
1 1 1 1 1 1 1 1 1 1 1 1 1

- - - R T RB RB RB

- -BT RB RT -RB RT BT RT RT

<* =

SUBSYS = 1 TOTAL = c::&.32? SUBSYS - 1 TOTAL 2:49:03.973 2:49:12.427

SUBSYS =

TOTAL =

INSPECTION AND SURVEILLANCE RECORD

1. WORK ACTIVITY J. HOURS

4. NAME AND ADDRESS OF CARRIER, OPERATOR. AIRPORT. AGENCY. OR AIRMAN

3. C E R T I F I C A T E NO.OR A I R C R A F T REGISTRATION MARK (Wo.)

. RESULTS 9A HI FACTONY

7. FURTHER ACTION REQ.

UNIATtSFACTOHY

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8. FINDINGS/RECOMMENDATIONS

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NAME AND ADDRESS Of CARRIER. OPERATOR. AIRPORT. AGENCY. OR AIRMAN

S. CERTIFICATE NO. OR AIRCRAFT REGISTRATION MARKfJVo..)

0. RB3ULT3 ATI* FACTORY

7. FURTHER ACTION REQ.

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INSPECTION AND SURVEILLANCE RECORD

1. WORK ACTIVITY 3. HOURS

NAME AND ADDRESS OF CARRIER, OPERATOR, AIRPORT, AGENCY, OR AIRMAN

3. CERTIFICATE NO.OR A I R C R A F T REGISTRATION MARK <Wo.,

. RESULTS

7. FURTHER ACTION REQ.

NO

UMATISFACTOIt> , In JMt t) 8. F1NDINOS/RCCOMMENDATIONS

V l (Erplmin met ton In

OPERATIONS
HAINTBNANCE AVIONICS

DATE

(T/ aor* po I* REOION AND DISTRICT OFFICE

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Reporting Points Airports

SETTLES

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_ _ _

FAIRBANKS

RE-GENERATED RADAR IMAGE CHART OF JAL NO. 1628

NOVEMBER 17, 1986

USDepOTTmenr
of Transportation

A l a s k a n Region

Federal Aviation
Administration _

? o t c S t r e e i . SG
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. are listed on the attached order form. They

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 Steucke Public Affairs Officer

60 Yaarm of Air Traffic Control Excellence - A Standard for tha World -

USDeportment ofTransportotion Federal Aviation * -j_-.^. Aaminisrranon

. . ?^ffi *"*' 7 ' c street. BOI u Anchorage. Alaska 99513 O07j 2/1-5296

LIST OF RECORDS AVAILABLE ORDER FORM for JAL FLIGHT 1628 TRAFFIC SIGHTING NOVEMBER 1 . 0 6 UTC 8^8 (The event occurred on November 17, 1986 Alaska Standard Time)

Add fees' for items o r d e r e d . Make payable to Federal A v i a t i o n Administration. Send check or money order; no credit cards. Do not send cash. (Note: tS^QQ.) Do not send payment if total amount of order is less than

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 CLASS U.S. POSTAGE QflLl. IF YOU WISH TO HAVE COPIES SENT TO YOU BY FEDERAL E X P R E S S , DHL7UH OTHER D E L I V E R Y S E R V I C E , PI F ASE I N D I C A T E SERVICE D E S I R E D , AND PROVIDE YOUR ACCOUNT N U M B E R FOH BILLING OF SHIPPING COSTS: Service desired Account number FIRST c^A^S IA s . t>gs-rAg ^

Your Name Address

*QTU*LI6>3

DFO

N&TWCg* f

"iMC.

OlpTgwis/ t*J y T CrX A- S

LIST OF RECORDS AVAILABLE ORDER FORM for JAL FLIGHT 1628 UHIDEHTIFIED TRAFFIC SIGHTING NOVEMBER 18 T 1Q86 UTC (The event occurred on November 17, 1986 Alaska Standard Time) PLEASE M A R K ITEMS DESIRED.

$194.30 $9*1.30 $5.05

Complete package of all written records and photographs plus all tape recordings. Complete package of written records and photographs only. Complete Inspection/Investigator ( F l i g h t Standards) package, includes items 1 through 9* 1. FAA Form 8020-5, A i r c r a f t I n c i d e n t R e c o r d . ( B r i e f summary s t a t e m e n t , s u b m i t t e d by F l i g h t S 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) (2 pages)
FAA Form 3 1 1 2 , I n s p e c t i o n and S u r v e i l l a n c e R 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 t a f t e r i n t e r v i e w o f p i l o t a n d 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 ) FAA Form 1600-32-1, N o t e s of i n t e r v i e w w i t h

$0.30

o
O

$0.45

2.

$0.30

"

3.

o
o o

all three crew m e m b e r s of JAL Flight 1628; completed by Security Inspector Ronald E. M i c k l e , 1 1 / 1 7 / 8 6 . (2 pages) $0.40 4. FAA Form 1600-32-1, Notes on i n t e r v i e w w i t h all three crew members of JAL Flight 1628, m a p , and d r a w i n g by the p i l o t ; completed by Special A g e n t James D e r r y , 11/17/86. (4 pages)
T r a n s c r i p t of I n t e r v i e w with C a p t a i n Terauchi, 1/2/87, by Richard G o r d o n , manager of flight standards district office in Anchorage. (19 pages) 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 Captain T e r a u c h i ; i n J a p a n e s e . ( 1 6 pages w r i t t e n , p l u s 2 pages d r a w i n g s )

$1.15

5.

$1.10

6.

-more-

Page 2 JAL 11MTDEHTIFIED TRAFFIC SIGHTTMH Order Mat continued

$0.85

7-

Written

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 FA A A l a s k a n Region. E n g l i s h t r a n s l a t i o n of item *6. ( 13 pages)

$1.35

8.

Transcript of I n t e r v i e w with First Officer T 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 r E. Beckner. (23 pages) T r a n s c r i p t of I n t e r v i e w with Flight E n g i n e e r Tsukuba on 1/15/87 by Inspector Pete Beckner. (5 p a g e s w r i t t e n , plus 1 page drawing)

$0.50

9.

$67.70

Complete AIR TRAFFIC PACKAGE, includes Items 10 through 12.

10. Chronology of E v e n t s , report of U n i d e n t i f i e d T r a f f i c Sighting by J a p a n A i r l i n e s F l i g h t 1628, November 17, 1986. (5 pages) T r a n s c r i p t i o n of communication between air t r a f f i c control and JAL Flight 1628. (23 pages) Flight path c h a r t . 1 page ( m a p )

$3.05

Personnel s t a t e m e n t s . ( S t a t e m e n t s by seven air t r a f f i c control specialists at Anchorage C e n t e r . ) ( 8 pages) FAA Form 7230-1, Daily Record of F a c i l i t y Operations for Anchorage Air Route T r a f f i c C o n t r o l C e n t e r , showing time and watch supervisors' entries of m a j o r items in f a c i l i t y log. (3 pages) FAA Form 7230-10, Position Logs. ( R e c o r d o f which employees w e r e w o r k i n g e a c h position a t what t i m e . ) ( 2 p a g e s )
$7.75 11. Anchorage Air Route T r a f f i c Control Center computer printout of Continuous Data Recordings ( r a d a r t r a c k i n g d a t a ) (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)

o o o
O

$0.55

13.

Selected portions of voice transcriptions, pilot of JAL 1628 and FAA controllers, in chronological order; as released by FAA Public Affairs Office, March 5, 1987- (Data extracted from transcription in item tf9) Series of four black and white 5" X 7" glossy photographs of partially regenerated radar d a t a , as photographed by Paul Steucke, January 7, 1987.

$10.00

14.

$11.00

15. Series of four color 5" X 7" photographs of partially regenerated radar data, as photographed by Paul Steucke, January 7, 1987.
16. 17. 18.. Cassette tape of I n t e r v i e w w i t h C a p t a i n T e r a u c h i 57 m i n u t e s . ( S a m e data as item #5) Cassette tape of I n t e r v i e w w i t h First Off Tamefuji. 45 m i n u t e s . (Same d a t a as item // C a s s e t t e tape of c o m m u n i c a t i o n s between Air T r a f f i c Control and JAL F l i g h t 1628. 1 hour 30 m i n u t e s . (Same da^a as 23 page t r a n s c r i p t i o n in item .

$25.00 $25.00 $50.00

o o

FRFF TTFHS

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 1628 crew the evening of 11/17/86) (2 pages) News release statement March 5, 1987, by FAA Public Affairs Office upon release of investigation materials. Description of "Split-Beacon Target" by FAA Alaskan Region Airway Facilities Division. (1 page) -more-

free

20.

free

21.

Page 4 .TAL UHIDEHTTFIED TRAFFIC SIGHTING Order List continued free 22. Alert Report from Director of FAA Alaskan Region to FAA Administrator, 12/31/86. Record of telephone conversations of Deputy Director, FAA Alaskan Region with General Nichols, Colonel Wick, and Captain Jim Crickenberger (U.S. Air Force) on 1/2/87. Table of contents of file kept in FAA Alaskan Region Director's office, pertaining to 11/17/86 unidentified object sighting by Japan Air Lines flight 1628. (5 pages)

PLEASE COMPLETE AND RETURN THE ENTIRE ORDER FORH TO FEDERAL AVIATION ADMINISTRATION ATTN: PUBLIC AFFAIRS OFFICE, AAL-5 701 C STREET, BOX 14 ANCHORAGE, ALASKA 99513

UTC NORAD FSDO-63 POTAT J529 INS ARTCC PVD ROCC 350

Universal Time Coordinated. (Used to be Greenwich Time, Zulu) North American Defense Air Command FAA Flight Standards District Office, Anchorage/S.C. Area Intersection location name on airway map. (Northwest of Fort Yukon. Airway route Internal Navigation System (Anchorage) Air Route Traffic Control Center (Enroute traffic) Plan View Display (Radar Screen)

Regional Operations Command Center (Military, AF) 35,000 feet elevation

;"-j *C ? 3 ?.:7*ra:L;r.a V. < e

1 CODE |2 DAT 3 T i V E iLocit;

IDENTIFICATION

1/29/87
4. C A T E G O R
Y

184 OAST
5. DAY OF W E E K Thursday 6 COORDINATES

A I R C R A F T INCIDENT R E C O R D
7. L O C A T I O N (City jnd State i

A.
R Li] AIR CAR I E R - T Y P E
Q
AIR TAX

60

miles west of McGrath, AK 272/60 miles

MAKE/MODEL T O T A L HOURS

1 GENERAL AVIATION

8. N E A R E S T F i x (Rddml jnd Distance i

LJ COMMUT ER
1.

LJoTHER MAKE.'MODEL

63.20N 157. 30W

MCG
/^
3. PROPELLERS
/

AIRFRAME

T O T A L HOUR>

MAKE/MODEL

N/A
S E R I A L NO. malfunctioning) oi

N/A
S E R I A L NO (Malftincnomngi.f
1.

Boeing 737
R E G I S T R A T I O N NO.

AIRCRAFT

AIRCRAFT CLASS

1.

2. /

1.

B.

N743AS
AIRWORTHINESS CLASS

5
UJ

7.S.O. i \talfunctfoinnxi

S
2.

/
T 3.O. (Half tnc/funinRi

Standard HOURS
T.S.O. T O T A L TIME

CN
1 /

N/A

N/A

S
6 AIR C A R R I E R OPERATING CERTIFIC A T E NO.

>

4.

1. NAME AND A D D R E S S

OPERATOR

Alaska Airlines Seattle, Washington

C.

A U T H O R I Z E D O P E R A T I O N S UNDER F A R PARTS.

802

121
A U T H O R I Z E D O P E R A T I O N S UNDER F A R PARTS:

2. FLIGHT NO. AS #53

3. UNDER FAR

4. MA INT DESIGNATOR ASAA

5. CAB 298C F I L E D

OPERATING CERTIFIC A T E NO

121
1. PERSONS INVOLVED

VES

S. NO
4. SERIOUS INJURY

N/A
5. F A T A L
INJURY

N/A
6. OAMA JE

2. P E R S O N S 3. MINOR ABOARD INJURY

TYPE OF F L Y I N G

PASSENGERS

X 1 NO\E

PERSONAL 3USINESS

17

0
n

0 0 0 0 0 0 0
0

0 0 0 0
7.
j

Mi\oa
SUBSTANTIAL
DESTROYtD
FIRE Ar

INJURY AND DAMAGE D.

FLIGHT CREW
CABIN CREW

^
!
2

E X E C U T I V E : CORP
i INSTRUCTION AERIAL APPLICATION !SJDUSTaiA'_ SPECIAL cgflq Y TEST

rcq IMPACT

0
" Q

TV
UNKNOWN

JAVAGE ,

GROUND C R E W

PHASE OF OP FOREST FIRE GROUND TAXI PARACHUTE A I R SHCW X PASSENGER CARGO PASSENGER.'CARGO MAIL t OTHER UNiCNOWN

PUBLIC/OTHER

0
0 0
0
6.

TOTALS

21
Q

'

0
Q

TAKEOFF

HANDICAPPED EVACUATION INJURIES

CLIMB . LEVEL FLIGHT

DESCENT APPROACH LANDING REMARKS

9. P A R T NAME/NO. // / A

AIRPORT E.

' " A M 6 N/A

O CONTROLLED 3. FIELD ELEVATION 1 1 UNCONTROLLED 5. S U R F A C E CONDITION

2. RUNWAY NUMBER

4. R U N W A Y LENGTH

1. SOURCE

WEATHER

3. SKY CONDITtON

5. VISIBILITY RESTRICTION

7. D.P.

8. WIND

10. R E M A R K S

F.

Pilot
2. TIME

Clear

none

UNK

UNK

4. VISIBILITY 8. TEMP.

9. A L T I M E T E R

-38 ADDDX. 29.92 1835AST Unlimited FAA Form 8020*5 u-aoi SUPERSEDES PREVIOUS EDITION

iVtemorarxjun
US Deportment of TfonsporroTton

fectoral Avkitton

iNFOFHATION; Transcription concerning the incident involving Alaska Airlines 53 on January 30, 1987
From Bobby J. Larokin

Daie

FEE

9 1987

Rcoiy to A1tn of

Air Traffic Service Evaluator Alaskan Region

To

This transcription covers the time period from January 30, 1987, 0336 OTC to January 30, 1987, 0349 UTC. Agencies Making Transmissions Anchorage Air Route Traffic Control Center Abbreviation ZAN

Alaska Airlines Flight 53

AS53

I HEREBY CERTIFY that the following is a true transcription of the recorded conversations pertaining to the subject aircraft incident.

Name ATS Evaluator

Title (0336)
*.

(0337) (0338) 0339:29 AS53 Center fifty-three

0339:30

ZAN

Alaska fifty-threego 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 McGrath at this timeits a piper navajo at twelve thousand and ahI have a same direction Ryan Air beech zero two estimating over McGrath zero four zero eight at two five zero other than that I don't have any other airplanes

0339:52 AS53 Okay we're just curious up at about our altitude ah headed that directionthanks you haven't had any UPO reports latelyhuh 0340:10 ZAN Well I was just getting ready to ask you about that ah could you tell me ah the position of that aircraft

0340:15 AS53 * (Ahead) just underneath our radar pickup up a blip he's moving about a mile a second just pulled right away (unintelligible) shot at him but ah*(man) he was there and then he was gone 0340:26 ZAN Alaska fifty-three roger and ahah did you have any visual sighting with that aircraft or anything like that

0340:32 AS53 Negative we just pickup up on radar the ah traffic and ah just watched it just pulls out straight ahead of us and just just 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 five zeroAnchorage zero four one four landing 0344:45 ZAN Alaska fifty-three roger contact Anchorage Center one one eight point two six zero DME southeast of McGrathand I just checked on this we don't have military as active there

shouldn't be any any military aircraft over we're ah not talking too at this time operating in }*xir vicinity ah have you 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 (unintelligible)

0345:08 AS53 (0346) (0347)

(0348)

(0349)

End of Transcript *Ihie portion of the recording is not entirely clear, but this represents the best interpretation possible under the circumstances.

USDeportmert

Alaskan Region *510 U. I n t ' l . Airport Rod. Suite JO2 AachongB. Alk* 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 from Anchorage Center Manager, stating that Alaska Airlines Flight No. 53 had reported to Anchorage Center that it had seen a target on their weather radar and asked if the Center had any other aircraft operating in the area. I informed the ARTCC Manager that I would interview the crew at Anchorage International Airport. I interviewed the crew at Alaska Airlines Operations on January 29, 1987 at approximately 1930 AST. The crew stated that they had departed Nome, Alaska at 1800 enroute to Anchorge. The incident happened approximately 60 miles west of McGrath, Alaska. The aircraft was operating on a heading of East at an altitude of 35 000 feet and an airspeed of Mach . 3 The 7. weather was clear and the visibility was unlimited. At approximately 1835 AST the crew noticed a return on the weather radar at their 12 o'clock position and at a range of 25 miles. Both pilots stated that the target was strong and bright. They both looked outside and could not see any lights or targets. Looking back at the radar the target had moved approximately 5 miles further ahead of them to approximately 30 miles. Each sweep of the radar (approximately 1 second) the target would move 5 miles 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 the area that it was probably a USAF Aircraft going at a very high rate of speed. He then called Anchorage Center and asked the controller if there was any reported aircraft in the area and reported what he had seen. The area is not within radar coverage of the Anchorage ARTCC. The controller on duty checked with the USAF (Alaska Air Command) and was told the they did not have aircraft operating in that area at that time.

Richard 0. Gordon Manager AAL FSDO-63

PERSONNEL STATEMENT FEDERAL AVIATION ADMINISTRATION Anchorage Air Route Traffic Control Center

February 3, 1987 The following is a report concerning the incident involving Alaska Airlines Plight 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 Manager of Automation by the Federal Aviation Administration at the Anchorage Air Route Traffic Control Center (ARTCC), Anchorage, Alaska. I have reviewed recorded radar data covering the time and location of the reported incident. I found nothing to indicate that an aircraft performing as reported was present.

Ass iterant Manager, Automatic! Anchorage ARTCC

News
US Deportment
Of Transportation

oit.ee of Pu&ttc
OOTJ 271-5296
Alas" n Regwn 7Ql C Street. Box u Anchorage. Aiasna 99513

Administration

CONTACT: PAUL STEUCKE

FOR MEDIATE RELEASE

February 6, 1987 086-06 t87-OQ) (REVISED FEB.21.1987)*

UMCMOMN TRAFFIC SIGHTED ON 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 the FAA Anchorage Air Route Traffic Control Center, the sighting of unidentified air traffic on their onboard weather radar system. The incident occured at about 6:39 pro, 60 miles west of the community of McGrath, which is approximately 200 miles northwest of Anchorage. The aircraft was flying at 35,000 feet altitude at night, the weather was clear. Both pilots noticed the target on their weather radar scope and looked to see if there was any "traffic" in front of them. At no time did either crewmember see anything outside the aircraft. The Captain asked the FAA air traffic contoller in Anchorage if there was "any traffic in this-ah-area, do you-headed towards Anchorage?". The FAA controllers at the air route control center in Anchorage reported a piper navajo at twelve thousand outbound from Anchorage towards McGrath, and a Beech estimated to be over McGrath at 4:04 pm, but nothing else. The Alaska Airlines Captain responded, "Okay, we're just curious. Up at about our altitude (35,000) ah..headed that directionthanks...You haven"t had any UFO reports lately...huh?". The controller responded, "Well I was just getting ready to ask you about that ...ah...could you tell me ...ah...the position of that aircraft." The area is not within radar coverage of the FAA air route traffic control center. Control of aircraft in the area is done by the center with the use of radio contact. The controller on duty checked with the USAF, Alaskan Air Command, and was told that they did not have military aircraft operating in that 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 high rate of speed, approximately 5 miles on each sweep of the radar (5 MILES PER SECOND). As the target moved off their radar they changed the range of their radar from 50 miles to 100 miles and saw the target briefly before it became lost in the ground clutter created by the Alaska Range of mountains. The flight crew was interviewed by FAA inspectors when they landed at Anchorage. Material developed as a result of this investigation will be released on or about March 5, 1987, in Anchorage, Alaska.

* Release updated due to additional available material from inquiry.

UFO

POTPOURRI
Uber Alaska:

Crew Claims a UFO Followed | Plane Across the Arctic Circle

ANCHORAGE, 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 mysterious UFO with bright have been some sort of "ran- }<* flashing white and yellow lights dom clutter or weather inter- ^S followed it across the Arctic ference." <X Circle en route from ReykjaThe strange sight reported by ^ vik, Iceland, to Tokyo. the pilot, copilot and flight en- Vs The three-man crew radioed gineer of JAL Flight 1628 re- -4 air traffic controllers in Ancho- mains a mystery. & rage, reporting the huge UFO v^ flying "in formation" with Flight 1628 had left Reyk]a- f\ them, and the controller in vik, flying over the North Pole ^ charge of the Boeing 747 picked to Tokyo with a stop in Ancho- ') up the second unknown object rage. Following the UFO sight- s^ on his radar screen. Federal ing, it landed at Anchorage In- j^ Aviation A d m i n i s t r a t i o n ternational Airport and FAA * spokesman Paul Steucke said security manager Jim Dcrry Vft yesterday. interviewed all three crewmen, y But Steucke said electroniC Accor dinT to the FAA ar cally recorded radar data count lights apDearedbnlv a ^ shows no second object and m i l P fr!fm thii rSarii S ' "we can't reconcue ine Q1Iler reconcile the differj ?. . - , . ""' ence " .crossed the Arctic Circle about . 30 Tv, A J ^ IPMA ^i, * -i miles southeast of the town' . The Air Force also reported Of Fort Yukon ..- - ' : . - - - - - . bncfly seeing a second object . . .

Riesiges UFO
ANCHORAGE (dpa) Ein ..., unbekanntes Flugobjekt (UFO), das angebllch eine Japanlsche Frachtmaschine fiber Alaska verfolgte, gtbt zur Zeit ln den USA M*l * Der Zwischeniall, der sich berelts am 17. US^uftfahr^hard*.FAAuwT d Luftwaffe teUwelse bestnUgt worden. Das unbekannte Objekt war aul den Radarscblrmen der FAA und der Air Forcegesichtetworden. Der in Anchorage (Alaska) stationierte Flugkapitan Kenju Terauchi ^^^r^^^UFOflU^^^^IbSS foraSe?GebUde^as^TOumUtfrofleV ^ e Flugreugtrager" gewesen und von zwei kleineren Objekten begleitet wordenseL ,. Das beleuchtetefliegendeObjekt sel parallel zu dem Jumbo-Jet der Japan Airlines geflogen und habe sich ihm so .weit genlhert dafl er die FAA fiber Funk urn Erlaubnis gebeten haben, ein Ausweichmanover zS fliegen..Er habe die Hughohe darauflun urn mehr als tausend Meter veningert und oei Kurven geflogen, bericliteta Terauchi. aber nsic folgten uns immer noch". Der Pilot kann sich die flberirdisch schnelle und wendige Elrscheinung nur so erklaren, dafl es sich um eine Flugmaschine von Auflerirdischen handelte. Die Flugkontrolle der FAA berlchtete, das auf dem Radarschirm beobachtete Objekt babe den JAL-Flug 1628 mindestens 32 Minuten lang begleitet und sich dem Jumbo dabei bis auf funf 'Meilen genaherL Dem Kapitan kam es noch erheblich langer vor. Auf die Prage, waruro das UFO wphl ausgerechnet seine Frachtmaschine verfolgt habe, batte Terauchi lachelnd eine einleuchtende Erkiarung parat .Wir batten Beaujolais an Bord, einen sehr beruhmten Wein aus Frankreich. Vielleicht wollten sie ihn trinken."

FORCE has he A N MRadmittedchief has rock-solid proof his men' spotted and tracked a UFO. Only after an exhaustive two-year investigation by aeronautical experts did Zimbabwe Air Commodore David Thome see fit to reveal the findings relating to the mind-boggling sighting. Dozens of people witnessed a round object topped by a cone streak over southern Zimbabwe, according to a report in a magazine. "We have not been able to identify the object/' Thome said_"We have had to classify it as a UFO. Our MVCTMV ^ -=^^^^^5 estimates indicates that wf r OBJECT was Incredibly shinv~ 7 the UFO was traveling at . ' 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, the spacecraft was spotted, air Thorne. "The pilots de- team tracking the UFO traffic controllers tracked scribed the object as in- realized it was giving off its it on radar..i - "--"cYfedibly shiny;'reflettirig '6wh light

* C*" -/

JOHN P. O-

F. BOX

SCHUESSLER 58485

STRCTT

/>?Scf

<#. 5

We're Going to Ruin the Ending: The Split-Radar Returns Did It

By KEN WELLS
Staff Reporter O/THE WALL STREET JOURNAL

in the vicinity of the JAL jet were actually

"Split-radar retUmS"-ShadOWS - Of the

Publishers who sell paperback mysteries for $2.98 may be envious of the Federal Aviation Administration's regional office in Anchorage, Alaska. The office is offering a pricey mystery that's drawing a lot of attention-a $194.30 unbound collection of reports dealing with the celebrated sighting of a UFO by a Japan Air Lines pilot over
the Arctic Ocean last Nov. 17.

plane's primary echo. The conclusion was bolstered, says Mr. Steucke, by a report of a United Airlines Pilot who. at the request of Anchorage flight controllers, Hew near the path of the JAL jet at the time of the mysterious radar readings. He saw no other aircraft, The FAA normally doesn't get into either the UFO or the publishing business.

"We've sold 50 complete packages so far," and received about 300 orders for portions, says Paul Steucke, an FAA spokesman in Anchorage. Glossy Color Photos In consideration of UFO-watchers whose resources aren't astronomical, the agency will sell separately any, of the 20 items in the collection. These include a $50 cassette recording of the conversation between flight controllers and the JAL crew during the 50-minute encounter, and a $56 set of glossy color photos of radar readouts. The prices are based on the cost of reproducing the materials. Orders continue to roll in despite the FAA's conclusion-in a separate report that costs nothing-thai it couldn't substantiate the sighting. Its technical experts in Atlantic City, N.J., said blips on a radar scrpen that appeared ^confirm an object

But it investigated this incident because an aircraft might have ventured unreported into the airspace of the JAL cargo carrier, which was en route from Iceland to Anchorage, Mr. Steucke says. A Pilot's View And though the agency routinely makes certain reports available, it has been as as mystified by the demand for its costly documents as some people are by the sighting itself. But the graphic testimony of Kenju Terauchi, the JAL pilot who reported the sighting, probably hasn't hurt sales, He told the FAA immediately after the incident that he had been followed by two strands of lights, pulsating with amber glows, and a huge craft that appeared to be a "mother ship." He later said the large UFO was the "size of two battleships" and appeared to be made by "a very high techyiology and intelligence." T.

'. - -

FAA says UFO on radar screen was just a double image of jet
j*~
CA t

iS

^f

United Press International miles from the plane. The AnchorANCHORAGE Federal in- age Air Route Traffic Control vestigators say a. review of radar Center directed the crew to take tapes failed to show a UFO evasive maneuvers, including a shadowing a Japan Air Lines cargo 4,000-foot drop and a 360-degree jet, contradicting reports made by turn.'. i the crew and the air-traffic conCo-ptlot Takanori Tamefuji, 39, (roller who handled the plane. said yesterday he did not know The Federal Aviation Adminis- why the FAA' first confirmed a tration's examination of the tapes nearby object and now dismisses it shows what appears to be a second as an image of the 747. object near JAL Flight 1628 on In his second interview with the Nov. 17, but investigators now FAA Tuesday, Tamefuji reiterated think it is a double image from the that he saw lights, and Steucke Boeing 747, FAA spokesman Paul said, "The co-pilot's testimony Steucke said yesterday. supported the pilot's." On Dec. 29 the FAA released Although the FAA is satisfied details of the UFO sighting, reveal- with the double-image explanation, ing the flight controller handling the inquiry is continuing with the jet saw an object on radar five interviews of the crew and a

review of data, Steucke said. Steucke said the pilot, co-pilot and flight engineer have told the same story: Blinking yellow, amber and green lights appeared too close to their plane for comfort. ' The FAA says the controller apparently misinterpreted what he saw on nis screen. But Steucke defended the controller's response, saying, "He had a pilot tell him he was seeing something right there. This is not something where he can take a risk even if it is a double image." The radar image seen in the JAL cockpit and by the controller also appeared intermittently on Air Force radar. Air Force spokesmen dismissed it as "random clutter,"

\ V s * s *^ ^ t *\ 5 V * ^ *o *** A p t J ^ ^o " <% i ^ v\ ^

UFO POTPOURRI
* $ ^agefl, Section 1 Houston Chronicle Saturday, February 28, 1987

Sea find may be 'Flight 19' plane

KEY WEST, Fla. (AP) - Treasure seekers have disSalvors "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 last five 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 the Avenger 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 at Kincaid, 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, despite on carriers, and the loss of a twin-engine Navy Martin the prevalent clear and sunny weather. Radio contact Mariner subsequently sent to search for them is fre- was maintained until the planes ran out of fuel still quently 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 13 the United States, was popularized by Charles Berlitz in a aboard, left the Banana River Naval Air Station near best-selling 1974 book of that title that told of ships and Cocoa Beach the next morning to search for the squadplanes 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 saland 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 of the legendary Miami-Bermuda-San Juan triangle.

But Fisher, who has made millions salvaging treasure off the Florida coast, said he believes the plane could be one of the five.

parachute spilled out, said Scott Nierling, a Treasure Salvors photographer.

The plane, estimated at 40 feet from tip to tail and with a wingspan around 60 feel, was brought to Key West for identification. It still bears Navy markings.

Can't rule out UFO

>v-** wi

FAA steps Up UFO lnquiry

ANCHORAGE, Alaska (AP) - The Federal Aviation Administration has .stepped up its investigation of wavering lights that dogged a Japan Air Lines cargo jet across Alaska's night cky for near ly an nour i11 November, an official said Sunday. The veteran pUot, Kenji Terauchi, told investigators that two of the lights were small, perhaps no larger than eight feet across He

%^i ^^

From Lindy Whiteburst, Houston. said the third light was on an aircraft, a huge darkened globe with The 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- stuckesa! 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 weather FAA 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 screens the 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 angry veteran civilian and military pilots who report, only to have some desk/ ..

flying lieutenant tell them they were seeing Venus, which often was not
,,. Chronide

L C

* '

the goal of the US. program to design radar-proof fighters and bombers. UFOs flying under and though U.S. radar not geared to track them are unlikely to generate substantial
radar evidence lo prove their exis-

tence. Still, the lack of radar confirCord

BY

JOHN
K

F.
ou

SCHUESSlER
J

, .

rn

never be considered a blot on its re'

mation lo a major UFO sighting can

_^ -

, 77258-8485

HOUSTON,

TEXAS

Seattle Post-Intelligencer, Thursday. January 1.1987

Pilot tells of UFO so big that it made

w A a ^ A *i C*\HW\ I * f AVsdl.L * *

a
.t . *-!.// / K>"tt7< ~/Q*et

dose United Press International > **! Terauchi, 47, who ! "-- "flu***! and received FAA perANCHORAGE, Alaska A nion to take whatever evasive veteran pilot whose sighting of an action was necessary to avoid the unidentified flying object was con- on UFO, which appeared for a time firmed on radar screens said the on FAA and Air Force radar and thing was so enormous that his the radar screen in the cockpit Japan Airlines cargo plane was of-JALflight1628. tiny compared with the mysteriTerauchi spoke to United ous object p^ international Tuday, one 1 thJ: P * JU ifher 1*1""180.Baid dfiy *& th UFO incident on the ** flmall unid n tinl^ n^ r ,, u ? - evening of Nov. 17 was revealed by trfied objecte, smaller than his the FAA. Additional FAA data Boeing 747, that did not appear on released Tuesday again confirmed tnat TV*, u- .1. -, . government radar picked up Terauchi. the cp-p.lot and the the object that Terauchi said night _ engineer all told Federal followed his jumbo jet. lTtK ^u11"'811*^ y^' Terauchi, a pilot for 29 years, gahim that they saw UFO hghte. said he briefly glimpsed the large Hiey wereflyingparallel and _ _ _ then suddenly approached very See UFO, Page A10

UFO: Pilot says his 747 was dwarfed

From Page 1_ unknown object in silhouette, and he said, "It was a very big one two times bigger than an aircraft carrier." Terauchi made a drawing of the large UFO, looking something like a giant walnut-shaped object, with big bulges above and below a wide, flattened brim. The captain, who is stationed in Anchorage with his family, was flying from Iceland to Anchorage United Piess imemationai on a Europe-to-Japan flight when the crew had its unexplained pilot Ken|u Terauchi provides sketches related to his reported UFO
encounter in clear weather over Alaska. sighting. Top: Lights appear almost in front of the plane; a closeup of the lights is at right. Center: The UFO dwarfs Terauchi's Boeing 747'just

Terauchi said the three unidentified objects followed his jet for 400 miles. "It was unbelievable," he said, acknowledging that some of his colleagues have doubts about what the crew saw. FAA investigators who questioned the crew in Anchorage concluded they were "normal, professional, rational, (and had) no drug or alcohol involvement," the report by FAA security manager Jim Derry said. Crew cockpit experience totals more than 46 years, the pilot said. Terauchi said the crew was not frightened but wanted to avoid whatever was all lit up in their night path: "We want to escape from this." That's why they went along -.vith FAA directives to drop 4,000 feet and make turns - including a

to right ol the UFO. Bottom: The UFO first appears on the radar screen, . auchi said, "They were still follow-ing us." He said the evasive maneuvers were of no avail and the lights stayed close once appearing in front of the cockpit. Radar showed one close object. Terauchi said he could not explain the mysterious events that have been partly confirmed by the FAA and the Air Force, except to speculate that he witnessed something of extraterrestrial origin of a far more advanced technology. He expressed amazement that the objects moved so quickly and stopped suddenly. Terauchi referred to the objects - -'-n two small ships and : !' P-" ^"glish but n , ,. . translator, Terauchi drew maps, pictures and supplied technical annotation to describe the ewenta Asked why he thought UFO* would tail his chartered cargo plane, Terauchi laughed and jokingly replied: "We were carrying Beaujolais, a very famous wine made in France, Maybe they want to drink it." Asked if he was nervous, Ter&uchi replied, "No, I arn^ the captain. I cannot be nervous. t FAA flight control reports indicate the object stayed with JAL Flight 1628 for at least 32 minutes, Terauchi said he thought it waa longer. The flight controller directing the JAL plane reported the object n n his radar as close as five miles
' '

UFO POTPOURRI
Th* Houston P1/Tues.( December 30, 1986/ 11C

UFO followed them, jet crew says

Object reportedly flew 'in formation' with JAL plane
ANCHORAGE, Alaska.(UPI) The crew of a Japan Air lines cargo jet claimed that a mysterious UFO with flashing white and yellow strobe lights followed them across the Arctic Circle en route from Reykjavik, Iceland, to Tokyo. The three-man crew radioed air trafflc controUcrs in Anchorage, reporting the huge UFO flying "In
.formation" with them, and the Air

The Incident occurred Nov. 17 but was not made public until a news reporter queried the FAA. Flight 1628 had left Reykjavik, Hn\na over the North Pole to Tokyo with a stop in Anchorage. After the UFO sighting, it landed at Anchorage International Airport, and FAA Becurity manager Jim Derry interviewed all three crewmen

50 miles. The crew estimated they were 7 miles away. The lighting was not normal aircraft-marking pattern, the crew rt the re reported, W*16" P * "^^ * " ^ ***6:19 m X** Traffic Control Cen^ flt P- - Steucke said con^"e "^.J0 locat* * obiccl on radar bui werc unable to conflrm a wcond target with our equipment. Our radar system
plcked up one

AccordinB to the FAA account

Force conlirmed an object briefly

flew near the plane, Federal Aviation Administration spokesman Paul Steucke said Monday. But, although the Air Force radar briefly picked up a second obJect, Steucke said, FAA controllers in Anchorage and Fairbanks (Udnot The 'strange sight reported by the pilot, copilot and flight engineer of JAL Flight 1628 remains a mystery.

itataSSwd onb- alJtefrSm

oSctertoS30S^southeastof thVtov^of me lown w FortTiST ' ,| KUKOn; "They said they could not see the shape, only the lights, Steucke said pt the crew s account. "The lights Indicated to them it may be a Urge aircraft or a large something. The white and yellow strobe lights followed the Boeing 747 for

ffSiS^tt<S2ed

Se Arctic"

to other words FAA

^S61-"

located only

" ^ " c"acted the Military Reglonai Operations Control Center at Etaendorf Air Force Base in Anchorage, and "we asked them II tl,ey ^re receiving any radar returns." The Air Force told the FAA It "sav a second target (object) 8 miles away (from the JAL Jet), but they contacted us a minute later and said they were no longer.; receiving any radar return (of-*second object)," Steucke said. __ "At 6:32 the JAL pilot requestedand received permission for a <*^ scent from 35,000 feet to 31,OOQ_ Steucke said. Air controllers askvd; if the lights were still there, and were told, "It is descending in tocl" ma tion." -^ Four minutes later, the JAI7. plane received permission for-a360-degree turn. Then, at :39 p.mT 20 minutes after the lights wetC first reported the JAL crewmeitsaid they no longer saw the lighfiC At 6:45 p.m., Fairbanks controC. lers authorized a United Airlii northbound jet to make a 10-degree turn to better view the JAt plane and asked the United crew;!! it saw anything besides the Boeing 747. It did not. Nor did the JAL crew see the lights again. ~"t.

At 6:2S p m Steucke ' FAA

'

JAL umbo

c0"4"^

'

&-

BY

"

JOHN P. O.

F. BOX

5CHUESSLER 58485 TEXAS 77253-8^85

HOUSTON,

UFO sighting

Tuesday, December 30, \m

Houston Chronicle * * * *

Section 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 Traffic ConLines cargo jet says that a mysterious UFO with flashing trol Center at 6:19 p.m.. Stcucke said controllers tried 10 while and yellow strobe lights followed them across the locate the object on radar hut "were unable to confirm a Arctic 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 JAL them, 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 Military Paul 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 reccivsecond object, Steuckc said, FAA controllers in Anchorage jng anv ra( j ar returns" the pi,, c^ot and flight engineer of JAL Flight 1628 remainsj a mystery. The incident occurred Nov 17 but was not earlier made public until a news reporter queried the FAA. Flight 1628 had left Reykjavik, flying over the North Pole to Tokvo with 3 stop in Anchorage! Following the unidentifiod flying object sighting, the plane landed at Anchorage International Airport and FAA security manager Jim DerFy interviewed all lh7ee crewmen. According to the FAA account, lights appeared only a mile from the plane as it crossed the Arctic Circle about 30 miles southeast of Fort Yukon, " "They said they could not see the shape, only the lights," Steucke said of the crew's account. "The lights indicated to them it may be a large aircraft or a large something." The while and yellow strobe lights followed the Boeing 747 for 50 miles. The crew estimated they were seven miles away, and were not normal aircraft marking pattern. Wed us a minute later and said they were no longer recciving any radar return (of a secoild object);- Slcuc*ke ^-i 6 ' .At . .th ... ., rc u .cd . r lved p ', . JAL , . * f , P''< ? ? i? ^, ^* t for Ascent from 35.000 feet to 31000 Steucke said. Air wntJler ajked !f l,he "i h f s w..ere sll lhere- and werc ln!d' Il IS descending in format.on. Four minutes later, the JAL plane received permission for a 360-degree turn. Then, at 6:39 p.m. - 20 minutes after the lights were first reported the JAL crewmen said they no .longer saw the lights. At 6:45 p.m. Fairbanks controllers authorized a United Airlines northbound jet to make a 10-dcgree turn to hotter view the JAL plane and asked the United crew if it saw anything besides the Boeing 747. It did not. Nor did the JAL crew see the lights again.

HUGE SQUARE UFO HOVERS NEAR CHURCH

BergenCountyNewJerseyhas been the scene of numerous UFO sightings over the years. One interesting sighting involved an amateur astronomer and his family while they were on their way to church. The sighting began when the three of them spotted a light in the sky. It flashed red, yellow, and blue in the night sky. As the trio drove along highwas hovering above us about 800 feet when we got out of the car. It was about two or three houses wide and two houses high. It was a square shaped ship, not discshaped as most are reported to be. I could see the entire ship, almost see the metal itself." The witnesses were excited and amazed, but this is not the only sighting in Bergen County. In One of the more important jjpo events of recent times happened in Bergen county near the Wanaque Reservoir in Pompton Lakes Many people watched a iignt over ^e reservojr tnat flew right over che heacis of some ofthem. Military officials were called in to take charge after a light beam ^s snot jown jnto the ice of ^ reservoir, melting the ice.
UFO sjghrings often repeaf {n
certain areas of the COunrryi buf Bergen

way 202, the light seemed to be

approaching them. By the time they reached the church, the light was overhead The daughter said "It was very dramatic. I was a doubting Thomas at the time about these things, but this thing .

August 1957, a 16-year old boy

spotted and photographed a UK) in a field near Ramsey. In September 1962, eight witnesses saw a UFO land in the Oradell Reservoir. Police switchboards lit up in 1963 when hundreds of residents of Haclcr.ns;ick reported a red light

County officials were wondering what atracts the strange craft to their area. Maybe it is just a new form of tourism

UFO POTPOURRI
309

Jet crew says UFO

. . aircraft Carrier . ANCHORAGE, Alaska (UPI) A veteran pilot whose UFO sightIng was confirmed on radar screens said the thing was so enormous that his Japan Airlines cargo plane was tiny compared to the mysterious object. Capt. Kenju Terauchi also said there were two other small unidenlifted objects smaller than his .cargo carrier that did not apPe|Jr on r^dar| JM Terauchi, his co-pilot and flight engineer all told Federal Aviation Administration investigators they saw UFO lights. "They were flying parallel and then suddenly approached very close," said Terauchi, 47, who requested and received FAA permission to take whatever evasive action was necessary to avoid the UFO, which appeared for a time on FAA and Air Force radar and on the radar screen in the cockpit of JAL flight 1628. Terauchi spoke to UPI Tuesday, describing the UFO incident of Nov. 17 that was revealed by the FAA Monday. Additional FAA data released Tuesday again confirmed that government radar picked up the object.

22A /The Houston Post/Thurs., January 1, 1987

colleagues have doubts about what he and his colleagues saw.

"thing of extraterrestrial origin of a - far more advanced technology.

'Normal' crew
; FAA investigators who 'questioned the crew in Anchorage concluded they were "normal, professional, rational, (and had) no drug alcohol involvement," the re port by FAA security manager ;Jlm Den-y said. Crew cockpit experlence totals more than 46 years, the pilot said. Terauchi said the crew was not .frightened but wanted to avoid ' whatever was all lit up in their - night path: "We want to escape from this." That's why they went along with FAA directives to drop 4,000 feet and make turns including a complete 360-degree turn, but Terauchi said, "They were still following us." He said the evasive maneuvers were of no avail and the lights stayed close once appearing in front of the cockpit. Radar showed . -one close object. Terauchi said he could not explain the mysterious events that have been partly confirmed by the FAA and the Air Force, except to speculate that he witnessed some-

Stunned by speed
" He expressed amazement that the objects moved so quickly and stopped suddenly. Terauchi referred to the objects as "the two small ships and the mother ship.*' Speaking In English but occasionally seeking assistance from a translator, Terauchi drew maps. pictures and supplied technical annotation to describe the events ; Asked why he thought UFOs -"would tail his chartered cargo plane, Terauchi laughed and )ok.ifigly replied, "We were carrying Beaujolais, a very famous wine made In France. Maybe they want to drink it." Asked if he were nervous, Ter:Jauchl replied, "No, I am the cap,taln. I cannot be nervous." \' FAA flight control reports indifcate the object stayed with JAL -Flight 1628 for at least 32 minutes. Terauchi said he thought It was longer. The flight controller directing the JAL plane reported the object on Jris radar as close as flve '-to the jet.

UFO mystery has been missed

fThe- -UFOs are back, and we've something unusual. The UFO theme beri wondering where they were. became popular on television and in ;A "Japan Air Lines cargo plane's movies. cfietf "reports it saw mysterious Formal investigations failed to flashing white and yellow lights on a prove anything, and also failed to November flight across the Arctic discourage the true believers. In reCircle. A U.S. Air Force radar sta- cent years, claims about sightings li'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 that its-lights didn't fit any known pat- somewhere out there there is a supetern. . '.' 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 sightusually came in bunches, and many ing restores a bit of mystery to all peopje were positive they had seen our lives.
Page IU, Section 3 BY Houston Chronicle JOHN P. O. F. BOX Friday-January 2, 198? SCHUESSLER 58485 TEXAS 77258-8485

Veteran pilot Terauchi a pilot for 29 years

said he briefly glimpsed the large unknown object in silhouette, and he said, "It was a very big one two times bigger than an aircraft carrier." Terauchi made a drawing of the large UFO, looking something like a giant walnut-shaped object, with big bulges above and below a wide flattened brim. The captain, who is stationed in Anchorage with his family, was flying the jumbo jet from Iceland to Anchorage on a Europe-to-Japan flight when the crew had its unexplained encounter in clear weather over Alaska. Terauchi said ihe three unidentified objects followed his jet for 400 miles. "It was unbelievable," he said, acknowledging that some of his

HOUSTON,

12F/ThHou1on Post, /Thurv, December 18, 1986

Page 6, Section 1

* * *

Houston Chronicle

Thursday. December 4, W86

Several report spotting UFO in Mexico City

MEXICO CITY (Reuter) Mexico City International Airport received dozens of calls reporting an unidentified flying object over the capital Tuesday, the official Notimex News Agency reported Wednesday. The multi-colored object was making a faint buzzing noise as it rapidly circled the city betore shooting off at high speed, witnesses said. There was no word on the obf Ject's shape or on how long it was visible. Notimex said the crew of a Pan American Airways jet also reported having seen the object briefly. The agency said an unidentified flying object was seen at the same time and place on Nov. 2, 1973.

Radar can miss small planes, FAA expert says .

~ fts&ociated Press LOS ANGELES - The control system al Los Anecles Imcrnational Airport can fail to show small pianos on radar for several reasons a tower manager testified ai a safetv hearing inlo 'the Acromcxico disaster. ' Richard Cox. a Federal Aviation-Administration air iraffic manager al the airport's control center ai Tracon. said hoover Ural he doesn't consider the absence of a r a d a r b l i p d deficiency because fie'recORni/cs the limnaTion-, 51 raflarr Cux was asKefl u h v a small plane didn't appear on radar before ii collided Aug. 31 with an Aeromexico Df i over Ccrrilos. killing 82 people I (,m ihmk of several reasons Sjzc j)f ajrcrafL n^punder strength of aircraft, atmospheric condiHOIK ,nd sp^jof_aircraft." Cox s a i u ~ * ~ Cox said iv was j gln< h iti;ii daia from a small plane would be recorded on computer printouts bin not seen on radar si rccn>
"It is my understanding (In*, is an inherent nrnhlpm

Waller White, the controller handling ihe DC-9. testified Tuesday the smaller plane never appeared on his radar screen even though life system was ^orKing welt and traffic at the time *as light Cox was questioned by the NTSB par.e'., a technical ad visory committee and groups from Ihe airlines, Mexico and awaUon associations about the [our types ' air-traffic monitoring equipment used at Tracon. He also was asked about operations at Tracon, wt c " 5 *m$?y*. controllers and five assistants. He called slaffingjadequate and said he was working to reduce overtime. Hr described the two primary ASR radar systems used by controllers and explained backup systems, including a 10-channcl beacon'decoder, the system used before ASR was installed.1 Cox said a controller's primary duties were senaralinn of air Iraffic and safety advisories. Depending on the types of planes involved, he said ; > ^W advisory would be issued if a pair of WCrc ' ^ miles apart. In the Aug. 31 crash, no warnin was w & to !he Aeromexico jel, he said.
"The controller said he did not see the (Piper)

in thc_ASK (radar tracking -vslcm)." he said, Cox answered questions for about three hours Wednosday during the second day of a National Transporlation 1 Safety Board hearing.

aircraft, so there would have been no obligation to issue anything," Cox said. Cox confirmed there had been eight problems reported with Tracon's radar system the week before (h<: crash, but he insisted it was working adequately Aug. 31.

Caution! Discs Overhead

Gang, a major Norwegian newspaper, recently told us about Pal Krotian Vug, an ordinary chap who one day happened to (pot a UFO calculated to be 33-50 ft. in diameter hovering overhead. The unearthly craft continued to hover while Vag ran for his Kodak Dttc 4000 camera. Click. Verdens Gang ran the pictures in full color on its front page. The next day, it ran a two-page ipread on the story, along with a large picture of Vaag proudly holding his Disc 4000. Since then, the Royal Norwegian Air Force has announced that the pictures have not been retouched, nor were any other signs of technical chicanery found. Tpe pictures have been NASA for further study" "Talon g~adv!Htage of the Disc's invo'ivemsni, Kodak Ncrwa> rar. i seriec of ads about the camera's new-found capability. The whole thing 10 captured the imagination of the Norwegians thai an increase- in Disc camera sales followed shortly thereafter. .

UFO abduction victims are sane and telling the truth, says psychologist
space aliens are telling the t r u t h and are quite sane, says a psy- I chologlst. The results of a battery
of tests administered to nine abductees ranging from a tennis instructor to an audio technician indicate the victims arc normal, but seem to sufft-r from trauma caused by their mind-boggling experiences, explains psychologist Lisa Slater. The test subjects wcirc distrustful and exhibited some paranoia, especially in personal relationships. Such symptoms ;m.- often

^^^^^^^^^^^ RESEARCH _ _ \fjLjr\

C D)

I h Ciaim they were

abducted by

found in rape victims. "The test findings are not inconsistent with the possibility t h a t the reported abductions have, in
fact, actually occurred,"

unconvinced. Says New York City ufologist FrancisSeigaJ: This study will make the skeptics think twice about calling the victims of alien

based Fund for^ UFO Research. "any UK) investigators agree that it Jas g.ven y , c l i i n s of ex^"terrestrial abduction mort -' credibilily. although manyskepticsst.il remain

adds Slater. a b d u c t i o n s crackpots. The s t u d y was con-* That's the easy way out. ducted by the Maryland- It's about time we believed
those people. "I don't care what some psychologists say about socalled neurological quirks and perceptual flaws he adds. "Thats a cop-out. ===== 6

Spies prowl skies

SPY satellites and other h i g h - t e c h snooping devices collect 85 per cent of America's intelligence, Harper's Index reports. Yc~U;>

UFO POTPOURRI
3/0

Jet Pilot Reports 3 UFOs Over Arctic

ANCHORAGE, Alaska (UPI) A veteran pilot says three unidentified flying objects two small ones and one twice the size of an aircraft carrier trailed his Japan Air Lines cargo jet for 400 miles across the Arctic. - "It was unbelievable," said the pilot Kenju Terauchl, when interviewed Tuesday. He acknowledged that some of his colleagues doubted what he, his co-pilot and flight engineer say they saw on Nov. 17.as they flew the 400 mites across northeastern Alaska on a trip from Iceland to Anchorage. .The crewmen of (he plane JAL Flight 1628 reported seeing Hashing lights trailing their jet. The Federal Aviation Administration interviewed the three In Anchorage, and the plane later went on to. Tokyo. FAA officials confirmed Monday ditional objects picked up on radar that the controller who handled by the FAA or the Air Force, Flight 1628 had seen a mysterious The crew was .not frightened, object behind the jet on his radar. Terauchl said. He, described their Air Force officials at the Alaska Air feeling as,- "We want to escape Command said their radar had from this." With permission and dipicked up something near the JAL rection from the FAA, the crew ' plane. dropped in altitude and made many On Tuesday, TerauchJ, 47, said turns, but the objects remained. that be had seen three UFOs and "They were still following' us,r that at one point lights from the Teraucni said, and FAA radar con-' two smaller-ones had appeared difirmed that at least one object rerectly in front of the Boeing 747's mained despite the maneuvers. cockpit at close range. FAA security manager Jim DerTerauchl referred to the objects as "the two small'ships'and the . ry Interviewed the crewmen and said tbey were "normal, profession-, mother ship," and expressed al, rational, (and bad) no drug or amazement tbat they bad disapalcohol Involvement" . . peared, reappeared, moved quickly and stopped suddenly. FAA flight control reports indiTerauchl repeatedly jsald the obcate that the mysterious object ject that appeared on FAA and Air' stayed with Flight 1628 for at least Force radar had been "a very* big 32 minutes.' Tne flight controller dione two times bigger than an recting the JAL plane reported the aircraft carrier." object on his radar as close as 5 '- The smaller UFOs did not appear miles to the Jet on his radar, he said. Nor were ad-

t- Q

<

/ Jtt^ . / ?<$ 7

FAA steps up probe of Alaska UFO sighting

. _.. ANCHORAGE, Alaska (AP) - The Federal Aviation -Administration has stepped up its investigation of wavering lights that dogged a Japan Air Lines cargo jet across .Alaska's night skv for nearly an hour in November "We're looking at it to ensure that somebody didn't violate airspace we control." FAA sokesman Paul Steucke said Sunday. -"We looked at it about six ' * ago. but since then we've gotten a lot of public interest, so we went back and re-interviewed the pilot." The veteran pilot ffenji Terauchi, told investigators^hat two of the 1 ^ were smalF, per^ps no Jarwr than eight feet across. He said he third Jight
W3

Terauchi said the large UFO showed radar. But screens at lflc tjme were dismissed as "clutter" and a b!ip that appeared on FAA ' screens was analyzed as a coincidental -sp|it jmage- oi ^e aircraft Steucke sa id t r3 n<wrihed intern^ R . d radio essaeesre to be sen an , "^ Washm t^^ n.r. Yhi?L* h p FAA ?n^/S?tn D c thls week
up on his cockpit weather jmages On military radar

Alaska frorn Canada . just norineastof , Fort Yukon. As the plane fle^at35:OW v feetrTerauchi satd he saw three lights ei ht rmles ! W front , hjs *ntlThe pilorreported the lights were yellow, amber and green. Steucke said. bul n l 4 ** internaUonal cInr for aircrafl ^ ^ ^^

T crying. at, 5

f^^'^^^Si Sunday said ^aMwT^StS^S^ _a *ffJf ]*"*?h t j ??j!?!^L - thr^.^n ^ , ^ N wine ^ un(l for To(cvo fronT ParisTrerauchi and his crew _ 4 _ Ice|and A ncboraw s

' ^ smaller ^ 7eather "dar onboard," Steucke said. "The " larger one did."
oncs did not show up on

biL chanfied their angle

K ?? diameter of perhaps two g ,obewith a '^ lr i?ferS*?wJ aircraft carriers placed end-to-end. Stcuckesaid.

'

^"* lhe 1' "" * BY JOHN P. O. F. BOX SCHUESSLER 58485 T E X A S 77258-8485

HOUSTON,

Radar tapes don't support UFO sighting

ANCHORAGE. Alaska (UPI) - A review of radar tapes failed to confirm an unidentified (lying object in the Hight path of a Japan Air Lines cargo jet'over Alaska, a federal Aviation Admimsirauon spokesman said. The FAA has concluded that the unidentified object on radar now appears
FAA pians to

Thursday, January 8,1987

Houston Chronicle

Section 1, Page 9

interview the third crew member, flight engineer Yoshio Tsuku((a f0r a second lime. Steucke said. ,;nu) rarf,r data indirat ,^nol^^w^^3 u reprSnte a reversal of earlier FAA statements that a second object was confirmed on radar.

troller in charge of JAL Flight 1628 in which the controller slated that another object was following the JAL jet ^ closc *& five miies awaySleucke did not fault the controller for apparently misinterpreting data because "he had a pilot tell him he was seeing something right there. This is EvCT .Kh the rview o, and new crew, interviews. Steucke said, the FAA is no closer to knowing what the lights were that the crew reported.

But a second crewman backed the pilot's statement thai lights followed the plane across the Arctic Ocean. Despite the agency's conclusion that radar tapes seem to show two images of the jetliner. Steucke said that "the copilot's testimony supported the pilot's." The agency interviewed co-pilot Takanori Tamefuji tor the second lime Tuesday, and the man reiterated that the crew saw lights near the jumbo jet Nov. 17 as it flew from Reykjavik. Iceland, vo Anchorage as part of a Parislo-Tokyo charter flight. The pilot. Capt. Kenju Tcrauchi. also has been interviewed twice, and the

Anchorage Air Route Tr attic Control Center and rejcase(j a[ incident report by the con-

screens at the

" '

'

NASA designing aircraft that stays aloft 3 months

i
Houston Chronicle News Services

EXAMINER. San Francisco. CA - Aug. 6, 1965

Radar Crews Get

ATLANTA - Space agency planners are designing an aircraftit. that ,. i-.*t i could stay aloft for up to three months without landing or refueling - an aerial endurance test that dwarfs the recent nine-day aroundthe-world night of Dick Rutan and Jeana Yeager.

While the concept is exotic and the technology untried, NASA and .Lockheed engineers say the aircraft muM IK flvin? within rhnp wa < vuuiu to ujriuK wiuiui uuce ycdra -at an initial cost of more than $30 j^Won. Contract competition is exp,,^ to 5 ^ ^^ r . ,.~~ , , ", ta . P*** * proposal stems from . growing concern over a possible

*a"s-

Solid Fix on UFOs

HOUGHTON iMlch.)(UPI) said three other radar sta Personnel at the U.S. Air tions, In North Dakota, MinForce radar base in the Ke- nesota and Luther. Air Staweenan Peninsula yesterday tion in Canada, also reported , _

FeiSHS SISHsS?
miles above the Earth as it tests

atmosphere for a possible buildup EVCT ?!terL almost 30 years of of 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 contimioas ergy broadcast from scores of n**l**re .come from instruments . n transmitters on the ground. mwnw'ntops. But "Rutan's Voyager can only stay scientists at the U5. Departup for 10 to 12 days." says program ble pf Energy hope a plane capanl manager Don Bouquet at Lockheed' long-duration flight coold Georgia Co., which just completed continuously monitor carbon dioxan 11-month study for the National te 61 levels at a fixed point in the Aeronautics and Space Administra- "PP " atmosphere, tion on the practicality of a longOfficials in the Pentagon's Slrateduration aircraft. "Our missions gic Defense Initiative program also
would be 60 to 90 days. Essentially are interested in the craft as part of
Itni^virftit 1 WA*P* A! fmi \ m ^j'LmtfciMfc AH. HVirWclH Ln^altl VI HtlwiUWUW CLr^ rCflUltlKS Oi UIC CwiUJ B UpuCT 01* ri_ii__L t -,-, l^~^ *

toe

_a

os

P6erc-

spotting the objects. He said reported solid radar con* another station reported electact" with seven to 10 un- tronic jamming of it radar. identified flying objects movSeven other objects w e r e ing in a "V" formation over spotted over Duluth and jet Lake Superior. The objects were moving interceptors gave chase, he out of the southwest a n d said, but they could not mainwere heading north north- tain the tpeed of the UFO's and were easily outdistanced. east at about 9,000 miles per hour, the men said. T h e y The radar personnel, Air w e r e 5,200 to 17,000 feet Force enlisted men, asked
high.
A ^ _ _ # 4 % _ _ -1 . At V _.. .

that their names not b dlf_i*.__j

we 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 Size Of An Aircraft Carrier, Veteran JAL Pilot Says
By JEFF BERLINER ANCHORAGE, Alaska (UPI) A veteran pilot says three unidentified flying objects two small ones and one twice the size of an aircraft carrier trailed his Japan Air Lines cargo jet for 400 miles across the Arctic skies. "It was unbelievable," Kenju Terauchl said Tuesday, acknowledging thai some of his colleagues have doubts about what he, his co-pilol and flight engineer saw Nov. 17 as they (lew the 400 miles across northeastern Alaska from Iceland to Anchorage. The crewmen of JAL Flight 1628 reported seeing flashing lights trailing their jet that clear night to the Federal Aviation Administration, which interviewed the three in Anchorage. The plane later went on to Tokyo. FAA officials Monday confirmed the controller who handled FUghfl628 saw a mysterious object trail the jet on his radar, and Air Force officials at. the Alaska Air Command said their radar picked up something near the JAL plane. In an interview Tuesday, Terauchl, 47, a pilot with 29 years experience who lives in Anchorage with his family, said he saw three UFOs and that at one point lights from the two smaller ones appeared directly in front of the Boeing 747 cockpit at close range. Terauchi referred to the objects as "the two small ships and the mother ship," and expressed amazement that they disappeared and reappeared and moved quickly and stopped suddenly. He said he could not explain the events, except to speculate he saw something of extraterrestrial origin. Speaking in English with occasional help from a translator, Terauchi drew maps, pictures and supplied technical annotation to de-

. -

._ f*> ft/5 O 171 A' ?i: * 2 i 7 -i I- *> ffriffeii JVU, ' '' fct*-<i"

scribe the incident.

Terauchi repeatedly said the object that appeared on FAA and Air Force radar was "a very big one two times bigger than an aircraft carrier." The smaller UFOs did not appear on his radar, he said. Nor were additional objects picked up on FAA or Air Force radar. Terauchi said the three crewmen saw lights (rom the two small objects. He drew a picture for the FAA showing lights in a formation, each object having what appeared to be two panels of lights. The captain said he saw lights on the larger object and once, near Fairbanks, saw il in faint silhouette 8 miles away. He drew a picture of what he saw something resembling a large shelled walnut. The crew was not frightened, Terauchi said. Their feeling was, he said, "We want to escape from this." And so with FAA permission and direction - the crew dropped in altitude and made numerous turns, but the objects remained. . "They were still following us," Terauchi said, and FAA radar con-

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firmed that at least one objlct remained despite the maneuvers.

countered strange lights over Alaska last month In the op <v

picture, Terauchi shows the UFO lights nearly m front of the \> lan

pii 0T SAW - JAL pilot Keniu Terauchi prepared .$ iih,c( rfl tion<; nf what he saw when his Boeine 747 en "lustrations m wnai ne saw wnen ms oemg m en

I cannot be nervous." Asked why he thought the UFOs would tail his plane, Terauchi laughed and replied, "We were carrying Beaujolais, a very famous wine made in France. Maybe they want to drink it."
FAA security manager Jim Derry, who interviewed the crewmen, said they 'were "normal, professional, rational, (and had) no drug or alcohol involvement."

Asked it he was nervous, Terauchi replied, "No, I am the captain.

P e and a close-up of the lights. In the middle, he depicts what the UFO looked like after he glimpsed it in silhouette, The JAL jumbo jet is dwarfed by the huge object. In the bottorn drawing, the pilot shows where the UFO first appeared
on the plane's radar. (UPI Telephoto) BY ' JOHN F. SCHUESSLER

Wednesday, December31,1986 10 EVENING OBSERVER, Dunklrk-Fredonla. N.Y.

P, O. BOX 5 8 4 8 5 H O U S T O N , T E X A S 77258-8485

If

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UFO POTPOURRI
3/1

10

Tuesday, December 30,1986 EVENING OBSERVER, Dunkirk-Fredonia, N.Y.

Air Controller Confirms UFO Had Bejit Trailing Jumbo Jet

By JEFF BERLINER ANCHORAGE, Alaska < U I M , - An air controller

said radar showed a mysterious ol'jeel lollowing a Japan Air Lines cargo flight al the tinii.- Hie crew reported a UFO with flashing lights trailing ihe jumbo

jet near the Arctic Circle.

AJI three crewmen on JAL Flight 1G2 lold Federal

Aviation Administration investigators they saw while

and yellow lights close to their Boeing 7-17 on Nov. 17

crew said. In his one-page report, the controller said repeatedly he saw another object on radar staying near the JAL jet despite FAA-approved turns and altitude changes. The object was as close as 5 miles, the controller wrote. According to the FAA account, the pilot contacted Anchorage controllers about planes In the area at 6: 19 p.m., reporting the UFO 1 mile away from his plane.

after they crossed the Arctic Circle '-M miles southeast of Fort Yukon in an over-llie-pule Might from Reykjavik, Iceland, to Tokyo via Anchorage. The FAA released details of Ihe incident Monday

Al 6: 25, the crew reported it 8 miles away.

when queried by United Press IntiTiialioiul.

Air Force officials confirmed llieir rad.ir picked up something near the JAL plane, luil ("api Uohert Morris of the Alaska Air Command suggested the UFO

was "random clutter or weather interference." Another Air Force spokesman, Sgt. Jack llul.anson, said, "We got out of the UFO business some lime ago." FAA security manager Jim UUTV interviewed the three crewmen Capl. lu-njui Tcniiicli;, 1st Officer

At 6:26, the FAA contacted the Military Operations Control Cenler al Elmendorf Air "Force Base in Anchorage to find out if the UFO appeared on its radar. Military radar- watchers reported an object 8 miles from the JAL jet, but one minute later they told the FAA the object no longer appeared on radar. At 6:31, the JAL crew told the FAA the unidentified object was "quite big" and the FAA directed the crew lo drop from 35,000 feet to 31,000 feet. ing also, the pilot stated it was descending in 'in formation.'" Al 6:35, Fairbanks controllers were asked for assistance, but reported nothing unusual on radar. Anchorage controllers directed the JAL plane to make a 360-degree turn, and .the crew reported they no longer saw the lights, but Air Force officials told the FAA they saw a "flight of two" and "advised it looked as though ihe (unidentified) traffic had dropped back
and to the right" of JAL 1628.

"When asked if the traffic (the UFO) was descend-

Takanori Tamefuji and Kli^hi Kngineer Yushio Tsukuda and concluded they wuv not hallucinating and not on drugs or alcohol imd were r.tlkmul. The weather was clear, the KA A .taid FAA spokesman Paul Steucke said (here was no

other air traffic along ihe same little-traveled route

that night. Steucke also timed ihe KAA's electronically recorded radar data did not support the UFO

sighting.
But the existence 01 an unidentified uhjuct was confirmed by a report from the night conlruller in charge of JAL 1628. Sleucke said ihe controller, who was not

named, had tuo years experience.

During the flight, the controller asked Terauchi to identify the craft and then wrote, "He could not identify but reported white and >ellow slrotH.*." The light ing was not a normal aircraft marking pattern, the

Al 6:45, the FAA asked a northbound United Airlines flight to make a lO-degree turn to better see the JAL plane to confirm the existence of the UFO which the crew was then reporting 8 miles away and nearly behind them. That was their last sighting. The United crew reported seeing nothing out of the ordinary, Nor did a military C-130 the FAA asked to help. Steucke said the FAA has drawn no conclusion

about the incident.

WALTERM

ANDHUS.JR intwrwi.or.at O,.ecl*

103 Oifflo^n. Hoj S^in. TM 7a)w

MUTUAL UFO NETWORK. INC.

BY JOHN F. SCHUESSLER

P. O-

BOX

58485 TEXAS 77258-8485

HOUSTON,

Japanese Pil ot Reports Setwnd UFO

ANCHORAGE, Alaska (AP) For the second time In two months, a Japan Air Lines pilot has reported spotting an unidentified object that seemed to be flying near his cargo jet over central Alaska. Capt. Kenjyu Terauchl reported his second sighting Sunday on a cargo flight to a refueling stop in Anchorage from London, said Paul Steucke, a spokesman, for the Federal Aviation Administration. Terauchi's co-pilot reported seeing the lights, Steucke said, but the flight engineer, who sits farther back in the Boeing 747 cockpit, "indicated he was uncertain whether he saw any lights at all." On Nov. 17, Terauchi reported 'that two bright objects and a third object as wide as two aircraft carriers placed end-to-end followed his plane for more than 300 miles as it flew to Anchorage from Iceland. "We asked him point-blank If this was like the Nov. 17 sighting, and he said, 'No, no, there's no similarity between the two,' " Steucke said. Terauchl said he had seen the lights twice Sunday, once for about 20 minutes and again for about 10 minutes as his plane flew at 37,000 feet. He notified an air traffic controller in Anchorage of the sighting. "His statement to the controller was 'irregular lights, looks like a spaceship,' " Steucke said. Unlike the lights that he reported"' in November, which seemed to stay with him even when he took eva-si ve' action, the lights seen Sunday " appeared to approach from the, front of the plane, went beneath It and reappeared to the rear. In the incident Nov. 1 7, air traffic . controllers spotted what^they be^' lleved was a split image of the aircraft 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 Arctic

ANCHORAGE, Alaska (UPI) A veteran pilot says three unidentified flying objects two small ones and one twice the size of an aircraft carrier trailed his Japan Air Lines cargo jet for 400 miles across the Arctic. "It was unbelievable," said the pilot, Kenju Terauchi, when interviewed Tuesday. He acknowledged that some of his.colleagues doubted what he, his co-pilot and flight engineer say they saw on Nov. 17 as they new the 400 miles across northeastern Alaska on a trip from Iceland to Anchorage. The crewmen of the plane JAL Flight 1628 reported seeing flashing lights trailing their jet. The Federal Aviation Administration interviewed the three in Anchorage, and the plane later went on to Tokyo. ' FAA officials confirmed Monday that the controller who handled Flight 1628 had seen a mysterious object behind^ the jet on his radar, Air Force officials at the Alaska Air Command said their radar had picked up something near the JAL plane. On Tuesday, Terauchl, 47, said that he had seen three UFOs and that at one point, 1 lights from the two smaller ones had appeared directly in front of the Boeing 747's cockpit at close range. Terauchi referred to the objects as "the two small ships and the mother ship," and expressed amazement that they had disappeared, reappeared, moved quickly and stopped suddenly. Terauchi repeatedly said the object that appeared on FAA and Air Force radar had been "a very big one two times bigger than an aircraft carrier." The smaller UFOs did not appear on his radar, he said. Nor werfe additional objects picked up on radar by the FAA or the Air Force. The crew was not frightened. Terauchi said. He described their feeling as, "We want to escape from this." With permission and direction from: the FAA, the crew dropped in altitude and made many turns, but the objects remained. "They were still following' us." Terauchi said, and FAA radar confirmed that at least one object remained despite the maneuvers. FAA security manager Jim Defry Interviewed the crewmen and said they were "normal, professional, rational, (and had) no drug or alcohol Involvement." FAA flight control reports indicate that the mysterious object stayed with Flight 1628 for at least 32 minutes. The flight controller directing the JAL plane reported the object on his radar as close as 5 miles to the Jet.

Report Of UFO Worth Second Look

ANCHORAGE. Alaska (UP!) The Federal Aviation Administration has reopened its inquiry into reports of UFOs over Alaska from (he crew of a Japan Air Lines Boeing 747, an FAA spokesman said Saturday. FAA investigators interviewed Capt. Kenju Terauchi, the pilot, for a second time Friday and are reviewing all radar records from the evening of Nov. 17. .That night, an unexplained blip appeared on radar screens as the JAL crew reported seeing mysterious lights. "The reason we're exploring it is that 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 that it was no longer investigating the incident. But Stuecke said the regional director of the FAA had ordered a review of the case Friday. The object was reported to have appeared on radar screens of the Anchorage Air Route Traffic Control Center, the Alaska Air Command at Elmendorf Air Force Base and the cockpit of the JAL cargo plane. In an interview Friday with two FAA investigators, the pilot said the three-man crew had seen strange white, yellow and amber lights in the plane's flight path for six min-

utes before they called air-traffic controllers. He told the FAA that the crew had t u r n e d off cockpit lights, , checked navigational equipment and taken several steps to ellmi' nate possible causes of the lights they saw. Terauchi. a veteran pilot with 29 years experience, said only one object had appeared on radar. But he said he believed that there had 1 been two small, brightly lit objects and one enormous object, perhaps as big as two aircraft carriers. Steucke said the Air Force no longer had a record of its radar from that night The FAA radar records are being reconstructed.

INTERNATIONAL UFO REPORTER

fc*

The JAL incident: a special issue

The fantastic flight of JAL1628

by Bruce Maccabee
Bruce Maccabee, PhD., an optical physicist employed by the Naval Surface Weapons Laboratory, is one of the most respected figures in ufology. A frequent contributor to IUR, he heads the Fund for UFO Research. had called the plane just about two minutes earlier, at 5:09:20<4-1' (20 seconds past 5:09 P.M.) to report the initial radar contact with the plane, which at that time was about 90 nautical miles (nm) northeast of Fort Yukon. (1 nm - 1.15 statute miles - 1.85 km.) The flight controller had asked the plane to head directly toward an air route reporting point called Talkeetna, after the small Alaskan town nearby (and not far from Mount McKinley).w In doing so the plane would pass south of Fort Yukon and Anchorage. The copilot, who handled the airplane communications, acknowledged the AARTCC request and then turned the plane to the left ("left rotation") about 15 to a heading of 215. It was during this rum that Capt. Terauchi, sitting on the left side of the plane, first saw unidentifiable lights "ahead of the rotation."*2* (See Figure 1.) After the plane leveled out he observed "lights that looked like aircraft lights, 30 degrees left front, 2,000 feet below us, moving exactly in the same direction and with the same speed as we were." At that time the plane was flying at about 525 knots (nautical miles per hour) ground speed (972 km/hr or about 05 mph) according to the tracking dataP' Subsequently the speed decreased to about 500 kts. It is important to note the pilot's statement of his belief that the light* were 2,000 feet below him. He could not know how far below the lights were just from his visual sighting. (To determine the distance below he would have to know the exact depression angle and the distance to the lights.) Nevertheless his statement indicates that his sighting line to the lights had a noticeable depression angle (the depression angle is the angle below horizontal). At 35,000 feet the horizon distance is about 214 nm so the depression angle to the horizon is about 1.5, which is hardly noticeable. The pilot's statement therefore implies that the lights appeared below his horizon, i.e., between himself and the ground, thus ruling out any astronomical source for the lights. The captain's initial reaction to the lights was to ignore them "thinking probably they were special missioned aircraft* [sic] or two fighters,"**) probably military aircraft from one of the nearby Air Force bases (Eielson or Elmendorf). But "the position of the lights had not changed even after a few minutes and that called our attention."*3) The lights of these "two aircraft*" stayed at the left for a while and then the unbelievable happened.'6*

n mid-October 1986 Capt. Kenju Terauchi was exdted to learn of a special Japan Airlines flight from Paris to Anchorage and then to Tokyo. It was to cany a cargo of French wine. There would be an intermediate stop at Reykjavik, Iceland. When the flight began on November 16, he and two other JAL flight crew members were passengers. The plane landed in Iceland and waited for good weather. The next day the plane took off with Capt. Terauchi and his crew of two. They headed north. A bright moon helped with visibility for the night flight over Greenland, but as the plane continued over northern Canada the moon set behind them. When the plane reached a location called Shingle Point the sky ahead was dark except for an afterglow of sunset in the west. The piano reported its position to Edmonton Flight Control Center and continued on across the Canada-Alaska border, where it made history. Although this wasn't a routine flight, it certainly was not supposed to be a newsworthy event. But something happened over Alaska which caught the attention of the world and for several days in late December and early January 1987. Virtually every newspaper carried a story about what Capt. Terauchi and his crew saw over Alaska. This is the story of that sighting as told to the Federal Aviation Administration by the crew members and flight controllers on the ground.

Unidentifiable lights

t was about 11 minutes past five on the late afternoon of November 17 (local time), while Japan Airlines flight 1628 was high over the frozen northeastern part of Alaska, that Capt. Terauchi first realized that the lights to the left and below were unusual He had first noticed them about a minute earlier while his plane was turning to the left. After watching them for a short time he decided that they were lights of "special missioned aircraft* or two fighters" on some mission. He decided to ignore them. But "the position of the lights . . . . . * . jrf-T it j had not changed even after a r minutes and that called our few attention." The lights appeared to be traveling along with his plane.<ii2) At that time the Boeing 747 freighter was operating on autopilot and heading southwestward (a heading of about 215) at an altitude of 35,000 feet.B> The sky to the right had the afterglow of sunset, but ahead and to the left it was very dark. The Anchorage Air Route Traffic Control Center (AARTCC)

'Traffic in front of us"

,,. .t . . . JLt was about seven or so minutes since we began paying e~ i-v -o attention to the lights [when], most unexpectedly, two spaceships stopped in front of our face, shooting off lights. The inside cockpit shined brightly and I felt warm in the face." What the captain saw suddenly appear ahead of him and to the left is illustrated in Figure 2, which was drawn only a few hours after the incident, f71 He taw two pairs of nearly rectangular arrays of lights, one pair above the other. The pilot believed that the "two aircrafts"

I,

4 INTERNATIONAL UFO REPORTER M^O//X/>WL/SW7

that he had seen previously at the left had "immediately," apparently within a matter of seconds, moved from the far left to a location nearly in front of his jet. In his written testimony Terauchi has speculated that the "spaceships" fired jets to "kill the inertia [actually momentum] of their high speed maneuver." After this maneuver, from the left of the plane to the front, "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. [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 from left to right. Its shape was square, flying 500 feet to 1,000 feet in front of us, very slightly higher in altitude than us. Its size was about the same size as the body of a DC-8 jet, and with numerous exhaust pipes." In retrospect the pilot speculates that the "firing of the exhaust jets varied, perhaps to maintain balance. Some became stronger than others and some became weaker than others, but [they] seemed controlled automatically. "<a) At the time of this startling appearance the pilot "did not feel threatened or in danger because the spaceship 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." The pilot concluded that he had been looking at something realty unusual because, in his words, "it is impossible for any man made machine to make a sudden appearance in front of a jumbo jet that is flying 910 kflometers per hour and to move along in a formation paralleling our aircraft."^

After this sudden appearance in front of the jet the lights moved in formation with the jet for three to five minutes and then abruptly rearranged their orientation from one above the other to side-by-side. (See Figure 3.)f> The lights were like flames coming out of multiple rocket exhaust ports arranged in two rectangular arrays, according to the captain's drawings (Figures 2 and 3). He compared them to "output exhaust" like the "Challenger [as it took off]."(1) He described the colors 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 their arrangement] because it was so bright." However, "once the recoil blast stopped the speed was absolutely steady, not faster, not slower, and I could see them [the individual lights or exhaust ports] very clearly."*1) Besides the lights of the "exhaust ports" the captain also reported seeing "sparks, like a fire when using gasoline or carbon fuel." The copilot, Takanori Tamefuji, compared the numerous lights of flames to "Christmas assorted" lights with a "salmon" color.w He said, "I remember red or orange, and a white landing light, just like a landing light. And weak green, ah, blinking." The intensity wasn't constant but rather it pulsated: "became stronger, became weaker, became stronger, became weaker, different from strobe lights" which have very quick bright flashes. The lights were "swinging" in unison as if there were 'Very good formation flight...dose [formation]" of two aircraft flying side by side. He had no doubt that he was seeing some sort of aerial object or objects just ahead and to the left of the airplane. He compared the clarity of the lights to seeing "night flight

INTERNATIONAL UFO REPORTER MARCH/APRIL 1987 5

POTAT
PH A A f t T C C C O N T A C T S PLAN 90 nm fJOIlTIIEAST OF F T . Y U K O N . L E F T TURN D t a t C T TO TALKCETfM; INITIAL SICItTlKC .AT ACCUT & ; 1 0 Ptl

PLAIIE C A L L S REPORT AHEAD 40

ton

nm SOUTH

Oil A I R P L A N E

oit nocc
6

64

Figure 1: Flight track ofJAL1628 head-on traffic" at which time it is only possible to see the lights on the approaching aircraft and "we cannot see the total shape." Upon seeing the lights he first thought he was seeing "two small aircraft." But they were 'Very strange" because there were "too many lights" and "it was so luminous." Subsequently he had the feeling that "it was larger than normal aircraft." He thought the lights were "a little bit lower" than the altitude of the plane, while Capt. Tcrauchi recalled that the lights might have been a bit higher. Tamefuji pointed out that "it is very difficult" to judge the altitude of "head-on traffic." He summarized his impressions by saying, "I'm sure I saw something. It was clear enough to make me believe that there was an oncoming aircraft."*** Of course, these "aircraft" were not oncoming. Instead, they were matching exactly the speed of the 747 jet. According to the captain's drawing, the two rectangular arrays of lights associated with either of the "aircraft" were separated by a narrow rectangular dark area (see Figures 2,3,4). The copilot's drawing was similar.*9* The arrays were "swinging" or rocking to the left and right as if they were rigidly bound together and rotating back and forth about a central pivot point within the dark region/8* The flight engineer, Yoshio Tsukuba, who was sitting behind the copilot and thus had a poorer view of the lights than either the pilot or copilot, recalled that when he first saw them he was looking "through the LI window at the 11 o'clock position" (about 30 to the left of straight ahead) and he saw "clusters of lights undulating."110* The clusters were "made of two parts-shaped like windows of an airplane" (i.e., arranged in square or rectangular dusters). He emphasized that "the lights in front of us were different from town lights." He described the colors as white or amber. Apparently having clusters of blinking, undulating and rotating ("swinging") Lights nearly in front of their plane was too much for the crew. After discussing the situation over the next 60 seconds or so they decided to try to find out what was going on. Mr. Tamefuji, who was the 'Voice" of the aircraft, called the AARTCC. It was now about nine minutes since Capt. Terauchi had first noticed Lights on "two aircrafts" at the left of his plane and it was probably only about a minute after the "spaceships" had abruptly appeared nearly in front of the jet where they could be seen by the whole crew. At the time of the 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 and AARTCC 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 the first tape recorded statement above is erroneous, ort the part of either the copilot or the person who transcribed the conversations. Seven o'clock, which is a direction nearly 150 to the left of straight ahead, is nearly in back of the plane where the copilot could not see anything. Probably ihe statement should read "eleven o'clock above." It is interesting to note that the copilot used the term "above" suggest-

6 INTERNATIONAL UFO REPORTER MARCH/APRIL 1987

ing that the "traffic" was higher than his aircraft. This is consistent with the pilot's subsequent recollection that the "ships" were "veiy slightly 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 of us one mile about. At the time of the event copilot Tamefuji estimated the distance to the lights as being about one mile, which is quite a bit greater than the "500 to 1000 feet" that Capt. Terauchi recalled in his testimony written about a month and a half later/2* 5:19:49 AARTCC JAL162S, roger, do you have, ah, can you identify the aircraft? 5:19:58 JAL1628 Ah, we are not sure, but we have traffic in sight now. 5:20:04 AARTCC JAL1628 heavy, roger. Maintain visual contact with your traffic and, ah, can you say the altitude of the traffic? 5:2ftMJAL1628 Uh, almost*4) [at] the same altitude. 5:20:21 AARTCC JAL1628, roger. Would you like a higher or lower altitude? 5:20:27 JAL162S Ah, no, negative. JAL1628. About a minute elapsed and then the AARTCC tried again to learn the identity of the "traffic." 5:21:19 AARTCC JAL1628 heavy, see if you are able to identify the type of aircraft, ah, and see if 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 lights and, ah, strobe lights. 5:21:48 AARTCC Roger, sir. Say the color of the strobe 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 consistent with the subsequent testimony that the crew were seeing both steady (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 the color of "rocket exhaust" which is what Terauchi compared them to in his interview and testimony.*1-2* By this time the personnel of the AARTCC were aware of the JAL 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 to Alaskan Airlines Regional Operations Center should probably have been JAL ROC. Also, the Elmendorf (EOF) Regional Operational Control Center (ROCC) was not actually contacted until 5:23 P.M. After flying in a one-above-the-other orientation for several minutes the "two ships" changed their relative positions. The captain recalls, "the ships moved in formation for about three to five minutes [and] then the ships moved forward in a line, again slightly higher in altitude as [sic] we were, 40 degrees to our left. We did not report this action to the Anchorage Center. Honestly, we were simply breathtaken." (See figure 3.) At some time while the arrays of lights were ahead and to the left, Capt. Terauchi decided to take a picture of them. He asked Tsukuba to get the camera. This incident helped Tsukuba later to remember how long the lights had been in front of the plane. He recalled during the interview,*10) "I think I saw it for about 10 minutes after I sighted it the first time. The reason is because the captain wanted 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 10 minutes." When asked why the captain couldn't take pictures, Tsukuba responded, "Well, his camera is Alpha 7,000, with film ASA 100. He could not operate it welL I mean the operating procedure of the camera was not understood well." The captain recalls the attempt at photographing the lights as follows:*2* "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 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 began to vibrate and I gave up taking a photo. I placed my camera back in the camera bag and concentrated on observing the lights." After learning the color of the strobe lights, the AARTCC began to ask about flying conditions ("normal") and clouds ("oclow us"). It took from 5:22:11 to 5:23:05, or about a minute, for the AARTCC to get an answer about the clouds because of interference with the radio transmissions. At 5:22:41 the AARTCC told the plane the transmissions were "garbled" and asked it to change transmitting frequencies. In his testimony the pilot recalled the several requests for cloud altitude: "They also asked us several times if there were clouds near our altitudes [sic]. We saw thin and spotty clouds near the mountain below us, no clouds in mid-to-upper air, and the air current was quite steady."(3) The repeated questions about clouds caused Terauchi to wonder why the controller was so interested in clouds. He speculated, "Perhaps the controllers were concerned that an increased use of improved lazer [sic] beams using [illuminating] clouds was creating moving images." The pilot also remembered the communication problem: "The VHP communication(s), both in transmitting and receiving, were extremely difficult for 10 to 15 minutes while the little ships came close 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 minutes since the lights had appeared abruptly in front of the plane, and only a minute or so since the "ships" quickly moved away from the JAL jet, apparently in the direction of the "flat pale white light"^ which the captain described as like "two white fluorescent-like lights."*11) His drawing^ (see Figure 5) indicates that the lights were horizontally oriented and spaced apart, like two fluorescent tube lights with a large dark gap between them. At this time in the flight he could only see 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 if the white lights were something entirely different. (Later in the flight he could see the outline of a large shape connecting the lights. After seeing the outline the captain had the impression that the distant lights 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 for JAL1628. 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 to the 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 equipTjp to tnj5 time the AARTCC had not acknowledged the ment or the aircraft.'^ When he was interviewed the captain was detection of any anomalous target on the ground radar. Terauchi asked to describe the type of interference he heard. He described the recalled his feelings at the time: "We [had earlier) said we could see a interference 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 same sounded like zaa^aa"*1'. The communications capability, was he said, altitude and wondered if they could see anything on their radar. The two 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 at Bood5:23:19.) Copilot Tamefiiji recalled that, even though the lights were now farther away, the captain decided to "search the object by the Terauchi wrote/2' "I thought it would be impossible to find anything on an aircraft radar if a large ground radar did not show hortly 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] 20 clouds 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 object 5:23:13 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

Radar contact

radar.-w

5:25; 7 9 AARTCC JAL1628 roger. And I'm not receiving any radar replies. It was probably at this time that the "two ships" which had been quite dose to the plane since 5:18 or 5:19 P.M. suddenly moved farther away to the left. Looking to the left, the captain could now see that "there was a pale white fiat light on [sic] the direction where the ships flew away, moving in a line along with us, in [sic] the same direction and same speed and in [sic] the same altitude as we were."*2} About this time the AARTCC controller decided to find out if the Air Force at Elmendorf Regional Operational Control Center had anything on its radar. 5:23:35 AARTCC [To the ROCC] Could you look approximately forty miles south of Fort Yukon? There should be [JAL 1628] up there. Can you tell me [if] you see primary target about his position? It took the ROCC radar operator about two minutes to answer thequestion- In the meantime significant events occurred aboard the

"X *

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 the ground radar but it did not seem they could catch it at all."(2) During the January interview Terauchi recalled that the radar detection occurred about 15 minutes after he first saw the lights, i.e., at about 5:25:00 PM.<!> He was not far off. 5:24:50 AARTCC JAL1628 do you still have, ah visual contact with the, ah, traffic? 5:24:53 JAL1628 Affirmative. Also,<4> we [have] radar contact, ah...[unintelligible; broken transmission] 5:25;02 AARTCC JAL1628 heavy, roger, sir. I'm picking up a hit on the radar aproximately five miles in trail of your six o'clock position [behind the plane). Do you concur? FigureSA: Copt. Terauchi's November 17 drawing of two flat pale lights and 0* 'silhouette of a gigantic spaceship"

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 in 5:25:12 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 strange object."<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 like but 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 theradarscreen 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 oncoming but 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 to the same lights as the one [sic] I saw in front of us." Here the a conventional aircraft echo. engineer isreferringto the visual difference between the two bright ^ ^^^ ^^ fl picture of theradarecho 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 large whitish light of the "mothership." Tsukuba described this "second" dot ^ a ]ins through it suggesting that whatever was reflecting the light as 'Very difficult to see" and "Vague," although he did indicate radar ^quite ^e. In commenting on the echo the captain that 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 weak no problem with internal cockpit lights reflecting off the windows weather target ^^ as B cloud. The fact that the echo was green on since the internal lights had all been turned off (except dim instruAe radar screen led him to ask whether or not the "metal used in the ment lights). Tsukuba was sure that the "molhership" light was spaceship is different from ours.""> One might also speculate on the indeed 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 undetermined length of time, but probably for no more than several minutes. "While we were communicating with Anchorage Center," the captain said, the two pale white lights gradually moved to the left side and to [the] left diagonally back 30 degrees as if they understood our conversation and then when they were beside our aircraft [i.e., at about the nine o'clock position or 90 to the left] they totally disappeared from our radar. "^ This is to be expected since the forward-looking weather radar does not sweep left and right to angles larger than 90. While the "mothership" lights were dropping back to the left and the radar echo was going off the screen, the Air Force and the AARTCC were having their own radar detections. At 5:25:43, after spending about two minutes looking, the ROCC radar controller reported back to the AARTCC that he was getting some "surge primary return." By this he meant an occasional radar echo unaccompanied by a transponder signal. (A transponder is a transmitter on an airplane which sends out a coded signal in response to a signal from the 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 to keep a good trade on there and if you pick up a [transponder signal] and verify that you do not have any [military] aircraft operating in that area. J:25:J7 ROCC That is affirm [ative]. We do not have anybody up there right now. Can you give me the position of the primary you're receiving? 5:26:03 AARTCC "I'm picking up a primary approximately 50 miles southeast/'' But itfsW right in front of the [JAL162S]. Unfortunately the AARTCC controller did not say what the primary return was southeast of. He may have meant southeast of Fort Yukon, since it was displayed on the radar screen. At this time the plane was about 60 nm south southwest, relative to geographic north, of Fort Yukon. But with respect to magnetic north (which is used on air route maps), the plane was southeast of Fort Yukon. (The reason for this difference in direction is that in that area of Alaska magnetic north has a deviation of about 30 clockwise from true 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's got traffic at the same altitude [35,000 feet]. 5:26:18 ROCC OK. IVe got him about his, ah, oh, it looks like about, ah, 10 o'clock at about that range, yes. It appeared that the ROCC radar set was showing a "primary return" at the approximate location reported by the pilot. The AARTCC then asked the ROCC to check on any military flights in the 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." ROCC responded (5:27:53), "OK. WeVe lost contact with it now." The AARTCC controller then went on to say, "OK. We're not working that aircraft [meaning the unknown target] in the... [unintelligible]., well, the aircraft [JAL1628] still has visual contact only he can't identify the [unknown] aircraft. He believes it has white and yellow strobes." 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." In other words, there was no longer an unknown primary return on the ROCC radar display. During this conversation the flight was continuing along a straight line heading of about 215 (southwestward) toward Talkeetna. The unusual lights were at the left side. The captain recalled, "When they were in front of us they were position[ed] slightly higher in altitude than we were, but now they placed themselves slightly below the horizon where it was most difficult to see. The distance between us was still about seven miles to eight miles visually." The airplane radar no longer showed a radar echo since the lights were too far to the left.*75 Many minutes earlier, when the sighting began (about 5:10 P.M.),

Fort Yukon was at the right side of the plane. The captain recalled the lighting conditions of the sky at the time: "When we started to see Fort 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 (at arms length?) and gave a bit of light but the east was still pitch dark." A calculation of the angular elevation and azimuth of the sun shows that at the time of the sighting the sun was about 15 below the horizon, from ground level, and was at an azimuth of about 270, or due west. This would place it below the horizon and about 55 to the right of straight ahead of the plane. Thus the astronomical calculation shows that the captain was incorrect in referring to the sunset direction as "southwest" although. The calculation is, however, consistent with the claim of the captain and crew that the sun had set and that there was a thin reddish stripe just at the horizon to the right of straight ahead. Under these conditions the sky to the left of the plane would have been very dark, and stars would have been visible. The nearly full moon, which had lighted the sky while the plane was over Greenland, was now well behind the plane at an azimuth of about 50 and an elevation of about 10. Two planets were visible above the horizon in the southeast: Jupiter at an azimuth of about 140 and an elevation of somewhat more than 11 and Mars at about the same azimuth but only several degrees above the horizon. Jupiter was quite bright and 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 the aircraft and the ROCC had detected some "surge primary return" near the jet, the sun was several more degrees below the horizon, the sky in the southeast was darker and the plane was well south of Fort Yukon. The captain picks up the narrative: "Far in front of us there were lights increasing from the U.S. Military Eielson Air Force Base and Fairbanks." Each was about 40 miles away at this time. '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 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 the advantage of being on the dark side." That is, from the viewpoint of the supposed "mothership" the airplane was silhouetted against the light western sky, but the crew of the jet could not see the outline of the "mothership" because it was silhouetted against the dark sky in the southeast. The captain was able 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...perhaps four or five mountains away." He speculated at the time what these might be. He couldn't identify all the normal ground lights because "the flight above Alaska territory is generally in daytime and it is confusing to identify the kind of lights" on the ground. He finally decided that the lights were along the Alaska pipeline. Continuing his narrative, Capt. Terauchi recalled, "We arrived at the sky above Eielson Air Force Base and Fairbanks." (Actually, at this time, about 5:30 P.M., the plane was about 2p miles northeast of Eielson 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 reflections of internal lights.) "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.

10 INTERNATIONAL UFO REPORTER MARCH/APRIL 1987

'Anchorage Center. This is JAL1628 requesting a change of course to right 45.' It felt like a long time before we received permission."11) Actually it took only 15 seconds to get permission, as the take transcript of the AARTCC tape recording shows. But it did t longer 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 as necessary for traffic. 5:30:49 JAL1628 It's, ah, quite big... 5:30:52 AARTCC JAL1628 heavy, you're still broken.
,, . Figure 6: Captain's sketch of how objects moved with respect to the plane and how the radar echo appeared onihc weather record display. Radar target is in the lower left of ttte round display screen at about 7 nm range.

the captain hadn't seen the silhouette before. On the other hand, if the "gigantic spaceship" were below the horizon, it would not be The radar tracking data show that by asking for a heading of 240 silhouetted against the sky and the moon would be of little help since it was so low on the horizon. Perhaps what the captain saw was a Tamefuji was requesting a 60 turn to the right. At 5:31:08, about 50 reflection of the ground lights off the object and thus was able to see seconds after Tamefuji called for permission to turn, the plane began its outline silhouetted against a dark background. At any rate, he got to turn from its magnetic heading of 182( + /-1) degrees (about 215 the impression that the objea was very big, in fact, much larger than with respect to geographic north). By 5:32:08 the plane had settled on its new heading of 222 magnetic (255 true), a turn of 40, which is his aircraft. He could still see the horizontal pale white lights but he could also see other structure such as illustrated in Figure 5, made close to the 45 that the captain recalled but less than the 60 turn several hours after the event, and Figure 8, which he drew about a requested by Tamefuji. The captain's narrative continues after the right turn: "We month and a half after the event. Just after the plane turned to the right the AARTCC controller checked our rear (and] there was still the ship following us. This is called the Fairbanks Approach Radar controller to find out whether JAL1628. Again requesting for change course 45 to the right.' We or not the short range radar had a target near the Japan Air jet. The had to get away from that object. 'JAL 1628. This is Anchorage approach radar reported no target other than JAL1628. Center. We advise you, continue and take 360 turn.' 'JAL 1628, Just after the right turn the plane was flying on a heading of thank you. We will continue 360 tum."ta) about 255 (true) and was about 20 miles north of Eielson AFB and Unfortunately the captain was not entirely accurate in his recall 30 miles east of Fairbanks. At 5:32 P.M. the conversation between of these apparently frightening events. The AARTCC transcipt shows that there was no request for a second right turn. There was, the controller and JAL 1628 continued. however, a request for a descent in altitude from 35,000 feet to 31,000 feet at 5:32:07, followed by a request to turn to a heading of "two one 5.-J207JAL1628 JAL1628, ah, request descent. zero," i.e., about a 12-degree turn to the left, at 5:34:56. Later on, at 5:3637, the AARTCC controller asked the plane to make a 360 right 5:3220 JAL1628 JAL1628. Request three one zero. turn. But all of this is getting ahead of the story 5:32-25 AARTCC JAL1628 heavy, understand. Requesting Before continuing let us consider what the captain may have flight level three one zero. meant by his claim that he saw the "silhouette of a gigantic spaceship." The term silhouette is applied to a situation in whjch the 5:32:34 AARTCC JAL1628 heavy, your transmissions observer sees the outline of a relatively dark objea against a bright are broken. Say again. background, or vice versa. The location of the plane just before the turn was northeast of Eielson and roughly east of Fairbanks. East of Eielson there are no cities, just mountains. Looking behind and to the 5:32:39 JAL1628 Flight level three one zero. left, then, the pilot was looking away from city lights. This would 5:32:41 AARTCC JAL1628 heavy, descend at pilot discretion. mean that anything in the sky at an altitude close to that of the plane Maintain flight level three one zero. would not be silhouetted against a bright background unless the moon (on the horizon behind the plane) provided a bright enough 5:32:45 AL1628 Leaving three five zero to three one zero. sky. Perhaps this is what happened, in which case one could ask why 5:30:56 JAL1628 It's, ah, very quite big, ah, plane.

INTERNATIONAL UFO REPORTER MARCH/APRIL 1987 11

The tracking data show that the plane descended from 35,000 feet to 31,000 feet over the next four minutes, reaching the lower altitude when the plane was almost due south of Fairbanks and just before it entered the 360 turn (See Figure 7.) 5:32:58 AARTCC JAL1628 heavy, do you still have your traffic?

Ldt

In other words it appeared that the "traffic" had stayed in the same position relative to the aircraft and had descended with the . " M ^*wjuch <* *>ut 31,200 feefV(3). The AARTCC decided it was time to "test this unusual "traffic." 5:36:37 AARTCC JAL1628 heavy, sir, I'm gonna request you to make a right turn three six zero degrees, 360 degree turn and advise me what your traffic does then. 5:36:47 AU628 Right turn 360. The plane commenced the turn at about 5:37:15. The pilot, in his testimony written a month and a half later, recalled these events, although his recall of a second right turn was in error and he incorrectly placed the altitude descent after the turn instead of before it. In the captain's testimony, commencing just after the wrong statement about a second right turn, he has written, "We had to get away from that object. 'JAL1628. This is the Anchorage Center. We advise you, continue and take a 360-degree turn.' 'JAL1628, thank you. We wfl] continue 360-degree turn.' It was too slow to circle in the autopilot mode; therefore we 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." (Following these statements in his testimony the captain has recalled the descent from 35,000 to 31,000 feet, which he incorrectly placed after the turn. Actually the descent to 31,000 had been completed just before the turn. (See Figure 7.) While the plane began the turn the AARTCC conwnicated with the ROCC. At 537:23 the ROCC confirmed that no military aircraft 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 traffic appear 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 discretion proceed direct to TaDceenta, J125 [to] Anchorage. The "mothership" was behind and to the left before the right hand-turn. Therefore there were three possible results of the turn: (a) if the object remained stationary while the plane turned it would initially "disappear" behind the plane and then reappear nearly behind 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 much larger turning radius) of the turn made by the aircraft, it would stay at the left and be continually visible; and (c) if the object also made a right turn but trailed behind the aircraft it would remain invisible during the turn.

5:33:00 JAL1628 Still, ah, coming, ah, ah, right in formation, in, ah, formation. 3:33:07 AAKTCC JAL1628, understand.

A minute and a half went by, during which time the plane flew on a straight heading while decreasing in altitude. Then AARTCC decided 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. Your traffic is over Fairbanks at this time. 5:34:56 JAL1628 Affirmative..ah, request heading two one zero. 5:35:02 AARTCC JAL1628 heavy, roger. Deviations approved as necessary for traffic This portion of the transcript shows that the captain was incorrect in recalling a second right turn. Instead, the plane turned left about 12ADAo beginning at 535:09 and it continued to turn (see Figure 7) as if it were heading back in the direction of Talkeetna. By the time of the left turn the altitude had decreased to about 33,000 feet. 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 plane because at that time Fairbanks was still ahead and somewhat to the right (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 the Fairbanks approach radar again and once again the approach radar reported no target other than the JAL1628 itself. The copilot indicated that he wanted to resume his flight straight directly to Talkeetna. 5:36:12 JAL1628 Ah, Anchorage Center, JAL1628. Request direct [to] Talkeetna. 5:36:18 AARTCC JAL1628 heavy, cleared direct to Talkeetna 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

Rgure 7: Flight track 0/ML1628

The fact that it "disappeared" very soon after the plane started the turn indicates that the "mothership" did not make a turn on the outside of the turn of the plaj.c. On the other hand, the captain and copilot recall that they looked out the right hand side to see if it would reappear during the turn, but they did not see it. Therefore it may have trailed the aircraft during the turn. But it did not stay directly behind the aircraft after the turn because the captain recalled that after the turn had been completed and they were again heading southward "we" [the captain, since it was behind and to the left where only he only he see it] checked to our rear and "the object was still there in exactly the same place." The conclusion that the object may have trailed behind during the turn is consistent with a radar report made at that time. While the plane was turning, the ROCC confirmed an anomalous radar target in the vicinity of the plane. (Note: Many of the times given below do not agree with the times in the FAA transcript. This is because some of the transcript times are in error. The times given below agree with the FAA-supplied tape recording of the conversations 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 some other equipment here we have confirmed there is a flight size of two around [JAL1628J. One primary return only. 5:39:05 AARTCC OK. Where is, is he following him?

5:39:10 AARTCC OK. Standby. The use of the term "flight of two" indicated that, on the radar screen, JAL1628 had a companion. Moreover, it appeared to the ROCC that the companion was "following," that is, it was behind the plane. Soon after the ROCC confirmed a "flight of two," the AARTCC controller who was conversing with the plane at 5:39:04 reported: 5:39:10 AARTCC JAL1628 heavy, roger, at your discretion proceed direct [to] Talkeetna J125, Anchorage. [J125 is a flight route.] 5:39:15 JAL1628 [unintelligible] 5:39:23 AARTCC JAL1628 heavy, roger, sir. The military radar advises thay do have a primary target in trail of you at this time.

5:30:32 JAL1628 Ah, say again? JAL1628.

5:39:35 AARTCC JAL1628 heavy. Military radar advises they are picking up intermittent primary target behind you in trail, in trail, I say again. 5:39:47 JAL1628 I think so..<4> 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

trotler was occurring, another AARTCC controller was continuing to converse with the ROCC. 5:39:24 AARTCC OK. Do you want to, do you have anybody you can scramble up there or do you want to do

5:40:17 JAL1628 Negative. Negative. Capt. Terauchi's immediate reaction to the offer of military assistance was to decline it. In his testimony he recalled the event and explained his reaction:" MAL1628, this is Anchorage Center. Would you like to request scramble for confirmation?' [underlining in the original text] The Anchorage Center, this is JAL1628. We would not request scramble.' We turned down the offer quickly. I knew that in the past there was a U.S. military Tighter 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." Despite the immediate negative reply the AARTCC was persistent: 5:40:26 AARTCC JAL1628 heavy, sir, we do have military ah, at Eielson 40 miles away. I can put them up and let them check the traffic for you. 5:40.34 JAL1628 Roger. 5:40:35 AARTCC JAL162S9, roger. Would you like us to do that? At this point a military aircraft referred to as TOTEM, which was not a fighter aircraft but was already in the air, offered to check out the traffic. The transmission was somewhat garbled, however, and the AARTCC controller thought he was hearing JAL1623. JAL1628 was also confused momentarily. 5:40:44 TOTEM Anchorage Center, you have TOTEM 71 up here. We might be. able to get dose to him.

5:39:30 ROCC I'll tell you what. We're gonna talk to the liaison officer about that. 5:39:33 AARTCC OK. Uh, it's starting to concern Japan Airline [unintelligible] 1628, a 747. He's making a 360 now and it's still following... <4>6> 5:39:46 ROCC Where is this search return at, right behind him or where? 5:39:50 AARTCC Say again? 5:39:51 ROCC Ah, I'm gonna talk to my other radar man here has gotta, he's got some other equipment watching this aircraft. 5:39:54 AARTCC OK. 5:39:55 ROCC OK. We're going to call the military desk on this. At this point the conversation with the ROCC ended and the plane was contacted again. 5:40:10 AARTCC JAL1628, Anchorage request. 5:40:12 JAL1628 Go ahead. 5:40:13 AARTCC Roger, sir. Would you like our military to scramble on the traffic? "This is a silhouette of the ship we could see because of I the lights around Fairbanks." | 1 '

"This is the same size as an aircraft [carrier."

"1.5 to 2 times larger in size."

"Pale white light."

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 vicinity that we can, ah, check on the, ah, traffic with you. 5:41:07 JAL1628 Ah, [unintelligible] 162S. No radar traffic above. It was now one minute since the AARTCC had directed the plane to fly directly to Talkeetna. At that time, 5:39:10, the plane was about 1/3 of the way around the circle (See Figure 7.) Finally at 5:42:04 the plane responded. By this time the circle had been 3/4 completed. 5:4204 JAL1628 Anchorage Center, Japan Air 1623. Confirm direct to Talkeetna three one zero. 5:42:09 AARTCC JAL1628 heavy. Affirmative. Direct to Talkeetna and descend at pilot's discretion. Maintain flight level two five zero. 5:42:16 JAL1628 Ah, pilot's discretion. Two Five zero. JAL1628. 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 painting a primary, ah, by that JAL flight? 5:41:56 ROCC OK. Let me look at my other....

running around. We have got to arrive at Anchorage." At this point in his testimony the captain recalled the direction to proceed directly to Talkeetna. But he incorrectly remembered that the plane had initiated the request (the AARTCC initiated the request; see above). He continued, "We checked behind us again. The ship was in formation and ascending with us. We wondered and feared as to their purpose." The word ascending should have been descending (the plane never ascended during the sighting) and furthermore, it is in the wrong temporal location in the testimony because the descent occurred before, not after, the turn. His testimony continues at this point with his recollection of the query about a scramble of a military aircraft. But according to the transcript, the discussion of a scramble came before the plane completed the turn rather than, as the captain recalled, after the turn. About a minute and a half later the AARTCC decided to find out whether or not the traffic was still with the plane. 5:44:07 AARTCC JAL1628, sir, do you still have the traffic? 5:44:12 JAL1628 Ah, say again please. 5:44:13 AARTCC JAL1628 heavy. Do you still have the traffic? 5:44:17 AARTCC Ah, affirmative, ah, nine o'clock. Capt. Terauchi recalled the reappearance of the "mothership:" "We flew toward Talkeetna at an altitude of 31,000 feet. The spaceship was still following us, not leaving us at all." By this time the plane was completely out of the turn and headed toward Talkeetna. At about 5:40 a United Airlines passenger jet took off from Anchorage and headed north to Fairbanks. Several minutes later it reported being at 29,000 feet and on a 350ADAo (magnetic) heading. The AARTCC controller decided to ask the UA pilot if he could see anything behind the JAL flight. At 5:44:43 he called the UA pilot to say that the JAL flight was in his 11 o'clock position and 110 run north "and he has traffic following him, sir. It's unknown traffic...! want you to see if you see anything with him." The UA pilot said he would look when he got closer. The controller asked the JAL flight 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 planes would pass within five miles of one another. 5:46:48 AARTCC JAL1628 heavy. Maintain flight level three one zero. 5:46:54 JAL1628 JAL1628 (unintelligible) maintain three one zero. 5:46:59 AARTCC JAL1628, roger. I'm gonna have a United aircraft get close to you and take a look, ah, to see if he can identify your traffic. 5:47:06 JAL1628 Thank you. Several minutes later the planes were much closer together and closing on one another rapidly (the separation was decreasing at a rate between 15 and 20 nm per minute).

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 then possibly fell bade in-trail. However, I can't see him now. I can't pick him out. While this conversation was going on, the Capt. Terauchi was looking 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, same position. This statement, made while the plane was just coming out of the turn to head southward (see Figure 7), indicates, as described previously, that the "mothership" may have followed behind the plane. The captain remembers the events this way: "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

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'clock position 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 of your traffic. 5:48:34 JAL1628 Ah, now, ah, ah, moving to, ah, around 10 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 get far ahead. Of course the 10-mile distance was only the pilot's guess. He could not measure the distance because the airplane radar could not "see" back that far. The United pilot asked the AARTCC to have the JAL pilot flash the headlights on his aircraft so he could locate the plane. At 5:49:45 the JAL pilot did that. At this time the planes were about 25 miles apart. Terauchi says: "About the same time [the time his plane headed toward TaDceetna after the 360*0*0 turn] a United Airline passenger aircraft which left Anchorage to Fairbanks flew into the same air zone and began communicating with 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 31,000 feet, and therefore, United Airline should maintain 33,000 feet. [Actually the transcript shows that UA altitude was 29,000 feet.] It sounded as if Anchorage Center had the United Airlines aircraft fly above the spaceship. We were flying the east side of Mount McKinley. The United Airline's aircraft came close to us. The United Airline aircraft requested us to flash our landing lights for visual confiration and we both confirmed our positions visually. The United Airlines 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 left but the light of moon." When the planes were about 12 miles apart and still approaching one another, the UA plane reported seeing the JAL plane and nothing else. But by this time apparently the "mothership" had disappeared. 5:50:35 UA69 UA69 heavy. We've got the Japan Airliner insight. I don't see anybody around him. He's at his seven o'clock position, huh? 5:50:46 AARTCC UA69, that's what he says. JAL1628 heavy, 5:51:06 JAL1628 Just ahead of United, ah, [unintelligible] Considering Terauchi's later recollection that the object disappeared when the two planes got close to each other, it is interesting that the copilot used the word "distinguishing" and followed this with "I guess 12 o'clock below you." Previously he had used the word "distinguished" when he meant "extinguished" because the object had disappeared shortly after the 360 turn began (see 5:38:57 and 5:39:04 above). Apparently he meant "extinguishing" or extinguished at this time as well. Furthermore, if the object had been still 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 was relative to the UA jet. Thus it appears that the object/light had disappeared 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 crew members thought the UA plane was above their altitude. This is as the Captain subsequently remembered it. Perhaps they did not hear the controller tell the UA plane to maintain 29,000 feet. At 2:5132, after the planes had passed one another, the UA plane reported being able to see the JAL plane silhouetted against the sky. The captain could see the contrail as well as the plane but nothing else. The controller responded, "We got just a few primary hits on the target and then, ah, we really haven't got a good track on him ever," meaning that the radar never showed a continuous track of primary-only radar targets associated with the unusual "traffic." After the UA plane had passed the JAL flight at a point about 60 nm south of Fairbanks (see Figure 7 at time 5:50:52), the AARTCC requested that TOTEM also fly toward the JAL plane for a look. AARTCC then directed the JAL plane to descend and the plane 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 maintain ah, two five zero, so, ah, ah, I cannot, I couldn't see, ah UFO, over. 5:53:27 AARTCC JAL1628 heavy, understand. You do not see the traffic any longer, 5:53:31 JAL1628 Affirmative. During the next several minutes TOTEM viewed the JAL plane but couldn't see any other traffic. JAL1628 proceeded to Anchorage | and landed at 6:20 PM. The aftermath

say the position of your traffic now.

5:5052 JAL1628 Ah, now distinguishing, but, an, an, your, I guess, ah, 12 o'clock below you.

Because of the report of unusual traffic the crew was interviewed immediately by FAA official Jack Wright and then by agents James Deny and Ronald Mickle. Wright recorded the following information: . . . . .
I received a call from Dick Powers concerning a JAL flight which the CapL had stated he was being followed or shadowed. I observed the aircraft

16 INTERNATIONAL UFO REPORTER MARCH/APRIL 1987

land at 1820 hours [6:20 P.M.]. No other aircraft was noted. The B747 taxied into the international ramp area. I interviewed Capt. Terauchi and the crew of two. The captain stated that this was the first lime anything like this had happened to him. He slated that approximately five nm after passing the Canadian/Alaskan border at 35,000 feet something appeared five to seven nm in front of the aircraft. It had lights, four to five in a line [see drawings) and said it was bigger than they were [B-747]. At times the object would be to the captain's side of the aircraft [left]. Never the other side [right]. He referred to the dark side. After passing the Fairbanks area he requested to fly parallel to course and this was granted. When he turned to the right and flew parallel, the object was gone. [In all cases the weather radar was also used to identify the object and the five-to-seven nm distance was taken from the radar 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 Talkeetna area the object took off to the east and was gone. A United flight departed from Anchorage and was requested to check if they could see anything but it was gone before United got there. Nothing different with the cargo except some expensive wine. The captain and crew were shook-up but professional. James Deny interviewed the crew at JAL operations. Capt. Terauchi had asked 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 on to Tokyo. Capt. Terauchi and the crew were to be in Anchorage for days days before any additional flights. James Deny requested that the tapes and any other information be saved.('O)

. -v .. . T> ,j*-,, j i . Agent James Derry. n Both he and Ronald MickJe made notes. Agent * * ^ 14 Deny recorded the second interview as follows:* * "On November 171 responded to a call from the ROC reference an incident involving unidentified air traffic (UAT) following JAL flight 1628 into Anchorage. 1 asked Agent Mickle to meet me at Anchorage Airport. Upon arriving at the ANCI met Agent Mickle and Inspector Wright who had been at the aircraft. All three of us then proceeded to JAL operations to interview the crew. At JAL operations we met with (the crew] and Mr. Shimbashi, JAL operations manager at Anchorage. The three crewmen slated that just after passing POTAT intersection inbound to Anchorage on JS29 they observed strange lights ahead of their B747. These lights changed position after two minutes but remained in front of the aircraft for another 10 minutes, then moved to the left side of the aircraft. They stated that all they could see were the lights and at no lime could they see the craft. However, they did show an object 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 which changed position relative to one another. The crew said that they contacted AARTCC (and the AARTCC) confirmed that they also had it on radar. Near Fairbanks the crew executed a 360 turn and the lights stayed with them off of their left side. They then proceeded to Anchorage and the lights were still visible until around 40 miles north of Talkeetna when they moved away to the east. The crew reported their speed as 0.84 Mach and their altitude between FL390 and 310 as assigned along the course. The only problem with their systems was some static in the VHP receiver. The navigations system in use was INS with no apparent problems. Upon completion of my discussion with the crew I called Capt. Stevens, Duty Officer to NO RAD, and asked if he bad any questions other than what I had asked. He said he had no other questions, but they also showed two targets on radar (one was JAL). He slated that they would give all data to Intelligence in the morning. I then asked Bobby Lamltin by phone if the Air Force was holding the data and he said yes/10)

The sparse amount of information contained in this initial report indicates that Wright did not carry out an extensive interview of the pilot and crew. It also indicates that he did not learn exactly what happened probably because of a combination of factors: (a) his failure 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 translation). The failure to get the complete and exact story during the first interview was, unfortunately, repeated in the next interview by Special

Figure 9: Pilot's sketch of side and top views of a "spaceship." Lights were moving to left and right as indicated by arrows.

Special Agent Ronald Mickle recorded the second interview as follows:*14'

As per telephonic request from [Wright], the following are the events which took place on November 17, 1986 and were taken from my personal notes during the interview. [I went to the) Japan Airlines station office as instructed by the Manager (Deny). Myself [sic] and Jim Derry interviewed the crew of JAL Flight 1628, which reported the sighting of unidentified air traffic. The flight crew consisted of [Terauchi, Tamefuji, and TsukudaJ. Captain Terauchi stated the cargo only flight had departed Reykjavik. . ; . 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. The aircraft 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 a distance of aproximately seven to eight nautical miles for approximately 12 minutes. The captain stated the distance was indicated by the onboard Bend tx color radar. Captain Terauchi stated that while he had a visual on the UAT he spotted yellow, amber and green lights and a rotating beacon but no red lights. The captain said there were two distinct sets of lights, but appeared to be joined together [as fixed to one object]. Captain Terauchi ascertained through visual sighting and radar that the UAT was equal in size to a B747, possibly larger. Captain Terauchi stated that during the visual sighting the lights of the UAT changed from a horizontal position to a vertical position and had positioned itself in front of the B747 to the port side. The UAT stayed on the port side for approximately 35 minutes. Captain Terauchi uid he was communicating with AARTCC personnel during the bighnng The captain stated he requested and received permission to perform a 360 degree turn while in the vicinity of Fairbanks which he had a visual on Capiam Terauchi stated the UAT maintained its position on the port side during the turn. Captain Terauchi stated that visual sight of the UAT was completely lost approximately 40 nm north of Talkeetna, while continuing to Anchorage. [The captain] staled that there was static during VHP communications with the AARTCC, that there was erratic movement with lights of the UAT during the visual contact, that navigation was being performed by coupling of the onboard INS's, and that the AARTCC had indicated to him the presence of a primary target in addition to his aircraft. Through a confidential source at JAL it was stated to me that this is not the first sighting of an unidentified aircraft by Captain Terauchi/10)

A comparison of the above versions of the interviews shows that the 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 interviews. Furthermore, the interviewers had somewhat divergent opinions on what the captain told them. Part of this problem may have been, literally, in the translation (from Japanese to English), but part of the problem also is that different people react to and remember different elements of a story. It is unfortunate that the interviewers did not think to taperecord the conversations for later analysis but instead simply relied upon their recollections and their brief notes on what was said. Nevertheless, the basic core of the story is clearly expressed in these early interviews and thus they support the captain's subsequent more detailed testimony, written about a month and a half later. Particularly supportive of the Captain's later testimony were the drawings made during the interview with Deny and Mickle (Figures 2,3,5,6). They show how the lights appeared at various times and how the target appeared on the radar scope. These sketches, made only hours after the event, agree generally with the drawings that the captain made a month and a half later to illustrate the to illustrate his testimonial report (see Figures 4,8-11). These latter drawings were publicized in the news media. Figure 12 is Terauchi's map of the flight path and locations of certain events. The air traffic controller who was responsible for guiding the JAL flight recorded his recollections the next day, evidently without first listening to the tape of AARTCC tape recording of the events:*13'
During the period of 2030 UTC [universal time coordinated], November 17,1986, to 0430 UTS, November 18,19861 was on duty in the Anchorage ARTCC 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 Standard Time, November 17,1986]. At approximately 022SZ [5:25 P.M.] while monitoring JL1628 on Sector 15 radar the aircraft requested traffic information. I advised no traffic in his vicinity. The aircraft advised he had traffic 12 o'clock same altitude. I asked 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 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 make deviations as necessary for traffic Hie traffic stayed with JL1628 through turns 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 at which time I observed a primary target in the six o'clock position, five miles. I then vectored UA69 northbound to Fairbanks from Anchorage with his approval to see if he could identify the aircraft. He had contact with the JL1628 flight but reported no other traffic. By this time JL1628 had lost contact with the traffic. Also a military C-130 southbound to Elmcndorf AFB from Eielson AFB advised he had plenty of fuel and would take a look. I vectored him toward the flight and climbed him to Flight Level 240 [24,000 feet]. He also had no contact. I requested JL1628 to identify the type or markings of the aircraft He could not identify but reported white and yellow strobes. I requested the JL1628 to say flight conditions. He reported clear and no clouds. The phrase "single primary returns" [used above] is in reference to [a] target other than JAL and "the traffic" is in reference to the unidentified object/10)

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 American newsmedia afterword leaked out of Japan about the sighting. The first public mention of the sighting was in the Kyoda Press in Japan on December 29. The news story was based on information from the crew as well as the FAA in Anchorage. According to Public Information Officer Paul Steucke (in an interview with Walter Andrus of MUFON), "The first thing I got was a phone call from Kyoda News Service out of Japan. That was the day before Christmas, December 24. They sent a correspondent over and the correspondent said to me - you know that we've got some information on 'such and such.' Is it true? I said, well, yeah, and here's what we've got. On the 29th after the Christmas holidays that story must have been printed somewhere in Japan because United Press International picked it up. Japan picked it up. Then the United Press reporter over here asked me the same question and I told him the same thing." UPI reporter Jeff Berliner broke the story in the United States on December 29. Numerous newspapers reprinted the story and the FAA headquarters in Washington, D.C., learned about it from the press reports including the January 1 report in the Washington Post. When FAA headquarters called Anchorage for the full story, it learned that the radar data tape had been saved (which was unusual since usually the radar tapes are reused within 30 days after a use). [On January 1 the FAA re-opened its inquiry. Capt. Terauchi was interviewed on January 2 (1), at which time he supplied his written testimony (2). On January 4 the national press reported that the FAA had re-opened the inquiry and numerous news stories followed. The FAA released portions of the information as it became available through Mr. Steucke. Unfortunately the FAA did not have a complete and accurate story to report and consequently the early news stories contained errors. The most amusing of these was in the reported time of the sightings. For some reason someone had handwritten a note on the master copy of the first FAA release, which was a summary of the AARTCC tape recording. The note indicated that the events had begun at 6:19 P.M., even though the summary itself clearly said 0219 UTC which translates to 5:19 P-M. Alaska standard time. This time error was perpetuated in news reports even though the captain recalled the correct time and stated it during an interview with Larry King on January 2, While the press was having fun with the story, the FAA continued with its inquiry. The copilot was interviewed on January 5ro and the flight engineer on January 15<10>. A complete transcript of the AARTCC tape recording, although with some time errors, was completed on January 9 and the radar data tape recording was sent to a special FAA facility for analysis. The FAA announced that it would release the material it had collected after it completed the inquiry. January went by and then February with still no word from the FAA. But then, on March 5, the FAA announced the results of the inquiry. According to the press release the FAA "was unable to confirm the event."14 The event was unconfirmed because "a second radar target near the JAL flight at the time of the reported sighting

Although the Anchorage FAA alerted the the FAA Security Office in Washington, D.C., no further action regarding the reported traffic was taken. This is unfortunate since a careful debriefing at the time of the event possibly could have uncovered details which had been forgotten by the time the crew was interviewed in January 1987.

U INTERNATIONAL UFO REPORTER MARCH/APRIL 1987

was not another aircraft but rather a split radar return from the JAL Boeing 747." In other words, the FAA could not confirm the event on radar because the "traffic" or "primary return" reported by the controller at the time was merely an artifact of the radar set. Or so the FAA said. The press release did not mention that the "split return effect" was contradicted by the fact that the extra echo did not come back with every sweep of the radar and by a statement by an air traffic controller who said that they don't usually get a split image in the area that the JAL jet flew. The press release offered no explanation for the sighting, nor did it dispute the crew's claim that something unusual was seen. The March FAA release made a smaller splash in the press than had the original January release of information. This may have been because the media misinterpreted the FAA statement. For example, NBC News incorrectly reported that 'Terauchi'E crewmates were not sure that they had seen a UFO" and that the FAA "concluded a three-month investigation saying there is nothing to substantiate the pilot's story." The NBC story failed to mention that the copilot and flight engineer had independently confirmed the pilot's report of seeing numerous lights appear in front and to the left of the aircraft and that the airplane radar had picked up a large target in the same direction as the unknown lights.

The debunking that failed

. 4 , ,.. . . , ... .... crew reported. A small group of would-be debunkers did not exhibit , /J f, ., . such wisdom, however. Not content to wait for the complete release ... . , , _ . ,..!-, . of information on JanuaryM the Committee for Scientific Investiga22 t . n , /<-oT^.xxnv , B e lion of Claims of the Paranormal (CSICOP) issued a news release r A- _ r.i. r^cij-vMn . - * - - . * ,u i A- i findings of the [CSICOP1 investigation into the Japan Air Lines ci- .. 1628 ircU incident of November 10 inoitifi. release itself iito UFO -j I-VT i. 18, 1986. The i if Flight stated that "according to a leading UFO investigator" [Philip J. Klass] at least one extraterrLrial object was involveAe planet Jupiter, and possibly another-Mars." The press release asserted that at the time of the sighting (incorrectly given as as one hour earlier than it actually occurred) Jupiter was "extremely bright" at a -2.6 magnitude and would have been about 10 degrees above the horizon on the left side of the aircraft where the pilot first reported seeing the UFO. Mars would have been slightly lower and about 20 degrees to the right of Jupiter. The release contends, "Although the very bright Jupiter, and less bright Mars, had to be visible to JAL Capt. Kenjyu Terauchi, the pilot never once reported seeing either-only a UFO that he described as being a *white and yellow* light in his initial radio report to Federal Aviation Administration controllers at Anchorage."(10> The release could also have noted, but of course does not, that Terauchi also didn't mention to the controllers that he could see numerous stars in the sky, city lights on the ground and a glow of sunset in the west. The CSICOP explanation was based largely on the transcript of the AARTCC tape recording of the plane and air traffic controller. Apparently the pictorial information publicized in the news media was essentially discounted. The CSICOP analyst made a major error in not waiting for the release of the complete package of information compiled by the FAA. Had he waited he would have found that the

The FAA wisely decided not to try to explain what the air JL

entitled "UFO Mystery Solved."<15) The cover letter announced "the

publicized versions of the sighting were actually quite accurate in their descriptions of the lights, although they were far from complete, and the descriptions certainly rule out Jupiter and Mars as explanations for the reported lights, For example, because the analyst did not have the information package he did not know that the widely publicized drawings of the arrays of lights were more detailed versions of the sketches made by the captain only hours after event. Nor did he know that the other crew members, in separate interviews, supported the captain's report of seeing a multiplicity of lights appear in front of the plane and pace the aircraft for ten minutes or more. Nor did he know that the arrays of lights rearranged themselves from one above the other to side by side, a reorientation that Jupiter and Mars would have found difficult to do. Without the information package it was impossible to reconstruct from radar data the flight path of the aircraft. Without the flight path it was impossible to determine the exact heading of the aircraft, and therefore the directions that the pilot and crew were looking at various times, since they gave sighting directions with respect to the heading of the aircraft. Therefore the analyst might not have realized that just before the end of the sighting, when Jupiter was ahead of the plane and to the left (about at the 10 o'clock position), the UFO "mothership" was behind and to the left (at the seven-to-eight o'clock position). Although the CSICOP release discussed and rejected the FAA and Air Force radar detections, curiously it did not mention the widely publicized claim by the pilot that the airplane radar did detect an object at at about seven to eight miles distance in the direction of . .A-.,-* . . . . u u the UFO. Perhaps the analyst rejected . .. claim, but if.,he hadj this , . . .t .. . . ? * * * i . UL . JL waited for the FAA information package, he would have learned that .,...,. . . . ... j the other crew members also saw the radar image, In summary, the Jupiter-Mars explanation is contradicted by the sighting directions to the UFOs at various times, by the descriptions ._ - ,_ ... -? . . . L .. JL by the crew members of the colJeaions of UFO lights and by the . . "& j ^\T _, .-rt,. " ...,,.., . .... Had CSICOP waited until all of the informal was available **?** f he "V* would "<>' "* P"^*6 JuPlter , P^uon. In retrospect it appears that the CSICOP press release which was marked "FOR IMMEDIATE RELEASE" should have been marked "FOR PREMATURE RELEASE."<17>

Analysis
atu 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 the captain really see a "gigantic spaceship" or something else behind his plane? These questions cannot be definitively answered, but it is possible to rule out some conventional phenomena. To analyze the sighting it is best to divide it into four parts which follow the changing nature of the "unusual lights." First, the captain saw lights below and to his left just after the left turn when the plane was still northeast of Fort Yukon. According to the captain, the only thing that made these lights seem unusual is that they appeared to be pacing 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 accept the captain's initial identification of these lights as military aircraft if it weren't for the fact that only about IS minutes later the ROCC told the AARTCC that there were no military aircraft in the area around the JAL flight. Then, according to the captain, the lights which were initially below and to the feft moved rapidly to a location nearly in the front of, 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 seems inexplicable. The sighting cannot have been a hallucination by the whole crew. The lights could not have been stars or planets. These stars and planets were visible before the "ships" appeared in front of the plane and were still visible after the "ships" had moved away. There is no natural phenomenon that can account for the rectangular arrangement of lights in horizontal rows, for the occasional sparking, for the vertical rectangular dark space between the rows, for the reorientation of the pairs of arrays from one above the other to one beside the other, for the heat which the captain felt on his face, and so on. The action of ground lights or moonlight on clouds would create rather blobby dim light shapes that would be generally whitish in color, not distinct point-like lights that resemble the exhaust ports of a rocket. The only conventional light sources available to account for this part of the sighting are stars, planets, the moon and distant city lights on the ground. It seems inconceivable that these sources, separately or together, could explain the arrays of lights reported by the crew. The third part of the sighting occurred after the "ships" had departed and the captain and crew could see only two dim pale white lights at the left at the same time that they picked up an echo on the airplane radar. Although it is remotely possible that the radar could have had a temporary (self-repairing) failure which "created" an echo, it seems much more likely that there was some object out there. The captain claimed that the radar tilt control was set to horizontal This would imply that the radar target, at a distance of seven or eight miles, was at a considerable altitude above the ground. Even if the radar 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 ff f above the ground. For example, an object at a depression angle of ^ * ' . J offint v .. , be about 8600 feet lower than .k .1 .u ^the 10 and eight nm distant would i . i.-. A r.iu. 'hcnmr..! Even at a rfMc plane, or at an altitude of about 26,000 feet. .. .t depression n . . I J have been noticeable .to JL ~. . . 1.1 L , which surely would L k the captain, IUMIM.IV17 .nnnnr . u A -TV -. the altitude woud have been about 17,000 feel above ground. Thus it . .. . . . . . . .. , . . appears that the radar did detect something beside the plane about eight nm away and high above the ground. The fourth part is basically a single-witness sighting after the mothiiH.iwHiiiipi>ua u V -ft. -a. -B ership" lights drifted M M far back to the left that the other crew so *_ v .. , . _.. . . , t. .. . .. members couldn't see them. This part includes the discovery by the . . .. . . .. rTt. , . i .k *.kcaptain of a (noantic spaceship and the subsequent claim that this F . . , . . ,7 , jJ t ^^, J spaceship followed the plane around the 360 turn andL disapthen peared as the plane flew south before the UA jet got close enough to see it. Of course, if the captain's drawing of the object or phenomenon is correct, then there is no conventional explanation. But in view of the difficulty of seeing this thing and in view of the fact that the captain had already been been confronted by two "spaceships" almost in front of his jet, it seems at least plausible that he may have misinterpreted oddly lighted clouds which the crew had reported to be below the aircraft. Although the several ground radar returns

behind the jet were intriguing, the failure of the radar to show a continuous trade of some unknown primary target makes the radar confirmation ambiguous at best. Therefore it seems that, at the very least, the last portion of the sighting is not so convincing as the earlier portions. Even if one arbitrarily ignores that latter part of the "Fantastic Flight of JAL1628" one is still left with an intriguing sighting of the two "ships" which paced the aircraft. It seems, then, that the JAL1628 was accompanied during part of its flight by at least two TRUFOS (True UFOs).

Postscript
n January 11,1987, Capt. Terauchi had another sighting over 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 he thought he saw village lights that had been obscured by ice crystals in the atmosphere. The FAA "agrees with the Captain that the phenomena was most likely caused by ice crystals."041 On January 29, an Alaska Air Lines jet flying from Nome to Anchorage reported to the AARTCC "the sighting of unidentified air traffic on their onboard weather radar system." The crew reported, upon landing, that it had picked up a very rapidly moving radar echo which indicated that some object was moving at about five miles per second, 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 flying weather at 35,000 feet. The radar detection has not been explained/16*

Bibliography and footnotes

no Interview of Capt. Kenju Terauchi, January 2, 1987. During the . . . interview Capt. Terauchi reported two previous UFO sightings, inte _ _ ? t r ,v k- Aboutfiveyears before the present sighting he saw a "mothership" . . . _ , . . , . k * . shortly after taking off from Taipai, south of r . . u . -it . . "so . /. . . r, . . . Formosa, but was . J * __ weird I ignored it. Then he saw,'from his home dunng the daytime, ., . . _..* * . * ^ that continued for about ten minutes. This was, however, . "1 . . . , .. .,. . v. _ .w .u J^ thefirstsighting of unidentified phenomena by the other two crew ^k^.8^^ m the m Januaiyl987 Capt. Terauchi sighting which he reported and then explained. (Federal . . . 4J . . . file the . T 1628 Jl- \ Aviation Administration ,., on ... fJAL ^o sighting.) ... ... . _ ^ *;. (2) Wntten testimony of Capt. rv Kenju JTerauchi as received by the :,' ' A . . . FAA on January 2, 1987. A comparison of the transcript offthe . . r L /..._,*. conversations with the air traffic controller (ref. 4 below) with

...

. _

UFO BOOKS for sate. Send SASE for .list to: Tom Benson
P.O. Box 1174

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, accurately and that he confused the order of some of the events. The order of the events as presented in Terauchi's testimony has been modified somewhat in this presentation to make them agree with the order found on the air traffic control tape. (Terauchi's testimony is taken from the English translation of the Japanese original as found in the FAA file on the JAL 1628 sightings.) (3) Flight path as reconstructed from the radar data package supplied by the FAA (FAA file on the JAL 1628 sighting). (4) Information obtained from the tape recording of the communications 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 pilot recalled'2) that the plane first communicated with Anchorage at 5:05 P.M. He correctly recalled that the plane was asked to fly directly to Talkeetna and then take air route J-125 to Anchorage. (6) The order of events as presented here follows the order in the AARTCC transcript (ref. 11). The order of presentation in the captain's written testimony is somewhat different. It appears that he accurately recalled most of the events which make up the total sighting, but he did not always present them in the proper order. His presentation 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 the flight engineer and with the AARTCC transcript. It should be noted that the lights were first seen by the captain in a location to the left and below the plane where neither the copilot nor flight engineer would be likely to look. Whether or not the captain mentioned them

at that time is not known. But all three witnesses recalled seeing the lights remaining in front and somewhat to the left of the aircraft for a number of minutes and then seeing the lights return to the left side as far back as the nine o'clock position. After the lights dropped back farther than that, only the pilot was easily able to see them because of his position on the left side of the plane. Thus the sighting was basically a single witness sighting at the beginning and the end and a multiple witness sighting in the middle. (7) Notes made by Special Agents Jack Wright, James Deny and Ronald Mickle after the crew was interviewed just after the plane landed at Anchorage on November 17 (FAA Tile on the JAL 1628 sighting). (8) Interview of Capt. Kenju Terauchi by Dr. Richard Haines (private communication). (9) Information found in the January 5,1987, interview of Copilot Takanori Tamefuji. The difficulty in communicating through an interpreter is evident in the transcript of this interview. At one point the interviewer asked Tamefuji, referring to the arrays of lights ahead and to the left, "And you could distinguish these lights [sic] as being different from the star....?" Tamefuji's response is transcribed as "NNNooo ," which some might interpret as meaning that Tamefuji couldn't distinguish the lights from stars. But the interviewer immediately continued "....from the stars?" to which Tamefuji replied, "Different is fine." Subsequently Tamefuji made it quite clear that the lights were very different from stars (FAA file on the JAL 1628 sighting.) (10) Information found in the January 15,1987, interview of the flight engineer, Yoshio Tsukuba (FAA file on the JAL 1628 sighting). (11) Transcript of the conversations between the airplane and the

310

\
J

l-'H-l

*T"B*-I-

Figure 12: Copt. Terauchi's event map

22 INTERNATIONAL UFO REPORTER MARCH/APRIL 19S7

AARTCC and between the AARTCC and the Air Force Regional Operations Command Center (ROCC) (FAA file on the JAL 1628 sighting). (12) Interview with Capt. Terauchi published in People magazine, Januaiy 26,1987. (13) Personal statement by Carl Henley of the AARTCC, released by the FAA office oji December 29,1986. (14) "FAA Releases Documents on Reported UFO Sighting Last November" by Paul Steucke, Office of Public Affairs, Alaskan Region, Federal Aviation Administration, U.S. Department of Transport (March 5,1987). (15) "UFO Mystery Solved," a press release by the Committee for Scientific Investigation of the Paranormal (CS1COP), January 22, 1987 (Buffalo, New York). (16) This investigation of the JAL sighting was supported by the Fund for UFO Research.

(17) Klass no longer believes that Jupiter and Mars can explain the arrays of lights that appeared in front of the jet. According to a letter written by Klass, "A revised press release was issued at CSICOP's conference in Pasedena in late April, which indicates that I now believe the 'jet/rocket-engine' type UFO miinlly reported by Terauchi was a reflection of the full moon, almost directly behind the JAL and at an elevation of about 12 degrees bouncing off the spot clouds that he reported to be ahead and at or just below his own altitude (see transcript at 0222:16)." If Klass had read farther in the transcript, he would have found that Tamefuji actually reported, at 0223:05 or 5:23:05 P.M., that the clouds were below the altitude of the plane. There was some confusion at this point in the transcript because of interference with the transmission of signals. See the text for a more complete description.
(c) B. Maccabee, 1987

We're Going to Ruin the Ending: The Split-Radar Returns Did It

By KEN WELLS
Staff ncpnricrnfTiin WAI.I.STKKKT J I I U M N A I .

in the vicinity of the JAL jet were actually

"split-radar retUHlS"ShadOWS Of the

Publishers who sell paperback mysteries for $2.98 may be envious of the Federal Aviation Administration's regional office in Anchorage. Alaska. The office is offering a pricey mystery that's drawing a lot of attention-a $194.30 unbound collection of repons dealing with the celebrated sighting of a UFO by a Japan Air Lines pilot over the Arctic Ocean last Nov. 17. "We've sold 50 complete packages so far." and received about 300 orders tor portions, says Paul Steucke, an FAA spokesman in Anchorage. Glossy Color Photos In consideration of UFO-watchers whose resources aren't astronomical, the agency will sell separately any of the 20 items in the collection. These include a $50 cassette recording of the conversation between flight controllers and the JAL crew during the 50-minuie encounter, and a $56 set of glossy color photos of radar readouts. The prices are based on the cost of reproducing the materials. Orders continue to roll In despite the FAA's conclusion-in a separate report that costs nothing-thai it couldn't substantiate the sighting. Its technical experts in Atlantic City, N.J., said blips on a. radar screen that appeared to confirm an object

plane's primary echo, The conclusion was bolstered, says Mr. Steucke. by a report of a United Airlines pilot who, at the request of Anchorage flight controllers, flew near the path of the JAL jet at the time of the mysterious radar readings. He saw no other aircraft, The FAA normally doesn't get into either the UFO or the publishing business. But it investigated this incident because an aircraft might have ventured unreported into the airspace of the JAL cargo carrier, which was en route from Iceland to Anchorage, Mr. Steucke says. A Pilot's View And though the agency routinely makes certain reports available, it Has been as as mystified by the demand for its costly documents as some people are by the sighting itself. But the graphic testimony of Kenju Terauchi. the JAL pilot who reported the sighting, probably hasn't hurt sales, He told the FAA immediately after the incident that he had been followed by two strands of lights, pulsating with amber glows, and a huge craft that appeared to be a "mother ship." He later said the large UFO was the "size of two battleships" and appeared to be made by "a very high technology and intelligence."
Wall Street Journal. March 12,1987

INTERNATIONAL UFO REPORTER MARCH/APRIL 1987 23

ALASKAN AIR COMMANDPART 7

Isolated Alaskan Radar Provides Missile Warning, Space Track Data

CRAIG COVAULT/CLEAR AIR FORCE STATION. ALASKA '"Phe isolated U. S. Air Force ballistic 1 missile early warning system site here is providing a manned attack warning capability to back up missile warning spacecraft, and daily satellite tracking data to USAF Space Command. The Clear AFS BMEWS site is under the direct control of the North American Aerospace Defense Command and the USAF Space Command, and is supported by the Alaskan Air Command. The 11,000-acre Clear site is located on the northwestern flank of the Alaska Range, about 80 mi. southwest of Fairbanks. Considered an isolated duty station, it is operated by 450 personnel. The radar site is one of only a few facilities in the world where USAF and Canadian Forces controllers sit and actually watch radar screens to assess any potential ballistic missile attack against North America. The Clear radar data would help validate missile attack data from other, more automated sources,, such as the USAF Defense Support Program's infrared missile warning satellites in geosynchronous orbit. "The public wants a man in the loop for confidence in warning against attack, instead of just having a computer say something is happening," Lt. Col. James C. Phillips, outgoing commander of the 13th Missile Warning Sqdn. here, said. "Clear provides that manned backup." Lt. Col. Timothy McMahon is taking over command of the site. While dear's three 106.ft.-taU. 400-ft.wide antennas search for Soviet and Chinese ballistic missiles, the most immediate threat to the BMEWS facility here comes from reduced U. S. defense budgets and the sites' aging equipment. The Federal Electric Services, Inc. (FSI) Div. of ITT, which manages the Clear site, recently won a new three-year contract for management of the facility. A key element of the FSI proposal was implementation of a new manpower plan to reduce costs by $3 million per year The facility went into operation in about 1962, along with similar BMEWS sites at Thule, Greenland, and Fylingdales, England. The Thule site was upgraded to a phased array radar several years ago, and the Fylingdales site is about to be upgraded. Depending upon future defense budget and operational decisions involving arms treaties between the U. S. and Soviet Union, the Clear site could be given a phased array upgrade in about four years. The site functions like a small town, with its own coal-fired electrical power plant and numerous recreational facilities. The manning is divided among 125 uniformed Air Force personnel, 75 civil service personnel and 250 contractor personnel. Of these, about 80 mission-critical personnel are on duty 24 hr. a day and directly involved in ballistic missile warning and space track observations. Clear's radars send a 2,500-3,000-mi.long radar fence into the Soviet Union and toward China. During a missile attack, tracking data from the site would show the latitude and longitude from which a missile was launched, and also predict the U. S. impact point within about 2 mi. This attack assessment data would be important in determining a U. S. military response. In addition to missile warning and attack assessment, the site provides extensive space track data to USAF Space Command. USAF personnel here fall under management of the 1st Space Wing,

The cost-savings plan was important not only for FSI's contract win over Raytheon, but also in helping to keep the site open as a cost-effective operation, according to Alan G. Dion, FSI site manager. Several USAF officers said the Clear site is an important element in U. S. strategic deterrence, even though it is 25 years old. Its radars throw beams deep into the USSR. This extra element in warning capability directly deters an attack, officers here said.

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 Claar AFS, 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 COMMANDPART 7

Canadian controller who had the primary responsibility of verifying the accuracy of any missile warning data that might appear. The controllers must adjust their radars to prevent interference from the Moon and Earth's aurora, according to Capt. Scott Shepherd, chief of standardization/evaluation here. Display boards on the walls showed system status and data on simulated incoming missiles. DAILY EXERCISES The crews normally run three exercises a day to maintain their proficiency, and in an exercise observed by this editor, the team handled multiple system failures and a missile raid against the U. S. The exercise opened with the malfunction of a full transmitter building feeding the Sector- 1 radar watching China and' Sector-2, covering the central USSR. The combat crew worked with contractor personnel to switch to another transmitter building that would feed both the Sector2 and Sector-3 fans covering the USSR. They also had a 2-min. time limit in which to simulate configuring the 84- ft. dish antenna as a backup to watch the Chinese sector. The move was accomplished within 1 min. The Sector-3 radar then registered a scanner problem that killed its monitoring capability. Since monitoring the USSR is a higher priority than monitoring China, the crew simulated commanding the dish antenna from its role of backup monitoring of China to backing up Sector-3 monitoring of the Soviet Union. The crew commander also simulated calling the NORAD missile warning center to tell it thai a malfunction had occurred and what was being done about it. The crew simulated the clearing of interference off their screens. Snowmobiles running in the area around the site will sometimes cause such interference, forcing security police to ask the drivers of those vehicles to leave. After the malfunction training was complete, the team simulated a missile attack. A large group of radar targets began moving through the lower beams on fans covering all three regions. "Mass targets in No. 3 lower," the Sector-3 controller, Senior Airman Tena Buffington called out. Within 5 sec., the targets had disappeared. A few seconds later the same targets appeared again in the upper beams of the fans and more targets appeared in the Sector-2 lower fan. This indicated a multiple ICBM raid from both China and the Soviet Union was under way, and the missiles were climbing out of the lower beam into the upper beam in a trajectory toward the U. S. At about 45 sec. into the run, the display boards showed six unknown objects, and at about 1 min. into the run the first launch and impact point locations began to be printed out in the room. The crew commander began talking with the Missile Warning Center at Colorado Springs while the deputy commander called the contractor consoles to verify the validity of the data. The contractor engineers determined the data was not valid and the exercise was terminated. Electrical power for the entire radar site is generated by a large power plant adjacent to the tracker antenna. GOOD FOR FISHING The site can generate up to 22.5 megawatts, but normally runs at 7.8 to 9.6 megawatts. About 90% of that is used to power the radars, with the rest used for housing and utilities. The missile warning operations here are also good for the local fishing. Water that is used to cool the radar Klystron tubes is channeled to an Alaskan Fish and Game Dept. fish hatchery adjacent to the radars. The hatchery uses the warmed water to grow thousands of trout and other fish for release in Alaskan streams. D

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Circle 40 on Reader Card AVIATION WEEK & SPACE TECHNOLOGY/AuguSi 1. 1988 69

ALASKAN AIR COMMANDPART FIVE

Airborne Intercepts Bolstered With New Radar Data Links

CRAIG 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 surveillance N-'aircraft monitoring Soviet activity in the Alaskan Arctic and North Pacific is being improved with the addition of new airborne radar data links here to the North American Aerospace Defense Command's air defense center. Significant improvements to Alaskan Air Command ground-based radar and communications facilities also have been made. The NORAD Region Operations Control Center (ROCQ at Elmendorf AFB is about to be upgraded, enabling it to receive real-time data transmissions from Boeing E-3 AWACS aircraft operating in the far reaches of the Alaskan Arctic and North Pacific. This will give the surveillance and weapons control officers in the ROCC at Anchorage the same radar image available on the AWACS. The upgrade will enhance control of Alaskan Air Command F-15 intercepts of Soviet Bear bombers at increasing distancesa primary objective because of the growing range of cruise missiles carried by the bombers. It also will be useful in providing time-critical information to ROCC commanders on future Blackjack bomber intercept missions, which could occur at higher speeds and at ranges far outside that of ground-based radar. The data link will furnish more realtime information to the full NORAD battending to about 200 mi. from the coast. This is the maximum range of Alaska's ground based radars. The control facility is designated "Top ROCC," a reference to its location near the top of the world. It is in charge of U. S. air sovereignty and radar surveillance in an arc extending north and westward that roughly follows Alaska's border with Canada. The ROCC/AWACS data link capabilities are scheduled to be operational later this year. Until then, intercepts involving the E-3 will continue to use a "voice tell" technique to keep the radar plots in the ROCC updated on the course of the aircraft being tracked. This involves the E-3 controller frequently telling the ROCC controller the location and direction of the target aircraft. That information is manually entered into the ROCC's radar scopes to provide data on what is beyond the range of the ground-based radars. In addition to the new E-3 links, Alaskan Air Command has improved commu111

The control facility is designated 'Top ROCC,' a reference to its location near the top of the world

tie staffs at Elmendorf and NORAD headquarters, the latter of which is buried within Cheyenne Mt., Colorado Springs, Colo. The ROCC is in charge of all air intercept activity here. Without the E-3 link, it has had access only to real-time data ex-

AVIATION WEEK & SPACE TECHNOLOGY/July 11. 1988

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Al ASKAN AIR COMMANDPART FIVE

Airborne Intercepts Bolstered With New Radar Data Links

CRAM;

Map ihovi floslllontno ol Alaskan Air Command radara thai han h1 bn omradtd vttti long-rose FPS-117 irttaou rotor tin Seek Iglw program. outrol of U. S lighter and surveillance monitoring Soviet activiiy in [he Alaskan Arctic and North Pacific is being improved with the addition of new airborne radar data links here to the North American Aerospace Defense ComnuiidX air defense center Significant improteinenis to Alaskan Air Command ground-based radar and communications factlitiia also have been

Caircraft

ned by ihe bombers It also will be useful in providing time-critical information to ROCC commander; on future Bbckjack bomber intercept missions, which could occur at higher speeds and ai ranges far outside that of ground-based radar. The data link will furnish more realtime information to the full NORAD bal-

nudf

Tlie NORAD Region Operation'. Control Center (KOCC) a( Elmcndorf AHB is uhoul 10 be upgraded, enabling il (o reii-ivc real-tune d;na transmissions frn Hiving T-J AWACS Jircrjfi operiilmg ihu far rejdics of ihe AliihLin Arctic ,11 Ntirili I'iicitic. 1 Ins 'ill give ihe survc l.iricc and 'c.ipoiiN conirnl oiriccrs in 1 KOCC ji Anuliiirugi: Iht sjine ml.ir imjigt .nuilalilc -in ihe AWACS II10 upgrade will erilunce Cdrnrol of Aluskjii Air C'ininiaiid I : -IJ intercept of Snvit-i Hc,ir hoinbcrs a I increasing dislanciri:i pnnurj- objective bocjuso of the growing range of cruise ninsile* ear-

The control facility is designated 'Top ROCC.' a reference to iis location near the top of the world

lie sulT-, at Elmendorf .ind NORAD li&idquLiners, ihe l.iiter of uhicli is buncd within Chejcnne Ml., Culorado Sprmg\ Colo. The ROCC is in charge of all air intercept actnily here Without ihc li-J ImL. it ha* had access only to real-time data ex-

tending to about 200 mi. from the coast. This is the maximum range of Alaska's ground based radars The control facility is designated "Top ROCC." a reference to its location near ihe lop of ihe world Ii is in charge of U. S air sovereignly and radar surveillance in an arc extending north and CMuard that roughly follous Alaska's border with Canada The ROCC/AWACS data link capabililics are scheduled to be operational bier this jcar Unlil ihen. intercepts invoking ihe E-3 mil continue to use a "voice tell" lechniquc to keep ihe radar plots in the ROCC updated on (he course of ihe aircrjft being tracked Tins involves ihe E-J comrolkr frequently telling ihe ROCC corn toller the kvaiion and direction of the target aircrjfi. That information is niaiiuull; entered inio ihe ROCC's radar scope> 10 prnude djia on what is beyond the ranee of the ground-based radars In addition to the ne E-J links, Alaskan Air Command has improved commu' 11

AVIATION WEEK i SPACE lECHNOLOGV/Ju^ 11. 1968

pilots, and they have instilled in them a large devotion to duty He said neither of the other two crew members would have even suggested getting up to look. They would just continue monitoring their systems. Lear said an atomic bomb could've gone off out there, but the other two probably still would have waited to have a look until the captain told them to. RADAR 7) Concerning the two smaller objects not appearing on radar; they were probably too small, but most likely their curved cylindrical shapes represent those inherent to radarfoiling "Stealth" technology. Essentially, sharp edges, flat surfaces, and especially hot engine exhausts cause strong radar returns while curved surfaces do not. The giant UFO simply was too big to not show up at least periodically on the FAA, USAF, and 747 radars. The globe shape with no visible hot exhausts made it difficult to reflect radar beams. Together with modem radar-absorbent materials, the prospect of a strong radar image is made even more difficult. The transcripts also stated the color weather radar onboard the 747 showed the huge globe in green, symbolic of the weakest kind of reflection. Red would be the strongest. *

^* --. /%^^ * j f f ^j2^7-sjs5 &?f$&\?t3> ^ljfflb&ff^y'*~* y I W_^^="^ /^ ' ^f^*^~l^~^Sr g^f ^^^Tj\ ^^J ^ ^fc^^k 77 j^^'^'A /S8^r\v^!^^7 ^rf^^^^^W^'^f J^SnBlsJK^^ff'y r^M^USMaafl'--t Weather radar operates on a longer wavelength than air traffic control radar. Consequently, it doesn't have the capability of showing up ordinary-sized aircraft. It's function is to show large cloud masses in order to avoid rough weather enroute. Only those objects as large as a cloud would show up, aircraft carrier-sized, stealthshaped flying objects certainly being roughly of cloud size. If 747's carried air traffic-type radar systems capable of detecting small aircraft, we would already have the often-in-the-news elusive "collision avoidance system", only in the initial stages of experimentation. They only carry weather radars. 8) Klass claimed the reason for the radar image on the 747's scope was the radar refracted off one of the big

mountains below. Naturally most people know Alaska is full of tall mountains, including North America's tallest, Mt. McKinley at over 17,000 feet above sea level, so that explanation sounds logical. However, plotting the ^^~ ^'s coursc over a Sectional Aeronautical Chart showing contoured terrain reveals the majority of the terrain below the 747 during the time of ' ts S|9^tin9 *s 'ow- Thfi on'V mountain range crossed was about a hundred miles northeast of Fairbanks whose highest peaks rose to 5000 feet above sea ^^ Subtracting off the ground elevation left highest peaks only in the area of 4000 feet above ground level; hardly tali enough to have an effect on the 747's radar and clearly an explanation that stretches it badly, 9) I also read a newsclip quoting Paul Steucke, FAA Administrator, as saying he had gotten several letters advising the FAA how to scientifically interrogate the pilots, but he said he wasn't going to ask any scientific questions; that it wasn't FAA's responsibility to probe any further. It seems incredible to admit to the press that they weren't going to make an attempt to ask any really meaningful questions. I have tried to bring out only points I have not yet seen in print, with emphasis on refuting public statements made by Philip Klass.

KLASS CONCERNS
By Budd Hopkins
Budd Hopkins, a leading researcher in UFO abductions, is the author of Missing Time and Intruders. Dear colleagues: At some time in the past each of us has probably had the misfortune of encountering one or two UFO investigators who were simply incompetent ill-informed, filled with zany preconceptions, laden with theory, unable to read the evidence correctly. And when this has happened we have, I hope, done the only thing that these circumstances demand we have avoided that individual, refusing to allow ourselves to become entangled in any way. It should be clear to everyone by now that Philip Klass is such a man an incompetent investigator. We must recognize that fact and from now on decline to cooperate with him in any way. Klass has announced that he is writing a book on UFO abductions. Without any doubt a subject as complex as this demands thorough investigation, probing, face-to-face interviews, psychological testing and so on. In this arena an author will inevitably be judged by his investigatory methods, not his opinions. Now, a few months ago 1 appeared on the Oprah Winfrey television program with two women abductess, both of whom are intelligent people of good will. Philip Klass also appeared on this program, a circumstance which provided him with a perfect opportunity to research his
13

book by interviewing the two abductees. I was stunned when he made no attempt to do so either during or after the show. A woman in the audience stood up and began to recount her abduction experience, thereby providing our author with yet another opportunity for an interview after the program. He declined to do so and instead told the woman this: "Speak to Budd Hopkins." The implication was unmistakeable: Hopkins might actually interview people making this sort of claim, but he, Philip Klass, would surely not waste his time doing so. During the recent MUFON conference in Washington, D.C., Klass observed the panel on abductions and photographed each of the abductees as he or she spoke. One of these was "Kathie Davis," the central figure in my book Intruders, a work which Klass has said he is attempting to refute. Yet after the panel and for the entire next day he avoided asking so much as one question of Kathie or any of the other abductees who had spoken. So far as I know Klass has never conducted a single face-to-face investigative interview with any abductee, the individuals about whom he plans to write with authority. KLASSICAL METHODOLOGY His methods of investigation, however, are clear. He easily "solved" the Frederick Valentich disappearance over Australia's Bass Strait by simply announcing to Dr. Richard Haines, the leading authority on the case, that Valentich must have been a dope dealer who concocted his own disappearance and then stole the aircraft! Now Klass, so far as I know, never visited Australia. He never met or interviewed any of Valentich's family, teachers or colleagues, never, apparently, acquired any first-hand knowledge of the event before pronouncing such a scandalous "solution". There is precisely the same amount of evidence that Philip Klass is, say, a child molester, as there is that Frederick Valentich is a drug smuggler namely, none whatsoever. My analogy, of course, is designed to underline the gratuitous cruelty of such 14

off-the-cuff theorizing. For investigator Klass, interviews with men and women reporting abduction experiences are obviously irrelevant to a book on abduction experiences. The answer comes first, ready-made: since UFOs don't exist, UFO abductions can't exist either. Why bother looking into the reports when it is so much easier just to write a book denouncing them? According to Philip Klass anyone reporting such an experience is by definition either a liar or somehow mentally disturbed, so why trouble oneself by conducting an inquiry? If these points illustrate Klass's "investigative methods" and his ethical sensitivities, another well-known incident reveals his sense of fair play, When the University of Nebraska hosted a conference on unexplained phenomena in 1983, Klass phoned Robert Mortenson, the University's Director of Conferences and Institutes, According to Mr. Mortenson, Klass stated that many UFO investigators believed the U.S. government was not telling the truth about the UFO phenomenon. Therefore, Klass went on, by promulgating distrust of the U.S. government, UFO investigators were lending support to the Communist
movement! Klass's despicable tactic is

As a corollary, 1 would like to suggest to the many objective, nonfanatic, gentlemanly members of CSICOP that I will be pleased to talk to those among your membership who are genuinely interested in investigating the UFO abduction phenomenon, no matter what your preliminary hypotheses. Surely the majority of your members must disavow Philip Klass's behavior as strongly as we, from another point of view, would disclaim such unethical and mindless fanaticism emanating from one of our own. All of us, from whatever point of view, should welcome fair criticism and careful, knowledgeable investigation and condemn bigotry and intellectual intimidation wherever it occurs,
Lawrence Fawcott and Barry J.Grecnwood

INTENT
THEGOVERNMENTCOVERUP What does the government know about UFOs and why won't it tell us?
With a foreword by Dr. J. Allen Hynek

vintage McCarthyism, but apparently effective; The University of Nebraska had declined to host any more such conferences, SOLUTION The solution to our problem is now self-evident. Klass must be treated the way one treats any other grossly incompetent investigator. He must be totally ignored. The day after the Washington conference I made the decision that I will never again receive his phone calls and I will return his letters unopened. I will not appear with him on any television or radio program, I will simply treat him as someone with no competence to speak about UFO investigations. The sad truth is that Philip Klass is to UFO research as Lyndon LaRouche is to political discourse. Conspiracy-theorists, whose strange ideas are set in cement, just cannot be dealt with.

YEARS IS LONG
ENOUGH

the correct format of "an authentic Truman letter" which, according to Klass, would contain the name and address of the recipient in the lower left corner. The document, however, is not a "letter" but an executive memorandum, the style and format of which, according to one expert who claims to have handled virtually all of the unclassified and declassified Executive Orders from that era, "looks absolutely authentic." Indeed, nothing about this document suggests that it is not authentic-including the date of the , . .. , , memorandum and the typeface used. Moore, Friedman and Shandera say they have strong additional evidence concerning the authenticity of this memorandum and will publish it at a later date. A third item the debunkers attempt to explain away is the seven,,T ryv i n page Top Secret Eyes Only r s r ' Eisenhower briefing paper to which the Truman document was attached. Klass claims that it describes a 1947 UFO crash in New Mexico as if Eisenhower had never heard of it. That judgment cannot be reached on the basis of the data in the document, especially if, as r was the case, the primary custody of these materials resided with the Office of the President. Even if Eisenhower had been informed of the crash, he would not have known all the details. Eisenhower had already made a public announcement (with presidential r approval) in June 1947 (prior to the alleged crash/retrieval) that he would assume the presidency of Columbia University around the end of the year. The named members of the Majestic 12 group were all high-ranking scientists, intelligence officers, and technology experts. There is no reason at all why General Eisenhower, despite his many military achievements, would have been considered for membership in such a group. To suggest that the document is "phony" on this basis, instead of the basis of any mistaken information in it (of which there is none), is to engage, at the very least, in conclusion-jumping. ROSWELL INCIDENT The CSICOP press release also

does not mention the detailed investigation conducted well be/ore this document was either received in December 1984 or released. (The documents were sent anonymously to Shandera on 35mm film.) This effort by Friedman and Moore established, on the basis of interviews with nearly 100 different persons coupled with extensive travel, documentation and other legwork, that an unknown object with extraordinary characteristics had crashed outside Roswell, New Mexico, in July 1947; that an announcement to this effect was made by the . ., 4 government; that a cover-up was instigated within 24 hours of that announcement; that alien bodies were found; that material was sent to Wright Field in Ohio for analysis; and that civilians were debriefed and warned to change their stories to conform to official pronouncements. i . j. .j i i j . i Five individuate involved in the Roswell event, including the Air Force officer who led the original retrieval, have testified that strange symbols were attached to portions of the crashed vehicle. These symbols are mentoned in the MJ-12 document. Klass docs not mention that the 12 persons named as members of Majestic Twleve all had high-level security clearances and close interlocking of past activities. In summary, none of the many questions raised thus far concerning the alleged Eisenhower briefing papers ^ j r- rand accompanying documents leads inevitably to the conclusion that they are counterfeits. At least one former U.S. senator (and presidential candidate), Barry Goldwater of Arizona, has stated on the record that when he attempted to find out the truth about UFOs, he was "denied this request" and that the matter "is still classified above Top Secret." The senator said he had heard that a plan was underway to "release some, if not all, of this material in the near future." Mark Rodeghier, scientific director of the J. Allen Hynek Center for UFO Studies, made the following statement about ten M J-12 documents: "The Center for UFO Studies has not yet concluded that the documents from Moore and his colleagues are either authentic papers or a clever hoax. We,

in fact, are currently seeking an independent, unbiased, investigation of the documents' authenticity. We do claim, however, that no evidence (of which we are aware) exists that conclusively proves the documents to be false, and we encourage further investigation of these extraordinary papers."

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n

JAL: KLASS DISPUTED

By Lindy Whitehurst
I have been boking into the claims made by Philip Klass and comparing them to the transcripts of the pilots and to the FAA reports on the Japan Air Lines flight 1628 over Alaska. The following represents what I have found and what I have not seen in print. 1) Klass claimed Jupiter and/or Mars were in the precise direction of the two bright UFO's at the time of the sighting. Using my computer programs to reconstruct the location of the sighting (Alaska l a t i t u d e and longitudes), time, date, and directions of Jupiter and Mars, I have found large deviations from Klass's claims. At the initial sighting of the UFO, the JAL flight was at Longitude 144 degrees West and Latitude 67 degrees North about 2:14 am GMT or 6:14pm Alaska Standard Time. The pilot reported the UFOs at the 11 o'clock position while the 747 was on a course of 220 degrees southwesterly. The 11 o'clock position then places the UFO at an azimuth of 185 degrees (azimuth is measured from north at 0 degrees eastward with east being 90 degrees, south 180 degrees, and west 270 degrees). At that time, Jupiter was at Azimuth 141 degrees and Mars was at azimuth 159 degrees according to my computer program (program by Zephyr Services: oldest and most widely used amateur astronomer software). This means Jupiter was 44 degrees away from the UFO in an eastwardly direction and Mars was 25.5 degrees eastwardly of the UFO, both being a significant difference. As the 747 did a 360 degree turn over Fairbanks, it took up a heading of 200 degrees toward Anchorage. The 747's last sighting of the UFO came at 2:51 am GMT or 6:51 pm Alaska time. The UFO was described in the 8 o'clock position which translates to an azimuth of 75 degrees. At that time Jupiter was at azimuth 144.5 degrees and Mars was at 163 degrees. Allowing for the course 12 change and the westwardly motion of the planets during the ensuing 37 minutes, Jupiter and Mars moved 3.5 degrees westwardly while the UFO moved 70 degrees eastwardly! I saw many clippings from newspapers around the country accept Klass's Jupiter/Mars position claims without checking them out. Even the amateur astronomer magazine, "Astronomy," accepted the claim in a brief mention; examples of a gullible "take-it-at-face-value press" simply because Klass is a recognized quotable source. 2) The pilot described the two UFOs as of equal size and brightness. Jupiter at the time was at magnitude of2.1 while Mars was -KJ.2 (each integer of magnitude represents a difference of 2.5 times in actual brightness, therefore the difference in brightness between the planets was 5.75 times, with Jupiter being the brighter of course. 3) If Jupiter and Mars were putting on such a show, why didn't the United flight and the C-130 pilots see it also? Both planets didn't set until several hours later. It would be an odd coincidence for such an unprecedented "natural" atmospheric show to end in the two or three short minutes between the last sighting by the 747 and the initial sighting of the 747 by United Air Lines flight 69. 4) Klass claimed the JAL pilots were seeing the UFO while the United pilots could see the entire volume of airspace around the JAL and saw no UFO. He failed to mention the JAL pilots claimed the big UFO vanished shortly before the United Air Lines came into range, which timing can be verified with the FAA transcripts sold to the general public. REFRACTION? 5) Some newspapers published the pilot's sketch showing the two objects with the numerous individual lights arranged in rows and columns with a dark gap at each one's center, but most papers didn't. Klass claims Jupiter/Mars were at the right altitude to have been what the pilots saw as their UFOs. This intimates one or both of the planets refracted through the dense part of the atmosphere low on the horizon, causing them to appear to dance about, change colors and confuse the pilots. When stars and bright planets are near the horizon, this certainly happens, but they show up only as fuzzy, indistinct blobs. The key here is that the atmosphere acts as a lens when bright objects are low to the horizon and diverges the light, with the turbulent atmosphere causing them to move about erratically. However, the atmosphere does not have a second lens to focus the image to show any kind of structure at all, such as the distinct rows and columns of lights. Just to be sure, I asked a number of members of the Houston Astronomical Society, all with over 20 years experience observing, photographing, building, and selling telescopes whether it was possible for any low-horizon bright object to show structure through the dense atmosphere. All agreed, it just isn't possible. 6) Klass comments that only the JAL captain saw the huge dark globe and not the other two crew members. The dark globe was visible only from the captain's window on the left side of the aircraft. It did not fly in front of the cockpit as the two smaller objects did. At the Washington, D.C. MUFON symposium, a few of us were asking airline captain John Lear about that. One guy said if he'd been up there, he would certainly have gotten up to lean over the captain's shoulder and look out his window. I was wondering about that, too. Then John Lear told us we have to understand the oriental mind and their society's discipline. Those were JAL

That UFO wasjust old Jupiter

By Henry Gordon "^""^"^ (which was in the direction of Special 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 ^Tttotmber a story out of Alaska grabbed headlines across the continent and received major television and r a d i o n e t w o r k Lines 747 en route to Anchorage, reported an Unidentified Flying Object following his aircraft Indeed he d.l& seeing three of Photographed by his radio report which wouTd^mto7avec7rrob? Voyager I spacecraft. ;'My suspicionsi that this UFO m S rated the reports of Terauchi, an *0 risht ofJU ter TunitPr ' a bright celestial body experienced puoi, and his crew. -S VI P' - , . experieniea oilot ana nis crew -j^g pl]0t never rep0rted . seeing Dwererenortpri wina thp OD thatlor ji 0 t nprompted by the fact ecl fnr nhippt the The story was resurrected re- (hp,p n\anp^ ;n hi<: raHin rpnnrt in PJ P?Tl^ "?1^e J 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?llAn ,Admimsira ion Another clue was t h a t when s^nesxmport 10 theprobabU tvof contr?Uders at Anchorage. and just F]ighl i628 descended tn hp at Ihn to ine proDaoiiny oi He yel- the UFO still annparpri 4,000 feet, H strong support t seeing a "white an extraterrestrial object having repori fe h t " ini f ine uruiiiii appearea 10 oe ai me hPPn ^iohtpri low ngni. , , , , . . , , plane's altitude. At Jupiter's great Ma ny f WeU ne was n g n i o u i wnaine +he incident,he ^o^J^a''* .of would oroducp no annarpnt altitude wen, he was rieht But what he t K - ^ ! as carried by the distance this change in rhanpp didn'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?10111 of ?f P1de - when is the same effect one gets " *01 This 0 88 found 1 f th exTraterrestrial ODJGCI was ine tjuls wnra rnntrariirtpri hv AfIranJ ^J! ? ^ . " from a extra terrestrial bbiect wai the * ? were contradicted by a Iran- m o v i etching the moonalways -..4* .un. n .1 tails n g automobile. It script of the radio messages to seems lo be in thp wmp nlarp Philip Klass, for many years a FAA controllers while the incident ^Te claims of "adar sShlines AntsolcP Vnnn".^Um,pWeenk WaS l^*^ W* ^ ^reeLaymountainnin; tPrrain ran And Space Technology magazine rauchi had "forgotten" severa atine in explained Had rfope? and one of the world's leading UFO important details which had a ?c"!iiew"o^ investigators, went to great pains bearing on the solution of the case, ra d a r enerev bouncine off an airto investigate the Alaska claim, and had "remembered" some de^ c?aft fs" reffecled a Lond time His conclusions make more sense tails which did not occur - a com- from mountains. This is quite comthan the speculation about flying mon occurrence in eyewitness re- mon. In addition in this case a Sa A?r.f 4r * u irirn- -^ * countings. spurious echo appeared briefly beAt the time of the UFO incident For example, an important item fon<i the aircraft whereas the pilot the JAL airliner was flying south omitted was that another airlineer, rpnortpd thp HFO was in fmni nr in twilight conditions, so that an United Airlights Flight 69, heading to the left extremely bright Jupiter was vis- north to Fairbanks, was directed shnrtlv th^rpaftpr u / h i i P thp ible on the pilot's left, as reported, to the vicinity of Terauchi's Flight J$?L ^\\r^lr^a\^Q It was only 10 degrees above the 1628 by radar controllers to see if & *^e ! 1'LXr P } w&s Jn S horizon, which made it appear to it could spot the UFO. thp7aSr vwnl 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^ j ^ ^ H H^^^I^^B HF^ -"-^^H V --^^^fH M. ' ^^^H S S H S S r n S ^S^^ldnto.m ^lha\ area P ' J c a ~ - . *u 6r- 4 i s: ,>/lS ! Z^:'*"^ /^

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 CRESCENT FREDERICTON. NEW BRUNSWICK E3B2VI
CANADA
ps I agree
arcicle re the JAL cage

(506) 457-0232
Mr. James W. Moseley

lndeed

p orl!
STF

FOB 1709
Key West, FL 33041 Dear Jim: Rarely has the Intellectual bankruptcy of anti-ufology been more clearly demonstrated than 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 even viewed a slide of how Jupiter and Mars looked the night of the sighting. Some facts ignored 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 of Lime; that the primary UFO station kept with the 747 through an extended period of time and flight at different altitudes ; that the drawings made by the crew immediately upon landing show an object with a large sold angle not a point object. Jupiter and Mars fail all of these tests. In addition the pilot has more than 10,000 hours as a pilot and has been flying polar routes for more than 2 years. To suggest that he is unfamiliar with the planets in skies which are usually quite clear during long winter nights is patently absurd. Perhaps even more reprehensible is the fact that the pilot speaks rather j>oor English and is now stationed in Japan.!. Obviously he is not in a good position to sue Phil for the libelous or slanderous accusations which amount to suggesting total incompetence I 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 experience concerning perceptual skills spoke to the pilot through an interpreter with a PhD for three hours and came away completely convinced that Jupiter and Mars could not explain che case. It reminds me of Phil's investigation of the Roswell Incident. Despite the Cact that Bill Moore and I have talked to 91 persons involved in the case, Phil has talked to none and yet claims he has explained it away!! It is no wonder I was able to note more than 20 mistakes in his treatment in his last book-fantasy. Despite persistent claims on his part that no secrets can be kept from the Woodward-Bernsteins o Washington, DC , Press corps, he has still failed to provide a copy of even one o the more than 150 documents about UFOs that the NSA states it is withholding or even an unexpurgated version of the Top-Secret NSA affidavit! to a federal court judge j u s t i f y i n g Non-release. Incidently the interest in UFOs certainly seems to be very high. I spoke at 7 college campuses in 5 states and provinces in a one week tour. Many overflow and very enthusiastic audiences. Many friendly radio , TV, and newspaper interviews. My documentary movie"UFOs Are Real"has played in several cities (TV) including New York. Videotapes are still available (VHS-or Beta) for only $40. US for the 93 minute full color Hollywood production. Hopefully all will ignore the last 2 minutes about Billy Meier which I tried to keep from being included. Also I have been working full time on a study for Environment Canada on the use of electron beams for the treatment of powerplant flue gas to reduce acid rain. And I have started a new company SCAT Science and Technology Inc. to provide a unique Canadian service with regard to monitoring home radon levels. Busy tiimef. . . regards
Consultant Lecturer Autnor Broadcaster

USA

Feb. 14, 1987

Stan

Feb. 20, 1987

Dear Walter Andrus: How very sad that the passing years seem to have turned a once gentle, and gentlemanly, person like yourself into someone who is so very embittered and so very intolerant of views different from his own. To the best of my recollection, I have not levelled caustic barbs at you because of your belief in UFOs, either in my letters or in any of my book or articles. Nor have I levelled your repeated accusations of a "closed mind" on the issue of UFOs. I subscribe to and read The MUFON UFO Journal and to the International UFO Reporter. Do you subscribe to and read CSICOP's publication. The Skeptical Inquirer????? I am delighted that MUFON has seen fit to put out a press release challenging my own analysis, for that is the modus operandi of scientific methodolgychallenge and counter-challenge on scientific controversies. Unlike you, I do not reject dialogue with those whose views on UFOs {or other issues) differ from my own, even if I doubt that such dialogue will change their views. I enjoy having my views challenged, for it forces me to re-examine them more carefully. Finally, I shall study carefully your report on the JAL incident when I receive my February issue of The MUFON UFO Journal. Based on what you claim is a more thorough MUFON investigation, I assume that your published account will include the fact that United Airlines Flight #69 was vectored to the vicinity of JAL but could see NO UFO despite the fact that JAL reported the UFO was directly in front of United. And that the USAF C-130 flight crew also in the vicinity was unable to see the UFO that JAL was reporting. Unlike Capt. Terauchi, surely MUFON will NOT "forget" to include these all-important facts. With sincere hopes that your bitterness will subside and that your tolerance for the rights of others to their own views will grow, I remain,

Mutual UFO Network, Inc.

103OLDTOWNE ROAD SEGUIN, TEXAS 78155 U.S.A. WALTER H.ANDRUSJR.
International Director A Texas Non-ProfIt Corporation

Telephone:
(512)379-92)6

February 16,

1987

Pl AddreuReplyTo:

Mr. Philip J. Klass 404 "N" St. Southwest Washington, DC 20024 Dear Phil: Thank you for your "prosaic explanation" of the JAL 1628 sighting over Alaska on November 17, 1986. I could proceed to shoot down some of your points as totally inaccurate or twisting of the facts, however you have already made up your mind and committed yourself. I suggest that you will have to wait to receive the February 1987 issue 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 ignore when you repeatedly refer to "six-week old recollections of the pilot of JAL flight 1628; he remembered some colorful details;forgot several inportant events, etc." All three crew members were interviewed 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 full page report was made by Sam Rich, FAA controller on November 17 of the incident. Mr. Rich's report and Mr. Newberry's investigation confirm in writing exactly what tooK place. How can you as an "armchair Ufologist" sit in your apartment in Washington, D.C. and tell competent people in Alaska what they saw and ignore the facts to fit your own "prosaic explanation"? It is amazing that you know more about the sighting than the actual participants. MUFON submitted a News Release to Associated Press rebutting your incongruous 'claim that the pilot saw nothing more than the planet Jupiter and maybe Mars." In the past you hav.e come up with some wild stories to explain a UFO sighting "to your own satisfaction," however your ridiculous claims on this case have reached a new high in absurdity. To carry on a dialogue with you is utterly foolish, and I apologize for having done so in this brief correspondence. I shall not let it happen again. Your efforts to explain away something that does

MUFON UFO JOURNAL

The 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 what motivates you in this negative quest for the answers to the UFO phenomenon. Do not bother to answer since my time can be better utilized in constructive and positive investigation and research, Sincerely,

Walter H. Andrus Jr. P.S.: I have enclosed an appropriate Note Pad for you. WHA:vc

PHILIP J. KLASS
4O4 "N" ST. SOUTHWEST WASHINGTON. D. C. 2OO24 12O2) 594.S801

Feb. 10, 1987

Mr. Walter Andrus, Jr.

MUFON 103 Oldtowne Road Seguin, Tex. 78155 Dear Walter: This is in response to your recent comments on the results of my investigation into the Nov. 17, 1986, UFO report by a Japan Air Lines 747 pilot. I regret that the AP account of my findings as published in the San Antonio Light was a much abbreviated version of my report submitted to and released by CSICOP. I therefore enclose a copy of my original, submitted to CSICOP before departing on my ski vacation, in the hope that you might find some of the newly revealed details of interest. Especially the fact that United Airlines Flight 69 and an Air Force C-130 both were vectored to the vicinity of the JAL 747 and neither could see the "UFO" being reported by JALfor reasons explained in the report. Reference your unwillingness to participate in my UFO survey, that is your inalienable right and will be so noted in whatever I write. Sincerely,

f
PHILIP J. KLASS
4O4 "N" ST. SOUTHWEST WASHINGTON. D. C. ZOO24

< 2 O 2 > DD4.BQO1

Feb. 10, 1987

M r . Walter A n d r u s ,
MUFON

Jr.

103 Oldtowne Road Seguin, Tex. 78155 Dear Walter: This is in response to your recent comments on the results of my investigation into the Nov. 17, 1986, UFO report by a Japan Air Lines 747 pilot. I regret that the AP account of my findings as published in the San Antonio Light was a much abbreviated version of my report submitted to and released by CSICOP. I therefore enclose a copy of my original, submitted to CSICOP before departing on my ski vacation, in the hope that you might find some of the newly revealed details of interest. Especially the fact that United Airlines Flight 69 and an Air Force C-130 both were vectored to the vicinity of the JAL 747 and neither could see the "UFO" being reported by JALfor reasons explained in the report. Reference your unwillingness to participate in my UFO survey, that is your inalienable right and will be so noted in whatever 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 which an Unidentified Flying Object reportedly paced a Japan Air Lines 747 enroute to Anchorage, Alaska, for nearly 40 minutes on Nov. 1%, 1986, reveals that at least one extraterrestrial object was involvedthe planet Jupiter, and possibly anotherMars. The investigation was conducted by Philip J. Klass, an internationally recognized skeptical UFOlogist and chairman of CSICOP's UFO Subcommittee. His investigations have yielded prosaic explanations for many famous UFO cases during the past 20 years. At the time the UFO incident began near Ft. Yukon, the JAL airliner was flying south in twilight conditions so that an extremely bright Jupiter {-2.6 magnitude) would have been visible on the pilot's left-hand side, where he first reported seeing the UFO, according to Klass. Jupiter was only 10 degrees above the horizon, making it appear to the pilot to be at roughly his own 35,000 ft. altitude. Mars, slightly lower on the horizon, was about 20 degrees to the right of Jupiter but not as bright. Although the very bright Jupiter, and less bright Mars, had to be visible to JAL Capt. Kenjyu Terauchi, the pilot never once reported seeing eitheronly a UFO that he described as being a "white and yellow" light in his initial radio report to Federal Aviation Administration controllers at Anchorage. Many of the colorful details of the incident carried by the news media, largely based on the six-week old recollections of the pilot of JAL Flight 1628, are contradicted by a transcript of radio messages from the pilot to FAA controllers while the incident was in progress. For example, news media accounts quoting the 747 pilot said that when he executed a 360 deg. turn the UFO had followed him around during the turn. But this claim is contrary to what the pilot told FAA controllers at the time. During the pilot's media interviews, he "remembered" some colorful details which did not really occur, judging from his earlier radio reports to the FAA, and Terauchi "forgot" several important events that would challenge his claim of being paced by an unknown craft. For example, that another airliner. United Airlines Flight 69, heading north from Anchorage to Fairbanks, had agreed to deviate slightly from its course to allow FAA radar controllers to vector it to the vicinity of the JAL 747, while maintaining

safe altitude and distance separation, to see if the United crew could 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 10 miles distantwhich was in the direction of Jupiter. At roughly 4:50 p.m., the United pilot reported he now could see JAL but a short time later the United pilot said: "I don't see anybody around him." Shortly afterwards, the JAL pilot reported that the UFO now was "just ahead of United" which is where Jupiter would appear to be from Terauchi's location. The United pilot would not notice Jupiter because it was to his right while his attention was focused on JAL which was to his far left. Shortly afterward, the pilot of a USAF C-130 transport in the area volunteered to be vectored to the vicinity of the JAL airliner to see if he could spot any object near the airliner. The C-130 crew readily spotted the JAL 747, but they too could not see any object in its vicinity. "This is not the first time that an experienced pilot has mistaken a bright celestial body for a UFO, nor will it be the last," 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 star Capella. In this case, as with the recent Alaska incident, a radar operator reported briefly seeing an unknown blip on his radar scope. During World War II, B-29 pilots flying at night from the Mariana Islands in the Pacific to bomb Japan reported being paced by a mysterious "ball-of-fire" which B-29 gunners tried, unsuccessfully, to shoot down. Some Army Air Corps intelligence officers suspected the object was a long-range Japanese aircraft equipped with a powerful searchlight, to illuminate the B-29s so they could be attacked by fighter aircraft, but such attacks never materialized. Finally, the mysterious glowing object that seemed to pace the B-29s was identified. It was Venus, which was particularly bright at the time. More than 25% of all UFOs reported during a 15-month period to the Center for UFO Studies (created in 1973 by Hynek) turned out upon investigation to be a bright planet or star. Some eyewitnesses reported that the celestial UFO "darted up and down," or "wiggled from side-to-side," and a variety of shapes were described. In the Capt. Terauchi*s recollected account to the media six weeks after the incident, he described seeing two small UFOs in addition to a large one. But the transcript reveals that the

pilot only briefly reported seeing two lights, not three, and thereafter he referred only to one in his radio communications with FAA controllers. News media accounts of the UFO incident stressed that one unidentified object had been detected by a USAF radar in the vicinity of the 747's "blip", which seemed to confirm the pilot's visual sighting. However, radars operating in mountainous terrain such as that where the UFO incident occurred can receive spurious echoes when radar energy bouncing off an aircraft is reflected a second time from mountains and snow-covered terrain. When the pilot first reported seeing the UFO, FAA traffic controllersever concerned over the risk of a mid-air collisionrequested that radar controllers in an Air Force Regional Operations Command Center examine their displays to see if they could spot an unknown intruder. A radar operator there spotted something, but was unsure whether it might be a spurious echo. However, the echo appeared only briefly and was behind the 747 whereas the pilot had reported that the UFO was in front or to the left of his aircraft. Later, as the JAL 747 came within range of an FAA radar at the Fairbanks International Airport, a radar controller there was asked if he could spot another object in the vicinity of the airliner. Although the JAL pilot still was reporting a UFO, the controller replied that there were no unknown blips in the vicinity of JAL 1628. On Jan. 11, the Capt. Terauchi again reported seeing a UFO while flying in approximately the same part of Alaska. But after an FAA spokesman in Anchorage suggested that this UFO might only be lights from a distant village bouncing off clouds, the JAL pilot acknowledged that this could explain his second UFO sighting. The transcript of radio communications during the Nov. 18 incident indicates that there were broken clouds at or below Flight 1628fs altitude, which may help explain Capt. Terauchifs mistaking Jupiter for a UFO. Even a scientifically trained former Navy officer, who would later become President, once mistook a bright planet for a UFO. The "victim" was Jimmy Carter and the incident occurred about 7:15 p.m. on Jan. 6, 1969, following his talk to the Lions Club of Leary, Ga. As Carter later recalled the incident, he spotted the UFO in the west at an elevation he estimated to be about 30 deg. An investigation conducted by Robert Sheaffer, vice-chairman of CSICOP's UFO Subcommittee, was complicated by the fact that Carter had recalled an erroneous date for the incident. Once Sheaffer managed to determine the correct date, he found 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. Stephenson, of Case Western Reserve University, in Cleveland, for their valuable assistance in computing the positions and bearings of bright celestial bodies relative to the 747 airliner at the time of the incident. "My suspicions that this UFO might be a bright celestial body were prompted by the fact that the pilot reported seeing the object for more than 30 minutes," Klass said. "Past experience has shown that when a UFO remains visible for many minutes, it almost always proves to be a celestial object." Another clue was the fact that when Flight 1628 descended 4,000 ft., the UFO still appeared to be at the airliner's altitude. At Jupiter's great distance, a change of 4,000 ft. in aircraft altitude would produce no noticeable change in the planet's apparent altitude. Klass, who was a senior editor with Aviation Week & Space Technology magazine for nearly 35 years until his partial-retirement this past June, as been investigating famous UFO cases as a hobby for more than 20 years. His most recent book on the subject is "UFOs: The Public Deceived," published by Prometheus Books, Buffalo, N.Y.
30

Mutual UFO Network, Inc.

103OLDTOWNE ROAD SEGUIN, TEXAS 78155 U.S.A. WALTER H. ANDRUS, |R. International Director A Texas Non-Prof it Corporation Telephone: (512) 379-9216

Please Address Reply To:

NEWS RELEASE

A professional astronomer for the Mutual UFO Network has challenged 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 JOURNAL
The 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 simultaneously on the aircraft's radar. If it is assumed that the blip

was not a false weather target, planets do not show up on radarscopes. 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 interviewed 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.

JAL pilot spotted Jupiter, not UFO, investigator says

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NEW YORK - A Japan Air Lines pilot who claimed to have seen a U ^ alongside his airplane in November was seeing an unusu ally bright image of Jupiter and possibly Mars, an investigator said Tuesday. Philip J. Klass said astronomical calculations show that on Nov. 17. the night of the sighting, Jupiter was extremely bright and was visi ble precisely where the pilot reported that he saw the UFO. Mars was just below and to the right of Jupiter, and may explain the pilot's initial report that he saw two lights, Klass said. Klass, an editor with the magazine Aviation Week and Space1 Technology and a long-time investigator of claimed UFO sightings, said the pilot's claims that the ob ject followed him as he made a 360degree turn are contradicted by what he told flight controllers. Klass' report was issued by the Committee for the Scientific Investigation of Claims of the Paranor ma! in Buffalo, N.Y., an organize lion of scientists. "This is not the first time that an experienced pilot has mistaken u bright celestial body for a L'FO, nor will it be the last." Klass said.

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NEW YORK (AP) A Japan Air Lines pilot who claimed to have seen an unidentified flying object alongside his airplane last November actually was seeing an unusually bright image of the planet Jupiter and possibly Mars, an investigator said Tuesday. Philip Klass said astronomical calculations show that on Nov. 17, when the pilot claimed to have seen the UFO, Jupiter was extremely bright and was visible precisely where the pilot reported that he saw the UFO. Mars was just below and to the right of Jupiter, and may explain the pilot's initial report that he saw two lights, Klass said. Klass, an editor with the magazine Aviation Week and Space Technology and a longtime investigator of claimed UFO sightings, said the pilot's claims that the object followed him as he made a 360degree t u r n are contradicted by what he told flight controllers. John Leyden, a spokesman for the Federal Aviation Administration in Washington, quoted from a summary of conversations between the pilot and ground controllers in w h i c h the pilot reported losing sight of the object after completing his turn. The object reappeared a few moments later, according to the FAA summary quoted by Leyden. The pilot. Capt. Kenjyu Terauchi, was over Alaska en route from Europe, via Iceland, to Tokyo when he claims to have sighted the object. Paul Steucke, a spokesman for the FAA in Anchorage, said that Terauchi told FAA officials in an Interview that the object stayed with him as he turned.

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NEW YORK (AP) - A Japan Air was -over Alaska enroute Unes 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 for was actually seeing an unusually FAA In Anchorage, said that Terauchl bright Image of the planet Jupiter and told FAA off idala In an Interview Uiat pouibly loan, an investigate* said the object stayed ' with Urn 's he Tuesday. '' ' - -1"' "' " turned. ' . , - ' . " . ( ' Philip J. Klass said astronomical Steucke said the FAA would be calculation* show that on Nov. 17,' releasing 'the results of its own when the pilot claimed to have teen tavesUgaUonrnmid-February. the UFO, Jupiter was- extremely ' According to Klaas, who reviewed a bright and was visible precisely complete copy of the transcript the where the pilot reported that he 'saw pilot never reported seeing Jupiter or the UFO. ' ' ' " ' ' ', '.; rl ' Mara, even though they were idearly 1 Man was Just below and to the visible.' ' ' ' ' right of Jupiter, and may explain the - Klass's report was issued by the pfloTs initial report that hfi saw two' Committee '- (or the 'Scientific fights, 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 who and a low-time Investigator til Investigate claims of UFO sightings, claimed UFO sightings, 'Mid -the ESP occurrences and other lihpalled pilot's claims that tbe'objetfe followed paranormal phenomena. himashemateaSSOHiegreetuznare Klasttw|ipheadstbeorgaalaUon>B contradlctfld by what he told flight UFO wbopmmitu*, is the.autbor of oontroUersatthfttlme i "UFO*: Tfee Public Deceiyed.1' John Leyden, a spokesman for the Morris Simopcelll, a spokesman for Federal Aviation Administration * to Japan Air Unes in New York, said, Washington, Quoted from a summary "We have no position on this a| the of coavenaUoaj between the pilot airline. Tbe captain said he saw

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