Earth (33 page)

Paul LaViolette also learned from Tom about rumors indicating that the world's first satellite was launched, not by the Soviet Union in 1957, but by the United States in 1948, using a modified V-2 rocket. He also indicated that, independent of NASA, the U.S. Air Force has its own shuttle fleet, allegedly launched from Johnston Island AFB in the Pacific Ocean (717 nautical miles, or 823 statute miles, west-southwest of Honolulu). From 1976 to 1978, while working for the Air Force, Tom learned from a captain who had just returned from the island that the United States already had a
base on the Moon. “The captain said that from looking at the cargo manifest for one of these shuttle launchings, one could conclude that provisions were routinely being shipped out,” reports LaViolette. “This was several years after the Apollo program had been terminated, the last Apollo mission having been completed in December 1972.”
49

In this connection, President Ronald Reagan makes an intriguing observation in his diary entry for June 11, 1985: “… Lunch was with five top space scientists. It was fascinating. Space truly is the last frontier and some of the developments there in astronomy etc. are like science fiction except they are real. I learned that our shuttle capacity is such that we could orbit 300 people.”
50

The last space shuttle flight took place in July 2011. Meanwhile, according to an officially approved leak in November 2011, China intends to launch up to twenty spacecraft in the next ten years, at a cost of about $50 billion. Furthermore, it plans to build orbiting laboratory modules and a manned space station. “While the Chinese media and leaders speak with one voice about China's ‘peaceful development in space,' the U.S. is not so sure,” reports British journalist Michael Sheridan, adding that America “has no plans for manned space missions following the last space-shuttle flight.”
51
Which is far from the truth.

In May 2012, the second demonstration mission for NASA's Commercial Orbital Transportation Services (COTS) program took place when Space Exploration Technologies (SpaceX) Falcon 9 rocket and Dragon spacecraft lifted off from Cape Canaveral Air Force Station. “Today marks the beginning of a new era in exploration,” declared NASA Administrator Charles Bolden. “A private company has launched a spacecraft to the International Space Station [ISS] that will attempt to dock there for the first time…. Under President Obama's leadership, the nation is embarking upon an ambitious exploration program that will take us farther into space than we have ever traveled before.”
52
Dragon successfully completed key on-orbit tests—including docking with the ISS. SpaceX aims to begin sending astronauts to the space station by 2015. In the meantime, the world's astronauts will rely on Russia's Soyuz for ISS transport (at a cost of $63 million per seat).
53

It is my belief that U.S. Air Force Space Command (AFSPC) is in
charge of a clandestine space program. I also remain convinced by the claims of Gary McKinnon, arrested in 2002 for having hacked with relative ease into numerous classified U.S. military networks—including that of AFSPC—searching for information relating to UFOs, for which he long faced extradition to the United States (vetoed in 2012 by Britain's home secretary). While studying AFSPC data, Gary uncovered a list of officers' names under the heading “Non-Terrestrial Officers.”

“What I think it means is, not Earth-based,” he explained. “I found a list of ‘fleet-to-fleet transfers' and a list of ship names. I looked them up. They weren't U.S. Navy ships….”
54

“On finding the first image on my PC,” Gary told me in 2006, “the Earth—or at least a blue and white planet with no continents visible—filled two thirds of the screen. Midway between the ‘camera' and the planet hung a cigar-shaped object with geodesic domes above, below, and to the left and right. I didn't see any rivets, seams, or telemetry antennae….”

Technology Transfer

O
n returning from the United States to his native Germany in 1959,
following three years of studying information on alien spacecraft supplied by his own and other governments, the outspoken pioneer Professor Hermann Oberth revealed to newsmen waiting for him at the Frankfurt airport that there was a “world-wide effort to learn how antigravity could be put to use as a form of energy,” adding that he expected “men would be traveling to the Moon in electrically driven devices within five to ten years.”
1

Captain Bill Uhouse served ten years as a fighter pilot in the U.S. Marine Corps, then four years with the U.S. Air Force as a civilian at Wright-Patterson AFB, flight-testing exotic aircraft, including—he claims—flying discs. “While I was at Wright-Patterson,” he told Steven Greer's Disclosure Project in 2000, “they had selected several of us, and they reassigned me to A-Link Aviation, which was a simulator manufacturer. At that time they were building what they called the [Link] C-11B [jet flight trainer] and F-102 simulator, B-47 simulator, and so forth. They wanted us to get experienced before we actually started work on the flying disc simulator, which I spent thirty-some years working on. I don't think any flying disc simulators went into operation until the early 1960s—around 1962 or 1963….

“The simulator that they used was for the extraterrestrial craft they
had, which is a thirty-meter one that crashed in Kingman, Arizona, back in 1953.
2
That's the first one that they took out to the test flight. This ET craft was a controlled craft that the aliens wanted to present to our government. It landed about fifteen miles from what used to be an Army airbase. But that particular craft, there were some problems with—getting it on the flatbed to take it up to Area 51, which was just being constructed at the time. They couldn't get it across the dam because of the road. It had to be barged across the Colorado River, then taken up Route 93 out to Area 51.

“There were four aliens aboard that thing, and [they] went to Los Alamos for testing. They set up Los Alamos with a particular area for those guys, and they put certain people in there with them—astrophysicists and general scientists—to ask them questions … there was only one alien that would talk to any of these scientists [and] the rest wouldn't talk to anybody … first they thought it was all ESP or telepathy [but] they actually speak—maybe not like we do—but they speak and converse. But there was only one who would.

“The difference between this disc, and other discs that they had looked at, was that this one was a much simpler design. The disc simulator didn't have a reactor [but] we had a space in it that looked like the reactor that wasn't the device we operated the simulator with. We operated it with six large capacitors that were charged with a million volts each … the largest capacitors ever built [and] they'd last for thirty minutes, so you could get in there and actually work the controls and do what you had to do….

“In the simulator there are no seat belts … the same thing with the actual craft [because] when you fly one of those things upside down, you just don't feel it [because] you have your own gravitational field right inside the craft…. There weren't any windows. The only way we had any visibility at all was done with cameras or video-type devices….

“I'm sure our crews have taken these craft out into space [and] it probably took a while to train enough of the people, over a sufficient time period…. The design is so exacting that you can't add anything—it's got to be just right, [for example] where the center of the craft is, [such as] the fact that we raised it three feet so the taller guys could get in….

“I ended up in a meeting with an alien [named] J-Rod—that's what they
called him. I don't know if that was his real name…. The alien used to come in with [Dr. Edward] Teller and some of the other guys, occasionally, to handle questions that maybe we'd have. [But] if it wasn't specific for the group, you couldn't talk about it. It was on a need-to-know basis. And [the alien] would talk, but he'd sound just like as if you spoke—he'd sound like you…. His skin was pinkish, but a little bit rough….

“Over the last forty years or so, not counting the simulators—I'm talking about actual craft—there are probably two or three dozen, and various sizes that we built. I don't know much about the [ET] ones that they brought here [except] for that one out of Kingman….”
3

In Chapter 4, I alluded to President Eisenhower's several meetings with aliens in the 1950s. One of these, in April 1954, had been witnessed by a number of people from various walks of life, including Gerald Light of Borderland Sciences Research Associates. Riley Hansard Crabb subsequently became director of that organization, which he renamed Borderland Sciences Research Foundation. In the early 1960s, Crabb and his wife were visiting a fellow researcher in California, with a background in space sciences, who showed them a letter offering him an unusual job with an engineering firm in the Denver area.

“The date of the letter was August 1961,” Crabb reported, “and it outlined a proposal to set up an antigravity research project aimed at building flyable hardware using the radical new source of propulsion. This group of physicists and engineers were confident they had some sound theory, derived in part, as I recall, from the researches of Wilbert B. Smith, the late Canadian [government] flying saucer expert; and they also had plenty of research money, freed by Congress after President Jack Kennedy's message to that body in May 1961. Our UFO researcher friend declined the job offer. I don't believe he even bothered to reply.

“He was reminded of it four years later, when he attended the Flying Saucer convention in Reno, Nevada. While there, he was approached by a distraught woman, well dressed and in her mid-fifties, who insisted on talking to him in private. It turned out that she was the widow of one of the leading engineers in the antigravity project. The group had achieved one hundred percent of their objective.

“Theory was carried through research and development to where a
two-placer was designed, built, disassembled, hauled secretly to a deserted spot in the New Orleans area, reassembled, and successfully flown to a pre-determined landing site in Florida.

“The widow then told our friend that within two days of the successful test flight of the man-carrying Flying Saucer, all of the leaders of the group had died violent deaths. Subsequently, several of their widows had died under unusual or mysterious circumstances, and she was constantly on the move, in fear for her life. In fact, she said, she had been warned by a friendly and inebriated government agent—or at least by one who identified himself as such—to forget her married name and the fact that such a man as her husband had ever existed.”
4

An unlikely tale? Perhaps not. I have previously cited a number of observations reported by qualified personnel of disc-shaped craft being test-flown as far back as the 1950s, and also alluded (in Chapter 4) to a transfer of alien technology during the Eisenhower administration.

In
Secrets of Antigravity Propulsion
, Paul LaViolette traces the history of research into “antigravity,” focusing for example on ground-breaking experiments into “electrogravitics” by the physicist Thomas Townsend (“Towny”) Brown, who in 1928 patented his invention of a “gravitator” motor. Later, Brown developed further projects, and there is evidence that he was involved with other top scientists in the highly classified so-called “Philadelphia Experiment” in 1943.
5

“In an effort to secure government funding,” LaViolette reports, “Brown wrote a proposal in 1952 urging the Navy to initiate a highly secret project to develop a manned flying saucer as the basis of an interceptor with Mach 3 capability and proposed that this might follow along the same lines as the Manhattan [Engineering] District Project, which developed the atomic bomb…. This confidential January 1953 submittal was code-named Project Winterhaven.” And in 1960 he produced a report titled “Electro­hydro­dynamics,” proposing a vertical takeoff aero-marine vehicle powered by a high-voltage “flame-jet generator.”
6
The design is remarkably similar to that of George Adamski's iconic “scoutcraft.” Interestingly, Adamski himself was averse to the expression “antigravity.” In his final book, published in 1961, he wrote that “many writers have referred to ‘antigravity' devices, and in our scientific researches the idea has been introduced that
gravity can be wrestled to a standstill. This is not an efficient approach.

“Space ships that today are visiting our world from other planets operate on a ‘pro-gravitic' principle,
using
the natural forces instead of attempting to fight them. Since these ships operate on electrostatic power, it would be useless for them to fight the geomagnetic forces, since Earth's geomagnetic field alone has an electrical potential of billions of volts….

“A flying saucer, or ‘pro-gravitic' craft, operates by generating its own gravitational field, which surrounds it in a generally spherical pattern. This field is adjusted to resonate, or blend in harmony with the planet's geomagnetic field. The resonating gravitational field causes the ship to be weightless. In this weightless or balanced condition, the ship, wherever it may be, can be moved by a relatively slight thrust…. Within its self-generated pro-gravitic field, the saucer can travel at a rate exceeding the speed of light!”
7

A privately owned London-based aviation intelligence firm, Aviation Studies (International), evidently took Brown's efforts seriously. And in an edition of their
Aviation Report
in October 1954, the company, citing Brown's Winterhaven project proposal, indicated that the Pentagon was on the verge of funding the development of electrogravitic aircraft.
8
LaViolette adduces numerous other examples proving that such craft were literally taking shape. In another
Aviation Report
(December 9, 1955), it was stated that companies studying the implications of gravitics included Glenn Martin, Convair, Sperry-Rand, Sikorsky, Bell, Lear Inc., and Clarke Electronics. And in an article two months later,
Aviation Report
quotes Glenn Martin as alleging that “gravity control could be achieved in six years,” but that it would necessitate a type of highly classified effort along the lines of the Manhattan Engineering District Project. The report also confirmed that research was also being conducted in Britain, Canada, France, Germany, and Sweden. One year later, Aviation Studies confirmed that “Electrostatic discs can provide lift without speed … and a program in hand may now ensure that development of large-sized discs will be continued.”
9

“In secret studies and laboratories of the mighty of this world,” reported Adamski to his co-workers, following his return from a world tour in 1959, “it is already quite well known how to make use of certain sources
of free energy; for instance, canceling gravity, devices for creating electrostatic magnetism, etc. They already have models for antigravity cars and antigravity-propelled objects in disc form. But none of these methods for application of a kind of free energy must be revealed to the public, because such a society in possession of these advanced methods would soon escape from economic control.”

Coincidently, LaViolette points out that, around 1959, openness about gravity technology programs decreased substantially.
10
Since that period, it has remained among the most highly classified, so-called “deep black” Special Access Programs (SAPs). Periodically, however, witnesses come forward who have observed test flights of highly advanced craft.

A Canadian Disc

Also in 1959, the Avro VZ-9AV Avrocar, a disc-shaped, jet-propelled vehicle designed by John Frost and built by A. V. Roe Ltd. of Canada, was first “flown.” It was powered by three Continental J69 engines driving a central fan which provided “a peripheral air curtain and ground cushion for vertical take-off and landing (VTOL) operation.”
11
Following unsuccessful trial hovering flights, the program was canceled a few years later, despite extravagant claims made for its performance. A 1955 CIA memorandum notes, interestingly, that “Mr. Frost is reported to have obtained his original idea for the flying machine from a group of Germans just after World War II….”
12

In the opinion of several experts, the VZ-9 was a smoke screen. Lieutenant Colonel George Edwards (USAF, retired), for example, is said to have revealed that he and others involved in the project were aware from the outset that it would never be successful. “Although we weren't cut in on it,” he stated, “we knew that the Air Force was secretly test-flying a real alien spacecraft. The VZ-9 was to be a cover, so the Pentagon would have an explanation whenever people reported seeing a saucer.”
13

Robert Bracken, a Canadian aviation authority, sent me a photograph of an actual flying disc (reproduced in the photo section), the negative of which had been loaned to him in 1995 by a Royal Canadian Air Force officer who had served in the 1970s. “It is not the Avrocar, but it is a real ‘aircraft,'” Bracken explained, “with a round ‘fuselage,' twin triangular
fins with racing stripes, and what looks like a converted F-86 or CF-100 canopy on top. I asked him all about this ‘aircraft': he would not say much, but suggested [the photo] was taken at De Havilland.”
14

In conversation with a uniformed officer at the Fort Eustis Museum, Virginia, where one of the Avrocars is displayed, researcher George Myers was informed that the VZ-9 was the initial step to a successful program in which a disc-shaped aircraft flew to twenty thousand feet. It is quite likely that this is the craft depicted in the photograph, which evidently betrays no signs of a conventional powerplant.