FAA has no conclusion about UFO - The Black Vault

windshield. They still do not know what it is. The lights arestill in front of them several miles, now going in their direction.On the onboard color radar, Terauchi sees a target for the object7 to 8 miles (12 km) ahead. Confusingly, the target appears greeninstead of red—the color that should register for large solidtargets which are this close to the 747.Both pilots watch the lights for six or seven minutes beforecopilot Tamefuji calls the Anchorage Air Route Traffic ControlCenter (ARTCC) on the radio. He asks if there is any otherreported traffic near the 747. ARTCC at first says there is noreported traffic and no other craft near the 747, then:ARTCCJapan Air 1628.... I'm picking up a hit on radar fivemiles in trail of your six o'clock position [directlybehind the 747]Then, the Air Force Regional Operations Command Center (ROCC)is asked by ARTCC by radio (in this transcript) if they see anyother aircraft (a/k/a target, primary, surge, return or traffic)on their radar screen near the 747, which is now 40 miles south ofFort Yukon, a village 146 s.m., 127 n.m. or 234 km north (magnetic)of Fairbanks.ROCC....It looks like I am getting some surge, primaryreturn...I don't know if it's erroneous or whatever...ARTCCNegative, uhuh, it' s not erroneous. I want you (ROCC)to keep a good track on there, and if you pick up a code,[sic] and verify that you do not have any aircraftoperating in that area....ROCCThat is affirm. We [military] do not have anybody upthere right now....ARTCCOkay...I'm picking up a primary...right in front of [the 747]50 miles south of [Fort Yukon].ROCCOkay, I've got him about his-ah, oh-it looks like about, ah,ten o'clock [60 degrees left-front of the 747], at about thatrange, yes. [several miles in front of the 747]ARTCCAlright keep an eye on that, and ah-see if-ah, any othermilitary in that area.Then, the lights move to the rear of the 747 as it flies overFairbanks. At this point, the 747 requests permission (since itis on an ARTCC controlled IFR flight) to take evasive action, eventhough very low on fuel. ARTCC says okay. The 747 makes a turnand drops 4000 feet (1220 meters) to 31,000 feet (9500 meters) MSL

to see if the lights follow. They do. Then, ARTCC requests the747 to take additional evasive action.ARTCCJapan Air 1628...request you to make a right turn, 360degrees [a complete circle]...and advise me what yourtraffic does then.ROCCThis is [ROCC] again. On some other equipment here we haveconfirmed [emphasis not in original] there is a flight sizeof two around [the 747],ARTCCOkay, where is—is he following him?ROCCIt looks like he is, yes.ARTCCJapan Air 1628. Sir, the military radar advises they do havea primary target in trail of you at this time.Okay (ROCC), do you have anybody you can scramble up there.ROCCI'll tell you what, we 1 re gonna talk to your liaison sir aboutthat.ARTCCJapan Air 1628 heavy. Military radar advises they arepicking up intermittent primary target behind you intrail.In-trail, I say again.ROCCAh-I'm gonna talk to my other radar man here...he's got someother equipment watching this aircraft.ARTCCRoger sir, Would you (JAL 1628) like our military to scrambleon the traffic?JAL 1628Negative, negative.Captain Terauchi refuses the scramble because he worries aboutthe safety of the 747 in that situation, and he does not feel itis an imminent threat at that time; personal statement, pg. 4.The above are excerpts from the live transcript of the radiocommunications at the time of the sighting. In fairness, therewere a number of radio transmissions during this time period (30minutes) where controllers could not find the other target on theirradar, or having once found the target, intermittently lost it.When he does the 360 degree turn near Fairbanks, Terauchicatches a glimpse of the craft following the 747, which now appearsdifferent than before: It now appears to be two bright lights,1000 feet apart, with a silhouette of a walnut or saturn shaped"mothership" in between which is as large as "two aircraftcarriers." See Drawing "B". Note, the small 747 drawn under theright side of the larger object.

After the 360 degree turn, Terauchi immediately requests aflight path directly to Anchorage because of low fuel. The"mothership" disappears 10 minutes later, in the vicinity of Mt,McKinley/Mt. Denali. After the 747 passes Mt. McKinley, two otheraircraft enroute from Anchorage to Fairbanks are asked to look forthe object by ARTCC. Both say the object is not in sight. JAL1628 lands safely in Anchorage 25 minutes later.This story was carried in dozens of newspaper and magazinearticles during the next several months. (See end note for partiallist of 57) The FAA did an investigation that included recordedinterviews with the crew, written statements from the crew andcontrollers, accumulation of radar data, transcription of theoriginal live radio communications, and an analysis of the radarimages. This together with other correspondence in the FAA filetotals about 1000 pages. It is all now located at the NationalArchives in Anchorage, Alaska. The FAA interviews of the crewmembers were conducted in a courteous and professional manner withno attempt to intimidate them. An FAA Inspection and SurveillanceRecord states James Derry interviewed the crew immediately afterthe flight landed, and that they "were shook up but professional."In another report the FAA investigator who questioned the crewconcluded that the crew were rational and professional and showedno evidence of drug or alcohol use. Terauchi was a 47 year oldpilot with 20 years of experience at that time. There wasdifficulty in transcribing the interviews because the crew oftenspoke in Japanese and an interpreter at times translated bothquestions and responses. The FAA had the radar image data reviewedby the FAA 1 s Technical Center in Atlantic City, N.J., using"identical" equipment. They determined that a second radar targetnear the 747 at the time of the reported sightings was not anotheraircraft but rather a split radar image from the 747. Apparently,this is the FAA's official explanation of what their controllerssaw on their radar screen.A more critical look, however, reveals that the FAA's officialstory can not and does not adequately explain the radar images seenby the controllers as reported on the live transcript. Here is theFAA's explanation, from a March 5, 1987 official release by PaulSteucke of the FAA Public Affairs office in Anchorage:Radar data received by the FAA and used to trackJapan Airlines flight 1628 on the night of the [sic]November 17, 1986, was retained by FAA. Review of thisradar data by FAA experts using identical equipment atthe FAA's research technical center in Atlantic City, NewJersey, revealed that the radar system was receiving whatis called an "uncorrelated primary and beacon target".[sic]This electronic phenomena [sic] is not unusualaccording to Steucke who said, "It is unfortunate that

the uncorrelated target phenomena [sic] occurred justwhen a pilot was reporting seeing something outside hisaircraft.The controller's statements, released by the FAA,indicate that they thought there might be anotheraircraft or object in the area of the JAL flight. Steuckesaid, "The controllers were doing their job right becausethey have to work with what is right there in front ofthem on the screen, especially when you [sic] have aCaptain that is reporting "other traffic" [sic] in hisimmediate area. The radar data they had was one target,moving slowly across the radar screen. They don't havethe benefit of "monday [sic] morning guarterbacking"[sic] with multiple radar images as was the case inregenerating the radar data." Review of the radar databy FAA experts revealed the "uncorrelated target"phenomena [sic].FAA electronic technicians explained that an"uncorrelated primary and beacon target" on the radarscreen occurs when the radar energy that is sent uptoward the aircraft, (primary signal) returns to theradar receiver along with the aircraft transponder(beacon) signal and the two do not match up as being atthe same exact location. [See drawing "C"]This explanation implies that the controllers did not see a"real" target and therefore, the flight crew must have also beenmistaken about what they saw. The problem with this officialexplanation is that it does not account for what the controllersreported seeing as stated in the 1 ive transcript. This is why:The official FAA explanation can only account for two targets thatwere within a quarter mile of each other (one radar cell apart) andonly if in the same line or flight path, because the two radarsignals, originating from the same target, must necessarily followeach other, since they are coming from the same moving source butwith a slight timing difference. That is, the timing differencebetween the reception of the primary and the secondary signalswhile the plane is crossing from one radar cell to another is theonly way an uncorrelated signal occurs.But, in the live transcript, the controllers are talking aboutseeing the other target in locations more than 1/4 mile away fromthe 747. In one instance, the controller is talking about seeingthe other target five miles or more from the 747 ( "five miles intrail"), or out to the side ("ten o'clock position"); in anotherinstance it was reported several miles from the 747 (50 miles southof Fort Yukon, when the 747 was 40 miles south of Fort Yukon justearlier). In another instance, the controllers report a flightsize of two around the 747, which means a total of three targets,which cannot be accounted for by the split radar image, which canonly yield two targets. Also, note above that the controllers say

they are picking up another "primary" target near the 747; theynever talk about picking up another secondary (transponder) target.To restate, the primary target is the ground radar signal bouncingoff an aircraft and returning to the ground receiver; it is not atransponder code coming in. This means that whatever was up theredid not have an active transponder in it, which is required by FAAregulations for civilian aircraft at that altitude. The ROCCstates clearly that no military craft are in the area. This factstends to eliminate another airplane, either civil or military, asan explanation for these unexplained signals.This is not to say controllers did not see "uncorrelated radarsignals", which is a common phenomenon when dealing with a planegoing 565 miles per hour and where the ground radar is locatedseveral hundred miles away. The controllers probably did see them.This is so because the plane advances into a new radar cells (1/4mile increments) every 1.6 seconds, while the FAA radar does asweep (updates the position of the plane by taking a new radarreading) approximately every three seconds. Rather, the 1ivetranscript confirms that the controllers saw something eitherseparate from or in addition to these very common split returns.Furthermore, controllers are trained to recognize these splitimages, so that it is doubtful that this type of error actuallyoccurred in this instance, especially by 3 or 4 differentcontrollers.The fact that the UFO appears intermittently and finallydisappears is consistent with stealth technology, which is reportedin many other UFO reports. Stealth technology means that the craftcan hide itself or "cloak" itself from radar. In new conventionalaircraft, stealth is achieved by making a craft out of somethingother than ferrous metals and by making the craft in a shape wherethere are no sharp angles formed by the body which will catch theradar wave and bounce it back toward the ground radar receiver.Modern stealth crafts, like the F-117A and the B-2, are built usingthese principles: They are made of composites (non-metals, suchas Kevlar, Boron Fibers, and others) and have minimal sharp angles.A round object, a cy1inder, a cigar shaped object, or a Saturnshaped disk would seem to have a shape consistent with knownstealth technology.According to an article in the Anchorage Daily News by HalBernton on January 6, 1987, Dr. Richard Haines, a NASA scientistat that time, working for the Ames Research Center in Californiasaid this: In the past 20 years, more than 3000 sightings of UFO'shave been reported by pilots. The sightings are reported bymilitary, civilian and commercial pilots who fly both national andinternational routes. Dr. Haines has done extensive studies ofthese 3000 pilot reports. See: Haines, R. F. "Fifty-Six AircraftPilot Sightings Involving Electromagnetic Effects", MUFON SymposiumProceedings 1992, pg 102; and, Haines, R. F. "Insights of StudyingGroups of UFO's", MUFON Symposium Proceedings 1994, pg 154. It is

: AIR LINESOISTRIC i OFFICE OF OPERATIONS // //ANCHORAGE INTERNATIONAL AIRPORT n f) A i . //I / X" "

An "uncorrelaced primary, and beacon(secondary) return on a radarscreen "occurs-when Che radar energy chat is senc up coward che aircraft(primary signal) return3 off che surface of che aircraft ac a slighclydifferenc moment Chan che beacon (secondary) transponder signal and thetwo do not match up as being at the sane place or same computer radarcell.—RADAR COMPUTER CELL. 1/4 MILE-RADAR CELLSAME AIRCRAFTSECONDARYRADAR• RETURN(Beacon)(Transponder)PRIMARYRADARRETURN(Skin-Surface)PRIMARY RADAR RETURNNW .KfS^&X/t RADARSECONDARY RADAR RETURN-CORRELATED RETURN(Combined Return)Drawing by Paul SteuckeMarch 5, 1987 1 X 1 -UNCORRELATED RETURN

April jril 15, 1987Articles sent along with request for material on UFO sighting ofJAL #1628, November 17, 1986, -Alaska:NEWSPAPERS:Washington Post 1San Francisco Chronicle 7Statesman-Journal, Salem, Oregon 2Fresno Bee 1The Sacramento Bee 1New York Daily News 1The Seattle Times 1News day 4Los Angeles Herald Examiner 4The Charlotte Observer, NC 1The Dallas Morning News 2Chicago Tribune 2Knoxville New-Sentinel 1Seattle Post-Intelligencer 1Indy News, Indiana 1New York City Tribune 1Daily Record, Northwest, N.J 1The Press, Atlantic City, N.J 1TOTAL 33Cities/states articles came from (do not have name of paper):Bakersfield, California 1Las Vegas, Nevada 1Rhode Island , 1New York 1Los Angeles, CaliforniaSalem, Oregon 1Mesa, Arizona 1Long Beach, California 1Atlanta, Georgia 1San Francisco, California. 1TOTALFive (5) articles with no name of newspaper or the city/statewhere they came fromGRAND TOTAL

ILmlt'iiPhutetariuinMarch 15, 1988DearFor your edification, I have enclosed copies of a partialexchange of correspondence between myself and S&T relating tothe JAL case. The paperwork that my original letter and Bruce'sfollowup generated from S&T is nothing short of unbelievable!It was hardly worth their effort. Apparently, the magazine willgo to great lengths in order to accommodate their letter-writers—even if it means emasculating the letter.I had given up a long time ago and wish they had simplydecided not to print my letter at all. You can see that I mailedin the original eight months agolMr. Schmidt's response really hit the nail squarely on thehead, don't you think?cc:Walt AndrusBruce MaccabeeDennis StacyDave WebbMUSEUM OF SCIENCE-SCIENCE PARK- BOSTON - MASSACHUSETTS 02114-1099 -617/589-0100

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Robert A. Esposito6311 DeBarr Road #427Anchorage, Alaska 99504-1799July 7, 1992Mr Walter H. Andrus, Jr.Mutual UFO Network, Inc.103 Oldtowne RoadSeguin, Texas 78155-4099Dear Walt,I have located a source for a map of Alaska's boroughs for you. Iexpect to obtain the chart and ship it to you by this week's end.As a computer programmer at Anchorage Center, I was notpersonally involved with, nor do I have direct knowledge of, the Japan AirLines flight that reported the UFO sighting on November 17, 1986.However, my friend, Carl E. Henley, was the air traffic controller on dutyat the sector where and when the incident occurred. He was in radiocontact with the pilot when the pilot reported the anomaly. I spoke withCarl today about your interest in those events and he gave mepermission to submit his name to you as a primary information source.His telephone number is 907-552-4418. His current address isCarl E. HenleyFederal Aviation AdministrationSystems Management Branch, AAL-535222 West 7th AvenueAnchorage, Alaska 99513-7587.I hope this information wilt prove useful. Please let me know if Ican be of further service.Warm regards as usual,

Walter N. WebbCharles Hayden PlanetariumMuseum of ScienceBoston, MA 02114Dear Mr. Webb:SKY PUBLISHING CORPORATION • 49 Bay State RoadP. O. Box 9702 • Cambridge, Mass. 02238-9702 • 677-864-7360Cable: SKYTEL BostonOctober 15, 1987Jerome Clark has sent me the March/April, 1987, issueof the INTERNATIONAL UFO REPORTER with Bruce Maccabee'sanalysis of last year's JAL UFO sighting. What is one tomake of a situation where two researchers (the other beingPhilip Klass ) draw opposite conclusions from the same data?I have a suggestion that I hope will satisfy all concernedand lay this matter to rest, at least as far as SKY &TELESCOPE is concerned.I am willing to run a VERY brief letter over yoursignature stating that Klass 's analysis doesn't tell thewhole story and that a conflicting analysis can be found inthe INT'L. UFO REPORTER. I propose to avoid any mention ofthe details other than to say that the latter article citesevidence refuting Klass 's claim that the UFO had anastronomical origin. Under your letter I'd run an evenbriefer "Editor's Note" indicating that Klass has publishedhis revised analysis in the Summer, 1987, issue of THESKEPTICAL INQUIRER. I'd suggest readers go directly to 7these sources to make up their own minds about the best fexplanation of the incident.JIf that sounds OK to you, I can distill the letter fromyour original dated July 15th. Or, if you'd prefer, you canwrite me a new letter. In any case, please let me know ifthis strikes you as a fair way to handle the matter.Incidentally, friends tell me the Hayden Planetariumrenovations are terrific. I've finally joined the Museum ofScience after living here 8 years, and I look forward tovisiting the planetarium again in the near future to see theimprovements for myself.Sincerely yours,Richard Tresch FienbergAssistant EditorSky and Telescope magazine, star atlases, and educational materials in astronomy since 7947.

Richard T. Fienberg , Ass ' t EditorSky and Telescope MagazineSky F'ubl i shi ngBox 9102Cambridge, Mass. 02238-910210706 Meadowhill Re!.Silver Spring, hd 20901Sept. 3, 1997Dear Mr. Fienberg:I was di sappointed to learn -from Walter Webb o-f the Hay denPlanetarium in Boston that you have decided not to publi sh his1etter to you disputing the claim by Philip Klass that the JapanAir Lines sighting could be explained, at 1 east in part as ami si denti-f icati on o-f the planet, Jupiter, (re: your NEWS NOTESo-f June, 19B7, Webb 's letter to you o-f July 15, and yours to Webbo-f July 30. )Mr. Klass was not very care-ful in his analysis o-f the FAAdata and his CSICOP publication is somewhat mi sleading. My ownanalysis o-f the FAA data disagrees with his. I was able toobtain through non-FAA sources -further FAA data which establ ishthe -flight path o-f the JAL. My analysis is based on the taperecordi ng o-f the conversations between the airplane and the airtra-f-fic controllers, the testimony o-f the crew and the othermaterial. A brief summary o-f the results of my analysis iscontained within the enclosed "comments" Klass' explanation. Ihave asked the Center for UFO Studies to send you a copy of mycomplete analysis, which provides the most complete history ofthe sighting available. As you will see, there is clear evidenceagainst Mr Klass' Jupiter explanation.Perhaps after reading the enclosed brief analysis of Klass'expl anati ons and the much 1 arger arti cle in the ILJR you wi 11reconsider your decision not to publish Mr. Webb 's letter.W. Webb, C.H. PlanetariumJ. Clark, IUR/CUFOSSi ncerely,/.2^i*-t-c-t tffiBruce Maccabee

SKY PUBLISHING CORPORATION • 49 Bay State RoadP. O. Box 9102 • Cambridge. Mass. 02238-9102 • 617-864-7360Cable: SKYTEL BostonAugust 10, 1987Walter N. WebbCharles Hayden PlanetariumMuseum of ScienceBoston, MA 02114Dear Mr. Webb:I have at last received the Summer '87 SKEPTICALINQUIRER containing Philip Klass's updated analysis of lastyear's JAL UFO incident, which was the subject of yourletter of July 15th. After having spoken with Mr. Klass andread his latest article, I have concluded that SKY &TELESCOPE did not err in its June News Note reporting theastronomical origin of the UFO.It's true there are new revelations that were notcovered by the News Note, but these appear to have simpleexplanations that don't bear on the veracity of the Jupiterexplanation for the long-lasting, bright UFO. That beingthe case, publication of your letter would seem superfluous.Still, I thank you very much for sharing your thoughtswith us and for your continued interest in SKY & TELESCOPE.Sincerely yours,Richard Tresch FienbergAssistant EditorVSky and Telescope magazine, star atlases, and educational materials in astronomy since 1941.

Museum of Science\July 15, 1987Editor, Sky & TelescopeSky Publishing Corporation49 Bay State RoadCambridge, Ma 02238-1290Dear Editor:Regarding the Japan Air Lines UFO sighting (June issue,pages 603-604), Philip Klass's Jupiter hypothesis does not explainthe facts of this complicated case. (Klass himself has since revisedhis explanation.)When the sighting began, two lights were reported about30 to the left of the aircraft's heading (215°); brilliant Jupiterwould have appeared more than ,70° to the left of . the plane, dimmerMars.about 55° left.Klass appears to have ignored the pilot's complete descriptionof what he said he observed. The captain stated that he watchedtwo pairs of rectangular arrays of many lights and later a third muchlarger oval object dimly outlined. .The other two crew members verifiedseeing a multitude of lights in front of the plane. The aircraft'sweather radar displayed a target (range about 8 miles) whichappeared in the same direction and altitude as the oval object seenvisually by the pilot (again ruling out Jupiter). At -the end of thelengthy sighting, it was reported that the large object dropped behindthe aircraft far from Jupiter's position.I believe the most detailed study of the JAL case is a 20-page discussion and analysis by Bruce Maccabee, a Navy optical physicist,in the International UFO Reporter, March-April 1987 issue, publishedby the J. Allen Hynek Center for UFO Studies, 2457 Peterson Avenue,Chicago, IL 60659. Maccabee examines chronologically the recordedcommunications between the crew and ground controllers.Walter N. WebbCharles Hayden PlanetariumMuseum of ScienceBoston, MA 02114SCIENCE PARK- BOSTON- MASSACHUSETTS 02H4-1099- 617/589-0100- TELEX 910 240 3601

Plus: PENN'S PROFESSOR OF PETS / HERO OF STYLE: NANCY REAGAN

MAY 24, 1987INQUIREROuter spacesSOMP. Anr TIIT ^i?> IFF TiiitREfl(ia!ingfonihnll field" UiheriltwkMhe gi(ti>nlir lf|lo» lennli belli,ilipping a-rros* ll>e «U a* if (her hadhnithand One *»rn in upilaie Mew Yorkf .iir years apo "••) n itador-lnifler "[mited in lha «Vy ipr«um«bly with out-of.gtalB platei). Thos* ilghir iover Alnila !a«' f»M a]T r A"^ "' twrl irilmrnerlni brar* 1eU acirompanyman enoimou* flvinj *nlnnL1 heY nir Ijl-l'i — nniilrniifie'1 O^mj obfellnll wrlicr Margnetile )irl r iudi(* a

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

AINEDTHE PILOTS DRAWINGS"Two •pacvaHp* md •moltwnMp,- b ham wtntar JALCapL Kwnjw TanucMdncrlbtjd whai t*0td rdaBowtng T47. Hb drnrhtoi hvnra•quarlah, fBcfctrfttg bwvtit-Bkf objwet* (lop mad), DMnoutv*.- M iTMr «ppw«rwtl hITM w*v3»M*td ot Ma ajbrcnjtt.The vnonnoa* aphM* with • Bparound Th* mhMte, thw COtoMal«Jt* of two aberaft urrtora,dwart»0 M* conwMrattrarf ibifMnbebataaaaaaaaaaaaaaaaaaaaaj uenriim UFO M^imy^^^^^^^^^^H en j i of Alaika happened iom* wlnteti agoThey did iw whai looked llkr ^avigallon-*1 llfhta, itrobe llfhti.By **^*^^^^P*" whtn the clllunry of A nthoreje erupt/id HatwCfi Roiet, lit. Say the • nlni of tha' ^^H wiih rtporl* of wevrrini light* floalinflimb* and beacon llf htaT 'U ABAaaraaW ^^H high In lha night iky Tn* duty officer* elJALi Th» color la whlta and vrllow, ImAKUUG.nl ft ^^B tht Federal Avlmlnn Admlnlttrallon were think.Vlwfl golni wlM TTit public affair* |uy »M upDEL QIUDICE ^H •" n^hl ° nth * P hon * n h Now that we* odd. White i»>d yellow.«••«""!but no red, tha International < nlor for^^^H llghlbolli weri belnj reported rivyutxn airaaft be«cona.^^H — It wet w*lrd end people wer* pilingTHPnO WFRGTHIN ANti 'irOTTY^^^H looeyV_Vfl Somebody called up ih* control lower cloud t nur the mountain bct«"«" tr ul AUikan wlnttr at T0b*low They wold tak*lhc*e flirmy bap from Un dn cleaner* and fe»Mon a conlrlnllm Involving thincardboard with a votive eandlHitiKk toll and »oda itrawe ilrunj logelhcr lnih«ihap*oi an X. Ir you I1|M Ih* candl* and breithe into lh« bof, ih* Utlnj will Till with light andfloat In a w»v*rr gl *ll tht wey up lo S 000 feel. Hu tot naj«r» would tend up di ofeurhl hltcamere ba|[ end a m»dyofthne over half a mil* confoundln* Ih*adutti with manufactured ll(tith*ll(Thee*** wai*hii|A rtllef Born* b*pflrull* turned up hin|ln| nfT It It phone«nrn — Piul Suuck* look plctum —tnd Lhal wu the mm capUvaUnt enniUi cmtr|i fmrji the vi»l fir NotlJi Intninjr jmiriUntil newt broka Ian 1 ChrlnmAtlimelhai would pro* f f • "iore iroublwom* 10eipliln.A v*tci>n Japan Air 1 Inn pilot In eJumbo ft! reported b»ln| ihanowrd foi•Imoei an hour bv irim«iMn| Lhel lnok«dInd bthivtd Ilk* noihlnt h» had eip*rlrnc«d inhli ?9vwrt In uieiVlra. Hitrt port btfin Tuo ihnaond ^ort ojfo i/dfcunlrr MU> o TV how did h* oVvnV ii laOlriff pwW/ 1 My i iptitnrt icatormlor (otnil. ft crrclrd rnnn, qutitioni thai e•lurvui bring tannai nniuvrHit namf TO ""apt. K*njj TtrauihlTht rre»wa««h*b(nbulllaNf -andconvinced they had *ttn nvrut'iirM thaicould bf nrlth«T i|nor*d nor r«adilf elpinned But nohirrjihed berndon* «ndat firt I ill th* PAA «r>p«ircd to bin onIt* handt *tr« highly credible peopleMPTUnt hl|hly Incrtdibl* Uiinp —(udnallng bul Inronrlmlvt The leant fllr*on ihe matter drnpprd o.nl*tly lo theboitnm of Lh« InifttlfarJon htiip, and thellthUna* Memtd detilned lofodo*n ai)ml one of thoet (riiv Alukin thlnftOf roun* thai t not what happ«ntd.For C«pl Tt reurhl had unwlitirujly actIn moUon a wqurnc* n( tvtnlt Lhal wouldt object him u>lni«rnadoiial aiKnllon —to tinted rurioaiiy ind ga»kloi andndiculi — and ibmrh lh« PAA In probablyliie WUMI UFOmnucrvtnr tobtaired in the public domain tine* Uia AirForrtiol cyi of Lhc UFObutlnttaln1969Ltt'i b*< kirtck to that b*mtn« Menday In Nevtmbtt ar* tT Dylnj ibovaSOOOO fMt ertdunder a ntirly full oioon. k »M lh«mlddl* I'l of i Pirl*-to-Tokyo tatfodtlivtry A bliloedofBeauJolaliwlrMh*d be*n picked up In Parit lha daybcfort along with CapL Kenju Tarauchl,F>r«t OrTictt Ttkanorl Tamafull andFlii hi Pnglneer Ycahto Tiukuba — whorode "Ith the wJ-« to '««!and and Iptrtthe night at a new hotel when til* bed*w«it too imallTh* nc ll (fly thu> Ux>k DlB flit!irncicnl Crf el T,r clt H.o film.Intended for outdoor daytlrr- ir«neryonlha pound, and bet* b* wai tlyltifOuou|h lha ahftdowi of Iba.Ky.alimUatup. In a daikerwd cockpit ll nould nmrwotk.H* airotd Th* autofocua 1'ru whlmdtn andout, open and elowd, like a dllatlnipupil — ll wouldn l«*i a foii'i in thedark. H* awluhtd lo manua' rocua, butUi*lhuUaT*ou1dntr*)*aar Thatheplane aumedu>ihudd*t anil h* couldn'thold the cameta «UIL1 placrd my romtn back in ihr tamtratatarvlcorKtrimttdanefa"VittlirtifnuTh* cr*w wu flui*d on llitu objecta,not knowing whalloihlnk. Ihrntheeiptrienn lumed hairy — ilie ihlnjn)t&mt el them iiopptd in frwti c/ our /on.•VMini a/1 bfhJiTha Tntld* of the cockpit ''lonebilthlLr likea«mallden«Hih*b:' IV andT«reufhlfeli warmuionhl' lire IheaelhJnnwtr*b>|,aileaatlhr< n-^iOCS.He thoufht r* nlf hi b* flyi | lntc(h«rev t nd of *oma aircraft, In< . e mldilrcoll « 1^0The ihlpa app«ar*d to h • -r in f'om olU>» Jumbo JeU liien flew In i vrlftlihlalth*um*ip**d allthUj hif ' M IDOOfMl*wav — a tu>n*e threw rry i'i« dull onrule ol th« iky Tiriuchio anailytrutnuHabutoti pthrmirhia.But than was nothlnf uw »ady aboutMAffGUERTTE DEL GIUDtCE it m/nquuv uefl lariltr.Hcnlcv wanted to know If It wu militaryor cMllin, but thi crew couldn't tell(lawteaa.conm, ucnneripoo*

•*_ ' • |,'i »'.' ,' ; '••" ' 'i 1 *'|~' '" • '• ,;'«'THE ENCOUNTERi Ih*eighttngb*gm mar Ihabordat boiween Alaaka tndCeieOa. Anl two llghitt OMifort Yukon Hlh*J&L•• d**c*ndM 1o 31.000 l*«lth«| i vpoftwt b«tng lollln|davicn tod Kmtuinn ' nviln tadIh* Unll«d Slalet like* u> »

IM? Did the centtr have any flight pUnion anybody Oil) could b*'r: Do you Mill hav* thn traflle?JAL:Afl1nnatJv« Nliwo clock.WH ATP VER HAD SHOWED UP ONlha mllltsry radar man t Ihtr* anyrnnr*And Hmfoy wajn't I*«|A| mixh tllhtrHA hid nrvti rcilly > oUen a (ood (rackon whal*^n It *u. Unli*d Alrlmt* F1l|htN» 63 hod Jut' Uitnolf fromradioed th« pilot lojo lak* • look aroundIu25. ind a Toum C IX military nifh!«lemabonnl, ending * 60-mlnul*ordeal lh*l »fli lerrlfyHnfend fenUMlr Henley ImmediaLflv took * breath*!lofleal ihvknoUoulofhl*juL Wiih queelloni lr mymind lhal I couldn Iana*er heaal down Lo writ*hit report, ai Ih* head of ucurity for Lb*FAA pulled up In hli LincolnThi« «ould b* Jim 0*rry a atwly.bulky bearded man ftithoul hair. wSow«i onr* an advlter viih Ihe Army aSpeml Forces in Vl»tnjm He leojnlyagrnl Flon Mickle nnd liimia Vinflhl fmmflight ttandarda ran the crew aiound thebl«k a couple of limri on what they daeen We weren I leally aurt whal »enad, Derry uid luler Wa* ll a eeciinlyaituatinn. or a vlolaiiin of nil apac«7 llL a tirenge ihmjDeny juilifH the ceplalri lo be (veryItab'e rompet'ni profeenon*! lle^a*lure he •«« ronr* med ll i like drMogdt'irn the hiihmay nn eji emply toad and•U of • tudden lour lighLa come up ov«rvour left windihield and folio* you for anhour laid Derry 'It pi) yourattentionThf lirit ofTuer and flif hi engineerhadn I had ai clear or lutlamed a •!«• *tthecaplam But »hal they ia« they u«prelrv much Ih* lime," Dtrry uld Henude note* |udgedlhecre«lob*norrTuLprv/nrooof. m/uxuJ no dniftnuokfnfntIt didn t»»»mio FWrry ihsl any furtherInvriiigadon would be wgrranleo by Mcurlly There »u nnLhlng Ihf re ne*ald U> Indicate lhal anything *a* Iniecum. If any bod; derided to do anything.It would have u> b* Lh* people *i ftlf hiatandaidi. or air liefflt conLrolFlni»h«d al the airporl Dorrvdrov*ovar to a hilel In Anchorage where ••acurltv fuy from Waihlngtnn vat iiayln|— Dav* Smith manager of the FAA'aInveallgatloni and Serurlly IHvttlon. mho•a* m lorn to LaJk about dni| monitorIng program*. Dnry had ipent the d«ahonlnf himanund HelookSmllh7 foicoffee, tnldhlmallahnullhealghting aridthe tno m*n muMd O>*r the b*vlld*rln|Ihlnp Lhal *omelimet h»pp*n In itit va*iofenttrrain «flh* far Far North, tnAjceHc* i tail fronll*rFOR WEEKS NOTMINOhappenedTlia FAA lnipertor» alreadyhad lh«jr hand* full -ilh farmor*prM*ln| taaea. ciatht*In *hfchptvpl* had died *n

UFOconinuadfioniPage 17SO "O 1 " YOU 1PE "'HATthe captain and lh« FAAnot a wp«ret* nhjwt — a familiarmendcrf meanwhile •dphulzad]that Uwli ledai ugvh hadn'tUtled long enough U> be conriim*d,and they attributed thaDot en* - ihrii vaa •physical Mplan mn he\ond Ouithem nn Ihn itory and that fMpuliry r^iulied Ihem to gothrough public iflun.St«uck« vnrried Uiet this milup mada him look bid. One daybe* nylng only on* control Ifbad handled 1628. and no* heflndioul ihere. mug for counting•unerviiort and lhay i«emed tob« duputing Ihe FAAl publiclyitatad p«liion' H/Tiot in tht utrtduoi nrryfady fanf (oCunkftiyn Teranthl cojnplelned 10 r«-porter Hal flemtnn awna Ibat Itmade him look Ilka a crackpoLHunt EJiu tha Alaika airliafTic manifeT fell bad for thecaptain A pilot If aJvap* teeing(htn|im th*iky h*t*yi. b«caujettutl * when h* i looklnt all Ihelime. You le* thlnft, he aayi,and you rallonalite." Thai* aitar, (hall another ilrpLmB*.Lhat'i a nivlgaUonal bticon. Soonc« wtte ai 1 rtdi ••activityatomic fin Ion ih< anotntlouimotion ol th« LI uliellnn of Maifury And *u i' Mely thai In ulthe *49t unjvr t only Bdrthwould h«iln|le.i utfoi l.fefWa dl cairi mh uj Uia ae«dof the ponlbllli ihnt vhat Capt. 'Tereuchi docn 1 '-d could actuallyh*v* twee thr ' uyi Staucke."ffkv dvbunkrM on trytnf tokeep ui he&ttt A t the utn« Una,SURGEON GENERAL'S WARNING SmokingBv Pragnant Women Mav Rnstjlt in FeralInjury Piemarijrp Bmh And Low Birth Weightfc*'££*»:* **/'V&&MRichlandKdlla " d^, ,Wt^1;/'•

Every lime thepublic affairsguy doted outInformation, thestory ballooned.it* tollvnre «r» tayinf to k*«pth* po**lUlii7 eJli*T1IB INQUinlRfl KPfT COMIng _ m fully Ifonj lh« m»dia end•om* from Imii-pf nJi-nl (IPO in«wU|atori Ilk* Richard llainrt. trumpart, predl*, polite Celifornu *dmUj( in irirt rimmrf bi/oeab*ho rtill pullt out (hurt fen•timrn Wh*n pnople c*1l*dStout: t«en moiJrii to I no* •bom oihetlot tlfhUntv h* lent them toimaBLhirinf the day, HaJna *orkt•I NA3Ain Mountain Vlr* tt chlrf of tlw8p«o Humin Ftctott OfTlf* —lh«J t* helpln| r)rtJ|n |Ji« Inttrimat lh* fp*r* nttipn u mil nnr» «p*C» lulU At nl|ht «nd Ml•nkendk, *t hb own vlprrua, b«tri» li k« uttk oi >.id npUIn* tlftitlnp liki CipLTenuchr« — hb hobbr (or »jnnj.H* ihlnU pdoU mate foodUnnwt. hl|htY tnfiUnled, menUfkiHy IndmMl ind unlilflj lob« BtnbamiBedpecn. Phn, in ifrplane canairith httnunenU that etn recordphenomena — "« fly) n| Ubontah*jIpblned t,E>00 of thra u illu*ir.n»or muidtnd/kfl'Jnnj of aimo*pheilt phtnoni»n«. "8gi noneih«len," h* un, I K«T« quiu «It* Lh«l tf* v«nr un»>pl»ln*d. Ir WO " Tli* AJgtl* il|hCln|ti one nl ihcm — but h« MytUi« onl; mJtr unuiutl thln|•bmrt II *n Uu publicity P*op]«lend not U> nw Aboot th«Other*. "Like Lht

^ffrMf!^^^B,I MATtRNTTY^•^•^•^•^•^•^HI iff nt If^a^Ha^ataa^aK^^••^••^••^••^aai^aai^B?^^M.J^r^i^L^LV Pa^*^a^a^^a^HM^^HA^^^Ii :^^^^^^D^^HDH^^^^I'•^^^^^B^B^^I^H^H{^a^aHnSBl^i^iBHHB^•^•HiBHf^^HHHHc ^^^^^^^•VOB^BMjfl^Lt^LlE' 10 odnfk m 10-TQbafora It carne b*f I a^tlrxThat'i nnl Jupilrr he tsjt.brume Jupiter (twin 1 mriva IfIhf airplane 1* lUhle andJupiter ll liable, ll de*n 1 elpluln thluiplypmiiive Thai a an hornetanivtr The PAA la nol Mjlrflll poeiUvelv abeolulelf vithoutaihiadow of a doubt, u t aplltbtacon. . . We neither confirmDOT den;."Rlln relumed to AlatLa withhit 'imnrliMk* mulu The Admiral"PAA administrator Dontk)Pnicn, an old jel pOVit,•ant*d to b« k*pl ahteaM of *hat•a> ghat, »« Elir« and the contrfillerbriefedhim hv phnne Andinmo-ine on Heriev StJT*r > «taffbntfed Ihe ptrtrdenUal tdann»d»l^>rnVTIHSTIMB, AU TIITMAU-mli releted to Ihe No' 17tifhllng *ere Ukkllng Inui PaulSieutke i ofTiie fiom half a doiendifferent plncri. and he Kboduleila nenfrience for Marcht In AnchorageHe tlio dtew up an eilraoidinaryordei form c! maicrlaJa relatedto the lighting —Terauchl't narrative report, forInilanee (11.10), or tapta of tonvenationbetween rrourid con-^•1'^

The pilot wasadamant —whatever hadtailed him wasno planet.ground cnntrol could he Lurnrdav»r lo lh« Am^rlar iMlr frr •fee.Beak in Ftbroary hpost card from C«pLHalnn folln* up Ictlertfoi lh» rirltbut thinflv Art galling hit" ^—trol and lh« JAL (150). or9 by-'P f'swy b'nwup*of radii eignali (HO) Thethe ullimit* milrl* Inoh *tInritniinft/ biurt* lilllf lnrlHrnL A tu>ry aluml It ran if »hich vt weft nof ablr Indo on* >av or thf oLhf rl)» HIil rntnh. n a cuuple nfolhur unuiual (ft If M dramaticpital vgiriiinjr* abo^e Ataaha, birl(Jif hntMrn line on (Mt (jn« »a«Ihtil IVi> lately nl Ihe aJi IrafTUEPILCMWBRICHARD HMt.EJrnin.-ftj on (n olhr Iln» rwr rl D

oCf Jkt \SI [ V / - " - " - ~~ w - - . - - v *r **, " i / ^S\S\ ^jj(&M/o^ &^M ^fav ^^A U^O ^^' —-./ L.

ANCHORAGE, ALASKA, FRIDAY, MARCH 6, 1987THE OFFICIAL WORD ON MYSTERY IN TIi.igr PnJv News'Mictw'1 Pr-rvFAA 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 UFOBERNTONThe FAA originally said radar data flying over McGrath. As two pilot-News reporter confirmed a UFO sighting in the area, examined a weather radar, they noLir.-dThe Federal Aviation Administra- But after a lengthy review of tapes, the a "target" out in front of them.tion Thursday released the results of its agency determined that three control- "Up at our altitude. (35,000 feet)investigation of the celebrated Nov. 17 lers on duty that day were mistaken — you haven't had any UFO repor^sighting of UFOs by V Japanese Air the radar did not pick up an object. lately?" one of the pilots radioed tinLines crew. There was first-person tes- However, reporters who flocked to FAA controller.timony from the JAL crew members, the press conference from as far away The crew reported the target quick I.-.statements from controllers and reams as Japan and Philadelphia did not go moved off their radar screen .v ..-of radar data. Everything but a conclu- away empty-handed. Each received a estimated speed of 300 miles a mi'iiiision.free copy of the FAA's anthology of the They reset their screen from a 50 rv• "The FAA does not have enough event, a thick packet of documents, to a 100-mile radius. They briefly sp-imaterialto say that something was tapes and radar photographs. And also the target again. Then it became losi ithere," said Paul Steucke, an agency news of a new mystery to puzzle. the radar clutter created by the AinCspokesman. "We are accepting the de- The FAA disclosed another UFO Range. The crew never saw the U'scriptions of the crew but are unable to sighting on the evening of Jan. 29 by Q~»Rsupport what they saw." the crew of an Alaska Airlines plane . See Back Page. UFO

Anchorage Daily News Friday, March 6, 1987UFO: FAA releases reams of data from investigation, but comes to no conclusion about pilot's sightingthe UFOs on FAA rad; ir. considers the air traffic sys- There was no danger, but it lines plane to check out the strange intensity that "I can-__ Continued from Page A-1 , But also on Thursd iay, the tern safe and the case closed. created many questions that a sighting.n °t describe ... not even inexcept on radar FAA released a formal . review "We are not in the UFO human being cannot answer." In an interview with FAA Japanese.The FAA did not have ° f ^e controller rad< ir tapes business and don't intend to . Terauchi said ne first saw ° ffici *L Sl .Te , rauchi S id J h S But in two interviews withground radar coverage in the by New Jersey-based agency be Steucke said. two spaceships that hovered Nov. 17 ..^ident was^ ^ ^VJilr r FAA officials, , he said heUFOMcGrath area, so there was technicians that conch aded the Does that mean the FAA almost stationary. then rapid-si e htlft fi °' hl f. 2 . 9 - ve - , a . r didn't know whether the obnoway to confirm the plane's controllers mistaken! .y inter-, doesnt believe the reports of t lsed across the sky. career as a pilot. A fourth jects were UFQs . iwhen rs lgsighting. Agency officials in- P«ted a split-image: of the the sightings from the JAL .f M £ t unexp ectedly. twog T I**?? n^HS « was interviewed here the firstterviewed crew members af- JAL plane as a seconc 1 object. crew?. Not at all. "As far as spaceships stopped in front of t^01 } 3 ?, j ate t r dlSmi «!r t f5 time by FAA personnel," Tsuterthey landed, but formed e, « « ur V fort unate " we know the whole crew are o£ r f shooting off lights. fhe lights of a town reflected kuba said in his second internoopinion about the Alaska Steucke said, that the split people of mtegnty and did Tfae inside cockpit shined m the clouds by an air mver- view> -j was not sure whetherAirlines sighting.im , a e e appeared "jus .t when a report what they saw accu- brighti y and i fclt warm inSlon ' . the object was a UFO or not.FAA officials Thursdav P |lot * as re Prtin g seeing rately. Steucke said. the f ,. Terauchi wrote in Co-pilot Takanori Tamefuji My mind has not changedhad mo« to ?av about the SOI " e J hln t « outside his air ' ^^J^^ ?* ^ot his report to JAL officials. ' and engineer Yoshio Tsukuba since then."naa more to say aoout tne craft. of the JAL plane, describes -j t^ M« ltarrt u D^ ««K4- ^ ^ * •• -^ i. ** jNov. 17 reported sighting of Steucke said t .he FAA the sightings in almost mysti- Later, as the JAL plane ^d the November sighting Tamefuji said he spottedtwo smaJl UFOs and an enor- launched its three-] month ex- cat terms in a December re- flew over Fairbanks, Terau- J?* i?h PAA ««• " f the first senes of lights aboutmous "mothership." The JAL amination of the November port titled "Meeting the Fu- chi reported a third UFO. ay iews "J th FAA officials the same time as the captain,pilot's initial report appeared sighting to make sure some ture" to JAL management. huge spaceship the size of two confirined parts of Terauchi s and that they followed theto be partially confirmed by strange airc.raft w asn't men- "Once upon a time if a battleships. He said the space- account. plane. 'But he said he couldthree -ground controllers, who acing tne j ja f e ty of the air hunter saw a TV. how did he ship followed the JAL plane Tsukuba. the flight engi- not make out ^the large object.saSd in statements released at ^traffic control 'sys tem Since describe it to other people? south of Fairbanks, then neer, said he saw strange spotted oveiiJ Fairbanks oethepress conference they the radar didn't pick up a My experience was similar to abruptly disappeared as con- white and amber-coloredcause .Jj followed on Terauthoughtthey picked up one of second aircraft, th-t; FAA now this," he began his tale. ". . . trollers directed a United Air- lights that glowed with a chi's side of the plane.PHONE 512/379-9216MUTUAL UFO NETWORK, INC.Th« Scientific fnvti/igofronof Ur\id*ntifi+d Flying Ob/vcfiWALTER H ANOPUS. JRl-lerna'ioral D.:BC:CTIC3 OldttMrna floaoSeguin. Te-as 78155US*

APARTMENT OF TRANSPORTATIONFEDERAL AVIATION ADMINISTRATIONMarch 5, 1987ALASKAN REGIONFAA Public AffairsAlaskan Regionp - °- B °* '«701 c STREET701 C Street, Box 14 ANCHORAGE. ALASKA 99510Anchorage, Alaska 99513n--,~"6OFFICIAL BUSINESSPENALTY FOR PRIVATE USE. »3OOMEDIA:HERE IS A COMPLETE COPY OF ALL THE MATERIALS FAA HAS RELATIVE TO THE JAL 1628FLIGHT WHICH REPORTED SEEING: UNIDENTIFIED AIR TRAFFIC ON NOVEMBER 17, 1986.NOTE THE YELLOW TAG ITEMS.THEY WILL BE OF YOUR PRIMARY INTEREST.ITEMS # 5, 7, 8, 9, lOd, 13, 20, and 21.(SEE ENCLOSED ORDER FORM FOR WHAT THEY ARE.)I SUGGEST WE TAKE CARE OF SOME HOUSEKEEPING AGENDA BEFORE WE START TAPING ANDOR RECORDING.I SUGGEST IMMEDIATELY AFTER THAT WE TAKE 15 OR SO MINUTES FOR YOU TO LOOK ATTHESE EARLY ITEMS BEFORE I START MY BRIEFING.THINK ABOUT IT.PAUL STEUCKE

Anchorage Daily News65 96 PAGES ANCHORAGE, ALASKA, FRIDAY. MARCH 6, 1987PtTHE OFFICIAL WORD ON MYSTERY IN THE SKYAnchorage Daily News/Michael PennFAA spokesman Paul Steucke wafts as reporters read his agency's findings about The JAL pilot's sighting of a UFO.FAA has no conclusion about UFOBy HAL BERNTON The FAA ori g i na n y sa jd radar data flying over McGrath. As two pilotsDaily News reporter confirmed a UFO sighting in the area, examined a weather radar, they noticedThe Federal Aviation Administra- But after a lengthy review of tapes, the a "target" out in front of them,tion Thursday released the results of its agency determined that three control- "Up at our altitude, (35,000 feet) ...investigation of the celebrated Nov. 17 lers on duty that day were mistaken — you haven't had any UFO reportssighting of UFOs by a Japanese Air the radar did not pick up an object. lately?" one of the pilots radioed theLines crew. There was first-person tes- However, reporters who flocked to FAA controller.timony from the JAL crew members, the press conference from as far away The crew reported the target quicklystatements from controllers and reams as Japan and Philadelphia did not go moved off their radar screen at anof radar data. Everything but a conclu- away empty-handed. Each received a estimated speed of 300 miles a minute,sion. free copy of the FAA's anthology of the They reset their screen from a 50-mile• "The FAA does not have enough event, a thick packet of documents, to a 100-mile radius. They briefly spiedmaterial to say that something was tapes and radar photographs. And also the target again. Then it became lost inthere," said Paul Steucke, an agency news of a new mystery to puzzle. the radar clutter created by the Alaskaspokesman. "We are accepting the de- The FAA disclosed another UFO Range. The crew never saw the UFOscriptions of the crew but are unable to sighting on the evening of Jan. 29 by cSeesupport what they saw "the crew of an Alaska Airlines planeBac * Pa9e - UFO

UFO:Anchorage Daily News Friday, March 6, 1987~^^^^^^^^^^^^^FAA releases reams of data from investigation, but comes to no conclusion about pilot's sighting1 from Pao« A I the UFOs on FAA radf ir - ir. considers the the air air traffic sys- sys- There was was no no danger, but but it it lines lines plane to to check out out the the strange intensity that that "I "IContinued from Pagecai can-9 A-1—But also on Thursd lav. jay, the tern safe and the case closed. created manv many Questions questions that a siehtine. sighting. not describe ... not even iinexcept 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 P f ^e controller radj ir tapes business and don't intend to Terauchi said he first saw ? fficia T !, s '. T^ra " chi s * id * h * But in two interviews withground radar coverage in the by New Jersey-based agency be Steucke said, two spaceships that hovered Noy^ 17 incident was the third FAA officialSj he said heMcGrath area, so there was technicians that conch jded the Does that mean the FAA almost stationary, then rapid-UFO sighting °* h « 29-year didn>t know whether the ob_career asno way to confirm the plane's controllers mistaken! .y inter- doesn t believe the reports of , pulsed across the sky.a P 1 !^'A _? OUI 1 n jects were UFOs. "When Isighting. Agency officials in- P«J ed , a Fsplit-image of the the sightings from the JAL .f Mo st une xpectedly, two sighting Terauchi reported in was interviewed here the firstJAterviewed crew members af- l K? lan . e as a s^onc J ob J ect "crew? ' Not at a ! L As far as, spaceships stopped in front ofJan " a ? ne i ! ate . r dlsmis rt ISsed as time b FAA personnel," Tsuterthey landed, but formed „unfort unate," we know, the whole crew are Q^r face shooting off ii ghts 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 whetherAirlines sighting.inia ge appeared "jus .t when a report what they saw accu- brigntly and I felt warm inSlon 'the object was a UFO or not.FAA officials Thursday ± e thTn fi oTsUe" Vs^l? ^Keniu Terauchi the pilot the face," Terauchi wrote in Co-pilot Takanori Tamefuji My mind .has not changedhad" more to say about the "aft" of the JAL p^e describes his report to JAL officials. and engineer Yoshio Tsukuba since then."Nov. 17 reported sighting of Steucke said 1 ,he FAA the sightings in almost mysti- Later, as the JAL plane said the November sighting Tamefuji said he spottedtwo small UFOs and an enor- launched its three-j month ex- cal terms in a December re- flew over Fairbanks, Terau- was their first. Both, in inter- the first series of lights aboutviewsmous "mothership." The JAL animation of the November port titled "Meeting the Fu- chi reported a third UFO, aWltn * A * officials, the same time as the captain,pilot's initial report appeared sighting to make sure some ture" to JAL management. huge spaceship the size of two confirmed parts of Terauchi s and that they followed theto be partially confirmed by strange aircraft w asn't men- "Once upon a time if a battleships. He said the space- account. plane. But he said he couldthree ground controllers, who aci ng t he safety of the air hunter saw a TV, how did he ship followed the JAL plane Tsukuba, the flight engi- not make out the large objectsaW in statements released at 1 traffic control l sys tern. Since describe it to olher people? south of Fairbanks, then neer, said he saw" strange spotted overf 1 Fairbanks berthepress conference they tne radar didn't pick up a My experience was similar to abruptly disappeared as con- white and amber-coloredfollowed on Terau-cause ilthought they picked up one of second aircraft. th- £: FAA now this," he began his tale. "... trollers directed a United Air- lights that glowed with achi ' s side of tne plan 6 -

I'NCuRRELATtD RADAR SIGNALSAn "uncorrelated primary and beacon(secondary) return on a radarscreen occurs when the radar energy chat Is sent up toward the aircraft(primary signal) returns off the surface of the aircraft at a slightlydifferent moment than the beacon (secondary) transponder signal and thetwo do not match up as being at the same place or same computer radarcell.—RADAR COMPUTER CELL, 1/4 MILE--RADAR CELLSAME AIRCRAFTSECONDARYRADARRETURN(Beacon)(Transponder)PRIMARYRADARRETURN(Skin-Surface)^PRIMARY RADAR RETURNSECONDARY RADAR RETURNCORRELATED RETURN(Combined Return)Drawing by Paul Steucke5§ 198? ( ^ ] -UNCORRELATED RETURN

© MemorandumUS Departmentof TransportationFederal AviationAdministrationSubject'INFORMATION Date: „ , _ lfte_March 5, 1987Material relative to JAL, Nov. 17, 86,sighting of unidentified air trafficFrom:PUBLIC AFFAIRS OFFICER, AAL-5Reply toAttn. ol:To:ALL REGIONAL FACILITY MANAGERSREGIONAL DIVISION MANAGERS AND STAFF OFFICERSThe attached selected information regarding the November 17, 1986,sighting of unidentified air traffic by the crew of JAL flight 1628, hasbeen forwarded to you for you use. This is public information, no copyright,and you can share it with anyone else.Thought you might like to read the data yourself.Sincerely,Paul SteuckePublic Affairs Officer

March 5, 1987Selected MaterialRelative to the FAA Investigation ofJapan Air Lines flight 1628Sighting of Unidentified Air Trafficon November 17, 1986.CONTENTS1. Alaskan Region News Release #87-09, "Release of Documents..."2. Selected Portions of (Voice) Transcriptions, Pilot/Controllers,3. "Uncorrelated Radar Signals", an explanation.4. "Lack of "Scientific" Investigation", a statement.5. Record (transcript) of interview with JAL Captain Terauchi.6. Drawings by Captain Terauchi.7. "Meeting the Future", statement by Captain Terauchi.8. Record (transcript) of interview with JAL First Officer.9. Record (transcript) of interview with JAL Flight Engineer.10. Statements of air traffic controllers at Anchorage Center.11. Investigator statement, Form 1600-32, James Derry.12. Investigator statement, Form 1600-32, Ronald Mickle.13- Inspection & Surveillance Record, James Wright.14. Other "Unidentified Air Traffic" sightings, FAA file, Alaska.Prepared byFAA Public Affairs OfficeAAL-5Alaskan Region701 C St., Box 14, Anchorage, AK, 99513

US DeportmentofTronspcmtionNews:Federal Avjatlon K2M". 995 ,3Administration oo?) 271-5296FOR RELEASE ONMARCH 5, 1987#87-09FAA P^IOTES pncHHEOTS ONREPORTED UFO SIGHTING LAST NOVEMBERCONTACT: PAUL STEUCKEThe Federal Aviation Administration today released documents relating to thereported sighting of an unidentified flying object (UFO) over Alaska by a JapanAir Lines flight crew on November 17, 1986, saying it was unable to confirm theevent.The material was issued by FAA's Regional Office in Anchorage, Alaska, andincluded transcripts of pilot-controller communications, interviews withcontrollers and the flight crew, radar plots and other data.FAA's Regional Public Affairs Officer Paul Steucke pointed out that FAAnormally does not investigate UFO sightings but pursued the JAL incident in itsrole as the operator of the air traffic control system. He said the agency'sobjective was to determine if there was an unreported aircraft in the vicinityof the JAL flight that could present a safety hazard.As part of the inquiry, Steucke said, radar data of the JAL flight track wasreviewed by FAA experts at the agency's Technical Center in Atlantic City,N.J., using identical equipment. They determined that a second radar targetnear the JAL flight at the time of the reported sighting was not anotheraircraft but rather a split radar return from the JAL Boeing 747.Technically, this is known as an "uncorrelated primary and beacon targetreturn." It means that the primary radar signal reflected off the aircraft'ssurface did not correlate exactly with the pulse etr.itted by the aircraft'sradar beacon transponder. This phenomenon is not unusual and gives theimpression of two separate radar targets.Steucke also noted that FAA controllers who monitored the JAL aircraft saidin their statements that they thought there might have been another aircraftbecause of the dual radar targets. However, a northbound United Air Lines jetthat was diverted by controllers to intercept the JAL flight path did establishvisual contact with that aircraft but the pilots saw nothing else.The Nov. 17 UFO sighting was reported by JAL Captain Kenjyu Terauchi on acargo flight over the polar cap from Iceland to Japan via Anchorage. CaptainTerauchi said he had visual contact from approximately the U.S.-Canadian borderto south of Fairbanks. On Jan. 11, 1987, Captain Terauchi also reportedanother sighting in the same general area as the first.Steucke said FAA is satisfied that the safety of the air traffic controlsystem was not compromised by the Nov. 17 incident and plans no furtherinvestigation of the circumstances.

AAL-5, FAAFebruary 4, 1987SELECTED PORTICOS OF TRANSCRIPTIONCONCERNING THE INCIDENT INVOLVING JAPAN AIRLINES FLIGHT 1628ON NOVEMBER 18, 1986, AT APPROXIMATELY 0218 UTC(Universal Time Coordinated - Novennber 17, 1986Alaska Standard Time, 6:18 p.m.)0219:15 JL1628 Anchorage Center, Japan Air sixteen twenty eight; ah do youhave any traffic, ah seven o'clock above?0219:32 R/D15 Japan Air sixteen twenty eight heavy; negative.0219:36 JL1628 Ah, Japan Air sixteen twenty eight; roger and, ah we insightah-twotraffic-ah, in front of us one mile, about.0221:19 R/D15 Japan Air sixteen twenty eight heavy; Sir if your able toidentify the type of aircraft, ah-and see if you can tellwhether its military or civilian.0221:35 JL1628 Ah, Japan Air sixteen twenty eight; we cannot identify ah,the type, ah but, ah we can see, ah navigation lights and ah,strobe lights.0221:48 R/D15 Roger sir, say the color of the strobe and beacon lights?0221:56 JL1628 The color is ah, - white and yellow, I think.0223:37 R/D15 Ya, could you (ROOC) look ah, approximately forty miles southof Fort Yukon, there should be a code up there of one fivefive-zero.Can you tell me you see a primary target abouthis position?0225:02 R/D15 Japan Air sixteen twenty eight heavy; roger. Sir, I'mpicking up a-ah, hit on the radar approximately five miles intrail of your six o'clock position, do you concur?0225:12 JL1628 Ah negative, ah eleven o'clock, ah eight miles, ah same levelover.0225:43 ROCC Okay, I've got your squawk. It looks like I am getting somesurge, primary return, ah I dcn't know if it's erroneous orwhatever but...JL1628 = Japan Air Lines flight #1628R15 = Controller position. Anchorage Air Route Traffic Control CenterD15 = Controller position. Anchorage Air Route Traffic Control CenterROOC = (Military) Regional Qperaticns Command Center

page 3 - flight 16280234:52 R15 Japan Air sixteen twenty eight heavy, understand your trafficis over Fairbanks at this time.0234:56 JL1628 Affirmative - - ah request heading two one zero.0235:02 R15 Japan Air sixteen twenty eight heavy, roger. Deviationsapproved as necessary for traffic.0235:24 D15 Approach center (Fairbanks FAA tower) on the sixty one line.0235:27 FBKS Approach.0235:30 D15 Look at your radar. We got a Japan Air one six two eight,ah-he's deviating. He's about ah-five miles north ofFairbanks V-O-R squawking one five five zero.0235:39 D15 Do you have any traffic with him? He sees traffic, he wasdeviating.0235:44 FBKS Ah - ya, no we don't. I 6on f t see anything there aside frcmhis, ah-his target.0236:12 JL1628 Ah-Anchorage Center; Japan Air one six two eight, requestdirect ah-Talkeetna.0236:18 R15 Japan Air sixteen twenty eight heavy, cleared directTalkeetna, and in-ah-advise me of your position of yourtraffic?0236:24 JL1628 Ah, same po, same position.0236:37 R15 Japan Air sixteen twenty eight heavy, ah-sir I'm gonnarequest you to make a right turn, three six zero degrees,three hundred and sixty degree turn, and advise me what yourtraffic does then.0236:47 JL1628 Right turn, three sixty.0237:23 ROCC Okay. We have, no, we have confirmed, we have no militaryaircraft working up there.0237:25 D15 Okay thank you very much.0237:29 D15 You have no traffic at all?0237:30 ROOC That's correct, does he (JAL-1628) still have somebodyvisual?0237:32 D15 He says he does.FBKS = Fairbanks Airport FAA Approach Control (Tower)

page 4 - flight 16280237:55 R15 Japan Air sixteen twenty eight heavy. Sir, does your trafficappear to be staying with you?0238:00 JL1628 (unintelligible) just looking.0239:01 R15 Japan Air sixteen twenty eight. Say again?0239:04 JL1628 It ah-disappeared. Japan Air sixteen twenty eight.0239:58 ROOC Ya, this is one dash two again. Cn some other equipnent herewe have confirmed there is a flight size of two around yourone five five zero. Squawk one primary return only.0240:05 D15 Okay, where is is he following him?0240:07 ROOC It looks like he is, yes.0240:10 R15 Japan Air sixteen twenty eight heavy; roger. At your" discretion proceed direct Talkeetna, Jay one two fiveAnchorage. (J125 = air route)0240:23 R15 Japan Air sixteen twenty eight; roger. Sir, the militaryradar advises they do have a primary target in trail of youat this time.0240:24 D15 Okay do you have anybody you can scramble up there?:0240:30 ROCC I'll tell you what, we're gonna talk to your liasion sirabout that.0240:35 R15 Japan Air sixteen twenty eight heavy. Military radar advisesthey are picking up intermittent primary target behind youin-trail, in-trail I say again.0240:51 ROOC Ah-I'm gonna talk to my other radar man here - has gotta,he's got some other equipment watching this aircraft.0240:54 D15 Okay.0240:13 R15 Roger sir. Would you (JAL 1628) like our military toscramble on the traffic?0240:17 JL1628 Negative, negative.0242:04 JL1628 Anchorage Center. Japan Air sixteen twenty eight. Confirmdirect to Talkeetna, three one zero.0242:09 R15 Japan Air sixteen twenty eight heavy; affirmative. DirectTalkeetna and descend, at pilot's discretion, maintain flightlevel two five zero.

page 5 - flight 16280242:24 ROOC It looks like he, he-ah-offset left, and then possibly fellback in-trall. However, I can't see him now, I can't pickhim out.0242:29 D15 Okay thank you very muchS-R.0244:13 R15 Japan Air sixteen twenty eight heavy. Do you still have thetraffic?0244:17 JL1628 Ah-affirmative. Ah-nine o'clock, ah, ah.0244:39 R15 United sixty nine. Anchorage request.0244:41 UA69 Ah, go ahead. United sixty nine heavy.0244:43 R15 United sixty nine heavy. Sir, I've got a Japan Air sevenforty seven presently in your eleven o'clock position and onehundred and one, correction, one, one, zero miles, and he hastraffic (unintelligible) I'll keep you advised, ah-whenyou're closer to him I want you to see if you see anythingwith him.0245:04 UA69 Okay fine, ah-we'll look for ya.0245:49 R15 United sixty nine heavy. In your eleven o'clock position,one, zero, zero miles, southbound, is a Japan Air, sevenforty seven. He is at flight level three one zero. Says hehas traffic at his nine o'clock position same altitude.0246:06 UA69 We'll be looking, that's ah-ah, can't see anything yet.0246:59 R15 Japan Air sixteen twenty eight; roger. I'm gonna have aUnited aircraft get close to you and take a look, ah-to seeif he can identify your traffic.0247:06 JL1628 Thank you.0247:09 R15 United sixty nine heavy, turn ten degrees left, radarvectors, ah-to see traffic.0248:31 R15 Japan Air sixteen twenty eight heavy. Say the position ofyour traffic.0248:34 JL1628 Ah-now, ah-ah-moving to ah-around ten mile, now-ah-ahposition-ah-seven,ah-eight o'clock, ten mile.0248:52 R15 Japan Air sixteen seventy eight heavy; roger.UR69 => United Airlines flight #69

page 6 - flight 16280249:52 R15 United sixty nine heavy; roger. The Japan Air says thetraffic is in his seven to eight o'clock position and onezero miles in-trail.0250:00 UA69 Ckay, we're lookin.0250:05 UA69 . Why don't you get us a little closer?0250:07 R15 United sixty nine heavy; roger. Another additional tendegrees left.0250:14 UA69 Roger, United sixty nine.0250:46 R15 United sixty nine, that's what he says. Japan Air sixteentwenty eight heavy, say the position of your traffic now.0250:52 JL1628 Ah-now distinguishing but, ah-ah-your I guess, ah-twelveo'clock below-ah-you, over.0251:32 UA69 Ah, Center from United ah sixty nine. Ah-the-ah-JapanAirliner is silhouetted against a-ah-light sky. I don't seeanybody around him at all. I can see his contrail but I suredon't see any other airplanes. Do you see him?0251:49 R15 United sixty nine heavy, ah-negative sir. We got just a veryfew primary hits on the ah-target and i±ien ah-we reallyhaven't got a good track on him ever.0252:31 TOTEM If you want we've got extra gas we could bop up another fiveor six thousand feet and turn around.0252:36 R15 Totem (military CL30 flight) seven one, ah roger sir. Ifyou'd HJce ah-standby, Totem seven one,turn ah-rlght,heading two five, correction turn right, hearting two sevenzero, radar vectors to intercept.'0253:10 R15 Japan Air sixteen twenty eight heavy, descend at pilotdiscretion, maintain flight level two five zero.0253:13 JL1628 Japan Air sixteen twenty eight, ah-pilot's discretion,maintain ah-ah-two five zero, so-ah-ah-I cannot, I couldn'tsee ah-U-F-O, over.0253:27 R15 Japan Air sixteen twenty eight heavy. Understand'you do notsee the traffic any longer.0253:31 JL1628 Affirmative.0254:04 TOTEM Okay sir, we're searching this time, we think we have him.TOTEM = Military CL30 aircraft

page 7 - flight 16280254:09 R15 Japan Air sixteen twenty eight heavy, flash your landinglights please.0255:25 TOTEM Ah, yes sir, we've got him insight.0255:35 R15 Totem seven one, do you see any traffic in his vicinity?0255:38 TOTEM Not flashing any lights at this time sir.0323: JL1628 landed at Anchorage International Airport(approximate)

Paul SteuckeFAA Public Affairs701 C Street, Box 14Anch. AK 99513 March 5, 1987UNCORRELATED RADAR SIGNALSRadar data received by the FAA and used to track Japan Airlines flight 1628on the night of the November 17, 1986, was retained by FAA. Review of thisradar data by FAA experts using identical equipment at the FAA's researchtechnical center in Atlantic City, New Jersey, revealed that the radar systemwas receiving what is called an "uncorrelated primary and beacon target".This electronic phenomena is not unusual according to Steucke who said, "Itis unfortunate that the uncorrelated target phenomena occurred just when apilot was reporting seeing something outside his aircraft.The controller's statements, released by the FAA, indicate that they thoughtthere might be another aircraft or object in the area of the JAL flight.Steucke said, "The controllers were doing their job right because they have towork with what is right there in front of them on the screen, especially whenyou have a Captain that is reporting "other traffic" in his immediate area.The.-radar data they had was one target, moving slowly across the radar screen.They don't have the benefit of "monday morning quarterbacking" with multipleradar images as was the case in regenerating the radar data." Review of theradar data by FAA experts revealed the "uncorrelated target" phenomena.FAA electronic technicians explained that an "uncorrelated primary andbeacon target" on the radar screen occurs when the radar energy that is sent uptoward the aircraft, (primary signal) returns to the radar receiver along withthe aircraft transponder (beacon) signal and the two do not match up as beingat the same exact location.

J ;:;COR?.:LATE:D RADAR SIGNALSAn "uncorrelated primary and beacon(secondary) return on a radarscreen occurs'when the radar energy that is sent up toward the aircraft(primary signal) returns off the surface of the aircraft at a slightlydifferent moment than the beacon (secondary) transponder signal and thetwo do not match up as being at the same place or same computer radarcell.—RADAR COMPUTER CELL, 1M MILE-RADAR CELLSAME AIRCRAJTSECONDARYRADARRETURN(Beacon)(Transponder)PRIMARYRADARRETURN(Skin-Surface)PRIMARY RADAR RETURNSECONDARY RADAR RETURNCORRELATED RETURN(Combined Return)Drawing by Paul SteuckeMarch 5, 1987 ' ^ ^ -UNCORRELATED RETURN

QUS Departmentat TransporranonFederal AviationAdministrationMemorandumFrom-: INFORMATION: Description of Radar Split Image;AAI/-5 Memo of 2/5/87Manager, Airway Facilities Division, AAL-400OateReply toAttn 0(rrp n 7 (987T ° :Public Affairs Officer, AAL-5This letter transmits our analysis of the radar targets associated withJAL flight 1628, on November 17, 1986, and supplements discussions we havehad regarding what has been referred to as "split images".We concur with the interpretation provided to you by the Alaskan RegionAir Traffic Division.The attached Analysis of Uncorrelated Primary and Beacon Targets by DennisSimantel covers the subject in more detail, and addresses the questionsraised in your letter.Paul, I appreciate the team approach you have taken to more fullyunderstand a complex issue. The issue is an excellent example of how"interdependent" we are. If we can provide any more information, pleasedo not hesitate to call.David F. MorseAttachmentns*orn

ANALYSIS OF UNCORRELATED PRIMARYAND BEACON TARGETS(JAL-1628, 11/17/86 AKST)Approximately 61 minutes of data was extracted from the EARTS CDRprintouts relating to the November 18 incident involving JAL-1628and the alleged UFO sighting.Review of the data involving this incident did not show anyabnormalities that could be associated with any type of target asindicated by the pilot of JAL-1628.Radar returns from the aircraft and surrounding terrain vary withthe different segments of the flight, but are considered normalfor the area.Returns relating to the incident can be categorized as threetypes: primary radar reinforced by a beacon reply (primary radarreturns and beacon returns are both evident in the same 1/4 milerange cell), beacon only reply and beacon with an associatedradar reply. Seventy-two percent of the replies were radar withbeacon reinforcement (same range cell) which is normal for theMurphy dome radar system.Approximately 25 percent were beacon only and of those thatregistered as beacon only, 90 percent of those had a primary onlyreply within 1/8 of a mile, either ahead or behind the beacontarget (5 behind, 12 ahead).These uncorrelated primary returns are not uncommon, due to thecritical timing associated with the delay adjustments in theaircraft transponder for beacon systems and the targetcorrelation circuitry within the radar equipment.When an aircraft is being interrogated as it passes through thebeginning of adjacent range cells the intricate timing betweenthe two systems very often is off Just enough to declare both abeacon and a radar target in different range cells, resulting inuncorrelated radar replies.The data derived from the JAL-1628 flight is representative ofthe data from another aircraft in the same general area and isconsidered normal.February 25, 1987lennis R. SimantelZAN-AAL-ARTCC

Paul Steucke . March 5, 1987FAA, Public Affairs OfficerAlaskan Region701 C Street, Box 14Anchorage, Alaska 99513LACK OF "SCIENTIFIC 11INVESTIGATIONThe Federal Aviation Administration has a number of employees who doscientific research with regard to aircraft, aviation, and related electronicequipment. The FAA does not have the resources or the Congressional mandate toinvestigate sightings of unidentified flying objects.We have not tried to determine what the crew of Japan Airlines flight 1628saw based on scientific analysis of the stars, planets, magnetic fields, angleof view, etc. We have received letters from several persons suggesting that weask the crew and others a variety of detailed questions from a scientificviewpoint. This we have not done and do not intend to do. We reviewed the datathat was created by our systems, the interviews that were done by FAA todetermine the status of the crew and the aircraft, and have provided thatinformation to the public.The FAA has completed its investigation of JAL flight 1628, and does notintend to pursue it any further."

RECORD OF INTERVIEW tflTH JAL CAPTAIN —^Richard Gordon, Manager, FSDO-63Kenju Terauchi, Captain, JALFrank Fuji!, Interpreter, JALSayoko Himoto, FAA Airways FacilitiesMr. Shinbashi, Station Manager^__/ ^-—7On January 2, 1987, Inspector Richard 0. Gordon, FSDO-63» and JapaneseInterpertor Sayoko Mimoto, FAA Airways Facilities, interviewed JALCaptain Kenju Terauchi at JAL Operations, Anchorage, Alaska. The interviewwas conducted for the purpose of gathering first-hand witness testimony withregard to a sighting on November 17* 1986, by Captain Terauchi and his crew ofan unidentified flying object. The following text is a record of theinterview:R. Gordon Think what I'm going to ...GarbledR. Gordon I have a, oh, a few questions here, and I'll be glad to let youread them and it's just some clarification because I didn't doit, but one of the people that work for me, I'm the office"manager over here at the FSDO, the Flight Standards Office. AndJack Wright, one of my people came over and met with the Captainthe first night . ..K. Terauchi Oh yeah.R, Gordon Jack Wright gave you his card . . .K. Terauchi Yeah.R. Gordon Well then that's what Jack wrote down here. Well when they cameI was out of town, I was in Washington DC, but when I came back,then I asked a couple questions and then the Administrator isasking some questions and I said, well we don't know we didn'task that, so they gave me that list of questions right there, andwe'll Just address them along the way and then talk about them.K. Terauchi Okay.R. Gordon And it's almost reiterating what we've been through already onthis thing.K. Terauchi Sometimes, sometimes.F. Fuji! Reiterating questions, but, was this the first experience,Captain?K. Terauchi No, third time. 'R. Gordon This Is the third time that ah that you've seen, where, in thesame area or ...

K. Terauchi No, no, no .'. . um t ah I saw, urn, mothership. Taipai, Kushung,Formosa, south of Formosa.H. Gordon Around, near Formosa.K. Terauchl Yeah ah noF. Fuji! This Tlapal mainland ChinaR. Gordon Uh uhK. Terauchl And Taipai, Kushung is here, so ah this cargo flight ah I tookoff ah 2 am midnight, after midnight, after takeoff. When westart climb we saw left-hand side big mothership, but ah ...was so wierd, I ignored it (did not look).F. Fuji! Cause he wasn't feeling well . . .itR. Gordon Ho I can understand that, but that was the first time?K. Terauchl Big Ship - yes and the second time ah, the, in my home I saw asky clear daytime; ah, we can, we saw bright lights, I guessmaybe ah 10,000 feet so ah ... the light continued for aboutten minutes.F. Fuji! The light continued for about ten minutes, so ah disappearedsuddenly.K. Terauchl It's ah I guess this one.R. Gordon Okay now this one you saw off mainland China what timeframe didthat happen, when did that happen?F. Fuji! What-time was it?K. Terauchi 2 amR. Gordon When last monthInterruptionR. Gordon Okay, excuse me one moment, but ah ... Okay Frank I was tryingto figure out that first sighting last year or this yearK. Terauchi Five years agoR. Gordon Oh five years ago, just trying to get the timeframe that wesighted these things ah, the next one was that we wanted to talkabout ...F. Fuji! Was it the first experience, for the crew members?

R. Gordon First time for the other crew members, okay that's fine.K. Terauchi I think it was the first time.F. Fuji! Who was the first person who saw it?K. Terauchi It was me. I saw it in - inside.F. Fujii What did you notice at first?K. Terauchi During first time we saw light, I think a navigation light.R. Gordon Ah ha, but you saw it visually first you didn't pick it up onradar or anything you Just saw some light out there, okay andthat really coinsides with the air traffic statement, you calledand said do you have any traffic in my areaK. Terauchi Yeah, yeah before, before, about six minutes before I saw thisone so ah . . .R. Gordon You were watching him for about five or six minutes before youcalled . . .K. Terauchi Before I contact Anchorage CenterR. Gordon Ah ah, okayF. Fuji! Okay fourth question, what did you see exactly shape, light, andall, the shape, lighting, etc. . . .R. Gordon Well if you can just explain these to me cause it looks likeyou've done alot of drawing here so it's not necessary for you toredraw all this stuffK. Terauchi This light was amber and whitish, but, when it came to here itwas only amber . . . white light. Why don't I understand.(Japanese) rightF. Fujii First of all it's like amber and whitish color, came closely itseems like all the output exhaust position of the. jets, all theseChallengerR. Gordon Look like something like after burners . . . okay okay, like eachone of these was an individual exhaust? YesR. Gordon OkayK. Terauchi So this light is special like (Japanese) when ah Challenger, yes& F. Fujii like Challenger took off amount of flame going on, we can't seeChallenger by this flame

R. Gordon Okay, yesK. Terauchi But this one 13 nozzle direction (Japanese)(garbled) we couldn'tsee this light this direction we could see big flameR. Gordon Maybe we're saying then if you're looking at the back of it andthen when it turns sideways this doesn't show. Okay Iunderstand.F. Fujii From the forward you could see the flame and the exhaust andflame were surrounding it.R. Gordon OkayF. Fujii So maybe ah, I - I think ah, urn exhaust started (garbled)R. Gordon Being okay these things here, maybe being each one of thesethings here, so these were maybe stacked* in otharvarda if youwere looking at the top view down, you would just see one if youcome around here you would see all of those lights. Okay yeahK. Terauchi So if they moved up or I guess this ah exhaust moved to ah, thisway down so finally five years ago I saw the rocket.R. Gordon Maybe that would account for that bright light he saw five yearsago. In otherwords if these turned down you.couldn't see themand then when it looked like it moved over here some over hereturned up and then you could see them where it looked like itmoved over there? So you're saying . . .K. Terauchi Anyway ah (Japanese) right (Japanese) . . . Talk to me ...Could not see but only here and here . . . and this, here, darkarea, I saw sparks, like fire. When using gasoline or carbonfuel. You can see a great big flame, but I could not see (flame)at all in this angle, although there was a big blast.F. Fuji! Seems like it's really high technology because you can't seeanything over here unless it's spinning rotation.R. Gordon Yeah, okay, yeah, somebody said sometimes the sparks kick overinto that and you could see the exhaust, now with ah that in mindthis other picture you have here, where would this be on thisthing captain?F. Fujii What you're asking him where this (garbled) . . .K. Terauchi Quite different, this is just small space ship, this one size ofcarrier, two times carrier so mothership, so ah after they flewwith us three ah five minutes like home mission, then move to amothership. So then I found mothership light, but this is notlight, all engine, because ah we have contact seven or eight milehere, so we saw this first-lights, so urn after light contact ahthey move behind so we saw this pairs of light, so we saw thislight same size, this one, same size.

R. Gordon Same distance apart . . . Now do you think that was just themothership and then these little things were ...K. Terauchi But, yes, that rightR. Gordon I mean they were moving along, at that time where were theselights , captain?F. Fuji! (Japanese) disappearR. Cordon Okay, okayK. Terauchi Then we find this light, so I think this one is light, but Ithink now this is engine, so ah, same type of engine, the samelogic . . . the same type of engine. This one and this one, thesame logic, this point and this point are the same Just bigger insize. This is the small one so it looked like this, but thebigger one, I could not see but only here, small size, big size,same technology. YeahR. Gordon Oh, ohF. Fujii The mothership seems like it, he said that, this, this, sametechnology, type of engineR. Gordon Well they're alot, much larger,EC. Terauchi Yes, much larger . . .R. Gordon So this right here would be ah, sitting . . .S. Himoto No, this light is sitting hereK. Terauchi Yeah, yeah, yeah, yeah, yeah, yeah, .yeah . . .R. Gordon . . . Only much larger (garbled)K. Terauchi Yeah much larger, much power. But, this color is white uh . . .it's ah urn dark white pole . . . weak light . . .(unintelligible)R. Cordon Maybe because it's so much bigger.K. Terauchi YeahR. Gordon Now this distance, now you ware speaking of these were fairlyclose uh?K, Terauchi Hum uh, ah distances is ah, ah, not this, this one ah, 500, ah.between 500 and 1,000 feet.R. Cordon Okay, out from you, and then it took off and went out here andmaybe this is, ah, you said five to seven miles or something onthe radar.

K. Tarauchi A no, seven, seven or eight miles.R. Gordon Okay seven or eight miles, that'3 what they were saying on theradar.K. Terauchi Yeah, this later, so we saw about seven or eight miles . . .R. Gordon OkayK. Terauchi And, 60 degrees left . . .R. Gordon OkayK. Terauchi So out in here small ship is disappear.R. Gordon Okay, I understand, now lets (unintelligible) what else, see if Iforget anything, visual was a first, what, you showed me exactlywhat you saw. Visually sighting, you saw it first uh?K. Terauchi FirstR. Gordon OkayF. Fujii And (unintelligible) probably how long had you contacted thetarget.R. Gordon No that's what we were saying, five to six minutes before youcalled ATC.K. Terauchi Yeah, yeah, yeah, yeah, yeah, yeah, that's right.R. Gordon Okay, did the other crew have trouble sighting the object?F. Fuji! Did the rest of the crew see the lights?K. Terauchi (More Japanese) So I tried to fix it, but I ah, failed.LaughterK. Terauchi Just, shutter was open, did not close, so ...F. Fujii Yes every crew has seen it.R. Gordon Okay all the crew members they did see it. Okay. Laughter . . .Yeah that's what I would do (more laughter)F. Fujii What type of onboard radar?R. Gordon Yeah, what type of radar was onboard, that ah ?K. Terauchi It was the kind, ditigal, but I don not know.

R. Gordon Digital color?K. Terauchi Yea colored, digital . . .R. Gordon Okay, fine, yeah, that's all we need! I don't need to knownumbers. Ah did the target appear on the radar as unusual or, orsolid target or intermitt . . .F. Fuji! Was it clear?K. Terauchi Clearly, clearly . . .R. Gordon Very clearlyK. Terauchi But, ah, ah, strong, ah return signal is strong in case of astorm, show ah red, and next yellow.R. Gordon Okay? The, but weak is green . . .R. Gordon Right.K. Terauchi So ah is green light.R. Gordon It showed green . . .K. Terauchi GreenR. Gordon Okay, yeah r that's, that's where even some of the stuff could getthrough it, like when you take a picture of a cloud on theradar'. . .K. Terauchi Oh yeah . . .R. Gordon If it's green, but if it'9 got heavy rain in it or thunderstormin it then it shows red . . .K. Terauchi Yea, yesR. Gordon So it's light green, maybe the waves can go through this thing.Okay so it showed green on the radar, on the color radar.F. Fujii When did you pick it up, the radar?K. Terauchi Time? Time?F. Fujii Time, is it by time, when?R. Gordon Oh after, how long after you saw it with your eyes did you pickit up on the radar?K. Terauchi Okay ah, urn seven minutes, five minute, makes it twelve minutes,so, ah, fifteen minutes after contact.

R. Gordon Fifteen minutes after you visually contacted it, okay, okay.K. Terauchi Yeah, fifteen minutes . . . when ah ...R. Gordon See, it Just says did you paint anything that's did you seeanything else on the radar, weather or anything else . . .K. Terauchi No, no, nothing.R. Gordon Just that target . . .K. Terauchi Yeah, yes, yes.R. Gordon Okay, okay . . . The only thing we saw on the radar then was thattargetF. Fujii How about the aircraft, any turbulence?K. Terauchi No, ah, noR. Gordon No, no turbulence, no turbulence at all, okay. Autopilot stayedon all the time.K. Terauchi Yeah . . .R. Gordon OkayK. Terauchi Working goodR. Gordon Good, (laughter)F. Fujii Now how about communications, navlagion, or interferring of anysort . . .?K. Terauchi This ah small aircraft near the here, so ah all the way VHPtransmit on (unintelligible) with ah some we got a like some kindof ... like ah. Jamming.R. Gordon . Some kind of interference?EC. TerauchiInterference.R. Gordon On the 7HF?K. Terauchi Yes then this one leave for mother3hip . . .R. Gordon Ah haK. Terauchi Back to normalf?)R. Gordon Okay, did you say it's like German talking uh?

K. Terauchi Yeah, yeah, yeah.R. Gordon OkayS. Mimoto Mas it's sound like speaking in German, or Just jamming noise?K. Terauchi It was Just noise, sounded zaa, zaaR. Gordon Oh Just noise . . . Okay, okay I misunderstood you, I'm glad youbrought that out.K. Terauchi Normally when you can hear clearly it is digital 5« 5, 4» 3» 2,1 - but it was about 2.F. Fujii You know five by five radio communicationR. Gordon Oh yeah uh hu, okay sureF. Fuji! It was like two . . .R. Gordon Okay okay, like twoK. Terauchi Sometimes missing, sometimes missing.R. Gordon Like, almost like, ah, background noise?K. Terauchi Yes, yes.R. Gordon Okay, and then when it, when the little small lights departed thenoise went away, then back to real clear communications?K. Terauchi Yes, that's right.R. Gordon Okay, fine, ah, lets see, I'm going to come back to thirteen,because ah ...F. Fujii OkayR. Gordon What was there any question?F. Fujii Did you see any reflection on the glass (window)?R..GordonInside the cockpit, was it dark, all the light off inside thecockpit?K. Terauchi Oh ah, dark yeah, yeah, yeah.K. Terauchi Therefore, there was not reflection of inside. No reflectionfrom inside. So when I took the camera bag, finding the object,all the lights were turned off, made room dark - cargo room andpassenger room, there was nothing to reflect.F. Fujil We have ah, on a cargo plane we have a back lounge.

R. Gordon Yeah, I'm familiar with it, yeah I've been on there.F. Fuji! So he turned the light off on that, because they were trying totake a photo.R. Gordon Okay, okayF. Fuji! So the (unintelligible) was dark.R. Gordon Okay, that's good, I Just wanted to make sure that everything inthe cockpit you know, you see something and then you turn thelight cause, me being a pilot, normally when I see something outthere I'll turn the lights off and get everything dark inside.K. Terauchi Yes that's right.F. Fuji! When you changed you aircraft position, did they make any specialmoves?K. Terauchi Ho, they didn't. See here, I began to circle 360 degrees, theystayed at the same position with us.F. Fuji! Uh uh, same positionK. Terauchi Same position, same position, same position all the way(unintelligible)R. Gordon Okay following you right around uh?K. Terauchi YesR. Gordon And it was here, and then here, and here, and here, and then yourolled out and it was right there, okay.K. Terauchi So ah, ah, I tried next, ah, descent, 3, 5, 0, 3, 1, 0.R. Gordon Ah ah, okay, 3, 1, 0, when you descended to 3* 1* 0, still thereuh?K. Terauchi Yeah, same formation, uh formation descent . . . formationdescent. It was Impressive, the same formation, smooth!R. Gordon OkayK. Terauchi We, we used autopilot when descending, so (unintelligible).R. Gordon Okay, yeah, yeah went right down with him, okay uh . . .F. Fuji! Can we go to the next one?R. Gordon Sure, yeah, I was just was ah ...10

F. Fuji! Size, estimate, ah, sizeK. Terauchi (More Japanese) Two times, or ah, I guess ah ...F. Fuji! (unintelligible) seven four sevenR. Gordon OkayK. Terauchi So ah, size is ah, carrier ...R. Gordon Ah uh, in other words this being the Jumbo Jet was about as bigas just the light . . .?K. Terauchi See this is the Jumbo jet. 1.5i two times this light.R. Gordon Okay, okay, I have ... so the side light on this thing wasabout, the Jumbo is about two to two-and-a-half time the size ofthis light, so when you stack 'em up, you . . .K. Terauchi Yeah, yeah, yeah . . .R. Gordon . . . were saying about two times as big as an aircraft carrier.K. Terauchi Yeah, yeah, yeah.R. Gordon OkayK. Terauchi It felt like this big - (he made a circle by using his fingers);seven to eight miles away and it was this big. Normally, an aircarrier is seven - eight miles away, it looks like this.F. Fujii Seven or eight miles away, usually the aircrafts are likethis . . .R. Gordon Ah uh, okayF. Fujii About this big so ...R. Gordon OkayF. Fujii . . . with his estimate.R. Gordon So he's kinda comparing it to another Jumbo jet?F. Fujii Yeah, yeah . . .R. Gordon OkayS. Himoto (More Japanese) TremendousR. Gordon Oh yeah (laughter), boy, okay\.F. Fujii Go for this size here, this one.11

R. Gordon Yeah, let's see what would you estimate the size of the smallships to be?K. Terauchi Ah ... (unintelligible), up here equal to.(unintelligible) wesaw, ah, second (unintelligible), square, but I saw this on here,ah here, for so I guess this one is ma/be separate, separate,then move to here. So ah, ah, (Japanese).R. Gordon Right, yeah, ah uh.S. Himoto if this one was two stacked together, how large was one?K. Terauchi This here ah fuselage, fuselage of DC-8, DC-3 fuselage.R. Gordon DC-8, okay . . . yeah ah uh, in other words this part right herewould be like fuselage of a DC-8.K. Terauchi Oh yes . . .R. Gordon Like this ...K. Terauchi Yeah, yeah, yeah ...R. Gordon OkayK. Terauchi Maybe, maybe about like thisR. Gordon Uh ah, yeah I understand, okay, I got it. That's good.F. Fujii Any other lighted or unlight objects, any other lights?K. Terauchi Yeah, we saw ah, some unusual light from ah, top of mothership.R. Gordon Uh ahK. Terauchi Ah, it was not regular, but - not regularly, but white -silverish lights, not in equal span of time, but occasionallyflashed, irregularly lighted at all times.S* Himoto Occasional flashK. Terauchi Flash* flashR. Gordon And since I've got this on tape, if you will help me later, youknow when we write this down, because I can't remember all thisstuff. Thank you.K. Terauchi (Japanese) First time we cannot see ah, this (unintelligible) soah, ah, we saw this light, this light, and . . .R. Gordon Ah uh, okay, thank you very^much.12

F. Fuji! (Japanese) No ah magneticK, Terauchl No ah no . . .R. Gordon No gages, or the instruments or the RHI on everything stayedokay, no magnetic disturbances? Okay. Ah, did the intensity ofthe objects lights change? I think he just explained that didn'the on that ah ...S. Mimoto (unintelligible) you mean intensity of light?R. Gordon No on this object here, did the, did the intensity of theselights change, and I think he just explained that, ah ...F. Fujii You mean by distance, right?R. Gordon No the intensity, the brightness of the, ah ...S. Mimoto (unintelligible)F. Fujii Did the intensity of lights change?K. Terauchi No, it did not change.R. Gordon They didn't change, huh?K. Terauchi Steady, steady.R. Gordon Okay, the intensity was steady?K. Terauchi YesK. Terauchi Visibility ah, more clear, all the way clear, clear sky.R. Gordon Okay . . .K. Terauchi Clear skyR. Gordon How about visibilty? What would you estimate, you know whenyou're coming down from up there where we enter over Alaska whereyou come off the sea and hit Alaska, you come up a ways and thenyou can see Fairbanks out here, no problems seeing Fairbanks?K. Terauchi When flying over Fort Yukon ...R. Gordon Fort Yukon, yeah.K. Terauchi We can see ah Fairbanks and Eilsen Air Base.R. Gordon Okay, yes, good, that's real clear, that's that's fine.ShinbaahiIt was near full moon wasn't it?13

K. Terauchi But we came this way. Full moon (unintelligible) Greenland,after we, we cross ah Greenland we saw moon right side(unintelligible) . . . but moon move to ah behind us so whencrossing the Canadian, Canadian, ah, FLR (unintelligible) somaybe ah moon, ah stay near the horizon, so we couldn't use themoon light.R. Gordon Ah uh, I understand.K. Terauchi (Japanese)R. Gordon So the moon was very low?K. Terauchi Very low, very low, okay.R. Gordon That's good, I appreciate you bringing that up, I didn't thinkabout the moon, but that's good.K. Terauchi Full moon, full moon, was very low, full moon.R. Gordon Well that's good, I'm glad you folks did that, uh . . .K. Terauchi So ah,R. Gordon There's one last question . . .? YeaR. Gordon This, and it's just threw it in here, is there anything else that• • I didn't ask you that you could help us sort this thing out?K. Terauchi Ah, yes, theyR. Gordon Frank, see how that tapes doing. We still got plenty?F. Fujii Yes, ah uh.R. Gordon That's good, because the mike is right there that's super.K. Terauchi See it is recoil blasting, Just a little bit high here, it isblasting jets, then if it was at the same altitude as we were* Iassume they are using an atomic energy, there will be someradiation left on our aircraft. Also the other is, that airturbulence be created. So they did not want to leave anyevidence of their ailstance. Also the reason, why they werethere (position) is that they wanted to leave no evidence. Seeit is round, the air current goes this way (he is drawing apicture), see if they were at the same altitude, they wouldcreate air turbulance, but they never positioned when the airturbulance would disturb us.R. Gordon Those are the small one now?14

K. Terauchi Yeah. . .R. Gordon The little one huh?K. Terauchi (Japanese) . . .F. Fuji! That flight level right there does not leave any evidence, alsoif it on the same level, it would give this aircraft a littleturbulence cause of this air.R. Gordon You got no turbulence?K. Terauchi No turbulence.R. Gordon So it's just suspended there, really.K. Terauchi (Japanese) RightF. Fuji! (unintelligible) leave the evidence . . .R. Gordon Yeah, well that's what I'm saying, it's so moving, it's either soareodynamic that it's not causing, so you're saying when he wasright in front of you there was not turbulence and if you hadbeen that close to another object that large you should have gotsome buffetting?K. Terauchi YeahR. Gordon Okay, I understandK. Terauchi The turbulance would assure their existance, therefore, theypositioned themselves to here from the beginning.R. Gordon YesK. Terauchi Certainly, ah approaching Fort Yukon, west side, this side eastside, so ah (unintelligible)(Japanese) big mothership (Japanese),horizon, sunset, we caught up the sunset, two - three millimetersstrip of it. Then there was the raothership. They never came tothis side. Because of the sunset (if they came to the otherside) they would be seen, their shape by us. They positionedthemselves at the darkest side, difficult place for us to see.But see, our aircraft was in front of the sunset and visible forany movement we make. They took the trouble to position*themselves to be in the darkest place. I think they did not wantto be seen.F. Fuji! He thinks that they don't want, of course they don't want theship to see it, so they go to the place where it's dark . . .R. Gordon YeahF. Fuji! . . . and because there's a sunset over here, and about one15

K. Terauchl (Japanese) 0.1 ah, inchF. Fuji! About 0.1 ...R. Gordon Just right on the horizon, the sun was setting?.F. Fujii Teah, yes. So they don't want to go toward the ship side, theystayed away from it.R. Gordon Toward the dark side.F. Fujii YesR. Gordon So that would have put them to the east like on the Canadian sideyou're coming down on your side (unintelligible) captain's side?K. Terauchi YesR. Gordon Okay I understand.K. Terauchi I think, perhaps, they have regulations like they must not beseen by humans. But it was a surprise to see the suddenappearance in front of us. If the machine was set automaticallyfor the distance of eight miles away from us, the machine willnot come closer than eight miles (but they Jumped in front ofus), so I felt there was a living creature in it. It jumped infront of us, very unusual. They took such unexpected action.Try the other one(?)('F. Fujii Seems like they're trying to stay away, I guess there's some kindof regulation for them to not be seen by ...R. Gordon Ah oh, I understand. I have one more question that came up thatI was thinking; now when he departed, departed east? Is thatwhat someone told me; which direction did, when he departed, wentaway?F. Fujii Which direction did it take off to?K. Terauchi I don't know. Probably to the east.F. Fujii He thinks it's east, he's not really sure. He was looking at it• and it Just disappeared, so ...R. Gordon Okay, appeared that it went east, but it went so fast?K. Terauchi So fast.R. Gordon OkayF. Fujii He was watching it and it just disappeared . . .16

R. Gordon Okay, fine. Well I can't think of anything else I need to askyou* ah, I really appreciate you taking time to talk to us,because it's very, very interesting and we need to see if we canfigure out what is there, you know.K. Terauchi So ah, one things, they ah, completely they're controled ofinertial and gravity. Yeah, so their technology was unthinkable.Unimaginable high technology.F. Fujii High tech.R. Gordon Oh yeah, it just sounds like it. All I can say is let's hopethey're on our side . . . (laughter)ShinbashiThis kind of information (unintelligible) before?R. Gordon No I can't, I haven't so that's why we're trying to get as muchinformation as we have; we're going to send it back toWashington DC, and have them try to marry it up with anythinglike this before and then maybe we can say, oh, it happened here,or it happened here . . .K. Terauchi Oh yeahR. Gordon . . . other sightings, we have a lot of stuff where pilots havehad other sightings.K. Terauchi Oh yesR. Gordon So we don't know if these lights and all these pictures you drew;maybe they'll be the same and it happened in Arizona or New Yorkor wherever, so we got a place in Washington DC, we'll put themall together and say is any two of them alike. But, but as we gothrough this thing I would be glad to keep you folks informedand, -of what we find out, or if we find out anything, but I'll beglad to tell you and see how we're doing. Could I get thosedrawings, if you don't mind ah? I think that's all we need.K. Terauchi (unintelligible)R. Gordon Yes, yes, you could probably explain that with the thing you havedrawn here. Now these are the same drawings?K.'TerauchiOh no, no, noR. Gordon YeahK. Terauchi This one, this one, are the same.R. Gordon SameK. Terauchi So I like (unintelligible)-17

R. Gordon I get a copy of that Frank? Could we take a picture of that, Iwould certainly appreciate It. Tes. Alright. I think that'sall, can you think of anything we need.K. Terauchi (unintelligible)R. Gordon Yea, please if I could have one. Oh one thing, this trackK. Terauchi Oh yeah. This one is ah (unintelligible) so after this one is ah(unintelligible) this point ah ...R. Gordon Okay, right about the . . .K. Terauchi This point, so we contact Anchorage Center here, so ah two orthree minutes, proceed right direct to Talkeetna, so we flew thisdistance . . .R. Gordon Okay from that point direct to Talkeetna and ah, and then some soyou went about there you saw this thing.K. Terauchi Yes, yes, I saw from here ... ao ah ...R. Gordon Okay, and then maybe five minutes later along here sayingAnchorage do you have anything out there?K. Terauchi Oh yeah, yeah, yeahR. Gordon Okay I have it. To just about Talkeetna?K. Terauchi No no, disappear 75 miles north of Talkeetna . . .R. Gordon Okay 75 miles north of Talkeetna ...K. Terauchi Yeah, yeahR. Gordon ... it went away.S. Himoto The small one, not the mothership, were there many light?K. Terauchi Oh yea, there were numerous lights. The exhausts on the enginewere lined up all the way, but when they were blasting recoilJets were so strong I could not see it because it was so bright.Once the recoil blast stopped, the speed was absolutely steady,not faster or slower, and I could see them very clearly.S. Himoto Just one group?K. Terauchi See there were two, appeared in front of us. Right here andright here . . . both exactly the same.S. Himoto Only two?K. Terauchi All I saw was two.^18

R. Gordon Yeah, I got that out of that other one that there was two andthen It went back to the mothership.K. Terauchl YeahS. Mimoto I thought maybe there was more then two.R. Gordon Oh I see, I'm glad you asked that. There were only two?S. Mimoto Only two.R. Gordon But one was larger then the other like there was two of 'em werestuck together, right?S. Miaoto Then both are the same size, possible got (stuck) together later?K. Terauchi Yes, possibly. The one I saw first, it was this long. See ifthey were stacked together at the beginning, one must havereturned to the mothership soon after the separtation.S. Mimoto This (unintelligible)R. Gordon Oh you saw that, and then they separated like they were togetherand then they came apart.K. Terauchi (Japanese)R. Gordon Ah uh, okay. Same thing, and make sure that I'm right here, thatah, ah airplane, first sighting, and say this is over here, thenit would have . . .S. Mimoto (unintelligible)R. Gordon Okay, fine just so we know If someone asks us that question wecan answer. Very good. Well I have a lot better understandingof what transpired then what we got out of a bunch of people whenwe talked, and I want to thank you folks for your time. I reallyappreciate it.fat19

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',,,,Meeting the Future by Kenju TerauchiPage i. e>f> r+* fb( %Once upon a time if a hunter saw a t.v., how did he describe itto other people? My experience was similar to this. The northof Alaska in mid-November you cannot even see the sun; thedarkness continues, until the middle of March. Flight JL 1628,B747 jumbo cargo encountered two spaceships and a Mother shipabout 50 minutes above Alaska* There was no danger but itcreated many questions that a human being cannot answer.Page 2.So I am writing that experience down here. In mid-October/ I wasexcited to hear the special flight. This special flight was toimport special French wine from Iceland to Anchorage forapproximately a 6 hour and 20 minute flight. It is an extremelyshort flight compared to most flights. It takes about two-thirdsnormal flight hours. There are only two landings at Kefurabik(sp.?) International Airport.Page 3.This particular flight was planned to stop at Iceland and increasecargo items rather than flying direct from Paris to Anchorage.However/ since being wintertime if the condition of the runwaywas poor, we may have to reduce the cargo, therefore, everyonewas paying special attention to the amount of cargo. Thetemperature of Kefurabik Airport in November is approximatelymaximum of 3 degrees C. and the lowest was minus 3 degree C.Page 4.Six of us Japan Airline employees arrived at Kefurabik Airport atmidnight and three people welcomed us as usual. We headed on toa new hotel. The bed was extremely small. I understood whythe down blanket was only 135 centimeters. We stayed only about17 hours. The weather became good and the runway was not frozenand we left the Kefurabik at 2042.Page 16.Co-employees are married, have children and are young. I ampleased that nothing happened. The ending of this encounter wasvery well. We worried because we do not know the purpose of thespaceship/ but there is no immediate danger. What do you thinkabout our experience? I hope we humans will meet them in the nearfuture and confirm my experience.[Personal statement concerning JAL Flight 1628 sighting ofunidentified air traffic, Nov. 17, 1986. Written by Capt.Kenju Terauchi; translated by Sayoko Mimoto, FAA Alaskan Region,Airway Facilities Division. Received by FAA 1/2/87]

MEETING THE FUTUREWe took a flight course Southeast of Greenland direct toChule(sp?) where a U.S. military base ia by crossing the greaticy highland midwest of Greenland.The flight above Greenland, under a nearly full noon whichwas raising on the right front aide of our aircraft helpedvisibility for the night flight. The flight was smooth despitethe unstable air current that shook the plane for about twohours, but was still a rather stressless flight as compared to apassenger flight.We aimed towards Single Point, on the north coast of Canada,by passing through the Canadian north polar regions and downsouthwest along an Arctic flight course. It was 4:25 p.m. Alaskatime when we reported our location to Edmonton Center from aboveSingle Point, Canada (68 degrees 55 minutes the North Latitude,137 degrees 15 minutes West Longitude). It had become oitehdarkperhaps because the moon was directly behind us near thehorizon. We received an order from Edmonton Center that we shouldcontact the[Personal statement concerning JAL Flight 1628 sighting ofunidentified air traffic, Nov. 17, 1986. Written by Capt.Kenju Terauchi; translated by Sayoko Mimoto, FAA AlaskanRegion, Airway Facilities Division. Received by FAA 1/2/87]

6*Anchorage Center when we reach above Pottat(sp?) where AlaskaTerritorial Air begins.Pottat locates approximately 480 miles,approximately 690 kilometers, North-northeast of Anchorage, 67degrees 56 minutes North Latitude, 141 degrees West Longitude.We began the communication with theAnchorage Center about5:05 p.m. The flight course we had acknowledged was Jet 529,direct to Ft. Yukon and Jet 125 via Nenana, Talkeetna, Chaiger(sp?)» and to Anchorage.The Anchorage Center ordered us to flydirect to Talkeetna,provided us transponder codes and placed uson a radar scope at the same time. The strange phenomenonhappened immediately 'after we began left rotation, following theorder of taking the direct flight course.There was an unidentifiable light ahead of therotation. Weset the course toward Talkeetna and began level flight. Then wesaw lights that looked like aircraft lights, 30 degrees leftfront, 2,000 feet (600 meters) below us, moving exactly in thesame direction and with the same speed as we were. We were atthe altitude of 35,000 feet (10,600 meters), flying speed was900 kilometer per hour to 910 kilometer per hour.[Personal statement concerning JAL Flight 1628 sighting ofunidentified air traffic, Nov. 17, 1986. Written by Capt.Kenju Terauchi; translated by Sayoko Mlmoto, FAA AlaskanRegion, Airway Facilities Division* Received by FAA 1/2/87]

We ignored the lights, thinking probably they were specialmissioned aircrafts or two fighters because we did not notice thelights while communication (with the Anchorage Center?) or onprior visual inspection. However, the position of the lights hadnot changed even after a few minutes and that called ourattention. The First Officer, Tameto(?), called the AnchorageCenter and asked to report to us if there were any aircraft otherthan ours in the area. The Anchorage Center told us that therewere no other aircraft in the North area. We immediatelyreported back that we were seeing aircraft lights. They againreported that there was no military aircraft and the ground radardid not show any aircraft but us. They also asked us severaltimes if there were clouds near our altitudes. We saw thin andspotty clouds near the mountain below us, no clouds in mid-toupperair, and the air current was steady and conditions werequite pleasant. Perhaps the controllers were concerned that anincreased use of improved lazer beams using clouds was creatingmoving images.[Personal statement concerning JAL Flight 1628 sighting ofunidentified air traffic, Nov. 17, 1986. Written by Capt.Kenju Terauchi; translated by Sayoko Mimoto, FAA AlaskanRegion, Airway Facilities Division. Received by FAA 1/2/87]

We kept observing the lights below us in left front, thinking itwas ridiculous to have lazer beam testing at the end of a tundraarea. Then the two lights began to move in a manner differentfrom ordinary aircraft maneuvers, like two bear cubs playing witheach other. We continued the flight South along a straightcourse since the distance from the lights was far enough from usand their movement was not extreme and we felt no immediatedanger. I thought perhaps it is one of those things called UFOand taking a photo might help to identify the object later. Iasked to bring forward my camera bag that was placed in the rearof the cockpit and began to take a picture. The area in whichthe plane was flying was unchanged but the lights were stillmoving strangely. I had ASA 100 film in my camera, mainly totake scenery and had auto-focus on, aimed at the object but thelens kept adjusting and never could set a focus. I changed autofocusto manual-focus and pressed the shutter but this time theshutter would not close. Then our aircraft started to vibrateand I gave up taking a photo. I placed my camera back in thecamera bag and concentrated on observing the lights.[Personal statement concerning JAL Flight 1628 sighting ofunidentified air traffic, Nov. 17, 1986. Written by Capt.Kenju Terauchi; translated by Sayoko Mimoto, FAA AlaskanRegion, Airway Facilities Division. Received -by FAA 1/2/87]

9"It was about seven or so minutes • since we began pa/ingattention to the lights, moat unexpectedly two spaceships stoppedin front of our face, shooting off lights. The inside cockpitshined brightly and I felt warm in the face. Perhaps firing ofJets was the result to kill inertia of their quick high speedmaneuver, but the ships appeared as if they were stopped in oneplace in front of us. Then three to seven seconds later a firelike from Jet engines stopped and became a small circle of lightsas they began to fly in level flight at the same speed as wewere, showing numerous numbers of exhaust pipes. However, thecenter area of the ship where below an engine might be wasinvisible . The middle of the body of the ship sparked anoccasionally stream of lights, like a charcoal fire, from rightto left and from left to right. Its shape was a square, flying500 feet to 1000 feet in front of us, very slightly higher inaltitude than us, its sice was about the same size as the body ofa DC -8 Jet, and with numerous exhaust pipes. The firing of theexhaust Jets varied, perhaps to maintain balance, some becamestronger than others and some became weaker than others, butseemed controlled automatically.We did not feel threatened or in danger because thespaceship[Personal statement concerning JAL Flight 1628 sighting ofunidentified air traffic, Nov. 17, 1986. Written by Capt.Kenju Terauchi; translated by Sayoko Mlmoto, FAA AlaskanRegion, Airway Facilities Division. Received by FAA 1/2/87]

."Page 10*moved so suddenly. We probably would have felt more in dangerand would have been prepared to escape if the spaceships wereshaking unsteadily or were unable to stop themselves. It isimpossible for any man-made machine to make asudden appearancein front of a Jumbo jet that is flying 910 kilometers per hourand to move along in a formation paralleling our aircraft. Theships moved in formation for about three to five minutes, thentwo ships moved forward in a line, afain slightly higher inaltitude as we were, 40 degrees to our left. We did not reportithis action to the Anchorage Center. Honestly, we were simplybreathtaken. The VHF communication, both in transmitting andreceiving were extremely difficult for ten or fifteen minuteswhile the little ships came close to us and often interfered withcommunication from the Anchorage Center; however,communicationconditions became just as good as soon as the ships left us.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 flat light on thedirection where the ships flew away, moving in a line along with ius, in the same direction and same speed and in the same altitudeas we were.I'[Personal statement concerning JAL Flight 1628 sighting ofunidentified air traffic, Nov. 17, 1986. Written by Capt.Kenju Terauchi; translated by Sayoko Mimoto, FAA AlaskanRegion, Airway Facilities Division. Received by FAA 1/2/87]

"Pace 11"Again, we began communicating with the Anchorage Center. We &aidthat we could aee a light in the 10 o'clock position at the samealtitude and wondered if they could aee anything in their radar.The Anchorage Center replied that they see nothing in theirradar. I thought it would be impossible to find anything on anaircraft radar if a large ground radar did not show anything butI judged the distance of the object visually and it was not veryfar. I set the digital weather radar distance in 20 miles, radarangle to horizon. There it was, on the screen, a large, green,and a round object had appeared in seven or eight miles (13kilometers to 15 kilometers) away, where the direction of theobject was. We reported to the Anchorage Center that our aircraftradar caught the object within seven or eight miles in 10 o'clockposition. We asked if they could catch it on the ground radarbut did not seem they could at all. Normally it appears in redwhen an aircraft radar catches another aircraft. I wonder if themetal used in the spaceship is different from ours. While wewere communicating with the Anchorage Center, the two pale whitelights gradually moved to the left aide and to left diagonallyback 30 degrees as if they understood our conversation and thenwhen they were beside our aircraft they totally disappeared fromour radar.[Personal statement concerning JAL Flight 1628 sighting ofunidentified air traffic, Nov. 17, 1986. Written by Capt.Kenju Terauchi; translated by Sayoko Mlmoto, FM AlaskanRegion, Airway Facilities Division. Received tey FAA 1/2/87]

"Page 12*When they were in front of us, the ships were positionedslightly higher in altitude than we were, but now they placedthemselves slightly below the horizon where it was most difficultfor us to see. The distance between us was still about sevenmiles to eight miles visually. When we started to see Ft. Yukondiagonally below us at the right, the sun was setting down in theSouthwest, painting the sky in a slightly red stripe,approximately two to three millimeters and gave a bit of lightbut the east side was still pitch dark. Far in front of us therewere lights increasing from the U.S. Military Eielson Air ForceBase and Fairbanks. The lights were still following us atexactly the same distance; however, it was too dark to identifyby only the lights whether or not they were the same twospaceships that appeared in front of us a few minutes ago. Itseemed that we were flying in the lighter side and gave them theadvantage of being on the dark side. We had no fears so far butbegan to worry since we had no idea for their purpose. When thelights from the Eielson Air Force Base and Fairbanks became clearand bright, two very bright lights appeared suddenly from theNorth from a belt of lights, perhaps four or five mountains away.[Personal statement concerning JAL Flight 1628 sighting ofunidentified air traffic, Nov. 17, 1986. Written by Capt.Kenju Terauchi; translated by Sayoko Mimoto, FAA AlaskanRegion, Airway Facilities Division. Received by FAA 1/2/87]

-Page 13'The extremely bright lights reflected on anow on the side ofthe mountains and seemed even brighter. We wondered if they weresearching something on the ground surface or to (attract?)leadsomething. The flight above Alaska territory is generally in thedaytime and it is confusing to identify the kind of lights. Itcannot be a base for the spaceship. Is it a movie? There wassomething. Oh, yes, it is the Alaska pipeline. The lights mustbe a pump station for the pipeline. I got it.We arrived at the sky above the Eielson Air Force Base andFairbanks. It was a clear night. The lights were extremelybright to eyes that were used to the dark. Bow bright it was!We were Just above the bright city lights and we checked the palewhite light behind us. Alas! there was a silhouette of agigantic spaceship. We must run away quickly! "AnchorageCenter. This is JL 1628, requesting a change of course to right45 degrees" It felt like a long time before we receivedpermission. When we checked our rear there was still the ship; ifollowing us; "This is JL 1628. Again requesting for change the!icourse 45 degrees to the right." We had to get away from that'object. "JL 1628. This is the Anchorage Center. We advise you.jcontinue and -take 360 degree turn.** "JL 1626, thank you. we willcontinue 360 degree turn."[Personal statement concerning JAL Flight 1628 sighting ofunidentified air traffic, Nov. 17, 1986. Written by Capt.Kenju Terauchi; translated by Sayoko Mimoto, EAA AlaskanRegion, Airway Facilities Division. Received by FAA 1/2/87]

It was too slow to circle in the auto-pilot mode; therefore,wo switched to the manual mode and set to turn right on a 30degrees bank. We looked to our right forward but did not see anylight. We were relieved, thinking the object may have left usand returned to the level flight but when we checked to our rearthe object was still there in exactly the same place. "AnchorageCenter, This is JL 1628. The object follows us in formation. Werequest a change in altitude, 3,100 feet * yes, 3,100 feet.""This is the Anchorage Center, JL 1628, ascend to 3,100 feet.The consumption of fuel during this flight was almost asexpected but there was only 3,800 pounds left and as such was notenough for extra flying for running around. We have got toarrive at Anchorage. "Anchorage Center, this is JL 1628. Werequest permission for the direct flight to Talkeetna." "JL1628,this is the Anchorage Center, we authorize the direct flight toTalkeetna." We checked behind us again. The ship was information and ascending with us. We wondered and feared as totheir purpose. "JL 1628, this is the Anchorage Center. Would youlike to request gnramhl^ for confirmation?" "The AnchorageCenter, this is JL 1628. We would not request aerambl*." Weturned the offer down quickly.[Personal statement concerning JAL Flight 1628 sighting ofunidentified air traffic, Nov. 17, 1986. Written by Capt.Kenju Terauchi; translated by Sayoko Mimoto, FM AlaskanRegion, Airway Facilities Division. Received by FAA 1/2/87]

-Page 15"I knew that in the past there was a U.S. military fightercalled the mustang that had flown up high for a confirmation anda tragedy had happened to it. Even the F-15 with the newesttechnology had no guarantee of safety against the creature withan unknown degree of scientific technology. We flew towardTalkeetna at an altitude of 3,100 feet. The spaceship waa stillfollowing us, not leaving us at all.About the same time a United Airline .passenger aircraftwhich left Anchorage to Fairbanks flew into the same air cone andbegan communicating with the Anchorage Center. We heard themtransmitting that there was an object near JL 1628 and requestingfor confirmation. We heard that the Anchorage Center was sayingto the United Airline aircraft that JL 1628 was at an altitudeof 3,100 feet, therefore, United Airline should maintain analtitude of 3,300 feet. It sounded as if Anchorage Center hadthe United Airline aircraft fly above the spaceship. We wereflying the East side of Mt. McKinley. The United Airlineaircraft came close to us. The United Airline aircraft requestedus to flash landing lights for visual confirmation and we bothconfirmed our positions visually. The United Airline aircraftwas coming close to us. We knew that they were watching us.When the United plane came by our side, the spaceship disappearedsuddenly and there was nothing but the light of moon.[Personal statement concerning JAL Flight 1628 sighting ofunidentified air traffic, Nov. 17, 1986. Written by Capt.Kenju Terauchi; translated by Sayoko Mimoto, FAA AlaslcanRegion, Airway Facilities Division. Received 'by FAA 1/2/87]

16The strange encounter ended at 75 miles North of Talkeetna, 150miles (Approximately 276 kilometers) away from Anchorage. Itcomprised approximately 50 minutes of flight time, (line 5)[Personal statement concerning JAL Flight 1628 sighting ofunidentified air traffic, Nov. 17, 1986. Written by Capt.Kenju Terauchi; translated by Sayoko Mlmoto, FAA AlaskanRegion, Airway Facilities Division. Received "by FAA 1/2/87]

RECORD OF INTERVIEW WITH JAL FIRST OFFICESOn January 5, 1987» Inspector Peter E, Beckner, AAL-207. and JapaneseInterpertor Sayoko Mimoto, FAA Airways Facilities, interviewed JAL FirstOfficer Takanori Tamefuji at the Federal Building, Anchorage, Alaska. Theinterview was conducted for the purpose of gathering first-hand witnesstestimony with regard to a sighting on November 17* 1986, by FirstOfficer Tamefuji of an unidentified flying object. The following is a recordof the Interview:P. Beckner Conducted at this time in the Flight Standards Division Office,this is Pete Beckner with AAL^207, and we're here with FirstOfficer, Mr. Tamefuji.? (unintelligible)P. Beckner Did I say that correctly?T. Tamefuji Tarn - a - fuji.P. Beckner Okay, thank you, and Sayoko Mimoto from A A - ah. AirwaysFacilities in AL-400. To begin the questioning, I'd like tofirst of all ask you, urn, is this the first time anything of thisnature Is, have you seen this sort of thing?T. Tamefuji This, this is, is my first time.P. Beckner First time, okay. What, if you will, if you could describe forme, what exactly did you see? And I'll provide the paper for youso, here, just kind of let me know, if you would, Just describewhat you saw. Was there more than just one thing that you saw?And ah, if you would just kinda put it down for ah, for me onpaper if that's okay.T. Tamefuji First off . . . Captain Terauchi, what ah. Captain Terauchi sawwas ah, I couldn't see.P. Beckner OkayT. Tamefuji And ah, first part of the incident . . .P. Beckner Incident?T. Tamefuji Yeah.P. Beckner That's fine.T. Tamefuji Ahhh . . . about ten minutes I could see, but after that time,hummmm ... I couldn't see because of my seat is co-pilot righthandside . . .P. Beckner Right.

T. Tamefuji . . . and ah, the object was In left-hand aide . . .P. Beckner Okay,T. Tamefuji . . . and very dark vision, so . . «p. Beckner Okay.T. Tamefuji . . . ao I couldn't see, but ah at first ah, hunm,(unintelligible) what can I write . . .P. Beckner Just klnda picture in your mind what you saw . . .T. Tamefuji Hunm. . .P. Beckner . . . and then put that on paper, and I'm going to shut the doorhere.T. Tamefuji Hunm, it was ah, left right clock head-on traffic . . .P.BecknerOkay.T. Tamefujl I Just to see and ah, hunm, left right?P. Beckner YesT. Tamefuji Ah, in night flight head-on traffic we can see Just ah,light . . .P. Beckner Lights, okay.T. Tamefuji ... we cannot see the total shape . . .P. Beckner ShapeT. Tamefuji . . . shapeP. Beckner OkayT. Tamefuji ... so (unintelligible) I thought it was ah, head-ontraffic . . .P. Beckner OkayT* Tamefuji Mmmm, so I couldn't, can't write ah, exactly . . .P. Beckner Would you say it was Just . . . ?T. Tamefuji Just light . . .P. Beckner Okay it was more than, s-^was there more than like what would yousay there was six lights . . .?

T. Tamefuji No! Mo!P. Beckner . . . would you say there was a multitude of lights?T. Tamefuji Ah, (unintelligible) just I want to describe just ah, light, onlylight. . .P. Beckner OkayT. Tamefuji Yeah, so if ah, there was something flying, but ah, I couldn'tsee at that time.P. Beckner Okay, ah was there, was there clear night?T. Tamefuji Yes . . .P. Beckner OkayT. Tamefuji . . . clear.P. Beckner And you could distinguish this lights as being different from thestar . . .?T. Tamefuji NNNooo . . .P. Beckner . . . from the stars?T. Tamefuji Different is fine.P, Beckner Okay (unintelligible) Alright ah urn. How was it first detected?Was It - someone saw it visually, or cjid you see it on radar?Who, well, how was it first found?T. Tamefuji What's found, humm?P. Beckner Er, first sighted?T.Tamefuji Ah, as you know, all the crew ah ...P. Beckner RightT. Tamefuji . . . must watch outside?P. Beckner RightT. Tamefuji So ah, I must watch instrument and ah, outside so, and ah, asnormal flight so I have traffic inside, also Captain traffic,inside, but ah, I'm not sure but a engineer landing calculate sohe was just sit down back desk calculate . . .P. Beckner (unintelligible)T. Tamefuji departing direction

P. Beckner RightT. Tamefuji ... 30 maybe he couldn't see at that time, but the Captain andme (unintelligible) have ah, had traffic inside . . .P. Beckner Visually saw . . .T. Tamefuji YesP. Beckner OkayT. Tamefuji (unintelligible) I saw there was two small aircraft.P. Beckner OkayT. Tamefuji And two small aircraft(unintelligible)P. Beckner That's what you saw?T. Tamefuji YesP. Beckner OkayT. Tamefuji And ah, and ah, I ask Captain ah, we should ask ATC so ah, I AirTraffic . . .P. Beckner OkayT. Tamefuji ... So as I thought, ah, very same 3imlliar altitude andCaptain said, ah, hum, I don't remember exactly but ah, ah, hesaid - ah, but a little bit high or same level, but I thoughlittle bit lower, you can know . . .P. Beckner RightT. Tamefuji ... it is very difficult to (unintelligible) heed-ontraffic . . .P. Beckner RightT. Tamefuji ... so ah ...P. Beckner It was actually at your twelve o'clock . . .T. Tamefuji NoP. Beckner . . . then . . .T. Tamefuji Slightly . . .P. Beckner ... or slightly '. . .

T. Tamefuji- . . . left-*hand and ah, ten or eleven . . ,P. Beckner Ten or eleven?T. Tamefuji RightP. Beckner OkayT. Tamefuji And I thought that it was low . . .P. Beckner OkayT. Tamefuji And, (unintelligible) I thought ah, traffic way, I image aircraftah, lighting, navigation lights . . .P. Beckner RightT. Tamefuji . . . and landing lights . . .P. Beckner OkayT. Tamefuji (unintelligible) - lightP. Beckner RightT. Tamefuji . . . but ah, it is my (unintelligible) for now I thought it wasan aircraft so ...S. Himoto I thought it was an aircraft.P. Beckner OkayS. Himoto Ah ...P. Beckner Did you in your mind try to make it ...T. Tamefuji YesP. Beckner . . . look like an aircraft?T. Tamefuji YeahP. Beckner I can do the same thing, . . .T. Tamefuji YesP. Beckner ... so ah ... I understand.T. Tamefuji And, but ah, very strange ah, I ah, it was too many lights . . .P. Beckner Too many?T. Tamefuji Yes

P. Beckner OkayT. Tamefuji But so It was so luminous, I don't mean luminous ah, it was toomuch forever.P. Beckner Right, okay. How 'bout the colors of the lights? Is thatalso ...T. Tamefuji Humm, might Captain, maybe for different thing and Mr. Fukuda,maybe different thing, but ah, ah I say it was the aircraft so Ithought but actually I think . . .P. Beckner OkayT. Tamefuji ... I think ah, salmon, Just like Christmas assorted . . .P. Beckner Okay, okay assorted.T. Tamefuji * . . and ah, I remember, red or orange, hum, and a white landinglight. Just like landing light. And weak green, ah,blinking .. .S. Himoto Flashing . . .P. Beckne Flashing . . .S. Mlmoto . . . blinking, blinkingP4 BecknerBlinkingS. Himoto (unintelligible) yesP. Beckner OkayT. Tamefuji How should I say - looks Just like this, (hand-signs were made byMr. Tamefuji) moving like in one . . .S. Himoto Oh, swingingP. Beckner Swinging?T. Tamefuji (Japanese)P. Beckner MovementT. Tamefuji Yes, and ah, ah if there was, there are ah, how should I say,very good formation flight . . .P. Beckner Close formation flight?T. Tamefuji Yes close.

P. Beckner Okay . . . Does -I - I did not meet the Captain so I don't know,but does he wear glasses?T. Tamefujl Hunm, noP. Beckner No, do you wear glasses, sir?T. Tamefuji Humm, . . .P. Beckner FOP flying.T. Tamefujl Oh, I use, but ah, at that time I don't wear, but ah, I howshould I say . . . but I do use it ...S. Mimoto He usually wears glasses but at that time he was not wearingglasses . . .T. Tamefuji No, I don not mean it. I normally do not wear glasses.P. Beckner OkayT. Tamefuji The licensing requires me to wear glasses.3. Mlmoto Oh, I'm sorry, he didn't mean that.T. Tamefuji I need no glasses in daily life.S. Mlmoto Oh, in dally life he does not wear glasses.P. Beckner OkayT. Tamefuji But, ah, ah, result of the physical exam, I am required to -* towear glasses . . .S. Hlmoto Ch, okay . . .P. Beckner (unintelligible)S. Mimoto The physical requires him to wear glasses.P. Beckner Okay, how 'bout - how 'bout the flight engineer, does he ...T. Tamefujl Hummm . . .P. Beckner ... do you remember if he wore . . .T. Tamefuji I don't remember.P. Beckner OkayT. Tamefuji But ah, I have numerous visions . . .S. Hlmoto (unintelligible)

P. Beckner OkayT. Tamefuji . . . and I use ah, humm . . . how should I say?S. Hlmoto I will not - I do not need to wear glasses In daily life.P. Beckner Okay, okay. Now - the time of the incident, when - when you guysfirst saw the objects, ah what were the lighting conditionsoutside?. Was it dark . . .T. Tamefuji HumP. Beckner ... or was it dusk? Or was the sun still up er f how would youdescribe . * •?T. Taoefuji Just after sunset ...P. Beckner Just after sunset*T. Tamefuji (unintelligible)P. Beckner RightT. Tamefuji . . . dark, dark red.iP. Beckner Dark red, okay.T. Tamefuji But almost dark I must say night . . .P. Beckner Okay, you could see the stars real clearly?T. Tamefuji Yes, yes.P. Beckner Okay. Okay, was the - what you saw - was it real obvious to you?T. Tamefuji YesP. Beckner Okay. Ah, at what point did you see it on the radar?T. Tamefuji Humm, what point mean?P. Beckner What - you saw the lights* and then how much later before you sawsomething on the radar? On your -. your radar in the aircraft, ordid you see it on the radar?T. Tamefuji I just don't understand.S. Mimoto When did you see the object on the radar?T. Tamefuji Oh, and, hum ah, I can't tell you exactly • . .P. Beckner Well ah ...

T. Tamefuji . . . but ah, at first we have In flight . . .? Hum huh.T. Tamefuji ... at ATC, air traffic, and no traffic, so •* we aresuprised . . .P. Beckner Yeah . . .T. Tamefuji . . . and ah, Captain operates the radar . . .P. Beckner Radar, okay yeah . . .T. Tamefuji . . . and so Captain ah, try to search object by the radar . . .P. Beckner OkayT. Tamefuji ... we fix - ah, give to ten minutes (unintelligible).P. Beckner Okay, and then what did you see on the rad - were you able to seethe radar from where you were sitting?T. Tamefuji ?P. Beckner Okay, what did you see on the radar as far as ...T. Tamefuji Humm, Just like ah - ah, traffic, other traffic, but ah, Ithought a little bit large . . .P. Becker Urn humT. Tamefuji . . . echoaP. Beckner Large echoa, okay. Was it ah, what - I understand you have colorradar in - in the . . .T. Tamefuji YesP. Beckner . . . aircraft. What color was the . . .?T. Tamefuji Humm I thought ah, green.P. Beckner Green?T. Tamefuji YesP. Beckner Okay. And about what range did -did you - did you guys . . .?T. Tamefuji Humm, twenty miles . . .P. Beckner Twenty?

T. Tamefuji . . . and ah, seven to eight miles to object.P. Beckner Okay, from you, from you. Did it pretty ouch maintain thatposition for moat of the flight?T. Tamefuji Humm, ah ...P. Beckner Or did it move around a whole lot, or did it ...T* Tamefuji No, no (unintelligible) oblong?P. Beckner RightT. Tamefuji ... so ah, hummm, don't - it didn't move just like this, justlike this . . .P. Beckner OkayT. Tamefuji . . . Just like a other traffic stay on, but ah, I can't say, itwas moving or not moving.P. Beckner Okay, it sort of seemed to stay in formation with you, would thatbe ...T. Tamefuji Hummm ...P. Beckner . . . seven to eight mile formation?T. Tamefujii"Hummm, formation means same position?P. Beckner Right - same general direction in this case,T. Tamefuji Oh ...P. Beckner Seem to travel with you?T. Tamefuji Humm, I saw ah, light, just like landing lights, so ah, I'm pilotIt has landing light so, head-on traffic . . .P. Beckner Right.T. Tamefuji ... at that time, but ah, I can - I cannot say which directionthey move.P. Beckner Ckay, okay. This head-on traffic, how long did you see thistotal, the length of time that you saw it?T. Tamefuji Humm, hummP. Beckner Just you.T. Tamefuji Humm, five minutes at first inside and ah, five minute33 Captainand ATC call short conversation • . .10

P. Beckner Conversation, right.T. Tamefuji . . . (unintelligible) hummm, hummm I can't say (unintelligible)five minutes. . .P. Beckner OkayT. Tamefuji . - . hummm, and ah, I have ah, monitoring, monitor 30 inside andoutside ...P. Beckner Okay, inside and an outside, yeah.T. Tamefuji . . .ah, while doing those, it became unvisible.S. Mimoto While looking outside and looking on the Inside, and then so hecouldn't see anymore.P. Beckner Okay, so - you sa •* you saw the head-on traffic - whatever wewant to call that - for about five, five minutes, ten minutes,somewhere in there?T* Tamefuji Humm, yes . . .P. Beckner OkayT. Tamefuji YeahP. Beckner Okay, ah, was there anything else that you saw aside from this -from this pattern here, was there, was there anything else thatyou saw?T. Tamefuji Humm, you mean ah, other stars or what?P. Beckner Other than, I mean as far as these obj - the objects wereconcerned, was there any other ah, features that you saw, wasthere any shape that you saw, or you Just saw the head-on light?T. Tamefuji Yes, and of course it ah, was clear so ground you could see . . .P. Beckner Okay you saw . . .T. Tamefuji . . . but ah, hummm, how should I say, but ah, the traffic, Imean the UFO . . .P. Beckner YesT. Tamefugi . . . it's ah, so, I'm sure it was not on ground . . .P. Beckner OkayT. Tamefuji (unintelligible)11

P. Beckner Yeah, could you aee the horizon, the . . .T. Tamefuji YeaP. Beckner . . . mountains?T. Tamefuji Yea, ah, perfect.P. Beckner RightT. Tamefuji This ia ah, horizon ...P. Beckner Of the horizon?T. Tamefuji . . . and I could aee . . .P. Beckner OkayT. Tamefuji . . . the horizon*P. Beckner Okay. So these were above the horizon line?T. Tamefuji (unintelligible) I don't mean ah, (unintelligible)P. Beckner OkayT. Tamefuji Ah, we can see the flying over aircraft ah, near thehorizon . . .P. Beckner OkayT. Tamefuji (unintelligible)P. Beckner RightT. Tamefuji ... ao ...P. Beckner You saw this . . .T. Tamefuji ... I cannot say it was ah, (unintelligible)P. Beckner Okay, okay, urn somewhere down, I gueaa by Fairbanks area, youguys, the Captain or yourself requested a 360?T. Tamefuji Hnmm humP. Beckner Did you happen to see the object while in the 360?T. Tamefuji Humm, the pilot was right-hand . . .P. Beckner Right-hand turn, right?T. Tamefuji Humm, so I watch, what . . .12

P. Beckner RightT. Tamefuji ... so I couldn't find what Captain saw.P. Beckner Okay, you were flying the aircraft then, is that correct?T. Tamefuji Ah, yesP. Beckner OkayT. Tamefuji But ah, urn, I saw (unintelligible) ah, Captain said ah, UFO big,quite big Captain said, and how should I say - so I tried doingthis. . .S. Mimoto I looked all over the place.T. Tamefuji And the Captain was in the way(Japanese). . .S. Mimoto Oh so Captain was in the way.P. Beckner Well, okay he was in the way of you seeing?T. Tamefuji Yes, and ah, some ah, pillar, window pillars . . .P. Beckner Ch, pillars?T. Tamefuji Yeahp.. BecknerOkayT. Tamefuji ... so ah, we* ah, I couldn't see well, but some hum, humthis - this is not exact picture, but ah, like similiar likeaircraft is (unintelligible) . . .P. Beckner OkayT. Tamefuji I dark is background, but I - you cannot say it was UFO or not.P. Beckner Okay, was it different then what you saw here?T. Tamefuji Completely different.P. Beckner Completely different, okay. But was it brighter, were thesebrighter, er . . .?T. Tamefuji . . . brighter ...P. Beckner These are brighter?T. Tamefuji Yes, ah ...P. Beckner The first sighting was brighter?13

T. Tamefuji YesP. Beckner Ckay, the head-ons were brighter?T. Tamefuji Er, yesP. Beckner Ckay, urn - was there anything else on the radar that you wereable to see, or was that the only target that you had on theradar?T. Tamefuji Ch yes, and ah, I think ah, Captain tilt . . .P. Beckner Tilt rightT. Tamefuji . . . and ah, a certain tilt angle could catch the object . . .P. Beckner Okay, so, so was there anything else showing on the radar . . .T. Tamefuji Hummm . . .P. Beckner (unintelligible)T. Tamefuji . . . that should be something spot or ground-echo, ah, . . . ?P. Beckner (unintelligible) . . . okayT* Tamefuji . . . ah, I -I have many experience ah, ah, aircraft, echo orradar screen . . ., echo . . .P. Beckner RightT. Tamefuji .• . . yeah, ah, so I could identify that Is ... ah aircraftecho ... I have many experiences before in checking oncomingalrcrafts on a radar.S. Himoto I experienced often in checking oncoming aircraft on radarbefore.T. Tamefuji Just like ah traffic.P. Beckner Okay ...T. Tamefuji . . . Just the right (unintelligible) . . . talking.P. Beckner . * . so what you saw was similiar to what you seen before, whenyou were picking up other traffic?T. Tamefuji YesP. Beckner Ckay, okay, urn, the lighting conditions, I talked about thelighting conditions outside. How 'bout the lighting conditionsinside the aircraft? Were there cockpit lights on ...

T. Tamefuji Hummra, no ...P. Beckner . . . and all that sort of stuff or ...T. Tamefuji . . . hummm. It was for night flights seeting.P. Beckner Right, okay.T. Tamefuji Bright, it looked bright . . .P. Beckner Not bright but . . .T. Taraefuji DimP. Beckner . . . dim, okay. Was there? Was there any attempt to - did youguys turn them down all the ways* or ...T. Tamefuji Hummmm . . .P. Beckner . . . what you saw outside couldn't have possibly, could havepossible been a reflection or something from inside the cockpit?T. Tamefuji Huounmm ...P. Beckner I'm Just, Just asking . . .T. Tamefuji Yeah, yeah ... I understand that. Ah, I - I want to say thereis not possibility what you think . . .P. Beckner Okay of reflection . . .T. Tamefuju . . . ah, no.P. Beckner Okay. Was the light turned all the way off Just to see if itmade any difference, er . . . ?T. Tamefuji Urn ...P. Beckner ... do you remember if - if you did that, er, the Captain mayhave done it? .T. Tamefuji Umn, ah, I was very busy, so, ah v I ...P. Beckner That's right you were the flying pilot . . .T. Tamefuji Yes, and ah, 150 feet ...P. Beckner YeahT. Tamefuji . . . and so, but ah, maybe, maybe not good word but, maybe ah,Captain try down dark - darker * . .15

P. Beckner Okay, darker, okayT. Tamefuji . . . and ah, I flight engineer calculator (unintelligible) so hehad ah . * .P. Beckner So he had a spot on his table?T. Tamefuji YeaP. Beckner By the engineer table?T. Tamefuji Yes, I - when I saw, but ah, cockpit was ah, dark.P. Beckner Okay. Ah, what size would you estimate this - this object to be?T. Tamefuji Hunnmn, it la hard to say, but - ummm, I thought It was ah, ah, Ithought it was larger than ah, aircraft.S* Hlmoto What kinds of aircrafts?T. Tamefuji An originally oncoming aircraft . . .S* Hlmoto It feels like it's larger than normal airplane. Oncomingairplane . . .P. Beckner Okay. Okay* Ah, did you notice any magnetic disturbances, ah,the compass . » •T. Tamefuji No ...P. Beckner .. . . suing or anything . . .T. Tamefuji . . . but ah, urn, I .think you have ATC tape of that time?P. Beckner RightT. Tamefuji And controllers tape, ah, said that several times you'regarbling ...P. Beckner No ...T. Tamefuji . . . but ah, my English is so hee . . . how should I said thatreasoning ... I thought perhaps the air traffic controller didnot understand my English, so, he said 'garbling 1 .S. Hlmoto Ch, maybe Air Traffic Control did not understand my English,so ...P. Beckner NoS. Hlmoto ... he was polite and said 'garbling*P. Beckner . . . said (unintelligible) government garble, okay.16

T. Tamefuji (unintelligible) but ah ...S. Mlmoto That's the way I thought ...P. Beckner Was that all the way, the whole length of the trip? He feltthat, er, er, was it just during this period of time when youwere working with . . .T. Tamefuji Oh yeah, humram . . .P. Beckner . . . when you were asking him about the other traffic?T. Tanefujl YesP. Beckner Okay. How 'bout later on in the flight? Did he ask you to sayagain, you're garbled, er . . .?T. Tamefuji No, no ...P. Beckner . . . okay, Just . . .T. Tamefuji . . . just ah, ah, from Pottat, Alaska til . . .P. Beckner RightT. Tamefuji . . . and ah, radar contact with controllers, and ah, there wasno garbling ...P. Beckner OkayT. Tamefuji . . . ah, at that time.P. Beckner And your initial contact was Center?T. Tamefuji YesP. Beckner OkayT. Tanefuji It clear after that moment.P. Beckner OkayT. Tamefuji (unintelligible)P. Beckner How 'bout navigation, did you notice any navigation interference,ah . . . ?T. Tamefuji (unintelligible)P. Beckner ... I understand you're on I N S, so there, there is no problemthere, okay. Was there any turbulance, did the airplaneexperience any turbulance anytime you saw this, the objects?/17

T. Tanefuji (unintelligible)P. Beckner Ckay. How 'bout the autopilot, did - was it on autopilot?T. Tamefuji Yes?'. BecknerCkay, did the autopilot kick off?T. Tamefujl NoP. Beckner Er, it stayed on all the time?T. Tamefuji MoP. Beckner Okay. Urn, let me just read my notes here and see if I have goteverything I needed to ask you about. You say that you hadsuggested to the Captain that you call Center and ask if they hadany targets?T. Tamefuji Hum . . .P. Beckner About how long after you first saw this did you go, b-beforeasking about calling Center?T. Tamefuji Hummm, hum •* at first in my mind . . .P. Beckner Right, yeahT. Tamefuji . . . and conversation so it was not too long but, ah - hummm, Ican't say exactly but two or three minutes.P. Beckner Okay, okay. Urn - Was the Captain the first one to spot the ob -the ah, lights?T. Tamefuji The who?P. Beckner First saw the object?T* Tamefuji Hummm, I think ah, at the same time, almost.P. Beckner CkayT. Tamefuji But ah, it Is not impossible to at same time . . .P. Beckner Right, but . . .T. Tamefuji (unintelligible)P. Beckner . . . but - but communicating, yeah.T. Tamefuji Humm, urn, not so much different between . . .18

P. Beckner Ckay. So pretty much at the same time you both saw It?T. Tamefuji RightP. Beckner And at that time it was ten to eleven?T. Tamefuji Hummm t I thought.P. Beckner That's what I'm asking is what you thought?T. Tamefuji YeahP. Beckner Okay. Urn. Okay we discussed the ah, turn, the 360?T. Tamefuji Urn humP. Beckner I understand somewhere in the flight you guys also descended from3. 5, 0 to 3. 1, 0?T. Tamefuji YesP. Beckner Did - did the object stay with you at that point, or did thelights stay with you, or whatever?T. Tamefuji Humm, hum at that time . . .P. Beckner At that time did you still have them in sight?T. Tamefuji Yes, but ah, different.P. Beckner Urn humT. Tamefuji Ah, the object was different side the captain's side so I cannot • • •P. Beckner Okay you could not see it, okay. So you actually saw it only forabout five to ten minutes?T. Tamefuji ftjomrn, I think so.P. Beckner Ah, because I understand that the - the target was ah., nottarget, but the item, object, lights, whatever, were in sight forupwards of around fifty minutes, total. That's what the Captainsaw, was about that length of time.T. Tamefuji Umm, urnP. Beckner And ah, but I understand that from where you were sitting youmight not have been able to see it as long as he could have?T. Tamefuji YeahP. Beckner Especially during the turn?19

T. Tamefuji YeahP. Beckner Ckay, Were there any other ah - was there any other aircraft?Did you see any other aircraft during that particular flight?T. Tamefuji No ah, no other ATC ah, I mean ah, urn, as ...P. Beckner RightT. Tamefuji . . . and ah ...P. Beckner You didn't see any other aircraft at all?T. Tamefuji In last part of the incident United Air . . .P. Beckner RightT* Tamefuji ... ah» from Anchorage.P. Beckner Hum* huhT. Tamefuji . . . And we can - what's that.- we could see . . .P. Beckner You could see (unintelligible)T. Tamefuji UnitedP. Beckner Okay you could see United . . .T. Tamefuji (unintelligible)P. Beckner Okay, did he - did United when you saw him was he flashing-hislights at you or anything* er Just normal nav lights, er . . .T. Tamefuji Humm . . .P. Beckner ... do you remember what . . .?T. Tamefuji Humm, remember, Just she passed my left-hand side . . .P. Beckner Hum huhT. Tamefuji . . . and ah, I can't say.P. Beckner Okay. Ckay ah, did the Intensity of these lights change, atall . . .T. Tamefuji Humm . . .P. Beckner ... or were they pretty much the same Intensity for the timethat you saw them?20

T. Tamefuji Hummm, was it a change of intensity? How should I say . . . ?On and off but became stronger ah, became weaker, becamestronger, became weake, different from the strobe lights.S. Himoto Some got stronger, and changed to weaker stronger again thenweaker, and stronger, weaker . . .P. Beckner Okay. Okay. Okay. Okay, ah, you mentioned the lights thatyou've shown me here. This pattern that you've shown me here,the Captain has also, shown us also. But Just so I, make sure Iunderstand everything here, let me just show you ah, the detailsof what the Captain - and I don't know if you've seen these ornot, but you've . ..T. Tamefuji Hum, humP. Beckner This was In the newspaper here in Anchorage, for example. Andthis shows a slmiliar type pattern is what you have here . . .T. Tamefuji HummP. Beckner . . . but I Just wonder if you - you also may have seen this' particular ah, shape or ah, object?T. Tamefuji HummmP. Beckner And you can probably read what is - is written here so, justkinda read that over, and ... Do you remember seeing anythinglike that yourself?T. Tamefuji Humm, I don't see ah, anything like this, but ah, as I told . .P. Beckner Yeah, this ah ...T. Tamefuji . . . and you if, we can connect these lights - are - it will bea big object but, ah ...P. Beckner RightT. Tamefuji I can not just - there are some lights ahead or not.P. Beckner Okay, that was during the turn . . .?T. Tamefuji No ah, I think it was before turn . . .P. Beckner Oh okayT. Tamefuji . . . and ah, we of course we convesed a lot and . . .S. Himoto We are talking, discussing . . .T. Tamefuji And while we were talking I saw it momentarily.21

S. Mimoto While conversation was going, I peeked out and momentarily I sawit.P. Beckner You saw this, okay. Urn, after the turn. Were you able to seeanything anymore, like this light pattern here?T. Tamefuji NoP. Beckner Ckay, er this - this pattern here?T. Tamefuji Hunan, no.P. Beckner Okay. And tha - so that was the last time you saw it, was priorto the turn • . .T. Tamefuji HummP. Beckner Ckay, okay. Well sir, that's all I can think to ask you. Isthere anything you'd like ta - to further add - and give us somemore understanding to what you folks saw up there?T. Taoefuju Humm, no well, I am certain that I saw something.3. Mimoto Well I'm - I'm sure I saw something.T. Tamefuji It was clear enough to make me believe taht there was an oncomingaircraft.S* Himoto This is clearly enough to make me believe it was an oncomingairplane.P. Beckner OkayT. Tamefuji That's the starting point of this story.3. Himoto That*s the beginning of this story.P. Beckner No the story, ah, (laughter). Okay urn, well that pretty muchconcludes the questions I have for you. And again I appreciateyou coming in. Especially on such.short notice. And Sy Iappreciate you coming in also on such short notice. So thank youvery much . . .T. Tamefuji And ah, can I ask one question?P. Beckner SureT. Tamefuji Ah, I read the FAA news human, ah, humm, I found military radarpicked up some kind of target on their radar, (unintelligible)What type of understanding?P. Beckner Umm, I*m not sure what they seen on that radar, right at thepresent moment.22

T. Tamefuji Ah huhP. Beckner And urn, let me Just do this. I can find out and let you know.T. Tamefuji Arid ah f well Saturday ah t ah, TV interview from Mew York.P. Beckner Oh is that right.T. Tamefuji YeahP. Beckner OhT. Tamefuji And ah, the interview said military, some kind of commander Idon't remember ( but, ah, some military . . .P. Beckner Military - military ah, commander?T. Tamefuji Ah, how should I say, but some personnel from military said thiswas a weather interference.S* Mimoto . And this military commander said it was a weather interfere . . .interference.P. Beckner (unintelligible)T. Tamefuji Ah, on the radarS. Himoto On the radarP. Beckner Okay, that I - that I don't know, urn ...T. Tamefuji But ah, it was clear sky, so ...P. Beckner RightT. Tamefuji . . . there's no possibility of weather interference.P. Beckner On the weather, Interference, okay. Well I'll do this, I willfind out what the result of the analysis is on those. We'regoing to eventually get that anyway. And I'll let you know whatwe have. Okay? I have your phone number so I'll do that. Okay?T. Tamefuji Yes23

A JAL -flight engineer, Yoshio Tsukuba, was interviewed by Pet*Beckner of FAA on January 15, 1987, through an interpreter,Sayoko Mimoto, regarding to the UFQ which had been sighted on the17th of November, 1986, by Captain Terauchi.Beckner:Tsukuba:BeckneraMimoto:Describe what you saw.May I speak in Japanese?Oh! Yes, please.Oh! yes, please.Tsukuba: The f irst time I saw it was through the LI window, atthe 11 o'clock position. It looked larger thannavigation lights. I do not remember exactly how manyo-f those (lights) were there but clusters of lightswere undulating.Beckner: What was the color o-f those lights, was it green?Tsukuba: I can not describe the details but it was white oramber colored lights.Beckner: When you saw the abject was it obvious to you? Did younotice it immediately?Tsukuba: Yes, it was. I noticed it immediately.Beckner: Did it stay with you at position 11 o'clock? How longdid you see this object?TsukubaiBeckner:Yes, approximately 5 minutes, 10 minutes, I think I sawit for about 1O minutes after I sighted it the firsttime. The reason is because the Captain wanted to takepictures. His camera bag was placed behind his seat,beside mine, and I handed it to him. But h« could nottake pictures, so I placed his camera bag beside myseat again. So I think it took about 10 minutes.Why could he not take any pictures?Tsukuba: Well, his camera is Alpha 7,000, with film ASA 1OO. Hecould not operate it well. I mean the operatingprocedure of the camera was not understood well.Beckner:What kind of camera did he have?

Tsukubaa Alpha 7,OOO. It is made by Minoruta. I wanderwhat itis called in America.Beckner: Have you seen this kind of thing be-fore? Was this the•first time anything of this nature has happened to you?TsukubaiBecknersYes f this was the first time.Who first sighted the abject?Tsukubaa I do not know which person picked it up first. I wasmaking a landing data. The Captain told us to see ifthere is a some kind of object outside.BeckneriDid you see the radar?Tsukubai When the Captain told me to look, I could see theradar.Beckners Were you able to see it on radar? What did you see onthe radar?Tsukubaa Yes* a green dot like, not exactly like a dot. It wasnot a dot, but stream like, I think the range Mas about1C miles. I do not think it (an the radar) Mas thesame lights as the one I saw in front of us.Beckner: How Mas the intensity of the lights? Did the intensityof the objects' lights change?Tsukubaa Basically the same. I cannot describe it. Not even inJapanese. The first one did not change. The secondlight Mae very difficult to see. It Mas so vague.BeckneriWas any other target picked up an radar?Tsukubas I cannot remember. The tilt angle of the radar Masdifficult to see.Beckners Difficult to remember, on the radar, did you have tolook for the abject?Tsukubaa I identified immediately the one in front of us .Becknera At the time of sighting, how Mere the lightingconditions outside?

Tsukubas It was just at sunset at right -front of us. There was. a stripe of red lino and almost dark, it was almostpitch dark behind us.Beckner:How was the lighting conditions inside the cockpit?Taukuba: We had night illumination at above sideways. I wasusing a spot light while calculating the data. I donot remember whether the Captain had the lights turnedoff or not. There i s a switch that can turn the 1 i ghtto regular fluorescent or to dark. It was set to dark.Beckner: How long did you see the abject?Tsukuba: The one in -front of us, as I mentioned earlier, I sawit for about 10 minutes, then, the one on our left sideat 9 o'clock, together, a total of 3O minutes. Thelights in front of us and the other one were of twoabsolutely different nature of lights.Beckner:Would you show us what they looked like on this paper?Tsukuba: The lights in front of us were clusters of lights likethis. I think they were made of two parts. How shouldI say this, but the lights were shaped like windows ofa passenger aircraft.Beckner:What was the shape of the object like?Tsukuba: I do not know. It was just lights. The one in frontof us was like an aircraft viewed from another aircraftwhich was ours.Beckner:Did'the object move with your aircraft when you changeddirection or altitude?Tsukubaa When we saw the first one in front of us, we did notchange the heading, but the second one, it was reallyhard to see, I had to try real hard to see it, so wechanged heading. I think the abject was with us whenw« changed altitude. When we changed altitude, I couldnot see. The Captain said it was still there, so Ifelt like it was there.Beckner> Did you see another aircraft?Tsukuba:Beckner:I saw United Air Line.Any other lighted, or unlighted objects?

TsukubasBeckneraWhen the United aircraft was passing by, we Mere seeingthe second lights.Did the intensity of lights change?Tsukuba: The -first lights I saw was unchanged until theydisappeared* The second one, it was so hard to see.In my mind, I am not certain whether it was lights o-f adistant town or a strange abject.Beckner:TsukubaaBeckneraTsukuba:BecknersTsukubasWhat were the weather conditions?It was clear.Did you see any stars?I think there were stars* but...Any magnetic disturbance?No.Becknert Mere there any instrument fluctuations on your FlightEngineer's panel during the objects presence?TsukubaaBeckner:•TsukubaaBeckner: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?Tsukubai Reflection? What do you mean?Mimoto: Did you see any reflection of inside lights on theaircraft window glass?TsukubasNo. there was not any*Backneri Would you like to add anything? Do you have anyquestions? We have come here and interviewed you alot. Is there anything we can answer regarding yourquestions?

Tsukubaa The points I would like to reinforce are that thelights in -front of us were different from town lights.I can not describe the shape. I am not as certain as Iam about the lights on the left side. I do not knowwhat the shape of the objects was. So I am sure thatthe lights that were in front of us were different fromtown lights. When I was interviewed here at the firsttime by FAA personnel, I was not sure whether theobject was an UFO or not. My mind has not changedsince then.Peter E. BecknerA.S.I.Sayoko D*. Mi motoInterpreter

PERSONNEL STATEMENTFEDERAL AVIATIONADMINISTRATIONAnchorage Air Route Traffic Control CenterThe following is a report concerning the incident to aircraft JL1628 onNovember 18, 1986 at 0230 UTC.My name is Carl E. Henley (HC) I am employed as an Air Traffic ControlSpecialist by the Federal Aviation Administration at the Anchorage Air RouteTraffic Control Center, Anchorage, Alaska.During the period of 2030 UTC, November 17, 1986, to 0430 UTC, November 18,1986 I was on duty in the Anchorage ARTCC. I was working the D15 positionfrom 0156 UTC, November 18, 1986 to 0230 UTC, November 18, 1986.At approximately 0225Z while monitoring JL1628 on Sector 15 radar, theaircraft requested traffic information. I advised no traffic in hisvicinity. The aircraft advised he had traffic 12 o'clock same altitude. Iasked JL1628 if he would like higher/lower altitude and the pilot replied,negative. I checked with ROCC to see if they had military traffic in the areaand to see if they had primary targets in the area. ROCC did have primarytarget in the same position JL1628 reported. Several times I had singleprimary returns where JL1628 reported traffic. JL1628 later requested a turnto heading 210°, I approved JL1628 to make deviations as necessary fortraffic. The traffic stayed with JL1628 through turns and decent in thevicinity of FAI I requested JL1628 to make a right 360° turn to see if hecould identify the aircraft, he lost contact momentarily, at which time Iobserved a primary target in the 6 o'clock position 5 miles, I then vectoredUA69 northbound to FAI from ANC with his approval to see if he could identifythe aircraft, he had contact with the JL1628 flight but reported no othertraffic, by this time J11628 had lost contact with the traffic. Also amilitary C-130 southbound to EDF from EIL advised he had plenty of fuel andwould take a look, I vectored him toward the flight and climbed him to FL240,he also had no contact.Note: I requested JL1628 to identify the type or markings of the aircraft.He could not identify but reported white and yellow strobes. I requested theJL1628 to say flight conditions, he reported clear and no clouds.s,. \November 19, 1986

PERSONNEL STATEMENTFEDERAL AVIATION ADMINISTRATIONAnchorage Air Route Traffic Control CenterJanuary 6, 1987The following Is a report concerning the incident to Japan Airlines Flight1628 (JL1628) North of Fairbanks, Alaska on November 18, 1986 at 0218 UTC,My name is Carl E. Henley

PERSONNEL STATEMENTFEDERAL AVIATION ADMINISTRATIONAnchorage Air Route' Traffic Control CenterJanuary 7, 1987The following Is a report concerning the Incident involving aircraft JL 1628north of Fairbanks on November 18, 1986 at 0218 UTC.My name is Samuel J. Rich (SR). I am employed as an Air Traffic ControlSpecialist by the Federal Aviation Administration at the Anchorage Air RouteTraffic Control Center, Anchorage, Alaska.During the period of 0035 UTC, November 18, 1986, to 0835 UTC, November 18,1986, I vas on duty in the Anchorage ARTCC. I was working the D15 positionfrom 0230 UTC, November 18, 1986, to 0530 UTC, November 18, 1986.The pilot of JL 1628 reported that he had traffic at his altitude. He statedit was a big plane with yellow and white lights. We advised him we had notraffic in his position. We adjusted the radar PVD to approximately a 25 milescale and there vas a radar return in the position the pilot had reportedtraffic.I called ROCC to ask if they had any military traffic operating near JL 1628.The ROCC said they had no military traffic in the area. I then asked them ifthey could see any traffic near JL 1628. ROCC advised that they had trafficnear JL 1628 In the same position we did.I asked ROCC if they had any aircraft to scramble on JL 1628, they said theywould call back. However, there was no further communication regarding therequest for a scramble.Samuel J.Air Traffic Control SpecialistAnchorage AR^CC

PERSONNEL STATEMENTFEDERAL AVIATION ADMINISTRATIONAnchorage Air Route Traffic Control CenterJanuary 9, 1986The following Is a report concerning the Incident to Japan Airlines Flight1628 (JL1628) north of Fairbanks, Alaska on November 18, 1986 at 0218 UTC.My name is John L. Aarnink (AA). I am employed as an Air Traffic ControlSpecialist by the Federal Aviation Administration at the Anchorage Air RouteTraffic Control Center (ARTCC), Anchorage, Alaska. During the period of 2230UTC, November 17, 1986 to 0630 November 18, 1986 I was on duty in theAnchorage ARTCC. I was training on Sector D13 from 2300 UTC, November 17,1986, to 0300 UTC, November 18, 1986.I was on my way to take a break when I noticed the unusual activity at theSector 15 positions. I plugged into the C15 position and assisted them byanswering telephone lines, making and taking, handoffa, and coordinating asnecessary. As to the specific Incident, I monitored the aircraftstransmissions and observed data on the radar that coinslded with informationthat the pilot of JL1628 reported. I coordinated with the ROCC on the BRAVOand CHARLIE lines. They confirmed they also saw data la the same location.At approximately abeam CAW IN intersection, I no longer saw the data and thepilot advised he no longer saw the traffic. I called the ROCC and theyadvised they had lost the target. I then unplugged from the position andwent on a break.^L. AarninkTraffic Control SpecialistAnchorage ARTCC

PERSONNEL STATEMENTFEDERAL AVIATION ADMINSTRATIONAnchorage Air Route Traffic Control CenterJanuary 9, 1987The following is a report concerning the incident involving Japan AirlinesFlight 1628 (JL1628) North of Fairbanks, Alaska on November 18, 1986 at 0218UTC.My name is Joseph Rollins (JR). I am employed as an Air Traffic ControlSpecialist by the Federal Aviation Administration at the Anchorage Air RouteTraffic Control Center (ARTCC), Anchorage, Alaska. During the period of 2340UTC, November 17, 1986 to 1850 UTC, November 18, 1986 I was on duty in theAnchorage ARTCC. I was working the El position from 0006 UTC, November 18,1986 to 0425 UTC, November 18, 1986.During the time period prior to this incident all operations were normal. Ihad assigned Mr. Henley to the combined R15, D15 position to work byhimself. The traffic was light and lunch breaks were in progress. Atapproximately 0220 UTC Mr. Henley informed me that JL1623 had indicated thathe had traffic and wanted information. I then advised the Area Manager thatJL1628 was requesting information on traffic that we were not aware of. Mr.Rich returned from lunch and was assigned the D15 position and Mr. Henley wasmoved to the R15 position. I understood that Mr Aarnink had plugged into theC15 position only to observe. During the time following my being notified, Iwas involved in operational supervision and coordinatation between thecontrollers and the Area Manager. I intermittently monitored the radar butat no time observed any radar data that in my opinion, conclusively indicatedtraffic for the JL1628 flight. At 0254 UTC I informed the Area Manager thatthe pilot of JL1628 had lost visual contact with his traffic.Joseph Rollins AArea Supervisor \Anchorage ARTCC ^)

PERSONNEL STATEMENTFEDERAL AVIATION ADMINISTRATIONAnchorage Air Route Traffic Control CenterJanuary 9, 1987The following is a report concerning the incident to Japan Airlines Flight1628 (JL1628) north of Fairbanks, Alaska on November 18, 1986 at 0218 UTC.My name is Erland D. Stephens (AS). I am employed as an Air Traffic ControlSpecialist by the Federal Aviation Administration at the Anchorage Air RouteTraffic Control Center (ARTCC), Anchorage, Alaska.During the period of 0100 UTC, November 18, 1986, to 0900 UTC, November 18,1986, I was on duty in the Anchorage ARTCC. I was working the Area Managerin Charge position from 0100 UTC, November 18, 1986, to 0900 UTC, November18, 1986.At 0221 UTC I was notified by Joe Rollins, Area B Supervisor, that JL1628,had reported traffic at his altitude (FL 350), distance one (1) mile with awhite and yellow strobe light. I notified the Alaska Regional OperationsCenter (ROC) and the Elmendorf Regional Operational Control Center (ROCC)about this observed traffic.At 0233 UTC, after Mr. Rollins advised me that JL1628 had reported thetraffic to be paralleling his route and that Sector R15 radar and ROCC hadintermittent radar returns in the area of JL1628s observed traffic I notifiedthe U.S. Customs office at Anchorage International Airport about thepossibility of a lost aircraft following JL1628 to Anchorage. At 0245 UTC,Mr. Rollins advised me that JL1628 had lost visual contact with the unknowntraffic at 0257 UTC. Mr. Rollins advised me that ROCC had lost radar contactwith the unknown traffic. At 0423 UTC I gave this information to theWashington D.C. ROC.Erland D. StephensAir Traffic Control SpecialistAnchorage ARTCC

PERSONNEL STATEMENTFEDERAL AVIATION ADMINISTRATIONAnchorage Air Route Traffic Control CenterJanuary 9, 1987The following Is a report concerning the Incident to aircraft JL1628 north ofFairbanks, Alaska, on November 18, 1986 at 0218 GMT.My name Is Manfred F. Keller (FK). I am employed as an AutomationsSpecialist by the Federal Aviation Administration at the Anchorage Air RouteTraffic Control Center, Anchorage, Alaska.I Interpreted the recorded data (radar) reference JL1628. I searched thespecific areas where the pilot reportedly had traffic and could not find anyindications of other target information.ManfredFiJ KellerAir Traffic Control SpecialistAnchorage ARTCC

PERSONNEL STATEMENTFEDERAL AVIATION ADMINISTRATIONAnchorage Air Route Traffic Control CenterJanuary 7, 1987The following is • a report concerning the incident to JL1628 North ofFairbanks, Alaska, on November 18, 1986 at approximately 0218 UTC.My name is Anthony M. Vylle (AW). I am employed as a Quality AssuranceSpecialist by the Federal Aviation Administration at the Anchorage Air RouteTraffic Control Center, Anchorage, Alaska.I have reviewed the Continuous Data Recording of ZAN EARTS, (radar data),reference JL1628 alleged sightings. I could not find any target informationin the vicinity of the reported traffic. The radar track appeared to benormal and consistent with other tracking data I have reviewed in the past.AnthonyQuailty/rfssuranee SpecialistAnchorage AKTCC

DEPARTMENT OF TRANSPORTATIONrCQCAAL AVIATION AOMINISTMATlQMMM THANIPOHTATION SCCUftlTVOn November 17, I responded to a call from the POC reference anincident involving unidentified air traffic (UAT) following JAL flight1628 into Anchorage. I asked Agent Hickle to meet me at AnchorageAirport.Upon arriving at ANC, I met Agent Mickle and Inspector Wright(FSDO-63) who had been at the aircraft. All three of us then procededto JAL operations to interview the crew. At JAL Operationswe met with Captain Terauchi, 1st Officer Tamefuji, and 2nd OfficerTsukuda along with Mr. Shimbashi, the JAL Operations Manager atAnchorage.The three crewnen stated that just after passing POTAT intersectioninbound to Anchorage on J529 they observed strange lightsahead of their B-747. These lights changed position after 2 minutesbut remained in front of the A/C for another 10 minutes, then movedto the left side of the A/C. They stated that all they could seewere the lights and at no time could they see any craft. However,they did show an object on their VK radar at about 7 miles. Thelights were yellow, amber, and green, but no red. The lights werein two separate sets which changed position relative to one another.The crew said that they contacted APTOC confirmed that they also hadit on radar. Near Fairbanks, the crew executed a 360° turn and thelights stayed with them off of their left side. They then precededto Anchorage.apd the lights were still visible until around 40 milesnorth of TKjTwhen they moved away to the east. The crew reportedtheir speed as 0.84 Mach and their altitude between FL390 and 310 asassigned along the route.The only problem noted with their systems was some static in theVHF receiver. The Navigational system in use was INS with no apparentproblems.Upon completion of my discussion with the crew, I called CaptainStevens (Duty Officer to NQRAD) and asked if he had any question otherthan what I had asked. He said he had no other questions, but theyalso showed two targets on radar (one was JAL). He stated that theywould give all data to Intelligence in the morning. I then *ci"v3Bobby Lamkin by phone if AF was holding the data and he said yes.ember_17,_1287_ , AT .Anchcracje, Alaska t^Special Agent^e"te^^ *9&SQf9^P*~FILE H0

DEPARTMENT OF TRANSPORTATIONFEDERAL AVIATION ADMINISTRATIONAtR TRANSPORTATION SECURITYAgent Mickle and I then net with Dave Snith (ACS-300) and briefedhim on the incident.On the morning of November 18, I briefly discussed the incidentwith AAI/-1 & 2.Attached is a statement fran Agent Mickle and a chart and drawingsby the JAL Captain.r A*x.~H ^ 4fl,..?/);

ATPTftT

DEPARTMENT OF TRANSPORTATIONFEDERAL AVIATION ADMINISTRATIONAIM TRANSPORTATION SECURITYAs per telephonic request fron FSDO63, the following are the eventswhich took place on November 17, 1986 and were taken from my personalnotes during the interview: Responded to Japan Airlines stationoffice as instructed by Manager (James S. Derry), AAL-700. Myselfand Jim Derry interviewed the crew of JAL Flight 1628, which reportedthe sighting of unidentified air traffic. The flight crew consistedof the Captain, Kenju Terauchi, First Officer Takanori Tamefuji,. andFlight Engineer Yoshio Tsukuda. Captain Terauchi stated the cargoonly flight had departed Reykjavik, Iceland. Captain Terauchi statedhe first sited (visually) the unidentified air traffic (UAT) in thevacinity of Potat intersection and the ADIZ. The aircraft he waspiloting (B747) was at flight level 390, airspeed 0.84 Mach. CaptainTerauchi indicated the UAT was in front of his aircraft at a distanceof approximately seven to eight nautical miles for approximately 12minutes. The Captain stated the distance was indicated by the onboardBendix color radar. Captain Terauchi stated that while he had avisual on the UAT, he spotted yellow, amber and green lights, and arotating beacon, but no red lights. The Captain said there were twodistinct sets of lights, but appeared to be joined together (as fixedto one object). Captian Terauchi ascertained through visual sightingand radar, that the UAT was equal in size to a B747, possibly larger.Captain Terauchi stated that during the visual sighting, the lights ofthe UAT changed fron a horizontal position to a vertical position andhad positioned itself from in front of the B747 to port side. TheUAT stayed on the port side for approximately 35 minutes.Captain Terauchi said he was communicating with AfclCC personnel duringthe sighting. The raptain stated he requested, and received, permissionto perform a 360 degree turn while in the vacinity of Fairbanks, Alaska,which he had a visual on. Captain Terauchi stated the UAT maintainedits position on the port side during the turn. Captain Terauchi statedvisual sight of the UKT was lost approximately 40 nautical miles northof Talkeetna, while continuing on to Anchorage.Additional information regarding the flight:Captain Terauchi stated there was static during VHP canmunications withthe AKTCC.Captain Terauchi indicated there was erratic movement with lights of theUAT during the visual contact.Navigation was being performed by coupling of the onboard ETS's.INTERVIEWED/REVIEWED ON I^entoJ-T/ 1986 ( AT Jtochorage, Alaska^ ^BY Ronald E. Mickle, FAA S/A , lutt M0 .FAA Form 1600-32-112.73)OPO »«3-*fl4FOR OFFICIAL USE ONLY(PuUJc flMlfabfflfr »• b« d»-Mra/iMd mdbr 5 U. S. C 55JJ

DEPARTMENT OF TRANSPORTATIONFEDERAL. AVIATION ADMINISTRATIONAid TMAN1FOMTATION •KCUHITVCaptain TERAUGHI stated that FftA ATC had indicated to him the presenceof a primary target in addition to his aircraft.LcfclePSI, AAL-700Addendum: Through a confidential source at Japan Airlines, it was statedto me that this was not the first sighting of an unidentifiedaircraft by Captain IBRflPTHI. *toer_17,_198£ __ _ __ t ATAnchorage, Alaska ___ (PAA Form 1600^2-1 (2.7»FOR OFFICIAL USE ONLYfPw6/lc owoJfoU/lfr » b« db-9i»0 •«**•* MMifiiW unrfw 5 U. X. C 552J

^lW^ m^ \ifietsglss 1"3-3&3B.»S|.FAA offering UFOmail-order packageThe complete package« f sir! l ? If rTHflAUOdATEDF*CMANCHORAGE - If you wantan inside look at the UFO sightingmade by a Japan Air Lines flightcrew recently, the Federal AviationAdministration will send youeverything you ever wanted toknow about the incident for$194.30. ;in^eludes tapes of interviews with 1trew members, spaceship drawingsby the JAL pilot and air controllerstatements. But that's notall. You even get four glossy colorphotos of regenerated radar data..'The unusual FAA mail-order,offer is an agency effort to copewith enormous public interest inthe November sighting, said FAAspokesman Paul Steucke. |Since the sighting was publiclydisclosed in January, the FAA'sAnchorage office has received informationrequests from morethan 200 members of the news media,as well as 46 requests fromindividuals.For those on tight budgets, theFAA's UFO package can be brokendown. The agency is offering20 individual items, ranging froma $50 cassette tape of communicationsbetween the controllers andChe flight crew, to a 30-cent copyof an FAA form summarizing thesighting Orders of less that $5 arefree.- The FAA on March 5 is scheduledto release the results of its investigationof the sighting.Editor** Note: The FAA addressis 701 C St., Box 14, Anchorage, Alaska.99513. .:"PAA offers UFO mail-order packageANCHORAGE, Alaska (AP) — enormous public interest in the For those on tight budgets, theH you want an inside look at a November sighting, said spokes- FAA's UFO package can be bro-Japan Air Lines pilot's recent man Paul Sleucke. ken down. The agency is offeringclaim that he saw a UFO, the Since the pilot's claim was 20 individual items, ranging fromFederal Aviation Administration publicly disclosed, the FAA's An- a $50 cassette tape of communicawillsend you everything you ever chorage office has received infor- tions between the controllers andwanted to know about the incident matjon requests from more than the flight crew, to a 30-cent copyfor $194.30. 200 members of the news media, of an FAA form summarizing theThe complete package in- as well as 46 requests from indi- sighting. Orders of less than $5eludes tapes of interviews with viduals. are free.crew members, spaceship draw- Steucke said the information JAL Capt. Kenjyu Terauchiings by the JAL pilot and air requests exceed those that fol- reported on Nov. 17 that hiscontroller statements, even four lowed the 1983 downing of a Ko- Boeing 747 cargo jet was shadglossycolor photos of regenerated rean Air Lines jet by the Soviets, owed by two belts of light as itradar data."Without a doubt, this thing has crossed into Alaska airspace onThe unusual FAA mail-order had the most inquiries," Steucke a night from Iceland to Anchor-'fer is un effort to cope with said./^^^/^ J\££a/W age ' 9*~ ~* *"'"" ^ ~*o c:t

Anchorage Daily NewsMail orderANCHORAGE, ALASKA. TUESDAY, FEBRUARY 24, 1987Will QGt VOU ~~—————————-— 'ncn riAtoiicdetailsFAA: Information on UFO sighting available by mail ordergets or limited interest, the need," Steucke said.Continued fromBy HAL BERNTONFAA has broken down the The incident unfolded onDaityNewsreponer - - from individuals. ^mP 1^t. e '.V F 9 P a &asejato Nov. 17 as a JAL flight crew who saw what they thoughtTo all those hungering for Paul Steucke. the FAA 20 individual items They on a cargo flight from Iceland was „, object On their ownan inside look at th^S^iSe spokesman, said the informs- range from a $50 cassette tape to Anchorage entered Alaska radar at about the same refcEworld of F «rtratSrrestri3 ha? -•tion requests for the UFO ° f J»"J»«n«:ations between air space. Capt. Kenju Terau- ence point. The objects, TerrataffihTre's aTSciaToff"? t *«"«» excead those that Io1 'contr ? u e« "J* the fl l ght chi re P° rtcd seein S two belts auchi said, "were , not madelowed MaU hc Federvi tion ^ 1983 downin 8 of a ?! **° " ^^ P ? °' *?* ° f light that followed his Korean Air Unes A * * by human kind. They . were ofAdministration a che^k for^et b^ the ^- f o J" an an8 the plane, pulsating and emitting very high technology andsSSSHnd they'U sSd yoi Soviets. sighting. Orders less than $5 amber glows. intelligence."everything you ever wanted "Without at a doubt, this ^'£!%, fl ntpH *„ h* „< r^. ^ an encounter that lastedto know about the celebrated thing has had the most inqui- SDon^ve S we can to the ±£H «^U^i^.f^ ? K°S i 1^ 5| , th * ^UFO siphtinp hv a Tanan Air HPC " qtourlrp «irtp ? 7? lve ,. , ported seeing a third aircraft, scheduled to release the re-1SLto«flfStlrew I Steucke said. public. We don't want them to a huge spaceship which he suits of its own investigationFor those with tightThe complete ' package in-bud spen' 'S1 for data they don>t°° said was the size of two bat of'tne sighting. No charge.eludes tapes of interviewswith all the crew, spaceship ••^•^••^^•••^•^•••^—^^—^•^^—^•^^^•^•^^•^^^^^••^^^•^•^•^•^^—•^•-••iM^Ma^i^^HWMMM.^* »'. . •drawings by the JAL pilot [air controller statements.even get four glossy colortbs of regenerated radardata.The unusual FAA mailorderbusiness is an effort to?cpe with the enormous publicinterest in the bizarre No-"cmber sighting, which triggereda burst of internationalpublicity. Since the sightingwas publicly disclosed in earlyJanuary, the FAA's Anchorageoffice has receivedinformation requests frommore than 200 members 01" themedia, as well as 46 requestsPRICE 25 CENTSSee Back Page, FAA

USDeporttnent Alaskan Region 70, c s lreet> B OX , 4Of TransportationAnchorage: AlaskaFederal AviationAdministration99513February 21, 1987IN RESPONSE TO YOUR REQUEST:The attached order form is in response to your request forFederal Aviation Administration information regarding the unidentifiedtraffic sighting by the flight crew of Japan Airlines flight 1628, onNovember 17, 1986.We have described, itemized and listed all the materials thathave been produced or obtained by the FAA in this investigation. Theyare listed on the attached order form.Some persons may have found the cost of purchasing the entireinquiry package of materials to be expensive and contain items that theymight not want. Hence, we have taken the opportunity to list and describeeach item, with cost, so that your order can be tailored to fit your needsand budget. Please note that an order which totals $5.00 or less willbe provided free of charge.Please read the instructions carefully and return your requestwith payment in full.Sincerely,Paul SteuckePublic Affairs OfficerSO Yvmn of Air Traffic Control £jrca//arice- A Standard tor thm World -

US Deportment—_^___of Transportation ° ffic » °' Putotic *"***^Alaskan RegionFederal Aviation7 °' c street BOX 14Administration Anchorage. AlasKa Alac 99513(907) 271-5296LIST OF RECORDS AVAILABLEORDER FORMforJAL FLIGHT 1628UHIDENTTFTED TRAFFIC SIGHTINGNOVEMBER 1H. 1QH6 UTE(The event occurred on November 17, 1986 Alaska Standard Time)Add fees for items ordered. Make payable to Federal AviationAdministration. Send check or money order; no credit cards. Do notsend cash.(Note: Do "not send payment if total amount of order is less thanS5.QQ.)TOTAL AMOUNT ENCLOSED: $FAA WILL PAY COST OF DELIVERY SERVICE BY REGULAR FIRST CLASSU.S. POSTAGE ONLY. IF YOU WISH TO HAVE COPIES SENT TO YOU BY FEDERALEXPRESS, DHL7~3ft OTHER DELIVERY SERVICE, PLEASE INDICATE SERVICEDESIRED, AND PROVIDE YOUR ACCOUNT NUMBER FOR BILLING OF SHIPPINGCOSTS:Service desiredAccount numberYour NameAddress

LIST OF RECORDS AVAILABLEORDER FORMforJAL FLIGHT 1628UNIDENTIFIED TRAFFIC SIGHTINGNOVEMBER 1fl r IQfifi UTC(The event occurred on November 17, 1986 Alaska Standard Time)PLEASE MARK ITEMS DESIRED,$194*30 Complete package of all written records and photographsplus all tape recordings.O $94.30 Complete package of written records and photographs only.O «.OOOOOO,05 Complete Inspection/Investigator (Flight Standards)package, includes items 1 through 9-$0.30 1. FAA Form 8020-5, Aircraft Incident Record.(Brief summary statement, submitted by FlightStandards Division, January 26, 1987) (2pages)$0.45 2. FAA Form 3112, Inspection and SurveillanceRecord; notes by Inspector Jack Wrightafter interview of pilot and crew, 11/17/86.L3 pages written plus 2 pages drawings)$0.30 3* FAA Form 1600-32-1, Notes of interview withall three crew members of JAL Flight 1628;completed by Security Inspector RonaldE. Hickle, 11/17/86. (2 pages)$0.40 4. FAA Form 1600-32-1, Notes on interview withall three crew members of JAL Flight 1628,map, and drawing by the pilot; completed bySpecial Agent James Derry, 11/17/86.(4 pages)$1.15 5. Transcript of Interview with CaptainTerauchi, 1/2/87, by Richard Gordon,,manager of flight standards districtoffice in Anchorage. (19 pages)$1.10 6. Written Statement and Drawing by CaptainTerauchi; in Japanese. (16 pages written,plus 2 pages drawings)-more-

fage 2J*l. I1HTDEHTIFIEP TRAFFIC SIGHTTHG Order Mat cont.lnued$0.85 7. Written Statement by Captain Terauchi;translated by S. Mimoto of FAA AlaskanRegion. English translation of item 16.( 13 pages)$1.35 8. Transcript of Interview with First OfficerTamefuji, on 1/5/87 by Inspector PeterE. Beckner. (23 pages)$0.50 9- Transcript of Interview with Flight EngineerTsukuba on 1/15/87 by Inspector PeteBeckner. (5 pages written, plus 1 pagedrawing)o$67.70ooComplete AIB TRAFFIC PACKAGE, includes Items 10 through12.$3.05 10. Chronology of Events, report of UnidentifiedTraffic Sighting by Japan Airlines Flight1628, November 17, 1986. (5 pages). Transcription of communication between airtraffic control and JAL Flight 1628.(23 pages)Flight path chart.1 page (map)Personnel statements. (Statements by sevenair traffic control specialists at AnchorageCenter.) (8 pages)FAA Form 7230-4, Daily Record of FacilityOperations for Anchorage Air Route TrafficControl Center, showing time and watchsupervisors' entries of major items infacility log. (3 pages)FAA Form 7230-10, Position Logs. (Recordof which employees were working eachposition at what time.) (2 pages)$7.75 11.. Anchorage Air Route Traffic Control Centercomputer printout of Continuous DataRecordings (radar tracking data)(151 pages)-more-

Page 3JAL 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)oo o$0.55 13. Selected portions of voice transcriptions, pilotof JAL 1628 and FAA controllers, in chronologicalorder; as released by FAA Public Affairs Office,March 5, 1987. (Data extracted from transcriptionin item #9)$10.00 14. Series of four black and white 5" X 7" glossyphotographs of partially regenerated radar data,as photographed by Paul Steucke, January 7, 1987.$11.00 15. Series of four color 5" X 7" photographs ofpartially regenerated radar data, as photographedby Paul Steucke, January 7, 1987.$25.00 16. Cassette tape of Interview with Captain Terauchi.57 minutes. (Same data as item tf5)$25.00 17. Cassette tape of Interview with First OfficerTamefuji. 45 minutes. (Same data as item #7)$50.00 18. Cassette tape of communi cat ions between AirTraffic Control and JAL Flight 1628.1 hour 30 minutes. (Same data as 23 pagetranscriptionin itemFRF.F TTEMS:C~j^"^free 19. News release by FAA Public Affairs (Information' constructed from personal notes provided by JimDerry , obtained in interviews with JAL Flight 1628crew the evening of 11/17/86) (2 pages)free 20. News release statement March 5 i 1987, by FAAPublic Affairs Office upon release of investigationmaterials.free 21. Description of "Split -Beacon Target" by FAAAlaskan Region Airway Facilities Division. (1 page)-more-

JAL UNIDENTIFIED TRAFFIC SIGHTING Order List continuedPage 4free 22. Alert Report from Director of FAA Alaskan Regionto FAA Administrator, 12/31/86. Record of telephoneconversations of Deputy Director, FAA AlaskanRegion with General Nichols, Colonel Wick, andCaptain Jim Crickenberger (U.S. Air Force) on1/2/87. Table of contents of file kept in FAAAlaskan Region Directors office, pertaining to11/17/86 unidentified object sighting by Japan AirLines flight 1628. (5 pages)PLEASE COMPLETE AND RETURN THE ENTIRE ORDER FORM TOFEDERAL AVIATION ADMINISTRATIONATTN: PUBLIC AFFAIRS OFFICE, AAL-5701 C STREET, BOX 14ANCHORAGE, ALASKA 99513

LIST OF RECORDS AVAILABLEORDER FORMforJAL FLIGHT 1628UNIDENTIFIED TRAFFIC SIGHTINGNOVEMBER 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 photographsplus all tape recordings.O $94.30 Complete package of written records and photographs only.f) $5.05 Complete Inspection/Investigator (Flight Standards)package, includes items 1 through 9*OOooo$0.30 1. FAA Form 8020-5, Aircraft Incident Record.(Brief summary statement, submitted by FlightStandards Division, January 26, 198?) (2pages)$0.45 2. FAA Form 3112, Inspection and SurveillanceRecord; notes by Inspector Jack Wrightafter interview of pilot and crew, 11/17/86.(3 pages written plus 2 pages drawings)$0.30 3. FAA Form 1600-32-1, Notes of interview withall three crew members of JAL Flight 1628;completed by Security Inspector RonaldE. Mickle, 11/17/86. (2 pages)$0.40 4. FAA Form 1600-32-1, Notes on interview withall three crew members of JAL Flight 1628,map, and drawing by the pilot; completed bySpecial Agent James Derry, 11/17/86.(4 pages)$1.15 5. Transcript of Interview with CaptainTerauchi, 1/2/87, by Richard Gordon,manager of flight standards districtoffice in Anchorage. (19 pages)$1.10 6. Written Statement and Drawing by CaptainTerauchi; in Japanese. (16 pages written,plus 2 pages drawings)-more-

Page 2JAL UHIDEHTIFIED TRAFFICSTGHTIHG Order List continued$6.85 7. Written" Statement by Captain Terauchi;translated by S. Mimoto of FAA AlaskanRegion. Engll3h____fr_r_anjs.l_at.iQn of item ffi.(13 pages)$1.35 8. Transcript of Interview with First OfficerTamefuji, on 1/5/8? by Inspector PeterE. Beckner. (23 pages)$0.50 9. Transcript of Interview with Flight EngineerTsukuba on 1/15/87 by Inspector PeteBeckner. (5 pages written, plus 1 pagedrawing)o$67.70OoComplete AIR TRAFFIC PACKAGE, includes Items 10 through12.$3*05 10. Chronology of Events, report of UnidentifiedTraffic Sighting by Japan Airlines Flight1628, November 17, 1986. (5 pages)Transcription of communication between airtraffic control and JAL Flight 1628.(23 pages)Flight path chart.1 page (map)Personnel statements. (Statements by sevenair traffic control specialists at AnchorageCenter.) (8 pages)FAA Form 7230-4, Daily Record of FacilityOperations for Anchorage Air Route TrafficControl Center, showing time and watchsupervisors' entries of major items infacility log. (3 pages)FAA Form 7230-10, Position Logs. (Recordof which employees were working eachposition at what time.) (2 pages)$7.75 11. Anchorage Air Route Traffic Control Centercomputer printout of Continuous DataRecordings (radar tracking data)(151 pages)-more-

Page 3JAL UMIDEHTIFIED TRAFFIC SIGHTING Order Matcontinued$57.25 12. Simulated Radar Data, JAL Flight 1628.(5 color 7 1/2" X 7 1/2" photos, 5 pages)O$0.5513. Selected portions of voice transcriptions, pilotof JAL 1628 and FAA controllers, in chronologicalorder; as released by FAA Public Affairs Office,March 5, 1987. (Data extracted from transcriptionin item #9)OoO$10.00 14. Series of four black and white 5" X 7" glossyphotographs of partially regenerated radar data,as photographed by Paul Steucke, January 7, 1987.$11.00 15. Series of four color 5" X 7" photographs ofpartially regenerated radar data, as photographedby Paul Steucke, January 7, 1987.$25.00 16. Cassette tape of Interview with Captain Terauchi.57 minutes. (Same data as item #5)$25.00 17- Cassette tape of Interview with First OfficerTamefuji. 45 minutes. (Same data as item #7)$50.00 18. Cassette tape of communi cations between AirTraffic Control and JAL Flight 1628.1 hour 30 minutes. (Same data as 23 pagetranscription in item"#9)FREE ITEMS:Cjfree 19. News release by FAA Public Affairs (Informationconstructed from personal notes provided by JimDerry, obtained in interviews with JAL Flight 1628crew the evening of 11/17/86) (2 pages)free 20. News release statement March 5, 1987, by.FAAPublic Affairs Office upon release of investigationmaterials.free 21. Description of "Split-Beacon Target" by FAAAlaskan Region Airway Facilities Division. (1 page)-more-

JAt. IIHIDEHTIFTED TRAFFIC STRHTIHG Order List continuedPage 4free 22. Alert Report from Director of FAA Alaskan Regionto FAA Administrator, 12/31/86. Record of telephoneconversations of Deputy Director, FAA AlaskanRegion with General Nichols, Colonel Wick, andCaptain Jim Crickenberger (U.S. Air Force) on1/2/87. Table of contents of file kept in FAAAlaskan Region Director's office, pertaining to11/17/86 unidentified object sighting by Japan AirLines flight 1628. (5 pages)PLEASE COHPLETE AND RETURN THE ENTIRE ORDER FORM TOFEDERAL AVIATION ADMINISTRATIONATTN: PUBLIC AFFAIRS OFFICE, AAL-5701 C STREET, BOX 1HANCHORAGE, ALASKA 99513

March 5, 1987FAA, Alaskan RegionPublic Affairs Office701 C Street, Box 14Anchorage, Alaska 99513COMPUTER CDR PRINTOUTReference to Japan Air Lines Flight //1628November 17, 1936, 5:19 pm AKSTRECORDED FAA RADAR DATATIME:11/18/86, 02:11.23 UTC11/18/86, 02:49.13 UTC*(38 minutes computer time)(20 minutes between first and last uncorrelated return)RANG£:35-215, AZIMUTH: 1-901550 = Computer assignment number for JAL #1628.RB = Reinforced Beacon return (Normal)RT = Primary radar return, uncorrelated (Skin/surface)BT = Secondary radar return, (Beacon/transponder)Number of pages in computer printout = 15Pages with uncorrelated returns: 2,3,4|5,6,7,10.19 = NUMBER OF UNCORRELATED RETURNS-86 = NUMBER OF USABLE RADAR RETURNS105 = TOTAL NUMBER OF RETURNS FOR ABOVE TIME FRAME.0219:15, (5:19 pm) Pilot first questioned ARTCC re other traffic0253:13, (5:53 pm) Pilot said, "I couldn't see UFO".*UTC = UNIVERSAL TIME COORDINATED

C D B E D I f 0 B L I S T I N GElBT- RT BB • -•DATA SELECTEDFILTERSTIME: 11/16/86 fl£:ll:efl-ll/16/ee 0£:b0:00 CONTBOIiLBBtALTITUDE: - ACII: SUBSYSTEM: 01BEACON CODE: BANGE: 35-215 AZIMUTH! 1- 90 -ITG: N 1NTERFACILITT:

Range+Azimuth Dlrectloi" miaequal JAL ffloZo - - - - - - - —BUCCN TARGET BEPrpTS I'/'S'Be PA" 1S1IML RANGE ACP- DEG -Q - BEACON- ALT - QUA- - SYS RT 1lit 12 7 1^50-3 351-3 ' RB 1SUBSY5 = 1 TOTAL = 1 MODE G TOTAL 12:12:21.827 188.25 „ . 7 1550-3 RB 1SUBSYS • 1_ . -TOTAL = 1 /DISTANCE BETWEEN|g';J2;33.6g3 ] 144.37 /SIGNAL RETURN7 RT 17RT/BT1550-37=M1550- Computer11 1103.25"* \I/8 to 1/4 MILE 7assignedBT 1SUiSYS = 1 TCTAL = 4 HOInumber2:12:45.630 184.b7 0 1550-3BT 1SUESYS = 1 TCTAL 1 MOIL - JALM628 42:li:^7.7ie 183.25 160- 14 Z • - - 1550-3 - -- WA-* --BT _ - 1SUbSYS = 1 TOTAL = 1 MODE C TOTAL - 12:13:29.799 It 1.62 160 14 7 1550-3 - 351-3 RB *-—&• RB lSUBSYS = 1 TOTAL = 1 MODE C TOTAL = 12:13:21. BIcS 1E0.20 161 14 7 1550-3 351-3SUtSYS = 1 TOTAL = 1 MODE C TOTAL = 12:l3t33.723 178.37 - 163 - 14 - 7 --- 1650-3 - 351-3SUBbU = 1 TOTAL = 1 MODI C TOTAL - 12:13:45. B10 144.12 146 12 7 - -EXAMPLE OF •COORDINATED RB 1or reinforcedreturn RB 1RT 1176.7b 165 14 7 1550-3 350-3 RB 1SUBSYS = 1 TOTAL = 2 MODE C TOTAL = 12:12:1:7.6262:14:09.551175.12144.1216437143771550-3.350-3.-- - -----RB. . .. . _. BT --11SUFEYS = 1 T01AL = 2 MODE C TOTAL = 12:14:09.yi6 173.50 167 14 7 1550-3 350-32:14 :ll .Be? 103.25 fc!0 71 7SUESYS .f 1 TCTAL 2 MODE C TCTAL =171.871 167114 0 U550-31 350-3171.62 16S 14 7Z:14:i;.823 103;Z5 806 70 7SUiSYS = 1 TOTAL = 3_.MQDE C TOTAL = 1\2:14:34.0427 170712] 172 15 7J170.251 169 14 0 l!E50-3\ -350-32:14:25.916 ^TBSTTS-- 1 607 70 7SUBSYS « 1 TOTAL = 3 MODE C -TOTAt ---- 1 - - - -@NORMALreinforcedbeacon(return)Return(UncorrelatedSkin/Surface(FT)SECONDARY(Transpond.)2:l4:45»b72 168.62 170 14 7 1550-3 350-3 RB 1SUBSYS = 1 TOTAL = 1 MODE C TOTAL = 1 . . . .2:14:57.954 167.00 17Z - 15 7 1550-3 349-3 RB 12:14:59.833 103.37 607 70 7 . . . . . . _ . . RT jSUBSYS * 1 TOTAL * 2 MODE C TOTAL = 12:ltll0.041 165.37 -173 Ib - 7 155B-3 ^40-5 H B-— - 1BBRfBT£•[

BEACON TARGET REPORTS 11/16/86 PACE 2Stiff. BANGE -AGP -DBG Q BEACON AM

BtACCh TARGET REFCRTS 11/18/86 FACE 3STIKE RANGE - AGP DE5 -

BIACON TARGET BEPCBTS ll/lfa/BC PAGiBAWfi-E ACP DM 0 BEACON - ALT. - - - - QUA £1E:E0:34.868 - -121 .89- • 224 19 7 lb50-3 350-3 Mi iSUBSTS - 1 TOTAL = 2 MODE C TOTAL « 1—2:20:46.594 62.00 164 16 •- 0 1200-3 7b-3 bT i177 15 7 1200-31112:20:46.9461 g20l25j 2Z7 19 0 - Vl550^3\ 350-3SUBSTS ».__!_—^j^L...^-_ 4 -HODE-U TOTAL - 22:20:58.585 52.50 177 15 0 1200-3 74-3 bT 1- 2:20:56.962- 118.6E - - 226 ,20 7 1550-3 350-3 RB ]SUBSTS - 1 TOTAL « 2 MODE C TOTAL = ' Z-195 • - -15 - 0 - -1200-2 - 74-3 - UT 1• 2:21:11.041 117.00 232 20 7 1550-3 350-2 Ht 12:21:12.543 103.3? 806 70 7 HT 1SUBSKS • 1 T01AL - 3 KOBE C TOTAL = c- /2T2l:22.950> 63.62 171 15r hT 1' ' 53V75, 176 15 0 1200-3 75-3 bT 1—*¥»-. S9-+ 236 201115. ,50_\ £25 20 0 l550-3( 350-3SOBSIS •--!- - TOTAL -----4- !rrT 4~ MODE C TOTAL » £2:21:34.775 54.3? 175 15 7 1*00-3 75-3 Ht. . ... ------ ------ 113.87 236 20 7 1550-2 350-3 hB 1SDBSTS = 1 TOTAL » 2 MODE C TOTAL = Z- Bt£l-fr46.«*& —---- £4.-B9 --------1*4------- 15 -— 0 --------1200-3 . . . . BT 12:21:46.990 112.3? 240 21 7 1550-3 350-3 R2 iSUBSTS - 1 T01AL • 2 MODE C TOTAL - 12_;21;5fi.6S£- r-^-SJL 1 ?4 lb 7 1200-3 75-2 ht i—\ 2131:59.073] iTBTesA 246 21 7 /—-—\ RT I 1^' --- 21 tJ ( 1550-3 35t)-3 lbT_l 1SUBSKB -— 1 - TOSAIr— — 3 MODE-C-yOTAL— ---- £ ------ --- -— ----' ---- - -- •2:22:10.716 E6.25 175 15 7 hT 1--•- 15 0 1200-3 bT i2:22:11.094 109.12 247 21 7 1550-3 350-3 Rb 1SUBSTS--- 1 --TOTAL - 3 MODE C TOlAL • 12:22:22.794 56.75 172 15 7 1200-3 BP 121- 7 1660-3 ..... 350-3 KB 12:22:24.672 103.25 807 76 7 RT 11fzT2:22734.8e0\ 57.37 171 15 1 1200-3 RP 122 7 ,— — hT122 7 1550-3\ 350-3 KB13 - 7- * - - - • - - RT 1SUBSTS • 1 TOTAL " 4 MODE C TOTAL •= 1-—EtE2:46.918 -58.00 - 169 14 7 1200-3 75-3 Rb ]2:22:4? .217 104.37 25? 22 7 1550-3 hB 1. - -SUBSTS--—1 TOTAL - —£ KODK-C TOTAL - 1J' 2:22:58.800 58.62 168 14 7 1Z00-3 75-5 hB ]E:EE:OS.l-99 IWrBT 858 -£2 - 9 -- 1550-3- - 350-S' — — Rb 1SUBSTS • 1 TOTAL » 2 MOEE C TOTAL •= 2-> £:£3:ie.8£6-- - 59.00 -191 15 7 - KT 159.25 Ifa? 14 0 1200-3 75-3 bT 12:23?11.20f» 101-.85 "263 £3 7 1550-3 - 350-3 • Rb 1*- SUBSTS - 1 TOTAL = 3 MODE C TOTAL •= 2E:E3:£t.9U &»-.-« 1€6 14 7 1E00-3 96-2 HP 1(TS)

BUCON TARGET REPORTS 11/18/86 PACE £ST1MI RANGE ACP DEC C BEACON ALT . . . . QUA SYS2 :23:23 .Z 9962\ 271 23~RT\ RTl 1266 22 Z a550-3l 350-3BJ_\ BJ\ 12:23:25.169 '35.MB 932 81 0 '02b0-3 BT 1SUBSYS = 1 TOTAL = 4 MODS C TOTAL = 22:23:34.W44 60.37 - • 16t> - - 14 7 12»«-3 --75-3- RB - - 12:23:35.320 98.12 270 23 7 1550-3 350-3 RB 12:23:37.228 35.12 928 81 0 0260-3 - BT 12:23:37.575 36.67 1034 90 0 1200-3 BT 1SUPSYS = 1 TOTAL = 4 MOD£ C TOTAL 2 . . . .2:23:47.040 61.00 163 14 7 1200-3 75-3 RB 12:23:47.414 96.62 274--- -24 7 1550-3 350-3 — RB 12:23:49.291 35.00 927 81 0260-3 BT 36.62 1030 £0 0 1200-3 - - BT 1SUBSYS = _1 JO1AL = 4 hODE C TOTAL = 2l2:23:56.93E\ .€1.50 161 14 7 1200-3 -- JB 1~^_ "~~^C> 95.25] 283 24 7 , . /RTl 1L2!2J^59.443J 95.12 -- --279 - 24 -0 -*T2T:01 .572 '36.1* 1023 89 0SUfcSYS = 1 TOTAL = 4 MODE C TOTAL = 12:24:10.961 62.12 155 13 7 1200-3 75-3 RB 162.25 168 14 0 1200-3 75-3 BT 12:24:11.462 93.50 282 24 7 1550-3 350-3 RB 12:24:13.593 35.75 1015 69 0 1200-3 - il-3 •— -- - BT - 1SUBSYS = 1 TOTAL = 4 MODS C TOTAL - 42:24:23.047 62.75 160 14 7 1200-3 75-3 RB 12:24:23.422 92.00 2EC i5 7 1550-3 350-3 RB 12:24:25.301 35.25 1012 68 0 1200-3 14-3 BT 1SUBSTS = 1 TOTAL = 3 MODE C TOTAL = 32:24i35_.0_72. ,63.. 37 158 13 7 1200-3- 75-3-- - - - - - -JIB 1~^ ' 9g.'37\ 293 25 7 A 550-3 V. 350-3 [R|J 1SUBSYS = 1 TOTAL = 3 MODE C TOTAL » 2 *~ '2:24147.090 64.00 156 13 7 1200-3 75-3 RB 12:24:47.466 66.67 296 26 7 1550-3 350-3 RB 1SUhSYS = 1 TOTAL = 2 MOD* C TOTAL = 2 -----2:24:59.110 64.62 155 13 7 1200-3 74-3 RB 12:24:59.48? 87.37 304 26 7 1550-3 350-3 KB 12:25:01.741 46.12 1025 90 7 1200-3 RB 1SUBSYS = 1 TOTAL = 3 MODE C TOTAL « 22:25:10.951 65.12 155 13 7 RT 165.25 154 13 « 1200-3 . 74-3 - - — -- - -- - BT.-- 12:25:11.325 85.67 307 £6 g 1550-3 351-3 BT 12:25:13.579 - 48.37 1018 89 7 1200-3 114-3 RB 1SUBSYS = 1 TOTAL = 4 MODE C TOTAL = 32:25:22.988 65.75 153 13 7 1208-3 74-3 RB 12:25:23.4fc0 84.37 314 27 7 1550-3 350-3 RB 12;25i25.b69 46.62-- 4011- ~ - 66 8 - 1200-3 -- —112-3 —BT 1SUBSYS = 1 TOTAL «* 3 MODE C TOTAL = 32:25:35.071 66.37 150 12 0 1200-1 - BT 166.50 154 1.1 7 1200-3 RB 12:25:35.446 82.67 319 28 7 1558-3 350-3 - RB 12:25:37.700 46.87 996 87 7 1200-3 109-3 RB 1SUBSTS = 1 TOTAL > 4 MODE C TOTAL •-- -2- - - - - --• — --

BIACON TAFtr.VT K^FCRTS 11/18/86 PAGE 6STIMi RANGE ACP DEC Q •- -BEACON-- - ALT - - — ... —QUA SYS2:25:47.153 67.00 150 13 0 1200-3 75-3 BT 12 :25:47.529 81.37 326 28 7 1550-3 350-3 RB 12:25:49.408SUISYS = 1 T01AL =49.25 9833 MODE C TOTAL =8627 1200-3 105-3 RB 12:25:59.169 67.75 151 12 7 - - — RT—- 167.62 151 13 0 1200-3 75-3 BT 12:25:59.543 79.87 331 29 7 1550-3 350-3 RB 12:26:01 .485 49.75 967 84 E 1200-3 W7-3 BT 1SUiSYS = 1 TOTAL = 4 MODE C TOTAL - 32:26:11.004 68.12 158 13 7 RT 166.25 - 150 12 » 1200-3 --75-3 -— &T- I2:2e:11.814 76.37 236 £9 7 lb50-3 350-3 RB 12:26:13.318 £0.37 955 83 0 1200-3 88-3 BT 1SUBSY5

BEACON TARGET PEPCflTS 11/18/86 PAGE 7STIME BANG! AGP - BEG Q BEACON ALT •- - - — QUA SYSSUPSYS = 1 TOTAL = 6 MODE C TOfAL = 32:27:47.316 73.1Z 147 12 7 1200-3 75-2 RB 12:27:48.070 66.87 3S£ 24 B 1E50-3 350-3 - BT 12:27:49.197 51.75 860 75 7 RT 150.3? - 664 7? 7 - - — - RT 1Z: 27:49.572 50.50 877 77 0 1200-3 45-3 BT 12:27:49.946 36.75 1030 90 0 0162-3 BT 1SUBSYS = 1 TOTAL = 6 MODE C TOTAL - Z2:27:e9.396 73.62 146 iz 7 1200-3 75-3 — - - RB i2:2b:00.151 65.37 426 37 0 0000-0 BT 166.58-- 404- _-. 35 . 0 - 1550-3 --350^3 BT- 12:26:01.276 50.87 854 75 7 RT 150.is eee 77 7 ... .. . . ~. .._ RT i50.50 888 78 e 1200-3 46-3 BT 12:28:02.029 36.50 1026 90 0 0162-3 -- BT 1SUESTS = l TOTAL = 7 MODE C TOTAL = 32:28:11.415 74. S5 146 - 12 - 7 — - 1Z00-3- 35-3 Rfl 12:28:12.220 64.00 417 36 7 1550-3 350-3 RB 12:28:13.354 49.87 860 75 7 -• RT 150.25 886 78 7 RT 151.25 907 79 7 - - . . . . _ . . . . _ . . BT 12:28:13.729 51.12 902 79 0 1200-3 58-3 BT 126.26--- - 1022- 89 0 - -0162-3 BT—- — 1SUBEYS = 1 TOTAL = 7 MOEE C TOTAL * 32:28:23.314 74.87 14E 12 7 1200-3 75-3 RB 12:28:24.066 62.75 425 37 0 1550-3 3£0-3 BT 162.62 438 28 7 0000-0 - RB 12:26:25.1 S3 46.75 858 75 7 RT 12:28:2^.569 51.75 903 79 0 1200-3 78*3— --- -— BT - - 12:28:25.945 36.12 1017 89 0 0162-3 BT 1SUBSYS = 1 TOTAL = 6 MODE C TOTAL ° 32:26:25.332 75.52 14t 12 7 1200-3 75-3 RB 12:28:36.083 61.37 437 36 7 1f£0-3 350-3 RB 12:28:27.564 52.12 89B 78 7 1200-3 101-3 RB 12:28:38.094 35.87 1013 89 (i 0162-3 . . . . .. . „ . .. BT 1SUBSYS = 1 TOTAL = 4 MODE C TOTAL - 32:28:48.174 60.00 448 39 7 1550-3 350-3 RB 12:28:49.677 52.00 689 78 0 1200-3 105-3 BT 12:Z6:5e.0£Z 35.62 ICie 86 0 0162-3 BT 1SUBSYS = 1 TOTAL • 3 MODE C TOTAL = 22:29:00.193 58.62 457 40 0 1550-3 --350-3 - -- - BX-.- 12:29:01.756 £1.62 863 77 0 12E0-3 102-2 BT 148.00 900 79 7 RT 125.37 1005 66 0 0162-3 BT 12:29:02.131 37.62 1031 90 0 1200-3 . . . BT 1SUBSYS = 1 TC1AL » 5 MODE C TOTAL = 22:29:12.262 £7.37 - 468 -41- - - -7- — 1550-3- 350^3 EB 12:29:13.406 49.37 897 76 7 RT 12:29:13.765 51.00 W?6 76 7 1200-3 107-3 RB i35.12 1002 66 e 0162-3 BT 1SUBSYS = i TOTAL = 4 MODE c TCTAL = 2 •-- -2:29:24.372 56.12 460 42 7 1550-3 350-3 HB 12i29:25.497 50.12 • 875 ---- 76 -ft — - 1200~3 —-112-3- BT- - 1

BFACON TARGET REPORTSSTIME RANGE ACP - DEC Q11/16/66BEACON- -- -AIT-PACE.. . QUA8SIS50.25 eee 77 ? - RT i2:29:25.875 35.00 999 B7 0 . 0162-3 BT 12:29:26.2£0 37.00 1035 90 0 ' 1200-3 BT 1?UPSYS = 1 TOTAL = 5 fODE C TOTAL = 22:29:36.3fc9 £4.75 494 -43 7 • 1550-3 550-3 —• RB 12:29:37.517 50.0049.62879864777777 1200-3 101-3RTRB112:29:26.266 36.75 1833 90 0 1200-3 BT 1SUESYS = 1 TOTAL = 4 MODE C TOTAL 2 -2:29:48.598 53.62 507 44 7 1550-3 350-3 BB 12:29:49.727 49*25 877 77 7 - - - - - .._... . BT 150.25 693 76 7 1200-3 45-3 RB 12:29:50.226 36.37 1025 90 0 1200-3 - BT 136.50 1019 89 0 120SJ-2 6-3 BT 1SUESKS = 1 TC1AL « 5 MODE C TOTAL = 2 - --2:30:00.313 99.12 361 32 7 RT 12:30:00.669 52.37 522 45 7 1550-3 - 350-3 - •— RB — — 12:30:01.814 46.75 887 77 7 RT 151.00 900 79 0 1200-3 61-3 -- - - - BT 12:30:e2.192 36.00 1020 69 0 1200-3 6-3 BT 1SUfcSYS •= 1 TOTAL - 5 MODE C TOTAL 3 . . _ . . .2:32:12.711 51.12 £36 47 7 1550-3 350-3 RB 12:38:12.826 46.12 696- 76 - •• 7 - — RT- 151.00 912 80 7 1200-3 79-3 RB 12:30:14.213 3b.62 1018 fib tf 1200-3 10-3 BT 1SUESYS = 1 TOTAL = 4 MODE C TOTAL = Z2:30:24.765 50.00 £49 46 9, 1550-3 350-3 - - BT 12:30:25.916 48.7550.75697911788077 —- _.___.. ._RTp-T1\2:30:2C.ZS150.62 91S 60 0 1200-3 94-3 ET 135.12 1008 66 0 1200-3 - 12-2 BT 1SUBSYS = 1 TOTAL - 5 MODE C TOTAL * 32:30:26.bV2 46.67 567 49 0 1550-2 350-2 BT 12:2e:27.99i.SUISKS = 1 TOTAL =50.12 9282 MODE C TOTAL8027 1200-3_ .101-3. _. _ . _ .RB 12:30:4b.958 47.62 579 50 0 1550-3 BT 147.75 • 587 51 7 1550-3 350-2 RB 12:32:49.718 50.62 697 78 7 RT 149.62 912 60 7 1200-3 103-3 RB 1SUBSlfS = 1 TOTAL = 4 MODE C TOTAL = 22:31:00.662 46.37 594 52 0 155«-3 350-3- —- — • --—' — BT 12:31:01.9fc£ 49.62 90£ 79 7 RT 149.67 904 79 £ 1200-3 77-3 - - BT 1SUiSYS = 1 TOTAL = 3 MODE C TOTAL * 22:31:12.256 44.67 607 53 7 1550-3 350-3 . _._ RB 12:31:14.006 £0.3749.756G2-91876"-Be7?•1200-3- _ .30-3.. . __ .—BB. . — .. .._. fiT . _..1±SUBSYS •= 1 TOTAL •= 3 MODE C TOTAL = 22:31:24.959 43.37 612 53 « 1550-3 - 350-3 - BT 12:31:ib.32£ 51.25 7C0 66 2 1200-3 BT 12:31:26.086 £1.25 665 77 7 1200-3 ~ - - 50-3 ' RB 1SUBSYS « 1 TOTAL = 3 MODE C TOTAL - 22:31:26.965 4li87 -- —615 54- • -0 1^50-3 349-3- BT—

BEACON TARGET REPORTS li."8'8e PAGE 9STIMI RANGE --AGP-- -DEC • -$ BEACON • ALT - - - - - - - -QUA SYS2:31:37.736 48.3? 699 75 7 RT 12:31:38.114 51.87 893 7fa 7 1200-3 65-3 RB 1SUESJS = 1 TOTAL = 3 MODE C TOTAL « 22:31 MS.0662:3H49.B3640.2548.87623- -86954-78 -?71550-3- - -350-3 RBEX - -1152.12 896 7b 7 1200-3 81-3 RB 1SUBSYS = 1 TOTAL = 3 MODE C TOTAL 2 - - • --2:32:01.307 38.75 629 55 7 1550-3 349-3 RB 12:32:01.807 103.37 806 70 7 - RT 12:32:02.122 £0.00 892 7eJ 7 RT 152.0«- - 005 78 - - 7 -.1200-3 - --01-3 EB 1SUbSYS - 1_ TOTAL « ,_-A__MpDB C TCTAL = 2\.2:'32Tl3.011\"2:32:13.367I 37.25(1 37.121632636l55557K. _^0550-31 349-32:32:13.764 50.62 6££ 7 7 7 * R T 12:32:14.141 51.37 905 79 7 1200-3 89-3 RB 1SUBSYS =.-_l____TOTAL = .-4— HOPE-C- TOTAL - --Z- - -—/2 : 35.75 644 56 7 r35.62' 644 56 e 1 L550-3) 349^3nnn fmr+ n 1 • •2:32:25.656 ^0.62 876 77 7 »" ' . KT 15V.&7 000 79 0 1200-3 56-3 . . . BT 1SUPSYS = 1 TOTAL = 4 KOCE C TOTAL * 22:32:27.S?y 40.87 6C2 ... - - 75 - 7 - BT- _. _. .12:32:38.255 50.00 8S2 76 7 1200-3 3B-3 RB 1SUbSYS = 1 TOTAL = 2 MODi C TOTAL - 1i. :32:49 .SC7 49.25 697 76 ? 1200-3 69-3SUtSYS = 1 TOTAL = 1 MODE C TOTAL - 12:33:01.955 49.37 904 79 7 1200-3 92-3SUESYS = 1 TOTAL = 1 MOCE C TOTAL = 1 - — - —2:33:14.212 49.75 926 79 7 1200-3 99-3 RB 12:33:14.714 37.12 1033 90 0 4441-3 6-3 BT ISUPSYS = 1 TCTAL =2:33:25.yi£2 MODI103.37U TOTAL =806270 7 BT 12:33:26.293 £1.2550.25904910797977 1200-3 - 14)1-3RT-RB ...112:33:26.666 37.00 1033 90 0 4441-3 BT 1SUBSYS = 1 TOTAL = 4 KOEE C TOTAL = 12:33:37.946 51.62 891 76 7 RT 12:33:38.321 50.62 907 79 7 1200-3 103-3 RB 12:33:36.696 36.67 1025 90 0 4441-3 BT 1SUBSYS = 1 TOTAL = 3 -hODE C TCTAL = 12:33:49.966 51.75 877 77 72:33:50.408 50.50 898 7« 7 1200-3 56-32:33:50.720 36.87 1032 90 0 4441-3SUBSYS = 1 TOTAL = 3 MODE C TOTAL = 12:34:02.056 El.50 873 76 749.87 - 8W7 77 7 -1*08-3 43-3 —2:34:02.806 36.75 1032 90 0 4441-3 6-3SUBSYS = 1 TOIAL • 3 MODE C TOTAL = 2 -2:34:14.061 103.25 806 7e 7- Military Fits DT }4371 Code- C-13049.00 888 7b 0 1200-3 71-3 . . BT 12:34:14.833 36.75 1032 90 0 4441-3 6-3 ET 1SUBSYS •= 1 TOTAL = 3 - MOCK C-TOTAL •* - 2-- • - - - - - - -—

BEACON TARGET REPORTS 11/18/86 PACE 10STIME RANGE ACF -- EEC- Q -- -BEACON - *LT - ....QUA SYS2:34:1:5.911 103.25 60t> 70 7 RT 12:34:26.2b7 SB.25 870 76 7 RT 148.62 900 79 7 1200-3 98-3 RB 15UISYS = 1 TOTAL = 3 MODE C TOTAL = 12:34:38.377 50.25 - 890 78 7 - — --RT 148.75 905 79 7 1200-3 1(37-3 RB 1SUiSYS = 1 TOTAL »2:34:50.3592 MODE C TOTAL »£1.12 89217B 7 RT 149.12 904 7S 7 RT 149.25 902 79 0 1200-3 103-3 BT 12i34:5e.7?3 36.87 1833 08 0 4441-1 6-3 - - — BT 1SUESYS = 1 TOTAL = 4 MODE C TOTAL = 22:35:B2.111 51.50 884 77 7 HT 12:35:02.549 49.87 902 79 0 1200-3 70-3 BT 136.67 1030 98 0 4441-3 6-3 BT 1SUBSYS = 1 TOTAL = 3 MODE C TOTAL - Z2:35:14.133 50.50 898 7b 7 • - — - - . - - --RT 151.12 876 76 ? RT 12:35:14. MB 50.75 8S3 78 0 1200-3 33-3 BT 12:35:14.947 36.87 10*9 90 £ 0000-0 BT 1SUBSYS = 1 TOTAL = 4 MODE C TOTAL - 12:35:26.222 50.37 865 76 7 RT 1

BIACON TARGET REPORTS 11/18/66 PAGE 11STIMt RANGE ACP -- IEG •- Q -- BSAGGN - ALT - -• — - -• --QUA SYS36.3? i0it ye e 1721-3 464-s BT i36.75 1031 90 0 4441-1 BT 1SUPSYS = 1 TOTAL = 4 MODi C TOTAL •= 22:27:0£.2ee 103.25 80S ?e 7 RT 12:37:02.645 50.62 859 75 7 1200-3 • -B8-3 - - - - RB 12 :37:02.023 36.75 1028 90 0 4441-3 6-3 BT 1SUBSYS = 1 TOTAL = 3 MODE C TOTAL = 22:37:14.414 49.67 860 75 ? 1200-3 82-3 KB 151.12 8CZ 78 7 HT 12:37:14.769 36.75 1029 90 0 4441-3 292-3 BT 1SUBSYS = 1 TOTAL = 3 MODE C TOTAL «- -S - -- —2:37: £6.41:7 103.2551.37606873727e77RTRT1149.50 8b7 77 0 1200-3 64-3 BT 12:37126.936 36.75 1028 90 0 4441-3 - - BT 1SUBSYS = 1 TOTAL = 4 MODE C TOTAL » 12:3Vl38.«39 49.00 895-- - 7t* 7 - - 1200-3 &&-3 RB 136.75 1029 90 0 4441-3 292-3 BT 1SUESYS = 1 TCTAL =2:37:50.2992 MODE C TOTAL48.25 768267 0 1200-3•BT 12:37:50.800 48.1248.25906901787970 1200-3 52-3• RTBT112:3?:£1.0Se 36.75 - 1026 90 0 4441-3 •-• *&2-3 - -B-T —- -1SUBSYS = 1 TOTAL - 4 MODE C TOTAL • 22:38: fc»2.7 53 48.37 879 7 7 7 RT 147.62 918 80 7 1200-3 53-3 KB 12:36:02.11:5 36.75 10Z9 90 0 4441-3 6-3 BT 1SUbSYS = 1 TOTAL =2:38:14.7713 MODE C TOTAL47.87 927•= 281 7 —• --- - - — - RT 148.00 934 82 K 1200-3 72-3 BT 12:36:15.146 36.75 1028 90 0 4441-3 292-3 BT 1SUiSlfS « 1 TOTAL = 3 MODE C TOTAL » 22:38:26.485 46.62 897 7b 7 RT 12:38:i6.861 48.62 923 81 0 1200-3 90-3 BT 148.75 U4B 82 0 - 1200-3 - --• - - BT 12:38:27.236 36.75 1028 90 « 4441-3 6-3 BT 1SUBSYS = 1 TOTAL « 4 MOLE C TOTAL = 22:38:28.956 49.12 918 80 0 1200-3 95-3 BT 136.75 1029 90 £ 4441-3 BT 1SUBSYS = 1 TOTAL =* 2 MODE C TOTAL - 12:38150.604 46.50 930 81 7- - - .-. - — ET~ - -- -12:38:50.9?S 49.12 903 79 7 1200-3 90-3 RB 136.75 1029 90 0 4441-3 . BT 1SUBSYS « 1 TOTAL = 3 MODE C TOTAL = 12:39:02.818 48.37 09b 78 7 1200-3 • 103-3 • RB 12:39:03.1 £.3 36.75 1029 90 0 4441-3 292-3 BT 1SUBSYS = 1 TCTAL -2:39:14.9062 MODE C- TOTAL -•47.62 699-279-7••-- •-RT 147.75 896 78 0 1200-3 124-3 BT 12:39:15.283 36.75 1029 . 90 0 4441-3 292-3 BT 1SUflSYS = 1 TOTAL = 3 MODE C TOTAL " £2:39:26.927 47.12 903 79 7 1200-3 1?S-3 RB 12:39:27.304 36.75 - 1016 - 89 - 0 - 4441-3 — -292-3 — BT ..1

BIACON TARGET REPORTS 11/18/86 p ACE ^STIMI RANGE --- ACP-- - DEC Q BEACON -ALT . QUA, . sxsSUBSYS = 1 TOTAL " 2 MODE C TOTAL «= 22:39:26.625 48.75 89C 7fi 7 RT 12:39:39.«*10 47.25 917 80 0 1200-3 115-3 BT 12:39:29.385 36.87 1029 90 0 4441-3 BT 1SUlbYS - 1 TOUL • 3 MOCB C TOTAL - 1 -- - - --- - • - -2:39:bl .091 48.12 923 81 7 1200-3 111-3 BB 136.87 1030 90 0 4441-3 BT 1SUPSYS = 1 T01AL = 2 MODE C TOTAL - 12:4e:Bi.723 47.12 E66 79 7 RT 12:40:02.110 48.75 91? 80 7 1200-3 82-3 RB 136*07 ieiJ3 89 0 4441-3 - 6-3 BT - • 1GUESTS = 1 TOTAL = 3 MOEE C TOTAL = £2:40:14.948 46,62 910 79 7 RT 146.50 905 79 7 1200-3 39-3 RB 12:40:15.441 36.87 1027 90 0 4441-3 BT 1SUISYS = 1 T01AL =2:40:27.02;=3 MODE C TOTAL =48i75 8S5I?8 7 1200-3 61-3 - . . . . _ . BB 148.25 916 60 7 RT 12:40:27.408 36.67 1029 90 0 4655-1 BT 1SUESYS = 1 TOTAL = 3 MODE C TOTAL = 12:40:i9.0£0 49.25 867 77 7 1200-3 76-3 RB 147.62 928 81 7 RT 12:40:39.425 36.87 1026 90 0 4441-3 -6-» . - .. - - -- . . - - BT 1SUBSYS = 1 TOTAL = 3 MODE C TOTAL •= 22:4B:51.130 49.75 697 78 7 1200-3 65-3 HB 12:40:bl.504 36.75 1027 90 0 4441-3 BT 1SUBSYS = 1 TOTAL • 2 MODE C TOTAL " 12:41:02.624 49.67 90E 76 7 RT 12:41:03.206 50.00 909 79 0 1200-3 - 90-3 - — --- BT 136.75 1027 90 0 4441-3 6-3 BT 1SUBSYS - 1 TOTAL - 3 MODE C TOTAL « 22:41:1£.026 49.67 912 60 Z 1200-3 BT 12:41:15.411 36.87 1026 90 0 4441-3 6~3 BT 1SUESYS = 1 TOTAL = 2 MODE C TOTAL = 12:41:27.U3 49.12 916 60 0 1200-3 70-3 - - •— - BT 1SUBSYS = 1 TC1AL = 1 MODE C TOTAL "= 12:41:3b.7ti0 48.00 776 68 0 0000-0 BT 12:41:39.156 48.00 907 79 7 1200-3 38-3 RB 1SUbSYS = 1 TC1AL = 2 MODE C TOTAL » 12:41:51.245 47.3747.12909913 •7960071200-3- -79-3. . . . _ . _ . _ _ -..._BT___ RT1\SUESYS «= 1 TOTAL = 2 MODE C TOTAL « 12:42:0£.94E 49.50 901 79 7 HT 147.12 922 61 7 HT 12:42:03.324SUBSYS = 1 TOTAL =47.25 9143 MODE C TOTAL =8010 1200-3 94-3 BT 12:42:14.966 49.IE 904 7S ? • — . • - - - -- — HT - 12:42:15.343SUESYS = 1 TOTAL •47.62 9242 MODE C TOTAL -8110 1200-3 99-3 BT 12:42:27.173 48.12 9£E 61 7 RT 1SUBSYS = 1 TOTAL =46.25 9292 MODE C TOTAL «=8119 1200-3 97-3 BT 12:42:39.257 48.12 919 - 60 7 1200-3 - 63-3-- ~ ~- • • --RB -- 1

lACON TARGET REPORTS 11/18/66 PAGE 13Stlfl RANGE ACP CBG Q - BEACON ALT — --- - -- QUA SYSSUfcSYS = 1 TOTAL = 1 MODE C TOTAL « 12:42:51.282 46.62 906 79 7 HT 148.62 907 7G 7 '• 1200-3 33-3 BB 1SUBSYS = 1 TOTAL = 2 MODE C TOTAL = 12:43:03.3fc? 46.87 - 917 60 7 - -. - . .- -- RT - I49.25 909 79 0 1200-3 56-3 - BT 1SUESYS = 1 TOTAL = 2 MODE C TOTAL * 1 .2:42 :i4.659 49.37 777 66 £ 1200-3 BT 12:43:15.074 47.75 9l£ 80 7 - . _ . . . . HT 149.37 913 80 0 1200-3 69~3 BT 12:43:24.843 121.£5 63- -7 7 — ._ . ET 1SUiSYS = 1 TOTAL = 4 MODE C TOTAL- = 12:43:27.475 49.12 022 81 0 1200-3 73-3 . . - - . BT 1SUESYS = 1 TOTAL - 1 MODE C TOTAL = 12:43:39.2£« 48.50 931 81 I 1200-3 73-3 BT 1SUliSYS = 1 TOTAL = 1 MODE C TOTAL = 12:43151.338 47.62 932 81 - 7 RT 147.75 928 81 B 1200-3 71-3 BT 1SUISYS = 1 TOTAL = £ MODE C TOTAL = 1 -2:44:03.362 47.12 924 81 7 1200-3 71-3 HB 1SUBSYS = 1 TOTAL = 1 MODE C TOTAL = 1i:44:15.449 47.1246.75 -925800 -81--7877 - 1200-3 - 71-3 . . _. ...RTAB ..- -- 11SUESYS = 1 TOTAL « 2 MODE C TOTAL = 12:44:27.475 46.87 901 79 7 1200-3 70-3 RB 1SUESYS = 1 TCTAL = 1 MODE C TOTAL = 12:44:39.163 47.25 691 78 7 1200-3 71-3 RB 1SUiSYS = 1 TOTAL = 1 MODE C TOTAL - 12:44:51.393 47.75 885 77 7 1200-3 — 72-3 -•- -- . .. ._ . ., . HE. . 1SUESYS = 1 TOTAL = 1 MODE C TOTAL = 12:45:03.466 46.37 StZ 77 7 1200-3 74-3 RB 1SUfcSYS = 1 TOTAL = 1 MODE C TOTAL - 12:45:15.502 48.87 886 77 7 RT 149.00 860 V7 7 1200-3 76-3 RB 12:45:24.955 144.37 46 4 7 . . .. RT - - i5UBSYS «= 1 TOTAL - 3 MODE C TOTAL = 12:45:27.583 49.87 861 77 7 1200-3 77-3 RB 1SUESYS = 1 TOTAL = 1 MODE C TOTAL = 12:45:38.912 50.50 757 66 G 1200-1 BT 12:45:39.2d7 50.37 684 77 7 RT 12:45:39.662 -50.50 -887 -. - 7 7 -7 1200-3- - .81-3 RB -1SUBSYS = 1 T01AL = 3 MODE C TOTAL * 12:45:51.502 51.00 687 77 7 1200-3 64-3 HB 1SUBSYS = 1 TOTAL = 1 MODE C TOTAL = 12:46:03.213 51.37 766 67 0 1200-3 - BT 151.37 888 78 7 1200-3 85-3 RB 12:46:03.714 51.50 -909 79 7 1200-3 8&-3 RB -1SUESYS = 1 TOTAL = 3 MODE C TOTAL = 22:46:15.621 51.75 910 79 7 1208-3 85-3 RB 1SUBSYS = 1 TOTAL = 1 MODE C TOTAL « 12:46:27.706 52.12 920 80 7 1200-3 86-3 - - . RB 1SUBSYS = 1 TOTAL - 1 MODE C TOTAL = 12l46l39.731 52.50 926 81 -—7 1200-3 86-3 — _BB-- 1

BEACON TARGET REPORTS 11/18/86 PACE 14ST1ME BANGE AOF DEC Q -BfcACGN ALT-- ftOfc STSSUBSYE = 1 TOTAL = 1 MODE C TOTAL - 12:46:51.820 52.87 935 82 7 1200-3 85-3 R8 1Sl'BSYS = 1 TOTAL = 1 MODE C TOTAL " 121:47:63.664 53.37 948 83 7 1200-3 83-3 KB 1SUtSYS = 1 TOTAL - 1 MODE C TOTAL 1 • • ~ - -2:47:15.691 53.50 960 84 7 RT 153.87 955 83 0 1200-3 62-3 • - - - BT 1SUBSYS = 1 TOTAL = 2 MODE C TOTAL = 12:47:27.776 54.37 966 64 7 1200-3 60-3 RB 1SUBSYS = 1 T01AL = 1 MODE C TOTAL = 12:47:39.4E6 103;37 605 70 ? - -- -• — —- - -RT- 12:47:39.863 54.87 976 85 7 1200-3 78-3 RB 1SUBSYS •= 1 TOTAL • 2 MODI C TOTAL - 12:47:^1.886 55.37 977 8^ 7 1200-3 76-3 RB 1SUtSYS = 1 TOTAL = 1 MODE C TOTAL « ' 12:48:03.974 55.75 995 87 7 1200-3 74-3 RB 1SUBSYS = 1 TOTAL • 1 MODE C TOTAL 1 — — — • - •-•—- —2:48:16.120 56.00 997 87 2 4431-3 74-3 BT 1SUfcSYS = 1 TOTAL = 1 MODE C TOTAL - 12:48:28.160 56.3? 100E 86 7 4431-3 70-3 RB 1SUBSYS •= 1 TOTAL = 1 MODE C TOTAL

INSPECTION AND SURVEILLANCE RECORD1. WORK ACTIVITY J. HOURS4. NAME AND ADDRESS OF CARRIER, OPERATOR. AIRPORT.AGENCY. OR AIRMAN3. CERTIFICATE NO.ORAIRCRAFT REGIS-TRATION MARK (Wo.)«. RESULTS 7. FURTHERACTION REQ.9A HI FACTONY8. FINDINGS/RECOMMENDATIONSJ.ft.L. "3-747UNIATtSFACTOHYtn Itmn «action InItmm 9).Z"Uo on+e£_ Ac- tAJAs ^oreo. "Hte- 8-747 TXYi a>. Jj ,ufr(ajieuJ(?o(?Av 3 7: l.Two C p /6 ITfa ^^ STTr-re^ T^A-Tk„ ^.-. -7I dtOPCMATTONIMAINTENANCEAVIONICSDATE NCaiOH AND DISTRICT OFFICE INSPECTOR'S SIOHATURKPAA Pom 3112 u.m« TO ^F«6r— '*u.i GOTEM

INSPECTION AND SURVEILLANCE RECORD1. WORK ACTIVITY 1.NAME AND ADDRESS Of CARRIER. OPERATOR. AIRPORT.AGENCY. OR AIRMANS. CERTIFICATE NO. ORAIRCRAFT REGIS-TRATION MARKfJVo..)0. RB3ULT3•ATI* FACTORY7. FURTHERACTION REQ.NOt. FINDINGS/RECOMMENDATIONSUH« A TI«F ACTORSto llmt 9)Mlfon InJtan I)ATAtt. Ou-^ftt—I,, ^^ ^tfc ^s ^*

INSPECTION AND SURVEILLANCE RECORD1. WORK ACTIVITY 3. HOURSNAME AND ADDRESS OF CARRIER, OPERATOR, AIRPORT,AGENCY, OR AIRMAN3. CERTIFICATE NO.ORAIRCRAFT REGIS-TRATION MARK , In JMt t)NOV«l (Erplminmet ton In8. F1NDINOS/RCCOMMENDATIONSOPERATIONSHAINTBNANCEAVIONICSFAA Fem 3112 ts-7*(T/ aor* «p«o« I*DATE REOION AND DISTRICT OFFICE INf^BCTOfTS SIOMATUME*u.s. GOVIRNMKNT FUWTIIM OFFICE:

JAPAN AtR 1-tNE 3• * • • . •• f-.'.'..V, v«'r- . •;•\r•" *. ,' J&! 1L" cC T •^Wl^ft-V v-.'->:.*' " l '-* -

\X 0 CHANDALAH LAKEVORTACONOB 0Reporting PointsAirports 0/ / SETTLESSectorBoundaries• _ _ _FAIRBANKSRE-GENERATED RADAR IMAGE CHART OF JAL NO. 1628NOVEMBER 17, 1986

USDepOTTmenrAlaskan Regionof TransportationFederal Aviation?ot c Streei. SGAdministration _ Ancncr.iq*.99513February 21, 1987IK RESPONSE TO YOUR REQUEST:The attached order form is in response to your request forFederal Aviation Administration information regarding the unidentifiedtraffic sighting by the flight crew of Japan Airlines flight 1628, onNovember 17, 1986.We have described, itemized and listed all the materials thathave been produced or obtained by the FAA in this investigation. Theyare listed on the attached order form.Some persons may have found the cost of purchasing the entireinquiry package of materials to be expensive and contain items that theymight not want. Hence, we have taken the opportunity to list and describeeach item, with cost, so that your order can be tailored to fit your needsand budget. Please note that an order which totals $5.00 or less willbe provided free of charge.Please read the instructions carefully and return your requestwith payment in full.Paul SteuckePublic Affairs Officer60 Yaarm of Air Traffic Control Excellence- A Standard for tha World -

USDeportment . .ofTransportotion?^°ffi *"*'Federal Aviation°' c street. BOI u* -j_-.^. Anchorage. Alaska 99513Aaminisrranon O07j 2/1-5296LIST OF RECORDS AVAILABLEORDER FORMforJAL FLIGHT 1628TRAFFIC SIGHTINGNOVEMBER 18.^086 UTC(The event occurred on November 17, 1986 Alaska Standard Time)Add fees' for items ordered. Make payable to Federal AviationAdministration. Send check or money order; no credit cards. Do notsend cash.(Note: Do not send payment if total amount of order is less thantS^QQ.)TOTAL AMOUNT ENCLOSED: $_FAA WILL PAT COST OF DELIVERY SERVICE BY REGULAR FIRST CLASSU.S. POSTAGE QflLl. IF YOU WISH TO HAVE COPIES SENT TO YOU BY FEDERALEXPRESS, DHL7UH OTHER DELIVERY SERVICE, PI F ASE INDICATE SERVICEDESIRED, AND PROVIDE YOUR ACCOUNT NUMBER FOH BILLING OF SHIPPINGCOSTS:Service desiredFIRST c^A^S IA s. t> g s-rAg ^Account numberYour Name *QTU*L- DFO N&TWC»g* f "iMC.Address I6>3 OlpTgwis/ t-*J T CrX A- S—y

LIST OF RECORDS AVAILABLEORDER FORMforJAL FLIGHT 1628UHIDEHTIFIED TRAFFIC SIGHTINGNOVEMBER 18 T 1Q86 UTC(The event occurred on November 17, 1986 Alaska Standard Time)PLEASE MARK ITEMS DESIRED.$194.30 Complete package of all written records and photographsplus all tape recordings.$9*1.30 Complete package of written records and photographs only.OoOooo$5.05 Complete Inspection/Investigator (Flight Standards)package, includes items 1 through 9*$0.30 1 . FAA Form 8020-5, Aircraft Incident Record.(Brief summary statement, submitted by FlightStandards Division, January 26, 1987) (2pages)$0.45 2. FAA Form 3112, Inspection and SurveillanceRecord; notes by Inspector Jack Wrightafter interview of pilot and crew, 11/17/86.(3 pages written plus 2 pages drawings)$0.30 " 3. FAA Form 1600-32-1, Notes of interview withall three crew members of JAL Flight 1628;completed by Security Inspector RonaldE. Mickle, 11/17/86. (2 pages)$0.40 4. FAA Form 1600-32-1, Notes on interview withall three crew members of JAL Flight 1628,map, and drawing by the pilot; completed bySpecial Agent James Derry, 11/17/86.(4 pages)$1.15 5. Transcript of Interview with CaptainTerauchi, 1/2/87, by Richard Gordon,manager of flight standards districtoffice in Anchorage. (19 pages)$1.10 6. Written Statement and Drawing by CaptainTerauchi ; in Japanese. (16 pages written,plus 2 pages drawings)-more-

Page 2JAL 11MTDEHTIFIED TRAFFIC SIGHTTMH Order Matcontinued$0.85 7- Written Statement by Captain Terauchi;translated by S. Mimoto of FA A AlaskanRegion. English translation of item *6.( 13 pages)$1.35 8. Transcript of Interview with First OfficerTamefuji, on 1/5/87 by Inspector PeterE. Beckner. (23 pages)$0.50 9. Transcript of Interview with Flight EngineerTsukuba on 1/15/87 by Inspector PeteBeckner. (5 pages written, plus 1 pagedrawing)$67.70 Complete AIR TRAFFIC PACKAGE, includes Items 10 through12.o$3.05 10. Chronology of Events, report of UnidentifiedTraffic Sighting by Japan Airlines Flight1628, November 17, 1986. (5 pages)oTranscription of communication between airtraffic control and JAL Flight 1628.(23 pages)Flight path chart.1 page (map)Personnel statements. (Statements by sevenair traffic control specialists at AnchorageCenter.) (8 pages)FAA Form 7230-1, Daily Record of FacilityOperations for Anchorage Air Route TrafficControl Center, showing time and watchsupervisors' entries of major items infacility log. (3 pages)FAA Form 7230-10, Position Logs. (Recordof which employees were working eachposition at what time.) (2 pages)$7.75 11. Anchorage Air Route Traffic Control Centercomputer printout of Continuous DataRecordings (radar tracking data)(151 pages)-more-

Page 3JAL 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)oooO$0.55 13. Selected portions of voice transcriptions, pilotof JAL 1628 and FAA controllers, in chronologicalorder; as released by FAA Public Affairs Office,March 5, 1987- (Data extracted from transcriptionin item tf9)$10.00 14. Series of four black and white 5" X 7" glossyphotographs of partially regenerated radar data,as photographed by Paul Steucke, January 7, 1987.$11.00 15. Series of four color 5" X 7" photographs ofpartially regenerated radar data, as photographedby Paul Steucke, January 7, 1987.$25.00 16. Cassette tape of Interview with Captain Terauchi57 minutes. (Same data as item #5)o o$25.00 17. Cassette tape of Interview with First OffTamefuji. 45 minutes. (Same data as item //$50.00 18.. Cassette tape of communications between AirTraffic Control and JAL Flight 1628.1 hour 30 minutes. (Same da^a as 23 pagetranscription in item .FRFF TTFHSC J^^^free 19. News release by FAA Public Affairs (Informationconstructed from personal notes provided by JimDerry, obtained in interviews with JAL Flight 1628crew the evening of 11/17/86) (2 pages)free 20. News release statement March 5, 1987, by FAAPublic Affairs Office upon release of investigationmaterials.free • 21. Description of "Split-Beacon Target" by FAAAlaskan Region Airway Facilities Division. (1 page)-more-

.TAL UHIDEHTTFIED TRAFFIC SIGHTING Order List continuedPage 4free 22. Alert Report from Director of FAA Alaskan Regionto FAA Administrator, 12/31/86. Record of telephoneconversations of Deputy Director, FAA AlaskanRegion with General Nichols, Colonel Wick, andCaptain Jim Crickenberger (U.S. Air Force) on1/2/87. Table of contents of file kept in FAAAlaskan Region Director's office, pertaining to11/17/86 unidentified object sighting by Japan AirLines flight 1628. (5 pages)PLEASE COMPLETE AND RETURN THE ENTIRE ORDER FORH TOFEDERAL AVIATION ADMINISTRATIONATTN: PUBLIC AFFAIRS OFFICE, AAL-5701 C STREET, BOX 14ANCHORAGE, ALASKA 99513

UTCNORADFSDO-63POTATJ529INSARTCCUniversal Time Coordinated. (Used to be Greenwich Time, Zulu)North American Defense Air CommandFAA Flight Standards District Office, Anchorage/S.C. AreaIntersection location name on airway map. (Northwest of •Fort Yukon.Airway routeInternal Navigation System(Anchorage) Air Route Traffic Control Center (Enroute traffic)PVD Plan View Display (Radar Screen)ROCCRegional Operations Command Center (Military, AF)350 35,000 feet elevation

;"- V.j *C < e ? 3 ?.:7*ra:L;r.ajIDENTIFICATIONA.1 CODE4. CATEGOR YLi] AIR CARRIER-TYPEQ AIR TAXLJ COMMUT ER|2 DAT£1/29/87| 1 GENERAL AVIATIONLJoTHER3 TiVE iLocit;184 OASTAIRCRAFT INCIDENT RECORD5. DAY OF WEEK 7. LOCATION (City jnd State iThursday6 COORDINATES 60 miles west of McGrath, AK8. NEAREST Fix (Rddml jnd Distance i63.20N157. 30W MCG 272°/60 milesAIRCRAFTB.OPERATORC.1.MAKE/MODELBoeing 737AIRFRAMEREGISTRATION NO. AIRCRAFT oiCLASS £N743AS 5AIRWORTHINESS CLASSStandardT.S.O.N/AHOURS1. NAME AND ADDRESSTOTAL TIMEN/AAlaska AirlinesSeattle, WashingtonUJCNMAKE.'MODELTOTAL HOUR>N/A /^SERIAL NO. malfunctioning) /1. 2. /S7.S.O. i \talfunctfoinnxi1 / 2.S2. FLIGHT NO. 4. MA INT DESIGNATORAS #53ASAA3. UNDER FAR 5. CAB 298C FILED121 ; VES S. NO1. PERSONS 2. PERSONS 3. MINORINVOLVED ABOARD INJURY4. SERIOUSINJURY6 AIR CARRIEROPERATING CERTIFI-CATE NO.8027 OPERATING CERTIFI-CATE NON/A5. FATALINJURY6. OAMA JE3. PROPELLERSMAKE/MODELTOTAL HOURSN/A /SERIAL NO1.(Malftincnomngi.f/T 3.O. (Half tnc/funinRi/> 4.1. /AUTHORIZED OPERATIONS UNDER FARPARTS.121AUTHORIZED OPERATIONS UNDER FARPARTS:N/A8TYPE OF FLYINGINJURY AND DAMAGED.PASSENGERS17 0FLIGHT CREW ^ nCABIN CREW!GROUND CREW g " QPUBLIC/OTHER Q QTOTALS2021 ' 0HANDICAPPED Q Q000 00000000000X 1 NO\EMi\oaSUBSTANTIALjDESTROYtDFIRE Arrcq IMPACTTVUNKNOWN7. PHASE OF OPXGROUNDTAXITAKEOFFCLIMB .LEVEL FLIGHTL JAVAGE ,iXPERSONAL3USINESSEXECUTIVE: CORPINSTRUCTIONAERIAL APPLICATION!SJDUSTaiA'_ SPECIALcgflq YTESTFOREST FIREPARACHUTEAIR SHCWPASSENGERCARGOPASSENGER.'CARGOEVACUATIONINJURIES « «9. PART NAME/NO. // / A00DESCENTAPPROACHLANDINGMAILt OTHERUNiCNOWNAIRPORTE.' " AM6 N/AO CONTROLLED 1 1 UNCONTROLLED2. RUNWAYNUMBER3. FIELD 4. RUNWAY 5. SURFACE CONDI-ELEVATION LENGTH TION6. REMARKSWEATHERF.1. SOURCEPilot2. TIME1835ASTFAA Form 8020*53. SKY CON- 5. VISIBILITY 7. D.P. 8. WINDDITtON RESTRICTIONClear none UNK UNK4. VISIBILITY 8. TEMP. 9. ALTIMETERUnlimited -38° ADDDX. 29.92u-aoi SUPERSEDES PREVIOUS EDITION10. REMARKS

US Deportmentof TfonsporroTtonfectoral AvkittoniVtemorarxjunFromiNFOFHATION; Transcription concerning theincident involving Alaska Airlines 53 onJanuary 30, 1987Bobby J. LarokinAir Traffic Service EvaluatorAlaskan RegionDaieRcoiy toA1tn ofFEE 9 1987ToThis transcription covers the time period from January 30, 1987, 0336 OTC toJanuary 30, 1987, 0349 UTC.Agencies Making TransmissionsAnchorage Air Route Traffic Control CenterAlaska Airlines Flight 53AbbreviationZANAS53I HEREBY CERTIFY that the following is a true transcription of the recordedconversations pertaining to the subject aircraft incident.(0336)NameATS EvaluatorTitle(0337)*.(0338)0339:29 AS53 Center fifty-three

0339:30 ZAN Alaska fifty-three—go ahead0339:33 AS53 Any traffic in this ah area do you headed towards Anchorage0339:36 ZAN Ah I have one caning outbound from Anchorage towards McGrathat this time—its a piper navajo at twelve thousand and ah—Ihave a same direction Ryan Air beech zero two estimating overMcGrath zero four zero eight at two five zero other than thatI don't have any other airplanes0339:52 AS53 Okay we're just curious up at about our altitude ah headedthat direction—thanks you haven't had any UPO reportslately—huh0340:10 ZAN Well I was just getting ready to ask you about that ah couldyou tell me ah the position of that aircraft0340:15 AS53 * (Ahead) just underneath our radar pickup up a blip he'smoving about a mile a second just pulled right away(unintelligible) shot at him but ah—*(man) he was there andthen he was gone0340:26 ZAN Alaska fifty-three roger and ah—ah did you have any visualsighting with that aircraft or anything like that0340:32 AS53 Negative we just pickup up on radar the ah traffic and ahjust watched it just pulls out straight ahead of us and justjust disappear in a natter of seconds0340:41 ZAN Alaska fifty-three roger standby please0344:31 AS53 Anchorage Alaska fifty-three McGrath0344:34 ZAN Alaska fifty-three go ahead0344:36 AS53 Fifty-three McGrath at zero three four four level three fivezero—Anchorage zero four one four landing0344:45 ZAN Alaska fifty-three roger contact Anchorage Center one oneeight point two six zero DME southeast of McGrath—and I justchecked on this we don't have military as active there

0345:03 AS53 Ah no sirshouldn't be any any military aircraft over we're ah nottalking too at this time operating in }*xir vicinity ah haveyou shown any else on radar since that last ah contact0345:06 ZAN Alaska fifty-three will see you next tine good day0345:08 AS53 (unintelligible)(0346)(0347)(0348)(0349)End of Transcript*Ihie portion of the recording is not entirely clear, but this representsthe best interpretation possible under the circumstances.

USDeportmertAlaskan Region*510 U. Int'l. Airport Ro»d. Suite JO2AachongB. Al«k* 99502-1088STATEMENT OF INTERVIEW WITH ALASKA AIRLINES CREWJanuary 29, 1987 at 1930 ASTAt approximately 1900 on January 29, 1987» I received a call fromAnchorage Center Manager, stating that Alaska Airlines Flight No. 53 hadreported to Anchorage Center that it had seen a target on their weatherradar and asked if the Center had any other aircraft operating in thearea. I informed the ARTCC Manager that I would interview the crew atAnchorage International Airport.I interviewed the crew at Alaska Airlines Operations on January 29, 1987at approximately 1930 AST. The crew stated that they had departed Nome,Alaska at 1800 enroute to Anchorge. The incident happened approximately60 miles west of McGrath, Alaska. The aircraft was operating on a headingof East at an altitude of 35 » 000 feet and an airspeed of Mach .73. Theweather was clear and the visibility was unlimited. At approximately 1835AST the crew noticed a return on the weather radar at their 12 o'clockposition and at a range of 25 miles. Both pilots stated that the targetwas strong and bright. They both looked outside and could not see anylights or targets. Looking back at the radar the target had movedapproximately 5 miles further ahead of them to approximately 30 miles.Each sweep of the radar (approximately 1 second) the target would move 5miles further ahead of them until it went off the radar scope at 50 miles.The captain stated that since the military was having "war games" in thearea that it was probably a USAF Aircraft going at a very high rate ofspeed. He then called Anchorage Center and asked the controller if therewas any reported aircraft in the area and reported what he had seen.The area is not within radar coverage of the Anchorage ARTCC. Thecontroller on duty checked with the USAF (Alaska Air Command) and was toldthe they did not have aircraft operating in that area at that time.Richard 0. GordonManagerAAL FSDO-63

PERSONNEL STATEMENTFEDERAL AVIATION ADMINISTRATIONAnchorage Air Route Traffic Control CenterFebruary 3, 1987The following is a report concerning the incident involving Alaska AirlinesPlight 53 (AS53) at approximately 40W HCG on January, 30 1987 at 0340 UTC.My name is Briggs N. Willoughby (BW). I am employed as the Assistant Managerof Automation by the Federal Aviation Administration at the Anchorage AirRoute Traffic Control Center (ARTCC), Anchorage, Alaska.I have reviewed recorded radar data covering the time and location of thereported incident. I found nothing to indicate that an aircraft performingas reported was present.Ass iterant Manager, Automatic!Anchorage ARTCC

US DeportmentOf TransportationNewsoit.ee of Pu&ttcAlas" n° Regwn7QlC Street. Box uAnchorage. Aiasna 99513Administration OOTJ 271-5296CONTACT: PAUL STEUCKEFOR MEDIATE RELEASEFebruary 6, 1987 (REVISED FEB.21.1987)*086-06 t»87-OQ)UMCMOMN TRAFFIC SIGHTEDON ONBOARD HEATHER RADARThe Alaska Airlines flight crew of a Boeing 737 aircraft, flight 053,enroute from Nome to Anchorage, Alaska, on January 29, 1987, reported to theFAA Anchorage Air Route Traffic Control Center, the sighting of unidentifiedair traffic on their onboard weather radar system. The incident occured atabout 6:39 pro, 60 miles west of the community of McGrath, which isapproximately 200 miles northwest of Anchorage. The aircraft was flying at35,000 feet altitude at night, the weather was clear.Both pilots noticed the target on their weather radar scope and looked tosee if there was any "traffic" in front of them. At no time did eithercrewmember see anything outside the aircraft. The Captain asked the FAA airtraffic contoller in Anchorage if there was "any traffic in this-ah-area, doyou—-headed towards Anchorage?".The FAA controllers at the air route control center in Anchorage reported apiper navajo at twelve thousand outbound from Anchorage towards McGrath, and aBeech estimated to be over McGrath at 4:04 pm, but nothing else.The Alaska Airlines Captain responded, "Okay, we're just curious. Up atabout our altitude (35,000) ah..headed that direction—thanks—...You haven"thad any UFO reports lately...huh?". The controller responded, "Well I was justgetting ready to ask you about that ...ah...could you tell me ...ah...theposition of that aircraft."The area is not within radar coverage of the FAA air route traffic controlcenter. Control of aircraft in the area is done by the center with the use ofradio contact. The controller on duty checked with the USAF, Alaskan AirCommand, and was told that they did not have military aircraft operating inthat area at that time.more...

-2- ALASKA AIRLINES RADAR SIGHTING, JAN.29, 1987.The flight crew reported that the target on their radar moved at a very highrate of speed, approximately 5 miles on each sweep of the radar (5 MILES PERSECOND). As the target moved off their radar they changed the range of theirradar from 50 miles to 100 miles and saw the target briefly before it becamelost in the ground clutter created by the Alaska Range of mountains.The flight crew was interviewed by FAA inspectors when they landed atAnchorage.Material developed as a result of this investigation will be released on orabout March 5, 1987, in Anchorage, Alaska.* Release updated due to additional available material from inquiry.

UFOPOTPOURRICrew Claims a UFO Followed |Plane Across the Arctic CircleAN MR FORCE chiefhas admitted hehas rock-solid proof hismen' spotted andtracked a UFO.Only after an exhaustivetwo-year investigation byaeronautical experts didZimbabwe Air CommodoreDavid Thome see fit to revealthe findings relatingto the mind-boggling sighting.Dozens of people witnesseda round objecttopped by a cone streakover southern Zimbabwe,according to a report in amagazine."We have not been ableto identify the object/'Thome said_"We have hadto classify it as a UFO. Our MVCTMV ^ -=^^^^^5estimates indicates that w«f r OBJECT was Incredibly shinv~the UFO was traveling at .7 'twice the speed of sound." "Two air force jets went the colors of the sunset"After the mysterious after the object," adds .But as night fell, thespacecraft was spotted, air Thorne. "The pilots de- team tracking the UFOtraffic controllers tracked scribed the object as in- realized it was giving off itsit on radar.. i - "•--"cYfedibly shiny;'reflettirig • '6wh lightUber Alaska:Riesiges UFOANCHORAGE, Alaska CUPI) on radar, but Alaska Air Com- ^— The crew of a Japan Air mand Capt. Robert Morris said * •Lines cargo jet claimed that a officials believe the object may K ANCHORAGE (dpa) Ein ..„.,„mysterious UFO with bright have been some sort of "ran- }

STRCTT o />?Scf ,

UFO POTPOURRI* $ ^agefl, Section 1 Houston Chronicle Saturday, February 28, 1987Sea find may be 'Flight 19' planeKEY WEST, Fla. (AP) - Treasure seekers have dis- Salvors "stumbled across" the wreckage in 1971 duringcovered the wreckage of a plane they say might be one of a search for a galleon and were in the vicinity again lastfive Navy aircraft that disappeared more lhan 40 years week, Kincaid said,ago on a routine training flight. "Mel just wanted to pull it up out of curiosity,' 1 he said.The crew of Mel Fisher's Swordfish pulled a Grumman "We ran across it again on a whim. We're not in theAvenger airplane from the 1940s out of mud in water 13 business of looking lor Bermuda Triangle wreckage."feet deep 20 miles west of Key West on Tuesday, saidJDon The five Avengers left a World War II training field atKincaid, vice president of Treasure Salvors Inc. Fort Lauderdale on a training mission Dec. 5,1945, eachThe disappearance of Navy Flight 19, consisting of the carrying a pilot and radio operator.five TBM-3 Avengers, torpedo-bombers normally based The flight leader was soon lost in hazy skies, despiteon carriers, and the loss of a twin-engine Navy Martin the prevalent clear and sunny weather. Radio contactMariner subsequently sent to search for them is fre- was maintained until the planes ran out of fuel stillquently mentioned in the lore of the "Bermuda Triangle." searching for the way home.The Bermuda Triangle, off the southeastern coast of A Martin Mariner, a twin-engine patrol plane with 13the United States, was popularized by Charles Berlitz in a aboard, left the Banana River Naval Air Station nearbest-selling 1974 book of that title that told of ships and Cocoa Beach the next morning to search for the squadplanesvanishing 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 salandflight 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 openKey West also is far beyond the westernmost boundary parachute spilled out, said Scott Nierling, a Treasureof the legendary Miami-Bermuda-San Juan triangle. Salvors photographer.But Fisher, who has made millions salvaging treasure The plane, estimated at 40 feet from tip to tail and withoff the Florida coast, said he believes the plane could be a wingspan around 60 feel, was brought to Key West forone of the five.identification. It still bears Navy markings.Can't rule out UFOFAA steps Up UFO lnquiry>v-** wi %^i ^^ ANCHORAGE, Alaska (AP) - The Federal Aviation Administrationhas .stepped up its investigation of wavering lightsthat dogged a Japan Air Lines cargo jet across Alaska's night ckyfor near ly an nour i 11 November, an official said Sunday.The veteran pUot, Kenji Terauchi, told investigators that two ofthe lights were small, perhaps no larger than eight feet across HeFrom Lindy Whiteburst, Houston.said the third light was on an aircraft, a huge darkened globe withThe November sighting of a large UFO by the crew of a Japan Air Lines ?

Seattle Post-Intelligencer, Thursday. January 1.1987Pilot tells of UFO so big that it madeaw A a«United Press Internationaldose > *•*! Terauchi, 47, who^ A *i C*£\HW\ ! "-- "flu***! and received FAA per-I ** f AVsdl.LANCHORAGE, Alaska — A nion to take whatever evasive* veteran pilot whose sighting of an action was necessary to avoid theunidentified flying object was con- UFO, which appeared for a timefirmed on radar screens said theon FAA and Air Force radar andthing was so enormous that his on the radar screen in the cockpitJapan Airlines cargo plane was of-JALflight1628.tiny compared with the mysteri- Terauchi spoke to Unitedous object p^ i nternational Tu«day, one. t . thJ: P * JU if 1 ** 1 * 1 "" 180 . Baid dfi y *&«• th « UFO incident on the*-!.// / tinl^ n^ r her ,, flmall u unid ? n - evening of Nov. 17 was revealed byK>"tt7< ~/Q*et trfied objecte, smaller than his the FAA. Additional FAA dataBoeing 747, that did not appear on released Tuesday again confirmedTV*, u- .1. -, .tnat government radar picked upTerauchi. the cp-p.lot and the the object that Terauchi saidnight _ engineer all told Federal followed his jumbo jet.lT±°tK ^u 11 "' 811 *^ y^' Terauchi, a pilot for 29 years,gahim that they saw UFO hghte. said he briefly glimpsed the largeHiey were flying parallel and _ _ _then suddenly approached very See UFO, Page A10UFO: Pilotsays his 747was dwarfedFrom Page 1_unknown object in silhouette, andhe said, "It was a very big one —two times bigger than an aircraftcarrier."Terauchi made a drawing ofthe large UFO, looking somethinglike a giant walnut-shaped object,with big bulges above and below awide, flattened brim.The captain, who is stationedin Anchorage with his family, wasflying from Iceland to Anchorageon a Europe-to-Japan flight whenUnited Piess imemationaithe crew had its unexplained pilot Ken|u Terauchi provides sketches related to his reported UFOencounter in clear weather over sighting. Top: Lights appear almost in front of the plane; a closeup ofAlaska.the lights is at right. Center: The UFO dwarfs Terauchi's Boeing 747'justTerauchi said the three un- to right ol the UFO. Bottom: The UFO first appears on the radar screen,identified objects followed his jetfor 400 miles. . , , . ."It was unbelievable," he said, auchi said, "They were still follow-- translator, Terauchi drew maps,acknowledging that some of his ing us." - pictures and supplied technicalcolleagues have doubts about what He said the evasive maneuvers annotation to describe the ewentathe crew saw. were of no avail and the lights Asked why he thought UFO*FAA investigators who ques- stayed close — once appearing in would tail his chartered cargotioned the crew in Anchorage front of the cockpit. Radar showed plane, Terauchi laughed and jokconcludedthey were "normal, pro- one close object. ingly replied: "We were carryingfessional, rational, (and had) no Terauchi said he could not Beaujolais, a very famous winedrug or alcohol involvement," the explain the mysterious events that made in France, Maybe they wantreport by FAA security manager have been partly confirmed by the to drink it."Jim Derry said. Crew cockpit FAA and the Air Force, except to Asked if he was nervous, Terexperiencetotals more than 46 speculate that he witnessed some- &uchi replied, "No, I arn^ theyears, the pilot said.thing of extraterrestrial origin of a captain. I cannot be nervous.Terauchi said the crew was not far more advanced technology. t FAA flight control reports infrightenedbut wanted to avoid He expressed amazement that dicate the object stayed with JALwhatever was all lit up in their the objects moved so quickly and Flight 1628 for at least 32 minutes,night path: "We want to escape stopped suddenly. Terauchi said he thought it waafrom this."Terauchi referred to the ob- longer.That's why they went along jects •- -'-n two small ships and The flight controller directing-.vith FAA directives to drop 4,000 !': P-" the JAL plane reported the objectfeet and make turns - including a ^"glish but n— n n his radar as close as five miles''

UFO POTPOURRITh* Houston P«1/Tues. ( December 30, 1986/ 11CUFO followed them, jet crew saysObject reportedly flew 'in formation' with JAL planeANCHORAGE, Alaska.(UPI) — The Incident occurred Nov. 17 50 miles. The crew estimated theyThe crew of a Japan Air lines car- but was not made public until a were 7 miles away. The lightinggo jet claimed that a mysterious news reporter queried the FAA. was not normal aircraft-markingUFO with flashing white and yel- Flight 1628 had left Reykjavik, pattern, the crew reported,low strobe lights followed them Hn\na over the North Pole to To- W* 16 " the re P° rt *" "^^ *°across the Arctic Circle en route kyo with a stop in Anchorage. Af- ^ *** X** Traffic Control CenfromReykjavik, Iceland, to To- ter the UFO sighting, it landed at ^ flt 6:19 P- m - Steucke said conkyo.Anchorage International Airport, ^"e "^.J 0 locat * £* ob i cclon radar buiThe three-man crew radioed air and FAA Becurity manager Jimwerc unable to contrafflccontroUcrs in Anchorage, Derry interviewed all three crew-a wcond target with ourflrmreporting the huge UFO flying "In men equipment. Our radar systemplcked up one .formation" with them, and the Air AccordinB to the FAA account^S 61 -"to otherForce conlirmed an object briefly itataSSwd onb- alJtefrSm •words ' FAA c 0 " 4 "^locatedflew near the plane, Federal Avia- ffSiS^tt

UFO sightingTuesday, December 30, \m Houston Chronicle * * * * Section 1, Page 3Crew of cargo jet reports seeing mysterious flashing lights in skyANCHORAGE. Alaska (UPI) - The crew of a Japan Air When the report was made to (he Air Route Traffic Con-Lines cargo jet says that a mysterious UFO with flashing trol Center at 6:19 p.m.. Stcucke said controllers tried 10while and yellow strobe lights followed them across the locate the object on radar hut "were unable to confirm aArctic Circle en route from Reykjavik, Iceland, to Tokyo. second target with our equipment. Our radar system pickedThe three-man crew radioed air traffic controllers in An- up one target."chorage, reporting the huge UFO flying "in formation" with In other words, FAA controllers located only the JALthem, and the Air Force confirmed an object briefly flew jumbo jet.near the plane. Federal Aviation Administration spokesman Al 6:26 p m steuckc said the FAA contacted the MilitaryPaul Steucke said MondayRegional- Operations Control Center at Elmendorf Air ForceBut. although the Air Force radar briefly picked up a Base in Anchorage, and "we asked them if thov were reccivsecondobject, Steuckc said, FAA controllers in Anchorage j n g anv ra(j ar returns"the pi,, c^ot and flightengineer of JAL Flight 1628 remains ja mystery. Wed us a minute later and said they were no longerThe incident occurred Nov 17 but was not earlier made recciving 6 any radar return (of a secoild object);- Slcuc* kepublic until a news reporter queried the FAA. ^-i '•Flight 1628 had left Reykjavik, flying over the North Pole .',„... ... ., . , .to Tokvo with 3 stop in Anchorage! Following the unidenti- . At *» th f , JAL P''°< rc ? u ? cd i?± r^, lved t p ^ *fiod flying object sighting, the plane landed at Anchoragefor « Ascent from 35.000 feet to 31000 Steucke said. AirInternational Airport and FAA security manager Jim DerFy wnt«J ler » a j ked ! f l , he "i h f s w .. ere sll » lhere - and werc ln!d Il 'interviewed all lh7ee crewmen.IS descending in format.on.According to the FAA account, lights appeared only a mile Four minutes later, the JAL plane received permission forfrom the plane as it crossed the Arctic Circle about 30 miles a 360-degree turn. Then, at 6:39 p.m. - 20 minutes after thesoutheast of Fort Yukon, " lights were first reported — the JAL crewmen said they no"They said they could not see the shape, only the lights," .longer saw the lights.Steucke said of the crew's account. "The lights indicated to At 6:45 p.m. Fairbanks controllers authorized a Unitedthem it may be a large aircraft or a large something." Airlines northbound jet to make a 10-dcgree turn to hotterThe while and yellow strobe lights followed the Boeing 747 view the JAL plane and asked the United crew if it sawfor 50 miles. The crew estimated they were seven miles anything besides the Boeing 747. It did not. Nor did the JALaway, and were not normal aircraft marking pattern. crew see the lights again.HUGE SQUARE UFOHOVERS NEAR CHURCHBergenCountyNewJerseyhas was hovering above us about 800 One of the more importantbeen the scene of numerous UFO feet when we got out of the car. It jjpo events of recent times hapsightingsover the years. One inter- was about two or three houses pened in Bergen county near theesting sighting involved an wide and two houses high. It was a Wanaque Reservoir in Pomptonamateur astronomer and his family square shaped ship, not disc- Lakes Many people watched awhile they were on their way to shaped as most are reported to be. i ignt over ^e reservo j r tnat fl ewchurch. The sighting began when I could see the entire ship, almost righ t over che heacis of some of -the three of them spotted a light in see the metal itself." them. Military officials were calledthe sky. It flashed red, yellow, and The witnesses were excited in to take charge after a light beamblue in the night sky. and amazed, but this is not the only ^s snot j own jnto the ice o f ^As the trio drove along high- sighting in Bergen County. In reservoir, melting the ice.way 202, the light seemed to be August 1957, a 16-year old boy UFO sjghrings often repeaf {napproaching them. By the time spotted and photographed a UK) certain areas of the COunrryi bufthey reached the church, the light in a field near Ramsey. In Septem- Bergen County officials werewas overhead The daughter said ber 1962, eight witnesses saw a wondering what atracts the strange"It was very dramatic. I was a UFO land in the Oradell Reser- craft to their area. Maybe it is just adoubting Thomas at the time voir. Police switchboards lit up in new form of tourismabout these things, but this thing 1963 when hundreds of residents. of Haclcr.ns;ick reported a red light

309Jet crewsays UFOUFO POTPOURRI22A /The Houston Post/Thurs., January 1, 1987colleagues have doubts about whathe and his colleagues saw.• "thing of extraterrestrial origin of a- far more advanced technology.'Normal' crew• Stunned by speed; • FAA investigators who 'questionedthe crew in Anchorage con-the objects moved so quickly and" He expressed amazement thatcluded they were "normal, professional,rational, (and had) no drug Terauchi referred to the objectsstopped suddenly.alcohol involvement," the re- as "the two small ships and the. . • port by FAA security manager mother ship.*'aircraft Carrier ;Jlm Den-y said. Crew cockpit ex- Speaking In English but occaperlencetotals more than 46 sionally seeking assistance from a. ANCHORAGE, Alaska (UPI) — years, the pilot said. translator, Terauchi drew maps.A veteran pilot whose UFO sight- • Terauchi said the crew was not pictures and supplied technicalIng was confirmed on radar • .frightened but wanted to avoid annotation to describe the eventsscreens said the thing was so enor- ' whatever was all lit up in their ; Asked why he thought UFOsmous that his Japan Airlines car- - night path: "We want to escape -"would tail his chartered cargogo plane was tiny compared to the from this." plane, Terauchi laughed and )okmysteriousobject. That's why they went along .ifigly replied, "We were carrying• Capt. Kenju Terauchi also said with FAA directives to drop 4,000 Beaujolais, a very famous winethere were two other small uniden- feet and make turns — including a made In France. Maybe they wantlifted objects — smaller than his complete 360-degree turn, but Ter- to drink it.".cargo carrier — that did not ap- auchi said, "They were still fol- • Asked if he were nervous, Ter-P e |J r on r^dar - JM | lowing us." : au chl replied, "No, I am the cap-Terauchi, his co-pilot and flightengineer all told Federal AviationAdministration investigators theysaw UFO lights."They were flying parallel andthen suddenly approached veryclose," said Terauchi, 47, who requestedand received FAA permissionto take whatever evasive actionwas necessary to avoid theUFO, which appeared for a timeon FAA and Air Force radar andon the radar screen in the cockpitof JAL flight 1628.Terauchi spoke to UPI Tuesday,describing the UFO incident ofNov. 17 that was revealed by theFAA Monday. Additional FAAdata released Tuesday again confirmedthat government radarpicked up the object.Veteran pilotHe said the evasive maneuversJ ,taln. I cannot be nervous."were of no avail and the lights \' FAA flight control reports indistayedclose — once appearing in fcate the object stayed with JALfront of the cockpit. Radar showed -Flight 1628 for at least 32 minutes.. -one close object. Terauchi said he thought It wasTerauchi said he could not ex- longer.plain the mysterious events that The flight controller directinghave been partly confirmed by the the JAL plane reported the objectFAA and the Air Force, except to on Jris radar as close as flvespeculate that he witnessed some- '-to the jet.UFO mystery has been missedfThe- -UFOs are back, and we've something unusual. The UFO themeb£eri 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 toflashing white and yellow lights on a prove anything, and also failed toTerauchi a pilot for 29 years November flight across the Arctic discourage the true believers. In resaidhe briefly glimpsed the large Circle. A U.S. Air Force radar sta- cent years, claims about sightingsunknown object in silhouette, andli'On even picked up a return from an diminished,he said, "It was a very big one — object :a few miles away from the UFOs represent the unknown.two times bigger than an aircraft JAL crafl. The object was large, and They present the possibility thatcarrier."Terauchi made a drawing of the its-lights didn't fit any known pat- somewhere out there there is a supetern.. '.' rior race of beings who will solve alllarge UFO, looking something likea giant walnut-shaped object, with'Remember when the UFOs were our problems, even if they do so bybig bulges above and below a wide sighted frequently? The sightings eliminating all of us. The JAL sightusuallycame in bunches, and many ing restores a bit of mystery to allflattened brim.The captain, who is stationed inAnchorage with his family, was peopje were positive they had seen our lives.flying the jumbo jet from Icelandto Anchorage on a Europe-to-Japanflight when the crew had itsPage IU, Section 3 Houston Chronicle Friday-January 2, 198?unexplained encounter in clearweather over Alaska.Terauchi said ihe three unidentifiedobjects followed his jet forBY JOHN F. SCHUESSLER400 miles.P. O. BOX 58485"It was unbelievable," he said,acknowledging that some of hisHOUSTON, TEXAS 77258-8485

12F/Th»Hou»1on Post,/Thurv, December 18, 1986Several reportspotting UFOin Mexico CityMEXICO CITY (Reuter) -Mexico City International Airportreceived dozens of calls reportingan unidentified flying object overthe capital Tuesday, the officialNotimex News Agency reportedWednesday.The multi-colored object wasmaking a faint buzzing noise as itrapidly circled the city betoreshooting off at high speed, witnessessaid.There was no word on the obfJect's shape or on how long it wasvisible.Notimex said the crew of a PanAmerican Airways jet also reportedhaving seen the object briefly.The agency said an unidentifiedflying object was seen at the sametime and place on Nov. 2, 1973.Caution!Discs OverheadGang, a major Norwegiannewspaper, recently told us about PalKrotian Vug, an ordinary chap whoone day happened to (pot a UFO calculatedto be 33-50 ft. in diameter hoveringoverhead.The unearthly craft continued to hoverwhile V»ag ran for his Kodak Dttc4000 camera. Click. Verdens Gang ranthe pictures in full color on its frontpage. The next day, it ran a two-pageipread on the story, along with a largepicture of Vaag proudly holding hisDisc 4000.Since then, the Royal Norwegian AirForce has announced that the pictureshave not been retouched, nor were anyother signs of technical chicanery found.Tpe pictures have beenNASA for further study"" —Talon g~adv!Htage of the Disc's invo'ivemsni,Kodak Ncrwa> rar. i seriecof ads about the camera's new-found capability.The whole thing 10 capturedthe imagination of the Norwegians thaian increase- in Disc camera sales followedshortly thereafter. .Page 6, Section 1 *• * •* Houston Chronicle Thursday. December 4, W86 •Radar can miss small planes,FAA expert says .~ —— Waller White, the controller handling ihe DC-9.fts&ociated Press • testified Tuesday the smaller plane never appearedon his radar screen even though life system wasLOS ANGELES - The control system al Los Anec- ^orKing welt and traffic at the time *as lightles Imcrnational Airport can fail to show small Cox was questioned by the NTSB par.e'., a technicalpianos on radar for several reasons a tower managerad visory committee and groups from Ihe airlines,testified ai a safetv hearing inlo 'the Acromcxico Mexico and awaUon associations about the [our typesdisaster. ' - °' air-traffic monitoring equipment used at Tracon.Richard Cox. a Federal Aviation-Administration He also was asked about operations at Tracon,air iraffic manager al the airport's control center aiwt " c 5 * m $?y*.« controllers and five assistants. HeTracon. said hoover Ural he doesn't consider the called slaffingjadequate and said he was working toabsence of a radarblipd deficiency because fie'rec- reduce overtime.ORni/cs the limnaTion-, 51 raflarrHr described the two primary ASR radar systemsCux was asKefl uhv a small plane didn't appear on used by controllers and explained backup systems,radar before ii collided Aug. 31 with an Aeromexico including a 10-channcl beacon'decoder, the systemDf i over Ccrrilos. killing 82 people used before ASR was installed. 1I (,m ihmk of several reasons Sjzc j)f ajrcrafL Cox said a controller's primary duties were senaran^punderstrength of aircraft, atmospheric condi- linn of air Iraffic and safety advisories.HOIK ,nd sp^jof_aircraft." Cox saiu~*~ Depending on the types of planes involved, he saidCox said iv was j gln< h iti;ii daia from a small; > ^W advisory would be issued if a pair ofplane would be recorded on computer printouts binWCrc ' ^ miles apart. In the Aug. 31 crash, no warnnotseen on radar si rccn>in & was § w to ! he Aeromexico jel, he said."It is my understanding (In*, is an inherent nrnhlpm "The controller said he did not see the (Piper)in thc_ASK (radar tracking -vslcm)." he said,aircraft, so there would have been no obligation toCox answered questions for about three hours Wed- issue anything," Cox said.Cox confirmed there had been eight problems re-ported with Tracon's radar system the week before(h

3/0UFO POTPOURRIJet Pilot Reports 3 UFOs Over ArcticANCHORAGE, Alaska (UPI) —A veteran pilot says three unidentifiedflying objects — two smallones and one twice the size of anaircraft carrier — trailed his JapanAir Lines cargo jet for 400 milesacross the Arctic.- "It was unbelievable," said thepilot Kenju Terauchl, when interviewedTuesday.He acknowledged that some ofhis colleagues doubted what he, hisco-pilot and flight engineer saythey saw on Nov. 17.as they flewthe 400 mites across northeasternAlaska on a trip from Iceland toAnchorage..The crewmen of (he plane —JAL Flight 1628 — reported seeingHashing lights trailing their jet. TheFederal Aviation Administration interviewedthe three In Anchorage,and the plane later went on to.Tokyo.FAA officials confirmed Mondayt- Q < / J tt^ . / ?

Radar tapes don'tThursday, January 8,1987 Houston Chronicle Section 1, Page 9support UFO sightingANCHORAGE. Alaska (UPI) - A re- FAA pi ans t o interview the third crew t troller in charge of JAL Flight 1628 inview of radar tapes failed to confirm member, flight engineer Yoshio Tsu- which the controller slated that ananunidentified (lying object in the ku(( a f 0r a second lime. Steucke said. other object was following the JAL jetHight path of a Japan Air Lines cargo ,; nu) „» rarf, r data indirat« ^closc *& five miies awa y-jet'over Alaska, a federal Aviation Ad- u,^nol^^w^^3 Sleucke did not fault the controllermimsirauon spokesman said. rep r Snte a reversal of earlier FAA for apparently misinterpreting data be-The FAA has concluded that the un- statements that a second object was cause "he had a pilot tell him he wasidentified object on radar now appears confirmed on radar. seeing something right there. This isBut a second crewman backed thepilot's statement thai lights followed j case( j a[the plane across the Arctic Ocean. Despitethe agency's conclusion that radartapes seem to show two images ofthe jetliner. Steucke said that "the copilot'stestimony supported the pilot's."The agency interviewed co-pilot TakanoriTamefuji tor the second limeTuesday, and the man reiterated thatthe crew saw lights near the jumbo jetNov. 17 as it flew from Reykjavik. Iceland,vo Anchorage as part of a Parislo-Tokyocharter flight.The pilot. Capt. Kenju Tcrauchi. alsohas been interviewed twice, and theEXAMINER. San Francisco. CA - Aug. 6, 1965Radar Crews GetSolid Fix on UFOsHOUGHTON iMlch.)— (UPI) said three other radar sta-In North Dakota, Min-— Personnel at the U.S. Airtions,Force radar base in the KeweenanPeninsula yesterdaynesota and Luther. Air Stationin Canada, also reported, ¥ _reported solid radar con*spotting the objects. He saidtact" with seven to 10 unidentifiedflying objects mov-another station reported electronicjamming of it£ radar.ing in a "V" formation over Seven other objects wereLake Superior.spotted over Duluth and jetThe objects were movinginterceptors gave chase, heout of the southwest andsaid, but they could not maintainthe tpeed of the UFO'swere heading north • northeastat about 9,000 miles perand were easily outdistanced.hour, the men said. They The radar personnel, Airwere 5,200 to 17,000 feet Force enlisted men, askedhigh.A^_that their names not b« dlf-_i*.__j_#4%__ - 1. At V _...screens at th e Anchorage AirRoute Trattic Control Center and reincidentreport by the con-Ev CT .Kh the r«v iew o,and new crew, interviews. Steucke said,the FAA is no closer to knowing whatthe lights were that the crew reported." ' ' ^NASA designing aircraftthat stays aloft 3 monthsiHouston Chronicle News Services * a " s -While the concept is exotic andthe technology untried, NASA andATLANTA - Space agency plan- .Lockheed engineers say the aircraftners ,. are designing i-.*t « an aircraft i it. that muM vuuiu IK to flvin? ujriuK within wiuiui rhn»p uuce wa« ycdra

UFO POTPOURRIUFO Was Twice The SizeOf An Aircraft Carrier,Veteran JAL Pilot SaysBy JEFF BERLINERANCHORAGE, Alaska (UPI) — A veteran pilot says three unidentifiedflying objects — two small ones and one twice the size of anaircraft carrier — trailed his Japan Air Lines cargo jet for 400 milesacross the Arctic skies."It was unbelievable," Kenju Terauchl said Tuesday, acknowledgingthai some of his colleagues have doubts about what he, hisco-pilol and flight engineer saw Nov. 17 as they (lew the 400 milesacross northeastern Alaska from Iceland to Anchorage.The crewmen of JAL Flight 1628 reported seeing flashing lightstrailing their jet that clear night to the Federal Aviation Administration,which interviewed the three in Anchorage. The plane laterwent on to Tokyo.FAA officials Monday confirmed the controller who handledFUghfl628 saw a mysterious object trail the jet on his radar, and AirForce officials at. the Alaska Air Command said their radar pickedup something near the JAL plane.In an interview Tuesday, Terauchl, 47, a pilot with 29 years experiencewho lives in Anchorage with his family, said he saw threeUFOs and that at one point lights from the two smaller ones ap- . ._peared directly in front of the Boeing 747 cockpit at close range. f*> ft/5 O 171 A' ?i: *£ 2 i 7 -i I- *>Terauchi referred to the objects as "the two small ships and theffriffeii JVUmothership," and expressed amazement that they disappeared and - , ' ' 'reappeared and moved quickly and stopped suddenly. He said hefct»»*»-- - " ^\,t ^S ^ 1 v 7 - w \additional objects picked up on FAA or Air Force radar.Terauchi said the three crewmen saw lights (rom the two smallobjects. He drew a picture for the FAA showing lights in a formation,each object having what appeared to be two panels of lights.The captain said he saw lights on the larger object and once, nearFairbanks, saw il in faint silhouette 8 miles away. He drew a pictureof what he saw — something resembling a large shelled walnut.The crew was not frightened, Terauchi said. Their feeling was, hesaid, "We want to escape from this." And so — with FAA permissionand direction - the crew dropped in altitude and made numerous WHAT pii 0T SAW - JAL pilot Keniu Terauchi prepared .$turns, but the objects remained. . th iih,c( rfl tionI cannot be nervous."P lan e and a close-up of the lights. In the middle, he depictsAsked why he thought the UFOs would tail his plane, Terauchi what the UFO looked like after he glimpsed it in silhouette,laughed and replied, "We were carrying Beaujolais, a very famous The JAL jumbo jet is dwarfed by the huge object. In the botwinemade in France. Maybe they want to drink it."torn drawing, the pilot shows where the UFO first appearedFAA security manager Jim Derry, who interviewed the crewmen,said they 'were "normal, professional, rational, (and had) no drug oron the plane's radar. (UPI Telephoto)alcohol involvement." • BY ' JOHN F. SCHUESSLER10Wednesday, December31,1986 P, O. BOX 58485EVENING OBSERVER, Dunklrk-Fredonla. N.Y. HOUSTON, TEXAS 77258-8485

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10UFO POTPOURRI3/1Tuesday, December 30,1986EVENING OBSERVER, Dunkirk-Fredonia, N.Y.Air Controller Confirms UFOHad Bejit Trailing Jumbo JetBy JEFF BERLINERANCHORAGE, Alaska ellow slrotH.*." The lighting was not a normal aircraft marking pattern, thecrew said.In his one-page report, the controller said repeatedlyhe saw another object on radar staying near theJAL jet despite FAA-approved turns and altitudechanges. The object was as close as 5 miles, the controllerwrote.According to the FAA account, the pilot contactedAnchorage controllers about planes In the area at 6: 19p.m., reporting the UFO 1 mile away from his plane.Al 6: 25, the crew reported it 8 miles away.At 6:26, the FAA contacted the Military OperationsControl Cenler al Elmendorf Air "Force Base inAnchorage to find out if the UFO appeared on its radar.Military radar- watchers reported an object 8miles from the JAL jet, but one minute later they toldthe FAA the object no longer appeared on radar.At 6:31, the JAL crew told the FAA the unidentifiedobject was "quite big" and the FAA directed the crewlo drop from 35,000 feet to 31,000 feet."When asked if the traffic (the UFO) was descendingalso, 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 tomake a 360-degree turn, and .the crew reported they nolonger saw the lights, but Air Force officials told theFAA they saw a "flight of two" and "advised it lookedas though ihe (unidentified) traffic had dropped backand to the right" of JAL 1628.Al 6:45, the FAA asked a northbound United Airlinesflight to make a lO-degree turn to better see theJAL plane to confirm the existence of the UFO —which the crew was then reporting 8 miles away andnearly behind them. That was their last sighting. TheUnited crew reported seeing nothing out of the ordinary,Nor did a military C-130 the FAA asked to help.Steucke said the FAA has drawn no conclusionabout the incident.WALTERM ANDHUS.JRintwrwi.or.at O,.ecl*103 Oifflo^n. Ho«jS^in. TM§ 7a)wMUTUAL UFO NETWORK. INC.BY JOHN F. SCHUESSLERP. O- BOX 58485HOUSTON, TEXAS 77258-8485

Japanese PilANCHORAGE, Alaska (AP) —For the second time In two months,a Japan Air Lines pilot has reportedspotting an unidentified objectthat seemed to be flying near hiscargo jet over central Alaska.Capt. Kenjyu Terauchl reportedhis second sighting Sunday on acargo flight to a refueling stop inAnchorage from London, said PaulSteucke, a spokesman, for the FederalAviation Administration.Terauchi's co-pilot reported seeingthe lights, Steucke said, but theflight engineer, who sits fartherback in the Boeing 747 cockpit, "indicatedhe was uncertain whetherhe saw any lights at all."On Nov. 17, Terauchi reportedot Reports Set'that two bright objects and a thirdobject as wide as two aircraft carriersplaced end-to-end followed hisplane for more than 300 miles as itflew to Anchorage from Iceland."We asked him point-blank If thiswas like the Nov. 17 sighting, andhe said, 'No, no, there's no similaritybetween the two,' " Steuckesaid.Terauchl said he had seen thelights twice Sunday, once for about20 minutes and again for about 10minutes as his plane flew at 37,000feet. He notified an air traffic controllerin Anchorage of the sighting."His statement to the controllerwas 'irregular lights, looks like aspaceship,' " Steucke said.wnd UFOUnlike the lights that he reported"'in November, which seemed to staywith him even when he took eva--si ve' action, the lights seen Sunday "appeared to approach from the,front of the plane, went beneath Itand reappeared to the rear.In the incident Nov. 1 7, air traffic .controllers spotted what^they be^'lleved was a split image of the aircraftcaused by a minor problem". 1with the plane's radar transponder,-Steucke said earlier. It was a coin-"cidence that the split image was'located where Terauchi reported •seeing the objects, he said.The armed services also dls- ;missed the blip seen. in the earlier •*incident, calling it radar clutter.Jet Pilot Reports 3 UFOs Over ArcticANCHORAGE, Alaska (UPI) —A veteran pilot says three unidentifiedflying objects — two smallones and one twice the size of anaircraft carrier — trailed his JapanAir Lines cargo jet for 400 milesacross the Arctic."It was unbelievable," said thepilot, Kenju Terauchi, when interviewedTuesday.He acknowledged that some ofhis.colleagues doubted what he, hisco-pilot and flight engineer saythey saw on Nov. 17 as they newthe 400 miles across northeasternAlaska on a trip from Iceland toAnchorage.The crewmen of the plane —JAL Flight 1628 — reported seeingflashing lights trailing their jet. TheFederal Aviation Administration interviewedthe three in Anchorage,and the plane later went on toTokyo. 'FAA officials confirmed Mondaythat the controller who handledFlight 1628 had seen a mysteriousobject behind^ the jet on his radar,Air Force officials at the Alaska AirCommand said their radar hadpicked up something near the JALplane.On Tuesday, Terauchl, 47, saidthat he had seen three UFOs andthat at one point, 1 lights from thetwo smaller ones had appeared directlyin front of the Boeing 747'scockpit at close range.Terauchi referred to the objectsas "the two small ships and themother ship," and expressedamazement that they had disappeared,reappeared, moved quicklyand stopped suddenly.Terauchi repeatedly said the objectthat appeared on FAA and AirForce radar had been "a very bigone — two times bigger than anaircraft carrier."The smaller UFOs did not appearon his radar, he said. Nor werfe ad-7ditional objects picked up on radarby the FAA or the Air Force.The crew was not frightened.Terauchi said. He described theirfeeling as, "We want to escapefrom this." With permission and directionfrom: the FAA, the crewdropped in altitude and made manyturns, but the objects remained."They were still following' us."Terauchi said, and FAA radar confirmedthat at least one object remaineddespite the maneuvers.FAA security manager Jim DefryInterviewed the crewmen andsaid they were "normal, professional,rational, (and had) no drug oralcohol Involvement."FAA flight control reports indicatethat the mysterious objectstayed with Flight 1628 for at least32 minutes. The flight controller directingthe JAL plane reported theobject on his radar as close as 5miles to the Jet.Report Of UFO Worth Second LookANCHORAGE. Alaska (UP!) —The Federal Aviation Administrationhas reopened its inquiry intoreports of UFOs over Alaska from(he crew of a Japan Air Lines Boeing747, an FAA spokesman saidSaturday.FAA investigators interviewedCapt. Kenju Terauchi, the pilot, fora second time Friday and are reviewingall radar records from theevening of Nov. 17. .That night, anunexplained blip appeared on radarscreens as the JAL crew reportedseeing mysterious lights."The reason we're exploring it isthat it was a violation of airspace,"FAA spokesman Paul Steucke said."That may sound strange, but that'swhat it was."Last week, when news of thesighting surfaced, Ihe FAA said thatit was no longer investigating theincident. But Stuecke said the regionaldirector of the FAA had ordereda review of the case Friday.The object was reported to haveappeared on radar screens of theAnchorage Air Route Traffic ControlCenter, the Alaska Air Commandat Elmendorf Air Force Baseand the cockpit of the JAL cargoplane.In an interview Friday with twoFAA investigators, the pilot said thethree-man crew had seen strangewhite, yellow and amber lights inthe plane's flight path for six minutesbefore they called air-trafficcontrollers.He told the FAA that the crewhad turned off cockpit lights,, checked navigational equipmentand taken several steps to ellmi'nate possible causes of the lightsthey saw.Terauchi. a veteran pilot with 29years experience, said only one objecthad appeared on radar. But hesaid he believed that there had1been two small, brightly lit objectsand one enormous object, perhapsas big as two aircraft carriers.Steucke said the Air Force nolonger had a record of its radarfrom that night The FAA radar recordsare being reconstructed.

INTERNATIONAL UFO REPORTER•fc* \ £*The JAL incident: a special issue

The fantastic flight of JAL1628by Bruce MaccabeeBruce Maccabee, PhD., an optical physicist employed by the NavalSurface Weapons Laboratory, is one of the most respected figures inufology. A frequent contributor to IUR, he heads the Fund for UFOResearch.In mid-October 1986 Capt. Kenju Terauchi was exdted to learnof a special Japan Airlines flight from Paris to Anchorage and then toTokyo. It was to cany a cargo of French wine. There would be anintermediate stop at Reykjavik, Iceland.When the flight began on November 16, he and two other JALflight crew members were passengers. The plane landed in Icelandand waited for good weather. The next day the plane took off withCapt. Terauchi and his crew of two. They headed north. A brightmoon helped with visibility for the night flight over Greenland, but asthe plane continued over northern Canada the moon set behind them.When the plane reached a location called Shingle Point the sky aheadwas dark except for an afterglow of sunset in the west. The pianoreported its position to Edmonton Flight Control Center and continuedon across the Canada-Alaska border, where it made history.Although this wasn't a routine flight, it certainly was notsupposed to be a newsworthy event. But something happened overAlaska which caught the attention of the world and for several days inlate December and early January 1987. Virtually every newspapercarried a story about what Capt. Terauchi and his crew saw overAlaska. This is the story of that sighting as told to the FederalAviation Administration by the crew members and flight controllerson the ground.Unidentifiable lightshad called the plane just about two minutes earlier, at 5:09:20< 4 - 1 ' (20seconds past 5:09 P.M.) to report the initial radar contact with theplane, which at that time was about 90 nautical miles (nm) northeastof Fort Yukon. (1 nm - 1.15 statute miles - 1.85 km.) The flightcontroller had asked the plane to head directly toward an air routereporting point called Talkeetna, after the small Alaskan town nearby(and not far from Mount McKinley). w In doing so the plane wouldpass south of Fort Yukon and Anchorage. The copilot, who handledthe airplane communications, acknowledged the AARTCC requestand then turned the plane to the left ("left rotation") about 15° to aheading of 215°. It was during this rum that Capt. Terauchi, sittingon the left side of the plane, first saw unidentifiable lights "ahead ofthe rotation."* 2 * (See Figure 1.)After the plane leveled out he observed "lights that looked likeaircraft lights, 30 degrees left front, 2,000 feet below us, movingexactly in the same direction and with the same speed as we were."At that time the plane was flying at about 525 knots (nautical milesper hour) ground speed (972 km/hr or about £05 mph) according tothe tracking dataP' Subsequently the speed decreased to about 500kts.It is important to note the pilot's statement of his belief that thelight* were 2,000 feet below him. He could not know how far belowthe lights were just from his visual sighting. (To determine thedistance below he would have to know the exact depression angle andthe distance to the lights.) Nevertheless his statement indicates thathis sighting line to the lights had a noticeable depression angle (thedepression angle is the angle below horizontal). At 35,000 feet thehorizon distance is about 214 nm so the depression angle to thehorizon is about 1.5°, which is hardly noticeable. The pilot's statementtherefore implies that the lights appeared below his horizon,i.e., between himself and the ground, thus ruling out any astronomicalsource for the lights.The captain's initial reaction to the lights was to ignore them"thinking probably they were special missioned aircraft* [sic] or twofighters,"**) probably military aircraft from one of the nearby AirForce bases (Eielson or Elmendorf). But "the position of the lightshad not changed even after a few minutes and that called ourattention."* 3 ) The lights of these "two aircraft*" stayed at the left fora while and then the unbelievable happened.' 6 *It was about 11 minutes past five on the late afternoon ofNovember 17 (local time), while Japan Airlines flight 1628 was highover the frozen northeastern part of Alaska, that Capt. Terauchi firstrealized that the lights to the left and below were unusual He had 'Traffic in front of us"first noticed them about a minute earlier while his plane was turningto the left. After watching them for a short time he decided that theywere lights of "special missioned aircraft* or two fighters" on some ,,.mission. He decided to ignore them. But "the position of the lights . t . . .. . . . . * r • . jrf-T it j JLt was about seven or so minutes since we began payinghad not changed even after a few minutes and that called our e~ i-v -oattention." The lights appeared to be traveling along with his attention to the lights [when], most unexpectedly, two spaceshipsplane.< ii2)stopped in front of our face, shooting off lights. The inside cockpitAt that time the Boeing 747 freighter was operating on autopilot shined brightly and I felt warm in the face."and heading southwestward (a heading of about 215°) at an altitude What the captain saw suddenly appear ahead of him and to theof 35,000 feet.B> The sky to the right had the afterglow of sunset, but left is illustrated in Figure 2, which was drawn only a few hours afterahead and to the left it was very dark.the incident, f 71 He taw two pairs of nearly rectangular arrays of lights,The Anchorage Air Route Traffic Control Center (AARTCC) 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," apparentlywithin a matter of seconds, moved from the far left to a locationnearly in front of his jet. In his written testimony Terauchi hasspeculated that the "spaceships" fired jets to "kill the inertia [actuallymomentum] of their high speed maneuver." After this maneuver,from the left of the plane to the front, "the ships appeared as if theywere stopped in one place in front of us. Then three to seven secondslater a fire like from jet engines stopped and became a small circle oflights as they began to fly in level flight at the same speed as we were,showing numerous numbers of exhaust pipes. However, the centerarea of the ship where below an engine might be was invisible.[From] the middle of the body of the ship sparked an occasionally[sic] stream of lights, like a charcoal fire, from right to left and fromleft to right. Its shape was square, flying 500 feet to 1,000 feet in frontof us, very slightly higher in altitude than us. Its size was about thesame size as the body of a DC-8 jet, and with numerous exhaustpipes."In retrospect the pilot speculates that the "firing of the exhaustjets varied, perhaps to maintain balance. Some became stronger thanothers and some became weaker than others, but [they] seemedcontrolled automatically. "< a ) At the time of this startling appearancethe pilot "did not feel threatened or in danger because the spaceshipmoved so suddenly. We probably would have felt more in danger andwould have been prepared to escape if the spaceships were shakingunsteadily or were unable to stop themselves." The pilot concludedthat he had been looking at something realty unusual because, in hiswords, "it is impossible for any man made machine to make a suddenappearance in front of a jumbo jet that is flying 910 kflometers perhour and to move along in a formation paralleling our aircraft."^After this sudden appearance in front of the jet the lights movedin formation with the jet for three to five minutes and then abruptlyrearranged their orientation from one above the other to side-by-side.(See Figure 3.)f>The lights were like flames coming out of multiple rocketexhaust ports arranged in two rectangular arrays, according to thecaptain's drawings (Figures 2 and 3). He compared them to "outputexhaust" like the "Challenger [as it took off]." (1) He described thecolors as "amber and whitish." He stated that the "numerous lights"were "exhausts on the engines" which were "lined up all the way."(See Figures 2,3,4.) When "they were blasting recoil [the] jets[were] so strong that I could not see [the individual lights and theirarrangement] because it was so bright." However, "once the recoilblast stopped the speed was absolutely steady, not faster, not slower,and I could see them [the individual lights or exhaust ports] veryclearly."* 1 ) Besides the lights of the "exhaust ports" the captain alsoreported seeing "sparks, like a fire when using gasoline or carbonfuel."The copilot, Takanori Tamefuji, compared the numerous lightsof flames to "Christmas assorted" lights with a "salmon" color. w Hesaid, "I remember red or orange, and a white landing light, just like alanding light. And weak green, ah, blinking." The intensity wasn'tconstant but rather it pulsated: "became stronger, became weaker,became stronger, became weaker, different from strobe lights" whichhave very quick bright flashes. The lights were "swinging" in unisonas if there were 'Very good formation flight...dose [formation]" oftwo aircraft flying side by side. He had no doubt that he was seeingsome sort of aerial object or objects just ahead and to the left of theairplane. He compared the clarity of the lights to seeing "night flightINTERNATIONAL UFO REPORTER MARCH/APRIL 1987 5

POTATPHAAftTCC CONTACTS PLAN90 nm fJOIlTIIEAST OFFT. YUKON. LEFT TURNDtatCT TO TALKCETfM;INITIAL SICItTlKC.AT ACCUT &;10 PtlPLAIIE CALLSREPORTAHEAD40 nm SOUTHtonOil AIRPLANEoit nocc664Figure 1: Flight track ofJAL1628head-on traffic" at which time it is only possible to see the lights onthe approaching aircraft and "we cannot see the total shape."Upon seeing the lights he first thought he was seeing "two smallaircraft." But they were 'Very strange" because there were "toomany lights" and "it was so luminous." Subsequently he had thefeeling that "it was larger than normal aircraft." He thought thelights were "a little bit lower" than the altitude of the plane, whileCapt. Tcrauchi recalled that the lights might have been a bit higher.Tamefuji pointed out that "it is very difficult" to judge the altitudeof "head-on traffic." He summarized his impressions by saying, "I'msure I saw something. It was clear enough to make me believe thatthere was an oncoming aircraft."*** Of course, these "aircraft" werenot oncoming. Instead, they were matching exactly the speed of the747 jet.• According to the captain's drawing, the two rectangular arraysof lights associated with either of the "aircraft" were separated by anarrow rectangular dark area (see Figures 2,3,4). The copilot'sdrawing was similar.* 9 * The arrays were "swinging" or rocking to theleft and right as if they were rigidly bound together and rotatingback and forth about a central pivot point within the dark region/ 8 *The flight engineer, Yoshio Tsukuba, who was sitting behindthe copilot and thus had a poorer view of the lights than either thepilot or copilot, recalled that when he first saw them he was looking"through the LI window at the 11 o'clock position" (about 30° tothe left of straight ahead) and he saw "clusters of lights undulating."110 * The clusters were "made of two parts-shaped like windowsof an airplane" (i.e., arranged in square or rectangular dusters). Heemphasized that "the lights in front of us were different from townlights." He described the colors as white or amber.Apparently having clusters of blinking, undulating and rotating("swinging") Lights nearly in front of their plane was too much for thecrew. After discussing the situation over the next 60 seconds or sothey decided to try to find out what was going on. Mr. Tamefuji, whowas the 'Voice" of the aircraft, called the AARTCC. It was nowabout nine minutes since Capt. Terauchi had first noticed Lights on"two aircrafts" at the left of his plane and it was probably only abouta minute after the "spaceships" had abruptly appeared nearly in frontof the jet where they could be seen by the whole crew. At the time ofthe call the two "ships" were still traveling one above the other(Figure 2).Times listed below art minutes and seconds after 5:00 P.M.,Alaska Standard Time, November 17,1986. JAL1628 is the plane andAARTCC is Anchorage flight control.

ing that the "traffic" was higher than his aircraft. This is consistentwith the pilot's subsequent recollection that the "ships" were "veiyslightly higher in altitude above us." tJ)5:79:32 AARTCC JAL1628 heavy, roger.5:19:36 JAL1628 Ah, roger and, ah, we [have]in sight, ah, two traffic [sic], ah, in front ofus one mile about.At the time of the event copilot Tamefuji estimated the distanceto the lights as being about one mile, which is quite a bit greater thanthe "500 to 1000 feet" that Capt. Terauchi recalled in his testimonywritten about a month and a half later/ 2 *5:19:49 AARTCC JAL162S, roger, do you have, ah, canyou identify the aircraft?5:19:58 JAL1628 Ah, we are not sure, but we havetraffic in sight now.5:20:04 AARTCC JAL1628 heavy, roger. Maintain visualcontact with your traffic and, ah, can you say thealtitude of the traffic?5:2ftMJAL1628 Uh, almost* 4 ) [at] the same altitude.5:20:21 AARTCC JAL1628, roger. Would you like ahigher or lower altitude?5:20:27 JAL162S Ah, no, negative. JAL1628.About a minute elapsed and then the AARTCC tried again tolearn the identity of the "traffic."5:21:19 AARTCC JAL1628 heavy, see if you are ableto identify the type of aircraft, ah, and seeif you can tell whether it's military or civilian.5.-2J.-35JAL1628 JAL1628. We cannot identify the type,ah, but we can see, ah, navigation lightsand, ah, strobe lights.5:21:48 AARTCC Roger, sir. Say the color of thestrobe and beacon lights.5:21:56 JAL1628 The color is, ah, white and yellow, I think.5:22-0? AARTCC White and yellow. Thank you.The reference to "navigation lights and strobe lights" is consistentwith the subsequent testimony that the crew were seeing bothsteady (like navigation) and pulsating or flashing (like strobe) lights.The colors, white and yellow, are not the conventional colors (red,white, green) for aircraft lights but they might be consistent with thecolor of "rocket exhaust" which is what Terauchi compared them toin his interview and testimony.* 1 - 2 *By this time the personnel of the AARTCC were aware of theJAL report of traffic. The watch supervisor entered the followinginto the Daily Record of Facility Operation:Daity Record, 5:21 P.M. JL1628, HB747, BKF-ANC reportedtraffic at his altitude (FL350) one mile with a white and yellow strobe.AAL ROC and EDFROCC notijitd. No known traffic identified.It should be noted that in the above statement the reference toAlaskan Airlines Regional Operations Center should probably havebeen JAL ROC. Also, the Elmendorf (EOF) Regional OperationalControl Center (ROCC) was not actually contacted until 5:23 P.M.After flying in a one-above-the-other orientation for severalminutes the "two ships" changed their relative positions. The captainrecalls, "the ships moved in formation for about three to five minutes[and] then the ships moved forward in a line, again slightly higher inaltitude as [sic] we were, 40 degrees to our left. We did not reportthis action to the Anchorage Center. Honestly, we were simplybreathtaken." (See figure 3.)At some time while the arrays of lights were ahead and to theleft, Capt. Terauchi decided to take a picture of them. He askedTsukuba to get the camera. This incident helped Tsukuba later toremember how long the lights had been in front of the plane. Herecalled during the interview,* 10 ) "I think I saw it for about 10 minutesafter I sighted it the first time. The reason is because the captainwanted to take pictures. His camera bag was placed behind his seat,beside mine, and I handed it to him. But he could not take pictures,so I placed his camera bag beside my seat again. So I think about 10minutes."When asked why the captain couldn't take pictures, Tsukubaresponded, "Well, his camera is Alpha 7,000, with film ASA 100. Hecould not operate it welL I mean the operating procedure of thecamera was not understood well."The captain recalls the attempt at photographing the lights asfollows:* 2 * "I thought perhaps it is one of those things called UFO andtaking a photo might help to identify the object later. I asked to bringforward my camera bag that was placed in the rear of the cockpit andbegan to take a picture. The area in which the plane was flying wasunchanged but the lights were still moving strangely. I had ASA 100film in my camera but the lens kept adjusting and never could set afocus. I changed auto-focus to manual-focus and pressed the shutterbut this time the shutter would not close. Then our aircraft began tovibrate and I gave up taking a photo. I placed my camera back in thecamera bag and concentrated on observing the lights."After learning the color of the strobe lights, the AARTCC beganto ask about flying conditions ("normal") and clouds ("oclow us"). Ittook from 5:22:11 to 5:23:05, or about a minute, for the AARTCC toget an answer about the clouds because of interference with the radiotransmissions. At 5:22:41 the AARTCC told the plane the transmissionswere "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 ouraltitudes [sic]. We saw thin and spotty clouds near the mountainbelow us, no clouds in mid-to-upper air, and the air current was quitesteady." (3) The repeated questions about clouds caused Terauchi towonder why the controller was so interested in clouds. He speculated,"Perhaps the controllers were concerned that an increased useof improved lazer [sic] beams using [illuminating] clouds was creatingmoving images."The pilot also remembered the communication problem: "TheVHP communication(s), both in transmitting and receiving, wereextremely difficult for 10 to 15 minutes while the little ships cameclose to us and often interfered with communication from AnchorageINTERNATIONAL UFO REPORTER MARCH/APRIL 1987 7

Figure 1 Original drawing by Capt. TenuuM of the two yaconips' in ftont ofJAL1628. Objects wm situated one above the other for two minutes.Center. However, communication conditions became as (sic) good assoon as the ships left us. There were no abnormalities in the equipmentor the aircraft.'^ When he was interviewed the captain wasasked to describe the type of interference he heard. He described theinterference as "some kind of, like, ah, jamming...it was just a noise,sounded like zaa^aa"* 1 '. The communications capability, was he said,two out of five possible levels (5, 4, 3, 2, 1) with five being perfectlyclear/ 1 ' Normally communications with a plane in that area would beB ood -Radar contactplane and at the AARTCC.It was now about 14 1/2 minutes since Capt. Terauchi had firstseen lights traveling along with his plane, about six to seven minutessince the lights had appeared abruptly in front of the plane, and onlya minute or so since the "ships" quickly moved away from the JALjet, apparently in the direction of the "flat pale white light"^ whichthe captain described as like "two white fluorescent-like lights."* 11 )His drawing^ (see Figure 5) indicates that the lights were horizontallyoriented and spaced apart, like two fluorescent tube lights with alarge dark gap between them. At this time in the flight he could onlysee the two white lights. He was not sure whether the two "ships"had become pale white lights after they moved away from the jet, or ifthe white lights were something entirely different. (Later in the flighthe could see the outline of a large shape connecting the lights. Afterseeing the outline the captain had the impression that the distantlights were on a very large "mothership" and that the two small"^P*" had Heeled over to the "mothership."

Center that our radar caught the object within seven or eight miles in[the] 10 o'clock position. We asked if they could catch it on theground radar but it did not seem they could catch it at all." (2) Duringthe January interview Terauchi recalled that the radar detectionoccurred about 15 minutes after he first saw the lights, i.e., at about5:25:00 PM.< ! > He was not far off.5:24:50 AARTCC JAL1628 do you still have, ah visualcontact with the, ah, traffic?5:24:53 JAL1628 Affirmative. Also,< 4 > we [have] radarcontact, ah...[unintelligible; broken transmission]5:25;02 AARTCC JAL1628 heavy, roger, sir. I'm picking FigureSA: Copt. Terauchi's November 17 drawing of two flat pale lights andup a hit on the radar aproximately five miles0* 'silhouette of a gigantic spaceship"in trail of your six o'clock position [behindthe plane). Do you concur?Figure 5B: Copt Terauchi's map of the track of the aircraft with numbersindicating locations of the plane when the 'traffic" appeared as illustrated in5:25:12 JAL1628 Ah, negative, ah, 11 o'clock, ah, **&"* 2 > 3 "* M eight miles, ah, same level over.« not faum whether it was lights of a distant town or a strangeobject."< 10} He reported that the weather was clear and that none ofA month and a half afterward the captain had not remembered ^ instruments showed any disturbances.the direction accurately (he recalled 10 o'clock instead of 11 o'clock) Copilot Tamefuji recalled that the radar echo was "just likebut he had recalled the range correctly.other traffic, but, ah, I thought a little bit large." He said the radarFlight 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 oncomingbut a stream like." He did "not think it [the target on the radar] was airCTaft& on a radar" and in his opinion the radar echo was similar tothe same lights as the one [sic] I saw in front of us." Here the a conventional aircraft echo.engineer isreferringto the visual difference between the two bright ^ ^^^ ^^ fl p ictur e 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 largewhitish light of the "mothership." Tsukuba described this "second" dot ^ a ]ins through it suggesting that whatever was reflecting thelight as 'Very difficult to see" and "Vague," although he did indicate radar ^ quite ^e. In commenting on the echo the captainthat he saw it for "a total of 30 minutes."' 10 )p^^, oul ^ » normal]v it appears in red when an aircraft radarAccording to Tsukuba (and also the pilot and copilot) there was ^^ anolher aircraft" whereas green is usually the color of a weakno problem with internal cockpit lights reflecting off the windows weather target ^^ as B cloud. The fact that the echo was green onsince the internal lights had all been turned off (except dim instru- Ae radar screen led him to ask whether or not the "metal used in thement lights). Tsukuba was sure that the "molhership" light was spaceship is different from ours.""> One might also speculate on theindeed outside the aircraft. But it was sufficiently indistinct and use Of radar signature reduction techniques generally classified as"hard to see" from his seat on ihe right side of the jet that he was "stealth "The radar echo remained on the screen for an undeterminedlength of time, but probably for no more than several minutes."While we were communicating with Anchorage Center," the captainsaid, the two pale white lights gradually moved to the left side and to[the] left diagonally back 30 degrees as if they understood our conversationand then when they were beside our aircraft [i.e., at about thenine o'clock position or 90° to the left] they totally disappeared fromour radar. "^ This is to be expected since the forward-lookingweather radar does not sweep left and right to angles larger than 90°.While the "mothership" lights were dropping back to the left andthe radar echo was going off the screen, the Air Force and theAARTCC were having their own radar detections. At 5:25:43, afterspending about two minutes looking, the ROCC radar controllerreported back to the AARTCC that he was getting some "surgeprimary return." By this he meant an occasional radar echo unaccompaniedby a transponder signal. (A transponder is a transmitter on anairplane which sends out a coded signal in response to a signal fromthe ground station.) The ROCC controller added, "I don't know ifFigure 4: The 'spaceships" as seen through cockpit windowit's erroneous or whatever, but..." The AARTCC responded:INTERNATIONAL UFO REPORTER MARCH/APRIL 19S7 9

5:25:50 AARTCC Negative, its not erroneous. I want you tokeep a good trade on there and if you pick up a[transponder signal] and verify that you do not haveany [military] aircraft operating in that area.J:25:J7 ROCC That is affirm [ative]. We do not haveanybody up there right now. Can you give me theposition of the primary you're receiving?5:26:03 AARTCC "I'm picking up a primary approximately50 miles southeast/'' But it f sW right infront of the [JAL162S].Unfortunately the AARTCC controller did not say what theprimary return was southeast of. He may have meant southeast ofFort Yukon, since it was displayed on the radar screen. At this timethe plane was about 60 nm south southwest, relative to geographicnorth, of Fort Yukon. But with respect to magnetic north (which isused on air route maps), the plane was southeast of Fort Yukon.(The reason for this difference in direction is that in that area ofAlaska magnetic north has a deviation of about 30° clockwise fromtrue geographic north.)The conversation continued as follows:5:26:13 ROCC OK. Fve got him his about...5:26-75 AARTCC Eight miles in front of the [JAL1628] he'sgot traffic at the same altitude [35,000 feet].5:26:18 ROCC OK. IVe got him about his, ah, oh, itlooks like about, ah, 10 o'clock at aboutthat range, yes.It appeared that the ROCC radar set was showing a "primaryreturn" at the approximate location reported by the pilot. TheAARTCC then asked the ROCC to check on any military flights inthe area around the plane and ended the conversation at 5:26:35.About a minute later AARTCC called ROCC to report that the"target in front of the [JAL1628]< 4 > is an unknown to us." ROCCresponded (5:27:53), "OK. WeVe lost contact with it now." TheAARTCC controller then went on to say, "OK. We're not workingthat aircraft [meaning the unknown target] in the... [unintelligible].,well, the aircraft [JAL1628] still has visual contact only he can'tidentify the [unknown] aircraft. He believes it has white and yellowstrobes." To this the ROCC controller responded (5:28:04), "OK.I'm still not, I, we lost contact on him. I don't see him at all." Inother words, there was no longer an unknown primary return on theROCC radar display.During this conversation the flight was continuing along astraight line heading of about 215° (southwestward) towardTalkeetna. The unusual lights were at the left side. The captainrecalled, "When they were in front of us they were position[ed]slightly higher in altitude than we were, but now they placed themselvesslightly below the horizon where it was most difficult to see.The distance between us was still about seven miles to eight milesvisually." The airplane radar no longer showed a radar echo since thelights were too far to the left.* 75Many minutes earlier, when the sighting began (about 5:10 P.M.),Fort Yukon was at the right side of the plane. The captain recalledthe lighting conditions of the sky at the time: "When we started to seeFort Yukon diagonally below us at the right the sun was setting downin the Southwest, painting the sky in a slightly red stripe, approximatelytwo to three millimeters (at arms length?) and gave a bit oflight but the east was still pitch dark."A calculation of the angular elevation and azimuth of the sunshows that at the time of the sighting the sun was about 15° below thehorizon, from ground level, and was at an azimuth of about 270°, ordue west. This would place it below the horizon and about 55° to theright of straight ahead of the plane. Thus the astronomical calculationshows that the captain was incorrect in referring to the sunset directionas "southwest" although. The calculation is, however,consistent with the claim of the captain and crew that the sun had setand that there was a thin reddish stripe just at the horizon to the rightof straight ahead.Under these conditions the sky to the left of the plane wouldhave been very dark, and stars would have been visible. The nearlyfull moon, which had lighted the sky while the plane was over Greenland,was now well behind the plane at an azimuth of about 50° andan elevation of about 10°. Two planets were visible above the horizonin the southeast: Jupiter at an azimuth of about 140° and an elevationof somewhat more than 11° and Mars at about the same azimuthbut only several degrees above the horizon. Jupiter was quite brightand Mars was much dimmer than Jupiter. Jupiter and Mars were 70°to the left of straight ahead as the plane flew southwestward.By the time that the "small ships" had moved away from theaircraft and the ROCC had detected some "surge primary return"near the jet, the sun was several more degrees below the horizon, thesky in the southeast was darker and the plane was well south of FortYukon. The captain picks up the narrative: "Far in front of us therewere lights increasing from the U.S. Military Eielson Air Force Baseand Fairbanks." Each was about 40 miles away at this time. 'Thelights were still following us at exactly the same distance. However, itwas too dark to identify by only the lights whether or not they werethe same spaceships that were flying in front of us a few minutes ago.It seemed that we were flying in the lighter side and gave them theadvantage of being on the dark side."That is, from the viewpoint of the supposed "mothership" theairplane was silhouetted against the light western sky, but the crew ofthe jet could not see the outline of the "mothership" because it wassilhouetted against the dark sky in the southeast. The captain wasable to see only the faint lights from the "mothership."As the plane approached Eielson and Fairbanks, the captain saw"two very bright lights" appear "suddenly from the north...perhapsfour or five mountains away." He speculated at the time what thesemight be. He couldn't identify all the normal ground lights because"the flight above Alaska territory is generally in daytime and it isconfusing to identify the kind of lights" on the ground. He finallydecided that the lights were along the Alaska pipeline.Continuing his narrative, Capt. Terauchi recalled, "We arrived atthe sky above Eielson Air Force Base and Fairbanks." (Actually, atthis time, about 5:30 P.M., the plane was about 2p miles northeast ofEielson and about 30 miles east-northeast of Fairbanks.) "The lights[of the city] were extremely bright to eyes that v/cre used to the dark."(The cockpit lights had been turned off to eliminate window reflectionsof internal lights.) "We were just above the bright city lightsand we checked the pale white light behind us. Alas' There was asilhouette of a gigantic spaceship. We must run away quickly.10 INTERNATIONAL UFO REPORTER MARCH/APRIL 1987

'Anchorage Center. This is JAL1628 requesting a change of course toright 45°.' It felt like a long time before we received permission." 11 )Actually it took only 15 seconds to get permission, as thetranscript of the AARTCC tape recording shows. But it did takelonger to actually begin the turn (see Figure 7.)5:30:16 JAL1628 [Very broken communication; unintelligible]5:30:20 AARTCC JAL1628 heavy, you're coming in broken.Say again.5:30:23 JAL1628 Request, ah, deviate, ah, an, from,ah, object, ah, request heading two four zero.5:30:31 AARTCC JAL1628 rogcr. Fly heading two four zero.... JAL1628 heavy, deviations approved asnecessary for traffic.5:30:49 JAL1628 It's, ah, quite big...Figure 6: Captain's sketch of how objects moved with respect to the plane and5:30:52 AARTCC JAL1628 heavy, you're still broken.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.5:30:56 JAL1628 It's, ah, very quite big, ah, plane.The radar tracking data show that by asking for a heading of 240°Tamefuji was requesting a 60° turn to the right. At 5:31:08, about 50seconds after Tamefuji called for permission to turn, the plane beganto turn from its magnetic heading of 182( + /-1) degrees (about 215°with respect to geographic north). By 5:32:08 the plane had settledon its new heading of 222° magnetic (255° true), a turn of 40°, which isclose to the 45° that the captain recalled but less than the 60° turnrequested by Tamefuji.The captain's narrative continues after the right turn: "Wechecked our rear (and] there was still the ship following us. This isJAL1628. Again requesting for change course 45° to the right.' Wehad to get away from that object. 'JAL 1628. This is AnchorageCenter. We advise you, continue and take 360° turn.' 'JAL 1628,thank you. We will continue 360° tum." ta)Unfortunately the captain was not entirely accurate in his recallof these apparently frightening events. The AARTCC transciptshows that there was no request for a second right turn. There was,however, a request for a descent in altitude from 35,000 feet to 31,000feet at 5:32:07, followed by a request to turn to a heading of "two onezero," i.e., about a 12-degree turn to the left, at 5:34:56. Later on, at5:3637, the AARTCC controller asked the plane to make a 360° rightturn. But all of this is getting ahead of the storyBefore continuing let us consider what the captain may havemeant by his claim that he saw the "silhouette of a gigantic spaceship."The term silhouette is applied to a situation in whjch theobserver sees the outline of a relatively dark objea against a brightbackground, or vice versa. The location of the plane just before theturn was northeast of Eielson and roughly east of Fairbanks. East ofEielson there are no cities, just mountains. Looking behind and to theleft, then, the pilot was looking away from city lights. This wouldmean that anything in the sky at an altitude close to that of the planewould not be silhouetted against a bright background unless themoon (on the horizon behind the plane) provided a bright enoughsky. Perhaps this is what happened, in which case one could ask whythe captain hadn't seen the silhouette before. On the other hand, ifthe "gigantic spaceship" were below the horizon, it would not besilhouetted against the sky and the moon would be of little help sinceit was so low on the horizon. Perhaps what the captain saw was areflection of the ground lights off the object and thus was able to seeits outline silhouetted against a dark background. At any rate, he gotthe impression that the objea was very big, in fact, much larger thanhis aircraft. He could still see the horizontal pale white lights but hecould also see other structure such as illustrated in Figure 5, madeseveral hours after the event, and Figure 8, which he drew about amonth and a half after the event.Just after the plane turned to the right the AARTCC controllercalled the Fairbanks Approach Radar controller to find out whetheror not the short range radar had a target near the Japan Air jet. Theapproach radar reported no target other than JAL1628.Just after the right turn the plane was flying on a heading ofabout 255° (true) and was about 20 miles north of Eielson AFB and30 miles east of Fairbanks. At 5:32 P.M. the conversation betweenthe controller and JAL 1628 continued.5.-J207JAL1628 JAL1628, ah, request descent.5:3220 JAL1628 JAL1628. Request three one zero.5:32-25 AARTCC JAL1628 heavy, understand. Requestingflight level three one zero.5:32:34 AARTCC JAL1628 heavy, your transmissionsare broken. Say again.5:32:39 JAL1628 Flight level three one zero.5:32:41 AARTCC JAL1628 heavy, descend at pilot discretion.Maintain flight level three one zero.5:32:45 AL1628 Leaving three five zero to three one zero.INTERNATIONAL UFO REPORTER MARCH/APRIL 1987 11

The tracking data show that the plane descended from 35,000feet to 31,000 feet over the next four minutes, reaching the lowerIn other words it appeared that the "traffic" had stayed in thesame position relative to the aircraft and had descended with thealtitude when the plane was almost due south of Fairbanks and just Ldt.before it entered the 360° turn (See Figure 7.)"»«° M ^«»* wjuch ut 31,200 feefV(3). TheAARTCC decided it was time to "test this unusual "traffic."5:32:58 AARTCC JAL1628 heavy, do you still have your traffic?5:33:00 JAL1628 Still, ah, coming, ah, ah, right information, in, ah, formation.3:33:07 AAKTCC JAL1628, understand.A minute and a half went by, during which time the plane flewon a straight heading while decreasing in altitude. Then AARTCCdecided to find out what had happened to the traffic5:34:38 AARTCC JAL1628 heavy, say position of your traffic,5:34:42 JAL1628 Affirmative. Just over. w Fairbanks.5:34:52 AARTCC JAL1628 heavy, understand. Yourtraffic is over Fairbanks at this time.5:34:56 JAL1628 Affirmative..ah, request headingtwo one zero.5:35:02 AARTCC JAL1628 heavy, roger. Deviations approvedas necessary for trafficThis portion of the transcript shows that the captain wasincorrect in recalling a second right turn. Instead, the plane turnedleft about 12 A D A o beginning at 535:09 and it continued to turn (seeFigure 7) as if it were heading back in the direction of Talkeetna. Bythe time of the left turn the altitude had decreased to about 33,000feet.The statement at 534:42 that the object was "over Fairbanks"could not be correct if the object was at the left side of the planebecause at that time Fairbanks was still ahead and somewhat to theright (See Figures 1 and 7.)5:36:37 AARTCC JAL1628 heavy, sir, I'm gonna request youto make a right turn three six zero degrees, 360degree turn and advise me what your traffic doesthen.5:36:47 AU628 Right turn 360.The plane commenced the turn at about 5:37:15. The pilot, inhis testimony written a month and a half later, recalled these events,although his recall of a second right turn was in error and he incorrectlyplaced the altitude descent after the turn instead of before it.In the captain's testimony, commencing just after the wrong statementabout a second right turn, he has written, "We had to get awayfrom that object. 'JAL1628. This is the Anchorage Center. We adviseyou, continue and take a 360-degree turn.' 'JAL1628, thank you. Wewfl] continue 360-degree turn.' It was too slow to circle in the autopilotmode; therefore we switched to the manual mode and set to turnright on a 30 degrees bank. We looked to our right forward but didnot see any light. We were relieved, thinking the object may have leftus and returned to the level flight, but when we checked to our rearthe object was still there in exactly the same place." (Following thesestatements in his testimony the captain has recalled the descent from35,000 to 31,000 feet, which he incorrectly placed after the turn. Actuallythe descent to 31,000 had been completed just before the turn.(See Figure 7.)While the plane began the turn the AARTCC conwnicatedwith the ROCC. At 537:23 the ROCC confirmed that no militaryaircraft were "working up there" and at 53730 that there was no"traffic" on the radar screen. AARTCC then called the plane again.By this time the plane had been turning for about a minute and a half.5:38:55 AARTCC JAL1628 heavy, sir, does your trafficappear to be staying with you?5:35:15 AARTCC JAL1628, say altitude of your traffic,5:35:20 JAL1628 Ah, oh, sa, ah, same levelAnother minute passed by during which the AARTCC called theFairbanks approach radar again and once again the approach radarreported no target other than the JAL1628 itself. The copilot indicatedthat he wanted to resume his flight straight directly toTalkeetna.5:36:12 JAL1628 Ah, Anchorage Center, JAL1628. Requestdirect [to] Talkeetna.5:36:18 AARTCC JAL1628 heavy, cleared direct toTalkeetna and in, ah, advise me of your [sic]position of your traffic5:36:24 JAL1628 Ah, same po...same position.5:38:57 JAL1628 Ah, (unintelligible) distinguished.5:39:01 AARTCC JAL1628 say again?5:39:04 JAL1628 It, ah, disappeared. JAL1628.5:39:10 AARTCC JAL1628 heavy, roger. At your discretionproceed direct to TaDceenta, J125 [to] Anchorage.The "mothership" was behind and to the left before the righthand-turn. Therefore there were three possible results of the turn: (a)if the object remained stationary while the plane turned it wouldinitially "disappear" behind the plane and then reappear nearlybehind the plane on the right side before the turn was completed; (b)if the object also made a right turn but on the outside (i.e., at a muchlarger turning radius) of the turn made by the aircraft, it would stay atthe left and be continually visible; and (c) if the object also made aright turn but trailed behind the aircraft it would remain invisibleduring the turn.12 INTERNATIONAL UFO REPORTER MARCH/APRIL J9S7

Rgure 7: Flight track 0/ML1628The fact that it "disappeared" very soon after the plane startedthe turn indicates that the "mothership" did not make a turn on theoutside of the turn of the plaj.c. On the other hand, the captain andcopilot recall that they looked out the right hand side to see if itwould reappear during the turn, but they did not see it. Therefore itmay have trailed the aircraft during the turn. But it did not staydirectly behind the aircraft after the turn because the captain recalledthat after the turn had been completed and they were again headingsouthward "we" [the captain, since it was behind and to the leftwhere only he only he see it] checked to our rear and "the object wasstill there in exactly the same place."The conclusion that the object may have trailed behind duringthe turn is consistent with a radar report made at that time. Whilethe plane was turning, the ROCC confirmed an anomalous radartarget in the vicinity of the plane. (Note: Many of the times givenbelow do not agree with the times in the FAA transcript. This is becausesome of the transcript times are in error. The times givenbelow agree with the FAA-supplied tape recording of the conversationsbetween the FAA controllers, the ROCC and the aircraft.)5:38:57 AARTCC Anchorage Center.5:38:58 ROCC Ya, this is one dash two again. On someother equipment here we have confirmed there is aflight size of two around [JAL1628J. One primary returnonly.5:39:05 AARTCC OK. Where is, is he following him?5:39:07 ROCC It looks like he is, yes.5:39:10 AARTCC OK. Standby.The use of the term "flight of two" indicated that, on the radarscreen, JAL1628 had a companion. Moreover, it appeared to theROCC that the companion was "following," that is, it was behind theplane.Soon after the ROCC confirmed a "flight of two," the AARTCCcontroller who was conversing with the plane at 5:39:04 reported:5:39:10 AARTCC JAL1628 heavy, roger, at your discretionproceed direct [to] Talkeetna J125, Anchorage.[J125 is a flight route.]5:39:15 JAL1628 [unintelligible]5:39:23 AARTCC JAL1628 heavy, roger, sir. The militaryradar advises thay do have a primary target in trailof you at this time.5:30:32 JAL1628 Ah, say again? JAL1628.5:39:35 AARTCC JAL1628 heavy. Military radar advisesthey are picking up intermittent primary targetbehind 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-INTERNATIONAL UFO REPORTER MARCH/APRIL 19S7 13

trotler was occurring, another AARTCC controller was continuing toconverse with the ROCC.5:39:24 AARTCC OK. Do you want to, do you have anybodyyou can scramble up there or do you want to do5:39:30 ROCC I'll tell you what. We're gonna talkto the liaison officer about that.5:39:33 AARTCC OK. Uh, it's starting to concern JapanAirline [unintelligible] 1628, a 747. He's making a360 now and it's still following... < 4>6 >5:39:46 ROCC Where is this search return at, rightbehind him or where?5:39:50 AARTCC Say again?5:39:51 ROCC Ah, I'm gonna talk to my other radar manhere has gotta, he's got some other equipmentwatching this aircraft.5:39:54 AARTCC OK.5:39:55 ROCC OK. We're going to call the militarydesk on this.At this point the conversation with the ROCC ended and theplane was contacted again.5:40:10 AARTCC JAL1628, Anchorage request.5:40:12 JAL1628 Go ahead.5:40:17 JAL1628 Negative. Negative.Capt. Terauchi's immediate reaction to the offer of militaryassistance was to decline it. In his testimony he recalled the eventand explained his reaction:" MAL1628, this is Anchorage Center.Would you like to request scramble for confirmation?' [underlining inthe original text] The Anchorage Center, this is JAL1628. We wouldnot request scramble.' We turned down the offer quickly. I knewthat in the past there was a U.S. military Tighter called the Mustangthat had flown up high for a confirmation and a tragedy had happenedto it. Even the F-15 with the newest technology had noguarantee of safety against the creature with an unknown degree ofscientific technology."Despite the immediate negative reply the AARTCC waspersistent:5:40:26 AARTCC JAL1628 heavy, sir, we do have militaryah, at Eielson 40 miles away. I can put them upand let them check the traffic for you.5:40.34 JAL1628 Roger.5:40:35 AARTCC JAL162S9, roger. Would you like us todo that?At this point a military aircraft referred to as TOTEM, whichwas not a fighter aircraft but was already in the air, offered to checkout the traffic. The transmission was somewhat garbled, however,and the AARTCC controller thought he was hearing JAL1623.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.5:40:13 AARTCC Roger, sir. Would you like our militaryto scramble on the traffic?"This is a silhouette of theship we could see because ofI the lights around Fairbanks." |1'"This is the samesize as an aircraft[carrier.""1.5 to 2times largerin size.""Pale whitelight."Jumbo JetFigure 8: Copt Teroacta's drawing a month and a haif after sighting, of "gigantic spaceship"14 INTERNATIONAL UFO HEPOKTER MARCH/APRIL 1987

5:40:48 AARTCC JAL1628, you were broken. Say again.5:40:55 JAL1628 Ah, say again? JAL1623.5:40:59 AARTCC JAL1628. Your transmission was broken,sir. We do have military aircraft in your vicinitythat we can, ah, check on the, ah, traffic with you.5:41:07 JAL1628 Ah, [unintelligible] 162S. No radar trafficabove.It was now one minute since the AARTCC had directed theplane to fly directly to Talkeetna. At that time, 5:39:10, the plane wasabout 1/3 of the way around the circle (See Figure 7.) Finally at5:42:04 the plane responded. By this time the circle had been 3/4completed.5:44:07 AARTCC JAL1628, sir, do you still have the5:4204 JAL1628 Anchorage Center, Japan Air 1623. Confirm traffic?direct to Talkeetna three one zero.5:44:12 JAL1628 Ah, say again please.5:42:09 AARTCC JAL1628 heavy. Affirmative. Direct toTalkeetna and descend at pilot's discretion.Maintain flight level two five zero.running around. We have got to arrive at Anchorage." At this pointin his testimony the captain recalled the direction to proceed directlyto Talkeetna. But he incorrectly remembered that the plane hadinitiated the request (the AARTCC initiated the request; see above).He continued, "We checked behind us again. The ship was in formationand ascending with us. We wondered and feared as to theirpurpose." The word ascending should have been descending (theplane never ascended during the sighting) and furthermore, it is in thewrong temporal location in the testimony because the descentoccurred before, not after, the turn.His testimony continues at this point with his recollection of thequery about a scramble of a military aircraft. But according to thetranscript, the discussion of a scramble came before the planecompleted the turn rather than, as the captain recalled, after the turn.About a minute and a half later the AARTCC decided to findout whether or not the traffic was still with the plane.5:44:13 AARTCC JAL1628 heavy. Do you still have thetraffic?5:42:16 JAL1628 Ah, pilot's discretion. Two Fivezero. JAL1628.While the plane was being directed to Talkeetna the AARTCCand the ROCC continued discussing the radar targets.5:41:51 AARTCC Where's that, ah, are you still paintinga primary, ah, by that JAL flight?5:41:56 ROCC OK. Let me look at my other....5:47:59 AARTCC If so, where's the position of it?5:42:00 ROCC OK. Standby.5:42:24 ROCC It looks like he, ah, offset left and thenpossibly fell bade in-trail. However, I can't seehim now. I can't pick him out.While this conversation was going on, the Capt. Terauchi waslooking to his left and backwards. It was there again.5:42-35 JAL1628 Ah, we have... Anchorage Center, JAL1628.We have in sight same position, over.5:42:42 AARTCC JAL1628, understand. In sight, sameposition.This statement, made while the plane was just coming out of theturn to head southward (see Figure 7), indicates, as describedpreviously, that the "mothership" may have followed behind theplane. The captain remembers the events this way: "The consumptionof fuel during this flight was almost as expected but there wasonly 3,800 pounds left and as such was not enough for extra flying for5:44:17 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. Thespaceship was still following us, not leaving us at all."By this time the plane was completely out of the turn and headedtoward Talkeetna. At about 5:40 a United Airlines passenger jet tookoff from Anchorage and headed north to Fairbanks. Several minuteslater it reported being at 29,000 feet and on a 350 A D A o (magnetic)heading. The AARTCC controller decided to ask the UA pilot if hecould see anything behind the JAL flight. At 5:44:43 he called theUA pilot to say that the JAL flight was in his 11 o'clock position and110 run north "and he has traffic following him, sir. It's unknowntraffic...! want you to see if you see anything with him." The UA pilotsaid he would look when he got closer. The controller asked the JALflight to stay at 31,000 feet and the UA flight to stay at 29,000 feet.He then directed the UA flight to turn some more so that the planeswould pass within five miles of one another.5:46:48 AARTCC JAL1628 heavy. Maintain flight level threeone zero.5:46:54 JAL1628 JAL1628 (unintelligible) maintainthree one zero.5:46:59 AARTCC JAL1628, roger. I'm gonna have a Unitedaircraft get close to you and take a look, ah, tosee if he can identify your traffic.5:47:06 JAL1628 Thank you.Several minutes later the planes were much closer together andclosing on one another rapidly (the separation was decreasing at arate between 15 and 20 nm per minute).INTERNATIONAL UFO REPORTER MARCH/APRIL 1987 15

5:48:16 UNITED United 69. Can you point thetraffic out again please?5:51:02 AARTCC JAL1628 heavy, say again. You're broken.5:51:06 JAL1628 Just ahead of United, ah, [unintelligible]5:48:19 AARTCC United 69, heavy, affirmative.The, ah, Japan Air is in your eleven o'clockposition and five zero [50] miles [away], southbound.5:48:28 UNITED Ah, roger. Thank you.5:48:31 AARTCC JAL1628 heavy, sir. Say the position ofyour traffic.5:48:34 JAL1628 Ah, now, ah, ah, moving to, ah, around10 miles now, ah, ah, position, ah, seven, ah,eight o'clock, 10 miles.5:48:34 AARTCC JAL1628 heavy, roger.As the planes approached each other in the dark sky, the"mothership" apparently dropped back, allowing the JAL plane to getfar ahead. Of course the 10-mile distance was only the pilot's guess.He could not measure the distance because the airplane radar couldnot "see" back that far. The United pilot asked the AARTCC tohave the JAL pilot flash the headlights on his aircraft so he couldlocate the plane. At 5:49:45 the JAL pilot did that. At this time theplanes were about 25 miles apart.Terauchi says: "About the same time [the time his plane headedtoward TaDceetna after the 360*0*0 turn] a United Airline passengeraircraft which left Anchorage to Fairbanks flew into the same air zoneand began communicating with Anchorage Center. We heard themtransmitting that there was an object near JL 1628 and requesting forconfirmation. We heard that the Anchorage center was saying to theUnited Airline aircraft that JL 1628 was at an altitude of 31,000 feet,and therefore, United Airline should maintain 33,000 feet. [Actuallythe transcript shows that UA altitude was 29,000 feet.] It sounded asif Anchorage Center had the United Airlines aircraft fly above thespaceship. We were flying the east side of Mount McKinley. TheUnited Airline's aircraft came close to us. The United Airline aircraftrequested us to flash our landing lights for visual confiration and weboth confirmed our positions visually. The United Airlines aircraftwas coming close to us. We knew that they were watching us. Whenthe United plane came by our side, the spaceship disappearedsuddenly and there was nothing left but the light of moon."When the planes were about 12 miles apart and still approachingone another, the UA plane reported seeing the JAL plane andnothing else. But by this time apparently the "mothership" haddisappeared.5:50:35 UA69 UA69 heavy. We've got the Japan Airlinerinsight. I don't see anybody around him. He's athis seven o'clock position, huh?Because of the report of unusual traffic the crew was inter-5:50:46 AARTCC UA69, that's what he says. JAL1628 heavy,say the position of your traffic now.Considering Terauchi's later recollection that the objectdisappeared when the two planes got close to each other, it is interestingthat the copilot used the word "distinguishing" and followedthis with "I guess 12 o'clock below you." Previously he had used theword "distinguished" when he meant "extinguished" because theobject had disappeared shortly after the 360° turn began (see 5:38:57and 5:39:04 above). Apparently he meant "extinguishing" orextinguished at this time as well. Furthermore, if the object had beenstill visible he would not have said "I guess 12 o'clock below you"because the captain would have been able to see where the object wasrelative to the UA jet. Thus it appears that the object/light had disappearedby this time.It is also interesting to note that the copilot used the words"below you" which suggests that at the time of the flight crewmembers thought the UA plane was above their altitude. This is asthe Captain subsequently remembered it. Perhaps they did not hearthe controller tell the UA plane to maintain 29,000 feet.At 2:5132, after the planes had passed one another, the UAplane reported being able to see the JAL plane silhouetted againstthe sky. The captain could see the contrail as well as the plane butnothing else. The controller responded, "We got just a few primaryhits on the target and then, ah, we really haven't got a good track onhim ever," meaning that the radar never showed a continuous trackof primary-only radar targets associated with the unusual "traffic."After the UA plane had passed the JAL flight at a point about60 nm south of Fairbanks (see Figure 7 at time 5:50:52), theAARTCC requested that TOTEM also fly toward the JAL plane fora look. AARTCC then directed the JAL plane to descend and theplane reported on the "traffic."5:57:70 AARTCC JAL1628 heavy, descend at pilot discretion.Maintain flight level two five zero. (25,000 feet)5:53:13 JAL 1628 JAL1628, ah, pilot's discretion maintainah, two five zero, so, ah, ah, I cannot,I couldn't see, ah UFO, over.5:53:27 AARTCC JAL1628 heavy, understand. You do notsee the traffic any longer,5:53:31 JAL1628 Affirmative.During the next several minutes TOTEM viewed the JAL planebut couldn't see any other traffic. JAL1628 proceeded to Anchorage| and landed at 6:20 PM.The aftermathviewed immediately by FAA official Jack Wright and then by agentsJames Deny and Ronald Mickle. Wright recorded the following5:5052 JAL1628 Ah, now distinguishing, but, an, an,your, I guess, ah, 12 o'clock below you. information:» .....I received a call from Dick Powers concerning a JAL flight which theCapL had stated he was being followed or shadowed. I observed the aircraft16 INTERNATIONAL UFO REPORTER MARCH/APRIL 1987

land at 1820 hours [6:20 P.M.]. No other aircraft was noted. The B747 taxiedinto the international ramp area. I interviewed Capt. Terauchi and the crewof two. The captain stated that this was the first lime anything like this hadhappened to him. He slated that approximately five nm after passing theCanadian/Alaskan border at 35,000 feet something appeared five to seven nmin front of the aircraft. It had lights, four to five in a line [see drawings) andsaid it was bigger than they were [B-747]. At times the object would be to thecaptain's side of the aircraft [left]. Never the other side [right]. He referredto the dark side. After passing the Fairbanks area he requested to fly parallelto course and this was granted. When he turned to the right and flewparallel, the object was gone. [In all cases the weather radar was also used toidentify the object and the five-to-seven nm distance was taken from theradar display - 20 nm range.) They returned to course and the captain said,There it was, as if it was waiting for me." At approximately the Talkeetnaarea the object took off to the east and was gone. A United flight departedfrom Anchorage and was requested to check if they could see anything but itwas gone before United got there. Nothing different with the cargo exceptsome expensive wine. The captain and crew were shook-up but professional.James Deny interviewed the crew at JAL operations. Capt. Terauchi hadasked AARTCC if they were picking up two targets and was told 'just one.'The total time was approximately 55 minutes. A new crew took the flight onto Tokyo. Capt. Terauchi and the crew were to be in Anchorage for daysdays before any additional flights. James Deny requested that the tapes andany other information be saved.('O)The sparse amount of information contained in this initial reportindicates that Wright did not carry out an extensive interview of thepilot and crew. It also indicates that he did not learn exactly whathappened probably because of a combination of factors: (a) hisfailure to ask for a minute-by-minute history of the flight, (b)Terauchi's failure to recall events accurately and in the correct order,and (c) the communication problem (Japanese-to-English translation).The failure to get the complete and exact story during the firstinterview was, unfortunately, repeated in the next interview by SpecialFigure 9: Pilot's sketch of side and top views of a "spaceship." Lights weremoving to left and right as indicated by arrows.Special Agent Ronald Mickle recorded the second interview asfollows:* 14 'As per telephonic request from [Wright], the following are the eventswhich took place on November 17, 1986 and were taken from my personalnotes during the interview. [I went to the) Japan Airlines station office asinstructed by the Manager (Deny). Myself [sic] and Jim Derry interviewedthe crew of JAL Flight 1628, which reported the sighting of unidentified airtraffic. The flight crew consisted of [Terauchi, Tamefuji, and TsukudaJ.„ . -v n . . . T> ,j»*-,, j i . Captain Terauchi stated the cargo only flight had departed Reykjavik.Agent James Derry. Both he and Ronald MickJe made notes. Agent . ; . r „, . T .. , . * . ,:f .". ., . v i .u J -r * •* *Deny recorded the second interview as follows:* 14 ^ Iceland. Captain Terauchi stated he first sited [visually] the unidentified air*traffic [UAT) in the vicinity of POTAT intersection and the ADIZ. The"On November 171 responded to a call from the ROC reference an aircraft he was piloting [B747] was at flight level 390, airspeed 0.84 Mach.incident involving unidentified air traffic (UAT) following JAL flight 1628 Captain Terauchi indicated that the UAT was in front of bis aircraft at ainto Anchorage. 1 asked Agent Mickle to meet me at Anchorage Airport. distance of aproximately seven to eight nautical miles for approximately 12Upon arriving at the ANCI met Agent Mickle and Inspector Wright who had minutes. The captain stated the distance was indicated by the onboardbeen at the aircraft. All three of us then proceeded to JAL operations to Bend tx color radar. Captain Terauchi stated that while he had a visual on theinterview the crew.UAT he spotted yellow, amber and green lights and a rotating beacon but noAt JAL operations we met with (the crew] and Mr. Shimbashi, JAL red lights. The captain said there were two distinct sets of lights, butoperations manager at Anchorage. The three crewmen slated that just after appeared to be joined together [as fixed to one object]. Captain Terauchipassing POTAT intersection inbound to Anchorage on JS29 they observed ascertained through visual sighting and radar that the UAT was equal in sizestrange lights ahead of their B747. These lights changed position after two to a B747, possibly larger.minutes but remained in front of the aircraft for another 10 minutes, thenCaptain Terauchi stated that during the visual sighting the lights of themoved to the left side of the aircraft. They stated that all they could see were UAT changed from a horizontal position to a vertical position and had positioneditself in front of the B747 to the port side. The UAT stayed on thethe lights and at no lime could they see the craft. However, they did show anobject on their WX radar at about seven miles. The lights were yellow, port side for approximately 35 minutes. Captain Terauchi uid he wasamber and green, but no red. The lights were in two separate sets which communicating with AARTCC personnel during the bighnng The captainchanged position relative to one another. The crew said that they contacted stated he requested and received permission to perform a 360 degree turnAARTCC (and the AARTCC) confirmed that they also had it on radar. while in the vicinity of Fairbanks which he had a visual on Capiam TerauchiNear Fairbanks the crew executed a 360° turn and the lights stayed with stated the UAT maintained its position on the port side during the turn.them off of their left side. They then proceeded to Anchorage and the lights Captain Terauchi stated that visual sight of the UAT was completely lostwere still visible until around 40 miles north of Talkeetna when they moved approximately 40 nm north of Talkeetna, while continuing to Anchorage.away to the east. The crew reported their speed as 0.84 Mach and their [The captain] staled that there was static during VHP communications withaltitude between FL390 and 310 as assigned along the course. The only the AARTCC, that there was erratic movement with lights of the UATproblem with their systems was some static in the VHP receiver. Theduring the visual contact, that navigation was being performed by coupling ofnavigations system in use was INS with no apparent problems. Uponthe onboard INS's, and that the AARTCC had indicated to him the presencecompletion of my discussion with the crew I called Capt. Stevens, Duty of a primary target in addition to his aircraft. Through a confidential sourceOfficer to NO RAD, and asked if he bad any questions other than what I had at JAL it was stated to me that this is not the first sighting of an unidentifiedasked. He said he had no other questions, but they also showed two targets aircraft by Captain Terauchi/ 10 )on radar (one was JAL). He slated that they would give all data to Intelligencein the morning. I then asked Bobby Lamltin by phone if the Air ForceA comparison of the above versions of the interviews shows thatwas holding the data and he said yes/ 10 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 divergentopinions on what the captain told them. Part of this problem mayhave been, literally, in the translation (from Japanese to English), butpart of the problem also is that different people react to and rememberdifferent elements of a story.It is unfortunate that the interviewers did not think to taperecordthe conversations for later analysis but instead simply reliedupon their recollections and their brief notes on what was said.Nevertheless, the basic core of the story is clearly expressed in theseearly interviews and thus they support the captain's subsequent moredetailed testimony, written about a month and a half later. Particularlysupportive of the Captain's later testimony were the drawingsmade during the interview with Deny and Mickle (Figures 2,3,5,6).They show how the lights appeared at various times and how thetarget appeared on the radar scope. These sketches, made only hoursafter the event, agree generally with the drawings that the captainmade a month and a half later to illustrate the to illustrate histestimonial report (see Figures 4,8-11). These latter drawings werepublicized in the news media. Figure 12 is Terauchi's map of theflight path and locations of certain events.The air traffic controller who was responsible for guiding theJAL flight recorded his recollections the next day, evidently withoutfirst listening to the tape of AARTCC tape recording of the events:* 13 'During the period of 2030 UTC [universal time coordinated], November17,1986, to 0430 UTS, November 18,19861 was on duty in the AnchorageARTCC I was working the D15 position from 0156 UTC to 0230 UTC,November 18,1986. [This corresponds to 4:56 to 5:30 P.M. Alaska StandardTime, November 17,1986]. At approximately 022SZ [5:25 P.M.] whilemonitoring JL1628 on Sector 15 radar the aircraft requested traffic information.I advised no traffic in his vicinity. The aircraft advised he had traffic 12o'clock same altitude. I asked JL1628 if he would like higher/lower altitudeand the pilot replied negative. I checked with ROCC to see if they hadmilitary traffic in the area and to see if they had primary targets in the area.ROCC did have [a] primary target in the same position JL1628 reported.Several limes I had primary returns where JL1628 reported the traffic.JL1628 later requested a him to heading 210°. I approved JL1628 to makedeviations as necessary for traffic Hie traffic stayed with JL1628 throughturns and decent [sic].In the vicinity of Fairbanks I requested JL1628 to make a right 360°turn to see if he could identify the aircraft. He lost contact momentarily atwhich time I observed a primary target in the six o'clock position, five miles.I then vectored UA69 northbound to Fairbanks from Anchorage with hisapproval to see if he could identify the aircraft. He had contact with theJL1628 flight but reported no other traffic. By this time JL1628 had lostcontact with the traffic. Also a military C-130 southbound to Elmcndorf AFBfrom Eielson AFB advised he had plenty of fuel and would take a look. Ivectored him toward the flight and climbed him to Flight Level 240 [24,000feet]. He also had no contact.I requested JL1628 to identify the type or markings of the aircraft Hecould not identify but reported white and yellow strobes. I requested theJL1628 to say flight conditions. He reported clear and no clouds. The phrase"single primary returns" [used above] is in reference to [a] target other thanJAL and "the traffic" is in reference to the unidentified object/ 10 )Although the Anchorage FAA alerted the the FAA SecurityOffice in Washington, D.C., no further action regarding the reportedtraffic was taken. This is unfortunate since a careful debriefing at thetime of the event possibly could have uncovered details which hadbeen forgotten by the time the crew was interviewed in January 1987.The FAA investigatesJLt is quite likely that the JAL sightings would never have beeninvestigated if it hadn't been for the interest by the Americannewsmedia afterword leaked out of Japan about the sighting. Thefirst public mention of the sighting was in the Kyoda Press in Japanon December 29. The news story was based on information from thecrew as well as the FAA in Anchorage.According to Public Information Officer Paul Steucke (in aninterview with Walter Andrus of MUFON), "The first thing I got wasa phone call from Kyoda News Service out of Japan. That was theday before Christmas, December 24. They sent a correspondent overand the correspondent said to me - you know that we've got someinformation on 'such and such.' Is it true? I said, well, yeah, andhere's what we've got. On the 29th after the Christmas holidays thatstory must have been printed somewhere in Japan because UnitedPress International picked it up. Japan picked it up. Then the UnitedPress reporter over here asked me the same question and I told himthe same thing."UPI reporter Jeff Berliner broke the story in the United Stateson December 29. Numerous newspapers reprinted the story and theFAA headquarters in Washington, D.C., learned about it from thepress reports including the January 1 report in the Washington Post.When FAA headquarters called Anchorage for the full story, itlearned that the radar data tape had been saved (which was unusualsince usually the radar tapes are reused within 30 days after a use).[On January 1 the FAA re-opened its inquiry. Capt. Terauchi wasinterviewed on January 2 (1), at which time he supplied his writtentestimony (2). On January 4 the national press reported that theFAA had re-opened the inquiry and numerous news stories followed.The FAA released portions of the information as it becameavailable through Mr. Steucke. Unfortunately the FAA did not havea complete and accurate story to report and consequently the earlynews stories contained errors. The most amusing of these was in thereported time of the sightings. For some reason someone had handwrittena note on the master copy of the first FAA release, which wasa summary of the AARTCC tape recording. The note indicated thatthe events had begun at 6:19 P.M., even though the summary itselfclearly said 0219 UTC which translates to 5:19 P-M. Alaska standardtime. This time error was perpetuated in news reports even thoughthe captain recalled the correct time and stated it during an interviewwith Larry King on January 2,While the press was having fun with the story, the FAA continuedwith its inquiry. The copilot was interviewed on January 5 ro andthe flight engineer on January 15< 10 >. A complete transcript of theAARTCC tape recording, although with some time errors, wascompleted on January 9 and the radar data tape recording was sent toa special FAA facility for analysis. The FAA announced that it wouldrelease the material it had collected after it completed the inquiry.January went by and then February with still no word from theFAA. But then, on March 5, the FAA announced the results of theinquiry. According to the press release the FAA "was unable toconfirm the event." 14 The event was unconfirmed because "a secondradar target near the JAL flight at the time of the reported sightingU INTERNATIONAL UFO REPORTER MARCH/APRIL 1987

was not another aircraft but rather a split radar return from the JAL publicized versions of the sighting were actually quite accurate inBoeing 747." In other words, the FAA could not confirm the event their descriptions of the lights, although they were far from complete,on radar because the "traffic" or "primary return" reported by the and the descriptions certainly rule out Jupiter and Mars as explanationsfor the reported lights,controller at the time was merely an artifact of the radar set. Or sothe FAA said. The press release did not mention that the "splitFor example, because the analyst did not have the informationreturn effect" was contradicted by the fact that the extra echo did not package he did not know that the widely publicized drawings of thecome back with every sweep of the radar and by a statement by an air arrays of lights were more detailed versions of the sketches made bytraffic controller who said that they don't usually get a split image in the captain only hours after event. Nor did he know that the otherthe area that the JAL jet flew. The press release offered no explanationfor the sighting, nor did it dispute the crew's claim that some-of seeing a multiplicity of lights appear in front of the plane and pacecrew members, in separate interviews, supported the captain's reportthing unusual was seen.the aircraft for ten minutes or more. Nor did he know that the arraysThe March FAA release made a smaller splash in the press than of lights rearranged themselves from one above the other to side byhad the original January release of information. This may have been side, a reorientation that Jupiter and Mars would have found difficultbecause the media misinterpreted the FAA statement. For example, to do.NBC News incorrectly reported that 'Terauchi'E crewmates were not Without the information package it was impossible to reconstructfrom radar data the flight path of the aircraft. Without thesure that they had seen a UFO" and that the FAA "concluded athree-month investigation saying there is nothing to substantiate the flight path it was impossible to determine the exact heading of thepilot's story." The NBC story failed to mention that the copilot and aircraft, and therefore the directions that the pilot and crew wereflight engineer had independently confirmed the pilot's report of looking at various times, since they gave sighting directions withseeing numerous lights appear in front and to the left of the aircraft respect to the heading of the aircraft. Therefore the analyst mightand that the airplane radar had picked up a large target in the same not have realized that just before the end of the sighting, whendirection as the unknown lights.Jupiter was ahead of the plane and to the left (about at the 10 o'clockposition), the UFO "mothership" was behind and to the left (at theThe debunking that failedseven-to-eight o'clock position).Although the CSICOP release discussed and rejected the FAAand Air Force radar detections, curiously it did not mention theT JL he FAA wisely decided not to try to explain what the air widely publicized claim by the pilot that the airplane radar did detect. 4 „ , ,.. . . , ... .... an object at at about seven to eight miles distance in the direction ofcrew reported. A small group of would-be debunkers did not exhibit . .A-.,-* „. . . . . .. , . . ., u u j, / J f, . , . the UFO. Perhaps the analyst rejected this claim, but if he hadsuch wisdom, however. Not content to wait for the complete release . t .. ..?**•* • i ». UL . JL... . , M , _ . ,«..!-, . waited for the FAA information package, he would have learned thatof information on January 22 the Committee for Scientific Investiga- B .,...,. ... ... j -e • t ». n , /AnalysisNatu rally the question arises as to what the JAL crew actuallysaw. Were the arrays of lights exhaust ports on two "spaceships,"figment of their imaginations or misinterpreted stars? Did thecaptain really see a "gigantic spaceship" or something else behind hisplane? These questions cannot be definitively answered, but it ispossible to rule out some conventional phenomena.To analyze the sighting it is best to divide it into four parts whichfollow the changing nature of the "unusual lights." First, the captainsaw lights below and to his left just after the left turn when the planewas still northeast of Fort Yukon. According to the captain, the onlything that made these lights seem unusual is that they appeared to bepacing his aircraft. Nevertheless, he decided that they were twoINTERNATIONAL UFO REPORTER MARCH/APRIL 1987 19

Figure 10: tnitJai view of*two spaceships* to the left front ofairtiner\Figure II: Artists'reconstruction of captain's sketch of how object appeared on aircraft radar20 INTERNATIONAL UFO REPORTER MARCH/APRIL 19S7

military aircraft on some mission. One might be tempted to accept behind the jet were intriguing, the failure of the radar to show athe captain's initial identification of these lights as military aircraft if continuous trade of some unknown primary target makes the radarit weren't for the fact that only about IS minutes later the ROCC told confirmation ambiguous at best. Therefore it seems that, at the verythe AARTCC that there were no military aircraft in the area around least, the last portion of the sighting is not so convincing as the earlierthe JAL flight.portions.Then, according to the captain, the lights which were initially Even if one arbitrarily ignores that latter part of the "Fantasticbelow and to the feft moved rapidly to a location nearly in the front Flight of JAL1628" one is still left with an intriguing sighting of theof, and quite close to, the jet where the whole crew could see them. two "ships" which paced the aircraft. It seems, then, that theIf he is correct that the lights moved abruptly in front of his aircraft, JAL1628 was accompanied during part of its flight by at least twothen, of course, military aircraft are ruled out.TRUFOS (True UFOs).The multiple-witness sighting of the arrays of lights seemsinexplicable. The sighting cannot have been a hallucination by the Postscriptwhole crew. The lights could not have been stars or planets. Thesestars and planets were visible before the "ships" appeared in front ofthe plane and were still visible after the "ships" had moved away.There is no natural phenomenon that can account for the rectangularOn January 11,1987, Capt. Terauchi had another sightingarrangement of lights in horizontal rows, for the occasional sparking,for the vertical rectangular dark space between the rows, for theover Alaska. Unlike the November 17 sighting, he passed over thesereorientation of the pairs of arrays from one above the other to one"irregular pulsating lights." He reported his sighting to the AARTCC.beside the other, for the heat which the captain felt on his face, andWhen he was interviewed after landing in Anchorage he said that heso on. The action of ground lights or moonlight on clouds wouldthought he saw village lights that had been obscured by ice crystals increate rather blobby dim light shapes that would be generally whitishthe atmosphere. The FAA "agrees with the Captain that the phenomenawas most likely caused by ice crystals." 041in color, not distinct point-like lights that resemble the exhaust portsof a rocket. The only conventional light sources available to accountOn January 29, an Alaska Air Lines jet flying from Nome tofor this part of the sighting are stars, planets, the moon and distantAnchorage reported to the AARTCC "the sighting of unidentified aircity lights on the ground. It seems inconceivable that these sources,traffic on their onboard weather radar system." The crew reported,separately or together, could explain the arrays of lights reported byupon landing, that it had picked up a very rapidly moving radar echothe crew.which indicated that some object was moving at about five miles perThe third part of the sighting occurred after the "ships" hadsecond, which corresponds to 18,000 mph. It crossed in front of them.departed and the captain and crew could see only two dim pale whiteThere was no visual sighting in this case in spite of the clear flyinglights at the left at the same time that they picked up an echo on the weather at 35,000 feet. The radar detection has not been explained/16 *airplane radar. Although it is remotely possible that the radar couldhave had a temporary (self-repairing) failure which "created" anecho, it seems much more likely that there was some object out there.The captain claimed that the radar tilt control was set to horizontal Bibliography and footnotesThis would imply that the radar target, at a distance of seven or eightmiles, was at a considerable altitude above the ground. Even if theradar tilt were not exactly horizontal but were tilted down somewhat, . . ... . no _ .Interview of Capt. Kenju Terauchi, January 2, 1987. During thethe detection woud imply that the object was at a large distance . . ._. „ r/ . I- - . ^ • i f interview Capt. Terauchi reported two previous UFO sightings,above the ground. For example, an object J at a depression v angle of f_ _ ? t r « , v k- »^ .. *, ' . offint .1 .u ^ .k Aboutfiveyears before the present sighting he saw a "mothership"10° and eight nm distant would be about 8600 feet lower than thei . i.-. A r.iu. •'hcnmr..! «.». .t « rf. . . _ , . . „, . • • k * «r u.-. «plane, or at an altitude of about 26,000 feet. Even at a depression M «c« n « shortly. /.after.taking off from Taipai, south of Formosa, but it was "soJ * __ .r , ... . . . . .•.• •. L which surely wouldIJLhavekbeen noticeable.• 1.1 .toJLthe~.captain,. • weird I ignored*it. Then he saw,'from his home dunng*the daytime,, IUMIM.IV17 . ., . . _.. * ^.nnnnr . u A -TV -. that continued for about ten minutes. This was, however,the altitude woud have been about 17,000 feel above ground. Thus it . "1 . . . , .. .,. . v. »_ .w .u J^. .. . . .. . • . .. , . . thefirstsighting of unidentified phenomena by the other two crewappears that the radar did detect something beside the plane about ^k^. 8^^ m the £ m Januaiyl 9 87 Capt. Terauchieight nm away and high above the ground.sighting which he reported and then explained. (FederalThe iiH.iwHiiiip«»i>ua fourth part is basically a single-witness sighting after the moth- . . . 4J . . . ,., ... f. T MM u V -ft. -a. -B Aviation Administration file on the JAL «^o 1628 sighting.) • Jl- \ership" lights drifted so far back to the left that the other crew ... ... v . _ ^ •*;.*_v .. , . _.. . . , t. .. . .. (2) Wntten testimony of Capt. Kenju Terauchi as received by themembers couldn't see them. This part includes the discovery by the :,' ' r J . .. . .. . . „ .. „ r Tf.t . , . i • .k *.k- FAA on January 2, 1987. A comparison of the transcript of thecaptain F of a (noantic spaceship and the subsequent claim that this . . r L • «- „/«•..._,*••...,.., 7 , Jt ^^«, JL j- conversations with the air traffic controller (ref. 4 below) withspaceship followed the plane around the 360° turn and then disappearedas the plane flew south before the UA jet got close enough tosee it. Of course, if the captain's drawing of the object or phenomenonis correct, then there is no conventional explanation. But in viewUFO BOOKS for sate.Send SASE for .list to:of the difficulty of seeing this thing and in view of the fact that theTom Bensoncaptain had already been been confronted by two "spaceships" almostP.O. Box 1174in front of his jet, it seems at least plausible that he may haveTrenton, NJ 08606-1174misinterpreted oddly lighted clouds which the crew had reported tobe below the aircraft. Although the several ground radar returnsINTERNATIONAL UFO REPORTER MARCH/APRIL 1087 21

Terauchi's testimony shows that, a month and a half after the sighting,he recalled the individual events quite, but not perfectly, accuratelyand that he confused the order of some of the events. The order ofthe events as presented in Terauchi's testimony has been modifiedsomewhat in this presentation to make them agree with the orderfound on the air traffic control tape. (Terauchi's testimony is takenfrom the English translation of the Japanese original as found in theFAA file on the JAL 1628 sightings.)(3) Flight path as reconstructed from the radar data packagesupplied by the FAA (FAA file on the JAL 1628 sighting).(4) Information obtained from the tape recording of the communicationsbetween the airplane and the Air Route Traffic Control Center(ARTCC) (FAA file on the JAL 1628 sighting).(5) Writing somewhat more than a month after the event, the pilotrecalled' 2 ) that the plane first communicated with Anchorage at 5:05P.M. He correctly recalled that the plane was asked to fly directly toTalkeetna and then take air route J-125 to Anchorage.(6) The order of events as presented here follows the order in theAARTCC transcript (ref. 11). The order of presentation in thecaptain's written testimony is somewhat different. It appears that heaccurately recalled most of the events which make up the totalsighting, but he did not always present them in the proper order. Hispresentation seems to jump forward and back in time occasionally.The order of events as presented here seems, to this author at least,to be the most consistent with the testimony of the copilot and theflight engineer and with the AARTCC transcript. It should be notedthat the lights were first seen by the captain in a location to the leftand below the plane where neither the copilot nor flight engineerwould be likely to look. Whether or not the captain mentioned themat that time is not known. But all three witnesses recalled seeing thelights remaining in front and somewhat to the left of the aircraft for anumber of minutes and then seeing the lights return to the left side asfar back as the nine o'clock position. After the lights dropped backfarther than that, only the pilot was easily able to see them because ofhis position on the left side of the plane. Thus the sighting wasbasically a single witness sighting at the beginning and the end and amultiple witness sighting in the middle.(7) Notes made by Special Agents Jack Wright, James Deny andRonald Mickle after the crew was interviewed just after the planelanded at Anchorage on November 17 (FAA Tile on the JAL 1628sighting).(8) Interview of Capt. Kenju Terauchi by Dr. Richard Haines(private communication).(9) Information found in the January 5,1987, interview of CopilotTakanori Tamefuji. The difficulty in communicating through aninterpreter is evident in the transcript of this interview. At one pointthe interviewer asked Tamefuji, referring to the arrays of lights aheadand to the left, "And you could distinguish these lights [sic] as beingdifferent from the star....?" Tamefuji's response is transcribed as"NNNooo ," which some might interpret as meaning that Tamefujicouldn't distinguish the lights from stars. But the interviewerimmediately continued "....from the stars?" to which Tamefuji replied,"Different is fine." Subsequently Tamefuji made it quite clear thatthe lights were very different from stars (FAA file on the JAL 1628sighting.)(10) Information found in the January 15,1987, interview of theflight engineer, Yoshio Tsukuba (FAA file on the JAL 1628 sighting).(11) Transcript of the conversations between the airplane and the310 . \ l-'H-l*T"B*-I- JFigure 12: Copt. Terauchi's event map22 INTERNATIONAL UFO REPORTER MARCH/APRIL 19S7

AARTCC and between the AARTCC and the Air Force RegionalOperations Command Center (ROCC) (FAA file on the JAL 1628sighting).(12) Interview with Capt. Terauchi published in People magazine,Januaiy 26,1987.(13) Personal statement by Carl Henley of the AARTCC, released bythe FAA office oji December 29,1986.(14) "FAA Releases Documents on Reported UFO Sighting LastNovember" by Paul Steucke, Office of Public Affairs, AlaskanRegion, Federal Aviation Administration, U.S. Department ofTransport (March 5,1987).(15) "UFO Mystery Solved," a press release by the Committee forScientific Investigation of the Paranormal (CS1COP), January 22,1987 (Buffalo, New York).(16) This investigation of the JAL sighting was supported by theFund for UFO Research.(17) Klass no longer believes that Jupiter and Mars can explain thearrays of lights that appeared in front of the jet. According to a letterwritten by Klass, "A revised press release was issued at CSICOP'sconference in Pasedena in late April, which indicates that I nowbelieve the 'jet/rocket-engine' type UFO miinlly reported byTerauchi was a reflection of the full moon, almost directly behind theJAL and at an elevation of about 12 degrees bouncing off the spotclouds that he reported to be ahead and at or just below his ownaltitude (see transcript at 0222:16)." If Klass had read farther in thetranscript, he would have found that Tamefuji actually reported, at0223:05 or 5:23:05 P.M., that the clouds were below the altitude of theplane. There was some confusion at this point in the transcriptbecause of interference with the transmission of signals. See the textfor a more complete description.(c) B. Maccabee, 1987We're Going to Ruin the Ending:The Split-Radar Returns Did ItBy KEN WELLSin the vicinity of the JAL jet were actuallyStaff ncpnricrnfTiin WAI.I.STKKKT JIIUMNAI. "split-radar retUHlS"—ShadOWS Of thePublishers who sell paperback myster- plane's primary echo,ies for $2.98 may be envious of the Federal The conclusion was bolstered, says Mr.Aviation Administration's regional office in Steucke. by a report of a United AirlinesAnchorage. Alaska. The office is offering a pilot who, at the request of Anchoragepricey mystery that's drawing a lot of at- flight controllers, flew near the path of thetention-a $194.30 unbound collection of re- JAL jet at the time of the mysterious raponsdealing with the celebrated sighting dar readings. He saw no other aircraft,of a UFO by a Japan Air Lines pilot over The FAA normally doesn't get into eitheArctic Ocean last Nov. 17.ther the UFO or the publishing business."We've sold 50 complete packages so But it investigated this incident because anfar." and received about 300 orders tor aircraft might have ventured unreportedportions, says Paul Steucke, an FAA into the airspace of the JAL cargo carrier,spokesman in Anchorage.which was en route from Iceland to An-Glossy Color Photoschorage, Mr. Steucke says.In consideration of UFO-watchers A Pilot's Viewwhose resources aren't astronomical, the And though the agency routinely makesagency will sell separately any of the 20 certain reports available, it Has been as asitems in the collection. These include a $50 mystified by the demand for its costly doccassetterecording of the conversation be- uments as some people are by the sightingtween flight controllers and the JAL crew itself. But the graphic testimony of Kenjuduring the 50-minuie encounter, and a $56 Terauchi. the JAL pilot who reported theset of glossy color photos of radar read- sighting, probably hasn't hurt sales,outs. The prices are based on the cost of He told the FAA immediately after thereproducing the materials.incident that he had been followed by twoOrders continue to roll In despite the strands of lights, pulsating with amberFAA's conclusion-in a separate report glows, and a huge craft that appeared tothat costs nothing-thai it couldn't substan- be a "mother ship." He later said the largetiate the sighting. Its technical experts in UFO was the "size of two battleships" andAtlantic City, N.J., said blips on a. radar appeared to be made by "a very high techscreenthat appeared to confirm an object nology and intelligence."Wall Street Journal. March 12,1987INTERNATIONAL UFO REPORTER MARCH/APRIL 1987 23

ALASKAN AIR COMMAND—PART 7Isolated Alaskan Radar ProvidesMissile Warning, Space Track DataCRAIG COVAULT/CLEAR AIR FORCE STATION. ALASKA'"Phe isolated U. S. Air Force ballistic1 missile early warning system site hereis providing a manned attack warning capabilityto back up missile warning spacecraft,and daily satellite tracking data toUSAF Space Command.The Clear AFS BMEWS site is underthe direct control of the North AmericanAerospace Defense Command and theUSAF Space Command, and is supportedby the Alaskan Air Command.The 11,000-acre Clear site is located onthe northwestern flank of the AlaskaRange, about 80 mi. southwest of Fairbanks.Considered an isolated duty station,it is operated by 450 personnel.The radar site is one of only a few facilitiesin the world where USAF and CanadianForces controllers sit and actuallywatch radar screens to assess any potentialballistic missile attack against NorthAmerica.The Clear radar data would help validatemissile attack data from other, moreautomated sources,, such as the USAF DefenseSupport Program's infrared missilewarning satellites in geosynchronous orbit."The public wants a man in the loopfor confidence in warning against attack,instead of just having a computer saysomething is happening," Lt. Col. JamesC. Phillips, outgoing commander of the13th Missile Warning Sqdn. here, said."Clear provides that manned backup."Lt. Col. Timothy McMahon is takingover command of the site.While dear's three 106.ft.-taU. 400-ft.-wide antennas search for Soviet and Chineseballistic missiles, the most immediatethreat to the BMEWS facility here comesfrom reduced U. S. defense budgets andthe sites' aging equipment. The FederalElectric Services, Inc. (FSI) Div. of ITT,which manages the Clear site, recentlywon a new three-year contract for managementof the facility. A key element ofthe FSI proposal was implementation of anew manpower plan to reduce costs by $3million per yearThe cost-savings plan was importantnot only for FSI's contract win overRaytheon, but also in helping to keep thesite open as a cost-effective operation, accordingto Alan G. Dion, FSI site manager.Several USAF officers said the Clearsite is an important element in U. S. strategicdeterrence, even though it is 25years old.Its radars throw beams deep into theUSSR. This extra element in warning capabilitydirectly deters an attack, officershere said.The facility went into operation inabout 1962, along with similar BMEWSsites at Thule, Greenland, and Fylingdales,England. The Thule site was upgradedto a phased array radar severalyears ago, and the Fylingdales site isabout to be upgraded.Depending upon future defense budgetand operational decisions involving armstreaties between the U. S. and SovietUnion, the Clear site could be given aphased array upgrade in about four years.The site functions like a small town,with its own coal-fired electrical powerplant and numerous recreational facilities.The manning is divided among 125 uniformedAir Force personnel, 75 civil servicepersonnel and 250 contractorpersonnel. Of these, about 80 mission-criticalpersonnel are on duty 24 hr. a dayand directly involved in ballistic missilewarning and space track observations.Clear's radars send a 2,500-3,000-mi.-long radar fence into the Soviet Unionand toward China.During a missile attack, tracking datafrom the site would show the latitude andlongitude from which a missile waslaunched, and also predict the U. S. impactpoint within about 2 mi. This attackassessment data would be important indetermining a U. S. military response.In addition to missile warning and attackassessment, the site provides extensivespace track data to USAF SpaceCommand. USAF personnel here fall undermanagement of the 1st Space Wing,Two of thru 108-fL-tall, 400-ft.-wida ballistic missile tarty warning radars sit near the large, round dome housing an 84-M tracking radar at ClaarAFS, Alaska. Tha radars scan 120 deg. of azimuth to datact Soviet and Chinese ballistic missiles The tracking radar also provides space (rack data.AVIATION WEEK & SPACE TECHNOLOGY/August 1. 1988 65

ALASKAN AIR COMMAND—PART 7Canadian controller who had the primaryresponsibility of verifying the accuracy ofany missile warning data that might appear.The controllers must adjust their radarsto prevent interference from theMoon and Earth's aurora, according toCapt. Scott Shepherd, chief of standardization/evaluationhere.Display boards on the walls showedsystem status and data on simulated incomingmissiles.DAILY EXERCISESThe crews normally run three exercises aday to maintain their proficiency, and inan exercise observed by this editor, theteam handled multiple system failuresand a missile raid against the U. S.The exercise opened with the malfunctionof a full transmitter building feedingthe Sector- 1 radar watching China and'Sector-2, covering the central USSR. Thecombat crew worked with contractor personnelto switch to another transmitterbuilding that would feed both the Sector-2 and Sector-3 fans covering the USSR.They also had a 2-min. time limit inwhich to simulate configuring the 84- ft.dish antenna as a backup to watch theChinese sector. The move was accomplishedwithin 1 min.The Sector-3 radar then registered ascanner problem that killed its monitoringcapability. Since monitoring the USSR isa higher priority than monitoring China,the crew simulated commanding the dishantenna from its role of backup monitoringof China to backing up Sector-3 monitoringof the Soviet Union.The crew commander also simulatedcalling the NORAD missile warning centerto tell it thai a malfunction had occurredand what was being done about it.The crew simulated the clearing of interferenceoff their screens. Snowmobilesrunning in the area around the site willsometimes cause such interference, forcingsecurity police to ask the drivers ofthose vehicles to leave.After the malfunction training wascomplete, the team simulated a missile attack.A large group of radar targets beganmoving through the lower beams on fanscovering all three regions."Mass targets in No. 3 lower," the Sector-3controller, Senior Airman TenaBuffington called out. Within 5 sec., thetargets had disappeared.A few seconds later the same targetsappeared again in the upper beams of thefans and more targets appeared in theSector-2 lower fan. This indicated a multipleICBM raid from both China and theSoviet Union was under way, and the missileswere climbing out of the lower beaminto the upper beam in a trajectory towardthe U. S.At about 45 sec. into the run, the displayboards showed six unknown objects,and at about 1 min. into the run the firstlaunch and impact point locations beganto be printed out in the room.The crew commander began talkingwith the Missile Warning Center at ColoradoSprings while the deputy commandercalled the contractor consoles to verifythe validity of the data. The contractorengineers determined the data was notvalid and the exercise was terminated.Electrical power for the entire radarsite is generated by a large power plantadjacent to the tracker antenna.GOOD FOR FISHINGThe site can generate up to 22.5 megawatts,but normally runs at 7.8 to 9.6megawatts. About 90% of that is used topower the radars, with the rest used forhousing and utilities.The missile warning operations hereare also good for the local fishing. Waterthat is used to cool the radar Klystrontubes is channeled to an AlaskanFish and Game Dept. fish hatchery adjacentto the radars. The hatchery usesthe warmed water to grow thousands oftrout and other fish for release in Alaskanstreams. DWe can make sure your ideas fly.R&D on aviation electronic defense systems isn't complete uniil llighi lesi requitewariaie and air defense flight services to the U.S. Defense Department. We havements have been met. Long delays and budget jamming costs havt always been the largest private Heel ol iei aucraft in the world and we have the internal capaconsideredinevitable. But. now there is an innovative solution Fhgtii International biliry io adapt or modify our a rcialt to meet your mosi rigorous testing reqoirments.provides airborne testing platforms with a full range ol capabilities including towing Coll Tom Grigsby, Vice President M arkeling, at [804] 86G 5657 lor more information,and EW systems, and testing at all altitudes, speeds and envnonrrienss.Whelhet ^.n y v JTJ jfi-iT Telex: 901428.you require a Cessna 172 for low-speed, radar calibration or an F-5 lor high-speed.high aririude applications testing. Flight International is the fast, economicalahernairv? 10 uaditipnal options."3JPC IMTCD AIVITJ/'IAJ A I'Tlrr f/V I CfC/V/4 / /L//V/4LFlight tniemational is the leading suppliei ol contractor-furnished electronic Patrick Henry Airport • Newport News, VA 23602 • (804) 886-5657Circle 40 on Reader CardAVIATION WEEK & SPACE TECHNOLOGY/AuguSi 1. 1988 69

ALASKAN AIR COMMAND—PART FIVEAirborne Intercepts BolsteredWith New Radar Data LinksCRAIG COVAULT/ANCHORAGEMap shows positioning of Alaskan Air Command radars that hava just bean upgraded with long-rango FPS-II7 systems undor the Seak Igloo program./Control of U. S. fighter and surveillanceN-'aircraft monitoring Soviet activity inthe Alaskan Arctic and North Pacific isbeing improved with the addition of newairborne radar data links here to theNorth American Aerospace DefenseCommand's air defense center.Significant improvements to AlaskanAir Command ground-based radar andcommunications facilities also have beenmade.The NORAD Region Operations ControlCenter (ROCQ at Elmendorf AFB isabout to be upgraded, enabling it to receivereal-time data transmissions fromBoeing E-3 AWACS aircraft operating inthe far reaches of the Alaskan Arctic andNorth Pacific. This will give the surveillanceand weapons control officers in theROCC at Anchorage the same radar imageavailable on the AWACS.The upgrade will enhance control ofAlaskan Air Command F-15 intercepts ofSoviet Bear bombers at increasing distances—aprimary objective because ofthe growing range of cruise missiles carriedby the bombers. It also will be usefulin providing time-critical information toROCC commanders on future Blackjackbomber intercept missions, which couldoccur at higher speeds and at ranges faroutside that of ground-based radar.The data link will furnish more realtimeinformation to the full NORAD bat-The control facility isdesignated 'Top ROCC,' areference to its location nearthe top of the worldtie staffs at Elmendorf and NORADheadquarters, the latter of which is buriedwithin Cheyenne Mt., Colorado Springs,Colo.The ROCC is in charge of all air interceptactivity here. Without the E-3 link, ithas had access only to real-time data extendingto about 200 mi. from the coast.This is the maximum range of Alaska'sground based radars.The control facility is designated "TopROCC," a reference to its location nearthe top of the world. It is in charge ofU. S. air sovereignty and radar surveillancein an arc extending north and westwardthat roughly follows Alaska'sborder with Canada.The ROCC/AWACS data link capabilitiesare scheduled to be operational laterthis year. Until then, intercepts involvingthe E-3 will continue to use a "voice tell"technique to keep the radar plots in theROCC updated on the course of the aircraftbeing tracked.This involves the E-3 controller frequentlytelling the ROCC controller thelocation and direction of the target aircraft.That information is manually enteredinto the ROCC's radar scopes toprovide data on what is beyond the rangeof the ground-based radars.In addition to the new E-3 links, AlaskanAir Command has improved commu-AVIATION WEEK & SPACE TECHNOLOGY/July 11. 1988 111

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Al ASKAN AIR COMMAND—PART FIVEAirborne Intercepts BolsteredWith New Radar Data LinksCRAM;Map ihovi floslllontno ol Alaskan Air Command radara thai han h»1 b«n omradtd vttti long-rose FPS-117 irttaou rotor tin Seek Iglw program.outrol of U. S lighter and surveillanceCaircraft monitoring Soviet activiiy in[he Alaskan Arctic and North Pacific isbeing improved with the addition of newairborne radar data links here to theNorth American Aerospace DefenseComnuiidX air defense centerSignificant improteinenis to AlaskanAir Command ground-based radar andcommunications factlitiia also have beennudfTlie NORAD Region Operation'. ControlCenter (KOCC) a( Elmcndorf AHB isuhoul 10 be upgraded, enabling il (o reii-ivcreal-tune d;na transmissions frnHiving T-J AWACS Jircrjfi operiilmgihu far rejdics of ihe AliihLin Arctic ,11Ntirili I'iicitic. 1 Ins «'ill give ihe survcl.iricc and »'c.ipoiiN conirnl oiriccrs in 1KOCC ji Anuliiirugi: Iht sjine ml.ir imjigt.nuilalilc -in ihe AWACSII10 upgrade will erilunce Cdrnrol ofAluskjii Air C'ininiaiid I : -IJ intercept ofSnvit-i Hc,ir hoinbcrs a I increasing dislanciri—:ipnnurj- objective bocjuso ofthe growing range of cruise ninsile* earnedby ihe bombers It also will be usefulin providing time-critical information toROCC commander; on future Bbckjackbomber intercept missions, which couldoccur at higher speeds and ai ranges faroutside that of ground-based radar.The data link will furnish more realtimeinformation to the full NORAD bal-The control facility isdesignated 'Top ROCC.' areference to iis location nearthe top of the worldlie sulT-, at Elmendorf .ind NORADli&idquLiners, ihe l.iiter of uhicli is buncdwithin Chejcnne Ml., Culorado Sprmg\Colo.The ROCC is in charge of all air interceptactnily here Without ihc li-J ImL. itha* had access only to real-time data extendingto about 200 mi. from the coast.This is the maximum range of Alaska'sground based radarsThe control facility is designated "TopROCC." a reference to its location nearihe lop of ihe world Ii is in charge ofU. S air sovereignly and radar surveillancein an arc extending north and «CMuardthat roughly follous Alaska'sborder with CanadaThe ROCC/AWACS data link capabililicsare scheduled to be operational bierthis jcar Unlil ihen. intercepts invokingihe E-3 mil continue to use a "voice tell"lechniquc to keep ihe radar plots in theROCC updated on (he course of ihe aircrjftbeing trackedTins involves ihe E-J comrolkr frequentlytelling ihe ROCC corn toller thekvaiion and direction of the target aircrjfi.That information is niaiiuull; enteredinio ihe ROCC's radar scope> 10prnude djia on what is beyond the raneeof the ground-based radarsIn addition to the ne» E-J links, AlaskanAir Command has improved commu-AVIATION WEEK i SPACE lECHNOLOGV/Ju^ 11. 1968 ' 11*

pilots, and they have instilled in them a ^* --. mountains below. Naturally mostlarge devotion to duty He said neither /%^^ •* people know Alaska is full of tallof the other two crew members would jff ^j2^7-sjs5 mountains, including North America'shave even suggested getting up to look. &?f$&\?t3> tallest, Mt. McKinley at over 17,000 feetThey would just continue monitoring ^ljfflb& ff^y'*~* y above sea level, so that explanationtheir systems. Lear said an atomic I W_^^=»"^ /^ ' sounds logical. However, plotting thebomb could've gone off out there, butthe other two probably still would have^f^*^~ l^~^Srg^f ^^^Tj\^^~ ^' s coursc over a SectionalAeronautical Chart showing contouredwaited to have a look until the captain ^^J ^ terrain reveals the majority of thetold them to. ^fc^^k terrain below the 747 during the time ofRADAR77 j^^'^'A ' ts S| 9^tin 9 * s ' ow - Th fi on 'V mountain/S8^r\v^!^^7 range crossed was about a hundred^rf^^^^^W^'^fmiles northeast of Fairbanks whose7) Concerning the two smaller J^SnBlsJK^^ff'y highest peaks rose to 5000 feet aboveobjects not appearing on radar; they r^M^USM a««afl'--t sea ^^ Subtracting off the groundwere probably too small, but most likelyelevation left highest peaks only in thetheir curved cylindrical shapes Weather radar operates on a area of 4000 feet above ground level;represent those inherent to radar- longer wavelength than air traffic hardly tali enough to have an effect onfoiling "Stealth" technology. control radar. Consequently, it doesn't the 747's radar and clearly anEssentially, sharp edges, flat surfaces, have the capability of showing up explanation that stretches it badly,and especially hot engine exhausts ordinary-sized aircraft. It's function is to 9) I also read a newsclip quotingcause strong radar returns while show large cloud masses in order to Paul Steucke, FAA Administrator, ascurved surfaces do not. The giant UFO avoid rough weather enroute. Only saying he had gotten several letterssimply was too big to not show up at those objects as large as a cloud would advising the FAA how to scientificallyleast periodically on the FAA, USAF, show up, aircraft carrier-sized, stealth- interrogate the pilots, but he said heand 747 radars. The globe shape with shaped flying objects certainly being wasn't going to ask any scientificno visible hot exhausts made it difficult roughly of cloud size. If 747's carried air questions; that it wasn't FAA'sto reflect radar beams. Together with traffic-type radar systems capable of responsibility to probe any further. Itmodem radar-absorbent materials, the detecting small aircraft, we would seems incredible to admit to the pressprospect of a strong radar image is already have the often-in-the-news that they weren't going to make anmade even more difficult. The elusive "collision avoidance system", attempt to ask any really meaningfultranscripts also stated the color only in the initial stages of experimen- questions.weather radar onboard the 747 showed tation. They only carry weather radars. I have tried to bring out only pointsthe huge globe in green, symbolic of the 8) Klass claimed the reason for the I have not yet seen in print, withweakest kind of reflection. Red would radar image on the 747's scope was the emphasis on refuting public statementsbe the strongest. *• radar refracted off one of the big made by Philip Klass.KLASS CONCERNSBy Budd HopkinsBudd Hopkins, a leading we have, I hope, done the only thing complex as this demands thoroughresearcher in UFO abductions, is that these circumstances demand — investigation, probing, face-to-facethe author of Missing Time and we have avoided that individual, interviews, psychological testing and soIntruders. refusing to allow ourselves to become on. In this arena an author willentangled in any way. It should be clear inevitably be judged by his investigatoryDear colleagues: At some time in to everyone by now that Philip Klass is methods, not his opinions. Now, a fewthe past each of us has probably had the such a man — an incompetent months ago 1 appeared on the Oprahmisfortune of encountering one or two investigator. We must recognize that Winfrey television program with twoUFO investigators who were simply fact and from now on decline to women abductess, both of whom areincompetent — ill-informed, filled with cooperate with him in any way. intelligent people of good will. Philipzany preconceptions, laden with Klass has announced that he is Klass also appeared on this program, atheory, unable to read the evidence writing a book on UFO abductions. circumstance which provided him with acorrectly. And when this has happened Without any doubt a subject as perfect opportunity to research his13

ook by interviewing the two off-the-cuff theorizing. • As a corollary, 1 would like toabductees. I was stunned when he For investigator Klass, interviews suggest to the many objective, nonmadeno attempt to do so either during with men and women reporting fanatic, gentlemanly members ofor after the show. A woman in the abduction experiences are obviously CSICOP that I will be pleased to talk toaudience stood up and began to irrelevant to a book on abduction those among your membership who arerecount her abduction experience, experiences. The answer comes first, genuinely interested in investigating thethereby providing our author with yet ready-made: since UFOs don't exist, UFO abduction phenomenon, noanother opportunity for an interview UFO abductions can't exist either. matter what your preliminaryafter the program. He declined to do so Why bother looking into the reports hypotheses. Surely the majority of yourand instead told the woman this: when it is so much easier just to write a members must disavow Philip Klass's"Speak to Budd Hopkins." The book denouncing them? According to behavior as strongly as we, fromimplication was unmistakeable: Philip Klass anyone reporting such an another point of view, would disclaimHopkins might actually interview experience is by definition either a liar such unethical and mindless fanaticismpeople making this sort of claim, but he, or somehow mentally disturbed, so why emanating from one of our own. All ofPhilip Klass, would surely not waste his trouble oneself by conducting an us, from whatever point of view, shouldtime doing so. inquiry? welcome fair criticism and careful,During the recent MUFON If these points illustrate Klass's knowledgeable investigation — andconference in Washington, D.C., Klass "investigative methods" and his ethical condemn bigotry and intellectualobserved the panel on abductions and sensitivities, another well-known intimidation wherever it occurs,photographed each of the abductees as incident reveals his sense of fair play,he or she spoke. One of these was When the University of Nebraska"Kathie Davis," the central figure in my hosted a conference on unexplainedLawrence Fawcott and Barry J.Grecnwoodbook Intruders, a work which Klass has phenomena in 1983, Klass phonedsaid he is attempting to refute. Yet after Robert Mortenson, the University'sthe panel and for the entire next day he Director of Conferences and Institutes,avoided asking so much as one According to Mr. Mortenson, Klassquestion of Kathie or any of the other stated that many UFO investigators INTENTabductees who had spoken. So far as I believed the U.S. government was notknow Klass has never conducted a telling the truth about the UFOsingle face-to-face investigative phenomenon. Therefore, Klass wentinterview with any abductee, the on, by promulgating distrust of the U.S.individuals about whom he plans to government, UFO investigators werewrite with authority.lending support to the Communistmovement! Klass's despicable tactic isKLASSICAL METHODOLOGY vintage McCarthyism, but apparentlyeffective; The University of NebraskaTHEGOVERNMENTCOVERUPHis methods of investigation, had declined to host any more suchhowever, are clear. He easily "solved" conferences,the Frederick Valentich disappearanceover Australia's Bass Strait by simplySOLUTIONannouncing to Dr. Richard Haines, theleading authority on the case, that The solution to our problem is nowValentich must have been a dope dealer self-evident. Klass must be treated thewho concocted his own disappearance way one treats any other grosslyand then stole the aircraft!incompetent investigator. He must beNow Klass, so far as I know, never totally ignored. The day after thevisited Australia. He never met or Washington conference I made theinterviewed any of Valentich's family, decision that I will never again receiveteachers or colleagues, never, his phone calls and I will return hisapparently, acquired any first-hand letters unopened. I will not appear withknowledge of the event before him on any television or radio program,pronouncing such a scandalous I will simply treat him as someone with"solution". There is precisely the same no competence to speak about UFOamount of evidence that Philip Klass is, investigations. The sad truth is thatsay, a child molester, as there is that Philip Klass is to UFO research asFrederick Valentich is a drug smuggler Lyndon LaRouche is to political— namely, none whatsoever. My discourse. Conspiracy-theorists,analogy, of course, is designed to whose strange ideas are set in cement,underline the gratuitous cruelty of such just cannot be dealt with.14What does the government knowabout UFOs and why won't it tell us?With a foreword by Dr. J. Allen HynekYEARS• IS LONG• ENOUGH

the correct format of "an authentic does not mention the detailed in fact, are currently seeking anTruman letter" which, according to investigation conducted well be/ore this independent, unbiased, investigation ofKlass, would contain the name and document was either received in the documents' authenticity. We doaddress of the recipient in the lower left December 1984 or released. (The claim, however, that no evidence (ofcorner. documents were sent anonymously to which we are aware) exists thatThe document, however, is not a Shandera on 35mm film.) This effort by conclusively proves the documents to"letter" but an executive memoran- Friedman and Moore established, on be false, and we encourage furtherdum, the style and format of which, the basis of interviews with nearly 100 investigation of these extraordinaryaccording to one expert who claims to different persons coupled with papers."have handled virtually all of the extensive travel, documentation andunclassified and declassified Executive other legwork, that an unknown objectOrders from that era, "looks absolutely with extraordinary characteristics hadauthentic." Indeed, nothing about this crashed outside Roswell, New Mexico,document suggests that it is not in July 1947; that an announcement to SERVICEauthentic-including the date of the this effect was made by the ^ ,,_ rt, . .. , , . ., 4 The UFONEWSCLIPPING SERVICEmemorandum and the typeface used. government; that a cover-up waswit] keep you informed of all the latestMoore, Friedman and Shandera say instigated within 24 hours of thatUnited States and World-Wide UFOthey have strong additional evidence announcement; that alien bodies were activity, as it happens! Our service wasconcerning the authenticity of this found; that material was sent to Wright started in 1969, at which time wememorandum and will publish it at a Field in Ohio for analysis; and that contracted with a reputablelater date.civilians were debriefed and warned to international newspaper-clippingA third item the debunkers change their stories to conform to bureau to obtain (or us, those hard tofind UFO reports (i.e., little knownattempt to explain away is the seven- official pronouncements.,,T n r- yv i » i— . j. .j i i j . i photographic cases, close encounterpage r s Top r Secret Eyes Only Five individuate involved in the .. . , „ . .'and landing reports, occupant cases)Eisenhower briefing paper to which the Roswell event, including the Air Force and all other UFO reports, many ofTruman document was attached. Klass officer who led the original retrieval, which are carried only in small town orclaims that it describes a 1947 UFO have testified that strange symbols foreign newspapers.crash in New Mexico as if Eisenhower were attached to portions of the "Our UFO Newsclipping Servicehad never heard of it. That judgment crashed vehicle. These symbols are issues are 20-page monthly reports,reproduced by photo-offset,cannot be reached on the basis of the mentoned in the MJ-12 document.data in the document, especially if, asrKlass docs not mention that the 12 containing.he laies. United States andwas the case, the primary custody of persons named as members of MajesticCanadian UFO newschppings, withour foreign section carrying the latestBritish, Australian, New Zealand andother foreign press reports. Alsoincluded is a 3-5 page section of"Fortean" clippings (i.e. Bigfooi andother "monster" reports). Let us keepthese materials resided with the Office Twleve all had high-level securityof the President. Even if Eisenhower clearances and close interlocking ofhad been informed of the crash, he past activities.would not have known all the details. In summary, none of the manyEisenhower had already made a public questions raised thus far concerningannouncement (with presidential the alleged Eisenhower briefing papers . . .__ ° . _.* latcs .. ' hppnin3Sr.. „^ j r- r- m the UFO and Fortean fields.approval) in June 1947 (prior to the and accompanying documents leads For subscription information andalleged crash/retrieval) that he would inevitably to the conclusion that they sample pages from our service, writeassume the presidency of Columbia are counterfeits. At least one former today to:University around the end of the year. U.S. senator (and presidentialThe named members of the Majestic 12 candidate), Barry Goldwater ofUFO NEWSCUPP1NG SERVICEgroup were all high-ranking scientists, Arizona, has stated on the record thatRoute 1 — Box 220intelligence officers, and technology when he attempted to find out the truthPlumerville. Arkansas 72127experts. There is no reason at all why about UFOs, he was "denied thisGeneral Eisenhower, despite his many request" and that the matter "is stillmilitary achievements, would have classified above Top Secret." Thebeen considered for membership in senator said he had heard that a plansuch a group. To suggest that the was underway to "release some, if notdocument is "phony" on this basis, all, of this material in the near future." MUFONinstead of the basis of any mistaken Mark Rodeghier, scientific director103 Oldtowne Rd.information in it (of which there is of the J. Allen Hynek Center for UFOSeguin, Texasnone), is to engage, at the very least, in Studies, made the following statementconclusion-jumping.about ten M J-12 documents: "TheCenter for UFO Studies has not yet78155ROSWELL INCIDENT concluded that the documents fromMoore and his colleagues are eitherThe CSICOP press release also authentic papers or a clever hoax. We,n

JAL: KLASS DISPUTEDBy Lindy WhitehurstI have been boking into the claims change and the westwardly motion of arranged in rows and columns with amade by Philip Klass and comparing the planets during the ensuing 37 dark gap at each one's center, but mostthem to the transcripts of the pilots and minutes, Jupiter and Mars moved 3.5 papers didn't. Klass claimsto the FAA reports on the Japan Air degrees westwardly while the UFO Jupiter/Mars were at the right altitudeLines flight 1628 over Alaska. The moved 70 degrees eastwardly! to have been what the pilots saw asfollowing represents what I have found I saw many clippings from their UFOs. This intimates one or bothand what I have not seen in print. newspapers around the country accept of the planets refracted through the1) Klass claimed Jupiter and/or Klass's Jupiter/Mars position claims dense part of the atmosphere low onMars were in the precise direction of without checking them out. Even the the horizon, causing them to appear tothe two bright UFO's at the time of the amateur astronomer magazine, dance about, change colors andsighting. Using my computer programs "Astronomy," accepted the claim in a confuse the pilots. When stars andto reconstruct the location of the brief mention; examples of a gullible bright planets are near the horizon, thissighting (Alaska latitude and "take-it-at-face-value press" simply certainly happens, but they show uplongitudes), time, date, and directions because Klass is a recognized quotable only as fuzzy, indistinct blobs.of Jupiter and Mars, I have found large source. The key here is that thedeviations from Klass's claims. 2) The pilot described the two atmosphere acts as a lens when brightAt the initial sighting of the UFO, UFOs as of equal size and brightness. objects are low to the horizon andthe JAL flight was at Longitude 144 Jupiter at the time was at magnitude of- diverges the light, with the turbulentdegrees West and Latitude 67 degrees 2.1 while Mars was -KJ.2 (each integer of atmosphere causing them to moveNorth about 2:14 am GMT or 6:14pm magnitude represents a difference of about erratically. However, theAlaska Standard Time. The pilot 2.5 times in actual brightness, therefore atmosphere does not have a secondreported the UFOs at the 11 o'clock the difference in brightness between lens to focus the image to show anyposition while the 747 was on a course the planets was 5.75 times, with Jupiter kind of structure at all, such as theof 220 degrees southwesterly. The 11 being the brighter of course. distinct rows and columns of lights. Justo'clock position then places the UFO at 3) If Jupiter and Mars were putting to be sure, I asked a number ofan azimuth of 185 degrees (azimuth is on such a show, why didn't the United members of the Houston Astronomicalmeasured from north at 0 degrees flight and the C-130 pilots see it also? Society, all with over 20 yearseastward with east being 90 degrees, Both planets didn't set until several experience observing, photographing,south 180 degrees, and west 270 hours later. It would be an odd building, and selling telescopes whetherdegrees). At that time, Jupiter was at coincidence for such an unprecedented it was possible for any low-horizonAzimuth 141 degrees and Mars was at "natural" atmospheric show to end in bright object to show structure throughazimuth 159 degrees according to my the two or three short minutes between the dense atmosphere. All agreed, itcomputer program (program by the last sighting by the 747 and the initial just isn't possible.Zephyr Services: oldest and most sighting of the 747 by United Air Lines 6) Klass comments that only thewidely used amateur astronomer flight 69. JAL captain saw the huge dark globesoftware). 4) Klass claimed the JAL pilots and not the other two crew members.This means Jupiter was 44 degrees were seeing the UFO while the United The dark globe was visible only fromaway from the UFO in an eastwardly pilots could see the entire volume of the captain's window on the left side ofdirection and Mars was 25.5 degrees airspace around the JAL and saw no the aircraft. It did not fly in front of theeastwardly of the UFO, both being a UFO. He failed to mention the JAL cockpit as the two smaller objects did.significant difference. As the 747 did a pilots claimed the big UFO vanished At the Washington, D.C. MUFON360 degree turn over Fairbanks, it took shortly before the United Air Lines symposium, a few of us were askingup a heading of 200 degrees toward came into range, which timing can be airline captain John Lear about that.Anchorage. The 747's last sighting of verified with the FAA transcripts sold to One guy said if he'd been up there, hethe UFO came at 2:51 am GMT or 6:51 the general public. would certainly have gotten up to leanpm Alaska time. The UFO wasover the captain's shoulder and lookdescribed in the 8 o'clock position REFRACTION? out his window. I was wondering aboutwhich translates to an azimuth of 75that, too.degrees. At that time Jupiter was at 5) Some newspapers published the Then John Lear told us we have toazimuth 144.5 degrees and Mars was at pilot's sketch showing the two objects understand the oriental mind and their163 degrees. Allowing for the course with the numerous individual lights society's discipline. Those were JAL12

That UFO was just old JupiterBy Henry Gordon "••^"•••"••••••^"••••••^ (which was in the direction ofSpecial to The Star SJChtillCS Jupiter). At 4.50 p.m. the UnitedLike the Phoenix risine from the o o — pilot reported he coud see JAL, but^ffiJ^nAsffi ^•j^^H SSSrHnSS^Tttotmber a story out of H^^^I^^B ^S^^ldnto.mPAlaska grabbed headlines across HF^ -"-^^H ^ lha\ area 'the continent and received major V --^^^fH J c £i~- • . *u r- 4television and radio network M. ' ^^^H ,>/lS a ! s: Z^:'*"^6/^Lines 747 en route to Anchorage,reported an Unidentified FlyingObject following his aircraft Indeedhe d.l»& seeing three ofPhotographed by his radio reportwhich wouTd^mto7avec7rrob? Voyager I spacecraft.;'My suspicionsi that this UFOrated the reports of Terauchi, an * 0 «» risht of TunitPr' S a bright celestial bodyexperienced experieniea puoi, oilot and ana his nis crew. -S -j^g VIP' ter - , . . were prompted by the fact that thepl] 0 t never rep 0r ted seeing Dji 0 t renortpri wina thp nhippt fnrThe story was resurrected re- (hp, p n \ anp^ ; n h i

(8)STANTON T. FRIEDMANNUCLEAR PHYSICIST - LECTURER79 PEMBROKE CRESCENTFREDERICTON. NEW BRUNSWICK E3B2VICANADA(506) 457-0232ps I agreearcicle re the JAL cagelndeed p° orl!Mr. James W. MoseleyFOB 1709Key West, FL 33041 USA Feb. 14, 1987Dear Jim:Rarely has the Intellectual bankruptcy of anti-ufology been more clearly demonstratedthan with Phil Klass 1 explanation of the JAL UFO sighting as Jupiter and/or Mars.T spoke with the FAA, have read their report, collected other information and evenviewed a slide of how Jupiter and Mars looked the night of the sighting. Some factsignored by Phil include that the UFO was observed on the aircraft weather radar;That the ground radar observer observed the primary UFO over an extended period ofLime; that the primary UFO station kept with the 747 through an extended period oftime and flight at different altitudes ; that the drawings made by the crew immediatelyupon landing show an object with a large sold angle not a point object. Jupiterand Mars fail all of these tests. In addition the pilot has more than 10,000 hoursas a pilot and has been flying polar routes for more than 2 years. To suggest thathe is unfamiliar with the planets in skies which are usually quite clear during longwinter nights is patently absurd.Perhaps even more reprehensible is the fact that the pilot speaks rather j>oor Englishand is now stationed in Japan.!. Obviously he is not in a good position to sue Philfor the libelous or slanderous accusations which amount to suggesting total incompetenceI would expect that Phil has not talked to the crew with or without an interpreter.It seems strange that Dick Raines a scientist with considerable professional experienceconcerning perceptual skills spoke to the pilot through an interpreter with a PhD forthree hours and came away completely convinced that Jupiter and Mars could not explainche case. It reminds me of Phil's investigation of the Roswell Incident. Despite theCact that Bill Moore and I have talked to 91 persons involved in the case, Phil hastalked to none and yet claims he has explained it away!! It is no wonder I was ableto note more than 20 mistakes in his treatment in his last book-fantasy. Despitepersistent claims on his part that no secrets can be kept from the Woodward-Bernsteinso£ Washington, DC , Press corps, he has still failed to provide a copy of even oneo£ the more than 150 documents about UFOs that the NSA states it is withholding oreven an unexpurgated version of the Top-Secret NSA affidavit! to a federal courtjudge justifying Non-release.Incidently the interest in UFOs certainly seems to be very high. I spoke at 7 collegecampuses in 5 states and provinces in a one week tour. Many overflow and very enthusiasticaudiences. Many friendly radio , TV, and newspaper interviews. My documentarymovie"UFOs Are Real"has played in several cities (TV) including New York. Videotapesare still available (VHS-or Beta) for only $40. US for the 93 minute full colorHollywood production. Hopefully all will ignore the last 2 minutes about BillyMeier which I tried to keep from being included.Also I have been working full time on a study for Environment Canada on the use ofelectron beams for the treatment of powerplant flue gas to reduce acid rain. And Ihave started a new company SCAT Science and Technology Inc. to provide a uniqueCanadian service with regard to monitoring home radon levels. Busy tiimef. . . regardsConsultant • Lecturer • Autnor • BroadcasterStanSTF

Feb. 20, 1987Dear Walter Andrus:How very sad that the passing years seem to have turned aonce gentle, and gentlemanly, person like yourself into someonewho is so very embittered and so very intolerant of viewsdifferent from his own.To the best of my recollection, I have not levelled causticbarbs at you because of your belief in UFOs, either in myletters or in any of my book or articles.Nor have I levelled your repeated accusations of a "closedmind" on the issue of UFOs. I subscribe to and read The MUFONUFO Journal and to the International UFO Reporter. Do yousubscribe to and read CSICOP's publication. The SkepticalInquirer?????I am delighted that MUFON has seen fit to put out a pressrelease challenging my own analysis, for that is the modusoperandi of scientific methodolgy—challenge and counter-challengeon scientific controversies.Unlike you, I do not reject dialogue with those whose viewson UFOs {or other issues) differ from my own, even if I doubtthat such dialogue will change their views. I enjoy having myviews challenged, for it forces me to re-examine them morecarefully.Finally, I shall study carefully your report on the JALincident when I receive my February issue of The MUFON UFOJournal.Based on what you claim is a more thorough MUFON investigation,I assume that your published account will include thefact that United Airlines Flight #69 was vectored to the vicinityof JAL but could see NO UFO despite the fact that JAL reportedthe UFO was directly in front of United. And that the USAF C-130flight crew also in the vicinity was unable to see the UFO thatJAL was reporting. Unlike Capt. Terauchi, surely MUFON will NOT"forget" to include these all-important facts.With sincere hopes that your bitterness will subside andthat your tolerance for the rights of others to their own viewswill grow, I remain,

Mutual UFO Network, Inc.103OLDTOWNE ROADSEGUIN, TEXAS 78155 U.S.A.WALTER H.ANDRUSJR.Telephone:International Director A Texas Non-ProfIt Corporation (512)379-92)6Mr. Philip J. Klass404 "N" St. SouthwestWashington, DC 20024Dear Phil:February 16, 1987 Pl«« AddreuReplyTo:Thank you for your "prosaic explanation" of the JAL 1628 sightingover Alaska on November 17, 1986. I could proceed to shoot down someof your points as totally inaccurate or twisting of the facts, howeveryou have already made up your mind and committed yourself. Isuggest that you will have to wait to receive the February 1987 issueof 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 ignorewhen you repeatedly refer to "six-week old recollections of thepilot of JAL flight 1628; he remembered some colorful details;forgotseveral inportant events, etc." All three crew members were interviewedimmediately upon landing their Boeing 747 on November 17,1986 at Anchorage by FAA investigators headed by Mr. Jim Newberry,FAA Security Manager. My facts are quoted from this investigation,not the reopening of the inquiry by the FAA after Christmas. A fullpage report was made by Sam Rich, FAA controller on November 17 ofthe incident. Mr. Rich's report and Mr. Newberry's investigationconfirm in writing exactly what tooK place. How can you as an "armchairUfologist" sit in your apartment in Washington, D.C. and tellcompetent people in Alaska what they saw and ignore the facts tofit your own "prosaic explanation"? It is amazing that you knowmore about the sighting than the actual participants.MUFON submitted a News Release to Associated Press rebutting yourincongruous 'claim that the pilot saw nothing more than the planetJupiter and maybe Mars." In the past you hav.e come up with somewild stories to explain a UFO sighting "to your own satisfaction,"however your ridiculous claims on this case have reached a new highin absurdity.To carry on a dialogue with you is utterly foolish, and I apologizefor having done so in this brief correspondence. I shall not letit happen again. Your efforts to explain away something that doesMUFON UFO JOURNALThe Monthly Magazine of the Mutual UFO NetworkDEDICATED TO THE SCIENTIFIC STUDY OF UNIDENTIFIED FLYING OBJECTS

not exist is an exercise in futility. Some of us wonder whatmotivates you in this negative quest for the answers to the UFOphenomenon. Do not bother to answer since my time can be betterutilized in constructive and positive investigation and research,Sincerely,P.S.: I have enclosed an appropriateNote Pad for you.WHA:vcWalter H. Andrus Jr.

PHILIP J. KLASS4O4 "N" ST. SOUTHWESTWASHINGTON. D. C. 2OO2412O2) 594.S801Feb. 10, 1987Mr. Walter Andrus, Jr.MUFON103 Oldtowne RoadSeguin, Tex. 78155Dear Walter:This is in response to your recent comments on the resultsof my investigation into the Nov. 17, 1986, UFO report by aJapan Air Lines 747 pilot.I regret that the AP account of my findings as published inthe San Antonio Light was a much abbreviated version of myreport submitted to and released by CSICOP.I therefore enclose a copy of my original, submitted toCSICOP before departing on my ski vacation, in the hope that youmight find some of the newly revealed details of interest.Especially the fact that United Airlines Flight 69 and an AirForce C-130 both were vectored to the vicinity of the JAL 747 andneither could see the "UFO" being reported by JAL—for reasonsexplained in the report.Reference your unwillingness to participate in my UFOsurvey, that is your inalienable right and will be so noted inwhatever I write.Sincerely,

fPHILIP J. KLASS4O4 "N" ST. SOUTHWESTWASHINGTON. D. C. ZOO24 DD4.BQO1Feb. 10, 1987Mr. Walter Andrus, Jr.MUFON103 Oldtowne RoadSeguin, Tex. 78155Dear Walter:This is in response to your recent comments on the resultsof my investigation into the Nov. 17, 1986, UFO report by aJapan Air Lines 747 pilot.I regret that the AP account of my findings as published inthe San Antonio Light was a much abbreviated version of myreport submitted to and released by CSICOP.I therefore enclose a copy of my original, submitted toCSICOP before departing on my ski vacation, in the hope that youmight find some of the newly revealed details of interest.Especially the fact that United Airlines Flight 69 and an AirForce C-130 both were vectored to the vicinity of the JAL 747 andneither could see the "UFO" being reported by JAL—for reasonsexplained in the report.Reference your unwillingness to participate in my UFOsurvey, that is your inalienable right and will be so noted inwhatever I write.Sincerely,

EXTRATERRESTRIAL OBJECT INVOLVED IN JAPAN AIR LINES PILOT'S UFOSIGHTING, ACCORDING TO LEADING UFO INVESTIGATORBuffalo, N.Y. /—/An investigation of the incident in whichan Unidentified Flying Object reportedly paced a Japan AirLines 747 enroute to Anchorage, Alaska, for nearly 40 minutes onNov. 1%, 1986, reveals that at least one extraterrestrial objectwas involved—the planet Jupiter, and possibly another—Mars.The investigation was conducted by Philip J. Klass, aninternationally recognized skeptical UFOlogist and chairman ofCSICOP's UFO Subcommittee. His investigations have yieldedprosaic explanations for many famous UFO cases during the past 20years.At the time the UFO incident began near Ft. Yukon, the JALairliner was flying south in twilight conditions so that anextremely bright Jupiter {-2.6 magnitude) would have beenvisible on the pilot's left-hand side, where he first reportedseeing the UFO, according to Klass. Jupiter was only 10 degreesabove the horizon, making it appear to the pilot to be at roughlyhis own 35,000 ft. altitude. Mars, slightly lower on thehorizon, was about 20 degrees to the right of Jupiter but not asbright.Although the very bright Jupiter, and less bright Mars,had to be visible to JAL Capt. Kenjyu Terauchi, the pilot neveronce reported seeing either—only a UFO that he described asbeing a "white and yellow" light in his initial radio report toFederal Aviation Administration controllers at Anchorage.Many of the colorful details of the incident carried by thenews media, largely based on the six-week old recollections ofthe pilot of JAL Flight 1628, are contradicted by a transcript ofradio messages from the pilot to FAA controllers while theincident was in progress.For example, news media accounts quoting the 747 pilotsaid that when he executed a 360 deg. turn the UFO had followedhim around during the turn. But this claim is contrary to whatthe pilot told FAA controllers at the time.During the pilot's media interviews, he "remembered" somecolorful details which did not really occur, judging fromhis earlier radio reports to the FAA, and Terauchi "forgot"several important events that would challenge his claim of beingpaced by an unknown craft.For example, that another airliner. United Airlines Flight69, heading north from Anchorage to Fairbanks, had agreed todeviate slightly from its course to allow FAA radar controllersto vector it to the vicinity of the JAL 747, while maintaining

safe altitude and distance separation, to see if the United crewcould spot the UFO.At approximately 4:48 p.m., as the United flight neared JAL,Terauchi reported that the UFO was to his far left and about 10miles distant—which was in the direction of Jupiter. Atroughly 4:50 p.m., the United pilot reported he now could see JALbut a short time later the United pilot said: "I don't seeanybody around him."Shortly afterwards, the JAL pilot reported that the UFO nowwas "just ahead of United" which is where Jupiter would appearto be from Terauchi's location. The United pilot would notnotice Jupiter because it was to his right while his attentionwas focused on JAL which was to his far left.Shortly afterward, the pilot of a USAF C-130 transport inthe area volunteered to be vectored to the vicinity of the JALairliner to see if he could spot any object near the airliner.The C-130 crew readily spotted the JAL 747, but they too couldnot see any object in its vicinity."This is not the first time that an experienced pilot hasmistaken a bright celestial body for a UFO, nor will it be thelast," Klass said. In one case, investigated by the late Dr. J.Allen Hynek in the early 1950s, a military pilot chased a "UFO"for more than 30 minutes, which turned out to be the bright starCapella. In this case, as with the recent Alaska incident, aradar operator reported briefly seeing an unknown blip on hisradar scope.During World War II, B-29 pilots flying at night from theMariana Islands in the Pacific to bomb Japan reported being pacedby a mysterious "ball-of-fire" which B-29 gunners tried, unsuccessfully,to shoot down. Some Army Air Corps intelligenceofficers suspected the object was a long-range Japanese aircraftequipped with a powerful searchlight, to illuminate the B-29s sothey could be attacked by fighter aircraft, but such attacksnever materialized. Finally, the mysterious glowing object thatseemed to pace the B-29s was identified. It was Venus, which wasparticularly bright at the time.More than 25% of all UFOs reported during a 15-month periodto the Center for UFO Studies (created in 1973 by Hynek) turnedout upon investigation to be a bright planet or star. Someeyewitnesses reported that the celestial UFO "darted up anddown," or "wiggled from side-to-side," and a variety of shapeswere described.In the Capt. Terauchi*s recollected account to the media sixweeks after the incident, he described seeing two small UFOs inaddition to a large one. But the transcript reveals that the

pilot only briefly reported seeing two lights, not three, andthereafter he referred only to one in his radio communicationswith FAA controllers.News media accounts of the UFO incident stressed that oneunidentified object had been detected by a USAF radar in thevicinity of the 747's "blip", which seemed to confirm the pilot'svisual sighting. However, radars operating in mountainous terrainsuch as that where the UFO incident occurred can receive spuriousechoes when radar energy bouncing off an aircraft is reflected asecond time from mountains and snow-covered terrain.When the pilot first reported seeing the UFO, FAA trafficcontrollers—ever concerned over the risk of a mid-air collision-—requested that radar controllers in an Air Force RegionalOperations Command Center examine their displays to see if theycould spot an unknown intruder. A radar operator there spottedsomething, but was unsure whether it might be a spurious echo.However, the echo appeared only briefly and was behind the 747whereas the pilot had reported that the UFO was in front or tothe left of his aircraft.Later, as the JAL 747 came within range of an FAA radar atthe Fairbanks International Airport, a radar controller there wasasked if he could spot another object in the vicinity of theairliner. Although the JAL pilot still was reporting a UFO, thecontroller replied that there were no unknown blips in thevicinity of JAL 1628.On Jan. 11, the Capt. Terauchi again reported seeinga UFO while flying in approximately the same part of Alaska. Butafter an FAA spokesman in Anchorage suggested that this UFOmight only be lights from a distant village bouncing off clouds,the JAL pilot acknowledged that this could explain his second UFOsighting.The transcript of radio communications during the Nov.18 incident indicates that there were broken clouds at or belowFlight 1628 f s altitude, which may help explain Capt. Terauchi f smistaking Jupiter for a UFO.Even a scientifically trained former Navy officer, whowould later become President, once mistook a bright planet for aUFO. The "victim" was Jimmy Carter and the incident occurredabout 7:15 p.m. on Jan. 6, 1969, following his talk to the LionsClub of Leary, Ga. As Carter later recalled the incident, hespotted the UFO in the west at an elevation he estimated to beabout 30 deg. An investigation conducted by Robert Sheaffer,vice-chairman of CSICOP's UFO Subcommittee, was complicated bythe fact that Carter had recalled an erroneous date for theincident. Once Sheaffer managed to determine the correct date, hefound that a brilliant planet Venus was to the west and about 25

deg. above the horizon, where Carter reported seeing the UFO.Klass credits astronomers Nick Sanduleak and C.B. Stephenson,of Case Western Reserve University, in Cleveland, for theirvaluable assistance in computing the positions and bearings ofbright celestial bodies relative to the 747 airliner at the timeof the incident."My suspicions that this UFO might be a bright celestialbody were prompted by the fact that the pilot reported seeingthe object for more than 30 minutes," Klass said. "Past experiencehas shown that when a UFO remains visible for many minutes,it almost always proves to be a celestial object." Another cluewas the fact that when Flight 1628 descended 4,000 ft., the UFOstill appeared to be at the airliner's altitude. At Jupiter'sgreat distance, a change of 4,000 ft. in aircraft altitude wouldproduce no noticeable change in the planet's apparent altitude.Klass, who was a senior editor with Aviation Week & SpaceTechnology magazine for nearly 35 years until his partial-retirementthis past June, as been investigating famous UFO cases as ahobby for more than 20 years. His most recent book on thesubject is "UFOs: The Public Deceived," published by PrometheusBooks, Buffalo, N.Y.— 30—

Mutual UFO Network, Inc.103OLDTOWNE ROADSEGUIN, TEXAS 78155 U.S.A.WALTER H. ANDRUS, |R.Telephone:International Director A Texas Non-Prof it Corporation (512) 379-9216NEWS RELEASEPlease Address Reply To:A professional astronomer for the Mutual UFO Network has challengedthe explanation offered by Philip J. Klass, that Capt. TerauchiJapan Air Lines veteran pilot saw nothing more than the planet Jupiterand possibly Mars on the night of November 17, 1986 when the pilotreported to the F.A.A. the observation ofJ> UFOs over AlaskaMr. Klass' approach to "solving" some UFO sightings is highlyquestionable.He will select a prosaic natural phenomenon and thengrossly exagerate both what the phenomenon is capable of doing andwhat the witness imagined that it is doing.It cannot be argued that the planet Jupiter, coincidentallyshone in the approximate direction of the pilots initial sighting.And atmospheric effects can cause bright planets and stars to appearto move and change brightness, color and shape.Viewing planets fromany moving vehicle can also cause these celestial objects to shiftposition.However, Mr. Klass ignored some crucial facts.Jupiter - orJupiter and Mars together (which were separated by about 19 degrees) -does not in the slightest resemble the pilot's description of seeing2 cylinders flying parallel to each other, each arrayed with rows oflights 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 silhouetteMUFON UFO JOURNALThe Monthly Magazine of the Mutual UFO NetworkDEDICATED 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 impressedby something of immense size, something that may have appeared simultaneouslyon the aircraft's radar. If it is assumed that the blipwas not a false weather target, planets do not show up on radarscopes.Furthermore, if press reports are accurate, the large objecteventually dropped behind the plane far away from Jupiter's positionin the sky.And finally, planets do not just disappear in a clear sky asthe UFOs were reported to have done.Perhaps worst of all, the planet explanation makes a liar out ofthe Japan Air Lines veteran pilot for over 20 years, who must havebeen aware of the bright planet or star visible from his cockpitnight 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 publishedclaim, has contradicted or ignored the testimony of Jim Derry, FAASecurity Manager and Paul Steucke FAA spokesman in Alaska, who interviewedthe flight crew; Sam Rich, FAA controller on duty at the timeof 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 UFONetwork, Inc. (MUFON), headquartered in Seguin, Texas; a scientificorganization dedicated to resolving the UFO phenomenon.

v y-JAL pilot spottedJupiter, not UFO,investigator saysAssociated PressNEW YORK - A Japan AirLines pilot who claimed to haver/J-t^Pfav,seen a, 1/7 OAA'ZU^° alongside his airplane* / }° w**A*f j • i n November was seeing an unusually bright image of Jupiter andpossibly Mars, an investigator saidTuesday.Philip J. Klass said astronomicalcalculations show that on Nov. 17.the night of the sighting, Jupiterwas extremely bright and was visible precisely where the pilot reportedthat he saw the UFO.Mars was just below and to theright of Jupiter, and may explainthe pilot's initial report that he sawtwo lights, Klass said.Klass, an editor with the magazineAviation Week and Space 1Technology and a long-time investigatorof claimed UFO sightings,said the pilot's claims that the object followed him as he made a 360-degree turn are contradicted bywhat he told flight controllers.Klass' report was issued by theCommittee for the Scientific Investigationof Claims of the Paranorma! in Buffalo, N.Y., an organizelion of scientists."This is not the first time that anexperienced pilot has mistaken ubright celestial body for a L'FO,nor will it be the last." Klass said.

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Pilot saw Jupiter, notUFd, investigator saysNEW YORK (AP) -A Japan Air was -over Alaska enrouteUnes pilot who claimed to have teen Europe, via Iceland, to Tokyo when b £an : unidentified flying "object claims to have sighted the object **•alongside bis airplane last November Paul Steucke, a spokesman forwas actually seeing an unusually FAA In Anchorage, said that Terauchlbright Image of the planet Jupiter and told FAA off idala In an Interview Uiatpouibly loan, an investigate* said the object stayed ' with Urn '«s heTuesday. • '' '- - 1 "' "' " • turned. ' . , - ' . " . ( ' •Philip J. Klass said astronomical Steucke said the FAA would becalculation* show that on Nov. 17,' releasing 'the results of its ownwhen the pilot claimed to have teen tavesUgaUonrnmid-February.the UFO, Jupiter was- extremely ' According to Klaas, who reviewed abright and was visible precisely complete copy of the transcript thewhere the pilot reported that he 'saw pilot never reported seeing Jupiter orthe UFO. ' '••••'• "' '• ', '. ; rl ' Mara, even though they were dearly1 Man was Just below and to the visible.' ' - '•• 'i 'right of Jupiter, and may explain the - Klass's report was issued by thepfloTs initial report that hfi saw two' Committee '- (or the 'Scientificfights, Klass said.Investigation of Claims of the' Klan, an editor with the magaxiitt Paranonnal in Buffalo, N.Y., aoAviation Week and. Space Technology organlxatlop >f .scientists whoand a low-time Investigator til Investigate claims of UFO sightings,claimed UFO sightings, 'Mid -the ESP occurrences and other lihpalledpilot's claims that tbe'objetfe followed paranormal phenomena.himashemateaSSOHiegreetuznare Klast t w|ipheadstbeorgaal«aUon > Bcontradlctfld by what he told flight UFO wbopmmitu*, is the.autbor ofoontroUersatthfttlme i "UFO*: Tfee Public Deceiyed. 1 'John Leyden, a spokesman for the Morris Simopcelll, a spokesman forFederal Aviation Administration * to Japan Air Unes in New York, said,Washington, Quoted from a summary "We have no position on this a| theof coavenaUoaj between the pilot airline. Tbe captain said he sawand ground controllers In which the something; be reported ^it. Hepilot' reported^ losing sight of the followed procedure!. 1 ' -• • ..obtect 1 after computing Us turn. • ' "Jupiter w« only JO degrees aboveTV object reappeared a, few the horium, leaking It appear to theto be. roughly at his own• fjt,". •i

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