Narrator: Turner examined the blips on his screen [near Sopley] and determined the only thing that could be moving at that speed was the most advanced fighter of the day -- the Lightning. But the sheer number of aircraft indicated was simply unbelievable.
Turner: It was so unusual. People just looked at it and said, "What is going on?" We're talking 30, 35 aircraft. No Air Defense Commander in his right mind would get the entire Lightning force in one location. He'd have absolutely nothing left with which to defend the United Kingdom Air Defense region. You could cut the air with a knife. It became electric rapidly. People were -- more than surprised.
@0:55 (emphasis added)
Turner: I kept asking the pilot, "Are you visual?" And then he said, the voice sounded quite jittery, "I don't know what that was, it was a quarter of a mile away, climbing like the clappers and we saw it on radar. We did not see it visually.
There were seven technically different radars all seeing exactly the same thing. Two radars at Southern radar, two radars at Heathrow, two at the fighter control establishment, and the airborne one with the Canberra bomber.
@1:40 (emphasis added)
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Emanating from a point some twenty nautical miles east of the eastern extremity of the Salisbury Plain Danger Area were a series of six or seven blips moving on a south-easterly track each being separated from the other by about six miles. At about forty miles from the point they appeared on radar they disappeared to be followed almost immediately by a replacement at the point of origin.
I put the FPS 6 Height Finder onto some returns to discover that they were about 3000 feet when they came into radar cover and climbing extremely rapidly so that, by the time they disappeared from radar, they were in excess of 60,000 feet. To climb to such a height in only forty miles was beyond the ability of any fighter aircraft at the time.
The phenomenon was witnessed by four civil and six military controllers on duty at the time. I called Heathrow Radar to discover that they, also, wee seeing a similar picture. The same situation prevailed in the Fighter Control Operations Rooms at RAF Neatishead. The three units involved operated different radars from each other thus different frequencies were in use. The weather forecast from the south of England was calm and sunny. I called the Met Office to confirm the strength of the upper winds to find that they were also relatively calm and were about fifty degrees off the southeasterly track of the blips; they also confirmed that there were not Met balloons/probes airborne at the time.
The whole episode lasted for twenty minutes or more before the blips stopped appearing. I impounded the R/T tapes and the Radar Video film and made appropriate entries in the log. Each person in the Ops Room who witnessed the incident was required to write a report. The Squadron Leader in charge of Operations collated the reports and informed higher authority. Within a couple of days I was interviewed in the Squadron Leader's office by two men who were not identified to me. I, along with all the others in the Ops Room on the day in question, were told in no uncertain terms not to relate what we had seen until cleared to do so. About four years later I was serving at RAF Wattisham when the Station Commander asked to see me. I was told that he had a communication from the MoD about the incident at Sopley and that as 'nothing could be confirmed' the situation was such that doubt would be cast on anything I said about it. I took this to mean that I was no longer to remain silent.
I am at a loss to explain what I, and many other people, saw. In those days aircraft could not climb at such a rate. To be seen on displays by three different ground radars, plus the airborne radar in the Canberra, is also a mystery. The weather conditions were very definitely VMC or Visual Met Conditions; the aircraft was clear of cloud by at least a thousand feet vertically and with a forward visibility of at least five nautical miles.
It is September 8th, 1970, we are in the depth of the Cold War and tensions are high on both sides. Saxa Vord was a radar station based on the Shetland Islands whose primary function was to spot unidentified craft approaching the North Sea. Around this time Russian bombers made regular, unauthorised flights along the British coastline (or as near as they could get) to test the RAF and NATO defences. It was a constant game of ‘Cat and Mouse’. This particular night, a radar operator detected an unidentified aircraft halfway between the Shetland Islands and Alesund, Norway. The object was tracked and held steady at a speed of 630mph at 37,000ft and on a south-west trajectory. Suddenly the object turned 30 degrees to head South and accelerated to 980mph (Mach 1.25) and climbed to 41,000ft. As per procedure a scramble message was despatched to the nearest NATO airfield which was RAF Leuchars. Within several minutes two Lightning interceptors were in the air homing in on the object, which they were expecting to be a Russian jet. Then the object performed a manoeuvre that astounded the radar operators. The object, which until now had been performing within the range expected of a Russian plane, now turned through 180 degrees and disappeared to the North at a speed calculated at 17,400mph.
Despite the sudden disappearance of the object the two Lightning jets stayed airborne and over the next hour the object returned from the North and the Lightning interceptors would turn to approach the object, which would then retreat in the usual manner. Now the chase was joined by two F4 Phantoms scrambled from the USAF base at Keflavek in Iceland. The radar onboard the Phantoms was quite sophisticated and was able to detect the object. But when the Phantoms attempted to give chase the object effortlessly disappeared at high speed, leaving the Phantoms helpless. It was at this point NATO Commanders were becoming concerned and the situation was being monitored at the Ballistic Missile Early Warning System (BMEWS) at Fylingdales. It was also being tracked by a second BMEWS in Greenland. The information being gathered by all these different stations was now being relayed to NORAD, deep in the Cheyenne Mountain.
Meanwhile the game of chase was still taking place, until around 9pm when the object seemed to vanish completely. The Lightning interceptors were ordered to return to base while the Phantoms were ordered to patrol off the Icelandic East coast. Approximately 40 minutes later radar operators detected the object again. This time the object was travelling at a more leisurely 1,300mph, well within the range of both Lightnings and Phantoms. Two Lightnings were scrambled again from RAF Leuchars, with another two being scrambled from Coltishall, Norfolk. Unbeknown to those already taking part in the chase Strategic Air Command HQ at Omaha, Nebraska was ordering its B52 bombers to get airborne. Things were escalating quickly.
Continued here thetruthhides.wordpress.com...
[Alan Turner:] The phenomenon was witnessed by four civil and six military controllers on duty at the time. I called Heathrow Radar to discover that they, also, were seeing a similar picture. The same situation prevailed in the Fighter Control Operations Rooms at RAF Neatishead. The three units involved operated different radars from each other thus different frequencies were in use. The weather forecast from the south of England was calm and sunny. I called the Met Office to confirm the strength of the upper winds to find that they were also relatively calm and were about fifty degrees off the southeasterly track of the blips; they also confirmed that there were not Met balloons/probes airborne at the time.
The winds were not strong enough, nor in the right direction, to cause the blips to travel on their observed track especially at the speed they were traveling. It was estimated that they were doing around 250 knots, but it must be borne in mind that this was a lateral speed as seen on radar - they must have been traveling very much faster to climb over 50,000 feet in less than forty miles. Equally the weather was such that there were no 'angels' to affect the radar picture. "Angels" was a euphemism for, what were believed to be, ionized pockets of air which, under very specific atmospheric conditions, were often seen on radar screens in those days: when seen, these 'angels' traveled extremely slowly simply drifting along haphazard tracks. In those days all radars were 'raw'. That is to say that, whatever was within the coverage of the radar envelope and capable of bouncing (returning) the radar pulse back to the receiver, would be seen on the radar tube. Today's radars are computerized thus such interference is processed out so as not to affect the picture.
Looking around for some other method of checking what was going on, I discovered that a controller had two Canberras on frequency returning from Germany. One of the pilots agreed to investigate so I assumed control of his aircraft and, having confirmed he was in good visual met conditions, I vectored him on to the blips keeping him regularly updated on their position relative to the Canberra. The aircraft was flying at around nineteen thousand feel and when it got within a mile or so of one particular blip, the pilot reported, in a very agitated voice, that his radar had picked something up heading down his port side by about a quarter of a mile and 'climbing like the clappers', it was on a reciprocal heading to the Canberra. The pilot admitted that neither he nor his navigator made any visual contact and confirmed that the weather conditions were such that they would have had no difficultly seeing something that close.
Originally posted by Xtraeme
reply to post by jkrog08
In my humble opinion we need to start discussing cases tracked by radar, sonar, theodolites, satellites (Baker-Nunn's), spectrometers, etc. It seems like the vast number of people are clueless about these cases.
Originally posted by Sam60
But if you do that, we won't have an space left for reptilians, Johnathon Reed, rods, Billy Meier.....
Even when dealing with the truly egregious cases, people like Reed, we can still word ourselves in such a way as to deflect criticism and demonstrate that UFO investigators are truth-seekers by expressing certainty and uncertainty in the correct proportions!! For example,
"Jonathan Reed, or by his true name - Jonathan Rutter, released extremely compelling footage that was of great interest to those of us who make it our business to identify UFOs. After analysis, however, based on testimony from Mr. Rutter's, now, ex-girlfriend and his live-in roommate, Larry, there's question to the truthfulness of Mr. Rutter's story. It's the position of most organizations that the events surrounding Mr Rutter's story were likely manufactured."
Notice I point out the best aspect of Mr. Rutter's case, but proportion it correctly to the best known counter-information. There's no reason for me to personally attack Mr. Rutter. It's entirely plausible the counter-evidence is as much a forgery as is the pro-claim. Getting in to these sorts of debates only wastes time and prevents discussion of the incidents that are truly worth our efforts.
In summary, don't paint with a broad brush. Summarize condemnation and praise in correct proportions. The truth is rarely black and white.
Originally posted by easynow
reply to post by Xtraeme
thanks for posting this story Xtraeme,
i am sure not many people have heard of this one before (me included)
30-40 ufo's ? caught on radar ? sounds like an invasion to me
reminds of the story Robert Dean talks about in the Fastwalkers video
Originally posted by Sam60
reply to post by Xtraeme
That's all quite fair & reasonable.
I try start off with an open mind & then time allowing I tend to read quite extensively, even about the crazier ones like Rutter, Meier, Lear, Icke, etc...
But in the end, I have to conclude that some of that stuff is just whacko!
“What I saw defied all logic and was, quite frankly, extraordinary. It wasn’t just me, more than 30 pairs of eyes of RAF staff and radar operators at Heathrow Airport witnessed the same thing. I instantly knew this wasn’t a convoy of military planes -the only craft with that rate of climb were supersonic lightning aircraft but they wouldn’t have been able to hold such a perfect formation".
RAF Wing Commander Alan Turner (MBE).