Earth

by Timothy Good

  “If you’re talking about new propulsion technologies, we would first only look to the aerospace industry. I’ve had deep discussions with some people over a long period of time who—either they or their fathers—had worked for various aerospace companies and had been directly involved with the research as far back as the early 1950s on into the 1960s. And then by the 1970s they felt they had overcome most of the problems in reverse-engineering technologies from what, interestingly enough, they never call them UFOs; they call them AVCs—Alien Visitation Craft.”32

  A trusted source of mine—the same aerospace journalist who supplied me with a great deal of information on these matters for inclusion in Unearthly Disclosure—has hinted that in the 1980s a few aerospace companies, principally Lockheed and Northrop, had established underground plants inside the Tehachapi Mountains which produced top-secret, high-tech flying machines, allegedly produced by the Air Force’s “Project Aquarius” in conjunction with aerospace and electronics companies. The huge amounts of money involved were distributed and sequestered in the black budget.

  This exchange program purportedly involved a species of the so-called “grays”—aliens who claimed to have first come to Earth just after World War II and began establishing many underground and undersea bases around the world. These were located in areas such as Alaska, Australia, the Caribbean Sea (south of the Florida Keys), the Manzano Mountains near the nuclear weapons storage area at Kirtland Air Force Base, New Mexico, and the Monongahela National Forest in West Virginia. Several other bases were located around the world, mainly in Asia. From the information made available to me, I have deduced that the largest undersea base was probably located in the Milwaukee Seamounts, 32°46′ latitude, 171°91′ longitude, in the Pacific Ocean some 1,700 miles west-northwest of Honolulu.33 By 1973, they had come to stay.

  Highly telepathic, the beings were about four and a half feet tall, featuring large heads; large almond-shaped black eyes; vestigial mouths, noses, and ears; and very thin hands with no thumbs.

  The alien crafts’ propulsion systems “interacted with the magnetic fields existing throughout space and around celestial bodies,” they claimed. Enormously powerful electrical charges were generated in tube-like toruses ranging around the insides of the hulls. The toruses were superconductors, made of materials not found on Earth. They were non-resistant to electric current, allowing the current to run free, and forever. Magnets inside the tubes converted the current into plasma jets. Each ship had several such systems to provide energy for different purposes. The build-up of magnetic fields around the ships, when their propulsion systems powered up, sometimes made them glow.

  Air Force development of its own flying discs owed to their having studied recovered alien craft, a number of which had been brought down by the military. Although it was ascertained that a plasma field surrounding the craft shielded it from guided missiles, oddly enough bullets, shells, and cannon fire could cause severe damage and/or bring down such a craft (as another source confirmed for me), at least in the early days. As Colonel Philip J. Corso states, in later years hostile alien craft could be brought down by advanced particle-beam weapons, such as those fired from Blue Gemini satellites, as part of the Strategic Defense Initiative (SDI).33

  The discs reverse-engineered by the USAF were technologically inferior to those of the extraterrestrials, I learned. Nonetheless, the aliens acknowledged that they had underestimated us in this regard and were said to have been impressed. Design and production was said to be almost totally automated. One craft, apparently a two-seater, was described as appearing like two soup-bowls fastened together rim to rim, seamless, with no sign of windows and three slender landing legs which retracted into slots. Entrance was via a hatch under the hull.

  Propulsion was also said to involve plasma: indeed, it has been described as a “plasma-propelled magneto-hydro­dynamic vehicle,” and in water a “magneto­hydro­dynamic vehicle.”34 A vertical tube, some three feet in diameter, extended from the top of the cabin down through the floor. A superconductor torus of hot plasma circled the horizontal rim of the inner and outer hulls, generating a powerful propulsion field that interacted with Earth’s ambient magnetic field, propelling the craft. Another hot-plasma super­conductor torus circled the craft vertically. The craft’s CPU (central processing unit) was alleged to make billions of calculations per second, manipulating the plasma flow to counter G-forces.

  The American pilots wore special helmets that afforded “enhanced reality” for use in the plasma environment. Each helmet is unique to the pilot who wears it, reading his brain’s “electromagnetic signature.” The craft also utilized biocomputers. Viewing ports in the hull appeared only when required. Weaponry consisted of a very powerful beam that focused a mixture of photons and free electrons onto the target.

  I do not know how much of this information is factual. But based on my acquaintance with the source for many years, I feel that, even allowing for disinformation, it is substantially true.

  Italian Liaison

  In Chapter 13, I detailed some of the wealth of information provided for me by Professor Stefano Breccia regarding the propulsion systems of the Amicizia (W56) craft. On one occasion, he was given the opportunity of a flight in a craft, together with his German engineer friend Hans. No aliens were on board, but both the craft and its occupants were monitored at all times. Stefano told me that a safety precaution involved jumping on board with both feet—presumably to avoid an electric shock (as explained in Chapter 13). Hans took the controls, while Stefano (a licensed pilot of conventional aircraft) was content to make calculations relating to co-ordinates, etc., on his calculator. “I did not want to pilot the craft,” he told me frankly, “but I asked the W56s to show me the co-ordinates.

  “The control unit, on a ledge inside the flange, was most interesting, partly owing to its small size—about that of a PC keyboard. It had virtual images, like modern mobiles, but no keypads. (Today’s mobile phones would not work in a craft, incidentally.) I used my Olivetti 22 typewriter to make notes.

  “The floor was of metal but rather soft and looked like plastic. Light appeared to be generated from nowhere—it’s the air that’s ‘lit.’ Shadows go in the opposite direction from what you would suppose. There were no portholes, but the metal of the craft could be made transparent, enabling one to see either outside or inside. The seats weren’t very comfortable, owing to a triangular-shaped back. And there was a strange instrument that gave off different colors to different portions of air inside the cabin: it’s used for giving an idea of electrical, magnetic and gravitational fields inside—a global measure so you can decide which color should be attributed to a particular thing….

  “The trip was from Pescara to Moscow, Cairo, then back to Pescara, and the computer showed geographic co-ordinates. We found out that the craft did not travel in a straight line to its destination, but in a curve, which we thought strange. We flew at a very high altitude and at a speed of six to seven thousand kilometers per hour. There was no sensation of movement. Actually, it wasn’t so interesting—I find it more exciting in ordinary planes!”35 This may seem somewhat blasé, but less so if we take into consideration the many years Stefano spent in close proximity to both the aliens and their craft.

  Stefano gave me additional details pertaining to the piloting of their craft, which bears comparison with data provided by the previous source:

  “One could just touch certain lighted areas (which today we would call diodes) on a panel in front of the seat which at all times presented one with the only available option in that specific situation. Then it would change—depending. You could choose four different possibilities for going from one place to another: (1) Limiting the amount of energy dissipated; (2) When emphasis is on the duration of travel; (3) When the pilot decides what to do at each moment—or ‘manual override’; (4) Totally remote control, e.g. if the craft comes up against an obstacle, such as a mountain, say
, the obstacle (or part thereof) is destroyed. When the computer is involved, it ensures that such obstacles are avoided.

  “For example, when some Italian military pilots were being trained by the W56 to pilot their scoutcraft, at a certain point south of Calabria they detected a ship which they weren’t sure of, sixteen kilometers away at a bearing of 234°. The pilots decided to try to land on the ship, piloting normally without the computer. In doing so, they realized it was a naval ship of undetermined nationality. As they descended, the pilot encountered difficulties so decided to engage the computer, which made the craft land on the ship.

  “Of course, people on the ship, seeing this craft, reacted. And as they were military, they started firing at the craft. The pilots panicked so, via remote control, the W56 remedied the situation, pressing the ‘fly away’ option, in which the computer has control. So, when taking off from the ship, the craft destroyed part of the gun that was firing at them. Of course, the W56s—overviewing the situation—reprimanded the pilots, as they had not been in any danger at all.”

  The reason given by the Amicizia for the transfer of their technology, Stefano revealed to me, was to have humans performing as well as they did, for example with regard to the “CTR”—the contrari—and other groups who opposed them. Furthermore, the W56 group fully expected our pilots to defend themselves against the CTRs. “These types of craft,” Stefano emphasized, “could not be captured or damaged by our weapons.”

  “How many of your country’s pilots have flown these craft?” I inquired. “My guess,” he responded, “is that, among the Amicizia group, ten to fifteen Italian pilots have been trained to fly them.”36

  How many other countries have acquired alien technology? I do not know. But Paul LaViolette confirms that Canada and a number of European countries have been involved in top-secret research programs since the 1950s, and Fred Steckling cited American–Soviet collaboration. Germany, I assume, would be high on the list, based on Hermann Oberth’s testimony and that of others. There is also hearsay evidence, cited later, that the United States has shared much information with the United Kingdom.

  In any event, as time passes, it will become increasingly difficult to differentiate between “theirs and ours” and—perhaps more pertinently—between “friend or foe”….

  Chapter Sixteen

  Leviathans of the Skies

  It was the late spring or early summer of 1956—probably May—when a huge disc-like object was seen by thousands off the northeast coast of Aberdeen, Scotland. One witness is my friend Ian Taylor, who gave me an extremely detailed account of this remarkable, yet now little-known, event.

  At around 08:30 Ian was on his way to catch the bus to school, not that far from Aberdeen Airport. A keen plane spotter, as he scanned the mostly clear skies for contrails he noticed what first appeared to be a balloon hovering in the direction of the city. “The object seemed to be stationary, around the one o’clock position to the vertical, but I remember being aware of some gentle sideways movement coupled with similar vertical transitions too,” he told me. By 10:30, at which point Ian was enjoying a break in the playground, the object still remained in the sky, causing him to wonder why, if it was a balloon, it hadn’t drifted. It was still there at lunchtime.

  “I noted it maintained a different elevation, and immediately became aware of two sets of contrails in the sky, heading up from the south in a northerly direction, toward the city. I noted they had a twin exhaust exit, and that immediately suggested Meteor jets. I knew this type of aircraft had an operational ceiling of around 42,000 feet and that they would probably have come from RAF Leuchars in Fife, near St. Andrew’s. It soon became obvious they were heading toward this object’s position.

  “Both aircraft then began to separate from their close formation to form a huge circle in the sky, which on reflection I would have estimated to be in the order of two miles in diameter. Both aircraft performed this maneuver for about two to three minutes at least, leaving this incredible graphic imprint in the sky which would have attracted considerable attention for miles around. The aircraft eventually broke away and headed south.

  “Sitting at the core of the contrail pattern was this object, and I immediately began to suspect something wasn’t quite what it appeared to be. Firstly, the object looked considerably smaller than before. Then, within a short space of time, it seemed to increase in size to return to what was first observed, but perhaps not quite as large. As the contrails began to spread out as they tend to do with upper windshear effects, I noted a barely perceptible drift westward of the contrail ring. As the contrail ring began to drift further westward, this object still maintained its position. I still observed this unusual, slow bobbing and oscillating motion associated with it. And then, when the ring continued moving in a westerly direction it began to obliterate this object and within a few minutes the object was lost to sight, soon to re-emerge as the contrail disc continued moving with the upper air stream.

  “I instinctively knew this object was much higher than the contrails by quite a considerable margin and therefore much, much larger than originally considered and it began to become clear that the circling jets were well below this object and that it had in fact ascended to what might be regarded as a safe altitude above the jets. It must have seen them coming.”

  On returning to his school, Ian noted that the mystery object remained in the sky, maintaining its position and altitude. By around 14:30 it had disappeared. According to the front-page story in the Aberdeen Evening Express (date not known), thousands of people had witnessed the object. Furthermore, its first sighting had been reported north of the city at about 07:00. Photographers from the Express had attempted to capture the object with their large plate cameras fitted with standard wide-angle lenses, Ian reports, but “failed to get any image worthy of publication.”

  Two years later, Ian befriended James Stewart (long since deceased), a research scientist with the MacCaulay Soil Research Institute in Aberdeen, who also had observed the strange craft. He had driven home from the Institute to fetch his theodolite (a surveying instrument for measuring horizontal and vertical angles with a rotating telescope). “What he told me was fascinating,” said Ian:

  “He drew what he had observed through the device, describing the object as being rounded underneath, and the top—at least what could be seen relative to the observable angle from terra firma—came to a rounded point from what appeared to be a gentle upward sweeping transition from the outer rim. He went on to say it had a beautiful golden metallic luster with high reflectivity values and totally absent of appendages, graphic markings, or symbols. Like me, he was quick to detect its motion characteristics describing, as I had observed, this swaying motion coupled with a slow and gentle vertical bob.

  “What he then went on to say threw me completely. He had calculated its overall diameter as being in the order of anywhere between 780 and 800 feet. And like myself, James was convinced enough to reach the conclusion that the arrival of the jets was no mean coincidence; and, as we both recognized the aircraft type, he was quick to assume they would have been taking footage with their nose-mounted gun-cameras, whose field of capture was a five-position lens system, as I recall from Jane’s All the World’s Aircraft, each lens position allowing a level of overlap to create a near panoramic template.”

  Years later, Ian joined the Royal Air Force for a period of three years, specialising in air defence work. After training at Compton Bassett in Wiltshire, he was posted to RAF Buchan radar installation, some thirty miles north of Aberdeen. “A few weeks after I settled in my new role,” he recounted, “all the new conscripts were dispatched to RAF Leuchars in Fife. It was on that visit I took the opportunity to step out of the crowd and discuss with one of the host Hunter jet pilots the 1956 sighting, even though I knew he would not have been there at the time. I remember vividly his expression of bewilderment at my question, clearly struggling to offer a response in a
manner appropriate to the occasion, especially so from a lowly SAC [Senior Aircraftman] radar operator.

  “He eventually responded by saying he knew nothing about such an incident, smiled slightly, and then moved away to attend to the rest of the party. Naturally I didn’t pursue the matter, as it was clear he intended the conversation to end there. Two days following the trip to Leuchars, during what I recall was a day watch for the crew I was attached to, the NCO [Non-commissioned Officer] of the watch came up to me when I was on the radarscope to say I had to report to the Squadron Leader of the watch once my break time came along. Somewhat mystified, no reason having been given, I went to his office as requested. As it happened, this officer was ex-aircrew and a fellow Scot, very well liked among the ranks as well as by lesser mortals like myself. I knocked and entered, stood to attention and all of that and then awaited his address.

  “What happened next completely floored me, and it was clear I was in some sort of trouble. Obviously, the officer I had addressed at Leuchars had reported to the base commander about my questioning over the 1956 UFO incident in relation to Leuchars. That inquiry quickly got back to Buchan, probably long before we left Leuchars to return to Buchan, and most likely reached the ears of a senior controller, which then had been passed down the chain of command to this officer. As the officer at Leuchars had access to all the names of the team visiting that day, my name came out of the hat as being the defaulter. The following is more or less what was said to me and, I might add, in no uncertain terms …

  “‘It has been brought to my attention that you have been asking questions during your recent visit to Leuchars in regard to UFOs, in particular an incident that took place in the past that you claim had involved the Royal Air Force. As a member of the Royal Air Force, and subject to your position at this base as a radar observer, bearing in mind you have signed the Official Secrets Act to which you must adhere under all circumstances, you must never at any time, on or off the base, discuss the topic of UFOs. This is a subject of the highest sensitivity and you have no authority to discuss any issue relating to it whilst in this service.