Monday, December 23, 2013

JAL Flight 1628 UFO Incident


In November 1986, a Japanese crew of a jumbo freighter aircraft witnessed three unidentified objects while flying over Alaska, USA. This sighting gained international attention when the Federal Aviation Administration (FAA) announced that it was going to officially investigate this sighting because the Air Route Traffic Control Center in Anchorage, Alaska, had reported that the UFO had been detected on radar. Captain Terauchi was featured on numerous radio and TV programs and in People Magazine. Within a few months of these events he was grounded, apparently for his indiscretion of reporting a UFO, even though he was a senior captain with an excellent flying record. Several years later he was reinstated. The UFOs in this case were tracked on both ground and airborne radar, witnessed by experienced airline pilots, and confirmed by a FAA Division Chief.


November 17, 1986 - over northeastern Alaska - It was a special Japan Air Lines 747 cargo flight to carry a load of French wine from Paris to Tokyo. The flight plan would carry flight 1628 from Paris to Reykjavik, Iceland, across the North Atlantic and Greenland, then across Canada to Anchorage, Alaska, and finally across the Pacific to Tokyo. The crew consisted of veteran Captain Kenju Terauchi, co-pilot Takanori Tamefuji, and flight engineer Yoshio Tsukuba.

On November 16, 1986, laden with wine, JAL1628 took off from Paris and flew the first leg of the trip, to Reykjavik. The next day, they continued, flying over Greenland and then across northern Canada without event.

Just after they crossed into Alaska, at 5:09 PM local time, Anchorage Air Traffic Control contacted them on the radio to report initial radar contact. The Anchorage flight controller asked them to turn 15 degrees to the left and head for a point known as Talkeetna on a heading of 215 degrees. They were at 35,000 feet and traveling at a ground speed of about 600 mph.

At about 5:11 PM local time, Captain Terauchi noticed the lights of some sort of aircraft about 2000 feet below and 30 degrees to the left front of them. He decided that the aircraft was probably an American jet fighter from nearby Eielson or Elmendorf Air Force Bases patrolling Alaskan airspace, so he ignored them at first. However, after a few minutes, he noticed that the lights were keeping pace with his own aircraft, which would be an unusual thing for patrolling jets to do.

It was about seven or so minutes since we began paying attention to the lights (when), most unexpectedly, two spaceships stopped in front of our face, shooting off lights. The inside cockpit shined brightly and I felt warm in the face.

Terauchi said that it was his impression that the two objects he had seen below them minutes before had suddenly jumped in from of him. The craft, one above the other, kept pace with the 747 for several minutes, moving in unison with an odd rocking motion. After about seven minutes, they changed to a side-by-side arrangement. Terauchi said that the "amber and whitish" lights were like flames coming out of multiple rocket exhaust ports arranged in two rectangular rows on the craft. He felt that they fired in a particular sequence to stabilize the craft, much like the small maneuvering thrusters on the Space Shuttle. He also reported seeing sparks like a fire when using gasoline or carbon fuel.

Co-pilot Tamefuji described the lights as "Christmas assorted" lights with a "salmon" color. He said: I remember red or orange, and white landing light, just like a landing light. And weak green, ah, blinking. He also described the lights as pulsating slowly. They became stronger, became weaker., became stronger, became weaker, different from strobe lights. The lights were "swinging" in unison as if there were "very good formation flight...close" of two aircraft side by side. He described the appearance of the lights as similar to seeing "night flight head-on traffic", where it is only possible to see the lights on an approaching aircraft and "we can not see the total shape." He said, I'm sure I saw something. It was clear enough to make me believe that there was an oncoming aircraft.

Flight engineer Tsukuba, who sat behind the copilot, did not have as good a view of the lights. He first saw them "through the L1 window at the 11 o'clock position" and he saw "clusters of lights undulating". These clusters were "made of two parts...shaped like windows of an airplane". He emphasized that "the lights in front of us were different from town lights." He described the colors as white or amber.


Tamefuji decided to call Anchorage Air Traffic Control, and for the next thirty minutes the 747 and AARTCC were in constant contact regarding the UFO.

During this time, Captain Terauchi asked Tskububa to hand him a camera so that he could attempt to take a photograph of the lights. However, Terauchi was unfamiliar with the camera and could not get it to operate. Tsukuba also could not get his camera to operate due to problems with the auto-focus and finally gave up trying to take a photo.

At this point they began experiencing some radio interference and were asked by Anchorage to change frequencies. Terauchi later said that Anchorage kept asking him about clouds in the immediate area: They asked us several times if there were clouds near our altitude. We saw thin and spotty clouds near the mountain below us, no clouds in mid-to-upper air, and the air current was steady.

Soon after the exchanges about clouds, the objects flew off to the left. Terauchi said later: There was a pale white flat light in the direction where the ships flew away, moving in a line along with us, in the same direction and same speed and at the same altitude as we were.

Terauchi decided to see whether they could see anything on the 747's own radar:

I thought it would be impossible to find anything on an aircraft radar if a large ground radar did not show anything, but I judged the distance of the object visually and it was not very far. I set the digital weather radar distance to 20 (nautical) miles, radar angle to horizon (i.e., no depression angle). There it was on the screen. A large green and round object had appeared at 7 or 8 miles (13 km to 15 km) away, where the direction of the object was. We reported to Anchorage center that our radar caught the object within 7 or 8 miles in the 10 o'clock position. We asked them if they could catch it on ground radar but it did not seem they could catch it at all

At 5:25:45, after spending two minutes looking, the military radar at Elmendorf Regional Operational Control Center also picked up something. The ROCC radar controller reported back to the AARTCC that he was getting some "surge primary return." By this he meant an occasional radar echo unaccompanied by a transponder signal.

As the 747 neared Fairbanks:

The lights (of the city) were extremely bright to eyes that were used to the dark. (The cockpit lights had been turned off to eliminate window reflections of internal lights.) We were just above the bright city lights and we checked the pale white light behind us. Alas! There was a silhouette of a gigantic spaceship. We must run away quickly! "Anchorage Center. The JAL1628 is requesting a change of course to right 45 degrees." It felt like a long time before we received permission

Just after the plane turned to the right, the AARTCC controller called the Fairbanks Approach Radar controller to find out whether or not the short-range radar had a target near the JAL. The approach radar reported no target other than JAL1628.

The plane came out of the turn and flew toward Talkeetna at an altitude of 31,000 ft, with the object still following.

At about 5:40 a United Airlines passenger jet took off from Anchorage and headed north to Fairbanks. The AARTCC controller decided to ask the UA pilot to try to see the object that was following the JAL flight. The UA pilot said he would look when he got closer. The controller asked the JAL flight to stay at 31,000 ft and the UA flight to stay at 29,000 ft. He then directed the UA flight to turn some more so that the planes would pass within five miles of one another.

As the United Airlines jet got closer, the UFO apparently dropped behind, allowing the JAL plane to get far ahead. The United pilot asked the AARTCC to have the JAL pilot flash the headlights on the JAL aircraft so he could locate the plane. At 5:49:45 the JAL pilot did that. At this point the planes were about 25 miles apart.

When the planes were about 12 miles apart, the UA plane reported seeing the JAL plane and nothing else. But by this time the UFO had apparently disappeared, not being seen by JAL1628, either.

At about 5:51, the AARTCC requested that a military TOTEM flight in the area also fly toward the JAL plane for a look. During the next several minutes TOTEM viewed the JAL plane but couldn't see any other traffic. JAL1628 proceeded to Anchorage and landed at 6:20 PM.

The FAA conducted an investigation of the incident, and did not issue its final report until March 5. CSICOP's (Committee for the Scientific Investigation of Claims of the Paranormal)Phil Klass issued a premature statement on January 22 claiming that the UFOs were the planets Jupiter and Mars - an impossible solution because the UFO was seen in a part of the sky opposite the position of these planets and because the UFOs moved from positions one above the other to side by side. CSICOP later issued a second explanation that the UFO was light reflecting off of clouds of ice crystals - also unlikely because the sky was clear at the reported altitude of the UFO. The FAA attributed the radar images received by ground radar to a "split radar return from the JAL Boeing 747."

-----------


CALLAHAN PRESENATION SUMMARY

UFO INCIDENT INVOLVING A JAPANESE B747 IN THE VICINITY OF ANC - NOV. 1986


As the Division Manager for the FAA Washington headquarters Accidents, Evaluation and Investigations, I was responsible for the quality of air traffic service provided to the FAA users. When informed of the “UFO incident involving a Japanese B747 in the Alaskan region” I ordered the RADAR recorded data and voice tapes flown to the FAA Technical Center in Atlantic City, New Jersey for evaluation and analysis by both FAA Hardware and Software experts. After reviewing the play back of the event on a controller’s scope, referred to as a “PVD” and receiving a detailed analysis of the incident, I briefed the FAA Administrator and members of President Reagan’s scientific staff, CIA, etc. on the following:

During the play back of the event I observed a primary radar target in the position reported by the Japanese pilot. The intermittent primary target stayed in close proximately to the B747 for approximately 31 minutes. Both the FAA controller and military NORAD controller reported observing the RADAR return of the “UFO” target on their “scopes”. There was no noticeable weather” in the area. “You can see into next Tuesday” was reported by a United pilot.

The UFO was painted as an extremely large primary target. As a result of the lacking run length identification the FAA computer system treated the UFO RADAR return as “weather” and transmitted it to the controller’s PVD via a non recorded line. ( All known aircraft are programed in the FAA computer systems “Run Length” table.) At the conclusion of the hand-off briefing the CIA advised they were “confiscating all the data, this event never happened, we were never here and you are all sworn to secrecy.” They also advised they would not notify the media as “it would scare the public.”

----------


Alaska's 1986 UFO sighting still rouses curiosity

Washington, D.C., Nov. 8, 2002 - Although man has walked on the moon and orbited the earth, there is still no proof that intelligent beings exist on other planets. Yet scientists believe there could be.

There is even one account to suggest aliens have flown over Alaska.

For generations, man has fictionalized what it would be like to meet aliens or unidentified flying objects. But again, that's just fiction. This may be fact.

"Either there's something there or there isn't it," says former FAA division chief John Callahan. "Is it a spaceship or not? Why would they say it's a spaceship if it's not? The radar ain't lying."

Radar reports were part of what Callahan investigated while working for the Federal Aviation Administration in 1986. The investigation stemmed from a report by a Japan Airlines 747, as it flew about 50 miles from Anchorage. An inexplicable image appeared on air traffic control and military computers, and the three pilots flying the plane claimed they saw a UFO.

"The pilot has it on his radar, and then the pilot and the other two guys in the cockpit look out the window, and they see him over here, and they see him over there, and they see him over here, and for 31 minutes," Callahan says.

The FAA said the incident was due to a radar malfunction. The CIA believed the pilots, Callahan says, but it buried the story. "The CIA said it was a UFO. The CIA said we're not going to tell the public, because it would scare the public. They told me that."

Stories like Callahan's were the subject of a symposium Friday in Washington, D.C. Reputable scientists and even a former NASA official concluded such stories may be more than just the visions of those with active imaginations.

"Within our own backyard, the Milky Way Galaxy, there could be literally 50 billion planets, of which 10 percent may be earthlike in nature," says Dr. Michio Kaku of City University of New York. "So it's hard to believe that God would create a universe and waste it, making all these barren planets."

Scientists say more funding needs to be devoted to determining if there is life on other planets -- and they acknowledge there is also the challenge of getting people to accept the idea of alien life.

That's an idea Callahan accepted two decades ago. "What I'm hoping is, before I die, to be able to say I told you so," he says.

Callahan continued to work for the FAA after the Japan Airlines incident. He is now retired and does some aviation consulting.

----------

FAA investigates JAL Flight 1628 UFO Sighting

ANCHORAGE (AP) -- The Federal Aviation Administration has stepped up efforts to determine the source of wavering lights that dogged a Japan Air Lines cargo jet across Alaska's night sky for nearly an hour in November. "We're looking at it to ensure that somebody didn't violate airspace we control," FAA spokesman Paul Steucke said Sunday. "We looked at it about six weeks ago, but since then we've gotten a lot of public interest, so we went back and re-interviewed the pilot. He provided us with additional information."

Veteran pilot Kenji Terauchi told investigators Friday through an interpreter that two of the lights were small, perhaps no larger than eight feet across. He said the third light was on an aircraft, a huge darkened globe with a diameter of perhaps two aircraft carriers placed end-to-end, Steucke said.

The pilot said the large UFO showed up on his cockpit weather radar. But images on military radar screens at the time were dismissed as "clutter," and a blip that showed up on FAA screens was analyzed as a coincidental "split image" of the aircraft, Steucke said.

Radar tapes, transcribed interviews and radio messages are to be sent to the FAA in Washington, D.C., later this week for review, Steucke said.

A JAL spokeswoman Sunday said Terauchi was on a flight to Europe and was unavailable.

Flight 1628, with a three-man crew, left Iceland on Nov. 17 with a load of wine bound for Tokyo from Paris. Terauchi and his crew picked up the Boeing 747 in Iceland for the Polar leg of the flight to Anchorage.

The evening sky was clear as the jet, cruising at 525 knots, crossed into Alaska from Canada, just northeast of Fort Yukon. At 6:19 p.m. (AST), as the plane flew at 35,000 feet, Terauchi said he saw three lights eight miles in front of his aircraft.

The pilot reported the lights were yellow, amber and green, Steucke said, but not red, the international color for aircraft beacons.

"The two smaller ones moved a little bit, changed their angle. The smaller ones did not show up on the weather radar onboard," Steucke said. "The larger one did.

"It appeared to him it might be possible that the lights might be exhaust pipes, they kind of wavered but did not blink. His main concern was trying to determine whether he was overtaking another aircraft."

Steucke said the pilot reported he dimmed cockpit lights to ensure he was not seeing a reflection.

"He flew for about six minutes before he decided to report anything," Steucke said. "I can't say I blame him for that." Terauchi radioed Anchorage FAA air controllers, who direct all aircraft traffic in the state, except for planes near airports, Steucke said. Fairbanks controllers checked their screens but saw only Flight 1628, Stuecke said.

The pilot reported the object was staying with him and controllers told him to take any evasive action needed. Terauchi decreased altitude to 31,000 feet, but the lights went down with him "in formation," Steucke said.

South of Fairbanks, Terauchi turned the plane in a complete circle to see if the lights would follow. "That was pretty clever," Steucke said. "It allowed him to eliminate any natural phenomenon which would have stayed stationary."

The lights stayed with the cargo jet, and moved to its left side, the pilot told the FAA.

Friday, he told investigators that there were no magnetic disturbances noted on the plane and no changes in its instruments or navigation systems, Stuecke said.

The FAA in Anchorage and the military in Alaska use the same long-range radar in Fairbanks, Steucke said. The FAA also uses sophisticated computer systems to screen clutter before it reaches radar screens, he said.

The military in Alaska does not use such computers, he said. "The military decided about a minute into this exercise that what it was seeing was clutter," he said. The Air Force did not send up an interceptor and is not investigating the matter, Steucke said. At the FAA center in Anchorage, controllers following the flight noted occasional second blips, or "split targets," on the screen near Flight 1628, Steucke said.

"That happens when the transponder aboard the aircraft is not electronically in sync with radar bouncing off the plane," he said. "We get an intermittent blip every three sweeps of the radar screen. It's not unusual. It has happened and it does happen.

"It was what I call coincidence that the split image happened to fall at the right distance and the same side of the aircraft that the object was reported by the pilot."

The lights vanished, heading east, when the JAL jet was about 80 miles north of Anchorage, Steucke said.

The FAA has ruled out alcohol or drugs as a factor in the sightings, Steucke said. "They were rational, professional pilots. I'd describe them as very sincere, very intense," Steucke said.

"I've been here 12 years, I've been with the FAA three, and I've talked to people who've been here seven or eight years and they don't recall anything like this," he said.

The FAA started investigating the report after the sighting, he said, but not as a top priority. "Basically, the public interest heightened the interest level. I wasn't hiding it, but I wasn't standing on a rooftop announcing it," he said.

-----------


MUFOR: Japan Air Lines Flight 1628

In the late afternoon of November 17, 1986, Japan Air Lines flight 1628, a Boeing 747 with a crew of three, was nearing the end of a trip from Iceland to Anchorage, Alaska. The jet, carrying a cargo of French wine, was flying at 35,000 feet through darkening skies, a red glow from the setting sun lighting one horizon and a full moon rising above the other.

A little after six p.m., pilot Kenju Terauchi noticed white and yellow lights ahead, below, and to the left of his airplane. He could see no details in the darkness and assumed the lights were those of military aircraft. But they continued to pace the 747, prompting first officer Takanori Tamefuji to radio Anchorage air traffic control and ask if there were other aircraft nearby. Both Anchorage and a nearby military radar station announced that they were picking up weak signals from the 747's vicinity. Terauchi switched on the digital color cockpit weather radar, which is designed to detect weather systems, not other aircraft. His radar screen displayed a green target, a color usually associated with light rain, not the red he would have expected from a reflective solid object.

Because he was sitting in the left-hand seat, Terauchi had the only unobstructed view when the lights, still in front of and below the airplane, began moving erratically, "like two bear cubs playing with each other," as the pilot later wrote in a statement for the Federal Aviation Administration. After several minutes, the lights suddenly darted in front of the 747, "shooting off lights" that lit the cockpit with a warm glow.

As the airplane passed over Eielson Air Force Base, near Fairbanks, the captain said he noticed, looming behind his airplane, the dark silhouette of a gigantic "mothership" larger than two aircraft carriers. He asked air traffic control for permission to take his airplane around in a complete circle and then descend to 31,000 feet. Terauchi said his shadower followed him through both maneuvers.

A United Airlines fight and a military C-130 were both in the area and Anchorage asked the airplanes to change course, intercept the Japanese 747, and confirm the sighting. Both airplanes flew close enough to see JAL 1628's navigation lights, alone in the night sky, before Terauchi reported that the unidentified fyling objects had disappeared. The encounter had lasted nearly 50 minutes.

----------

Text of the written statement by Captain Terauchi:

We took a flight course southeast of Greenland direct to Chule, where a U.S. military base is, by crossing the great icy highland midwest of Greenland.The flight above Greenland, under a nearly full moon, which was raising on the right front side of our aircraft, helped visibility for the night flight. The flight was smooth despite the unstable air current that shook the plane for about two hours, but was still a rather stressless flight as compared to a passenger flight.We aimed towards Single Point, on the north coast of Canada, by passing through the Canadian north polar regions and down southwest along an Arctic flight course. It was 4:25 p.m., Alaska time, when we reported our location to Edmonton Center from above Single Point, Canada (68 degrees 55 minutes the North Latitude, 137 degrees 15 minutes West Longitude). It had become pitch dark, perhaps because the moon was directly behind us near the horizon.

We received an order from Edmonton Center that we should contact the Anchorage Center when we reach above Pottat where Alaska Territorial Air begins. Pottat locates approximately 480 miles, approximately 890 kilometers, North-northeast of Anchorage, 67 degrees 56 minutes North Latitude, 141 degrees West Longitude.We began the communication with the Anchorage Center about 5:05 p.m. The flight course we had acknowledged was Jet 529, direct to Ft. Yukon and Jet 125 via Nenana, Talkeetna, Chaiger and to Anchorage. The Anchorage Center ordered us to fly direct to Talkeetna, provided us transponder codes and placed us on a radar scope at the same time.

The strange phenomenon happened immediately after we began left rotation, following the order of taking the direct flight course.There was an unidentifiable light ahead of the rotation. We set the course toward Talkeetna and began level flight. Then we saw lights that looked like aircraft lights, 30 degrees left front, 2000 feet (600 meters) below us, moving exactly in the same direction and with the same speed as we were. We were at the altitude of 35,000 feet (10,600 meters), flying speed was 900 kilometer per hour to 910 kilometer per hour.We ignored the lights, thinking probably they were special missioned aircraft or two fighters because we did not notice the lights while communication with the Anchorage Center or on prior visual inspection. However, the position of the lights had not changed ever after a few minutes and that called our attention.

The First Officer, Tameto(?), called the Anchorage Center and asked to report to us if there were any aircraft other than ours in the area. The Anchorage Center told us that there were no other aircraft in the North area. We immediately reported back that we were seeing aircraft lights. They again reported that there was no military aircraft and the ground radar did not show any aircraft but us. They also asked us several times if there were clouds near our altitudes. We saw thin and spotty clouds near the mountain below us, no clouds in mid-to-upper air, and the air current was steady and conditions were quite pleasant. Perhaps the controllers were concerned that an increased use of improved lazer beams using clouds was creating moving images.

We kept observing the lights below us in left front, thinking it was ridiculous to have lazer beam testing at the end of a tundra area. Then the two lights began to move in a manner different from ordinary aircraft maneuvers, like two bear cubs playing with each other. We continued the flight South along a straight course since the distance from the lights was far enough from us and their movement was not extreme and we felt no immediate danger.

I thought perhaps it is one of those things called UFO and taking a photo might help to identify the object later. I asked to bring forward my camera bag that was placed in the rear of the cockpit and began to take a picture. The area in which the plane was flying was unchanged, but the lights were still moving strangely. I had ASA 100 film in my camera, mainly to take scenery and had auto-focus on, aimed at the object but the lens kept adjusting and never could set a focus. I changed auto-focus to manual-focus and pressed the shutter but this time the shutter would not close.

Then our aircraft started to vibrate and I gave up taking a photo. I placed my camera back in the camera bag and concentrated on observing the lights.It was about seven or so minutes since we began paying attention to the lights. Most unexpectedly two spaceships stopped in front of our face, shooting off lights. The inside cockpit shined brightly and I felt warm in the face. Perhaps the firing of jets was the result to kill inertia of their quick high speed maneuver, but the ships appeared as if they were stopped in one place in front of us.

Then three to seven seconds later a fire like from jet engines stopped and became a small circle of lights as they began to fly in level flight at the same speed as we were, showing numerous numbers of exhaust pipes. However, the center area of the ship where below an engine might be was invisible. The middle of the body of the ship sparked an occasionally stream of lights, like a charcoal fire, from right to left and from left to right. Its shape was a square, flying 500 feet to 1000 feet in front of us, very slightly higher in altitude than us, its size was about the same size as the body of a DC-8 jet, and with numerous exhaust pipes. The firing of the exhaust jets varied, perhaps to maintain balance, some became stronger than others and some became weaker than others, but seemed controlled automatically.

We did not feel threatened or in danger because the spaceship moved so suddenly. We probably would have felt more in danger and would have been prepared to escape if the spaceships were shaking unsteadily or were unable to stop themselves. It is impossible for any manmade machine to make a sudden appearance in front of a jumbo jet that is flying 910 kilometers per hour and to move along in a formation paralleling our aircraft. The ships moved in formation for about three to five minutes, then two ships moved forward in a line, again slightly higher in altitude as we were, 40 degrees to our left. We did not report this action to the Anchorage Center. Honestly, we were simply breathtaken. The VHF communication, both in transmitting and receiving were extremely difficult for ten or fifteen minutes while the little ships came close to us and often interfered with communication from the Anchorage Center; however, communication conditions became just as good as soon as the ships left us. There were no abnormalities in the equipment or the aircraft. I have no idea why they came so close to us.

Then again, there was a pale white flat light on the direction where the ships flew away, moving in a line along with us, in the same direction and same speed and in the same altitude as we were. Again, we began communicating with the Anchorage Center. We said that we could see a light in the 10 o'clock position at the same altitude and wondered if they could see anything in their radar. The Anchorage Center replied that they saw nothing in their radar. I thought it would be impossible to find anything on an aircraft radar if a large ground radar did not show anything, but I judged the distance of the object visually, and it was not very far. I set the digital weather radar distance in 20 miles, radar angle to horizon. There it was, on the screen: a large, green and a round object had appeared in seven or eight miles (13 kilometers to 15 kilometers) away, where the direction of the object was. We reported to the Anchorage Center that our aircraft radar caught the object within seven or eight miles in 10 o'clock position. We asked if they could catch it on the ground radar but did not seem they could at all. Normally, it appears in red when an aircraft radar catches another aircraft. I wonder if the metal used in the spaceship is different from ours. While we were communicating with the Anchorage Center, the two pale white lights gradually moved to the left side and to left diagonally back 30 degrees as if they understood our conversation and then when they were beside our aircraft they totally disappeared from our radar.

When they were in front of us, the ships were positioned slightly higher in altitude than we were, but now they placed themselves slightly below the horizon where it was most difficult for us to see. The distance between us was still about seven miles to eight miles visually. When we started to see Ft. Yukon diagonally below us at the right, the sun was setting down in the Southwest, painting the sky in a slightly red stripe, approximately two to three millimeters and gave a bit of light but the east side was still pitch dark. Far in front of us there were lights increasing from the U.S. Military Eielson Air Force Base and Fairbanks. The lights were still following us at exactly the same distance; however, it was too dark to identify by only the lights whether or not they were the same two spaceships that appeared in front of us a few minutes ago. It seemed that we were flying in the lighter side and gave them the advantage of being on the dark side.

We had no fears so far but began to worry since we had no idea for their purpose. When the lights from the Eielson Air Force Base and Fairbanks became clear and bright, two very bright lights appeared suddenly from the North from a belt of lights, perhaps four or five mountains away. The extremely bright lights reflected on the snow on the side of the mountains and seemed even brighter. We wondered if they were searching something on the ground surface or to (attract?) lead something. The flight above Alaska territory is generally in the daytime, and it is confusing to identify the kind of lights. It cannot be a base for the spaceship. Is it a move? There was something. Oh, yes, it is the Alaska pipeline. The lights must be a pump station for the pipeline. I got it.

We arrived at the sky above the Eielson Air Force Base and Fairbanks. It was a clear night. The lights were extremely bright to eyes that were used to the dark. How bright it was! We were just above the bright city lights and we checked the pale white light behind us. Alas! There was a silhouette of a gigantic spaceship. We must run away quickly! "Anchorage Center. This is JL 1628, requesting a change of course to right 45 degrees." It felt like a long time before we received permission. When we checked our rear there was still the ship following us. "This is JL 1628. Again requesting for change the course 45 degrees to the right." We had to get away from that object. "JL 1628. This is Anchorage Center. We advise you, continue and take 360 degree turn." "JL 1628, thank you. We will continue 360 degree turn."It was too slow to circle in the auto-pilot mode; therefore, we switched to the manual mode and set to turn right on a 30 degrees bank. We looked to our right forward, but did not see any light. We were relieved, thinking the object may have left us and returned to the level flight but when we checked to our rear the object was still there in exactly the same place. "Anchorage Center, this is JL 1628. The object follows us in formation. We request a change in altitude, 31,000 feet, yes, 31,000 feet." "This is Anchorage Center, JL 1628, ascend to 31,000 feet."

The consumption of fuel during this flight was almost as expected but there was only 3,800 pounds left and as such was not enough for extra flying, for running around. We have got to arrive at Anchorage. "Anchorage Center, this is JL 1628. We request permission for the direct flight to Talkeetna." "JL 1628, this is the Anchorage Center, we authorize the direct flight to Talkeetna." We checked behind us again. The ship was in formation and ascending with us. We wondered and feared as to their purpose. "JL 1628, this is the Anchorage Center. Would you like to request scramble for confirmation?" "The Anchorage Center, this is JL 1628. We would not request scramble." We turned the offer down quickly.

I knew that in the past there was a U.S. military fighter called the mustang that had flown up high for a confirmation and a tragedy had happened to it. Even the F-15 with the newest technology had no guarantee of safety against the creature with an unknown degree of scientific technology. We flew toward Talkeetna at an altitude of 31,000 feet. The spaceship was still following us, not leaving us at all.

About the same time, a United Airline passenger aircraft which had left Anchorage to Fairbanks flew into the same air zone and began communicating with the Anchorage Center. We heard them transmitting that there was an object near JL 1628 and requesting for confirmation. We heard that the Anchorage Center was saying to the United Airline aircraft that JL 1628 was at an altitude of 31,000 feet, therefore, United Airline should maintain an altitude of 33,000 feet. It sounded as if Anchorage Center had the United Airline aircraft fly above the spaceship. We were flying the east side of Mt. McKinley. The United Airline aircraft came close to us. The United Airline aircraft requested us to flash landing lights for visual confirmation and we both confirmed our positions visually. The United Airline aircraft was coming close to us. We knew that they were watching us. When the United plane came by our side, the spaceship disappeared suddenly and there was nothing but the light of the moon.The strange encounter ended at 75 miles North of Talkeetna, 150 miles (Approximately 276 kilometers) away from Anchorage. It comprised approximately 50 minutes of flight time. - U.S. Federal Aviation Administration

Click for video - JAL Flight 1628 UFO Incident Over Alaska New Re-creation 2010

Sources:
ufoevidence.org
freedomofinfo.org
UFO Briefing Document: The Best Available Evidence
KTUU.com

mufor.org
NICAP
The Extraterrestrial Answer Book: UFOs, Alien Abductions, and the Coming ET Presence
Associated Press
anchoragepress.com
United Press International
UFOs: Generals, Pilots, and Government Officials Go on the Record
MUFON
U.S. Federal Aviation Administration
ufocasebook.com
aliensthetruth.com



No comments :

Please help support
'Phantoms and Monsters'
Thanks!



Amazon.com - Read eBooks using the FREE Kindle Reading App on Most Devices


 photo stricklerbanner-animate_zps7808a06b.gif


Related Posts Plugin for WordPress, Blogger...