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Man-Made UFOs
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Man-Made UFOs
Dark Star
Some UFOs, if not all, are made by humans here on Earth, not by aliens elsewhere.

Man-made or Alien?
Man-made or Alien?

In their book Man-Made UFOs 1944-1994: Fifty Years of Suppression, authors Renato Vesco and David Hatcher Childress make the case for the theory that UFOs are man-made, and not extra-terrestrial in origin.

The modern era of UFOs in the U. S. began on June 24, 1947, when private pilot Kenneth Arnold sighted nine metalic aircraft flying near Mt. Ranier in Washington state. He did not recognize their semi-circular shape. One was larger than the others and was crescent-shaped. Arnold did not think that their speed of at least 1,200 miles per hour (mph) was very remarkable. He just assumed that they were experimental American jets. He did find it remarkable that they had no tail fins. They flew in a bobbing, up-and-down motion that Arnold described as like skipping a saucer off the surface of a pond. A reporter mis-quoted him, creating the term "flying saucer." After a few minutes they flew off northward at high speed.

The flying objects that Arnold could not identify were products of an advanced technology. The fastest American plane at that time flew about 500 mph. But does that necessarily mean that they were made by aliens? Arnold thought so. He figured that if they were not made in America, they were not made on Earth. But could they have been made by men, right here on Earth? Yes. Was there any technology known at that time that could explain how they flew? Yes, there was. They could have been "suction", flying-wing jet aircraft. Where did they come from? Canada. Canada? No way, eh!

We are familiar with flying-wing jet aircraft. The B-2 Spirit Stealth Bomber is a recent example.

The B-2 Spirit Stealth Bomber.
The B-2 Spirit Stealth Bomber.

"Suction", however, is an unfamiliar term that refers to a method of controlling turbulence in the thin "boundary layer" of air that clings to the surface of an aircraft, first proposed in 1904. Control of the boundary layer by suction or blowing promised greater lift and higher speeds.

Scientists in Great Britain and Nazi Germany conducted limited, uncoordinated research on control of the boundary layer before the outbreak of WWII, when the British reduced their research, and the Germans intensified theirs. The Brits' limited research did allow them to understand the results of German research captured at the end of the war, and to build upon it.

Researchers concluded that in order to maximize the greater lift and higher speed benefits of control of the boundary layer,

  • Non-wing surfaces must be minimized or eliminated (flying wing, pre-war technology),
  • Suction must be applied to the entire upper surface of the wing, requiring a porous surface (porosint, pre-war technology),
  • The amount of suction required could only be supplied by the intake of a jet turbine engine (pre-war technology),
  • The optimum shape of the wing is circular (pre-war technology),
  • The optimum cross-section of the wing is a "humped" airfoil (pre-war technology),
  • Suction is superior to blowing for control of the boundary layer (pre-war technology).

The Germans researched the suction flying wing to the point of building the small, radio-controlled "foo fighters" and a few full-scale prototypes. Nazi research also included aircraft based upon the anti-gravity theories of Tesla, Marconi and others, before running out of time and fuel.

At the end of the war, British special forces captured much of the German research and some prototypes, but some of the German and Italian researchers escaped to Antarctica and South America, taking files and prototypes with them.

British scientists picked up where the Germans left off. They manufactured parts for the advanced aircraft at factories in Great Britain, Australia and Canada, using as many off-the-shelf parts as possible. The aircraft were assembled and tested at secret bases in the sparsely populated areas of western Canada and the Australian outback. The Canadian equivalent of "Area 51" was located somewhere in the mountainous forests of southeastern British Columbia and/or southwestern Alberta, to which Arnold's UFOs returned.

Politicians, bureaucrats and scientists have occasionally made predictions and disclosures about advanced aircraft and technology.

  • In 1931, M. J. Bamber obtained forward thrust during some experiments to control the boundary layer with blowing (but only a flying wing could use it effectively).

  • In 1936, R. B. Maloy stated that only control of the boundary layer could give us more efficient aircraft, that the power needed was attainable, and that there was a promising future for aircraft operating between 30,000 and 50,000 feet. using control of the boundary layer.

  • In 1937, Theodor von Karman placed countrol of the boundary layer first in a list of future technical conquests.

  • By 1939, British researchers had established that control of the boundary layer by suction could replace conventional control surfaces such as rudders and ailerons for quicker and more responsive movements.

  • Research was also conductd on "humped" airfoils which produced five times the lift of a conventional wing (but were inefficient without porous suction).

  • A 1945 British report on German porous suction work was still classified "Top Secret" when Man-Made UFOs was published in 1994.

  • In 1945, Mr. Sopwith, the secretary of the Hawker-Siddlely Group, the self-proclaimed pioneer and world leader in aviation, showed off scale models of several flying-wing aircraft, including the turbojet-powered Armstrong Whitworth AW-52 Boomerang. He stated that the abandonment of conventional aircraft was being debated and that current aircraft would be outdated in two or three years (that is, 1947-1948).

  • Later, news leaks that appeared in the London press said that planes capable of fantastic speeds at very high altitude were in an advanced stage of development and expected to be in use by mid-1947 (Kenneth Arnold spotted high-speed flying wings in mid-1947).

  • In the Fall of 1945, the magazine The Aeroplane wrote that Canada might become the center of the British Empire's aircraft production within ten years.

  • In 1946, Professor E. F. Relf, a prominent British aerodynamics expert, declared that studies of porous wing materials were very promising. He also stated that recent experiments on suction were rich in future possibilities and that they were on the verge of discoveries and advances almost as spectacular as the first flight of the Wright brothers.

  • Fragmentary news stories in 1946 reported that the research, testing and production center of the Canadian aircraft industry was being moved to the western area of the country, in and around Vancouver, British Columbia.

  • In the Spring of 1946, Professor B. S. Shenstone, an expert in control of the boundary layer, was named general manager of Avro-Canada.

  • Also in 1946, Sir Ben Lockspeiser, chief scientist in the British Ministry of Supply, declared that a suction aircraft would slip through the air like a wet piece of soap slips through your fingers. At one point he declared that experiments were being conducted with an aircraft capable of 4,500 mph, a truly fantastic speed. (Co-incidentally, a UFO was reported flying at that speed in 1952.)

  • A B. B. C. broadcast in 1946 stated that machines able to reach at least 1,500 mph had already been built and tested and would probably be flying in the near future, "the greatest step that aeronautics has taken since man began to fly." Sources in official circles leaked that they had been tested at the Royal Aeronautical Establishment in Farnborough, Great Britain, which had wind tunnels capable of 970-3,580 mph. They had been built in Canadian factories and flown "overseas." (somewhere other than Great Britain.)

  • Professor L. G. Whithead of the Royal Aeronautical Establishment declared decisively in 1947 that the move from the common airfoil to the suction airfoil would be greater than the move from the slow bi-plane to the fast mono-plane.

  • In a 1947 report, Professor Thwaites of the National Physical Labortory reported that some suction airfoils were unstable in level flight. (Did they bob up and down?)

  • The technical press wrote in 1947 of the development of a wing formula called the Boomerang, both because of it shape and its behavior. It included an independent, gyroscopic cabin (because the wing bobbed?) No "official" aircraft was built using it, but some "flying saucers" apparently did use it.

  • N. S. Currey wrote in 1950 that Canada was counted among the greatest aeronautical powers in the world. It had made its mark in a spectacular manner above all in field of jet propulsion (and was not just "a few acres of snow.")

  • A well-informed source within Avro-Canada told the Toronto Star that the company was developing flying saucers capable of 1,500 mph. Government experts immediately declared evasively that Defense authorities were examining all ideas for supersonic aircraft, including flying discs. They were just beginning research, however, and it would take seven years or more before one was produced. (The Avrocar was shown publicly in 1960.)

  • A few days later in 1953, C. D. Rowe, Canadian minister of defense production, told the House of Commons that Avro-Canada was working on a "mock-up model" of a flying saucer able to fly at 1,500 mph and climb straight up.

  • A week later, Crawford Gordon, Jr., president of Avro-Canada, that one of their projects was quite revolutionary, and that when it (eventually) flew, all other types of supersonic aircraft would become obsolete.

  • Two months later, the Toronto Star reported that Field Marshall Montgomery was shown Avro's mock-up of a 1,500 mph flying saucer, which would allegedly be the "weapon of the future." Air Vice Marshall D. M. Smith stated that Montgomery had seen a preliminary study of plans for a gyroscopic fighter that placed the pilot in the center of the disc, surrounded by a gas turbine. None of this was confirmed by the Air Ministry.

  • To confuse things even more, the Swiss review Interavia reported that the A. V. Roe "Omega" flying disc was probably not a disc at all, but simply a delta-winged jet. (see photo below)

  • In 1955, U. S. Air Force Secretary Donald Quarles stated that we must recognize that other countries have the capacity of developing vertical-rising aircraft of unusual shapes.

  • In 1961, the United States Department of Defense withdrew its support of the Avrocar on the grounds that it was a failure, because it could not fly higher than six feet, "proving" that no earthly power could build a flying saucer. (Its makers neglected to tell the public that the Avrocar was patented as an air cushion vehicle, a function for which it was an outstanding success. They also neglected to say that the Avrocar was not the aircraft that was designed to fly 1,500 mph. It was not even a suction-winged aircraft.)

The Avrocar.
The Avrocar.

Officially, very little came of these promises, predictions and disclosures. No new aircraft based on these principles was disclosed to the public. However, UFOs have demonstrated properties consistent with "suction", "humped airfoil", flying-wing, jet aircraft.

  • The larger UFO that Kenneth Arnold saw in 1947 bore a strong resemblance to the German Horten Ho-229 flying-wing jet aircraft, which the British captured at the end of WWII.

Kenneth Arnold and crescent-shaped aircraft.
Kenneth Arnold and drawing of a crescent-shaped aircraft.

Drawing of Ho-229/Go-229.
Drawing of Ho-229/Go-229.

Replica of the Ho-229/Go-229.
Replica of the Ho-229/Go-229.

  • The smaller UFOs had a shape similar to the Avro Y-1 "Spade" a.k.a. "Omega".

Kenneth Arnold's sketch of semi-circular aircraft.
Kenneth Arnold's sketch of semi-circular aircraft.

Avro Y-1 "Spade", a.k.a. "Omega".
Avro Y-1 "Spade", a.k.a. "Omega".

  • It is far more likely that Kenneth Arnold observed a group of top-secret Canadian aircraft prototypes than alien spacecraft.

  • Some flying wings are unstable in level flight and tend to bob up and down, as did the objects that Kenneth Arnold saw in 1947.

  • UFOs have been seen giving off a strange, shimmering light from their upper surface, which could be sunlight reflecting off the energetic boundary layer of a suction wing.

  • In 1953, a 200-foot diameter shiny, circular UFO was tracked on radar and seen hovering and flying at a very high speed at 60,000 feet. It was spinning, with fiery jets around its circumference, while a vivid, bluish light emanated from the center of its underside. The British War Office declared that the sighting was caused by mechanical deficiencies in a radar return from a weather balloon!

  • In 1954, a witness of a landed flying saucer saw the pilot wearing headgear like an elephant, probably a high-altitude breathing mask. The saucer pulled the witness toward it with a strong suction. It took off vertically, giving off a strong, hot blast.

  • In 1956, three circular craft were seen giving off a shiny orange glow from their undersides. One of them flew through a small cloud and left a hole in it, as if it had sucked up the cloud. The wake of the craft became visibly vaporous for a few moments.

The operation of British-Canadian advanced aircraft over American territory was a pay-back for the refusal of the United States to give to Britain the secrets of nuclear weapons, even though Britain had contributed $100 million to the Manhattan Project. American officials had determined that Britain had "nothing to give in exchange."

These UFOs were not from other worlds. They were just a further development of known human technology.

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