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Authors: Leslie Kean
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aviation safety is obviously not the focus and where a rigorous scientific approach is less often employed.
Nonetheless, the group’s efforts to bring this issue into the scientific arena and aviation community have fallen on deaf ears. “There is little doubt in my mind that no amount of rational discussion about the substantiated evidence of the presence and behavior of UAP in our skies is going to quickly overcome the impact on two generations of Americans repeatedly told otherwise: that the subject of UAP should, at best, be cast into the category of folklore and, at worst, viewed as somehow harmful propaganda,” Dr. Haines commented recently in an e-mail. “But we must keep working toward the goal of accepting the truth when and where we find it. To do anything less is to set ourselves up for a possibly dangerous future.”
Beyond the legitimate efforts to confront safety issues, I became intrigued by the absolutely crucial and central role pilots can play in simply documenting these mysterious and elusive UFOs, whether safety is a factor or not, since they represent the world’s most experienced and best-trained observers of everything that flies. Able to rapidly identify and respond to anything that would endanger a flight, pilots are required to have practical knowledge of all other aircraft, military test flights, and other special air activities such as missile tests, as well as unusual weather and natural phenomena. Professional pilots are highly qualified to recognize a true anomaly as distinct from any of these. What better source for data on UFOs is there? The aviation world is in a position to provide information that could greatly increase knowledge about the UFO phenomenon, if only our scientists wanted to take advantage of it.
These professionals spend countless hours behind a unique window into miles of usually empty sky, a perfect platform for observing exceptional details about the behavior and physical appearance of UFOs when they appear. Pilots might be able to precisely determine the distance and velocity of the anomaly, as well as its relative size, which is more difficult to estimate from the ground. They could also document the transitory impact of electromagnetic fields on cockpit equipment, providing potentially useful clues as to the nature of any radiation from the object. Able to remain calm and focused during unexpected stressful situations, pilots can report accurately and precisely on events outside, using on-board radar and communications with air traffic control with its ground radars to home in on the object. Nearby aircraft could be contacted and asked to head for the area, or military jets could be launched if the encounter was prolonged. And—of great interest to all of us—crew members would be able to take outstanding photographs and videos of the lengthier encounters. These unique circumstances potentially transform any jet aircraft into a specialized flying laboratory for the study of rare anomalous phenomena. Important evidence of UFOs has been obtained this way in many powerful cases since the 1950s, not only raising concerns about safety, but also adding greatly to the historical record.
Pilots are among the least likely of any group of witnesses to fabricate or exaggerate reports of strange sightings. But unfortunately, as things stand now, most would prefer never to be confronted with the dilemma of seeing a UFO and having to decide whether to report it. According to Haines, reporting on the presence of UAP has been enough to threaten some pilots’ careers, and for this reason, most choose not to do so.
Neil Daniels, a United Airlines captain for thirty-five years, 5 with more than 30,000 hours of flying time and an Air Force Distinguished Flying Cross, was one of those pilots who feared reporting his sighting, despite the physical effect experienced by his airplane. In 1977, he, his copilot, and a flight engineer observed a perfectly round, “brilliant, brilliant
Nonetheless, the group’s efforts to bring this issue into the scientific arena and aviation community have fallen on deaf ears. “There is little doubt in my mind that no amount of rational discussion about the substantiated evidence of the presence and behavior of UAP in our skies is going to quickly overcome the impact on two generations of Americans repeatedly told otherwise: that the subject of UAP should, at best, be cast into the category of folklore and, at worst, viewed as somehow harmful propaganda,” Dr. Haines commented recently in an e-mail. “But we must keep working toward the goal of accepting the truth when and where we find it. To do anything less is to set ourselves up for a possibly dangerous future.”
Beyond the legitimate efforts to confront safety issues, I became intrigued by the absolutely crucial and central role pilots can play in simply documenting these mysterious and elusive UFOs, whether safety is a factor or not, since they represent the world’s most experienced and best-trained observers of everything that flies. Able to rapidly identify and respond to anything that would endanger a flight, pilots are required to have practical knowledge of all other aircraft, military test flights, and other special air activities such as missile tests, as well as unusual weather and natural phenomena. Professional pilots are highly qualified to recognize a true anomaly as distinct from any of these. What better source for data on UFOs is there? The aviation world is in a position to provide information that could greatly increase knowledge about the UFO phenomenon, if only our scientists wanted to take advantage of it.
These professionals spend countless hours behind a unique window into miles of usually empty sky, a perfect platform for observing exceptional details about the behavior and physical appearance of UFOs when they appear. Pilots might be able to precisely determine the distance and velocity of the anomaly, as well as its relative size, which is more difficult to estimate from the ground. They could also document the transitory impact of electromagnetic fields on cockpit equipment, providing potentially useful clues as to the nature of any radiation from the object. Able to remain calm and focused during unexpected stressful situations, pilots can report accurately and precisely on events outside, using on-board radar and communications with air traffic control with its ground radars to home in on the object. Nearby aircraft could be contacted and asked to head for the area, or military jets could be launched if the encounter was prolonged. And—of great interest to all of us—crew members would be able to take outstanding photographs and videos of the lengthier encounters. These unique circumstances potentially transform any jet aircraft into a specialized flying laboratory for the study of rare anomalous phenomena. Important evidence of UFOs has been obtained this way in many powerful cases since the 1950s, not only raising concerns about safety, but also adding greatly to the historical record.
Pilots are among the least likely of any group of witnesses to fabricate or exaggerate reports of strange sightings. But unfortunately, as things stand now, most would prefer never to be confronted with the dilemma of seeing a UFO and having to decide whether to report it. According to Haines, reporting on the presence of UAP has been enough to threaten some pilots’ careers, and for this reason, most choose not to do so.
Neil Daniels, a United Airlines captain for thirty-five years, 5 with more than 30,000 hours of flying time and an Air Force Distinguished Flying Cross, was one of those pilots who feared reporting his sighting, despite the physical effect experienced by his airplane. In 1977, he, his copilot, and a flight engineer observed a perfectly round, “brilliant, brilliant
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