ELVIS SEEN IN ALIEN
FLYING SAUCER
...AGAIN!
Right about now, assuming that your eyes have finished reflexively rolling upwards after reading the above title, every wild story about UFOs, little green men, and ET aliens you’ve ever come across probably flashed unconsciously like a bolt of lightning through your head. I can’t say I blame you for that reaction, since the topic of flying saucers has traditionally been the thematic material of some of the most wretchedly bizarre Hollywood ‘B’ films every produced in that armpit of Southern California (Los Angeles). Thanks largely to films like ‘They Came From Beyond the Sun’ and so many hundreds of others of that genre that Hollywood churned out in the 50s and 6os, the mere mention of UFOs or ‘Flying saucers’ today risks one’s being instantly tagged as some sort of mentally imbalanced lunatic. Sadly, that conception of all unexplained flying phenomena being sheer nonsense does a grave disservice to those intent on unraveling the implicit mysteries of these still largely unexplained objects.
Ex NASA Apollo-14 astronaut Edgar Mitchell understands that widespread instant bias all too well, since he himself has concluded that UFOs do represent actively intelligent efforts by ‘others’ to visit and our planet and observe its chaotic ‘higher evolved’ sentient life forms (us); moreover, he maintains that it is nothing new or particularly surprising and infers that knowledge of this is more widely held at the highest levels of government than most suspect. But fasten your seat restraints and hang on, as we examine the subject of unidentified flying objects in modest detail throughout the following paragraphs.
For the past half-century, the public has been divided into two bodies of opinion on whether or not UFOs actually do exist, and if one tends to feel they do, the obvious follow-on question immediately becomes “Where are they from?” Both sides of this highly contentious and enduring debate are nearly equal in the adamancy of their arguments (not unsurprisingly). Perhaps the most well-known evidence offered by those who maintain that UFOs are a myth was offered up by none other than the US Air Force in its ‘Project Blue Book’, an 18 year study of unexplained visual sightings of unknown flying objects conducted by a panel comprised of defense experts and noted members of the scientific community. Regardless of what one thinks of UFOs, the views of highly respected and well-educated individuals like astronaut Edgar Mitchell would seem to lend at least some credibility and balanced reasoning to the argument for their existence (visit ex-astronaut Mitchell’s Noetic Sciences website at: http://www.noetic.org/)
By the time the Air Force’s ‘Project Blue Book’ had wound down (1970), over 12,618 separate sighting reports had been investigated, perfunctorily analysed, and filed (although curiously enough, not cross-indexed for commonalities). The overall conclusion reached by the panel, upon the project’s conclusion, was that UFO sightings do not comprise verifiably conclusive evidence of visits made to this planet by alien life forms (referred to as ALFs, despite Stephen Spielberg’s popular reference to them as ETs) and that only 6% of the total number examined could be listed as true ‘unknowns’. Subsequent careful study and reexamination of the report in recent years has raised that number to about 10% or more, although it has been suggested that the US Air Force (especially in the latter years of the study) had engaged in an active campaign to deliberately debunk and discredit the unknown phenomena under study. Fortunately, there is enough evidence available to the careful and scrupulous analyst to adequately support this last supposition, since ‘Project Blue Book’ was only the last of several formal efforts to evaluate the real nature of unexplained, unconventional flying object sightings.
As we continue here, you’ll likely have the opportunity to engaged in a few more eyeball rolling moments, especially when we look into some of the early and quite bizarre German researches into disc-shaped flying vehicles that were carried out in the late 30s and early 40s. By way of explaining my interest in all this, I should state that I am an aerospace historian whose primary venues are those of more conventional, established sciences like aircrew life support and egress (emergency aircraft escape) technologies; other concerns involve aerospace medicine, human factors, space physiology, and chemical/biological defense technologies (as a consultant). When I was an adolescent in the 50s and 60s I became a big science fiction fan, an inexhaustible reader of the sci-fi pulp magazines and considerably caught up in the possibilities of space flight and interplanetary travel. To this day I owe my broad minded awareness and non-partisan outlook on unexplained phenomena to that early interest in ‘Buck Rogers stuff’, for it taught me to understand and appreciate the fact that, despite humanity’s pride in its ‘civilised’ accomplishments, our vaunted human knowledge and intelligence are vastly over-rated in the erstwhile and far greater ‘Universal’ or ‘Cosmic’ scheme of things.
Toward that end, I neither embrace or reject anything that life throws at us, with our limited perceptiveness, and instead maintain a rather objective approach to all the possibilities…even those that transcend the limitations of our immediate senses. In extension of that posture, while I am not a conventional believer in religious deities, neither do I reject the notion of omniscient gods as being unacceptable for others to hew to and in that same spirit, I neither reject or embrace the possibility that there are extraterrestrial forms of sentient life, or the fact that disc-shaped objects may constitute vehicles used by those life forms for interstellar flight. It’s all simply too soon to draw even the most tenuous conclusions and there is also the distinct possibility that whatever is ‘out there’ (if it is out there), is so far beyond our meager ability to comprehend and understand that we might as well consider ourselves pre-Neanderthal life forms (or worse) in comparison.
The single most important conclusion I would expect any reasonably intelligent person to draw from all this is that anything is possible; just because we can’t get our minds around something doesn’t automatically exclude its existence or deny its substance. Additionally, owing to the often infuriatingly devious variability of human intelligence (an excellent example of which is presently seen in the ‘pseudo-science’ efforts made by religious Christian conservatives to justify and somehow legitimize their very ‘unscientific’ beliefs in a personal, caring ‘god’), even exhaustively complex bodies of information and complicated documentation aren’t always reliably accurate, or even honest. There are, after all, no absolutely unimpeachable or unquestionable conclusions reachable through human understanding, due to our inherent limitations, and in the end, the best efforts of humanity to quantify and qualify phenomena (even employing the most refined tools of science and technology) amount to little more than a highly educated ‘best guess’.
However, given all that and the fact that we human beings are largely quite ignorant of any potential ALF or ET possibilities that may exist within range of our senses, the fact is that there were (and are) flying vehicles both designed and flown by human beings that closely fit the classic description of what we have come to characterise as ‘flying saucers’.
The story appears to begin back in the late 1800s, amazingly enough, with the publication of a science fiction story written by one Edward George Bulwer-Lytton, a Victorian age writer who is best known as the inspiration for today’s ‘Edward Bulwer-Lytton Contest’, an annual competition that showcases the most execrable examples of bad writing in contemporary publication. Bulwer-Lytton is forever remembered as the author of those immortal lines “It was a dark and stormy night….” (from his 1830 book, Paul Clifford).
As amazing a person in his own peculiar manner as other notable fantasy writers of that era (Jules Vern, et al), Bulwer-Lytton penned a fictional novel titled The Power of the Coming Race that appeared in about 1870. Describing a subterranean race of angel-like creatures with exotic powers associated with Vril, a universal substance of permeative power, Bulwer-Lytton’s fictional premise was that the Vril-ya (as he called the creatures) were able to control the power of Vril with their minds and that they planned ultimately to emerge from their below-ground habitations to claim the planet’s surface, after first eliminating the surface creatures that inhabited it (us). Bulwer-Lytton’s book was an immediate success at the time of its publication and quickly caught the popular imagination, but it wasn’t long before it became associated with other extant fantastic theories, not least of which was the legend of the sunken continent Atlantis, with its hollow-Earth and Lemurians.
Leaving the memorable Bulwer-Lytton, we next leap to Germany of the 1930s, with its preexisting Germanic legends of the Aryan Race’s mythical origins. Given the already strong German mythology associated with ancient Norse legends and the legendary Teutonic Knights, it wasn’t long before a society sprang up in Germany (a country already fertilely receptive to such later semi myth-based doctrines as National Socialism and beliefs in Aryan racial superiority) named the Wahrheitsgesellschaft (or ‘Society for Truth’), but also to become later known as the Vril Society for its research into the nature of the all-powerful life-source described by Bulwer-Lytton.
First reports of this phenomenon emerged in the West after highly respected Dr. Willy Ley, a noted scientist and rocket engineer among other things, immigrated to the USA in 1937. In an article Ley published after the war (in 1947) titled Pseudo-Science in Naziland, Ley attempted to explain how National Socialism could have come to take such strong root in Germany. Among his remarks made in that article, Ley mentioned the Berlin-based Vril Society, stating that its sole legitimacy was based upon elements found in Bulwer-Lytton’s book (and nowhere else).
Subsequent articles have emerged since then explaining that the Vril Society of Germany was an occult-based group with links to the Thule Society, another, earlier 1900s group with occultist and Volksisch origins that is today perhaps best remembered for its sponsorship of the DAP (Deutsches Arbeiterpartie), the movement which eventually gained ascendance in the form of the country’s ruling ‘Nazi Party’ (NSDAP). When the Nazi movement finally achieved political predominance in that Germany, Himmler’s SS quickly banned both the Thule Society and the Vril Society (along with all other ‘secret societies’ in the Reich, so as to enhance the state’s control over German society). Ironically, the SS quickly absorbed and incorporated the arcane pseudo-science and mythologies of the Vril Society, mixing everything together with the SS’ preexisting strong interests in the occult aspects of racial origins and myths of Aryan superiority that formed the core of Hitler’s socio-political doctrines.
During this era, as is fairly well known today (thanks to numerous studies of the Nazi era that have been conducted since 1945), the SS maintained and financed a wide range of programs intended to explore the potentials of occult scientific and pseudo-scientific theories for purposes of developing possible weapons technology and radical new energy sources. A number of the more conventional aeronautical programs falling under within their areas of interest have been well-described and documented in book form (some of the most interesting consist of several volumes written by authors Schick & Meyer and Herweg & Rode, titled Luftwaffe Secret Projects), but fewer exist to document the extensive secret SS researches into the occult, alternate physics, and new energy sources (such as fluidic ‘implosion theory’ and anti-gravity force). One book that does address the latter is Reich of the Black Sun, released in 2004 and written by Joseph P. Ferrell (ISBN 1-931882-39-8). A second book along similar lines is Ferrell’s The SS Brotherhood of the Bell (ISBN 13-978-1931882613) and still a third, covering similar (and fascinating) material, is author Henry Stevens’ 2007 book titled Hitler's Suppressed and Still-Secret Weapons, Science and Technology (ISBN-13: 978-1931882736). Still another book of even more substantial credibility is Dr. Paul LaViolette's book 'Secrets of Antigravity Research: Tesla, UFOs, and Classified Aerospace Technology'. It should be pointed out here, lest anyone think that these are crackpot references, that LaViolette is a highly respected PhD with academic background in physics and mathematics. While the subject of these books is arcane and unconventional, the authors themselves are most definitely not and have presented well documented arguments and thoughtful observations within them for our reflection.
The point that should emerge from all of the foregoing is that although much of the SS research carried out in these often arcane areas of investigation is quite intriguing and controversial (and not just to wild-eyed seekers after the occult), one is soon compelled to regard them with open-minded interest. Of the most interest to me (and anyone interested in the possible existence of unexplained flying objects) among the related programs carried out by the Third Reich into pseudo-science realms of possibility are several individuals who actively figured in the design and engineering of these radical German aerospace vehicles; vehicles that could, based upon artists’ impressions of these vehicles, technical drawings, and surviving documentation on them, qualify as the very personification of what we have come to call the ‘flying saucer’. These individuals are Austrian national Viktor Schauberger, Dr. Richard Miethe, and Rudolf Schriever (the last two, both German).
Viktor Schauberger, a forester, naturalist, philosopher, inventor and ‘biomicicry’ experimenter, was born in 1885 in Austria, coming from a family that had worked as wardens of the forests since the days of the ancient Germanic tribes in Europe. A naturally gifted individual, Schauberger’s unique theories on fluidic vortices and the natural physics of water gained him significant notoriety in the 1930s. His observations about the movement of natural forces (especially fluid dynamics), while unusual and based upon actual studies carried out in the field rather than upon established scientific information transmitted through conventional academic programs, seemed amazingly to exactly accomplish their intended aims with precision and economy.
In the 1920s Schauberger gained further recognition for devising a series of ingenious log flumes that permitted wood logs with high specific densities to be transported by water at a fraction of the cost of then-existing systems. Using fluid dynamics involving the use of vortices, his investigations led him to look into many related areas of applied physics that lay outside the conventions of institutional science. One of his many interesting proposals involved using a form of jet-turbine energy to provide hydrodynamic power and consequently in 1930-31 he co-authored a series of articles on this subject with Dr. Professor Philipp Forscheimer in the Austrian Journal of Hydrology. His many patents for devices and power systems based upon the physics of fluidic movement and control (involving air and water applications, for scientists regard both substances as ‘fluids’ within the context of their physical properties) would later prove to be of considerable interest to Hitler, once Austria became part of the German Reich.
In 1934, his acknowledged expertise and proven theories involving the dynamics of fluids brought him to personally discuss the possibility of applying his theories on management of natural resources to fellow Austrian expatriate Adolph Hitler, who by this time was actively considering plans for revitalizing Germany’s forests, agricultural and water resources. Apparently, Hitler was reported to have been enthusiastic over Schauberger’s obvious brilliance, but was displeased to hear that Schauberger, although quite willing to apply his theories to peaceful applications, was unwilling to consider working for the new Reich in ‘non-peaceful’ areas (specifically weapons research and defense).
When the Austrian state was annexed to Germany in the Anschluss of 1938, Schauberger was among many Austrians who were selected by the new German Reich to work on weapons-related programs. Schauberger was soon forced, under duress by the SS, to apply his theories on ‘implosion dynamics’ and fluidic vortex energies to radical new airborne and undersea craft that proved to be of great interest to the Reich. In the course of these projects, supervised by SS General Hans Kammler (a pre-war civil engineer who by war’s end had become the chief overseer of most of Germany’s top-secret wartime weapons projects), Schauberger participated in a number of researches into the development of a practical propulsion drive system for both undersea and aerospace vehicles, using his ‘implosion’ theory based upon fluidic vortex dynamics.
With regard to the aerospace applications of Schauberger’s theories, and resulting from priorities provided by direct authorization and direction of Heinrich Himmler, several prototypes of a radical discoid flight vehicle were actually produced by Schauberger and his associates in cooperative developments with the Messerschmitt and Heinkel aircraft companies (this much is factual and well documented, being attested to in surviving documentation as well as Schauberger’s actual patents). These saucer-shaped flight vehicles Schauberger produced were designated the ‘Repulsine A and Repulsin B’ prototypes. The actual physics behind Schauberger’s propulsion systems (‘implosion’ technology based upon fluidic vortex mechanics management) are a bit too complicated to reasonably go into here in much detail, but suffice it to say that they had much in common with the so-called Coanda Effect that uses principles of fluidic resistance and boundary layer separation physics to create positive lift (or propulsion) energy (this is the grossest of simplifications of a VERY complicated area of physics, naturally). For convenience’ sake, think of the practical potential of the system as being able to harness the powerful vortex driven forces of a hurricane or tornado to produce immense amounts of energy (and movement). All one needs to do, in order to graphically visualise the power produced by vortex energy of this type, is to watch a video clip of a six thousand pound automobile or boat being swept high up into the air by an ordinary tornado and deposited a mile away. The energy potential is enormous, if those powers were to be fully harnessed and controlled as a power source for an airborne vehicle.
The first prototype vehicle of Schauberger’s ‘Repulsine A’ in 1941 was about 2.4 meters in diameter and was being flight tested in a hanger, when it unexpectedly broke free of its restraints and impacted with the ceiling of the facility, completely destroying itself in the process. By 1943 an improved version, the ‘Repulsine B’, had been constructed and there was even a projected application of the flight vehicle’s propulsion system capable of powering a submarine (designed and devised by Schauberger).
At this point primary emphasis was transferred from Schauberger’s original work to that of a colleague of his named Rudolf Schreiver, who was a military officer working with the Heinkel Company on aeronautical projects. Schreiver’s idea was to use turbojet technology in discoid flight vehicle applications and although he claimed his idea had been initially inspired by the 1936 German Olympic discus throwing event, it has been noted that Heinkel was actively investigating the Schauberger ‘Repulsine’ drive principle when Schreiver’s inspiration occurred. While Schauberger continued to work on the ‘Repulsine A’ device with his research team of about 30 engineers, the SS immediately took over Schreiver’s proposal (called the ‘Flugkreisel’) and work began on a practical ‘proof of concept’ flight vehicle. While postwar analyses have led to a conclusion that Schreiver’s ‘Flugkreisel’ machine was never completed or flown before the war ended, other evidence suggests that a team comprised of three prominent aerodynamicists (Klaus Habermohl, Richard Miethe, Guiseppe Belluzzo, and three others) produced related designs of their own within a few short months. Three separate but related design proposals resulted, but eventually it was that of Dr. Richard Miethe that took actual physical shape.
Miethe’s design consisted of a circular disc shaped airfoil (for all intents and purposes, having a ‘flying disc’ or saucer-like appearance) that utilized turbojet propulsion in a form that employed the Coanda Effect to produce lift (for a good definition and explanation of how the Coanda Effect works, GOOGLE the term). Since the design was still somewhat unstable and problematic, it was only after Schauberger’s ‘Repulsine B’ propulsion system was completed and tested (1943) that changes were made to the Miethe disc and in 1944 the craft was supposedly flight tested in Breslau over the Baltic. At least that is what surviving documents attest to, some of it being substantiated in a report given to Hitler to that effect.
The original Schreiver ‘Flugkreisel’ design then appears to have been handed over to a BMW research group that was also working on secret aircraft projects, among them the ‘Flugelrad’ proposal that had a similar if superficial disc appearance to the other designs. Although documentation is somewhat imprecise, the research work done on BMW’s own ‘Flugelrad’ seems to have been merged with that done on the ‘Flugkreisel’ design to produce a large, circular, fan-disc flight vehicle that was powered by 5 large special-application axial-flow turbojets (three for vertical lift and two for lateral vector movement). An eyewitness’ testimony to flights of this vehicle have been corroborated by independent sources (other individuals), lending at least some credibility to claims not only that this vehicle flew in February of 1945, but that it climbed to upwards of about 45,000 feet (at speeds approaching 1,300 mph) in about two minutes.
At this point, the war in Europe came to a swift conclusion and reports suggests that all the technology involved, the flight test vehicles themselves, and the vast research documentation archives underlying the ‘flying disc’ projects were all destroyed to keep the concept out of enemy (read: the USSR) hands. Of the previously named researchers (Schreiver, Miethe, and Belluzzo), Schreiver offered his expertise to the US but was never taken seriously, Habermohl was reportedly captured by the Russians and forced to work on a Soviet flying disc vehicle, and Miethe was offered a position with Canada’s AVRO Aviation Company.
Naturally enough, there is such incomplete surviving information available on all of these projects that much fanciful speculation has been mixed with hard facts to lead interested individuals in all sorts of directions, with regard to the possible outcomes of these radical projects. One has it that the flying disc projects actually produced powerful functional flight vehicles that were used to fly unnamed high officials of the Hitler regime off to a secret base in the Arctic (where they supposedly survive today). As may be imagined, such wildly improbable speculations serve only to obscure and discredit the factual nature of the design studies that were beyond any doubt whatsoever actually conducted on disc-shaped flight vehicles by Germany, before the war’s end.
The being fairly obvious and logical, the next step along this path takes us to Dr. Richard Miethe’s work on disc-shaped flight vehicles for Canada’s AVRO, subsequent to his capture by the Allies at war’s end. Clearly, the Allies were both startled and fascinated by the great breadth and range of Nazi Germany’s radical aeronautical research programs and chief among these was the possibility of developing a totally new, disc-shaped aircraft that used advanced means of propulsion. AVRO immediately encouraged Miethe to go to work on the concept and funded his efforts, but available documentation suggests that Miethe could not successfully replicate Schauberger’s ‘implosive’ vortices driven system by himself, and hence fell back on using the disc shape of the vehicle to develop turbojet powered flight vehicles for AVRO.
Miethe apparently succeeded in developing a series of smaller disc-shaped flight vehicles for AVRO that soon caught the attention of American aeronautical researchers. At least 4 prototype vehicles of varying scales were actually constructed and several were flight tested. In the early 1950s the United States assessed and analysed the particulars of the AVRO researches and produced a highly classified technical report at the Wright Patterson Air Development Centre designated ‘TR-AC-47, Project No 9961’, popularly known as ‘Project Silver Bug’. The report remained classified until 1995, when it was finally declassified and released under the Freedom of Information Act (see URL reference following this article).
The information revealed in this report is quite fascinating, for it graphically demonstrates how much serious interest the German studies on advanced disc-shaped flight vehicles generated in the West. One of the driving forces behind American interest in the saucer shaped vehicles was the fear that Russia, having captured one of the three key scientists involved in the SS programs (Habermohle), had been taken by that nation and pressed into the development of a similarly advanced vehicle.
The classified report in reference (Siver Bug) is considerably detailed, with numerous diagrams and illustrations of the AVRO concept that Miethe and AVRO worked out and it is, if anything, a highly ingenious and rather startling proposal for a hovering, vectoring, saucer-shaped aircraft capable of reach extremely high altitudes (about 80,000 feet+) and speeds in excess of Mach 3.48 (or 2,300 mph at appropriate air density altitude). One of the reasons why such a hovering vehicle generated such interest was due to the fact that hovering vehicles capable of high-Mach and high-altitude flight could be easily dispersed and hidden from an enemy, not requiring a long runway and deployment bases, which have always been the ineluctable bane of war planners and strategic defense specialists. Such a system could be hidden underground, with no easily detectable ‘site’ (such as an air base constituted) viewable by an enemy and would thus be far safer than any fixed surface base.
While the design of the aircraft was quite innovative and much of it was indeed radically advanced for the immediate post-war period, a question certainly arises concerning the adequacy of 1950s era materials technology and whether or not such a design could be constructed to perform safely and effectively in the manner intended, given its rather extreme performance and highly ambitious capabilities. Of further note is the fact that aeronautical engineering state-of-the-art simply had not progressed far enough in the West to permit unusually advanced designs of this type to be developed at that time.
Curiously, no further classified reports concerning the project were ever released by the Air Force and there are no further sources of hard documentation available to prove anything further in terms of possible resulting developments. Regardless of that fact (or perhaps because of it), there are many who speculate that what research ‘Project Silver Bug’ produced became deeply submerged in what are now known as ‘Black Ops’ programs, those highly classified defense programs that are funded so duplicitously and deviously that even careful fiscal accounting itself offers no clues about possible existing advance flight vehicle research programs. Certainly, the F117A Nighthawk and the B-1 stealth aircraft are two good examples of ‘Black Ops’ programs that were successfully hidden from public knowledge for many years before finally being revealed. Similarly, there have been a great number of reports in the past years of sightings of hyper-performance aerospace vehicles that seem to contradict the immediate, reflexive, and flat denials of any such thing by defense authorities.
In this context, I well recall myself one such incident that took place while I was in the Middle East (late 80s/90s), involving the detection of a high-altitude aerospace vehicle of unidentified origins by an Australian air defense radar interception system. The vehicle was supposedly tracked at an altitude in excess of 100,000 feet and traveled at speeds greater than 10,000 mph, according to the word I received from a friend, who was associated with the Canadian embassy as an Assistant Air Attaché. Word had apparently flashed around the world from the Australian Air Force agency responsible for air defense detection of such targets, asking if anyone "...had information on" or claimed the aircraft as their own (no one did, of course, and it was shown to not be an American space shuttle). To this day vague rumors of hypersonic trans-atmospheric vehicles persist, continuing with the so-called American ‘Aurora’ secret project that no one ever succeeded in proving existed, and even more recent and further advanced concepts.
Eventually (1958), all mention of ‘Silver Bug’ came to a halt and the ‘official’ word was that the Canadian government (under Diefenbaker) had concluded that it was far too expensive to develop the concept further (estimated then to be some $70,000,000 US dollars); at that time some of the AVRO technology and research apparently went into a cooperative US Air Force and US Army program involving a ground effects type, disc-shaped vehicle that was designated the ‘AVRO car’. Driven by a huge ducted-fan engine placed at the center of the circular craft, the vehicle was supposedly investigated as a sort of ‘modern jeep’ that could hover and move quickly close to the ground for the purpose of transporting of material and soldiers. As might be imagined, the craft proved to be extremely unstable above more than a few feet of altitude and after receiving much publicity in the media, the program was discontinued by 1960. Of the two prototypes actually constructed, one today resides at the US Army’s transportation museum facility at Fort Eustis, Virginia, while the other resides in storage at the National Air & Space Museum facility outside Washington DC.
With no further word having been released on the ‘Silver Bug’ project, some interesting speculation has it that the technology and advanced research science that went into ‘Silver Bug’ was actively embraced by the United States' defense establishment and, as already suggested, deeply submerged in ‘Black Ops’ funded aerospace programs for possible use in similar projects. Lacking any further available American or Canadian documentation on the subject, it is impossible to prove or disprove—a situation that invariably gives rise to legions of conspiracy theorists who remain quite convinced that key information is being deliberately withheld from the public for unknown defense purposes.
At the other end of the spectrum of speculation is one of the more notorious (and wilder) conspiracy theories that holds that this ‘flying disc’ technology has ties to extraterrestrial sources (AKA: The Roswell Incident and others involving supposed crashes or capture of ALF vehicles/crews). This view has had substantial currency among some of those who believe strongly in the existence of ALFs and their space craft as being the principal cause of ‘UFO’ sightings. Almost equally contentious is the view held by some that the whole question of UFOs and ALFs is abject, utter nonsense, a view strongly supported by the ‘official’ US Air Force ‘Project Blue Book’ study that all but dismisses such concepts as the fanciful imaginings of science-fiction enthusiasts. Another theory opines that the arch skepticism expressed by the Air Force’s official ‘Project Blue Book’ report is all part of a deliberate ‘debunking’ effort whose intended purpose is to hide or cover up some potentially disturbing greater truths (namely, that there is substance to the UFO phenomenon, or that America did indeed go on to develop highly secret advanced vehicles from the ‘Project Silver Bug’ concept). Supposedly, the motivation for deception being that if it were revealed that such things (as UFOs) do exist, the shock would be too great for the general public to handle.
Regardless of all of this information and speculation, both in support of and against the possibility that an advanced ‘flying saucer’ type aircraft technology exists, the fact is that there is little hard evidence available to arrive at any meaningful conclusions. The most reasonable conjecture is probably that yes, the Germans definitely did explore such devices in the 1930s and 40s, and yes, the US and Canada did go on to follow up that concept after the war had ended, but that the whole matter was dropped as an impossibly costly and ineffectual area of aerospace development, back in the 60s. Somewhat annoyingly, that conclusion leaves us back at the starting gate with the original question of “Do UFOs exist?”, and at this point your guess is as good (or as bad) as mine.
I’ll end this with the brief recounting of an incident (actually several) that occurred at the US Air Force base I was stationed at, back in the mid 60s while on active duty. My base was Minot Air Force Base, home of the 450th Strategic Bomb Wing, from 1963 through 1968 (later the 5th Bomb Wing), that hosted B-52H nuclear retaliatory alert bombers and three squadrons of Minute Man I ICBM nuclear missiles (under the aegis of the 91st Strategic Missile Wing). The initial incident centered on the detection of an unidentified 'aircraft' moving (in an aerodynamically improbable manner) over the base’s tightly controlled air space, without authorisation. Over a short period of time, similar events occurred and were recorded near or at the missile launch sites, and on one occasion a craft of unknown identity was observed hovering (at low altitude) directly over the base’s detached Minuteman missile launch sites, stopping over individual underground silos and emitting beams of light at them, before going on to each succeeding silo in turn.
Armed Security teams were immediately dispatched to the scene and arrived to find the unidentified flying object in the air within a launch site's secure perimeter, exactly as reported by topside security teams, with the launch site's top-side security gates unlocked. More alarmingly, down in the launch silos themselves, and entirely unassociated with any commands initiated by the missile launch control crews, as many as 10 of the ICBMs suddenly went into full Defcon 1 retaliatory status, with instrument indicators showing each initiating pre-launch countdown mode.
This is just one of a number of similar events that occurred in that time frame associated with ‘UFO’ type events around highly secure US nuclear strategic missile facilities (ICBM launch sites) and a fairly good recap of what happened there may be found for those interested at the following URL: http://www.rense.com/general2/dak.htm .
I should note that I was in the 862nd Medical Squadron at Minot AFB at the time and that one of our duties was medical support for the missile crews. The entire incident was so strongly suppressed (classified) that I never heard a single word about it while at the base, and only learned of it at a much later date. Author and researcher Robert L. Hastings has spent more than 30 years interviewing personnel associated with this and other incidents involving UFOs at strategic nuclear missile sites and it makes sobering reading indeed. He recently published a book about this, as well. Read more about his findings at: http://nicap.org/babylon/missile_incidents.htm .
Regardless of any skepticism you may have about the ‘reality’ of UFOs and ALFs, it is hard to even imagine someone concocting as elaborate and substantively 'documented' a hoax as this might otherwise seem. More on Hastings' book documenting US strategic nuclear missile site UFO sightings may be found here: http://www.ufohastings.com/BookPage.html
I’ll let you draw your own conclusions as to what the UFO phenomenon is all about, but one thing is certainly clear: there’s FAR more to all this than meets the casual eye. Let’s just hope that we shall learn more in the future about exactly what has been going on (or not) all this time. [Meanwhile, don't fergit ta keep the wimminfolk locked up safely, where them pesky little green men can't find 'em, eh?]
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An interesting and worthwhile URL to visit that has information on the German early researches into flying disc type vehicles may be found at the following:
http://www.zamandayolculuk.com/cetinbal/HTMLdosya1/vriltechnology.htm
An informative review of PhD and former JANES DEFENSE WEEKLY editor Nick Cook's fascinating book (The Hunt for Zero Point) on the German pre-war experiments with anti-gravity energy sources for propulsion may be accessed here:
http://dir.salon.com/story/books/review/2002/08/05/zero_gravity/print.html
A valuable summary of 'Project Silver Bug' may be found here:
http://greyfalcon.us/restored/Project%20Silver%20Bug.htm
The full, declassified USAF Wright-Patterson ARDC report referenced above in PDF format, for those interested, may be downloaded here:
http://www.cufon.org/cufon/Silverbug.pdf
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