Date: Fri, 1 Apr 2005 22:10:27 +0100 (BST)
From: daniel wilson <daniejon2000@yahoo.co.uk>
Subject: UFOs and B-36 bombers, July 1, 1952
To: Francis Ridge, Coordinator, Nuclear Connection Project <nicap@insightbb.com>


On July 1, 1952, nine (9) B-36 bombers made a mock bombing run on New York City, after leaving New Foundland.  There were 5 B-36H's and 4 B-36F's one the flight.
On 1 July, nine wing B-36s (5-H and 4-F) departed Carswell to take part in a high altitude formation radar camera attack on New York City. Three aircraft were from the 9th, three from the 436th, and three from the 492nd Bomb Squadron. The nine B-36s flew to the orbit area at Cape St. Francis, Newfoundland, Canada, then flew the scheduled attack on New York City. From there the bombers flew to Montgomery, Alabama, and recovered at Carswell on 2 July.
 
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A flight path from Cape St. Francis, New Foundland, (Red Star) to fly a radar camera attack on New York City would most likely be across Nova Scotia continuing southwest over Massachusetts, Connecticut, and on over New York City. The flight onto Montgomery, Alabama, would take the B-36's over New Jersey and somewhere near Washington D.C.  
 
It is very curious what occurred along this supposed flight path on July 1, 1952.
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The Report on Unidentified Flying Objects
by Edward J. Ruppelt, former head of the United States Air Force Project Blue Book
 
 
But on July 1 there was a sudden outbreak of good reports. The first one came from Boston; then they worked down the coast.

About seven twenty five on the morning of July 1 two F-94's were scrambled to intercept a UFO that a Ground Observer Corps spotter reported was traveling southwest across Boston. Radar couldn't pick it up so the two airplanes were just vectored into the general area. The F-94's searched the area but couldn't see anything. We got the report at ATIC and would have tossed it out if it hadn't been for other reports from the Boston area at that same time.

One of these reports came from a man and his wife at Lynn, Massachusetts, nine miles northeast of Boston. At seven thirty they had noticed the two vapor trails from the climbing jet interceptors. They looked around the sky to find out if they could see what the jets were after and off to the west they saw a bright silver "cigar shaped object about six times as long as it was wide" traveling southwest across Boston. It appeared to be traveling just a little faster than the two jets. As they watched they saw that an identical UFO was following the first one some distance back. The UFO's weren't leaving vapor trails but, as the man mentioned in his report, this didn't mean anything because you can get above the vapor trail level. And the two UFO's appeared to be at a very high altitude. The two observers watched as the two F-94's searched back and forth far below the UFO's.

Then there was another report, also made at seven thirty. An Air


The Big Flap.151

Force captain was just leaving his home in Bedford, about 15 miles northwest of Boston and straight west of Lynn, when he saw the two jets. In his report he said that he, too, had looked around the sky to see if he could see what they were trying to intercept when off to the east he saw a "silvery cigar shaped object" traveling south. His description of what he observed was almost identical to what the couple in Lynn reported except that he saw only one UFO.

When we received the report, I wanted to send someone up to Boston immediately in the hope of getting more data from the civilian couple and the Air Force captain; this seemed to be a tailor-made case for triangulation. But by July 1 we were completely snowed under with reports, and there just wasn't anybody to send. Then, to complicate matters, other reports came in later in the day.

Just two hours after the sighting in the Boston area Fort Monmouth, New Jersey, popped back into UFO history. At nine thirty in the morning twelve student radar operators and three instructors were tracking nine jets on an SCR 584 radar set when two UFO targets appeared on the scope. The two targets came in from the northeast at a slow speed, much slower than the jets that were being tracked, hovered near Fort Monmouth at 50,000 feet for about five minutes, and then took off in a "terrific burst of speed" to the southwest.

When the targets first appeared, some of the class went outside with an instructor, and after searching the sky for about a minute, they saw two shiny objects in the same location as the radar showed the two unidentified targets to be. They watched the two UFO's for several minutes and saw them go zipping off to the southwest at exactly the same time that the two radar targets moved off the scope in that direction.

We had plotted these reports, the ones from Boston and the one from Fort Monmouth, on a map, and without injecting any imagination or wild assumptions, it looked as if two "somethings" had come down across Boston on a southwesterly heading, crossed Long Island, hovered for a few minutes over the Army's secret laboratories at Fort Monmouth, then proceeded toward Washington. In a way we half expected to get a report from Washington. Our expectations were rewarded because in a few hours a report arrived from that city.

A physics professor at George Washington University reported a "dull, gray, smoky colored" object which hovered north northwest of Washington for about eight minutes. Every once in a while, the professor reported, it would move through an arc of about 15 degrees to the right or left, but it always returned to its original position. While he was watching the UFO he took a 25 cent piece out of his pocket and held it at arm's length


152.The Report on Unidentified Flying Objects

so that he could compare its size to that of the UFO. The UFO was about half the diameter of the quarter. When he first saw the UFO, it was about 30 to 40 degrees above the horizon, but during the eight minutes it was in sight it steadily dropped lower and lower until buildings in downtown Washington blocked off the view.

Besides being an "Unknown," this report was exceptionally interesting to us because the sighting was made from the center of downtown Washington, D.C. The professor reported that he had noticed the UFO when he saw people all along the street looking up in the air and pointing. He estimated that at least 500 people were looking at it, yet his was the only report we received. This seemed to substantiate our theory that people are very hesitant to report UFO's to the Air Force. But they evidently do tell the newspapers because later on we picked up a short account of the sighting in the Washington papers. It merely said that hundreds of calls had been received from people reporting a UFO.

When reports were pouring in at the rate of twenty or thirty a day, we were glad that people were hesitant to report UFO's, but when we were trying to find the answer to a really knotty sighting we always wished that more people had reported it. The old adage of having your cake and eating it, too, held even for the UFO.

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                                       B-36 Peacemaker
 

Even though the B-36 program seemed to undergo one crisis after another, engineers kept on forging ahead. By mid 1947 Convair was confident that the 4 wheel landing gear would be ready for the first B-36 production model (B-36A). And while this B-36A and 21 others would retain the R 4360 25 engine of the XB-36, conversion of this engine had been approved in December 1946. The new water injection R-4360-41 engine with its 3,500 horsepower (500 more than the 25 engine) would allow ensuing productions (B-36Bs) to take off within a shorter runway distance. It would also yield slightly better performance at both high and cruising speeds. Nevertheless, more improvements appeared in order. Hence, an even more powerful version of the R 4360 engine, fitted with a variable discharge turbine (VDT), was under development. Convair also offered in February 1947 to install 8 Curtiss Wright T-35 gas turbine engines in one B-36. The installation was expected to cost less than $1.5 million and to be completed by April 1948. The proposal was turned down. The T-35 engine was too far in the future for the B-36, and the Curtiss Wright delivery estimates were overly optimistic.

Convair claimed that the VDT engine (also proposed for the B-50) would give the B-36 a top speed of 410 miles per hour, a 45,000 foot service ceiling, and a 10,000 mile range with a 10,000 pound bombload. To offset the cost of adapting the VDT engine to the B-36, Convair suggested financing the airframe modification for 1 prototype B-36 with the VDT engine by slashing 3 B-36s from the current procurement contract. This was approved by the Commanding General, AAF, in July 1947. Although Convair hoped additional VDT equipped B-36s (B-36Cs) would be ordered if the prototype proved successful, a decision on this matter was deferred.

The creation of an independent Air Force obviously meant more authority and greater responsibility in the choice of basic weapon systems. General Vandenberg, Deputy Chief of Air Staff, therefore wasted no time in forming the USAF Aircraft and Weapons Board. Through this forum, senior officers would recommend the weapons that would best support long range plans for the Air Force's development and gradual buildup. The board first met on 19 August and, because of the advent of the atomic bomb, the role of strategic bombing and the means of accomplishing such missions took precedence. The B-36 was the only bomber that could launch an immediate atomic counterattack without first acquiring overseas bases. Although vulnerable to enemy fighters because of its fairly low speed, the B-36 did offer an important advantage: its great range would promote the crew's chances of completing their mission. On the other hand, future supplies of atomic bombs were expected to be sparse. Hence, plans had to cover the possible use of conventional bombs. Large stocks of wartime B-29s were still in the inventory for economic reasons, although the Superfortress's range was inadequate without overseas bases.

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Daniel Wilson