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archived ashttp://www.stealthskater.com/Documents/Bermuda_01.doc

more of th is topic athttp://www.stealthskater.com/PX.htm#BermudaTriangle

note: because important websites are fr equently " here today but gone tomorrow" , the foll owing was

archived on February 22, 2010. This is NOT an attempt to divert readers from the

afor ementioned website. I ndeed, the reader shoul d only read this back-up copy if the updated

original cannot be found at the original authors' site.

"Electronic Fog" (Bermuda Triangle)the strange flight of Bruce Gernon

by Gian Quasarhttp://www.bermuda-triangle.org/index.html

http://www.bermuda-triangle.org/html/bruce_gernon.html

One of the most well-known encounters in the Bermuda Triangle happened to Bruce Gernon Jr. onDecember 4, 1970. Bruce and his father had built up a successful real estate brokerage in southern

Florida. By his early 20s, Bruce already had about 600 hours flying time and was very familiar with

Florida and the Bahamas. However, none of this prepared him for an encounter which over 30 yearslater still puzzles him.

For those of you who are long-standing buffs of the Triangles evolving mythos, you have already

heard versions of Bruces account -- the first in 1977 in Charles Berlitzs sequel Without A Trace and

from Arthur C. Clarkes "Mysterious Universe", Discovery Channel and on a recent TLC documentary

on the Bermuda Triangle (for which this webmaster was the consultant).

This is, however, the first time it is told on the Internet. I had a chance to chat with Bruce over emai

several times plus to speak with him in person at the Flight 19 Memorial Service last December 5, 2000when I was present with TLCs film crew.

Bruce is far from a salesman or publicity seeker. He strikes one as contemplative and non-aggressive. The only reason that his account became public was from his friendship with the late J

Manson Valentine who often cataloged the unexplained in the Bermuda Triangle and was the source for

Charles Berlitzs 2 books on the subject.

http://www.stealthskater.com/PX.htm%23BermudaTrianglehttp://www.stealthskater.com/PX.htm%23BermudaTrianglehttp://www.bermuda-triangle.org/html/gian_quasar.htmlhttp://www.bermuda-triangle.org/html/gian_quasar.htmlhttp://www.bermuda-triangle.org/index.htmlhttp://www.bermuda-triangle.org/html/bruce_gernon.htmlhttp://www.bermuda-triangle.org/html/bruce_gernon.htmlhttp://www.bermuda-triangle.org/index.htmlhttp://www.bermuda-triangle.org/html/gian_quasar.htmlhttp://www.stealthskater.com/PX.htm%23BermudaTriangle

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Gernon was so amazed at his encounter that he wrote down details shortly after it happened and evenbegan to do some of his own investigating. Here he shares some of what he encountered and what he

has discovered over the last 30 years of flying the Triangle. His keen memory for detail has aided in the

production of pictures and maps, detailing what he experienced. In his own words:

My dad and I had been flying our own plane in the Bahamas since 1967 and had made at least a

dozen flights to-and-from Andros Island. Everything seemed normal on that fateful day in December

just after 3 p.m. when my dad and I and Chuck Lafeyette (a business associate) lifted off the runway atAndros town Airport in a brand new Beechcraft Bonanza A36.

It was shortly after takeoff when I noticed an elliptical cloud directly in front of us about a mileaway, hovering only about 500 feet above the ocean. It was a typical lenticular cloud. But I had never

seen one that low.

How the lenticular cloud appeared from

Gernons vantage point while flying over

Andros Island. (courtesy of Bruce Gernon)

Miami Flight Service reported over theVHF radio that the weather was good, so we

continued. But the lenticular cloud quickly

changed into a huge cumulus cloud. We were

climbing at 1,000 feet/minute and the cloud

seemed to be building up at the same rate.

Unexpectedly, it caught up and engulfed theBonanza. After 10 minutes of climbing in-and-

out of this cloud, the airplane finally broke free

at 11,500 feet and the sky was clear. I leveled

the Bonanza off and accelerated to its maximumsafe cruising speed of 195 miles/hour.

When I looked back at the cloud, I wasastonished. It now looked like an immense squall, abnormally shaped in the form of a giant semicircle

extending around us. Visibility was about 10 miles and the cloud continued beyond my perception. Soit must have been more than 20 miles long. After a few minutes, I lost sight of it.

Soon we noticed another cloud building directly in front of us near the Bimini Islands. It looked agreat deal like the cloud that we had just left except that its top was at least 60,000 feet high. When we

came with a few miles of it, we saw that it appeared to emanate directly from the surface of the Earth.

Upon entering the cloud, we witnessed an uncanny spectacle. It became dark and black, without

rain, and visibility was about 4-or-5 miles. There were no lightning bolts. Only extraordinarily bright

white flashes that would illuminate the entire surrounding area. The deeper we penetrated, the more

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intense the flashes became. So we made a 135-degree turn to the left and headed due south out of the

cloud.

13 miles later, I noticed a large U-shaped opening on the west side of the doughnut cloud. I had no

choice but to turn and try to exit through the opening. As we approached, we watched the top ends of

the U-gap join, forming a hole. The break in the cloud now formed a perfect horizontal tunnel 1-milewide and more than 10 miles long. We could see the clear blue sky on the other side.

We also saw that the tunnel was rapidly shrinking. I increased the engine RPM, bringing our speedto the caution area of 230 miles/hour. When we entered the tunnel, its diameter had narrowed to only

200 feet.

I was amazed at what the shaft now looked like. It appeared to be only 1-mile long instead of 10-plus as I had originally estimated. Light from the afternoon sun shone through the exit hole and made

the silky white walls glow. The walls were perfectly round and slowly constricting. All around the

edges were small puffs of clouds of a contrasting gray swirling counterclockwise around the airplane.

We were in the tunnel for only 20 seconds before we emerged from the other end. For about 5

seconds, I had the strange feeling of weightlessness and an increased forward momentum. When I

looked back, I gasped to see the tunnel walls collapse and form a slit that slowly rotated clockwise.

All of our electronic and magnetic navigational instruments were malfunctioning. The compass was

slowly spinning even as the airplane flew straight. I contacted Miami and told them we were about 45

miles southeast of Bimini heading east at 10,500 feet. The radar controller replied that he was unable toidentify us anywhere in that area.

Something bizarre had happened. Instead of the blue sky we expected, everything was a dullgrayish white haze. Visibility seemed like more than 2 miles. And yet we could not see the ocean, the

horizon, or the sky. The air was very stable and there was no lightning or rain. I like to refer to this as

an electronic fog because it seemed to be what was interfering with our instruments. I had to use my

imagination to feel our way west.

We were in the electronic fog for 3 minutes when the controller radioed that he had identified an

airplane directly over Miami Beach flying due west. I looked at my watch and saw that we had beenflying for less than 34 minutes.

We could not yet have reached Miami Beach; we should have been approaching the Bimini Islands.

I told the controller that he must have identified another airplane and that we were approximately 90miles southwest of Miami and still looking for Bimini.

Suddenly the fog started breaking apart in a weird sort of electronic fashion. Long horizontal linesappeared in the fog on either side of us. The lines widened into slits about 4-or-5 miles long. We saw

blue sky through them. The slits continued expanding and joined together.

Within 8 seconds, all the slits had joined and the gray fog had disappeared. All I could see wasbrilliant blue sky as my pupils adjusted to the abrupt increase in brightness. Then I saw the barrier

island of Miami Beach directly below.

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The electronic fog dissipates and Miami

Beach comes into view. (courtesy of Bruce

Gernon)

After we landed at Palm Beach, I realizedthat the flight had taken a little less than 47

minutes. I thought something must have been

wrong with the airplane's timer. Yet all three o

our watches showed that it was 3:48 PM.

I had never made it from Andros to Palm

Beach in less than 75 minutes. Even on a direc

route. Our course on this flight was quiteindirect and probably covered close to 250 miles

How could the airplane travel 250 miles in 47

minutes?

We taxied to customs, ending the fortuitous

flight. We didn't talk about it for a long time. I could not logically understand what had happenedduring that flight although I felt it was significant and reviewed it in my mind several times a day.

In 1972, I heard about the so-called Bermuda Triangle and disappearances of boats and airplanes

because of a possible time warp. It was then that I realized that Time itself was the key.

It should have taken about 4 minutes to travel through the tunnel since it appeared to be between 10-

to-15 miles long. Instead, this is precisely how long it took for us to leave the storm and reach clearskies. The remarkable thing is that we did not come out of the storm 90 miles away from Miami as we

should have ... We had traveled through 100 miles of space and 30 minutes of time in a little more

than 3 minutes.

Gernon (today) on the right standing before an Avenger at

Fort Lauderdale/Hollywood Airport. He is collaborating on abook with Rob McGregor (standing next to him) on time-

travel. McGregor is author of numerous books including the

Indiana Jones series.

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Q&A with Bruce Gernon in April 2001

Question: Did you notice any blue-green glowing phosphoresce before during or after your experience?

Answer: I didn't notice any colors other than shades of gray. It was the color of fog. That is one of thereasons I call it "Electronic Fog". I have seen what is known as the "Green Flash" in the

Florida Keys 3 times. It is a florescent lime color and it has lasted from about 10 seconds up

to 1 minute.

Question: Did you notice any turbulence associated with your experience?

Answer: I did notice some turbulence related to the Fog. When my airplane reached the end of theTunnel and made its exit from the Storm, I felt the sensation of zero gravity. I also felt as if

we were being given a boost in forward momentum. At the same time and length of this

feeling, contrails (see illustration below) formed on the edge of the wingtips for about 10seconds.

It was at this point that the

"Electronic Fog" attached itself

to the airplane. I believe theairplane was flying in clear

weather. But it appeared to beIMC because the Fog was

attached to the airplane. In

other words, I wasn't flying

through the fog -- I was flyingwith the fog. It takes a different

perspective of the mind for a

pilot to realize this and thiscould be the reason for a pilot to

become immediately spatially-disoriented.

Question: Could you describe the Green Flash?

Answer: Like the "electronic fog", the Green Flash is very uncommon. It is well known in Key Wesprobably because they celebrate the sunset every day. It probably only happens a few times a

year. I have lived in the Keys 15 years and only saw it 3 times. The second and third times

that I saw it, I knew it was coming so I showed it to my family and some friends ... When theGreen Flash appears (always as the Sun is setting below the horizon), the Sun instantly turns

from orange to green.

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The Green Flash -- a rare phenomena seen most frequently in the area of the Bermuda Triangle.

It is the reflection of light off of something that is otherwise invisible in the atmosphere. Whatever

this invisible element might be, it is only visible at certain moments when the rays of the setting Sun

reflect off of it.

Question. As an in situ observer and from your experience flying in the Bermuda Triangle, what other

phenomena have you observed?

Answer: I have seen many UFOs. But none in the last 20 years. The first one was in 1957 in Floridaand was spectacular. I witnessed it with eight other family members. It was spiracle in

shape and performed many maneuvers. We watched it for over 30 minutes and it camewithin 1 mile from us. It was about 100 feet in diameter and white in color. I believe it was

a form of Ball lightning. [StealthSkater note: since the nuclear test worldwide

moratorium in the 1980s, UFO sightings have fallen dramatically decreased.]

I have seen UFOs that may have been associated with the storm that I flew through. Thefirst one was only a month after I flew through the storm. We were flying at night about 9:30

PM in February and the weather was CAVU. We were over Miami at 10,000 and headed dueEast toward Bimini.

When we got a few miles offshore, we noticed an amber light far to the east of us

Suddenly it came toward us at an incredible speed. It was on a collision course with us and

within seconds it was right in front of us. It was bright amber and shaped like a saucer with adiameter of about 300 feet. It was massive and I felt that its mass was of a solid nature and not

just a form of light.

I banked to the left to avoid a certain collision. When I looked back to see where is was, i

had vanished. It may have been an illusion although we both saw the exact same thing. It is

interesting to note that the UFO was on the same flight path that I had traveled when I wentthrough the time tunnel and encountered the electronic fog. [StealthSkater note: is it possible

for EM/RF to affect human consciousness (and the perception of reality)? If so -- and if it

could be controlled -- that would be powerful weapon of war or civil security.]

I noticed the full Moon came up over the horizon about an hour later. I thought that theremust be a correlation. About a year later, I had a feeling I might see a UFO on a flight back

from the Carolinas. Sure enough, a UFO appeared and we even photographed it. It was the

same shape and size as the one I almost collided with. The full Moon came up about one hourafter we witnessed it.

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Another year later, I had a feeling I might see some UFO's offshore again. So we drove tothe beach in Delray at night an hour before the full Moon would rise. We saw 5 UFOs in

formation traveling an incredible speed from north-to-south all heading toward Bimini. They

were all the same shape and color as the ones I had seen previously.

I thought I had discovered a correlation with UFOs and the Moon. But I have never seen

this happen again. It could be some form of reflection that creates an illusion. Or it could be a

form of lightning yet to be discovered. (I like to call them Lightning Birds because similarto ball lightning they seem to have a mind of their own and they have aeronautical abilities that

only a bird could possess.)

Bruce & Rob would appreciate any reader who has had an experience that may relate to Bruces

fl ight to please contact them at the fol lowing email :Keysprop@bellsouth.net

mailto:mKeysprop@bellsouth.netmailto:mKeysprop@bellsouth.netmailto:mKeysprop@bellsouth.netmailto:mKeysprop@bellsouth.net

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http://www.pares-wx-research.info/SciBehGernonflight-12-5-09.pdf

the Science behind Bruce Gernons Flight (December 4, 1970)

by David P. Pareshttp://www.pares-wx-research.info/index.html

The archive records indicated a sunspot number of 84 and a large solar wind of 706 km/sec which

created a disturbance of the magnetosphere and energy flux transfer directly into the atmosphere. Thiscaused radio and navigation (spinning compass) problems on the day of Bruce Gernons flight.

Sunspot Numbers 19552008

In Bruces case this will do more than spin the compass . It will cause an "event" (as Bruce calls it

Electronic Fog) and -- as we further explore the situation -- the warping of the fabric of space or lineardisplacement.

http://www.pares-wx-research.info/SciBehGernonflight-12-5-09.pdfhttp://www.pares-wx-research.info/SciBehGernonflight-12-5-09.pdfhttp://www.pares-wx-research.info/index.htmlhttp://www.pares-wx-research.info/index.htmlhttp://www.pares-wx-research.info/index.htmlhttp://www.pares-wx-research.info/SciBehGernonflight-12-5-09.pdf

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The weather forensic evidence indicated that by late afternoon, unstable air existed at the departurepoint and along the flight route. Cumulus and Towering Cumulus clouds populated the flight path

generating late-afternoon thunderstorm activity. The events which begin to trigger the bi-directiona

flow of energy from space on December 4, 1970 starts early in the morning east of Key West Florida.

Miami Flight Service gave a forecast that the weather would be clear between Andros Island and the

Florida coast with a few scattered, isolated thunderstorms of moderate intensity in South Florida. The

winds were light and variable and the temperature was 75 degrees.

Weather chart for December 4, 1970

Not unlike ordinary thunderstorms, the Mega Electric Thunderstorm tends to form in Ocean regionswhere the wind speed and direction do not abruptly change with increasing height above the surface

These conditions usually consist of winds of an Easterly component less than 10 mph and less than 6oF

between ambient air and dew point. Which is confirmed on the daily surface weather map on that day(above).

This scenario can usually be found in between High and Low pressure systems over Florida and

Caribbean area between the NovFeb timeframe when the Earth is closest to the Sun. These are themajor contributing factors in setting up the electrical conduits and connectivity for "Electronic Fog"

generation and -- in Bruces particular flight -- the possibility of the warping of space.

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Figure A - Typical flight from Andros Island Town Airport to West Palm Beach

Actual

Flight distance 210 miles 75 minutes

Total Flight distance 250 miles(This distance includes additional miles to avoid

thunderstorms near Bimini and Miami)

47 minutes

28 minutes Delta Time

Total fuel Capacity in Tanks 80 gals

Typical fuel used 38 gals in round trip

(No fuel at Andros Island Bruce always started with full

tanks 80 gals.)

Fuel use rate 15 gals/hr @180 cruise speed

Typical fuel used 38 gals in round trip

Fuel used 29 gals used Dec. 4, 1970

9 gals extra fuel

When initially looking at this -- a distance of 250 miles in 47 minutes -- you could make it if you

were going 319.14 mph. From the A-36's 1970 Aircraft Specifications; maximum structural cruising is190 mph and never exceed 234 mph. That alone shows that the aircraft would have been ripped apar

from the stress. But this didnt happen on his flight.

Lets look at a tailwind. You would have to have a consistent 139 mph tailwind coupled with the A

36 Bonanza's cruise speed of 180 MPH could have done it. Is this even possible from takeoff to

landing? We would have to have a Southerly low-level jet stream at 3,000 feet 139 mph and when we

came out of the circle of thunderstorms near Bimini Island, an Easterly low-level jet stream at 10,000 ftat 139 mph.

These wind speeds and directions are unusual even at 35,000-40,000 feet over the North Americancontinent. The low-level presents of these winds would be a terrific meteorological discovery. But this

is not what happened in Bruces case.

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The possibility of a linear displacement occurs when the A-36 enters a hole formed between 2 fast

growing thunderstorms as Bruces original flight path has been cut off from surrounding 65,000 foot

thunderstorms. The total time in the tunnel was approximately 20 seconds.

Now lets look at this in detail. Typical thunderstorms will have electric potential field values of

100,000-to-200,000 volts/meter up through the cloud structure. The Mega Electric Thunderstorms metor exceed measurements of 400,000 volts/ meter as per recent cloud study research and a current of over

200,000 Amps. This would produce a total power output per cloud at (65,000 feet in height or 19,810

m) over 1.5848x1012

kW per cell. To put this into perspective, a 13.5 kiloton small atomic bomb isabout 2.2x10

7kW.

These thunderstorms would have punched up through the Stratosphere increasing the storms

strength. This would create a powerful conduit of energy between the Magnetosphere, Thermosphere

Ionosphere, and the ground. The total energy flux from space would be in Terrawatts of energy.

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Figure 1- Current Flow and Development of Thunderstorm

It is this situation that induced the thunderstorms and caused a warping or compression in the fabric

of space around Bruce Gernons aircraft as he enters his only escape route (i.e., the hole in the clouds).

Laura Frum @ 2009

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If you look at the surrounding cloud charge field propagation resultant, you will begin to see thewarp or compression of the space-time field. I have calculated the total influence of the electric vector

field from the surrounding thunderstorms at 3.22282x1015

Watts of power. In order to demonstrate this

example, we will use graphics from an electric field software package

(http://www.ph.unimelb.edu.au/~mkl/efield/efield.html).

http://www.ph.unimelb.edu.au/~mkl/efield/efield.htmlhttp://www.ph.unimelb.edu.au/~mkl/efield/efield.htmlhttp://www.ph.unimelb.edu.au/~mkl/efield/efield.htmlhttp://www.ph.unimelb.edu.au/~mkl/efield/efield.html

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Gernons navigation chart showing the flight path Dec. 4, 1970

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This type of situation would have not only compressed space but also provided the electrical energyto ionize the surrounding air and create conditions known as the "Electronic Fog". Whats even more

intriguing is that ionized particles are attracted to the carbon emissions of the aircraft engine. So no

matter where you go right, left, up, or down, the ionized field just follows you until it surrounds your

aircraft.

Figure 2 - Resultant Ionized Field Around Aircraft

So with the combination of the engine exhaust and the aircraft being made of aluminum, an ionized

field can wrap up around the aircraft and form a resultant donut shaped field pattern. This also worksfor cloth-covered metal-framed aircraft and carbon fiber aircraft since this material is conductive as

well.

Carbon in a microwave showing the energy coalescing to the carbon atoms

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In addition, now put into motion a circle of these clouds surrounding a small aircraft and you have a

tremendous electropotential force that will yield an ionized field that can attach itself to an aircraft.

As per documents from the FAA, fixed wing aircraft can be subjected to electric potentials in flight

that can cause engine stoppage and instrument failure. Based on where Bruce entered the cloud at

10,000 feet, the frequencies of the fields within the cloud would have been somewhere between the 400-to-700 MHz range based on research and our flight into the Triangle on Feb. 14, 09.

The FAA chart for fixed winged aircraft indicates a 4,000 V/M potential. This means that thesurrounding field around the aircraft was at-or-below this field potential. This would explain the

electronic instruments going off-line but not shutting down the engine due to the additional shielding in

the engine compartment. This also explains why the radio still worked because of its location in theinstrument panel. It was shielded by the surrounding instruments.

I believe we are looking at a 2-step process. (1) compress the fabric of space using the surroundingvectored energy of the circle of thunderstorms. And (2), "Electronic Fog" attaches to the aircraft justprior to exiting the tunnel and continues to adhere for about 3 minutes and then dissipates as A-36

Bonanza approaches land.

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a Plane in "Electronic Fog"

The time difference and linear displacement in the overall flight is gained in the last 1-2 seconds of

the 20 seconds in the cloud tunnel. Bruce said as he exited the tunnel, he had a slight sense ofacceleration (hydroplaning) and finally a sensation of being weightless for several seconds.

Another important point. He enters the cloud tunnel at 10,000 feet and when he appears over Miam

Beach, he is also at 10,000 feet. The point here is that if this is a real example of a local space warpmetric, it followed the curvature of the Earth.

The warp metric appears to be influenced by mass. If we could artificially induce this situation, onecould travel vast distances on the Earth in just a few seconds and still maintain flight levels for

separation of commercial traffic. Obviously the potential for space travel also has some real possibilities

here as well.

I have calculated the total electric vector field resultant from the surrounding thunderstorms at

3.22282x1015

Watts of power. This resulting electric field would influence the aircraft from behind

while a forward electric field at 1.5848x1012

kW from the clouds in front of the aircraft would have lessenergy causing a situation of a collapsing field.

I believe that the theory of the Alcubierre warp metric has an interesting similarity with Gernons

flight through the shrinking cloud tunnel. Those who are familiar with the rules of Special Relativity, ifthis was to account for Gernons event through the cloud tunnel, they would have expected a Lorentz

contraction, mass increase, and time dilation as a possible explanation of his account for his last 100miles.

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Coming Out

But as I looked at his account, it just did not fit. He dropped from radar but still had radiocommunications and was able to use the radio with no apparent delay between Miami and the A-36

Bonanza. He would have needed to go over 360,000 mph to make an 80-mile distance in 1- second

Which would have ripped the airplane apart.

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Thats why we are looking at a localized warping of space created by the energy of the surrounding

clouds that blocked his flight path and the opposing weaker energy field (the cloud tunnel) which heflew into creating a local flat space warp bubble containment field.

Using the concept of the Alcubierre warp field theory, Gernons aircraft would entered and

overcome the forward field by the push of the large resultant rear field and ended up at the center of the

moving volume of local flat space where there are no relativistic mass increases or time dilation effectsThis is another point of the Alcubierre metric. While in local flat space, there is no speed for the object

The space is moved with no effect on the object.

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Also while in transit, the on-board clock runs at the same speed as the clock of an external observerThe crew of the airplane would not have experienced any accelerational g-forces once inside the field.

This may explain why he could use the radio since the transit was only a linear displacement and timedilation was not a consideration.

The other confirming event of linear displacement is the radar. Just as he exited the cloud, they

make a call to Miami control to try and find out their position. But radar cant see them. They are gonefrom the Bimini area. After several calls back-and-forth of"what do you mean you cant see us?", radar

control then says "I have one aircraft south of the field". Bruce is baffled: "it cant be me! I am over 80

miles from Miami"

As the Fog started to dissipate from the aircraft, there he was over Miami Beach. I figured they loshim at the first 15-second sweep of the radar as he exited the cloud and then picked him up on the next

sweep of the Miami Radar antenna which then put him over Miami Beach. The rotation of the radarantenna is about 4 rpm. That gives a return to return time lapse of about 15 seconds per complete

rotation.

The entire transit of nearly 80 miles took just a few seconds. The transit started near Bimini Island

and ended over Miami Beach. The field dissipated as the A-36 Bonanza approached land.

This could be the first real documented case of a natural warping of the fabric of space and an

external Ionized Confinement Field around the aircraft produced from Mega Electric Thunderstorm

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activity. This may also explain why he could be seen on radar but could not be seen physically in the

sky until the containment field dissipated around his plane as he approached land.

Laura Frum @2009

The cloaking or invisibility was due to the Compton Effect of a negative index of refraction where

the outer edge of the containment field generates a transverse wave form which causes a destructive

interference with light. (See Compton effectat the bottom.) The end result is that you cant see theaircraft against the sky. Then pop! they have him on radar and after the containment field dissipates

they can see him over Miami Beach. And as the story goes, the controller does not see any fog in the

area just clear skies and Bruce -- with a sense of disbelief of where he had been seconds earlier to wherehe ends up over Miami Beach -- then clears with Miami Radar control and then flies an additional 30

miles to vector around a local thunderstorm and lands at his final destination West Palm Beach Airport.

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A linear displacement of nearly 80 miles. Plus he covers the 250 mile even with the additional miles

due in flight course changes in the trip in only 47 minutes and ends up with 9 extra gallons of unspentfuel. A trip that normally takes 75 minutes (Figure Aabove).

Then begins his nearly 40+ year journey begins to try and understand what happened on this flight.

SPACE WEATHER Dec. 4, 1970)

Sunspot number: 84

Solar wind: 706 km/sec

WEATHER

Forecast DEC. 4, 1970

7 AM East of Key West Florida. Miami Flight Service gives a forecast that the weather would be clear

between Andros Island and the Florida coast with a few scattered, isolated thunderstorms of moderate

intensity in South Florida.

WX Observations

7 AM Actual, Miami, Cumulus and Towering Cumulus developingWinds Easterly light and variable

Temperature 66 FDewpoint 64 F

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(Weather Continued)7 AM Actual, Key West, Cumulus and Towering Cumulus developing

Winds Easterly light and variable

Temperature 70 F

Dewpoint 64 F

Grand Bahamas Area Thunderstorms morning ending early afternoon

Winds Easterly light and variableTemperature 61 F

Dewpoint 61 F

Andros Island Area Thunderstorms morning ending early afternoon

Winds Easterly light and variable

Temperature 61 F

Dewpoint 61 F

THUNDERSTORM ELECTRICAL ENERGY (Bimini Island Area)

Surrounding resultant energy from thunderstorms 3.22282x1012

kwatts

Individual Thunderstorm energy (@65,000 ft. tops) .. 1.58480x1012

kwattsFrequency at 10,000 ft. (400-to-700MHz)

FAA VALUES FOR SINGLE ENGINE FIXED WING AIRCRAFTHigh-Intensity Radiated Fields (HIRF)

Frequency Peak (V/M) Average (V/M)

400-to-700 MHz 4,020 935

LOCAL SPACE WARP METRIC MATRIXS

Local Space Warp DEF Time in the Tunnel Remarks

For those familiar with the rules

of Special Relativity with itsLorentz contraction, massincrease, and time dilation, the

Alcubierre warp metric has

some rather peculiar aspects.

(Take off time from Andros

Island was 3:00 pm)

Pilot levels off from descending

dive as A-36 enters the cloud

tunnel at 10,000 feet. The airspeed decreases from 230 to 210mph during the first few seconds.

Notices that the cloud tunnel

looks like a sucker hole, smoothall the way through, and can seeblue sky at the end. The tunnel

is about 1,000 feet wide and 10

miles long. The A-36 is about100 miles away from Miami.

The aircraft is transitioning

between heavy electric potential

fields which will generate alocal space warp metric at the

end cloud tunnel. The outsideHigh-Intensity Radiated Fields

(HIRF) can cause basicfunctions such as engines,

electronic instruments, and

flight controls to be inoperative.Research indicates that aircraft

electrical and electronic

systems that perform critical

functions may not be able to

During the next 8 seconds. Pilot experiences a feeling of

deceleration. He also notes that

the clouds that make up thewalls of the tunnel are rotating

in a counterclockwise direction.Bruce can see blue sky at the

end of the tunnel. Noobstruction to visibility nor any

notice of any cabin temperature

variations.

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withstand the electromagnetic

fields generated by HIRF and

could become inoperable.

Since a ship at the center of the

moving volume of the metric is

at rest with respect to locallyflat space, there are no

relativistic mass increase or

time dilation effects.

During the next 6 seconds. Pilot notices that the tunnel is

beginning to decrease in

diameter. He tries to keep theaircraft to the dead center of the

shrinking tunnel.

The local space warp field is

about to be formed around theaircraft over the next few

seconds

During the next 4 seconds. The tunnel has now closed in

from 40 feet to 30 feet which isnow at the wingtips of the A-36

Bonanza. The pilot is nearing

the end of the tunnel.

Since a ship at the center of the

moving volume of the metric isat rest with respect to locally

flat space, there are norelativistic mass increase or

time dilation effects. The on-board spaceship clock runs at

the same speed as the clock of

an external observer and thatobserver will detect no increase

in the mass of the moving ship

even when it travels at Faster-

Than-Light (FTL) speeds.

Moreover, Alcubierre has

shown that even when the ship

is accelerating, it travels on afree-fall geodesic. In other

words, a ship using the warp to

accelerate and decelerate isalways in free fall and the crew

would experience no

accelerational g-forces.

Enormous tidal forces would be

present near the edges of theflat-space volume because of

the large space curvature there.But by suitable specification of

the metric, these would be madevery small within the volume

occupied by the ship.

Over the next 3 minutes.

The aircraft settles back to its

maneuvering speed of 180 mph.

Exiting the tunnel, the pilot

looks back to see the tunnelcollapse and experiences a

feeling of slight forwardacceleration (hydroplaning) and

a sense of weightlessness. Thisis also when the "Electronic

Fog" surrounds and adheres to

the aircraft. The electronicinstruments are all off-line

except the radio. The compass

is slowly spinning.

The pilot's visibility is now

limited. He indicates that it

looks to be about 2 miles thick

in and around the aircraft. Thepilot states that everything

looks very strange, surreal. The

color of the Electronic Fog is abright gray with a hint of

yellow.

The aircraft is not visible in the

air until the electronic fog

dissipates from around theaircraft which is due to the

Compton effect. Also no tidaleffects from the local space

warp. No unusual wave heightsare noticed on the surface of the

ocean, nor any other noticeable

disturbances in the atmosphere.

If anything had happened it wascontained close to the local

space warp bubble.

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Other noted effects: the aircraft

went in at 10,000 feet and

appears over Miami Beach at

10,000 feet. It appears that aLocal Space Warp Bubble

follows the curvature of the

Earth and is influenced by itsmass.

Radio communications does notappear to be disrupted. The

electric potential is at-or-less

then 4,000 volts/ meter and the

frequencies range between 400-to-700 MHz while in the cloud

tunnel and the Local Space

Warp Bubble.

( 3 minutes continued )

This is another indication that

this is not a time warp since that

radio traffic is in sync with thenormal time of the ground.

No time delays

Now in the "Fog", radio callsare made to Miami Control to

ask if they have a fix on the

airplane. Several exchanges go

back-and-forth. Miami saysthey dont have anyone on radar

80 miles out from Miami but

have an aircraft over Miami

Beach. Bruce says it cant behim. But when the Fog

dissipates, thats exactly where

he is.

Note: The radio comm. is

normal. Nothing unusual nodelay in transmission and

receiving voice comm. The

radio is located in the middle ofthe console which is

additionally shielded by the

other equipment. The antenna

is just behind the cockpit. The

engine has additional shieldingfrom the cowling and all the

flight control systems aremechanical.

The on-board clock runs at thesame speed as the clock of an

external observer. And that

observer will detect no increase

in the mass of the moving shipeven when it travels at Faster-

Than-Light (FTL) speeds.

As the "Electronic Fog" clearsfrom the A-36, Bruce notes that

he is directly over Miami

Beach. At this point he clears

with Approach Control andcontinues to West Palm Beach.

During this part of the flight he

goes around localthunderstorms in the area.

Bruce then touches down at

3:47 pm at West Palm BeachAirport where he notices that

his clocks onboard the aircraft

and also the watches they arewearing match the ground time

at the airport. The total flight

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time from Andros Island to

West Palm Beach was only 47

minutes.

Bruce then proceeds to refuel

the aircraft and then notices that

he used nine fewer gallons thannormal. In addition, he traveled

an extra 40 air miles for a totalof 250 miles.

And so begins the journey over

the next 40 years to try and

explain what happened on thisflight. The quest continues

FAA DOCUMENTS SINGLE ENGINE FIXED WING AIRCRAFThttp://www.tc.faa.gov/its/worldpac/techrpt/ar99-50.pdf

High-Intensity Radiated Fields (HIRF)

With the trend toward increased power levels from ground-based transmitters plus the advent of

space and satellite communications coupled with electronic command and control of the airplane, theimmunity of critical digital avionics systems to HIRF must be established.

It is not possible to precisely define the HIRF to which the airplane will be exposed in service.There is also uncertainty concerning the effectiveness of airframe shielding for HIRF. Furthermore

coupling of electromagnetic energy to cockpit-installed equipment through the cockpit window

apertures is undefined. Based on surveys and analysis of existing HIRF emitters, an adequate level o

protection exists when compliance with the HIRF protection special condition is shown with either

paragraphs 1 or 2 below:

1. A minimum threat of 100 volts/meter peak electric field strength from 10 KHz to 18 GHz.

a. The threat must be applied to the system elements and their associated wiring harnesses

without the benefit of airframe shielding.

b. Demonstration of this level of protection is established through system tests and analysis.

2. A threat external to the airframe of the following field strengths for the frequency rangesindicated.

http://www.tc.faa.gov/its/worldpac/techrpt/ar99-50.pdfhttp://www.tc.faa.gov/its/worldpac/techrpt/ar99-50.pdf

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Frequency Peak (V/M) Average (V/M)

10 KHz-100 KHz 50 50

100 KHz-500 KHz 60 60

500 KHz-2 MHz 70 70

2 MHz-30 MHz 200 200

30 MHz-100 MHz 30 30

100 MHz-200 MHz 150 33

200 MHz-400 MHz 70 70

400 MHz-700 MHz 4,020 935

700 MHz-1GHz 1,700 170

1 GHz-2 GHz 5,000 990

2 GHz-4 GHz 6,680 840

4 GHz-6 GHz 6,850 310

6 GHz-8 GHz 3,600 670

8 GHz-12 GHz 3,500 1,270

12 GHz-18 GHz 3,500 360

18 GHz-40 GHz 2,100 750

http://en.wikipedia.org/wiki/Alcubierre_drivehttp://www.npl.washington.edu/av/altvw81.html

http://www.earthtech.org/publications/davis_STAIF_conference_2.pdf

Compton EffectFromhttp://physics.bu.edu/~duffy/semester2/c35_compton.htm

Convincing evidence that light is made up of particles (photons) and that photons have momentum

can be seen when a photon with energy hfcollides with a stationary electron. Some of the energy andmomentum is transferred to the electron (this is known as the Compton effect). But both energy and

momentum are conserved in this elastic collision. After the collision, the photon has energy hf/ and the

electron has acquired a kinetic energy K.

Conservation of Energy: hf = hf/+ K

Combining this with the momentum conservation equations, it can be shown that the wavelength of theoutgoing photon is related to the wavelength of the incident photon by the equation

= /- = (h/mec) (1 - cos) .

The combination of factors h/mec = 2.43x10-12

m where me is the mass of the electron is known as the

Compton wavelength. The collision causes the photon wavelength to increase by somewhere between 0

(for a scattering angle of 0) and twice the Compton wavelength (for a scattering angle of 180).

Compton Effect Example

A photon with a wavelength of 6.00x10-1

2 m collides with an electron. After the collision, the photon'swavelength is found to have been changed by exactly one Compton wavelength (2.43x10

-12m).

http://en.wikipedia.org/wiki/Alcubierre_drivehttp://www.npl.washington.edu/av/altvw81.htmlhttp://www.earthtech.org/publications/davis_STAIF_conference_2.pdfhttp://physics.bu.edu/~duffy/semester2/c35_compton.htmhttp://physics.bu.edu/~duffy/semester2/c35_compton.htmhttp://physics.bu.edu/~duffy/semester2/c35_compton.htmhttp://physics.bu.edu/~duffy/semester2/c35_compton.htmhttp://www.earthtech.org/publications/davis_STAIF_conference_2.pdfhttp://www.npl.washington.edu/av/altvw81.htmlhttp://en.wikipedia.org/wiki/Alcubierre_drive

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(a) What is the photon's wavelength after the collision?1. 3.57x10

-12m

2. 8.43x10-12

m

3. It could be either one of the above

The photon gives up some of its energy to the electron. If its energy goes down its frequency

decreases and its wavelength increases.

(b) Through what angle has the photon been deflected in this collision?

1. less than 90

2. 903. more than 90 but less than 180

4. 180 = (h/mec) (1 - cos)

In this situation, we have (1 - cos) = 1. So cos = 0 and must be 90.

(c) What is the angle for the electron after the collision?

1. less than 90

2. 903. more than 90 but less than 180

4. 180

To keep the total momentum the same, the electron has both x and y momentum. So its angle

must be less than 90.

(d) What is the electron's kinetic energy (in eV) after the collision?

Energy is conserved in the collision. So:

hf = hf/+ K

K = hf - hf/ = hc/- hc// = hc [1/- 1//]

K = (6.63x10-34) (3x108) [1/6.00x10

-12- 1/8.43x10

-12]

K = 9.56x10-15

J = 59,700 eV

LASER-LIKE AMPLIFICATION OF ENTANGLED PARTICLES has been achieved by aUniversity of Oxford team. Governed by Quantum physics, entangled particles have much stronger

correlations (or interrelationships) than anything allowed in Classical physics.

For example, measuring one entangled particle instantly influences its partner's state, even if the two

particles are separated by great distances. Entangled particles are the bread&butter of quantum

information schemes such as quantum cryptography, quantum computing, and quantum teleportationBut they are notoriously difficult to create in bulk.

To create entangled photons, for example, researchers can send laser light through a barium borate

crystal. Passing through the crystal, a photon sometimes splits into two entangled photons (each withhalf the energy of the initial photon). However, this only occurs for one in every 10 billion incoming

photons.

To increase the yield, the Oxford researchers added a step. They put mirrors beyond the crystal so

that the laser pulse and entangled pair could reflect, and have the chance to interact. Since the entangled

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pair and reflected laser pulse behave as waves, Quantum Mechanics says that they could interfere

constructively to generate 4-fold more 2-photon pairs or interfere destructively to create zero pairs.

Following these steps, the researchers increased production of 2-photon entangled pairs and also of

rarer states such as four-photon entangled quartets. This achievement could represent a step towards an

entangled-photon laser which would repeatedly amplify entangled particles to create greater yields thanpreviously possible and also towards the creation of new and more complex kinds of entangled states

(Lamas-Linares et al.,Nature, 30 August 2001.)

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