Thoughts on the Passing of a Friend

Someone I knew and grew to like very much died earlier this week. I first met her at a fitness center here in town. I saw her first while she was walking on the treadmill. She told me that her doctor advised her to use a treadmill every day.

We also worked for the same employer, but in different divisions.

She had experienced a problem with her heart, and she was walking for her life's sake.

Each passing day brought new opportunities to talk with this incredible woman.

She often came with a friend, and the three of us would talk about our families.

I learned that two of her children attended the same school as my daughter, and eventually at sporting events I met her children, and even watched them graduate from high school last Spring.

She loved her children very much, and was very proud of them.

I spoke with her last week, and asked about her children. She gushed forth with such love and pride. She was so proud that her daughter was in college, and her son would soon be.

That was the last time I spoke with her. She was just as kind, and bubbling with joy as she always was. Just an incredibly nice person.

Thursday her friend - the one she'd walk with every day told me that she had died of a heart attack early this week. It was then I recalled she had had trouble with her heart.

I was shocked. This woman was so alive, so very much alive that one would never consider that she could ever die.

She was an African American woman about my age, but race and gender never factored into the way she and I got along. She was one of the nicest people I ever met.

May God Bless you, forgive you for your sins, and accept your soul into heaven dear woman. And if I'm so fortunate as to follow you may we meet again.

To her children I can only say what an incredible woman your mother was. You have the joy of being able to carry her memory within you, and I'm sure she'll always be there watching over you.

Despite this comforting thought I am sad, for the world seems just a little less bright with her departure. I'll never forget her.

Shut Down St. John's Waste Incinerator?

Carbon and Iron Oxide (from incinerated blood) Mar Saint John's Incinerator?

Most hospitals have opted out of the medical waste incineration business, but not Springfield, Illinois' Saint John's Hospital.

As of 2004 there were just twelve hospitals in Illinois that incinerated their own medical waste. Some including Illinois Governor Rod Blagojevich have called for the closure of the remaining dirty dozen.

This from NoHarm.Org

Prompted by neighborhood activists pushing to close Evanston Hospital's medical-waste incinerator, Gov. Rod Blagojevich on Monday urged the state's last remaining hospital-trash burners to shut down.

Most hospitals got out of the business of burning waste years ago after concerns about cancer-causing dioxins from incinerators led the U.S. Environmental Protection Agency to require a dramatic reduction in air pollution from trash burners.

But Illinois still has 12 such incinerators, five of which are in densely populated neighborhoods of suburban Chicago. Nearly 28,000 people live within a half-mile of one of the state's medical-waste burners, according to a Tribune analysis.

"Hospitals are supposed to provide health care, and hospitals are supposed to promote health care," Blagojevich said at a news conference a few hours before the Evanston City Council passed an ordinance that bans medical-waste incineration within city limits. "Hospitals are supposed to not undermine public health."

State records obtained by the Tribune show that most of the state's remaining waste burners have been in trouble at some point in recent years for putting too much pollution into the air.

Saint John's Hospital continues to rely upon its medical waste incinerator even though studies show that such incinerators release toxic chemicals like dioxins, and toxic heavy metals such as cadmium into nearby neighborhoods. Easterly winds usually carry Saint John's airborne waste stream over, and onto Springfield's, Illinois poorest neighborhoods.

While regular maintenance may remove condensed carbon, and iron oxide deposits from the smoke stack itself there is no way to remove elevated levels of toxic chemicals from east side, and downtown resident's lungs.

Time To Shut Down St. John's Hospital Waste Incinerator?

The 1986 JAL Flight 1628 UFO Encounter!

In 1986 JAL 1628 Encountered Two DC-8 Sized UFOs & Huge Mother Ship
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With the Chicago, Illinois O'Hare International Airport UFO cover up in full force it's easy to forget that other UFO encounters involving commercial aviation has successfully been squelched by the FAA on behest of the powers that be.

Many sightings of UFOs by commercial airline pilots are most likely top secret military aircraft, and possibly even covert U.S. suborbital and orbital surveillance spacecraft. It's also probable that readily explainable natural phenomena reported by commercial airline pilots has been suppressed too by over zealous federal officials. Yet there remains a large number of reports made by airline pilots of encounters with unidentified flying objects which appear to have no explanation based upon current human technology, or natural phenomena. Furthermore it is probable that the vast number of such encounters are either not reported at all, or are reported in ways that would not be recognized as an official reporting of a UFO encounter.

Pilots who fear for their own safety during a UFO encounter often find it easier to simply remain silent rather than risk the consequences of reporting such an encounter. Certainly this can not be good for the flying public.

For many reading this now, you might be asking why you shouldn't just click to another website instead of taking the time to read of the encounter presented below. The answer is that as long as we do nothing we will never be able to do anything about stories like this. It is a trap in which we all find ourselves placed.
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Society Needs to Begin an Open Discussion On UFOs
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The Internet like no other tool before it has allowed the presentation of previously classified materials which in previous decades would never have made its way to the general public. We are living in a new era of rapid information exchange. This increased access, and the ability to network directly without going through the gatekeepers of the main stream media will allow us all to bring down the wall of silence which has been erected around the UFO phenomena for over sixty years.

The CIA, Air Force, and their operatives within the FAA have always taken it for granted that they could easily and completely withhold the truth about UFOs. While their task has been made much more difficult in this Internet age it is up to you the reader to remain curious, and to put forth the effort to learn about this subject, and then make up your own mind about this important subject.
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The Need to Know
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We need to ask if these aircraft encounters with UFO events are happening, or not. If these stories are simply hallucinations, or misinterpretations on behalf of pilots, and crew then the flying public, and those on the ground below are all in danger.

If these stories are simply the result of pilot insanity, or stupidity then none of us are safe from the kind of incident which took place on September 11th, 2001. Insane pilots could begin smashing into cities at any time, and stupid pilots could begin crashing their aircraft by accident.

The very fact that commercial airliners are not being flow into mountains, or skyscrapers on a regular basis seems to suggest that these pilots are neither insane, or easily confused observers.

Which leads to the question if these events are actually taking place then who or what has possession of technology this advanced? Who or what is capable of flying so closely to a 747 without crashing? Who or what can loft, and maintain in flight structures larger than aircraft carriers? Is this human based technology?
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Encounter with Advanced Technology
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The following story is a fantastic illustration of the type of story the general public is not being told. Our government officials fear that if stories like the one that follows reach the public that mass panic would ensue.

What follows is based upon a well documented encounter with UFOs over Alaska in November of 1986. A Japanese Airlines 747 Cargo plane loaded with French wines made its way high above North America heading toward Japan when it encountered several UFOs which followed it for nearly an hour. Only as the encounter came to an end did the crew of flight 1628 notice a nearby "mothership" the size of two aircraft carriers floating in the sky!

Despite efforts by the CIA, and FAA to squash the story, documentation and testimony from the pilots, and air traffic controllers began to leak.

What follows is a translation of a statement which is part of the FAA file on the event obtained through the Freedom of Information Act. I recreate it, with some editing, in full without permission from UFOEVIDENCE.ORG which also reproduced it via Free Use Rules.
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Statement Of Captain Terauchi - Pilot of JAL Flight 1628

U.S. Federal Aviation Administration (FAA)

Summary: This is taken from the FAA official document "Concerning JAL Flight 1628's Sightings of Unidentified Air Traffic on November 17, 1986." It is a Translation of a Written Statement By Captain Kenju Terauchi.
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We took a flight course southeast of Greenland direct to Chule, where a U.S. military base is, by crossing the great icy highland midwest of Greenland.The flight above Greenland, under a nearly full moon, which was raising on the right front side of our aircraft, helped visibility for the night flight. The flight was smooth despite the unstable air current that shook the plane for about two hours, but was still a rather stress less flight as compared to a passenger flight.We aimed towards Single Point, on the north coast of Canada, by passing through the Canadian north polar regions and down southwest along an Arctic flight course. It was 4:25 p.m., Alaska time, when we reported our location to Edmonton Center from above Single Point, Canada (68 degrees 55 minutes the North Latitude, 137 degrees 15 minutes West Longitude). It had become pitch dark, perhaps because the moon was directly behind us near the horizon.

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We received an order from Edmonton Center that we should contact the Anchorage Center when we reach above Pottat where Alaska Territorial Air begins. Pottat locates approximately 480 miles, approximately 890 kilometers, North-northeast of Anchorage, 67 degrees 56 minutes North Latitude, 141 degrees West Longitude.We began the communication with the Anchorage Center about 5:05 p.m. The flight course we had acknowledged was Jet 529, direct to Ft. Yukon and Jet 125 via Nenana, Talkeetna, Chaiger and to Anchorage. The Anchorage Center ordered us to fly direct to Talkeetna, provided us transponder codes and placed us on a radar scope at the same time.
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JAL 1628 Cockpit View - UFOs Flew In Vertical Assemblage Formation For Two Minutes
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Ordinary Flight Becomes Other Worldly

The strange phenomenon happened immediately after we began left rotation, following the order of taking the direct flight course.There was an unidentifiable light ahead of the rotation. We set the course toward Talkeetna and began level flight. Then we saw lights that looked like aircraft lights, 30 degrees left front, 2000 feet (600 meters) below us, moving exactly in the same direction and with the same speed as we were. We were at the altitude of 35,000 feet (10,600 meters), flying speed was 900 kilometer per hour to 910 kilometer per hour.We ignored the lights, thinking probably they were special missioned aircraft or two fighters because we did not notice the lights while communication with the Anchorage Center or on prior visual inspection. However, the position of the lights had not changed ever after a few minutes and that called our attention.
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Pilot Suspected Laser Experiment

The First Officer, Tameto(?), called the Anchorage Center and asked to report to us if there were any aircraft other than ours in the area. The Anchorage Center told us that there were no other aircraft in the North area. We immediately reported back that we were seeing aircraft lights. They again reported that there was no military aircraft and the ground radar did not show any aircraft but us. They also asked us several times if there were clouds near our altitudes. We saw thin and spotty clouds near the mountain below us, no clouds in mid-to-upper air, and the air current was steady and conditions were quite pleasant. Perhaps the controllers were concerned that an increased use of improved laser beams using clouds was creating moving images.

We kept observing the lights below us in left front, thinking it was ridiculous to have laser beam testing at the end of a tundra area. Then the two lights began to move in a manner different from ordinary aircraft maneuvers, like two bear cubs playing with each other. We continued the flight South along a straight course since the distance from the lights was far enough from us and their movement was not extreme and we felt no immediate danger.
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One Of Those Things Called UFO

I thought perhaps it is one of those things called UFO and taking a photo might help to identify the object later. I asked to bring forward my camera bag that was placed in the rear of the cockpit and began to take a picture. The area in which the plane was flying was unchanged, but the lights were still moving strangely. I had ASA 100 film in my camera, mainly to take scenery and had auto-focus on, aimed at the object but the lens kept adjusting and never could set a focus. I changed auto-focus to manual-focus and pressed the shutter but this time the shutter would not close.
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UFOs Hovered Side by Side In Front of 747 At 560 Miles Per Hour For Ten Minutes
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Then our aircraft started to vibrate and I gave up taking a photo. I placed my camera back in the camera bag and concentrated on observing the lights.It was about seven or so minutes since we began paying attention to the lights. Most unexpectedly two spaceships stopped in front of our face, shooting off lights. The inside cockpit shined brightly and I felt warm in the face. Perhaps the firing of jets was the result to kill inertia of their quick high speed maneuver, but the ships appeared as if they were stopped in one place in front of us.
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Close Up Of JAL 1628 UFO - Multiple Exhaust Vents Allowed Directed And Stabilized Flight
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Detailed Description of UFOs
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Then three to seven seconds later a fire like from jet engines stopped and became a small circle of lights as they began to fly in level flight at the same speed as we were, showing numerous numbers of exhaust pipes. However, the center area of the ship where below an engine might be was invisible. The middle of the body of the ship sparked an occasionally stream of lights, like a charcoal fire, from right to left and from left to right. Its shape was a square, flying 500 feet to 1000 feet in front of us, very slightly higher in altitude than us, its size was about the same size as the body of a DC-8 jet, and with numerous exhaust pipes. The firing of the exhaust jets varied, perhaps to maintain balance, some became stronger than others and some became weaker than others, but seemed controlled automatically.
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Two UFOs Play With 747?
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We did not feel threatened or in danger because the spaceship moved so suddenly. We probably would have felt more in danger and would have been prepared to escape if the spaceships were shaking unsteadily or were unable to stop themselves. It is impossible for any man made machine to make a sudden appearance in front of a jumbo jet that is flying 910 kilometers per hour and to move along in a formation paralleling our aircraft. The ships moved in formation for about three to five minutes, then two ships moved forward in a line, again slightly higher in altitude as we were, 40 degrees to our left. We did not report this action to the Anchorage Center. Honestly, we were simply breath taken. The VHF communication, both in transmitting and receiving were extremely difficult for ten or fifteen minutes while the little ships came close to us and often interfered with communication from the Anchorage Center; however, communication conditions became just as good as soon as the ships left us. There were no abnormalities in the equipment or the aircraft. I have no idea why they came so close to us.
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UFOs Used Stealth Technology
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Then again, there was a pale white flat light on the direction where the ships flew away, moving in a line along with us, in the same direction and same speed and in the same altitude as we were. Again, we began communicating with the Anchorage Center. We said that we could see a light in the 10 o'clock position at the same altitude and wondered if they could see anything in their radar. The Anchorage Center replied that they saw nothing in their radar. I thought it would be impossible to find anything on an aircraft radar if a large ground radar did not show anything, but I judged the distance of the object visually, and it was not very far. I set the digital weather radar distance in 20 miles, radar angle to horizon. There it was, on the screen: a large, green and a round object had appeared in seven or eight miles (13 kilometers to 15 kilometers) away, where the direction of the object was. We reported to the Anchorage Center that our aircraft radar caught the object within seven or eight miles in 10 o'clock position. We asked if they could catch it on the ground radar but did not seem they could at all. Normally, it appears in red when an aircraft radar catches another aircraft. I wonder if the metal used in the spaceship is different from ours. While we were communicating with the Anchorage Center, the two pale white lights gradually moved to the left side and to left diagonally back 30 degrees as if they understood our conversation and then when they were beside our aircraft they totally disappeared from our radar.

When they were in front of us, the ships were positioned slightly higher in altitude than we were, but now they placed themselves slightly below the horizon where it was most difficult for us to see. The distance between us was still about seven miles to eight miles visually. When we started to see Ft. Yukon diagonally below us at the right, the sun was setting down in the Southwest, painting the sky in a slightly red stripe, approximately two to three millimeters and gave a bit of light but the east side was still pitch dark. Far in front of us there were lights increasing from the U.S. Military Eielson Air Force Base and Fairbanks. The lights were still following us at exactly the same distance; however, it was too dark to identify by only the lights whether or not they were the same two spaceships that appeared in front of us a few minutes ago. It seemed that we were flying in the lighter side and gave them the advantage of being on the dark side.

We had no fears so far but began to worry since we had no idea for their purpose. When the lights from the Eielson Air Force Base and Fairbanks became clear and bright, two very bright lights appeared suddenly from the North from a belt of lights, perhaps four or five mountains away. The extremely bright lights reflected on the snow on the side of the mountains and seemed even brighter. We wondered if they were searching something on the ground surface or to (attract?) lead something. The flight above Alaska territory is generally in the daytime, and it is confusing to identify the kind of lights. It cannot be a base for the spaceship. Is it a move? There was something. Oh, yes, it is the Alaska pipeline. The lights must be a pump station for the pipeline. I got it.
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Huge Mother Ship Encountered 31000 Feet Above Fairbanks, Alaska
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We arrived at the sky above the Eielson Air Force Base and Fairbanks. It was a clear night. The lights were extremely bright to eyes that were used to the dark. How bright it was! We were just above the bright city lights and we checked the pale white light behind us. There was a silhouette of a gigantic spaceship. We must run away quickly! "Anchorage Center. This is JL 1628, requesting a change of course to right 45 degrees." It felt like a long time before we received permission. When we checked our rear there was still the ship following us. "This is JL 1628. Again requesting for change the course 45 degrees to the right." We had to get away from that object. "JL 1628. This is Anchorage Center. We advise you, continue and take 360 degree turn." "JL 1628, thank you. We will continue 360 degree turn."It was too slow to circle in the auto-pilot mode; therefore, we switched to the manual mode and set to turn right on a 30 degrees bank. We looked to our right forward, but did not see any light. We were relieved, thinking the object may have left us and returned to the level flight but when we checked to our rear the object was still there in exactly the same place. "Anchorage Center, this is JL 1628. The object follows us in formation. We request a change in altitude, 31,000 feet, yes, 31,000 feet." "This is Anchorage Center, JL 1628, ascend to 31,000 feet."

The consumption of fuel during this flight was almost as expected but there was only 3,800 pounds left and as such was not enough for extra flying, for running around. We have got to arrive at Anchorage. "Anchorage Center, this is JL 1628. We request permission for the direct flight to Talkeetna." "JL 1628, this is the Anchorage Center, we authorize the direct flight to Talkeetna." We checked behind us again. The ship was in formation and ascending with us. We wondered and feared as to their purpose. "JL 1628, this is the Anchorage Center. Would you like to request scramble for confirmation?" "The Anchorage Center, this is JL 1628. We would not request scramble." We turned the offer down quickly.
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Pilots In Fear For Safety
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I knew that in the past there was a U.S. military fighter called the mustang that had flown up high for a confirmation and a tragedy had happened to it. Even the F-15 with the newest technology had no guarantee of safety against the creature with an unknown degree of scientific technology. We flew toward Talkeetna at an altitude of 31,000 feet. The spaceship was still following us, not leaving us at all.
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Other Aircraft's Pilots Saw UFOs Too?
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About the same time, a United Airline passenger aircraft which had left Anchorage to Fairbanks flew into the same air zone and began communicating with the Anchorage Center. We heard them transmitting that there was an object near JL 1628 and requesting for confirmation. We heard that the Anchorage Center was saying to the United Airline aircraft that JL 1628 was at an altitude of 31,000 feet, therefore, United Airline should maintain an altitude of 33,000 feet. It sounded as if Anchorage Center had the United Airline aircraft fly above the spaceship. We were flying the east side of Mt. McKinley. The United Airline aircraft came close to us. The United Airline aircraft requested us to flash landing lights for visual confirmation and we both confirmed our positions visually. The United Airline aircraft was coming close to us. We knew that they were watching us. When the United plane came by our side, the spaceship disappeared suddenly and there was nothing but the light of the moon.The strange encounter ended at 75 miles North of Talkeetna, 150 miles (Approximately 276 kilometers) away from Anchorage. It comprised approximately 50 minutes of flight time.
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FAA Air Traffic Controller's Reports
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Note: The following is a transcription which I personally transcribed from the imaged documents. I slightly edited the document for readability, correcting several spelling and punctuation errors. See links to the document's scans for verification.

Unidentified Traffic Sighting
by Japan Airlines Flight 1628
November 18, 1986
ANC ARCC (DFAFT)

Tab 1 - Index
Tab 2 - Chronology of Events
Tab 3 - Transcription
Tab 4 - Flight Path Chart
Tab 5 - Personnel Statements
Tab 6 - Daily Record of Facility Operations, FAA Form 7230-4
Tab 7 - Position Logs, FAA Form 7230-10
Tab 8 - ZAN EARTS Continuous Data Recordings, (radar tracking data).

End Page 38
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U.S. Department of Transportation
Federal Aviation Administration
Memorandum
Anchorage ARTCC
5400 Davis Hwy.
Anchorage, Alaska

Date: January 9, 1987
Subject Information: Transcription concerning the incident involving Japan Airlines Flight 1628 on November 18th, 1986 at approximately 0218 UTC.

From: Quentin J. Gates - Air Traffic Manager, ANC ARTCC
To: This transcription covers the time period from November 18, 1986, 0214 UTC to November 18, 1986, 0259 UTC.
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Abrv.................Agencies Making Transmissions
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JL1628"............."Japan Airlines Flight 1628
R/D15".............."Anchorage ARTCC Combinded Sector R/D15
D15"...... ..........."Anchorage ARTCC Sector D15
R15"...... .... ......"Anchorage ARTCC Sector R15
ROCC"............."Regional Operations Command Center
UA69"..... ........."United Airlines Flight 69
TOTEM".........."TOTEM71
APCH".............."Fairbanks Approach Control

I hereby certify that the following is a true transcription of the recorded conversations pertaining to the subject incindent. Signed, Anthony M. Wylie - Quality Assurance Specialist - Anchorage ARTCC

End Page 39
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U.S. Department of Transportation
Federal Aviation Administration
Memorandum
Date: December 18, 1986
Subject Information: Unidentified Traffic Sighting by Japan Airlines
From: Air Traffic Manager, Anchorage ARTCC, ZAN-1
To: Manager, Air Traffic Division, AAL-500
ATTN: Evaluation Specialist, AAL-514

The attached chronology summarizes the communications and actions of Japan Airlines Flight 1628 on November 18, 1986.

Radar data recorded by Anchorage Center does not confirm the presence of the traffic reported by Flight 1628. No further information has been received from civil or military sources since the date of the sightings.

Major Johnson of the Elmendorf Regional Operations Command Center (ROCC) is checking their records and the operations personnel for further details. He will forward any additional information to Anchorage Center as soon as possible.

Should you have any questions or need additional information, contact Tony Wylie, Quality Assurance Specialist, 269-1162.

Signed - Quentin J. Gates

Attachment

End Page 40
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The following is a chronological summary of the alleged aircraft sightings by Japan Airlines Flight 1628, on November 18, 1986:
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All times listed are approximate UTC unless otherwise specified.

0219 - The pilot of the JL1628 requested traffic information from the ZAN Sector 15 controller. When the controller advised there was no traffic in the vicinity, JL1628 responded that they had same direction traffic, approximately 1 mile in front, and it appeared to be at their altitude. When queried about any identifiable markings, the pilot responded that they could only see white and yellow strobes.

0226 - ZAN contacted the Military Regional Operations Control Center (ROCC), and asked if they were receiving any radar returns near the position of JL1628. The ROCC advised that they were receiving a primary radar return in JL1628's 10 o'clock position at 8 miles.

0227 - The ROCC contacted ZAN to advise they were no longer receiving any radar returns in the vicinity of JL1628.

0231 - JL1628 advised that the "plane" was "quite big", at which time the ZAN controller approved any course deviations needed to avoid the traffic.

0232 - JL1628 requested and received a descent from FL350 to FL310. When asked if the traffic was descending also, the pilot stated it was descending "in formation".

0235 - JL1628 requested and received a heading change to two one zero. The aircraft was now in the vicinity of Fairbanks and ZAN contacted Fairbanks Approach Control asking if they had any radar returns near JL1628's position. The Fairbanks Controller advised they did not.

0236 - JL1628 was issued a 360 degree turn and asked to inform ZAN if the traffic stayed with them.

0238 - The ROCC called ZAN advising they had confirmed a "flight of two" in JL1628's position. They advised they had some "other equipment watching this", and one was a primary target only.

0239 - JL1628 told ZAN they no longer had the traffic in sight.

0242 - The ROCC advised it looked as though the traffic had dropped back and to the right of JL1628, however, they were no longer tracking it.

0244 - JL1628 advised the traffic was now at 9 o'clock

0245 - ZAN issued a 10 degree turn to a northbound United Airlines Flight, after pilot concurrence, in an attempt to confirm the traffic.

0248 - JL1628 told ZAN the traffic was now at 7 o'clock, 8 miles.

End Page 41
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Continued Chronology
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0250 - The Northbound United Flight advised they had the Japan Airlines flight in sight, against a light background, and could not see any other traffic.
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0253 - JL1628 advised they no longer had contact with the traffic.
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A subsequent review of ANC ARTCC's radar tracking data failed to confirm any targets in close proximity to JL1628.
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End Page 42
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PERSONNEL STATEMENT
FEDERAL AVIATION ADMINISTRATION
Anchorage Air Route Traffic Control Center
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The following is a report concerning the incindent to aircraft JL1628 on November 18, 1986 at 0230 UTC.

My name is Carl E. Henley (HC) I am employed as an Air Traffic COntrol Specialist by the Federal Aviation Administration at the Anchorage Air Route Traffic Control Center, Anchorage, Alaska.

During the period of 2030 UTC, November 17, 1986, to 0430 UTC, November 18, 1986 I was on duty in the Anchorage ARTCC. I was working the D15 position from 0156 UTC, November 18 1986 to 0230 UTC, November 18, 1986.

At approximately 02257Z while monitoring JL168 on Sector 15 radar, the aircraft requested traffic information. I advised no traffic in his vicinity. The aircraft advised he had traffic 12 o'clock same altitude. I asked JL1628 f he would like higher/lower altitude and the pilot replied, negative. I checked with ROCC to see if they had military traffic in the area and to see if they had primary targets in the area. ROCC did have primary target in the same position JL1628 reported. Several times I had single primary returns where JL1628 reported traffic. JL1628 later requested a turn to heading 210 degrees, I approved JL1628 to make deviations necessary for traffic.
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The traffic stayed with JL1628 through turns and decent in the vicinity of FAI. I requested JL1628 to make a right 360 degree turn to see if he could identify the aircraft, he lost contact momentarily, at which time I observed a primary target in the 6 o'clock position 5 miles. I then vectored UA69 northbound to FAI from ANC with his approval to see if he could identify traffic, by this time JL1628 had lost contact with the traffic. Also a military C-130 southbound to EDF from EIL advised he had plenty of fuel and would take a look. I vectored him toward the flight and climbed him to FL240. He also had no contact.

Note: I requested JL1628 to identify the type of markings of the aircraft. He could not identify but reported white and yellow strobes. I requested the JL1628 to say flight conditions, he reported clear and no clouds.

Signed - Carl E. Henley
November 19, 1986
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End Page 43
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PERSONNEL STATEMENT
FEDERAL AVIATION ADMINISTRATION
Anchorage Air Route Traffic Control Center
January 9, 1987
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The following is a report concerning the incident involving aircraft JL1628 north of Fairbanks, Alaska on November 18, 1986 at 0218 UTC.
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My name is Samuel J. Rich (SR). I am employed as an Air Traffic Control Specialist by the Federal Aviation Administration at the Anchorage Air Route Traffic Control Center, Anchorage, Alaska.
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During the period of 0035 UTC, November 18, 1986, to 0835 uTC, November 18, 1986, I was on duty in the Anchorage ARTCC. I was working the U15 position from 0230 UTC, November 18, 1986, to 0530 UTC, November 18, 1986.
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I returned from my break at approximately 0218 UTC to relieve Mr. Henley on the sector R/D15 position. In the process of relieving Mr. Henley I heard the pilot of JL1628 ask if we had any traffic near his position. I continued to monitor the position as Mr. Henley was too busy to give me a relief briefing.
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I monitored the situation for approximately twelve minutes at which time I assumed the D15 position and Mr. Henley moved to the R15 position. During the twelve minute period I heard the JL1628 pilot report the color of the lights were white and yellow. After the radar scale was reduced to approximately twenty miles I observed a radar return in the position the pilot had reported traffic.
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After assuming the D15 position I called the ROCC at approximately 0230 UTC to ask if they had any military traffic operation nearl JL1628. The ROCC said they had no military traffic in the area. I then asked them if they could see any traffic near JL1628. ROCC advised that they had traffic near JL1628 in the same position we did.
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I asked ROCC if they had any aircraft to scramble on JL1628. They said they would call back. I received no further communication regarding the request for a scramble.
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Signed - Samuel J. Rich
Air Traffic Control Specialist
Anchorage ARTCC
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End Page 44
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PERSONNEL STATEMENT
FEDERAL AVIATION ADMINISTRATION
Anchorage Air Route Traffic Control Center
January 9, 1986
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The following is a report concerning the incident involving the incident to Japan Airlines Flight 1628 (JL1628) North of Fairbanks, Alaska on November 18, 1986 at 0218 UTC.
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My name is John L. Aarnink (AA). I am employed as an Air Traffic Control Specialist by the Federal Aviation Administration at the Anchorage Air Route Traffic Control Center (ARTCC), Anchorage Alaska. During the period of 2230 UTC, November 17, 1986 to 0630 November 18, 1986 I was on duty in the Anchorage ARTCC. I was working the C15 position from approximately 0218 UTC, November 18, 1986.
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I was on my way to take a break when I noticed the unusual activity at the Sector 15 positions. I plugged into the C15 position and assisted them by answering telephone lines, making and taking handoffs and coordinating as necessary. As to the specific incident, I monitored the aircraft's transmissions and observed data on the radar that coincided with information that the pilot of JL1628 reported. I coordinated with the ROCC on the BRAVO and CHARLIE lines. They confirmed they also saw data in the same location.
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At approximately abeam CAWIN intersection, I no longer saw the data and the pilot advised he no longer saw the traffic. I called the ROCC and they advised they had lost the target. I then unplugged from the position and went on break.
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Signed - John L. Aarnink
Air Traffic Control Specialist
Anchorage ARTCC
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End Page 45
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NOTES FROM JEROME PROPHET

I created this post relying extensively upon materials found on UFOEVIDENCE.ORG. According to UFOEVIDENCE.ORG these materials were originally obtained from the Federal Aviation Administration through the use of the Freedom of Information Act. I reproduced and represent those documents here using Free Use Copyright exclusion rules for both educational and scientific purposes.
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All JAL 1628 UFO Digital Art Under Creative Commons Copyright by JeromeProphet
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