archived as http://www.stealthskater.com/Documents/Bermuda_01.doc

more of this topic at http://www.stealthskater.com/PX.htm#BermudaTriangle

note: because important websites are frequently "here today but gone tomorrow", the following was archived on February 22, 2010. This is NOT an attempt to divert readers from the aforementioned website. Indeed, the reader should 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. on December 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 years later still puzzles him.

For those of you who are long-standing buffs of the Triangle’s evolving mythos, you have already heard versions of Bruce’s account -- the first in 1977 in Charles Berlitz’s sequel Without A Trace and from Arthur C. Clarke’s "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 email several times plus to speak with him in person at the Flight 19 Memorial Service last December 5, 2000 when I was present with TLC’s 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 Berlitz’s 2 books on the subject.

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Gernon was so amazed at his encounter that he wrote down details shortly after it happened and even began 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 at Andros 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 mile away, 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 Gernon’s vantage point while flying over Andros Island. (courtesy of Bruce Gernon)

Miami Flight Service reported over the VHF 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 the Bonanza. 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 maximum safe cruising speed of 195 miles/hour.

When I looked back at the cloud, I was astonished. 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. So it 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 a great 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-mile wide 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 speed to 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 to identify us anywhere in that area.

Something bizarre had happened. Instead of the blue sky we expected, everything was a dull, grayish 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 been flying 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 90 miles southwest of Miami and still looking for Bimini.

Suddenly the fog started breaking apart in a weird sort of electronic fashion. Long horizontal lines appeared 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 was brilliant 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 realized that 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 of 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 direct route. Our course on this flight was quite indirect 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 happened during 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 clear skies. 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 a book 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 the reasons 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 the Tunnel 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 10 seconds.

It was at this point that the "Electronic Fog" attached itself to the airplane. I believe the airplane was flying in clear weather. But it appeared to be IMC because the Fog was attached to the airplane. In other words, I wasn't flying through the fog -- I was flying with the fog. It takes a different perspective of the mind for a pilot to realize this and this could 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 West probably 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 the Green 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 Florida and 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 came within 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. The first 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 due East 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 a diameter 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, it 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 went through 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 there must 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 hour after 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 to the 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 similar to 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 Bruce’s flight to please contact them at the following email: Keysprop@bellsouth.net

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

the Science behind Bruce Gernon’s Flight (December 4, 1970)by David P. Pares

http://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. This caused radio and navigation (spinning compass) problems on the day of Bruce Gernon’s flight.

Sunspot Numbers 1955 – 2008

In Bruce’s 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 linear displacement.

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The weather forensic evidence indicated that by late afternoon, unstable air existed at the departure point 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-directional 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 regions where 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 6 oF 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 Nov–Feb timeframe when the Earth is closest to the Sun. These are the major contributing factors in setting up the electrical conduits and connectivity for "Electronic Fog" generation and -- in Bruce’s 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 BeachActual

Flight distance 210 miles 75 minutesTotal 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 galsTypical 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 tripFuel 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 is 190 mph and never exceed 234 mph. That alone shows that the aircraft would have been ripped apart from the stress. But this didn’t happen on his flight.

Let’s 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 ft at 139 mph.

These wind speeds and directions are unusual even at 35,000-40,000 feet over the North American continent. The low-level presents of these winds would be a terrific meteorological discovery. But this is not what happened in Bruce’s 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 Bruce’s original flight path has been cut off from surrounding 65,000 foot thunderstorms. The total time in the tunnel was approximately 20 seconds.

Now let’s 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 met or 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 is about 2.2x107 kW.

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 Gernon’s 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 the warp 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 ).

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Gernon’s 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 energy to ionize the surrounding air and create conditions known as the "Electronic Fog". What’s 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 works for 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 the surrounding 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 the instrument 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 surrounding vectored energy of the circle of thunderstorms. And (2), "Electronic Fog" attaches to the aircraft just prior 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 of acceleration (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 Miami Beach, he is also at 10,000 feet. The point here is that if this is a real example of a local space warp metric, it followed the curvature of the Earth.

The warp metric appears to be influenced by mass. If we could artificially induce this situation, one could 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 less energy causing a situation of a collapsing field.

I believe that the theory of the Alcubierre warp metric has an interesting similarity with Gernon’s flight through the shrinking cloud tunnel. Those who are familiar with the rules of Special Relativity, if this was to account for Gernon’s 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 100 miles.

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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 radio communications 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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That’s 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 he flew into creating a local flat space warp bubble containment field.

Using the concept of the Alcubierre warp field theory, Gernon’s 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 effects. This 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 observer. The 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 time dilation 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 can’t see them. They are gone from the Bimini area. After several calls back-and-forth of "what do you mean you can’t see us?", radar control then says "I have one aircraft south of the field". Bruce is baffled: "it can’t 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 lost him 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 radar antenna 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 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.

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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 effect at the bottom.) The end result is that you can’t see the aircraft 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 where he 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 unspent fuel. A trip that normally takes 75 minutes (Figure A above).

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

SPACE WEATHER Dec. 4, 1970)Sunspot number: 84Solar wind: 706 km/sec

WEATHERForecast 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 Observations7 AM Actual, Miami, Cumulus and Towering Cumulus developingWinds Easterly light and variableTemperature 66 FDewpoint 64 F

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(Weather Continued)7 AM Actual, Key West, Cumulus and Towering Cumulus developingWinds Easterly light and variableTemperature 70 FDewpoint 64 F

Grand Bahamas Area Thunderstorms morning ending early afternoonWinds Easterly light and variableTemperature 61 FDewpoint 61 F

Andros Island Area Thunderstorms morning ending early afternoonWinds Easterly light and variableTemperature 61 FDewpoint 61 F

THUNDERSTORM ELECTRICAL ENERGY (Bimini Island Area)Surrounding resultant energy from thunderstorms …………… 3.22282x1012 kwattsIndividual 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 MATRIXSLocal Space Warp DEF Time in the Tunnel Remarks

For those familiar with the rules of Special Relativity with its Lorentz contraction, mass increase, 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 air speed decreases from 230 to 210 mph during the first few seconds.

Notices that the cloud tunnel looks like a sucker hole, smooth all the way through, and can see blue sky at the end. The tunnel is about 1,000 feet wide and 10 miles long. The A-36 is about 100 miles away from Miami.

The aircraft is transitioning between heavy electric potential fields which will generate a local space warp metric at the end cloud tunnel. The outside High-Intensity Radiated Fields (HIRF) can cause basic functions 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 the walls of the tunnel are rotating in a counterclockwise direction. Bruce can see blue sky at the end of the tunnel. No obstruction 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 locally flat 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 the aircraft to the dead center of the shrinking tunnel.

The local space warp field is about to be formed around the aircraft over the next few seconds

During the next 4 seconds. The tunnel has now closed in from 40 feet to 30 feet which is now 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 is at rest with respect to locally flat space, there are no relativistic mass increase or time dilation effects. The on-board spaceship clock runs at the same speed as the clock of an external observer and that observer 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 a free-fall geodesic. In other words, a ship using the warp to accelerate and decelerate is always in free fall and the crew would experience no accelerational g-forces.

Enormous tidal forces would be present near the edges of the flat-space volume because of the large space curvature there. But by suitable specification of the metric, these would be made very 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 tunnel collapse and experiences a feeling of slight forward acceleration (hydroplaning) and a sense of weightlessness. This is also when the "Electronic Fog" surrounds and adheres to the aircraft. The electronic instruments 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. The pilot states that everything looks very strange, surreal. The color of the Electronic Fog is a bright gray with a hint of yellow.

The aircraft is not visible in the air until the electronic fog dissipates from around the aircraft which is due to the Compton effect. Also no tidal effects from the local space warp. No unusual wave heights are noticed on the surface of the ocean, nor any other noticeable disturbances in the atmosphere. If anything had happened it was contained 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 a Local Space Warp Bubble follows the curvature of the Earth and is influenced by its mass.

Radio communications does not appear 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 the normal time of the ground.

No time delays

Now in the "Fog", radio calls are made to Miami Control to ask if they have a fix on the airplane. Several exchanges go back-and-forth. Miami says they don’t have anyone on radar 80 miles out from Miami but have an aircraft over Miami Beach. Bruce says it can’t be him. But when the Fog dissipates, that’s exactly where he is.

Note: The radio comm. is normal. Nothing unusual no delay in transmission and receiving voice comm. The radio is located in the middle of the console which is additionally shielded by the other equipment. The antenna is just behind the cockpit. The engine has additional shielding from the cowling and all the flight control systems are mechanical.

The on-board clock runs at the same speed as the clock of an external observer. And that observer will detect no increase in the mass of the moving ship even when it travels at Faster-Than-Light (FTL) speeds.

As the "Electronic Fog" clears from the A-36, Bruce notes that he is directly over Miami Beach. At this point he clears with Approach Control and continues to West Palm Beach. During this part of the flight he goes around local thunderstorms in the area.

Bruce then touches down at 3:47 pm at West Palm Beach Airport where he notices that his clocks onboard the aircraft and also the watches they are wearing 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 than normal. In addition, he traveled an extra 40 air miles for a total of 250 miles.

And so begins the journey over the next 40 years to try and explain what happened on this flight. 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, the immunity 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 of 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 ranges indicated.

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Frequency Peak (V/M) Average (V/M)10 KHz-100 KHz 50 50100 KHz-500 KHz 60 60500 KHz-2 MHz 70 702 MHz-30 MHz 200 20030 MHz-100 MHz 30 30100 MHz-200 MHz 150 33200 MHz-400 MHz 70 70400 MHz-700 MHz 4,020 935700 MHz-1GHz 1,700 1701 GHz-2 GHz 5,000 9902 GHz-4 GHz 6,680 8404 GHz-6 GHz 6,850 3106 GHz-8 GHz 3,600 6708 GHz-12 GHz 3,500 1,27012 GHz-18 GHz 3,500 36018 GHz-40 GHz 2,100 750

http://en.wikipedia.org/wiki/Alcubierre_drivehttp://www.npl.washington.edu/av/altvw81.htmlhttp://www.earthtech.org/publications/davis_STAIF_conference_2.pdf

Compton EffectFrom http://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 hf collides with a stationary electron. Some of the energy and momentum 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 the outgoing photon is related to the wavelength of the incident photon by the equation

∆λ = λ/ - λ = (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 6.00x10-12 m collides with an electron. After the collision, the photon's wavelength is found to have been changed by exactly one Compton wavelength (2.43x10-12 m).

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(a) What is the photon's wavelength after the collision?1. 3.57x10-12 m2. 8.43x10-12 m3. 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. 90°3. 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. 90°3. 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/λ - hc/λ/ = hc [1/λ - 1/λ/]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 a University 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 teleportation. But 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 with half 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 than previously 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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