Kenneth Arnold’s description of a boomerang-shaped object.
Horten Ho 229
| Ho 229 | |
|---|---|
| H.IX V1 drawings | |
| Role | Fighter/Bomber |
| Manufacturer | Gothaer Waggonfabrik |
| Designer | Horten brothers |
| First flight | 1 March 1944 |
| Primary user | Luftwaffe |
| Number built | 3 |
It was given the personal approval of German Luftwaffen Reichsmarschall Hermann Göring, and was the only aircraft to come close to meeting his "3×1000" performance requirements, namely to carry 1,000 kilograms (2,200 lb) of bombs a distance of 1,000 kilometres (620 mi) with a speed of 1,000 kilometres per hour (620 mph). Its ceiling was 15,000 metres (49,000 ft).[2]
Since the appearance of the B-2 Spirit flying wing stealth bomber in the 1990s, its similarities in role and shape to the Ho 229 has led many to retrospectively describe the Ho 229 as "the first stealth bomber".[3] A static reproduction of the only surviving Ho 229 prototype, the Ho 229 V3, in American hands since the end of World War II was later tested by the US military who found the basic shape and paint composition of the mock copy would provide for 20% reduction in detection range against the Chain Home radar of the 1940s, but no significant stealth benefit against most other contemporary radar systems.[3]
Design and development
In the early 1930s, the Horten brothers had become interested in the flying wing design as a method of improving the performance of gliders. The German government was funding glider clubs at the time because production of military and even motorized aircraft was forbidden by the Treaty of Versailles after World War I. The flying wing layout removes any "unneeded" surfaces and, in theory at least, leads to the lowest possible weight. A wing-only configuration allows for a similarly performing glider with wings that are shorter and thus sturdier, and without the added drag of the fuselage. The result was the Horten H.IV.In 1943, Reichsmarschall Göring issued a request for design proposals to produce a bomber that was capable of carrying a 1,000 kilograms (2,200 lb) load over 1,000 kilometres (620 mi) at 1,000 kilometres per hour (620 mph); the so-called "3 X 1000 project". Conventional German bombers could reach Allied command centers in Great Britain, but were suffering devastating losses from Allied fighters. At the time, there was no way to meet these goals — the new Junkers Jumo 004B turbojets could provide the required speed, but had excessive fuel consumption.
The Hortens concluded that the low-drag flying wing design could meet all of the goals: by reducing the drag, cruise power could be lowered to the point where the range requirement could be met. They put forward their private project, the H.IX, as the basis for the bomber. The Government Air Ministry (Reichsluftfahrtministerium) approved the Horten proposal, but ordered the addition of two 30 mm cannons, as they felt the aircraft would also be useful as a fighter due to its estimated top speed being significantly higher than that of any Allied aircraft.
The H.IX was of mixed construction, with the center pod made from welded steel tubing and wing spars built from wood. The wings were made from two thin, carbon-impregnated plywood panels glued together with a charcoal and sawdust mixture. The wing had a single main spar, penetrated by the jet engine inlets, and a secondary spar used for attaching the elevons. It was designed with a 7g load factor and a 1.8x safety rating; therefore, the aircraft had a 12.6g ultimate load rating. The wing's chord/thickness ratio ranged from 15% at the root to 8% at the wingtips.[1] The aircraft utilized retractable tricycle landing gear, with the nosegear on the first two prototypes sourced from a He 177's tailwheel system, with the third prototype using an He 177A main gear wheelrim and tire on its custom-designed nosegear strutwork and wheel fork. A drogue parachute slowed the aircraft upon landing. The pilot sat on a primitive ejection seat. The aircraft was originally designed for the BMW 003 jet engine, but that engine was not quite ready and the Junkers Jumo 004 engine was substituted.[1]
Control was achieved with elevons and spoilers. The control system included both long span (inboard) and short span (outboard) spoilers, with the smaller outboard spoilers activated first. This system gave a smoother and more graceful control of yaw than would a single spoiler system.[1]
Operational history
Testing and evaluation
The first prototype H.IX V1, an unpowered glider with fixed tricycle landing gear, flew on 1 March 1944. Flight results were very favorable, but there was an accident when the pilot attempted to land without first retracting an instrument-carrying pole extending from the aircraft. The design was taken from the Horten brothers and given to Gothaer Waggonfabrik. The Gotha team made some changes: They added a simple ejection seat, dramatically changed the undercarriage to enable a higher gross weight, changed the jet engine inlets, and added ducting to air-cool the jet engine's outer casing, so as to prevent damage to the wooden wing.[1]The H.IX V1 was followed in December 1944 by the Junkers Jumo 004-powered second prototype H.IX V2; the BMW 003 engine was preferred, but unavailable. Göring believed in the design and ordered a production series of 40 aircraft from Gothaer Waggonfabrik with the RLM designation Ho 229, even though it had not yet taken to the air under jet power. The first flight of the H.IX V2 was made in Oranienburg on 2 February 1945.
All subsequent test flights and development were done by Gothaer Waggonfabrik. By this time, the Horten brothers were working on a turbojet-powered design for the Amerika Bomber contract competition, and did not attend the first test flight. The test pilot was Leutnant Erwin Ziller. Two further test flights were made between 2 and 18 February 1945. Another test pilot used in the evaluation was Heinz Scheidhauer.
The H.IX V2 reportedly displayed very good handling qualities, with only moderate lateral instability (a typical deficiency of tailless aircraft). While the second flight was equally successful, the undercarriage was damaged by a heavy landing caused by Ziller deploying the brake parachute too early during his landing approach. There are reports that during one of these test flights, the H.IX V2 undertook a simulated "dog-fight" with a Messerschmitt Me 262, the first operational jet fighter and that the H.IX V2 outperformed the Me 262.
Two weeks later, on 18 February 1945, disaster struck during the third test flight. Ziller took off without any problems to perform a series of flight tests. After about 45 minutes, at an altitude of some 800 m, one of the Jumo 004 turbojet engines developed a problem, caught fire and stopped. Ziller was seen to put the aircraft into a dive and pull up several times in an attempt to restart the engine and save the precious prototype.[4] Ziller undertook a series of four 360-degree turns with the wings banked 20 degrees. Ziller did not use his radio or eject from the aircraft. He may already have been unconscious as a result of the fumes from the burning engine. The aircraft crashed just outside the boundary of the airfield. Ziller was thrown from the aircraft on impact and died from his injuries two weeks later. The prototype aircraft was completely destroyed.[4]
The V3 was larger than previous prototypes, the shape being modified in various areas, and it was meant to be a template for the pre-production series Ho 229 A-0 day fighters, of which 20 machines had been ordered. The V3 was meant to be powered by two Jumo 004C engines with 10% greater thrust each than the earlier Jumo 004B production engine used for the Me 262A and Ar 234B, and could carry two MK 108 30mm cannon in the wing roots. Work had also started on the two-seat Ho 229 V4 and Ho 229 V5 night-fighter prototypes, the Ho 229 V6 armament test prototype, and the Ho 229 V7 two-seat trainer.
During the final stages of the war, the U.S. military initiated Operation Paperclip, an effort to capture advanced German weapons research, and keep it out of the hands of advancing Soviet troops. A Horten glider and the Ho 229 V3, which was undergoing final assembly, were secured for sending to the United States for evaluation. En route, the Ho 229 spent a brief time at RAE Farnborough in the UK while it was considered if British jet engines could be fitted, but the mountings were incompatible[5] due to the available British engines of the time only using centrifugal compressors with their comparatively larger diameter compressor sections, and not the slimmer axial-flow turbojet powerplants the Germans were using.
Survivors
The only surviving Ho 229 airframe, the V3 — and indeed, the only surviving German jet prototype still in existence — is at the Smithsonian National Air and Space Museum's Paul E. Garber Restoration Facility in Suitland, Maryland. In December, 2011, the National Air and Space Museum had moved the Ho 229 into the active restoration area of the Garber Restoration Facility and is currently being reviewed for full restoration and display. The center section of the V3 prototype was meant to be moved to the Smithsonian NASM's Steven F. Udvar-Hazy Center in late 2012 to commence a detailed examination of it before starting any serious conservation/restoration efforts.[6]Stealth technology
Engineers of the Northrop-Grumman Corporation had long been interested in the Ho 229, and several of them visited the Smithsonian Museum's facility in Silver Hill, Maryland in the early 1980s to study the V3 airframe. A team of engineers from Northrop-Grumman ran electromagnetic tests on the V3's multilayer wooden center-section nose cones. The cones are three quarters of an inch (19 mm) thick and made up of thin sheets of veneer. The team concluded that there was indeed some form of conducting element in the glue, as the radar signal attenuated considerably as it passed through the cone.[3]
Northrop-built reproduction
In early 2008, Northrop-Grumman paired up television documentary producer Michael Jorgensen, and the National Geographic Channel to produce a documentary to determine whether the Ho 229 was, in fact, the world's first true "stealth" fighter-bomber.[3] Northrop-Grumman built a full-size non-flying reproduction of the V3, constructed to match the aircraft's radar properties. After an expenditure of about US$250,000 and 2,500 man-hours, Northrop's Ho 229 reproduction was tested at the company's classified radar cross-section (RCS) test range at Tejon, California, where it was placed on a 15-meter (50 ft) articulating pole and exposed to electromagnetic energy sources from various angles, using the same three frequencies in the 20–50 MHz range used by the Chain Home in the mid-1940s.[3]RCS testing showed that a hypothetical Ho 229 approaching the English coast from France flying at 885 kilometres per hour (550 mph) at 15–30 metres (49–98 ft) above the water would have been visible at a distance of 80% that of a Bf 109. This implies a frontal RCS of only 40% that of a Bf 109 at the Chain Home frequencies. The most visible parts of the aircraft were the jet inlets and the cockpit, but caused no return through smaller dimensions than the CH wavelength. Given the high-speed capabilities of the aircraft it would have given the British defences just two and a half minutes to respond, which would not have been enough time. It is believed that, if deployed in great numbers, the Ho 229 could have changed the course of the war.[3][8]
With testing complete, the reproduction was donated by Northrop-Grumman to the San Diego Air and Space Museum.[3][9] The television documentary, Hitler's Stealth Fighter (2009), produced by Myth Merchant Films, featured the Northrop-Grumman full-scale Ho 229 model as well as CGI reconstructions depicting a fictional wartime scenario where Ho 229s were operational in both offensive and defensive roles.[8]
Variants
- H.IX V1
- First prototype, an unpowered glider, one built and flown (three-view drawing above).[1]
- H.IX V2
- First powered prototype, one built and flown with twin Junkers Jumo 004B engines.[1]
- Ho 229 V3
- Revised air intakes, engines moved forward to correct longitudinal imbalance. Its nearly completed airframe was captured in production, with two Junkers Jumo 004B jet engines installed in the airframe.
- Ho 229 V4
- planned two seat all weather fighter, in construction at Friedrichroda, but not much more than the center-section's tubular framework completed.[1]
- Ho 229 V5
- planned two seat all weather fighter, in construction at Friedrichroda, but not much more than the center-section's tubular framework completed.[1]
- Ho 229 V6
- Projected definitive single-seat fighter version with different cannon, mock-up in production at Ilmenau.
- H.IXb (also designated V6 and V7 by the Hortens)
- Projected two-seat trainer or night-fighter; not built.[1]
- Ho 229 A-0
- Projected expedited production version based on Ho 229 V6; not built.
Specifications (Horten Ho 229A (V3))
From manufacturer's estimates-three view drawing at top of page shows the Ho IX V1 glider prototype.
Data from The Great Book of Fighters[10]
General characteristics- Crew: 1
- Length: 7.47 m (24 ft 6 in)
- Wingspan: 16.76 m (55 ft 0 in)
- Height: 2.81 m (9 ft 2 in)
- Wing area: 50.20 m² (540.35 ft²)
- Empty weight: 4,600 kg (10,141 lb)
- Loaded weight: 6,912 kg (15,238 lb)
- Max. takeoff weight: 8,100 kg (17,857 lb)
- Powerplant: 2 × Junkers Jumo 004B turbojet, 8.7 kN (1,956 lbf) each
- Maximum speed: 977km/h (607 mph) at 12,000 metres (39,000 ft)
- Service ceiling: 16,000 m (52,000 ft)
- Rate of climb: 22 m/s (4,330 ft/min)
- Wing loading: 137.7 kg/m² (28.2 lb/ft²)
- Thrust/weight: 0.26
- Guns: 4 × 30 mm MK 108 cannon
- Rockets: R4M rockets
- Bombs: 2 × 500 kilograms (1,100 lb) bombs
See also
- Related development
- Aircraft of comparable role, configuration and era
File:Arnold AAF drawing.jpg
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| Description | The letter with a drawing of flying saucers or flying disks submitted by pilot en:Kenneth Arnold to Army Air Force intelligence on July 12, 1947. Source: [1][2]
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| Date | 2005-05-08 (first version); 2007-03-22 (last version) |
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Contents
Sighting
 |
This section needs additional citations for verification. (June 2013) |
Locations of Kenneth Arnold's plane and the sighted objects
The objects arrived from the direction of Mount Baker, then passed in front of Mount Rainier and Mount Adams in the space of 1 min. 42 s. The 47 mi (76 km) distance, if measured peak to peak, suggests a speed of 1,650 mph (2,660 km/h), similar to Arnold's estimate of 1,700 mph (2,700 km/h), and much faster than the P-80 jets of the time.
The objects arrived from the direction of Mount Baker, then passed in front of Mount Rainier and Mount Adams in the space of 1 min. 42 s. The 47 mi (76 km) distance, if measured peak to peak, suggests a speed of 1,650 mph (2,660 km/h), similar to Arnold's estimate of 1,700 mph (2,700 km/h), and much faster than the P-80 jets of the time.
A few minutes before 3:00 p.m. at about 9,200 feet (2,800 m) in altitude and near Mineral, Washington, he gave up his search and started heading eastward towards Yakima. He saw a bright flashing light, similar to sunlight reflecting from a mirror. Afraid he might be dangerously close to another aircraft, Arnold scanned the skies around him, but all he could see was a DC-4 to his left and behind him, about 15 miles (24 km) away.
About 30 seconds after seeing the first flash of light, Arnold saw a series of bright flashes in the distance off to his left, or north of Mt. Rainier, which was then 20 to 25 miles (40 km) away. He thought they might be reflections on his airplane's windows, but a few quick tests (rocking his airplane from side to side, removing his eyeglasses, later rolling down his side window) ruled this out. The reflections came from flying objects. They flew in a long chain, and Arnold for a moment considered they might be a flock of geese, but quickly ruled this out for a number of reasons, including the altitude, bright glint, and obviously very fast speed. He then thought they might be a new type of jet and started looking intently for a tail and was surprised that he couldn't find any.
They quickly approached Rainier and then passed in front, usually appearing dark in profile against the bright white snowfield covering Rainier, but occasionally still giving off bright light flashes as they flipped around erratically. Sometimes he said he could see them on edge, when they seemed so thin and flat they were practically invisible. According to Jerome Clark,[1][2] Arnold described them as a series of objects with convex shapes, though he later revealed that one object differed by being crescent-shaped. In Arnold's initial descriptions he likened their movement to saucers skipping on water, without comparing their actual shapes to saucers, as news reporters would subsequently quote him.[3] At one point Arnold said they flew behind a subpeak of Rainier and briefly disappeared. Knowing his position and the position of the (unspecified) subpeak, Arnold placed their distance as they flew past Rainier at about 23 miles (37 km).
Using a dzus cowling fastener as a gauge to compare the nine objects to the distant DC-4, Arnold estimated their angular size as slightly smaller than the DC-4, about the width between the outer engines (about 60 feet). Arnold also said he realized that the objects would have to be quite large to see any details at that distance and later, after comparing notes with a United Airlines crew that had a similar sighting 10 days later (see below), placed the absolute size as larger than a DC-4 airliner (or greater than 100 feet (30 m) in length). Army Air Force analysts would later estimate 140 to 280 feet (85 m), based on analysis of human visual acuity and other sighting details (such as estimated distance).
Arnold said the objects were grouped together, as Ted Bloecher[4] writes, "in a diagonally stepped-down, echelon formation, stretched out over a distance that he later calculated to be five miles". Though moving on a more or less level horizontal plane, Arnold said the objects weaved from side to side ("like the tail of a Chinese kite" as he later stated), darting through the valleys and around the smaller mountain peaks. They would occasionally flip or bank on their edges in unison as they turned or maneuvered causing almost blindingly bright or mirror-like flashes of light. The encounter gave him an "eerie feeling", but Arnold suspected he had seen test flights of a new U.S. military aircraft.
As the objects passed Mt Rainer, Arnold turned his plane southward on a more or less parallel course. It was at this point that he opened his side window and began observing the objects unobstructed by any glass that might have produced reflections. The objects did not disappear and continued to move very rapidly southward, continuously moving forward of his position. Curious about their speed, he began to time their rate of passage: he said they moved from Mt. Rainer to Mount Adams where they faded from view, a distance of about 50 miles (80 km), in one minute and forty-two seconds, according to the clock on his instrument panel. When he later had time to do the calculation, the speed was over 1,700 miles per hour (2,700 km/h). This was about three times faster than any manned aircraft in 1947. Not knowing exactly the distance where the objects faded from view, Arnold conservatively and arbitrarily rounded this down to 1,200 miles (1,900 km) an hour, still faster than any known aircraft, which had yet to break the sound barrier. It was this supersonic speed in addition to the unusual saucer or disk description that seemed to capture people's attention.
Arnold landed in Yakima at about 4.00 p.m., and quickly told friend and airport general manager Al Baxter the amazing story, and before long, the entire airport staff knew of Arnold's claims. He discussed the story with the staff, and later wrote that Baxter didn't believe him.
Arnold flew on to an air show in Pendleton, Oregon, not knowing that somebody in Yakima had phoned in ahead to say that Arnold had seen some strange new aircraft. It was at this time that Arnold studied his maps, determined the distance between Mt. Rainier and Mt. Adams, and calculated the rather astonishing speed. He told a number of pilot friends, and wrote in his account to AAF intelligence that they did not scoff or laugh. Instead they suggested that maybe he had seen guided missiles or something new, though Arnold felt this explanation to be inadequate. He also wrote that some former Army pilots told him that they had been briefed before going into combat "that they might see objects of similar shape and design as I described and assured me that I wasn't dreaming or going crazy." (See Foo fighter.)
Arnold wasn't interviewed by reporters until the next day (June 25) when he went to the office of the East Oregonian in Pendleton. Any skepticism the reporters might have harbored evaporated when they interviewed Arnold at length; as historian Mike Dash records:[5]
- Arnold had the makings of a reliable witness. He was a respected businessman and experienced pilot ... and seemed to be neither exaggerating what he had seen, nor adding sensational details to his report. He also gave the impression of being a careful observer ... These details impressed the newspapermen who interviewed him and lent credibility to his report.
He then added that, "This whole thing has gotten out of hand. I want to talk to the FBI or someone. Half the people look at me as a combination of Einstein, Flash Gordon and screwball. I wonder what my wife back in Idaho thinks."[6]
Arnold talks of possible non-earthly origins
On July 7, 1947, two stories came out where Arnold again was raising the topic of possible extraterrestrial origins, both as his opinion and those who had written to him. In an Associated Press story, Arnold said he had received quantities of fan mail eager to help solve the mystery, none of it calling him a "screwball". Like the earlier doomsday preacher Arnold spoke of, many of the writers placed a religious interpretation on his sighting. But others, he said, "suggested the discs were visitations from another planet." Arnold added he had purchased a movie camera, which he would now take with him on every flight, hoping to obtain photographic proof of what he had seen.[7]In the other story, Arnold was interviewed by the Chicago Times:
- "...Kenneth Luis Arnold ...is not so certain that the strange contraptions are made on this planet. Arnold... said he hoped the devices were really the work of the U.S. Army. But he told the TIMES in a phone conversation: 'If our government knows anything about these devices, the people should be told at once. A lot of people out here are very much disturbed. Some think these things may be from another planet. But they aren’t harming anyone and I think it would be the wrong thing to shoot one of them down—even if can be done. Their high speed would completely wreck them…'
- "Arnold, in pointing to the possibility of these discs being from another world, said, regardless of their origin, they apparently were traveling to some reachable destination. Whoever controlled them, he said, obviously wasn’t trying to hurt anyone. …He said discs were making turns so abruptly in rounding peaks that it would have been impossible for human pilots inside survived the pressure. So, he too thinks they are controlled from elsewhere, regardless of whether it’s from Mars, Venus, or our own planet."[8]
- "The ex-University of Minnesota swimmer and footballer says he now believes:
- 1. The disks are not from any foreign country.
- 2. The Army could give the answer if it would -- 'if they don't have the explanation now they certainly could do something to find out.'
- 3. If the Army has no explanation the disks must be -- 'and I know this sounds crazy' -- from another planet."
Arnold would make similar statements when interviewed by journalist Edward R. Murrow in 1950. (See below)
In April 1949, in a skeptical article in the Saturday Evening Post titled "What You Can Believe About Flying Saucers", Arnold was likewise quoted:[10]
- "Since my first observations and report of the so-called 'flying disks' I have spent a great deal of money and time thoroughly investigating the subject... There is no doubt in my mind but what these objects are aircraft of a strange design, and material that is unknown to the civilization of this earth."
- Arnold himself has been conducting a one-man campaign to prove that he did see something out of the ordinary that day over Mount Rainier... Arnold has written other articles for Fate--one titled Phantom Lights Over Nevada, and another Are Space Visitors Here. In the latter, discussing a fisherman's report of seeing weird purplish spheres with portholes maneuvering over the Crown River, in Ontario, Arnold wrote: "Once again, we can be sure that these Canadian blue-green-purple globes are not meteors, nor are they fragments of a comet or Venus. What, then, are they? Spacecraft from another world?"
Corroboration
Arnold's sighting was partly corroborated by a prospector named Fred Johnson on Mt. Adams, who wrote AAF intelligence that he saw six of the objects on June 24 at about the same time as Arnold, which he viewed through a small telescope. He said they were "round" and tapered "sharply to a point in the head and in an oval shape." He also noted that the objects seemed to disturb his compass. An evaluation of the witness by AAF intelligence found him to be credible. Ironically, Johnson's report was listed as the first unexplained UFO report in Air Force files, while Arnold's was dismissed as a mirage, yet Johnson seemed to be describing a continuation of the same event as Arnold.The Portland Oregon Journal reported on July 4 receiving a letter from an L. G. Bernier of Richland, Washington (about 110 miles (180 km) east of Mt. Adams and 140 miles (230 km) southeast of Mt. Rainier). Bernier wrote that he saw three of the strange objects over Richland flying "almost edgewise" toward Mt. Rainier about one half hour before Arnold. Bernier thought the three were part of a larger formation. He indicated they were traveling at high speed: "I have seen a P-38 appear seemingly on one horizon and then gone to the opposite horizon in no time at all, but these disks certainly were traveling faster than any P-38. [Maximum speed of a P-38 was about 440 miles an hour.] No doubt Mr. Arnold saw them just a few minutes or seconds later, according to their speed."[11] The previous day, Bernier had also spoken to his local newspaper, the Richland Washington Villager, and was among the first witnesses to suggest extraterrestrial origins: "I believe it may be a visitor from another planet." [12]
About 60 miles (97 km) west-northwest of Richland in Yakima, Washington, a woman named Ethel Wheelhouse likewise reported sighting several flying discs moving at fantastic speeds at around the same time as Arnold's sighting.[13]
When military intelligence began investigating Arnold's sighting in early July (see below), they found yet another witness from the area. A member of the Washington State forest service, who had been on fire watch at a tower in Diamond Gap, about 20 miles (32 km) south of Yakima, reported seeing "flashes" at 3:00 p.m. on the 24th over Mount Rainier (or exactly the same time as Arnold's sighting), that appeared to move in a straight line. Similarly, at 3:00 p.m. Sidney B. Gallagher in Washington state (exact position unspecified) reported seeing nine shiny discs flash by to the north.[14]
A Seattle newspaper also mentioned a woman near Tacoma who said she saw a chain of nine, bright objects flying at high speed near Mt. Rainier. Unfortunately this short news item wasn't precise as to time or date, but indicated it was around the same date as Arnold's sighting.
However, a pilot of a DC-4 some 10 to 15 miles (24 km) north of Arnold en route to Seattle reported seeing nothing unusual. (This was the same DC-4 seen by Arnold and which he used for size comparison.)
Other Seattle area newspapers also reported other sightings of flashing, rapidly moving unknown objects on the same day, but not the same time, as Arnold's sighting. Most of these sightings were over Seattle or west of Seattle in the town of Bremerton, either that morning or at night.[15] Altogether, there were at least 16 other reported UFO sightings the same day as Arnold's in the Washington state area. maptable of Washington state sightings
The flap continues
A similar sighting of eight objects also occurred over Tulsa, Oklahoma on July 12, 1947. In this instance, a photo was taken and published in the Tulsa Daily World the following day (photo at right). Interestingly, the photographer, Enlo Gilmore, said that in blowups of the photo, the objects resembled baseball catcher's mitts or flying wings. He was of the opinion that the military had a secret fleet of flying wing airplanes. He had been a gunnery officer in the Navy during the war, and using information from another witness, also a veteran, he performed a triangulation and arrived at an estimation of speed of 1,700 miles per hour (2,700 km/h), or essentially the same estimate as Arnold's. One of the objects, he said, seemed to have a hole in the middle.[6]
Two or three photos of a similar, solitary object were taken by William Rhodes over Phoenix, Arizona on July 7, 1947, and appeared in a local Phoenix newspaper and some other newspapers. The object was rounded in front with a crescent back. These photos also seem to show something resembling a hole in the middle, though Rhodes thought it was a canopy.[7] Rhodes's negatives and prints were later confiscated by the FBI and military. However, the photos show up in later Air Force intelligence reports.[8]
Arnold was soon shown the Rhodes photos when he met with two AAF intelligence officers. He commented, "It was a disk almost identical to the one peculiar flying saucer that had been worrying me since my original observation — the one that looked different from the rest and that I had never mentioned to anyone." As a result, Arnold felt that the Rhodes photos were genuine.
Publicity and origins of term "flying saucer"
Arnold's account was first featured in a few late newspaper editions on June 25, appeared in numerous U.S. and Canadian papers (and some foreign newspapers) on June 26 and thereafter, often on the front page. Without exception, according to Bloecher, the Arnold story was initially related with a serious, even-handed tone. The first reporters to interview Arnold were Nolan Skiff and Bill Bequette of the East Oregonian in Pendleton, Oregon on June 25, and the first story on the Arnold sighting, written by Bequette, appeared in the newspaper the same day.The term appears
Starting June 26 and June 27, newspapers first began using the terms "flying saucer" and "flying disk" (or "disc") to describe the sighted objects. Thus the Arnold sighting is credited with giving rise to these popular terms. The actual origin of the terms is somewhat controversial and complicated. Jerome Clark cites a 1970 study by Herbert Strentz, who reviewed U.S. newspaper accounts of the Arnold UFO sighting, and concluded that the term was probably due to an editor or headline writer: the body of the early Arnold news stories did not use the term "flying saucer" or "flying disc."[17] However, earlier stories did in fact credit Arnold with using terms such as "saucer", "disk", and "pie-pan" in describing the shape. (see quotations further below)Bequette interview
Years later, Arnold claimed he told Bill Bequette that "they flew erratic, like a saucer if you skip it across the water." Arnold felt that he had been misquoted since the description referred to the objects' motion rather than their shape.[3] Thus Bequette has often been credited with first using "flying saucer" and supposedly misquoting Arnold, but the term does not appear in Bequette's early articles. Instead, his first article of June 25 says only, "He said he sighted nine saucer-like aircraft flying in formation..."The next day in a much more detailed article, Bequette wrote, "He clung to his story of shiny, flat objects racing over the Cascade mountains with a peculiar weaving motion ‘like the tail of a Chinese kite.' ...He also described the objects as 'saucer-like' and their motion 'like fish flipping in the sun.' ...[Arnold] described the objects as 'flat like a pie-pan and somewhat bat-shaped'." It wasn't until June 28 that Bequette first used the term "flying disc" (but not "flying saucer").
A review of early newspaper stories indicates that immediately after his sighting, Arnold generally described the objects’ shape as thin and flat, rounded in the front but chopped in the back and coming to a point, i.e., more or less saucer- or disk-like. He also specifically used terms like "saucer" or "saucer-like", "disk", and "pie pan" or "pie plate" in describing the shape. The motion he generally described as weaving like the tail of a kite and erratic flipping.
For example, in a surviving recorded radio interview from June 25, Arnold described them as looking "something like a pie plate that was cut in half with a sort of a convex triangle in the rear." His motion descriptions were: "I noticed to the left of me a chain which looked to me like the tail of a Chinese kite, kind of weaving... they seemed to flip and flash in the sun, just like a mirror... they seemed to kind of weave in and out right above the mountaintops..." [9]
Subsequent quotes
The following day (June 26) were the following quotations attributed to Arnold: [10]- United Press: "They were shaped like saucers and were so thin I could barely see them..."
- Associated Press: "He said they were bright, saucer-like objects--he called them 'aircraft'. ...He also described the objects as ‘saucer-like’ and their motion 'like a fish flipping in the sun.’ ...Arnold described the objects as 'flat like a pie pan'."
- Associated Press: "They flew with a peculiar dipping motion, 'like a fish flipping in the sun,' he said. ... He said they appeared to fly almost as if fastened together -- if one dipped, the others did, too."
- Chicago Tribune: "They were silvery and shiny and seemed to be shaped like a pie plate.... I am sure they were separate units because they weaved in flight like the tail of a kite."
- Portland Oregon Journal: "'They were half-moon shaped, oval in front and convex in the rear. ...There were no bulges or cowlings; they looked like a big flat disk.’ ...Arnold said that the objects weaved 'like the tail of a Chinese kite'."
Statement to the army
A variant object
To complicate the shape descriptions further, a month after his sighting, Arnold was to become involved in the bizarre Maury Island incident. Arnold was dispatched by a magazine publisher to Tacoma to investigate it, although he eventually turned the investigation over to the AAF. In a meeting with two AAF intelligence officers (the same ones who interviewed him on July 12 and for whom he wrote his report), Arnold first revealed one of the nine objects was different, being larger and shaped more like a crescent coming to a point in the back. It was at this time that Arnold was also shown the Rhodes photos of a crescent-shaped object over Phoenix, which Arnold deemed authentic because of the unusual shape.Some note the object in the drawing bears an uncanny similarity to the WW2 German design, the Horten Ho 229, sometimes further claiming it was captured German technology being tested. But there is no historical evidence of any kind supporting this.
Widespread UFO reports after Arnold sighting
In the weeks that followed Arnold's June, 1947 story, at least several hundred reports of similar sightings flooded in from the U.S. and around the world — most of which described saucer-shaped objects. A sighting by a United Airlines crew of another nine, disk-like objects over Idaho on July 4 probably garnered more newspaper coverage than Arnold's original sighting, and opened the floodgates of media coverage in the days to follow.Bloecher collected reports of 853 flying disc sightings that year from 140 newspapers from Canada, Washington D.C, and every U.S. state save Montana. This was more UFO reports for 1947 than most researchers ever suspected. Some of these stories were poorly documented or fragmentary, but Bloecher argued that about 250 of the more detailed reports (such as those made by pilots or scientists, multiple eyewitnesses, or backed by photos) made a persuasive case for a genuine mystery.
Adding intrigue to Arnold's story, the U.S. military denied having any planes at all in the area of Mount Rainier at the time of his sighting. Likewise, on July 6, speculation arose in newspaper articles that the objects being sighted were due to either the "flying wing" or "flying flapjack," a disc-shaped aircraft, both experimental planes under development by the U.S. military at the time (see military flying saucers). The military repeated that neither aircraft could account for the sightings, which is also born out by historical records.
The most famous UFO event during this period was the Roswell UFO incident, the alleged military recovery of a crashed flying disk, the story of which broke on July 8, 1947. To calm rising public concern, this and other cases were debunked by the military in succeeding days as mistaken sightings of weather balloons.[11] Just before the Roswell story came out, the Army Air Forces in Washington issued a press statement saying they had the matter under investigation and had decided the flying discs definitely were not "secret bacteriological weapons designed by some foreign power," "new-type army rockets," or "space ships."[18]
Military investigation of Arnold story
The first investigation of Arnold's claims came from Lt. Frank Brown and Capt. William Davidson of Hamilton Field in California, who interviewed Arnold on July 12. Arnold also submitted a written report at that time. Regarding the reliability of Arnold's sighting, they concluded:[19]- "It is the present opinion of the interviewer that Mr. Arnold actually saw what he stated he saw. It is difficult to believe that a man of [his] character and apparent integrity would state that he saw objects and write up a report to the extent that he did if he did not see them."
In addition, on July 9 AAF intelligence, with help from the FBI, secretly began an investigation of the best sightings, mostly from pilots and military personnel. Arnold's sighting, as well as that of the United Airline's crew, were included in the list of best sightings. Three weeks later they came to the conclusion that the saucer reports were not imaginary or adequately explained by natural phenomena; something real was flying around. This laid the groundwork for another intelligence estimate in September 1947 by Gen. Nathan Twining, commanding officer of the Air Materiel Command, which likewise concluded the saucers were real and urged a formal investigation by multiple government agencies. This in turn resulted in the formation of Project Sign at the end of 1947, the first publicly acknowledged USAF UFO investigation. Project Sign eventually evolved into Project Grudge, and then the better known Project Blue Book.
The personnel of the U.S. Air Force's Project Sign (1947–1949) also later studied Arnold's story. According to Major Edward J. Ruppelt,[20]
- I found that there was a lot of speculation on this report [amongst Sign personnel]. Two factions ... joined up behind two lines of reasoning. One side said that Arnold had seen plain, everyday jet airplanes flying in formation ... The other side didn't buy this idea at all. They based their argument on the fact that Arnold knew where the objects were when he timed them ...
- There was an old theory that maybe Arnold had seen wind whipping snow along the mountain ridges, so I asked Air Force investigators about this. I got a flat "Impossible."
Skeptical explanations
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The neutrality of the style of writing in this article is questioned. (May 2010) |
Steuart Campbell has argued that the objects Arnold reported could have been mirages of several snow-capped peaks in Cascade Range. Campbell's calculation of the objects' speed determined that they were travelling at roughly the same speed as Arnold's plane, indicating that the objects were in fact stationary. Mirages could have been caused by temperature inversions over several deep valleys in the line of sight.[22]
Philip J. Klass[23] cited an article by Keay Davidson of the San Francisco Examiner in arguing that Arnold might have misidentified meteors on June 24, 1947. In rebuttal, optical physicist Bruce Maccabee pointed out a meteor theory would require impossibly slow speeds and durations for brightly glowing meteors on a horizontal trajectory.[24]
James Easton[25] was the first of several skeptics to suggest that Arnold may have misidentified pelicans: the birds live in the Washington region, are rather large (wingspans of over three meters are not uncommon), have a pale underside that can reflect light, can fly at rather high altitudes, and can appear to have a somewhat crescent-shaped profile when flying.
Richard Carrier recently claimed [26] to have seen the same UFOs as Arnold described, "ovoid objects flying in formation" "rotating along their axis of motion, like footballs, with one side black and one bright white, so they alternated in color while they spun." He later realized it was a flock of seagulls. He claimed that Arnold's account showed that Arnold was incorrectly estimating his height, believing himself level to mountains four thousand feet below him giving him erroneous estimates of the level, distance, and speed of the objects.
Maccabee argues it is impossible for a bird to be as bright as reported by Arnold—the objects' brightness was what Arnold said initially attracted his attention. Further, Arnold was flying at roughly 110 miles (180 km) an hour on a parallel course to the objects. Arnold reported the objects rapidly moving forward of his position as he observed them flying southward on a parallel course between Mt. Rainier and Mt. Adams. No bird could fly faster than Arnold's plane; instead birds would have steadily moved backward, not forwards, relative to his position.[27]
Donald Menzel's explanations
Donald Menzel was a Harvard astronomer and one of the earliest UFO debunkers. Over the years, he offered several mutually exclusive explanations for the Arnold's 1947 UFO sighting. Bruce Maccabee rebutted Menzel's explanations in a 1986 monograph, arguing that Menzel often left out data that conflicted with a given 'explanation'.[28]- In 1953, Menzel argued that Arnold had seen clouds of snow blown from the mountains south of Mt. Rainier. Maccabee noted that such snow clouds have hazy light, not the mirror-like brilliance reported by Arnold. Further, such clouds could not be in the rapid motion reported by Arnold, nor would they account for Arnold first seeing the bright objects north of Rainier.
- In 1963, Menzel argued that Arnold had seen orographic clouds or wave clouds; Maccabee noted that this conflicted with testimony from Arnold and others that the sky was clear, and again can't account for the brightness of the objects or their rapid motion over a very large angular region.
- In 1971, Menzel argued that Arnold had merely seen spots of water on his airplane's windows; Maccabee notes that this contradicts Arnold's testimony that he had specifically ruled out water spots or reflections shortly after seeing the nine UFOs. For example, the early Bill Bequette article of June 26 in the East Oregonian has Arnold saying he at first thought that maybe he was seeing reflections off his window, but "he still saw the objects after rolling it down."
Other sightings by Arnold and his opinion
In a 1950 interview with journalist Edward R. Murrow, Arnold reported seeing similar objects on three other occasions, and said other pilots flying in the northwestern U.S. had sighted such objects as many as eight times. The pilots initially felt a duty reporting the objects despite the ridicule, he said, because they thought the U.S. government didn't know what they were. Arnold did not assert that the objects were alien spacecraft, although he did say: "being a natural-born American, if it's not made by our science or our Army Air Forces, I am inclined to believe it's of an extraterrestrial origin." Then he added that he thought everybody should be concerned, but "I don't think it's anything for people to get hysterical about."The first issue of Fate (1948) featured the article The Truth About The Flying Saucers by Arnold. In 1952 he described his experiences in the book The Coming of the Saucers, which he and a publisher friend named Raymond A. Palmer published themselves.
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