The Ascent

The Illusion

The Escort

The Signal

Special Agent 707

The Transformation

Cemetery Sighting

Manta Ray

Another Performance

Westchester Wing Sightings

Light Show

FT over Richmond, VA

Swamp Gas

Martin Story

Plasma Orbs

The Experiment

ETI Communication

Jibe Not

Laser Beam Encounter

It's Happening Again

Snaking Manta

by Bruce Cornet, Ph.D.

Table of Contents

Introduction

The 9-10 August Events

The Images

The Sounds

The 22 January Event

Video Record of Event

Doppler Effect Analyzed

Conclusion

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Introduction

On 9-10 August 1996 Tom Sinisi and Bruce Cornet witnessed several take-offs and landings at the AOP hotspot.  On that particular night a gate to a farm field on the low ridge overlooking the hotspot was open.  Cornet decided to take a chance by driving up into that field, where he had a spectacular view of the forests and farm fields that make up the center of the hotspot.  But on this particular night Sinisi and Cornet witnessed two take-offs and two landings of Manta Ray-shaped craft.

The 9-10 August Events

Time Event
11:12:33 - 11:15:08 pm (7 TE only)	Manta Ray comes over ridge, descends slowly and silently to forest in valley, drops out of sight into forest.
11:42:27 - 11:45:27 pm (15 TE and sound) This sound is played at the opening of this web page.	Manta Ray lifts off vertically to about 300 feet, turns on lights, then flies (climbs) over observers while producing a reverse-Doppler mechanical sound.
1:23 am (no TE or sound)	Manta Ray comes over ridge, descends slowly and silently to forest in valley, drops out of sight into forest.
2:42:10 - 2:44:14 am (sound only) Described below. TE = Time Exposures	Manta Ray lifts off vertically to about 300 feet, turns on lights, then flies (climbs) over observers while producing a reverse-Doppler mechanical sound.

The Images

11:12 pm event on 9 August 1996.

Coming in for a silent "landing":  Craft traveled low over tops of trees at a calculated speed of only 46 mph, stopped in mid air, then dropped out of sight.

Anomalous Light Movement

If you examine the two images above closely, accounting for the positions of the central and outboard strobes and their firing pattern, you will discover that the central strobe fires either in sync with the outboard strobes, or in sequence with them from right to left.  Therefore, if either the camera bounced or the craft physically moved up and down, the outboard lights should show movement also - especially the straight right light trace which connects the right strobe.  But only the central brighter white light moves up and down, while all the other lights remain on an even course.  Explain this!

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For Comparison

Below is an image of an AOP coming in for a "landing" in the same area on 5 October 1993.  Proof that it stopped in mid air can be seen in the strobe lights, which become closer and closer together until they are superimposed when it was hovering just above the trees.  The film was highly sensitive Infra Red film, which will become over-exposed easily by heat sources.  In the time it took Cornet to close the shutter to his camera and open it again (the film was advanced by a motor drive), this AOP dropped down out of sight behind a row of trees and turned out its lights (either that or it disappeared into the ground).  No conventional aircraft or helicopter designed by humans can do that without crashing.

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The 11:42 pm event on 9 August 1996.

Craft silently rose up from forest, moved south, then turned and flew over us making a very loud noise.

Traveling from east to west, the Manta Ray flew in an arch over us, above the ridge, before descending into adjacent valley.

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The Sounds

The weird sound that played when this page opened can be downloaded as a wav file.  Time of recording is noted in the table above.

AOP sound 1

To play 8-09-6mb.wav (228K), click on AOP Sound 1.

The original full quality .wav file for AOP sound 1 is 3.2 megs in size. It has been re-encoded to a .ra file of manageable internet size. You will need RealPlayer in order to play it.

AOP sound 2

To play 8-10-6mc.ra (140K), click on AOP Sound 2.

The 22 January Event

On 22 January 1997, just after sunset on a rainy evening (5:44 pm EST), the sound heard in August 1996 was recorded again from the same ridge overlooking the Wallkill River valley (at Muddy Kill Lane). The sound was so loud that it caused dogs in the area to begin barking and howling (they can be heard at the end of the recording). Listen to the .ra file below, and then study the amplitude and frequency graphs below. Following the sound a pair of orange-red lights rose rapidly from the valley into the clouds. However, the lights originated somewhere in the valley far from the nearest airport. The nature of the lights and their variations in brightness and color implies that they are not the lights of a conventional aircraft.   It is possible that they might belong to the AOP which made the sound. But for that to be the case, the sound had to have been projected more than a mile ahead of the source.

The second time it was recorded in stereo, but because of its size, the full-length version cannot be offered here. The original .wav file was resampled to make it smaller (1.9 megs).  It is offered below.  It also was re-encoded to a .ra file of manageable internet size. You will need RealPlayer in order to hear it.

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AOP sound 3

To play 1-22-7m3.ra (115K), click on AOP Sound 3.

Download a full stereo version of the 22 January 1997 recording (1.9 megs).

Full stereo version 1-22-7m4.wav

Amplitude (volume) graph and a frequency spectrogram of the same sound are shown below (volume graph on top). The image was compressed laterally in order to exaggerate the apparent frequency shift and to make it more obvious.

Note how the sound (graph above) is composed of many individual frequencies, like that of the 9-10 August 1996 sounds. Note also how all the frequencies decrease in pitch as the sound volume increases. This is contrary to what physics tells us should happen. The frequencies should not decrease, but level out or rise as the source of the sound approached the microphone. This is due to the Doppler effect, which appears to be violated in this and previous examples.

Video Record of Event

Individual frames from the video Cornet recorded are presented below.  Note how the left light flashes brightly once, and how the right light brightens and then dims.  Its color is unusual for that of a conventional aircraft.   It is amazing that these lights were recorded at all, given that there was a low cloud ceiling, it was drizzling, and there was a lot of mist in the air.  The pair of lights illustrated below rose quickly (21 seconds) and disappeared into the clouds.   The lights appeared just above the trees in the valley far from the nearest airport.   Perspective is not a factor during this observation, because Cornet was situated above the valley on a ridge.  The sound was recorded first before any lights could be seen.  Only as the sound abated to the west of Cornet did the pair of yellowish red and white lights begin to rise.  If this AOP was responsible for the sound, it had to have projected the sound at least a mile ahead of it.  It is also possible that the AOP which produced the anomalous sound did not have any lights turned on, and the AOP which was recorded on video was a second craft taking off after the first one.

The sound of a conventional jetliner is very different from the above sounds. The conventional sound was recorded when airtraffic flew low over Cornet's residence in May 1997.  The sound of a Boeing 747 is graphed below in similar form (by volume and frequency) to the sounds of the AOPs above. 

Boeing 747 sound

To play bng747-2.ra (36K), click on Boeing 747 Sound.

streaming

The differences are very apparent:

1)  The jet sound is not composed of many individual and distinct frequencies.

2)  The jet sound became the loudest as the aircraft flew past the microphone, whereas the AOP sounds reached almost full volume well before reaching the microphone.

3)  A typical Doppler pattern for the jet of gradually rising frequencies before reaching the microphone and gradually falling frequencies after the microphone contrasts strongly with a pattern of steep declining frequencies for the AOP irrespective of microphone position. 

4)  The rising frequencies for the jet are not as obvious as the falling frequencies due to the fact that the spectral pallet does not become full until the jet reaches the microphone.  This is in strong contrast to a rich pallet of frequencies for the AOP well before it reached the mic, indicating that the sound was projected forward and didn't rely completely on a backward projection of sound as occurs for the jet.

Boeing 747:

Enlargement of jet sound below.

Frequencies rise only gradually before midpoint (take into consideration the enormous amount of lateral compression of the graph required to show a rise in frequency).  Frequencies rise almost imperceptibly until the midpoint, and then they take a very visible plunge as the jet moved away from the mic.  This is how the Doppler effect should appear.

Doppler Effect Analyzed

Using the same Sony DCR TRV520 camcorder, Lynch recorded the sounds of a Boeing 737 on landing approach to the Richmond International Airport on 22 August 2002.  Listen to/play the sound below and compare it to the sound produced by the FT.  By doing this you will quickly hear the differences, and realize that the sounds produced by the FT are not normal.

download 1
706 kb
28Apr1993

streaming

Frequency Spectrograms

28Apr1993 (voice of Ellen Crystall recorded)

Note midpoint where banded frequencies begin to rise in pitch after Flying Triangle passes over camcorder, which is typical of all the UAP recorded. Also note how frequences become more bunched at lowest point, possibly reflecting a vertical compression component underneath the craft.

22Aug2002

download
jsoundall.wav (556K)

streaming

A video frame showing the Boeing 737 is shown below.  Its identity is distinguished by the small engines on the wings.

The frequency spectrogram below is quite different from that for the FT.  The most apparent difference is the amount of white noise produced by the jet engines.  The range of frequency is much greater, extending from 100 Hz up to over 5 kHz, while the range of frequency for the FT extends from 150 Hz up to only 2.5 kHz.  The lack of white noise in the FT spectrogram could be to either 1) filtering and suppression for stealth objectives, or 2) limitations of the speakers projecting the sound (if synthetic), which cannot reproduce the high frequencies of white noise due to the materials and specifications with which they were constructed.

Frequency spectrogram of a Boeing 737 on landing approach.

When the brightest sounds on the spectrograms are graphed and compared between the Boeing 737 and FT, and both are compared to a normal Doppler effect, the influence of the engines for both aircraft become apparent.

The jet engines on the Boeing 737 produce the sound that is heard.  They also produce a partial vacuum in front of the fans, which have the effect of stretching the air.  As the air is stretched, the pitch falls, accounting for the slight drop in pitch for the sound as the jetliner is approaching the microphone.  The engines  mix the air with fuel and burn it, causing the air to expand.  That expansion or thrust behind the engines causes the air to become compressed, accounting for the slight rise or stabilization of pitch as the jetliner moves away from the microphone.

The sound coming from the FT behaves quite differently.  As the FT approaches the microphone, the sound falls in pitch.  As it moves away from the microphone the sound stabilizes and then begins to rise.  The shift in pitch is almost the exact opposite of that for the conventional jetliner.  The only way to account for or explain such a reversal is if the jet engine effect observed for the Boeing 737 is magnified by several orders of magnitude.  But if the sound of the jet engines were also magnified to the same degree, the noise would be deafening.  Instead, the decibel level coming from the FT is much lower than that for the Boeing 737.  Something must be stretching the air/space in front of the FT and compressing the air/space behind it which does not use combustion and expanding hot gases for propulsion.

In order to explain the Reversed Doppler Shift, I propose a gravity warping engine, which stretches space in front of the craft (like stretching an elastic band) while compressing space behind the craft.  The effect is temporary.  The FT moves forward, because it is both pulled and pushed as the space/volume behind the craft tries to move forward in order to correct the inbalance in front of the craft.   With it comes the craft caught up in the gravity warp.  If the FT did not produce a synthetic sound, all you would hear is a faint rush of air as that air moves without resistance around the vehicle.  A sonic boom is not formed when the FT travels at Mach speed, because air does not form a shock wave at the nose of the craft.  The two plasma lights at the nose of the craft (one above the other) are intensified in order to ionize the air (see image below), causing the air molecules to repel one another rather than bunch up.

As the FT increases its speed to higher Mach levels, its apparent shape becomes more and more distorted by gravity warping.  An outside observer would think that the craft was becoming forshortened, but this may only be an illusion.   Cornet captured an FT on film as it buzzed the helicopter he was in on 10 May 1994.  Its speed was later calculated to be at least Mach 6 or 7.  No sonic boom occurred.  The helicopter was bounced by a small shockwave behind the craft, which blurs the lights at the rear of the craft furthest away from the camera (blurred because those lights are viewed through the shock wave).

The shape of the gravity field around the craft, if it could be mapped, might have the shape of a torus or donut, with flow lines wrapping backwards around the craft, and then converging forward towards a central point on the blunt tail of the craft.  Special effects images of vortices in the television series Sliders illustrate this shape and flow pattern nicely.  The yellowish white lights at the back of the craft could be part of a steering and control mechanism.

On 18 September 2007 Jack Sarfatti wrote:

"The space & time at the front boundary layer (warp bubble) of the ship coming towards you is contracted relative to the space and time away from the ship outside the warp bubble where the detector is. Therefore, there is a gravity red shift even for sound waves propagating at speed of sound in air distinct from ordinary Doppler which would give a blue shift. The space & time at the boundary layer in the rear of the ship now moving away from you dilates relative to the space & time at your detector outside the warp bubble, therefore there is an anti-gravity blue shift opposite from the usual Doppler shift. This is qualitative and the relative size of the opposing effects gives important quantitative information.

"Another way to picture it is in terms of Robert Forward's "negative matter propulsion" (from H. Bondi) in Newtonian "force" picture. Imagine two parallel slabs of equal and opposite mass M. The positive mass +M attracts the negative mass -M and the negative mass in turn repels the positive mass. Ergo, the center of mass of the two slabs rigidly attached to each other spontaneously accelerates. Total linear momentum is still conserved in the center of mass frame at each instant

P = +Mv - Mv = 0

"Now the dark zero point energy of negative pressure in Einstein's GR equation is like -M in Newton's equation and the dark zero point "matter" (not a good term) is like +M in Newton's equation. What we really have in both cases are opposite phases of exotic vacuum (off-mass-shell virtual quanta inside vacuum in quantum field theory lingo) not "real matter" (on-mass-shell) real quanta excited outside the vacuum.

"Don't let the arbitrary representation in the picture below fool you.

"These plots are not actually of the quantum pressure, however a plot of the quantum pressure in the case of w = -1 zero point energy would look very similar with the signs inverted which is why you thought it was "just the opposite" - simply an artifact of the conventions of the representation and what is represented on the vertical axis. Yes, the ship inside the warp bubble is on a zero g-force local timelike geodesic, but the bubble globally moves faster than light relative to the geometrodynamic field outside the bubble. There is no local violation of speed of light limit, but there is global violation that does not violate the local laws of physics. This is a nonlocal global
topological effect beyond local physics. Mathematically speaking the warp bubble is equivalent to a multiply connected space i.e. to a traversable wormhole star gate - this includes time travel to the past I think."

Conclusion

Frequency changes for the Boeing 747 do not resemble those of the AOPs documented above.  On the contrary, a drop in frequencies begins well before the AOP reached the microphone, and continued to drop long after the AOP moved away from the mic.  The amount of frequency drop is significant, which is why the sound produced by the Manta Ray is so strange.  It appears to have been intentionally distorted and changed, possibly to test the abilities of witnesses on the ground to distinguish between a sound that is familiar and one that has a mixture of familiar and unfamiliar tones to it.

Based on the data presented here, we cannot conclude whose craft were observed, who flew them, or who made them.  And yet, based on the data presented we cannot conclude that these AOP were conventional aircraft.  The nature of the sounds the AOP produced indicates highly specialized technology capable of masking the Doppler effect.  The synthetic nature of the sounds comes from their apparent manipulation to mask the Doppler effect.  An algarithm had to be used to compensate for the Doppler effect, which is evidence that the sound is synthetic.  That means that the distance to the mic had to be known for the correct algarithm to be used.   Why anyone would produce synthetic sounds such as these is a mystery.  Sound is becoming a valuable addition to data collected on Hudson Valley AOP, allowing us a greater degree of certainty that these sightings and recordings were not of misidentified conventional aircraft.

Copyright © 1999 Sirius Onion Works
Last modified: September 19, 2007