ARV testimony

[Mark McCandlish]

Dear Mr. Giglio,

     I understand now why you and your sceptical associates continue to remain unsatisfied.  Your bitterness and scepticism is palpable in your sarcasm.  If you

really want answers, you would do well to exercise a little more courtesy in your

responses.  Be this as it may, I shall try to reply with information that may help

you to see that these events as factual, and not mere "hearsay".

      JCG:  "this demo of alien propulsion technology, supposedly the result of reverse-engineering, carried out by sinister, ultra-secret black projects accountable to nobody,

(not even the president), was being carried out inside a hangar WHILE AN AIRSHOW WAS GOING ON OUTSIDE."

      MEM:  Brad indicated in his story that the large hangar at the extreme west end of the Norton AFB main runway, at the opposite end of the airfield from the static displays of aircraft the public had access to.  The large hangar was completely surrounded by military police with loaded M-16 rifles.   They were standing behind a rope and standard barrier, with signs posted at intervals including  words to the effect of, " WARNING! NO UNAUTHORIZED ACCESS- USE OF DEADLY FORCE IS AUTHORIZED".  The hangar appears to be four very large Quonset hut style buildings all tied together by a number of single or four story engineering/repair shops in the middle and on the east and west flanks of the building.  The four hangars are large enough that a single

 C-5A/B Galaxy can be serviced in each one.  The gentleman that Brad was accompanying flashed a Pentagon Identification Card to one of the guards, who then enterred the building, returning with a man in civilian clothes who recognized Brad's associate and then verbally vouched for admission of the two men.

  Once inside the hangar, Brad's associate seemed more nervous than he had been, and taking Brad aside, informed him that the presentation included a number of additional aircraft beyond the list he had thought were going to be present.  The man told Brad to keep his mouth shut, not to ask any questions, and just silently observe the proceedings. 

     Brad indicated in his story that there were no "flying saucers" exhibited in the first section of the hangar they enterred.  The first hangar section included the losing competitor in the B-2 Stealth Bomber fly off, a craft built by the team of Rockwell

International's North American Aircraft Division (NAA) and Lockheed Martin.  This flying wing design looked remarkably like the flying wing mockup that Honda used in its TV commercials in the late 1980's to introduce it's new CRX hatchback.  You may recall the commercial, showing the little CRX driving back and forth under the black flying wing, the car itself being black.  The mockup was faceted, just like the F-117A Stealth Fighter

the grainy photo of which was publicly released for the first time within about two weeks of the November 12, 1988 airshow.   The obvious question here is, how did the Japanese company Honda know that one of the significant features of stealth technology involved a faceted airframe, BEFORE the release of the first Stealth Fighter

photos.  Could it be that they had been contacted by Tony Landis, a professional photographer who had been sneaking around the hills of Tonopah, Nevada for several years prior to that date?  Or was there a big leak over at Lockheed or Rockwell?

     The answer may be both.  In the mid-1980's, Gung-ho Magazine produced an

issue with a strange looking, black, lifting-body aircraft on the cover.  It was actually a model build and photographed in front of an enlarged photo background by  Rockwell

NAA employee  Eric Simonsen.  The article was written under a pseudonym, (which I don't recall) but the individual who wrote it was a Lockheed employee who worked closely with their photography and marketing  division.  Near the end of the article there was a paragraph that first alluded to the secret facility generally known of as AREA-51, and that there were extremely advanced propulsion systems under development there.  But I digress.

     Also in the hangar, were two different high-technogy hovercraft, a proposed replacement for the A-10 "Warthog" tank buster, that had wings that looked like venetian blinds and the Aurora.

     The "Aurora" was described as a smooth, rounded-diamond shape, completely covered by black, heat ablation tiles like the Space Shuttle.  It had no visable cockpit,

no wings, no tail (vertical stabilizer).  It had three modes of propulsion.  Four, large conventional high-bypass turbo-jet engines, similar in design to those employed in the old SR-71 Blackbird.  each engine had two naca duct shaped inlets and two trapazoidal shaped exhaust ports, all of which could close off flush with the outer hull of the airframe.  About one hundred feet in length and seventy feet wide,  the vehicle had

a slight ridge running transversely, (dorsally and ventrally) at its widest point, along its trailing edge were hundreds of little ports that looked like fuel injectors pointed outward.  Once the four internal engines bring the craft up to something in excess of Mach 2, the trapdoors begin closing and fuel is pulsed from the ejector ports along the ridge.  The Hydrogen fuel spontaneously explodes on contact with the super-heated air flowing over the craft, expanding between the tappered afterbody and the super-sonic shock wave that separates at the ridge.  It essentially pinches the rear of the craft, driving it forward at a speed around 12,000 miles per hour.  During the transition from the internal engines to the external pulse detonation mode, the con-trail it produces looks like "doughnuts on a rope" .   Sightings and photos of this phenomenon are well documented, as are the super-sonic footprint of such a high velocity aircraft crossing southern california, to and from south-central Nevada beginning in the easrly 1980's.  Lastly, the aircraft has an indefinite loiter capability, (as did the SR-71 Blackbird), because both can enter a shallow dive from operational altitude, then pull up with increased speed and go exo-atmospheric.  (An SR-71 fact that is still classified as far as I know).  While outside the atmosphere, the Aurora has a third propulsion system for manuevering involving a rocket engine contained inside a clamshell like compartment at the rear of the vehicle.

     This stand-alone aircraft was eventually sidelined in favor of a second generation

vehicle the kind you seem to be more familiar with, since you mentioned "wings".  I had a hand in producing some conceptual art for Lockheed  on this aircraft in 1984 or 5 for presentation before a Congressional Appropriations Committee.  They couldn't tell me what the aircraft looked like because it was classified above my security clearance of "SECRET"  but they asked me to develop something believable that would convince the Appropriations Committee that it was "fast".  I combined features of the SR-71 and the North American Aircraft XB-70 from the 1960's and came up with a real winner in my opinion.

     When I presented this art to the Lockheed staff, one of their engineers became visibly upset, red faced and began yelling.  The artwork featured an elongated fuselage, blending into a triagular main wing, with large winglets at the outboard tips.  The fuselage included a chine or "lip" along its entire length, with folding canards just aft of the cockpit.  The engine nacelles were two shaped "boxes" under the wing, each slightly outboard of the main body of the fuselage where it blended into the wing.  When I was challenged in such an unreasonable and hostile manner concerning the features of the design, I simply explained where my references had come from.  About four years later, there was a near miss mid-air collision event near Edwards AFB involving a commercial airline from LAX involving an aircraft that strongly resembled my drawings.  I have personal friends who have seen it flying at dusk near Mt. Wilson near Sierra Madre California about the same time.  It was very large, and was carrying a smaller vehicle similar to the second generation Aurora design.   It was then that I understood why the Lockheed engineer had been so hostile:  He thought I had gained access to the file regarding the true design of this vehicle.  You can now buy a plastic model of this "mother ship" and it's built by the Testor's Model Company.

      Brad said that in a separate area of the large hangar, that he had been shown three

"flying saucers", all having the same general proportions and design, in diameters approximately 24, 60 and 130 feet in diameter.  They were all hovering silently in the hangar, which seemed to be significantly colder than the outside temperature that day of 102 degrees Farenheit.  He said they all appeared to be quite old, with chips and 

greasy fingerprints in or on the exterior finish.  This jives with the chronology of Kent Sellen's statement/ sighting at Edwards AFB North Base complex in 1973.

     Brad stated that the sloping side of the fuselage, similar to a horizontal sectioning or "frustrum" of a cone,  was made up of roughly 24 composite panels, held in place by dzus fasteners at an overlapping seam.  One pair of panels was removed, and another pair adjacent to them were hinged outward, allowing the extension of a robotic arm, (apparently for sample collection).  The internal crew compartment was a large 12 foot diameter "pultruded" ball of composite material.  At its mid-waste was a large coil of copper colored cable, embedded in a translucent, greenish glass or plastic-like substance.   The base was flat on this 24 foot model, about 12 inches thick, with stacked wedges of copper-colored plates radially oriented about the central sphere.

     These "capacitor plates" were about a half an inch thick, and separated by about three quarters of an inch of a similar greenish, translucent material.  The base appeared to be one single molded piece.  Gauging the capacitance of each section, based on

the stats for Dow Chemical's "G-10" dielectric material or Barium Titanate, I estimate that each section could store between 1 to 5 million volts of potential.  (Well within the

parameters claimed by Thomas Townscend Brown in his experiments with the Biefield Brown Effect in the Princeton laboratory of Agnew Bahnson.  I verified this with one of his former lab assistants, (a witness in the Disclosure Project) now residing in Southern California.

     The craft nearest to the barrier in the second hangar section also had a video display next to it, featuring footage of the craft hovering above a dry lake bed, making three abrupt sideways "hops" then accellerating straight up and out of view in under two seconds.  Next to that was a cutaway illustration, that, with Brad's help I was able to duplicate in some detail.  He told me that he felt it was the "most dangerous illustration" I had ever made, and if I was smart, I'd get rid of it.

     One point I think you've neglected in your pledge  to the sceptic midset, is that Brad Sorensen and Kent Sellen do not know one another, and have never met.  Kent knew even more about the craft than Brad did.   How would that be possible, James, if the only criticism you can offer about Brad's story is that the photo this craft resembles was a "proven fake"?  Brad and Kent, two direct observers are both still, very much alive.

       I'll be forwarding the Hercules Aerospace Inter Office Memo to you shortly- (the one describing a series of DIA and Soviet scientist meetings on the subject of ZPE and scalar technologies dating prior to 1988.  (Isn't that implausible all by itself?)  Along with that, I'll include a copy of the ARV/Fluxliner cutaway. 

     One last thing.  I do intend to write about all this eventually, and I'm creating my own punchline before I start:  I'm striving to build a small "proof of concept" model of the ARV to show folks like yourself that this is a reality.  Therefore, I want you to consider my words and artwork as being copyrighted material as of 1988 through the present.  I'm kind of low on time right now, so I'll continue again in the coming days.

    

Warm Regards,

Mark McCandlish