Case File Details

The following case is used on The Black Vault with permission from the author/investigator. It can not be reproduced in any way without contacting Mr. William Puckett.

Radar Analysis and Computation Worksheet
Hanford, WA sighting of Large Orange Objects
October 18, 2015
Prepared by William Puckett
UFO Investigator and Meteorologist

Background: 2 Washington State Department of Corrections (DOC) Officers saw bright orange lights for around 50 seconds between 9:52 and 9:57 PM on Oct 18, 2015. The lights were sighted in a southwesterly direction. The lights were larger than yard lights and were about 25 to 30 degrees above the horizon.

The officers were traveling south on Highway 395 between Connell and Mesa, WA.

James Clarkson MUFON Director for Washington State received the sighting report and requested assistance with analysis of radar data. In response to this request I wrote a Freedom of Information Act (FOIA) to the Federal Aviation Administration (FAA) requesting aviation radar data for the Pasco, WA (Tri-cities) area.

I received the radar data submission from the FAA about 2 months later (December 18, 2015).  The FAA provided the data that I requested.

FIGURE ONE – WITNESS & LOCATIONS OF 2 RADAR SITES.

Notes on Radar Data: The radar data were received for Pasco, WA Traffic Control and a NTAP (National Transportation Analysis Program) was also received. The NTAP included a long range radar from Fossil, Oregon which is about 100 miles south of Pasco, WA and the Pasco, WA Traffic Control radar.  (See Figure One to the left).

The closest returns on radar were about 18 miles to the southwest (near Pasco, WA airport). (See Figure Two below.)  The interesting thing about the data in Figure Two is that the Pasco radar report listed that returns were “target reports.” This suggests that data were filtered and weather returns, gr0und traffic, birds and radar angels were removed. This suggests that the remaining returns were actual moving aerial targets.  All of the primary returns are shown in Figure Two below.  A typical “unfiltered” radar map is shown in Figure Three below. The radar map in Figure Three is for Albany, New York.  You can see A “conglomerate” of returns and it is difficult to determine real moving targets while Figure Two shows small patterns of returns.

We can’t definitively say for sure if the radar picked up the objects seen by the witnesses, but we can say that radar returns were in the direction (southwest) and at the time (9:50 to 10 PM) that the witnesses saw the objects. The radar returns were around 18 miles from the estimated witness location and near the Pasco radar. (See Figure Four below.) Figure Four shows the area of returns and a zoom in showing the speed and direction of movement of the returns.

The zoom in box to the left is for returns detected from 9:50 to 9:51 PM. For the box to the left there were six radar returns in sequence.  The target was moving slowly east, then abruptly changes direction to the south-southwest at a higher speed and then turned east-southeast at original speed (38 MPH).  One can’t say for sure if each return represents the same target, but the targets were in sequence with each turn of the radar antenna. The targets were not detected after 9:51 PM.

FIGURE TWO – ALL RETURNS 9:30 TO 10 PM – OCT 18, 2015.

The zoom in box to the right shows returns from 9:54 to 9:55 PM. The box to the right fits more closely with the witness observation time.  Again the speed of the target is slow (38 to 48 MPH) and moving to the west-southwest. The target then turned direction to the northwest and nearly increased it’s speed tenfold. Again we can’t say for sure if this is one target, but it  fits with the radar antenna rotation sequence. The direction of movement (westerly direction ) fits with what the witnesses saw. The targets were no longer detected after 9:55 PM.

Of course the targets could have been multiple targets, but may have showed up as one target on the radar scope if they were close together. The witnesses observed multiple targets.

There were also returns noted in the same area observed by the witnesses before the sighting time, but the witnesses would not have been in position to observe the returns.

Doppler weather radar data were collected from Portland, Oregon and Spokane, Washington. Both of these radars reach the Pasco, WA area.  Some light showers were observed a few hours prior to the sighting. Skies were clear at Pasco Airport at the time of the sighting. The Doppler radar maps did not show anything unusual. The radar sites did show some scattered showers, but the area was well removed from the sighting area. However, Doppler radars are not designed to detect aircraft. The radars have a narrow beam width (one degree) which means that objects will not be detected unless they happen to fly through the narrow beam.

FIGURE THREE – MAP OF ALL PRIMARY RADAR RETURNS ALBANY, NY 9/5/2015.

The discussion below makes the assumption that the object(s) seen by the witnesses were detected by radar:

One of the officers said that his thumb would cover up the object. A thumb has a width of 2 arc degrees. (The moon has a width of 30 arc minutes which is about 25% the size of a thumb in apparent width.)  Let’s assume that the object had a width of 1 arc degrees:

Using trigonometry the width of the object would be around 1,650 feet if what the witnesses saw was detected by radar. For comparison purposes the length of a 747 aircraft is 231 feet with a wingspan of 211 feet.

The witnesses thought that the object(s) were at an elevation of 20 to 30 degrees. For computations we will assume that the elevation was 25 degrees. If we assume that the primary radar returns belonged to the object we can say the following:

Using trigonometry if the radar returns represented the object, the elevation would have just over 44,000 feet.

If the returns represent what the witnesses saw the objects would have been quite large and would have been very visible from the Pasco, WA area.  The fact that the time of the sighting was late (around 10 PM on a Sunday night before the week) and the fact that the objects were only visible for a short time may have resulted in fewer (in any) witnesses.  Also there is a possibility that the objects may have appeared larger to the witnesses due to light scattering in the atmosphere which can make objects appear bigger. This is particularly true if objects are lower on the horizon (25 degrees or lower).

FIGURE FOUR – MAP & ZOOM IN OF AREA OF RADAR RETURNS.

Conclusion and Summary:

2 DOC officers saw 2 large orange objects to the Southwest while returning home from work around 10 PM on October 18, 2015.  The officers were near Connell, WA and were returning to the Tri-Cities area. The officers had never before or have since seen the lights.

The lights were near the Hanford Nuclear Facility in Richland, Washington.

Aviation radar data were heavily filtered which eliminates most superfluous returns (birds, weather, ground targets, angels, etc.)
Radar targets were detected in the direction and times when the witnesses saw the objects. The distance was large (around 18 miles).

The radar targets were only visible for 2 periods of time (9:50-9:51 PM & 9:54-9:55 PM) of around one minute. This is consistent with the brief time that the witnesses saw the objects. The radar targets were in a southwesterly direction which is where the witnesses saw the objects.

The targets were moving in a westerly direction at speeds of 38 to 48 MPH and then accelerated to over 300 MPH before vanishing from the scope. The radar detected this from 9:54 to 9:55 PM. This is consistent with the direction of movement reported by the witnesses and closest to the time (9:52 to 9:57 PM).

If the targets represent what the witnesses saw the objects would have flying around 44,000 feet and would have been over 1,500 feet in width.

The witnesses saw multiple targets. Perhaps the targets were so close to one another that the radar only painted one return?

The targets were close to Pasco Airport. One would think that others would have witnessed the objects if the radar targets represented what the witnesses saw due to their large size and proximity to the Pasco area.

HOOPER, Colo. -- As part of the new series "Colorado’s Unexplained Stories," we’re taking a trip four hours south of Denver to the San Luis Valley. The area is nicknamed "The UFO Hot Spot of America."

Apparently, there are more UFO sightings there than anywhere else in America.

Locals refer to Highway 17, which cuts through the valley, as "The Cosmic Highway."

If you take the highway into Hooper, you’ll eventually pass by an oddly shaped dome-like structure known as "The UFO Watch Tower." It was created by Judy Messoline 15 years ago.

“What I find is we get people here because they need a place to talk about it and especially ones that have had experiences. Especially abductees,” Messoline said.

Ask anyone who lives in the Hooper area if they’ve ever seen anything weird in the sky and chances are each one of them will tell you "Yes."

Their experiences inspired Messoline to create the tower. It features plenty of things, including a log book where people can write their run-ins with the unknown.

“I had an air traffic controller from DIA come in who said they get six to eight UFO reports from pilots every month. Now figure that one out,” Messoline said with a chuckle.

PHOTO GALLERY

Without a doubt, what’s inside the tower is neat. But what’s outside is really out of this world.

“The meteor showers are just awesome from up here,” Messoline said as she stood on the tower.

From high atop the tower, people come to experience something different.

“About 40 psychics have been by and they’ve all said the same thing -- that there are two large vortexes in front of the tower,” Messoline said with a serious tone.

It might sound weird, but Messoline said there’s something special about the land the UFO Watch Tower sits on.

So much so, she created a "UFO Garden." The garden is scattered with all sorts of trinkets, left behind by visitors from our world.

“When you walk through the garden you should pay attention to your body so you can feel the energy from the vortexes,” Messoline said.

Vortexes are defined as being a portal between our world and other worlds. Almost like a gateway to a different universe, Messoline said.

“And I thought that’s kind of special, ya know? Doggone,” Messoline said.

For some, this sort of stuff is hard to believe. But in Hooper, the supernatural just comes naturally.

“Lots of things happen here and they can keep on happening because I’m having fun with it,” Messoline said with a laugh.

Our paranormal series "Colorado’s Unexplained Stories" will continue through this season of "The X-Files." If you have a supernatural story you’d like us to investigate, contact FOX31 Denver’s Kevin Torres at kevin.torres@kdvr.com or on his Facebook page. 

FOR THE FIRST TIME, A WHISTLE-BLOWER FROM WITHIN THE DIA COMPLEX CONFIRMS THE EXISTENCE OF A MASSIVE DEEP UNDERGROUND MILITARY FACILITY LOCATED BENEATH THE AIRPORT.

The Denver International Airport (DIA) is nestled on a vast 53 square mile complex and is owned and operated by the City of Denver. In fact, it’s the largest airport in the United States, in terms of land mass garnered, and the second largest airport in the world to Saudi Arabia’s King Fahd International Airport as I pointed out in my appearance on the Travel Channel series America Declassified.

The airport serves over 50 million passengers a year and is now incorporating a massive new project called “Airport City” an aerotropolis which has been presented publicly by the Mayor of Denver, Michael Hancock, who respectively declined an interview with Intellihub News. However, interestingly, the new aerotropolis will incorporate an expansive business district with new lodging as well as an agricultural and technical district within the confines of the airport property to attract more revenue to Denver’s growing economy. In fact, between the planed aerotropolis and Colorado’s booming marijuana industry, DIA just might be the next biggest thing since sliced bread.

The concept is innovative, a first for an airport in America, and is likely to become the envy of other airports around the world. In fact, according to Airport City Denver’s official website:

In 2010, DIA and the City and County of Denver took a major step in DIA’s evolution to fulfill its gateway role by inviting firms from around the world to submit proposals to assist DIA in planning, assessing and creating an Airport City at DIA as the core of and competitive accelerator for the emerging Denver aerotropolis. Later that year, DIA selected MXD Development Strategists (MXD) and its collaborative team including Design Workshop, CH2M Hill, Dr. John Kasarda, Integrity Parking, Transcore and Ambient Energy to prepare the Denver International Airport City Development Strategy.

However, local residents and others have been questioning the new construction in and around the airport property as several red flags have been raised. In fact, since the first construction phases of the airport started in the early 1990′s, there have been several indicators that something else may be taking place on or under the grounds of the 53 square mile complex.

THE FACILITY

Some speculate that a deep underground military facility, part of the Continuity of Government (COG) program exists on the site. A massive underground city to be used by our government in the event that Washington or our central governments command hub is compromised. According to some investigative reports, including one headed up by the former Governor of Minnesota, Jesse Ventura, the underground city that lies beneath the airport quite possibly connects to other deep underground military installations throughout the country.

Now, a source of mine within the airport confirmed for the first time astonishing information regarding the underground facility, providing details unknown to airport staff and the general public until now.

The following are details regarding a deep underground military installation located on the grounds of the DIA as provided by my source:

Level 1 of the airport is inset into the ground to protect from vibrations coming from underneath. The base board characteristics lead on to this technical design. The employees have been told the reason for this is to protect from vibrations from the public train that leads back and forth to all concourses, A, B, and C.
The airport’s gate and door numbers correspond to emergency action and response plans that indicate specific details to people “in the know”.
The design of the airport is built to throw people off as levels are labeled differently on each in some cases and grading changes make it difficult to pinpoint your actual elevation. This was a security feature added by the designers.
Due to lawsuits (or potential staged events) in the “United Airlines, Inc.” section of one of the basement levels at DIA, an infectious bio-hazard or fungal outbreak has instigated quarantined off areas of the underground, as they are now inaccessible to the airport staff and personnel. The quarantined section of the underground was confirmed by the source to be located in Concourse B’s East side lower levels.
The landfill located off of Tower Rd. two miles west of the Jeppesen Terminal was added onto in the early 2000′s despite the Airports Appeal To The District Court Against The Landfill in 2002, claiming it was a FAA safety hazard. The landfill has a functioning element to it but is “mocked-up” to look like a landfill hidden in plain sight.
There is a militarized intermediary entrance located in the “United Airlines” section of the underground. The actual door number was reveled by my source with great hesitation. The actual door code is “BE64B” unknown until now to the general public.
A swift door will also allow access to the intermediary entrance of the facility if you have the proper “speed-pass” clearance on a Department of Defense (DOD) level. This door was also a secret to the general public until now. The actual door number is “T-47 M” located on the level 4 exterior. Update: Airport Staff, “I just went in to T47-M… nothing goes down, no steps, no elevator”.
The dirt in parts of the train tunnels looks unnatural, and “if anyone steps on it they know”, said my source.
Gates can “lock-down” certain sections of the airport in the event of an emergency.
A nearly 3 mile long tunnel heads out from the intermediary entrance “BE64B“, to a full-blown Department of Defense (DOD) sanctioned militarized entrance nestled in a set of 5 buildings 120′ beneath the surface located Northeast of theJeppesen Terminal.
All VIP activity typically originates under the Northwest section of “Concourse C”
The information provided by the whistleblower does indeed beg the following question. Does the DOD have any ties to areas of the airport owned and (or) operated by domestics airline carriers?

DEPARTMENT OF DEFENSE TIES TO DOMESTIC AIRLINE CARRIERS

New information uncovered by Intellihub News investigators concludes that, yes indeed the DOD has ties to a commercial airline carrier that operates out of the Denver International Airport.

Documents requested by a Freedom of Information Act (FOIA) request by the Investigative Report Workshop in 2004 reveal that, “United Airlines, Inc” is involved in a DOD “Air Transportation Program” likely connected to COG. This contract would allow United Airlines to fly VIP’s, sitting Senators, Congressmen, and top elected officials including Head’s of State to-and-fro the main COG hub located on DIA grounds.

According to the Investigative Report Workshop, “The Department of Defense audits commercial air carriers it contracts with to fly DOD employees. The Workshop and PBS FRONTLINE sent a FOIA request to learn about United Airline’s maintenance procedures. Last year, we had sent the same request for another company and the audits proved to be very informative. This time, however, we received about 94 mostly blank pages.”

THE DIRT CAME FROM SOMEWHERE
According to my source from inside, a massive pile of dirt was added to an existing landfill in the area despite the FAA’s request that it was dangerous to travelers and could pose a radar issue causing a potential disaster. This addition to that landfill was pressed hard and was supposed to take place over a 40-60 year period, but instead took place over the course of about 4 years. The pile of dirt, which is masked as a landfill in-plain-sight, now exceeds 300′ in altitude.

An excerpt from the FAA appeal reads, “In the Hazard Determination and Affirmation, the FAA found that the Tower Road landfill at its proposed height “would be in the radar line of sight and vehicles [i.e., dump trucks and graders] operating at the landfill may cause radar reflection and consequently create false targets.” JA 7.

The Determination and Affirmation themselves provide no evidentiary basis for the “false target” finding. Indeed, we can find at most only two pages in a 462-page record to support it. The FAA’s aeronautical study reports that Airways Facility radar technicians have “identified the potential for false targets. At the current elevation of 5,423′ AMSL[above mean sea level], the landfill is below the radar line-of-sight. At the new height of 5,542′ AMSL, the large dump trucks, graders, and other heavy equipment create the potential for reflecting the radar and causing false targets…. The impact in this circumstance would be an erroneous position indication for the aircraft.”

CONCLUSION
The Denver Airport (Location) is part of a Continuity of Government Program and does indeed house an underground facility.

{ http://outcastradio.net/ }