Possibly a hint to a still unexplored atmospheric phenomenon?
by Grazyna Fosar and Franz Bludorf, Berlin
The increasing number of aircraft crashes during the last years, at which a large number of people lost their lives, concerns us all and lets us ask for the causes for this development. Not always technical defects or human failure may be determined clearly. Especially lately there were disasters ever more frequently, where research for the causes led to ambiguous results, despite of the improved technical possibilities. This forced us to look for possible connections between these incidents.
May such a connection exist at all between different events? Actually an unusual question, but our research showed a still much more surprising result: Indeed there was a number of incidents during the last two years that follow a mysterious local and temporal pattern! There seems to be a time and location dependent risk factor for the air traffic, which we provisionally called TLR factor (Temporary local Risk Factor) for lack of better explanations .
The crash of Swissair 111
On September 2nd the Swissair 111 was on its way on a line flight from New York to Geneva. About 22.14 local time the pilot announced to air traffic control in Moncton, Canada, that he detected smoke in the cab. They decided to try a forced landing in Halifax.
But they didn’t make it. 10 minutes later the radio contact broke off, and after 22.30 the MD-11 crashed into the North Atlantic briefly like a stone, shortly before reaching the Canadian coast near Peggy’s Cove. 229 humans lost their lives.
The search for the causes still is under way, but it seems obvious that a final clarifying will be never possible.
- It is strange that Black box and Voice recorder stopped their recordings at the same time, about six minutes before the crash, although they hang on different electric circuits.
- According to reports of experienced pilots the aircraft itself would not have had to crash even if a total power failure on board would happen, since the most important aggregates are equipped with push pull cables for manual control.
So why a presumed burning of an electic cable could cause the crash? There isn’t any evidence for the fact that the airplane exploded in the air.
The BALAIR incident
We began with our research, when a further incident excited our attention: Only five days after the Swissair crash, on September 7th, 1998, an airbus 310 of the Swiss charter company BALAIR, occupied with 144 passengers, had to make an emergency landing on its way from Zurich to Vancouver, shortly after a regular intermediate stop in Halifax, because smoke had emerged in the board kitchen. The forced landing was successful, and nobody was hurt.
Why, we asked ourselves, should be a fire in two aircrafts over the same region in such a short instance of time? A terrible suspicion came up: Was it because of the fact that both airplanes were straight near Halifax? But why?
Our investigations led to an almost unbelievable result, whose consequences cannot be assessed at all yet. Irony of the fate – the BALAIR flight does not belong at all into the pattern that we discovered – investigation of the aircraft actually resulted in a technical defect in the board kitchen!
The TWA crash
We began to examine the dates and places of further aircraft crashes and other incidents within the range of the North American east coast. Of course, everyone of us still remembers the unforgotten disaster with the TWA flight 800 on July 17th, 1996. At that time a jumbo jet of the American airline TWA had suddenly exploded in air, being on the flight from New York to Paris with 230 persons on board. It happened before the north east point of Long Island, and the wreck of the aircraft fell into the Atlantic ocean.
Long time there were different sabotage and conspiracy theories concerning this accident, because several eye-witnesses, especially a helicopter crew of the national guard, saw that a brightly shining object, a rocket or a cruise missile, flew towards the jet and possibly seemed to collide with it.
Meanwhile, these theories could be disproved. Today it seems that the jet had exploded due to a fire in the fuel tank.
Next fire in an aircraft in the same sea-area! And what was the bright object, which the soldiers of the national guard had observed? Again in the case of TWA 800, the last minutes on the Voice recorder are missing. Nothing in the crew talks gives evidence that they suspected any danger…
A mysterious sighting
Shortly afterwards we found a further incident, which ended well for the concerned people. The US National Transportation and Safety board (NTSB) announced that on August 9th, 1997, a Swissair Boeing 747-300 (flight number 127) being on its way from Philadelphia to Zurich, nearly collided with a unidentified bright object in the sea-area before Long Island. The object flew towards the aircraft at high speed and missed it only about 50 meters. The captain and the first officer, both experienced pilots with 15000 resp. 7500 flying hours, had both seen the object. According to their reports the object was neither an airplane nor a weather balloon.
Later investigations proved that it cannot have been a weather balloon because at that time no one was started in the region. Thus the bright object, which almost rammed Swissair 127, is named as “unidentified flying object”, thus as UFO, in the official documents, whereby we have to point out that this does not mean by any means that it had been something like an “extraterrestial spaceship”, in contrast to the popular use of this word, but only that it was a still unsettled phenomenon.
Were the passengers on board of TWA 800 less lucky, and their aircraft was rammed by a similar thing, giving rise to the the burning of the fuel tank? So what is it that flies around there near the coast of Long Island that met twice with an airplane in the interval of only few more than one year?
Mysterious time intervals
This leads us to the most important point, the dates. TWA 800 – Swissair 127 – Swissair 111: three incidents in the same area, in each case in the interval of somewhat more than one year. More exactly: between the crash of TWA 800 (17.7.1996) and the Swissair 127 incident (9.8.1997) there were 388 days, and between the Swissair 127 incident and the Swissair 111 crash(2.9.1998) there were 389 days.
Pure coincidence, or is this a local bound periodic phenomenon? Is there a still unknown disturbance, which can release fires and show up as an optical phenomenon, which emerges only once in the year in this sea-area?
A global phenomenon?
The answer is still more surprising, and we found it at the beginning of October 1998. On October 8th a MD-11 of British Airways had to make an emergency landing in Ireland on its flight from Manchester to Atlanta – because of fire smell in the cockpit! Also instruments and radios are supposed to have failed for a short time. Nobody came to damage during the incident.
Again a burning of cables, but this time in England! Again the examination of the aircraft did not result in an explanation for the smoke development. There were no technical defects, and the aircraft could continue its flight after short time.
Did it thus actually concern a disturbance coming from outside, and had this disturbance traveled from the American east coast to England during one month?
We checked. Between Manchester and the American east coast there are about 67 degrees of longitude. If there would be a disturbance traveling at constant speed in westeastern direction, then it would make this distance in 36 days (from September 2nd to October 8th), thus it would travel about 1.86 degrees of angle per day.
In order to orbit the earth once as a whole (360 degrees of longitude), such a hypothetical disturbance would then need approximately 194 days. So it would be every 194 days again over the same place, and thus after two circulations too, after 388 days. A first proof-strong reference to the TLR factor!
If such a TLR factor would exist, and if it would drift with a speed of approximately 1.86 degrees of angle per day in eastern direction, it could thus explain all the four mentioned air incidents, three in America and one in England.
Even the deviation of the differences between the American incidents (388 and 389 days) can be explained, because the first two incidents took place almost in the same place before Long Island, whereas the Swissair 111 crew detected the fire smell only 25 minutes after the start in New York, thus about half-way between New York and Halifax. This place is thereby located east of the others.
Before we dedicated ourselves the question, which physical phenomena could be the basis for the TLR factor, we examined first whether there were possibly still more air incidents, which fit into the pattern.
Further data fit into the pattern
If you surf in the data bases of the air security authorities, you will see the frightening frequency of world-wide air traffic incidents consciously. The data abundance is hardly to be mastered. In order to protect the overview, we limited to the year 1998 and regarded only such incidents, where the cause was released by fires or inexplicably. It is clear that this strange temporal and local pattern cannot explain all airplane disasters, since there are after all different causes: technical defects, pilot errors, turbulences etc.
Despite these restrictions we had several hits!
- On March 31st, 1998, a turbo-prop aircraft of the British airline Emerald air had to make an emergency landing on the airport in Stansted, about 37 miles northeast from London, briefly after the start, because the right engine had caught fire. It was a crash landing, but nobody was hurt. The 31st of March was 155 days before the Swissair crash. During this time the TLR factor had crossed 288 degrees of longitude in eastern direction and would have therefore traveled from London (0 degrees) to 71 degrees of western length, thus again to the sea-area at the American east coast!
- On May 26th, 1998, a Y-12 of the Mongolian airline MIAT with 26 passengers on board crashed approximately 13 minutes after the start in the city of Erdenet (Mongolia). The cause is unsettled, all passengers lost their lives. Erdenet is located at 104 degrees of eastern length and thus 104 degrees east of London, the place of the incident at the end of March. For 104 degrees of longitude the TLR factor needs however exactly 56 days, which accurately matches the difference between March 31st and May 26th.
- In the summer of 1998, the TLR factor had again to cross the North American continent. And it left its traces: On August 21th the engine of an air Tractor AT401 caught fire shortly after the start in Ruleville, Mississippi. The pilot could save himself after the forced landing intactly, but the machine burned out completely. The incident happened only 12 days before the Swissair incident. Ruleville is located approximately at 90 degrees of western length, thus in approximately 22 degrees west of the Swissair crash location – exactly the distance, which the TLR factor travels with 1,86 degrees per day in 12 days.
Of course critics can still object that these are only coincidences. Of course we selected only these incidents, which fit into the pattern, but at all we don’t want to explain all aircraft crashes. Each police inspector, who would have to clear up a crime series and would discover such a regular local and time pattern, would not regard this as a coincidence and would include the pattern into its determinations. Exactly this we intended that experts may attend themselves to this strange effect, for which there is still no scientific name, which however leaves a clearly visible trace around the globe – in form of aviation incidents, which follow a regular pattern.
It is obvious that we do not have a final scientific explanation for the phenomenon. We uncovered only the existence of the strange pattern, so that scientists can dedicate themselves to the further investigations.
The available data however permit some conclusions, which physical effects already known could be possibly connected with the phenomenon.
Already in our last book “Zaubergesang“, which concerns with the geomagnetism and the atmospheric phenomenon of the Schumann waves, we stated that there are geophysical disturbances which move in different speed slowly around the earth. So the earth’s magnetic field itself has a pronounced disturbance, which is momentarily located over South America, but traveling around the globe in western direction during approximately 2000 years.
The hypothetical TLR factor, which could be jointly responsible for some aircraft crashes, is however rather suspected to be an atmospheric phenomenon, which is thus connected in the broadest sense with the world-wide weather development. For this interpretation there are different evidences: the direction (west-east) as well as the speed, with which the signal travels around earth.
The incidents we found are all together located on the northern earth hemisphere in the temperate climate zone, whereby the places in America are located a little south of those in Europe and Asia. The propagation of the TLR factor might thus be rather wavy but not exactly straight-lined.
The phenomenon, for which we look, might be probably of electromagnetic nature. What otherwise should raise fires in cables and visible bright objects in the air?
With large probability anyhow the bright object, which flew past Swissair 127, was not an object from solid matter, because it was not to be seen on the radar recordings. Also the object, which collided with TWA 800, was sighted only by observers with the naked eye. Thus it may not have been any surface-to-air rocket.
The observations rather suggest that in the aircrafts a “short-circuit” must have been preceded by a possible “short-circuit in the atmosphere”, however not a usual thunderstorm, which normally cannot do any harm to an airplane, but rather a kind of ball lightning. Such a strange thing, by the way, actually penetrated an Eastern Airlines aircraft in March 1963, and then under way flew around between the seats of the passengers during the flight from New York to Washington, without causing larger damage. Experts told however that if such an object would have contact for instance with the fuel tank or other easily inflammable material a disaster could very probably have happened.
Long time science rejected the existence of such ball lightnings at all, since they could not be observed purposefully repeatable. In the meantime one knows however that under certain conditions it is possible that there is a compression of ionized gas (plasma) in the atmosphere, which may be responsible for such optical phenomena.
Such “luminescent bodies” were examined in detail during the past years by the Russian scientists A. N. Dmitrijev and V. L Djatlov of the institute of mathematics at the University of Novosibirsk. They found out that such objects appeared during the last years actually more frequently than ever before. For this certain physical conditions must be fulfilled. On the one hand these are tectonic instabilities (why for example the phenomenon arises frequently in the region of the Altai mountains), on the other hand geomagnetic storms and increased solar activities.
Especially during the last years astrophysicists could constitute an increased activity of the sun, which is jointly responsible for disturbances of the geomagnetism. Recently, in April 1997, the largest subject cloud of the sun, ever observed, met on our earth. The lucid objects resulting from this are very high-energetic and may cause, if they explode, substantial damage. They may be visible for the naked eye or invisible, and they may appear on radar display screens or not.
But this cannot be the only explanation for the airplane incident series mentioned here, because it does not explain the strange local and time pattern. Why these phenomena do not arise coincidentally somewhere, but do follow a firm pattern?
Of course, we have no final answer on this too. For the local pattern the jetstream could possibly be jointly responsible. It concerns a strong wind field, which is present both on the northern and the southern earth hemisphere, and which runs in wave-like course around our planet. The jetstream is also responsible, among other things, for the steering of polar low-pressure areas and therefore for our weather.
Until 1993 the northern jetstream ran approximately along the 60th degree of latitude, thus in the polar region. Since that time however the US National Weather Service determined a misalignment to the south. As a cause is accepted the increasing ground electrode warming. Meanwhile the jetstream runs also over central Germany during some times, which could be possibly responsible for the bad weather in the last summer.
The following map shows, how the mentioned airplane incidents are related with the process of the jetstream.
As can be seen, the local pattern of the hypothetical TLR factor may be indeed connected with the jetstream. For a long time it is known that the jetstream is not only a wind field, but has also electromagnetic characteristics. It works like an enormous loop antenna, where also electromagnetic atmosphere impulses travel, for instance the Schumann resonance waves. It is already used also for technical projects for the use of these atmosphere energies as for example the HAARP project in Alaska (see our book “Zaubergesang“).
What cannot be explained this way, is the temporal pattern. The jetstream is present around the earth at any time. In its effective range it could come to compressions of ionized gases at any time and everywhere, but why the disturbances appear only at determined places and at certain times, thus why the TLR factor drifts obviously slowly in westeastern direction around the earth, remains a mystery.
The hypothesis is confirmed in cruel way
Hardly we had set up our hypothesis concerning this spatiotemporally regular risk factor for the air traffic, a further airplane disaster took place. Personally distressed we noticed that this accident again exactly fitted into the pattern.
On October 12th, 1998, shortly after midnight, a charter aircraft type Cessna 402, coming from the Danish city Aalborg, crashed during approach to the Norwegian island Stord and immediately caught fire. The cause is so far perfectly unsettled. The Norwegian air traffic controllers had already visual contact to the aircraft, the weather conditions were rainy with high cloudy appearance and only weak wind. Everything seemed perfectly in order, when the airplane suddenly dropped before the eyes of the horrified airport coworkers only 200 meters before the runway. All eight humans on board, the pilot and seven shipyard workers, who were on way to their job, were dead at once.
The island Stord is located at the west coast of Norway between Stavanger and Bergen at 5,25 degrees of eastern length, thus somewhat more to than seven degrees east of Manchester, where on October 8th the last, fortunately harmless incident, had taken place. This corresponds exactly to the expected temporal distance of four days. The region of south Norway lies also in the area of the jetstream.
Our researches came to the conclusion that there is obviously an unknown potential risk factor for the air traffic, the TLR factor, in the northern temperate climate zone. Characteristic for this factor is a spatiotemporal pattern, which already permits, even in this stage of investigation, to predict the approximate localization of this factor for each day of the year.
So that it actually comes to a aviation incident or a disaster at a certain time at a certain place, obviously further conditions must be fulfilled, over which partly so far only assumptions are possible:
- Obviously an airplane must be in air at the questionable time at the questionable place.
- The place must be located in the range of the jetstream.
- Increased disturbances of the geomagnetism or solar flares must possibly be present, which becomes particularly according to experience strongly apparent in the spring and autumn.
- The TLR factor must have reached a place within the range of the jetstream in the process of its east-west drift.
Further factors are still unknown. Particularly the strange 194 day rhythm is so far still completely inexplicable. It is worthwhile itself however to examine this mystery in detail scientifically. The probability is high that it hides an unknown geophysical phenomenon. And a study of these phenomena could supply a substantial contribution for the increase of flight safety.
Grazyna Fosar, Franz Bludorf: Zaubergesang. Geheimnisvolle Erdfrequenzen – der Schlüssel zur Wetter und Gedankenkontrolle. Publishing house Herbig-Langen-Mueller. Munich 1998.
A.N.Dmitrijew, W.L.Djatlow: Physical model of an inhomogenous vacuum and natural luminescent bodies. Novosibirsk 1995. Preprint / RAN Sib. abbott, Inst. for mathematics, No. 16.
Stansted incident: http://dnausers.d-n-a.net/dnetGOjg/310398.htm
Swissair-127-incident: NTSB identification NYC97SA193 (http://www.ntsb.gov/Aviation/NYC/97A193.htm)
Ruleville incident: NTSB identification MIA98LA228 (http://www.ntsb.gov/Aviation/MIA/98A228.htm)
MIAT crash: http://dnausers.d-n-a.net/dnetGOjg/270598.htm
crash in Norway: AP press release: “8 Die in Plane Crash in Norway “, given on 12.10.1998 at 3.09 EDT.
Contact to the authors: Grazyna Fosar · Franz Bludorf · Postfach 242· D-12112 Berlin · Fax: +49-30-79 01 48 94 · e-Mail: email@example.com