Hitler's Terror Weapons Brooks, Geoffrey (bts books to read TXT) 📖

rumours that large groups of SS men and their families were seen entering the tunnel system during the fighting for Jonastal just before the lower galleries were sealed while the mysterious electro-magnetic source was left operating. Whatever its purpose, the last Führer HQ at the centre of such a defence would have been impregnable so far as mechanical means of attack were concerned.

The German work at Ohrdruf may have been aimed at investigating other space-time continua. This was said to have been the purpose of the alleged Philadelphia Experiment in 1943. Scientists such as Dr Joseph Weber of the University of Maryland have confirmed that good reasons exist to suspect some form of gravitic anomaly disposed around the Earth in a particular pattern. This might be an ordinary gravitational field beyond our spectrum acting in a manner equivalent to electro-magnetism. The thinking is that there could be ten areas of the world, five in each hemisphere, where this form of gravitic anomaly operates, and in these regions it does seem that the number of disappearances of ships, people and aircraft is disproportional to the occurrence of losses elsewhere. The most famous of these is an oblong area with one corner at Fort Lauderdale on the Florida coast, the so-called ‘Bermuda Triangle’. In order to be clear on the concept, I have cited three post-war cases. Although the basic anomaly seems to be chronometric, i.e aircraft arriving at a geographical location at a calculated speed beyond their modest capabilities, the actual cause may have been the operation of Gravity II a – second gravitic force first postulated by the geophysicist Dr John Carstoiu in his NAS thesis The Two Gravitational Waves Propagation.

These theories may well explain, for example, two USAF cases over the Pacific in the 1950s and the US Navy tragedy involving the mysterious loss of five Avenger aircraft on a training flight from Fort Lauderdale on 5 December 1945.

Ivan T. Sanderson investigated in his book Invisible Residents (Universal Tandem, 1974 at pp. 152-162) two reports by experienced military aviators involving an inexplicable time anomaly while aloft. The reports were then analyzed by Captain R.J. Durrant, an airline pilot.

J. F. O’D was a B-26 group navigator who briefed three squadrons daily on navigational routes operating while serving in Korea in late 1955. Returning from a training mission heading almost due south between Seoul and Pusan at 7000 feet, he calculated at three check points over a twenty-five minute period a ground speed for his aircraft of 550 knots. This would imply a tail wind of 265 knots for an aircraft of that type on a routine flight. There were no side-effects such as unusual turbulence reported. Meteorologists were of the opinion that such a wind blowing south at 7000 feet would be impossible. Captain Durrant stated that the only explanation available to fit the reported facts was that the aircraft must have unknowingly entered a mass moving at a speed greater that the spin of the Earth. A selective force pushing or pulling the aircraft would have shown up on the airspeed indicator.

In the second case Lt Col Frank P. Hoskins USAF stated that in the spring of 1966 he was AF advisor to 106th Air Transport Group NY Air Guard based at NASNY. On the day in question he was a basic navigator aboard an Air Guard C-97 from Kwajalein to Guam. Guam is an area notorious for unexplained aircraft disappearances. It was a 6-hour flight at 12,000 feet with a forecast side wind of 10 knots. His Loran and celestial fixes over part of the course resulted in the calculation of a speed of 340 knots, indicating a following wind of 110 knots. On landing, the weather debriefing officer admitted that he was aware of such inexplicable phenomena which occurred for a few hours eight to ten times a year.

The possibility of this assist being the jet stream was ruled out by low altitude and wrong direction, and Captain Durrant also calculated that Lt Col Hopkins had actually underestimated the strength of the assist, which was nearer to 200 knots. A wind of such velocity would have affected the land surface below. The only explanation is that this old C-97 aircraft ran into a local gravity field anomaly. To put it more simply, in both cases the two aircraft got to their destination impossibly fast. The only possible known cause, a wind of super-hurricane force, was not recorded, and if it had occurred would have had a devastating effect at ground level. Thus for a brief period the aircraft slipped into an unknown strata which happily was moving in the same direction of travel.

The third case is more complicated, since none of the aircrew survived. The verdict of the Navy Department enquiry into the loss of five Avenger aircraft and their crews on 5 December 1945 adjudged the flight leader, Lt Charles C. Taylor, culpable for the tragedy: “The flight leader’s false assurance of identifying as the Florida Keys islands he sighted plagued his future decisions and confused his reasoning. He was directing his flight to fly east even though he was undoubtedly east of Florida.”

On 9 November 1946 the Board of Correction of Naval Records upheld an appeal lodged by Lt Taylor’s mother on a technical point and substituted an amended cause of loss attributable to “reason or reasons unknown”. Unlike other so-called Bermuda Triangle mysteries, the unique factor about the loss of Flight 19 is that radio contact was maintained with the straying aircraft during the critical period for no less than three and a quarter hours, yet in all that time the shore stations were never able to obtain a radar or DF fix on them. The depositions to the board of enquiry when plotted on a chart enable us to satisfactorily resolve this mystery. A significant red herring has been the interpretation of a single word given in evidence by an instructor colleague of Lt Taylor.

The factual information which follows is from information supplied