Huge Triangle UFO... U.S. Government Proof
	The Strange Story of the A-12 Avenger.... Where is it Now? Keep Watching the Skies, KEEP WATCHING! A-12 Avenger II Plans for the Navy's A-12 combat aircraft called for incorporating more advanced stealthy characteristics than were used in the F-117A, as well as significantly greater payload capabilities. The Navy's A-12 Avenger Advanced Technology Aircraft (ATA) was slated to replace current A-6s on aircraft carriers in the mid-1990's. But on 7 January 1991, Secretary of Defense Richard Cheney canceled the program, in the largest contract termination in DoD history. By one estimate the A-12 had become so expensive that it would have consumed up 70 percent of the Navy's aircraft budget within three years. {This became a Black Project... Eyepod} The Navy originally planned to buy 620 of the McDonnell Douglas/General Dynamics aircraft, with the Marine Corps purchasing an additional 238 planes. And the Air Force at one point considered buying 400, at an average cost that was estimated at close to $100 million each. The A-12 was designed to fly faster and further than the A-6E, and carry a large bomb-load in internal bomb-bays to reduce drag and maintain a low radar cross-section. As with the Advanced Tactial Fighter (ATF), the A-12 was expected to have greater reliability than current aircraft (double that of the A-6E), and require half the maintenance manhours. At first blush, the A-12's performance capabilities would have been in roughly the same class as existing aircraft. The key improvement over existing aircraft, not inherently obvious when comparing specifications, was stealth. While today's radar can detect existing naval aircraft at a range of 50 miles, the A-12 was designed to remain undetected until approximately 10 miles away. This would result in significant operational and survival benefits for the A-12 since defenders would have little opportunity to engage the aircraft once detected so close to the target. The A-12's reduced radar cross section would have been derived, in part, from carrying its ordnance internally. While the top speed of the more visible F/A- 18 and A-6 would be significantly reduced by the drag induced by external weapons carriage, the internal weapons bay on the A-12 would provide no impediment to speed.                                                            A-12 Cockpit The A-12 proved to be the most troubled of the new American stealth aircraft in large part because of problems found in the extensive use of composites in its structure. These composites did not result in anticipated weight savings, and some structural elements had to be replaced with heavier metal components. The weight of each aircraft exceeded 30 tons, 30% over design specification, and close to the limits that could be accommodated on aircraft carriers. The program also experienced problems with its complex Inverse Synthetic Aperture Radar system, as well as delays in its advanced avionics components. The full scope of these problems were not appreciated at the time of Defense Secretary Cheney's Major Aircraft Review, which slowed the production rate and dropped 238 Marine Corps aircraft, leaving the original total Navy buy of 620 aircraft. Cheney also decided to delay for over 5 years the Air Force buy (from 1992 to 1998), which was decoupled from the Navy project. Subsequently, the A-12 contractors revealed that the project faced serious engineering problems and a $2 billion cost overrun, which would delay the first flight by over a year, to the fall of 1991, and raised the unit cost substantially. According to the 1990 administrative inquiry conducted for the Secretary of the Navy, the cost performance data from the A-12 contractors clearly indicated significant cost and schedule problems. The results of an oversight review of the cost performance reports disclosed that the A-12 contract would probably exceed its ceiling by $1 billion. However, neither the contractors nor the Navy program manager relied upon this data; instead, they used overly optimistic recovery plans and schedule assumptions. The inquiry concluded that the government and contractor program managers lacked the objectivity to assess the situation and they disregarded financial analysts who surfaced the problems. The U.S. Navy on January 7, 1991, notified McDonnell Douglas and General Dynamics Corporation (the Team) that it was terminating for default the Team's contract for development and initial production of the A-12 aircraft, and demanded repayment of the amounts paid to the Team under such contracts. The Department of Defense terminated the contract after the contractors failed to deliver a single airplane after receiving more than $2 billion in payments. Instead, the contractors refused to continue with the contract unless they received extraordinary relief in the form of relaxed terms and extra funds. At the same time, they would or could not assure delivery of an aircraft by a time certain, specify the aircraft's performance capabilities, or commit to a specific price for the aircraft. The Team filed a legal action to contest the Navy's default termination, to assert its rights to convert the termination to one for "the convenience of the Government," and to obtain payment for work done and costs incurred on the A-12 contract but not paid to date. On December 19, 1995, the U.S. Court of Federal Claims ordered that the Government's termination of the A-12 contract for default be converted to a termination for convenience of the Government. On December 13, 1996, the Court issued an opinion confirming its prior no-loss adjustment and no-profit recovery order. In an early 1997 stipulation, the parties agreed that, based on the prior orders and findings of the court, plaintiffs were entitled to recover $1.071 billion. Furthermore, on January 22, 1997, the court issued an opinion in which it ruled that plaintiffs are entitled to recover interest on that amount. The government appealed the United States Court of Federal Claims ruling in of 20 February that awarded $1.2 billion to Boeing and General Dynamics. The Department of Defense argued that the court incorrectly ruled in favor of the contractors and that the award provides unwarranted relief from a failure to produce the aircraft for which the contractors werefully responsible. The Federal Claims Court decision was fully expected based upon earlier rulings by the trial judge; the government has made clear its belief that those earlier rulings were fundamentally flawed. A US Appeals Court overturned the award to Boeing and General Dynamics in July 1999, ruling that trial judge used the wrong legal test before issuing the damgage awards. The trial judge reversed himself in September 2001, ruling that the government was justified in cancelling the A-12 program. The issue remains unsettled, interrupting the Navy's FY 2003 procurement agenda because lawmakers want the case settled before awarding an $810 million contract fora third DDG-51 destroyer to Bath Iron Works (BIW), a subsidiary of Boeing. Specifications Function Carrier-based land-attack   Contractor   Unit Cost   Propulsion   Thrust   Length 37 feet 3.0 inches   Wingspan 70 feet 3.2 inches 36 feet 3.2 inches with wings folded   Height 11 feet 3.4 inches 12 feet 6.2 inches with wings folded   Maximum Takeoff Weight   Ceiling   Speed   Crew Two   Armament   Date Deployed   First flight   A Lot of Unknown Specs... Due to "security" and CIA directives. FRJ Back to Alien Chronicles Front Page
				The A-12 has advanced greatly over the years, but it's basic shape has been retained. Some reports say the functional space platform exceeds 600 feet. The 500 marking on the artist's rendition of the A-12 is no accident, 5 broken down in it's classic form is 2 and 3, which of course is 23... Eyepod.Org
			Below is a sighting of an advanced version of an A-12, [though no longer bearing that designation] the type of craft often seen and reported as a UFO. English words identified on black triangular craft-Sydney Texas   On 04-09-2005 I saw what I believe to be a UFO in Sydney, Comanche County Texas at 9:12 local time. I offer some unique observations. That evening, I was walking back to my motor home after wildboar hunting in an unpopulated area that I lease for hunting. The sky was clear; wind calm and the sun had just set. The sky was growing darker and darker blue straight above and stars were beginning to show. The sky was becoming black in the east. The setting sun was still keeping the western horizon illuminated and indirect lighting from the west made it possible to see my way without a flashlight. I had my .243 Win. Remington 700 varmint rifle of which I am a quite an accomplished shooter. It is considered a "high-powered" rifle. I do quite a bit of bench rest competitive shooting with it as well as hunting. The rifle is set up with a high-tech "Leupold" optical sight, (scope) which is extremely accurate and highly specialized for great light gathering ability and performs best in low light conditions. It is not what is called a "night vision" sight. The scope magnifies the target image with great sharpness and definition and the magnification is adjustable from 4.5 to 14 times that of the natural image. Upon my return to the motor home, I was tired after a long walk. I had carried quite a bit of equipment with me. I sat on a chair, took my eyeglasses off and toweled my face as it is already becoming hot in Texas. While I rested, without my glasses on, I noticed three very "unfocused" lights to my south and these lights were moving toward me. Immediately I put my glasses back on and saw what I believe was a UFO. (SEE ATTACHED ANIMATIONS) (a) Is the appearance of the vehicle without my glasses on and (b) is the view I had with my glasses on.) (I drew the images on my pc) The object approached from the south-southwest and while moving north- north east, passed almost directly overhead making no sound whatsoever. I estimate its altitude to be somewhere about 800 feet and its airspeed speed approximately 30 mph. It "floated" and did not fly as it obviously had insufficient airspeed to fly. (I am a Physicist & an FAA Licensed Pilot) While the sky was almost entirely black behind it, I could clearly see its underside as it was illuminated from the fading sunlight to the west. I estimate that the machine was about 60 feet wide and 80 feet long and 10 feet thick at the rear. Under its belly, there was a straight line going from its leading tip toward the center of the aft edge of the fuselage, which was perpendicular to its travel. This straight edge clearly showed its shape to be three-dimensional. The straight line showed that its belly was V-shaped, much like the hull of a speedboat. It was similar to the space shuttle as when viewed from in front and below the shuttle. This machine was directly over me and I was alone in the middle of nowhere, therefore, I felt quite "uneasy." It made no threatening moves whatsoever, but I aimed my rifle at it and through the riflescope, which was set on 8.5 power, I could clearly see surface detail in explicit detail. The machine’s surface detail appeared to be covered with well-fitted tiles, much like the ceramic tiles used on the United States Space Shuttle. Then in the fading light, I noticed a distinct marking. This marking was absolutely shocking, as I could actually read it! It was white print outlined in black on a red arrow pointing toward a rectangle of sorts. The arrow pointed at a something rectangular that I cannot define, but I clearly could read these three words, “EMERGENCY RELEASE and RESCUE.” In the same place were other words that appeared too fuzzy to read. I suspect that these words were “PULL FOR...” Instantly I realized that this was a military machine and no “flying saucer.” I felt much better as I knew that these were surface details that were intended to help rescue people access and then be able to remove the pilots on board in the event of a crash. I kept the crosshairs on the center of the aircraft as it disappeared into the darkness but as I realized it was “one of ours” and it was not a threat to my own personal safety (I think) I put the rifle safety back on. I can see however that others may have “defensively” shot at it --- and that may have resulted in a crash of the vehicle. I am somewhat “pissed off” at the military as while this area is directly under the Ft. Hood, Texas MOPA and practice flights are flown daily, really - they should not be taking chances like this where someone on the ground could actually be shooting the damned things down! I am sure that the military pilots (if it even had a crew…) were aware of my presence but they NEVER expected possible “offensive action” to be taken against them on this low level flight. The last thing I would have ever have wanted would have taken a “defensive” shot and then find American military pilots onboard in the wreckage. source & references: www.nuforc.com Back to Alien Chronicles Front Page If not a Hoax, this one is a exceptional sighting, with photo... FRJ Geometry Lesson in New Orleans? My co-worker’s 13-year old son was in his back yard in Westwego, LA, taking a picture of the sunset on 04 Mar 05. When he downloaded his pictures to his computer he noticed a spot in the top center of the photo (first photo). When you enlarge the area you see a triangle with lights on each tip (second photo). If you look even closer, you can see a black dot to the right and above the triangle. Westwego is directly across the Mississippi River from New Orleans. Black Triangle Videos Eyepod.Org And from Filer's Files.... Just Once More World Speed Record of 2000 mph Set On May 1, 1965 – The YF-12A interceptor, an early version of the SR-71, set world records at 2,070.101 mph at 80,257.65 feet. It is reasonable to assume we now have aircraft that can triple that speed. Bill  Hamilton reports:  According to my old contact with Aviation Week and Space Technology writer Bill Scott was the source of my statement that the Navy's A-12 Avenger Advanced Technology Aircraft (ATA) that was slated to replace current A-6s on aircraft carriers in the mid-1990's was canceled. However, another triangle development which was not jet-propelled was developed. These triangles move with the silent power of gravitational energy.  Secretary of Defense Richard Cheney canceled the program, which was the largest contract termination in DoD history because it had become so expensive. This became a Black Project (Eyepod).    While today's radar can detect existing naval aircraft at a range of 50 miles, the A-12 was designed to remain undetected until approximately 10 miles away. This would result in significant operational and survival   benefits for the A-12 since defenders would have little opportunity to engage the aircraft   once detected so close to the target. The A-12's reduced radar cross section would have been    derived, in part, from carrying its ordnance internally. While the top speed of the more visible F/A-18 and A-6 would be significantly reduced by the drag induced by external weapons carriage, the internal weapons bay on the A-12 would provide no impediment to  speed. The follow-on A-12 has advanced greatly over the years, but it's basic shape has been retained. Some reports say the functional space platform exceeds 600 feet. The 500 marking on the artist's rendition of the A-12 is no accident, 5 broken down in it's classic form is 2 and 3, which of course is 23... Eyepod.Org   http://www.eyepod.org/TAC-A-12-Flying-Triangle.html Bill Hamilton AstroScience Research http://www.astrosciences.info, Frank Riccardi. Director@eyepod.org FT. HOOD, TEXAS -- A physicist and an FAA Licensed Pilot saw a triangle shaped craft flying at 800 feet with an airspeed of 30 mph floating over Sydney, Texas, on March 9, 2005. The observer saw lettering on the side of a triangular craft that was about sixty feet wide and eighty feet long and ten feet thick at the rear. Under its belly, there was a straight line going from its leading tip toward the center of the aft edge of the fuselage, which was perpendicular to its travel. This straight edge clearly showed its shape to be three-dimensional. The straight line showed that its belly was V-shaped, much like the hull of a speedboat. It was similar to the space shuttle as when viewed from in front and below the shuttle and had well-fitted tiles also like the Shuttle. There was a distinct marking, a red arrow pointing towards three words, EMERGENCY RELEASE and RESCUE. Thanks to Peter Davenport www.nuforc.com Alien Chronicles Front Page
		Image from Area 51... Eyepod.Org Defense Tech reader DS got himself a shout-out in Slate last week, after finding an airstrip out by Nevada's infamous Area 51 in Google's database of satellite pictures. So reader McZ decided to raise the stakes, and sent in to Defense Tech HQ a whole heap of "airfields and strange structures" he discovered in the Googlesat archives. "All these locations are generally in the same reservation as Groom Lake/Area 51," says JA, who, along with DS, was nice enough to take a gander at the pics for me. "Given that this was the location for a lot of the testing for the F117s and various other black craft, it makes sense to have local targets -- keeps you from having to fly over unsecure ground. But the lack of an identifiable golf course is highly suspicious for a supposed USAF facility." Anyway, here are a half-dozen of the locations, and what DS and JA had to say about 'em: latitude 37.363237, longitude -116.827273 DS: Appears to be the same as my airstrip...a target for aerial bombing. JA: Yep, an airstrip in the middle of nowhere, a target or training site of some other sort. 37.705925, -116.659646 JA: It has the feel of a target about it. But there's a lack of infrastructure around. It just occurred to me to wonder whether any of this apparent plethora of target runways might be set up to resemble certain 'airfields of interest' in other parts of the world. As landmarks they're pretty hard to hide. DS: Probably not a place you'd want to visit any time soon, since the USGS [U.S. Geological Survey] sketch says in big letters "RADIOACTIVE AREA." 37.586145, -116.915330 JA: Definitely the recipient of numerous bombings. DS: I think we're seeing here why our Air Force is so good at bombing the crap out of the enemy. 37.421686, -116.822768 DS: I'd have to say that this is definitely a bombing target. You can see the blast marks all around the strip. JA: Target, decoy, or simulation. Large circle appears to have been done over top of earlier scrapings, possibly done for different purpose. 37.485010, -116.228459 DS: It's a strange circular structure -- a possible target range? JA: It's a location directly north of the strip that got all this started would indicate a target or some other form of training site. There appear to be a couple of towers pointing NNW from the center of the thing. There's a couple of reasons to create a large bull's-eye. A seismographic test facility, perhaps? 37.628036, -116.848060 (pictured above) DS: Five circles inside of a triangle. It looks fake. But it shows up on other images and has road to it. It has to be an ultra secret homing symbol to assist E.T. with landing...Ok, just kidding...it's a bombing target. JA: Sand, Cat D9, Bored Airman, Time, some assembly required. It could possibly be another navigational target, but just how many of those do you need in a 10 square mile area? Yanking the former Soviet Union's intel guys' chains? Yanking the Roswell bunch's chain? More Area 51 and the A-12 History Contact I-Team Investigative Reporter George Knapp As Las Vegas prepares to celebrate its centennial, another Nevada institution is marking a milestone birthday this month. The world's best-known secret military base, Area 51, turns 50 years old this month. Area 51, located at dry Groom Lake in Lincoln County, has been "the" location of choice for the most classified military programs in the world. For many years, the government would not admit its existence. People who worked there were sworn to secrecy. Now, they're talking. Area 51 wasn't supposed to be a permanent base. It was built in 1955 for the U-2 spy plane. But when that work was finished, other so-called black projects were sent there, and today it is a multi-billion dollar facility that essentially cannot be duplicated. The people who've worked there over the years are justifiably proud about their work in protecting our national security. But they've never been able to talk about it, not to their spouses, not even to each other. Now, the people who were there, and the secrets they kept for so long, are breaking their silence. Buses with blacked-out windows, cameras that scan for any movement, sensors buried in the dirt, armed choppers that patrol the skies are all ominous signs that warn of deadly force. The secrecy that's long been the trademark of Area 51 is as pronounced today as it's ever been. Whatever is going on inside, no one is going to talk about it. For decades, the government would not admit the existence of Area 51. Its code name disappeared from maps. Employees could not tell their own spouses where they worked. T.D. Barnes, retired CIA electronics specialist, said,  "No one knew about it. You never heard of Groom Lake in those days, or Area 51. Electrical whiz T.D. Barnes was working for NASA in the 1960s when he first focused on Area 51. He knew from radar signatures that something very fast was flying around out there. Barnes was recruited by the CIA to join the Groom Lake team, although this kind of teamwork was pretty unusual. Barnes said, "You never talked about each other's jobs. Some guys I knew, I worked with them, stayed there all week with them, to this day I don't know what their specialty was. We didn't ask. To this day you do not ask." If Area 51 had DNA, secrecy would be woven into it. Lockheed genius Kelly Johnson needed an out-of-the-way place to test his spindly spy plane, the U-2, and the dry bed of Groom Lake seemed perfect. It was far from prying eyes, but still close to the already-secure Nevada Test Site. In 1955, when the first U-2 was rolled out at Groom, the base, then known as Watertown, consisted of only a few buildings and hangars. For Francis Gary Powers and the other U-2 pilots and personnel, Area 51 was no garden spot, but the work was vital. The U-2 enabled America to find out what our adversaries were up to. Even before Powers U-2 was shot down over Russia, a successor to the U-2 was in the pipeline at Lockheed's Skunkworks, a family of planes that would be known as Blackbirds. Bob Gilliland, Lockheed test pilot, "The greatest airplanes ever built, and still are, 40 years ago and still the world's fastest. Test pilot Bob Gilliland was chosen by Lockheed as the first man to fly the SR-71, one version of the Blackbird and the fastest plane too ever fly. When the U-2's moved out of Groom Lake, the Blackbirds moved in. They could travel faster than Mach 3, but at such speeds, the planes and the pilots got mighty warm. Bob Gilliland, "Around 800 degrees Fahrenheit. A self-cleaning oven is 425. A soldering iron is 550, so it's a lot hotter than that. General Dennis Sullivan, CIA pilot, said, "They asked me, you want to volunteer to do something? What am I gonna do, I asked. They said, we can't tell you. Okay, I volunteer." Military pilot Dennis Sullivan was recruited by the CIA to work at Groom Lake in the early 1960s and to pilot the A-12, an early Blackbird. It was the middle of the Cold War, but for spy pilots, the cold war was pretty hot. Various enemies were trying to shoot down the Blackbirds. And just flying the planes was dangerous enough. Gen. Dennis Sullivan said, "A guy in CIA headquarters told me when we looked at it, we figured we'd lose 20-percent of you guys, which is about what we did." There were other dangers. Area 51 was only a few miles from Ground Zero at the Nevada Test Site. The base was often showed with radioactive fallout from atomic tests. In later years, workers were exposed to toxic chemicals because of regular open pit burning at Groom Lake. Despite the risks, those who worked at Area 51 are proud of their roles -- proud and tight-lipped. T.D. Barnes said, "If there's something going on out there and they don't want people to know about it, they're not gonna know about it. It's not gonna happen." There are some festivities planned for the end of this month in Rachel, Nevada to mark the 50th anniversary of Area 51. Although, the I-Team is told the base has already held its own little shindig. The men we interviewed are part of an organization called the Roadrunners, made up of former Area 51 workers and headed by Roger Anderson. The Roadrunners have helped get a lot of information about their projects declassified, which is why they were able to talk at all. Eyepod .Org Mission and Profile