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For the skeptics this will probably be interpreted as nothing more than a secret military aircraft, such as the rumored TR-3A Black Manta, or a small private jet on its way to Stewart airport 8.9 miles away. But when the images Cornet took with his 35 mm SLR camera were developed, what appeared on the prints was anything but a conventional jet, based on the movement of lights in concert with the opening and closing of the shutter to his camera (see Figure 13a). The lights make anomalous movements just after the shutter opened on each of three time exposure, and then again just before the shutter closed. If this had happened only once, it could be dismissed as coincidence, but not after doing it three times in a row. The movement after the opening of the shutter might be explained away as camera vibration due to the slap of the reflex shutter. That kind of vibration does occasionally occur, but it does not produce extreme tails or jumps as occur on the photographs. Just before the end of the first time exposure something happened that cannot be explained as camera jerk or lens vibration, even after the skeptic has finished his third six pack of beer! Enlargements of that part of the negative show these movements off to the right side of the craft (left side on photo) to be deliberate and staged (../bcornet1/plate14_sm.jpg). How this dance-like movement may have been accomplished will be addressed in the Conclusions (below).
If these movements can be accepted as being in concert with the opening and closing of the camera shutter, then something more than coincidence is implied. Somehow the pilot seems to have known when Cornet opened the shutter to his camera, but even more extraordinary, he also seems to have known when Cornet was about to close the shutter and end a time exposure. Night vision equipment might give a hidden observer (using radio contact with the pilot) the time of shutter opening, but not its anticipated closing. Such synchronicity implies a degree of precognition and telepathy on the part of the pilot or personnel involved. And unless the military has developed technology that permits human pilots and/or psychics to do this on command, a very large question remains as to just who was piloting that triangular-shaped craft, how this was done, and why it was done. But before you dismiss this explanation as an impossibility of intelligent control, please bear with me. There is more, much more that cannot be explained away easily.
Right Angle Turns
Back to 29 April. As Cornet replied, "Yes, like that," to Crystall's question, he took one last time exposure of UFO5 as it began an Omega-shaped U-turn back towards the southeast (Figure 12). The beginning of that bank and turn can be seen in Figure 9 (5e-5g), but the image he got in Figure 6 gives strong support that this craft was the same one photographed the night before at that same location. On that photograph the craft appears to make a pair of right angle moves as it jumped to a higher altitude. A 60 degree bank would require maximum power capability for most conventional aircraft, and would produce a 2 g acceleration (Smith, 1992). A 75 degrees bank surpasses the maximum structural integrity of most conventional aircraft as relative gravity rises to 3.8 g's. And yet in Figure 6 one can clearly see what appear to be a pair of right angle moves. If this is the TR-3A Black Manta, it has an estimated wingspan of 70 feet (S. Douglass:../TR-3A VID.html) and the red and green lights are at the wingtips, the upwards jump (measured off the photograph) is 19.1 feet (1.5/5.5 x 70). Such a right angle maneuver even at near stall speeds would probably exceed the structural integrity of all known aircraft, not to mention produce a 'g' force that would incapacitate or disable any human pilot. It would also require an engine capable of producing close to infinite power under the normal influence of gravity (Smith, 1992). Even if those turns were to the side rather than up (due to an optical illusion), two sideways angular turns of 37 degrees, one right after the other, is hard to explain for a conventional aircraft with a vertical stabilizer (at speeds of 80 knots or more).
FAA regulation 91.303 Aerobatic flight. No person may operate an aircraft in aerobatic flight -- (a) Over any congested area of a city, town, or settlement; (b) Over an open air assembly of persons. For the purposes of this section, aerobatic flight means an intentional maneuver involving an abrupt change in an aircraft's altitude, an abnormal altitude, or abnormal acceleration, not necessary for normal flight.
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