by Curtis Peebles
© Copyright 1997
This is the first implication for Roswell - based on my own and Merlin's experience at aircraft crash sites, if a flying saucer did crash, there will be debris remaining, even after 50 years.
How then, do you find a crash site? Gold is where you find it. Aircraft crash sites are only a little easier. At the risk of stating the obvious, it's a big desert. Most of the descriptions of the Roswell crash site location are useless for a search. Directions like "175 miles northwest of Roswell" are too imprecise. If we assume a 5-mile error box in each direction, we are talking about searching 100 square miles. Even if you did this, you could never be sure you did not miss something. Even more detailed directions might not be enough. In one case, Merlin was given very exact directions to a crash site, but the specific location showed no trace of a crash. He subsequently learned that the directions were right, but the distances were too short. The site was a mile or more farther on.
Stalking The Elusive Crash Retrieval
My own experience will give an example of what one is up against. I bought a video titled "Runways of Fire." This was on the "ZEL" program, which stands for "Zero Length Launcher." ZEL grew out of an obvious problem facing NATO planners in the 1950s. Runways are fixed targets, and if the Soviets did attack Western Europe, airbases would be among the first targets hit with nuclear weapons. We now know that the Soviet attack plan envisioned a first strike of between 300 and 400 nuclear weapons against airfields, missile sites, and command and control facilities throughout Western Europe.
ZEL involved attaching a large solid rocket booster under the tail of an F-100 fighter bomber. The aircraft would then be mounted on a flatbed truck. It would not be tied to fixed airbases, but rather could be moved around randomly. In the event of a Soviet attack, the truck could drive to a meadow, the F-100 be raised into position, and then blasted into the air by the rocket booster. The aircraft could then strike its target with an MK-7 A-bomb, and fly back to friendly airspace. Unlike Pearl Harbor, the planes would not be lined up on the runway, ready to be destroyed on the ground.
North American Aviation test pilot Al Blackburn was selected to undertake the test launches. The first, in March 1958, was successful. The second was not.
When the booster finished its 4-second burn, it failed to separate. The Booster fired, two V-shaped cutters would be pushed forward, severing the two bolts. The booster would be held in place by the thrust; once it burned out, it would fall away. In this case, the cutters were unable to slice through the bolts.
Blackburn now had to contend with an empty rocket booster hanging under the rear of his airplane. The center of gravity was shifted aft, making the airplane hard to fly. More important, the booster extended down below the landing gear, making it impossible to land. For more than an hour, Blackburn tried to shake the booster loose. Finally, with fuel running low, Blackburn successfully bailed out. The F-100 slowly nosed up, then began to roll to the left. All these events were filmed, and this footage was used in the tape.
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The opinions in this article are exclusively those of Curtis Peebles based on his experience and many years of research and do not necessarily reflect those of "The San Diego UFO Information Homepage" or other organizations represented at this website. - Paul
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