QUOTE (Pericynthion @ Jul 3 2008, 10:24 PM)

Well, 9000-10000 feet is hardly nap-of-the earth flying, but if a pilot is really concerned about terrain, I don't think he's going to want to be heads-down staring at his radar display for extended periods.
At 400* knots, it is not going to take very long to hit terra firma from 10,000 feet if the pilot experiences vertigo, which can, and has happened, to many pilots at night because there is no horizon. I believe that John Kennedy, Jr. fell victim.
The HUD displays radar data above the instrument panel so the pilot can keep his eyes on the data and in front of the aircraft at the same time, but, at night, he is not going to see much outside the aircraft through the HUD anyway if the object is dark and below him, and there is a background of lights such as you would find within a large city and the surrounding areas, and, lack of a horizon over areas at night is another danger during flight at night and another reason to keep your eyes on the your instruments, but you still need to keep an eye out for other aircraft in the area regardless and that is not an easy task if the aircraft is below you against a backdrop of city lights and the aircraft exhibits no strobe lights.
I've done a lot of night flying and eventhough I was using radar flight following, it was still difficult for me to pinpoint an aircraft below me against a background of city lights. As a demonstration of what I am talking about, I was flying over Wyoming at night without an automatic pilot engaged, and for a few moments while I rechecked my navigation log, the aircraft went into a shallow left turning dive and what alerted me that something was wrong, was the increasing wind sound and when I looked up, there were no horizon and lights on the ground were where I didn't want to see them, so I had to go on instruments to level the aircraft, and that is why it is very dangerous to keep your eyes in the cockpit or outside while doing some serious maneuvering while flying at night at 400 knots below 10,000 feet because it is going to take a little time to get yourself oriented after losing control of your aircraft, so you have to make the right decisions, and do it right the first time, ASAP!!
So, a pilot on a night air intercept mission is going to focus most of his attention on the HUD, not looking around outside his aircraft for very long, because in doing so at 400+ knots and at 10,000 feet, could be the last thing he does if he experiences vertigo.
QUOTE
Vertigo, and Night Flying
"Sometimes, when a pilot flies at night with no visual reference, he gets disoriented, and his senses and intuition can cause him to think the instruments aboard his plane are wrong. He can be on a straight and level flight, but feel like he's turning or even flying upside down. This dangerous phenomenon is called Vertigo. Pilots train for this condition and know that when their intuition disagrees with the instruments – they should trust the instruments.
http://urikalish.blogspot.com/2007/02/vert...ion-can-be.htmlTo sum it up, any pilot should know the danger of focusing too much attention outside his aircraft at night and not relying on his instruments, especially at 400+ knots and 10,000 feet.
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The data certainly shows unusual behavior that doesn't match that of any known aircraft.
I want to make a point that the Belgian Air Force determined that the object was a craft, and, aircraft were excluded as well.
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It also shows things that are physically impossible if the data transcription you keep posting is accurate (see my earlier post). I see nothing in that data, though, that clearly demonstrates intelligent control.
The object reacts to each of the aircraft lock-ons, and breaks their radar locks with fantastic maneuvers. I might add that the same object was also tracked on dissimilar ground-based radars and since dissimilar systems were tracking the same object, we can exlude radar glitches by that very fact and that is very significant in the Belgian incident.
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The behavior is erratic. That's about all anyone can objectively conclude.
Much more than that! We have the altitude changes of the object, along with changes in headings, airspeeds, rate of decents, etc.
In the video, the F-16 executes a tight right turn toward the object, which was heading in the opposite direction at 990 knots on a NW heading, and below the F-16, so there was no way the F-16 was going to catch it, much less,
the pilot even seeing it. Remember, the object didn't exhibit required navigational lights, which meant the dark object could have been totally invisible when viewed from above and against a background of lights.
Sometimes, it is not always easy to spot an aircraft below you during the day, which is why many pilots use radar following to spot traffic ahead, and in the general vincinity of their aircraft.
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If you want to claim that the radar contact took intelligently-controlled evasive action after being tracked by the F-16 radar, then I'll claim that meteors are also under intelligent control.
Not likely, nor even close, Try to get a meteor to hover, and then react to each of the F-16's radar lock-ons. I am a bit surprised of you, that you try to place a meteor into this argument knowing that meteors cannot do what the Beligan Triangle had done!
Be careful, I tend to look for keywords and other little things like that to gage individual tactics.
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Every single one I've seen has darted away from me at high speed and vanished just as soon as I began to observe it. It must be ET!
Of course not, but if a meteor suddenly stops in mid-air, and then, maneuvers around the sky at 130 knots for an hour before zooming off at hypersonic speeds, then chances are great that the object was not a meteor. You see there are major differences between a meteor and a real UFO, so the argument with the meteor is moot by that very fact.
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And once again you evade my simple question. Where I'm coming from is that you've been presenting as irrefutable proof of ET two conflicting versions of the same incident, sometimes even in the same post, and apparently haven't ever studied or understood the data well enough to realize this. I would honestly like to know which transcription of the radar data is correct and would appreciate a reference to the official source of the transcribed data if you have one available. If it's helpful, I believe the difference in your two versions of the data stems from some uncertainty among the amateur internet analysts as to whether the source video tape was NTSC or PAL format.
What you don't seem to understand that there are other data in regards to that one incident and I only posted a few. How long did that encounter last? How much data do you think was recorded?
You see, there is much you need to learn to get to where I am at this point, and I must add, that I am holding back something else just in case you want to go head-to-head with me on the Belgian incident for the purpose of going into debunking mode.
I want to make a point in regards to those who decide to go into debunk mode without knowing the rest of the story. When I want to verify something, I know where to go, just as I have done on many occasions.
One example is where I contacted Astronaut Story Musgrave directly, to have him verify certain information for me, and he did.