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"No way. If we were to tell the American public there are UFOs, they would panic," he informed me. And that was it. They took everything that was in the room—and in those days, computer printouts filled boxes and boxes. These FAA printouts were titled "UFO Incident at Anchorage, 11/18/86," written on the front cover. The printouts provided ample data for an automation specialist to be able to reproduce everything the controller saw on a chart. A few weeks later, an FAA technician brought in the FAA's report of this event that never happened. I had him put it on a little table in the corner of my office, and said, "Leave it there. When the CIA wants the rest of the data, I'm sure they'll come and get it." Some time passed and someone brought in the voice tapes from the incident, and we put that next to the report on that table, waiting for the CIA to come and make a pickup. The chart produced at the Tech Center also came to my office, where it remained for a year and a half, along with the detailed FAA report and the voice tapes, which had been placed on that corner table waiting for the CIA. No one ever came and got them. When I was leaving for retirement in August 1988, one of the branch managers, in a hurry to get me out, packed everything that was hanging on the walls and sitting in the office, put it in boxes, and shipped it to my house. I've had this data and the video in my possession ever since. Now, more than twenty years later, it's become very clear to me that most people, including FAA controllers, really aren't familiar with how the FAA radar system works and why all aircraft traveling through our airspace are not caught on radar or displayed on the controllers' PVD. The system and organization of the FAA are not configured to identify and track these aircraft types. In short, current FAA equipment will not paint a "spaceship" unless the aircraft has slowed to a speed similar to current aircraft. The reasons are simple: The UFOs appear to have no transponder; they are often too big for the automation system to be considered an aircraft, so the radar thinks they're weather (radar readings with an unrecognizable signature are often automatically sent out through a second system as weather); or they're too fast for the radar to get a hit on before they're out of range. If something is hovering, as it was at O'Hare Airport in 2006, it often doesn't show up, or if it did it would be a small dot and FAA controllers would not give it much concern. During the playback of the 1986 event I clearly observed a primary radar target in the position reported by the Japanese pilot. But the radar signals were intermittent because the UFO was painted as an extremely large primary target and so the FAA computer system treated the UFO radar return as weather. Regardless, the target could be seen near the 747 off and on for thirty-one minutes. 14 ow 1 +7 . 1 So we have a problem. Because of these radar deficiencies, when pilots report seeing an unusual object, the FAA will not investigate unless