[ Mature ]THEHUM[ PT/MT ]
BREVITY/EAGLE · OFFICIAL USE ONLY
CATEGORIES: Anomalous; Non-ionizing Radiation
CW-EAGLE-11111985NIRS-A/B/C (”The Hum”)
Details surrounding EAGLE Flight No. 1296 and ongoing incidents
[ IDENTIFICATION ]
» Identification: 11111985NIRS-A/B/C
» Date of Identifcation: November 11, 1985
» Anomaly Classification: Non-ionizing radiation source
» Current Clearance: BREVITY
» File Status: Compiled and redacted; officiated for RED CROWN dissemination
[ GENERAL INFORMATION ]
» Location: Veternysca Mountains; 177 kilometers north-east of Masnow/Masnau (survivor settlement); Sector-N
» Hazard Classification: BLUE (potential hazard)
» Impacted Region(s): Sector-N; north-western Sector-C
» Primary Characteristic(s):
• Non-ionizing radiation source
• Three identified frequency ranges (one audible)
• Low-calibration resonance manifestation
• Probable anthropogenic origin
[ MISCELLANEOUS ]
» Related Media: Audio file attached ( listen)
» External Files: Not applicable
» See Also: Addenda; Notes
[ DOCUMENTED REPORT ]
On November 11, 1985, at 1936 hours (07:36 PM local time), approximately three months following the classification of the former “Kyrusian Federation” as an international disaster area and a radiological exclusion zone by the Committee for Nuclear and Radilogical Hazards of the International Conference for the Sozhlina Disaster – Elysium, four signal intelligence annexes of WINDMILL began receiving an audible frequency transmission from south-western Sector-N, ranging in frequency between 29.44 hertz and 33.78 hertz (1.01837 meters to 8.87496 meters wavelength), hereafter referred to as “NIRS-A”. Cursory triangulation performed by EAGLE and PASS KEY determined the origin of the signal to be approximately 180 kilometers north-east of Masnow (Masnau), near the detected ████████████ anomaly south-south-west of █████████ ██████, hereafter referred to as “NIRS-B”. BLACK QUEEN M. █████████ ordered the immediate departure of a high-altitude reconnaissance flight – labeled EAGLE Flight No. 1296 – from WINDMILL, over the indicated source region, before returning to its flight operations base.
At 1958 hours (07:58 PM local time), EAGLE Flight 1296 departed WINDMILL at a south-western bearing of 228° from north. The expected flight time to NIRS-B was approximately four (4) hours, with total approximately flight time to be eight (8) hours to cover 6,058.88 kilometers at a cruising speed of 690 kilometers-per-hour (373 knots). State objectives were to obtain high-altitude, photographic and thermographic information pertaining to NIRS-B and the impacted region, then to return to WINDMILL for EAGLE and SEARCHLIGHT analysis of the indicated target zone.
At 2344 hours (11:44 PM local time), air-to-ground communication with EAGLE Flight 1296 indicated an arrival at the target zone; approximately four minutes later, transceiver signals from Flight 1296's on-board reconnaissance computer indicated an activation and the capturing of intelligence media. Intelligence gathering operations continued until 2438 hours (12:38 AM local time) on November 12, 1985, when on-board transceivers indicated the deactivation of Flight 1296's reconnaissance cameras. While in the operation zone around NIRS-B, Flight 1296 indicated no anomalous activity apart from standard navigation aberrations due, in part, to ████████████ to the north-east of the indicated operation zone. No further aberrations were indicated until 0106 hours (01:06 AM local time).
Approximately 320 kilometers from NIRS-B, air-to-ground communication between EAGLE Flight 1296 and WINDMILL ceased for a window of approximately four (4) minutes. Upon a return of communications, flight officer ██████ ██████████ indicated a brief loss of electricity in the cabin of the aircraft, followed by an “intense and droning ringing in [the officer's] ears” and a “distinctly metallic taste”. Due to the model of the aircraft, secondary testimony was unavailable to confirm or deny the flight officer's statements. Electronic monitoring equipment and flight computer data aboard Flight 1296 indicated no such loss of power, with recording instruments unable to either prove or disprove the flight officer's testimony in regard to an aberrant sound and taste or a potential anomalous origin to the proposed incident.
The report of EAGLE Flight 1296's officer was dismissed as “auditory and sensual hallucinations brought-on by stress and exhaustion”. The flight officer was ordered to take a fourteen day reprieve of duties to include a mandatory six session psychiatric review.
Preliminary analysis conducted by EAGLE on the behalf of SEARCHLIGHT of the media intelligence gathered by EAGLE Flight 1296 initially proved inconclusive; analysis of over 400 meters of photographic film indicated no possible source of NIRS-A in the former of a radio tower, signal station, or repeater. Further thermographic analysis, however, indicated a small region, approximately six meters by seventeen meters of elevated temperature; further analysis indicated the temperature difference between the potential origin of NIRS-A and background thermal radiation to be upward of 435°, indicating the heart of the potential NIRS-B was approximately 703°K (430°C). Following the EAGLE analysis, all documentation and information regarding NIRS-A, NIRS-B, and Flight 1296 were forwarded to SEARCHLIGHT for further analysis and report.
On November 13, 1985, a SEARCHLIGHT dispatch initiated an EAGLE-commanded operation to investigate identified NIRS-B my means of a seven-man RAWHIDE exploration and handling operation. Indicated objectives were to secure the NIRS-B and a one (1) kilometer radius investigation zone surrounding its epicenter, collect any potential anomalous materials, and investigation the source of NIRS-A in order to make a determination into its cause and potential purpose. All seven RAWHIDE personnel were to be parachute-dropped approximately three (3) kilometers from NIRS-B in order to avoid potential navigation aberrations of hazardous flight conditions. The operation was initiated at 1500 hours (03:00 PM local time), with arrival to the approximate drop point following five (5) hours after departure from WINDMILL.
Eight (8) kilometers from the operationally-indicated entry point, EAGLE analytics and telemetry personnel began to receive the same initial signal as identified on November 11, 1985, by WINDMILL signal intelligence annexes; in conjunction, however, personnel further identified two tertiary frequency ranges emanating from NIRS-B: one range was identified as extremely low frequency in nature, ranging from █ hertz to ██ hertz (███████ meters to ███████ meters wavelength); another range was identified as ultra high frequency in nature, ranging from 320 megahertz to two (2) gigahertz (0.93685 meters to 0.1499 meters wavelength).
On-site analysis of the tertiary bands of NIRS-A ended following a 3.3 gigahertz (0.090846 meters wavelength) spike.
At approximately 2020 hours (08:20 PM local time), following the sudden ultra high frequency signal spike, both flight personnel and EAGLE telemetry personnel began to indicate a “iron or copper taste” and a “teeth-shuddering ring” in the cabin of the aircraft. Soon after, on-board telemetry equipment began to indicate a growing resonance in the left engine of the aircraft; anxious EAGLE personnel immediately postulated a possible connection between the resonance and the extremely low frequency signal emanating from NIRS-B. Thirty (30) seconds following the initial report of structural resonance in the left engine of the craft, flight personnel indicated a general alarm in the cabin, then a sudden and abrupt halt of both engines mid-flight.
EAGLE personnel listening to the air-to-ground communication at the time indicated both panicked and “terrified” screaming as the craft began to stall, resulting in a rapid, 169.4 meters-per-second (610 kilometers-per-hour; 329.2 knots) descent from approximately 5,800 meters (19,028.9 feet) in altitude. All contact with the aircraft ceased 34.3 seconds following the initial loss of both engines. The impact site (and aircraft) is hereafter referred to as “NIRS-C”.
Recovery of NIRS-C's on-board flight recorders (“black boxes”) is currently underway. See coming addenda for further information and a summary of all analysis following the filing of this initial report.
[ ADDENDA ]
» November 13, 1985 (No. 1): The case of EAGLE Flight 1296's flight officer ██████ ██████████ is to be officially re-opened. The referenced flight officer is to be immediately recalled from reprieve for thorough questioning regarding the incident experienced. Investigation into activities prior to the incident discussed in the flight officer's testimony is hereby authorized; monitoring of related PASS KEY information is hereby authorized.
» November 13, 1985 (No. 2): All information regarding NIRS-A, NIRS-B, and NIRS-C is hereby placed under BRILLIANCY classification. Unauthorized access will result in termination of post and grade. All access is hereby restricted to SEARCHLIGT and PASS KEY personnel.
» November 16, 1985: One on-board flight recorder of NIRS-C has been recovered. Remaining flight recorder was damaged during descent or upon impact. The remains of the EAGLE and RAWHIDE personnel aboard NIRS-C are severely damaged; potential information to be gathered from the remains is to be considered compromised. All information gathered upon autopsy is to be considered hypothetical until greater study can be implemented.
» November 22, 1985: Autopsies of four (4) of the seventeen (17) crew members aboard NIRS-C have been completed. All three flight personnel appear to have died on impact; no aberrant or anomalous activity discovered upon dissection and analysis. The one (1) EAGLE telemetry officer as-of-yet autopsied appears to have died from severe cranial hemorrhaging. Cranial pressure severity is indicated due to an anterior fracture at the base of the skull not believed to have been caused by the impact; further evidence for extreme inter-cranial pressure has been indicated through a perforation of both of the subject's ear drums and the disconnection of the incus or “anvil bone” of the subject's left middle ear. Moderate deterioration of the subject's optic nerve is also present.
» November 23, 1985: NIRS-A continues to be detected by annexes of WINDMILL in Sector-N at frequency ranges indicated previously in this report. Long-range, low-altitude flights over NIRS-B have been suspended. All recovery operations at NIRS-C are to be terminated immediately.
» November 30, 1985: Autopsies of all flight personnel aboard NIRS-C have been completed. Of the seventeen (17) members aboard, six (6) died directly due to impact, three (3) members of the flight crew, one (1) member of the RAWHIDE exploration group; ten (10) appear to have died due to intense inter-cranial pressure, cranial hemorrhaging, or related causes; one (1) crew member appears to have survived the crash, being found some seven (7) meters from the impact site of NIRS-C, the cause of death yet to be determined.
» December 2, 1985: EAGLE Flight 1296 flight officer ██████ ██████████, after undergoing lengthy interrogation, was required to be sedated after what appears to be a “spontaneous nervous breakdown” or “severe psychotic episode” of indeterminate cause. The flight officer has been relocated to BATTERY to undergo psychiatric incarceration and for continued observation.
» December 14, 1985: After being transported to BATTERY for psychiatric care and further observation, EAGLE Flight 1296 flight officer ██████ ██████████ received comfort and psychiatric treatment in addition to moderate sedation for a period of three (3) days. On December 6, 1985, the flight officer was classified as being in a “persistent vegetative state”. On December 8, 1985, no further brain activity was detected. On December 13, 1985, flight officer ██████ ██████████ spontaneously appeared to recover from the comatose state previously diagnosed. Seemingly revived and in good health, following approximately six (6) hours of further observation, the flight officer spontaneously appeared to suffer from ocular hemorrhaging, severe vomiting, and sudden evacuation of bodily waste. Approximately seven (7) minutes after passing into this episode, the flight officer expired. No cause of death has been able to be determined. Further study of NIRS-A, NIRS-B, NIRS-C, and their effects have been completely transferred to the custody of TRAILBLAZER.
[ CONTENT REDACTED ]
» February 3, 2012: All content regarding CW-EAGLE-11111985NIRS-A/B/C (“The Hum”) has been hereby compiled and readied for RED CROWN dissemination, classed under BREVITY clearance . All content regarding the “Escutcheon Theory” and further information garnered by TRAILBLAZER has been redacted due to concerns over inappropriate dissemination and proliferation. All parties interested in further information are hereby instructed to contact SEARCHLIGHT directly.
[ NOTES ]
NOT INTENDED FOR DISSEMINATION
» Notes of Doctor ████████, ████████████; TRAILBLAZER; February 8, 2012:
Regarding the so-called “Escutcheon Theory”, it should be noted that, while proof for the existence of a “psuedo-lymphatic defense” is quite outlandish – even insane – what the crewman of Flight 1296 experienced can hardly be accounted for otherwise. While it is true, as some at the time suggested, that the possible response the flight officer had after seemingly miraculously being revived from his death-like coma and the latency period that preceded his symptomatic manifestations could be accounted for by acute radiation poisoning, we all know that NIRS-B and, subsequently, NIRS-C had no higher presence or absorption levels of ionizing radiation than Sector-S. If it were, how would Masnow even be there?
My colleagues and I in TRAILBLAZER still believe the original proponents of “Escutcheon” were correct in their assumptions. The growth of the “Hum Phenomenon” is case enough for the hypothesis to be true; even more devastating causes for concern are found on an almost daily basis. We must sincerely begin to try and understand this place, as it seems what some have suggested is true: the frequency and severity of these anomalous phenomena is increasing.