Rendlesham-Incident Forum

Hello,
Beentheredonethat here.
Great site with excellent perspectives. I need to share my experiences with someone who won't sneer when I tell you I think It's safe for me to share my part of the story. I actually turned left at East Gate the night of the 27th. I drove right by the whole operation that night and saw the people and equipment on the right side of the road. I'll be sharing my story with you and telling you what I saw. I hope I can shed some light on this unusual occurrence. It was a creepy night that I will never forget.
Later for now,
Sincerely,
Beentheredonethat.
MSgt, USAF, Ret.

Hi

We certainly wont sneer at your story and i eagerly await to hear. This forum could do with some fresh evidence so please send in your post soon.

Observer

Hi there,

I completely echo Observer's sentiment - definitely no sneering here! Welcome to the forum, I too eagerly await to hear your story.

All the best,

Vortex

Welcome to the forum.

Wolf

Hi BTDT....

You won't get sneered at on here so you are on safe ground in that respect. You might be challenged to put up some evidence to support a particular claim or theory (I should know..I've posted enough theories in my time on here!) but you'll be taken seriously that's for sure.

Welcome to the forum, BTDT. Glad you were able to login in the end.

I look forward to hearing about your experience.

Looking forward to hearing your experience.

I like the name, do you have it printed on a t-shirt?

Adrian

Date: November, 2008
To: Whom it may concern
From: Rick Sommerfelt, AKA, Been there done that, (BTDT)

I arrived in Suffolk on a grey day in 1977. I was not used to the over cast sky and short days of the United Kingdom. My arrival to RAF Bentwaters was by way of the motor coach contracted to run daily from the airports in London. I was exhausted from the flight and had been up for about 20 hours at the time I boarded the motor coach. The drive thru the small villages to RAF Bentwaters seemed to take forever. At our destination we were dropped off in a large parking lot where our sponsor was to meet and greet us and take us to our awaiting accommodations. It was at this time that my sponsors who were wearing canteens gasmasks and helmets arranged to take me to my dorm room when all of a sudden the Claxon went off with alarm red, alarm red, alarm red. Well, we ran like hell to the dorm about 100 yards away. Oh my god, I felt their stress reacting to this alarm condition and felt like I had just landed right in the middle of world war three. We spent the next half hour making plans for the next several days so I would be able to acclimate to my new surroundings during the major exercise the wing was now in the middle of.
Now, I have been assigned to the E.M.S. Aircraft Structural Repair shop for several years now, a seasoned veteran. It was during this time I was working nights performing dispatches to the F-4s in need of repair. We would often get dispatches to work the repairs or S/M gigs on the F-4’s going on alert! This was always serious business. This had a seriousness that would bring the hair up on your neck. I latter found out why. It was part of our (N) mission preparation, The Alert Bird preparation, our real mission. About this time I was standing in the Machine shop in Hgr.74, with my new father in law awaiting a part to come out of the mill when a J-79 jet engine flew by the window flailing it’s hydraulic and fuel lines from the wild spin it was in. This J-79 projectile ripped itself from it’s mooring chains and took off across the taxi way and crossed right in front of an F-4 preparing to enter the End of Runway area. This F-4 pilot just shut his aircraft down he was not in any confident mood to fly at this point. This J-79 smashed into the infield adjacent to the runway with a thump and bounced a couple of times before compressing and breaking into several pieces. Several Months latter I was working swing shift, and the same hangar when we heard a loud explosion. We walked around the hangar corner to see one of the hangars in front of the Avionics and QA building on fire. At that time we saw people running to the fire and several minutes latter the Fire Dept sirens could be heard responding. We called our Controller who told us several of the Fuel Cell maintenance troops were building up or repairing a Centerline 600 Gal fuel tank in their tank repair facility when they were blown out thru the wall and the front door. Latter we heard they were working in fuel fumes, (an explosive atmosphere), when one of them chose to seat the tank seal leak with a hammer and then boom. One guy died I think, and two were severely burned one of them suffered psychological damage as well. On or about the end of the F-4 mission I was assigned to Woody to repair aircraft transfer discrepancies. One dark night I was tasked to report to the Aircraft Run Pad, or Test Cell, on Woody. Several things happened that night. First we were working on the very last F-4 to leave Woody. It was scheduled to leave the next day but needed some engine tweaking. The aircraft was damaged during the backing operation to place the aircraft correctly onto the test cell. The left outer Stab trailing edge was sliced on the support structure by accident. I reported to the aircraft for the Stab repair and was under the gun to complete my work so the engine crew could run this aircraft by midnight. I completed my repair in ample time to cover up the incident and was drafted to assist the engine team to accomplish their goals that night. While we were running the engine that dark night we saw several lights, reddish in color slowly moving toward us. We were told by the ranking engine troop that we were seeing the 67th AARS dropping flares and jumping out of perfectly good airplanes into that cold North Sea. This has been done on many occasions to practice for real world contingencies or to practice for certifications required of their profession. The flares were very spooky, you could not see the parachutes only the bright light that seemed to drip with a liquid of some kind on occasion. The C-130s would drop the flares from a high altitude while the HH-53s would come in low and drop the P.J.s into the North Sea. Now, fast forward to the A-10s now being assigned to Woody, We the 78th are very busy practicing and training for our new mission. No more nuclear surety inspections! Fully Mission Capable aircraft and lots of them that was the name of the game, Turn and burn! During this time, the last of our Tad Vees are being completed at the farthest East end of Woody. There is construction all over our area with Barb Wire being used to divide the secure area from the construction area. I was told to park an A-10 on the Taxi way due to space limitations during this construction. On this occasion, the aircraft parking spot was to be on a Taxi Way being terminated or blocked off with three large rolls of Barb Wire. The A-10 came Taxiing toward me. As planned, I told my Wing Walker to watch the wing go by the Barb Wire during the hard turn, and spot me on that hazard. We slowly brought the Aircraft toward the end of the Taxi Way as far as we dared. I signaled the pilot to crank that nose tire over hard. During the hard turn the right main tire blew up spraying chunks of rim by us with a whirring whistle as shrapnel does. The aircraft collapsed on the strut axel and the pilot whose butt was puckering like mine wanted to punch out. I saw his hand signal for this attempt and I immediately gave him the thumbs down with a chop 1&2 motors sign. We gathered our emotions at that moment. The pilot thought the explosion was catastrophic and was ready to punch. He gave me the what the $##%$ sign and I gave him the best rendering of a series of flat tire hand signals until he calmed down and the engines wound down to allow us to communicate. Several months latter there was some construction activity on the active taxiway that terminated onto the very East end of the active runway near the Bomb dump end. I was told it was a C-5 airlifter pad. This is so C-5’s can stay overnight without causing damage to the parking spot concrete. C-5’s parking at Woody now? I remember seeing a C-5 sitting on the C-5 pad about this time. Now, the reason I have rambled on and on about war stories is to illustrate the amount of situations and unusual events we would see during our tour or tours performing Aerospace Operations. Now, on the night of DEc 27th , I was working in one of those new Tad Vees in the very East End of Woody. We were the New Years holiday skeleton crew assigned to work night shift, 1500- ? We were assigned to complete the installation of a major component I can’t remember what. I do remember working and seeing the beady eyes of several deer that night. They walked the length of the perimeter fence and on occasion would stop to feed. This would make you nervous to see those eyes reflecting back as they lowered and lifted their heads. They looked like something you would see on Star Wars in that bar. This was the kind of entertainment I would get when I went out of the Tad Vee and had a smoke. The particular night in question we had to get this aircraft up and running by daybreak. Our orders were to get that aircraft code 1 ASAP! Now at about 2400 – 0100, our lights in our Tad Vee and what I could see out of the Tad Vee went in black out. We stepped out to see what was up but our one Tad Vee door that was open blocked our view of the East. We proceeded to have a smoke break when a Security Police, SP Capt. came over to our hanger stating we had to shut it down and form up at the Entry Point, or the E.P. I explained to the Capt., with all due respect, we just can’t stop and walk away from the aircraft with all the tools and equipment spread out in and around the aircraft. It would be like stopping an operation at a hospital, there are policies and procedures that must be adhered to. I suggested to him that he contact our flight chief and address this scenario with him and I will comply with my supervisors’ approval. The Capt departed to find our Flight Chief. We continued with our aircraft operation. I scanned the immediate area to determine the potential outcome of my Flight Chief in deciding to shut down. I saw we had an aircraft with a full load of ammunitions and several live ordinance weapons in the Tad Vee. This was a concern, plus this aircraft was on the schedule for the next day. It had to be worked! About ten minutes later my Flight Chief and the Capt returned and started to bark orders to shut it down. My boss wanted us to remove as many tools and equipment away from the aircraft as could be done in a few minutes. Then there was the documentation that had to be placed in the aircraft forms. It had to be done no questions about it. Well, our Flight chief said give me the forms and he documented something unusually short and uncustomary or not procedurally normal. At this time we were instructed to grab our stuff and form up at the Secure Area Entry Point for a Roll Call. This is the first time in my assignment at B.W. or W.B. that this had ever happened! We formed up, a roll call was initiated with a serious concern for accuracy. Out we went to our Flight Shack, or our maintenance office building, then, the S.P. Capt wanted to give us a briefing. He said we were being (evacuated), sent home was the term, we were to leave immediately and depart out the front gate of Woody only. He also said we would be contacted when to return back to work due to the holidays. This was strange, never seen this amount of excessive time off given so freely without rules, limits and a briefing of, Don’t go out of the immediate area etc., in case they needed us back in a hurry. The S.P. Capt finished his briefing and everyone scurried to their vehicles like a scramble start at a racing event. I turned to the S.P. Capt and told the Capt I can’t go out the front Woody gate because I will run out of gas before I get out of Tunstall. I always travel to and from work via the East Gate and the short cut via Butley reduces my trip home to Leiston dramatically. I f I am to go via Woodbridge, then the A-45 I will run out of gas. I need gas or a ride otherwise I will run out of gas this time of night. The Capt. said he would see what he could do. He realized I was not going to get a ride home, as everyone was going to Ipswich. He also determined he was not going to be able to get me any gas, so he made preparations for me to go out the East Gate. He called the gate guard and notified him of the deviation to the plan and that I would be cleared to the East Gate to pass thru and travel left out of East Gate to Butley and then on to Leiston. This is when I was briefed by the SP Capt to go directly to the East Gate. STOP for a document check until told to proceed, drive smoothly, not fast and not slow and do not stop for any reason until you get to Leiston! When I was getting in my vehicle I heard the SP Capt giving my identification particulars and my license plate number to the guard at the East Gate via his radio. I jumped into my little GT-6 sports car and headed out to the perimeter road toward the East Gate. Once I got to the East gate guard shack I was stopped, my I.D. and Line Badge were requested and verified as was the registration of the car.. I was told to drive out to the end of the road turn left and do not stop for any reason just drive cautiously past the people on the right and keep going if you know what’s good for you. I was cleared to go thru East Gate and to turn left toward Friday Street. I drove slowly, not too fast. I wanted to see what all the hoopla was about. All I could see was military vehicles, SP trucks and the Cadillac Gauge armored vehicle, one blue staff car I think it had a white roof, and lots of Lite-alls facing the road blinding anyone trying to see into the forest. The S.P.’s were standing in several groups not really in a spaced formation. They were talking and several were smoking. In a quick 30 seconds I had traveled past the famous East Gate incident. Latter, that week we were called back to work, I think we were allowed five days off before were called back to work. When we returned we heard rumors of the crazy couple of nights. We heard that several S.P.s had been talking and they were picked up debriefed and reassigned to remote locations like Area 51. This was upsetting for us to hear and was enough to cause us to leave this alone and to leave it to those who had the need to know. Latter, through the years I have reflected on the events I experienced. Then, I saw several slightly different versions of the events on TV programs of this event. I tried to read the book Left at East Gate. I mean some of Larry Warrens statements were hard to accept without Col Halt’s verification. I am trying to weed thru the facts and the fiction and make reason of this incident. I have not heard of any rumors of a dropped Nuke by a F-111or a Broken Arrow in this area. I was assigned to the F-111 depot team at McClellan AFB in California right after I left Woody. We knew of the Stealth Fighter at this time we were the F-117 Depot team, we knew of F-111’s flying into water on auto pilot, the Auto pilot, terrain following could not ascertain this feature of the topography as yet. We knew of laser pods and smart bombs and that the aircraft was having trouble with the capsule separation at ejection, but nothing of a F-111 dropped ordinance or a Broken Arrow. We knew of laser pods on the A-10 but they were detectors, Pave Penny Pods, they receive laser splash from the hand held devices used to paint the tanks and targets. There was technology in the 80’s such as target range finding lasers, laser beam sighting for precise weapon targeting, and night vision equipment. The 67th may have been in the skies that night, why I don’t know. Possibly, to execute the mission to track, retrieve or capture some “hardware”. There could have been early Unmanned Aerial Vehicles, UAV’s of the hand launched variety or the portable type the size of a footlocker to assist with the birds eye view. No one heard any propulsion sounds that I have ascertained. The British are very advanced beyond belief on electronic countermeasures and U A V’s. To put a reason for, or to place a weapon system crashed or not in this area of the country during this time of year is mind boggling. I’m at a loss for words and I am still today perplexed with this incident and the stated facts. The only theories I can come up with is, we might have had something at Woody in those guarded bunkers, and no ones telling. That would explain the C-5 parked there for an unspecified amount of time. I don’t know, but what a diversion to get something out of or into the area somewhere over there. What was going on mission wise at RAF Molesworth during this time?. I’m thinking it could also be a “wag the dog scenario” for something not even in the area. I know it would be arrogant to believe we are the only intelligent beings besides our Gods that are a part of this borderless infinity of space

Sincerley,
Rick Sommerfelt
MSgt, USAF, Ret.
Stationed at RAF Bentwaters Woodbridge 1977-1983

Rick

That's a great story and lots of honest information, well done mate.
Was the C-5 parked at Woody or Bentwaters, as John Burroughs said that only Bentwaters had secure parking for the C-5 and the one he saw had its own security guards who would not let people near.

Obs

Observer,
Thanks,
I know it's not a lot of hot meat and potatoes but it's what I experianced. Wish I had the smoking Gun to give you But thats it. The C-5 was at Woody on the C-5 Pad near the 67th parking ramp. To the east of the 67th's parking area. I Imagine they could accomodate their own guards as the aircraft has several office suits, one is a classified courrier lounge, and crew sleeping quarters upstairs as well as a crew chief lounge. At that time, I think they were classified as a class A or B security asset, pretty high!
Sincerley,
BTDT

I have often wondered why Halt ordered 'lights' to light up 'lights'?

Obs

Beentheredonethat can you remember what the rumours on the base were about after you returned? What did you hear?

Good question Slipx.

When i was in the RAF, if some body farted the whole station knew. Be careful though because stories and rumours especially in a community like an air base get enlarged, over elaborated, twisted and generally end back at source entirely different to when it started. Its human nature.
However, some times little gems appear out of these circulating rumours and that is what we must be ready to recognise.

Obs

long time forum welcome Rick....well I found stuff going round in circles here for a while so left but this guys account has made me think again.It must be said that this is the account we were looking for forget the inadvertant smoke screen put up by a certain book then he's buddy trying to sell it here,this latest story sounds as genuine as you can get no Bs no glamouring just the facts a good honest description of his events.I think in the past people here have tended to believe certain airmens accounts when it has been nothing more that personal "hype" that has deflected from the true facts.Between JB'account and this latest guys story lies the truth to what really happened at Rendlesham that night some 28 yrs ago.I believe the airmen was conned into believeing something else was going on to cover real events here,the ARRS capsule could have been used,the lighthouse could have been used but all as a "smoke screen" to what really went on thst night which has left a bunch of decent air force guys confused all these years.Theres no doubt theres something very odd about the Rendlesham incident heck as said some guys were sent to area 51 afterwards,were they re posted or were they brought here for dare I say a "extra terrestial activity" and then simply sent back to their area 51 position.Begs belief this incident and just wont go away will it .......

Redsocks

Redsocks
Welcome back, Rick has told us a pretty honest account of his observations and what the ARRS got up to with their exercises.
What you say makes sense and I'm now of the same opinion that not only us but those out in the forest on those nights were also misled and were fed some story. I do think that Halt and his men stumbled upon a recovery mission that was already going on when he got there.
We have to bare in mind that some of the accounts told to us are from a basis of not knowing what happened, thus their accounts may well be truthful from their perception of events but not accounts of what really happened and that is totally understandable given the circumstances.
I think there was a recovery team out there but they were on foot along with some vehicles.
I also think that what happened was a hairs breadth away from being a catastrophic disaster and this is what the whole damn thing revolves round, that I'm sure of.

Obs

Rick,

Thanks for your story.

Your post highlights one really bizarre aspect of the RFI and that is, there seem to be 2 broad groups of people who were stationed at the twin bases during this period. There seem to be those that had heard about this and have suggested, as you have, that rumour was rife on base and some also mocking those that were involved ( I'm not suggesting you were ). Then there seems to be others who, while present during that period, knew nothing of the incident until years later. I don't know what this means but I do think that if this was a wild rumour, then surely everyone on base would have got to know about it?

Adrian

Beentheredonethat here,
I saw a sketch somewhere on this site, drawn in a notebook by someone involved at the RFI. Had to post this in ref to this sketch.
I saw a sketch by Penniston or Burrows, (I can't remember who) I'm sorry, of the craft or thing at the RFI. Has anyone seen the F-111 capsule detached from an F-111 aircraft? You must see this! http://www.dumfriesaviationmuseum.com/collection13htm - "Dumfries & Galloway Aviation Museum" and look and see the notes of the story, it looks very familiar to his sketch. I can't explain the wierd markings reported to be on the craft.
Sincerely,
BTDT

Hi BTDT

Thanks for that web site, the forum had looked at this as a possible answer a long time ago. We know this escape pod comes down by parachute and we also know that crew injury on landing is a high risk especially on land.

We also know that it contains distress rescue systems. The ARRS were trained to pick these up either from land or sea.

Obs

Hey Obs,
Btdt here, did you see the caption on the F-111 capsule site. This capsule Photo clearly shows it photographed in the hangar on Woody time frame I don't Know. But, it does put the F-111 capsule at Woody along with the Apollo capsule. The caption says, photo taken in Woody hangar sometime after accident, Crew ejection Nov 1975. The 67th ARRS fished this one out of the drink and had it in their hangar for who knows how long. They probably used this capsule for recovery training on numerous occations after the F-111 accident.
BTDT

Hi BTDT, I can see where you are coming from with the Apollo and F111 capsules as a possible explanation for the rendlesham incident and its something that seems to stay with me,We know that the ARRS guys dumped the Apollo capsule as a search and rescue exercise and I guess its a possibility with the F111 capsule.I put this to JB that could it have been the apollo capsule that he and Penniston saw and he said thats not what he saw,I remember a documentary when Penniston said that the surface on the object he saw was "aircraft like" which again would fit in with the two mentioned capsules.This really is a possible explanation but of course the guys have to identify what they saw for it to stand up.Does anyone know if Penniston knows of this theory and has seen pics of the apollo capsule and f111 capsule? and JB if you are still here can you take a look at the F111 capsule and dare I ask the question is this what you saw?

Redsocks