Saturday, 21 April 2012


 LICKOBS9 January, 1946 Lick Observatory Photos
The Living Moon
What you Used to Think the Moon Looked Like

John Lear and the Living Moon
A Collection of Theories and Facts

John Lear, a captain for a major US Airline has flown over 160 
different types of aircraft in over 50 different countries. He holds 17
 world speed record in the Lear Jet and is the only pilot ever to hold 
every airline certificate issued by the Federal Aviation Administration.
 Mr. Lear has flown missions worldwide for the CIA and other 
government agencies. A former Nevada State Senator candidate, he
 is the son of William P. Lear, designer of the Lear Jet executive
 airplane, the 8-track stereo, and founder of Lear Siegler Corporation.
 Lear became interested in the subject of UFO's 13 months ago after
 talking with United States Air Force Personnel who had witnessed a 
UFO landing at Bentwaters AFB, near London, England, and three 
small aliens walking up to the Wing Commander.

John gave this summary of his career to the 
Quiet Birdman Association in Las Vegas in 2004.

One of the anguishes of advancing age is losing old friends.  The upside of that, though, is that
 I get to tell the story my way.
I learned to fly at Clover Field in Santa Monica when I was 14.  However before I got to get in
an actual airplane Dad made me take 40 hours of Link with Charlie Gress.  I can't remember 
what I did yesterday but I guarantee you I could still shoot a 90 degree, Fade-out or Parallel 
radio range orientation.
When I turned 16 I had endorsements on my student license for an Aero Commander 680E
 and Cessna 310.
I got my private at 17 and instrument rating shortly thereafter.   The Lockheed 18 Lodestar
 was my first type rating at age 18. I went to work for my father and brother flying copilot on a
 twin beech out of Geneva Switzerland after I got out of high school.  Dad was over there trying 
to peddle radios to the 
European airlines. However just after I turned 18 and got my Commercial I was showing off 
my aerobatics talents in a Bucker Jungmann to my friends at a Swiss boarding school I had 
attended.  I managed to start a 3 turn spin from too low an altitude and crashed. I shattered
 both heels and ankles and broke both legs in 3 places. I crushed my neck, broke both sides of
 my jaw and lost all of my front teeth. I managed to get gangrene in one of the open wounds in
 my ankles and was shipped from Switzerland to the Lovelace Clinic in Albuquerque where
 Randy Lovelace made me well.  When I could walk again I worked selling pots and pans door
 to door in Santa Monica. In late 1962 Dad had moved from Switzerland to Wichita to build the
 Lear Jet and I went to Wichita to be work in Public relations until November of 1963 about 2 
months after the first flight when I moved to Miami and took over editing an aviation 
newspaper called Aero News. I moved the newspaper to El Segundo in California and ran it 
until it failed. I then got a job flight instructing at Progressive Air Service in Hawthorne, 
California. From there I went to Norman Larson Beech in Van Nuys flight instructing in 
Aircoupes. In the spring of 1965 I was invited by my Dad back to Wichita to get type rated 
in the model 23 Learjet. I then went to work for the executive aircraft division of Flying 
Tigers in Burbank who had secured a dealership for the Lear. In November of 1965 my boss 
Paul Kelly crashed number 63 into the mountains at Palm Springs killing everybody on board
 including Bob Prescotts 13 years old son and 4 of the major investors in Tigers.  Tigers 
formed a subsidiary, Airjet Charters and I was president. My job was to fly charter and sell 
the Learjets. Or rather try to sell them.  It turns out that I never managed to sell one 
Learjet in my entire life. In March of 1966 2 lear factory pilots Hank Beaird, Rick King and 
myself set 17 world speed records including speed around the round the world, 65 hours and 
38 minutes in the first Lear Jet 24.  Shortly after that flight I got canned from Tigers and 
moved to Vegas and started the first 3rd level airline in Nevada, Ambassador Airlines.  We 
operated an Aero Commander and Cherokee 6 on 5 stops from Las Vegas to LAX. This was
 about the time Hughes moved to Las Vegas and I was doing some consulting work for Bob 
and Peter Maheu. The money man behind Ambassador was Jack Cleveland who I introduced
 to John Myers in the Hughes organization.  Cleveland and Myers tried to peddle the 135 
certificate to Hughes without success. I went back to Van Nuys and was flying Lear charter 
part time for Al Paulson and Clay Lacy at California Airmotive, the Learjet distributor.
That summer I started a business called Aerospace Flight Research in Van Nuys were I rented
 aircraft to Teledyne to flight test their Inertial Guidance Systems. We had a B-26, Super 
Pinto and Twin Beech.  I think we lasted about 4 months.
I then went to work for World Aviation Services in Ft. Lauderdale ferrying the Cessna O2
 FAC airplane from Wichita, fresh of the assembly line to Nha Trang in Viet Nam with fellow
 QB Bill Werstlein. We were under the 4440th ADG Langley VA. and hooked up with a lot of 
other military pilots ferrying all manner and types of aircraft. Our route was Wichita to 
Hamilton, Hickam, Midway, Wake, Guam, Clark and then in country.  The longest leg was
 Hamilton to Hickam an average of 16 hours, no autopilot, no copilot, and one ADF. We also 
had 3 piddle packs. Arriving in Nha Trang we would hitch a ride to Saigon and spend 3 days 
under technical house arrest, each trip, pay a fine for entering the country illegally, that is
 being civilians and not coming through a port of entry, catch an airline up to Hong Kong for 
a little R and R and straight back to Wichita for another airplane. I flew this contract for 
4 years.
My fondest memories of these flights was rolling into Drifters Reef at Wake Island, sipping 
vodka tonics and playing liar's dice all night long.
During some off time in 1968 I attempted to ferry a Cessna 320 from Oakland to Australia 
with the first stop in Honolulu. About 2 hours out from Oakland I lost the right engine and
 had no provisions for dumping fuel.  I went down into ground effect (T effect for you purists) 
and for 3 hours and 21 minutes flew on one engine about 25 feet above the waves and made it 
into Hamilton AFB after flying under the Golden Gate and Richmond bridges. An old friend
 Nick Conte, was officer of the day and gave me the royal treatment.  Why did I go into 
Hamilton instead of Oakland?  I knew exactly where the O club was for some much needed 
In September of 1968 between 0-2 deliveries I raced a Douglas B-26 Invader in the Reno 
Air Races. It was the largest airplane ever raced at Reno, and I placed 5th in the Bronze
 passing one Mustang.  It was reported to me after the race by XB-70 project pilot 
Col. Ted Sturmthal that when I passed the P-51, 3 fighter pilots from Nellis committed suicide
 off the back of the grandstands. In the summer of 1970 I helped Darryl Greenamyer and 
Adam Robbins put on the California 1000 air race in Mojave California.  That's the one where
 Clay Lacy raced the DC-7. I flew a B-26 with Wally McDonald. I then started flying charter 
in an Aero Commander and Beech Queen Air for Aero Council a charter service out of 
Burbank.  They went belly up about 3 months later and I went up to Reno to work for my 
Dad as safety pilot on his Lear model 25. After my Dad fired me I was personally escorted to
 the Nevada/California border by an ex Los Angeles police detective who worked for Dad and 
did the muscle work. I went back down to Van Nuys and was Chief Pilot for Lacy Aviation and
 was one of the first pilot proficiency examiners for the Lear Jet. In the summer of 1973 I
 moved to Phnom Penh, Cambodia as Chief Pilot and Director of Operations for Tri Nine 
Airlines which flew routes throughout Cambodia for Khmer Akas Air. I flew a Convair 440 
an average of 130 hours a month. We had unlimited quantities of 115/145 fuel and ADI and 
were able to use full CB-17 power (which was 62” for any of you R-2800 aficionados).  In 
November of 1973 I moved to Vientianne, Laos and flew C-46’s and Twin Otters for 
Continental Air Services Inc. delivering guns and ammo to the Gen. Vang Pao and his CIA
 supported troops. We got shot down one day and when I say we, Dave Kouba, fellow QB, was
 the captain. We were flying a twin otter and got the right engine shot out.  Actually the small 
arms fire had hit the fuel line in the right strut and fuel was streaming out back around the
 tail and being sucked into the large cargo opening in the left side of the airplane and filling 
the cockpit with a fine mist of jet fuel.  I held the mike in my hands, “Should I call Cricket 
and possibly blow us up or...?” (Some of you may remember Cricket…...”This is Cricket on
 guard with an air strike warning to all aircraft”.)  But Davy found us a friendly dirt strip and
 we were back in the air the next day.
Sometimes the 14 hour days were spent dropping rice to the refugees, sometimes we flew
 endless trips of fruits and vegetables.  But we were always tuned to 119.3 which was the 
universal bullshit frequency. And the jokes flowed all day long. 
When the war came to an end in 1973 I moved back to Van Nuys and started flying Lears for
 Lacy again until October when I went up to Seattle and sat in on a Boeing 707 ground school 
for Air Club International on spec. 3 weeks later I ended up in the left seat of the 707 with a 
total of 8 hours in type. Air Club begat Aero America, which was a full fledged 121 operation 
and we flew junkets out of Vegas for the Tropicana and Thunderbird Hotels. I left Aero, 
having not been fired, and in the summer of 1975 I was Director of Ops for Ambassador 
Airlines 2 flying 707 junkets also out of Vegas.  After that airline collapsed I moved to Beirut, 
Lebanon in September of 1975 and flew 707’s for 2 years for Trans Mediterranean Airways a 
Lebanese cargo carrier.  It was a very interesting job in that they had 65 stations around the 
world and you would leave Beirut with a copilot that had maybe 200 hours in airplanes and 
fortunately a first rate plumber and off you'd go around the world.  My favorite run was Dubai 
to Kabul, Afghanistan with a stop in Kandahar.  Kabul is a one way strip, land uphill and take 
off downhill, it was 6000 foot elevation with no nav-aids. What made it so interesting for me 
was, at the time. I was reading James Michenor’s “Caravans’ which described Afghanistan in 
1955 or so, which hadn't changed very much in 2000 years.  And here I was exploring Kabul 20 
years after that.  During those 2 years I made many round the world trips and many over the
 pole trips. In 1977 I moved back to Vegas and was Director of Operations for Nevada Airlines
 flying DC-3’s and Twin Beech’s to the Canyon. In September of 77 I was called to Budapest
 for another CIA operation flying 707’s loaded with arms and ammo to Mogadishu. 
The background on these flights was that in the late 70’s and early 80’s the name of the game
 was real estate on the Red Sea, because if for any reason the Straits of Hormuz in the 
Persian Gulf became blocked  oil would have to flow through Yanbu in southwest Saudi and 
out the Red Sea.  Somalia was a longtime client of Russia who had built a deep water port 
in Berbera at the north end of the country and we wanted it.  Russia then made the colossal 
mistake of supplying arms to Somalia's arch enemies in Ethiopia just to the north. Somalia
 then kicked the Russians out and we attempted to ingratiate ourselves by supplying them 
ammo which had to fit their east block guns.
Leaving Budapest then refueling in Jeddah we flew radio silence down the Red Sea trying to
 avoid the MiGs based in Aden, South Yemen, whose sole purpose on earth was to force us 
down and expose this trans-shipment of arms. The briefing was simple.  If you guys get into 
trouble DON'T CALL US. 
Back to Vegas in December of that year I was hired as Chief Pilot for Bonanza Airlines 2
 operating DC-3’s and a Gulfstream 1 from Vegas to Aspen.  After that airline collapsed I was
 hired by Hilton Hotels to fly their Lear 35 A. In my spare time I flew part time for 
Dynalectron and the EPA on an underground nuke test monitoring program. I flew their 
B-26, OV-10, Volpar Beech and Huey helicopter. I also flew the Tri Motor Ford part time for 
Scenic Airlines. In 1978 my Dad passed away and left me with one dollar, which incidentally, 
I never got. 25 years have passed since Dad has been gone, and in time, all feelings mellow.  
If somehow I could, I would just like to tell him… I still think he was an asshole. In 1980 I 
ran for the Nevada State Senate district 4.  I lost miserably only because I was uninformed,
 unprepared and both of my size 9 triple E’s were continually in my mouth. 
I took an unauthorized leave of absence from Hilton to go to Cairo and fly the teacher 
movement for Aero America in Boeing 720’s, throughout the Middle East and Africa for 
3 weeks.
Arriving back in Las Vegas I was summarily fired from Hilton and moved back to Cairo for
 2 years to fly for Air Trans another CIA cutout. After the Camp David accords were signed
 in 1979 each country, Egypt and Israel were required to operate 4 flights a week into the
 others country.  Of course, El Al pilots didn't mind flying into Cairo but you could not find 
an Egyptian pilot that would fly into Tel Aviv.  So an Egyptian airline was formed called 
Nefertiti Airlines with me as chief pilot to fly the 4 flights a week into Tel Aviv. On our off
 time we flew subcontract for Egyptair throughout Europe and Africa. All this, of course was 
just a cover for our real missions which was all kinds of nefarious gun running throughout 
Europe and Africa which we did in our spare time.  And now that our beloved 40th president
 has passed on I can tell you that in fact (with my apologies to Michael Reagan) the October 
Surprise was true. The October surprise for those of you that don't remember happened 
during October of 1980 when Reagan and Bush were running against Carter and Mondale 
George Bush was flown in a BAC 111 one Saturday night to Paris to meet with the Ayatollah
 Khomeini.  Bush offered the Khomeini a deal whereby if he would delay the release of the 
hostages held in Tehran until Reagan’s inauguration, the administration would supply 
unlimited guns and ammunition to the Iranians. In order to get Bush back for a Sunday 
morning brunch so that nobody would be alerted to his absence he was flown back in an SR-71 
from Reims field near Paris to McGuire AFB. Of course Reagan won, the hostages were 
released and one of my jobs in Cairo was to deliver those arms from Tel Aviv to Tehran.  
Unfortunately, the first airplane in, an Argentinean CL-44 was shot down by the Russians just 
south of Yerevan and Mossad who was running the operation didn't want to risk sending my 
707.  The arms where eventually delivered through Dubai, across the Persian Gulf and directly 
into Tehran. During the 2 years I was in Cairo I averaged 180 hours a month with a top month 
of 236 hours in a 31 day period.  I spent a 6 week tour in Khartoum flying cows to Saana, 
North Yemen in an old Rolls Royce powered 707.
One of the daily grinds out of Cairo was the Cairo Luxor Aswan run with mostly American
 tourists. Occasionally the Egyptian military would hop a ride with us to their duty station. 
 Inbound to Luxor I would fly low over the Nile and over the PA point out the various
 landmarks. “On the right you can see the Valley of the Kings where Tutankamun's tomb was
 found in 1908.  And on the left in the Temple of Karnak.  As many of you from the states 
know, Karnak the Magnificent himself appears from time to time on the Johnny Carson Show.
 One Egyptian General became irate. “No, no, this is impossible, Karnak died thousands of 
years ago.”
It was also during this period that I became the only pilot to have flown captain on an 
Egyptian airline flight (UZ-444 Cairo-Tel Aviv) and Captain on an El Al
(Israeli) flight (LY-581 Tel Aviv) on the same day, November 10, 1981.
Back in Las Vegas in December of 1982 I sat on my ass until I was out of money, again, and 
then went to work for Global Int’l Airlines in Kansas City, another CIA cutout run by 
Farhad Azima, an Iranian with a bona fide Gold Plated Get Out of Jail Free card flying 707’s 
until they collapsed in October of 83. During the summer of 1983 the FAA celebrated its 25th 
Anniversary at the Mike Monroney Aeronautical Center in Oklahoma City.  There was much 
fanfare and speech making and 2 honored guests.  Bill Conrad from Miami, Florida who had
 the most type ratings, I think over 50 .  And myself.  I had the most airman certificates 
issued of any airman. After Globals collapse I went went to work for American Trans Air 
flying 707’s. I wrote their international navigation manual as MNPS for North Atlantic 
operations was just being implemented and became the first FAA designated check airman 
for MNPS navigation. ATA then added 727’s and then Lockheed L-1011’s.  For a very brief 
time I was qualified as captain in all 3.  After getting fired from ATA in July of 1989 I became
 a freight dog flying DC-8’s for Rosenbalm Aviation which became Flagship Express and after 
that airline collapsed I was hired as Chief pilot for Patriot Airlines out of Stead Field in Reno, 
flying cargo 727’s from Miami to South America.  After getting fired from Patriot I went to 
work for Connie Kalitta, starting at the bottom of the seniority list, flying co-pilot on DC-8s.  
I eventually got back into the left seat then to the L-1011 on which I was a check airman.  
Kalitta sold out to Kitty Hawk International which went bankrupt in May of 2000.
I was 57 at the time and nobody is going to hire an old f*** for two and a half years except to 
fly sideways so I turned in my stripes and ever present flask of Courvoisier. Except for one 
last fling in March of 2001 where I flew the Hadj for a Cambodian Airline flying L-1011’s
 under contract to Air India.  We were based in New Delhi and flew to Jeddah from all 
throughout India. There was absolutely no paperwork, no FAA, no BS and for 6 weeks we 
just moved Hadji’s back and forth to Saudi Arabia.  One final note, in October of 1999 I had
 the honor and extreme pleasure to get checked out in a Lockheed CF-104D Starfighter. 
My instructor was Darryl Greenamyer, the airplane was owned by Mark and Gretchen 
Sherman of Phoenix. It was the highlight of my aviation career particularly because I 
survived my first and only SFO in a high performance fighter.
One other thing, some how I managed to get the following type ratings:  707/720/727, 
Convair 240/340/440, DC-3, DC-8, B-26, Gulfstream 1, Lockheed Constellation, Lear Jet 
series, HS-125, Lockheed L-1011, Lockheed L-18, Lockheed P-38, Martin 202/404, B-17, 
B-25, Grumman TBM  and Ford Trimotor. I also have single and mufti engine sea, rotorcraft 
helicopter and gyroplane, and lighter than air free balloon. I never got all categories having
 missed the Airship.  And in case you are interested many, many airmen have lots more type 
ratings.  What I did get…that no other airman got was most FAA certificates: these are the 
ATP, Flight Instructor with airplane single and mufti engine, instrument, rotorcraft helicopter 
and gyroplane and glider. Flight Navigator, Flight Engineer, Senior Parachute Rigger, Control 
Tower Operator, A&P, Ground Instructor, Advanced and Instrument and Aircraft Dispatcher. 
I have 19,488 hours of total time of which 15,325 hours is in 1,2,3 or 4 engine jet. I took a total of 181 FAA (or designated check airman) check rides and failed 2. I have flown 119 types of airplanes, helicopters, gyroplanes
 and gliders. 
Of the thousands of times I knowingly violated an FAA regulation I was only caught once but 
never charged or prosecuted.
The farthest I have ever been off course was 321 miles left over the South China Sea in a 707
 on New Years day 1977 on a flight from Taipei. The deviation was not caught by Hong Kong, 
Manila or Singapore radar and I penetrated six zero to unlimited restricted areas west of the
 Philippines. I landed in Singapore 7 minutes late without further incident. How, you ask, did 
I get so far off course?  The short answer is I was napping at the controls. I have flown just 
about everywhere except Russia, China, Mongolia, Korea, Antarctica, Australia or New 
I am a senior vice commander of the American Legion Post No.1 Shanghai, China (Generals 
Ward, Chennault and Helseth) (operating in exile), a Life member of the Special Operations 
Association, associate member of the Air America Association, Life member of the 
Lighter-than-Air Society, Life member of the Soaring Society of America, Associate Life 
member of Roadrunners Internationale and Life member of the NRA. I earned the
 Professional Air Traffic Controllers Association Award for Outstanding Airmanship presented
 on August 15, 1969 for skill displayed on September 25, 1968 (the under the Golden Gate in 
the Cessna 320 deal).
Now some of you may be asking why so many airlines  collapsed that I worked for and why I 
got fired so many times.  My excuse is simple. I am not the brightest crayon in the box, I am 
extremely lazy, I have a smart mouth and a real poor f**king attitude. 
John Lear
Las Vegas, July 2004


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The Enigmas on the Moon

Image Courtesy: NASA/Langley

1) Image Information
  • If you are visiting for the first time it is HIGHLY RECOMMENDED that you read the image data, especially for Copernicus images and Lunar Orbiter. The data is necessary to understand scale and to identify anomalies, glitches etc... and required reading before you ask us questions on the ATS Moon Thread

2) Special Presentations

3) Copernicus Images: 1965-67

4) Lick Observatory Images: 1946

5) Lunar Orbiter Images: 1965-67

6) Apollo Image Anomalies

7) Anomalies Not By Photo Numbers

8) Color Moon Images

9) "Secret" Spacecraft

NOTE: We will be posting all the Secret Spaceships and other related Item's in Jack Arneson's section to keep them separate from the Moon Anomalies, even though some items are directly tied in to the Lunar Mining operations, in an effort to keep the menus shorter, and because Jack has been actively persuing that area for us.

10)Surveyor Spacecraft


11) Russian Spacecraft

12) Other Countries Lunar Space Craft

13) Older Anomalies Revisited
The items here other than the Clementine proof of tampering are old and famous anomalies presented by many other researchers. We will develop this and link to their works, as well as add our take on them as well
Clementine - Old Image Showing Editing ~ Coming Soon

14) Anomalies Presented by Members of Pegasus or ATS
Note: This Area is Corrently Under Developement and as thus will be temporarily incomplete

15) Pegasus Press Releases

16) Mars, Earth and Other Planetary Bodies

17) Documentary and Related Evidence

18) Video Library
19) PDF File Database

20) Patent Database

21) JAXA Kaguya-Selene - Japan's Lunar Probe

22) CNSA Chang-e 1 - China's Lunar Probe

23) ISRO Chandrayaan - India's Lunar Probe

24) LRO Lunar Reconnaissance Orbiter

Join us for Live Discussion on Many Topics at:


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Lunar and Martian Mining, Bases and Habitation:

Lunar and Martian Anomalies:
This section will also include the rest of the solar system and contains fasinating glimpses of the planetary bodies in our solar system and both natural anomalies of interest as well as unexplainable enigmas.
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