We Got It From Them - NASA Flight Surgeon's 1992 Cape Canaveral UFO Encounter Dr. Rogers - Lehto Files - Investigating UAPs

Episode Transcript
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Speaker 1 (00:00):
I did not tell anybody except my wife what I
saw back in nineteen ninety two about the flying saucer.
But I knew what I was going to say when
I retired. This major was off to my right and
he said, hey, Doc, I've got something to show you.

(00:25):
I've got something even you have never seen. What was
in the middle of the hangar was an actual flying saucer.
So now this is pretty shocking. I did not get
up that more and say, well, I wonder if I
go to the cave whether or not somebody will show

(00:45):
me a flying sacer. As it rotated across, I could
see the writing US Air Force, and then it had
a flight an American flight insignia and just above that,
and so I said, where would we get a design

(01:08):
like this? And he said, we got it from them.

Speaker 2 (01:21):
Chris lad welcome to Lado Stiles. There's a bond between
pilots and flight surgeons. These aren't just doctors. They're really
the people or guardians, if you will, who keep us alive.
So they make life or death decisions about who's fit
to fly, and it's difficult decisions. As an F sixteen pilot,

(01:44):
I trusted these physicians with my life and my career. Right,
you talk to them in confidence and you really trust them.
They helped my family. You'll even see at the end
of this interview, I even get a little emotional remembering
back to the great flight surgeons I knew, and doctor
Gregory Rogers represents the absolute pinnacle of aerospace medicine and

(02:07):
flight surgeons. I mean, he was a NASA flight surgeon
for thirty one space shuttle missions. He also was an
F sixteen pilot himself. He flew in the top Knife
program as well as a bunch of other helicopters. He
had access to our most classified programs and for over
four decades, doctor Rogers saw the cutting edge of human technology,

(02:30):
all the space shuttles, space ships, classified technology, etc. You know,
he had to have a clearance to fly the F sixteen.
But in nineteen ninety two at Cape Canaveral, doctor Rogers
witnessed something that shattered everything he thought he knew about
technological limits and our universe. Essentially, for thirty three years

(02:53):
he stayed silent. Only now, inspired by witnesses like David
Grush and Commander Fraver, is he ready to speak? This
isn't just another UFO story. This is testimony from a
man whose credibility is unassailable and whose technical knowledge is encyclopedic.

(03:14):
I mean he was a doctor, right. He's sharper than
your average tool in the shed. What he shares about
that fifteen minute encounter will challenge everything you think you
know about what our government has or has not been hiding.
I'm truly honored to share his story. Thanks for joining us.

Speaker 1 (03:45):
How are you doing, I'm doing great, glad to be here.

Speaker 2 (03:51):
So your recent Navy lecture it focused on human factors
and identification of aircraft, military drones, and other aerial phenomena.
So what prompted you to address UAPs in general and
from a medical and human factors perspective.

Speaker 1 (04:08):
Well, for about six or seven years in a row,
I was an expert lecturer to the Navy Professional Development
Symposium that was held in April of each year, and
so I discuss things like, because it's primarily medical and

(04:29):
safety people, I did an introduction to Department of Defense
Munitions and Explosives. I've done one that was entomology one
oh one for medical people supporting those who deploy worldwide.
I just discussed dingy fever lashmanias as viceral lashmaniasis. Whenever

(04:57):
you travel to the world, there's lots of bad things
that are there, and an awful lot of them are fleas,
mosquitoes and other insects. Lectured on the need to monitor
workers when they're working with TNT and triton all because

(05:18):
one of the first indicators that their bodies are adversely
reacting is the development of normalcidic normo chromic anemia. So
I gave a lecture on that. So I've given lectures
on numerous topics. In fact, this last April, right before
I retired, I gave a lecture on the four to

(05:39):
eight megaharts that is used for emergency beacons with the
Cosmus sarsat. So these are the kind of lectures that
I give. Well. In November of twenty twenty three, I decided,
you know, I did not tell anybody except my wife

(06:03):
what I saw back in nineteen ninety two about the
flying saucer. But I knew what I was going to
say when I retired, So I contacted Commander Shaw, who
is the commander for the Navy Professional Development Symposium, and
I said, look, since the Navy has now acknowledged the

(06:27):
presence of FA eighteen pilots chasing UAPs, and there has
been testimony before Congress, can I actually address it in
my lecture? So we went back and forth several times
on emails and finally said, as long as it's done

(06:48):
in a professional manner, I will allow you to do this.
So I made up my slide set, sent it to him.
They reviewed it and then said, yes, you can give
this presentation. So then, just to make absolutely certain, I
gave it to the public affairs officer at the Mcallist
Army Ammunition Plant, which is where I was working at

(07:10):
the time, and then also sent it to Fort Sill,
which is the main Army base in Oklahoma, and had
the public affairs officers both locations give me an email
written statements that yes, you can give this presentation. So

(07:31):
I've got written confirmation from the commander from his subordinates
and then from two public affairs officer that I am
authorized to speak about UAPs. So then in about the
last fifteen to twenty minutes of the lecture, I brought
out the fact that in the first part I was

(07:54):
talking about things like visual and auditory hallucinations, uh uh,
things that will cause people to give mistaken information all
of these kinds of things, and and so then I
identified that UAPs are real events. They have been proven

(08:19):
by the Department of Defense, they have been spoken of
before Congress, and I gave my personal opinion that these
are real. So then I discussed what makes UAPs anomalous
and why they are so strange, and then I finished
up with directions on how to interview people, whether it

(08:48):
was for an aircraft mishap or a UAP event, how
do you interview these people and what information are we
looking for? And so the I gave that lecture on
the twenty fourth of April twenty twenty four. I received

(09:08):
a lot of favorable comments and even got a letter
back from Commander Shaw saying that he appreciated what I
did by giving this lecture.

Speaker 2 (09:19):
Who was the audience? Who did you give the lecture to?

Speaker 1 (09:22):
Well, it's a virtual audience that any military personnel, safety personnel,
industrial hygienus worldwide can get on there and watch it.
So I believe I had two hundred people watching it
live all over the world, and then they recorded it

(09:46):
and other personnel who were busy at the time or
who heard about it and wanted to see it could
just access the military website, watched the video afterwards.

Speaker 2 (10:03):
Okay, and how was the reception? You said? It was positive?

Speaker 1 (10:07):
Oh, it was extremely positive. If I had been in
a position to reply to all of these people, I
could have created a lot of difficulties for the Department
of Defense potentially, but since I was still part of

(10:29):
the Department of Defense, I wasn't going to do that.
So in April of this year, April thirtieth, I retired.
On May fifth, there were recorded presentations and interviews that
I had made that were released to the public, and

(10:52):
it just blew up. At one point, we were the
I was told that we were the number one search
on Google, and for three straight days we were number
one on Reddit. I've been interviewed by people from India

(11:16):
to Australia. I've done interviews. They have morning programs sort
of like Good Morning in America, and so I got
on the computer and did like a ten minute interview
with them and had a lot of fun with that.

(11:38):
But it's gone global and a lot of people have
been wanting to interview me. So many people. I did
not realize there were so many people who had podcasts.
So the vast majority I have turned down, and so

(11:58):
yours is one of the you I've agreed to join.
But I told you on the email. You know I
respect a viper drivers.

Speaker 2 (12:07):
So that's excellent now and you are actually a viper driver.
You're a viper driver as well. Right, you did top
knife and actually fliss.

Speaker 1 (12:19):
Yes, flight surgeons. Most people really don't know that. They think, oh,
that means that we take a scalpel out and cut people.
But surgeon is a military term and so it's used
for physicians. And so as a flight surgeon, whatever unit
I am assigned to, I need to know everything that

(12:39):
they're doing, so that when the pilots, the repair crews,
the maintenance personnel come to me and say, look, I've
got this problem. I first of all need to know
what is their work location. So sometimes knowing where they're
working will cause me to make a different decision than

(13:01):
if they had a different job. Just as an example,
way back in the eighties, I had a family practice
doctor that wanted to find out what being a flight
surgeon was like. So he came to my office and
it was on a Monday, and I had a huey

(13:21):
pilot who had been playing football over the weekend and
he had damaged his shoulder and he said, I can't
lift it any more than this, but I can still
hold the collective and the soccle, so I can still fly.
And I said, well, you're already grounded, so let's take

(13:43):
that off now, let's talk about the rest of it.
So I dealt with him, and when he left, the
family practice doctor said, he said he could handle the
controls of the helicopter. Why did you say he was
automatically grounded? And I said, well, because during the engine
start sequence sometimes the fuel will gather at the bottom

(14:11):
of the turbine and can ignite, and so the fuel
cutoff switch is right here. If he can't reach the
fuel cutoff switch and his aircraft has an engine fire,
then we're going to lose the aircraft and possibly him damage.

(14:31):
And he said, well, how did you know that, I said,
because I've flown the helicopter and I've gone through the
pre flight a number of times. You have to have
your hand on that when you're igniting the turbine because
if that flashes, you got it. You got to hit

(14:53):
it real quick. And there was no way he could
even reach it, much less use it. Well, if I
had not flown in that aircraft. I wouldn't have known that.
So that's why flight surgeons do the things that their
pilots their crews also do. A lot of people don't
realize it, but in Vietnam, we had four flight surgeons

(15:15):
who were aces because they were flying with their units
and had aired air kills.

Speaker 2 (15:26):
So that's five you need five.

Speaker 1 (15:28):
Kills, not right, So uh, one of the pilots, I believe,
ended up having seven, but he was a flight surgeon
and so, uh. You know, flight surgeons are educated people.
We can operate flight systems as well, so you always

(15:52):
have to do that. When I was supporting the Space Shuttle,
I had to go through an orientation course to the
Space Shuttle operations, everything about you know what hazards are
on the orbiter, where they located at. You know, when
you land, what are the hazard areas. You know, people

(16:13):
don't really think about how difficult flight is for going
to space, but when the Space Shuttle lands, because of
the weight, the orbiter puts a lot of stress on
the wheels. The wheels are massive, but they become so
hot that there were a few times when the tires

(16:35):
would explode and pieces of this rubber go flying at
high speed, and so if you were in the area
and that hits you, it would kill you. So there
was a hazard zone that had to remain clear just
for the tires, and then we were venting all kinds
of toxic chemicals. So after the Space Shuttle would arbiter

(17:00):
would land, there was a lot of stuff that had
to be done before we finally go get the astronauts
out of the spacecraft.

Speaker 2 (17:09):
Yeah. I had a friend, his father, actually flew the
T thirty eight's for NASA because the Space Shuttle actually
it glided, you know, it flew, but it glided really
at the same rate as the T thirty eight with
its little tiny wings, you know, so basically it did
not glide very well. Yeah, he would train the pilots.

Speaker 1 (17:34):
I actually have a picture of me in one of
the NASA T thirty eighths at the shuttle landing facility.

Speaker 2 (17:39):
And did you do the simulator for the shuttle itself?

Speaker 1 (17:44):
Yes?

Speaker 3 (17:44):
I did.

Speaker 1 (17:45):
That was a lot of fun, but I never got
to stay in long enough to enjoy it as much
as I would like, because you know, it's kind of
expensive to do, so I got to practice a few things,
but man, I would stayed there for eight hours, but

(18:06):
they said, come on, doc, you got to get out.
You know, we just wanted you to know what it
was like. So I said, okay, well, you know I
would know what it was like if we also tried
to do Transocian nicaboord landing. Can we go through that
scenario now? Documenting there long enough? Get out? So okay,
I get out.

Speaker 2 (18:27):
And that's your flight. Check it right from NASA. I
asked you to put it on. Actually I think it
looks good.

Speaker 1 (18:35):
Yes, this is what I used to wear to work
every day.

Speaker 2 (18:39):
You mentioned your nineteen ninety two sighting. You know, can
you talk through that what you saw?

Speaker 1 (18:45):
Well, I certainly can. And the thing about that is
that my original date of rank for the military was
the third of July nineteen eighty. I have done all
all kinds of stuff and yet nobody knows about that.

(19:06):
But when you say I saw a flying saucer, everybody
wants to know about that. So that was fifteen minutes
out of my life, and yet here it is being
what it is. What had happened was I'd gone to
one of the buildings they're on Cape Canaveral Air Force
Station proper and I had a guide that was with

(19:29):
me from EGG, which was the primary civilian contractor and
part of EG and G had all of the medical
operations for it, and so we did not provide those
medical clinics and so forth, but we were to oversee

(19:54):
what they were doing, and then of course if there
was any military personnel who had any problems, I would
take care of that as well. So there was a
change in processing in I believe it was an innerdeck

(20:14):
access way. When you put a space Lab module in
the payload bay at the Space Shuttle, it's this big
container where they have all these experiments, a lot more room,
and so the astronauts can do all kinds of stuff
during the course of that mission. The only problem is
that the airlock from the crew compartment doesn't fit to

(20:40):
the opening of the space Lab module. So there's an
access way that has to be put and then once
it's locked in place, they launch it and the astronauts
can go through the access tunnel to go back and
forth between the crew compartment of the orbiter and this

(21:00):
space Lab module. Well, something had been done different, so
I was wanting to see what it was like, and
so I went in. Did that No big deal. And
as I was coming out, it was a clean room,
so I had a little bonnet on my head to
cover my hair. I had a lab coat on and

(21:23):
non electrostatic booties that I needed to take off. So
I sat down and I was doing this, and I
was talking, and I didn't do it very quickly, and
so the escort zipped it off and said, okay, Doc,
we're through for today. I'm out here, and so off

(21:44):
he went. So I was like a minute or two
behind him, which ended up being an important minute or two.
So he was already gone. And so as I exited
this area, there was a set of double doors, and
as I went out the double doors, this major was
off to my right and he said, hey, Doc, I've

(22:06):
got something to show you. I've got something even you
have never seen. Now. Then, the reason I think he
said this was because of compartmentalized security. So people who
worked in one building on the Cape, many of them
could only go to that building. They couldn't go to
other buildings because we didn't want the secret of what's

(22:30):
going on here told to other people, and we didn't
want these people knowing what those people were doing. But
I went through most of the areas on Cape Canaveral,
so I got to see a lot more than the
average person. So he said this to me, and I said, okay,
what is it? And he said, come on, step inside.

(22:53):
So he took me into this little office had four
computer sites for four different people. But he shut the door,
locked it, and then he closed the many blind lovers
on the door. There was a set of windows, and

(23:15):
he closed the many blinds on the windows. So I'm
sitting there thinking, hold it, what's going on here? This
does not look normal? And I was becoming a little
bit skeptical. But he said, watch, I've got something to
show you. So he sat down at his computer station

(23:35):
and he turns it on, the screens on. He's doing
all of this stuff, and I don't have any idea
what he's doing. All of a sudden, he says, okay,
here it is. So he scooted over one seat to
his left and I sat down in his seat and
I looked at this computer screen. It was completely clean screen.

(23:58):
It had no identification of classification markings, no location, time date,
nothing there there there was nothing explaining about the video
I was seeing on the screen. Now, then it was

(24:18):
a fairly typical looking hanger, could have been any hanger anywhere,
except that what was in the middle of the hangar
was an actual flying saucer. So now this is this

(24:38):
is pretty shocking. I did not get up that more
and say, well, I wonder if I go to the
cave whether or not somebody will show me a flying saucer. Well, noah,
it was nowhere in my mind. So I'm looking at
this thing, and I said, what on earth are we
doing with this? And the guy made some kind of

(25:00):
comment that didn't impress me at all. I'm still looking
at this computer screen, and so I said, where would
we get a design like this? And he said we
got it from then. Wow. Now, then he did not

(25:21):
explain what he meant, but obviously he was referring to
non human technologies from off this planet. So I'm looking
at this thing, and it's amazing now that when I
saw it, there were two guys in lab coats to

(25:41):
the bottom left, and then midway up the screen on
the right side, there were three guys that looked like
technicians in what I would call taivex suits, you know,
had to toe and only their faces were shown, and
then some sort of warning sound went off and everybody

(26:03):
cleared out, and then within a couple of minutes the
vehicle became active. At the time, all I could see
was from what I now call the three o'clock position,
and it was just slightly above looking down. The vehicle

(26:27):
itself was sort of a pearly white. There were no seams, rivets, windows, doors,
nothing that could be identified. It looked as though it
was sort of a modified egg if you just sort
of shifted it around. There was a tiny little area

(26:50):
on top that protruded, and there was a mass sticking out,
and on the mast it looked like there were three
umbillos coming off and at the beam of the craft.
From the twelve thirty position to the two thirty position

(27:11):
there was a horizontal black rectangle. From three point thirty
to five thirty there was another black triangle or rectangle,
as I came to learn as it moved. There was
also one at six thirty to eight thirty, and also
nine thirty to eleven thirty. At the three o'clock, six

(27:33):
o'clock and nine o'clock position there was a vertical rectangle,
and all of the rectangles were flat black, and so
I believe that these were made to monitor the movement
of this craft, because if it was perfectly pearly white

(27:56):
and it began to move, you there was nothing there
to show you that it was moving. So, you know,
just like any experimental aircraft, they put markings on it
so you can monitor the motion. And that's what I
believe these rectangles were. Now, then there were electromagnetic discharges

(28:19):
that told me that the vehicle had become active, and
they were very peculiar, but I don't wish to describe
them to anyone, because if this was a testbed model,
whatever the mechanisms were being used, may still be active

(28:39):
in more advanced craft, and I don't want to give
out information that would be beneficial to those opposing the
United States. But as soon as it started to do this,
it just sort of lift off the floor, and the

(29:04):
floor looked like a concrete floor with like some kind
of rubber mat that had been put on top of it.
You know, you can go to your garage and put
mats in there to keep it clean and dry and
all of that, and so it looked like there was

(29:24):
something like that. But it lifted off just like a feather.
It rose about three feet in the air, and then
just hung there. So as I'm watching, the next thing
that it does is that it rotates three hundred and
sixty degrees clockwise. Now, then this is where I learned

(29:44):
the rest of the information. What I describe is the
twelve o'clock position. I do so because it was the
one area totally separate from anything else. As it rotated across,
I could see the writing US Air Force, and then
it had a flight, an American flight Insignia in just

(30:06):
above that. So that was the one place that was
totally different, which is why I'm classifying it as the
twelve o'clock position. So I'm watching this thing rotate, and
I can see the rectangles moving, but here's this writing
that is moving as it rotates with this US flight Insigny.

(30:31):
And so now that that surprised me even more than
just seeing the flying saucer right in front of me.
It completed a three hundred and sixty degree circle pause,
and then completed a three hundred and sixty degree circle counterclockwise,

(30:53):
so that it was in the same position it had
started in. It moved to the left and right, it
moved forward and backwards. It's just like you know, you're
testing your controls, making sure that you have everything working,
and then it rotated to a forty five degree angle

(31:16):
of attack. If it were flying and the twelve o'clock
position was going forward, now then you know this. This
is amazing. Fixed wing aircraft can't do this. Rotary wing aircraft.
You know, I had my solo certificate in helicopters, and

(31:41):
I had five hundred hours in rotary wing aircraft. You know,
the lift is from the disc of the rotors and
it's in ninety degrees perpendicular, so that to raise up,

(32:02):
that's no big deal. That's what it's supposed to do.
That's how you get it in a hover. But as
soon as you changed the angle of attack, you're moving
the thrust vector. So there's going to be part of
the thrust vector that is down. But now part of
that thrust vector is going to be in a direction.
Because it's in a direction, the aircraft will move in

(32:22):
the opposite direction. So a helicopter could go to a
forty five degree angle of attack, but it's going to
be moving forward and lifting. This thing did not do that.
And so this shot me more than anything else because
it did not move one centimeter as it moved to

(32:46):
what would be a forty five angle of attack. So
that really just blew me away. So I'm really focused
on this. Just about that time, there's a knock on
the door. The guy hits the buttons to turn the

(33:07):
computer and screen off, and he said, don't tell anyone
I showed you this. Well, I'm going to go around
telling somebody that you show me a flying saucer. Well,
he goes to the door, opens it. We were both majors,
and so this lieutenant colonel and two other guys came in,
and so the lieutenant colonel said, what's going on in here?

(33:30):
That you had the doors locked. So the other major said, well,
I had this skin thing and I wanted to see
if it was cancer, and so I was having Doc
take a look at it. Well, now everybody looks to me,
So I my mind is racing. You know, if it

(33:51):
had said any degree of classification, I'm turning this guy
in for showing me a classified inappropriately. But there was
nothing that said that. I got to thinking, you know,
all of these people work. These are the four people
that work at these four computer stations. If this guy

(34:14):
knew it and knew how to access that video, probably
these other guys did too, So if I report this guy,
I'm going to have to report them. That means I'm
going to have to go to security. That means I'm
going to have to go to their chain and command
and report what was seen. And then I'm going to
have to go back to my colonel and say, Sir,

(34:37):
I just want you to know that earlier today I
saw a flying saucer, and so I reported a security incident.
And all of these things are going on up at
the Cape, and it's probably going to go up to
the general and he's going to have to contact his people,

(34:58):
because all there's a type of anal material that tends
to move quickly up the chain of command in the military.
If you understand what I mean, I'm thinking, oh my goodness,
all of these consequences are going to happen if I

(35:21):
say anything. So I did what many airline pilots, what
many air force pilots, naval aviators have done in the past.
I ignored it and said it wasn't cancerous, and I
said goodbye. I went out the door, got in my car,
drove thirty minutes south to Patrick Air Force Base, and

(35:44):
along the way I thought I can't tell this to anybody,
so I didn't even tell it to my wife for
fifteen years. But as long as I was associated with
the Department of Defense, I did not want to risk
what the repercussions were going to be as as I
told this story. So I got involved with this organization,

(36:09):
the International UFO Bureau, while I was still with the
Department of Defense, but I waited until I was ready
to retire. There's a guy named Tyler Roberts with Total
Disclosure that is part of the International UFO Bureau. Manty

(36:30):
top Fests runs the Bureau and I'm very pleased to
be on the board of directors for it because I
think it's going to be head and shoulders above what
the other common UFOs organizations do, and I wanted to

(36:52):
be part of it. So Tyler Roberts ended up revealing
my story on the fourth and fifth of May of
this year, and it just went viral as the term goes,
and gained a lot of attention from many many sources.

(37:18):
I've been interviewed with people from India. I did a
morning show you know, virtually as I'm doing with you
with group down in Sydney, Australia. Because they were interested.

(37:38):
This thing just sort of blew up and went worldwide.
And recently I was at a convention called Contact in
the Desert, in which case I meant many of the
top UFO people anywhere, and I spent some time talking
to each of them, telling this story and giving background

(38:01):
on it. So you found out asked me to talk,
and I agreed to do that. One of the things
I mentioned to you before we got on was that
I had no idea there were so many people with

(38:21):
podcasts that there are thousands and thousands of people with podcasts,
and so many of them were approaching me that I
said no, no, no, no no. And then when I
got yours, because you're a former F sixteen driver, I said, yeah,

(38:42):
I'll do his show. So here I am.

Speaker 2 (38:45):
Well, I sincerely appreciate that, Greg. I mean, it's just
a mind blowing story on so many levels. You know.
I think it goes back to your credibility, like your
You've had decades, you know, so many years thirty one
shuttle launches fourteen landings, as well as flying F sixteen's,

(39:07):
flying all the helicopters. You worked at the munitions, So
you know, I think we can maybe talk about it later,
but you probably know about the MOAB and the MOP
that was just dropped on I ran. I mean, your
depth of knowledge and experiences is so long. It's just
such an incredible compelling story. You know, especially in nineteen

(39:30):
ninety two, you would have been briefed into classified programs
like you have to be briefed into classified programs just
to fly the F sixteen alone. So you must know
about security classifications. You must know you've been in so
many debriefs with at least F sixteen's, and not to
mention all these other aircraft, So you must know the
difference between a video, you know classifications and seeing something

(39:57):
that is probably real. Right, So when you when you
think back.

Speaker 1 (40:02):
To that I had been. I had been not only
oriented to the Space Shuttle. I got a tour of
Atlantis personally in an orbiter processing facility, so I could
see all of this stuff myself. But I also worked

(40:24):
with the unmanned missiles, the Titan for the Atlas, the
Delta launch vehicles, and then other space related systems that
were very highly classified. So I knew about spacecraft. I

(40:49):
had seen many spacecraft. I had seen spacecraft in the
form of satellites and deep space missions. I was able
to witness some of those being prepared before they were launched,
so I knew spacecraft and I knew aircraft, and I
know that none of what I officially saw related to

(41:16):
what I unofficially saw.

Speaker 2 (41:19):
It's just unbelievable, especially in nineteen ninety two. You know,
to go and actually to fake a video like that
at that time would just be a huge endeavor, you know,
I mean, and why would you do it?

Speaker 1 (41:34):
Well, you know, I watched things like Close Encounters, and yes,
it looked nice, but it didn't look real. There is
a lot of capability that has been developed since that time,
and so it looks realistic. But there's a big difference

(41:58):
between realistic and absolute realism. There it is. I'm seeing it,
and you know, people have suggested that maybe this was
done as a form of disinformation. I cannot imagine who

(42:21):
could have created a video that would be so very
authentic that it would absolutely completely fool me. And I
think that would have It would have been harder to
have done that than to have shown me what we

(42:41):
were doing. One other thing, you know, this was ninety two,
This was only three years after Bob Lasar had come
out with his information about reverse engineering spacecraft from non
human intelligence, and I I have to say that one
of the closest descriptions I have heard or seen in

(43:08):
diagrams was what Bob Lazart called his sports model, and
so this was only three years after that, so I
don't know if what I saw was actually an advanced
form of the very vehicle he was describing. Later on,

(43:31):
when I saw the TIC TAC video, I thought, man,
you know, just a little bit of design difference, and
it could be that. Now. The difference, though, that makes
me not believe that the TAC video was a reverse
engineered vehicle. And I discussed this with my lecture to

(43:57):
the Department of Defense in twenty twenty four, was that
it's not just the appearance, it's the capabilities that craft
performed maneuvers that there's no way we could reproduce, you know.
To put it into perspective, one thing that I've done

(44:20):
is said, imagine that you took an F twenty two
right now, the most advanced aired air combat craft that
we have, and you said, I'm going to go back
in time give it to the United States Aeronautical engineers
in nineteen fourteen, so that in World War One we

(44:44):
can outperform an outmaneuver every aircraft we come into combat with. Now,
the problem is they're going to look at it and say,
what on earth is that? Of course, the propeller, well
there aren't any propellers. These are jet engines. What are

(45:05):
jet engines? Well, they burn fuel and you can fly
much faster. This can actually fly faster than the speed
of sound. And you would have to potentially describe what
faster than the speed of sound meant to these people.
Then they look at the surface and they say this

(45:28):
feels funny, and oh, well that's radar absorbent material. And
they say what on earth is that? And they said, well,
we want to reduce the radar cross section. And they said,
what is this radar you keep talking about? You know,
we don't understand. Well, look at this computerized system and

(45:51):
it will show you that the aircraft will maneuver its
positioning according to the radars that it's encountering so that
it presents the lowest radar return. And I say, look,
we don't know radar, we don't know computers. What are
you talking about? Even though this was only one hundred

(46:14):
years of human innovation. The guys in nineteen fourteen cannot
reproduce that vehicle. They can't even begin to know it.
If you said, well, we have a aluminum magnesium that
lived in an alloy that is the metal that you

(46:39):
see over here, that's well, how on earth would you
make that? The material science has been totally incapable of
understanding it, much less reproducing it. So if we have
had non human vehicles that we discovered in nineteen forty

(47:03):
seven or subsequently, just because you have it doesn't mean
you can reproduce it because they're going to use material science,
advanced computer systems, and technology for which we are totally unfamiliar.
So we may have recovered a craft in nineteen forty seven,

(47:25):
but how many years is it going to take to
learn how to produce those materials. It's going to take
a long time. So we may still be in the
infancy in nineteen ninety two of making a true reversible
technology vehicle capable of performing some of the capabilities that

(47:51):
were demonstrated. And I don't believe the TIC TAC was
a reproduction vehicle. I believe it was a real one
and it was controlled by non human intelligence.

Speaker 2 (48:02):
And you mentioned there were technicians there and then some
alarms went off and they scurry away. You know that
doesn't sound like a normal Air Force test or you know,
my understanding is you would have no one in there
for sure. I mean, you wouldn't have this thing just
activate with people in there and then them running.

Speaker 1 (48:20):
No. It it was sort of like you're in kindergarten.
You're out at recess, the bell rings, that means you
have to go back in. So I think it was
just okay, we're getting ready to operate this graph. Everybody
clear out. So I think that that's all that was,

(48:42):
and some sort of a thing to say, okay, clear out,
we're getting ready to use this thing. So everybody leaves
and then they initiate operations.

Speaker 2 (48:55):
Okay, So you think it was definitely a test, that
it was most likely an Air Force vehicle, probably reverse engineered,
and then they were testing this thing.

Speaker 1 (49:06):
Well, I have thought about this a lot since nineteen
ninety two, if you can imagine. My belief is that
this was probably owned by a contractor or contractor consortium. Now,
then when they are there was a YF twenty two

(49:27):
and YF twenty three, and so even though they were
owned by the consortiums that were promoting them. They weren't
in the US aircraft inventory at that time, so they
were still owned by the contractors. And then the YF
twenty two was selected, and then they went from the

(49:51):
test bed version to an actual production model, and the
production model is what entered the US inventory. So my
belief is that this was probably owned by a contractor.
They are wanting to show the Air Force, Look, we've
produced this vehicle, Look what it can do, and so

(50:11):
they were in the process of testing it to see
if the Air Force would spend the money to make
a bunch more of these things and possibly a production model.
A lot of times when aircraft aren't testing, you will
make things like those markings for the rectangles, so that

(50:36):
as it moves you can tell exactly what it's doing. Now,
then if there were no rectangles on there, if the
US Air Force logo was gone and the flight insignia
was gone, it was the surface was so pearly white
and perfect that it could have rotated three hundred and

(50:59):
sixty and I wouldn't have even seen the motion. So
on testbed projects, you you put identifying marks so that
you can make sure that you're monitoring every degree of motion. Uh,
And that's why those rectangles were there. And the contractor

(51:24):
wanted it to be used by the US Air Force,
so they put the US Air Force logo on it.
It may have been partially funded by the Air Force
for research, but I don't believe that it was a
US inventory craft, so I believe it had to be contractor.

Speaker 2 (51:48):
And the story is amazing. So you mentioned you mentioned
the word like an elongated egg. And what I'd like
to do after this is have you made any sketches
for done any as I have?

Speaker 1 (52:03):
It's it's not the best version. I did made a
hand drawn one, but it was pretty lousy. So I
made another one. Let me see whether I can find it,
and then if I can, I'll show it to you. Okay,
share it with you. I forgot that I printed out

(52:23):
a copy.

Speaker 2 (52:25):
So that's tough with the light. Actually, Uh, okay, perfect
that Okay, that's great. Yeah, that's really good. So that's
you're talking about the little the antenna mast on top

(52:48):
right that seemed to stand out right.

Speaker 1 (52:52):
Now. Then that is one of the reasons I believe
that it was a test bed project, because they did
not my guess is the electrical energy was not internal
to the craft, which is why you needed an umbilical,

(53:14):
and possibly even some of the flight controls were not internal,
so they may have been remotely flying it from a
control room. So the requirement for umbilicals, I believe, indicate

(53:38):
that it must be a test article, because I have
never seen any pictures of a UFO UAP that had
umbilicals stretching back to its own planet.

Speaker 2 (53:55):
Yeah, I didn't. I don't know.

Speaker 1 (53:56):
They have power, yeah, internal guidance, internal equipment so that
they did not need anything from the outside to improve it.
And the requirement for mbillicals tells me I don't think

(54:20):
it was ready for routine use.

Speaker 2 (54:25):
You mentioned electrostatics too, and I understand you're hesitant to
talk about that, but just from what you saw, do
you do you think David Framer and Alex Dietrich and
everyone who saw the tic TAC would they have seen
the same sort of electrostatic effects in your opinion? Just speculation?

Speaker 1 (54:46):
No, No. From from the VIDDI I saw there there
was a type of effect that might have been related.
But the electromagnetic district charges were very unique and one
of the things that made them most unique was that

(55:07):
they did not always come from the same location. So,
you know, for the Space Shuttle, if you're going to
maneuver while you're in orbit, you're going to use the
Reaction Control System or RCS, and so there are fixed
jets that you can use for maneuvering. But there's a

(55:30):
very distinct area for each RCS and it can't just
come from nowhere. There was nothing that I saw on
this vehicle that appeared to be the source of the
electromagnetic discharges, and the electromagnetic discharges did not seem to

(55:53):
be coming from the same location. So that's very puzzling
to me.

Speaker 2 (56:01):
So what made you speak out about this? You know
you obviously you waited, you know, for over thirty years.
Really did this? Did this information kind of each you
up on the inside? Was it difficult to keep this?

Speaker 1 (56:16):
Well? It really started when the Navy released their videos.
When when they released the videos from the FAA teens.
You know, what I was seeing there convinced me that
these are actual UAPs that they are witnessing. You know,

(56:41):
you being a pilot, you know exactly what I mean
when I say this. If I had not been looking
at the screen but I heard the tone of the
voices of the pilots as they're chasing this thing. The
tone of their voices would have convinced me they are
encounter something unique. You know when when when they're sort

(57:06):
of laughing and making jokes about it, that's what real
pilots would would do. Uh. The way they reacted, the
tones of their voices that made me believe, Yeah, these
are real guys and they're really watching it. And I
don't uh, I do not believe that they are seeing

(57:33):
something that they are familiar with. If they were, they
would be saying different things. They would have different tones
of voices. But what they were saying and how they
were saying it absolutely convinced me. And then the Navy
released more evidence, Congressional hearings started to come out. One

(58:00):
of the things that really sort of bothered me the
most was that last November when David Grush was testifying
before Congress. Look, there are people who know these things
that I cannot tell you because they haven't authorized me

(58:20):
to do it. But they have seen reverse engineered crap.
But I cannot bring you any evidence. Well, I don't
have any photographic evidence. First of all, I couldn't have
taken a photo in that building anyway. Back then, we

(58:42):
didn't have iPhones, but I did have a pager. I
had to leave my pager behind before I entered the
building because I couldn't have any possible radio equipment that
could transmit information from the inside to the outside to

(59:04):
protect the security of what I was witnessing. If I'd
had an iPhone, I couldn't have taken it in there.
If I had a camera, I couldn't have taken it
in there. Photographs were not authorized on Cape Canaveral without clearance,
so there was no way I could show anybody there.

(59:24):
But David Gresh said, all these people know these things,
but they can't come forward. And I thought, well, when
I retire, I'll come forward. I will have David Gresh's
six o'clock position, so to speak, and I'm going to

(59:47):
tell people. You know, a lot of people know about this,
but they're not in a position to come forward. When
I retire, I will come forward and I will tell
this story.

Speaker 2 (01:00:02):
I really appreciate it, Greg. I'm sure so many people
in the audience do, and I know David Crush does
for sure. And even that that flag behind you you
said it actually flew on a Space Shuttle. Is that correct?

Speaker 1 (01:00:16):
Yes, the flag was presented to me when I left
the program. It had flown on Atlantis for three point
nine million nautical miles, they told me as they presented
it to me. So that's a flag that has flown

(01:00:37):
in space. And I don't know if you can read it,
but it says Space Shuttle Support Team, which was what
I was on. So you know, I'm I'm not sure
just everybody has a flag flown in space that was
presented to him by NASA, but I have one.

Speaker 2 (01:01:03):
Yeah, I don't think everybody has a five. That's that's
phone in space. Yeah.

Speaker 1 (01:01:09):
Yeah. When I left Patrick Air Force Base, the forty
fifth Space Wing, we were still part of Air Force
Base Command, and so my Meritorious Service Medal was sent
up the chain because of all of the things I

(01:01:31):
had done. And the commander at the time was Chuck
Horner for star general, but he had been a three
star general during Desert Storm and he was the Air
Component commander, so a lot of people knowing from the
Desert Storm where he commanded all air forces, and so

(01:01:56):
they sent it to him and his signature is on
my meritory service medal cool.

Speaker 2 (01:02:04):
So going back to that scene, what do you what
was his intentions? Why do you think that major showed
it to you? Did you see him later? Did you
have a good relationship with him? Why do you think
he grabbed you?

Speaker 1 (01:02:18):
No? Yeah, being a pilot, you understand that you have
to go in for a flight physical every year. Ye. Now,
then according to how many flight surgeons you have and
how many pilots you have. The pilots go in there
and say there's three flight surgeons in the flight medicine clinic,

(01:02:42):
you're going to know all three of those people. But I,
at the time was taken care of about eighteen hundred personnel.
So I may have seen this guy on a flight
physical a year and a half ago, but I don't
remember him. But because there were only two flight surgeons

(01:03:07):
that were full time in the flight medicine clinic, everybody
remembered me. So I think he was trying to show
that he had access to interesting information and wanted to
impress me. That is just a minute Lieutenant Colonel showed up.

(01:03:33):
His desire to impress me went away quickly.

Speaker 2 (01:03:38):
And how long was the video because there couldn't have
been that much time that passed before these other goes.

Speaker 1 (01:03:44):
Yeah, I believe I spent about fifteen minutes watching this video. Wow,
so out of my entire life and all the things
I've done, this fifteen minutes is what people are interested.
Then if I'd gotten my booties off faster, gotten off

(01:04:08):
my lap coat, and left with the guide who has
taking me around, I doubt that the guy would have
disturbed me. I would have never had that fifteen minute
episode and we would not be having this conversation.

Speaker 2 (01:04:24):
It's also one of those things you never forget, right,
did you when you went home?

Speaker 1 (01:04:29):
Yeah?

Speaker 2 (01:04:31):
Do you think about it?

Speaker 1 (01:04:33):
Took me about twenty five or thirty minutes to drive
to where my clinic was at Patrick Air Force Base,
And the whole time I'm thinking, can I tell any
aboutbody about this? If I do, what on earth is
going to happen? And all of the scenarios were bad.
So by the time I got back, I realized I'm

(01:04:54):
not telling nobody nothing. And when I walked into my clinic,
I tried to act like it was absolutely nothing different
from any other day. I never went back to that
building again. You know, if I'd been given a choice,

(01:05:14):
I would not have participated in that, but the guy
coerced me into seeing something I did not want to see.
But once you see it, you can't unsee it. You
can't say, well, I know as a fine saucer, but
I'm just going to ignore that. No. You know what

(01:05:37):
I like in it too, is the people that went
to Daley Plaza on November twenty second, nineteen sixty three.
I'm old enough to remember the event. Mister zu Bruder
did not intend to create a video that would be

(01:05:57):
one of the most controversial all of American history. He
was just going to take a picture of the president
driving by, take it home, show it to his family,
and that was going to be the end of it.
But because of where he was standing at the time
he was filming, he ended up filming the assassination of

(01:06:20):
a president. Now that he had no intention of doing that,
but he did. It was something that was forced upon him.
He thought he was just going to see a leisure
leading event as the President of the United States drove by,
but he happened to be standing exactly where the president

(01:06:43):
was going to be shot. He had no choice about it,
but the only choice he had was to be there.
The choice of what he was going to see was
out of his control.

Speaker 2 (01:06:57):
And you say, if you had to choose, you'd rather
not have seen it. Is it just the weight of
that information, that knowledge, and then and then just feeling
the pressure of having to do what you think is correct.

Speaker 1 (01:07:12):
Yes, one thing that I have known was the very
minute that I stand up and say, hey, I saw
a UFO, there's going to be a huge number of
people who are going to say he's lyne or he's

(01:07:33):
a nut or both. People who I have worked with
down through all these years. They're going to say, Doc Rogers,
what on earth are you doing? You're saying you saw
Fie and Saucer. Why would you do that? Just as
an example, I wrote a Space Shuttle novel called Impact,

(01:07:55):
and it was published in ninety five and written in
ninety three, and in it I protested the fact that
the NASA managers were not sending up repair kits with
the crews and if there was damage to the thermal
protection system for the orbiter while they're in space, they

(01:08:18):
can't fix it. So I made that point by in
my story having to launch an unmanned vehicle with a
repair kit and they had to rendezvous with the repair
kit to make the repairs to the thermal protection system

(01:08:39):
so that they could re enter Earth's atmosphere and survive.
I had book signings with Buzz Aldrin and Jim level
Junior down at Johnson Space Center. Lots of people knew
about my story. There was a guy who was in
the LOEC, which is loss of orbiter entry capability, and

(01:09:03):
while I was talking to him, he said, your story
is our worst nightmare. If we lose the crew, it's
probably going to be related to damage of the thermal
protection system. Eight years later, Columbia launched. There was damage
to the leading edge of the left wing. There was

(01:09:24):
no repair kit, so they didn't bother even checking it out,
and when they tried to enter the Earth's atmosphere, the
orbiter was lost and the crew died. That could have
been prevented. But now then, what has just recently made

(01:09:50):
this even more to my attention was that I went
to UFO convention called Contacting the Desert. While I was there,
I spoke to all kinds of UFO enthusiasts, including a
lot of the top people. Within two weeks, I was

(01:10:13):
notified by my publisher that the novel Impact was no
longer going to be printed and no longer going to
be distributed, So my book just evaporated in my face.

Speaker 2 (01:10:31):
That is just completely ridiculous within two weeks, Like, how
did they think it out from publication when you when
you spoke out or did they get word from contact
in the desert?

Speaker 1 (01:10:43):
I mean, well, uh, I don't know, but you know,
there were all kinds of people there. Yeah. I spoke
to Richard Dolan and sometime next month I'm going to
be on his show. But I was telling him this.

(01:11:07):
I was telling the whole bunch of people there about
not only the flying saucer, but my aggravation in the
fact that we lost a crew that we could have
saved simply because NASA refused to send the repair kit up.

(01:11:29):
On all of the subsequent missions after two thousand and three,
there were repair kits aboard, but they waited until they
lost a crew before they followed what I told them
they needed to do. And I wasn't the only one
doing it. There were lots of people doing this. But
in the safety community, we were doing all kinds of things.

(01:11:53):
But the NASA management operates separate from the safety people.

Speaker 2 (01:12:03):
That's the same thing in the Air Force, Like we
were talking just before we started recording about the F sixteen,
and it was called a lawn dart really because what
you had is so many crashes. A lot of it
was engines. Right when it first came out, it was,
you know, single engine fighter, they said, don't go single engine.
But a lot of it also was just from the
extremely high g's, the high G profile and so the

(01:12:25):
G suits. Actually, halfway through my career, we would lose
a pilot every at least one pilot every year in
multiple aircraft. And then when the F twenty two came out.
You talked about the F twenty two, they had this
amazing upgrade. I'm sure you remember it. The G suits.
So for the for the G suit that squeezes your
legs to keep the blood, you know, from going down,

(01:12:46):
because that's really how you pass out. G induced loss
of consciousness is a G lock. I'm sure you know.
They just made the whole G suit cover the butt, right.
That was their huge advancement. And after that we didn't
lose any more pilots.

Speaker 1 (01:13:00):
Well, I've got a story that goes along with that.
I had gone down to G training at Alamgordo at
the Air Force Base there. There were I was put
in a group of four before we went to the centrifuge,

(01:13:24):
the first one, and so while he was in the
centrifuge going around at seven g's, he started developing heart palpitations,
so they had to shut it down tak him to
the hospital. So okay, So the next two guys were
F sixteen guys and they were trying out a new

(01:13:48):
type of G suit, both of them, and so the
first guy went and he ended up doing a g lock,
and so they stopped, pulled him out, laid him on
the ground in front of us, and told the other guy, okay,
it's your turn. So he went in there and he
was trying the same suit. There was a name for it,

(01:14:09):
but I don't recall what it was at this point,
but he g locked as well, so they brought him
out and laid him on the floor. So the colonels
in the emergency room, these two guys are laying there
having g locked, and you know, they're wiped out, and

(01:14:32):
so they say, okay, Doc, it's your turn. So I
climbed over him and went through the F sixteen profile,
and I did really well. So when I came out
I was thinking, hey, yeah, you know, I'm big stuff. Well,
I was at the Visiting Officers quarters, and so I

(01:14:53):
went and sat down there and I was I think
the Olympics were on, and so I was watching the Olympics.
And so when it was time to that I needed
to get up and go to the bathroom. I put
my arms down to push myself up, and I thought, man,
there's needles in this thing, and so I felt I
couldn't feel anything. So I put my arm down again

(01:15:15):
and I had this. I thought, what on earth? Well,
I pulled the sleeve of my light suit up. I
had g measles and yeah, uh, I did not realize.
You know, I'd heard about it, but I just thought, oh, well,
they're an annoyance. No, it was painful, and so I thought, yeah,

(01:15:40):
I thought, well maybe maybe it wasn't so great after all.
But I did finish the cycle, so so I was
glad to do that.

Speaker 2 (01:15:53):
Yeah. Ge we called them diesels. And what will happen
is just from the high, extremely high gee's, you'll get
your little capillaries will pop here and so you'll get
what looks like red freckles and it looks like measles.
So we called them gesels. I got them all the time,
but I don't remember them hurting. I guess, and I
guess it makes sense.

Speaker 1 (01:16:13):
But well, that was the first time I ever had them,
and they were uncomfortable, you know. Going back to the glock,
you know, as a flight surgeon, one of the things
I was taught was that there was a significant factor
because some of the first F sixteen guys were F

(01:16:35):
four drivers that were being moved over to the F sixteen.
In the F four, the onset of g's were slow
enough that they could wait for a gray out and
then no, okay, I've got it, back off. But the
F sixteen had such a rapid onset of G forces
that the F four pilots were waiting for a gray

(01:16:56):
out and they went from conscious to unconscious no gray out,
and that was one of the reasons the F four
pilots were crashing in the F sixteens and they finally
I actually saw the video when I was at Brooks
Air Force Base in flight surgeon training, and they had

(01:17:17):
this F sixteen pilot who fortunately had a high enough altitude,
but as he pulled around, you could see his head
g lock and he's doing this and their aircraft is
going down and then you know, it's like it was
like thirty eight thousand feet and when it gets down
to about six thousand feet, he lifts his head and

(01:17:38):
looks around and then the jet pulls up. And afterwards
they interviewed him and said what happened. He said, well,
I don't know what happened. And they said, well, you
know you G locked and he said no, no, I
didn't know that. And so he had been waiting for
that gray out that you could get with the F
four that you don't get with the fourth generation aircraft.

(01:18:03):
And so they started teaching people before you pull the g's,
you do the anti G strain maneuver.

Speaker 2 (01:18:12):
Yeah, definitely. And flying the F sixteen, especially the one,
it's like this and there's no tanks on it. You're
in an aired air mode. You can have intense g's
and I remember a lot of fights where I couldn't
see I mean, you say it now, but I couldn't.
You know, I'm behind the guy pulling as many g's
as I can and I could not see you. Just

(01:18:33):
you lose all your optical vision. It's called gray. So
it starts it starts gray, but then ultimately you just
can't see anything. And then I would let up on
the G and squeeze my legs more, squeeze your butt
and then be able to see again. Continue fighting.

Speaker 1 (01:18:49):
Yeah, doctors like to tie trade medicine. Tactical fighters tie
trade G forces. Okay, and go this far, then I've
got to let off.

Speaker 2 (01:19:03):
Yeah. We go all the way to the to the limit. Yeah.
I mean when you're fighting your you're there to win.

Speaker 1 (01:19:11):
Yeah, it happened to me in this interfuge. I could
just see my vision going going down, and so I
really increased my anti G straining maneuver. My G suit
had inflated and I could sort of back it often.
But then because of the protocol I was on, uh,

(01:19:34):
they backed off on the G force and my vision
was totally back.

Speaker 2 (01:19:41):
Yeah. And that's really because your your optical is at
the top of your brain from what I understand, and
so as you're losing pressure in your brain, that's why
it's graying out. And then if it goes too far,
you're you're out and G locked. I never G locked that.
Have you G locked? Though? Did you ever do any
of the tests?

Speaker 1 (01:19:59):
No? I I never did. I'll tell you what though,
when I was on my dollar ride with the F sixteen.
The dollar ride is when you're just being introduced to
the aircraft. And so I was with this guy at
Luke Air Force face and he said, did you bring
your barf bags? And I said, well, I have one,
and he said I want you to bring two. So

(01:20:23):
I said okay. So I went and got his second one,
took him out and he yanked and banked, and you know,
I had bruises on me. It was so brutal what
he did. And so when we got out of the
aircraft for debrief, he said, how'd you do with your
barf bags? I said, here they are. They're still empty.

(01:20:45):
And he said, wow, that's impressive. I thought for sure
I had you barf in some of those maneuvers. And
I said, why did you do that? And he said, well,
it's a tradition. You know, you got to make people
our phone they're dollar right, And I said, well, you
know I had over four hundred hours in helicopters at

(01:21:07):
low level, so I never got airsick. Then I doubted
that I was going to be airsick now. And he said,
you flew low level, I said, and nap of the
earth so low level and nap of the earth and helicopters.
He said, man, I wish you'd told me that I
did some low level stuff just as a visitor, and

(01:21:32):
I got airsick. I said, well, I've never never been
their sick. And so he said, man, I wouldn't have
had to go through all that, And well, you didn't
have to go through that anyway, and he said, no,
it's a tradition. I don't. I mean, I was up
London determined I was going to vomit during that flight.

Speaker 2 (01:21:55):
I don't know if this changed, because actually, because you're
the same cockpit as the person, right, you know, i'd
be flying in the front, you'd be you'd be flying
in the back seat. And it's the same air. So actually,
at least me and all the pilots I knew, did
not want the guy puking in the same area as me,
you know, like I would try to get them not

(01:22:17):
to puke if you could. But you're you're one of
the rare pretty much anybody. Well, also, you're not flying
if you're not flying as well, I would get nauseous
in the back seat if I'm not flying.

Speaker 1 (01:22:32):
Well, whatever made him do it, We both ended up
bruised because I mean he was yanking and banking, and
you know how how fast you can you can turn
in an F sixteen. You know, it's like getting slimmed.

Speaker 2 (01:22:53):
Yeah, without a doubt. I think people would be surprised
how violent it is just flying the mission. It's more
like one on one wrestling. I would say dog fighting
seems like that. It's just very physical.

Speaker 1 (01:23:08):
I would liken it to one of those.

Speaker 3 (01:23:13):
Crummy old wooden roller coasters where it's not smooth and
you hit these bumps and all of a sudden you
get jarred real quickly because it's not smooth.

Speaker 1 (01:23:27):
On the later ones, you know, they had the fancy
rails and you slide real fast. But in the old
timy wooden ones, boy, they would bounce you all over
the place. But instead of like two and a half
ke's on a roller coaster, you're doing seven or eight g's.

(01:23:51):
You know. I did deal with the Blue Angels when
they did an air show at Trik Air Force Base
and one of the guys got hurt, so he came
in and I had to take care of him, and
I gave him a hard time because the F eighteens

(01:24:11):
that they were flying at that time were only eight
G aircraft, whereas the Thunderbirds were flying the nine G
F sixteens. You know, you're a whole G worse. That
was just one of those inner service things. Actually though,
that's a funny story because the guy had gone boogie

(01:24:34):
boarding right next to the Visitor Officers quarters where they
were staying, and he didn't realize that there were a
lot of rocky areas, and so he slashed his arm.
And so he did not initially show up to my
flight surgeon clinic. I was in my office and my

(01:24:58):
senior n c O. We called him Frenchies, and he
came in and said, hey, Doc, I needed to come
back to optometry for a second. And I said before
He said, well, I'll show you when I get there.
So when I got there, here's this naval aviator with

(01:25:21):
this slashed down his arm, and he said, when we're
when we sign up with the Blue Angels, we promised
that we're not going to do things that can get
us hurt. And the air show is tomorrow, and I'm hurt.
If I officially show up on sit call, they're going
to ground me. And I've only been with the Blue

(01:25:45):
Angels for three months, can you do something for me?
So I said, okay.

Speaker 2 (01:25:50):
So I.

Speaker 1 (01:25:54):
Gathered all this stuff secretly took him back to another
room and sewed up the wound so that he could
go fly in the next next day without having to
report him one sick call.

Speaker 2 (01:26:07):
Yeah, that's the flight surgeon you want in your squadron.
By the way, the guy you can tell u UFO
stories two he doesn't turn you in. And the guy
that sews you up. Yeah about putting a cile.

Speaker 1 (01:26:21):
There was a flight surgeon at Johnson Space Center that
actually kept notches on his stethoscope for people he disqualified.
Now that is the exact opposite of what a functional
flight surgeon should be doing. After the government pays all
this money to train these guys, the whole purpose is

(01:26:41):
to find ways to keep them flying safely. I just
when I heard that that story that he kept notches
for those he disqualified, I thought that, Eric. You know, unfortunately,
if mister jerk goes to medical school, he comes out

(01:27:02):
in doctor jerk.

Speaker 2 (01:27:03):
Doctor jerk. I think it's actually changed because I felt
that in my career it was the other direction where
before I went in. So I started flying in two
thousand and four. By that time it had swapped to
where now the surgeons they were more they were integrated

(01:27:24):
in the squadron, and they could they knew when to
call a d niff, you know, like when the guy
you know, when you can't reach the safety switch, you're
going to niff that guy. But if a guy just
has a cut in his arm that you can stitch
up and it's not going to be an issue for
the flight, you also know that. So there I found
that it changed. The culture changed to where now the

(01:27:45):
surgeons are integrated the squadron and they're really interested in
getting the guys able to fly as safely.

Speaker 1 (01:27:51):
Yeah. Well, let me give you an example. We had
a guy when I was at Fans Air Force Base
that was in the aptitude chamber, and so they then said,
we have a guy who has had disporism episode and

(01:28:11):
he's unconscious and and you've got to come and do something.
So in the altitude chamber there was the altitude chamber
where everybody was working. Then there was a little connection
area and so you could decompressururize to the level of

(01:28:33):
what all of the people going through training would be.
You could get him in there, close the door, pressureize
to regular sea level and then get them out. Well,
as soon as I got got in there, I looked
at him and said, you know, this doesn't doesn't look right,
And so I checked him all over and as he

(01:28:57):
started coming to you know, I brought him back to
our clinic, and as he was telling me a story,
I said, you know, I don't think your problem was
the pressure. We checked a blood sugar and his blood
sugar was like sixty eight. Anything below seventy is bad,

(01:29:20):
but the thing is at sixty eight, I suspected that
it had previously been lower. So I said, I think
you actually had a problem with hypoglycemia. So I had
him do a glucose tolerance test, which he failed, and

(01:29:40):
so I said, okay, we're going to have to send
you downtown. I'm going to get you examined by an
internal medicine specialist, but till that time, you're not flying.
And if they confirm that hypoglycemia is why you lost consciousness,
I'm going to have to disqualify you from flight because

(01:30:03):
we can't have you losing consciousness. Well, you're the pilot
of the craft. Well, a couple of days later, he
was fixing to go to the gym, and he was
fixing up all of these specialty things that he was
using to build up muscle. And his wife was a

(01:30:26):
nursing student, and she said, did you tell Doc Rogers
that you've taken all of this garbage? And he said, well, no,
why and she said, well, some of that can do
things to the human body. So he came in and
he had like six bottles of stuff. So I was

(01:30:46):
looking through each bottle and as soon as I looked
at one of them, I said, oh, my goodness, you
got to be kidding me. This one has blue coats
like activity which will induce hypoglys. You stop all of
this stuff now. Then I'm going to give you two weeks,
and then I want to do the glucose tolerance test again.

(01:31:08):
He did the glucose tolerance test when he was absent
all of that garbage had been feeding himself, and he
did fine. I returned into flight duty, but told you,
you can't do this, and so I sent an air
medical summary to ATC command and told him, look, tell

(01:31:31):
tell the pilots and flight surgeons that he bought this
a GNC. So he thought it was good, but he
narrowly lost his career over it. And so they sent
out to Tactical Air Command as well as ae t
C and told people not to do this. And the

(01:31:52):
feedback that I got was that there was a bunch
of people who had been using that medication that was
designated as a food supplement. But it nearly costs this
guy his career. If it had happened while he was flying,
he would have died.

Speaker 2 (01:32:09):
Wow. And I wanted to cover one other kind of
flight safety issue here. My wife really wanted me to
bring it up as well. And I don't get a
chance to talk to flight surgeons definitely as experienced as you,
but my wife wanted me to share. This is an
article from February of twenty twenty five. So this year

(01:32:33):
years of fighter jet flying maybe causing brain injuries in
Navy pilots. And it's by Ello Webster. This article it's
in Concussion Update, and it says In a New York
Times article, journalist Dave Phillips highlights a confidential Navy project
codenamed Project Odin's Eye. Project Odin's Eye launched last year

(01:32:53):
to study brain injuries in Navy seals exposed to repetitive blasts,
and it aims to determine whether fly fighter jets poses
significant risks to brain health. And it sounds like they
haven't really studied this up until now. And this says
the product. This project will collect detailed data on brain
function from F eighteen super Hornet top gun pilots used

(01:33:16):
to assess the cumulative effects of extreme flying under intense
g forces. The military reportedly expedited the project to address
the growing concerns and the long term wellbeing of the pilots.
In the past eighteen months, three experienced super hornet pilots
died by suicide after battling severe mental health challenges. So

(01:33:40):
what is your take on that.

Speaker 1 (01:33:44):
I don't need a survey or study to tell me
what's going on here. The brain has a consistently consistency
of like a thick yellow. When football players hit the
ground real hard, they get a concussion. We know that

(01:34:10):
when you have an explosion next to you, the pressure
wave will strike your head. The jello inside will smash
against the opposite side, but then smash back against the
side from which the blow came. So we call that
coup and contrac coup injuries. We have known about these

(01:34:34):
kind of injuries since I was in medical school back
in the early eighties. Soccer players, when they hit their
heads together, you get a sudden deceleration of the skulls,
but the skulls stop moving, but the jello inside smashes
back and forth. This is the same thing the NFL

(01:34:58):
has had to do with the concus essians. After playing football.
We see the same thing in soccer when all of
a sudden you're at seven g's and your brain is
here and your skull is on top of it, and

(01:35:19):
all of a sudden you have to do a reversal
and you flip that aircraft. That yellow brain is going
to get smashed, and then as it smashes, as soon
as it comes out, it's going to hit the other side.
So you're going to get a coup and contract impact

(01:35:39):
of the brain. No matter how brave you are, you
cannot change the fact that your brain is slashing around
up there. So when you do that time after time
after time after time after time after time, it's going
to have effects. You know, they talked about Navy seals,

(01:36:04):
but we have seen this all along. If a detonation
occurs close enough, the brain will not move as quickly
as the skull so it gets smashed and then it
rebounds and smashes on the other side, and the F

(01:36:25):
equals m A force equals mass times acceleration. So according
to how much force was applied, that's how much acceleration
will occur to this gelatinous brain that we own. And
so how many times do you want to smash it
back and forth before you think, hey, you know this

(01:36:48):
could be doing damage. I don't you know. I've talked
to enough older pilots who say, you know, I just
can't think as well as I used to when when
I was younger, and they talk about getting headaches and
all these kind of things. Well, a lot of times

(01:37:11):
if you look up post concussion syndrome, you're going to
see that that's what these guys have.

Speaker 2 (01:37:19):
Well, yeah, I think that would explain some things. I
think is what is there anything you can do about it?
I guess can you minimize it?

Speaker 1 (01:37:30):
Anonymous? Not unless you change the human brain, because the
skull is solid. If you hit one side of the skull,
the other side of the skull stops, but the brain
in between bounces back and forth because that's what brains do.

(01:37:54):
There's there's no mechanism to protect the sloshy brain from
bouncing when either an acceleration is given to the skull
or if an acceleration is immediately stopped in the skull.
So going from one to four g's that's an effect,

(01:38:19):
but going from four g's to one g is also
a similar effect, and so you can't change the human brain.
It's in fact, I'll tell you a story real quick.
The C one thirty crashed on our runway. So we

(01:38:40):
got everybody out that's on fire, and so we separated
people into trioge groups. And so there were several that
were severely injured, and then some of them that were
less injured, and then some in the minimal group. Well,
when I got through abilizing the emergency group, I went

(01:39:02):
back to the other group and I just was going
to do a quick secondary survey. So I start at
the top of the head, pushing probe on it everything,
because there would be times when with adrenaline, Russian people
might not even know, oh you've got a broken ankle here. Well,

(01:39:24):
I had done it to several people, but then the
next guy I came in, I put my hand on
his head and something was squishy. Well, there's not supposed
to be something squishy right up here. So I pulled
his hair apart and look, and I had actually pushed
into his brain tissue. He had a depressed displaced skull fracture,

(01:39:47):
so there was a little hole there and I had
stuck my finger right into his brain tissue, so he
had no pain. I said, do you have any kind
of headache? Does your head n and he said no,
Why is something wrong? I said, no, everything's fine, but
I want you to stay very still on your litter.

(01:40:10):
I checked him for any other injuries. There weren't any.
I said, you stay very still, don't move your head around,
don't move your neck around. Medic take this guy and
move him over there. He's number two, so he went,
you know, we had three people for emergency evacuation, and

(01:40:34):
the number one guy had to collapse along and all
this stuff, and so we'd stabilized him real quick. But
then you know, with this guy's brain exposed, I figured,
you know, he's number two on the evacuation list, so
I moved him up, but I accidently stuck my finger
into his brain and it was squishy.

Speaker 2 (01:40:58):
These stories are just are amazing. I know, you get
asked about the UFO story and that's your if. I sure,
fifteen minutes of fame. But what do you want to
be most remembered besides the UFO story. Was it the
thermal the thermal issue and what you raised, or is
there some issue you know about now that we should

(01:41:20):
be considering.

Speaker 1 (01:41:23):
I am most disturbed by the fact that in two
thousand and three we lost a Space Shuttle crew for
the very same reason. I wrote the book in ninety
three and it was published in ninety five. If we'd
had any kind of a repair kit available for the

(01:41:44):
eighteen inch hole and the leading edge of the reinforced
carbon carbon on that left wing, we could have saved
the Columbia and crew, and we did not because the
NASA managers were acting like managers and chose not to

(01:42:08):
act on what the safety people told him. I just
find that extremely disturbing, even if they can't read my
book anymore because it just got derailed.

Speaker 2 (01:42:25):
So and on your book, you know, can you do
you own the rights? Can you self publish it on
your own?

Speaker 1 (01:42:35):
Yes, I'm already starting to work on that. But yeah,
I mentioned buzz Aldrin. He read my book back in
ninety five, and he called Hugh Harris, who was the
head of public affairs at Kennedy Space Center and said, Hey,
do you know who this Gregory Rodgers is? He said, oh, yeah,

(01:42:57):
he was flight surgeon here with this space wing, but
I think he's moved to Oklahoma. So he went through
various details and got my phone number, and next thing
I know, buzz Aldron called me at home in Oklahoma
and said, I really enjoyed your book. Now, then there

(01:43:18):
are lots of people who have given criticisms to my
book and reviews to my book. But if it's a
Space Shuttle novel, and buzz Aldrin said that he really
liked it, I don't care what any reviewer says. Elsewhere
buzz Aldron liked it. I'm fine with my story. But anyway,

(01:43:42):
he tracked me down because he thought this was important,
but the NASA managers did not feel it was important
enough to make the changes that could have saved that.

Speaker 2 (01:43:54):
For do you think the same thing different, but do
you think the same thing could be happening with UAPs
with UFOs?

Speaker 1 (01:44:06):
Oh? Exactly, absolutely. There are lots of people who have
clear evidence. You know, when I when I looked at
the Gimbal video and the tic TAC video, and all

(01:44:26):
of the other F eighteen videos that have been released.
I want someone to tell me, if that is not
an alien vehicle, then what on earth is it? Because
we've got no explanation for it. If you have to say,
I know it was not made by humans and yet

(01:44:50):
I still saw it, what is wrong with your thought process?
If it wasn't made by humans and we have proof,
visual will proof, radar proof, and you're not going to
admit that it was from a non human source, then

(01:45:12):
I just can't say much to you.

Speaker 2 (01:45:14):
You know.

Speaker 1 (01:45:14):
That's like people who say we never went to the moon. Well,
if you choose to believe that, it's very unlikely, there's
anything I can say to you to prove it to you.
But it's a stupid thing to say, because we went
to the moon.

Speaker 2 (01:45:35):
Yes, I agree, And so you think, I guess, is
there any reason that you could consider in your experience,
your life experience, that we should not at least publicly
admit that this technology exists. Is it really our adversaries
or why do you think it hasn't been released?

Speaker 1 (01:46:00):
Well, look at their on Contra affair, look at Watergate,
look at the Pentagon papers. The natural state of a
bureaucracy is to inhibit anything that could disrupt that bureaucracy.
And so the government fundamentally does not want to disturb

(01:46:25):
the bureaucracy that it has created for the American public
and the world public. Because this isn't just an American event.
Plenty of governments and very qualified people worldwide have seen
and witnessed these events, and yet they still say, oh, well,

(01:46:53):
we are just undecided on what it is. I'll tell
you what it reminds me of. Have you ever seen
the neked gun movies?

Speaker 2 (01:47:01):
Yes, loved him.

Speaker 1 (01:47:03):
Frank Dreben is standing on this street. He's holding up
his arms. Behind him is a Chinese fireworks factory that
is on fire and exploding in every direction. And Frank
Drebin has his back to this fireworks factory that is

(01:47:25):
blowing up, and he said, nothing to see here and
go back home. Nothing to see here. That's what our
government continues to do.

Speaker 2 (01:47:37):
You know, do you think you're coming out will make
a difference. It certainly seems like David Grush and David
Fraver the other people motivated you to speak out. You know,
do you think you're speaking out now? We'll help, We'll
encourage other people.

Speaker 1 (01:47:56):
I certainly hope. So there are lots and lots of
people who have these stories. But for thirty three years
I did not tell this story. Well, now that I've
told this story largely because of guys like Commander Fraver

(01:48:18):
and David Grush, maybe one more person coming out and
telling their story will be enough to convince one other
person to step forward. And every time we have someone
else step forward and tell their story, their true story,

(01:48:41):
it just makes it harder and harder for Frank Dribbin
to say there's nothing to see here. But yet the
government is determined that they will even create UFO investigation
things and have those people paid to say there's nothing
to see here when you know there is.

Speaker 2 (01:49:03):
Is there anything else you want to share that you'd
like the audience to know?

Speaker 1 (01:49:11):
Oh, how many hours you got?

Speaker 2 (01:49:15):
I have almost two thousand. I don't in fighters, not quite. Yeah,
I didn't go on enough deployments to two thousand.

Speaker 1 (01:49:23):
No. No, I meant for me to tell stories.

Speaker 2 (01:49:27):
Okay, yeah, so you can to.

Speaker 1 (01:49:30):
Give you an idea who I am. When I was
in West Germany, my commander told me I was one
of the best officers that he's worked with, but that
I cannot save the world, and so he said, back
off a little. You cannot change the world all by yourself. Well,

(01:49:55):
the Secretary of Defense came to visit our air base,
and two days before he arrived, the schedule was set.
He was going to go buy the true medical clinic
that I ran. And my commander called me to his

(01:50:18):
office and said, Greg, you're a fine officer. I trust
you in every way except for speaking to the Secretary
of Defense on Wednesday morning. You've got a helicopter. You
can fly anywhere you want in Germany, but you cannot

(01:50:42):
return to base until I clear you too, because if
you are at the clinic and the Secretary of Defense
asked you a question, you're going to tell him what
you think, and that is not advantageous for my purposes.
So you've got a helicopter, fly fly anywhere you want.
So I just flew around looking at castles all day,

(01:51:05):
and then when the Secretary of Defense left, I came
back and did my stuff. But he did not want
me talking to the Secretary of Defense because I would
have told him exactly what I thought about a number
of different issues.

Speaker 2 (01:51:19):
What was more fun than flying helicopters, or the F sixteen.

Speaker 1 (01:51:24):
Helicopters.

Speaker 2 (01:51:25):
Yeah, I heard their message fly.

Speaker 1 (01:51:29):
Well, you can do all kinds of things in a helicopter.
For instance, one time we were supposed to be flying
out on Route Yellow and I was in an OH
fifty eight with another pilot, and as we were getting
to the entrance of Route Yellow, he said, hey, dog,
do you mind if we sort of deviate from course

(01:51:49):
a little bit? And I said, well, maybe, what do
you have in mind? He said, well, there's this large
creek over here, and I'm a fisherman, but what I'd
like to do, if you don't mind, is sort of
go down that place and look for a good fishing hole.

(01:52:11):
So I said, well, okay, we can do it. So
I was at the controls, so I took us over
and so we went into a little fifteen foot hubver
and you know, just sort of working our way down
this creek. And as we go around this one bend,
there's this German guy that's fishing, and so the other pilot,

(01:52:33):
you know, you have a knee pad and you can
ride on it. He said, okay, yeah, let's check that
guy out. And so he motioned to him and so
the guy lifted up his stringer and he's got all
this fish on it. So he said, okay, this is
this is what I want. Go up to about twenty
five feet and follow that road he's on and let's

(01:52:54):
see where it goes. So he made himself a map
while I was flying this over, and then when we
got to the main road, he said, there's a little
town that way, and so I flew us over to
where we could see the name of the little town.

(01:53:14):
And so he said, okay, I've got my map, let's
go back to yellow. So we went back to round
yellow and off we go. One time I was in
a huey and we were flying along and we were
doing nap of the earth, which means we did not
want to be more than ten feet above the ground
at any point. If there was a tree or mountain

(01:53:36):
sticking up, we went around the tree, not over the tree.
So we're flying along. It's a summer day and the
doors are open in the cargo area, and as we
went across this field of yellow flowers, all of a sudden,
the rotor wash picked up the smell of these flowers

(01:53:56):
and just engulfed us. We couldn't smell the JP four
or we can smell hydraugs. All we could smell was
these flowers. So we're all looking at each other, Hey
do you smell that? Yeah, And so when we got
to the other edge and we left the flowers behind,
within a few seconds, you know, here's all the JP

(01:54:19):
four smell, the hydraulics and all that kind of stuff.
But you know, for like twenty seconds, all we could
smell were these flowers. And so, you know, it's something
that stands out in my mind.

Speaker 2 (01:54:36):
Yeah, you can't do either of those things an F sixteen.
I guess you could. If you used a targeting pod.
You could see if the guy had was catching a fish.
You actually could see if there was fish on his line.
Then you could track the road back. I guess you
could do that. It'd be a lot more difficult, but
I guess it's possible if the trees.

Speaker 1 (01:54:57):
Especially especially with the speed that the viper would be moving.
You know, it took me four or five minutes in
the helicopter to note all of the stuff because the
road went back and there was a fork coming off,
so he had to mark not this for go this way.

(01:55:21):
And so he not only made the map but he
had to give himself instructions for how to follow the map. Excellent.

Speaker 2 (01:55:31):
Well, then, thanks again greg doctor Rogers, and I for
your book. I hope that we see it in the future,
and if it's not self published, that another publisher picks
it up. But I'd recommend everyone in the audience to
check it out. So impact by doctor Gregory Rogers, and
I wish they took they took your advice back then,

(01:55:54):
and hopefully they'll take your advice now and come clean
and start sharing this information with the public.

Speaker 1 (01:56:00):
Yeah. Well, let me give you another example. When I
got to Kennedy's Space Center. In the left lower leg
pocket of the astronauts, they had two kim lights, and
so if they bailed out into the Atlantic Ocean, they
were supposed to pick up these kim lights and show
them to us in the dark. Well, they were red

(01:56:21):
kim lights. Our night vision goggles couldn't see them unless
we were really close to them. Now, then if you
had green kim lights, we could see them from five
miles away. It took a year and a half for
me to convince NASA to switch to green kim lights
because they said, well it might run the vision of

(01:56:45):
the astronaut, I said, I don't care about the astronaut.
I care about my vision and the vision of my crew.
We cannot save them if we don't see them. Our
vision is most important. If we see the green Kim light,
know where to go save that astronaut. Took a year
and a half for me to convince them to switch

(01:57:06):
to green Kim lights.

Speaker 2 (01:57:08):
Also, green doesn't ruin your night vision anyway. I mean,
that's why we use green lights in the cockpit of
F sixteen. It's our end viz.

Speaker 1 (01:57:18):
Well, by the time we're hovering over them, we're going
to have our own lights, so lighting is not going
to be an issue. If we can identify this is
where we need to do a lift and save this
astronaut's life, we'll have our own lights and they're going

(01:57:39):
to be brighter than the Kim lights. But the most
important important thing is we have to locate the astronauts
before we can save them. So my purpose was to
save the lives of the astronauts, not play political games
with the NASSA managers.

Speaker 2 (01:58:03):
Okay, well, thank you doctor Rogers, and thank you so
much for being on the show and for chatting. It's
been a true pleasure, and I hope we can stay
in contact. I'd like to send the prompt to get
you to describe actually in as many words as you can,
and we can use some AI artwork to see if

(01:58:24):
we can get a better rendition of the craft, make
it as accurate as possible. If you'd be willing to
help me with that, excellent, So I'll be showing that
through the interview out of problem. Amazing. Okay, thank you sir, Okay.

Speaker 1 (01:58:41):
Well, thank you, and I thank you for your service.
People people say that in general. People say that in general,
but you know, there's no way they know everything that
we have to go through and to serve our country,
especially when you're doing something as dangerous as fine in sixteen,

(01:59:05):
So they can't. The average person out there cannot imagine
everything you went through with flight training and night navigation
and all the different things.

Speaker 2 (01:59:23):
I can't imagine it. It's just kind of like a dream,
like another life. But it's paid off. I have relatively
minimal issues and i'm here. You know, a lot of
a lot of my friends didn't make it actually, So
I try and do my best and live. I try
and live with integrity and and do right. But what

(01:59:43):
I what I think is correct, not by you know
what other people.

Speaker 1 (01:59:47):
Well, even with peacetime aircraft mishaps, I had to go
pick a part of what used to be my friends. Now,
then the average person out there ever has to do
anything like that, so they can't relate to it.

Speaker 2 (02:00:09):
Okay, well, I hope they listen. Would you would you
consider going to talking to Congress, talk to any congressional
members or.

Speaker 1 (02:00:22):
I've been asked that question, especially while I was out
at contacting the desert, and I said that I would.
But the caveat is, just like with the Secretary of Defense,
if you put me in front of Congress, I'm going
to tell what I what I believe. So if you're

(02:00:44):
wanting someone to say any particular things that's not me,
that don't even bother if i'd go, I'm going to
tell what I think.

Speaker 2 (02:00:59):
Well perfect, Well I hope you go, so I really do.
That would be amazing, So anyone watching, please let's try
and make this happen.

Speaker 1 (02:01:10):
Okay, Well, thank you so much. I really appreciate being
here and I enjoyed talking to you. So you know,
these days, even though I work at the mccouist Army
ammunition plant for fourteen years prior to retiring. There were
not a lot of people out there that really knew

(02:01:31):
the tactical aviation world, or the space launch world or
anything like that. So when I get a chance to
talk to somebody who speaks the same language, so to speak,
it's always a pleasure.

Speaker 2 (02:01:45):
And I remember back fondly the flight surgeons we had,
you know, and they completely helped me and my wife
and my family. So I think, you know, you guys
make a real impact. So I want to think flight
surgeons and all the ones that helped us really did

(02:02:05):
over the years.

Speaker 1 (02:02:06):
So well, that's what we're supposed to do. If we're
not doing it, there's something wrong.

Speaker 2 (02:02:12):
With Yeah, they definitely did. No, we had, we had
amazing flight surgeons. So no, I want to thank you
for your for your serviceman, for helping helping everybody you
did and continuing to do now. So yeah, it's really
impressive and and motivating. It makes it, you know, more
a pleasure to do this job, really makes it rewarding

(02:02:34):
to do this. You know, get a lot of control comments,
and you know, it's difficult coming out and speaking about
this topic. You know, I could easily be making videos
about the war. I could be talking about the weapons
and the fighting and everything and getting way more views,
but I, you know, I think this is much more meaningful.
So I think history will show that you're doing the

(02:02:55):
right thing and that it's going to be the honorable
thing in the end. So thank you again, Well, thank you.
I appreciate being on your show. I know if you
could tell during that interview, but I really was blown
away by his story and then just just chatting with

(02:03:15):
them over a few hours and the email we had beforehand,
I just felt this special bond, just like I was
back in a fighter squadron, and you know, the flight
surgeon flies with you in your squadron, and you ease
your friend. You know, you fly with them all the
time to fly in the back seat. And then when
you go to get checks, when you go to get help.
You know, you have issues with your family, issues with

(02:03:37):
your kids. You know. I remember Doc Smith, amazing flight
surgeon I had. He had incredible stories that I won't
share here, but I remember him helping my family when
my wife was pregnant, you know, and really helping us.
And you just feel like you have this friend, a
great close friend who is a doctor. That's that's what

(02:03:58):
I would say a flight surgeon is, and that's really
what they got to And as we talked about with
doctor Rogers, is early in the day he had met
that one doctor who knocked you know, he had he
kept track of the pilots that he had d niffed,
which is removed from flying permanently, not to nift, but
removed from flying permanently. And I think that was the
previous days. And also we didn't try and make our

(02:04:20):
doctor's puke. You know, I never did that. Plus, you're
sitting in a cockpit with someone who just puked, It's
it's super gross. So I actually flew smooth and most
of the time it didn't even matter. They would still puke,
not the doctors. Doctors would get used to it. But
and the story was amazing. I didn't ask him during
the interview how large was the craft, but afterwards it

(02:04:41):
was twenty feet long, he said, and about ten feet tall.
And then he worked with my AI designer, Thank you
to Constone. Amazing designer does my thumbnails as well, and
he was able to create those renders that you see
throughout the video. And yeah, it seems like the sports
model Bob Lasar came out in what eighty nine, so

(02:05:04):
this was three years after. What are the chances that
they could have made this craft in that time? You know,
it seems like it's a perfect alignment with Bob Lasar's
story and the electrostatic effects. I hadn't heard that before.
I do remember the amazing electrostatic UFO that was up

(02:05:24):
in Canada right with the defense contractor SAW and that's
really the first time I seriously started considering that these
are electrostatic machines that actually use obviously electro magnetic energy,
which we understand is one form of that is light,
but light is electric and magnetic, and so yeah, these

(02:05:44):
craft used some sort of advanced technology able to bend
what we understand of as gravity, which I believe is
the interaction of light and matter. And again, we don't
really know what matter is. We just know that light
interacts with it. We still have a lot to learn,
but I think this is just deep insight into the
program that I think exists, and it seems to obviously

(02:06:08):
exist inside the animal that is the military industrial complex
of the United States. And the question is when will
this information come out? You know, it will come out
sooner or later, at some point in the future, we'll
find out about this. Just remember, nations have always done
this in the past. Right. There's no way Spain or
Portugal ever shared how they traveled to the New World.

(02:06:31):
You know, Portugal had a way to go around the
southern tip of Africa, and there's no way in hell
they shared that with any of their adversaries, right, And
they became the richest, most powerful country in Europe, and
they were a tiny little nation if you think about that,
And that's really through information and technological superiority, right, their

(02:06:51):
ships and their cannons, and they had the information and
the adventurous spirit to go way far west hitting Brazil,
and that swooped them around on the southern tip of Africa.
And so they were able to enter a new world
with information and technology. And there is no way in
hell they shared that information, right, But we know it now, right,
looking back in the past, we know what happened. So

(02:07:14):
this is not something new. Nations have always done this.
Why would we expect them to be any different. Why
would we expect the United States to be any different
from all the nations of the past. So I think
this program will come out but it will take courageous
people with integrity like doctor Rogers speaking out on these topics.
And you saw he was motivated by David grush In,

(02:07:36):
Commander FRAVERR. And I am excited to hear of anyone
motivated by doctor Rogers, and I would say, go and
do it right. What is your life going to mean
at the end anyway? If you're going to die with
this secret, that is information that could really affect the world.
And I believe in a positive way. Right the world
is in a terrible hurt right now. We're on the

(02:07:57):
brink of World War three, if you will, and you know,
something's got to change. And this idea of just keeping
everything secret just so your nation can pull further ahead
of the other nations, I don't think is a long
term viable strategy. And all nations perish, right, Every nation
will perish. It's just a matter of time, like you
will perish. So what is your memory going to be?

(02:08:19):
What are people going to remember you for? And what
are people going to remember our nations for the nation
of the United States. Will it be remembered as keeping
this information secret from humanity forever? Like the Portuguese did
just to gain a national advantage, so we'll see. So
if you want to support the channel, please do subscribe
to get future notifications and you can support the channel

(02:08:41):
further at Patreon dot com, forward slash Chris Lato, or
become a YouTube member. It does really help you can
join the likes of these amazing people. Thanks again for
your support and for watching.

Speaker 1 (02:08:53):
Have a great risk your day.

Speaker 2 (02:08:55):
Peace,

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We Got It From Them - NASA Flight Surgeon's 1992 Cape Canaveral UFO Encounter Dr. Rogers

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.css-14f5ked{margin:0;word-break:break-word;display:-webkit-box;-webkit-box-orient:vertical;box-orient:vertical;-webkit-line-clamp:2;overflow:hidden;}We Got It From Them - NASA Flight Surgeon's 1992 Cape Canaveral UFO Encounter Dr. Rogers