TCAMO revisited, not radio
frequency radiation but why TACAMO aircraft could have been involved in some
early cases of the Hum by Dr Chris Barnes, Bangor Scientific Consultants, first
published without reference list March 2012.
ABSTRACT
The present paper
re-visits and presents a structured critique the first ever peer reviewed
publication on the Hum by Professor David Deming based on what is now known
about the Hum. TCAMO aircraft and
aircraft in general are shown to be a possible source of infrasonic component
for the Hum and in particular can produce simultaneous coherent seismic and
airborne sound. However this is also true of pumped storage power systems,
power cables, oil and gas exploitations explorations and wind turbines.
Introduction
The Hum is an enigmatic noise phenomenon that is
estimated to plague between 2 -11% of the World’s population. Those afflicted
report hearing a deep pitched pulsating drone rather like that of a distant
idling diesel engine. The noise is usually heard stronger indoors and in the
dead of night. Much play is made by early commentaries, such as Deming for
example, on the fact that early cases
of the Hum were not amenable to audio recording and this led to the Hum being
classed as almost paranormal and undoubtedly delayed its investigation by
mainstream scientists. However,
technology has advanced a lot since the 1970’s and infrasonic and audio spectra
can now be recorded in almost real time by the use of computer software and
waterfall displays. Such spectra are
often subtly different at locations with and without the Hum. In the former locations narrowband
infrasound has been found in addition to acoustic sound. Indeed Hum- like effects can be synthesised
in the laboratory but only by certain crucial combinations of frequency and
phase relationships. This together with the possible potentiating effect of
pulsed microwave radiation (as a sensitizer of hearing) and low frequency
magnetic signals (refs) accounts for the fact of the Hum only been found in
apparently random locations within a specific region. At such locations
frequencies coming together from one or multiple sources can give rise to the
Hum.
The flaws in Deming’s argument
The only peer reviewed papers ever published on the
Hum are that of Deming (ref) and the letter of reply by the present
author. Deming concludes that the most
probable cause of the Hum in space and time is low frequency electromagnetic
emission from TCAMO aircraft. It is also
stated that the Hum is heard predominantly in coastal regions but only in small
coastal town locations not coastal cities. Further it is stated that those
afflicted by the Hum have to travel distance of between 40-80 Km to get relief
and yet further it is stated that TCAMO aircraft often have 200kW
transmitters. The operation of these
aircraft would have to be highly secret and random. It is seems common sense or
highly unlikely that they would want or be allowed to hold their positions for
hours on end. To this end this is quite contrary to the Hum which seems to be a
long lived feature in some locations.
That is not to say there might have been a mechanism whereby they could
provide shorter periods of the Hum. In any event the data rate of communication
between such aircraft and their sister submarines is secret and therefore
unknown. The present author has
advanced another hypothesis concerning why travelling gives relief from the
Hum. The cabin of a moving car or
vehicle contains high levels of broad band infrasound which provide a sort of
TTS deadening the ear’s sensitivity to the Hum. In this respect it would be
useful to survey and see if professional drivers and pilots ever hear the Hum? Some have
stated that the Hum is merely due to ‘oversensitive’ hearing (
ref). However, the latest
research on Wind Turbines shows that we all have the capacity to be badly
affected by narrowband infrasound and seismic vibration whether we actually
perceive it as a heard Hum or not via components of the ear known as the
Utricle and Saccule which are at least 15dB more
sensitive to low frequency sound and infrasound than the cochlea (ref).
Another
fundamental flaw in Deming’s argument is that elf radio waves don’t know
boundaries. Thus if hearers were sensitive in a coastal town there ought to be
the same proportion of hearers in a large city. Unless bio-detection of ELF by
the Human body had a very peculiar response to field strength, this immediately
rules out bio-detection of such emissions from TCAMO aircraft. Such quantum
effects might be expected with bio-detection at VHF, UHF or microwave
frequencies (ref) but the wavelengths ate all wrong at ELF. Also there are no reports of Hum cases close
to land based ELF transmitters.
On the other hand, powerful elf radio waves do have
the ability to demodulate at any non-linearity, boundaries of dissimilar metal
for example. There ought however to be
the same probability of this happening in houses in small cities or towns as in
large cities and thus once again the observable facts for the number of
recorded Hum hearers simply don’t stack up.
Could TCAMO still be
involved?
Deming has concluded that the source of the Hum must
be moving. Similarly Tom Moir has made an equivalent
suggestion regarding the New Zealand Hum (private communication). Even sub-sonic aircraft are known to
generate infrasound (refs) and seismic signals http://oai.dtic.mil/oai/oai?verb=getRecord&metadataPrefix=html&identifier=ADA192257
. It is interesting to note that at
least in Bangor North Wales the Hum appears to require coherence in at least
two channels, possibly seismic and infrasonic (acoustic) and that at least one
channel yields a predominantly vertical signal, i.e. maybe due to a seismic
Rayleigh wave or similar.
Thus it is not improbable that at least in some parts
of the World TCAMO aircraft or any other aircraft for that matter could be
contributors towards the Hum. Indeed in
the early days of the Hum before the proliferation of other Infrasonic and
sources seismic sources TCAMO aircraft may well have been the major sources of
the Hum. It is then easy to see why
those in big cities would not hear the Hum. Big cities never sleep. There is
always sufficient background noise and vehicular movement to disturb the
coherence required for the Hum.
On the other hand smaller cities and towns have
suburbs and more rural outskirts where traffic flow all but comes to a halt a
night and hence there is nothing to disturb the coherence of the Hum. Of course this proposition would not fit in
with Deming’s argument for he appears to be totally dismissive of the Hum as
involving anything acoustic on the basis of Hum complaints continued after the
Kokomo investigation. The present author has too read the EmSciTek
report and investigation into the Kokomo Hum.
It was actually stated that some of the complaints ceased after
the investigation and corrective work to the acoustic sources involved. Thus it
would be wrong to totally dismiss infrasound, acoustic sound and seismic
vibration out of hand as possible causes of the Hum.
21st Century
Hum
Where does this leave the Hum today in 2012? Cases of the Hum continue to pop up all
around the world and it is now not just a feature of the Western World. Indeed the Hum seems to be proliferating
more quickly of late. One possible
reason for this is publicity. If people learn what the Hum sounds like and then
hear it, they are more likely to declare they have got it! It is doubtful TCAMO aircraft are
proliferating at the same rate as the Hum. Indeed the present author doesn’t
know enough about military systems to comment if they are even still in use. It
is thought that there are other systems such as HAARP which may provide
submarine communication but much of this is prone to speculation.
In Britain the Hum proliferated in the 1970’s
especially around Bristol. In the 1970’s the Concord supersonic passenger
aircraft was in use and supersonic aircraft are known to give infrasound which
propagates far greater distances than infrasound generated by sub-sonic
transport. Concord was of course initially tested from the Bristol area. Today there are no supersonic passenger
aircraft but there are possibly more supersonic military aircraft in our skies
than ever before. Thus aircraft of all kinds remain a feasible source of
infrasonic and seismic signals to contribute towards the Hum.
One thing is clear both Deming and the present author
agree that the Hum is anthropogenic in origin. The present author has strong
evidence to support this (ref).
Aircraft thus possibly rank along with world power
systems (ref), oil and gas exploitations and exploration, super-tankers, wind
turbines and pumped storage power systems as major contributors towards the
infrasound component(s) of ever expanding cases of the Hum the World over. Though the mechanism of generation of
infrasound and seismic vibration by power systems is completely different the
harmonic signals involved are returned via the ionosphere (refs) as can be
infrasound at or below 10 Hz (refs) which can also be returned by lower regions
of the atmosphere giving a two channel system (refs). Although ordinary hydropower stations are known
to be strong generators of infrasound often in the region of 2 Hz (refs) and
their emergence does seem to coincide with instances of the Hum in northern
Europe, no such timeline seems to exist in the USA and Canada where hydropower
has been in use considerably longer. In
the USA there are more than 1800 gas compressor stations compared with only 26
in the UK. When land mass is taken into account the density of gas compressor
stations in the USA is approximately double that in the UK. It is possible then the dominant source of
infrasound and LFN in the USA could be gas compressors and thus they could
potentially feature more as a tonal component in the Hum than they do in the
UK. In this respect is interesting to
note that in the USA the Hum began in New Mexico which has the largest density
of Gas Compressor stations. In both
countries high pressure gas pipelines and high voltage power transmission
systems often run in the same corridors or parallel to minimise land scarring.
There is potential then for electro-acoustic and seismo-acoustic
interaction between the two systems (Refs).
The requirement for a Hum with a moving source (Deming and Moir) is not violated if the Hum is produced by any system
with moving parts and in any event if the Hum has components which are propagated
to earth via the ionosphere and/or upper atmosphere then these are also in
constant motion.
If the Hum suddenly moves into an area the temptation
is to look for changes in infrastructure and indeed in some cases such as with
wind-turbines this can sometimes yield a result (refs). Wind turbines are an
added complication because not only do they produce airborne sound, infrasound
and seismic sound but also they contribute significantly to imbalanced ground
currents in power systems yet another potential cause of the Hum. In other cases the change may be several tens
or even hundreds of kilometres away. A
recent case of the Hum which the present author was asked to investigate is
worth noting. This was in Woodlands, County Durham UK, an area riddled with old
mine workings. The Hum there commenced after subsidence caused a large hole in
the road which was filled in with hundreds of tons of concrete. The latter most probably caused an alteration
in the seismic signal propagation in the area and allowed a crucial component
for the Hum to propagate whence otherwise it was previously not doing so.
Further work
The author is presently exploring World acoustic power
sources for the Hum and also the timelines of several known World infrasonic sources
in a bid to further pin down the Hum.