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Piring Terbang, proyek rahasia Hitler

Discussion in 'Science and Technology' started by Stifler, Jul 18, 2009.

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  1. Stifler M V U



    May 21, 2009
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    The Miethe-Belluzzo Project

    This saucer project may have been an outgrowth of flying wing research. It was begun in 1942, and was under

    the on-site authority of Dr. Richard Miethe, sometimes called Dr. Heinrich Richard Miethe. Not much is known

    about Dr. Miethe before the war. After the war Dr. Miethe is rumored to have worked on the Anglo-American

    saucer project at the firm of Avro Aircraft Limited of Canada. Such is stated Klein (1)/ Epp (2), Barton (3),

    Lusar (4), as well as a myriad of other sources. We will return to the Avro projects later.

    Working with Dr. Miethe was an Italian engineer, Professor Guiseppe Belluzzo. Belluzzo was the Deputy, Senator

    and Minister of National Economy under Mussolini. He had written several books on technical matters including

    Steam Turbines in 1926 and calculations and Installations of Modern Turbine Hydrolics in 1922 (names are

    English translations of Italian titles).Belluzzo was considered to be an expert in steam turbines. Dr.Belluzzo

    was not a junior scientist and he was not Dr. Miethe's assistant. He was a senior scientist whose expertise

    was somehow invaluable on the saucer devices or planned further developments of them.

    After the war Belluzzo seems to have led a quiet life in Italy until his death on 5/22/52. Unlike Miethe,

    however, Belluzzo went on record about German flying discs after the war. He is quoted on the subject in The

    Mirror, a major Los Angeles newspaper in 1950. This may be the first mention of the subject in the American

    press. In his obituary in the New York Times his work on the German saucer program is mentioned. (Please refer

    to copies of these articles).

    This team worked in facilities in, Dresden, Breslau and Letow/Prag according to Epp (5). Both this project and

    the Schriever and Habermohl projects were directed by the same experts and advisors (6). From Epp's

    discussion, it is clear that Dr. Walter Dornberger first evaluated and recommended his saucer model for

    further development (7). Miethe is described by Epp in translation as a "known V-weapons designer"(8). The

    association of both projects to Peenemuende is clear. Both were sanctioned and set up by officials there,

    probably by Dr. Walter Dornberger himself. Miethe and Belluzzo worked primarily in Dresden and Breslau but for

    a brief time they may have actually joined forces with Schriever and Habermohl in Prag, as evidenced by

    Klein's statement that three saucer models were destroyed on the Prag tarmac (9). One saucer, which Klein he

    describes as Miethe's was among these. Klein acknowledges that Peenemuende,and its nearby test facility at

    Stettin, retained and developed the Miethe design as an unmanned vehicle (10)(11).

    Epp tells us that the Miethe-Belluzzo project was organized under exactly the same authority as the Schriever

    -Habermohl project and he further identifies the very same industrial firms which supported Schriever-

    Habermohl as supporting this project (12).In reality, both should be viewed as one project with different


    Giuseppe Belluzzo


    On the left, a column from The Mirror, dated March 24, 1950. This is one of the earliest English references

    toGerman flying discs. On the right is Dr. Belluzzo's obituary, dated May 22, 1952 from the New York Times

    whichagain mentions German flying discs.

    The designs envisioned by Dr. Miethe and Professor Belluzzo were quite different from those of Schriever and

    Habermohl. Designs of this project consisted of a discus-shaped craft whose outer periphery did not rotate.

    Two designs have positively been attributed to Miethe and Belluzzo although three designs exist as part of

    their legacy.

    The first design is made known to us from Georg Klein's article in the October 16, 1954 edition of the Swiss

    newspaper, Tages-Anzeiger fuer Stadt und Kanton Zuerich, mentioned above. The same design is reproduced in the

    book by J. Andreas Epp. This saucer was not intended to take-off vertically but at an angle as does a

    conventional airplane. In this design twelve jet engines are shown to be mounted "outboard" to power the

    craft. The cockpit was mounted at the rear of the vehicle and a periscope used to monitor directions visually

    impaired. Notably, a large gyroscope mounted internally at the center of the craft provided stability. This

    and other Miethe-Belluzzo designs were said to be 42 meters or 138 feet in diameter.

    Aeronautical writer Hans Justus Meier has challenged this design on a number of grounds (13). It is certainly

    possible, if not probable, that the outboard jet-turbine arrangement is incorrect,one might ask, if this was

    an outboard jet-turbine design, then what purpose did the bloated central body serve? In reality the twelve

    jets may simply have been jet nozzles of one engine. Certainly the large central body had a function, it must

    have housed the engine.

    But how could the authenticity of this design come under question when Georg Klein is vouching for it in his

    article? The answer may be that Klein never saw this design himself and he simply is relying on the

    descriptions of those that did. If one reads the works of Klein carefully, he never claims to have seen this

    model in flight. As a matter of fact, he never claims to have actually seen this design at all. We will return

    to the flaws with Klein's description momentarily.

    The second Miethe design seems to have originated with a 1975German magazine article (14). This version shows

    a cockpit above and below the center of the craft. Four jet engines lying behind the cockpits are shown as the

    power plants. No real detail is supplied in this article. This design is not ever discussed in the text which

    deals primarily with the Schriever-Habermohl Project. Some writers have speculated on this particular design,

    supplying detail (15). For now, however, no named source seems to be able to link this design with the Miethe

    -Belluzzo Project. Therefore, at least for the time being, we must put this design in suspense and focus on

    the first and next design in discussing the aforementioned saucer project.

    The Miethe-Belluzzo Disc--Design One


    On the left is a reconstruction by Georg Klein, 10/16/54, from the Swiss newswaper Tages-Anzeiger. Note the

    small "Stabisator" and the outboard jet engines. On the rightis Klaus-Peter Rothkugel's more probable

    reconstruction incorporating fins, skids, and the inner-lying Rene Leduc engine.

    The Miethe-Belluzzo Disc—Designs Two And Three


    On the top is Miethe-Belluzzo design two. Note rotating disc (2) and stabilizing wheel (7) acting as a

    gyroscope.(Courtesy of Klaus-Peter Rothkugel) It is the author's opinion that this design was never built. On

    the bottom is Miethe-Belluzzo design three, capable of vertical take-off.

    The third design attributed to the Miethe-Belluzzo Project comes to us from and article by Jan Holberg in an

    August 20, 1966 article in Das Neue Zeitalter and also from Michael X. Barton-Carl F. Mayer-Hermann Klaas

    connection (16) (17). This design was capable of vertical take-off. Klaas provides internal detail which has

    been reproduced here.

    At first, this appears to be a push-pull propeller system driven by a single engine. It is not. Neither are

    the twelve jet nozzles unsupported in any way as depicted. The real answer to this mystery is that this

    drawing is incomplete. With the completed parts depicted, a radial turbojet engine of special type would

    appear. Design one differs from design three in that the latter, with its centrally located cabin and

    symmetrical arrangement of twelve adjustable jet nozzles, is controlled by selectively shutting off various

    jets through the use of surrounding ring. This allows the saucer to make turns and to take off vertically.

    Recently, a German researcher, Klaus-Peter Kothkugel using Vesco as his source (18), has proposed an engine

    which links the designs one and three, and possibly even design two, while supplying the missing pieces needed

    to make the engine depicted air-worthy and resolves other problems. This engine was invented by a French

    engineer, Rene Leduc and probably acquired by the Germans during their occupation of France.

    If a flying saucer equipped with this engine were viewed from the outside, no rotating parts would be visible.

    This is because the engine was totally contained within the metal skin of the saucer.It did rotate but this

    rotation was within the saucer itself and not viable from the outside. An air space existed all around the

    spinning engine, between it and the non-rotating outer skin.This engine was a type of radial-flow jet engine.

    It was this type of engine which probably powered all of Dr. Miethe's saucer designs. It is also the prime

    candidate for the post-war design of John Frost, the "Flying Manta."

    The Flying Manta actually did fly. Pictures of it during a test flight are unmistakable. They were taken on

    July 7, 1947 by William A. Rhodes over Phoenix, Arizona. It almost goes without saying that the time frame,

    July of 1947, as well as the geographical location, the American Southwest, as well as the description of the

    flying object itself, beg comparisons to the saucer which crashed at Roswell, New Mexico, earlier that same


    If one looks at what is known of Dr. Miethe's saucer design, the Leduc engine, and the Frost Manta, it must be

    acknowledged that a connection between these three not only explains apparent inconsistencies in the existing

    Miethe designs but also links them to the post-war American Southwest, the precise spot where captured German

    World War Two technology was being tested and evaluated.


    The Rene Leduc Engine


    Top: Hermann Klaas' diagram of the workings of the Miethe-Belluzzo Disc. Note: intake screw (c) Carrying wing

    blade(d)affixed to a piston engine, jets nozzles (e) with no apparent engines. Close but not exactly right.

    Bottom: Leduc design. A-Rotor B-Front Bulk-head C-Rear Bulk-head D- Intake Vane E-Compressor Vane F-Combustion

    Chamber G-Bulk- head H-Fuel Injection Jets J-Fixed Flame Ring From IVelivoli Del Mistero I seareti technici

    dei dischi volanti by Renato Vesco


    The Rene Leduc Engine Part Two


    This is the mounting of the Leduc engine as illustrated by the later Avro diagram (Canada-USA). The outer hull

    is fixed. The inner rotating engine draws in the air from between it and the hull and exhausts through rear or

    sides as needed for steering. Compare this design to Miethe- Belluzzo designs, especially to the first design.

    There is considerable confusion as to where the first test flight of the Miethe-Belluzzo saucer occurred. Epp

    tells us that models made by this team were flight tested since 1943. Georg Klein, as well as Andreas Epp,

    state that a test model of this craft took off from Stettin, in northern Germany, near Peenemuende, roughly

    where the Oder River meets the Baltic, and crashed in Spitsbergen which are the islands to the north of


    A manned test flight in December, 1944 has been mentioned by Norbert Juergen-Ratthofer and Ralf Ettl in one of

    the films on which they worked. The pilot named was Joachim Roehlicke or perhaps Hans-Joachim Roehlicke (19).

    Klaus-Peter Rothkugel reports that Roehlicke was under the direction of none other than Dr. Hans Kammler

    himself and was stationed at the Gotha Wagonfabrik company (20). The Gotha Wagonfabrik company is Anthe Jonas

    Valley in Thuringia. This valley was packed full of high-tech underground facilities which included nuclear

    research. Roehlicke confided to his daughter after the war, according to Mr. Rothkugel, that he "had seen the

    earth from above" (21).

    Confusion over the test details of the Miethe-Belluzzo saucer start as early as the whole German flying disc

    controversy its elfin the 1950s. In the English translation of his book, titled Brighter than a Thousand Suns

    A Personal History Of The Atomic Scientists. a footnote appeared which deviated from the discussion of atomic

    weaponry. This 1958 description is one ofthe first in English and may illustrate some of the difficulties in

    sorting out this information:

    " *The only exception to the lack of interest shown by authority was constituted by the Air Ministry. The Air

    Force research workers were in a peculiar position. The produced interesting new types of aircraft such as the

    Delta (triangular)and "flying discs." The first of these "flying saucers," as they were later called --

    circular in shape, with a diameter of some 45yards--were built by the specialists Schriever, Habermohl and

    Miethe. They were first airborne on February 14, 1945, over Prague and reached in three minutes a height of

    nearly eight miles. They had a flying speed of 1250 m.p.h. which was double din subsequent tests. It is

    believed that after the war Habermohl fell into the hands of the Russians. Miethe developed at a later date

    similar "flying saucers" at A. V. Roe and Company for the United States." (22).

    One big difference between the Miethe-Belluzzo design and the Schriever-Habermohl designs is that the former

    craft was alleged to have, or be designed to have, a longer flight range. This point is reinforced by the

    Spitz bergen flight mentioned above.Klein states that the Germans considered long range, remote controlled

    attack from Germany to New York using this craft.

    Miethe-Belluzzo Saucer In Flight


    Top picture is of a September 6, 1952 article in the Italian newspaper "Tempo". This article deals with the

    work of Dr. Miethe and features a photograph of his saucerallegedly dated April 17, 1944, taken over the

    Baltic. Bottom is an enlargement of the photograph. It seems to be a Miethe-Belluzzo type 1 but could also be

    a type 3. Courtesy of Klaus-Peter Rothkugel.


    As stated earlier, both projects were under the same authority. Experts and advisors included, according to

    Epp, among others, head-designer Kalkert of the Gotha Waggonfabrik, head-designer Guenther of Heinkel,

    engineer Wulf of Arado, engineer Otto Lange of the RLM, and engineer Alexander Lippish of Messerschmitt.

    Pilots were Holm, Irmler, Kaiser and Lange. The test pilot was Rudolf Schriever.

    There does exist two alleged still pictures of the Miethe craft in flight. One is reproduced here. It may be

    the first design.A picture claiming to be of what is called here the third design can be found in W. Mattern's

    book, UFO's Unbekanntes Flugobiekt?Letzte Geheimwaffe Des Dritten Reiches? (23). Efforts have been made to

    acquire the picture for this book but the inquiry went unanswered by the book's publisher.

    Politically, in 1944, Heinrich Himmler, head of the SS, replaced Albert Speer's appointee, Georg Klein, with

    Dr. Hans Kammler as overseer of this combined saucer project (24). This is a little confusing, however, since

    Kammler retained Klein as his employee,Perhaps a more practical way to look at this is that Kammler, Himmler's

    employee, replaced Speer while Klein did what he always did. The result was that the SS took direct and

    absolute control over these projects from this point until the end of the war.

    Prior to this happening, news of these designs or application itself was made to the German Patent Office. All

    German wartime patents were carried off as booty by the Allies. This amounted to truckloads of information.

    Fortunately, Rudolf Lusar, an engineer who worked in the German Patent Office during this time period, wrote a

    book in the 1950s listing and describing some ofthe more interesting patents and processes based upon his

    memory of them (25). They are surprisingly detailed. Included is the Schriever saucer design with detail. Also

    discussed is the Miethe project.

    The significance of these two teams can not be minimized in the history of flying saucers or UFOs. Already in

    this brief discussion, the evidence, taken as a whole, is overwhelming.Please compare this to any and all

    extraterrestrial explanations of flying saucers. Here we have Germans who claim to have invented the idea of

    the flying saucer. We have Germans who claim to have designed flying saucers. We have Germans who claim to

    have built flying saucers. We have Germans who claim to have flown flying saucers. We have Germans who claim

    to be witnesses to flying saucers known beforehand to be of German construction. We have German construction

    details. And finally, we have a man who took pictures of a known German flying saucer in flight. The facts

    speak for themselves. During the Second World War the Germans built devices we would all call today "flying

    saucers". No other UFO explanation can even approach this in terms of level of proof.

    Miethe-Belluzzo Saucer In America?


    Top: a picture from the July 9, 1947 edition of theArizona Republic taken by William A. Rhodes as it flew over

    his home in Phoenix. Lower Left: a drawing of thecraft by Klaus-Peter Rothkugel. Lower Right: one view of the

    Avro Frost-Manta design, predating the Silver BugProject. Was this a captured Miethe-Belluzzo-Leduc saucer?

    The Schriever-Habermohl Project(s)

    The best known of these projects is usually referred to as the Schriever-Habermohl project although it is by no means clear that these were the individuals in charge of the project. Rudolf Schriever was an engineer and test pilot. Less is known about Otto Habermohl but certainly he was an engineer. This project was centered in Prag, at the Prag-Gbell airport (l)(2). Actual construction work began somewhere between 1941 and 1943 (3)(4).This was originally a Luftwaffe project which received technical assistance from the Skoda Works at Prag and at a Skoda division at Letov (5) and perhaps elsewhere (6). Other firms participating in the project according to Epp were the Junkers firm at Oscheben and Bemburg, the Wilhelm Gustloff firm at Weimarand the Kieler Leichtbau at Neubrandenburg (7). This project started as a project of the Luftwaffe, sponsored by second-in-command, Ernst Udet. It then fell under the control of Speer's Armament Ministry at which time it was administered by engineer Georg Klein. Finally, probably sometime in 1944, this project came under the control of the SS, specifically under the purview of General Hans Kammler (8).

    According to his own words, Georg Klein saw this device fly on February 14, 1945 (9). This may have been the first official flight, but it was not the first flight made by this device. According to one witness, a saucer flight occurred as early as August or September of 1943 at this facility. The eyewitness was in flight-training at the Prag-Gbell facility when he saw a short test flight of such a device. He states that the saucer was 5 to6 meters in diameter (about 15 to 18 feet in diameter) and about as tall as a man, with an outer border of 30-40 centimeters. It was "aluminum" in color and rested on four thin, long legs. The flight distance observed was about 300 meters at low level of one meter in altitude. The witness was 200 meters from the event and one of many students there at the time (10).

    Joseph Andreas Epp, an engineer who served as a consultant to both the Schriever-Habermohl and the Miethe-Belluzzo projects, states that fifteen prototypes were built in all (11) (12). The final device associated with Schriever-Habermohl is described by engineer Rudolf Lusar who worked in the German Patent Office, as a central cockpit surrounded by rotating adjustable wing-vanes forming a circle. The vanes were held together by a band at the outer edge of the wheel-like device. The pitch of the vanes could be adjusted so that during take off more lift was generated by increasing their angle from a more horizontal setting. In level flight the angle would be adjusted to a smaller angle.This is similar to the way helicopter rotors operate. The wing-vanes were to be set in rotation by small rockets placed around the rim like a pinwheel. Once rotational speed was sufficient,lift-off was achieved. After the craft had risen to some height the horizontal jets or rockets were ignited and the small rockets shut off (13). After this the wing-blades would be allowed to rotate freely as the saucer moved forward as in an auto-gyrocopter. In all probability, the wing-blades speed, and so their lifting value, could also be increased by directing the adjustable horizontal jets slightly upwards to engage the blades,thus spinning them faster at the digression of the pilot.


    The Airport at Prag-Gbell


    Site of the Schriever and Habermohl Flying Saucer Projects
    In the top diagram the hanger which was the site of the research is marked as number 2. The same hanger is indicated in the picture below with an arrow.

    The Habermohl Saucer In Flight

    [​IMG] <-- yang dikanan kali maksudnya

    To the left is the closest shot of the two taken by Joseph Andreas Epp as he drove to the Prag airport in 1944. To the right is a blow up (400 times) of that same saucer. Epp remembers a date of November, 1944 but the foliage on the trees argues for a date earlier in the year.

    Rapid horizontal flight was possible with these jet or rocket engines. Probable candidates were the Junkers Jumo 004 jet engines such as were used on the famous German jet fighter, the Messerschmitt 262. A possible substitute would have been the somewhat less powerful BMW 003 engines. The rocket engine would have been the Walter HWK109 which powered the Messerschmitt 163 rocket interceptor (14). If all had been plentiful, the Junkers Jumo 004 probably would have been the first choice. Epp reports Jumo 211/b engines were used (15). Klaas reports the Argus pulse jet (Schmidt-duct), used on the V-l, was also considered (16).All of these types of engines were difficult to obtain at the time because they were needed for high priority fighters and bombers, the V-l and the rocket interceptor aircraft.

    Joseph Andreas Epp reports in his book Die Realitaet der Flugscheiben (The Reality of the Flying Discs) that an official test flight occurred in February of 1945. Epp managed to take two still pictures of the saucer in flight which appear in his book and are reproduced here. There is some confusion about the date of these pictures. In the video film "UFOs Secrets of the3rd Reich", Epp states these pictures were taken in the Fall of1944. In his book the date is given as the official date of February 14, 1945. In personal correspondence to me of December, 30, 1991, he indicated the date of the pictures as August, 1944. In that correspondence he further revealed that the official flight had been February 14, 1945 but an earlier lift-off had taken place in August of 1944. The pictures show a small disc-like object in the distance at some altitude posed above a landscape. The saucer is at too great a distance and altitude to show any mechanical detail. As Klaus-Peter Rothkugel points out,the foliage on the trees indicates the August date as being the most accurate.

    Very high performance flight characteristics are attributed to this design. Georg Klein says it climbed to 12,400 meters (over37,000 feet) in three minutes (17) and attaining a speed around that of the sound barrier (18). Epp says that it achieved a speed of Mach 1 (about 1200 kilometers per hour or about 750miles per hour) (19). From his discussion, it appears that Epp is describing the unofficial lift-off in August, 1944 at this point. He goes on to say that on the next night, the sound barrier was broken in manned flight but that the pilot was frightened by the vibrations encountered at that time (20). On the official test flight, Epp reports a top speed of 2200 kilometers per hour (21). Lusar reports a top speed of 2000kilometers per hour (22). Many other writers cite the same or similar top speed. There is no doubt of two facts. The first is that these are supersonic speeds which are being discussed.


    Second, it is a manned flight which is under discussion.

    But at least one writer has discounted such high performance(23). It is argued that the large frontal area of one of the possible designs in question makes Mach 2 flight impossible. The argument seems to be that given the possible power plants the atmospheric resistance caused by this frontal area would slow the craft to a point below the figures stated earlier.

    Some new information has come to light regarding the propulsion system which supports the original assessment. Although actual construction had not started, wind-tunnel and design studies confirmed the feasibility of building a research aircraft which was designated Project 8-346. This aircraft was not a saucer but a modern looking swept-back wing design. According this post-war Allied intelligence report, the Germans designed the 8-346 to flying the range of 2000 kilometers per hour to Mach 2. (24).Interestingly enough, it was to use two Walther HWK109 rocket engines. This is one of the engine configurations under consideration for the Schriever-Habermohl saucer project.

    As an aside, it should be noted that there are those who will resist at any attempt to impugn the official breaking of the sound barrier by Chuck Yeager in 1947 in the Bell X-l rocket aircraft. They had better brace themselves. This record has also been challenged from another direction. This challenge was reported in February, 2001, by the Associated Press, Berlin. It seems that a certain Hans Guido Mutke claims he pushed his Messerschmitt jet fighter, the Me-262, through the sound barrier in 1945. This occurred during an emergency dive to help another German flyer during air combat. At that time he experienced vibrations and shaking of the aircraft. According to the report,a Hamburg Professor is working on a computer simulation in order to check the validity of this claim.

    Returning to the topic at hand, Schriever continued to work Anthe project until April 15, 1945. About this time Prag was threatened by the Soviet Army. The Czech technicians working on this project were reported to have gone amuck, looting the facility as the Russians approached. The saucer prototype(s) at Prag-Gbell were pushed out onto the tarmac and burnt. Habermohl disappeared and presumably ended up in the hands of the Soviets. Schriever, according to his own statements, packed the saucer plans in the trunk of his BMW and with his family drove into Southern Germany. After cessation of hostilities Schriever worked his way north to his parents house in Bremerhaven-Lehe.There Schriever set up an inventor-workshop. On August 4, 1948there was a break in to the workshop in which Schriever's plans and saucer model were stolen (25). Schriever was approached by agents of "foreign powers" concerning his knowledge of German saucers. He declined their offers, preferring rather menial work driving a truck for the U.S. Army (25).

    Schriever is reported to have died shortly thereafter in 1953.


    There is a report, however, that his death was reported prematurely and that he was identified by a witness who knew him in Bavaria in 1964 or 1965 (26). The publisher of this book, Thomas Mehner, was so kind as to send me a copy of the statement by a Bavarian woman who knew Schriever and made this claim (27). This means that there is a possibility that Schriever did do post-war work on flying saucers.

    Interestingly enough, Schriever never claimed that his saucer ever flew at all! If this true, Schriever's saucer was still in the pre-flight stage at the time of the Russian advance and its ultimate destruction on the Prag-Gbell tarmac. This is in direct contradiction to the sources cited above and the photographic evidence. How can this seeming inconsistency be explained?

    J. Andeas Epp has always maintained that it was he who originated the type of design used in the Schriever-Habermohl project (28). He states in his book that the imbalance in the ring of wing- vanes which plagued the early Schriever-Habermohl prototypes was a deviation from his original design in which the wing-vanes were lengthened. He states that when they returned to his original design, the saucer was able to take off (29) (30). He referred to the saucer used in the August, 1944 unofficial lift-off, the saucer whose wing-vanes had been altered and then corrected through his intervention, as the "Habermohlischen Version", theHabermohl version (31).

    Could the discrepancy referred to above be accounted for if there were actually two lines of saucers built by Schriever and Habermohl? In other words, could the Schriever-Habermohl project have actually been a Schriever project and a Habermohl project,two separate designs within the team? Georg Klein seems to answer this question, stating that "three constructions" which were finished at Prag by the end of 1944. One of these, he says,was a design by Dr. Miethe (32). The best interpretation of the words of both Epp and Klein would indicate that both Schriever and Habermohl each produced their own design. Schriever made no claim that his design flew. Epp claims the Habermohl design didfly in August, 1944 and again in February 14, 1945. This was the saucer witnessed by both Klein and Epp in flight.

    Therefore, the history of the Schriever-Habermohl project in Prag can be summarized in a nutshell as follows: Epp's statement is that it was his design and model which formed the basis for this project. This model was given to General Erst Udet which was then forwarded to Dr. Walter Dornberger at Peenemuende. Dr. Dornberger tested and recommended the design (33) which was confirmed by Dornberger to Epp after the war (34). A facility was set up in Prag for further development and the Schriever- Habermohl team was assigned to work on it there. At first this project was under the auspices of Hermann Goering and the Luftwaffe (35). Sometime later the Speer Ministry took over the running of this project with chief engineer Georg Klein in charge(36). Finally, the project was usurped by the SS in 1944, along


    A Comparison of the Schriever and Habermohl Designs


    On the left is the Schriever design while on the right is the Habermohl design. Please note the differing dimensions of the vane blades. This difference caused instability in the Schriever design. Drawings adapted from the work of Klaus-Peter Rothkugel.


    with other saucer projects, and fell under the purview of Dr. Hans Kammler (37). Schriever altered the length of the wing-vanes from their original design. This alteration caused the instability. Schriever was still trying to work out this problem in his version of the saucer as the Russians overran Prag. Haberrmohl, according to Epp, went back to his original specifications, with two or three successful flights for his version.

    While speaking of flight success, two more pieces of important evidence exists which were supplied by Andreas Epp. One comes in the form of a statement by a German test pilot, Otto Lange, given years after the war to Andreas Epp. In that statement, signed by Lange, Epp is credited with the idea behind the invention of the flying saucer and states that none other than Dr. Walter Dornberger had a hand in its development. He also makes the astonishing claim that he, personally, test flew this flying saucer for 500 kilometers in the course of testing (38) (39).

    Otto Lange is a person who is known historically and independently of any connection to Epp. Lange is mentioned in U.S. intelligence documents as a member of the "Rustungsstab"(Armament Staff), for aircraft (40). This is some confusion on this issue since a German researcher, Klaus-Peter Rothkugel, has found evidence for three individuals with this name serving in the German military at this time. Mr. Rothkugel, has suggested that the statement by Lange, discussed above, was, in fact, written by Epp based on known examples of Epp's hand writing. It was signed by another hand, so perhaps Epp and Lange had a chance meeting in 1965 wherein the letter was drafted by Epp in an effort to further document his, at that time, little-acknowledged involvement in the German saucer projects.

    The second piece of evidence, also supplied by Epp, is a wartime Letter from Prag, dated March, 1944. It speaks to the conditions behind German lines with its opening greeting, simply "Still Alive!". It follows in a cryptic style describing historically well known political and military people who apparently knew or had something to do with the saucer project at Prag. The letter also describes some early prototype saucer models and their shortcomings. Interestingly enough figures on thrust are given

    (40) (41).

    Three pictures appear at the bottom of the letter. One definitely shows a saucer in flight. There is no mention of these pictures in the text of the letter. Because they are not referenced and from their placement on the face of the letter it is possible that these pictures may have been a later addition to that letter. There are some other reasons why these pictures may not have been connected to the Schriever-Habermohl project or the Miethe-Belluzzo project. We shall return to these pictures at a later time.

    An interesting fact elucidated by Epp is that the senior experts and advisors for both the Schriever-Habermohl project and the next project to be discussed, the Miethe-Belluzzo project, were exactly the same individuals (43).


    Cryptic And Enigmatic Letter Describes Flying Disc Development


    On the left is the original letter sent to the author by Andreas Epp. On the right is a typed version done by Kadmon. Notes in English are directed to the author. The letter starts without any formal or Informal greeting, stating only "Still alive". Flying disc research "sehr gut" with vertical take-off at speeds of 860-880 per hour (525-550 miles per hour).


    Flying Disc Test Pilot Otto Lange


    Original and author's translation of letter signed by Lange acknowledging Epp's role in flying disc history

    Foo Fighters

    "Foo fighter" is a name given to a small, round flying object which followed Allied bombers over Germany during the latter

    phases of the air war. There are also some reports of foo fighters in the Pacific theater of the war. Sometimes they would

    appear singularly but more often in groups, sometimes flying information. By day they appeared to be small metallic

    globes. By night they glowed with various colors. These object attempted to approach Allied bombers closely which scared

    the bomber crews who assumed they were hostile and might explode. Upon taking evasive maneuvers they found the foo

    fighters would keep pace with them in some instances. Besides the name foo fighter this device is sometimes called

    "Feuerball", its German name or its English translation, fireball. More about names later.

    For those readers who have not been exposed to foo fighters before, following is an American flight account found in

    Intercept UFO by Renato Vesco:

    "At 0600 (on December 22) near Hagenau, at 10,000 feet altitude, two very bright lights climbed toward us from the ground.

    The leveled off and stayed on the tail of our plane.They were huge bright orange lights. They stayed there for two

    minutes. On my tail all the time. They were under perfect control (by operators of the ground). They turned away from

    us,and the fire seemed to go out".

    Vesco goes on to say:

    "The rest of the report was censored. Apparently it went on to mention the plan's radar and its sudden malfunctioning"


    Flying saucer books of the 1950s usually mentioned foo fighters and recounted the sightings of Allied servicemen. Later,

    due to the extraterrestrial hysteria, publications tended to omit descriptions of foo fighters, preferring to begin the

    tale of flying saucers with Kenneth Arnold in 1947.

    In modern times, if they are mentioned at all by mainstream UFO magazines or books, an attempt is sometimes made to

    confuse the issue of the origin of foo fighters in one of three ways. First,they say or imply that both sides in World War

    Two thought foo fighters were a weapon belonging to the opposite side. They may cite as a source some German pilot

    obviously "out of the loop" who claims the Germans did not know their origin. Second, they attempt to advance the idea

    that foo fighters are still unknown and a mystery or possibly a naturally occurring phenomenon. Third, they advance an

    extraterrestrial origin.

    It is difficult to imagine a vast bad faith plot, extending over years, which attempts to discredit or confuse the issue

    of foofighters. Perhaps the authors of these UFO magazines and books are truly without a clue and simply perpetuating old

    and bad information as a convenient explanation. In any event, it is now clear they utterly failed to do their homework on

    foo fighters before writing about them.


    The First Reports Of German Foo Fighters


    Top: A Reuters report from December 13, 1944 Bottom: The New York Times, December 14, 1944



    Foo Fighters In Flight

    Top: At night or in dim light foo fighters appeared luminescent. Bottom: In strong light foo fighters appeared as silvery

    balls. This picture was taken over the Pacific in 1943. There are many stories speaking of small, round flying balls sent

    to Japan by the Germans via submarine.


    The U.S. military, too, has always denied knowledge of foofighters. Numerous Freedom Of Information Act (FOIA) request

    shave been filed, for instance, by this writer as well as other researchers asking for information on foo fighters. A "no

    record" response always followed. All U.S. governmental agencies queried claimed that they had never heard of foo

    fighters. This happened in spite of the fact that all known alternate names for foo fighters were submitted as well as a

    detailed description ofthe device itself. This was the situation until the late 1990s.

    Vesco is by far the best source concerning the foo fighter which he calls "Feuerball". He describes it as a radio

    controlled missile, built at an aeronautical establishment at Wiener Neustadt (Austria) with assistance of the Flugfunk

    Forschungsanstalt (Radio-Flight Research Installation) of Oberpfaffenhoffen. The project was under the control of an SS

    technical division. It was armored, circular in shape,resembling the shell of a tortoise. The device was powered by

    special flat, circular a turbojet engine. After being guided to the proximity of the target from the ground, an automatic

    infra-red tracking device took over control. The circular spinning turbojet exhaust created a visual effect of a bright,

    fiery ball in the nighttime sky. Within the craft itself a klystron tube pulsated at the frequency of Allied radar making

    it almost invisible to those remote eyes. A thin sheet of aluminum encircled the device immediately under the layer of

    protective armor but was electrically insulated from the armor. Once a bullet pierced the armor and the thin aluminum

    sheet, a circuit was formed which had the effect of triggering the Feuerball to climb out of danger at full speed (2).

    Once within range, special chemical additives were added to the fuel mixture which caused the air in the vicinity of the

    device to become ionized. This meant that electricity could be conducted directly through the air itself (3). Any

    ignition-based engine coming into range of the ionized region would become useless, misfiring, stalling and eventually


    Vesco goes on to say that with the advance of the Soviets into Austria the production facilities for the Feuerball were

    moved to a number of underground plants in the Black Forest run by the Zeppelin Works (4).

    Recently an Austrian researcher, Kadmon, who specializes in uncovering the esoteric, sent to me a copy of a letter

    describing details of the foo fighter from the German perspective. This letter is reproduced here for those who read

    German language. It is a letter from physicist Friedrich Lachner to Professor, Dr.Alois Fritsch. The letter tells Dr.

    Fritsch that in an aircraft


    plant which was a branch of Messerschmitt at Weiner-Neustadt,Austria, a test model of a flying craft was built with a

    diameter of five meters which presumably made a test flight to Vienna."His Martha", his wife, saw the outline of an

    exactly elliptical flying object in the twilight which appeared to her to be operating by some other means of flight that

    was normally the case because of its sudden directional changes. Her reaction was that it was an enemy flying object and

    it scared her. After the bomber attack on the plant, a doctor, "Oskar L." saw a model of this frightful thing in the plant

    also and had no idea of what it was. The astronomer Waehnl was, during the war, employed calculating construction costs at

    this aircraft facility where she had earlier in life learned something of aircraft technology from her father. She

    confirmed it also. Lachner briefly spoke with an engineer named Kuehnelt who worked as in flight technology for the German

    Army. He explained to Lachner that he saw such a device with a diameter of fifteen meters. Lachner says that he had known

    for some years about a machine with a thirty meter diameter. He also says that he had gotten to know a flight engineer

    named Klein when he was active near the flight testing of the supreme chief General Udet. Lachner claims that"Klein had

    something to do with these things". One or more unmanned and remote controlled of this sort of spinning-top-like flying

    objects are mentioned by Lachner in connection with the massive Allied bomber raids on the ball-bearing plant at

    Wuerzburg. Finally, Lachner goes on to say that a Professor Richter built these devices for Peron in Argentina. A long

    distance test-flight was actually flown to the United States. There the device was intercepted and an American pilot was

    shot down. The remainder of the letter concerns nuclear developments in Austria and the USA before and after the Second

    World War and misunderstandings by Lusar in his book.

    This letter was written in 1975. Details concerning Klein and the larger flying objects were in print by that time. There

    are important confirmations within this letter. These are revelations concerning Lachner's wife as an eyewitness to the

    object in twilight flight, the medical witness who saw the object within the plant at Wiener-Neustadt, and the

    confirmation of the astronomer, Waehnl. Unfortunately, Kadmon advises that Dr.Waehnl is now deceased. The important point

    is that these are real people with real names. Most of whom were alive at the time of this letter. Further, some of these

    people were scientists with a reputation at stake yet they did not disavow the substance of this letter in any way.

    In the closing months of the last millennium witnessed a breakthrough regarding foo fighters. The break came by accident

    and from the government of the United States. Remember, Freedom Of Information Act requests regarding foo fighters had

    been filed with many branches of the U.S. military and intelligence services as well as with their repository, the

    National Archives. Even though all known alternative names were included, as well as a detailed description of the device

    in question was provided, a "no record" response was uniformly generated by all facets of government.

    Austrian Atomic Scientist Professor Friedrich Lachner's Letter

    Professor Lachner describes a sighting of a foo fighter by none other than his wife, Martha. Lachner mentions that he

    heard that Professor Richter built these devices for Juan Peron in Argentina. This, incidently, is the same Professor

    Richter involved in an ill-fated attempt to produce fusion generators for Peron.

    A German researcher, Friedrich Georg, recognized a valuable entry in a microfilm roll, titled a 1944 U.S. Strategic Air

    Forces In Europe summary titled An Evaluation Of German Capabilities In1945, which, somehow, had eluded the censors (5).

    In that summary report German devices called by American Intelligence "Phoo Bombs" are discussed. Sources for this summary

    were reports of pilots and testimony of prisoners of war. Phoo bombs were described as "radio-controlled, jet-propelled,

    still-nosed, short-range, high performance ramming weapons for use against bombing formations". Speed was estimated at 525

    miles per hour.

    Further demands were made using FOIA as to the raw data used to compile the summary evaluation. Of course, denials

    followed, but finally, after an Appeal, the government indicated that more information did exist concerning Phoo Bombs.

    Most of this was a repeat or re-statement of the summary document. One document was hand-written and may have served as

    the basic text of the report.

    It seems the U.S. Air Force was never aware of a threat to aircraft engines coming from over ionization of the air around

    these devices. Likewise, the claim by Vesco that they possessed klyston tubes which pulsed at the same frequency of Allied

    radar and so jammed radar on board was not recognized. Vesco cites the aircraft radio research institute at

    Oberpfaffenhofen (F.F.O.) as having invented such devices (6).

    The Combined Intelligence Objectives Sub-Committee report on this facility. Report 156, states that work there involved

    several types of klystron tubes and that one of this facilities principal functions was inventing technology to jam Allied

    radar,unfortunately all the secret material held at this facility was burned in the face of the advancing Allies.

    Individual scientists later produces some copies of documents which represent what the Allied intelligence strike teams

    took away.Exactly how complete this sample was we will never know (7).

    Other very exotic research did go on at the F.F.O. installation which might be mentioned. They not only did work on

    klystron tubes but on magnetrons also. They did work on generation of millimeter range radio wave through the use of

    crystal vibrations. They also experimented with silicon and germanium"crystals" (8). These two substances figure

    prominently in the making of what we call today semiconductors which form the basis of the transistor. Invention of the

    transistor is credited to William Shockley, for which he won the Nobel Prize, about two years after the Second World War.

    This bit of research explodes an argument made by the late Col.Philip j. Corso in his book The Day After Roswell that

    transistors were, at least in part, based upon alien technology(9). The only questions which remain are: exactly how far

    the Germans progressed in their work on semiconductors and should the scientists at the F.F.O. have been given credit for

    this discovery, the transistor, instead of Shockley? This example also illustrates exactly how far the military will go,

    or at least individuals in the military, to perpetuate the notion of high-technology derived from aliens. It also

    illustrates the willingness of large establishment publishing firms to assist in the propagation of these ideas.


    The U.S. Government Knew Truth All Along


    U.S. government's own documents prove they knew of the German origin of foo fighters. This table of contents of a

    "Intelligence Digest" document, with a February, 1945 date, addresses German military capacities. It lists "Phoo Bombs" as

    a weapon in the German arsenal (see VI- OtherWeapons) Taken from microfilm negative image.

    A UFO Rosetta Stone

    This document, fascinating in its own right, serves as a translation. "Foo fighters are "Phoo Bombs" in the government's

    parlance. No more "no record" name-games from the government.

    A UFO Rosetta Stone A UFO Rosetta Stone


    "Phoo Bombs”An Intelligence Officer's Hand Written Notes

    Obtained in a freedom Of Information Act asking for more information after learning the government's code word for foo

    fighters ("Phoo Bombs").

    Returning to the subject of foo fighters and the governments suppression of this information, it seems the government

    feels it has the right to deny FOIA requests, no matter how detailed the description may be, unless the requester uses

    exactly the same name as the government uses. Was the name "foo fighters" as opposed to "Phoo Bombs" just not close enough

    to trigger a response under the law or was this just another example of the government's bad faith regarding FOIA?

    Probably it was the latter. Friedrich Georg's research work which produced the first document naming Phoo Bombs acted like

    a Rosetta Stone in that it was a translation of their terms into ours. This applied not only for foo fighters but for the

    other topics mentioned below which the government had previously denied.

    With these documents as proof of American knowledge of foofighters, the understanding with regard to foo fighters is quite

    different than the confusion generated heretofore. The fact is that Vesco has been vindicated. The fact is that foo

    fighters were German-built flying weapons of war. The fact is that they were the very first modern UFOs. And finally, the

    fact is the government of the United States has known this all along and kept these facts from us for almost sixty years.

    It should be noted that the documents which are in my possession are all documents written during the Second World War. No

    mention is made of Phoo Bombs in any post-war documents I have seen. Examples or at least plans of these flying devices

    must have been recovered. It seems there are still secrets hidden away in government files. To keep these secrets the

    government is willing to violate its own Freedom Of Information Act laws.

    It should be noted that the document uncovered by Mr. Georg describes several weapons systems previously not disclosed by

    the U.S. government. This includes German rockets larger than the V The government document states: "68 feet in length as

    against 45 feet" The forty-five foot figure signifies the V-2, while the sixty-eight foot rocket is completely unknown.

    In this same document is a description of a gas-weapon first described by Vesco and designed to down enemy aircraft

    (10).Actually, there are two such gas weapons. The first gas is designed to cause engine destruction through pre-ignition

    as described by Vesco. The second gas is designed to cause engine seizure through the breakdown of the viscosity of the

    engine's lubricating oil. This is another vindication of Vesco. Therefore, when Vesco states that this very weapon was

    successfully used against Allied aircraft in a second-generation saucer, the Kugelblitz, perhaps he should be taken


    Finally, this document describes something the Americans call the "Magnetic Wave" but which the Germans always described

    as "Motorstoppmittel", meaning literally, "means to stop motors".Motorstoppmittel and other German death rays were also

    the subject of repeated FOIA requests which were all denied. It was only with the code-word "Magnetic Wave" that the dam

    of information was finally broken concerning this device and other German ray-weapons. Not only did the Germans use

    ionization ofthe atmosphere to halt ignition based engines but they also experimented with x-ray weapons and an even more

    exotic method,possibly involving use of the laser (12).

    Vesco places construction of the foo fighter at the Austrian site of Wiener-Neustadt (13). Indeed, the testimony supplied

    by Kadmon does indicate an Austrian home for the foo fighter. The most likely site for foo fighter development was the Rax

    Works.The Rax Works were an outgrowth of the combinations and growth of several firms, the Wiener-Neustaedter

    Flugzeugwerke GmbH, the Flugzeugbau der Hitenberger Patronenfabrik, the Flughafenbetriebsgesellschaft Wiener-Neustadtand

    the Wiener Neustaedter Lokomotiv-Fabrik which was acquired by Henschel after the unification of Austria and Germany (14).

    All the sources cited place foo fighter production in Austria.It is often repeated that this was a purely SS project,

    built atWiener-Neustadt, with the help of the F.F.O. It is possible that these craft had an independent origin, outside

    the scope andsphere of Peenemuende. At about this same time, early 1943, Professor Alexander Lippisch broke away from

    Messerschmitt to head the Vienna based Luftfahrtforschungsanstalt-Wien (LFW). This was a first-class facility and

    Professor Lippisch is a figure central to the understanding of German flying discs.Vesco links the foo fighter, his

    "Feuerball" with a further-developed manned saucer, the "Kugelblitz". It is possible that both these craft had an

    independent origin, that is outside the purview of officials at Peenemuende under the direction of Dr.Lippisch at the LFW.

    In this case their link to Peenemuende would have become stronger as the war progressed and on a higher order, that of the

    SS through Dr. Hans Kammler and the Kammler Group based near Prag. It is also possible that the research and controlling

    authority of the German disc program moved from Peenemuende to Wiener-Neustadt as researcher Klaus-Peter Rothkugel


    Questions arise with the acknowledgment of "Phoo Bombs" by the government. The first is what is the agenda of those

    seeking to deny this fact both in and out of government? Are these just extraterrestrial "true believers" gone amuck?

    There is no doubt that the government has known the truth about foo fighters and German saucers in general for almost

    sixty years, yet they have never been willing to publicly acknowledge these facts. Why is this? What issues of national

    security could possibly be compromised with such a disclosure over a half-century later?

    Captured Foo Fighters In The USA?


    From "The Arizona Republic", July 8, 1947 83

    Is this denial of foo fighters just of government inspiration? The sad truth is that the private "information" or

    disinformation sector is also guilty in of a cover-up. Why do they contribute to the denial of the German origin of this

    technology? What major New York publisher has ever published on German flying discs as opposed to the libraries of books

    pushing the extraterrestrial UFO hypothesis€”a hypothesis totally lacking in proof? Let me pose the specific question:

    would Simon and Schuster ever publish a book on the German origins of flying saucers as they did for Col. Corso and his

    extraterrestrial hypothesis? If not why?

    Another question arises from the confirmation of foo fighters by the government. This question concerns the veracity of

    Renato Vesco who originally placed the topic before us in his Italian edition as early as 1968. The question is this: If

    Vesco is right about foo fighters, what about the other claims he made about German saucers? Specifically, these are

    claims made about the further development of the foo fighter technology resulting in a manned saucer project he called

    "Kugelblitz" (ball-lightning). As well as claiming the Kugelblitz actually flew,Vesco gave us some tantalizing details of

    the development of German saucer technology by the Anglo-Americans after the war. In view of Vesco's track record, we can

    not simply dismiss these claims as has been done in the past. Vesco's assertions should be borne in mind as further facts

    become evident.

    Finally, there is some small evidence that the Americans did acquire working examples of these foo fighters. If the

    Americans had captured complete examples of the foo fighter one would expect they would be taken to existing testing

    facilities in the Southwestern United States and tested as were other examples of captured German technology. This appears

    to be the case. The Arizona Republic reports a sighting dated July 8, 1947 involving two flying silvery balls which can

    only be foo fighters.

    belum smua kk...
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