DEUTSCHLAND 24 - A Guide to German Flying Discs of the Second World War - Part 7
 
Ankunft Präsident Bush in Rostock-Laage 12.07.2006 - nahe Peenemünde. SS = Schwarze Sonne Bezug: Erster Weltraumbahnhof Peenemünde, Germany (SS = Secret Space) Fortsetzung The Peenemuende Saucer Project A report comes to us from Russian immigrant Paul Stonehill concerning the experience of a Russian POW in Northern Germany. The report was first published some time ago in UFO Magazine,volume 10, number 2 in 1995, but this witness describes a story so different from other German saucer reports that it is worth emphasis at this point. The witness is unnamed but the source of the original report is known to Paul Stonehill and he vouches for its authenticity. The unnamed witness is called mister "X". Mister X was taken prisoner by the Germans in the Ukraine in 1941, early in the German offensive. From there he was housed in a concentration camp where he contracted typhus. X improved and even managed to escape but was re-captured and taken to Auschwitz concentration camp. There, he worked as a medical orderly before a typhus relapse made this work impossible. X was scheduled for a one-way trip to the crematorium but was saved from this fate by a woman German medical doctor who cured him of the typhus. Not only did she do this but, for some reason not made clear in the article, she supplied him with false identity papers stating that X was a mechanical engineer. In August of 1943 X was moved to KZ (concentration camp) A4 at Trassenhedel in the vicinity of Peenemuende to work on project Hochdruckpumpe's removal from that area. Hochdruckpumpe, or high pressure pump in English, was a long distance cannon with fired in sequential states as the projectile moved by each charge and along an very long barrel. From here X was reassigned to work at Peenemuende itself. In September of 1943, X and some other prisoners were engaged in demolition of a reinforced cement wall. At lunch time the other prisoners were driven away from this site but for some reason, possibly a dislocated foot, X was left behind. After the others had gone, four workers appeared from a hangar and rolled out a strange looking craft onto the concrete landing strip nearby. It was round, had a teardrop-shaped cockpit in the center and was rolled out on small inflatable wheels, like an"upside down wash basin". After a signal was given, this silvery metal craft began making a hissing sound and took off, hovering at an altitude of about five meters directly over the landing strip. As it hovered, the device rocked back and forth. Then the edges began to blur. Suddenly the flying craft's edges seem to blur as it jumped up sharply and gained altitude in a snakelike trajectory. X concludes that because rocking was still exhibited, the craft was advancing erratically. A gust of wind blew in from the Baltic. The flying craft was turned upside down and began to loose altitude. Mr. X was enveloped by hot air and the smell of ethyl alcohol as he heard the craft grinding into the earth. Without thinking, X ran for the craft in an effort to assist the downed pilot. The pilot's body was hanging out of the broken cockpit and the craft was engulfed in blue flames of fire. X glimpsed the still hissing jet engine before everything was swallowed in flames. What can be gleaned from this account? Mr. X certainly saw a German flying disc. But the "smell of ethyl alcohol" and the "blue fames of fire" set this engine apart from any so far described. German jet engines ran on jet fuel, a light oil something similar to kerosene. The Walter rocket engines ran of very exotic hypergolic fuels which burst into flames automatically once they made contact with each other. Ethyl alcohol is the alcohol of fermentation as, for instance, potatoes are fermented and distilled into vodka. Ethyl alcohol is not the best substance for aircraft fuel since it is low calories by weight and volume in comparison with the other fuels mentioned. The advantage of alcohol for the shortage plagued Germans was that it was available. Ethyl alcohol and liquid oxygen were exactly the fuels which powered the V-2 rocket developed at nearby Peenemuende. Given this report, we have a reason to consider Peenemuende as a German site which produced flying discs. But before proceeding with our inquiry as before we must take a step back from our strictly detailed survey of German flying saucers in order to get better perspective of this overall body of information. To this point any reader somewhat familiar with German flying discs might find the level of detail and proof enlightening but might feel that the basic story is known and has already been told. These readers will be pleasantly surprised by this chapter of our story. Not only is new evidence presented here but a new interpretation of existing evidence sheds a whole new light upon the study of German flying discs. This new evidence and this new way of looking at things are primarily the result of the input of German aeronautical investigator Klaus-Peter Rothkugel. Within the last year or so he has proposed to me and to another investigator, Heiner Gehring, ideas which were previously overlooked. Mr. Rothkugel has investigated and documented his ideas to both of us and has convinced us of their merit. In turn, both Mr. Gehring and myself have spent some time and effort in advancing this research ourselves and sharing the results. These researchers have published their findings in Germany and have allowed me to make use of these ideas here. The careful reader will note that mention has already been made of Mr. Rothkugel and his contributions. In this section some of the ideas which he first put forth will be examined as will hie emphasis on the overall organization and understanding of the material. It was Vesco who first gave us an explanation of foo fighters. Vesco relied upon his own understanding of the subject which was gained during the war and documented them with facts gleaned from his research into British intelligence files. His explanation has been largely vindicated both by reports of sightings within Austria and through United States military documents obtained independently through the Freedom Of Information Act. Why then should not the other explanations given us by Vesco be worthy of further inquiry? While discussing German saucer development, Vesco described German research designed to overcome the drag limitations imposed upon aircraft by boundary layer effects. Boundary layer effects refer to the flow of air across the wing of an aircraft in flight. The air forms sheets of air moving across the wing, the slowest moving sheet being closest to the wing. At high speeds these slower moving layers collide with oncoming air molecules of the atmosphere causing areas of turbulence with translate into atmospheric drag as a practical matter. Elimination of the boundary layer would mean that the aircraft could fly faster or expend less energy to fly at any given speed (1)(2). Swept wings, a German innovation, represent an aircraft designer's response toward lessening the effects of drag on high speed aircraft wings. It was found that air passing over the wings at an angle retarded boundary layer formation. Therefore, turbulence was less apt to form. The swept back-wings of the Me- 163 rocket interceptor may have been the result of this research. An advanced model of the Me-262 jet fighter was to incorporate fully swept-back wings. But German aircraft designers of those times wanted to go further. They wanted to eliminate the boundary layer completely. They proposed to do this with suction wings (3). The literature on German efforts toward elimination of the boundary layer using suction wings is voluminous, as Vesco has pointed out. Beginning in the early 1940s German designers cut slots into experimental aircraft and auxiliary engines were employed to suck in the boundary layer through the wing itself and redirect this air into the fuselage and out the rear of the aircraft.(4). This proved to be more complicated than first anticipated. It was found that the area of turbulence, eddy currents caused by the boundary layer, moved across the wing from front to back as air speed increased. A slot at one position on the wing might work at one speed but not another. This meant that many, many slots covering the expanse of the wing would be needed to totally defeat this boundary layer problem. This proved impractical for a number of reasons. One reason this was so was that multiple engines had to be used. The first engine had to provide power for flight as in any airplane. The second engine, mounted in the fuselage, was necessary to draw in air through the slotted wings and exhaust it towards the rear. Interestingly enough, it was found that the boundary layer could be eliminated by "sucking it in" or by "blowing it off" using a strong flow of air to disrupt it (5). Full scale suction wing aircraft were built for purposes of testing this concept. These were the Junkers "Absaugeflugzeug" (suction aircraft) AF-l and the Fieseler "Absaugestorch" (suction-stork) AF-2. Concurrent with these experiments, work was being done into the feasibility of circular wings. This work also began in the 1930s with the basic ideas being credited to Professor Ludwig Prandtl. Early scientific papers on circular winged aircraft were written beginning in 1936 by Wilhelm Kinner (6) and in 1938 by M. Hansen (7). Both of these scientists worked at the Aerodynamic Research Facility at Goettingen. By 1941 Dr. Alexander Lippisch was also engaged in experimentation on circular wings at the Messerschmitt firm. His design, designated J1253, was tested at the wind-tunnel at Goettingen (8). Dr. Lippisch was visited by Dr Giuseppe Belluzzo while at Messerschmitt in Augsburg and Lippisch worked together with Dr. F. Ringlib on a "Drehfluegel" or "rotating wing" which was tested at Peenemuende (9). As with suction wings, a body of scientific literature from those times documents this early circular-wing experimentation. The genius of the German designers was to combine the ideas of suction and circular wings into a single aircraft. Housing complete aircraft within its wing would eliminate the fuselage and so eliminate an unnecessary, drag-causing structure. Prandtl and Lippisch were not comparably to Schiever and Habermohl. Prandtl and Lippisch are not even comparable to Dr. Richard Miethe. Pradtl and Lippisch were senior scientists who were well established in their worlds, either of whom would have been capable of heading a major project. In fact they did. In fact neither the Schriever-Habermohl or what we have called the Miethe-Bellonzo projects were major projects. This is another significance of what is being discussed here because what is being discussed here is a completely different organization and understanding of German flying discs than has been presented heretofore. Remember that controlling authority for both the Schriever-Habermohl and the Miethe-Bellonzo projects came from officials in Peenemuende? J. Andreas Epp makes the point in his book that he originated the idea of the Schriever-Habermohl-type of flying disc and actually made a model of this flying craft. Setting aside for the moment the subject or originality, Epp sent his model to General Ernst Udet of the Luftwaffe whom he had met as a child. General Udet must have been impressed with this idea because he sent the plans and model to Peenemuende for evaluation. Peenemuende authorized the Schriever-Habermohl team to further develop the idea and as you might recall, Epp chided Schriever for straying from his original blade dimensions while crediting Habermohl for keeping them. The point is that Peenemuende set up Schriever and Habermohl to construct and further develop this design as they set up Dr. Miethe to set up further develop the Leduc engine based design. The Germans even refer to the Schriever-Habermohl design as a "Flugkreisel" or flying top in English and the Miethe design as a "Flugdiskus".Our vernacular, "flying saucer" originally corresponded to the German folk-word "Flugscheibe" or flying disc. If the Flugkreisel, Flugdiscus and Flugscheibe are all different machines and we know who built the first two then who built the third, the Flugscheibe? The answer is that Peenemuende built the Flugscheibe. Officials at Peenemuende saved the best for themselves while controlling the other two. Let's look at some evidence. The May, 1980 issue of Neue Presse featured an article about the German fluidics engineer Heinrich Fleissner (10). Fleissner was an engineer, designer and advisor to what he calls a "Flugscheibe" project based at Peenemuende during the war. It is interesting to note that Fliessner's area of expertise, fluidics, is exactly the specialty involved in investigating problems with boundary layer flow. Fleissner reports that the saucer with which he was involved would have been capable of speeds up to 3,000 kilometers per hour within the earth's atmosphere and up to 10,000 kilometers outside the earth's atmosphere. He states that the brains of the developmental people were found in Peenemuende under the tightest of secrecy (11). We will return to this article again, at a later point, but what is of most interest to us here are three facts. First, that Fleissner worked at Peenemuende on a flying saucer project. Second, that a hint of this design has survived to this day. Third, the surviving design can be linked to photographic evidence of a German saucer, circa World War Two. Almost ten years after the war, on March 28, 1955, Heinrich Fleissner filed a patent application with the United States Patent Office for a flying saucer (Patent Number 2,939,648).Fleissner's saucer was unlike Schriever's, Habermohl's, or Miethe's. The engine employed by Fleissner rotated around the cabin on the outside of the saucer disc itself. It was set in motion by starter rockets as with Schriever and Habermohl. The difference is that this engine was really a form of ram-jet engine. It featured slots running around the periphery of the saucer into which air was scooped. The slots continued obliquely right through the saucer disc so that jet thrust was aimed slightly downward and backward from the direction of rotation. Within the slots, fuel injectors and a timed ignition insured a proper power curve which was in accordance with the speed and direction of the saucer much like an automobile's fuel injection is timed to match the firing of the spark plugs. Steering was accomplished by directing the airflow using internal channels containing a rudder and flaps which ran alongside of the central cabin. The cabin itself was held stationary or turned in the desired direction of flight using a system of electromagnets and servo-motors coupled with a gyroscope (12). It is interesting to note that while the patent was filed on March 28, 1955, it was not granted until June 7, 1960, over five years later! What could possibly have been the reason for the delay? The only possible reason concerns the American Silver Bug Project which was being developed at the same time. This was a project which was tasked with further development of the Miethe design or an outgrowth of it and simply referred to as a "radial jet engine". But we now know this Miethe project was not the equal of the Peenemuende project in terms of speed. The Americans must have realized this sometime after the filing of Fliessner's patent. There can be little doubt that the reason for the delay of the Fleissner patent was the evaluation and possibly the pirating of his design by the Americans. At about the same moment that Fieissner's patent was granted, it was announced that the joint Canadian-American saucer project, Silver Bug and its derivatives, had been abandoned by those governments.The only possible reason for this abandoning was that they had found something better and the better design, by far, was Fieissner's.   The Post-War Saucer Patent Of Heinrich Fleissner  Fleissner was a technical advisor on the Peenemuende saucer project An eye witness, known by Fleissner, told him this: "Shortly before the Capitulation, on April 24,1945, a squadron of four flying discs took off-manned with two pilots whose names are unknown-under heavy artillerybarrage from the German and Russian sides from the Berlin- Lichterfelde Airport to a still-today unknown destination." (Neue Presse, 5/2/80, page 3) Fleissner's design was likened to a ram-jet earlier. It could function in this way but it was also much more than a ram-jet. Fleissner states in his patent that the saucer could be powered by any number of fuels: "liquid, dust, powder, gas or solid"(11). It could have used, for example, used the recently re- discovered fuel first made by Dr. Mario Zippermayr consisting of finely powered coal dust in a suspension of liquid air (13) or "Schwaramkohle" ("foam coal") and liquid air (14). Different fuel mixtures and types could be accommodated simply by varying or adjusting the type of injectors and ignition used. We know that the Germans used hypergloic fuels during the war, that meaning fuels which ignited simply by coming in contact with one another. "C-Stoff" and "T-Stoff" were German designations for the hypergloic fuels used in the Messerschmitt Me-163 rocket interceptor, for instance. These fuels could also have been used in this engine as well. Fleissner further elaborated in his 1980 article stating that liquid hydrogen and liquid oxygen were suitable for this design (11). Liquid hydrogen and liquid oxygen are rocket fuels of the highest order. This means Fieissner's saucer could function as a rocket with the proper fuel. Shall we assess the implications? In its simplest form, Fieissner's saucer could have operated as a ram-jet on jet fuel. At its highest level, Fieissner's saucer could have operated outside the atmosphere on liquid hydrogen and oxygen. Or it could have done both. Fieissner's saucer could have taken off as a ram-jet, gained speed and altitude but at some point, reached a limit of diminishing returns. At this point, the saucer would have been able to slowly bleed liquid oxygen into the ram-jets for further performance enhancement. Further, it could slowly have replaced jet fuel with liquid hydrogen. This would be accompanied by a closing of the air intake apparatus. At this point there is no reason this saucer can not become a space ship, that is, able to operate beyond the fringes of the earth's atmosphere. Is this performance enough to impress the U.S. Air Force and the civilian population of the late 1940s and early 1950's? The answer is certainly in the affirmative. Detailed Picture Of A German Saucer  This is a blow-up of the picture attached to J. AndreasEpp's "Still Alive" letter from Prag, March, 1944. Note air intake ring and crest for steering on the roof of the cabin. Diameter is about six meters. Is this the saucer described in the Aftonbladet article? Possible location is Stettin near Peenemuende. Thinking Outside The Box Hybrid Liquid-Solid Propellant Rocket  Top Right: 1. Liquid Oxidizer 2. Injection Jets for Oxidizer 3. Combustion Chamber Constrictions 4. Ignition Mechanism Solid fuel shown running along sides of combustion chamber (dark color). "Schaumkohle" (porous compressed coal) are suitable as fuel as would a mixture of Aluminum power and polyurethan combined with liquid nitrogen tetroxide. Thrust controlled by amount of oxidizer injected. Hypergolic mixtures would require no ignition system. Alternately, oxydizers could be solid andfuel liquid. "Nichts ist unmoeglich" Nothing is impossible. There are design elements in the Fleissner saucer which link it to the work of Prandtl and Lippisch. It should be noted that the slot air intakes mounted near the edge of the saucer would have sucked in the boundary layer before it got any real chance to form. Below, the jets would have blown off the boundary layer at a similar point. Further, because the entire wing, the saucer, is spinning, any further development of a boundary layer would have been moved at an angle and so almost nullified as happens with severely swept-back wings of a conventional high-speed jet aircraft. Therefore, at supersonic speeds, this saucer might not have even generated a sonic boom. There is some proof that the Fleissner-type of saucer was actually built and flown at Peenemuende or a nearby test facility at Stettin. Fleissner's patent is likened to wartime reality by a photograph. Actually, it is three photographs. These photographs have appeared in a fragmentary, vintage Dutch article on German saucers and they are attached to a wartime letter from Prag sent to this writer by J. Andreas Epp and later published in Ahnstern (15). No specific mention of the photograph is made in the letter and so it could be that the late Mr. Epp included it as a general example rather than a specific reference. Epp never claimed the saucers in these photographs as his design. Epp himself claimed to have the only photographs of that device. There is reason to suspect, however, that this design does bare a relationship to the Fleissner design. The pictures show a small saucer with some telling features. One point of correspondence with the Fleissner patent is that the air intake is located near the periphery of the saucer wing. This is seen as seen in the ring just inside the saucer's edge. The other is that the directional control is clearly viable in the rudder mounted on the top of the cockpit or central cabin. In the picture the control is external and not as sophisticated as the Fleissner patent but the idea behind both are the same. In the pictured saucer, turns would be made by turning the cabin as a whole, thus, turning the rudder just as the prehistoric flying reptile, the Pterodactyl, turned its flight direction using a rudder located on top of its head. Further confirmation of a Peenemuende saucer project comes from a Stockholm evening newspaper, Aftonbladet, dated October 10, 1952. It reports that a flying saucer, a "space ship", was developed by the Germans during World War Two at Peenemuende by Dr. Wernher von Braun and his rocket team. A test-model of this craft lifted off in April of 1944. It was six meters in diameter. The ultimate craft to be built, was a space ship of 42 meters in diameter, capable of flying an astonishing three hundred kilometers in altitude! Not stated in the article but interesting to note is that this 300 kilometers represents a higher altitude than the first American earth orbiting satellite. Hitler's A-7 Weapon?  Swedish newspaper "Aftonbladet", dated 10/10/52 describes a German saucer built by Wernher von Braun at Peenemuende,six meters in diameter, which lifted off in April, 1944. The article states that high fuel consumption was the major problem, a problem which would be solved utilizing atomic power The construction drawings for this device are in the USA, according to the article, and the drawings are also known to the Russians. The chief difficulty with the saucer, according to the report, is the tremendous fuel requirements during its assent. This problem, it goes on to say, could be solved through the utilization of atomic energy. Let us look at the picture of the three saucers again. In the lower left picture two dark objects can be seen resting on it stop. Mr. Rothkugel suggests these may be bombs or fuel. Let us assume the latter, that they are fuel drums for refueling the saucer. In the USA metal drums of this type commonly contain petroleum products. They measure about three feet in height. Two are shown but six lengths could be stretched across this saucer with perhaps inches to spare. A meter is slightly over a yard. This saucer roughly corresponds in size to the description given in the Aftonbladet article. The picture on the right, minus the fuel drums and poised above some buildings, clearly shows that this saucer actually flew. A whole technical history and organizational hierarchy can be pieced together from this picture, the Fliessner patent, and the Aftonbladet article. The Fleissner design minimizes the effects of boundary layer resistance reflecting the outcome of work starting with Ludwig Prandtl. It is a circular aircraft and a linear descendant of the circular aircraft designed by Dr.Prandtl and Dr. Alexander Lippisch. Fleissner states that he worked at Peenemuende. Peenemuende functioned as the head of all German saucer research. A fact of life at Peenemuende was that all German scientists deferred to Dr. Wernher von Braun who was an expert, the only expert, at everything. Dr. von Braun did have an organizational supervisor, Dr. Walter Dornberger, later to work for Bell Aircraft in the USA. Above Dr. Dornberger was Dr. Hans Kammler, the SS chief of all jet aircraft and vengeance weaponry. All these named men and organizations were part of the German saucer program, their public denials not withstanding. One more loose end is tied up relating to the Fleissner design.This is the relationship of Dr. Giuseppe Belluzzo to the German saucer projects as a whole. Remember, Dr. Belluzzo was a senior scientist and engineer who specialized in materials and steam turbines. The Fleissner saucer design is normally thought of as a sort of ram-jet. But this ram-jet spun due to thrust imparted to it by its exhaust. This exhaust-supplied motion scooped in and compressed the incoming air before ignition. Low speed flight would have been impossible without this feature just as it is with any ram-jet. So another way to look at this engine is that it was a turbine-ram-jet no matter how incongruous this may sound at first. It should also be noted that in the rocket mode, when the saucer is burning only liquid oxygen and liquid hydrogen, the products of this combustion are only heat and water. Another way to say heat and water is steam. To repeat, Dr. Giuseppe Belluzzo was a steam-turbine expert. As mentioned earlier, Mr. Rothkugel reports that Dr. Belluzzo visited and, presumably consulted with. Dr. Alexander Lippisch at Augsberg.Dr. Belluzzo's involvement with the German saucer projects should not be assumed to be confined to the Miethe project.  Levitating Stone (Hinzugefügt)   Erstellt 2006. Update 14. Juli 2007 © Medical-Manager Wolfgang Timm Fortsetzung Die Kronen symbolisieren die höhere Natur in jedem Menschen, sein individueller potentieller innerer Adel. Jedermann ist verpflichtet seinen inneren Adel nach Albrecht Dürer und Carl Huter zu heben.
Bearbeitung: Medical-Manager Wolfgang Timm
 
DEUTSCHLAND